Report On Long Term Strategy For The Transport Sector of HMA-2041 Volume-I Main Report PDF

Hyderabad Metropolitan Development Authority
Comprehensive Transportation Study (CTS) for

Hyderabad Metropolitan Area (HMA)
www.ctshma2011.com
Report on
Long Term Strategy for the Transport Sector of
HMA-2041
Volume-I: Main Report
Trip Ends from HIS Generation Base Year Planning
and Demadj Model Parameters
Distribution Transport System

Model Characteristics
Mode Choice
Panel Data from Mode Choice
HIS and Speed & Model
Delay Survey Data
Assignment
Models
Evaluation
March 2013
LEA Associates South Asia Pvt. Ltd., New Delhi, India

in Joint Venture with
LEA International Ltd., Canada
Consultancy Services for
R ep ort on Comprehensive Transportation Study (CTS)
Long Term Strategy for the Transport Sector of HMA-2041 for Hyderabad Metropolitan Area (HMA)
Table of Contents
1 INTRODUCTION ..........................................................................................................................................................1-1
1.1 BACKGROUND................................................................................................................................................................. 1-1
1.2 TOR STIPULATIONS ........................................................................................................................................................ 1-1
1.3 PURPOSE AND FOCUS OF THE REPORT .................................................................................................................... 1-2
1.4 STRUCTURE OF THE REPORT ...................................................................................................................................... 1-2
2 STRATEGIES AND PLANS OF HMA – REVIEW AND INSIGHTS .............................................................................2-1

2.1 INTRODUCTION ............................................................................................................................................................... 2-1
2.2 REVIEW OF PLANS AND STRATEGIES ......................................................................................................................... 2-1
2.2.1 HYDERABAD AREA TRANSPORTATION STUDY – 1 (1983) ........................................................................ 2-1
2.2.2 HYDERABAD AREA TRANSPORTATION STUDY– 2 (2000) ......................................................................... 2-5
2.2.3 FEASIBILITY STUDY OF MRTS (1998) ........................................................................................................... 2-5
2.2.4 HYDERABAD CONCEPT PLAN ....................................................................................................................... 2-6
2.2.5 DPR FOR MRTS ............................................................................................................................................. 2-13
2.2.6 MULTI MODAL TRANSPORTATION SYSTEM (MMTS) ............................................................................... 2-14
2.2.7 T&T ACTION PLAN – SRI RAGHOTHAM RAO COMMITTEE REPORT ...................................................... 2-16
2.2.8 STUDY ON RADIAL ROADS .......................................................................................................................... 2-19
2.2.9 DPR OF BRTS ................................................................................................................................................ 2-21
2.2.10 CITY DEVELOPMENT PLAN FOR HYDERABAD ......................................................................................... 2-23
2.2.11 MASTER PLAN FOR CORE AREA, HUDA, CDA, AND HADA ..................................................................... 2-30
2.2.12 GROWTH CORRIDOR (ORR) PLAN ............................................................................................................. 2-35
2.2.13 INTEGRATED ENVIRONMENT STRATEGIES FOR THE CITY OF HYDERABAD ...................................... 2-36
2.3 SUMMARY OF REVIEW AND VIEWS ........................................................................................................................... 2-37
3 GROWTH PROFILE AND PROSPECTS OF HMA ......................................................................................................3-1

3.1 GROWTH TRENDS OF HMA ........................................................................................................................................... 3-1
3.1.1 POPULATION ................................................................................................................................................... 3-1
3.1.2 EMPLOYMENT AND WORKFORCE PARTICIPATION ................................................................................... 3-2
3.1.3 ROLE OF EDUCATION IN HMA....................................................................................................................... 3-2
3.2 ECONOMIC BASE AND PERSPECTIVE ......................................................................................................................... 3-5
3.3 POTENTIALS AND PROSPECTS OF HMA ..................................................................................................................... 3-8
4 REVIEW OF TRANSPORT STRATEGIES OF METRO REGIONS .............................................................................4-1

4.1 INTRODUCTION ............................................................................................................................................................... 4-1
4.2 REVIEW OF INTERNATIONAL CASE STUDIES ............................................................................................................. 4-1
4.2.1 GREATER LONDON, UNITED KINGDOM ....................................................................................................... 4-1
4.2.2 LOS ANGELES ................................................................................................................................................. 4-3
4.2.3 TOKYO, JAPAN ................................................................................................................................................ 4-3
4.2.4 SEOUL, SOUTH KOREA .................................................................................................................................. 4-6
4.2.5 EDMONTON, CANADA .................................................................................................................................... 4-7
4.2.6 SINGAPORE ..................................................................................................................................................... 4-8
4.2.7 OTTAWA, CANADA ........................................................................................................................................ 4-10
4.2.8 HONG KONG, CHINA..................................................................................................................................... 4-12
4.2.9 CURITIBA, BRAZIL ......................................................................................................................................... 4-15
4.2.10 COPENHAGEN, DENMARK........................................................................................................................... 4-19
4.3 APPRECIATION OF NUTP ............................................................................................................................................. 4-23
4.3.1 NATIONAL URBAN TRANSPORT POLICY ................................................................................................... 4-23
4.4 REVIEW OF INDIAN METRO TRANSPORT STRATEGIES .......................................................................................... 4-24
4.4.1 MUMBAI METROPOLITAN REGION (MMR) ................................................................................................. 4-24
4.4.2 CHENNAI METROPOLITAN AREA ................................................................................................................ 4-29
4.4.3 BANGALORE .................................................................................................................................................. 4-31
4.4.4 DELHI.............................................................................................................................................................. 4-33
4.5 APPRECIATION OF WORLD BANK PERSPECTIVE ON URBAN TRANSPORT ......................................................... 4-34
5 POSITIONING OF HMA AND FORMULATING GROWTH SCENARIO ......................................................................5-1

5.1 HMA IN THE INTERNATIONAL CONTEXT...................................................................................................................... 5-1
5.2 GROWTH OF HMA VIS-A-VIS CHENNAI AND BENGALURU ........................................................................................ 5-1
5.3 GROWTH OF HMA VIS-À-VIS VIJAYAWADA AND VISAKAPATNAM ............................................................................ 5-4
5.4 REGIONAL PROFILE OF HMA ........................................................................................................................................ 5-5
5.5 GROWTH DIMENSIONS AND VIEWS ............................................................................................................................. 5-7
5.6 GROWTH SCENARIO FOR HMA-2041 ........................................................................................................................... 5-8
6 FORMULATING CONCEPT LANDUSE AND TRANSPORT OPTIONS ......................................................................6-1

6.1 PROPOSITIONS AND OPTIONS ..................................................................................................................................... 6-1
6.2 CONCEPTUALISING TRANSPORTATION PLAN– SOME KEY CONSIDERATIONS .................................................... 6-2
6.2.1 NEED FOR VISIONARY BUT PRACTICAL STRATEGY ................................................................................. 6-2
6.2.2 BALANCED TRANSPORTATION..................................................................................................................... 6-2
6.2.3 NEED FOR HIERARCHICAL TRANSPORT NETWORK ................................................................................. 6-3
6.2.4 CONCEPTUALISING FUTURE TRANSPORT PLANS .................................................................................... 6-3
i
6.3 TRANSPORT NETWORK AND SYSTEMS FOR EVALUATION ..................................................................................... 6-5

6.3.1 BASE YEAR (2011) TRANSPORT NETWORK ................................................................................................ 6-5
6.3.2 COMMITTED/APPROVED/PROGRAMMED/PLANNED PROJECTS ............................................................. 6-6
6.3.3 CONCEPTUAL TRANSIT AND HIGHWAY NETWORKS ................................................................................ 6-6
6.4 CONCEPT LANDUSE & NETWORK PLANS ................................................................................................................. 6-10
6.4.1 CONCEPT ROAD NETWORK PLAN N2 ........................................................................................................ 6-11
6.4.2 CONCEPT NETWORK PLAN N3 ................................................................................................................... 6-17
6.4.3 SUMMARY ...................................................................................................................................................... 6-17
6.4.4 APPRECIATION OF PRESENT LAND USE PROPOSAL AT CLUSTER GROUP ........................................ 6-21
6.5 LAND USE AND TRANSPORT SCENARIO ................................................................................................................... 6-32
7 EVOLVING LANDUSE AND TRANSPORT SCENARIOS AND OPTIONS .................................................................7-1

7.1 TRANSIT ORIENTED DEVELOPMENT & CASE STUDIES ............................................................................................ 7-1
7.1.1 LOWER MANHATTAN...................................................................................................................................... 7-2
7.1.2 SINGAPORE ..................................................................................................................................................... 7-2
7.1.3 BOSTON ........................................................................................................................................................... 7-3
7.2 POTENTIALS OF TRANSIT ORIENTED DEVELOPMENT IN HMA ................................................................................ 7-5
7.3 ALTERNATIVE LANDUSE OPTIONS (GROWTH OPTIONS) ......................................................................................... 7-5
7.3.1 SCENARIO 1 (S1)............................................................................................................................................. 7-6
7.3.2 SCENARIO 2 (S2)............................................................................................................................................. 7-6
7.3.3 SCENARIO 3 (S3) AND SCENARIO 4 (S4) ..................................................................................................... 7-6
7.4 PLANNING PARAMETERS ............................................................................................................................................ 7-11
7.4.1 SPATIAL DISTRIBUTION OF POPULATION ................................................................................................. 7-11
7.4.2 SPATIAL DISTRIBUTION OF EMPLOYMENT ............................................................................................... 7-16
7.5 DISTRIBUTION OF OTHER PLANNING PARAMETERS .............................................................................................. 7-21
8 TRAVEL DEMAND FORECAST AND OPTIONS ANALYSIS .....................................................................................8-1

8.1 INTRA URBAN MODEL DEVELOPMENT CALIBRATION AND VALIDATION ................................................................ 8-1
8.1.1 APPROACH AND PROCESS ........................................................................................................................... 8-1
8.1.2 INPUT DATA FOR UTP MODEL ...................................................................................................................... 8-2
8.1.3 TRAVEL DEMAND MODEL DEVELOPMENT ................................................................................................. 8-5
8.1.4 TRIP GENERATION MODELS ......................................................................................................................... 8-7
8.1.5 TRIP DISTRIBUTION MODELS ....................................................................................................................... 8-7
8.1.6 MODE CHOICE MODELS ................................................................................................................................ 8-8
8.1.7 GOODS TRAFFIC MODELLING .................................................................................................................... 8-12
8.1.8 TRAVEL DEMAND REVALIDATION PROCESS ........................................................................................... 8-12
8.1.9 TRIP GENERATION ....................................................................................................................................... 8-13
8.1.10 TRIP DISTRIBUTION...................................................................................................................................... 8-13
8.1.11 MODE SPLIT .................................................................................................................................................. 8-15
8.1.12 ASSIGNMENT ................................................................................................................................................ 8-16
8.2 INTER CITY TRAVEL DEMAND ASSESSMENT ........................................................................................................... 8-18
8.3 COMMITTED AND PROPOSED TRANSPORT NETWORKS ....................................................................................... 8-19
8.4 TRANSPORT SYSTEM ATTRIBUTES AND INPUTS .................................................................................................... 8-30
8.4.1 ZONE CODING SCHEME .............................................................................................................................. 8-31
8.4.2 DETAILED LEVEL ZONING SYSTEM:........................................................................................................... 8-32
8.4.3 STRATEGIC LEVEL ZONE GROUPING: ....................................................................................................... 8-32
8.4.4 CLUSTER LEVEL ZONE GROUPING: .......................................................................................................... 8-32
8.4.5 NODE CODING SCHEME .............................................................................................................................. 8-32
8.4.6 CODING OF THE NODES .............................................................................................................................. 8-33
8.4.7 LINK CODING SCHEME ................................................................................................................................ 8-35
8.4.8 DETAILED NETWORK CODING SCHEME - TRANSIT LINE ATTRIBUTES ................................................ 8-37
8.5 STRATEGY FOR PUBLIC TRANSPORT ....................................................................................................................... 8-39
8.6 TRAVEL DEMAND FORECAST AND SHARE OF PUBLIC TRANSPORT .................................................................... 8-39
8.7 CRITERIA FOR OPTIONS ANALYSIS ........................................................................................................................... 8-40
8.8 TRANSPORT NETWORK ANALYSIS BY SCENARIOS ................................................................................................ 8-41
8.8.1 INTERNAL TRAVEL DEMAND ....................................................................................................................... 8-42
8.8.2 EXTERNAL TRAVEL DEMAND ..................................................................................................................... 8-43
8.8.3 NETWORK ASSIGNMENT ............................................................................................................................. 8-43
8.8.4 SCENARIO-WISE ASSESSMENT OF FLOWS ............................................................................................. 8-43
8.9 EVALUATION OF SCENARIOS ..................................................................................................................................... 8-57
8.9.1 CRITERIA FOR EVALUATION ....................................................................................................................... 8-57
8.9.2 COMPARATIVE EVALUATION AND SHORT-LISTING ................................................................................. 8-59
9 INITIAL ENVIRONMENTAL & SOCIAL EVALUATION ...............................................................................................9-1

9.1 INTRODUCTION ............................................................................................................................................................... 9-1
9.2 EXISTING SITUATION OF ENVIRONMENTAL & SOCIAL CONDITIONS ...................................................................... 9-1
9.2.1 ENVIRONMENT CONDITIONS ........................................................................................................................ 9-1
9.2.2 ENVIRONMENTALLY SENSITIVE AREAS ...................................................................................................... 9-2
9.2.3 AIR POLLUTION ............................................................................................................................................... 9-3
9.2.4 WATER POLLUTION ........................................................................................................................................ 9-3
9.2.5 ENERGY EFFICIENCY..................................................................................................................................... 9-4
9.2.6 SOCIAL CONDITIONS ..................................................................................................................................... 9-4
9.2.7 DEMOGRAPHIC CONDITIONS ....................................................................................................................... 9-4
9.2.8 URBANISATION ............................................................................................................................................... 9-5
ii
9.2.9 SLUM CONDITIONS......................................................................................................................................... 9-5

9.3 SCREENING OF ALTERNATIVE SCENARIOS ............................................................................................................... 9-5
9.3.1 ENVIRONMENTAL IMPACT ANALYSIS .......................................................................................................... 9-6
9.3.2 SOCIAL / RESETTLEMENT IMPACTS ............................................................................................................ 9-8
9.3.3 ENVIRONMENTAL AND SOCIAL BENEFIT .................................................................................................... 9-8
9.3.4 CONCLUSIONS AND CONSIDERATIONS DURING PROJECT PREPARATION .......................................... 9-9
10 REVIEW OF INSTITUTIONAL ARRANGEMENTS ....................................................................................................10-1

10.1 INTRODUCTION ............................................................................................................................................................. 10-1
10.1.1 OBJECTIVES OF INSTITUTIONAL ASSESSMENT ...................................................................................... 10-2
10.1.2 NEED FOR INSTITUTIONAL COORDINATION ............................................................................................ 10-2
10.2 REVIEW OF CURRENT ARRANGEMENTS .................................................................................................................. 10-2
10.2.1 HYDERABAD METROPOLITAN DEVELOPMENT AUTHORITY (HMDA) .................................................... 10-3
10.2.2 GREATER HYDERABAD MUNICIPAL CORPORATION (GHMC) ................................................................ 10-4
10.2.3 ANDHRA PRADESH STATE ROAD TRANSPORT CORPORATION (APSRTC) ......................................... 10-5
10.2.4 TRAFFIC POLICE OF HYDERABAD AND CYBERABAD ............................................................................. 10-8
10.2.5 TRANSPORT COMMISSIONERATE ............................................................................................................. 10-9
10.2.6 ROADS & BUILDINGS DEPARTMENT, GOVERNMENT OF ANDHRA PRADESH ................................... 10-10
10.2.7 SOUTH CENTRAL RAILWAY (SCR) ........................................................................................................... 10-11
10.2.8 HYDERABAD METRO RAIL LIMITED (HMRL) ............................................................................................ 10-12
10.2.9 SUMMARY OF ROLES AND RESPONSIBILITIES ...................................................................................... 10-13
10.2.10 NEED FOR INSTITUTIONAL STRENGTHENING ....................................................................................... 10-13
10.3 NUTP-PERSPECTIVE AND ADVISORY ...................................................................................................................... 10-14
10.3.1 VISION .......................................................................................................................................................... 10-15
10.3.2 OBJECTIVES ................................................................................................................................................ 10-15
10.3.3 NUTP RECOMMENDATIONS ON INSTITUTIONAL AND CAPACITY BUILDING ASPECTS .................... 10-15
10.4 INSIGHTS TO REFORMS INITIATED: UMTA .............................................................................................................. 10-17
10.5 INTERNATIONAL PERSPECTIVE IN CITY REGIONS ................................................................................................ 10-18
10.5.1 INSTITUTIONAL MECHANISM IN SELECTED WESTERN CITIES ............................................................ 10-19
10.5.2 REFORM EXPERIENCE IN ASIAN CITIES ................................................................................................. 10-30
10.5.3 INSTITUTIONAL MECHANISM IN JOHANNESBURG ................................................................................ 10-41
10.5.4 FUTURE DIRECTIONS OR LESSONS FOR HMA ...................................................................................... 10-43
10.6 POTENTIAL NEEDS AND ACTIONS ........................................................................................................................... 10-44
10.6.1 INSTITUTIONAL REFORMS FOR HMDA .................................................................................................... 10-44
10.6.2 GOVERNANCE OF HMDA ........................................................................................................................... 10-45
10.6.3 THE ORGANISATION AND STAFFING OF HMDA ..................................................................................... 10-47
10.6.4 REGIONAL TRANSPORT & COMMUNICATIONS DEPARTMENT ............................................................ 10-52
10.6.5 THE ORGANISATIONAL CONCEPT PROVIDES THE FRAMEWORK FOR RECRUITING STAFF .......... 10-55
10.7 ASPECTS NEEDING SOME ATTENTION AND CONSIDERATION ........................................................................... 10-55
11 REVIEW OF TRANSPORT FINANCING SCENARIO ................................................................................................11-1

11.1 INFRASTRUCTURE INVESTMENT NEEDS OF HMA ................................................................................................... 11-1
11.2 REVIEW OF FINANCING IN MAJOR REGIONS OF THE WORLD ............................................................................... 11-1
11.2.1 GREATER LONDON AREA............................................................................................................................ 11-1
11.2.2 GREATER VANCOUVER AREA .................................................................................................................... 11-2
11.2.3 TORONTO TRANSIT COMMISSION (TTC) ................................................................................................... 11-3
11.2.4 LOS ANGELES (LA) ....................................................................................................................................... 11-3
11.2.5 NEW YORK METROPOLITAN TRANSPORT AUTHORITY (MTA) ............................................................... 11-4
11.2.6 CALIFORNIA................................................................................................................................................... 11-5
11.2.7 CANADA ......................................................................................................................................................... 11-5
11.3 REVIEW OF BUDGETS AND EXPENDITURE: HMA .................................................................................................... 11-7
11.3.1 SOURCES OF REVENUE FOR HMDA AND GHMC ..................................................................................... 11-7
GREATER HYDERABAD MUNICIPAL CORPORATION (GHMC) ................................................................................. 11-8
11.4 REVIEW OF STATE AND CENTRAL FINANCING ........................................................................................................ 11-9
11.4.1 URBAN INFRASTRUCTURE INVESTMENT ................................................................................................. 11-9
11.4.2 FINANCING URBAN INFRASTRUCTURE ................................................................................................... 11-11
11.4.3 URBAN TRANSPORT INFRASTRUCTURE INVESTMENT: “WORKING GROUP ON URBAN TRANSPORT
TH
FOR 12 FIVE YEAR PLAN ........................................................................................................................ 11-12
11.4.4 RECOMMENDATIONS ON SOURCES OF FUNDING FOR URBAN TRANSPORT INFRASTRUCTURE. 11-14
11.5 APPRECIATION OF MAJOR PROJECTS FINANCING ............................................................................................... 11-15
11.5.1 PROJECT IMPLEMENTATION EXPERIENCES IN HMA ............................................................................ 11-15
11.6 APPRECIATION OF SOURCES OF FUNDING ........................................................................................................... 11-18
12 FORMULATION OF LONG TERM TRANSPORT STRATEGY .................................................................................12-1

12.1 CURRENT TRANSPORT SCENARIO IN HMA .............................................................................................................. 12-1
12.1.1 TRANSPORT NETWORK: BASE YEAR ........................................................................................................ 12-1
12.1.2 TRAVEL PATTERNS: BASE YEAR................................................................................................................ 12-8
12.1.3 INTERNAL TRAFFIC FROM SCREEN LINE SURVEYS ............................................................................. 12-16
12.1.4 GOODS VEHICLE TRAVEL DESIRES ........................................................................................................ 12-16
EXTERNAL GOODS VEHICULAR TRAFFIC ............................................................................................................... 12-16
INTERNAL GOODS VEHICULAR TRAFFIC ................................................................................................................ 12-17
12.1.5 SERVICE LEVEL BENCHMARK OF URBAN TRANSPORT IN HMA .......................................................... 12-18
12.2 CONCEPTUALISING TRANSPORTATION PLAN– SOME KEY CONSIDERATIONS ................................................ 12-22
12.2.1 NEED FOR VISION AND PRACTICAL STRATEGY .................................................................................... 12-22
iii
12.2.2 BALANCED TRANSPORTATION................................................................................................................. 12-23

12.2.3 NEED FOR HIERARCHICAL TRANSPORT NETWORK ............................................................................. 12-23
12.2.4 CONCEPTUALISING FUTURE TRANSPORT PLANS ................................................................................ 12-24
12.3 TRANSPORT NETWORK AND SYSTEMS FOR EVALUATION ................................................................................. 12-25
12.3.1 BASE YEAR (2011) TRANSPORT NETWORK ............................................................................................ 12-25
12.3.2 COMMITTED/APPROVED/PROGRAMMED/PLANNED PROJECTS ......................................................... 12-26
12.3.3 CONCEPTUAL TRANSIT AND HIGHWAY NETWORKS ............................................................................ 12-26
12.4 LANDUSE STRATEGY ................................................................................................................................................. 12-30
12.4.1 BASE YEAR LANDUSE ................................................................................................................................ 12-30
12.4.2 HORIZON YEAR (2041) LANDUSE ............................................................................................................. 12-33
12.5 LONG TERM TRANSPORT TRENDS AND PROSPECTS .......................................................................................... 12-33
12.5.1 SCENARIO APPROACH TO TRANSPORT STRATEGY ANALYSIS .......................................................... 12-33
12.6 DEVELOPMENT CONCEPTS AND SCENARIOS FOR HMA ...................................................................................... 12-33
12.6.1 SUPPLY OF DEVELOPABLE LAND ............................................................................................................ 12-33
12.6.2 GROWTH SCENARIOS................................................................................................................................ 12-34
12.7 EVALUATION OF ALTERNATIVE GROWTH SCENARIOS ........................................................................................ 12-35
12.8 RESILIENT TRANSPORT NETWORK FOR HORIZON YEAR 2041 ........................................................................... 12-36
12.8.1 RIGHT OF WAY REQUIREMENTS .............................................................................................................. 12-40
12.8.2 BUS RAPID TRANSIT SYSTEMS/ EBL/ MONO RAIL ................................................................................. 12-41
12.8.3 TRANSIT ORIENTED DEVELOPMENT ....................................................................................................... 12-47
12.9 LONG TERM TRANSPORT STRATEGY ..................................................................................................................... 12-50
12.9.1 OVERARCHING PUBLIC TRANSPORT ...................................................................................................... 12-51
12.9.2 TRAVEL DEMAND........................................................................................................................................ 12-52
12.9.3 MODAL PERSPECTIVE ............................................................................................................................... 12-52
12.9.4 TERMINALS.................................................................................................................................................. 12-58
12.9.5 RAIL TERMINALS......................................................................................................................................... 12-58
12.9.6 INTER STATE/INTER CITY BUS TERMINALS ............................................................................................ 12-59
12.9.7 MULTI-MODAL INTEGRATED TERMINALS ............................................................................................... 12-60
12.9.8 TRUCK TERMINALS .................................................................................................................................... 12-60
12.9.9 CHANGING REGIONAL PERSPECTIVES .................................................................................................. 12-62
12.10 PRELIMINARY COST ESTIMATES.............................................................................................................................. 12-62
12.10.1 COST ESTIMATION PROCESS................................................................................................................... 12-62
12.11 INSTITUTIONAL ARRANGEMENTS ............................................................................................................................ 12-63
12.11.1 REGIONAL TRANSPORT & COMMUNICATIONS DEPARTMENT ............................................................ 12-63
12.11.2 THE ORGANISATIONAL CONCEPT PROVIDES THE FRAMEWORK FOR RECRUITING STAFF .......... 12-68
12.12 ASPECTS NEEDING SOME ATTENTION AND CONSIDERATION ........................................................................... 12-68
12.13 FINANCING OPTIONS ................................................................................................................................................. 12-71
13 SUMMARY .................................................................................................................................................................13-1
14 WAY FORWARD ........................................................................................................................................................14-1
14.1 WAY FORWARD............................................................................................................................................................. 14-1
iv
List of Annexure
Annexure 2-1: Review of Travel Demand Models in Past Studies
Annexure 8-1: Travel Demand Model Development: Morning Peak Period
Annexure 8-2: Planning Parameters: Base Year (2011)
Annexure 8-3: Travel Demand Models with NMT Modes
Annexure 8-4: TAZ wise Private Vehicle Availability for the Base Year (2011) and Horizon Year (2041)
Annexure 8-5: Planning Parameters for the Horizon Year (2041) for Alternative Scenarios
Annexure 8-6: Vehicle Availability Model
Annexure 8-7: Assignment Parameters
Annexure 8-8: Scenario wise Evaluation
Annexure 11-1: Base Year (2011) Landuse
Annexure 11-2: Review of NMT Policy
Annexure 11-3: Service Level Benchmark of Urban Transport in HMA
v
List of Tables
Table 1-1: Study Progress....................................................................................................................................................................................................... 1-1
Table 2-1: Impact of the Growth Policies ............................................................................................................................................................................... 2-1
Table 2-2: Details of Expressway Alignment on Knowledge Hub ........................................................................................................................................... 2-9
Table 2-3: Details of Expressway Alignment on Technology Hub ......................................................................................................................................... 2-10
Table 2-4: Details of Expressway Alignment on Emerging Technology Hub ......................................................................................................................... 2-11
Table 2-5: Details of Expressway Alignment on Entertainment and Tourism Hub ............................................................................................................... 2-12
Table 2-6: Summary of Transit Demand for the year 2011 .................................................................................................................................................. 2-13
Table 2-7: Summary of Transit Demand for the year 2021 .................................................................................................................................................. 2-13
Table 2-8: Purpose wise and Mode wise Travel Demand for the Base year (2004) ............................................................................................................. 2-14
Table 2-9: Peak Hour Ridership on Different Options for Horizon Years (In Trips) ............................................................................................................... 2-15
Table 2-10: Proposed Ranking of Route Option and Proposed System Option .................................................................................................................... 2-15
Table 2-11: Proposed Development Sequence of Route Options ........................................................................................................................................ 2-16
Table 2-12: Recommendations of the Sri Raghotham Rao Committee Report .................................................................................................................... 2-18
Table 2-13: Goals, Service Outcomes for Different Horizon Years ....................................................................................................................................... 2-25
Table 2-14: Traffic and Transportation Sector - Investment Plan (2005-2012) - Rupees in Crores ...................................................................................... 2-29
Table 2-15: Investments for Increasing Bus Fleet, MRTS, MMTS and Outer Ring Road (ORR) ............................................................................................. 2-29
Table 2-16: Sector Investment proposed under JNNURM ................................................................................................................................................... 2-30
Table 2-17: Area Statement, Metropolitan Development Plan area and HMR .................................................................................................................... 2-32
Table 2-18: Long Term Transport Proposals as per Master Plan in Extended HMA ............................................................................................................. 2-33
Table 3-1: Base Year Employment & Population in HMA ....................................................................................................................................................... 3-2
Table 3-2: Education Attainment Levels in HMA (Base Year) ................................................................................................................................................. 3-3
Table 3-3: Gross District Domestic Product of Andhra Pradesh at Constant (2004-05) Prices ............................................................................................... 3-6
Table 3-4: Gross District Domestic Product 1999/2000 - 2007/2008 ..................................................................................................................................... 3-7
Table 4-1: Interpretation of the City of Los Angeles’ Transit Orientation Values as of June 2012 ......................................................................................... 4-3
Table 4-2: Interpretation of the City of Los Angeles’ Transit Orientation Goals as of June 2012 ........................................................................................... 4-3
Table 4-3: Summary of International and National Case Studies of Major Metropolitan Regions/ Cities on Long Term Transportation Strategies ............ 4-36
Table 5-1: Economy of Hyderabad, Bengaluru, and Chennai ................................................................................................................................................. 5-2
Table 5-2: Top Ten Competitive Cities in India ....................................................................................................................................................................... 5-3
Table 5-3: Urban Agglomerations/Towns in Andhra Pradesh within 200 Kms from Hyderabad ............................................................................................ 5-5
Table 5-4: Urban Agglomerations/Towns Outside Andhra Pradesh within 200 Kms from Hyderabad ................................................................................. 5-6
Table 6-1: Radial Roads from IRR to ORR ............................................................................................................................................................................. 6-11
Table 6-2: Summary of transit network for 2041 ................................................................................................................................................................. 6-12
Table 6-3: Proposed Metro Corridors .................................................................................................................................................................................. 6-12
Table 6-4: Summary of Proposed Network Plans ................................................................................................................................................................. 6-17
Table 6-5: Land use Proposals 2031 (Erstwhile MCH Master plan) ...................................................................................................................................... 6-21
Table 6-6: HUDA Proposed Land use 2020 in Cluster 2 ........................................................................................................................................................ 6-22
Table 6-7: HUDA Proposed Land use 2020 in Cluster 3 ........................................................................................................................................................ 6-23
Table 6-8: HUDA and HADA Proposed Land use .................................................................................................................................................................. 6-24
Table 6-9: HUDA and HADA Proposed Land use .................................................................................................................................................................. 6-25
Table 6-10: HUDA Proposed Land use – Cluster 6 ................................................................................................................................................................ 6-26
Table 6-11: Proposed Land use-2031 (as per extended HMDA Area Master Plan): Cluster Group 7 ................................................................................... 6-27
Table 6-12: Proposed Land use 2031 (as per extended HMDA Area Master Plan): Cluster Group 8 .................................................................................... 6-28
Table 6-13: Proposed Land use 2031 (as per extended HMDA Area Master Plan): Cluster Group 9 .................................................................................... 6-29
Table 6-14: Proposed Land use 2031 (as per extended HMDA Area Master Plan): Cluster Group 10 .................................................................................. 6-31
Table 7-1: Criteria & Weightages Adopted for Population Distribution under Scenarios 3 & 4 ........................................................................................... 7-10
Table 7-2: Criteria & Weightages Adopted for Employment Distribution under Scenarios 3 & 4 ........................................................................................ 7-10
Table 8-1: Comparison of Assigned flows (from HIS matrices) and Observed flows for Daily ................................................................................................ 8-6
Table 8-2: Purpose and Mode wise Daily Travel Demand from Demadj Process ................................................................................................................... 8-6
Table 8-3: Comparison of Assigned flows (from Demadj matrices) and Observed flows for Daily ......................................................................................... 8-6
Table 8-4: Trip Production Models (Excluding NMT) ....................................................................................................................................................... 8-7
Table 8-5: Trip Attraction Models (Excluding NMT) ............................................................................................................................................................... 8-7
Table 8-6: Functional Forms for Impedance Function Parameters (Without NMT) ............................................................................................................... 8-7
Table 8-7: Final Adopted Values of Impedance Function Parameters (Without NMT) .......................................................................................................... 8-8
Table 8-8: Summary of Mode Choice Model Structures for HMA (Daily) ............................................................................................................................... 8-8
Table 8-9: Purpose wise Model Choice Model Outputs for a Daily (Car Availability) (Excluding NMT) .................................................................................. 8-9
Table 8-10: Purpose wise Model Choice Model Outputs for a Daily (Two Wheeler Availability) (Excluding NMT) ................................................................ 8-9
Table 8-11: Purpose wise Model Choice Model Outputs for a Daily (No Vehicle Availability) (Excluding NMT) .................................................................. 8-10
Table 8-12: Purpose wise Utility Equations for a Daily (Excluding NMT) .............................................................................................................................. 8-10
Table 8-13: Estimated Internal to Internal Goods Vehicle Travel in PCUs for Morning Peak Period .................................................................................... 8-12
Table 8-14: Revalidation of Trip Generation Equations: Purpose wise: Comparison of Observed and Estimated Travel Demand (Without NMT) ............. 8-13
Table 8-15: Revalidation of Trip Distribution Models Purpose wise Comparison of Observed and Estimated TL, % of IZ and CR (Without NMT) .............. 8-15
Table 8-16: Revalidation of Mode Choice Models Comparison of Observed and Estimated Mode Split ............................................................................. 8-15
Table 8-17: Revalidation of Mode Choice Models (Without Walk): Coincidence Ratio ........................................................................................................ 8-15
Table 8-18: Revalidation of Mode Choice Models: Weighted Coincidence Ratio................................................................................................................. 8-16
Table 8-19: Comparison of CRs at Distribution and Mode-Split Stage ........................................................................................................................ 8-16
Table 8-20: Comparison of Observed and Assigned Flows across Screen Lines (Car, Two Wheeler, Auto and Taxi (in PCUs).............................................. 8-17
Table 8-21: Projected Average Daily Traffic at all Locations Combined ............................................................................................................................... 8-19
Table 8-22: CAGR by mode for all Locations combined at Outer Cordon ............................................................................................................................ 8-19
Table 8-23: Summary of Transport Network Details ............................................................................................................................................................ 8-20
Table 8-24 : Zone Coding: Detailed Level-695 zones ............................................................................................................................................................ 8-32
Table 8-25 : Zone Coding: Strategic Level - 193 zones ......................................................................................................................................................... 8-32
vi
Table 8-26 Node Numbering for Highway Nodes ................................................................................................................................................................. 8-33

Table 8-27 Facility Type, Link Type and VDF ........................................................................................................................................................................ 8-34
Table 8-28: Mode Table ....................................................................................................................................................................................................... 8-35
Table 8-29: Functional classification of Roads ..................................................................................................................................................................... 8-36
Table 8-30 : Volume Delay Functions Proposed for the study ............................................................................................................................................. 8-36
Table 8-31: lane capacities and free flow speeds ................................................................................................................................................................. 8-37
Table 8-32: Transit Vehicle Table ......................................................................................................................................................................................... 8-38
Table 8-33: Transit Line Segment Attribute Summary ......................................................................................................................................................... 8-38
Table 8-34: Scenario and Mode wise Internal Travel Demand (person trips): Morning Peak Period ................................................................................... 8-42
Table 8-35: Estimated Internal to Internal Goods in vehicles for the base year and horizon year for Morning Peak Period ............................................... 8-43
Table 8-36: Scenario Wise Comparison: Cost of Transport Network ................................................................................................................................... 8-57
Table 8-37: Scenario Wise Comparison of Passenger-km: Public Transport Modes ............................................................................................................ 8-58
Table 8-38: Scenario Wise Comparison of Passenger-km, Passenger-hr and Average Speed: Public Transport Modes ...................................................... 8-58
Table 8-39: Scenario Wise Comparison of Average Trip Length: Public Transport Modes ................................................................................................... 8-59
Table 8-40: Scenario Wise Comparison PCU-km, PCU-hr and Average Speed: Private vehicles, IPT Modes and Goods vehicles ........................................ 8-59
Table 8-41: Comparative Evaluation of Growth Scenarios ................................................................................................................................................... 8-60
Table 9-1: Air Pollution Levels in and around Hyderabad ...................................................................................................................................................... 9-3
Table 9-2: Water Quality of Water Bodies around Hyderabad .............................................................................................................................................. 9-3
Table 9-3: Proportion of Landuse along Alternative Networks .............................................................................................................................................. 9-6
Table 10-1: Functions and the Functionaries of R&B Department ..................................................................................................................................... 10-10
Table 10-2: MMTS Phase II, Stage I Proposed Works ......................................................................................................................................................... 10-11
Table 10-3: MMTS Phase II, Stage II Proposed Works ........................................................................................................................................................ 10-11
Table 10-4: Divisions Proposed under Regional Transport & Communications Department, their Roles and Functions ................................................... 10-54
Table 11-1: Infrastructure Investment Needs of HMA (Amount in INR) .............................................................................................................................. 11-1
Table 11-2: Revenue Details of TTC (Amount in $000s) ....................................................................................................................................................... 11-3
Table 11-3: Revenue details of Los Angeles County Metropolitan Transportation Authority (Amount in $) ....................................................................... 11-3
Table 11-4: Ways for financing Urban Transportation Infrastructure .................................................................................................................................. 11-6
Table 11-5: HMDA Sources of Revenue (Amount in INR) ..................................................................................................................................................... 11-7
Table 11-6: HUDA and Development Fund of HMDA (in INR Lakhs) .................................................................................................................................... 11-8
Table 11-7: Major Sources of Revenue Income for GHMC (Amount in INR Lakhs) .............................................................................................................. 11-8
Table 11-8: Projected Investment in Infrastructure during the Twelfth Five Year Plan (Crore @ 2006-07 prices) ............................................................... 11-9
th
Table 11-9: Projected Capital Expenditure during 12 Plan by HPEC ................................................................................................................................. 11-11
th
Table 11-10: Projected Revenue Expenditure during 12 Plan by HPEC ............................................................................................................................ 11-11
th
Table 11-11: Financing Framework by HPEC (12 plan figures in % of GDP at current prices) .......................................................................................... 11-11
Table 11-12: Investment over the next plan period as projected by HPEC for next 20 years with backlog covered in 15 years (% of GDP at current prices)
........................................................................................................................................................................................................................................... 11-12
Table 11-13: Investment Required for Urban Transport Infrastructure ............................................................................................................................. 11-13
Table 11-14: Funding requirement from Agency ............................................................................................................................................................... 11-13
Table 11-15: Financing plan for Urban Transport Infrastructure ....................................................................................................................................... 11-14
Table 11-16: Major Sources of Funding and their Share (by 2041) for Transport Infrastructure ....................................................................................... 11-19
Table 11-17: Major Sources of Funding and their Share (by 2041) for Urban Infrastructure ............................................................................................. 11-19
Table 11-18: Preliminary Estimates of Total Development Charges by 2041 (INR Lakh Crores) ........................................................................................ 11-21
Table 12-1: Area wise distribution by No. of Lanes .............................................................................................................................................................. 12-1
Table 12-2: Area wise distribution by Observed Formation Width ...................................................................................................................................... 12-1
Table 12-3: Area wise Distribution by Carriageway Category .............................................................................................................................................. 12-2
Table 12-4: Area wise distribution by Availability of Footpaths ........................................................................................................................................... 12-2
Table 12-5 List of Depots & Number of Buses Operated from each Depot .......................................................................................................................... 12-2
Table 12-6 Railway Track Details within the Study Area ...................................................................................................................................................... 12-4
Table 12-7 List of MMTS routes operating in HMA .............................................................................................................................................................. 12-6
Table 12-8 List of Suburban routes operating in HMA ......................................................................................................................................................... 12-7
Table 12-9: Two-way inter-regional OD Matrix (including Walk) ....................................................................................................................................... 12-11
Table 12-10: Two-way inter-regional OD Matrix (excluding Walk) .................................................................................................................................... 12-11
Table 12-11: Service Level Benchmarks in HMA ................................................................................................................................................................ 12-21
Table 12-12: Comparative Evaluation of Growth Scenarios ............................................................................................................................................... 12-36
Table 12-13: Transit Corridors and Proposed Systems for the Resilient Transport Network for the Horizon Year 2041 ................................................... 12-39
Table 12-14: Highway Corridors and Road System Proposed for the Resilient Transport Network for the Horizon Year 2041 ......................................... 12-39
Table 12-15: Distribution of Projected Intercity Rail Passengers at Terminal Stations (HMA) in Millions .......................................................................... 12-58
Table 12-16: Goods Terminal Proposals for HMA .............................................................................................................................................................. 12-61
Table 12-17: Unit Rates Adopted for Broad Cost Estimates for Horizon Year Transport Network ..................................................................................... 12-62
Table 12-18: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Year 2041.............................................................. 12-63
Table 12-19: Divisions Proposed under Regional Transport & Communications Department, their Roles and Functions ................................................. 12-66
Table 12-20: Infrastructure Investment Needs of HMA (Amount in INR) .......................................................................................................................... 12-71
Table 12-21: Major Sources of Funding and their Share (by 2041) for Transport Infrastructure ....................................................................................... 12-72
Table 12-22: Major Sources of Funding and their Share (by 2041) for Urban Infrastructure ............................................................................................. 12-72
Table 12-23: Preliminary Estimates of Total Development Charges by 2041 (INR Lakh Crores) ........................................................................................ 12-74
Table 13-1: Infrastructure Investment Needs of HMA (Amount in INR) .............................................................................................................................. 13-3
Table 13-2: Major Sources of Funding and their Share (by 2041) for Transport Infrastructure ........................................................................................... 13-4
Table 13-3: Major Sources of Funding and their Share (by 2041) for Urban Infrastructure ................................................................................................. 13-4
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List of Figutres
Figure 2-1: Road Network Proposals Proposed by HATS, 1983 for Horizon Year 2001 .......................................................................................................... 2-2
Figure 2-2: Transit Network Proposals Proposed by HATS, 1983 for Horizon Year 2001 ....................................................................................................... 2-3
Figure 2-3: Recommended Cycle Routes, HATS-1, 1983 ........................................................................................................................................................ 2-4
Figure 2-4: Institutional Structure for Proposed UMTA ......................................................................................................................................................... 2-5
Figure 2-5: Ring Road Proposals in Municipal Corporation, Hyderabad Concept Plan Study ................................................................................................. 2-7
Figure 2-6: Specific Service Industries in and around Hyderabad as Economic Drivers in HUDA Region ............................................................................... 2-8
Figure 2-7: Alignments proposed to connect the Economic Drivers in HUDA Region ............................................................................................................ 2-8
Figure 2-8: Proposed road alignment in Knowledge Hub ....................................................................................................................................................... 2-9
Figure 2-9: Proposed road alignment in Technology Hub .................................................................................................................................................... 2-10
Figure 2-10: Proposed road alignment in Emerging Technology Hub .................................................................................................................................. 2-11
Figure 2-11: Proposed road alignment in Entertainment and Tourism Hub ........................................................................................................................ 2-12
Figure 2-12: Trip Length Distribution (Year 2004, MMTS study) .......................................................................................................................................... 2-14
Figure 2-13: Radial Roads and Alignment of Outer Ring Road in HMA ................................................................................................................................ 2-20
Figure 2-14: Proposed BWS Corridors in Hyderabad ............................................................................................................................................................ 2-22
Figure 2-15: Proposed Multiple Nuclei Concept in Master Plan for Extended HMA Area .................................................................................................... 2-32
Figure 2-16: Proposed Public Transport Routes in Master Plan for extended HMA ............................................................................................................. 2-34
Figure 2-17: Proposed Railway Network in Master Plan for extended HMA ........................................................................................................................ 2-35
Figure 3-1: Map Showing the Spatial Dispersion of Educational Institutions/ Enrolment in HMA ......................................................................................... 3-4
Figure 3-2: SWOT Analysis for HMA ....................................................................................................................................................................................... 3-8
Figure 4-1: Spatial Strategy Key Diagram of London Transport Plan ...................................................................................................................................... 4-1
Figure 4-2: Growth of Rail Based Public Transport Network in Tokyo.................................................................................................................................... 4-4
Figure 4-3: Urban Axis Linking Core Cities .............................................................................................................................................................................. 4-5
Figure 4-4: Urban Axis Linking Core Cities .............................................................................................................................................................................. 4-5
Figure 4-5: Seoul: A New Paradigm of Urban Planning .......................................................................................................................................................... 4-6
Figure 4-6: Chonggye-Cheon Restoration (Before and After)................................................................................................................................................. 4-6
Figure 4-7: Seoul Metropolitan Region Proposed: 2020 Spatial Structure ............................................................................................................................. 4-7
Figure 4-8: Ring Road Network in Edmonton, Canada ........................................................................................................................................................... 4-8
Figure 4-9: City of Edmonton Future Transit and Bus Corridors ............................................................................................................................................. 4-8
Figure 4-10: Statutory Boards of Singapore ........................................................................................................................................................................... 4-8
Figure 4-11 :Singapore Land Transport Authority Objectives ................................................................................................................................................ 4-8
Figure 4-12: Strategies of Singapore Land Transport System ................................................................................................................................................. 4-9
Figure 4-13: Singapore Transport Plans for the years 2000, 2010 and 2020 .......................................................................................................................... 4-9
Figure 4-14: Transportation Vision: Summary and Elements ............................................................................................................................................... 4-11
Figure 4-15: Railway Development Strategy for Hong Kong ................................................................................................................................................ 4-13
Figure 4-16: Bus Transit Network Growth in Curitiba .......................................................................................................................................................... 4-16
Figure 4-17: Curitiba’s Integrated Transit Network .............................................................................................................................................................. 4-17
Figure 4-18: Curitiba Bus Rapid Transit using Trinary Road System ..................................................................................................................................... 4-18
Figure 4-19: Copenhagen Integrated Transit Network ......................................................................................................................................................... 4-20
Figure 4-20: Copenhagen's "Finger Plan" Channeled growth along Rail Transit Corridors. .................................................................................................. 4-21
Figure 4-21: Recommended Transit Network 2031 ............................................................................................................................................................. 4-25
Figure 4-22: Recommended Road Network 2031 ................................................................................................................................................................ 4-25
Figure 4-23: Concept for Development Intensification Focused on Transportation Corridors ............................................................................................. 4-26
Figure 4-24: Candidate Roads for Bus Rapid Transit/ EBL/ Mono Rail.................................................................................................................................. 4-27
Figure 4-25: Candidate Multi-modal Corridors .................................................................................................................................................................... 4-27
Figure 4-26: Radial and Grid Arrangement of Transport Corridors Considered for Evaluation ............................................................................................ 4-30
Figure 4-27: Bangalore City Transport Vision ....................................................................................................................................................................... 4-31
Figure 4-28: Present challenge – providing connectivity (2003) .......................................................................................................................................... 4-32
Figure 4-29: Diagrammatic representation of present system (2003) ................................................................................................................................. 4-32
Figure 4-30: Transit Network Proposed for 2024 ................................................................................................................................................................. 4-32
Figure 4-31: Road Network Proposed for 2024 .................................................................................................................................................................... 4-32
Figure 4-32: Recommended Integrated Public Transport Network and System .................................................................................................................. 4-34
Figure 5-1: India Cities on Global Benchmark ........................................................................................................................................................................ 5-1
Figure 5-2: State Contribution to All India NDP (2011/12) ..................................................................................................................................................... 5-3
Figure 5-3: Sectoral Contribution to Economy ....................................................................................................................................................................... 5-4
Figure 5-4: Map Showing Urban Agglomerations and Towns around Hyderabad ................................................................................................................. 5-5
Figure 5-5: Growth Recorded Between 2001-2011 in UA’s/Town’s Near Hyderabad ............................................................................................................ 5-6
Figure 6-1: Map showing Considered Clusters in HMA .......................................................................................................................................................... 6-1
Figure 6-2: Major Developments and Opportunities for Greenfield Expansion ..................................................................................................................... 6-5
Figure 6-3: Conceptual Progressive Expansion of Transit Network and Higher Order Highway Corridors ............................................................................. 6-6
Figure 6-4: Conceptual Progressive Expansion of Transit Network ........................................................................................................................................ 6-7
Figure 6-5: Longer Term Transit Oriented Growth Centres and Prime Catchment Areas ...................................................................................................... 6-7
Figure 6-6: Longer Term Transit Oriented Growth Centres and Peripheral Road Focussed Local Centres ............................................................................. 6-8
Figure 6-7: Longer Term Multi-Modal and Arterial Hierarchical Network Concept ............................................................................................................... 6-9
Figure 6-8: Longer Term Road Network Concept Plan ........................................................................................................................................................... 6-9
Figure 6-9: Map showing Road network plan N1 ................................................................................................................................................................. 6-11
Figure 6-10: Network (Road) for Horizon Year 2041: Network Scenario N2: Proposed ....................................................................................................... 6-14
Figure 6-11: Network (Transit) for Horizon Year 2041: Network Scenario N2: Proposed .................................................................................................... 6-15
Figure 6-12: Network (Road and Transit) for Horizon Year 2041: Network Scenario N2: Proposed .................................................................................... 6-16
viii
Figure 6-16: Map showing Cluster 1 (MCH) proposed land use plan (Master Plan-MCH) with N3 Network ........................................................................ 6-22
Figure 6-17: Map showing Cluster 2 (North of MCH) proposed land use (as per HUDA Master Plan) with N3 Network ..................................................... 6-23
Figure 6-18: Map showing Cluster 3 (North-East of MCH) proposed land use (as per HUDA Master Plan) with N3 Network ............................................. 6-24
Figure 6-19: Map showing Cluster 4 (South-East of MCH) proposed land use (as per HUDA Master Plan) with N3 Network ............................................. 6-25
Figure 6-20: Map showing Cluster 5 (South of MCH) proposed land use (as per HUDA Master Plan) with N3 Network ..................................................... 6-26
Figure 6-21: Map showing Cluster 6 (North-West of MCH) proposed land use (as per HUDA Master Plan) with N3 Network ............................................ 6-27
Figure 6-22: Map showing Cluster Group 7 proposed land use (as per Draft Master Plan for extended HMDA Area) with N3 Network ............................ 6-28
Figure 6-25: Map showing Cluster Group 10 proposed land use (as per Draft Master Plan for extended HMDA Area) with N3 Network .......................... 6-31
Figure 7-1 : Calthorpe’s Diagram ........................................................................................................................................................................................... 7-2
Figure 7-2: Lower Manhattan in New York, United States of America ................................................................................................................................... 7-3
Figure 7-3: Singapore ............................................................................................................................................................................................................. 7-3
Figure 7-4: Boston, United States of America ........................................................................................................................................................................ 7-4
Figure 7-5: Toronto, Canada .................................................................................................................................................................................................. 7-4
Figure 7-6: Illustration of TOD Potentials at Select Metro Stations ........................................................................................................................................ 7-5
Figure 7-7: Map showing Possible Growth Centres within Outer Ring Road.......................................................................................................................... 7-8
Figure 7-8: Map showing Possible Growth Centres in HMA ................................................................................................................................................... 7-9
Figure 7-9: Chart Showing Distribution of Horizon Year Population in HMA ....................................................................................................................... 7-11
Figure 7-10: Map Showing Base Year Population Distribution ............................................................................................................................................. 7-12
Figure 7-11: Map Showing Horizon Year Population Distribution (Scenario 1) .................................................................................................................... 7-13
Figure 7-14: Chart Showing Distribution of Horizon Year Employment in HMA................................................................................................................... 7-16
Figure 7-15: Map Showing Base Year Employment Distribution .......................................................................................................................................... 7-17
Figure 7-16: Map Showing Horizon Year Employment Distribution (Scenario 1) ................................................................................................................. 7-18
Figure 8-1: Modules of Decision Support System for Urban Transport System ..................................................................................................................... 8-1
Figure 8-2: UTP Model ........................................................................................................................................................................................................... 8-3
Figure 8-3: Urban Transport Planning Model Calibration ...................................................................................................................................................... 8-4
Figure 8-4: Trip Length Frequency Diagram (TLFD) Comparison (HIS or Observed and Calibrated or Estimated) ................................................................ 8-14
Figure 8-5: Assigned Rail and Bus Passenger Flows for Moring Peak Period (Base Year 2011) ............................................................................................ 8-17
Figure 8-6: Assigned Road PCU Flows for Morning Peak Period (Base Year 2011) ............................................................................................................... 8-17
Figure 8-7: Network (Road) for Horizon Year 2041: Network Scenario N1: Committed ...................................................................................................... 8-21
Figure 8-8: Network (Transit) for Horizon Year 2041: Network Scenario N1: Committed ................................................................................................... 8-22
Figure 8-9: Network (Road and Transit) for Horizon Year 2041: Network Scenario N1: Committed .................................................................................... 8-23
Figure 8-16: Road and Transit Network Attributes for EMME ............................................................................................................................................. 8-31
Figure 8-17: Showing the Performance of VDF with Changing Volume Capacity Ratios ...................................................................................................... 8-36
Figure 8-18: Travel Demand Forecast Process for the Horizon Year 2041 ........................................................................................................................... 8-39
Figure 8-19: Alternative Scenarios for Travel Demand Analysis ........................................................................................................................................... 8-41
Figure 8-20: Suburban Rail/ Metro and Road Assignment (Scenario S1N2PV1) ................................................................................................................... 8-45
Figure 8-31: Suburban Rail/ Metro and Road Assignment (Scenario S4N3PV2)................................................................................................................... 8-56
Figure 9-1: Environmentally Sensitive Areas in HMA Region ................................................................................................................................................. 9-2
Figure 9-2: Population Density in HMR .................................................................................................................................................................................. 9-5
Figure 10-1: Organisation Structure of HMDA ..................................................................................................................................................................... 10-4
Figure 10-2: Organisation Structure of GHMC ..................................................................................................................................................................... 10-6
Figure 10-3: Organisation Structure of APSRTC Greater Hyderabad Zone ........................................................................................................................... 10-7
Figure 10-4: Organisation Structure of Traffic Police: Traffic Branch, Hyderabad ................................................................................................................ 10-8
Figure 10-5: Organization Structure of Cyberabad Police Commissionerate ....................................................................................................................... 10-9
Figure 10-6: Organisation Structure of South Central Railway ........................................................................................................................................... 10-12
Figure 10-7: Translink Service Area Multiple Municipalities .............................................................................................................................................. 10-19
Figure 10-8: Transport Network operated by Translink ..................................................................................................................................................... 10-19
Figure 10-9: Political Structure and Corporate Structure of TransLink ............................................................................................................................... 10-21
Figure 10-10: Organisation Structure of Greater London Authority, Boroughs Areas and GLA Group .............................................................................. 10-22
Figure 10-11: London Underground System (The Tube) .................................................................................................................................................... 10-23
Figure 10-12: Metro System and Commuter Rail System in New York .............................................................................................................................. 10-25
ix
Figure 10-13: Regional and Local Municipalities in Greater Toronto Area ......................................................................................................................... 10-26
Figure 10-14: Greater Toronto – Rail Transit Network ....................................................................................................................................................... 10-27
Figure 10-15: Council Structure of Toronto City................................................................................................................................................................. 10-28
Figure 10-16: Organisation Chart of Metrolinx .................................................................................................................................................................. 10-30
Figure 10-17: Tokyo Metropolis and Surrounding Prefectures .......................................................................................................................................... 10-31
Figure 10-18: Tokyo Metropolitan Governance ................................................................................................................................................................. 10-32
Figure 10-19: Seoul Metropolitan Area .............................................................................................................................................................................. 10-40
Figure 10-20: Seoul Metropolitan Government Organization Structure ............................................................................................................................ 10-41
Figure 10-21: City of Johannesburg Metropolitan Area ..................................................................................................................................................... 10-41
Figure 10-22: Existing HMDA Structure .............................................................................................................................................................................. 10-46
Figure 10-23: Existing Authority Composition .................................................................................................................................................................... 10-47
Figure 10-24: Proposed Organisation Structure for HMDA-Stage I .................................................................................................................................... 10-51
Figure 10-25: Proposed Organisation Structure for HMDA-Stage II ................................................................................................................................... 10-52
Figure 10-26: Organisational Structure for Regional Transport & Communications Department ...................................................................................... 10-55
Figure 10-27: Potential Changes to Municipal Jurisdiction Option 1.................................................................................................................................. 10-56
Figure 10-28: Potential Changes to Municipal Jurisdiction Option 1 Extended Area ......................................................................................................... 10-57
Figure 10-29: Potential Changes to Municipal Jurisdiction Option 2 GHMC Expanded to Contiguous Development Outside ORR ................................... 10-57
Figure 11-1: Revenue Breakdown by type (£ Million) in Tfl ................................................................................................................................................. 11-2
Figure 11-2: Revenue Break down by Type in Translink, Vancouver .................................................................................................................................... 11-2
Figure 11-3: Revenue Split of TTC in 2009............................................................................................................................................................................ 11-3
Figure 11-4: Revenue Split of TTC in 2010............................................................................................................................................................................ 11-3
Figure 11-5: Revenue Split of MTA (Amount in $ in Millions) .............................................................................................................................................. 11-4
Figure 11-6: Investment in Infrastructure services .............................................................................................................................................................. 11-9
Figure 11-7: Urban Infrastructure Investment Requirement: 2012-31 .............................................................................................................................. 11-10
Figure 11-8: Relative share of Major Urban Infrastructure Investment Requirements ...................................................................................................... 11-10
Figure 12-1 Bus Stop Locations in HMA ............................................................................................................................................................................... 12-3
Figure 12-2 Bus Route Coding .............................................................................................................................................................................................. 12-3
Figure 12-3 APSRTC Bus Routes in HMA .............................................................................................................................................................................. 12-4
Figure 12-4 Rail network in HMA ......................................................................................................................................................................................... 12-5
Figure 12-5 MMTS Route Network in HMA .......................................................................................................................................................................... 12-6
Figure 12-6 Suburban Route Network in HMA ..................................................................................................................................................................... 12-7
Figure 12-7: Zone Groupings ................................................................................................................................................................................................ 12-8
Figure 12-8: TAZ Map ........................................................................................................................................................................................................... 12-9
Figure 12-9: Super Zone Map ............................................................................................................................................................................................... 12-9
Figure 12-10: Cluster Map.................................................................................................................................................................................................... 12-9
Figure 12-11: Screen Cluster Map ........................................................................................................................................................................................ 12-9
Figure 12-12: Subareas in HMA .......................................................................................................................................................................................... 12-10
Figure 12-13: Travel Desire Pattern: NMT Trips in HMA 2011 ........................................................................................................................................... 12-11
Figure 12-14: Travel Desire Pattern: Auto Rickshaw Trips in HMA 2011 ............................................................................................................................ 12-12
Figure 12-15: Travel Desire Pattern: IPT Trips in HMA 2011 .............................................................................................................................................. 12-12
Figure 12-16: Travel Desire Pattern: Two Wheeler Trips in HMA 2011 .............................................................................................................................. 12-13
Figure 12-17: Travel Desire Pattern: Car Trips in HMA 2011 .............................................................................................................................................. 12-13
Figure 12-18: Travel Desire Pattern: Bus Trips in HMA 2011 ............................................................................................................................................. 12-14
Figure 12-19: Travel Desire Pattern: MMTS/Suburban Trips in HMA 2011 ........................................................................................................................ 12-14
Figure 12-20: Travel Desire: Passenger Vehicles at Outer Cordon ..................................................................................................................................... 12-15
Figure 12-21: Travel Desire: Person Trips at Outer Cordon ................................................................................................................................................ 12-15
Figure 12-22: Travel Desire: Passenger Vehicle (excepting Buses) Trips at Outer Cordon ................................................................................................. 12-15
Figure 12-23: Travel Desire: Bus Trips at Outer Cordon ..................................................................................................................................................... 12-15
Figure 12-24: Trip Interaction among Various Regions-Passenger Vehicles ....................................................................................................................... 12-16
Figure 12-25: Trip Interaction among Various Regions-Person Trips ................................................................................................................................. 12-16
Figure 12-26: Trip Interaction among Various Regions-Bus Vehicles ................................................................................................................................. 12-16
Figure 12-27: Trip Interaction among Various Regions-Person Trips-Bus .......................................................................................................................... 12-16
Figure 12-28: Travel Desire: Goods Vehicles at Outer Cordon ........................................................................................................................................... 12-17
Figure 12-29: Travel Desire: Tonnage Trips at Outer Cordon ............................................................................................................................................. 12-17
Figure 12-30: Travel Desire: Goods Vehicle Trips at Outer Cordon .................................................................................................................................... 12-17
Figure 12-31: Trip Interaction among Various Regions-Goods Vehicles ............................................................................................................................. 12-18
Figure 12-32: Trip Interaction among Various Regions-Goods Tonnage ............................................................................................................................ 12-18
Figure 12-33: Travel Pattern of Goods Vehicles from Operator Surveys ............................................................................................................................ 12-18
Figure 12-34: Major Developments and Opportunities for Greenfield Expansion ............................................................................................................. 12-25
Figure 12-35: Conceptual Progressive Expansion of Transit Network and Higher Order Highway Corridors ..................................................................... 12-26
Figure 12-36: Conceptual Progressive Expansion of Transit Network ................................................................................................................................ 12-27
Figure 12-37: Longer Term Transit Oriented Growth Centres and Prime Catchment Areas .............................................................................................. 12-27
Figure 12-38: Longer Term Transit Oriented Growth Centres and Peripheral Road Focussed Local Centres ..................................................................... 12-28
Figure 12-39: Longer Term Multi-Modal and Arterial Hierarchical Network Concept ....................................................................................................... 12-29
Figure 12-40: Longer Term Road Network Concept Plan ................................................................................................................................................... 12-29
Figure 12-41: Chart Comparing Land Use Distribution in various Jurisdictions of HMA (2011) .......................................................................................... 12-32
Figure 12-42: Alternative Scenarios for Travel Demand Analysis ....................................................................................................................................... 12-35
Figure 12-43: Resilient Transit Network for 2041 .............................................................................................................................................................. 12-37
Figure 12-44: Resilient Transit Network for 2041 .............................................................................................................................................................. 12-38
Figure 12-45: Recommended Right of Way Requirement for Regional Road Network ...................................................................................................... 12-41
Figure 12-46: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Centre ............................................................................................... 12-42
Figure 12-47: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Edge terminals .................................................................................. 12-43
Figure 12-48: Candidate Multi Modal Transportation Corridors ........................................................................................................................................ 12-44
x
Figure 12-49: Examples of Low Cost At-Grade Metro and Multi Modal Corridors ............................................................................................................. 12-44
Figure 12-50: Examples of Integrated Multi-Modal Corridor At- Grade Freeway & Metro ................................................................................................ 12-45
Figure 12-51: Examples of BRT in Multimodal Corridors .................................................................................................................................................... 12-46
Figure 12-52: Ahmedabad BRT Multi- Modal Corridor....................................................................................................................................................... 12-46
Figure 12-53: Typical Cross Sections for Multi- Modal Corridors ....................................................................................................................................... 12-47
Figure 12-54: Integrated Transit Oriented Development ................................................................................................................................................... 12-47
Figure 12-55: Toronto Suburban Intensification at Station Nodes along Metro Line ......................................................................................................... 12-48
Figure 12-56: Toronto Transit Station Intensification & Creating Open Space ................................................................................................................... 12-48
Figure 12-57: Suburban Metro Station TOD Intensification Toronto ................................................................................................................................. 12-49
Figure 12-58: High-rise Development along the Curitiba BRT System................................................................................................................................ 12-49
Figure 12-59: Conceptual Arrangement Multimodal Expressway Corridor in New Development Areas ........................................................................... 12-50
Figure 12-60: Inadequate Design Detailing of Footpath .................................................................................................................................................... 12-55
Figure 12-61: People Jay-walking ....................................................................................................................................................................................... 12-55
Figure 12-62: Footpath Encroachment by Commercial Establishments ............................................................................................................................ 12-55
Figure 12-63: A Street Through Slums ............................................................................................................................................................................... 12-55
Figure 12-64: Typical Cross Sections for various widths of Proposed Hierarchical Road System ....................................................................................... 12-57
Figure 12-65: Proposed Intercity Rail terminals in HMA .................................................................................................................................................... 12-59
Figure 12-66: Tentative locations of the Intercity Bus Terminals ....................................................................................................................................... 12-60
Figure 12-67: Proposed Goods Terminal Locations ............................................................................................................................................................ 12-61
Figure 12-68: Proposed Organisation Structure for HMDA-Stage I .................................................................................................................................... 12-64
Figure 12-69: Proposed Organisation Structure for HMDA-Stage II ................................................................................................................................... 12-65
Figure 12-70: Organisational Structure for Regional Transport & Communications Department ...................................................................................... 12-67
Figure 12-71: Potential Changes to Municipal Jurisdiction Option 1.................................................................................................................................. 12-69
Figure 12-72: Potential Changes to Municipal Jurisdiction Option 1 Extended Area ......................................................................................................... 12-70
Figure 12-73: Potential Changes to Municipal Jurisdiction Option 2 GHMC Expanded to Contiguous Development Outside ORR ................................... 12-70
xi
Abbreviations
AAI Airport Authority of India
ACP Assistant Commissioner of Police
APCPDCL Andhara Pradesh Central Power Distribution Company of Andhra Pradesh Ltd
APIIC Andhra Pradesh Industrial Infrastructure Corporation
APSRTC Andhra Pradesh State Road Transport Corporation
ATL Average Trip Length
BBS BHEL Bus Station
BHEL Bharat Heavy Engineering Limited
BITS Birla Institute of Technology and Science
BMA Bangkok Metropolitan Administration
BMRDA Bangalore Metropolitan Development Authority
BPPA Buddha Poornima Project Authority
BPR Bureau of Public Roads
BRTS Bus Rapid Transit system
BTSC Bangkok Mass Transit System Public Company Limited
CAGR Compound Annual Growth Rate
CBD Central Business District
CDA City Development Area
CDM Clean Development Mechanism
CDP City Development Plan
CMA Chennai Metropolitan Area
CMDA Chennai Metropolitan Development Authority
CNG Compressed Natural Gas
CSIR Centre for Chemical and Molecular Biology
CTS Comprehensive Transportation Study
DCP Deputy Commissioner of Police
DDA Delhi Development Authority
DDP District Domestic Product
Descr Line Description
DIG Deputy Inspector General
DMRC Delhi Metro Rail Corporation
DOH Department of Highways, Tokyo
DPR Detailed Project Report
DRDO Defence Research Development Organisation
DRR Department of Rural Roads
DSS Decision Support System
Dwf Dwell time factor in minutes per unit length
Dwt Dwell time per line segment (default 0.01)
ECS Equivalent Car Spaces
EMME Equilibria Multimodal Multimodal Equilibrium
ETA Expressway and Rapid Transit Authority
EZ Earners Zone
FAR Floor Area Ratio
FP Floating Population
FSI Floor Space Index
ERP Electronic Road Pricing
GC Generalised Cost
GCP Ground Control Point
GDP Gross Domestic Product
GDDP Gross District Domestic Product
GDPZ General Development promotion zone
GHMC Greater Hyderabad Municipal Corporation
GHZ Green House Gas
GLA Greater London Authority
GoAP Government of Andhra Pradesh
GDPZ General development promotion zone
GIS Geographic Information System
GPRS General Pocket Radio Service
GPS Global Positioning System
HADA Hyderabad Airport Development Authority
HATS Hyderabad Area Transport Study
HBE Home Based Education Purpose
HBO Home Based Other Purpose
HBS Home Based Social Purpose
HBW Home Based Work Purpose
Hdw Line headway
HIS Home Interview Survey
HKTD Hong Kong Transport Department
HMA Hyderabad Metropolitan Area
HMDA Hyderabad Metropolitan Development Authority
HMMSCTS Hyderabad Multi Modal Suburban Commuter Transportation System
xii
HMRL Hyderabad Metro Rail Limited

HMWSSB Hyderabad Metro Water Supply & Sewerage Board
HPEC High Powered Expert Committee
HUDA Hyderabad Urban Development Authority
HYB Hyderabad Railway Station
IAP Immediate Action Plan
ICRISAT International Crop Research Institute for the Semi-Arid Tropics
IDC Infrastructure Development Charges
IES Integrated Environmental Strategies
IICT Indian Institute of Chemical Technology
IIT Indian Institute of Technology
IIIT International Institute of Information Technology
INR Indian National Rupee
IPPUC Instituto de Pesquisa e Planejamento Urbano de Curitiba, Curitiba, Brazil
IPT Intermediate Public Transport (Auto Rickshaw, Taxi, etc)
IR Indian Railways
IRR Inner Ring Road
ISBT Inter State Bus Terminal
ITS Intelligent Transportation Systems
JBS Jubilee Bus Station
JICA Japan International Cooperation Agency
JNNURM Jawaharlal Nehru National Urban Renewal Mission
JNTU Jawaharlal Nehru Technological University
KCG Kachiguda Railway Station
Lan Number of Lanes
Lay Layover time (segment specific
Len Link Length
Lin Line Name
LOS Level of Service
LRT Light Rail Transit
LTA Land Transport Authority, Singapore
MAV Multi Axle Vehicle
MCH Municipal Corporation of Hyderabad
MDR Major District Roads
MGBS Mahatma Gandhi Bus Station
MMR Mumbai Metro Region
MMRDA Mumbai Metro Regional Development Authority
MMTS Multi Modal Transport System
MNL Multinomial Logit
Mod Mode
MoUD Ministry of Urban Development
MPA Million Passengers per Annum
MPC Metropolitan Planning Committee
MRTS Mass Rapid Transit System
MTA Metropolitan Transportation Authority, New York
MTRC Mass Transit Railway Corporation, Hongkong
NAC National Academy of Construction
NGRI National Geophysical Research Institute
NH National Highway
NLM Nested Logit Model
NHAI National Highway Authority of India
NHB Non Home Based Purpose
NMT Non Motorised Transport
NRSA National Remote Sensing Agency
NSDP Net State Domestic Product
NUTP National Urban Transport Policy
OC Outer Cordon
OD Oring-Destination
OECF Overseas Economic Co-Operation Fund
OU Osmania University
ORR Outer Ring Road
PCU Passenger Car Unit
PHPDT Peak Hour Peak Direction Traffic
PIS Passenger Information System
PPP Public Private Partnership
PRC People's Republic of China
PSTU Potti Sriramulu Telugu University
PT Public Transport
PUC Pollution under Check
PWD Public Works Department
R&B Roads & Buildings
RGIA Rajiv Gandhi International Airport
RHE Return Home from Education
xiii
RHO Return Home from Others

RHW Return Home from Work
ROBs Road Over-Bridges
RoHMA Rest of Hyderabad Metropolitan Area
RoW Right of Way
RTA Road Transport Authority
RTO Regional Transport Office
RUBs Road Under-Bridges
SC Secunderabad Railway Station
SCB Secunderabad Cantonment Board
SCR South Central Railway
SE Students Enrolled
SEE Standard Error of Estimate
SEPC State Enterprise Policy Commission
SH State Highway
SLB Service Level Benchmark
SL Screen Line
Spd Line speed
STUD Resident Student population in the zone
TAC Technical Advisory Committee
TAZ Traffic Analysis Zone
TDR Transfer of Development Rights
TE Total Employment
TfL Transport for London, Greater Britan
TDM Transportation Demand Management
Tdwt Temporary dwell time (segment specific)
TIA Traffic Impact Analysis
TLFD Trip Length Frequency Distribution
TMS Turning Movement Survey
TMG Tokyo Metropolitan Government
TOD Transit Oriented Development
TPB Town Planning Board, Hong Kong
TPO Town Planning Ordinance, Hong Kong
TTC Toronto Transit Commission
Ttf Transit time function on both links and turns
Ttfl Transit time function on links
Ttft Ttfl Transit time function on segments
tus1,tus2,tus3 Temporary segment user data 1, 2 , 3
TVC Traffic Volume Count
UA Urban Agglomeration
UDPFI Urban Development Plans Formulation and Implementation
ULB Urban Local Bodies
Ul2 Auto Link Speed
UMTA Unified Metropolitan Transport Authority
URA Urban Renewal Authority, Hongkong
us1,us2,us3 us1, us2, us3 Segment user data. us1 contains segment speed.
USAD United States Agency for International Development
USEPA United States of Environment Protection Agency
UTP Urban Transport Planning
VDF Volume Delay Function
Veh Transit Vehicle
VGF Viability Gap Funding
VGTM Vijayawada, Guntur, Tenali and Mangalagiri Urban Development Area
VMR Visakhapatnam Metropolitan Region
VOC Vehicle Operating Costs
VOT Value of Time
WBS Workplace Based Surveys
WHO World Health Organization
xiv
1 INTRODUCTION
1.1 BACKGROUND
HMDA1, with the approval of UMTA (Government of Andhra Pradesh) and in consultation with and support
from the stakeholder’s viz. Greater Hyderabad 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 for Hyderabad Metropolitan Area (HMA).
Government of India, MoUD has agreed to extend advice and part funding to this major study2. Towards this
major and important effort, HMDA has appointed LEA Group as the Consultants3.
The study is aimed at development of short term and long term transport strategies for the HMA. The study is
divided suitably into different phases (as shown in Study Progress Table 1-1) in order to effectively address the
various identified activities. Having developed, validated and calibrated Urban Transport Planning (UTP) model
for the base year, activity 5 deals with the development long term transport strategy commensurate 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. 2041 and forecast the travel demand using
UTP models and evaluate the appropriateness of land use and transport alternatives, finally to achieve an
optimum land use-transport scenario for long term in HMA.
Table 1-1: Study Progress
Sl.
Activities Schedule Status
No.
1. Project Inception April, 2011 Completed
2. Development of Immediate Action Plan (IAP) April-Nov., 2011 Completed
3. Establish Baseline Data-Field Surveys April, 2011 to March, 2012 Completed
4. Development of Urban Transport Planning Model March to September, 2012 Completed
5. Envisioning Scenarios and Developing the Long-term April to August, 2012 Completed
Transport Strategy for HMA and Travel Demand Forecast
6. Prepare Short, Medium and Long-term Investment August, 2012 to April, 2013 In Progress
Programme (Feb-July, 2013)
7. Skill and Knowledge Transfer About two months In progress
8. Assistance to HMDA in Public Consultation Process Three meetings To start after completion of
Activity 6
1.2 TOR STIPULATIONS
The activity in Terms of Reference that deals with the Long Term Transport Strategy for HMA stipulates the
following:
 Review of earlier studies;
1
HMDA apart from addressing many issues and mandates related to transport sector within its jurisdiction and at times as advised by
GoAP, has further been contemplating to address the ever growing travel demand in Hyderabad Metropolitan Area. UMTA which was set
up by Government of Andhra Pradesh is more than concerned and seized with the problems. HMDA on obtaining clearance from UMTA
has sought participation 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 informing 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 Advisory Committee (TAC) that is being set up for this purpose.
2
HMDA had approached GoI for the advice and support on this 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
and advise this effort. Financial assistance is being given by the GoI.
3
LEA Group Companies viz. LEA Associates South Asia Private Limited (LASA) and LEA International Limited (LEA), joint venture is
selected to undertake this major study and prepare a Comprehensive Transportation Plan for HMA.
1-1
 Travel/ Traffic demand analysis and forecast;

 Alternative long term transport strategies;
 Evaluation of alternative strategies and selection of preferred strategy;
 Review of institutional arrangement of transport;
 Review of transport financing; and
 Prepare a draft transport strategy document.
1.3 PURPOSE AND FOCUS OF THE REPORT
The development of a long-term transportation strategy for HMA is one of the major tasks of CTS study. Long-
term transportation strategy includes:
a) The definition of conceptual transport network plans and processes to accommodate inevitable change;
b) Integration of land use development and transport planning;
c) Traffic and travel demand management;
d) Institutional changes required to effectively and efficiently implement projects and rationally setting implementation
priorities; and
e) Innovative methods of financing and resource management and application of best technologies to meet travel
needs.
These strategies, although separately identified, cover issues and actions that are inextricably intertwined.
That is the nature of urban transportation, particularly in such a large and diverse metropolitan regions like
Hyderabad which has to deal with an enormous backlog of transport deficiencies and quality of living issues
and at the same time manage growth of a magnitude not being experienced anywhere else on this planet.
Consultants have attempted to address each of the strategic issues, but inevitably in various degrees of details
and refinement. In many instances the present study has only been able to set the initial framework of a
strategic need and has given suggested “ways forward” to be taken further by the various affected
stakeholders. While CTS study proposals represent a huge investment program, it should be remembered that
it is a 30 year vision, for a 19.4 million metropolis by 2041. This report focuses on the above said long term
transport strategies for HMA fulfilling the requirements of the Terms of Reference described in section 1.2.
1.4 STRUCTURE OF THE REPORT
This Report is structured in to twelve chapters including the present one which provides an introduction to
the report.
Chapter 2: Presents the review of past studied carried out in HMA on transportation strategies and plans for
HMA;
Chapter 3: Presents the growth profile and prospects of HMA illustrations on population, employment,
education, economic base, etc.;
Chapter 4: Presents the review of transport strategies of major metro regions around the world (International
and national case studies);
Chapter 5: Presents the positioning of HMA in the international context, growth comparison with the other
major south Indian cities i.e. Chennai and Bengaluru, major cities within Andhra Pradesh i.e. Visakhapatnam
and Vijayawada, regional profile of HMA, growth dimensions and views and growth scenarios for HMA for the
horizon year 2041;
Chapter 6: Presents the concept landuse and transport scenarios and options for HMA;
1-2
Chapter 7: Presents the alternative landuse options i.e. growth scenarios, spatial distribution of population
and employment, distribution of other planning parameters and considered landuse and transport options for
HMA;
Chapter 8: Presents the travel demand model development and validation, inter-city travel demand
assessment for the base and horizon year, committed and proposed transport networks, transport system
attributes and inputs, travel demand forecast and evaluation of alternative scenarios, etc. ;
Chapter 9: Presents the need for institutional coordination, review of current institutional arrangements,
NUTP perspective, insights to reforms initiated on UMTA, international perspective in some of the major city
regions, potential needs and actions proposed for HMDA and aspects needing some attention and
consideration on institutional aspects;
Chapter 10: Presents the review of budget and expenditure details of HMDA and GHMC, review of state and
central financing for urban infrastructure, appreciation of major projects financing on transportation projects
implemented/ ongoing in HMA, appreciation of resource base, review of financing in major metropolitan
regions of the world, review of potential needs and gaps;
Chapter 11: Deals with the formulation of long term transportation strategies for HMA;
Chapter 12: Presents summary of the modelling efforts, formulating concept landuse and transport options,
analysis and evaluation of alternative growth scenarios/options, review of institutional arrangements, review
of transport financing scenario, formulating long term transport strategy for HMA and way forward for the
study.
1-3
2 STRATEGIES AND PLANS OF HMA – REVIEW
AND INSIGHTS
2.1 INTRODUCTION
Transportation planning and implementation activity in HMA has taken real momentum only after year 2000
signifying the impact of the major developments like Information Technology and Bio Technology industries
making their presence in the region. These developments drove to two major public transport initiatives
(MMTS and Metro) during the last decade.
The main objective of this review is to compile, assimilate the earlier proposals, development initiatives
planned, land-use considerations, growth management scenarios proposed in the HMA for various ULB
jurisdictions. These form the basis for the devising of long term transport strategy of the year 2041.
2.2 REVIEW OF PLANS AND STRATEGIES
2.2.1 Hyderabad Area Transportation Study – 1 (1983)
Hyderabad Area Transportation Study (HATS) was the first major transportation study in the region
undertaken by Hyderabad Urban Development Authority (HUDA) during 1983 to 1988. The study has reviewed
the traffic and transportation problems of the area then, evolved different growth plans and suggested
related improvements needed to transportation infrastructure in meeting the transportation needs of those
growth plans.
a) During 1981, HUDA area had a population of 25.28 lakhs in about 1,315 sqkm of area with an average household size
of 6.39. The per capita trip rate was reported to 0.96. During the time MCH has a major network of 235 km and
HUDA has 365 km.
b) In order to assess the future requirements (2001) for the area, two growth policies were evolved. They are:
o City-Region Policy: Locate as far as possible all new basic industries at a distance of 100-150 km from the HUDA
boundary with a view to decelerate the population growth in the city and to encourage the towns to grow in the
region. The strategy resulted to a population of 35 lakhs for year 2001.
o City Policy: Develop Multi service centres within HUDA area at several places with a view to redistribute the
travel desires reducing demand on the core area. By adopting existing industrialisation policy within and around
HUDA the emerging population was expected to reach as high as 55 lakhs in year 2001.
The expected impact for the two policies is summarised in Table 2-1. It was recommended to adopt a
balanced city-region policy for reducing demand on all infrastructure facilities.
Table 2-1: Impact of the Growth Policies
Parameter City Policy (2001) City-Region Policy (2001)
Forecasted Population 55 Lakhs 35 Lakhs
Expected Travel for
Work Purpose Trips 12 lakh Trips/day 8 lakh Trips/day
Education Purpose Trips 10 lakh Trips/day 7 lakh Trips/day
Other Purpose Trips 3 lakh Trips/day 2 lakh Trips/day
Expected Average Trip Length
Work Purpose Trips 47 minutes 38 minutes
Education Purpose Trips 54 minutes 42 minutes
Other Purpose Trips 33 minutes 26 minutes
2-1
c) To meet this growth various infrastructure proposals were evolved. Apart from the various engineering and control
measures proposed as part of the study, the long term transports strategy proposed includes a comprehensive road
network, bicycle network, and transit network.
o road network of 385 km was proposed
o bicycle network of 120 km
o transit network of 67.5 km
Based on the detailed analysis of the travel demand and transport network, the following recommendations
were made for development of transport systems in Hyderabad:
Road Network Proposals: Entire road system comprising limited access arterials, major arterials and sub
arterials and local roads are proposed for the horizon year 2001 (Figure 2-1). A total length of about 400 km
was proposed as part of the study. The categories are as follows:
 Inner Ring Road – 25 km
 Radials– 23 km
 Intermediate Ring Road – 27 km
 Outer Ring Road – 112 km
 Radials within Outer Ring Road – 58 km
 Other proposed Roads – 162 km
Figure 2-1: Road Network Proposals Proposed by HATS, 1983 for Horizon Year 2001
2-2
Transit Network Proposals (Figure 2-2): The proposals assumed availability of existing Railway Right of Way
(ROW) and network for urban mass transit to cater to the growing urban travel demand.
1. Electrification, modern signals and traffic control systems were recommended for entire existing railway system in
city.
2. Plugging the gap between Malakpet and Nampally by dual BG line.
3. Connecting Malakpet – Secunderabad by parallel double BG line.
4. Extending Double BG line up to Medchal and Falaknuma.
5. Provision of Light Rail Transit (LRT) in stages on the following corridors:
a. L.B. Nagar – Malakpet
b. Khairatabad – Kukatpalli
c. Khairatabad - Tolichowki
d. Falaknuma – Ranaga Mahal junction
In case existing Railway ROW and network is not made available for urban mass transit, the following LRT
Routes were recommended.
a. L.B.Nagar to Kukatpalli via Secretariat.
b. Falaknuma to Ranaga Mahal Junction
c. Khairathabad to Tolichowki
d. M.J. Market to Begumpet airport.
Figure 2-2: Transit Network Proposals Proposed by HATS, 1983 for Horizon Year 2001
2-3
Bicycle Network Proposals: A comprehensive bicycle network and cycle lanes (Figure 2-3) on the major
corridors were proposed as part of the study. The summary of bicycle routes proposed is:
bicycle network bicycle lanes
1. Bandlaguda to Malkajgiri 1. Chaderghat to Basheerbagh Via Gandhi Park

2. Vijayawada Road to Kukatpally 2. Chaderghat to Basheerbagh Via Kachiguda
3. Indiraseva Sadan to Shaikpet 3. Chaderghat to Secunderabad
4. Indiraseva Sadan to Tippu Sultan Bridge 4. Chaderghat to Secretariat
5. MJ Market to YMCA Secunderabad 5. Afzalgunj to Lingampally
6. North Puranapul to RTC X Roads 6. Kachiguda Chowrasta to Abids
7. Mehadipatnam to RTC X Roads 7. YMCA to Abids
8. Jubliee Hills to Tarnaka RR Labs 8. Taj Ice cream to Lakdikapool
9. Sanath Nagar to Bowenpally 9. Taj Ice Cream to Mehdipatnam
10. Sitarambagh to North of Puranapul 10. Khairathabad to Secretariat
11. Basheer Bagh to YMCA
12. Puranahaveli to Suraj
13. Chanchalguda Jail to Nalgonda X Roads
Figure 2-3: Recommended Cycle Routes, HATS-1, 1983

d) Goods transport management: To discourage goods traffic plying on the city streets, the following truck terminals
and parking lots were recommended:
 Three major truck terminals on Vijayawada road, Bangalore road and Bombay road.
 Three mini truck terminals on Nagpur road, Warangal road and Vikarabad road
2-4
 Three truck parking lots at Kukatpally on Bombay road, Mir Alam tank on Bangalore road and Saroornagar on
Vijayawada road.
e) A new site for International Airport has been suggested in Nadergul zone.
f) A coordinating authority termed as UMTA was proposed with annual budget.
Figure 2-4: Institutional Structure for Proposed UMTA
2.2.2 Hyderabad Area Transportation Study– 2 (2000)
The objective of the study was to assess the traffic flow through fresh traffic surveys in HUDA area and update
the traffic Data Base for Hyderabad. As a part of this study, 219 points were identified for conducting traffic
counts for specific periods (24/16/8 hrs.). In addition, traffic volume counts were also done at 31 Junctions for
16/8 hrs.
2.2.3 Feasibility Study of MRTS (1998)
Ministry of International Trade and Industry has undertaken an evaluation study (economic and financial
viability) on the MRTS (Mass Rail Transit System) project planned by Hyderabad City and to avail the Japanese
OECF Environment Loan as a counter measure for the ‘greenhouse effect’ and further decide on the method
of implementation. As part of the study traffic volume count surveys, ambient air quality surveys, ambient
noise level measurement surveys were undertaken and the study conclusions are summarised as follows:
a) The industrial and economic growth of Hyderabad is at a very fast rate which exceeded previous forecasts and the
environment is deteriorating due mounting traffic congestion;
b) The demographic growth proportionate with the industrial and economic growth and the traffic demand forecast by
far exceeds the results of estimates made in previous studies. This study disclosed that the proposed LRT system is
not capable of meeting the future capacity requirements. This study proposed a Mass Rail Transit (MRT) in lieu of the
LRT for satisfying the mass travel requirement;
c) The study reckoned that by adopting the MRT system, the urban transport problems with the improvement of air
pollution problem can be arrested. The reduction of greenhouse gases emissions would be 11,544 ton/year
2-5
(converted to CO2) in the opening year 2006 of the project and would be 26,244 ton/year (converted to CO2 ) in the
year 2036; and
d) The project cost had been estimated to be approximately INR 2,636 crores. The financial analysis for the project
indicated that the BOT system of implementation will not be feasible, and the project should be implemented by
public works. In order to make this project viable, the financial assistance in many ways by the government was felt
to be esential.
2.2.4 Hyderabad Concept Plan
MCH embarked on the preparation of a concept plan, structure plan and sectoral plans for the identified
sectors within the Municipal Corporation jurisdiction. The concept plan was focused for a horizon period of 20
years i.e. upto 2021. Specific objectives of traffic and transportation component of the study were; to keep
the operational functionality of the overall transport system; to increase safety and efficiency; to improve the
quality of life and environment; and to maintain urbanization.
The salient features of the concept plan which was submitted in year 2001 are summarised below:
2.2.4.1 Roads
Problem areas and congested links had been identified and recommendations were made to decongest the
links by widening, developing parallel roads and new road links. However, this study did not consider overall
traffic and travel requirement of the city for future years.
Road Widening of Charminar link to 15m, Chaderghat link to 15m, Basheerbagh link to 14m, MukkaramJahi
link to 20m, Khairatabad one-way link to 12m, Lakdikapool one-way link to 11m, and Ekminar Link to 15 were
some of the noteworthy proposals.
Parallel roads were recommended for improvement to relieve the traffic congestion from the main arterial
roads. The links proposed are 1. Sanathnagar to Khairatabad via Erragadda, Yusufguda, Srinagar colony and
Banjara hills; 2. MJ market to Gandhi bazar via Begum bazaar; 3. Salarjung Museum to LalDarwaza; 4.Nampalli
to Saifabad via Mozampura; 5.Musheerabad to Naryanguda via Jamini colony; 6.Narayanguda to Chaderghat
via Lingampalli, Kachiguda and Esamia bazaar; 7.Kavadiguda to Chikadapalli.
New Links: It was recommended to construct four new links at 1. Sanathnagar to Khairathabad along the
existing railway line; 2.Begumpet Railway station to Nallagutta along the existing railway line; 3.Malakpet R.S.
to Inner Ring Road near Nagol; 4.Chikadapalli to Arvindnagar along Musi River to decongest the city network.
2.2.4.2 Transit Routes (Ring Roads)
Based on the desires of the trips as revealed by the O-D movements the structure for the transit route was
also recommended. A Core transit ring road was recommended, on which the traffic that needs to cross the
CBD area can rather transit around without touching the CBD. Another, mid transit ring road that will act as a
cordon within the existing inner ring road and outside the recommended core ring was also proposed. The
third concentric road is the present ring road. These recommended circular routes will cater the traffic that
cross the municipal area. To facilitate the movement of traffic to and from the CBD to the external nodes of
the city, arterial roads and other radial roads are recommended for capacity augmentation. Figure 2-5 gives
the tentative alignment of the three ring transit routes and the 14 radial transit routes. The structure of the
roads recommended for transit routes are:
 Core ring – Six Lane road having a length 25 km
 Mid ring – Four Lane road having a length 46 km
2-6
 Inner ring road – Four Lane Road having a length 58 km

 15 Radial transit routes having length 75 km – Eight lane roads (Six lanes with two services roads)
Figure 2-5: Ring Road Proposals in Municipal Corporation, Hyderabad Concept Plan Study
2.2.4.3 Recommendations – HUDA Region
The following are the specific initiatives (shown in Figure 2-6) from Government of Andhra Pradesh in
collaboration with private developers to develop specific services industries in and around Hyderabad as
economic drivers in HUDA region.
1) HITEC City at Madhapur
2) Hardware park at Mamidipally
3) Bio Technology park at Shamirpet
4) Apparel Park at Goundla Pochampally
5) International Airport at Shamshabad
As seen in the Figure 2-6, the developments are spread beyond the Municipal Area of Hyderabad. Presently,
the routes to reach these developments are congested and also constitute mixed flow of traffic. To prevent
and enhance the above developments, a special road way interlinking all these developments is envisaged.
Also their connectivity to the city and to cross the city avoiding the congested links, another ring road is
proposed in Hyderabad.
Figure 2-7 shows the preliminary alignment proposed by consultants to connect all the Major developments in
and around the Hyderabad City. The alignment proposed is mostly along the existing Village Roads and Major
2-7
District Roads (MDR). Few stretches of new alignment was also proposed to avoid social and environmental
issues.
Figure 2-6: Specific Service Industries in and around Hyderabad as Economic Drivers in HUDA Region
Figure 2-7: Alignments proposed to connect the Economic Drivers in HUDA Region
2-8
In addition, many hubs are identified as pairs of economic drivers and connectivity.
Knowledge Hub: Figure 2-8 shows the proposed alignment in the Knowledge Hub located between Proposed
International Airport and HITEC city and the details of the proposed alignment is given in Table 2-2.
Figure 2-8: Proposed road alignment in Knowledge Hub
Table 2-2: Details of Expressway Alignment on Knowledge Hub

Sl. No. Description Link No. Length (km) Road Condition
New Alignment
1 From Proposed International Airport to 1 2 New Alignment
Shamshabad (NH7 - Bangalore Road)
2 From Manchirevula to Gachibowli 5 6.1 New Alignment
Sub Total (km) 8.1
Existing Roads
3 From Near Inspection Bungalow Shamshabad - (Km 2 8.8 Single lane Bituminous
16/000 on NH7 Bangalore Road) to Near AP Police Road
Acedemy (Km 14/000 on SH4 Vikrabad road)
4 From Near AP Police Acedemy (Km 14/000 on SH4 to 3 0.45 Single lane Bituminous
Km 14/450 on SH4 Vikrabad Road Road
5 From Km 14/450 on SH4 to Manchirevula 4 4.6 Single lane Bituminous
Road
6 From Gachibowli to Indian School of Business 6 1.2 Two Lane Bituminous
Junction Road
Sub Total (km) 15.05
Technology Hub: Figure 2-9 shows the proposed alignment in the Technology Hub located between HITEC City
and Apparel Park and the details of the proposed alignment is given in Table 2-3.
2-9
Figure 2-9: Proposed road alignment in Technology Hub

Table 2-3: Details of Expressway Alignment on Technology Hub
Sl. No. Description Link No. Length (km) Type of Road
New Alignment
1 From Hitech City to Kukatpalli junction Km 530/0 on NH9 11 5.3 New Alignment
2 From Kukatpalli junction Km 530/0 on NH9 to 12 8 New Alignment
Grand circle junction
3 From Baspalli to Gandimysamma on SH6 Medak Road 18 6.6 New Alignment
4 From Gandimysamma on SH6 Medak Road to Medchal 19 8.4 New Alignment
5 From Gajularamam road junction to Bowrampet - Bhaderpalli 45 2.5 New Alignment
road junction
6 Gandimysamma - Medchal Road section 46 4.75 New Alignment
Sub Total (kms) 35.55
Existing Roads
5 From Mallareddy Engineering College junction to Apparel 17 2.4 Single Lane Bituminous Road
Park
6 From Borampet - Bhaderpalli road junction (km 29/800) to 15 1 Single lane /Two Lane WBM
Bhaderpalli Road / Bitminous Road
8 From Madhapur Junction to Madinaguda 8 5.1 Two Lane Bituminous Road
9 From Baspalli (km21/600) to Borampet - Bhaderpalli road 14 8.2 Two Lane Bituminous Road
junction (km 29/800)
10 From Bhaderpalli to Mallareddy Engineering College junction 16 2.2 Two Lane Bituminous Road
11 From Miyapur to Kukatpalli junction Km 530/0 on NH9 10 4.4 Four Lane Bituminous Road
12 From Gachibowli to Madhapur Junction 7 2 Four Lane Bituminous Road
13 From Madinaguda to Miyapur 9 1.5 Four Lane Bituminous Road
14 From Miyapur to Baspalli 13 5.5 Four Lane Bituminous Road
Sub Total (km) 32.3
2-10
Emerging Technology Hub: Figure 2-10 shows the proposed alignment on the Emerging Technology Hub
located in between Apparel Park and Film City via Bio – Technology Park and the details of the proposed
alignment is given in Table 2-4.
Figure 2-10: Proposed road alignment in Emerging Technology Hub

Table 2-4: Details of Expressway Alignment on Emerging Technology Hub
New Alignment
1 From Tumkunta Junction to Antapalli 26 2.9 New Alignment
2 From Medchal to Turkapalli Junction 31 12.7 New Alignment
3 From Alwal junction to Charpalli 33 9.6 New Alignment
Junction
Sub Total (km) 25.2
Existing Roads
4 From Apparel Park to Kandikowa 20 4.3 Single Lane Bituminous Road
Junction
5 From Turkapalli Junction to Biotech 24 2.7 Single Lane Bituminous Road
Park/ICICI Knowledge Park
6 From Yamjal road junction to 25 7.5 Single Lane Bituminous Road
Tumkunta Junction
7 From Antapalli to Timmapalli 28 4.8 Single Lane Bituminous Road
8 From Antapalli road junction to 27 2.3 Single Lane Bituminous Road
Antapalli
9 From Timmapalli to Kissara 29 11 Single Lane Bituminous Road
10 From Keesara to Ghatkesar on NH202 30 9.4 Single Lane Bituminous Road
11 From Charlapalli Junction to Medpalli 34 6 Single Lane Bituminous Road
12 From Grand circle junction to Alwal 32 4.5 Two Lane Bituminous Road
junction
13 From Kandikowa Junction to Medchal 21 3.3 Four Lane Bituminous Road
Junction
14 From Medchal to Masjidpur junction 22 10.2 Four Lane Bituminous Road
15 From Masjidpur junction to Turkapalli 23 5.5 Four Lane Bituminous Road
Junction
Sub Total (Km) 71.5
2-11
Entertainment and Tourism Hub: Figure 2-11 shows the proposed alignment of the Entertainment and
Technology Hub located between Ramoji Film City and Proposed International Airport via Hardware Park and
the details of the proposed alignment is given in Table 2-5.
Figure 2-11: Proposed road alignment in Entertainment and Tourism Hub

Table 2-5: Details of Expressway Alignment on Entertainment and Tourism Hub
New Alignment
1 From Ghatkesar to Ammarpet 35 16.8 New Alignment
2 From Medpalli to Marripalli 38 2.6 New Alignment
3 From Injapur to Hardware Park (Km 14/500 on SH 42 17.2 New Alignment
5)
4 From Hardware Park (Km 14/500 on SH 5) to 43 8.6 New Alignment
Proposed International Airport
Sub Total (kms) 45.2
Existing Roads
5 From Marripalli to Annaram 39 2.3 Single Lane Bituminous Road
6 From Annaram to Hayathnagar 40 4.8 Single Lane Bituminous Road
7 From Hayathnagar to Injapur 41 2.4 Single Lane Bituminous Road
8 From Raviral Road Junction to Hardware Park (Km 44 3.2 Single Lane Bituminous Road
14/500 on SH 5)
9 From Ammarpet to IAPRO junction (Km 23/150 on 36 13.5 Single Lane WBM Road /
SH2) Bitminous Road
10 From IAPRO junction (Km 23/150 on SH2) to 37 17.5 Single Lane WBM Road /
Raviral road junction Bituminous Road
Sub Total (km) 43.7
As many as 85 intersections/ junctions were proposed to be improved along these roads as part of the
improved connectivity to economic drivers.
2-12
2.2.5 DPR for MRTS
The GoAP had initiated DPR study for Metro Rail System in Hyderabad (The study was further revised in 2006).
The different alternatives of Metro system routes have been worked out and evaluated. Road network and
Multi Modal Suburban Commuter Transport System, now under implementation, is common in all the
alternatives.
Alternative 1
 Metro network
i) Miyapur - Chaitanyapuri
ii) Secunderabad - Charminar -Falaknuma Railway Station
iii) Kachiguda - Toli Chowki
Alternative 2
 Metro network
ii) Secundrabad - Osmania medical college - Zoo -NTR Nagar
iii) Kachiguda - Toli Chowki
Alternative 3
 Metro network
ii) Secundrabad - Osmania medical college - Zoo -NTR Nagar
Alternative 4
ii) Secundrabad - Osmania Medical College - Charminar- Falaknuma Railway Station
Alternative 5
 Metro network
ii) Secundrabad - Osmania Medical College - Charminar- Falaknuma Railway Station
iii) Secundrabad - Hi-tech city
The Kukutpally - Dilsukhnagar corridor has been extended on both ends and presently being implemented as
Miyapur – LB nagar corridor. DMRC has conducted studies in 2003 and 2006 to assess the travel demand for
transit system along three corridors. The results of the study are presented in Table 2-6 and Table 2-7.
Table 2-6: Summary of Transit Demand for the year 2011
DMRC Analysis for 60.70 km length given in DMRC Analysis for 38.05 km length given
Section May-06 report for (Corridor-3) in June-03 report for (Corridors-1 & 2)
Length (km) No. of Passengers (lakh) No. of Passengers (lakh)
Miyapur – Chaitanyapuri (Corridor – 1) 25.50 8.40 8.07
Jubilee Bus Stand – Sec-bad – Charminar –
14.40 4.45 4.14
Falaknuma (Corridor – 2)
IICT – Sec-bad – Hitech City – Shilparamam
20.80 3.90 –
(Corridor – 3)
TOTAL 60.70 16.75 12.21
Table 2-7: Summary of Transit Demand for the year 2021
DMRC Analysis for 60.70 km length given in DMRC Analysis for 38.05 km length given in
May-06 report for (Corridor-3) June-03 report for (Corridors-1 & 2)
Section Length (km) No. of Passengers (lakh) No. of Passengers (lakh)
Miyapur – Chaitanyapuri (Corridor – 1) 25.50 12.50 12.13
Jubilee Bus Stand – Sec-bad – Charminar –
14.40 6.15 5.98
Falaknuma (Corridor – 2)
IICT – Sec-bad – Hitech City – Shilparamam
20.80 5.10 –
(Corridor – 3)
TOTAL 60.70 23.75 18.11
2-13
2.2.6 Multi Modal Transportation System (MMTS)
The GOAP and Indian Railways had engaged L&T Ramboll as Consultants for Development of Hyderabad Multi
Modal Suburban Commuter Transportation System on Commercial Format for Hyderabad. Objective of the
study was to analyse and provide an efficient transport system in Hyderabad on a commercial basis. In order
to achieve this objective, the Consultants looked into providing a directed urban development in lines of
“transit villages” which has been tried abroad so that the settlements are transit centric and usage of mass
transit system is higher than personalized modes of transport. This scenario intended to assist in achieving
planned development of real estate and contribute in raising revenues, for the transit system. All these are
aimed at facilitating successful private sector participation.
MMTS Phase I lines: The existing Phase I consists of Line-I: Lingampalli - Nampalli via Begumpet Junction and
Line-II: Lingampally - Hussain Sagar Junction - Falaknuma.
Transport Modelling: In the base year i.e. year 2004, per capita trip rate including walk was estimated to be
1.5 and that excluding walk was estimated to be 0.977, which is marginally higher compared to what was
observed in HATS. The motorized per capita trip rate for the study area was observed to be 0.89. For analysis
of the travel demand, HUDA area was divided into 147 zones. The travel demand as per purpose and mode of
travel was analysed in the study done by M/S L&T Ramboll. The result of analysis is presented in Table 2-8.
The external zones were grouped into 10 zones for the analysis purpose. Distribution of trip lengths with
respect to percentage of trips, for the base year, is presented in following Figure 2-12.
Table 2-8: Purpose wise and Mode wise Travel Demand for the Base year (2004)
Number of Trips Per Day by Mode Trips Trips
Purpose (Including (Excluding
Walk Slow 2-W Car Auto Mass
Walk) Walk)
Work 5,48,650 3,06,468 12,03,517 54,142 88,560 2,69,392 24,70,729 19,22,079
Education 12,15,439 1,25,126 1,85,231 6,595 1,44,887 4,21,320 20,98,598 8,83,159
Other Purpose 1,07,090 7,929 60,281 1,44,887 42,331 17,173 3,79,691 2,72,601
Total One way 18,71,179 4,39,523 14,49,029 2,05,624 2,75,778 7,07,885 49,49,018 30,77,839
Home Based both
37,42,358 8,79,046 28,98,058 4,11,248 5,51,556 14,15,770 98,98,036 61,55,678
direction
Non-Home Based
2,45,926 34,640 2,01,708 18,556 52,718 1,13,558 6,67,106 4,21,180
both direction
Total Household
39,88,284 9,13,686 30,99,766 4,29,804 6,04,274 15,29,328 1,05,65,142 65,76,858
trips
Commuter 1,208 8,072 8,583 23,480 83,292 1,09,945 2,34,580 2,33,372
Outer Cordon 372 38,985 81,425 9,416 1,30,198 1,30,198
Trip (for HUDA) 39,89,492 9,21,758 31,08,349 4,53,284 6,87,566 16,39,273 1,07,99,722 68,10,230
Total Trips 39,89,492 9,22,130 31,47,334 5,34,709 6,96,982 16,39,273 1,09,29,920 69,40,428
Figure 2-12: Trip Length Distribution (Year 2004, MMTS study)
2-14
Travel Demand Model was developed using the TRIPS software in arriving at the ridership estimates for the
various route options considered for ranking as given above. Estimated ridership was used to arrive at the
revenues. Block cost estimates and O&M costs were also prepared for these options. All the route options
considered were evaluated for the economic viability.
Table 2-9: Peak Hour Ridership on Different Options for Horizon Years (In Trips)
Peak Hour Ridership
Options
2011 2021 2031 2041
Option A 9,419 23,928 29,967 38,782
Option B 33,519 73,691 1,18,998 2,17,072
Option C 8,429 41,800 59,408 87,851
Option D 15,103 40,290 57,481 75,679
Option E 26,573 84,299 93,487 1,02,891
Option F 26,170 69,094 91,071 1,23,200
Option G 40,581 1,23,142 1,79,356 2,58,875
Option H 10,336 28,855 41,044 50,499
Option I 2,721 6,515 8,334 11,266
Option J 5,078 13,242 17,872 23,572
Option M 53,496 1,42,694 1,90,103 2,82,710
Option N 28,475 66,935 92,611 1,34,738
Option O 21,393 53,281 88,229 1,57,439
Option P 9,465 25,239 36,688 51,902
Recommendations: Based on the secondary data analysis and the relative study of different systems RRT and
based on the goals to achieve efficient public transport system with reasonable tariff, scope for privatization
and balanced development in the study area, the Route Options were ranked and shown in Table 2-10.
Table 2-10: Proposed Ranking of Route Option and Proposed System Option
Rank Route Option Places Sub Parts Type
Ghatkesar - Moula Ali - Secunderabad –
1 Option G RRT
Lingampally
Medchal - Medchal Industrial Area –
2 RRT
Option B Secunderabad
Medchal - Bolarum - Secunderabad -
3 RRT
Option M Falaknuma – Shamshabad
4 Option E Secunderabad - Falaknuma – Shamshabad RRT
5 Option F Nampally - Lingampally – Patancheruvu RRT
6 Option N Lingampally - Nampally - Koti – Uppal LRT
7 Option O Dundigal – Tankbund RRT (Partially elevated)
8 Option C Ghatkesar - Moula Ali – Secunderabad RRT
9 Option P Nampally - Koti – Uppal LRT
10 Option H Medchal - Hafeezpet – Shamshabad LRT
Medchal - Gowdavelli RRT
11 Option A Medchal – Patancheruvu Gowdavelli - Hafeezpet LRT
Hafeezpet - Patancheruvu RRT
12 Option I Shamshabad - Hafeezpet/Miyapur LRT
Medchal - Gowdavelli RRT
13 Option J Medchal - Hafeezpet – Shamshabad Gowdavelli - Hafeezpet -
LRT
Shamshabad
Ghatkesar - Moula Ali RRT
14 Option D Ghatkesar - Moula Ali – Shamshabad
Moula Ali - Shamshabad LRT
Recommendations Related to Proposed Transit Master Plan: Depending on the overall ranking a Master Plan
was developed for the twin cities of Hyderabad and Secunderabad. The master plan is summarized in Table
2-11.
2-15
Table 2-11: Proposed Development Sequence of Route Options

Time Frame Period Section to be Developed Part to Route Option
Medchal - Secunderabad, Ghatkesar - Moula Ali – Option B, Option G, Option C, Option
Time Frame I 2006-2009
Secunderabad A
Secunderabad - Shamshabad, Lingampally –
Time Frame II 2009-2011 Option M, Option F, Option E
Patancheruvu
Time Frame III 2011-2016 Lingampally - Nampally - Koti - Uppal Option N, Option P
Time Frame IV 2016-2021 Dundigal - Tankbund Option O
Time Frame V 2021-2026 Shamshabad - Moula Ali Option H, Option D
Time Frame VI 2026-2031 Shamshabad - Hafeezpet, Hafeezpet - Gowdavelli Option I, Option A, Option J
Conclusions: The study has tried to explore different possible options for the overall development and growth
of Hyderabad, keeping in view the overall idea to reduce the pressure on the main city. With directing Transit
Oriented Development (TOD) as the one of the prime objectives, the study attempts to arrive at an efficient
transport system with reasonable tariff, quality service and adequate capacity build-up, minimum burden on
the government, through private sector participation.
2.2.7 T&T Action Plan – Sri Raghotham Rao Committee Report
In response to the writ petition and affidavits filed by the Government regarding non-implementation of
traffic laws in Andhra Pradesh in general and Hyderabad in particular seven member committee was
constituted. The Committee held 7 meetings to discuss the problem areas and the actions that have to be
taken to improve the traffic flow situation. All the studies conducted earlier by the Municipal Corporation of
Hyderabad (MCH) and Hyderabad Urban Development Authority (HUDA) for identification of locations for
improvement and feasibility studies for new technologies were reviewed. Further, the Committee held public
hearings with all the stake holders (Auto Unions, Interest Groups, Transporters, School Principals, APSRTC
Union, etc.), to get specific suggestions, inputs that are practically implementable and also result in tangible
benefits to the road users. The Committee also invited the public representatives (MPs and MLAs) belonging
to the Hyderabad area to contribute to the Action Plan formulation process by identifying critical areas for
improvement within their constituencies in particular and the city in general.
Apart from the above, the Committee also took cognizance of the guidelines prescribed in the National Urban
Transport Policy (NUTP) that was prepared by the Ministry of Urban Development (GoI), in association with
Institute of Urban Transport (India) in the year 2002. This document was developed based on best practices
for traffic and transport with a view to solving the major problems experiences by most of the urban centers
in India.
The Committee finally identified, lack of an efficient and comfortable Public Transport System (PTS) resulting
in proliferation of personal vehicles; absence of a sound policy framework of incentives for public transport
and disincentives for private vehicles; and a not so strong administrative machinery to enforce both traffic
discipline and building activity in a desirable manner with a long term perspective as the main reasons for the
current traffic and transport problems of the city.
A multi-phased implementation program broadly consisting of Traffic System Management (TSM) actions and
Road Network Development in the short-term, and development of a Mass Transit System and sustainable
Land-use Planning in the long run was envisaged by the Committee for improving the traffic and
transportation scenario of the city.
2-16
The recommendations of the Committee are broadly as under:

 Transport, Land-use planning policy measures:
a) Formation of Unified Metropolitan Traffic Authority (UMTA)
b) Creation of Transportation Development Fund
c) Allocation of budget for Traffic Police
d) Classification of roadways and standardization
e) Zoning regulations
f) Parking norms
g) Traffic Impact Analysis (TIA) for commercial multi-storied building permissions
h) Pedestrianisation
i) Relocation of religious structures, graveyards, etc.
j) Policy for regulation of hawkers
k) Amendments to Motor Vehicle Act
l) Staggering of school and office timings, and holidays
 Creation of a comfortable and reliable Public Transportation System (PTS) through:
a) Improvement of infrastructure and services of APSRTC
b) MMTS improvements and expansion &
c) Development of Mass Rapid Transit System (MRTS)
 Up-gradation / improvements of road network to withstand the increasing demand by:
a) Widening of roads
b) Construction of link roads/parallel roads
c) Improving connectivity between South & North of Musi River through bridges
d) Construction of Outer Ring Road around HMA along with radial roads
e) Road Over-Bridges / Road Under-Bridges (ROBs/RUBs)
f) Grade Separators
g) Junction Improvements
h) Signalization
i) Signage & Road Markings
j) Bus-Bays/Auto-Bays
k) Truck Parking Lots
l) Pedestrian crossings
 Improvements in roadway construction and maintenance by:
a) Quality control during construction
b) Technology improvements
c) Regulation and monitoring of road cutting by utilities
d) Adoption of the latest contract management practices
 Promoting discipline among the drivers and road users through:
a) Strengthening of Traffic Police infrastructure
b) Creation of online database of RTA licenses and permits
c) Traffic regulation & enhancement of penalties for violations
d) Traffic Education and awareness campaign
 Pollution control measures such as:
a) Strict enforcement of Pollution Under Check (PUC) Certificates
b) Weeding out of old vehicles
c) Use of alternative fuels
 Continuous monitoring and analysis of traffic and transport changes by:
a) Creation and maintenance of traffic and land-use database
b) Travel Demand Modelling
c) Accident analysis
2-17
A summary of the proposed recommendations along with financial requirements is shown in the following
Table 2-12. Approvals and changes required in the statutes, if any, are also indicated.
Table 2-12: Recommendations of the Sri Raghotham Rao Committee Report
Approval of Changes in Financial **
Description
Government Required Act/Statute Commitment (in Crores)
1. Short Term Plan (6 Months to 2 Years):
a) Junction Improvements – 142 locations 12
b) Signalization at Intersections – 71 locations 5
c) Area Traffic Controlling Systems with Surveillance Cameras –
30
150 Jns.
d) Signs & Road Markings – 300 km 4
e) Bus-bays – 106 locations 9
f) Pedestrian Safety – 19 Ped. Signals 1
g) 55 FOBs 53
h) ROBs/RUBs – 15 Nos. 100
i) APSRTC Bus Route Rationalization 2
j) Infusion Of Additional Buses – 500 Buses/annum 100
k) Enforcement & Education (Traffic Police) 10
l) Traffic Police Infrastructure Improvements 90
m) Traffic & Land-use Database 10
n) Enhancements to RTA Database 2
IR* (GoAP already
o) MMTS Feeder Bus Services – 100 Buses 20
approved)
IR* (GoAP already
p) Common Bus Pass for APSRTC/MMTS
approved)
q) Improving frequency of MMTS IR*
r) Formation of UMTA  
s) Hierarchy of Road System  
t) Creation of Transportation Development Fund  
u) Amendments to GO 423 MA (Zoning Laws and Parking

Norms)
v) Traffic Impact Analysis Norms 
w) Pedestrianisation 
x) Budget Allocation for Traffic Police (for recurring expenses)

from traffic fines collected
y) Relocation of Religious Structures, Graveyards, etc. 
z) Policy on Hawkers  
aa) Amendments to MV Act  
bb) Staggering of timings of school, office and retail outlets  
cc) Policy on Hawkers  
dd) Amendments to MV Act  
ee) Restriction on slow moving traffic 
ff) Restriction on Rallies/Assembly of people on roads 
2. Long Term Plan (2 to 5 Years):
a) Roadway Capacity Improvement (Road Widening) – 122 km
500
length within MCH and 219 km outside MCH
b) Grade Separators – 13 Flyovers 260
c) Link Roads – 2 Nos. & Bridges – 5 Nos. within MCH; 8 Nos.
outside MCH 152
d) Truck Parking Lots - 10 locations 20
e) Construction of Multi-storied parking complexes – 40 Nos. 90
f) Extending MMTS from Lingampally to Ramachandrapuram - 20
g) MMTS Phase – II (106 km) 950
h) BRTS for 50 Km 200
i) Outer Ring Road with radials 4000
j) Mass Rapid Transit System (MRTS) – Phase I (60 km) 6360
TOTAL (Rupees in Crores) 13,000

*IR = Indian Railways
** only significant financial requirements have been projected
2-18
2.2.8 Study on Radial Roads
HUDA proposed to take up Outer Ring Road Project and improvements to the radial roads for providing orbital
linkage and major arterial roads, so as to facilitate smooth traffic flow on existing major arterials and Ring
Roads. In order to leverage the available limited resources, the radial roads and the proposed improvements
were to be prioritized based on their potential traffic. The objective of the study was to prioritize radial roads
for taking up the following short term and long term improvements.
1 Short Term improvements:
i) The short term improvements would inter- alia include.
 At Grade junction improvements by providing signals or channelizes based on warrants.
 Identification and providing of on street parking including banning the same based on congestion
and land availability.
 Widening of roads at Bottlenecks.
2 Long Term improvements:

i) Long Term improvements needs to be prioritized with recommendations for taking up these
measures on high potential areas. The long term improvements would inter- alia include.
 Widening of roads to the ROW with service road.
 Construction of grade separated intersections based on warrants.
Scope of Services: The Scope of the Study of this assignment comprised of review of the Earlier Studies,
Topographic Survey, Engineering Studies, Engineering Design, Estimation of Costs, Financial viability and
Traffic Potential. The Consultant assessed the traffic generation / attraction potential on the radial Roads
based on current traffic scenario and with respect to various proposed developments on the project influence
area for the next 20 years. Directional flow patterns of the projected traffic was also considered and their
impacts assessed. The traffic projection studies were based on the latest available technologies and forecast
techniques.
Traffic surveys conducted: 24 hours traffic volume surveys were carried out at cordon points and 8 hour
(08.00 Hr to 12.00 Hr Noon and 16.00 Hr to 20.00 Hr) traffic volume surveys during peak hours were
conducted at Mid-blocks and intersections. Origin–Destination (O-D) surveys were carried at selected cordon
points for continuous period of 24 hours by road side interview. Speed and Delay studies were conducted by
moving car method during morning and evening peak periods and off peak periods on major arterial roads,
sub arterial and collector roads.
Travel Demand Projection and Assessment of traffic loads on radial roads: The employment and population
in the HUDA area was projected with respect to the proposed projects envisaged in the different horizon years
as per HUDA master plan and the population and employment allocation on different zones were distributed
with respect to the land use transport integration. The information available from earlier studies (DMRC
report for Metro rail & L&T Ramboll Report for augmentation of MMTS Phase-II) were taken as base data and
validated for present day traffic. The traffic assessment on Radial Roads was done by assuming three options
in modal split and assumed the loadings on entire Radial Roads.
2-19
Figure 2-13: Radial Roads and Alignment of Outer Ring Road in HMA
After discussions with HUDA officials the traffic assessment was done for the modal share of PTS 60%, Cars
4%, Two Wheelers 25%, Auto Rickshaws 5% and others 6% and the loadings of these only considered for
further analysis. The highest ADT more than 1 lakh were found on eight radial roads for the year 2027. The top
five highest ADTs on RR roads are (i) 1.99 lakhs (Radial Road 9: Panjagutta to Muttangi Jn.), (ii) 1.76 lakhs
(Radial Road 7: Panjagutta to Edulnagulapally), (iii) 1.66 lakhs (Radial Road 6: Nanal Nagar Jn. to HCU depot),
(iv) 1.59 lakhs (Radial Road 10: Paradise Jun. to Godrej Y Jn. in Kukatpalli), (v) 1.31 lakhs (Radial Road 13:
Cantonment jn. to old Alwal).
Strategic Option Analysis: The imperatives considered for evolving strategic options were present traffic in
PCUs, projected traffic passenger trips in PCUs, existing V/C ratios, serving population, intercity/goods traffic,
connectivity to growth centers, connectivity to regional potential development hubs, impact of MRTS/MMTS,
involvement of non-state government organizations, availability of network and project cost. The option
matrix was evolved and weights were given there to all imperatives. The prioritization of radial roads arrived
from the analysis were ranked as follows:
1. RR-9 (Radial Road-9) from Panjagutta to Muttangi,
2. RR-3 from Rethibowli Jun. to AP police academy,
3. RR-7 from Panjagutta to Edulanagulapalli,
4. RR-2 from NG Ranga Agricultural University to Himayathsagar,
5. RR-14 from Patni jun. to Tummukunta,
6. RR-6 from Nanalnagar to HCU depot,
7. RR-28 from Chandrayanagutta to Srinagr,
2-20
8. RR-17 from Habsiguda to Cherlapalli,

9. RR-11 from Balanagar to Saragudem,
10. RR-19 from Uppal jun. to Amrojiguda,
11. RR-8 from Moosapet to BHEL jun.,
12. RR-15 from Mettuguda to Yadgiripalli jun.,
13. RR-18 from survey of India to Mazneerguda Rly stan.,
14. RR-4 from cantonment Y jun. to Gandipet T jun.,
15. RR-20 from Nagole bridge to singaram,
16. RR-29 from Laxmiguda X roads to Mamidipalli,
17. RR-16 from Tarnak to near to Cherial X roads,
18. RR-21 from Nagole bridge to Gourelly,
19. RR-25 from Bhairamulaguda to Manneguda,
20. RR-5 from Shaikpet to Kokapet,
21. RR-26 from Midhani jun. to near Pungulur,
22. RR-23 from Mansoorabad to Thattiannavaram X roads,
23. RR-1 from Aaramghar Jun. to Umdanagar/Kamunmichervu,
24. RR-31 from Taranagar to Davarguda,
25. RR-22 from Nagole X roads to Gourelly X roads,
26. RR-24 from LB Nagar to Tohas,
27. RR-13 from Paradise Jun. to Old Alwal,
28. RR-30 from HCU depot to Vattinagulapalli,
29. RR-10 from Paradise Jun. to Godrej Y Jun,
30. RR-32 from Nizampet X roads to near Kazipalle,
31. RR-27 from DRDL jun. to Nimmiguda,
32. RR-12 from Tadban to Kandlakooi.
Recommendations for Immediate Implementation for year2005-06: Based on the detailed analysis the
following five roads were selected for Immediate Implementation for year 2005-06:
a) Radial no.2 from Indrareddy Jun. on IRR to Himayatsagar 6.6 KM for strengthening and widening of existing 2 lane
road to 4 lane divided carriage way with proper shoulders and adequate footpaths with cross drainage works with
space for services was estimated to a cost of Rs. 12.39 crores;
b) Radial no.3 from Nanalnagar Jun on IRR to APPA jun.10.7 KM for strengthening and widening of existing 2 lane road
to 4 lane divided carriage way with proper shoulders and adequate footpaths with cross drainage works with space
for services was estimated to a cost of Rs. 16.28 crores;
c) Radial no.28 from Chandrayangutta Jun. on IRR to Srinagajun 15.66 KM for strengthening and widening of existing 2
lane road to 4 lane divided carriage way with proper shoulders and adequate footpaths with cross drainage works
with space for services was estimated to a cost of Rs. 22.56 crores;
d) Chord Link between RR-9 and RR-7 from JNTU Kukatpalli Jun. to Old Bombay road 6.4 KM for formation of new
road/strengthening of existing road to 4 lane divided carriage way with proper shoulders and adequate footpaths
with cross drainage works with space for services and ROB for main spinal road was estimated to a cost of Rs. 43.00
crores; and
e) Radial no.7 formation of road parallel to radial road 7 from Kavuri hills to Hitech City for avoiding local bottlenecks
and for geometric improvements was estimated to a cost of Rs. 11.00 crores.
2.2.9 DPR of BRTS
Objective of the Study: Preparation of a Detailed Project Report for Hyderabad Bus Rapid Transit System for
submission to GOI for viability gap funding under JNNURM scheme.
Scope of the work: The scope included planning and design of the BRT system for Hyderabad with conceptual
designs, costs worked out, financial and economic feasibility examined, environmental and social impacts
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analyzed and mitigation measures planned. This included overall funding plan, including risk analysis.
Institutional framework and implementation plan was also to form a part of this report.
Traffic Survey and Analysis: For estimating existing public transport demand, the Hyderabad city has been
simplified in in to 8 principal nodes that are 1. Kukatpalli (KP), 2. Secunderabad Station (SEC), 3. Tarnaka ECIL
X roads (ECIL), 4. Uppal (UPL), 5. Dilshuknagar-LBNagar (DLSN), 6. Charminar (CHMR), 7. Mehdipatnam (MP),
8. Kpti-Abids (CBD). The traffic surveys were conducted at seven locations such as Habsiguda Jun, Uppal
Rotary, Amberpet Jun., Fever Hospital Jn., Liberty Jn., Mehdipatnam and Attapur Jn. Traffic Data were
collected for the period of 8 hours on a week day which included 4 hours in morning from 7AM to 11AM and 4
hours in evening from 4PM to 8PM.
The comprehensive review and analysis of traffic data revealed the PHPDT (Peak Hour Peak Direction Traffic)
ranging between 9,000 to 27,000 on selected corridors.
Figure 2-14: Proposed BWS Corridors in Hyderabad
Selection of BWS corridors: Based on extensive discussions and consultations with city administration officials
of APSRTC, Hyderabad Traffic police, and GHMC and synthesis ideas, a total of six corridors were identified for
the design and development of a user-friendly BWS system. The project proposals had prioritized three
corridors for immediate implementation as Phase I BWS and the other three corridors were suggested for
implementation in Phase II. The list of corridors as follows:
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Phase I
BWS Corridor 1: Uppal to Aaramghar–18.8 km
BWS Corridor 2: Mehdipatnam to Aaramghar – 10.8 km
BWS Corridor 3: Airport connector – from Aaramghar to Shamshabad Inter. Airport – 12.5 km
Total Phase I: BWS corridors length is 42.10 km
Phase II
BWS Corridor 4: Bapughat to Musarambag (Musi North bank) – 12 KM
BWS Corridor 5: Musarambag to Chaderghat – 3.5 KM
BWS Corridor 6: Uppal to Mehdipatnam – 16.5 KM
Total Phase II: BWS corridors length is 32 KM
The proposed BWS corridors are shown in the map (Figure 2-14) given before.
Conclusions:
1. The estimated cost for construction of the road infrastructure on 42.10 km length BWS in Phase I was Rs 400
crores and the cost for 32 km length BWS in Phase II was Rs. 180 crores. The capital investment proposed in this
report was Rs. 580 crores which included infrastructure, ITS, bus terminals, depots, parking lots, and ITS related
technology components. The capital rolling stock were recommended to be arranged through Public Private
Partnership (PPP) model.
2. FIRR and EIRR for Phase I corridors were reported as 12.65% and 14.5% respectively. Similarly for Phase II
corridors, FIRR and EIRR were estimated as 12.01% and 16.43%. Based on these detailed financial analysis for
infrastructure and rolling stock requirements, the proposed BWS system was concluded as financially viable.
2.2.10 City Development Plan for Hyderabad
Objectives of City Development Plan (CDP)
The main objective of the CDP was to have a planned growth of the city in the desired direction and to project
Hyderabad as a Global City.
The CDP makes basic policy choices and provides a flexible framework for adapting to real conditions over
time. It emphasizes on issues of priority local concerns for livability, and the implied requirements in terms of:
Jawaharlal Nehru National Urban Renewal Mission (JNNURM)
 Enhancing City Productivity
 Reducing Poverty
 Improving Urban Governance and
 Enhancing Financial Sustainability
The CDP comprises of sectoral plans for the identified sectors for a time horizon of 20 years outlining policy
framework and investment interventions to achieve the vision.
Scope of CDP
The scope of work was to:

 Assess the existing situation with regards to demographic and economic growth, infrastructure services, municipal
finances, etc.
 Identify the gaps in service delivery
 Outline the issues faced by the City’s poor
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 Prepare a vision and sectorial strategic framework outlining the goals, strategies, interventions/projects to achieve
the vision
 Formulate a city investment plan with appropriate financing strategies and an implementation action plan.
 Focus on the reforms to be carried out at the state and local level in consonance with the vision and strategic plan
outlined to sustain the planned interventions.
Process
The CDP - considered as an inter-sectorial exercise - took into account the existing situation including
assessing the current status of municipal services, its fiscal status, operational and management procedures.
The CDP also took into consideration the works and plans of other government and quasi- government
agencies contributing towards the growth and development of the city and was prepared by undertaking the
tasks:Visioning Exercise, Situation Analysis, Formulation of Goals & Strategies, Capital Investment Plan
&Project Scheduling, Stakeholder Workshop, Presentation and Approval by the Council along with Draft MoA,
Action & Operating Plan
indicating the policy and
reform measures for
improved service
provision and delivery.
The crux of the city

development plan is to
formulate a shared vision
for the city of Hyderabad
outlining: Development
objectives and long term
environmental, social,
economic infrastructure,
cultural and health goals,
and Programme of
institutional and policy priorities and a definition of sectoral and inter sectoral goals and development
strategies.
Traffic and Transportation Component
Vision and Strategies
Given the complexity of the urban problems, only multifaceted approach of duly integrating land use with
transportation at the planning stage as a long term measure to structurally integrate this sector with the
overall growth of the Urban Area will be able to give best benefits at least possible cost. It is felt that an
overall vision and strategies for the sector formulated with concerted and sustained campaign duly addressing
issues as under will be able to address transportation related problems comprehensively.
Vision
The vision of the ‘Traffic and Transportation’ for Hyderabad city is to provide with the safe and reliable
transport system that is sustainable, environmental friendly and to significantly improve the share and quality
of public transport service that would improve the traffic management.
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Table 2-13: Goals, Service Outcomes for Different Horizon Years

Time Frame
Vision Indicators
2005-06 2011 2015 2021
Road Network as % of Total Area 9% 12% 15% 15%
Share of Public Transport 42% 45% 55% 75%
Rail transport as share of total public transport 2% 10% 30% 40%
Average Speed - km/h 12 20 30 35
Sidewalks length to Total road length 25% Half of the requirement 75% of the requirement 95% of the requirement
Usage of alternative fuels 5% 40% 60% 60%
Road accidents Not known Reduced by 25% Reduced by 50% Reduced by 70%
Hyderabad – City Development Plan
Strategies
Short term measures including immediate trouble shooting actions and TSM actions such as intersection
improvement, signalisation etc., to be taken up regularly. These measures should be taken up on a continuous
basis as the travel characteristics and loading of different links, intersections etc., and change very frequently
owing to natural growth and changes in land use.
Medium term action plan aimed at development of transport infrastructure over a perspective plan period of
5-10 years to bring about coordinated development among different components. These measures typically
will include various infrastructure projects, which will be directed at network improvements such as parallel
roads, link roads, slip roads, and bridges, Flyovers, alternate transportation systems such as MRTS etc.
Long-term action plan aimed at development of structure plan for the Urban Area with Transit as one of the
lead components, which will direct the urban growth so as to bring about a structural fit between transit
infrastructure and Urban Growth. This will also examine a comprehensive multi-modal public transit system to
bring about the most optimal mix of commuting within the Urban Area and thus providing a sustainable
transit solution.
Strategies for Planning, Reforms and Institutional Strengthening
Constitution and Operationalisation of Hyderabad Metropolitan Transport Authority (HMTA)
Formation of a Unified/ Integrated Hyderabad Metropolitan Transport Authority (HMTA) for HMA is the most
essential step in promoting integrated land-use, transport development and achieve a balanced urban
structure. HMTA will act as a singular authority in decision making and allocation of budget regarding all
aspects relating to traffic and transport, thus resulting in greater co-ordination between different
departments, efficient use of resources and greater quality of transport system in the city. This authority
should be armed with overriding powers on subjects relating to transportation and have budgetary control.
This authority will be responsible for development of guidelines for sustained development of HMA.
Comprehensive Traffic and Transport Study for the entire Hyderabad Metropolitan Region (HMA)
This strategy is aimed to come out with sustained solutions for the entire HMA as a unit that has financial and
environmental viability. This also includes the current institutional analysis, policy, financial and service
delivery issues.
Ring fencing of RTA, APSRTC, and Railways: The agencies that maintain the database of the vehicular
ownership/ population viz. RTA and that provide public transport for the region shall be ring fenced for
effective financial and service delivery outcomes.
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Traffic and Transportation Management using GIS. and GPS Technologies: Use of Global Positioning System
(GPS), a satellite based positioning and navigation technology, will help track the position of the public
transport vehicles from a central location. This data is very useful in assessing the performance of the services
offered. The same data can be beamed back to the electronic information boards at bus stops that will display
information on the location of the busses and the expected arrival time. Use of such service has additional
benefits in tracking the traffic conditions on the roadways, delays at intersections, passenger demand, as well
as immediate notification to the control centre in case of accidents, all without any involvement of the driver
or conductor. This strategy will also improve the share of public transport.
Dis-incentivizing the use of private vehicles during peak hours and in the CBDs is one of the key strategies to
address the problems of traffic congestions and delayed journeys and improve the public transport as well.
Congestion pricing during peak hours, differential parking fee, pedestrianization, and surcharge on vehicles
belonging to other cities/ regions, etc. are some of the strategic disincentives.
Strategy for Finance
Urban Transportation Development Fund
Infrastructure development for efficient functioning of transport system is a capital-intensive process and a
substantial financial burden would have to be shouldered by the government. The state government or the
local bodies do not have the required resources for financing such developments, thus delaying the projects
indefinitely. The Central Government in the National Urban Transport Policy (NUTP) has recommended levy of
direct taxes that would be credited to the account of the ‘Urban Transport Fund’ and used exclusively to meet
the urban transportation needs. NUTP has further specified that such direct taxes could be in the form of a
supplement to the petrol and diesel taxes, betterment charges on landowners or even in the form of
employment tax on employers. Such provisions will also result in making private vehicular transport more
expensive and result in a shift towards use of public transport systems. A similar approach is recommended
for implementation in HMA.
Improve the Share of Public Transport

Increasing the Fleet of Bus: As per the standards of GoI, a city should have at least 100 buses per lakh of
population. It is also mentioned that by 2020, this should go up to 250 buses per lakh population. This is also
supported by the prevailing over crowded buses specifically in peak hours. Hence a fleet of 500 buses per
annum for the three consecutive years beginning from the year 2006 will be introduced.
Dedicated Bus corridors, Bus bays and Terminals: Frequent weaving movements of buses in busy corridors
have a significant effect on the speed of traffic. Further, stopping buses in the face of traffic at bus stops tends
to block the traffic moving on the left lane. Since most of the roads in the city are four lanes with a un
mountable central divider, the problem of traffic blockade becomes even more acute on such occasions. 360
bus bays have been identified for provision of convenient stoppages for buses without inconveniencing the
traffic following them. Further, dedicated bus corridors and construction of bus terminals at major hubs will
ease the traffic flow, significantly increase the share of public transport and will also improve the comfort of
the passengers through the development of ‘hub and spoke’ system of transport.
Feeder BUS system for “MMTS”: In order to exploit the capability of the Hyderabad Area Rail Transit System,
it is proposed to integrate road based public transportation system with MMTS through a powerful bus feeder
network. This integration will not only act as a catalyst to the proposed system but also will work towards
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optimization of the inter modal split. Realizing this, it is proposed to develop feeder bus routes and services to
improve access to the stations and thus encourage people to use the MMTS. The essential features of this
approach are:
 Provision of proper and wide access roads
 Provision of convenient bus services to the rail nodes
 Provision of convenient bus bays and interchanges facilities at railway stations.
 Provision of ample parking areas near the stations to encourage park and ride concept for people with two wheelers
to encourage on to the system.
 Provision of common ticketing system to avoid interchanges.
Better Transport Infrastructure

Junctions and Traffic Signal improvements: This is an area of immediate intervention that can be
implemented with marginal investments and where improvement in the performance can be felt. Hyderabad
has about 386 intersections, out of which 224 are manned and 162 unmanned. While channelization of
intersections reduces the conflict area, they function only when the flows are low in nature and allow
sufficient gaps for crossing flows to accept them. These gaps decrease as the volume of flows increase thereby
necessitating physical stoppage of one of the conflicting flows to facilitate movement of the other. There are
number of such signalized intersections where in old technology controllers and signal aspects are found to be
ineffective, hence they should be replaced with better LED controlled signal system.
Grade Separators: There are situations where even signalized intersections fail because of excessive queue
lengths building up on all arms. In this situation choice of solution is limited to bypassing the traffic on one or
more directions by grade separation. Typically this situation occurs when the total traffic volume of all the
arms of the intersection is in excess of 10,000 vehicles per hour.
SCOOT area traffic control: There are more than 100 signalised intersections in the MCH area alone. Unless all
these signals are linked with suitable area traffic management system, the overall delays may not come down.
Optimizations of signals as an integrated network will be able to give better results pertaining to the core
area. Hence, the SCOOT system with traffic detectors on the approaches, assisted by Video Cameras for
incidence detection and management shall be installed.
Traffic Signs and Markings: The traffic in Hyderabad city being mixed in nature and carriage way being a non-
standard format, the carriageway s need extensive traffic signs and road markings to provide guidance for
disciplined and safe driving. It is observed that on many important corridors traffic guidance in the form traffic
signs and lane markings are not up to the standards. It is necessary to standardize the lane markings, edge
markings, median markings, pedestrian crossings, parking zones etc; and locations for installing traffic
delineators, and traffic signs and implemented on all important travel corridors extending over a length of 200
km.
Parking management: Hyderabad, like other cities is confronted with a downtown-parking problem. This
problem is aggravated by excessive population densities, large number of pavement hawkers, side walk
encroachments and heterogeneous nature of traffic and commercial area development along all the major
roads. On street parking surveys conducted during the year 1998-99 have indicated that in 500 m of kerbed
space in Abids shopping area, about 2500 cars are parked during business hours. Average parking duration is
between 100 to 120 minutes. As such it is proposed to demarcate parking stalls and design the parking fee
structure to improve parking turnover. A proper parking policy, which looks at users–pay principle, is
imperative. Off street parking complexes for private vehicles at 22 important nodal points in the city are
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required to ease traffic congestion by releasing precious carriage way. Besides there is urgent need to stream
line the para-transit vehicles at major trip attraction centers by provision of suitably designed para-transit
hubs. As many as 23 locations have been identified to implement this scheme. Similarly there is a need for
providing parking spaces for private bus operators. 10 such locations, on all major arterial roads are identified
for this purpose.
Parallel roads: There are situations when alternative roads have to be developed to reduce the load on
overburdened links. Finding space for such development is difficult in densely built up areas of the Urban
Area. Only possible open areas for such purpose can be created from the vacant space along the river Musi
and the Railway Track. Such a plan will have dual benefits of providing alternate routes and also help in non-
encroachment of important lands.
Road widening: Given that the percentage area covered by roads in the city is a mere 10 % of the total area,
road-widening programme improves channel capacity by adding more area to the circulation channels.
Hyderabad is the only city, which has been able to implement road-widening programme with the
participation of building owners, successfully. 145 congested links have been identified for widening with 85
of them being already implemented. One such credit worthy program has been Charminar pedestrianisation
scheme, where in it is proposed to divert the heavy flows of traffic passing through historical monument of
Charminar by upgrading parallel roads through road widening.
Link roads: Mere treatment of isolated intersections will not give the required relief beyond certain volumes
of traffic. At this stage it becomes inevitable to look for critical links, which can form alternate paths and thus
distribute the traffic. Nine such link roads have been identified for improvement.
Railway barrier and Musi River crossings: Important barriers for free flow of cross traffic in the urban area are
the River Musi and the Railway lines. It is essential that these barriers be punctured at as many points as
possible to improve connectivity on either side of the barrier. Such connections develop grid movements and
reduce circuitry between the areas. For instance, a study of time lost due to railway gate closure at Jamai
Osmania has shown that more than 5500 vehicles are delayed amounting to 5 hours of vehicle delay in just 12
hours of daytime resulting productivity loss to the commuters apart from increased consumption of fuel and
increased levels of pollution. For this purpose ROB/RUBs are identified at 8 locations.
Historically Hyderabad city has grown along two National Highways, NH7 and NH 9. These highways intersect
river Musi between Puranapul and Chaderghat. CBD core has developed in the vicinity of these intersections
and on the other side of the river leading to heavy commuter flows across the bridges over the river. To
relieve this funnelling effect, and facilitate direct north - south flows several new bridges need to be planned.
Pedestrian crossings
Warrants for pedestrian crossings are as follows:

 Approach speeds are high (Say > 60 kmph)
 Waiting time for pedestrian or vehicles is too long
 Peak hour volume for pedestrian (P) and vehicles (V) are such that PV2 > 2 x 10 for divided carriageways.
Further, when mid-block volumes are high across a high-speed corridor, a situation having potential to cause
accidents to the pedestrians is created. As a significant proportion of the trips of up to 2 km in length are
performed on foot and since pedestrians are more vulnerable for involvement in accidents, it is necessary to
protect them through provision of Guard Rails, Zebra Crossings, and Pelican signals or through Grade
separations.
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Traffic and Transportation Sector – Investment Plan
A plan outlay of Rs. 5,518 crore was recommended to be made for the transportation sector under the CDP
for the period of 2005-12. This may be in recognition of the significance of the transportation sector that it got
the maximum budget allocated compared to any other sector.
Table 2-14: Traffic and Transportation Sector - Investment Plan (2005-2012) - Rupees in Crores
JNNURM
Component Institution Activity Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Total
GOI GOAP IF/IR Total
Planning, State Govt. Constitution and Operationalization of
Reforms and Hyderabad Transport Management 5.0 5.0 5.0 5.0
Institutional Authority (HMTA)
Strengthening ULB Comprehensive Traffic & Transportation
3.0 3.0 6.0 6.0 6.0
Study for entire HMA*
Transport Assets and utilities mapping using
5.0 10.0 5.0 3.0 2.0 25.0 25.0 25.0
GIS Technology
Transport and Transportation Management
75.0 75.0 75.0 75.0 300.0 300.0 300.0
using GIS Technology
Design and Implementation of IEC
0.5 0.5 0.5 0.5 0.5 0.5 3.0 3.0 3.0
campaign for improved traffic awareness
Capacity building initiatives for better traffic
0.5 0.2 0.1 0.1 0.1 0.1 1.1 1.1 1.1
management
ULBs & Provision of bus bays in identified locations
5.8 5.8 11.6 4.1 1.7 5.8 11.6
APSRTC including signage (347 nos.)
Survey, Land acquisition and provision of
bus bays in remaining feasible locations 8.2 8.2 4.1 4.1 4.1 4.1 32.8 11.5 4.92 16.4 32.82
(assuming 500 bus bays over 7 years)
Development of bus terminals at CBDs and
15.0 15.0 15.0 15.0 15.0 15.0 90.0 31.5 13.5 45.0 90.0
growth centres
Dedicated line for bus carriageway (arterial
and sub arterial roads)
Survey to identify the feasible corridors and
5.0 5.0 10.0 3.5 1.5 5.0 10.0
required land acquisitions
Development of required infrastructure
10.0 10.0 20.0 7.0 3.0 10.0 20.0
(signage, signal system, separators, etc.)
Improved HUDA & Strengthening existing roads by hot
135.0 135.0 135.0 135.0 135.0 135.0 810.0 283.5 121.5 405.0 810.0
Safety, Service ULBs mix/asphalt/ CC roads - 2600 km
delivery and Up-gradation of important roads 110.0 110.0 110.0 110.0 110.0 110.0 660.0 231.0 99.0 330.0 660.0
Customer Junction Improvement roads - 142 locations 6.0 6.0 6.0 18.0 6.3 2.7 9.0 18.0
Satisfaction by Signals - 71 locations 4.2 4.2 4.2 12.6 4.4 1.9 6.3 12.6
providing better Flyovers - 39 nos. 75.0 75.0 75.0 75.0 75.0 75.0 75.0 525.0 183.8 78.75 262.5 525.05
infrastructure Signage and markings 10.6 10.6 3.7 1.59 5.3 10.6
Street Lighting - 4,60,200 nos. 106.0 106.0 106.0 106.0 106.0 106.0 636.0 222.6 95.4 318.0 636.0
Parking Lots/ complexes - 20 nos. 10.0 5.0 5.0 20.0 7.0 3.0 10.0 20.0
Radial Roads - 230 km 283.3 283.3 283.3 283.3 283.3 283.3 1700.0 595.0 255.0 850.0 1700.0
Upgrdation of major link roads 15.0 15.0 6.0 36.0 12.6 5.4 18.0 36.0
Parallel Roads, slip roads, new links - 42 km 40.0 40.0 40.0 120.0 42.0 18.0 60.0 120.0
Truck, Private Bus, Para Transit, Parking
75.0 75.0 150.0 52.5 22.5 75.0 150.0
Lots - 50 nos.
Truck Terminals – 5 nos. 30.0 30.0 30.0 30.0 120.0 42.0 18.0 60.0 120.0
ROBs and RUBs - 15 Nos. 46.4 46.4 46.4 139.2 48.7 20.9 69.6 139.2
Improved Subways/ FOBs - 36 nos. 12.0 12.0 12.0 36.0 12.6 5.4 18.0 36.0
Pedestrian Infrastructure/ signage for Pedestrian
Facilities, ULB crossings
10.0 5.0 5.0 20.0 7.0 3.0 10.0 20.0
comfort and
safety
TOTAL* 220.8 1070.9 1068.6 935.4 762.0 731.0 729.0 5517.9 2152.4 776.7 2588.9 5518.0
In addition to the medium term outlay, longer term outlays were proposed to the tune of 10,950 crores for
major projects mainly targeting public transport system along with the outer ring road.
Table 2-15: Investments for Increasing Bus Fleet, MRTS, MMTS and Outer Ring Road (ORR)
Institution Activity Total Investments
APSRTC Increasing the Bus Fleet 90.0
Railways MMTS Phase II – 106 km 950.0
MMTS extension – 12 km 20.0
ULB MRTS – 60 km 6360.0
HUDA Outer Ring Road (ORR) – 152 km 4500.0
Total 10950.0
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Table 2-16: Sector Investment proposed under JNNURM

Sector GOI GOAP IF/IR Total
Water Supply 1618 693 2311 4622
Sewerage 597 256 853 1706
Storm Water Drains 722 310 1032 2064
Solid Waste Management 361 155 516 1032
Traffic and Transportation 1931 828 2759 5518
Urban Poverty 2288 1144 1144 4576
Urban Renewal 175 75 250 500
Total 7692 3461 8865 20018
2.2.11 Master Plan for Core Area, HUDA, CDA, and HADA
2.2.11.1 Revision of Master Plan - 2020 (2003)
The Draft Master Plan was prepared for HMDA for the horizon year of 2021. The underlying strategy is in
accordance with the Vision 2020 which aims at making Hyderabad a truly world class city with sound and
equitable planning. Considering the current growth pattern, it advocates, accommodating the future
population around the existing main city and other pockets of growth where infrastructure has already been
extended and also a separate category of corridor development with due safeguards to avoid congestion.
The plan proposes a land use structure based on the following:

1. Choosing the future projections of population.
2. Deciding the allocation of projected population to different components of the Development Area.
3. Choosing gross residential density norms to be adopted for different components.
4. Computing the extent of land requirement for balance population and identification of vacant areas for its
location.
5. Computing land requirements for civic amenities and services for the residential areas.
6. Evolving suitable circulation pattern. It also proposes the various ring roads in the area.
The plan also states the land use Zoning Regulations, the Building Regulations, and the Layout and Subdivision
Regulations. The draft plan has identified the implementation process, by detailing the actions to be
undertaken, the agencies to be involved and the sources of funds. The legislative requirements have also been
laid down.
2.2.11.2 Cyberabad Development Area (CDA)
To develop a futuristic city exclusively catering to the knowledge sector economy, GoAP through HUDA has
notified the Cyberabad Development Area (CDA) covering an area of 52 sqkms consisting of 17 revenue
villages. CDA covers the area around Hi-Tec city at Madhapur, International Institute of Information
Technology (IIIT), International School of Business and intervening areas as a modern enclave in consonance
with the concentration of such institutions in the area. A new master plan for CDA has been prepared and
notified. CDA is expected to accommodate a population of 1 million and is a self-contained city with necessary
infrastructure facilities and amenities for developments are planned considering the proposed “Knowledge
Corridor”. A special area development authority called “Cyberabad Development Authority” is currently
implementing the master plan.
2.2.11.3 Draft Master Plan for Hyderabad Airport Development Area (HADA) - 2003
An area of 485 sq.kms at Shamsabad has been declared by GoAP as "Special Development Area", under the
Andhra Pradesh Urban Area (Development) Act 1975. This area contains 70 surrounding villages and 19
hamlets, which would be developed in two phases earmarked as 2006 and 2010. As per 2001 Census,
population of HADA is approximately 1.54 lakhs and is expected to grow to 20 lakhs by 2021.
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Following are the salient features of HADA master plan:

 Development regulations have been made simple and development friendly by allowing all activities in all zones
except those which are industrial or hazardous with an emphasis on adequate road network and setbacks on
urban design parameters.
 HADA master plan is to promote and encourage Sectoral development with good straight and wide roads through
licensed developers.
 273 sectors with rectangular iron grid have been proposed, with an average size of 200 acres and population
ranging from 4,000 to 20,000 persons.
 All new developments are proposed to be facilitated through public-private and private-private partnership
through a land pooling scheme (minimum area 40 ha) and layout developments of industrial areas (minimum area
4ha).
 Proposed development areas will to be linked with MMTS service.
2.2.11.4 Master Plan for Extended Area of HMA
The HMDA was constituted vide G.O.Ms.No. 570 M.A, dt. 25-08-2008 for an area of 7228.09 sqkm and the
authorities such as HUDA/HADA/CDA were dissolved so as to derive optimum scale agglomeration economies.
With the expansion of Jurisdiction, Hyderabad is now on par with the other major metros of the country. Refer
Map CH01-01 Hyderabad Metropolitan Region and its Administrative units.
The jurisdiction of HMDA extends to 55 Mandals located in five districts, entire Hyderabad district (16
Mandals), Medak district (10 out of 45 Mandals), Rangareddy district (22 out of 37 Mandals), Mahbubnagar
district – (2 out of 64 Mandals), Nalgonda district – (5 out of 59 Mandals). The jurisdiction of HMDA is now the
second largest in India. The total population of the HMR is 76.54 lakh of which 59.64 lakh (77.93%) is urban
and 16.89 lakh (22.07%) is rural.
Proposed Land use Plan: Hyderabad has a rich heritage in the form of monuments, buildings, rocks, gardens,
lakes, art, culture, festival etc. The five hundred year old legacy of Golconda-Hyderabad continues to live
through its historical buildings, monuments and natural landscapes. These include the ruins at the Golconda
fort, palaces, temples, mosques and public buildings surviving from the eighteenth and nineteenth centuries
and also the twentieth century buildings ranging from the Andhra Pradesh High Court facing the river Musi, to
the small houses in vernacular style along lanes and by-lanes of old Hyderabad. Centrally protected
monuments in the region include:
 Charminar, Hyderabad
 Golconda Fort, Hyderabad
 Alampur Temple, Mahboobnagar.
Landuse Zoning: The HMR is spread around 7228.09 sqkm. The total project area includes erstwhile HUDA &
HADA area ORRGC and extended area of HMDA is 5964.23 sqkm. Table 2-17 presents area statement for
Metropolitan Development Plan area and HMR. The total area included from HUDA area is 431.77 sqkm,
HADA area is 185.11 sqkm and ORRGC is 329.45 sqkm in the project area. Total area of HUDA urban is 733.31
sqkm, and rest of urban area is 4284.58 sqkm.
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Table 2-17: Area Statement, Metropolitan Development Plan area and HMR
Sr. No. Project area Sq Km
1 HUDA 431.77
2 HADA 185.11
3 ORRGC 329.45
4 Extended area of HMDA - urban
4a Sangareddy (M) 15.39
4b Bhongir (M) 14.65
4c Remaining 703.27
5 Extended area of HMDA - Rural 4284.58
Total 5964.23
6 Existing Master Plan from inside ORRGC towards city 1263.86
7 HMR 7228.09
Multiple nuclei concept
The projected population figures indicate that the urban population in HMR by 2031 is proposed around 16.1
million. A metropolitan area encompasses of persons and activities intensely "interrelated and integrated with
reference to daily requirements" by virtue of their diversity or differences (Hawley, 1950, 257). A metropolitan
area performs significant coordinating functions through specialization, usually requiring sufficient population
and infrastructure size. Creating Multiple nuclei centres/ sub centres will help to take the overload from the
center or core nuclei.
Figure 2-15: Proposed Multiple Nuclei Concept in Master Plan for Extended HMA Area
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Proposed Transportation network
Existing Regional Road Network: The regional road network comprises National Highways and State Highways
connecting the HMR to other parts of the State and other adjacent states.
State level: In Andhra Pradesh, the total length of roads built by the Roads and Buildings (R&B) Department is
68,286 km and the length of other roads including rural, local and project roads is 120282 km; R&B roads thus
comprise 36.021% share, while the rest account for 63.79% of roads. In Andhra Pradesh, State Highways,
Major District Roads, Zilla Parishad roads and National Highways comprise a major proportion of Black top
roads.
District Level: Hyderabad district has the maximum share of National Highways in Andhra Pradesh as
compared to the other four districts in HMR. The Table below shows the percentage share of total road length
by type of roads, district-wise.
Regional Level: National Highways (NH): There are three major National Highways namely, NH-7, NH-9 & NH-
202, connecting the city of Hyderabad to other parts in the state of Andhra Pradesh and various other urban
centres in the country.
City Level: a) Ring Roads & Radial Roads: Two Ring Roads have been proposed in the HUA area and the
erstwhile HUDA area.
b) Inner Ring Road: The Inner Ring Road circles the core HUA area and is nearing completion. This road has
been aligned from the existing road network and is being widened to six lanes. The various intersections from
the Inner Ring Road are being connected to the Outer Ring Road via 29 proposed radial roads.
c) Outer Ring Road: The Government of Andhra Pradesh proposed major infrastructure facilities in Hyderabad
city; one of them being orbital linkage to decongest traffic on the existing major arterials. The Outer Ring Road
is viewed as a road-cum-area development project, since the aim is development of well- planned and well-
connected urban settlements around the Hyderabad Metropolitan area.
Proposed Roadways
Long term Proposals: The Long Term Proposals for the development of SHs and MDRs under the State Roads
and Buildings Department in the four districts falling partially in the extended area.
Table 2-18: Long Term Transport Proposals as per Master Plan in Extended HMA
ID Code length Description Term
1 NLG_1 30.40 Bhongiri to Jagdevpur road km 0/0 to 30/4 Long
2 RR_4 17.00 Chevella to Shabad road from km 0/0 to 17/0 Long
3 NLG_6 36.00 Raigiri to Mothkur road 0/0 to 36/0 Long
4 NLG_3 88.00 Narketpally to Nalgondaaddanki road 0/0 to 88/0 Long
5 MBNR_4 88.00 Mahbubnagar to Nalgonda road Long
6 RR_5 14.80 Shadnagar to Pargi road drom km 24/0 to 38/8 Long
7 RR_6 39.00 Mannegud to Vikarabad from km 0/0 to 39/0 Long
8 MBNR_2 1.51 Hyderabad to Srisailam road Long
9 NLG_5 49.00 Miryalguda to kodad road km 0/0 to 49/0 Long
10 NLG_4 45.00 Peddavoora to Miryalguda km 0/0 to 45/0 Long
11 RR_3 10.00 Chevella to Shabad road from km 0/0 to 10/0 Long
12 NLG_2 43.60 BhongiritiChoutoppal road km 0/0 to 43/6 Long
13 MDK_3 62.00 Sangareddy-Nanded-Akola km 27/0 to 89/0 Long
14 MDK_2 70.40 Hyderabad to MedakBhodan km 26/0 to 96/4 Long
15 MDK_1 82.00 Rajiv Rahadari Km 43/2 to 123/2 Long
16 MBNR_1 12.30 Hyderabad to Bijapur Road Long
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ID Code length Description Term

17 RR_2 48.00 Mahbubnagar to Chincholi Road Km 16/0 to 37/0 (SH) & 65/0 to 92/0 Long
18 RR_1 59.00 Chevalla to Bijapur road km 32/0 to km 91/0 (SH) Long
19 RR_7 38.60 Vikarabad to Tandur road from 0/6 to 39/240 Long
20 MBNR_3 65.50 Mahbubnagar to Chincholi Road Long
Proposed Hierarchy of Roads: The proposed plan for the Metropolitan Development Plan exhibits a definitive
hierarchy in its structure. Based on the existing Plan and the existing ORR, a Regional Ring Road is proposed in
the extended area of HMDA. The arterial roads such as SH and NH connect the outer ring road to regional ring
road. More arterial roads have been proposed in the extended area so that they increase connectivity and
connecting the urban areas in extended area to the core HMDA area. Refer map, CH06-01 Proposed road
network.
The proposed road network would increase connectivity within the region, simultaneously helping alleviate
traffic problems. Annexure 19F2: Proposed road sections in the project area.
Out of 33 radial roads proposed by HMDA, 26 radial roads are intersecting ORRGC and further extend to the
Regional Ring Road in the extended area of HMDA. Various sub centers/centers are identifies at the
intersection of the major roads to ORR and Regional Ring Road. The proposed grid roads are integrated with
existing villages roads varying from 24m to 30m width in the ORRGC. The detailing of the traffic and
transportation aspects would be carried out in the comprehensive traffic and transportation study already
being carried out by HMDA.
Proposed Public Transport route: The national highways have been provided with 60 mts right of way. The
roads which are passing through the urban growth pocket, Master Plan have proposed a dedicated lanes for
BRTS connected with ORR which are also proposed to have a public transportation system along it. Proposed
Bus Route in Development Plan area is presented in following figure.
Figure 2-16: Proposed Public Transport Routes in Master Plan for extended HMA
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Proposed Railways network
With HUDA becoming HMDA, and the area extending on all the four sides, there is tremendous increase in
growth of population. In order to harmonize the growth of new areas in the metro region of twin cities,
development of new passenger and freight terminals becomes very essential. With co-operation of South
Central Railway location of these terminals are identified so that they can be developed in phases to suit the
emerging growth of the rail transport requirements of the city region.
Figure 2-17: Proposed Railway Network in Master Plan for extended HMA
2.2.12 Growth Corridor (ORR) Plan
The Govt. of AP, proposed major infrastructure facilities in Hyderabad city and one of them is the orbital
linkage to decongest the traffic flow on the existing major arterials. The Outer Ring Road should be viewed as
road -cum- area development project since the aim is the development of well-planned and well-connected
urban settlements around the Hyderabad Metropolitan area. The 159 km long ring road connects Patancheru-
Shamshabad- Hayathnagar- Medchal Patancheru providing connectivity to various State Highway and National
Highways, to bypass the city of Hyderabad. The importance of the proposed corridor being,
 Relieves congestion on metropolitan area and inner ring road and meets the future demand.
 Provides orbital linkage to radial arterial roads
 Creates options for development of the further satellite townships
 Provides linkage to the proposed MRTS and Bus system
 Provides quick access to the International Airport from Strategic parts of the city
 Connects various new urban nodes outside the city like Hi- Tech city , Games village, lIlT, ISB, Hardware Park,
Singapore Township Financial district etc.,
The traffic studies conducted on NH-7 and NH-9 show that the road is due for 4/6 lane. The traffic movement
on the existing inner ring road shows that the existing 4- lane road is inadequate for the movement of the
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traffic at the design level of serviceability. Considering the anticipated growth in the region and development
of the proposed satellite townships around the ring road and beyond, and the traffic thereby generated, an 8-
lane divided carriage way is planned for a design life of 20 years.
The conclusion to develop a highway with full control of access warrants providing highway grade separations
or interchanges for all intersecting highways. Once it has been decided to develop the route as an expressway
all intersecting highways should be terminated, rerouted or provided with a grade separation. The proposed
corridor is designed to be fully access controlled and limited access is to be provided at NH/SHI Major road
crossings. 2-lane service roads designed to carry two way traffic, are proposed on both sides of the corridor.
Low level underpasses are to be provided for connecting both the service roads at every 1-2 Km, where the
terrain permits.
The ORR project is implemented by HMDA with partially funding assistance from Japan International
Cooperation Agency (JICA) and partially by private sector participation (under BOT annuity).
Contract Package-I (Phase-I) connecting Gachibowli and Shamshabad (24.38 km, Cost: INR 222 Crores) and the
Contract Package-II from APPA to Shamshabad (13.38 km, , Cost: INR 339 Crores) started in 2006 and
completed in 2010 which includes main carriageway, service lanes, access roads, miscellaneous works, etc.
The Phase-IIA, from Narsingi to Patancheru & Shamshabad to Pedda Amberpet (62.3 km) has been divided in
to five contract packages and taken up on BOT-Annuity model with a total project cost of INR 2,439 Crores.
Work commenced in Nov/Dec., 2007 and partially completed by March, 2011 (Pedda Amberpet to
Shamshabad) and partially completed by March, 2012 (Narsingi to Patancheru). Phase-IIB, from Patancheru to
Pedda Amberpet via. Kandlakoya, Shamirpet, Ghatkesar (71.3 km) has been divided in to six contract packages
(JICA Phase-1 and Phase-2) and taken up with the loan assistance from JICA with a total project cost of INR
3,358 Crores. JICA Phase-1 works (from Patancheru to Mallampet) commenced in June, 2009 and substantially
completed and JICA Phase-2 works (from Patancheru to Mallampet) commenced in June, 2010 and
substantially completed. The project involved a total land acquisition of about 6,044 acres (Total Patta land:
5,142 acres, Govt. Land: 590 acres and Forest land: 312 acres). The land acquisition was taken up as a Special
Project headed by the Special Collector and Land Acquisition Officers.
The project went through several delays primarily due to repeated shifting of alignments, shifting of high
tension lines, water mains, etc., land acquisition, rehabilitation & resettlement issues, inter-departmental and
inter-organisational coordination problems/issues, compensation issues, etc.
2.2.13 Integrated Environment Strategies for the city of Hyderabad
United States of Environmental Protection Agency (USEPA) and United States Agency for International
Development (USAID) have initiated the Integrated Environmental Strategies (IES) analysis in India. One of the
objectives of this study was to carry out Air Quality (AAQ) and Green House Gas (GHG) analysis for Hyderabad
Urban Agglomeration (UA) covering major contributing to air pollution, including the transportation and
industrial sectors, and to assess the likely reduction in pollution and GHG levels due to various proposed
mitigation measures.
In the process of data collection Emissions Inventory has been done. As part of the study, data was collected
at over 550 small, medium and large scale combustion sources located within study area. Apart from this air
quality and traffic congestion issues have been correlated well using transport related information available
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from earlier studies. As a part of the IES-India program, scope of work for this study has following
components:
- Scenarios for more effective bus transit service.
- Traffic management and measures to improve traffic flow.
- Technology/training measures relating to two-stroke vehicles.
The study utilises mostly data gathered as part of the earlier studies primarily “DPR for Metro Phase-I by RITES
in year 2003”. Recommendations of the study are as follows
- Improved bus transit can attract traffic from modes such as 2 & 3 wheeler and cars and reduce vehicular
emissions significantly. Therefore, more effective bus transit services should be provided in Hyderabad.
- Traffic management and measures such as removal of side friction, segregation of vehicles and pedestrian traffic
and synchronization of traffic signal should be implemented on all the corridors where they are feasible. These
measures do not cost much and are very effective in reducing vehicular emission levels. Although long flyovers
with numerous ramps attract higher traffic as compared to BAU scenario, they can still reduce emissions.
Training programs and publicity for better maintenance of vehicle and proper driving habits for 2-stroke vehicle
drivers should be carried out regularly.
The report has nicely mapped the environmental (air pollution) issues with respect to traffic and congestion
and recommends use of mass transport system to combat the same.
2.3 SUMMARY OF REVIEW AND VIEWS
There has been substantial body of work done over the past few years in the area of landuse planning and
transportation planning although objectives of each of the studies and spatial coverage are very different. The
pace of urbanisation is far greater than that anticipated in 1983. The reasons for such variation are many, IT
being most influencing among them.
Therefore, there is a strong need to evolve the transport strategy that could meet the different possible
growth scenarios. It is also essential to review and include some of the long term transport proposals which
are still appropriate in present scenario in this ongoing study. Therefore, the present study targets for
evolving sustainable transport supply network that is resilient to different landuse growth scenarios.
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3 GROWTH PROFILE AND PROSPECTS OF HMA
3.1 GROWTH TRENDS OF HMA
Hyderabad, the capital of Andhra Pradesh, and also the largest city in the state is among the largest urban
areas in India covering an area of 625 sqkm including the entire Hyderabad district - 172 sqkm and about 452
sqkm area in Rangareddy and Medak districts which surround Hyderabad district constituting the Greater
Hyderabad Municipal Corporation (GHMC) limits.
The Hyderabad Metropolitan Area (HMA), the entirety of which constitutes the study area of this project,
covers an area of about 7,200 sqkm which includes the entire GHMC area, and 849 villages, 2 municipalities
and 9 census towns (classification as per Census 2001) in 39 mandals from Rangareddy (22 mandals), Medak
(10 mandals), Nalgonda (5 mandals) and Mahabubnagar Districts (2 mandals). Of these, four mandals;
Yacharam and Manchal in Ranragreddy, Hathnoor in Medak, and Farooqnagar in Mahabubnagar fall only
partly within the HMA.
Apart from being the administrative capital, Hyderabad and the areas surrounding it form the economic core
of the state with the five HMA districts combined representing about 30% of the gross state domestic product
in 2009-10 (at 2004-05 prices)- an increase of about 6% from the 2004-05 share. The five HMA districts
combined grew at an annual rate of about 14% compared to the 9% growth at the state level. Owing to the
demographics and facilities in education (as illustrated later in the chapter) the study area offers a large pool
of workers ready to be absorbed into the workforce.
3.1.1 Population
The population of Hyderabad Metropolitan Area has increased from 5.78 million in 1991 to 7.6 million in 2001
and to about 9.4 million in 2011- a decadal increase of 32% in the 1991-2001 period and 23% in the 2001-2011
period. Of the 1.8 million increase in population in the last decade, the population of the GHMC area alone
has increased by about 1.3 to 1.4 million of which the share of the Rest of GHMC area (beyond erstwhile MCH
and within GHMC) is about 1.2 million. The population of Hyderabad Urban Agglomeration has growth
annually at around 3% from 4.4 million in 1991 to 6.2 million in 2001 and 7.7 million in 20111.
Based on the projection exercises carried out by the project team it is anticipated that the population of the
study area is likely to increase to about 19 million by the horizon year 2041. It is also expected that the
population of the study area during the intermittent years-2021 and 2031 will be in the range of 12 million
and 15 million respectively. The distribution of population for the horizon year and the methodologies
adopted are described in detail in subsequent chapters of this report. The employment recorded in the base
year is about 3.2 million with a workforce participation rate of 0.34 and is anticipated to increase to about 7.7
to 7.8 million with a workforce participation rate of 0.4 i.e. 40%.
1
Hyderabad Urban Agglomeration population for 1991 and 2001 recasted to 2011 jurisdictions. Actual population as per the
then urban agglomeration boundaries are 4.3 million and 5.7 million for 1991 and 2001 respectively.
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Comprehensive Transportation Study (CTS)
3.1.2 Employment and Workforce Participation
The home interview surveys carried out as part of this study have been used to estimate the base year
employment in the study area (assuming a workforce participation of 0.34- same as WPR of 2001 due to a
slowdown in the economy as also observed in the NSDP tables). Based on this rate the total employment in
the study area is worked out to be around 3.2 million with about 26% employment being office based, 9%-
industry based, 11%-agriculture based, and the balance others.
The workforce participation rate in the GHMC area is about 0.33 (an increase of 0.3 from 2001) with a
workforce of about 2.23 million and the workforce participation in the rest of HMA areas is 0.38 with a
workforce of about 0.9 million. The balance workforce is distributed in the Secunderabad cantonment area
and some in the Osmania university area. These figures would be adjusted upon the release of workers data
from Census 2011.
Workforce data from the home interview surveys were analysed and it is observed that workforce
participation among males is 51% and 8% among females in the GHMC area and it changes to 52% and 18%
for males and females respectively in the rest of HMA area. The reason for high disparity between the
workforce participation among males and females could be attributed to under reporting of female workers.
Also, the reason for the higher workforce participation among the female population in the rural areas of HMA
can be attributed to the availability of employment opportunities in agricultural activities and cultivation, and
the lower workforce participation in urban areas can be attributed to the under reporting of domestic and
informal workers.
Table 3-1 illustrates the workers and workforce participation among males and females in the various
jurisdictions of HMA as observed through the results of the home interview surveys.
Table 3-1: Base Year Employment & Population in HMA
Jurisdiction Employment Population Workforce Participation (2011)
Erstwhile MCH 11,85,363 37,84,253 0.31
RoGHMC 10,47,228 30,25,720 0.35
GHMC 22,32,591 68,09,973 0.33
RoHMA 8,99,847 23,78,760 0.38
SCB+OU 66,897 2,21,076 0.30
Grand Total 31,99,335 94,09,809 0.34
3.1.3 Role of Education in HMA
Hyderabad and the surrounding areas have been a centre for research and education with several educational
institutions and universities like the Osmania University (OU), University of Hyderabad, Jawaharlal Nehru
Technological University (JNTU), Potti Sriramulu Telugu University (PSTU), Indian Institute of Technology (IIT),
Birla Institute of Technology and Science (BITS), International Institute of Information Technology (IIIT),
National Academy of Construction (NAC), NALSAR University of Law, and the Indian School of Business
situated in and around Hyderabad. Apart from these research institutes like the International Crop Research
Institute for the Semi-Arid Tropics (ICRISAT) and those under the Council for Scientific and Industrial Research
(CSIR) like the Centre for Chemical and Molecular Biology (CCMB), Indian Institute of Chemical Technology
(IICT) and National Geophysical Research Institute (NGRI) are located in Hyderabad. Several other central
government establishments and institutes like the National Remote Sensing Agency (NRSA), Survey of India,
and Defence Research Development Organisation (DRDO) are also located in the city.
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The home interview surveys carried out as part of this project also captures socioeconomic characteristics,
apart from travel information, of the respondents. It is observed that the proportion of population with
education above secondary level is 50% in GHMC (including about 19% with diploma/graduation and above
education) and 31% in the rest of HMA area (including 7% with diploma/graduation and above education).
Table 3-2 below shows the educational levels of the population in HMA based on the home interview surveys.
Table 3-2: Education Attainment Levels in HMA (Base Year)
Education Level MCH RoGHMC GHMC SCB+OU RoHMA HMA
Illiterate 16% 15% 15% 14% 29% 19%
Pre-primary 8% 10% 9% 8% 11% 9%
Primary (5th Pass) 17% 18% 17% 18% 19% 18%
Secondary (10th Pass) 21% 17% 19% 21% 16% 19%
Higher Secondary (12th Pass) 11% 11% 11% 11% 8% 10%
Technical Diploma 1% 2% 2% 1% 1% 1%
Graduate 11% 15% 13% 15% 5% 11%
Post Graduate & Above 4% 6% 5% 6% 1% 4%
Others / Literate Without Formal Education 12% 6% 9% 6% 9% 9%
100% 100% 100% 100% 100% 100%
Source: Home Interview Surveys (CTS-HMA)
Apart from the list of educational institutes mentioned earlier in this section, there are almost 1,500 higher
education institutes in the study area with approximately half a million students studying in them. Figure 3-1
illustrates the distribution of educational institutions (all levels) over the space of HMA. Most of the
institutions are concentrated within the ORR in the GHMC area. Outside of the ORR, it is observed that several
higher education institutes are located close to National Highway-63, National Highway-202, State Highway-2,
and State Highway-4. Close concentration of institutes can also be observed in the urban pockets of Bhongir
(Nalgonda), Sangareddy (Medak), and Shadnagar (Mahabubnagar).
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Figure 3-1: Map Showing the Spatial Dispersion of Educational Institutions/ Enrolment in HMA
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3.2 ECONOMIC BASE AND PERSPECTIVE
Andhra Pradesh has grown steadily over the years and economic data from the current and past years show
that the NSDP of the state has grown at a rate between 10 and 11% during the 2004/05 and 2008/09 period
and at around 9% between the 2009/10 and 2011/12 period. All India GDP figures also show a similar
decrease (9% to 8%) around the same time period-indicating that, apart from local reasons, factors beyond
the control of the state government may also have been responsible for the 1% decrease in the NSDP growth
during the last few years. The NSDP of Andhra Pradesh in 2011/12 is INR 3,63,835 Crores and the GDP at the
national level is INR 46,18,739 Crores. It is to be noted that the state’s share in the GDP has remained constant
at around 8% during the same time period.
Within the state and in the five districts covering HMA, it is observed that the Gross District Domestic Product
(GDDP) of the five districts combined has grown from INR 53, 916 Crores to Rs. 99,856 Crores at an annual
rate of 13% between the period 2004/05 and 2009/10 - the highest growth among them being recorded by
Rangareddy District (15%)- most of Rest of GHMC area falls in Rangareddy District. As observed at the state
and national level, the rate of growth of HMA districts has also been decreasing during this period. The gross
DDP, annual growths, and shares are shown in Table 3-3.
Hyderabad District (including erstwhile MCH area, Secunderabad Cantonment Board and Osmania University)
is the administrative as well as the financial capital of the state of Andhra Pradesh. It is the biggest contributor
to the gross domestic product of the state at INR 30,984 Crores in 2009/10 or 9% of the GSDP. Hyderabad also
contributes about 31% to the combined gross DDP’s of the five HMA districts. Rangareddy is the second
largest contributor to the state domestic product at INR 27,325Crores in 2009/10 or 8% of the state domestic
product- followed by Visakhapatnam and East Godavari Districts in Coastal Andhra Pradesh at 7% each. In
terms of share the five HMA districts combined represent about 29% of the state's economy- a 5% increase
from 24% in 2004/05. Hyderabad and Rangareddy together represent almost 60% of economy of the five HMA
districts put together.
As mentioned above Hyderabad is a major contributor to the State Domestic Product at 9% and a gross DDP of
INR 30,984 Crores. The major contributor to the DDP of Hyderabad is the tertiary sector representing 82% of
the total DDP and a growth rate of 11% annually between 1999/2000 and 2007/2008. The primary sector on
the other hand has declined annually at about 8% between the same periods. Like Hyderabad, Rangareddy is
also a major contributor to the State Domestic Product at 8% with a DDP of INR 27,325 Crores. Unlike
Hyderabad, Rangareddy's economic base is more diverse with the service sector contributing a little over 50%
and the industry sector contributing about 39% to the DDP- the bulk of which comes from manufacturing. The
other three districts-Medak, Nalgonda, and Mahabubnagar have similar figures with the tertiary sector
contributing around 41% to 43% to their respective DDP's.
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Table 3-3: Gross District Domestic Product of Andhra Pradesh at Constant (2004-05) Prices
(INR Crores) Annual Growth
Sl. No.
District 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10
1 Medak 8907 10159 12597 12368 14790 15700 - 14% 19% 12% 14% 12%
2 Hyderabad 16933 19849 23079 25956 28431 30984 - 17% 17% 15% 14% 13%
3 Rangareddy 13310 16657 19180 20970 24906 27325 - 25% 20% 16% 17% 15%
4 Mahabubnagar 7107 8543 8562 9823 10599 11880 - 20% 10% 11% 11% 11%
5 Nalgonda 7659 8665 9357 12109 13982 13967 - 13% 11% 16% 16% 13%
HMA Districts Combined 53916 63873 72775 81226 92708 99856 - 18% 16% 15% 15% 13%
Andhra Pradesh 224713 246210 273730 306645 327731 347344 - 10% 10% 11% 10% 9%
Share in HMA Share in State
Sl. No.
District 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10
1 Medak 17% 16% 17% 15% 16% 16% 4% 4% 5% 4% 5% 5%
2 Hyderabad 31% 31% 32% 32% 31% 31% 8% 8% 8% 8% 9% 9%
3 Rangareddy 25% 26% 26% 26% 27% 27% 6% 7% 7% 7% 8% 8%
4 Mahabubnagar 13% 13% 12% 12% 11% 12% 3% 3% 3% 3% 3% 3%
5 Nalgonda 14% 14% 13% 15% 15% 14% 3% 4% 3% 4% 4% 4%
HMA Districts Combined 100% 100% 100% 100% 100% 100% 24% 26% 27% 26% 28% 29%
Source: Annexure 2.11, Andhra Pradesh Socio-Economic Survey 2011-12, Planning Department-Government of Andhra Pradesh
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Table 3-4: Gross District Domestic Product 1999/2000 - 2007/2008

Gross District Domestic Product 1999/2000 - 2007/2008 Growth for HMA Districts
(INR Lakhs)
Andhra Pradesh Gross State Domestic Product Hyderabad Rangareddy
(Constant Prices) 2007-2008 (Constant Prices) 2007-2008 (Constant Prices) 2007-2008
Sector Annual Annual Annual
(Current (Current 1999-2000 (Current
1999-2000 2007-2008 Growth 1999-2000 2007-2008 Growth 2007-2008 Growth
Prices) Prices) Prices)
Primary/Agriculture Sector 37,12,588 59,96,164 6% 83,12,565 26,900 13,275 -8% 15,937 1,27,543 1,57,543 3% 2,09,167
Secondary/Industry Sector 30,59,863 62,51,082 9% 89,24,957 2,08,402 3,32,183 6% 4,78,089 2,74,937 6,19,101 11% 8,73,248
Tertiary/Service Sector 61,07,261 1,16,89,985 8% 1,54,17,250 6,86,037 15,44,085 11% 20,33,157 3,44,217 8,06,091 11% 10,72,752
Gross District Domestic Product 1,28,79,712 2,39,37,231 8% 3,26,54,772 9,21,339 18,89,543 9% 25,27,183 7,46,697 15,82,735 10% 21,55,167
Per Capita Income (Rupees) 15,427 26,229 7% 35,600 20,959 39,145 8% 51,856 19,122 31,986 7% 43,400
Medak Nalgonda Mahabubnagar

(Constant Prices) 2007-2008 (Constant Prices) 2007-2008 (Constant Prices) 2007-2008
Sector Annual Annual Annual
(Current (Current (Current
1999-2000 2007-2008 Growth 1999-2000 2007-2008 Growth 1999-2000 2007-2008 Growth
Prices) Prices) Prices)
Primary/Agriculture Sector 1,26,022 2,37,732 8% 3,20,733 1,48,758 3,04,035 9% 4,40,182 1,16,344 2,59,940 11% 3,62,257
Secondary/Industry Sector 2,95,236 3,80,018 3% 5,24,619 1,35,103 2,54,257 8% 3,68,707 82,279 2,19,449 13% 3,12,328
Tertiary/Service Sector 2,46,881 4,29,002 7% 5,70,061 2,06,839 3,80,467 8% 5,12,122 1,81,055 3,63,821 9% 4,78,411
Gross District Domestic Product 10,46,752 6% 14,15,413 4,90,700 9,38,759 8% 13,21,011 3,79,678 8,43,210 10% 11,52,996
6,68,139
Per Capita Income (Rupees) 21,789 31,195 5% 42,052 13,765 24,344 7% 34,138 10,007 20,496 9% 27,959
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3.3 POTENTIALS AND PROSPECTS OF HMA
To understand the future potential and also critical issues that need to be addressed a SWOT analysis was
performed and the results are presented in Figure 3-2. As stated previously, apart from being the economic
centre of the state with a combination of sectors contributing to the economy, Hyderabad and HMA also has
abundant land on all sides with very little constraint for growth and favourable demographics that will support
it. It is also well connected by air- new airport with increased capacity (passenger and freight), rail- major rail
lines passing through it (and new proposals for passenger and freight terminals outside of the core area), and
road- national highways, state highways, and the newly built outer ring road.
Figure 3-2: SWOT Analysis for HMA
Hyderabad has also emerged as the alternate hub (to Bengaluru) for Information Technology and related
services largely due to shift in the government policy favouring the establishment of such facilities and the
availability of large employable workforce in the region and the state. The Hyderabad urban area houses
almost 1,000 registered units generating approximately 2.4 to 2.5 lakh jobs directly (11% of India’s IT/ITES
employees) and about 80% of them concentrated in the Madhapur-Gachibowli area in Serilingampally mandal
of Rangareddy district2. It is also pertinent to mention that Government of India is in the process of
establishment of the IT Investment Region around Hyderabad (total of about 202 sqkm including the existing
Cyberabad area) to further increase and promote investment in IT/ITES and electronic hardware
manufacturing. This initiative is likely to strengthen Hyderabad’s position as a centre for all technology related
activity.
2
Based on Secondary Information from NASSCOM and STPI (Hyderabad)
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Sectoral contribution to the economy indicate that the contribution of the manufacturing sector in HMA
districts (except for Mahabubnagar) has declined between the period 1999/2000 and 2007/2008. An over
dependence on the service industry (especially the IT sector) also leaves the economy of the region vulnerable
to threats over which the local, state, and even the central governments have little or no control. Efforts
should be made to capitalise on the strengths of HMA to ensure that the decline in the contribution of the
manufacturing sector is arrested and the trend reversed.
The main challenge that the metropolitan area faces is the provision of basic services and physical
infrastructure to the growing population. It is also to be noted that the government will have to scale up the
supply side of the infrastructure (including electricity) multi-fold if it is to meet the demands of a region with a
population of about 19 million and a workforce of about 7.7 million by the next three decades. The first step
for this would have to be streamlining processes and carrying out major institutional reforms in the urban
sector. The government will also quickly address issues related to political instability
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4 REVIEW OF TRANSPORT STRATEGIES OF
METRO REGIONS
4.1 INTRODUCTION
IT sector growth coupled with appreciable efforts from political front, Hyderabad has grown from traditional
city to an active metropolitan region, mainly during the last decade. This Urbanisation, as elsewhere has its
adverse effects in the form of congestion on the existing facilities, demand for additional infrastructure
facilities such as water supply, sewage facilities, green spaces, roads, transit, parking etc. and deterioration in
terms of environmental pollution levels and health quality. Often, lack of supporting policy, lack of resources,
and institutional capacity are cited as major hindrances in meeting the demands of rapid urbanisation.
Thus to have better understanding of the similar problems faced by the cities of varying sizes and form and
the strategies that were adopted pertinent to transport sector in overcoming such problems are reviewed. A
brief review of mobility and accessibility strategies adopted in some of the major metropolitan cities around
the world and few Indian cities was undertaken and summarised in the following sections.
4.2 REVIEW OF INTERNATIONAL CASE STUDIES
4.2.1 Greater London, United Kingdom
The transportation strategies and objectives of the Greater London Authority (GLA) are described in a
document presented by the Mayor of London, titled The Mayor’s Transportation Strategies. This document
states that the basic priorities are governed by a strategy of increasing the investment in transport,
infrastructure, housing and public services necessary to accommodate London's rising population and
economic activity.
Hyderabad being the capital of Andhra Pradesh State is attracting large numbers of people from across India
seeking work and education. London is, by western
standards, experiencing rapid growth in population and
employment largely fuelled by international migration.
London has undertaken a major restructuring of the
approach and role of government in supplying
transportation particularly in the area of privatization.
Hyderabad is in the early stages of this restructuring
and alternative delivery process. What drives the
economy of London is perhaps an important model for
Hyderabad and London’s response to meeting the
multi-modal travel demands should be of interest.
The strategies include the expansion of the capacity of

the London Underground (Metro) and commuter rail
system by 40%.
This is to be achieved by major expansions of the

systems and by optimizing the performance of the
Figure 4-1: Spatial Strategy Key Diagram of London
existing networks. In addition, the Mayor is proposing
Transport Plan
that the bus system also increases its capacity by 40%
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over a 10-year period. With these strategies, there should be a 15% decrease in traffic in central London and
that this reduced traffic level should not be permitted to increase in the future.
Outside of central London, the strategies propose that traffic should be reduced by 30% which would be
achieved by an expanded public transit service. This very large transportation investment programme will
require increased and expanded management skills in order for the program to be implemented in an
effective and timely manner.
The Mayor and Transport for London have established twelve priority measures:
a) Reduce traffic congestion;
b) Overcome the backlog of investments in the London underground system;
c) Safely improve system capacity and reduce overcrowding;
d) Improve the reliability and frequency of train services;
e) Make radical changes to the bus services across London including increasing reliability of services and greater
frequency of buses;
f) Secure better integration between the national rail system and the services provided by Transport for London;
g) Increase the capacity of the transportation and network by providing additional cross town and orbital rail links and
access to international terminal facilities;
h) Improve travel and journey times for car users in outer London whilst reducing car dependency by providing
improved alternative modes of travel;
i) Support local transport initiatives including improving accessibility to town centres and regeneration areas and
promoting walking and cycling improvement schemes;
j) Improve the goods movement system in terms of reliability and efficiency without creating adverse environmental
impacts;
k) Improve the social inclusion of people with disabilities to travel within London in order to enjoy the full benefits of
employment and other activities; and
l) Improve key transport interchanges and bring measures forward for integration between the various transportation
systems including such measures as fare integration, enhanced safety and security and overall simplicity and
efficiency for the travelling public.
Supporting the detailed strategic implementation, reports have been prepared describing the manner in
which these priority measures are to be undertaken including the levels of funding requirements and details
of the mobilisation of funding sources including financial commitments from senior levels of government
covering a five to ten year implementation period. Currently only 57% of Transport for London’s operating
costs are covered by user fares and other system revenues. The operating shortfall is funded by grants from
the central government.
All of the above said 12 priority strategies would have equal application within the HMA. They are indicative of
the measures considered necessary in a mature but expanding urban area having highest personal income
levels in the world. The priority given to public transport over private transport in the context of a wealthy city
such as London is particularly noteworthy.
Perhaps the most important lesson to be learnt for Hyderabad from the experiences in London is that at some
point in the evolution of a city fairly drastic measures have to be taken. New ways need to be sought to most
effectively deliver infrastructure projects that are more in tune with the current business environment and the
expectations of the public. One of the major successes of the Mayor of London has been to convince senior
levels of government and the private sector, that infrastructure expansion requires multi-year budget
commitments and should not be subject to year to year financing decisions that are typically of the political
process at all government levels.
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4.2.2 Los Angeles
City of Los Angeles with high Roadway Congestion has been working on Transit Oriented Policies which could
help in improving the region’s quality of life. The values and the goals for transit oriented policy for Los
Angele’s is presented in tables below.
Table 4-1: Interpretation of the City of Los Angeles’ Transit Orientation Values as of June 2012
Value Description
Environment Foster a safe, healthy, and environmentally sustainable region.
Equity Foster equal access to opportunity and equitable treatment for all.
Engagement Foster social interaction and community vitality.
Economy Foster an economically prosperous and resilient region.
Table 4-2: Interpretation of the City of Los Angeles’ Transit Orientation Goals as of June 2012
Goal Description
Jobs Foster attractive and diverse employment opportunities in highly accessible locations.
Housing In highly accessible locations, foster housing options that meet diverse housing needs.
Quality of Life In highly accessible locations, foster the provision of basic services and additional community benefits.
Connectivity Foster diverse transportation options that reduce overall travel time and out of pocket transportation costs.
4.2.3 Tokyo, Japan
The selection of Tokyo is considered a model for Hyderabad largely due to the scale of urbanization. The
population of the Tokyo Metropolitan Region is about 37 million. A future development and transportation
plan for the metropolitan area of Tokyo is described in a document called Tokyo Plan 2000 covering the period
up to 2015, but the plan also has a more long-term perspective.
The workforce in Tokyo will stay at the present level as a result of an increase in the number of working
women and the increased hiring of the elderly. In Japan, the age of rapid urbanization has ended, and an age
of a low birth-rate, an increase in the number of elderly people, and a declining population is arriving. Tokyo's
urban development policy after World War II, which has centred on ways to counter a population influx and
expansion of industry, is at a major turning point. The Tokyo Megalopolis Region, which has been growing as
one of the biggest urban regions in the world, has to grow further as a hub city in Asia and as a city to lead the
prosperity of Japan. To fulfil this mission, Tokyo has to be, above all, a dynamic and attractive large city that
can survive the international competition of the 21st century.
The policy of dispersing the business function from the Metropolitan Centre to sub-centres should be
abandoned. Instead, a new base should be added to the Metropolitan Centre and sub-centres, and working in
close cooperation, they should undertake their respective roles. The entire central core area should be
nurtured by an environment that fosters the growth of international business. An urban ring consisting of a
group of cities around a core area should be developed.
Tokyo has a very extensive and mature network of rail based transit which serves the Metropolitan Centre
well. Improvements to the transportation environment will be achieved by carrying out such measures as
transportation demand management (TDM).
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Figure 4-2: Growth of Rail Based Public Transport Network in Tokyo
The transportation policies will continue to develop highly independent areas with such bases as the core
cities, promote wide-area transportation integration with the core cities of other prefectures, and focus
development in a ring-form axis of cities. In addition, improvements to trunk roads by expanding on the road
infrastructure serving the international airports will also take place.
Tokyo has projected 16 policy goals for the coming 7 years and 60 policy indicators and 35 strategies for their
attainment.
The percentage of salaried workers and students who spend less than an hour commuting (one way) to
downtown Tokyo, which was 33.1% in 1995, should be increased to 38.5% by 2015.)
There is a need to evaluate the present condition of the Tokyo Megalopolis Region, which has a population of
more than 33 million and is engaged in dynamic urban activity while performing the role of the national
capital. It is now considered inappropriate to discuss Tokyo's urban structure within a scope being limited to
the Tokyo Metropolitan Area alone. In order to realize the ideal image of a city, which is the objective, it must
expand its vision to cover the entire Tokyo Megalopolis Region.
a) A strategy to create the Tokyo Megalopolis Region should be carried out;
b) The Tokyo Megalopolis Region's structure should be reorganized;
c) The Tokyo Megalopolis Region network should be structured, covering transportation, distribution, environment,
disaster prevention, urban resorts and administration; and
d) Cooperation among seven prefectures and cities should be strengthened to prevent the planned transfer of the
national capital's functions, establish a permanent consultative organ consisting of seven prefectures and cities and
the State, and bolster the revenue source for the improvement of social overhead capital.
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Figure 4-3: Urban Axis Linking Core Cities
Figure 4-4: Urban Axis Linking Core Cities
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By many measures, including a very high GDP of $45,000/capita, Tokyo is held out as one of the premier world
class cities and yet it is seeking ways to reinvent itself to meet changes in the global and the Japanese market
economy. Japanese industries, off-shoring production to lower cost base countries has led to a proliferation of
brown-field sites in Tokyo. The lesson for Hyderabad is that a city cannot rest on its laurels and must be
vigilant, progressive and flexible in setting and modifying planning goals to meet changes occurring beyond its
physical limits and in some respects happenings outside of its control.
4.2.4 Seoul, South Korea
One of the interesting characteristics of the Seoul Region is that it underwent a period of very high growth
between 1965 and 1995 with a population increase of 8 million. This high growth period in Seoul is now being
considered as the high quantitative model and they have now entered a period of “healing the after-effects of
rapid growth” including the restoration of unique historic and cultural attributes and the natural environment
of the Region. This is characterized as the growth management model and includes dismantling large scale
infrastructure projects (mostly elevated roadways) built in the high growth period, well before the end of their
useful life, with more emphasis on humanism, naturalism, and pedestrian transport and quality of life
objectives.
Perhaps an important lesson for Hyderabad is not to construct projects that will require future “healing” to
restore changing public desires for higher qualities of urban living. This may be considered as a lofty goal when
35% of the population are living in slums. It does however illustrate the conflict between meeting short term
needs and objectives and taking a more holistic view of how a world class city should function and be
reflective of the right balance between quality and quantity.
Figure 4-5: Seoul: A New Paradigm of Urban Planning
Figure 4-6: Chonggye-Cheon Restoration (Before and After)
4-6
The future planning of Seoul is based on a “decentralized city with multiple nuclei”. The transportation
objective is to maintain the current transit modal split at 70% by expanding the extensive metro, bus rapid
transit and light rail transit systems.
Figure 4-7: Seoul Metropolitan Region Proposed: 2020 Spatial Structure
Policies to discourage the use of private cars by high fuel taxes and road tolling, controlling the provision of
parking in dense areas are being applied but in conjunction with improved public transit.
Strategies of balancing Transport Demand Management (TDM) and Transport Supply Management (TSM) are
essential components of Seoul’s efforts to provide a satisfactory level of urban transport service.
4.2.5 Edmonton, Canada
The City of Edmonton Transportation Master Plan Project is developing a new long-range plan for Edmonton’s
Transportation System. This plan concerns a wide variety of elements of urban form and transportation,
including mobility, air quality, and traffic. Two of Edmonton’s objectives are simple and very pointed:
a) Emphasis on providing alternative travel choices in the face of rising traffic congestion; and
b) Emphasis on managing congestion, rather than eliminating it.
Typically, transportation planning is an iterative process whereby various transportation planning strategies
and concepts are schematically defined and repeatedly evaluated and refined until a preferred plan is evolved
and endorsed. There is a different challenge to establish a preferred plan or plans for Hyderabad since the
scale of potential urban growth is so large. This has led to a scenario testing approach where distinctively
different landuse patterns of growth are being evaluated.
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Figure 4-8: Ring Road Network in Edmonton, Canada Figure 4-9: City of Edmonton Future Transit and Bus
Corridors
4.2.6 Singapore
Land Transport Authority (LTA) of Singapore has the mission to provide an efficient, cost-effective and people-
centred land transport system for various needs and its vision is a people-centred land transport system. The
three objectives of LTA are:
a) To deliver a land transport network that is integrated, efficient, cost-effective and sustainable to meet the nation's
needs;
b) To plan, develop and manage Singapore's land transport system to support a quality environment while making
optimal use of our transport measures and safeguarding the well-being of the travelling public; and
c) To develop and implement policies to encourage commuters to choose the most appropriate transportation mode.
Figure 4-10: Statutory Boards of Singapore Figure 4-11 :Singapore Land Transport Authority Objectives
Ministry of Transport
In March 2008, LTA released its Land Transport Master plan report, which outlines the strategic thrusts to
make the land transport system work for both the people and the city. The three strategic thrusts are to:
a) Make Public Transport a Choice Mode;
b) Manage Road Use; and
c) Meet the Diverse Needs of The People
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The Land Transport Master plan report is a comprehensive and forward-looking document describing the
vision, strategy and plans for a people-cantered land transport system. The Master plan report is developed
from the perspective of commuters and their travel needs, following extensive consultations with the public
and stakeholders.
Figure 4-12: Strategies of Singapore Land Transport System
The transport plan for 2000, 2010 and 2020 are compiled and presented in the following section.
Figure 4-13: Singapore Transport Plans for the years 2000, 2010 and 2020
Public Transport in Singapore: Singapore’s high-capacity, high-performance rail transit system connects its
high-rise urban core to a network of new towns. The arrangement is called the “Constellation Plan” for the
new towns’ resemblance from above to satellite planets orbiting the central core. The new towns are not self-
contained units, but rather have specialized functions - as dormitory communities, as industrial centres, etc. -
that form a complete network through their linkage by rail. More than three-quarters of residents in the new
towns work outside their area or residence, although the majority of travel is contained within (not between)
the rail corridors that connect a new town to the high-rise urban core.
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Singapore is a demonstration of
the way in which transit can
effectively stitch together areas
of different, specialized land-
uses in such a way that,
together, they function as a
whole. Among urbanized regions
with per capita GDP over $
25,000, Singapore has one of the
lowest vehicle-km travelled
worldwide, and very high transit
use among its residents. This
development pattern has also
allowed for the preservation of
protective greenbelts
throughout Singapore.
Lessons Learned: Singapore shows how rail can connect districts of different, specialized uses into a larger
network in such a way that they interact with and benefit from one another. These connections are made
possible by a high-capacity, high-performance rail system that links specialized nodes not only to the high-rise
urban core, but also to one another. Singapore also manages road usage through a series of fees and pricing
controls that demonstrate the true costs associated with car travel.
a) Create a settlement pattern that makes use of rail to connect interdependent- and complementary-nodes:
Singapore’s “Constellation Plan” allowed for outward growth that took advantage of heavy and light rail to foster
connections between the high-rise urban core and satellite new towns. Now towns are not independent, self-
sufficient units — they serve as nodes and oftentimes have specialized functions. Rail connections link these nodes
to one another as well as the Central Business District.
b) Manage road use by implementing fees and controls that reflect the true cost of automobile use: Singapore has
reduced its annual vehicle population growth from 6% fifteen years ago to 3% today though fees and surtaxes that
add as much as 150% to a car’s open market value and through other mechanisms such as congestion pricing,
vehicle quotas, etc.
c) Charge subscription fees (e.g. high registration fees, import duties for automobile purposes, licensing surcharges) to
cover fixed costs associated with basic road maintenance and parking facilities.
d) Institute use-related fees (fuel taxes and parking fees) to cover incremental costs for scaling road capacity to traffic
volumes and maintaining roadway infrastructure.
e) Institute real-time electronic road pricing (ERP) to force motorists to internalize the externalities they impose in
using their cars during peak hours.
4.2.7 Ottawa, Canada
Transportation Vision for Ottawa (Ottawa’s transportation system in 2031) discusses eight key strategic
directions that are essential to achieving the vision of sustainable transportation:
1. Creating supportive land use – Shaping development to support transportation goals
2. Managing transportation demand – Influencing why, when, where and how people travel
3. Managing the transportation system – Maximizing the efficiency of infrastructure and services
4. Enhancing safety and security – Reducing the personal risks to individuals during travel
5. Protecting the environment – Reducing the impacts of transportation facilities and activities
6. Managing and maintaining assets – Minimizing life-cycle costs while providing desired levels of service
7. Funding implementation – Enhancing the City’s ability to pay the costs of this plan
8. Measuring performance – Monitoring progress toward objectives
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Figure 4-14: Transportation Vision: Summary and Elements
Public Transport in Ottawa:
During the 1970s and 1980s, when the transit system choice for most other North American cities was Light
Rail Transit (LRT), Ottawa took a different path. It became an early adopter of bus-rapid transit (BRT), a
cheaper, more flexible alternative to a rail system. Its bus-ways proved to be 30% less expensive to build and
20% less expensive to operate than light rail transit. Not only was it cheap, but it also performed well. Within a
few years of starting operations, the Ottawa “Transitway” outperformed (by nearly four to one) other North
American bus and light rail built within the prior two decades in terms of ridership.
Other aspects about the development of Ottawa’s Transitway help to highlight the way in which a flexible
approach to transit-oriented development can yield positive results. The adoption early in the process of a
“transit first” policy clarified that the development of rapid transit and improvements to the existing transit
system should take precedence over road building and widening. However, the policy set out no firm
commitments to preferred routing or transit technologies. A bus-way was well-suited to the existing land-use
patterns in Ottawa, which had concentrated workplaces and retail centers and outlying residential
neighbourhoods of predominantly low-density, single-family detached homes. Such a land-use pattern, ill-
suited for a point-to-point rail system, worked well for a bus-way system that allowed for transfers between
central “trunk” lines and “feeders” that reached out to residential neighbourhoods.
Ottawa’s experience highlights the importance of adopting a plan that makes sense given existing conditions
in a metropolitan region, as well as choosing a system that can be effective in meeting the ultimate goals of
the project. Ottawa’s choice to adopt bus-rapid transit over rail went against the grain, but this decision has
yielded impressive results: It has successfully channelled growth into corridors along the Transitway since the
1980s. Ridership has increased from 70 million passengers per year in 1998 to 100 million/ year today.
Key Strategies for Hyderabad from the Ottawa Case:
Ottawa benefits from a regional approach to planning, and has worked to channel office space and other
large-trip generators into the downtown and other urban job centers connected by the Transitway. Its vision
stresses the primacy of transit over automobile as a mode of travel, and this has been bolstered by the
policies that discourage car use and enhance the experience of transit riders.
a) A multi-centered urban structure complemented existing land-use patterns and channelled future growth;
b) The Transitway was designed around a multi-centered urban structure. Downtown Ottawa remained the dominant
commercial, employment, and cultural center for the region. The Transitway linked it to orbital urban centers that
would also grow as job-centers;
c) The regional plan created a long-term goal of siting 40% of jobs in the region within walking distance of the
Transitway;
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d) The regional plan required shopping centers over 375,000 square feet to be sited near the Transitway station or a
planned extension;
e) High-density development is channelled into the downtown and urban centers, and market-driven low-density
development patterns are permitted outside these areas;
f) Regional planning aided implementation of a long-range vision;
g) The Regional Council, a regional planning authority, was formed in 1969 to oversee land-use planning in and around
Ottawa. Besides shaping the regional plan, the Regional Council has the authority to override land-use decisions by
municipalities that it sees as incompatible with the plan. The Regional Council approved the multi-centered urban
structure for the metropolitan area;
h) The “Transit-First” orientation established the transportation vision for the region;
i) Early in the BRT planning, officials adopted a policy stating that improvements to the existing transit system and the
development of rapid transit should take precedence over all forms of road construction and widening;
j) The federal government, a major employer in Ottawa, introduced policies discouraging car use downtown;
k) When the Transitway opened, the federal government eliminated free parking for its employees downtown;
l) The federal government introduced flexible working schedules for its employees to produce a more even
distribution of traffic on transit;
m) Many policies and programs are implemented to encourage transit-ridership;
n) Regular transit users are provided with passes that provide for deep fare discounts;
o) Users benefit from real-time information systems (this was the first-ever use for a bus system); and
p) Pedestrian links to bus-way stations have been enhanced with public art and way finding systems, as well as design
guidelines that call for human-scale development, short street blocks, and cut-through walkways.
Lessons Learned:
The Transitway began operations in 1983. Forty years later, it’s possible to witness the effect that a well-
thought-out vision and transit network has been able to realize in directing regional growth and enhancing the
experience of transit for riders. The effectiveness of transit-oriented development in Ottawa points to the
importance of being thoughtful and flexible in designing a system that fit the needs of the city, as well as of
adequate coordination at the regional scale.
An effective transit system can help to redirect growth over the span of a relatively short period with the
Transitway, Ottawa has a long-term vision for funnelling high-density development into transit corridors
(including 40% of all jobs in the region). In combination with supportive zoning, bus service has resulted in the
gravitation of growth into bus corridors since the launch of the system in the 1980s.
A flexible approach, sensitive to the context of the city, can help to guide decisions about the sort of system
appropriate for a city Ottawa’s choice to adopt a bus-rapid transit system over a light-rail system defied the
trend of the day. This choice, however, made sense given the metropolitan area’s land-use patterns. It also
proved to be far cheaper and better-performing than other transit systems created in North American cities
during the same period.
Regional coordination on land use can help in implementing a long-range vision for transit-oriented
development Ottawa benefitted from a regional planning authority that could coordinate land-use and
development policies among various municipalities.
4.2.8 Hong Kong, China
Hong Kong has a highly developed and sophisticated transport network, encompassing both public and private
transport. Over 90% of the daily journeys are on public transport, making it the highest rate in the world. The
policy document “Hong Kong Moving Ahead” which focused on:
a) Better integration of transport and land use planning;
b) Better use of railways as the back-bone of our passenger transport system;
c) Better public transport services and facilities;
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d) Better use of advanced technologies in transport management; and

e) Better environmental protection.
The 2000 railway development strategy for Hong Kong is presented in figure below.
Figure 4-15: Railway Development Strategy for Hong Kong
Public Transport in Hong Kong:
Hong Kong boasts the highest level of transit use in the world, a condition made possible by the combination
of its high density and high-quality public transportation network. Travel by transit in Hong Kong is efficient,
with half of all trips made by transit in 2002 taking a half an hour or less. Not surprisingly, most Hong Kong
residents live close to transit. In 2002, 41% of Hong Kong’s population lived within 500 meters of a railway
station. Land near rail stations is often much higher in value than land elsewhere.
MTRC, a private corporation and the city’s rail operator, takes advantage of the market demand for real estate
proximate to transit in order to pay for the operation and expansion of Hong Kong’s rail network. MTRC has
the ability to purchase development rights for land around transit stations from the government at a “before
rail price” and sells these rights to developers at an “after rail” price. With the difference, MTRC recovers the
cost of investing in rail transit and turns a profit. Not only has MTRC realized a profit, but the city of Hong Kong
(its majority shareholder) received US $140 billion in returns from 1980 to 2005.
Under land ownership conditions that are notably different from the United States, Hong Kong demonstrates
one way in which a city can recapture the value created by investments in transit by becoming an active
partner in the real estate development process. The return realized in Hong Kong was greater than the direct
US $140 billion in revenue for the city. It created other indirect benefits that far exceed the value of this
revenue: higher ridership for rail, reductions in sprawl and air pollution, and energy savings, to name several.
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Key Tactics for Hyderabad from the Hong Kong Case:
Through its “Rail+Property” program, MTRC captured the value of transit investments in order to maintain and
extend the Hong Kong rail network, and also to realize a profit for its shareholders. Because of the success of
this strategy relies on high demand for real estate near transit stations, MTRC created an in-house town
planning department. This department is tasked with creating pedestrian-friendly transit-oriented districts,
which result in a higher rate of return for Rail+Property projects.
a) Profit motive was leveraged to finance transit and a high-density, transit-accessible urban form;
b) The rail operator (MTRC) is allowed to purchase development rights from the Hong Kong government at “before
rail” prices and sell it at an “after rail” price to qualified developers. MTRC may negotiate a share of future property
development profits and/or a co-ownership position from the highest bidder;
c) City government is the majority stakeholder in the rail operator, however a large share (23% of its shares are sold to
private investors in order to exert a market discipline within MTRC and prompt the company to be entrepreneurial.
City government’s status as MTRC’s majority stockholder nonetheless ensures that the company weighs the broader
public interest in its decisions;
d) The transit operator enhanced station-area environments for pedestrians in order to create higher real-estate
market demand; and
e) MTRC created a town-planning division to build high-quality, pedestrian-friendly districts. These enhanced districts
captured a disproportionate share of the real estate development because high quality walking environments yield
higher financial returns per square meter.
Lessons Learned:
Hong Kong is a valuable case study in that it has had great success recapturing the value that rail infrastructure
creates for real estate nearby transit stations. In addition to generating revenue for the city and for transit
operations and expansion, the model used in Hong Kong creates additional ridership for the transit system by
fostering dense development near rail stations. The Hong Kong example also serves as a reminder of the value
in creating pedestrian-friendly and “green” transit-oriented developments.
a) Make use of the profit motive to fund public transit: Hong Kong is one of the few places in the world where public
transit makes a profit, and this is primarily as a result of the income and revenue the transit operator has generated
as a real estate developer. As a private corporation, the transit agency is realizing a profit for its shareholders
(among which, the city is the largest). Yet the benefits go beyond the profit realized for the city and other investors:
this revenue complements fares and thus allows for the operation and expansion of rail.
b) Pedestrian-friendly, transit-oriented districts create higher-than-average market demand: Most first-generation
Rail+Property projects were made up of indistinguishable apartment towers that did little to create a welcoming
pedestrian environment at street level. Sagging real-estate market performance of older buildings led MTRC to
create an in-house town-planning division, the focus of which is on enhancing station-area environments that are
friendly for pedestrians. Enlivened and pedestrian-friendly developments generate higher market demand.
c) Transit value recaptured can be used to “green” transit-oriented districts: In addition to the investment it provides
for rail, the recaptured value from Rail+Property projects is used to finance open space, paths and green corridors in
communities surrounding transit stations.85 Green features add to the livability and value of locations, creating a
virtuous cycle of value creation and capture from which residents and businesses benefit.
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4.2.9 Curitiba, Brazil
The decision to take control of the city’s urban growth process

by using two basic means: land use legislation in combination
with the right to determine public transport routes. Total
priority was given to public transportation throughout the
entire city and to pedestrians in the Central Area. City
authorities began to implement the urban design structure
that counterbalanced urban sprawl and emphasized linear
growth along five pre-determined structural axes. Land use
legislation was enacted to guide this growth, allowing for
higher housing densities in streets served by public transport.
Organised City Growth Disorganised city Growth
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Public Transport in Curitiba:
Curitiba is an often-cited success story for its close integration of transit and urban growth. For more than
three decades, the city has managed high-density development to take place along transit corridors served by
an efficient bus-rapid transit (BRT) system. Curitiba’s busways resemble traditional light-rail systems in their
efficient on- and off-loading of passengers at station platforms, and also in their longer distances between
stops as compared to traditional bus lines. As a result, the busways achieve similar trip-times and passenger
loads to rail, but at a more competitive cost. Today, the system carries 2.1 million passengers per day, double
the number it served 15 years ago.
All medium- and large-scale urban development in Curitiba is required to be built along BRT corridors, creating
a transit-oriented built form. Curitiba’s simple, elegant method of channelling this growth is expressed in its
“trinary” road system. BRT-dedicated lanes and auto lanes make up a central axis, flanked by two one-way
roads a block in either direction. Within the axis, development is of high density. The first two floors of
buildings along the busway are devoted to retail uses. These buildings have a minimum 5-meter setback to
allow sun to reach sidewalks and foster a pedestrian-friendly environment. Further, property owners are
eligible for density bonuses if they dedicate upper-levels for housing. The result is a mixed-use development
pattern that increases ridership and creates more evenly distributed flows of traffic for the transit system.
Curitiba is an excellent example of the benefits that can be realized by closely coupling a bus rapid transit
system and a dense development pattern. Transit carries more people when it is located along dense corridors
that have the shops, businesses, and housing that serve as destinations for its riders. Likewise, proximity to
transit provides the incentive for dense building. Through its innovations in transit-oriented development,
Curitiba enjoys the lowest rate of urban air pollution in Brazil despite being an industrial city, and it suffers a
fraction of the economic costs associated with congestion that put a strain on the economies of more auto-
centric Brazilian cities such as São Paulo.
Figure 4-16: Bus Transit Network Growth in Curitiba
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Figure 4-17: Curitiba’s Integrated Transit Network
Key Takes for Hyderabad from the Curitiba Case:
Curitiba has adopted zoning and design guidelines that place high-density development along BRT corridors.
Within those corridors, ground level space is dedicated to commercial and retail uses, and incentives
encourage developers to dedicate upper floors to housing. Recently, legislation has been passed that also
allows for the preservation of open space as parks along transit corridors. Part of Curitiba’s success in
implementing this bold vision has been attributed to the existence of a politically-insulated independent
regional planning entity, which allows for continuity and consistency in implementing the transit-oriented
vision for Curitiba.
a) Zoning and design guidelines require high-density development for commercial, business and residential use;
b) Zoning requires high-density development along transit corridors. Building heights taper with distance from the
corridor;
c) Zoning ordinances dedicate the first two floors of buildings along busways for commercial and retail uses;
d) To encourage mixed-use development, density bonuses are available for property owners of buildings along
busways who dedicate upper floors to housing;
e) Design standards require at least a 5-meter setback from the property line above the second floor to allow sun to
cast on the busway;
f) Along the Green Line (the city’s new BRT corridor), preservation of green space is promoted by giving developers
increased building rights in exchange for their purchase or preservation of land along the corridor as parks;
g) Land use controls produce predictable flexibility; and
h) Curitiba maintains a primary and secondary set of building envelope restrictions within its land use policies. The
primary envelope can be exceeded up to the secondary envelope when a landowner purchases development rights
from another parcel in its Transfer of Development Rights zone. These transfers allow lower density land users to
maintain their properties for various reasons (e.g., historical buildings, special use buildings like theatres) while
reaping the financial rewards of a location that is in a high-density zone.
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Figure 4-18: Curitiba Bus Rapid Transit using Trinary Road System
i) An independent agency oversees urban growth and provides continuity to the transit-oriented development of
Curitiba
j) An independent entity (the Institute for Research and Urban Planning) orchestrates regional growth and is charged
with ensuring the integration of all elements of urban growth.
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k) The agency maintains policies that are coordinated with the city’s transit agency to promote transit-adjacent
development and expansion of the transit system. For instance, landowners are only able to develop land if the
front door of the proposed development is within 500 meters of a high-frequency transit stop. This encourages
many landowners to fund extensions of transit services or the construction of new transit stops so that their land
can be developed.
l) The agency has also transformed several commercial streets in Curitiba into pedestrian and bicycle thoroughfares.
These streets have become desirable retail locations and are most easily accessed by the transit system because
parking policies have discouraged new parking supply nearby.
Lessons Learned:
Curitiba demonstrates the effectiveness of linking dense development and rapid-transit. With the utility of
transit enhanced by its proximity to major trip-generators, usage increases. This can greatly lessen auto
dependence, which accounts for the success Curitiba has had relative to other Brazilian cities in reducing
congestion and air pollution. These accomplishments were the result of sustained political commitment to
transit-oriented development. With its new Green Line, Curitiba is refining its model for BRT corridors to allow
for the inclusion of bicycle right-of-way and parks.
a) Require dense development in the area immediately surrounding transit stations and corridors: Curitiba makes the
most of its rapid-transit system by requiring that all development that occurs around it be of high-density. Requiring
dense development along corridors makes transit use more efficient for riders, as more of the activities that
generate a trip occur directly along a transit route. As a result, congestion and its ill effects are lessened.
b) Work to foster sustained commitment to transit-oriented development over the long-haul: Curitiba’s successes in
building a rapid-transit system along with a supportive growth pattern is often attributed to the political support and
vision of progressive mayors who built on the work of their predecessors. Curitiba also benefits from the existence of
an independent regional planning entity that provides continuity and a degree of political insulation for questions of
transportation and urban growth.
c) Consider the ways in which open spaces might be created within pockets of high-density transit-oriented
development: Curitiba’s new BRT corridor, the Green Line, is being built on the site of a former federal highway. This
conversion will create a mixed-use corridor that has the potential to house a half million new residents. It is also
notable in that it represents an evolution of Curitiba’s view of BRT corridors through the inclusion of linear parks and
bike paths.
4.2.10 Copenhagen, Denmark
There are five main plans/visions setting goals for transport planning and actions:
a) The Transport and Environmental Plan 2004: The overriding objective is to assure a fully functional transportation
system for the city causing substantially less environmental impact than today. The plan contains an action plan on
20 initiatives;
b) Copenhagen’s Cycle Politic 2002-2012 is the first overall action plan for the cycle conditions in the city. More
cyclists, safety, speed, comfort are some of the subjects in focus;
c) Eco-metropolis 2007: Has 4 themes and 13 measurable goals. One of the themes is Copenhagen as the World’s Best
City for Cyclists. Especially important for transport is the objective saying “50 % of all people going to work or
education in Copenhagen will go by bike”;
d) Copenhagen Climate Plan 2009 contains 15 initiatives for transport and the goal is to reduce CO2-emissions from
transport by 10 % from 2005 to 2015. The lighthouse initiative is electric and hydrogen cars running on wind energy;
and
e) Municipal Strategy 2009: The overall objective for the modal split in Copenhagen is that for all trips ”on wheels” at
least 1/3 must be by public transport, at least 1/3 by cycle and less than 1/3 by car.
The key efforts of the plans for transport are

a) The City of Cyclists
b) Improved public transport
c) Traffic calming and parking restrictions
d) Environmental efforts like low emission zones, possible congestion charging and environmentally friendly vehicles
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Figure 4-19: Copenhagen Integrated Transit Network
Since the 1950s, Copenhagen has carefully channelled its outward growth alongside a network of rail
corridors. The result has been the development of liveable, transit-oriented communities spilling out from the
urban centre, as well as the preservation of large greenbelt wedges for agricultural preserves, open space, and
natural habitat. Today, there are 250 motor vehicles/1,000 inhabitants, half that found in large German cities
like Hamburg and Frankfurt. Copenhagen has the highest share of journeys to work by bicycle of any capital
city in Europe. 36% of trips to work are by bicycle, and the city has set a goal of raising the number of citizens
biking to work or school at 50% by 2015.
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Figure 4-20: Copenhagen's "Finger Plan" Channeled growth along Rail Transit Corridors.
Copenhagen’s successes in linking land development and transportation can be traced back to the vision
articulated by city leaders in the 1950s to accommodate new waves of residential and industrial growth.
Planners identified five corridors along which to steer future growth outward from the city, each terminating
at a traditional market town in the orbit of Copenhagen. Viewed on a map, the spatial pattern created by the
axes resembles spread five-finger hand, and the strategy to channel growth along these corridors was dubbed
the “Finger Plan.” The Finger Plan identified its five axes as site for investment in transit infrastructure, and
this rail investment steered land development in turn. Today, a new “Cross Finger” route is being built to serve
a number of districts not along the path of the commuter rail system.
This new metro line, called Cityringen, is financed in part by the sale of land along its route, the value of which
has risen in anticipation of the service.
The close integration of transit into Copenhagen’s larger vision for urban growth offers up many useful
lessons. The Copenhagen example is of particular value because it affords an opportunity to examine the long-
term implications of transit-oriented planning. More than a half-century has passed since the adoption of the
Finger Plan, and this relatively straightforward concept has shaped numerous policy interventions relating to
transportation, neighbourhood design, the conservation of open space, and many other aspects of life in the
metropolitan region. Perhaps the most valuable lesson from Copenhagen, then, is to articulate a clear, far-
ranging, and easy-to-understand vision for transit and urban growth. As a declaration of purpose and
priorities, the Finger Plan an intuitive, straight-forward example of a plan that easily conveys the rationale for
channelling investment toward transit corridors and away from wedges where conservation and agricultural
purposes are prioritized.
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Key Tactics for Hyderabad from the Copenhagen Case:
Besides its articulation of a clear vision for transit-oriented development, Copenhagen was successful because
it was spurred on by forces from “above” that served as both carrot and stick for wise transportation and land
use policies. Copenhagen has taken to impressive measures to reduce incentives to drive, but it has
simultaneously worked to shape an environment that enhances the experience of getting around as a
pedestrian, bicyclist, and transit-rider.
a) National policies and directives encourage transit-oriented growth;
b) Infrastructure funds are tied to the success of the locality in meeting guidelines on physical development issued at
the national level, a series of which have called for targeting greater-Copenhagen’s growth around rail transit
stations;
c) The national Ministry of Environment has veto power over proposed local development projects;
d) Fees and policy discourage car travel;
e) Heavy fees and taxes on cars provide a disincentive to drive. Fees and taxes by Denmark typically triple the retail
price of a new car;
f) Within the city center, road capacity has been kept constant since 1970, and outside the city center, additional road
capacity must be matched by an equal area of bike lanes and bus lanes;
g) Parking restrictions are in place near rail stops;
h) City policies make it more attractive to get around as a pedestrian, bicyclist, and transit-rider;
i) Heavy investment in bicycle infrastructure has resulted in a near doubling of bicycle lanes since 1980 (from 210 to
410 km); and
j) Danish designers have shaped attractive, visually stimulating corridors near transit stations, a measure which has
been found to increase the distance pedestrians and cyclists find acceptable to traverse on foot or by bicycle.
Lessons Learned:
More than a half-century ago, it articulated a clear vision for how it would link transit and urban growth. As a
result, communities in Copenhagen invite and encourage residents to travel as pedestrians, bicyclists, and
transit-riders. The effects of the Finger Plan are plainly visible in the metropolitan region today, and its legacy
continues to inform Copenhagen’s efforts to refine and enhance a strategy for transit-oriented growth.
a) Articulate a transit-oriented vision to drive future growth: Copenhagen’s Finger Plan articulated a clear, far-ranging
vision for growth and development in the metropolitan area. It channelled growth along rail corridors, and
continues to do so as cross-finger connectors are added to the rail network today. It also informed the decision
about where growth would not occur, informing decisions to direct major infrastructure away from the areas that
were to remain greenbelt wedges for agricultural and conservation purposes;
b) Restrict car travel: Residents of Copenhagen tend to be less reliant on cars than others in comparable European
cities. This can be understood in part by the policies and fees that discourage car usage, particularly in the city
center. One factor, of course, is the high cost of car ownership as a result of Denmark’s fees and taxes. But
Copenhagen’s restrictions on parking in the city center and near transit stations and its prioritization of bike lanes
and transit lanes over auto traffic alleviation also play a significant role in making the car a less desirable mode of
transportation; and
c) Create an environment that rewards pedestrians and bicyclists: In addition to places restrictions on car travel,
Copenhagen has taken an active role in shaping a street-level environment to encourage residents to make trips as
pedestrians and bicyclists. The near doubling of bicycle lanes since 1980 has coincided with an 80% jump in trips by
bicycle. Street furniture and public space encourage walking by providing places for pedestrians to lounge and mull
around. An emphasis on the design of pedestrian and bicycle corridors near transit stations has created an
environment in which people are willing to take longer non-motorized trips than they might in a more sterile
setting.
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4.3 APPRECIATION OF NUTP
While developing the transport network for the horizon year in HMA, the study team has reviewed the
experiments on urban forms carried out worldwide and recently finalised document on National Urban
Transport Policy by Government of India. The details are discussed in the following sections.
4.3.1 National Urban Transport Policy
Prior to the issuance of the policy, documents which used to be referred to for policy framework on Urban
Transport included Report of “National Commission on Urbanisation” of 1988 and Report of the Study Group
on “Alternative Systems of Urban Transport” of 1987. Government of India, recognizing the importance of
sustainable flow of goods and people in urban areas in supporting the required level of economic activity has
drafted the National Urban Transport Policy which proposes to consider the following major aspects while
planning the transport network.
a) Transport to guide development: Incorporating urban transportation as an important parameter at the urban
planning stage rather than being a consequential requirement.
b) Encourage public transport: Encourage greater use of public transport enabling the establishment of quality
focused multi modal public transport systems that are well integrated providing seamless travel across modes
c) Provide equity: Bringing about a more equitable allocation of road space with people rather than vehicles as its
main focus.
d) Integrate Land use with transport: Encouraging integrated land use and transportation planning so the travel
distances are minimized and access to livelihoods education and other social needs is improved
NUTP 2006
a) The Government of India has evolved a policy to overcome the problem of poor mobility which dampens the
economic growth and deterioration in the quality of life. The approach is to deal with this rapidly growing problem
as also it can offer a clear direction and a framework for future action. The vision of this policy is:
b) To recognize that people occupy centre-stage in our cities and all plans would be for their common benefit and well
being
c) To make our cities the most liveable in the world and enable them to become the “engines of economic growth”
that power India’s development in the 21st century
d) To allow our cities to evolve into an urban form that is best suited for the unique geography of their locations and is
best placed to support the main social and economic activities that take place in the city.
e) The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and sustainable access for the
growing number of city residents to jobs, education, recreation and such other needs within our cities. This is
sought to be achieved by:
f) Incorporating urban transportation as an important parameter at the urban planning stage rather than being a
consequential requirement
g) Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and
access to livelihoods, education, and other social needs, especially for the marginal segments of the urban
population is improved
h) Improving access of business to markets and the various factors of production
i) Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus
j) Encourage greater use of public transport and non- motorized modes by offering Central financial assistance for this
purpose
k) Enabling the establishment of quality focused multi-modal public transport systems that are well integrated,
providing seamless travel across modes
l) Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all operators of
transport services and enhanced safety for the transport system users
m) Establishing institutional mechanisms for enhanced coordination in the planning and management of transport
systems
n) Introducing Intelligent Transport Systems for traffic management
o) Addressing concerns of road safety and trauma response
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p) Reducing pollution levels through changes in traveling practices, better enforcement, stricter norms, technological
improvements, etc.
q) Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge
management system that would service the needs of all urban transport professionals, such as planners,
researchers, teachers, students, etc
r) Promoting the use of cleaner technologies
s) Raising finances, through innovative mechanisms that tap land as a resource, for investments in urban transport
infrastructure
t) Associating the private sector in activities where their strengths can be beneficially tapped
u) Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport
v) The National Urban Transport Policy (NUTP, 2006) has recommended setting up of unified Urban Metropolitan
Transport Authorities (UMTAs) in million plus cities. The NUTP (2006) insist that UMTA should facilitate more co-
ordinated planning and implementation of urban transport programmes & projects and integrated management of
urban transport systems. The Central Government also encourages setting up of professional bodies that have the
capacity to make scientific assessment of demand on various routes and contract services that can be properly
monitored. It further encourages the setting up of umbrella bodies that regulate the overall performance of the
public transport systems and ensure that the city has a comprehensive public transport system.
4.4 REVIEW OF INDIAN METRO TRANSPORT STRATEGIES
4.4.1 Mumbai Metropolitan Region (MMR)
The Task Force, appointed by the Chief Minister following the Bombay First-McKinsey report “Mumbai Vision:
Transforming Mumbai into a world-class city”, adopted the vision of “Transforming Mumbai into a world class
city with a vibrant economy and globally comparable quality of life for its citizens” to counter the declining
economy and achieve true potential of growth.
The overall population and employment in the region for the horizon year 2031 is projected as 34 million and
15.3 million respectively and the following changes have been assumed, partially in response to the
“Transform Mumbai” objectives and partly driven by economic growth trends.
2005 2031 Projected

Population 20.8 million Population 34.0 million
→ 41.3% living in slums → 14% living in slums
→ 1,505,000 apartments → 6,400,000 apartments
→ 4.42 persons/household → 3.90 persons/household
Employment 7.8 million Employment 15.3 million
→ Employment participation rate 0.37 → Employment participation rate 0.45
→ 2.3 million working in offices → 6.4 million working in offices
→ 1 .5 million working in industries → 4.5 million working in industries
→ 56% employed in formal sector → 70-80% employed in formal sector
→ 40% walk to work → 25-30% walk to work
The strategic plan for MMR was to support both intensification and greenfield development, in order to
overcome the chronic shortage of supply of all forms of urban building space in the region at more affordable
levels.
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The proposed transport network for the horizon year 2031 is presented in following figures.
Figure 4-21: Recommended Transit Network 2031 Figure 4-22: Recommended Road Network 2031
4.4.1.1 Integrated Land use Transport Plan and Transport Driven Development
The plan developed is an integrated land use transport plan, with intensification focused on transport
corridors (Transport Driven Development). The rail and highway system and their conceptual integration with
land use intensification are presented in Figure 4-23. The travel demand and flows on this transport network
are estimated for all the three short-listed growth scenarios. Thereafter, the transport network for the horizon
year 2031 is chosen in such a way that it caters to all the three short-listed growth scenarios.
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Figure 4-23: Concept for Development Intensification Focused on Transportation Corridors
4.4.1.2 Progressive Implementation of Transport Corridors
Some of the transit corridors and higher order highway corridors are to be planned and developed as multi-
modal transport corridors i.e. transit corridors and highway corridors sharing the same right of way. Initially
transit corridor options could be metro, LRT BRTS or monorail. The suitable routes for bus rapid transit and
multi-modal transport corridors are shown in Figure 4-24.
Bus Rapid Transit (BRT) can take many forms and the operating characteristics are largely dictated by the
degree of exclusivity accorded to the buses. At the high end of the scale, some BRT operations are to be fully
segregated and grade separated, providing unimpeded bus movements, in effect a “freeway bus way”. At the
low end of the scale are systems operating in high occupancy vehicle lanes with some form of traffic signal
priority at intersections. These systems are also characterized as being BRT, but such systems are rarely rapid.
In between these two forms are many alternatives that tend to be tailor-made for the particular transport
corridor depending on, the space availability and policies adopted to give a greater allocation of right of way
to public transport.
A transit corridor can be either placed in the centre or on one side of the highway corridor. Multi-modal
corridors accommodate either metro, LRT or BRTS. The candidate multi-modal transport corridors are shown
in Figure 4-25. Implementation of transit lines (LRT or BRT) over the existing roads are costly due to non-
availability of sufficient ROW to place the transit lines at-grade involving huge refurbishment costs and
property impacts.
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Vashi
Ulwe
Panvel
Uran
Dronagiri
On Existing Roads
On Proposed New Roads
Figure 4-24: Candidate Roads for Bus Rapid Transit/ EBL/ Mono Rail
Figure 4-25: Candidate Multi-modal Corridors
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4.4.1.3 Transportation Corridor - Right of Way Protection
Higher order public transport and road networks necessary for the various horizon years (2031, 2021 and
2016) are identified. Detailed integrated corridor reports, covering land use and transportation, should be
prepared, for each corridor, in order to finalise the selection of transit technologies, establish preferred
alignments and right of way protection and acquisition policies, for all of the transportation facilities (transit,
road and water), within the corridor.
For higher order highway links/ freeway facilities (regional road

network) which have regional significance, a Right of Way (ROW) in the
range of 80 to 100 m has been proposed keeping in view the possibility
of multi-modal corridor operations. At interchange locations, the
extent of area required for full connectivity between the intersecting
roads (full clover leaf interchange) is approximately 280,000 sqm i.e. a
circle with a radius of 300m. In case of arterial roads with 4 lanes to 6
lane carriageway configuration, the ROW proposed is 60 to 75 m. At
interchange locations, the extent of area required for full/ partial
connectivity between the intersecting roads is approximately 70,000 sqm i.e. a circle with a radius of 150m.
Preferably corridor studies may be conducted in conjunction with the updating of regional and municipal
development plans. Further, they need to be prepared as reference reports for eventual incorporation in
development plans. Because of the fast rate of growth in the MMR, these corridor plans require early
completion and need to be supported and enforced through implementing legislation. This recommendation
is one of the key “way forward” steps of .
4.4.1.4 Policies and Acts:
Early action on some policies and acts which play crucial role in achieving successful implementation of the
CTS recommendations as some of the policies and acts need amendments. The major policy changes proposed
under CTS are as follows:
a) Amendment to Indian Tramways Act, 1886 for implementation of metro corridors at regional level i.e. passing
through two or more corporation/ council areas/ or within the Metropolitan Areas declared following constitutional
provisions;
b) Amendment of MR&TP Act, 1966 to enable levy of “price linked development charge” for Planning Authorities and
amending MMRDA Act, 1974 to enable Government to levy additional development charge to finance metropolitan
region level infrastructure;
c) Policies to promote transit oriented development;
d) Parking Policy for amendments in implementation of uniformity of parking regulations in corporation areas and
council areas, effective enforcement of parking regulations, etc.; and
e) Pedestrian Policy for implementation of the proposed pedestrian facilities.
4.4.1.5 Action Plan:
The action plan for implementation of transport plan would begin by considering, approving and adopting the
CTS study recommendations on transport plan and this shall be in sync with the action plan for
implementation of business plan. The suggested action plan is given under:
f) Secure Cabinet approval of CTS recommended proposals;
g) Establish mandated Mumbai Metropolitan Regional Authority for
 Development Planning
 Transportation
 Water Resources
 Economic Growth
 Infrastructure Finance
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h) Establish comprehensive, sustainable and where possible “ring fenced” funding mechanisms for implementing
regional infrastructure improvements;
i) Update Regional and ULB Development Plans to incorporate CTS proposals. This should include rationalising FSI
patterns that respond to accessibility including TOD, floor space demand of population and development needs of
old neighbourhoods and slums;
j) Prepare Detailed Feasibility Study and Project Reports as appropriate for first priority transit and road
improvements identified in CTS;
k) Secure encroachment removal along major transportation corridors and restore capacities to safely and effectively
move people and vehicles;
l) Implement measures to protect long term transportation corridors (protection of Right of Way);
m) Implement policies to promote transit oriented development;
n) Declare MMRDA as SPA – for Protection of Right of Way and to regulate development along the identified transport
corridors/ nodes/ terminals;
o) Introduce travel demand management measures;
p) Implementation of integrated fare structure and Common Ticketing among existing as well as the proposed public
transport systems in MMR. The modality of implementation could be decided through separate consultancy.
q) Review and updating of transport investment plans and priorities every 5 years;
r) Undertake a comprehensive assessment of infrastructure investment and greenfield development options to
address the following objectives:
 Reduce the effective land cost component of development
 Increase the availability of developable land to meet existing shortages to reduce land inflation pressures
 Increase serviced land availability to capture unforeseen but competitive opportunities for economic
development where land availability is a key decision factor
 Minimize investment demands and risks by the public sector
s) Undertake works on an urgent basis that are appropriate to implement the CTS recommendations in a time bound
manner.
4.4.2 Chennai Metropolitan Area
Chennai Metropolitan Area (CMA) has defined Vision 2026

as to make Chennai a prime metropolis which will become
more livable, economically vibrant, and environmentally
sustainable and with better assets for the future
generations.
Considering the current trends and future challenges that

Chennai is facing, a set of key priorities or principles are
devised that underpin the development of the transport
strategy. These key guiding principles/priorities are:
• Provide transport choices for all
• Reduce Congestion
• Integrated Transport Planning
• Efficient transport investment
A set of performance indicators has been developed as goals

to be achieved by 2026 for the City. The Goals have been
defined based on the vision and the objectives. The goals
were set in consultation with CMDA and the Stakeholders.
The mobility strategies developed will aim attaining the goals. The goals or targets set for this study are shown
in the Table. It is to be noted that the year 2008 values given are from the model outputs.
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Seven strategies are devised in tandem to meet the various goals set for Chennai:
 Land use and Transport strategy;
 Roadway network strategy;
 Public transit strategy;
 Non motorized transport strategy;
 Freight management strategy;
 Demand management strategy; and
 Traffic management strategy.
Land use and Transport Strategy: Chennai Metropolitan Area

has been exhibiting semi-circular growth towards North,
South, West, Northwest and Southwest. The high intensity of
growth is observed towards south, west and southwest
directions. Moderate intensity of growth is noticed towards
North and minimum growth is observed towards northwest.
Water bodies exist towards northwest direction, hence in the Second Master Plan the area was identified as
environmental sensitive area. The Second Master Plan for CMA 2026 also emphasizes on restriction of
developments towards this direction. The population and employment growth directions are shown in the
Figures.
Road Network Strategy: Both Radial and Gird networks are considered and Modal split, Trip Length,
Passenger Trips & Passenger Hours, Average Network Speed, and Cost are considered as criteria for short
listing the two scenarios. Considering the overall benefits radial system is proposed.
Figure 4-26: Radial and Grid Arrangement of Transport Corridors Considered for Evaluation
4-30
Public Transport Strategy: The Public Transport Improvement plan would focus the following three issues: 1)
Bus augmentation, 2) Higher order Mass Transit Systems, 3) Intermodal Facilities.
The mass transit system is conceived with high degree

of inter modal integration such as:
a) Integrated Public Transit Network Planning;
b) Integrated Fare policy and ticketing;
c) Intermodal Stations to minimize delay/transfers;
d) Intelligent Transportation Systems (ITS);
e) Access to the public transit network that includes
integration with auto-rickshaws, taxis, and NMT modes
like bicycles and cycle rickshaws;
f) Park and ride Facilities along mobility corridors; and
g) Institutional integration.
Other Strategies:
a) Non-motorized transport strategy
b) Freight management strategy
c) Demand management strategy
d) Traffic management strategy
Total investment of INR 68,710 Crores (@ 2010 prices)

was proposed for the horizon period upto 2026.
4.4.3 Bangalore
The population of Bangalore has grown exponentially

during the period 1983 to 2001 from 2.9 million to 6.2
million, a growth of 114% on the back of what is
described as the Information Technology (IT) boom. The
vision for Bangalore is pictorially shown as below.
Figure 4-27: Bangalore City Transport Vision
4-31
The preferred strategy for transport development is as follows:

a) Extension of mass transport system to provide wide coverage and transport integration with other modes of
transport;
b) Provide substantially large network of medium level mass transport system such as BRT to cover the areas beyond
the Metro network and on over loaded corridors;
c) Landuse adjustments and densification of corridors along mass transport corridors where possible;
d) Extension of commuter rail system upto the BMRDA’s New Townships & beyond upto Tumkur, Hosur etc. to act as
sub-urban services;
e) Rationalisation of local bus system and its augmentation;
f) Improvement in traffic management through TSM measures;
g) Special facilities for pedestrians within the entire network specially in the core areas; pedestrianisation of selected
shopping streets in side the core area going to be served by Metro. Provision of pedestrian sky walks/subways,
footpaths and road furniture along the roads where necessary;
h) Diverting through traffic on Peripheral Ring Road. Providing transport hubs at the junctions of Peripheral Ring Road
with important radials such as; the National Highways and other heavily loaded roads; and
i) Improving primary, arterial and other important roads (particularly radial and ring roads) by providing grade
separation, junction improvements, adding missing links, widening and other road side facilities wherever
necessary.
The existing landuse in the Bangalore metropolitan area is Figure 4-28 and Figure 4-29.
Figure 4-28: Present challenge – providing Figure 4-29: Diagrammatic representation of present
connectivity (2003) system (2003)
The proposed metro and road networks for the horizon year 2024 are presented in Figure 4-30 and Figure
4-31.
Figure 4-30: Transit Network Proposed for 2024 Figure 4-31: Road Network Proposed for 2024
4-32
Total investments proposed are 93, 888 crores by 2024 (2007 prices). Institutional strengthening measures are
suggested. BMLTA was created vide Government Order No. UDD 134 BMR 2006 (2) Bangalore 09.03.2007 with
the following functions:
a) To co-ordinate all land transport matters in the BMR.
b) To prepare detailed Master Plan for Transport Infrastructure based on the comprehensive Traffic and Transport
Study for Bangalore.
c) To oversee implementation of all transportation projects.
d) To appraise and recommend transportation and infrastructure projects for bilateral / bilateral Central assistance.
e) To function as empowered Committee for all Urban Transportation Projects.
f) To initiate action for a regulatory framework for all land transport systems in Bangalore Metropolitan region.
g) To initiates steps, where feasible for common ticketing system.
h) Take any other decision for the integrated urban transport and land use planning and Implementation of the
projects.
4.4.4 Delhi
The concept of the Master Plan is based

on a polynodal, polycentric, distribution of
work centres, largely based on road
transport nodes. A major fall-out of this
has been distortion between
infrastructure, transport and land use.
What has actually happened is the
development of a lopsided urban sprawl,
fragmented development and an undue
burden on the traffic and transportation
system. Therefore, to achieve spatial
balance, development should take place
according to new corridors of mass
movement. This has implications in terms
of land use planning along major transport
corridors and the Mass Rapid
Transport/Transit System. This would not
only help to solve, to some extent, the
enormous problems of mass
transportation, but would also generate a
dynamic potential for growth and
employment. This is particularly true for
the Metro Rail System. In this context the Metro corridors upto a certain depth would require selective
redevelopment and re-densification/ intensification of existing land uses based on site conditions. It is
proposed that comprehensive redevelopment schemes of the influence area of MRTS stations be prepared.
4-33
Recommended Public Transport network for 2021 for NCR is shown in figure below.
Figure 4-32: Recommended Integrated Public Transport Network and System
4.5 APPRECIATION OF WORLD BANK PERSPECTIVE ON URBAN TRANSPORT
Urban Transport systems in large developing cities face major challenges due to the continuous growth of urban
population, private vehicle ownership, congestion, and the fragility of public transportation systems. When the urban
transport system experiences major difficulties, consequences are felt by households, by businesses, and by the urban
community at large. Transport may become a binding constraint on both economic growth and social development and
inclusion, along with increased negative impacts on health and on the environment. The World Bank supports client
countries and cities in their effort to develop urban transport policies and projects to tackle these issues. (World Bank).
The overall transport strategy of the World Bank is stated in its Transport Business Strategy for 2008-2012. Overall, the
goal of the Bank is safe, clean and affordable transport that contributes to economic and social development. To address
the multiple challenges of urban transport, one of the Bank's strategic directions 2008-2012 is to increase its engagement
in the sector.
All World Bank urban transport projects include a "Result Framework" that enables results-based monitoring and
evaluation. The framework set up for each project specifies development objectives, outcome and intermediate
indicators. Those indicators are monitored up until projects are closed.
Efficient and reliable urban transport systems are crucial for India to sustain a high growth rate and alleviate
poverty. The Urban transport problems in India are growing acute mainly because of rapid motorization. The
major challenge for urban transport agencies in India is how to improve the current urban transport situation,
or at least prevent it from deteriorating further. In order to address these lacunae, it is imperative to develop
medium term and long term strategies so as to bring in large scale reforms in this sector. This urban transport
4-34
sector strategy note, prepared in consultation with the Government of India, is an attempt to provide support
to the development of the urban transport agenda in India and to provide lending support in this area.
Strategy of the World Bank is well reflected in a recent policy note prepared in response to a request from the
Government of India for the World Bank to provide support to the development of the urban transport
agenda in India and to provide lending support.
In this note on Urban Transport Sector in India1, which was prepared in consultation with Government of
India, necessity of developing of medium and long term transport strategies has been emphasised. While it
recognises parallel concerns of growth and equity, it recommends an orientation towards public transport but
with caution, mainly on cost efficiency grounds. Further on, while detailing out it’s the strategy, it
recommends that Indian cities should measure the performance of its transport system more frequently and
develop standards which are walk/ bicycle friendly. It also strongly recommends bus priority measures by
segregating road space for it.
Distinct from NUTP, it highlights the importance of secondary and tertiary road network in the cities and how
important they are in the poor areas. It recommends a conscious shift in attention, recognising that there has
been lopsided attention towards creation of higher level facilities.
A reference has been made to the issue of public transport fares, saying that this issue should be faced
“squarely”. Probably, this hints towards need to distil existing subsidies and direct them more pointedly
towards the needy sections of the society instead of blanket ones. At the same time, it recommends more
competition in the public transport service delivery arena higher productivity from publicly owned
organisations delivering transport services. It also recommends that buses should operate as part of Rapid
Transit System where the infrastructure is owned and maintained publicly but the operations are run by
competitive parties on level playing field. It also strongly recommends that reservation should be ensured for
Buses/ Bus based RTS before new roads are built.
The World Bank, in this note, very rightly cautions against big and risky projects and recommends rigorous
appraisal before taking decision on them. Mumbai is faced many such decisions such as MTHL and many new
lines from the MRTS Master Plan prepared recently.
Country Strategy for India 2005-08: Guidelines for Bank Lending in Key Sectors
Summary of International and National Case Studies of Major Metropolitan Regions/ Cities on Long Term
Transportation Strategies is presented in Table 4-3.
1
Towards a discussion of support to Urban Transport development in India (2005) Energy & Infrastructure Unit, South Asia
Region, The World Bank
4-35
R ep ort on
Table 4-3: Summary of International and National Case Studies of Major Metropolitan Regions/ Cities on Long Term Transportation Strategies
Total
Region Horizon / Estimated
Estimated Resource Mobilisation / Institutional
(International Strategies of Transport Planning Growth Population/ Action Plans
Investment Structure
/ National) Year Year
(Prices of Year)
London  Reduce traffic congestion 2010 £150 Billion Resource Mobilisation
 Overcome the backlog of investments in the London (2010) Transport in London is funded through
underground system. a combination of sources, including:
 Safely improve system capacity and reduce overcrowding.  Government grant direct to
 Improve the reliability and frequency of train services Transport for London (Tfl)
 Make radical changes to the bus services across London  Revenue from fares and other
including increasing reliability of services and greater sources (for example, Congestion
frequency of buses Charge)
 Secure better integration between the national rail system and  Secondary income (for example,
the services provided by Transport for London advertising)
 Increase the capacity of the transportation and network by  TfL ‘prudential borrowing’ against
providing additional cross town and orbital rail links and access future revenue, which is capped
to international terminal facilities until 2018 under
 Improve travel and journey times for car users in outer London  TfL’s ‘spending review 2007’ funding
whilst reducing car dependency by providing improved settlement with Government
alternative modes of travel  Asset financing and property
 Support local transport initiatives including improving disposal receipts (although this is
accessibility to town centres and regeneration areas and unlikely to be a significant source of
promoting walking and cycling improvement schemes further funds post 2018)
 Improve the goods movement system in terms of reliability  Other forms of Government grant to
and efficiency without creating adverse environmental parts of the transport network not
impacts controlled by TfL, for example,
 Improve the social inclusion of people with disabilities to Network Rail, the DfT HLOS process,
travel within London in order to enjoy the full benefits of borough highway maintenance
employment and other activities  Contributions from the private
 Improve key transport interchanges and bring measures sector, for example, developer
forward for integration between the various transportation funding for associated transport
systems including such measures as fare integration, enhanced investments
safety and security and overall simplicity and efficiency for the  Direct borough funding
travelling public.  Other Government funding sources
including specific allocations to
support regeneration, health,
education, and the London 2012
Olympic and Paralympic Games
Transport Plan
Institutional Structure
 Transport for London (TfL): Part of
Greater London Authority (Regional
4-36
R ep ort on
Total
(Prices of Year)
Government Authority
Tokyo  Promote the use of the public transportation system 2006 Promote the use of the public transportation Resource Mobilisation
 Increase the common use of vehicle including car-sharing system Taxes come from
 Introduce a new urban transportation system  Ensure the convenience of travel  City Planning Tax,
 Promote the use of bicycles  Encourage change through incentives  Fixed assets Tax,
 Promote to construct roads and town  Corporate Enterprise& Inhabitant
planning measures Tax
Increase the common use of vehicle including Institutional Structure
car-sharing  Tokyo Metropolitan Government
Introduce a new urban transportation system (TMG) – A regional government
Promote the use of bicycles
Seoul  Improve public transit service : improve punctuality and safety 2006 Institutional Structure
(Master Plan)  Construct multi-nodal transportation system and integrate  Seoul Metropolitan Government
operation of public transportation
 Improve taxi service and diversity public transit modes
 Maximize use of existing roads and construct alternative
routes in heavily-congested areas
 Improve efficiency of road system in North Seoul; maintain
elevated-highway structure and bridges over the Han River
 Improve efficiency of road system through the intelligent
transportation system
 Improve continuously the road system and construct regional
road network in the Seoul metropolitan region in preparation
for reunification
 Improve accessibility to the public transit modes; improve
pedestrian milieu; create convenient bike network
 Create pedestrian-friendly milieu : improve pedestrian
environment; establish a plan for the creation of pedestrian
mall in downtown
 Create transportation system in harmony with environment
and culture : establish pro-environmental transportation
management and expand transportation facilities
 Enhance transportation services for the elderly and the
handicapped
 Expand Logistic Infrastructure : build logistic complexes and
the parcel
 Construct comprehensive logistic information network
 Establish rational traffic demand management : manage
congestion based on the principal of beneficiary charge
 Establish parking demand management in the downtown and
4-37
R ep ort on
Total
(Prices of Year)
sub-centers : intensify maximized parking standard and reform
parking toll
 Integrate the transportation plan with land use and
environment
 Maintain of concurrency with transportation policies by Seoul
metropolitan government;
 establish specialized organization for regional traffic problems
 Develop education programs on the transportation for citizens
and students as well
Edmonton,  Transport and Land Use Integration 2009 $17Billion / Resource Mobilisation
Canada  Access and Mobility Based on 2012  Property Tax
 Transportation Mode Shift Prices  Neighbourhood Renewal Tax Levy
 Sustainability  Fuel Tax
 Health and Safety  Transit Fares
 Well-Maintained Infrastructure  Advertising Revenue
 Economic Vitality  Parking Fees
 Grants from the Federal and
Provisional Governments
 Private Sector Investments
 Local Improvement Fees
 Enforcement Revenues
 Developer Contributions
 Debt
 City of Edmonton
Singapore  Make Public Transport a Choice Mode 2006 Make Public Transport a Choice Mode Resource Mobilisation
 Manage Road Use  An Integrated Public Transport System  Financial sustainability, where the
 Meet the Diverse Needs of Our People  Priority for Buses on Roads revenues from the operation of the
 Greater Contestability in the Public system have to cover the operation
Transport Industry and maintenance costs as well as
 Enhance Travel Experience and Safety asset replacement costs. There will
Managing Road Space be no operating subsidies from
 A more effective Electronic Road Pricing government.
System  economic sustainability, where the
 Lower Vehicle Population Growth Rate cost benefit ratio of the project
 Parking Policy needs to be positive
 Expand Road Network and Enhance Road Institutional Structure
Safety  Land Transport Authority:
 Leverage on Technology to Optimise Road a statutory board under the Ministry
of Transport of the Singapore
4-38
R ep ort on
Total
(Prices of Year)
Capacity Government
Meeting the Diverse Needs of Our People
 Ensure Physical Accessibility to all
 Affordable Public Transport for Lower-
Income People
 Promote Environmental Sustainability and
a high quality living environment
 Engage the Community
Ottawa,  Creating supportive land use – Shaping development to 2008/2031 1.14 Million  Reduce automobile dependence $8.36 Billion / Resource Mobilisation
Canada support transportation goals / 2031  Meet Mobility needs 2010  Property Tax
 Managing transportation demand – Influencing why, when,  Integrate Transport and Land Use  Development Charges
where and how people travel  Protect Public Health and Safety  Government Contributions
 Managing the transportation system – Maximizing the  Protect the Environment  User Pay
efficiency of infrastructure and services  Enhance the Economy  Public-Private Partnership
 Enhancing safety and security – Reducing the personal risks to  Deliver Cost-Effective Services Institutional Structure
individuals during travel  Measure Performance  City of Ottawa, Canada
 Protecting the environment – Reducing the impacts of  Protect the Public Interest
transportation facilities and activities  Provide Adequate and Equitable Funding
 Managing and maintaining assets – Minimizing life-cycle costs  Co-operate with other Governments
while providing desired levels of service  Lead by Example
 Funding implementation – Enhancing the City’s ability to pay
the costs of this plan
 Measuring performance – Monitoring progress toward
objectives
Hong Kong,  Better integration of transport and land use planning; 2004 Resource Mobilisation
China  Better use of railways as the back-bone of our passenger  Privatization through Public Private
transport system; Partnership (PPP)
 Better public transport services and facilities;
 Better use of advanced technologies in transport Institutional Structure
management; and  The Transport and Housing Bureau:
 Better environmental protection. An agency of the Government of
Hong Kong
Curitiba,  Encourage economic development by reducing the costs of Resource Mobilisation
Brazil mobility, trade, and exchange within the city;  City Council, Curitiba, Brazil
 Reduce the indirect costs of other infrastructure Institutional Structure
improvements such as water, sewage, electricity, and  IPPUC - Instituto de Pesquisa e
communication; and Planejamento Urbano de Curitiba
 Assist in preserving historic buildings and areas within the city
centre
4-39
R ep ort on
Total
(Prices of Year)
Copenhagen,  The City of Cyclists  National policies and directives encourage Institutional Structure
Denmark  Improved public transport transit-oriented growth  City of Copenhagen
 Traffic calming and parking restrictions  Infrastructure funds are tied to the success
 Environmental efforts like low emission zones, possible of the locality in meeting guidelines on
congestion charging and environmentally friendly vehicles physical development issued at the
national level, a series of which have called
for targeting greater-Copenhagen’s growth
around rail transit stations.
 The national Ministry of Environment has
veto power over proposed local
development projects.
 Fees and policy discourage car travel
 Heavy fees and taxes on cars provide a
disincentive to drive. Fees and taxes by
Denmark typically triple the retail price of a
new car.
 Within the city Centre, road capacity has
been kept constant since 1970, and outside
the city centre, additional road capacity
must be matched by an equal area of bike
lanes and bus lanes.
 Parking restrictions are in place near rail
stops.
 City policies make it more attractive to get
around as a pedestrian, bicyclist, and
transit-rider
 Heavy investment in bicycle infrastructure
has resulted in a near doubling of bicycle
lanes since 1980 (from 210 to 410
kilometres).
 Danish designers have shaped attractive,
visually stimulating corridors near transit
stations, a measure which has been found
to increase the distance pedestrians and
cyclists find acceptable to traverse on foot
or by bicycle.
Mumbai  Integrated Land use Transport Plan and Transport Driven 2005/2031 34 million  Secure Cabinet approval of CTS Resource Mobilisation
Metropolitan Development recommended proposals;  Property Tax
Region  Progressive Implementation of Transport Corridor  Establish mandated Mumbai Metropolitan  Development Charges
4-40
R ep ort on
Total
(Prices of Year)
 Transportation Corridor - Right of Way Protection Regional Authority for  Government Contributions
o Development Planning  User Pay
o Transportation  Public-Private Partnership
o Water Resources Institutional Structure
o Economic Growth  MMRDA – Mumbai Metropolitan
o Infrastructure Finance Regional Development Authority
 Establish comprehensive, sustainable and
where possible “ring fenced” funding
mechanisms for implementing regional
infrastructure improvements;
 Update Regional and ULB Development
Plans to incorporate CTS proposals. This
should include rationalising FSI patterns
that respond to accessibility including TOD,
floor space demand of population and
development needs of old neighbourhoods
and slums;
 Prepare Detailed Feasibility Study and
Project Reports as appropriate for first
priority transit and road improvements
identified in CTS;
 Secure encroachment removal along major
transportation corridors and restore
capacities to safely and effectively move
people and vehicles;
 Implement measures to protect long term
transportation corridors (protection of
Right of Way);
 Implement policies to promote transit
oriented development;
 Declare MMRDA as SPA – for Protection of
Right of Way and to regulate development
along the identified transport corridors/
nodes/ terminals;
 Introduce travel demand management
measures;
 Implementation of integrated fare
structure and Common Ticketing among
existing as well as the proposed public
transport systems in MMR. The modality of
4-41
R ep ort on
Total
(Prices of Year)
implementation could be decided through
separate consultancy.
 Review and updating of transport
investment plans and priorities every 5
years;
 Undertake a comprehensive assessment of
infrastructure investment and greenfield
development options to address the
following objectives:
o Reduce the effective land cost
component of development
o Increase the availability of developable
land to meet existing shortages to
reduce land inflation pressures
o Increase serviced land availability to
capture unforeseen but competitive
opportunities for economic
development where land availability is
a key decision factor
o Minimize investment demands and
risks by the public sector
 Undertake works on an urgent basis that
are appropriate to implement the CTS
recommendations in a time bound manner.
Chennai  Land use and Transport strategy; 2026 82,120crores Resource Mobilisation
Metropolitan  Roadway network strategy;  Government Funding Support from
Region  Public transit strategy; Central and State Governments
 Non-motorized transport strategy; through various schemes like
 Freight management strategy; JNNURM, VGF, etc.
 Demand management strategy; and  Fuel cess for the fuel sold at outlets
 Traffic management strategy. in CMA
 Additional cess on new vehicles
during registration in CMA
 Issue of Municipal Bonds/
Debentures
 Loan from Financial Institutions and
Multilateral Funding agencies
 Chennai Metropolitan Development
Authority (CMDA)
4-42
R ep ort on
Total
(Prices of Year)
Bangalore  Extension of mass transport system to provide wide coverage 2003/2024 93,888 Crores Resource Mobilisation
and transport integration with other modes of transport; (2007 Prices)  Government Funding Support from
 Provide substantially large network of medium level mass Central and State Governments
transport system such as BRT to cover the areas beyond the through various schemes like
Metro network and on over loaded corridors; JNNURM, VGF, etc.
 Landuse adjustments and densification of corridors along mass  External Development Charges
transport corridors where possible;  License Fee
 Extension of commuter rail system upto the BMRDA’s New  Conversion Charges of Land Use and
Townships & beyond up to Tumkur, Hosur etc. to act as sub- Infrastructure Development Charges
urban services; (IDC).
 Rationalisation of local bus system and its augmentation; Institutional Structure
 Improvement in traffic management through TSM measures;  Bangalore Metropolitan
 Special facilities for pedestrians within the entire network Development Authority (BMRDA)
specially in the core areas; pedestrianisation of selected
shopping streets inside the core area going to be served by
Metro. Provision of pedestrian sky walks/subways, footpaths
and road furniture along the roads where necessary;
 Diverting through traffic on Peripheral Ring Road. Providing
transport hubs at the junctions of Peripheral Ring Road with
important radials such as; the National Highways and other
heavily loaded roads; and
 Improving primary, arterial and other important roads
(particularly radial and ring roads) by providing grade
separation, junction improvements, adding missing links,
widening and other road side facilities wherever necessary.
Delhi  Preparation and operationalization of an integrated and 2021 Resource Mobilisation
mutually complementary multi-modal transportation and  Property Tax
traffic plan comprising the Road, Rail and Metro-rail network.  Development Charges
 Within this, to explore other options and possibilities such as,  Government Contributions
Light Rail/Tramway/Mono-rail systems.  User Pay
 Optimal use and utilisation of the existing road network and  Public-Private Partnership
full development of ROW by removing all impediments. Institutional Structure
 Expansion and restructuring of the existing network through  DDA – Delhi Development Authority
expressways, arterial roads, elevated distributors and relief
roads with a view to creating-alternate access ways and
reducing congestion on the existing roads to the extent
possible Urban Relief Roads are also to be identified to reduce
congestion as an additional or alternative link roads, wherever
possible.
 Planning of new road network in such a manner as to prevent
4-43
R ep ort on
Total
(Prices of Year)
possibilities of future congestion by modifying road sections to
accommodate road side parking, and space for widening,
expansion and provision of grade separators, etc.
 Planned and targeted expansion of the Metro-rail network.
 Expansion and strengthening /restructuring of the Ring Rail
System.
 Developing an integrated relationship between the road, rail
and metro-system to provide for seamless multi-modal
transport, through provision of additional stations, park and
ride facilities, introduction of single multi-modal ticketing, etc.
 Development of a comprehensive parking policy in line with
the broad aims of the Plan for transportation mentioned
earlier, including measures for linking new vehicle registration
with owner parking facilities.
 Establishment of a quick and efficient transport network
between the NCR and the NCT of Delhi.
 Provision of directional Goods and Passenger terminals with
adequate infrastructure.
 Provision of arrangements for by-pass of through National
Highway traffic without having to pass through the city.
 Review of the licensing policy and systems, and effective
arrangements for training of drivers / transport operators.
4-44
5 POSITIONING OF HMA AND FORMULATING
GROWTH SCENARIO
5.1 HMA IN THE INTERNATIONAL CONTEXT
Hyderabad is the 38th largest urban area1 in the world and the 22nd largest urban area among cities across the
Asian continent. The largest urban area in the world is Tokyo-Yokohama with a population of about 36.9
million. Although Hyderabad does not figure among the top cities globally, it is one of the most productive
cities in Asia- ranked 13 for overall GDP (US $40 bn) and 19 for per capita GDP (US $6,359) according to a
recent UN publication2. In terms of global competitiveness Hyderabad still lacks behind most of the large
economic centres of the world.
Figure 5-1: India Cities on Global Benchmark
5.2 GROWTH OF HMA VIS-A-VIS CHENNAI AND BENGALURU
Chennai and Bengaluru (at a distance of approximately 630 and 570 km by road) along with Hyderabad are the
three of the biggest cities not only in South India but in the entire country. The three cities together are also
known as the Golden Triangle for the advances made in the field of information technology and
communication3.
1
Demographia World Urban Areas: 8th Annual Edition: Version 2 (July 2012)
2
Table 3.4: Asia’s top 20 cities for gross domestic product, The State of Asian Cities 2010/11- United Nations Human Settlements
Programme (2010)
3
Gotsch, Peter; Prototypes of Corporate Urbanism (2009); Page 182
5-1
The metropolitan regions of the three cities extend to areas much beyond the city and of the three, Bengaluru
has the largest area at about 8,005 sqkm followed by Hyderabad at about 7,200 sqkm and lastly Chennai at
around 1,200 sqkm (there are proposals to review the extent of the Chennai Metropolitan Area and include
areas beyond the present jurisdiction). Bengaluru and Hyderabad are two of the largest metropolitan areas in
the country. Although the Chennai Metropolitan Area is much smaller in area than Hyderabad and Bengaluru-
in terms of population (2001), Chennai and Hyderabad were much closer at 7 million and 7.6 million
respectively, whereas the population of Bengaluru was about 6.1 million. Based on the master plan, it is
projected that the population of the Chennai Metropolitan Area will increase to 12.58 million by 2026 and
Bengaluru Metropolitan Area will increase to 12.2 million by 2025. The population of Hyderabad Metropolitan
Area is projected to reach about 12 million by 2021 and about 19 million by 20414.
In terms of urban agglomeration (which generally includes the municipal corporation area and all other
contiguous parts in the region as defined by the Census), the 2011 population of Chennai, Bengaluru, and
Hyderabad are 8.7 million, 8.5 million, and 7.7 million respectively – ranking fourth, fifth, and sixth nationally
The largest urban agglomerations in the country are Mumbai, Delhi, and Kolkata with populations of 18.4
million, 16.3 million, and 14.1 million respectively. Although Chennai and Bengaluru have traditionally been
big in terms of size and economic activity, Hyderabad has caught up with them in the last decade and a half
and is now regarded as an equal competitor-especially in the service sector. The per capita incomes of
Hyderabad, Chennai, and Bengaluru are $246, $267, and $255 respectively5. The district domestic product
(DDP) of the three cities and the districts covering the metropolitan area was compiled and it is observed that
economy of Bengaluru urban district is more than that of Hyderabad and Chennai put together and the per
capita income is 49% and 54% more than the per capita incomes of Hyderabad and Chennai respectively as
shown in Table 5-1. However at the metropolitan area level, economy of the districts covering HMA is 23%
more than the economy of the districts covering Bengaluru Metropolitan Area and 47% more than the
economy of the districts covering Chennai Metropolitan Area6.
Table 5-1: Economy of Hyderabad, Bengaluru, and Chennai
Net DDP of Urban District Net DDP of Districts Covering Metropolitan
Metropolis Per Capita Income (INR)
(INR Lakh) Area (INR Lakh)
Hyderabad 13,01,138 31,381 44,97,804
Bengaluru 32,28,424 46,614 36,54,760
Chennai 13,76,445 30,298 30,51,868
*2005/2006 Figures Used To Maintain Consistency; All Figures at 1999/2000 Prices
The three southern states of Andhra Pradesh, Tamil Nadu, and Karnataka together contribute about 21%-22%
to the net domestic product of the country (2011/12) as shown in Figure 5-2 - the contribution raises by
another 4% on the inclusion of Kerala and Pondicherry7. The contribution of Andhra Pradesh, Tamil Nadu, and
Karnataka has increased by about 1% since 2004/05. Apart from being home to diverse manufacturing and
industrial activities including textiles, automobiles, pharmaceuticals, and defence, South India is also
considered as the largest IT/ITeS cluster in the country with a 60% contribution to the entire revenue of the
4
Village level 2011 population figures are not yet released by Census, CMA population & Area Source: Draft Master Plan – II for Chennai
Metropolitan Area; HMA Population & Area Source: Compiled from PCA by CTS Project Team; BMR Population & Area Source: CTTP
Executive Summary &http://www.bmrda.kar.nic.in/
5
Exhibit 10, Page 20, India’s Urban Awakening: Building Inclusive cities, Sustaining Economic Growth, McKinsey Global Institute, April
2010
6
Net District Domestic Products 2005/2006 Accessed Online on 27th February 2013 at
http://planningcommission.nic.in/plans/stateplan/index.php?state=ssphdbody.htm
7 State Wise SDP- Ministry of Statistics and Programme Implementation , GoI,
5-2
industry in India and roughly 60% of the total 2.54 million IT/ITeS professionals of the country employed in
South India8.
An analysis of the available office space reveals that the three southern cities combined account for about
45% of India’s office space with an anticipated annual growth of about 8% for the 2012/16 period - lower than
the national growth rate of 11% thus reducing the share of the three southern cities to anywhere between
37%-40% by 20169.
Figure 5-2: State Contribution to All India NDP (2011/12)
The institute for Competitiveness, India10 which ranks cities annually on the basis of about 800 identified
parameters including physical infrastructure, financial condition, administration, human capacity,
demographics, income distribution, business incentives, and institutional support has ranked Hyderabad at
the fourth place only behind Delhi, Mumbai, and Chennai, and followed by Kolkata, Gurgaon, and Bangalore
for 2012 as shown in Table 5-2 . It can be observed that Hyderabad has gone up two ranks to the fourth place
since 2010, whereas Chennai (with port connectivity) and Bengaluru have ranked lower than what they were
in 2010. Except on intuitional infrastructure, Delhi and Mumbai are at least five points ahead of Chennai and
Hyderabad with the gap being the widest for incentives being provided to business (Hyderabad, Chennai,
Bangalore scoring 58,70, and 64 respectively whereas Delhi and Mumbai scoring 77 and 87 respectively).
However, all the three southern cities have scored around 62 for available physical infrastructure.
Table 5-2: Top Ten Competitive Cities in India
Rank-2010 Rank-2011 Rank-2012 City Overall Competitiveness Score
1 1 1 Delhi 69.73
3 2 2 Mumbai 67.86
2 5↓ 3↑ Chennai 62.32
6 8↓ 4↑ Hyderabad 61.78
5 7 5 Kolkata 61.46
13 6 6 Gurgaon 61.17
4 3↑ 7↓ Bangalore 61.10
17 11 8 Noida 60.41
8 4 9 Pune 59.85
7 9 10 Ahmedabad 58.04
8 Newspaper Report: Indian IT pros: Demand vs supply, Times of India dt. 23rd April, 2011; Accessed online on 25th February 2013:
http://articles.timesofindia.indiatimes.com/2011-04-23/job-trends/29459708_1_ites-industry-software-exports-global-economic-growth
9 Estate South-2012-Accelerating Growth, Analysing the Real Estate Footprint of South India by Jones Lang LaSalle; Accessed online on
25th February 2013: http://www.joneslanglasalle.co.in/ResearchLevel1/Estate_South_2012_Accelerating_Growth.pdf
10Reports & Publications by the Institute of Competitiveness, India can be accessed online at http://competitiveness.in/
5-3
5.3 GROWTH OF HMA VIS-À-VIS VIJAYAWADA AND VISAKAPATNAM
Hyderabad, along with Visakhapatnam and Vijayawada (both located close to sea ports) are the three largest
cities in the state of Andhra Pradesh. Although not comparable to Hyderabad Metropolitan Area and
Hyderabad City, Visakhapatnam and Vijayawada (Krishna District) at distances of about 300 kms and 600 kms
from Hyderabad, are important clusters with significant economic and industrial activity. Of the total 303
industrial parks (APIIC) in the state, the districts of Visakhapatnam and Krishna have 33 and 19 respectively.
Visakhapatnam and Vijayawada have emerged as alternate locations for companies in the IT/ITeS industry
with six IT SEZ’s approved in Visakhapatnam and two IT SEZ’s in Krishna District. Apart from the six approved
IT/ITeS SEZ’s in Visakhapatnam six more SEZ’s for other industries under approval will take the total number of
SEZ’s in the district to 12- only behind Rangareddy District which has 50 SEZ’s (39 of which are IT/ITeS
related)11.
The population of Hyderabad, Visakhapatnam and Vijayawada recorded as per Census 2011 are 6.8 million,
1.7 million and 1 million with annual growth rates of 2%, 6% and 2% between 2001 and 2011 respectively.
With respect to the size of the economy, as mentioned earlier in this report, Hyderabad district represents
about 9% of the state’s economy and Hyderabad + Rangareddy District combined represent about 17%,
whereas the share of Visakhapatnam District and Krishna District is 7% and 6% respectively. In terms of
growth rate, Districts covering Hyderabad have grown at around 13% to 14% annually between 2004/05 and
2009/10 whereas Visakhapatnam and Krishna Districts have grown at 5% and 9% respectively during the same
period.
In terms of sectoral contribution of the districts covering the three regions-the service sector represents over
50% of the economy of HMA, Visakhapatnam Metropolitan Region (VMR), and Vijayawada, Guntur, Tenali and
Mangalagiri Urban Development Area (VGTM). It can be observed from the Figure 5-3 that the agriculture
sector in the VGTM districts represents 34% of the total economy whereas it represents only 15% in HMA
districts and 22% in the districts covering VMR. Between VMR and VGTM the shift is primarily between
agriculture and the industry sector- which could be as a result of the presence of the industrial belt between
Visakhapatnam and Kakinada.
Figure 5-3: Sectoral Contribution to Economy
11
Presentation Titled “Public Private Partnership Projects & Special Economic Zones- A Case Study of Andhra Pradesh” by Andhra
Pradesh Industrial Infrastructure Corporation (APIIC)
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5.4 REGIONAL PROFILE OF HMA
There are a total of 21 urban agglomerations/towns with a population of over 1 lakh within the 200 km radius
from Hyderabad. Figure 5-4 below shows the UA’s/Town’s within the said radius from Hyderabad.
Figure 5-4: Map Showing Urban Agglomerations and Towns around Hyderabad
Apart from Hyderabad, there are 45 urban agglomerations or towns with a population of over 1 lakh in Andhra
Pradesh. The largest urban agglomerations/towns after Hyderabad in Andhra Pradesh are Visakhapatnam (M.
Corp) and Vijayawada with populations of 17.3 lakhs and 14.91 lakhs respectively. Other UA/towns with a
population of over 5 lakh include Warangal, Guntur, and Nellore with populations of 7.59 lakhs, 6.73 lakhs and
5.64 lakhs respectively as of 2011.
Among the Urban Agglomerations/towns with a population of over 1 Lakh in Andhra Pradesh, 15 of them fall
within a radius of 200 km. Of the 15, Warangal is the biggest urban agglomeration which grew at 31% to a
population of 7.59 lakh in 2011, and the smallest urban agglomeration is Jagityal in Karimnagar District which
grew by 22% between 2001 and 2011 to a population of 1.03 lakh. The average growth of these 15
UA’s/Towns is 27%. In terms of growth percentage Siddipet has recorded the highest growth of 50% to reach a
population 2,10,143 by 2011. Apart from Hyderabad and Warangal there are seven UA’s/town’s with a
population above 2 lakhs and seven UA’s/town’s with a population between 1 lakh and 2 lakhs.
Table 5-3: Urban Agglomerations/Towns in Andhra Pradesh within 200 Kms from Hyderabad
Urban Agglomeration Population(2001) Population(2011) Change Growth
Hyderabad UA 57,42,036 77,49,334 20,07,298 35%
Warangal UA 5,79,216 7,59,594 1,80,378 31%
Kurnool UA 3,42,973 4,78,124 1,35,151 39%
Nizamabad (M Corp.) 2,88,722 3,10,467 21,745 8%
Karimnagar UA 2,18,302 2,99,660 81,358 37%
Khammam UA 1,98,620 2,62,309 63,689 32%
Ramagundam UA 2,37,686 2,52,261 14,575 6%
Nandyal UA 1,57,120 2,11,787 54,667 35%
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Urban Agglomeration Population(2001) Population(2011) Change Growth

Mahbubnagar UA 1,39,662 2,10,143 70,481 50%
Mancherial UA 1,18,195 1,63,875 45,680 39%
Nalgonda UA 1,11,380 1,53,736 42,356 38%
Narasaraopet UA 95,349 1,17,568 22,219 23%
Siddipet UA 93,999 1,13,893 19,894 21%
Suryapet UA 94,585 1,06,524 11,939 13%
Miryalaguda UA 91,359 1,04,956 13,597 15%
Jagtial UA 85,521 1,03,962 18,441 22%
Total (Incl. Hyderabad) 85,94,725 1,13,98,193 28,03,468 33%
Total (Excl. Hyderabad) 28,52,689 36,48,859 7,96,170 28%
The other UA’s/Towns within the 200 km radius but outside of Andhra Pradesh are Bidar, Gulbarga, and
Raichur in Karnataka, and Latur, Udgir, and Nanded-Waghala in Maharashtra. Of these UA’s/Town’s, Nanded
Waghala in Maharashtra is the biggest town with a population of 5.5 lakh and recording a growth of 28%
between 2001 and 2011. Gulbarga in Karnataka also recorded a similar population (5.41 Lakh) and growth
(26%) between 2001 and 2011.
Table 5-4: Urban Agglomerations/Towns Outside Andhra Pradesh within 200 Kms from Hyderabad
State Name of UA/Town Population (2001) Population (2011) Growth Growth Percentage
Maharashtra Nanded-Waghala (M Corp.) 4,30,733 5,50,564 1,19,831 28%
Karnataka Gulbarga UA 4,30,265 5,41,617 1,11,352 26%
Maharashtra Latur (M Cl) 2,99,985 3,82,754 82,769 28%
Karnataka Raichur (CMC) 2,07,421 2,32,456 25,035 12%
Karnataka Bidar UA 1,74,257 2,13,593 39,336 23%
Maharashtra Udgir (M Cl) 91,933 1,04,063 12,130 13%
Karnataka Total 8,11,943 9,87,666 1,75,723 22%
Maharashtra Total 8,22,651 10,37,381 2,14,730 26%
Total 16,34,594 20,25,047 3,90,453 24%
Figure 5-5: Growth Recorded Between 2001-2011 in UA’s/Town’s Near Hyderabad
The average growth recorded in all the UA’s/Town’s within the 200 km of Hyderabad is 26% as shown in
Figure 5-5. Within the 200 km radius there is no urban agglomeration or town that is comparable to
Hyderabad either in terms of spatial extents, population, function or even character. Hyderabad here is the
only major urban centre in the region and state. The other two largest cities in Andhra Pradesh namely
Visakhapatnam and Vijayawada, as mentioned earlier, have recorded populations of less than 20 lakhs in
2011. Both these cities are important centres for industrial and commercial activity but their spatial growth is
restricted by the presence of natural barriers. The closest UA that can be compared to Hyderabad is Pune with
a population of 50.5 lakhs in 2011 and a similar growth of 34.28% over its 2001 population. Pune, like
5-6
Hyderabad, is also an important centre for information technology sector, and its growth can also be
attributed to its geographical proximity to Mumbai.
5.5 GROWTH DIMENSIONS AND VIEWS
CTS for HMA study has a 30 year planning period, with 2041 as the horizon year. HMA is expected to
experience profound and complex changes in the next 30 years. Transport investment decisions should be
based on the resiliency and robustness of projects to meet several potential futures rather than being solely
justified on one, somewhat uncertain future. This will facilitate future planning deliberations that might have
been constrained if infrastructure investments were founded on a single land use forecast that may be subject
to change. The profound changes and investments that are contemplated to be required in the HMA, to
address the huge infrastructure, housing and social amenity deficits and economic growth prospects, are far
beyond historical experience.
Hyderabad could easily be labelled as one of the most complex and challenging cities to manage and plan. The
growth of any area or region can be viewed through several parameters-important of them being population,
economy and resultant employment. In the base year (2011), the population and employment of the study
area is estimated to be 9.4 million and 3.2 million respectively. The combined economy of the five HMA
districts together represents about 29% of the entire states’ economy (2009/10). CTS for HMA study has a 30
year planning period, with 2041 as the horizon year. HMA is expected to experience profound and complex
changes by the horizon year. Based on past and present trends, and other factors including overall shares, it is
projected that the population of the study area will double to about 19 million in the next three decades. It
implicitly considers growth potential of the major urban centres around HMA through overall urbanization
trend analysis of state as a whole. During the same period the total workforce is likely to increase by about 2.5
times to about 7.7 million at a workforce participation of about 40% - supported by similar growth in the size
of the economy.
In view of such an increase in the population and employment it is imperative that spatial distribution of this
growth will have to be quantified and due to the unpredictable nature of the growth and the long term future
of the urban form of the HMA, any attempt to forecast a single long term future is both unrealistic and might
lead to formulation of transportation strategies that are too rigid and would not be responsive to the
dynamics of shifting patterns and priorities of urban growth and investments. Hence, with the agreement of
the various stakeholders involved in the study it is decided to propose multiple options of where the growth in
the future decades is likely to happen. This strategy of planning for HMA that could have several futures
should be viewed as an important part of transportation strategy formulation.
The first scenario is based on the past trends observed and the second scenario is based on the assumption
that growth as envisioned in the various master plans being implemented in the study area will occur. It is to
be noted that infrastructure (especially transport) is and will continue to be the key component to fuel the
growth of any city. In other words transport and its related infrastructure should not be or viewed to be a
hindrance to the economic progress of Hyderabad Metropolitan Area. Transport, rather, should aid and abet
any such growth. Based on this perspective, the second and third growth scenarios envisaged are based on an
array of transport and transit related options which are likely to drive the growth. The three growth scenarios
will be described in detail in the following sections of this report.
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5.6 GROWTH SCENARIO FOR HMA-2041
Population and Employment have been estimated at the HMA level using different methods. For forecasting
population of HMA and its constituents to the horizon year (2041) two approaches are adopted. The first
approach is by using ratio method and the second approach is by time series/ Trend based projections. The
ratio method involves the projection of population based on the shift in shares of the study area population to
the five districts combined (Hyderabad, Rangareddy, Medak, Nalgonda, and Mahabubnagar), and also overall
state population. The trend method involves projecting population based on past trends (1991-2001, 1991-
2011, and 2001-2011). Alternatively, population is also projected considering the urban and rural population
separately based on past trends. The range of population projected at the HMA level for the horizon year is
between 15 million and 22 million. An intermediate figure, in between the low and high projection, of 19
million (Medium Scenario) is adopted for the purpose of developing long term transport strategies and
distribution of this population at the disaggregate levels.
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 34%. It is further
anticipated that the workforce participation will increase to 40% by the horizon year 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 7.7
million. Both the population figures and workforce participation rates have been previously concurred by
UMTA and the same are being employed for further distribution/allocation of population and employment to
the clusters and traffic zones. While population and employment estimates at HMA level has been agreed for
planning purpose, it is important to develop various plausible population and employment distribution
scenario as study area is vast and opportunities for locating residential and employment centres could be
plenty.
Accordingly, as described in the previous section, four possible growth scenarios (for the distribution of
population and employment) are envisioned for the study area:
 First based on past trends,
 Second based on master plan stipulations, and
 the third and fourth based on land use and transport related options.
The first scenario (Trend Based) assumes that population and employment distribution will be based on past
growth trends observed. The second scenario (Master Plan) involves distribution of population and
employment based on the various master plans in HMA (Core Area, Rest of HUDA area, and Extended HMA).
The third and fourth scenarios involve distribution of population and employment based on appropriate
weightages given to factors such as availability of land for development and accessibility by various modes of
transit and transport. The distribution of population and employment is carried out for both the proposed
networks (N2 and N3)-details of which will be elaborated in Chapter 7.
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6 FORMULATING CONCEPT LANDUSE AND
TRANSPORT OPTIONS
6.1 PROPOSITIONS AND OPTIONS
The study area (HMA) has been divided into four regions representing the historical evolution of HMA:
 Erstwhile MCH;
 Rest of GHMC and areas within the Growth Corridor (ORR);
 Growth Corridor of the Outer Ring Road; and
 Areas beyond the growth corridor and within the HMA Boundary.
The growth has followed a radial pattern that also influences the travel demand and desire lines. At more
disaggregate level HMA is divided into 695 TAZs, having a mean area of about 1,000 hectares and mean
population of about 14,000 persons. Such level of disaggregation is necessary for detailed model
development. However, for evaluating strategic options, it is considered appropriate to have smaller number
of ‘clusters’ each covering a group of TAZ’s.
In the initial stages of the exercise, the study area was divided into a total 11 clusters based only the pattern
of the national highways. Later, this was modified to take into account the major developments (larger
residential locations and major employment generators) along the highways, and planned transit lines. In the
present scenario a total of 21 clusters (Figure 6-1) were formed by the grouping of TAZ’s based on the criteria
mentioned above (developments and employment). Although the erstwhile MCH area is retained as a single
cluster, the remaining three regions are subdivided into 20 clusters.
Figure 6-1: Map showing Considered Clusters in HMA
6-1
6.2 CONCEPTUALISING TRANSPORTATION PLAN– SOME KEY CONSIDERATIONS

6.2.1 Need for Visionary but Practical Strategy
The comprehensive transportation study for the HMA attempts to measure and analyse the region over the
last 20 years, particularly how the metropolitan area is functioning presently from a transportation and land
use perspective. The study objectives require that an assessment of transportation demand and land use be
made for, what is termed as, the short (10 year), medium (20 year) and long (30 year) term time frames.
Twenty years ago the population of the region was 5.8 million, which is now (2011) about 9.4 million; it is
expected to grow to 19.5 million by 2041. Over the last 10 years, the number of cars and two wheelers
increased from 0.80 million to over 2.5 million and is expected to reach 9.9 million by 2041 (estimated based
on trend). While the travel demands have been growing exponentially, investment for the expansion of
transportation infrastructure has not kept pace with it with the deteriorating levels of service.
In the next 30 years HMA simply cannot repeat its last quarter century- the social and economic losses and
environmental impacts will be too great. Unfortunately, the Region has to deal with a legend of neglect and
cumulative deficits, while at the same time, accommodating huge growth. This requires focused
determination, perseverance and commitment from all public agencies, private sector and the public at large.
Fortunately there exists a great spirit of optimism and confidence, that India in general and Hyderabad in
particular, have entered into an era of sustained economic growth, and that with efficient planning and
management, these transportation challenges can be met. Some have suggested that the present institutional
capacity to deliver transportation improvements is more of a constraint than actual funding/resource
availability to implement the projects.
One note of caution while forecasting scenarios, can be well reflected through the statement made by a writer
in the 1800’s - “no matter how carefully you measure the behavioural characteristics of people today, the
assumption that this will still hold in the future is by no means certain”. However, people have a tendency to
respond more quickly to change than we would ever expect. Another more recent saying perhaps
encapsulates the challenge in Mumbai “The best way to predict the future is to invent it yourself”. In many
respects this is one of the goals of the CTS for HMA study.
6.2.2 Balanced Transportation
Unless the supply of fuel to power private modes is exhausted, the continued growth in private travel appears
inevitable. Many people in HMA enjoy the freedom and comfort of private transport and the automobile and
oil industries are powerful forces in promoting private travel. A key long term transportation strategy should
be “to achieve balanced, integrated and sustainable public/private transportation systems to meet the
aspirations of the public for freedom and convenience of travel”.
This strategy may be viewed as being in conflict with a “Public Transport First Policy” but it is the nature of
goals and objectives for large and complex urban regions. They are often conflicting and need a balancing and
compromising management approach to trade-off the positives and negatives. For instance, it is likely to
translate into differently balanced transport systems in the older and more dense/congested areas of the
Region compared to the outer areas which can be designed for higher levels of private vehicle ownership. This
will enable individuals to make their choice on the living and working lifestyles that best suits their values and
aspirations. Providing choices is the objective of CTS for HMA study. The key question is, however, how much
choice can society afford in urban transportation?
6-2
6.2.3 Need for Hierarchical Transport Network
The inventory of road network collected for the base year (2011) indicate that, there is clear absence of
hierarchical system of road system to cater for the varied travel needs. High traffic volumes have been
observed on local streets compared to arterial roads in number of locations. In some locations continuity of
corridors is absent. There is a need for hierarchical road system so that, traffic operating conditions can be
improved.
Keeping in view the main requirement of encouraging mass transit system, the existing railway network is to
be exploited to introduce as many suburban services/ MMTS as feasible, without affecting the regional rail
requirements. The estimated flows indicate that suburban/ MMTS system alone cannot satisfy the total public
transit demand. For this purpose Metro systems need be introduced on all those areas, which have not been
catered to so far. Besides, it is also necessary to supplement the public transport with Bus transit, on lanes
reserved for them to increase their carrying capacity and productivity. The approach is to make use of the
proposed higher order highway network to accommodate lower capacity transit technologies/ systems like
Bus Rapid Transport System (BRTS), Exclusive Bus Lanes (EBL) and Light rail.
Fully access controlled freeway system (higher order road transport network) for long distance inter-city and
sub-regional traffic, major arterial system for intra city and intra sub-regions traffic, and sub arterials and local
road network for neighbourhood requirements are also needed.
Transport network for the horizon year (2041) travel needs has been conceptualized keeping in mind all the
above discussed aspects contextual to HMA, so that the proposed transport network is resilient to the various
growth scenarios.
The type of network evolved is in accordance with the policies of NUTP to satisfy short distance as well as long
distance needs, such as given under:
(a) Exploiting suburban/MMTS Rail systems to available extent, since they are the most extensively used system for
commuting purposes;
(b) Making use of the already committed Rail, Metro, and other projects to develop new extensions;
(c) Developing alternative Mass Transit corridors in areas not accessible by suburban/MMTS rail system in the form of
Metro rail (mostly on at-grade);
(d) Designating BRTS on Expressway network for regional interconnections;
(e) Developing major arterial system to supplement Expressway system in serving sub regional level activities;
(f) Identifying road corridor which can act as by–passes for Regional traffic; and
(g) Identifying potential Truck corridors within Region.
In addition there is a need to provide access to Bus, Rail, Port and Airport terminals. The proposed network
system has been suitably integrated to achieve this objective.
6.2.4 Conceptualising Future Transport Plans
Planning for an urban region, which in the next 30 years needs to double its living and working floor space
along with the infrastructure to support such growth, requires a combination of insight, perception,
knowledge, fortitude, faith, realism, vision, creativity and imagination. An appreciation of the risks and
benefits of decisions that need to be taken now and how the planning can respond to changing circumstances
that will inevitable happen. If the forecasts and expectations used in CTS for HMA study are not realized, there
is a good probability that the errors will be in time rather than in quantity. To repeat an earlier statement, we
6-3
are in a phase of reinventing Hyderabad and conceptualizing the future or, more correctly, the futures, which
is a key part of that process.
The strategic transportation network, that is likely to be needed to accommodate land development
strategies, is often an initial, critical and judgmental step in the transport planning process. Typically, the
development of transport networks includes an assessment of various transportation proposals that are on
the “drawing board” or are contained in various historical studies and reports, or are sanctioned. Many of
these projects reflect considerable intellectual capital and knowledge, extending back many years. The 30 year
time frame for CTS study and the assessment of the population growth of the Region to 19.5 million does,
however, contemplate horizons that have not been examined in previous transport or land-use planning
studies. It has, therefore, been considered appropriate to “blue sky” transport concept plans that, at the very
least, replicate the existing transportation services available to the citizens of the region. Such a constrained
option would, however, not achieve the necessary improvements to the level and quality of service provided
by the existing transport facilities, which are so clearly inadequate. Therefore, it has been considered
necessary to seek long term transport strategies that achieve quantum improvements in service levels, if
Hyderabad is to realize the goal of transforming the Hyderabad urban conurbation into a world class city with
a vibrant economy. As already stated, this goal forms the basis for conceptualising regional development and
related transportation strategies. Figure 6-2 illustrates a few of the major developments and opportunities for
greenfield expansion that have been considered in previous studies and CTS study.
The other major concept that the study envisions is the development of growth centres around major transit
stations/ nodes. These growth centres are planned to be developed based on the concept of transit oriented
development or nodal development. The potential growth centres are identified in all areas up to the ORR
growth corridor. The urban nodes and urban centres as proposed in the recently approved master plan for the
extended area of HMA have been retained as growth centres. These potential growth centres are categorised
based on the location and their likely influence. A total of 94 growth centres have been identified all through
HMA, of which 11 lie in the Core, 23 in the intermediate clusters (Clusters 2-6), 8 in the ORR Growth Corridor
(Clusters 7-11) and 52 in the rest of HMA clusters (Clusters 12-21). The future land use as proposed in the
various master plans that are currently being enforced (including the master plan for the extended area) has
been retained as well. The proposed land use is compiled from different master plans and used to develop the
network plans for the study.
There are many other projects and wide ranging urban redevelopment intensifications that are taking place or
being planned throughout the HMA. These are adding to urban travel demands and have been provided for in
the demand forecasting process. A reasonable starting benchmark for whole of the region might be
maintaining of a similar level of transport service, which is currently being planned in the Greater Hyderabad
through the on-going Phase I metro network. A further consideration in conceptualizing long term transport
plan for HMA is the scale and balance of transport networks that have been built in large successful urban
communities across the world.
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Figure 6-2: Major Developments and Opportunities for Greenfield Expansion
6.3 TRANSPORT NETWORK AND SYSTEMS FOR EVALUATION

6.3.1 Base Year (2011) Transport Network
The base year transport network (Road/ Highway and sub-urban rail/MMTS) of the study area has been
developed based on the road and rail network inventory surveys. A road network of around 4,900 km and sub-
urban rail/ MMTS network of around 100 km (54 km of suburban and 46 km of MMTS) has been considered
for the base year transport network.
The surveyed network is referred in terms of nodes and links. In case of rail network, stations become the
nodes. However, several ornamental nodes are introduced between two railway stations to retain the
approximate alignment of the network. In case of highway network, intersections (both major and minor) and
bus stops form the regular nodes. However, to replicate the ground reality, several ornamental nodes are
introduced. The details of node coding used in developing the transport network are presented in Chapter 2 of
this report.
The latest data (Year 2010-11) on bus routes, frequencies, fare, etc., operated by APSRTC in the study area
have been collected from the APSRTC and coded in the base year transport network. Similarly, information on
line-wise frequency of trains, fares, etc., on Suburban and MMTS has been compiled from latest railway time
tables.
6-5
6.3.2 COMMITTED/APPROVED/PROGRAMMED/PLANNED PROJECTS
Starting point for developing the horizon year (2041) transport network is the base year (2011) transport
network. In HMA, the planning authorities are active in planning the required transport network for future
demands. Several studies have been carried out for identifying and prioritizing the transport corridors in HMA.
The major projects which are under active implementation/ progress are as follows:
a) Capacity enhancements to sub-urban rail/ MMTS;
b) Phase I Metro system under construction (72 km) proposals in Greater Hyderabad;
c) Phase II MMTS corridors (55 km); and
d) Ongoing construction of ORR and some radial roads.
6.3.3 Conceptual Transit and Highway Networks
Prima facie, existing transport network of HMA, even with additional capacity from committed transport
projects as discussed above is not sufficient to satisfy the horizon year travel demand. In addition, there are
now major development projects under active consideration like growth centres, townships, etc. These need
to be connected with fast and mast transport linkages. Hence, in addition to the above, as part of CTS study
Metro system has been extended in to the region, higher order road transport network and major arterial
roads have been proposed to satisfy the horizon period travel demand, including that of new greenfield land
developments, intensification of existing urban areas, connectivity to major development initiatives such as
the Hitech City, International airport in Shamshabad, proposed growth centres, etc. Conceptual metro and
higher order highway expansions are presented in Figure 6-3.
Figure 6-3: Conceptual Progressive Expansion of Transit Network and Higher Order Highway Corridors
Conceptual progressive expansion of transit network is shown in Figure 6-4. Prime catchment areas (which are
located within 1 km on either side of transit lines) for the proposed transit corridors is shown in Figure 6-6
which illustrates promotion of transit oriented development and accessibility by NMT modes. In the
peripheral areas, local centres have been proposed basically along the radial road corridors (Figure 6-7).
6-6
Figure 6-4: Conceptual Progressive Expansion of Transit Network
Figure 6-5: Longer Term Transit Oriented Growth Centres and Prime Catchment Areas
6-7
Figure 6-6: Longer Term Transit Oriented Growth Centres and Peripheral Road Focussed Local Centres
HMDA has implemented the Outer Ring Road (ORR) which is about 160 km length and this is expected to
function as bypass of the inter-city traffic in short and medium term and in the long term it would act as
bypass for sub-regional movements within HMA in addition to acting as a bypass for inter-city traffic. A need
for intermediate ring road in between inner ring road and outer ring road is felt, which needs to be taken into
consideration while developing the transport network for the horizon year. Further, along with the objective
of comfortable travel by public transport (MMTS/Train, metro and bus), there exists a need for extending the
MMTS rail and metro system in the rest of the region and proposing a higher order road network on which
dedicated bus operations can be carried out. Access controlled higher order transport network, along with
supporting arterial system which links it to the major commercial and residential areas, also help in more
efficient movement of private and goods vehicles. Figure 6-7 present the conceptual Multi-modal and arterial
hierarchical network concept within ORR and Figure 6-8 presents long term road network concept plan for
HMA.
6-8
Figure 6-7: Longer Term Multi-Modal and Arterial Hierarchical Network Concept
Figure 6-8: Longer Term Road Network Concept Plan
6-9
As already discussed in the previous sections, transport network for the horizon year 2041 travel needs, has
been prepared keeping in mind several basic and functional aspects so that the proposed transport network is
resilient to the various growth scenarios.
6.4 CONCEPT LANDUSE & NETWORK PLANS
The base year 2011 transport network comprises 5,218 km of road network and 100 km of transit network
including MMTS (46 km) and Suburban rail (54 km). Only completed segments of Outer Ring Road (ORR) are
considered in the base year road network. The completed segments (2011) are as follows from southeast
interchange (Pedda Amberpet) to northwest interchange (Patancheru):
 Pedda Amberpet to Shamshabad – 38 km
 Shamshabad to Gachibowli – 22 km
 Narsingi to Patancheru – 24 km
Forecasting the future growth of HMA, three alternate road network plans are evolved for the horizon year
2041 with the following premises/ hypothesis:
a) Committed Network: Scenario N1: Committed Network : Base year transport network (2011) + ongoing construction
projects (ORR and metro); and
b) Expansion of Transit Corridors and Limited Highway Expansions: Scenario N2: Proposed Potential Network: Base
year transport network (2011) + ongoing construction projects (ORR and metro) + proposed MMTS Phase II,
proposed potential public transport corridors, radial and intermediate ring road, etc. have been considered; and
c) Expansion of Transit Corridors and Highway Expansions with Hierarchical Road System: Scenario N3: Scenario N2
Transport Network + Hierarchical Road Network (Missing links, widening of existing roads, etc.).
Road network plan N1 comprises of 5,443 km of road network including base year road network and the
under construction segments of outer ring road. The committed segments are as follows from northwest
interchange (Patancheru) to southeast interchange (Pedda Amberpet):
 Patancheru to Shamirpet – 38 km
 Shamirpet to Pedda Amberpet – 33 km
Under construction metro rail is also included in the road network plan N1. It is pertinent to mention here
that, N1 network shall be used only for the analysis of “Do Minimum” scenario in the Economic Evaluation of
the proposed transport plans. Whereas the N2 and N3 transport network shall be used while developing the
alternative scenarios for further analysis and shortlisting of the scenarios. The details are presented in Chapter
8.
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Figure 6-9: Map showing Road network plan N1
6.4.1 Concept Road Network Plan N2
The study area is well connected by three national highways and five state highways with an existing inner ring
road (IRR) and proposed outer ring road (ORR) forming a radial-ring road pattern.
In addition to the above N1 network, N2 network plan contains the 33 radial roads proposed in the HUDA
master plan connecting from inner ring road to outer ring road. These radial roads are identified to ensure
better connectivity to the outer ring road. Also, an intermediate ring road of 108 km is proposed in between
inner ring road and outer ring road. The proposed road completes a ring starting and ending on ORR. The ring
road is divided into two corridors near Medak road, Bachupally considering the availability of ROW. The
proposed ring road passes through the peripheral areas of GHMC where the new development is expected to
happen in the near future. These three ring roads form concentric circles that connect major roads radiating
outwardly from the centre of the city. Radial roads connecting from IRR to ORR are presented in Table 6-1.
Map showing Road Network Plan N2 is presented in Figure 6-10.
Table 6-1: Radial Roads from IRR to ORR
Radial Road No. Starting Point on IRR Ending point at ORR Length (km)
R.R.No.1 Aramghar Kishanghad 10.11
R.R.No.2 ANG Ranga Agr. University Himayat Sagar 6.23
R.R.No.3 Rethibowli Junction A.P.Police Academy 5.97
R.R.No.4 Cantonment 'Y' Jn. At Langar House Gandipet T Junction 10.37
R.R.No.5 Shaikpet Kotapet 5.66
R.R.No.6 Nanal Nagar Junction HCU Depot 23.36
R.R.No.7 Panjagutta (Tellapur) Edulanagulapally 14.8
R.R.No.8 Moosapet BHEL in (IRR Jn on NH-9) 9.81
R.R.No.9 Panjagutta Muttangi(NH-9) 22.48
6-11
Radial Road No. Starting Point on IRR Ending point at ORR Length (km)
R.R.No.10 Paradise Jn. (Via Bowenpally Junction) Godrej Y Junction 8.49
R.R.No.11 Balanagar Saragudem 15.55
R.R.No.12 Tadban Kandla Kooi (NH-7) 15.71
R.R.No.13 Cantonment Jn. (Sec'bad) Old Alwal 10.01
R.R.No.14 Patny Junction Thummukunta 18.77
R.R.No.15 Mettuguda Yadgiripally Jn. 18.86
R.R.No.16 Tarnaka Near to Cherial X Road 16.64
R.R.No.17 Habsiguda Cherlapally 15.1
R.R.No.18 Survey of India Mazneerguda Rly 14.28
R.R.No.19 Uppal Junction Annojiguda 12.91
R.R.No.20 Nagole Bridge Singaram 12.39
R.R.No.21 Nagole Bridge Gourelly 11.99
R.R.No.22 Nagole Junction Gourelly X Road 6.28
R.R.No.23 Mansoorabad Thattiannaaram X Road 14.98
R.R.No.24 L.B.Nagar Tohas(NH-9,H-V) 12.25
R.R.No.25 Biramalguda Manneguda 13.77
Kanchanbagh
R.R.No.26 (Kharmanghat Jn) Nadargul (Adibatla) 13.6
R.R.No.27 Midhani Junction Near to Pungulur 13.08
R.R.No.28 Chandrayangutta Srinagar 14.93
R.R.No.29 Laxmiguda X Roads Mamidipally 7.99
R.R.No.30 HCU Depot Near to Vattinagulapally 8.25
R.R.No.31 Taranagar Davaraguda 7.19
R.R.No.32 Nizampet X Road Near to Kazipalle 7.11
R.R.No.33 Extension Financial District Road to Kokapet 5.02
Source: HMDA
Transit Concept Plan
The study area is served by road based bus transport system and rail based (MMTS, Suburban) transport
system. The following Table 6-2 shows the list of transit corridors considered for the horizon year 2041.
Table 6-2: Summary of transit network for 2041
Sl. No. Component Network Length
1 Committed Metro Corridors 72 km
2 MMTS Phase II (including 60km of suburban) 100 km
3 Potential PT Corridors I 239 km
4 Potential PT Corridors II 100 km
Hyderabad metro rail (under construction) covers a total distance of 72 km along three corridors. MMTS
Phase II proposals (GoAP) planned to increase the capacities by providing additional rail infrastructure. Apart
from the above proposals, transit metro corridors are planned to extend on busy corridors (Potential PT
Corridors I). Moreover, metro is further extended over intermediate ring road to develop a higher order multi-
modal transit corridor sharing the same right of way. Map showing Transit Network Plan N2 is presented in
Figure 6-11. Map showing Road and Transit Network Plan N2 is presented in Figure 6-12.
Table 6-3: Proposed Metro Corridors
Sl. No. Type Metro Corridor Name Length (km)
1 Metro Committed MC1 LB Nagar - Miyapur 28.60
2 Metro Committed MC2 JBS-Falaknuma 14.40
3 Metro Committed MC3 Shilparamam-Nagole 26.11
4 PT Corridors I MC4 Tarnaka-Keesara-ORR 18.23
5 PT Corridors I MC5 Uppal-Ghatkesar 14.06
6 PT Corridors I MC6 BharathNagar-Dundigal ORR 18.48
7 PT Corridors I MC7 Jubilee-Shamirpet 19.19
8 PT Corridors I, II MC8 HitechCity-Shamshabad 36.59
9 PT Corridors I MC9 Nagole-Banglaguda 26.26
10 PT Corridors I, II MC10 Gopannapalli-Bollaram 31.76
11 PT Corridors I MC11 Lakdikapool-Isnapur 36.26
6-12
Sl. No. Type Metro Corridor Name Length (km)

12 PT Corridors II MC12 Bollaram-Narapalli 21.05
13 PT Corridors I MC13 HitechCity-Kazipally ORR 13.07
14 PT Corridors I MC14 Malakpet-Kongarakalan ORR 21.11
15 PT Corridors II MC15 Narapalli-Shamshabad 28.89
16 PT Corridors I MC16 Shaikpet-Kollur ORR 20.85
17 PT Corridors I MC17 BHEL-Abdullapurmet 19.19
18 PT Corridors I MC18 Jubilee-Shamshabad 14.12
6-13
Figure 6-10: Network (Road) for Horizon Year 2041: Network Scenario N2: Proposed
6-14
Figure 6-11: Network (Transit) for Horizon Year 2041: Network Scenario N2: Proposed
6-15
Figure 6-12: Network (Road and Transit) for Horizon Year 2041: Network Scenario N2: Proposed
6-16
6.4.2 Concept Network Plan N3
N3 network also called hierarchical network is planned to achieve the hierarchy of road system. The network
plan comprises of N2 network, selected major roads from extended area master plan including peripheral
regional ring road and the proposed intermediate regional ring road. The whole concept of considering the
master plan roads is to integrate with the identified urban growth pockets.
The road network is categorized and planned in such a manner to achieve the hierarchy of road system in
Hyderabad. All the rings and major radials are planned to be 8-lane roads expected to carry high volumes of
traffic at higher speeds. The entire road network is categorized into Arterials and collectors. The hierarchial
network comprises of 8-lane, 6-lane, 4-lane and 2-lane roads. Hierarchy network comprises of 782 km of 8-
lane, 1,302 km of 6-lane and 1,783 km of 4-lane roads.
Outer ring road, growth corridor roads, major roads with right-of-way 45m or more connecting the growth
pocket areas and the peripheral regional ring road (length-289 km and right-of-way 90 m) connecting through
various urban nodes and urban centres proposed in the extended area master plan are considered in the
network option N3. In addition to the above master plan roads, a 4-lane intermediate regional ring road
(length-219 km) is proposed to ensure better connectivity with the major radial roads. Map showing Road
Network Plan N3 is presented in Figure 6-13. Map showing Transit Network Plan N3 is presented in Figure
6-14. Map showing Road and Transit Network Plan N3 is presented in Figure 6-15.
6.4.3 Summary
A summary of road and transit proposals as discussed earlier in various concepts are summarized in Table 6-4.
Table 6-4: Summary of Proposed Network Plans
Network Length (km)
S. No. Component Scenario N1: Scenario N2: Proposed Scenario N3: Proposed
Committed Network Potential Network Potential Network
1 Base Road Network + Widening of existing 5, 442 km (about 5, 588 km (about 13,054 6, 617 km (about 26,777
roads and new roads 12,176 lane km) lane km) lane km)
2 Base Rail Network (MMTS & Suburban) MMTS: 100 km MMTS: 100 km MMTS: 100 km
3 Radial Roads (33 Nos.) 404 km 404 km
4 Proposed Intermediate Ring Road 107 km 107 km
5 Committed Metro Corridors (Phase I) 72 km 72 km 72 km
6 Phase II MMTS Corridors 55 km 55 km
7 Proposed Potential Public Transport 239 km 239 km
Corridors-A
Corridors-B
9 Intermediate Regional Ring Road 219 km
Note: In the future both MMTS as well as suburban rail shall be called as MMTS
6-17
6-18
6-19
6-20
6.4.4 Appreciation of present Land use proposal at Cluster Group
Currently MCH has its Master Plan for year 2021 and HUDA has upto year 2031. For the extended HMDA area,
draft master plan for the year 2031 is under notification. This section attempts to appreciate the present land
use proposals and its possible integration in developing a comprehensive land use scenario for year 2041 in
HMA. This is seen by superimposing proposed transport network (Road and transit) on land use.
For the purpose of the study and macro level appreciation, 21 clusters have been grouped into 10 Cluster
Groups. Cluster 1 and clusters 2-6 are retained as before whereas the growth corridor clusters (7-11) and
clusters beyond growth corridor (12-21) have been grouped into four regions (Cluster group 7-10).
Cluster 1 is the core area (erstwhile MCH) and is densely populated part of the Hyderabad metropolitan area.
Land use Proposals 2031 (Erstwhile MCH Master plan) for Cluster 1 is presented in Table 6-5. Map showing
Cluster 1 proposed land use with N3 Network is presented in Figure 6-16. According to the master plan, the
proposed residential use is 46.05%. The proposed usage under public and semi-public zone is 10.10% and
makes a total of 14.84% including 4.83% of defence area. A total area of 8.8 sqkm constituting 5.10% has been
proposed under Multipurpose use zone. As per master plan, this zone comprises the existing mixed
development areas, commercial hubs, residential, commercial and public and semi-public usages. Including
rocks and hillocks a total of 12.7 sq.km constituting 7.36% of total area has been proposed under Open spaces,
parks and playgrounds. A total area of 20.52 sq.km constituting 11.49% has been proposed under
transportation land use category.
Table 6-5: Land use Proposals 2031 (Erstwhile MCH Master plan)
Sl. No. Land Use Area in Sq.km %
1 Residential 79.48 46.05
2 Commercial 9.49 5.5
3 Multiple use 8.80 5.10
4 Industrial (Including manufacturing, small scale, household, garages etc) 2.76 1.60
5 Public Semi public 17.43 10.10
6 Parks & Playgrounds, Recreation 12.70 7.36
7 Water Bodies (River, Lakes, Nalahs, Kuntas) 10.75 6.23
Transportation & Communication (Includes major Roads & Circulation, Airport, Bus
8 19.83
Stations/Depots, Rly Tracks/Stns, Excludes internal colony roads, streets, Pathways etc) 11.49
9 Special Reservations
(a) Burial Grounds Crematoria etc 3.00 1.74
(b) Defence 8.34 4.83
Total 172.59 100
6-21
Figure 6-16: Map showing Cluster 1 (MCH) proposed land use plan (Master Plan-MCH) with N3 Network
Cluster 2 is located towards north of cluster 1 extending its boundary up to ORR growth corridor and has an
area of about 145.87 sqkm. Parts of Alwal, Qutbullapur and Kukatpally municipalities are present in this
cluster. Cluster2 covers the major part of the Secunderabad cantonment area (23.98 sqkm) and is connected
to the core area by NH-44 (Bangalore-Nagpur Hwy). Two state highways (SH1, Karimnagar and SH6, Medak)
pass through this cluster. Figure 6-17 shows Cluster 2. This cluster is proposed with 56 km of 8-lane and 9 km
of 6-lane roads. The following Table 6-6 shows the HUDA proposed land use 2020 in cluster2.
Table 6-6: HUDA Proposed Land use 2020 in Cluster 2
Sl. No. Landuse Area sqkm %
1 Commercial 2.88 2.0%
2 Conservation 10.57 7.2%
3 Defense/Military (S2) 2.37 1.6%
4 Forest 6.84 4.7%
5 Manufacturing 7.65 5.2%
6 Multiple Use 6.57 4.5%
7 Open Space 11.80 8.1%
8 Public & Semi Public 6.79 4.6%
9 Residential 49.88 34.1%
10 Secunderabad Cantonment Area 23.98 16.4%
11 Special Reservation 0.02 0.0%
12 Traffic & Transportation 11.52 7.9%
13 Water Bodies 5.31 3.6%
Total 146.17 100.0%
6-22
Figure 6-17: Map showing Cluster 2 (North of MCH) proposed land use (as per HUDA Master Plan) with N3 Network
Cluster 3 is located towards northeast of cluster 1 extending its boundary up to growth corridor- ORR and has
an area of about 276.7 sqkm. The other part of Secunderabad cantonment (14.66 sqkm) is under cluster3.
Entire Malkajgiri, Kapra and parts of Uppal, Alwal municipalities are present in Cluster 3. This cluster is
connected to the core area by NH-163 (Warangal Hwy). Figure 6-18 shows Cluster 3. This covers 68 km of 8-
lane and 49 km of 6-lane roads. Below Table 6-7 shows the HUDA proposed land use 2020 in cluster 3.
Table 6-7: HUDA Proposed Land use 2020 in Cluster 3
Sl. No. Landuse Area Sqkm %
3 Forest 20.79 7.5%
6 Open Space 12.23 4.4%
7 Open Space Buffer (Around Waterbodies) 0.01 0.0%
10 Secunderabad Cantonment Area 14.66 5.3%
Total 277.69 100.0%
6-23
Figure 6-18: Map showing Cluster 3 (North-East of MCH) proposed land use (as per HUDA Master Plan) with N3
Network
Cluster 4 is located towards southeast of cluster 1 extending its boundary up to ORR growth corridor and has
an area of about 160.85 sqkm. Entire L.B. Nagar municipality is present in cluster4 and is connected to the
core area by NH-65 (Mumbai-Vijayawada Hwy) and Nagarjunasagar state highway, SH2. Cluster4 covers 51 km
of 8-lane and 13 km of 6-lane roads. Figure 6-19 shows Cluster 4. The following Table 6-8 shows the HUDA and
HADA 2021 proposed land use. General development promotion zone (GDPZ) from HADA master plan is
shown under multiple use landuse.
Table 6-8: HUDA and HADA Proposed Land use
3 Forest 9.63 5.8%
6 Open Space 7.55 4.5%
8 Recreational 1.06 0.6%
10 Residential (R1) 5.22 3.1%
11 Settlements 0.55 0.3%
Total 166.52 100.0%
6-24
Figure 6-19: Map showing Cluster 4 (South-East of MCH) proposed land use (as per HUDA Master Plan) with N3
Network
Cluster 5 is located towards south of cluster 1 extending its boundary up to ORR growth corridor and has an
area of about 156.85 sqkm. Major part of Rajendranagar municipality is present in cluster5 and is connected
to the core area by NH-44 (Bangalore-Nagpur Hwy), Srisailam state highway (SH5) and Vikarabad state
highway (SH4). Hyderabad international airport is found in this Cluster 5 (Figure 6-20). This cluster covers 50
km of 8-lane and 36 km of 6-lane roads. Table 6-9 shows the HUDA and HADA 2021 proposed land use in
cluster5.
Table 6-9: HUDA and HADA Proposed Land use
1 BioConservation (S3) 5.01 3.2%
5 Forest 3.16 2.0%
6 Heritage Bldgs & Precincts (S1) 0.04 0.0%
9 Open Space 11.42 7.2%
Total 157.56 100.0%
6-25
Figure 6-20: Map showing Cluster 5 (South of MCH) proposed land use (as per HUDA Master Plan) with N3 Network
Cluster 6 is located towards northwest of cluster1 extending its boundary up to growth corridor- ORR and has
an area of about 288 sqkm. Parts of Kukatpally, Qutbullapur, Patancheru and entire R.C.Puram,
Serilingampally municipalities are present in cluster6. Figure 6-21 shows Cluster 6. This cluster is connected to
the core area by NH-65 (Mumbai-Vijayawada Hwy). Cyberabad development area, global centre for
information technology is present in cluster6. This part of the Hyderabad metropolitan area has grown rapidly
in the past two decades. This cluster covers 117 km of 8-lane and 51 km of 6-lane roads. Table 6-10 shows the
HUDA proposed land use 2020 in cluster6.
Table 6-10: HUDA Proposed Land use – Cluster 6
1 BioConservation (S3) 2.31 0.8%
3 Commercial & Housing 3.47 1.2%
6 Forest 4.16 1.4%
9 Open Space 18.29 6.3%
Total 290.61 100.0%
6-26
Figure 6-21: Map showing Cluster 6 (North-West of MCH) proposed land use (as per HUDA Master Plan) with N3
Network
Cluster Group 7
Clusters 8, 13, 14 and 15 are located towards north-east of quadrant of HMA. These clusters have been
grouped to form Cluster Group 7 extending its boundary from ORR growth corridor (including) to HMA
boundary with an area of about 1,515 sqkm. Bhongir municipality is present in cluster group 7. Figure 6-22
shows Cluster Group 7. This cluster group covers 67.5 km of 8-lane and 282 km of 6-lane roads proposals.
Below Table 6-11 shows the land use distribution in Cluster Group 7.
Table 6-11: Proposed Land use-2031 (as per extended HMDA Area Master Plan): Cluster Group 7
4 Forest 92.07 6.1%
8 Natural Heritage (S4) 125.40 8.3%
9 Open Space 22.56 1.5%
10 Open Space Buffer (Around Water bodies) 41.13 2.7%
11 Peri-urban use 110.71 7.3%
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Total 1,513.79 100.0%
Figure 6-22: Map showing Cluster Group 7 proposed land use (as per Draft Master Plan for extended HMDA Area)
with N3 Network
Cluster Group 8
Clusters 9, 16 and 17 are located towards southeast quadrant of HMA. These clusters have been grouped to
form cluster group 8 extending its boundary from ORR growth corridor (including) to HMA boundary with an
area of about 1,298.6 sqkm. Figure 6-23 shows the Cluster Group 8. This cluster group covers 75 km of 8-lane
and 229 km of 6-lane roads. Table 6-12 presents the land use distribution in Cluster Group 8 as proposed in
draft master plan for extended HMDA area.
Table 6-12: Proposed Land use 2031 (as per extended HMDA Area Master Plan): Cluster Group 8
Sl. No Landuse Area Sqkm %
3 Forest 110.51 8.5%
6 Open Space 1.10 0.1%
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16 Special Reservation Others (S5) 3.11 0.2%
Total 1,303.81 100.0%
with N3 Network
Cluster Group 9
Clusters 10, 18 and 19 are located towards south-west quadrant of HMA. These clusters have been grouped to
form cluster group 9 extending its boundary from ORR growth corridor (including) to HMA boundary with an
area of about 1,630.2 sqkm. Part of Rajendranagar municipality is present in cluster group 9 (Figure 6-24). This
cluster group covers 54 km of 8-lane and 288 km of 6-lane roads. In this cluster group, 344 sqkm of land area
is under Bio-conservation usage. Table 6-13 shows the distribution of land use in Cluster Group 9.
1 Bio Conservation (S3) 343.91 21.1%
5 Forest 29.64 1.8%
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6 Himayathsagar Afforestation 21.03 1.3%
9 Open Space 14.83 0.9%
15 Residential (R1) 113.89 7.0%
Total 1,630.70 100.0%
with N3 Network
Cluster Group 10
Clusters 7, 11, 12, 20 and 21 are located towards north-west quadrant of HMA. These clusters have been
grouped to form cluster group 10 extending its boundary from ORR growth corridor (including) to HMA
boundary with an area of about 1,565.5 sqkm. Figure 6-25 presents Cluster Group 10. Part of Patancheru and
entire Sangareddy municipality are present in cluster group 10. This cluster group covers 137 km of 8-lane
and 271 km of 6-lane roads. Table 6-14 presents distribution of land use as proposed in draft Master Plan.
6-30
1 Bio Conservation (S3) 25.46 1.6%
5 Forest 158.26 10.1%
9 Natural Heritage (S4) 199.87 12.8%
10 Open Space 14.44 0.9%
20 Special Reservation Others (S5) 0.16 0.0%
Total 1,560.01 100.0%
Figure 6-25: Map showing Cluster Group 10 proposed land use (as per Draft Master Plan for extended HMDA
Area) with N3 Network
6-31
6.5 LAND USE AND TRANSPORT SCENARIO
As discussed in this chapter, three network options comprising of committed projects in near future, strategic
road network expansion including new corridors/links and capacity augmentation together with plausible
extension of PT/ transit have been developed. Proposals related to land use in various Master Plan (MCH,
HUDA and extended area of HMDA) for different time period have also been reviewed in this chapter. The
next chapter utilises all such assessments and develops possible and logical “Land Use- Transport Scenario” for
the year 2041 for further evaluation before narrowing down to preferred scenario.
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7 EVOLVING LANDUSE AND TRANSPORT
SCENARIOS AND OPTIONS
7.1 TRANSIT ORIENTED DEVELOPMENT & CASE STUDIES
Transport planning is intrinsically linked to land use planning and both need to be developed together in an
integrated manner. In developing such plans, attention should also be paid to the future growth of the city.
Transport plans should, therefore, enable a city to take an urban form that best suits the geographical
constraints of its location and also one that best supports the key social and economic activities of its
residents.
The TOD concept is one such growth/ development strategy to assist the City in implementing the guiding
principles of the Land Use Element. In the TOD strategy, new moderate and high density housing as well as
new public uses and a majority of neighbourhood-serving retail and commercial uses will be concentrated in
mixed-use developments located at strategic points along the regional transit system. This linkage between
land use and transit is designed to result in an efficient pattern of development that supports a regional
transit system and makes significant impact in reducing traffic congestion and urban sprawl.
A TOD is a mixed-use of land for residential and commercial activities, designed to minimize the need for
transport and maximize the access to public transport, and often incorporates features to encourage transit
ridership. A TOD neighbourhood typically has a centre with a train/transit station, metro station, monorail
station, tram stop, or high capacity bus stop, surrounded by relatively high-density development with
progressively lower-density development spreading outwards from the centre. TODs generally are located
within a radius of half to a km from a transit stop, as this is considered to be an appropriate scale for
pedestrians to walk across. However, this does not necessarily follow boundary of such circles. It contains
specific features that are designed to encourage public transport use and differentiate the development from
urban sprawl. They are
a) Pedestrian facilities such as high quality pedestrian crossings, narrow streets;
b) Streets have good connectivity and traffic calming features to control vehicular traffic and enhance safety;
c) Mixed-use development that includes shops, schools and other public services, and a variety of housing types
and open spaces, within each neighbourhood. This will facilitate use of transit at all times of day and encourage
walking;
d) Tapering of building heights as they become more distant from the public transport node;
e) Reduced amounts of parking for personal vehicles compared to with conventional development;
f) Transit stops and stations that are convenient, comfortable and secure, with features such as comfortable
waiting areas, vendors selling refreshments and periodicals, washrooms, etc.; and
g) High-quality transit supports the development of high-density urban centres, which can provide accessibility and
agglomeration benefits (efficiencies that result when many activities are physically close together).
The concept and components of an ideal TOD can be explained with Calthorpe’s diagram (Figure 7-1) who
conceptualized the TOD. A typical TOD area contains-
 Core Area
 Secondary Area
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Each TOD must have a mixed-use Core Area located immediately adjacent to the transit stop. This core should
include areas designated for 1. Residential, 2. Retail, 3. Office, 4. Commercial, 5. Institutional, 6. Community
spaces as pedestrian friendly areas to live, work and play.
Figure 7-1 : Calthorpe’s Diagram
A review of large world metropolises demonstrates that high-density development is invariably associated
with a high density rapid transit system. While all of these cities vary in size and urban form, they share
similarities in the block sizes and expansion based on proximity to rapid transit, and on some common urban
design guidelines that cover a number of indicators ranging from population density, road network length per
capita, to road space as a percentage of the urban area, and to block size and pattern. Lower Manhattan in
New York and Singapore are two prominent examples of Transit Oriented Development and its impacts.
7.1.1 Lower Manhattan

Lower Manhattan boasts one of the densest urban forms in the world, and is home to one of the most
powerful financial centres in the United States. The 200-Ha area is services by 6 metro lines connecting it to
the rest of Manhattan Island and to Brooklyn. Two additional underground metro lines connect it to Jersey.
The high raid transit density encourages very high development densities, ranging from 12.0 to 18.0 FAR, and
going as far as 21.6 with Transfer of Development Rights (TDR) and bonuses for ground level public space
amenities and improvements to the public realm.
7.1.2 Singapore
Much of Singapore’s Downtown district is home to commercial office space, and hotels. Singapore’s Mass
Rapid Transit operates six routes through the 200 Ha area, supporting high density development of up to 12.6
FAR on 2.0-acre lots (with height restriction of 280 m). Special parcels designated for hotels and convention
centres have as much as 25.0 FAR. The city centre is traversed by 4 metro lines besides bus transport.
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Figure 7-2: Lower Manhattan in New York, United States of America
Figure 7-3: Singapore
7.1.3 Boston
Boston’s Downtown Area has managed a blend of low and high-density development, with very high density
along the city’s metro lines and lower density residential and park lands further away. While residential
development density ranges from 1.0-5.0 FAR, Commercial and mixed commercial-residential may range from
8.0 to 10.0 with height restrictions of 125-155 ft (38-47m). Special Planned Development Areas have a FAR of
11.0 and height restrictions of 400 ft (122m). The area has five metro lines and two commuter rail corridors
crossing the 100 Ha Downtown.
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Figure 7-4: Boston, United States of America
7.1.3.1 Toronto
In Downtown Toronto, development density is governed by the Gross Floor Area Ratio (FAR), the maximum
building height, and setbacks. Dispensation for increased FAR or height allowances may be given by the City in
exchange for improved ground floor amenity spaces or services, or in lieu payment for public realm
improvements. For the area within the financial core of Downtown, the FAR varies from 8.0 to 12.0, with a
maximum height of 137m. This is not uniformly applied however, and certain parcels, particularly those of
historical heritage value may further restrict densities. This dense 250-Ha area is serviced by two branches of
the North South Yonge-University-Spadina metro line, is bounded by regional rail to the south, and is
crisscrossed by three East West surface “”streetcar” lines.
Figure 7-5: Toronto, Canada
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7.2 POTENTIALS OF TRANSIT ORIENTED DEVELOPMENT IN HMA
The proposed Hyderabad Metro system passes through three high density corridors covering over 71 km of
length with 66 stations. Considering 500 m to 1,000 m radius as circle of influence, all three corridors would
have significant impact on the land use of about 140 sqkm area. Proposed metro stations will be point of
access to the system for mobility. Of 66 stations, while some of the stations will function like terminal station,
some as intermediate inter-modal and rest as base stations. Each of such stations will have different functions
but provide enough opportunity of development i.e., concentration of employment and population, around
the stations. It is also to be noted that in addition to the current 71 kms of metro system, this study (CTS-
HMA) also proposes 255 kms of additional metro system and 95 kms of BRTS to meet the transport demand
by 2041.
Figure 7-6: Illustration of TOD Potentials at Select Metro Stations
This study (CTS-HMA) envisages high density green field development as well as redevelopment to take place
around transit nodes/hubs. In this direction, the population and employment distribution for the horizon year
at the cluster and TAZ level takes into account the potential of several places in Hyderabad to act as transit
hubs/nodes thereby allowing for transit oriented development. As will be described in detail in the
forthcoming sections of this chapter, emphasis is laid (in Scenario 3 and Scenario 4) on development of areas
around transit and the clusters and TAZ’s with transit lines and stations being given higher importance while
distributing population and employment.
As a continuing effort in this direction, Hyderabad Metropolitan Development Authority (HMDA) has
conceptualised Transit Oriented Development at two locations- Balanagar (around the metro station) and
Khanamet (about 1 Kilometre from the metro corridor) as a model exercise. Once completed, such
development will help the city reap the full benefit of smart planning as well as the mass transit system.
Depending upon the success this type of nodal development can be replicated at other transit nodes as well.
7.3 ALTERNATIVE LANDUSE OPTIONS (GROWTH OPTIONS)
As part of the long term transportation strategy, alternative options of growth for HMA are envisioned. Each
of these alternatives (along with two proposed networks- N2 and N3) will give a different set of distributions
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for the planning parameters. It is to be noted that employment distribution has been further disaggregated in
office, industrial, agricultural, and other worker’s categories in all the scenarios. The proposed alternative
options and respective distributions are described in detail in the subsequent sections of this chapter. As
mentioned in chapter 6, the study area (HMA) is divided into four regions and the clusters falling in each of
them have been grouped for the purpose of analysis- Erstwhile MCH (Cluster 1), Rest of GHMC and areas
within the Growth Corridor (Cluster 2 to Cluster 6), Growth Corridor of the Outer Ring Road (Cluster 7 to
Cluster 11), and areas beyond the Growth Corridor and within the HMA boundary (Cluster 12 to Cluster 21).
7.3.1 Scenario 1 (S1)
The first scenario (Trend Based) assumes that population and employment distribution at the cluster level will
be based on past growth trends observed. The outcome of this method is highly dependent on the available
time series data. Cluster level population for 2041 is distributed based on the trends observed in the 1991-
2001 and 2001-2011 decades and employment distribution is based on base year data and a series of
assumptions.
Unlike in the case of population, time series data for employment at the disaggregate level is not available.
Hence employment distribution is based on a series of logical assumptions made separately for workers in
office, industry, agriculture and others category. Except other workers, workers from the rest three categories
were distributed on the base year proportions after fixing the overall totals based on overall past trends. The
distribution of other workers is done on the trend based population distribution.
The population and employment distributed to the 21 clusters are then distributed to the 695 TAZ’s using the
two proposed transport networks (N2 and N3) as the basis. Hence, two separate TAZ level distributions each
for population and employment have been worked out.
7.3.2 Scenario 2 (S2)
The second scenario (Master Plans) involves distribution of population and employment based on the various
master plans in HMA (Core Area, Rest of HUDA area, and Extended HMA area). The 2031 and 2041 population
projected based on extrapolation of the master plan data works out to be 26.9 million and 35.7 million
respectively for HMA. But in the earlier discussion of the clients and consultants it was considered that these
figures are too high to be realised and after deliberations it was agreed that HMA could have a population of
19.4 million only by 2041. Therefore the 2041 figures are then normalised using the previously established
HMA population of 19.4 million and the new figures are arrived at. For employment, no consistent data is
available in the master plans for projection as well as any distribution exercise. Hence due to the unavailability
of data and overlapping of jurisdictions/boundaries, population and employment distribution at the cluster
and TAZ level for this scenario is not carried out.
7.3.3 Scenario 3 (S3) and Scenario 4 (S4)
The third and fourth scenarios involve distribution of population and employment based on appropriate
weightages given to factors such as availability of land for development and accessibility by various modes of
transit and transport. This approach is termed as land use and transport scenario. The land use/transport
based approach is based on the underlying principle that the spatial distribution of additional population in
the study area will depend on transport network options (accessibility) and land use (including concentration
of population and employment at growth centres). This scenario also helps us identify clusters with higher
potentials for development.
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The additional population and employment in these two scenarios are distributed based on weights assigned
to each of the selected criteria. The parameters identified for the allocation of additional population and
employment to the clusters are: lengths of bus route network, metro and other transit network, national
highway, state highway, and all other existing and proposed major (4 lane and above) roads that pass through
the cluster, number of potential growth centres areas in each cluster, and existing land uses. Such
considerations are taken to employ and achieve population and employment distribution for future years
based on the concept of Transit Oriented Development (TOD).
For the purpose of long term planning a series of growth centres have been identified in all areas from the
core to the outer ring road growth corridor-the urban nodes and urban centres as proposed in the recently
approved master plan for the extended area have been retained. The weightages have been applied based on
the possible influence of the selected criteria on growth and also on past experiences-studies on similar
cities/regions. The availability of land within ORR-Growth Corridor has been given more weightage in Scenario
4 whereas in Scenario 3 land available all through the HMA is given equal weightage. Transport and land use
related options have been given weightages in the ratio of 35:65 in Scenario 3 and 25:75 in Scenario 4.
Some of the criteria adopted for distribution of population and employment at the cluster level is modified for
distribution at the TAZ level. In the case of potential growth centres, at the cluster distribution the number of
growth centres in each of the cluster was considered. However, at the TAZ level distribution, buffers with
radius of 1 km was drawn around each of the growth centres and all the TAZs that fall in that influence region
are assigned a score of one (1) and rest were assigned a score of zero. Similarly for the proposed 4-lane and
above roads- the total lengths of such roads was adopted for cluster level distribution and the lane-kilometres
is adopted for distribution at the TAZ level. The TAZ level distribution of population and employment in these
scenarios is also carried for both the proposed transport networks (N2 & N3). It is to be noted that the horizon
year population and employment in TAZ’s covering natural features like lakes and forests (eight in number)
have been capped due to the limited potential for any growth or due to the policy not to allow residential/
employment growth.
Cluster level and TAZ level distribution sheets for all the scenarios are attached as annexures to this report for
reference. All the potential growth centres are indicated in Figure 7-7 and Figure 7-8.
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Figure 7-7: Map showing Possible Growth Centres within Outer Ring Road
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Figure 7-8: Map showing Possible Growth Centres in HMA
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The weightages adopted for population distribution is as follows:

Table 7-1: Criteria & Weightages Adopted for Population Distribution under Scenarios 3 & 4
Criteria Scenario 3 Weightage Scenario 4 Weightage
National Highway (Length in Kms) 2% 1%
State Highway (Length in Kms) 2% 1%
Other Road Network (4 Lane & above, ORR, Radial
2% 1%
Road, HUDA RR) (Length in Kms)
Bus Transit (Length in Kms) 3% 2%
Other Transit (Length in Kms) 26% 20%
Growth Centres (Core Low) (Number) 2% 2%
Growth Centres (Core High) (Number) 5% 4%
Growth Centres (Intermediate Low) (Number) 4% 6%
Growth Centres (Intermediate High) (Number) 15% 18%
Growth Centres (ORR) (Number) 3% 4%
Urban Nodes (High) (Number) 0.8% 0.8%
Urban Centres (Low) (Number) 0.2% 0.2%
Existing Residential Land (Area in Sq. M) 5% 5%
Available Land for Residential (Area in Sq. M) 30% (Within ORR)
30%
Available Land for Residential (Area in Sq. M) 5% (Beyond ORR)
Although the entire additional population is distributed based on the criteria and the weightages as given in
Table 7-1, the total employment is distributed based on share of office, industrial, agricultural and other
employment. By year 2041, while it is envisaged that 40% of the employment will be office based and 20% will
be industry based, agricultural employment will remain at around 5% (as in the base year). And the balance
(others) will be spread through the study area. Different weightages have been adopted for office based
employment and industry based employment due to the nature of employment. As mentioned previously, the
weightages have been applied based on the possible influence of the selected criteria on growth and also on
past studies.
It is also to be noted that the employment distribution for Scenario 3 and Scenario 4 changes mainly on
account of varying population in the two scenarios since the criteria adopted remains same in both the
scenarios. Agriculture employment in the 21 clusters is distributed based on base year agricultural
employment proportions and other employment is distributed in proportion to the horizon year population.
The weightages adopted for the distribution of additional employment (office and industry) is as follows:
Table 7-2: Criteria & Weightages Adopted for Employment Distribution under Scenarios 3 & 4
Criteria Office Emp. Weightage Industry Emp. Weightage
National Highway(Length in Kms) 1% 10%
State Highway(Length in Kms) 1% 2%
Other Road Network (4 Lane & above, ORR,
1% 6%
Radial Road, HUDA RR)(Length in Kms)
Bus Transit(Length in Kms) 2% 2%
Other Transit(Length in Kms) 18% 15%
Growth Centres (Core Low) (Number) 2% 0%
Growth Centres (Core High) (Number) 4% 0%
Growth Centres (Intermediate Low) (Number) 6% 0%
Growth Centres (Intermediate High) (Number) 15% 0%
Growth Centres (ORR) (Number) 4% 0%
Urban Nodes (High) (Number) 0.8% 0%
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Criteria Office Emp. Weightage Industry Emp. Weightage

Urban Centres (Low) (Number) 0.2% 0%
Existing Office/Industrial Land (Area in Sq. M) 5% 15%
Available Land for Development within ORR
30% 35%
(Area in Sq. M)
Available Land for Development in Rest of
5% 10%
HMA (Area in Sq. M)
Population 2041(Projected) 5% 5%
7.4 PLANNING PARAMETERS
7.4.1 Spatial Distribution of Population
As explained earlier, for the purpose of analysis, the study area (21 clusters) has been divided into four groups
and this grouping is mainly based on the potential for development (including scope for any policy level
intervention). In the base year, 82% of the population is observed to reside in the clusters within the ORR
(including the growth corridor) and only about 18% in the rest of the HMA area. Of the 82% within the ORR,
40% each is distributed in the erstwhile MCH and the areas between the erstwhile MCH and the growth
corridor of the ORR, while the growth corridor itself contains only 2% of the population.
The distribution of population in the four cluster groupings based on the methods described in the previous
sections of this note is as shown in Figure 7-9. In all the four methods it is observed that the share of the total
population in the erstwhile MCH will be anywhere between 21% and 27%. The variation between the trend
based method and the remaining methods is mainly since a decreasing trend has been observed in the past
decades in the erstwhile MCH and this scenario carries forward the same trend to the future decades.
Similarly the higher proportion (52%) in the clusters 2-6 in the trend method is also due to the same reason
(higher growth observed in the past decades). The distribution of population by the various methods is
represented in Figure 7-9. The distribution of population in the 21 clusters in the base year and horizon year
(based on N2 network) is shown in Figure 7-10, Figure 7-11, Figure 7-12, and Figure 7-13.
Figure 7-9: Chart Showing Distribution of Horizon Year Population in HMA
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Figure 7-10: Map Showing Base Year Population Distribution
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Figure 7-11: Map Showing Horizon Year Population Distribution (Scenario 1)
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7.4.2 Spatial Distribution of Employment
Employment distribution in the study area at aggregate levels is similar to that of population with about 80%
of the employment (jobs) being located within the ORR-Growth Corridor and the rest beyond it. From the 80%
of the employment located inside the ORR-Growth Corridor, about 40% is located in clusters 2-6 and about 37
to 38% is located in the erstwhile MCH area.
The distribution of population for the horizon year in the four cluster groupings based on the methods
described in the previous sections of this note is as shown in Figure 7-14. Due to contradictions observed in
terms of spatial distribution of population and employment as projected in the master plan it was considered
that further analysis in this direction is not meaningful.
In the remaining three methods it is observed that the share of the population in the erstwhile MCH will
decline by about 13 to 15% although the absolute number in total employment will increase from about 1.2
million to about 1.7 to 1.8 million. The share of employment in the rest of HMA clusters is likely to decrease
by about 1-3% in Scenarios 3 and 4, while increase by about 5% in Scenario 1. The decrease in the share of
employment in these two areas will lead to an increase in the share of employment (2041) in the clusters lying
between the erstwhile MCH and the rest of HMA- Clusters 2-6 and Clusters 7-11 as shown in Figure 7-14.The
distribution of employment in the 21 clusters in the base year and horizon year(based on N2 network) is
shown in Figure 7-15, Figure 7-16, Figure 7-17, and Figure 7-18.
Figure 7-14: Chart Showing Distribution of Horizon Year Employment in HMA
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Figure 7-15: Map Showing Base Year Employment Distribution
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Figure 7-16: Map Showing Horizon Year Employment Distribution (Scenario 1)
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7.5 DISTRIBUTION OF OTHER PLANNING PARAMETERS
Apart from Population and Employment, the other planning parameters that are inputs to the transport
modelling process are resident workers (or earners), resident students (or students at production end), and
students at the place of education (or students enrolled). These parameters are forecasted and distributed to
the horizon year at the TAZ level based on the corresponding population and employment distribution.
Distribution of resident students and students at the place of education at the TAZ level is based on base year
proportions and the resident workers is distributed based on projected TAZ level workforce participation rates
for the horizon year. The six alternatives of population and employment distribution will have six
corresponding TAZ level distributions for the resident workers, resident students, and students at the place of
education. These distributions are provided in the annexures along with population and employment
distribution for reference.
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8 TRAVEL DEMAND FORECAST AND OPTIONS
ANALYSIS
8.1 INTRA URBAN MODEL DEVELOPMENT CALIBRATION AND VALIDATION
8.1.1 Approach and Process
Travel demand models are employed in decision making process of large infrastructure related projects by
simulating the effects of key governing variables to appropriate levels of accuracy. For facilitating the decision
making process, travel demand models are calibrated for the base year situation and then utilised for
forecasting travel patterns and the evaluation of various supply measures with economic and environmental
perspectives for the horizon years.
A number of traffic and transportation studies were conducted in the past for Hyderabad Metropolitan Area.
The notable ones are the HATS conducted by the Centre for Transportation, Regional Engineering College,
Warangal during 1982-88 and Study by L&T Ramboll in 2003 for the Development of Hyderabad Multi Modal
Suburban Commuter Transportation System on Commercial Format. These two studies have employed
household interviews to generate data bases and evolved Urban Transportation Planning models. Essentially
both the studies have employed conventional four stage model for determining the travel demand and design
the transport system requirements. In these models parameters like resident population, resident workers,
resident student population and average private vehicles owned/household at zone level were employed to
evolve zonal regression models. Travel time has been used as a deterrent parameter to determine the
interchange of trips over the space of the study area.
Decision Support System of transportation planning for urban areas has been predominantly based on four
major modules. They are 1) Land use module, 2) Network module, 3) Transportation module, and 4)
Evaluation Module dealing with economic and environmental aspects.
Landuse
Calibration and
UTP Model
Validation
Transport
Network
Figure 8-1: Modules of Decision Support System for Urban Transport System
Classical four stage travel demand models (sequentially – Trip Generation, Trip Distribution, Mode Choice and
Traffic Assignment) are developed as part of transportation module. The model development is based on a
large amount of data which is collected through extensive field surveys involving direct measurements and
estimation, data from secondary sources, besides using historical data.
The parameters of the trip end models, trip distribution models and mode-split models estimated and
calibrated based on the socio-economic parameters, network related parameters, time and cost skims, etc.
are statistically evaluated by various statistical parameters like R2, t-test, F-test in case of trip generation
models, TLFD comparison using coincidence ratio, average trip length by purpose, etc. in case of distribution
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Report on Consultancy Services for
models and Rho2, t-test, % of hits in case of mode-split models, etc. These models have been validated
separately by appropriate reasonableness checks. However, ability of these models to replicate the observed
conditions within reasonable and acceptable limits of variation is to be ascertained before using them to
produce future-year forecasts. This process is called as revalidation of travel demand model. This revalidation
process would give comfort and confidence that each modelling stage is properly interfaced and the error is
not propagated in the chaining process of the models together.
A report on “Development, Validation and Calibration of UTP Model, Scenarios and Travel Demand
Forecast” has been submitted in Dec., 2012 describing the process followed and efforts made in the
development, validation and calibration of Urban Transport Planning Model, land use Scenarios, and travel
demand forecast. This chapter presents briefly the process followed for revalidation of travel demand models.
8.1.2 Input Data for UTP Model
For estimating the travel demand and developing the transport system plans and strategies an Urban
Transport Planning model (UTP) is essential. This UTP model estimates the passenger trips as well as goods
trips made over the urban space. As discussed and decided in the TAC meetings a four stage model i.e.
conventional urban transport planning model is developed and calibrated.
Process of developing the UTP model is schematically presented in Figure 8-2. The details of the base data
collected from primary sources as well as secondary sources was prepared and discussed at length in the
meetings of TAC as well as with the separate meetings of the Expert members of the TAC. In this summary the
data employed for the development, calibration and validation of the UTP model is described in brief.
Landuse Data: The landuse data is represented in the form of population and employment located in the HMA
over the space extending upto 7,200 sqkm. For the purpose of estimating the spatial flows of passengers and
goods various surveys like Home Interview Surveys (HIS)-33,300 households, Road side interviews at Outer
cordon and screen lines, workplace surveys, passenger terminal surveys, etc. were conducted by dividing the
study area of HMA in to 695 Traffic Analysis Zones (TAZs). Similarly the employment data of workers located
over the space of the HMA was assembled from various secondary sources. On the basis of the analysis of the
data travel matrices i.e. Origin-Destination (O-D) matrices comprise of the trips made for various purposes.
But for the purpose of developing the model, these trips are categorised in to trips made for Work, Education,
Other purposes from home and the trips made from work places.
Transport Network: For the purpose of developing the operable UTP model, the primary network of roads
and rail transport was identified and the link characteristics were recorded and used for the transport
network. The road network consisted of about 4,900 km of roads while the suburban rail network of 100 km.
The characteristics recorded are right of way, present carriageway width, presence of footpath, median
openings, junctions, etc. The journey speeds and running speeds are recorded by running a test vehicle on the
selected network. The road and rail networks have been coded and used in developing, calibrating and
validating the model.
UTP Model: The UTP model consists of four sub models. They are operated sequentially as shown in Figure
8-2:
a) Using the landuse parameters like population, employment, etc. trip production and attraction models are
developed;
b) Using the transport network and trip productions and attractions the spatial travel patterns are established for each
purpose;
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c) Using the transport system characteristics like travel speeds, out of pocket costs, time spent in travel including walk,
waiting time, etc. the mode choice models are developed and used for estimating/ splitting the trips by mode using
different models;
d) The spatial flows of trips by various modes are then assigned on to the network of roads, bus routes and rail system
to determine the link flows;
e) Evaluation of the model operation is checked by comparing the passenger/ traffic flows obtained on the links
crossing the screen lines with those counted from road side counts at the screen line and other locations like mid-
blocks and intersections; and
f) The model is considered to be calibrated and validated when the flows obtained from the model outputs and the
flows counted at screen line points are in close agreement.
Generation Landuse
Transport
Distribution
Network
Mode Choice
Assignment
Figure 8-2: UTP Model
Validation of Travel Demand Estimation: The travel demand in the study area is basically estimated from the
data gathered from Home Interview Survey (HIS) of 33,300 households located in different parts of the study
area. From this data, as identified in an earlier section, passenger trip matrices for various purposes are
generated by factoring the sample survey data by the ratio of population to the sample in each of Traffic
Analysis Zone. The travel matrices thus arrived need to be validated by comparing the traffic flows resulting
from these matrices on the links with those actually observed from counts/ surveys made on screen lines and
other locations like mid-blocks and intersections. The main source of data is the screen line counts. For
validating the estimates the matrices of trips were assigned on to the network by employing the observed
characteristics of the transport systems like travel speeds, bus routes and schedules etc. The resultant flows
across these screen lines are determined from the assignment made on the basis of observed travel speeds on
the network. Generally, the estimated flows are lower than the observed flows on the screen lines. This is
expected because there are some trips which are performed by the residents after reaching the work place on
employers’ business and there are also visitors, non-residents in the HMA performing the trips in the city.
Apart from this there is tendency of underreporting of the trips in HIS. Therefore it becomes necessary to
adjust the matrices to account for such trips. This process of adjusting the matrices is called demadj and is
carried out by a macro program available in EMME software. After adjusting the matrices the trips origins and
destinations are determined again as per the adjusted matrices. These trip ends can be considered as the
realistic representation of the total passenger travel made within the study area (HMA).
Calibration of UTP Model: The UTP model is to synthesise the travel pattern of passenger and goods vehicle
travel in the selected urban area. The model is based on the concept of the travel making process of
individuals and shippers in the urban area. The travel decisions are considered as sequential process resulting
in four sub models describing the Trip Generation (Production and Attraction), Trip Distribution, Mode Choice
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and Trip Assignment. Following this philosophy a UTP model is calibrated to synthesise the travel demand in
HMA. In calibrating this UTP model the outputs of the HIS and the inventory, speed & delay survey of the
transport network (road network) formed the inputs. In any urban area the travel is made for the following
major purposes. 1. Travel to work, 2. Travel to education, 3. Travel to other purposes (shopping, recreation,
health, etc.) and 4. Non Home Based (employers work, business, etc.). Accordingly the travel information
obtained from the HIS is analysed to determine the trips made for these major purposes. The O-D matrices of
these trips are established on the basis of the HIS data expanded to the universe of the HMA by employing
appropriate expansion factors for each of the TAZs. The data obtained from the transport network inventory
and speed and delay study is coded by assigning the appropriate attributes like capacity, speed of travel, for
using in the calibration process. The base year planning parameters mainly population and employment are
established at Traffic Analysis Zone level and employed for calibrating the trip generation model. The process
of calibrating the UTP model is illustrated in Figure 8-3. In calibrating these models care has been exercised to
account for external travel and travel made by floating population excluding them from the model. These are
separately modelled.
Trip Ends from HIS Generation Base Year Planning
and Demadj Model Parameters
Distribution Transport System

Model Characteristics
Mode Choice
Panel Data from Mode Choice
HIS and Speed & Model
Delay Survey Data
Assignment
Models
Evaluation
Figure 8-3: Urban Transport Planning Model Calibration
The calibrated models and the model parameters are described in the following sections.
 Trip Generation Models: Trip Production and Trip Attraction Models
 Trip Distribution Models
 Mode Choice Models
 Assignment Models
Goods Transport Trips: The internal trips of goods transport are estimated from the goods focal point surveys
and screen line surveys. For establishing the goods transport trips demadj process is employed.
External Travel: These are a large number of trips of passengers and goods are made between the study area
(HMA) and outside the world (AP and other parts of India). This data was captured through the surveys
conducted at the sixteen outer cordon points. These surveys include classified traffic volume counts as well as
sample interviews of occupants, on the road side for 24 hours. This data has been utilised at the stage of
validating the internal travel demand through demadj by excluding them from the screen line traffic volumes.
8-4
8.1.3 Travel Demand Model Development
Base Year Scenario is prepared with three categories of input data. They are 1) Networks, 2) Matrices, and 3)
Functions. Comprehensive systems of coding schemes are evolved for different network elements viz. node
coding, zone coding, road link coding, transit line coding, station coding, bus stop coding, mode coding, vehicle
coding, etc. Based on the HIS results, the passenger trips and resulting traffic flows across the screen line
locations for a day is segmented in to four periods: Morning Peak Period (8.00 AM to 12.00 PM), Off Peak
Period (12.00 PM to 16.00 PM), Evening Peak Period (16.00 PM to 20.00 PM), and Night Period (20.00 PM to
8.00 AM). From HIS analysis, it is observed that Home Based Work, Home Based Education, Home Based
Others, and Non Home Based are accounting for the travel made by the residents in the study area. The HIS
matrices are accordingly stratified for morning peak period, in to four purposes and 7 modes (car, two
wheeler, rickshaw, taxi, bus, train and pedestrian/NMT). Accordingly travel demand models have been
developed for the morning peak period (8.00 AM to 12.00 PM) and the details are documented in Annexure 8-
1.
In the meeting of Expert Members and the 12th TAC meeting the members have suggested for carrying out the
daily travel demand modelling and arrive at peak period or peak hour analysis. Consultants followed the
advice and developed the travel demand models for daily. While developing the travel demand models for
daily, it has been observed that, the travel patterns and mode choice for onward and returning trips are
different. Considering this aspect, seven purposes have been considered for daily travel demand models i.e.
HBW, HBE, HBO, NHB, RHW, RHE and RHO. To arrive at morning peak period matrices from daily matrices,
purpose wise and mode wise share observed on screen locations has been used. The daily travel demand
models and morning peak period travel demand details are presented in the following sections.
Purpose and mode wise daily travel demand assessed from HIS analysis is presented in Table 8-1. The travel
matrices thus arrived need to be validated by comparing the traffic flows resulting from these matrices on the
links with those actually observed from counts/ surveys made on screen lines and other locations like mid-
blocks and intersections. The main source of data is the screen line counts. For validating the estimates the
matrices of trips were assigned on to the network by employing the observed characteristics of the transport
systems like travel speeds, bus routes and Frequency/Headway etc. The resultant flows across these screen
lines are determined from the assignment made on the basis of observed travel speeds on the network. Table
8-1 presents the estimated flows from the HIS and observed flows at the screen lines. It can be seen from the
table that the estimated flows are lower than the observed flows on the screen lines. This is expected because
there are some trips which are performed by the residents after reaching the work place on employers’
business and there are also visitors, not residents in the HMA, performing the trips in the city. Therefore it
becomes necessary to adjust the matrices to account for such trips. This process of adjusting the matrices is
called demadj and is carried out by a macro program available in EMME software. After adjusting the matrices
the trips origins and destinations are determined again as per the adjusted matrices. These trip ends can be
considered as the realistic representation of the total passenger travel made within the study area (HMA).
Purpose and mode wise daily travel demand is presented in Table 8-2. Table 8-3 presents the estimated flows
from the demadj and observed flows at the screen lines.
8-5
Table 8-1: Comparison of Assigned flows (from HIS matrices) and Observed flows for Daily
Assigned (in PCUs/day) Observed (in PCUs/day) Difference
SL Two Two Two Assigned Observed Diff
Car Rickshaw Taxi Car Rickshaw Taxi Car Rickshaw Taxi
Wheeler Wheeler Wheeler
1 221,511 109,867 77,441 22,932 341,174 183,310 157,911 41,213 -35% -40% -51% -44% 431,750 723,608 -40%
2 245,415 112,847 56,121 23,742 383,096 230,863 148,509 45,440 -36% -51% -62% -48% 438,124 807,908 -46%
3 162,116 68,839 49,995 13,296 295,672 110,614 117,344 23,812 -45% -38% -57% -44% 294,245 547,442 -46%
Table 8-2: Purpose and Mode wise Daily Travel Demand from Demadj Process
Purpose Train Bus Car Two-Wheeler Auto Rickshaw Taxi NMT Total
Home Based Work 54,035 526,844 116,303 1,115,705 160,714 59,093 1,056,162 3,088,855
Home Based Education 15,701 704,100 13,736 167,204 72,236 13,055 931,870 1,917,902
Home Based Others 32,013 181,988 145,638 316,475 121,295 22,792 214,432 1,034,634
Non Home Based 1,223 146,881 53,731 248,933 64,282 20,661 11,484 547,196
Return Home Work 62,395 728,416 104,945 1,018,191 154,525 62,943 1,079,126 3,210,542
Return Home Education 16,109 662,568 8,921 140,452 53,596 9,641 893,086 1,784,373
Return Home Others 21,614 142,419 126,898 113,768 63,447 17,876 213,687 699,710
Total 203,090 3,093,218 570,172 3,120,729 690,095 206,061 4,399,847 12,283,212
Table 8-3: Comparison of Assigned flows (from Demadj matrices) and Observed flows for Daily
Assigned (in PCUs/day) Observed (in PCUs/day) Difference
SL Two Two Two
Car Rickshaw Taxi Car Rickshaw Taxi Car Rickshaw Taxi Assigned Observed Diff
Wheeler Wheeler Wheeler
1 322,248 150,884 137,010 27,268 341,174 183,310 157,911 41,213 -6% -18% -13% -34% 637,409 723,608 -11.9%
2 366,509 186,509 128,586 30,413 383,096 230,863 148,509 45,440 -4% -19% -13% -33% 712,017 807,908 -11.9%
3 273,271 86,994 101,765 18,737 295,672 110,614 117,344 23,812 -8% -21% -13% -21% 480,768 547,442 -12.2%
8-6
8.1.4 Trip Generation Models
Fifteen different planning variables are considered and estimated for base year 2011 for employing them in
model calibration. Considering the predictability of the variables for the future years, only five variables are
considered in the trip generation models. These variables are Population, Earners (Resident Workers) in a
Zone (EZ), Resident Student population in the zone (STUD), Students Enrolled (SE) and Total Employment (TE).
TAZ wise planning parameters compiled for the base year (2011) are presented in Annexure 8-2. The
regression coefficients and statistical validity of the models with varying combination of the variables are very
similar. Calibrated trip production models and attraction models are presented in Table 8-4 and Table 8-5
respectively. Calibrated trip production models and attraction models including NMT modes are presented in
Annexure 8-3.
Table 8-4: Trip Production Models (Excluding NMT)
Purpose HMA R2
Home Based Work 0.676* Earners in a Zone (EZ ) 0.834
Home Based Education 0.514*Resident Student 0.929
Home Based Others 0.091*Population 0.505
Non Home Based 0.150*Total Employment 0.505
Return Home Work 0.607*Total Employment 0.531
Return Home Education 0.354* Students Enrolled (SE)+0.051*Total Employment 0.76
Return Home Others 0.134*Total Employment 0.479
Table 8-5: Trip Attraction Models (Excluding NMT)

Purpose HMA R2
Home Based Work 0.573*Total Employment (TE) 0.508
Home Based
0.382* Students Enrolled (SE)+0.061*Total Employment (TE) 0.762
Education
Home Based Others 0.227*Total Employment (TE) 0.494
Non Home Based 0.148*Total Employment (TE) 0.461
Return Home Work 0.704*Earners in a Zone (EZ) 0.832
Return Home
0.470*Resident Student 0.915
Education
Return Home Others 0.054*Population 0.447
8.1.5 Trip Distribution Models
Eight different forms of deterrence functions were tried in calibrating the trip distribution model for the trips
performed for seven purposes. The list of the functional forms tested for the gravity model is presented in
Table 8-6. Tanners function i.e.: Alternative-3 is found to be performing better in comparison with other forms
in synthesizing the observed trips and their pattern. The adopted impedance function parameters for
distribution model for all trips (excluding walk) are presented in Table 8-7. Calibrated trip distribution models
for including NMT modes are presented in Annexure 8-3.
Table 8-6: Functional Forms for Impedance Function Parameters (Without NMT)
S. No. Model Form Model
1 Power Function
2 Exponential Function
3 Gaussian Function
4 Tanner’s Function (Standard)
5 Tanner’s Function (Alternative 1)
6
Tanner’s Function (Alternative 2)
7 ( ) Tanner’s Function (Alternative 3)
8 Tanner’s Function (Alternative 4)
8-7
Table 8-7: Final Adopted Values of Impedance Function Parameters (Without NMT)
Coincidence Parameters
Purpose Type of Function
Ratio α β
HBW Tanners (Alternative-3) 0.89448 0.01 0.381177
HBE Tanners (Alternative-3) 0.91870 0.01 0.407248
HBO Tanners (Alternative-3) 0.72946 0.01 0.244371
NHB Tanners (Alternative-3) 0.74440 0.01 0.029206
RHW Tanners (Alternative-3) 0.89194 0.01 0.358614
RHE Tanners (Alternative-3) 0.91516 0.01 0.405524
RHO Tanners (Alternative-3) 0.75945 0.01 0.047711
8.1.6 Mode Choice Models
Mode choice behaviour is known to vary according to purpose of the trip. Mode choice modelling was
therefore attempted for seven main trip purposes separately: home-based work, home-based education,
home-based other, non-home-based, return home work, return home education and return home other trips.
These seven main trip types exhibit different rationales and decision making characteristics. Given the very
high proportion of non-motorized trips and the features of the EMME platform, two separate model
specifications were adopted: one model featuring all modes and one model is featuring only motorized modes
in order to isolate any effects that are mode specific. Summary of mode choice model structures considered
for daily demand modelling are presented in Table 8-8. It is pertinent to mention here that, the mode choice is
also affected by the availability of private vehicle (car or two wheeler). Hence, utility equations have been
developed separately for car available, two wheeler available and no vehicle available travellers.
Table 8-8: Summary of Mode Choice Model Structures for HMA (Daily)
Model No. Purpose Category Choice Available Variables
Case A1 With NMT NMT, c, w, r, x, b, t Travel Time
HBW
Case B1 Without NMT c, w, r, x, b, t Travel Cost
HBE
HBO
Case B3 Without NMT c, w, r, x, b, t Travel Time
NHB
Case B4 Without NMT c, w, r, x, b, t Travel Cost / Travel Time
RHW
RHE
RHO
Case B7 Without NMT c, w, r, x, b, t Travel Time
NMT including walk
c – Car
w – 2 Wheeler
r – Auto Rickshaw
x – Taxi
b – Bus
t – Train
U(NMT) = b*Travel Time or Travel Cost
U(Car) = a_car+ b*Travel Time or Travel Cost
U(2W) = a_2w +b*Travel Time or Travel Cost
U(Ricksh) = a_ricksh+ b*Travel Time or Travel Cost
U(Taxi) = a_taxi+ b*Travel Time or Travel Cost
U(Bus) = a_bus+ b*Travel Time or Travel Cost
U(Train) = a_train+ b*Travel Time or Travel Cost
Purpose wise Model Choice Model Outputs for Daily (Excluding NMT) are presented from Table 8-9 to Table
8-11 and Utility Equations are presented in Table 8-12. Calibrated mode choice models including NMT modes
are presented in Annexure 8-3.
8-8
Table 8-9: Purpose wise Model Choice Model Outputs for a Daily (Car Availability) (Excluding NMT)
Statistical Auto
Purpose Car Two Wheeler Taxi Bus Train
Parameters Rickshaw
Coeff. 9.879502 2.927064 -0.13291 0.000000 1.847465 -1.48218
Std. Err. 0.272066 0.276653 0.359612 0.306022 0.48381
HBW
t-ratio 12.422 10.58 -0.37 6.037 -3.064
Rho-sq. 0.32748
Coeff. 5.082308 5.841082 0.988813 0.000000 8.383844 2.871071
Std. Err. 0.449983 0.44309 0.461075 0.462156 0.847316
HBE
t-ratio 3.516 3.704 2.578 6.24 -2.208
Rho-sq. 0.41671
Coeff. 6.319381 2.697895 2.498612 0.000000 6.276248 -0.629884
Std. Err. 1.0003 1.044466 1.154701 1.030759 1.11E+06
HBO
t-ratio 7.417 2.296 0.951 8.514 0
Rho-sq. 0.82534
Coeff. 4.49074 -0.180833 -0.4562 0.000000 0.740247 -2.60116
Std. Err. 0.310621 0.245567 0.372191 0.383459 0.800208
NHB
t-ratio -0.582 12.993 -1.226 1.93 -3.251
Rho-sq. 0.63274
Coeff. 6.389295 3.186801 -0.025926 0.000000 2.067907 -1.33857
Std. Err. 0.262738 0.265912 0.330643 0.290661 0.473918
RHW
t-ratio 12.9 11.984 0.683 7.114 -2.824
Rho-sq. 0.32649
Coeff. 4.195163 4.63939 -0.079268 0.000000 7.178434 1.58465
Std. Err. 0.484357 0.485976 0.502245 0.498795 0.867771
RHE
t-ratio 3.706 3.373 2.547 6.372 -1.826
Rho-sq. 0.44698
Coeff. 1.675872 1.386294 0.405465 0.000000 9.117758 1.852417
Std. Err. 0.707377 0.790569 0.912871 0.7464 1.244435
RHO
t-ratio 10.144 1.754 0.444 12.216 3.899
Rho-sq. 0.87855
Table 8-10: Purpose wise Model Choice Model Outputs for a Daily (Two Wheeler Availability) (Excluding NMT)
Statistical
Purpose Car Two Wheeler Auto Rickshaw Taxi Bus Train
Parameters
Coeff. 5.593647 10.289857 0.364428 0.000000 2.663131 1.044978
Std. Err. 0.187906 0.179029 0.213503 0.190469 0.219132
HBW
t-ratio 11.142 23.962 1.707 13.982 0.205
Rho-sq. 0.49666
Coeff. 0.061503 10.286825 0.999512 0.000000 12.167479 0.426463
Std. Err. 0.258237 0.195991 0.205775 0.211462 0.292385
HBE
t-ratio 0.238 8.607 4.857 12.614 -4.879
Rho-sq. 0.52172
Coeff. 2.815863 4.082208 -1.196741 0.000000 2.981925 0.318080
Std. Err. 0.111995 0.170312 0.39322 0.134321 0.191136
HBO
t-ratio 24.25 -2.244 -6.349 25.922 9.512
Rho-sq. 0.44371
Coeff. -0.18083 2.29074 -0.4562 0.000000 0.740247 -2.901157
Std. Err. 0.310621 0.245567 0.372191 0.383459 0.800208
NHB
t-ratio -0.582 12.993 -1.226 1.93 -3.251
Rho-sq. 0.63274
Coeff. 2.432207 5.254904 -0.062376 0.000000 2.739146 0.089213
Std. Err. 0.171788 0.162401 0.194149 0.173298 0.203679
RHW
t-ratio 11.248 26.2 2.382 15.806 0.438
Rho-sq. 0.49372
Coeff. -0.04637 8.216907 0.069373 0.000000 14.708267 10.898579
Std. Err. 0.265314 0.197125 0.207149 0.212753 0.295993
RHE
t-ratio -0.175 8.202 4.68 12.73 -4.725
Rho-sq. 0.5311
Coeff. 1.438922 1.356432 0.23587 0.000000 2.478786 0.507787
Std. Err. 0.078155 0.153216 0.385325 0.086806 0.116372
RHO
t-ratio 31.206 -7.548 -8.398 28.555 8.66
Rho-sq. 0.42315
8-9
Table 8-11: Purpose wise Model Choice Model Outputs for a Daily (No Vehicle Availability) (Excluding NMT)
Purpose Statistical Parameters Auto Rickshaw Taxi Bus Train
Coeff. 0.29259 0.00000 3.70647 2.11189
Std. Err. 0.16007 0.17317 0.20775
HBW
t-ratio 4.26400 15.62900 -0.05700
Rho-sq. 0.57702
Coeff. 0.49653 0.00000 19.99073 17.93068
Std. Err. 0.33404 0.36717 0.45155
HBE
t-ratio 0.58800 7.60100 -2.28300
Rho-sq. 0.77955
Coeff. 1.18612 0.00000 2.59648 1.92118
Std. Err. 0.39415 0.14272 0.19296
HBO
t-ratio -6.18100 15.60100 2.44200
Rho-sq. 0.59753
Coeff. 1.04079 0.00000 2.12707 -3.22439
Std. Err. 0.23177 0.25069 1.04287
NHB
t-ratio 5.35400 7.68700 -2.61200
Rho-sq. 0.30203
Coeff. 0.28259 0.00000 3.89647 2.21189
Std. Err. 0.16007 0.17317 0.20775
RHW
t-ratio 4.26400 15.62900 -0.05700
Rho-sq. 0.57702
Coeff. 0.30116 0.00000 18.30570 15.72229
Std. Err. 0.36102 0.39560 0.48518
RHE
t-ratio 1.36000 7.85100 -1.69500
Rho-sq. 0.78501
Coeff. 1.37714 0.00000 2.22489 1.41364
Std. Err. 0.38186 0.08256 0.10586
RHO
t-ratio -10.15300 11.20200 3.90700
Rho-sq. 0.40839
Table 8-12: Purpose wise Utility Equations for a Daily (Excluding NMT)
Purpose VA Alternative Utility Function
Car 9.879502--0.00668444*CST
2W 2.927064--0.00668444*CST
Auto -0.132913--0.00668444*CST
CARAV
Taxi 0--0.00668444*CST
Bus 1.847465--0.00668444*CST
Train -1.482176--0.00668444*CST
Car 5.593647--0.00860573*CST
2W 10.289857--0.00860573*CST
HBW
Auto 0.364428--0.00860573*CST
TWOAV
Taxi 0--0.00860573*CST
Bus 2.663131--0.00860573*CST
Train 1.044978--0.00860573*CST
Auto 0.292593--0.00124376*CST
Taxi 0--0.00124376*CST
NVA
Bus 3.706467--0.00124376*CST
Train 2.111885--0.00124376*CST
Car 5.082308--0.00767184*CST
2W 5.841082--0.00767184*CST
Auto 0.988813--0.00767184*CST
CARAV
Taxi 0--0.00767184*CST
Bus 8.383844--0.00767184*CST
Train 2.871071--0.00767184*CST
HBE Car 0.061503--0.01380612*CST
2W 10.286825--0.01380612*CST
Auto 0.999512--0.01380612*CST
TWOAV
Taxi 0--0.01380612*CST
Bus 12.167479--0.01380612*CST
Train 0.426463--0.01380612*CST
NVA Auto 0.496529--0.01055233*CST
8-10

Taxi 0--0.01055233*CST
Bus 19.990726--0.01055233*CST
Train 17.930682--0.01055233*CST
Car 6.319381--0.10150537*TT
2W 4.697895--0.10150537*TT
Auto 2.498612--0.10150537*TT
CARAV
Taxi 0--0.10150537*TT
Bus 6.276248--0.10150537*TT
Train -0.629884--0.10150537*TT
Car 2.815863--0.02402469*TT
2W 4.082208--0.02402469*TT
HBO
Auto -1.196741--0.02402469*TT
TWOAV
Taxi 0--0.02402469*TT
Bus 2.981925--0.02402469*TT
Train 0.31808--0.02402469*TT
Auto 1.186116--0.00446301*TT
Taxi 0--0.00446301*TT
NVA
Bus 2.596483--0.00446301*TT
Train 1.921182--0.00446301*TT
Car 4.49074--0.00080837*CST
2W -0.180833--0.00080837*CST
Auto -0.456203--0.00080837*CST
CARAV
Taxi 0--0.00080837*CST
Bus 0.740247--0.00080837*CST
Train -2.601157--0.00080837*CST
Car -0.180833--0.00080837*CST
2W 2.29074--0.00080837*CST
NHB
Auto -0.456203--0.00080837*CST
TWOAV
Taxi 0--0.00080837*CST
Bus 0.740247--0.00080837*CST
Train -2.901157--0.00080837*CST
Auto 1.040787--0.0020987*TT
Taxi 0--0.0020987*TT
NVA
Bus 2.127074--0.0020987*TT
Train -3.224389--0.0020987*TT
Car 6.389295--0.00460214*CST
2W 3.186801--0.00460214*CST
Auto -0.025926--0.00460214*CST
CARAV
Taxi 0--0.00460214*CST
Bus 2.067907--0.00460214*CST
Train -1.33857--0.00460214*CST
Car 2.432207--0.00604192*CST
2W 5.254904--0.00604192*CST
RHW
Auto -0.062376--0.00604192*CST
TWOAV
Taxi 0--0.00604192*CST
Bus 2.739146--0.00604192*CST
Train 0.089213--0.00604192*CST
Auto 0.282593--0.00124376*CST
Taxi 0--0.00124376*CST
NVA
Bus 3.896467--0.00124376*CST
Train 2.211885--0.00124376*CST
Car 4.195163--0.0064561*CST
2W 4.63939--0.0064561*CST
Auto -0.079268--0.0064561*CST
CARAV
Taxi 0--0.0064561*CST
Bus 7.178434--0.0064561*CST
Train 1.58465--0.0064561*CST
Car -0.046373--0.01272096*CST
RHE
2W 8.216907--0.01272096*CST
Auto 0.069373--0.01272096*CST
TWOAV
Taxi 0--0.01272096*CST
Bus 14.708267--0.01272096*CST
Train 10.898579--0.01272096*CST
Auto 0.301161--0.00904783*CST
NVA
Taxi 0--0.00904783*CST
8-11

Bus 18.305701--0.00904783*CST
Train 15.722294--0.00904783*CST
Car 1.675872--0.10317662*TT
2W 1.386294--0.10317662*TT
Auto 0.405465--0.10317662*TT
CARAV
Taxi 0--0.10317662*TT
Bus 9.117758--0.10317662*TT
Train 1.852417--0.10317662*TT
Car 1.438922--0.00685401*TT
2W 1.356432--0.00685401*TT
RHO
Auto 0.235873--0.00685401*TT
TWOAV
Taxi 0--0.00685401*TT
Bus 2.478786--0.00685401*TT
Train 0.507787--0.00685401*TT
Auto 1.377136--0.00172404*TT
Taxi 0--0.00172404*TT
NVA
Bus 2.224887--0.00172404*TT
Train 1.413642--0.00172404*TT
8.1.7 Goods Traffic Modelling
Internal-Internal goods vehicle flow (four vehicle types-LCV, 2Axle Truck, 3 Axle Truck, and Multi Axle Vehicle)
comprises both origin and destination zones within the study area. The OD information collected from outer
cordons, screen lines and inner cordons include trips within the study area i.e. Internal to Internal as well as
from the study area to the rest of the country (Internal to External and External to Internal). Moreover, some
of the trips could have been double counted at the inner cordons and screen lines as the survey includes the
trips made from anywhere to anywhere. Hence, systematic removal of duplication of trips captured at
different locations is carried out to prepare true internal goods vehicle trip matrices and all location data is
combined to form a seed matrix. This seed matrix is adjusted using the observed ground counts at various
locations on the traffic count points to obtain the internal goods travel matrix. The estimated goods vehicle
trips for Morning Peak Period with and without adjusted matrices internal travel is shown in Table 8-13.
Table 8-13: Estimated Internal to Internal Goods Vehicle Travel in PCUs for Morning Peak Period
Modes Internal – Internal
LCV 19,439
2Axle Trucks 3,678
3Axle Trucks 1,471
Multi Axle Trucks 571
Total 25,159
Note: I-I is trips from seed matrices
8.1.8 Travel Demand Revalidation Process
Travel demand models calibrated and presented in the above sections needs validation to best represent the
base year travel patterns. Further, before application of the models to the horizon period, it was felt necessary
to validate the entire travel demand modelling results for the following reasons:
 Application of travel demand models for horizon years involve recursive application of these models still
convergence is reached. In the process of convergence, the skims (time, cost) change, which are input for trip
distribution and mode-split models;
 The EMME software used for handling all the modelling tasks is macro based which is very intricate. Modelling tasks
by macro is ensured by application of models to the base year data itself and compare the results; and
 Application of all the detailed models is interfered mainly due to the internal and external demand, 7 purposes, 6
modes, large network, detailed zoning system (695 TAZs), etc.
8-12
The models developed at each stage of the travel demand modelling process have been validated and for the
purpose of validation of the models the base year planning parameters, assignment skims, etc. have been
used and the validation checks considered at each stage are as follows:
a) Trip Generation: Purpose wise overall internal demand;
b) Trip Distribution: Purpose wise comparison of average trip length, % of intra-zonal trips and TLFDs using Coincidence
Ratio;
c) Model Choice: Purpose wise comparison of mode split and TLFDs using Coincidence Ratio; and
d) Assignment: Comparison of screen line/Inner Cordon/ Mid-block flows.
Essentially the processes consists of estimating synthetic productions and attractions from Trip generation
equations using the base year variables, applying Trip distribution models using base year network skims and
arrive at the synthetic Origin Destination Matrices. These O-D matrices are then split into different Modes
using calibrated Mode split equations employing base year time and cost functions. The resulting mode wise
Origin Destination matrices are then assigned on various mode wise networks using VDF & TPF (Turn penalty
Functions) and network equilibrium models. The resulting flows, to be acceptable, should represent the base
year travel scenario on the network. In the entire process at each step the model estimates are compared
with actual observed values, and error is estimated. The ultimate objective is to determine the ability of the
modelling process/ package to reproduce the existing flow pattern and determine the error estimate. This
process enables to repose confidence on the entire modelling suit, and therefore the confidence level of
future estimates.
8.1.9 Trip Generation
A comparison of purpose wise observed and estimated travel demand for the base year is presented in Table
8-14. The % difference ranges from -2.4% (RHW) to +2.0% (HBW). The differences between observed and
estimated trip generations are within acceptable limits. The overall difference indicating that the trip
generation models ability to replicate the observed travel demand.
Table 8-14: Revalidation of Trip Generation Equations: Purpose wise: Comparison of Observed and Estimated
Travel Demand (Without NMT)
Observed Estimated
Purpose Difference
Trips % Trips %
HBW 2,032,693 25.8% 2,189,874 27.8% 2.0%
HBE 986,032 12.5% 1,063,736 13.5% 1.0%
HBO 820,202 10.4% 856,293 10.9% 0.5%
NHB 535,712 6.8% 479,901 6.1% -0.7%
RHW 2,131,416 27.0% 1,941,999 24.6% -2.4%
RHE 891,287 11.3% 926,463 11.7% 0.4%
RHO 486,023 6.2% 428,711 5.4% -0.7%
Total 7,883,365 100.0% 7,886,977 100.0% 0.0%
8.1.10 Trip Distribution
A comparison of Trip Length Frequency Distributions (TLFDs) observed (i.e. HIS) and Estimated (obtained from
Calibrated equations) for HBW, HBE, HBO, NHB, RHW, RHE and RHO are presented in Figure 8-4. A comparison
of purpose wise observed and estimated trip lengths and Coincidence ratio (CR) are presented in Table 8-15.
The estimated trip lengths are lower for HBW, HBO and RHW (1.5%,-0.4% and -2.3%) and higher for HBE, NHB,
RHE and RHO purposes (1.2%, 4.0%, 0.8% and 7.7%) compared to observed trip lengths. Purpose wise
Coincidence Ratio varies from 0.73 to 0.92. These figures indicate the ability of the trip distribution models to
replicate the observed distribution of demand.
8-13
Figure 8-4: Trip Length Frequency Diagram (TLFD) Comparison (HIS or Observed and Calibrated or Estimated)
8-14
Table 8-15: Revalidation of Trip Distribution Models Purpose wise Comparison of Observed and Estimated TL, %
of IZ and CR (Without NMT)
Average Trip Length (minutes)
Purpose Coincidence Ratio
Observed Estimated
HBW 23.50 23.14 0.89448
HBE 22.96 23.23 0.91870
HBO 35.39 35.26 0.72946
NHB 51.12 53.18 0.74444
RHW 25.31 24.72 0.89194
RHE 23.13 23.32 0.91516
RHO 47.89 51.56 0.75945
8.1.11 Mode Split
The details of mode-choice models developed for each purpose are presented in the foregoing sections. The
models developed are found to be statistically significant. However, these models need validation to assess
the ability of these models in representing the purpose wise choice of modes, mode-choice related to vehicle
availability, etc. TAZ wise private vehicle availability assessed for the base year (2011) from HIS database is
presented in Annexure 8-4. Comparison of estimated and observed mode-split is presented in Table 8-16 and
it can be seen that, the difference is insignificant.
Table 8-16: Revalidation of Mode Choice Models Comparison of Observed and Estimated Mode Split
HBW HBE HBO NHB RHW RHE RHO
Mode
Obs. Est. Obs. Est. Obs. Est. Obs. Est. Obs. Est. Obs. Est. Obs. Est.
Car 20.4% 21.3% 2.4% 3.0% 25.5% 26.3% 9.4% 8.6% 18.4% 19.0% 1.6% 1.8% 22.3% 20.1%
Two Wheeler 35.8% 38.1% 5.4% 6.1% 10.1% 11.0% 8.0% 7.1% 32.6% 29.9% 4.5% 4.6% 3.6% 3.2%
Auto 23.3% 23.8% 10.5% 12.3% 17.6% 18.0% 9.3% 8.5% 22.4% 20.5% 7.8% 8.9% 9.2% 7.9%
Taxi 28.7% 29.4% 6.3% 10.4% 11.1% 10.7% 10.0% 8.3% 30.5% 25.7% 4.7% 9.5% 8.7% 6.0%
Bus 26.6% 27.9% 7.7% 9.4% 15.8% 16.4% 0.6% 0.6% 30.7% 27.4% 7.9% 8.3% 10.6% 10.1%
Train 17.0% 19.0% 22.8% 23.8% 5.9% 6.2% 4.7% 4.1% 23.5% 20.7% 21.4% 21.9% 4.6% 4.3%
Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Coincidence ratio (CR) estimated from purpose specific mode wise TLFD comparison is presented in Table
8-17. Generally, the CR values above 60% are fairly acceptable as it would be impractical to match the
observed purpose wise mode-split. Purpose wise and mode wise CRs vary from 0.40 to 0.87.
Table 8-17: Revalidation of Mode Choice Models (Without Walk): Coincidence Ratio
Purpose Train Bus Car Two-Wheeler Auto Rickshaw Taxi
HBW 0.60483 0.83018 0.50777 0.86885 0.67492 0.57084
HBE 0.61453 0.82818 0.40708 0.65746 0.85830 0.47913
HBO 0.58808 0.55046 0.59286 0.72132 0.64900 0.50268
NHB 0.68917 0.60430 0.47245 0.73489 0.44263 0.39749
RHW 0.63928 0.81386 0.60918 0.84126 0.65174 0.56402
RHE 0.64274 0.84053 0.45021 0.54434 0.78749 0.50187
RHO 0.67662 0.48354 0.71631 0.50142 0.54524 0.66722
To have a comparison with CR at distribution stage, the CR values at mode-split stage have been weighed as
per the proportion of trips specific to each purpose and weighed CRs are presented in Table 8-18. A
comparison of CRs at distribution stage and mode-split stage are presented in Table 8-19. A slight reduction in
CR has been observed for all purposes. The change in CR is in the range of -0.19 (RHO) to -0.09 (HBW) from
distribution stage to mode-split stage which is acceptable considering the number of variables involved in
developing mode-choice models. The difference is due to disaggregated analysis of purpose specific mode
wise trip analysis.
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Table 8-18: Revalidation of Mode Choice Models: Weighted Coincidence Ratio

Purpose Train Bus Car Two-Wheeler Auto Rickshaw Taxi Weighted CR
HBW 2.4% 26.1% 5.2% 53.9% 7.2% 5.2% 0.80423
HBE 1.7% 67.6% 1.5% 17.7% 7.7% 3.8% 0.77702
HBO 3.7% 21.7% 16.3% 39.6% 13.9% 4.8% 0.63785
NHB 0.2% 26.0% 9.5% 45.8% 11.7% 6.7% 0.61905
RHW 2.7% 32.2% 5.2% 47.8% 7.0% 5.1% 0.78745
RHE 1.7% 71.4% 1.0% 15.5% 6.4% 4.0% 0.77046
RHO 4.5% 29.9% 25.0% 23.1% 12.2% 5.4% 0.57188
Table 8-19: Comparison of CRs at Distribution and Mode-Split Stage
Purpose CR: Distribution CR: Mode Split Change in CR
HBW 0.894480 0.804232 -0.09
HBE 0.918700 0.777019 -0.14
HBO 0.729460 0.637849 -0.09
NHB 0.744400 0.619050 -0.13
RHW 0.891940 0.787450 -0.10
RHE 0.915160 0.770464 -0.14
RHO 0.759450 0.571875 -0.19
8.1.12 Assignment
The assignment stage basically deals with the route choice of the trips; the parameters used in defining the
route are the transit lines characteristics (bus and rail), road network characteristics, etc. Thus, the variables
associated with assignment are numerous and subject to perception as well. The assignment process carried
out for validation of base year OD matrices and reported in Chapter 9 of Report on “Development, Validation
and Calibration of UTP Model, Scenarios and Travel Demand Forecast” indicate close agreement of assigned
flows with observed flows both for road and rail modes. However, in the iterative process of application of
distribution and mode-split changes the volume flows and consequently the route choice. Once, the
distribution and model-split models are validated by taking the flow levels as convergence criterion, the
assignment models also get validated. However, validation of assignment stage has been carried out through
following checks.
 Auto (All private and IPT modes in PCUs) flow checks;
 Bus Passenger flow checks; and
 Suburban/MMTS passenger flow checks.
The observed and assigned flows were compared in terms of PCUs. Some moderations with respect to
observed occupancies of the vehicles have been made to effect corrections for drivers. The adopted
occupancy values are presented in below table:
Table: Average Occupancy by Purpose by Mode
Purpose Car Two Wheeler Auto Taxi

HBW 1.22 1.09 1.20 1.77
HBE 2.03 1.74 1.35 1.86
HBO 2.47 2.00 2.49 2.00
NHB 1.38 1.08 1.00 1.75
RHW 1.21 1.09 1.24 1.86
RHE 1.98 1.69 1.28 1.97
RHO 2.47 1.59 2.60 2.00
Generally, the estimated total traffic flows across the screen lines is compared with observed total traffic
flows for the validation of the model. Comparison of the observed and assigned flows, Car, Two Wheeler, Auto
and Taxi across the Screen Lines is presented in Table 8-20. The assigned flows across screen line SL1 and SL3
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are lower whereas across SL2 it is higher. The differences are within acceptable limits indicating the ability of
travel demand models and network to represent the observed travel pattern of private vehicles, IPT modes.
Table 8-20: Comparison of Observed and Assigned Flows across Screen Lines (Car, Two Wheeler, Auto and Taxi
(in PCUs)
Screen Line Observed Assigned % Captured
SL1 185,773 169,242 91%
SL2 211,966 150,479 71%
SL3 132,622 129,602 98%
Overall 530,361 449,323 85%
A snap shot of the total rail and bus passenger flows (for Morning Peak period) and highway flows (in PCUs
during Morning Peak period) are shown together in Figure 8-5 and Figure 8-6 respectively.
Figure 8-5: Assigned Rail and Bus Passenger Flows for Moring Peak Period (Base Year 2011)
Figure 8-6: Assigned Road PCU Flows for Morning Peak Period (Base Year 2011)
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8.2 INTER CITY TRAVEL DEMAND ASSESSMENT
Internal to External, External to Internal and External to External is generally called as External travel demand
or inter-city travel. The approach to traffic forecast, apart from relating economic growth and elasticity with
vehicular growth, also incorporates area-specific disparities in economic growth by way of linking an area
specific (by traffic zones) economic growth in estimating traffic growth rate for future years.
Roadside interview data were used to assess the modal trip ends by traffic zone. The trip end factor (zonal
contribution to overall) at the base year, multiplied with the economic growth of the contributing zones and
their elasticity values, result in the modal growth factor. The summation of growth factors of the entire modal
trip ends yields the traffic growth rate for that particular year. For the subsequent years, the trip end factor
was assumed to be constant and the elasticity value used was as suggested in the “Road Development Plan:
Vision - 2021”.
The model used to estimate future traffic is expressed by the following expression.
  738  
   E z TEmz   
Tym  T( y 1) m 1   z 1  e 
  738  ym 
   TEmz  
  z 1  
Where,
Tym = Trips by Mode and Year;
T (y-1) m = Trips by Mode in Previous Year;
Ez = Zonal Economic Growth Rates;
eym = Year and Mode Elasticity values; and
TEmz = Trip end by Mode and Zone.
Traffic forecast by this approach involves projecting passenger and goods traffic separately. In case of
passenger traffic, the forecast growth of population and per capita NSDP are weighted with growth in per
capita NSDP as additional impact (i.e. 100% of population growth rate + 75% of per capita NSDP growth rate).
The goods traffic forecast is made proportionate to the share of goods vehicles carrying mining, industrial and
agricultural-related commodity types in the study area. The equivalent socio-economic growth rates derived
by zones are multiplied with a set of elasticity values to derive mode-wise traffic growth rates. This approach
considers zonal level variations in socio-economic parameters but takes only one set of elasticity factors. The
summary of the projected average daily traffic and CAGR for all locations combined is presented in Table 8-21
and Table 8-22 respectively.
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Table 8-21: Projected Average Daily Traffic at all Locations Combined

Vehicle Type 2011 2016 2021 2026 2031 2036 2041
Two wheelers 47,214 64,920 87,460 1,13,680 1,44,866 1,77,992 2,14,667
Auto rickshaw 17,018 23,375 31,458 40,867 52,053 63,939 77,093
Car/Jeep/Van 37,089 51,867 70,949 93,483 1,20,601 1,49,840 1,82,570
Buses 11,125 14,371 18,184 22,709 28,361 34,205 41,265
LCV 12,650 17,065 23,049 30,755 41,073 52,882 68,197
2-Axle Trucks 10,770 14,344 19,077 25,108 33,061 42,104 53,687
3-Axle Trucks 18,053 24,117 32,192 42,498 56,085 71,593 91,462
MAV (Truck Trolley) 5,353 7,182 9,622 12,744 16,868 21,586 27,638
Tractor 1,177 1,502 1,917 2,447 2,977 3,622 4,407
NMT & Others 1,984 2,300 2,666 3,091 3,413 3,768 4,160
Vehicles 1,62,433 2,21,044 2,96,573 3,87,383 4,99,358 6,21,531 7,65,146
PCUs 2,46,890 3,31,722 4,41,661 5,77,047 7,48,388 9,38,508 11,71,225
Table 8-22: CAGR by mode for all Locations combined at Outer Cordon
Vehicle Type 2011-16 2016-21 2021-26 2026-31 2031-36 2036-41
Two wheelers 6.6% 6.1% 5.4% 5.0% 4.2% 3.8%
Auto rickshaw 6.6% 6.1% 5.4% 5.0% 4.2% 3.8%
Car/Jeep/Van 6.9% 6.5% 5.7% 5.2% 4.4% 4.0%
Buses 5.3% 4.8% 4.5% 4.5% 3.8% 3.8%
LCV 6.2% 6.2% 5.9% 6.0% 5.2% 5.2%
2-Axle Trucks 5.9% 5.9% 5.6% 5.7% 5.0% 5.0%
3-Axle Trucks 6.0% 5.9% 5.7% 5.7% 5.0% 5.0%
MAV (Truck Trolley) 6.1% 6.0% 5.8% 5.8% 5.1% 5.1%
Tractor 5.0% 5.0% 5.0% 4.0% 4.0% 4.0%
NMT & Others 3.0% 3.0% 3.0% 2.0% 2.0% 2.0%
Vehicles 6.4% 6.1% 5.5% 5.2% 4.5% 4.2%
PCUs 6.1% 5.9% 5.5% 5.3% 4.6% 4.5%
8.3 COMMITTED AND PROPOSED TRANSPORT NETWORKS
The following three transport network scenarios have been considered for further analysis:
a) Scenario N1: Committed Network : Base year transport network (2011) + ongoing construction projects (ORR and
metro); and
b) Scenario N2: Proposed Potential Network: Base year transport network (2011) + ongoing construction projects (ORR
and metro) + proposed MMTS Phase II, proposed potential public transport corridors, radial and intermediate ring
road, etc. have been considered. (Ref Table 8-23).
c) Scenario N3: Scenario N2 Transport Network + Hierarchical Road Network (Missing links, widening of existing roads,
etc.).
The transport network details for the above network scenarios are presented in Table 8-23. Road, Transit and
combined Road & Transit networks considered for Scenario N1: Committed Network are presented in Figure
8-7, Figure 8-8 and Figure 8-9 respectively. Road, Transit and combined Road & Transit networks considered
for Scenario N2: Proposed Network are presented in Figure 8-10, Figure 8-11 and Figure 8-12 respectively.
Road, Transit and combined Road & Transit networks considered for Scenario N3: Proposed Network are
presented in Figure 8-13, Figure 8-14 and Figure 8-15 respectively.
8-19
Table 8-23: Summary of Transport Network Details

Network Length (km)
S. No. Component Scenario N1: Scenario N2: Proposed Scenario N3: Proposed
Committed Network Potential Network Potential Network
1 Base Road Network + Widening of existing 5, 442 km (about 5, 588 km (about 13,054 6, 617 km (about 26,777
roads and new roads 12,176 lane km) lane km) lane km)
2 Base Rail Network (MMTS & Suburban) MMTS: 100 km MMTS: 100 km MMTS: 100 km
3 Radial Roads (33 Nos.) 404 km 404 km
4 Proposed Intermediate Ring Road 107 km 107 km
5 Committed Metro Corridors (Phase I) 72 km 72 km 72 km
6 Phase II MMTS Corridors 55 km 55 km
Corridors-A
Corridors-B
9 Intermediate Regional Ring Road 219 km
Note: In the future both MMTS as well as suburban rail shall be called as MMTS
8-20
Figure 8-7: Network (Road) for Horizon Year 2041: Network Scenario N1: Committed
8-21
Figure 8-8: Network (Transit) for Horizon Year 2041: Network Scenario N1: Committed
8-22
Figure 8-9: Network (Road and Transit) for Horizon Year 2041: Network Scenario N1: Committed
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8-24
8-25
8-26
8-27
8-28
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8.4 TRANSPORT SYSTEM ATTRIBUTES AND INPUTS
Since the software to model travel demand is EMME, it is important to prepare the database in the framework
required by it. It needs following four categories of data.
 Networks
 Matrices
 Functions
 Scenarios
Networks: The basic elements of networks considered in EMME are its Nodes, Links, Turns, Modes, Transit
Vehicles, Lines and Segments.
The modes considered in this project are categorised as Auto modes, Transit modes and Auxiliary Transit
modes.
 Auto modes include, cars, two wheelers (private vehicles), Taxi and Auto Rickshaw (IPT modes)
 Transit modes include MMTS, Suburban trains, Buses and Metro
 Auxiliary Transit modes include Pedestrian
The base network consists of nodes and links. The nodes are categorised into centroid and intersections or
transit stops. A centroid is nodes that are associated with a Traffic Analysis Zone, all trips from and to the TAZ
are assumed to originate from and terminate at the centroid. A regular node may correspond to an
intersection, transit stop etc. If the turning movements at intersection are to be modelled, they are specified
as link to link turns at selected nodes, and turn penalty functions/ intersection penalty functions can be
associated.
A link is a directional connection between two nodes, by one or more nodes. A link that connects a centroid to
a regular node is called a connector/ dummy link. The initial node of a link is I-node, and the terminal node of
a link is called J-node. Attributes such as number of lanes, volume delay functions, lane capacity, etc. are
attached as attributes of the link. The links of the base network, which are defined by using ordered pairs of
nodes, may carry more than one mode such as cars, two wheelers, buses, taxis, auto rickshaws and
pedestrians. These are specified by including all the modes allowed on a particular link.
Transit line itinerary: It is defined as the sequence of nodes (stops) encountered by the transit line1 on its
route. In order to simplify the coding, it is not necessary to specify all the modes along a route. If nodes are
omitted, the line is assumed to pass through the nodes on the shortest path between the two specified nodes.
The travel time of a transit line is specified by an average speed or with travel time functions. The function
specifies the travel time on each segment of the line and can be correlated to the travel time of the auto
mode on the same link.
Pedestrian movements along sidewalks may be represented as Auxiliary Transit modes which travel at
constant speed.
Transit line corresponds to regular transit service, fixed frequency and travel times, on a fixed itinerary. The
itinerary is defined as a sequence of Transit segments, each one of them corresponding to a link in the base
network.
1
A ‘transit-line’ is a North American term for a public transport route such as a bus route or a suburban train route. Route
here is considered directional i.e., a MMTS train route from Falaknuma to Hitechcity will be considered distinct from the
same train route in reverse direction.
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Network Attributes: Each node is given a Node number and X and Y coordinates. Four types of network
attributes can be associated with each node, link, turn, transit line and transit line segment. Standard
Attributes include node coordinates, link length, number of lanes, speed, and three other user defined data
items. Extra attributes are optional such as keeping reference data like observed link flows, pavement
condition, accidents etc.
A Scenario consists of a complete network data set: modes, base network, turns, transit vehicles and lines. A
scenario may contain only the network data that is necessary for a specific application. If only vehicular traffic
is considered in the analysis, transit lines need not be represented in the scenario. If only transit traffic is
considered, the auto mode need not be represented etc.
Figure 8-16: Describes the network attributes represented in EMME package.
Figure 8-16: Road and Transit Network Attributes for EMME
8.4.1 Zone Coding Scheme
The Traffic Analysis Zones are used to aggregate the individual households and premises into manageable
localities for modelling purposes. The two main things that need to be decided are the number of zones, and
their size. The greater the number of zones, the smaller is the area covered by each one of them and the
better they capture travel pattern of that area. However for strategic purposes, in the rest of GHMC area of
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HMA, much larger zones are employed. It is to be noted that for modelling purpose, all the properties and
attributes of each zone are assumed to be concentrated in a single point called the “zone centroid”.
In case of HMA, different tiers of zoning schemes are adopted for specific purposes. A detailed level
comprising of 695 zones within HMA is formulated for a detailed model. These are further compounded to
193 zones for strategic analysis purpose. Further these zones are compounded to 21 clusters to evaluate the
various development scenarios and establishing the control totals.
8.4.2 Detailed Level Zoning System:
The Methodology adopted in arriving at the traffic analysis zone system is discussed in detail in Technical Note
on “Technical note on Traffic Zoning, Sampling Technique and Sample Generation”. Total 695 zones are
distributed into various jurisdictions. Table below provides spatial details of the TAZs.
Table 8-24 : Zone Coding: Detailed Level-695 zones
S. No Name of Jurisdiction Number of TAZ Zone Coding
1 MCH 203 1-200, 438-440
2 Rest of GHMC 237 201-437
3 SCB+OU 21 441-461
4 Rest of HMA 234 462-695
Total HMA traffic zones 695 1-695
5 External 16 701-716
Total Zones 711 701-716
8.4.3 Strategic Level Zone Grouping:
Policy Decisions are better made at a macro level. For this purpose, it becomes necessary to group the traffic
analysis zones into bigger areas. This also aids in developing a strategic model for short listing of various
scenarios. Keeping in view of these requirements, the Traffic Analysis Zones are grouped into reasonably
larger areas. The details are summarised in table below.
Table 8-25 : Zone Coding: Strategic Level - 193 zones
S. No Name of Area Grouped FAZ
1 MCH 65
2 Rest of GHMC 80
3 SCB+OU 6
4 Rest of HMA 42
Total 193
8.4.4 Cluster Level Zone Grouping:
For broad understanding and judgement of various planning parameters it is required to have control totals at
a manageable aggregate level. Therefore based on the potential growth and investment initiatives the whole
HMA is subdivided into 21 clusters (shown in chapter-4).
8.4.5 Node Coding Scheme
A network length of around 4,900 km is identified for the study. The details of the inventory are presented in a
separate report titled “Data Compilation and Statistical Analysis Volume II: Other Surveys” submitted in
October, 2012. Apart from the highway network, transit (rail) network is also identified for the study purpose.
The surveyed network is referred in terms of links. These links are constituted by a pair of adjacent nodes. In
case of rail network, station becomes the node. The segment between two stations constitutes a link.
However, several ornamental nodes are introduced between two stations to retain the approximate
alignment of the network. In case of highway network, intersections (both major and minor) and bus stops
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form the regular nodes. However, to replicate the ground reality, several ornamental nodes are introduced.
Every care is taken to identify all such nodes during the survey stage.
8.4.6 Coding of the Nodes
Network coding is of prime importance for a study of this kind. Nodes identified from the network inventory
survey are assigned with suitable numbers such that their exact location in HMA can easily be identified at any
time with ease. Table 8-26 below elaborates the numbering of the nodes.
Distinct series are chosen to Highway network; Bus transit network, Suburban train/ MMTS network and the
proposed Metro network. A six digit number is adopted for node coding. The first three digits represent the
road hierarchy. Similarly, wherever a higher order node is intersected with other road category a separate
node series is adopted. This makes it convenient to identify the major critical intersections for example a node
intersected between National Highway and an Arterial road has high significance for further processing and
establishing the junction controls. These reserved series of numbers include buffer for incorporating
additional nodes for any modification in the existing network or for introduction of new nodes for the
proposed network. Care is taken to distinguish between existing and the proposed nodes.
Similarly, distinction is made to identify the bus nodes on the identified network and the regular rail nodes
Table 8-26 Node Numbering for Highway Nodes
Priority Starting Zone Zones
Category Identifier
Order Number Reserved
A Zone 1 99,999
B Bus Stops 100 99,999
C Transit Stops 99,999
MMTS 200 200001 9,999
Suburban 210 210001 9,999
Metro 220 220001 9,999
Mono 230 230001 9,999
BRTS 240 240001 9,999
1 National Highway (NH) 300 300001 4999
2 NH-SH 305 305001 999
3 NH-MDR 306 306001 999
4 NH-Urban Freeway 307 307001 999
5 NH-Arterial 308 308001 999
6 NH-Major Road 309 309001 999
7 NH-Minor Road 310 310001 999
8 NH-Flyovers 311 311001 999
9 NH-Special Road 312 312001 999
10 State Highway (SH) 320 320001 4,999
11 SH-MDR 325 325001 999
12 SH-Urban Freeway 326 326001 999
13 SH-Arterial 327 327001 999
14 SH-MajorRoad 328 328001 999
15 SH-Minor Road 329 329001 999
16 SH-Flyovers 330 330001 999
17 SH-Special Road 331 331001 999
18 Major District Road (MDR) 340 340001 4,999
19 MDR-Urban Freeway 345 345001 999
20 MDR-Arterial 346 346001 999
21 MDR-MajorRoad 347 347001 999
22 MDR-Minor Road 348 348001 999
23 MDR-Flyovers 349 349001 999
24 MDR-Special Road 350 350001 999
25 Urban Freeway 400 400001 4,999
26 Urban Freeway-Arterial 405 405001 999
27 Urban Freeway-MajorRoad 406 406001 999
28 Urban Freeway-Minor Road 407 407001 999
29 Urban Freeway-Flyovers 408 408001 999
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Priority Starting Zone Zones

Category Identifier
Order Number Reserved
30 Urban Freeway-Special Road 409 409001 999
31 Arterial 450 450001 4,999
32 Arterial-Major Road/Sub-Arterial 455 455001 999
33 Arterial-Minor Road 456 456001 999
34 Arterial-Flyover/ROB 457 457001 999
35 Arterial-Special Road 458 458001 999
36 Major Road/Sub-Arterial 500 500001 49,999
37 Major Road/Sub-Arterial-Minor Road 550 550001 999
38 Major Road/Sub-Arterial-Special Road 551 551001 999
Major Road/Sub-Arterial-Flyover/ROB 552 552001 999
Major Road/Sub-Arterial-Special Road 553 553001 999
39 Minor Road 600 600001 49,999
40 Minor Road-Flyover/ROB 650 650001 999
41 Minor Road-Special Road 651 651001 999
42 Flyover/ROB 700 700001 999
43 Flyover/ROB-Special Road 701 701001 999
44 Special Road 750 750001 9,999
Further, a comprehensive system of road link types is evolved and accordingly links are coded in to the
modelling system.
Table 8-27 Facility Type, Link Type and VDF
Category Name Facility Code Link Type VDF Code
Not Present-One Way-1 1 1 4
Not Present-Two Way-1 11 3 11
Present-One Way-1 21 6 2
Present-Two Way-1 31 7 1
Flyover 42 9 9
Urban Freeway 43 10 10
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8.4.7 Link Coding Scheme
8.4.7.1 Mode (mod)
Only one mode is defined for each type of vehicles. There may be variations within each category of vehicles
such as mini bus, ordinary bus, express/metro bus, and air conditioned bus. These variations are reflected in
the transit vehicle definitions in vehicle type declarations.
The following Table 8-28 lists the mode codes defined by the standard.
Table 8-28: Mode Table
Code Mode Mode type
w Two-wheeler Auxiliary auto
c Car Auxiliary auto
r Auto Rickshaw Auxiliary auto
x Taxi Auxiliary auto
l LCV Auxiliary auto
h 2 Axle trucks Auxiliary auto
k 3 Axle Trucks Auxiliary auto
z Multi Axle Trucks Auxiliary auto
t Train-( 2 types of Vehicles- MMTS, Suburban) Transit
b Bus (4 types of vehicles-Mini, Ordinary, Express, AC) Transit
m Metro (proposed) Transit
p Pedestrian, Connector ,Transfers and Train Access Auxiliary transit
8.4.7.2 Link length (len)
Distance information collected as part of network inventory is used to assign link length. Where it is not
available, geographical distance calculated from GIS, calculated from the co-ordinates of the connecting nodes
as well as intermediate vertices was used for all the links but including internal HMA zone centroid
connectors. Link lengths have been represented in kilometres.
8.4.7.3 Number of Lanes (lan)
The actual number of lanes available are represented (Based on Road Network Inventory Surveys), except for
walk, transfer and centroid connector links where a standard 4-lane configuration is used.
8.4.7.4 Auto Link Speed (ul1)
In general, posted speed should be used. However, there may be circumstances where using a higher or lower
value than the posted speed is more realistic. For instance, traffic on streets within a CBD area may actually
travel at a much lower average speed than the posted speed due to the number of traffic lights/intersections,
pedestrians, etc. In such a case, one may want to use a lower speed value. In other cases where very little
“side friction” exist along the link and where traffic generally travel at an average speed that is higher than the
posted speed, a higher link speed should be used. For example, on freeway, rural highway, urban highway and
controlled access urban arterial links, the link speed should be posted speed plus 10 km/hr. For centroid
connectors, a link speed of 20 km/hr is used.
8.4.7.5 Functional Class and Volume Delay Function Functions (VDF)
In this network coding standard, the link functional class defines the volume delay function applicable to that
link. The functional form of the volume delay functions specific to a network was documented in Link travel
time functions. The standard functional classes are listed in Table 8-29.
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Table 8-29: Functional classification of Roads

VDF Lane configuration Divided/ Undivided Traffic Management
1 2 Lane Undivided Two-way
2 2 Lane Undivided One-way
4 4 Lane Divided Two-way
6 4 Lane Undivided Two-way
7 4 Lane (Flyover) Divided Two-way
10 8 Lane (Bypass/ORR)* Divided Two-way
Standard forms of BPR function, Modified BPR function and Empirical function are calibrated followed by
Conical Function. The calibrated conical function is presented in Table 8-30. Details of calibration of speed
flow functions is presented in Report submitted on “Data Compilation and Statistical Analysis” submitted in
October 2012.
Table 8-30 : Volume Delay Functions Proposed for the study
  2  V 2   
Conical Equation: T  T0 2    1      2    1  V    
   C     C 
     
Divided/ Traffic
VDF Lane configuration Capacity α β Tf Tc
Undivided Management
1 2 Lane Undivided Two way 1200 1.58 1.86 90 180
2 2 Lane Undivided One Way 1400 1.49 2.02 90 180
3 3 Lane Undivided One-way 1600 1.10 6.00 72 144
4 4 Lane Divided Two-way 1600 1.26 2.92 60 120
5 4 Lane Undivided One-way 1800 2.07 1.47 60 120
6 4 Lane Undivided Two-way 1600 1.90 1.56 60 120
7 4 Lane (Flyover) Divided Two-way 1800 1.24 3.07 60 120
10 8 Lane (Bypass/ORR) Divided Two-way 2200 4.00 1.17 36 72
A comparison of the performance of these functions for 4 lane divided road is presented in Figure 8-17.
Volume Delay Function (VDF)
170.00
150.00
Travel Time in Sec/km
130.00
110.00
90.00
70.00
50.00
0.00 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00
VCR
Raw Data BPR Equation Modified BPR Equation Power Function Conical Volume Delay Functions
Figure 8-17: Showing the Performance of VDF with Changing Volume Capacity Ratios
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8.4.7.6 Lane Capacity (ul2)
Lane capacity for a road link is defined as the AM peak hour service-capacity in PCU per hour per lane (later
converted to modelling period capacity) while creating the data bank. The detailed capacity analysis for the
above classifications is furnished in Report on “Data Compilation and Statistical Analysis Report Volume-II:
Other Surveys” submitted in October, 2012. Table 8-31 summarizes the findings.
Table 8-31: lane capacities and free flow speeds
Traffic Capacity Free Flow Speed in
VDF Lane configuration Divided/ Undivided
Management PCU/hr/ lane kmph
1 2 Lane Undivided Two-way 1,200 40
2 2 Lane Undivided One-way 1,400 40
4 4 Lane Divided Two-way 1,600 60
6 4 Lane Undivided Two-way 1,600 60
7 4 Lane (Flyover) Divided Two-way 1,800 60
10 8 Lane (Bypass/ORR) Divided Two-way 2,200 100
8.4.8 Detailed network Coding Scheme - Transit Line Attributes
A transit line is defined through two components, a header section that defines attributes applied to the
entire line, and a route itinerary section defined by a sequence of segments. Each segment is further defined
by several attributes. The header attributes are line name, line description, headway and default operating
speed. Each segment is further defined by dwell time, layover time and transit time function.
8.4.8.1 Line Name (lin)
The line name field is used to distinguish transit lines (both for bus and train) and is a unique alpha-numeric
identifier of up to 6 characters in length. The 6 characters are to be used as follows:
2-5 Line number
1 a or b a stands for the through direction/route and b for reverse direction/route
6 Depot
8.4.8.2 Line Description (descr)
A textual description, up to 20 characters, of the line/route is provided in this field. Existing route numbers of
bus are kept in the line/route numbers of bus routes as an identifier.
8.4.8.3 Line Headway (hdw)
The line headway is the average time between buses or trains in the service schedule of the line for the AM
peak period of 8.00 AM to 12.00 PM. For lines with varying headways across the 4 hour peak period, a
calculated “combined” headway is used. For some routes, the headway of the peak hour service may be
appropriate. “Effective headways” are to be used for transit routes with infrequent number of runs. For Local
transit, the scheduled operating headway corresponding to the peak period is used. Rail effective headways
are calculated from the time table by the corresponding railways.
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8.4.8.4 Line Speed (spd)
Transit line speeds can be defined in two ways: the default operating speed for the entire line or segment
speeds implied by transit time functions. The default speed is used to calculate the travel time between stops
(nodes) for line segments where no transit time function (ttf) are defined. The transit time function defined
changes the default transit travel time for the current and following line segments. For transit routes with
exclusive right-of-way, the line segment user data 1 (us1) field is reserved for the segment speed. Therefore,
such lines may be coded to use the default line speed or individual segment speeds. Speed values are used to
calculate segment travel times. With an integrated auto and transit network, auto link/segment travel times
can also be used with the appropriate definition of transit time functions.
8.4.8.5 Transit Vehicle (veh)
Each transit line must be associated with a mode and transit vehicle type. Below is the list of transit vehicles
that are used in the present study.
Table 8-32: Transit Vehicle Table
Vehicle Code Transit Vehicle type mode code Description
1 Mini b Minibus with 20 Seating Capacity
2 Ordinary b Ordinary Bus with 40 Seating capacity
3 Express b Express Bus with 40 Seating capacity
4 AC b AC Bus with 40 Seating capacity
5 9-coach t MMTS currently operates 9 coaches
6 3-coach t Suburban currently operates 3 coaches
7 Metro m Metro-Commence Operations by 2015
8.4.8.6 Line Segment Attributes
Line segments make up the transit line itinerary. Each segment may be described by some or all of the
following attributes:
Table 8-33: Transit Line Segment Attribute Summary
Keyword Description
Dwt Dwell time per line segment (default 0.01)
Dwf Dwell time factor in minutes per unit length
Ttf Transit time function on both links and turns
Ttfl Transit time function on links
Ttft Ttfl Transit time function on segments
us1,us2,us3 us1, us2, us3 Segment user data. us1 contains segment speed.
Lay Layover time (segment specific)
Tdwt Temporary dwell time (segment specific)
tus1,tus2,tus3 Temporary segment user data 1, 2 , 3
The dwell time attributes (dwt, dwf, tdwt), may be marked with one or more of the following symbols:
* dwell time factor
< boarding only
> alighting only
# Non-stop (no boarding and no alighting)
+ Boarding and alighting are allowed
8.4.8.7 Transit Time Function Index
A separate index is given to each transit mode as shown below:

Function index Mode Description
1 b Bus
2 t Train/metro
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8.5 STRATEGY FOR PUBLIC TRANSPORT
Share of public transport modes among the motorised mode of travel observed in the base year is about 41%.
Prima facie this can be sustained in the long run with enhancement of existing public transport networks by
bus and train and introduction of new mode/system i.e. metro (which is under construction). Private vehicle
growth in HMA observed during the last decade is about 11 to 12% per annum. This is alarming. Keeping in
mind the growth of population and employment in HMA for the horizon period upto 2041, a strategy of
“transit first” approach is more appropriate to contain the traffic congestion on the road system, improve the
comfort levels in the public transport systems and for better environmental quality in the future. While
arriving at the conceptual transport networks for the horizon year 2041 as described in Section 8.3 in this
chapter, extensive public transport proposals have been considered for further analysis and evaluation.
8.6 TRAVEL DEMAND FORECAST AND SHARE OF PUBLIC TRANSPORT
Assessment of transport network requirements for the horizon year 2041 requires an assessment of travel
patterns by passenger travel by various modes of transport and goods vehicles (internal and external). For
assessment of travel patterns the inputs required are TAZ wise planning parameters, preliminary conceptual
transport network, external travel demand forecasts, etc. for the horizon year 2041 and the calibrated and
tested travel demand models. The overall process of travel demand forecast and network analysis for the
horizon year 2041 is presented in Figure 8-18. The internal passenger travel, goods vehicle travel and external
passenger and goods vehicle travel demands for the base year and horizon year, planning parameters
considered for the horizon year 2041, transport networks considered for scenario testing are presented in this
chapter.
Figure 8-18: Travel Demand Forecast Process for the Horizon Year 2041
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The major objective of the network analysis is to determine the inadequacies of the network being tested and
assessing either network oversupply or network capacity deficiencies. The modal travel assignment has been
based on a capacity constrained assignment for all modes other than public transport system, for which the
capacity has been assumed to be unconstrained. The reason for this analytical approach is that the physical
and operating ability to add transit capacity by new lines or operational expansion far exceeds the
opportunities to add more road capacity beyond that defined in the 2041 road concept plan. This also has the
effect of influencing modal choice. In addition, initial “corridor capacity” sensitivity assessments have been
undertaken to make adjustments to the base system costs.
An important assumption has been that the existing suburban rail/MMTS network is exploited to its full
potential as this system provides excellent operating cost efficiencies. This includes the introduction of as
many suburban services as feasible, without compromising with the regional rail requirements. However, the
estimated flows indicate that optimization of the suburban rail system alone; at more acceptable passenger
loading standards will not satisfy the total public transit demand expected on the corridors. This confirms the
need for other parallel systems in the existing urbanized areas, and the expansion of rail based transit to serve
green-field areas beyond GHMC. Further there is a need to consider other lower capacity transit technologies,
either as a transitional mode (to full metro) or as feeder routes to serve stations on the suburban rail and
metro lines and higher density development nodes, that generate travel demand which exceeds the capacity
of buses in mixed traffic operations.
8.7 CRITERIA FOR OPTIONS ANALYSIS
Assessing the preferred scenarios for establishing the long term strategies and further working on the short
and medium transportation strategies, transport network analysis has been carried out. Four stage travel
demand models, planning parameters at 695 traffic analysis zones has been adopted for screening at this
stage. The flows on identified rail, bus and road networks, has been estimated through assignment and the
ability of the network to carry these flows has been evaluated. Any network capacity deficiencies that need
augmentation/ deletion of transport corridors or proposals on alternative public transport systems have been
quantified and the system costs adjusted. A brief outline of the landuse scenarios, transport network
scenarios, travel demand models used and the evaluation criteria adopted, has been given hereunder:
Landuse Scenarios: Scenario S1 (Trend Based), Scenario S3 (Landuse Option 1) and Scenario S4 (Landuse
Option 2);
Transport Network Scenarios: Scenario N2 and Scenario N3 transport networks;
Private Vehicle Growth Scenarios: Scenario PV1 (Low private vehicle growth) and Scenario PV2
(continuation of trend);
Travel Demand Models: Region-level, purpose-wise trip generation models, purpose wise distribution
models, purpose wise mode split models, capacity constrained road assignment models with calibrated
volume-delay functions and turn-penalty functions and unconstrained transit assignment models have been
developed. The models developed for daily travel demand have been used and the purpose wise and mode
wise morning peak period travel demand has been assessed based on the travel shares observed in the base
year; and
Evaluation Criteria: The criteria used for short-listing of the options include– (a) cost of the transport
network, (b) passenger trips, passenger-km, passenger-hours and average speed of public transport modes
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(bus, suburban rail and metro), (c) passenger trips, trip length, PCU-km, PCU-hours and average speed of
private and IPT modes.
8.8 TRANSPORT NETWORK ANALYSIS BY SCENARIOS
Permutations and combinations of three land use scenarios, two network scenarios and two private vehicle
growth scenarios results in twelve alternative scenarios for travel demand and network analysis for the
horizon year 2041 and these are presented in Figure 8-19. Variations in population and employment
distributions in three land use scenarios (S1, S3 and S4), variations in private vehicle growth assumptions
(demand side factors) and response of the two alternative transport networks i.e. N2 and N3 (supply side
factors) results in varied mode choices and travel patterns in alternative scenarios.
Figure 8-19: Alternative Scenarios for Travel Demand Analysis
Travel demand estimation for the horizon year is complex, since it depends on large number of variables that
are also estimated for the horizon year. The complexities include a network system with several modes,
having mode restriction in certain geographical areas/ on certain routes and the detailed zoning system.
However, EMME is versatile and has the capacity to handle these complexities well. The process adopted in
modelling is briefly discussed in the ensuing paragraph.
Based on the controlling population and employment levels discussed earlier, population and employment
distributions are allocated to each of the 695 traffic zones. Individual traffic forecasts are generated by trip
purpose and by trip mode. These forecasts have been converted to vehicles (Car, Two wheeler, Auto, Taxi,
Bus, Train and Metro) on a PCU (passenger car unit) basis and for public transport on person trip basis. The
internal travel demand i.e. Internal-Internal component of total demand has been estimated from the travel
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demand models The external travel demand, i.e. Internal-External, External-Internal and External-External,
components of total demand has been estimated based on the external demand modelling procedure. A brief
description of the scenario wise estimated internal and external travel demands are presented in the following
sections.
8.8.1 Internal Travel Demand
The planning parameters for the various land use scenarios at TAZ level to be used in trip generation
equations are presented in Annexure 8-5. Private vehicle growth has been estimated for the horizon period
upto 2041 based on the past trends and models have been developed for forecasting. The details are
presented in Annexure 8-6. It is pertinent to mention here that, the growth of private vehicles would very
much have an impact on the assessment of required road transport network for the horizon period upto 2041.
The trend based vehicle forecast would give a very high growth of private vehicles. Whereas in reality,
considering implementation of proposed transit corridors (Suburban, metro, etc.) would provide faster and
safe travel and would have effect on private vehicle growth. Considering this aspect, two scenarios have been
considered i.e. Low private vehicle growth (PV1) and High private vehicle growth (PV2). At TAZ level,
percentage of households having car availability, Two wheeler availability and No vehicle availability have
been assessed for the horizon year 2041 for PV1 and PV2 scenarios based on the data available from HIS
(2011) and the private vehicle forecasts using vehicle availability models. Vehicle availability model Private
vehicle availability (car availability, two wheeler availability and No vehicle availability) to be used in mode
choice models are presented in Annexure 8-4. Mode wise, morning peak period travel demand for the six
growth scenarios has been estimated and presented in Table 8-34.
Table 8-34: Scenario and Mode wise Internal Travel Demand (person trips): Morning Peak Period
Mode Car TW Auto Taxi Bus Train Metro
Base Year 5,31,567 30,97,481 6,61,439 3,87,301 30,18,195 1,90,994
S1N2PV1 13,92,005 75,16,985 18,00,325 11,34,610 51,70,581 1,58,562 19,77,742
S1N2PV2 31,47,517 1,12,64,265 1,48,085 1,48,647 26,48,899 40,587 17,52,807
S3N2PV1 13,77,225 73,31,727 19,11,043 12,05,243 52,27,548 1,52,034 19,07,122
S3N2PV2 31,65,977 1,12,22,649 1,49,625 1,49,887 27,03,467 41,202 16,79,132
S4N2PV1 13,78,205 72,92,088 18,87,105 11,96,515 50,39,874 1,47,802 19,31,517
S4N2PV2 31,36,704 1,10,86,476 1,49,391 1,50,068 26,24,807 40,717 16,84,944
S1N3PV1 13,90,210 70,46,601 14,06,195 8,31,865 58,49,637 2,04,767 24,22,232
S1N3PV2 31,42,616 1,04,86,499 1,62,500 1,58,567 29,31,160 48,871 22,21,294
S3N3PV1 13,79,261 70,47,594 16,74,167 10,01,992 56,73,708 1,84,998 21,59,678
S3N3PV2 31,70,720 1,07,76,610 1,62,949 1,59,430 28,56,083 45,483 19,50,124
S4N3PV1 13,78,528 70,11,646 16,54,346 9,87,749 54,76,588 1,82,590 21,84,079
S4N3PV2 31,33,950 1,06,49,887 1,61,476 1,58,595 27,66,429 45,189 19,60,005
A review of the growth of population, employment and external goods vehicle travel demand, over the period
2011 to 2041 reveals that there has been 2.07 times growth in population, 2.43 times growth in employment
and 5.11 times growth in external goods’ vehicle travel demand.
Internal Goods Demand Estimation:
Intra goods demand mainly depends upon Population and Employment. So, the consultants have prepared
regression equations by taking Population and Employment as independent variables. Total morning peak
period internal goods vehicle travel demand for the Base year (2011) and Horizon year (2041) are 14,802 and
28,462 vehicles respectively. A growth of 1.92 times has been observed over the period of 30 years. This total
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internal goods vehicle travel has been apportioned to 695 zones, on the basis of population to get trip origin
totals, and employment to get trip destination totals. These trip ends are then balanced using the base year
internal goods vehicle travel matrix as seen, and replacing of zero cells with nominal unit value. Table 8-35
presents the Internal to Internal goods in vehicles for the base year and the horizon years for the morning
peak period.
Table 8-35: Estimated Internal to Internal Goods in vehicles for the base year and horizon year for Morning Peak
Period
Mode 2011 2041
LCV 12,959 25,470
2-Axle 1,226 1,966
3-Axle 490 808
M-Axle 127 218
Total Goods Vehicles 14,802 28,462
8.8.2 External Travel Demand
The daily external travel demand has been estimated for private vehicles, buses and trucks. The daily external
travel demand for the base year, 2011, has been estimated separately for goods’ vehicles (LCV, 2 Axle, 3 Axle
and Multi Axle Trucks), buses and personalised vehicles (cars and two wheelers) as 48,003, 11,125 and 84,303
vehicle trips respectively. The estimated, for the horizon year (2041), for goods vehicles, buses and
personalized vehicles are 2,45,391, 41,265 and 3,97,237 vehicle trips respectively. The average annual growth
rate (at the external cordon) of goods vehicles, buses and personalized vehicles was assessed to be 5.6%, 4.5%
and 5.3%, respectively.
8.8.3 Network Assignment
The major objective of the network analyses is to determine the inadequacies of the network being tested and
assessing either network oversupply or network capacity deficiencies. This analysis forms the basis for
establishing the required provision of alternative systems and their costs. It is further observed that, because
of the uniform trip length distribution criteria, the mode choice and consequently the modal split between
private and public transport does not vary significantly amongst the scenarios.
The modal wise assignment has been based on a capacity constrained road network for all modes other than
public transport system, for which the capacity has been assumed to be unconstrained. The reason for this
analytical approach is that the physical and operating ability to add transit capacity by new lines or operational
expansion far exceeds the opportunities to add more road capacity beyond that defined in the 2041 road
concept plan. This also has the effect of influencing modal choice. In addition, initial “corridor capacity”
sensitivity assessments have been undertaken to make adjustments to the base system costs. Each of the six
scenarios is evaluated against fixed long term transit and road concept plans. The plans and associated costs
have been thereafter adjusted based on preliminary capacity/ needs assessment.
The assignment module of EMME requires various parameters like direct cost of travel parameters i.e. Value
of Time (VOT), Vehicle Operating Costs (VOC), Fares, etc. The assignment parameters are presented in
Annexure 8-7.
8.8.4 Scenario-wise Assessment of Flows
The assigned passenger flows on sub-urban/MMTS and metro network, along with the assigned vehicular
flows on highway network, for the twelve growth scenarios (S1N2PV1, S1N2PV2, S31N2PV1, S3N2PV2,
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S41N2PV1, S4N2PV2, S1N3PV1, S1N3PV2, S31N3PV1, S3N3PV2, S41N3PV1 and S4N3PV2) are presented in
Figure 8-20 to Figure 8-31.
Two alternative transport networks for the horizon year have been prepared considering the travel
requirements within the study area. It is sufficient to cater to the travel desires forecasted for six growth
scenarios (3 land use scenarios and two private vehicle growth scenarios). The detailed analysis of the transit2
and highway flows, specific to each growth scenario, necessitated removal of some links on which the flows
were significantly low. These links have been analysed carefully for the flows, before being deleted from the
proposed horizon year transport network. Scenario wise deletions, conversions (Metro to BRTS), brief on the
spatial distribution of the planning parameters, mode split, adjusted costs, etc. are presented in Annexure 8-8.
2
The capacity criteria adopted for transit evaluation is as follows: (a) MMTS/ Suburban Railway: Capacity of 12 car rake with 7
persons/sqm density and 3 min. headway is 60,000 Persons/hour/direction/ track (PHPDPT); (b) Capacity of 6 car rake with 6
persons/sqm density and 3 min. headway is 40,000 Persons/hour/direction/ track (PHPDPT) and Capacity of 8 car rake with 6
persons/sqm density and 3 min. headway is 50,000 Persons/hour/direction/ track (PHPDPT)
.
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Population Employment Mode Split System Cost (INR crores)

Inside ORR: 14.3 m Inside ORR: 6.3 m Public Transport: 38.2% Transit: 45,418 (95%)
ORR & Outside: 5.1m RoR & Outside: 1.4 m IPT: 15.3%, Private: 38.2% Roads: 2,468 (5%)
Figure 8-20: Suburban Rail/ Metro and Road Assignment (Scenario S1N2PV1)
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ORR & Outside: 5.1 m RoR & Outside: 1.4 m IPT: 1.5%, Private: 75.3% Roads: 2,468 (5%)
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8.9 EVALUATION OF SCENARIOS

8.9.1 Criteria for Evaluation
The following set of criteria is adopted for evaluating the growth scenarios:
a) Cost of transport network;
b) Pass-km of bus, suburban rail and metro;
c) Average speeds of bus, suburban rail and metro;
d) Average trip length of bus, suburban rail and metro; and
e) PCU-km, PCU-hr and average speeds of private vehicles, IPT modes and Goods vehicles.
Cost of Transport Network
The total cost of horizon year conceptual transport network is assessed to be INR 55,629 crores for N2 and INR
93,898 crores at 2011-12 prices. In case of N2 conceptual transport network, limited highway improvements
have been considered, whereas in case of N3 conceptual transport network large scale higher order transport
corridors (fully access controlled, partially access controlled) and hierarchical highway corridors. However, in
both the conceptual transport networks, the proposed transit corridors/ network is same. In case of N2
conceptual transport network, the cost of highway and transit system costs are INR 2,468 and INR 53,161
crores respectively (4%:96%) and In case of N3 conceptual transport network, the cost of highway and transit
system costs are INR 40,737 and INR 53,161 crores respectively (43%:57%).
This transport network, as aforementioned, is loaded with the travel demand of the horizon year under each
of the twelve scenarios, which lead to deletion of some of the under-utilised corridors, as a result of which,
there has been a reduction in the cost of total transport network, for each of the scenarios. The final cost of
transport network, thus arrived, for each of the scenario is presented in Table 8-36. It can be seen that, the
scenarios with N2 network scored good ranks as the cost of N2 network is far lower than the N3 network.
Table 8-36: Scenario Wise Comparison: Cost of Transport Network
Reduction in Cost by deleting some road and transit links and Adjusted Cost of Transport Network Cost based
Scenario considering BRTS for selective Metro corridors (INR Crores) (INR Crores) Ranking of
Scenario
Road Transit Total % Road % Transit Road Transit Total % Road % Transit
S1N2PV1 7743 7743 0% 100% 2,468 45,418 47,886 5% 95% 6
S1N2PV2 10355 10355 0% 100% 2,468 42,805 45,273 5% 95% 4
S3N2PV1 24436 24436 0% 100% 2,468 28,724 31,192 8% 92% 1
S3N2PV2 16650 16650 0% 100% 2,468 36,511 38,979 6% 94% 2
S4N2PV1 7954 7954 0% 100% 2,468 45,206 47,674 5% 95% 5
S4N2PV2 15697 15697 0% 100% 2,468 37,463 39,931 6% 94% 3
S1N3PV1 6038 24044 30082 20% 80% 34,699 29,116 63,816 54% 46% 7
S1N3PV2 791 1966 2756 29% 71% 39,947 51,195 91,142 44% 56% 12
S3N3PV1 5168 24044 29212 18% 82% 35,569 29,116 64,685 55% 45% 8
S3N3PV2 956 10553 11509 8% 92% 39,782 42,607 82,389 48% 52% 10
S4N3PV1 6147 633 6780 91% 9% 34,591 52,527 87,118 40% 60% 11
S4N3PV2 2025 24436 26461 8% 92% 38,712 28,724 67,436 57% 43% 9
Public Transport Loads and Average Speeds
In case of public transport modes, passenger-km, passenger-hour and average speeds, indicate the
operational efficiency of its network. Scenario wise comparison of Pass-km for the horizon year and the base
year is presented in Table 8-37. Scenario wise comparison of Average speeds obtained from Passenger-km and
Passenger-hr of travel for the horizon year and the base year are presented in Table 8-38.
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Table 8-37: Scenario Wise Comparison of Passenger-km: Public Transport Modes
Pass-km (million) Ranking

Weighted
Scenario Suburban/ Suburban/
Bus Metro Bus Metro Ranking
MMTS MMTS
Base Year 11.9 0.3 0.0
S1N2PV1 26.6 3.0 4.6 4 6 5 4
S1N2PV2 15.2 2.4 3.7 11 11 10 11
S3N2PV1 26.6 3.0 4.0 5 5 9 5
S3N2PV2 16.2 2.4 3.2 9 10 12 10
S4N2PV1 23.1 2.8 4.3 6 7 8 6
S4N2PV2 14.3 2.2 3.4 12 12 11 12
S1N3PV1 33.7 3.8 6.7 1 1 1 1
S1N3PV2 19.3 3.1 5.5 7 4 3 6
S3N3PV1 31.2 3.5 5.4 2 2 4 2
S3N3PV2 18.3 2.7 4.3 8 8 7 8
S4N3PV1 27.8 3.3 5.6 3 3 2 3
S4N3PV2 16.2 2.6 4.5 10 9 6 9
Table 8-38: Scenario Wise Comparison of Passenger-km, Passenger-hr and Average Speed: Public Transport
Modes
Bus Suburban/ MMTS Metro Total (PT)
Scenario Pass-km Pass-Hr. Speed Pass-km Pass-Hr. Speed Pass-km Pass-Hr. Speed Pass-km Pass- Hr. Speed Ranking
(million) (million) (kmph) (million) (million) (kmph) (million) (million) (kmph) (million) (million ) (kmph)
Base Year 11.9 0.7 18.1 0.3 0.0 30.0 0.0 0.0 12.1 0.7 18.2
S1N2PV1 26.6 2.1 12.7 3.0 0.1 34.5 4.6 0.2 23.4 34.2 2.4 14.4 10
S1N2PV2 15.2 1.4 11.2 2.4 0.1 34.4 3.7 0.2 23.4 21.2 1.6 13.4 12
S3N2PV1 26.6 2.0 13.2 3.0 0.1 34.5 4.0 0.2 23.4 33.7 2.3 14.8 9
S3N2PV2 16.2 1.3 12.3 2.4 0.1 34.4 3.2 0.1 23.4 21.9 1.5 14.3 11
S4N2PV1 23.1 1.7 13.5 2.8 0.1 34.6 4.3 0.2 23.4 30.2 2.0 15.3 7
S4N2PV2 14.3 1.1 12.9 2.2 0.1 34.6 3.4 0.1 23.4 19.9 1.3 15.1 8
S1N3PV1 33.7 1.6 21.6 3.8 0.1 34.3 6.7 0.3 23.5 44.2 2.0 22.5 4
S1N3PV2 19.3 1.0 20.3 3.1 0.1 34.3 5.5 0.2 23.5 27.9 1.3 21.8 6
S3N3PV1 31.2 1.4 22.1 3.5 0.1 34.3 5.4 0.2 23.4 40.1 1.7 23.0 2
S3N3PV2 18.3 0.9 21.1 2.7 0.1 34.3 4.3 0.2 23.4 25.3 1.1 22.4 5
S4N3PV1 27.8 1.3 22.1 3.3 0.1 34.4 5.6 0.2 23.5 36.6 1.6 23.0 1
S4N3PV2 16.2 0.8 21.2 2.6 0.1 34.3 4.5 0.2 23.5 23.2 1.0 22.6 3
Average Trip length of Public Transport Modes
Average trip lengths of public transport modes, for all the scenarios as well as for the base year, are presented
in Table 8-39. The average trip lengths have increased in all the scenarios compared to base year. Variances
are observed to be relatively small by alternative growth scenarios. Initially raking is carried out by mode wise
and combined ranking is done by giving weight to the percentage of passenger-km by bus and sub-urban rail
and metro modes. Details of the same are presented in Table 8-39.
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Table 8-39: Scenario Wise Comparison of Average Trip Length: Public Transport Modes
Trip Length (kms) Ranking
Weighted
Scenario Suburban/ Suburban/
Bus Metro Bus Metro Ranking
MMTS MMTS
Ba s e Yea r 15.0 20.4
S1N2PV1 18.5 27.0 20.6 9 12 6 9
S1N2PV2 17.2 25.8 21.9 4 9 10 6
S3N2PV1 18.0 24.2 20.4 6 5 4 6
S3N2PV2 17.4 24.5 21.0 5 6 7 5
S4N2PV1 16.7 22.4 18.8 2 1 1 2
S4N2PV2 16.2 23.2 19.2 1 2 2 1
S1N3PV1 20.1 26.7 21.7 12 11 9 11
S1N3PV2 18.9 26.0 22.7 10 10 12 10
S3N3PV1 19.3 25.1 21.3 11 8 8 10
S3N3PV2 18.2 24.6 22.0 7 7 11 8
S4N3PV1 18.3 23.7 19.9 8 4 3 7
S4N3PV2 17.1 23.4 20.5 3 3 5 3
Intermediate Public Transport/ Private Vehicle Loads
In case of private vehicles and IPT modes, PCU-km, PCU-hour and average speed of vehicles in the horizon
year, along with those in the base year is presented in Table 8-40. Compared to the base year, the speeds
have been observed to have decreased considerably in N2 scenarios as limited road network has been
considered. In case of N3 scenarios, the average speeds have increased as huge highway network has been
considered. Ranking has been given to each scenario as presented in Table 8-40.
Table 8-40: Scenario Wise Comparison PCU-km, PCU-hr and Average Speed: Private vehicles, IPT Modes and
Goods vehicles
PCU-Km PCU-hrs Avg. Speed

Scenario Ranking
(million) (million) (kmph)
Ba s e Yea r 11.7 0.4 26.4 7
S1N2PV1 43.8 3.1 14.3 11
S1N2PV2 50.7 3.9 13.1 13
S3N2PV1 43.1 3.0 14.6 9
S3N2PV2 48.8 3.5 13.9 12
S4N2PV1 42.3 2.8 14.9 8
S4N2PV2 47.1 3.3 14.5 10
S1N3PV1 48.8 1.4 34.5 3
S1N3PV2 58.3 1.8 32.0 6
S3N3PV1 46.3 1.3 35.5 2
S3N3PV2 53.5 1.6 33.6 5
S4N3PV1 45.7 1.3 35.5 1
S4N3PV2 52.2 1.5 33.8 4
8.9.2 Comparative Evaluation and Short-listing
The ranking of the growth scenarios, based on different set of criteria as discussed, provides the basis for
selection of three best growth scenarios out of twelve growth scenarios. It has been felt appropriate to use a
combination of various criteria along with appropriate weightages i.e. multi-criteria approach for selection of
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three preferred growth scenarios, rather than just a single criterion. The results of the analysis are presented
in Table 8-41. The overall ranking derived from the multi-criteria ranking indicates the scenarios S4N3PV2,
S3N3PV1, S4N3PV1 and S3N3PV2 are relatively the best scenarios for further detailed analysis. These
scenarios involve two landuse scenarios i.e. S3 and S4, two private vehicle growth scenarios PV1 and PV2 and
one network scenario N3. Thus four alternative scenarios have been shortlisted from detailed analysis of
twelve alternative scenarios.
Table 8-41: Comparative Evaluation of Growth Scenarios
Average Average
Pass-km by Trip Length
Cost of Speed of Speed of PV,
Bus, of Bus, Weighted Overall
Scenario Transport Bus, IPT and
Suburban & Suburban & Rank Ranking
Network Suburban & Goods
Metro Metro
Metro Modes
Wei ghts 25% 25% 10% 15% 25% 100%
S1N2PV1 6 4 10 9 7 7 7
S1N2PV2 4 11 12 6 11 8 12
S3N2PV1 1 5 9 6 13 7 6
S3N2PV2 2 10 11 5 9 7 10
S4N2PV1 5 6 7 2 12 7 9
S4N2PV2 3 12 8 1 8 7 8
S1N3PV1 7 1 4 11 10 7 5
S1N3PV2 12 6 6 10 3 7 11
S3N3PV1 8 2 2 10 6 6 2
S3N3PV2 10 8 5 8 2 7 4
S4N3PV1 11 3 1 7 5 6 3
S4N3PV2 9 9 3 3 1 6 1
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9 INITIAL ENVIRONMENTAL & SOCIAL
EVALUATION
9.1 INTRODUCTION
Environment and social evaluation has been carried out as part of the Long Term Transportation Strategy for
the HMA to understand the sustainability of the strategy and its likely implications on the environment and
social conditions of the region. The evaluation has been carried out for the identified network development
and for alternative scenarios.
The environment and social evaluation is undertaken with the objective of assessing the likely implications the
project proposals to have on these conditions of the region. The evaluation will also indicate the sub-projects
that need deeper analysis to understand their implications for implementation.
9.2 EXISTING SITUATION OF ENVIRONMENTAL & SOCIAL CONDITIONS
Environmental conditions in HMA area have to be understood in context of the growing urbanisation and
industrialisation of the fringe areas coupled with slow pace of infrastructure development. The HMA area in
general exhibits deterioration of environmental conditions in the core areas i.e., cluster 1 to 6 while rest of the
clusters are following the trend of deterioration. The deterioration is closely followed by rapid urbanisation
and lack of physical infrastructure.
The major environmental implications of the urbanisation as observed in the region has been increase in air
pollution levels, increase in ground and surface water pollution, high noise levels, reduction of water bodies
and declining levels of ground water. These are simultaneously associated with urban stress and increasing
migration patterns. Hence it is important to understand the social conditions as well in order to appreciate the
environmental conditions in the region in a coordinated manner.
9.2.1 Environment Conditions
Environmental conditions in the HMA are observed in the context of the project interventions and likely
environmental implications instead of conducting an overall inventory of environmental conditions of the
region. The main parameters considered to be impacted from the project interventions are studied in detail
and their existing condition is established. The parameters considered to have implications from the project
are as below:
 Environmentally Sensitive Areas
 Water Bodies
 Forests
 Sanctuaries
 Air Pollution
 Water Pollution
 Energy Efficiency
9-1
R ep ort on Long Term Strategy for the Transport Sector of HMA-2041 Comprehensive Transportation Study (CTS)
for Hyderabad Metropolitan Area (HMA)
9.2.2 Environmentally Sensitive Areas
The HMA area is dotted with several water bodies, vegetated areas, forests, three national parks, and a deer
park. The areas that are susceptible to major ecological changes are the Water Bodies that are scattered all
through the area. While the major water bodies as Osman Sagar and Himayat Sagar are used as drinking water
sources and reservoirs for storage for Hyderabad drinking needs, rest of the water bodies are used for local
domestic needs or for sullage disposal. Some of the water bodies that are located close to industrial areas are
receiving industrial effluents as well. Only few water bodies are preserved in thier natural state with water
that is suitable for domestic needs. In order to protect the water bodies in the catchment areas of drinking
water sources, GoAP has issued directives to notify the area surrounding the Osman Sagar and Himayat Sagar
as Conservation areas with limited intervention for development as per G.O.Ms. No. 111 MA dated
08.03.1996.
The HMA area is dotted with several vegetated areas but with few forest patches notified as Reserve Forests.
These are open forests with low vegetation cover except near few locations as near Vikarabad and its
surroundings where moderately dense forests are found. Apart from these forests a Wildlife Sanctuary within
the HMR area is notified for conservation of Deer. The locations of these Environmentally Sensitive Areas is
shown in the Figure 9-1.
Figure 9-1: Environmentally Sensitive Areas in HMA Region
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9.2.3 Air Pollution
Ambient air quality of the project area is deteriorating with the increase in population, traffic and industrial
activities. The ambient air quality as monitored by the Pollution Control Board in about 10 locations in and
around Hyderabad indicates high levels of particulate pollution. The pollution levels as per the National
Environmental Database for Hyderabad and its surroundings are indicated in the Table 9-1.
Table 9-1: Air Pollution Levels in and around Hyderabad
Sl. No. Location Landuse SO2 NO2 RSPM SPM NH3
1 C.I.T.D. Balanagar Industrial Area 4.7 27.1 122 281
2 Nacharam Industrial Area 3.7 14.8 43 117 44
3 Uppal Industrial Area 4.8 26.6 113 241
4 ABIDS Circle Residential and others 7.4 26 89 217 63
5 Charminar Residential and others 4.7 23.4 102 278
6 Jubilee Hills Residential and others 4.3 19.5 79 193
7 Paradise Residential and others 4.8 26.9 95 270
8 Tarnaka Residential and others 4.3 17.4 81 176 51.5
9 Zoo Park Sensitive Areas 4.2 14.8 70 170
10 Patancheru PS Residential and others 6.3 22.2 109 218
NAAQS Industrial, Residential & Others 50 40 40 60 100
Ecologically Sensitive Areas 20 30 40 60 100
An observation of the above table indicates that the RSPM levels at all locations are higher by 2 to 3 times the
National Standards for annual average levels. Similarly the SPM levels are also higher by 2 to 3 times. The SO2,
NO2, and Ammonia levels at all locations are lower than the NAAQS. NO2 levels are approaching the national
standards indicating increase in pollution from vehicular traffic which is to be controlled prior to their
escalation.
9.2.4 Water Pollution
Water quality in the water bodies in and around Hyderabad have been deteriorating rapidly due to increase of
human activity and discharge of sullage. These water bodies though are to a large extend polluted, they form
a major part of the fresh water reserves in the area and are potential recharge areas for ground water. Hence,
several programmes for protection of water bodies and lakes in the HMA area have been initiated. The
G.O.Ms. 168 i.e., the Andhra Pradesh Building Rules, 2012 mandates protection of water bodies and declares
buffer areas around them as well. The quality of water in the water bodies around Hyderabad is indicated in
Table 9-2.
Table 9-2: Water Quality of Water Bodies around Hyderabad
Water Mir
Sl. Ref Bibi Durgam Himayat Hussain Hyderabad Hyderabad Musi at Saroor
Location Quality Alam
No. Standard Nagar Chevuru Sagar Sagar Musi D/S Musi U/S Nagole nagar
Std lake
Type of Water
Tank Pond Lake Lake Lake River River River Lake
Body
1 Ammonia 0 6.9 0.2 0.6 0.7 15 0.2 15 7.6
2 BOD <3 mg CPCB Class C 4.3 11.7 3.2 26.8 16 45.5 0.8 50 43.5
3 CalciumCaCo3 75 mg/l IS: 10500 44.5
4 Chlorides 250 mg/l IS: 10500 61.5
5 COD 250 mg/l Indl 131
Discharge
Stds
6 Conductivity 532 1185 377 1237 1373.5 1341 379 1341.5 1565.5
7 DissolvedO2 >4 mg/l 5.8 7.4 10.2 1.3 1.5 0.8 9.2 0 0
8 Fecal Coliform 23 290 19 350 155 330 58 530 590
9 Flouride 1 mg/l IS: 10500 0.8
10 Magnesium 30 mg/l IS: 10500 19
11 Nitrate 45 mg/l IS: 10500 2 8.2 1.3 13.2 3 36 1 17.5 17.8
12 pH 6.5 to 8.5 IS: 10500 8.4 6.9 7.1 7.1 6.4 6.9 7.3 7 7.1
13 Phosphate 0.3
9-3
Water Mir
Sl. Ref Bibi Durgam Himayat Hussain Hyderabad Hyderabad Musi at Saroor
Location Quality Alam
No. Standard Nagar Chevuru Sagar Sagar Musi D/S Musi U/S Nagole nagar
Std lake
14 Potassium 5
15 Temperature 28 26.5 24.5 28.5 26 23.5 23.5 25 25
16 Total Alkalinity 200 mg/l IS: 10500 189
17 Total Coliform 10 mg/l IS: 10500 260 1600 1050 1600 1600 1600 975 1600 1600
18 Total Dissolved 500 mg/l IS: 10500 404.5
Solids
19 Total Fixed 319
Solids
20 Total Kjeldahl 0.8
Nitrogen
21 Total Suspended 100 mg/l Indl 12.5
Solids Discharge
Stds
22 Turbidity, NTU 5 IS: 10500 20
23 SAR 1.6
24 Sodium 51
25 Sodium 0.4
Percentage
26 Sulphate 200 mg/l IS: 10500 15.5
9.2.5 Energy Efficiency
An assessment of the efficiency of transport system in terms of fuel consumption in the overall HMA area
would provide the inputs in assessing the energy efficiency in the sector. The traffic characteristics indicate a
high percentage of private transport as opposed to the highly efficient MMTS or other public transport
mechanisms. This inputs drives us to the fact that there is a large scope for improving energy efficiency in the
HMA area with the improvement of public transport network. The improvement in transport network also
leads to higher fuel efficiency and consequently higher energy efficiency.
9.2.6 Social Conditions
The major socio-economic conditions of the HMA are discussed elsewhere in the report and accordingly
several strategies are being drawn up. There are few of the social conditions however, that need to be
emphasised in order to analyse the implications of social conditions on environmental conditions as per the
objective of this evaluation. The following paragraphs describe the social conditions in the region that are
having influence on the environmental conditions of the region.
9.2.7 Demographic conditions
HMA area comprising of several census units of urban and rural areas has a population of about 76.54 lakh as
per 2001 census. The density of population in the overall HMA area is estimated to be about 1070
persons/sqkm. The population density is highest in the Hyderabad Urban Area at 7078 Persons per sq km and
decreases to 272 persons/sqkm in rural areas of the HMA. The population distribution in HMA area indicates
that about 78% of population lives in 14% of the area while remaining area comprises 22% of population. The
average household size of population is identified to be 5.1 in the area. A map of the density of population in
the HMA area is indicated in the Figure 9-2.
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Figure 9-2: Population Density in HMR
9.2.8 Urbanisation
The rapid urbanisation of HMA area is a cause of concern that influences civic conditions of the region
tremendously, while coupled with poorly regulated proliferation of the development is further greater cause
of concern. The trend of urbanisation is understood in the light of the project implications. Upon close
observation of detailed population in the region, it becomes evident that most of the rural settlements in the
HMA area are tending towards urbanisation.
9.2.9 Slum Conditions
HMA area comprises about 35% cent of population under slums. The municipalities of Alwal, Qutubullapur
and Rajendranagar have highest percentage of slum population at 60% of the respective municipalities. While
Sangareddy has about 50% of population under slums. The household size of these slum areas is estimated to
be 5.7.
9.3 SCREENING OF ALTERNATIVE SCENARIOS
The alternative scenarios being analysed for evolving the long term strategy comprises of three networks N1,
N2 and N3. Since the alignment of any transport corridor will have highest implications on environmental and
social conditions of the study area than the other conditions of landuse, population or employment
distribution, greater emphasis is laid on analysis of alternative alignments or the above mentioned networks
on the environment and social conditions of the study area.
9-5
With the aid of GIS and other spatial techniques, the influence of network on the landuse of the region
existing is studied for all the three network scenarios especially on the environmentally sensitive areas as
other impacts could be addressed through appropriate mitigation measures. The following figures indicate the
implications of the network alternatives on environmentally sensitive areas as shown in the Table 9-3.
Table 9-3: Proportion of Landuse along Alternative Networks
Sl. No. Landuse Landuse N1 Landuse N2 Landuse N3
1 Agriculture 0.53% 0.55% 5.852%
2 Commercial 0.04% 0.07% 0.065%
3 Conservation 0.82% 1.20% 2.503%
4 Forest 0.32% 0.61% 0.918%
5 Manufacturing 0.18% 0.22% 0.486%
6 Mixed 0.013%
7 Public & Semi-public 0.15% 0.24% 0.314%
8 Recreational 0.01% 0.02% 0.052%
9 Residential 0.71% 0.95% 1.565%
10 Settlement 0.32% 0.35% 0.474%
11 Special Area 0.03% 0.07% 0.091%
12 Transportation & Communication 90.36% 87.88% 74.654%
13 Undeveloped 6.48% 7.75% 12.754%
14 Water Bodies 0.06% 0.09% 0.259%
An observation of the above network alternatives indicates that the proportion of sensitive landuse is highest
in the Network N3. The 'do minimum' network scenario, N1 has the least impact as obvious. The network
alternative of N2 presents to be a promising alternative while taking up the project initiatives due to lower
impacts on the forests, conservation zones and also residential or settlement areas. However, it is also
possible to reduce the impacts for Network N3 if any specific links present to be of high importance for the
best performance of the overall network. These links though present higher impacts, further fine tuning of the
network at the environmentally sensitive areas either through realignment or minimal cross section
alternatives will reduce the impacts. These however need to be studied on case to case basis upon finalisation
of the network.
9.3.1 Environmental Impact Analysis
Identification and evaluation of environmental impacts due to implementation of proposals for the finalised
network by way of proposed road, metro and rail link activities is based on available baseline information on
the landuse. Generic management and preliminary mitigation measures to address the likely impacts due to
new proposals on the environmental components are worked out.
It is likely that the infrastructure projects would have cumulative impacts affecting the regional quality of the
environment. Though most of the impacts have been discussed at regional level at this stage, impact analysis
is to be carried out at link / corridor level where feasible for the finalised network. Environmental
management measures at this stage are devised at regional level and recommendations for their adoption at
appropriate stage is to be incorporated where warranted at local level.
Project level impacts have to be addressed through avoidance and mitigation measures to reduce the impacts
in magnitude. While direct impacts of road projects can often be significantly reduced through environment
best practices during construction, indirect or cumulative impacts are to be assessed at sub-project level.
Some of the major impacts identified as part of the analysis are presented in the paragraphs below.
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9.3.1.1 Generic Impacts
The generic impacts on the natural environment are primarily due to additional land uptake involved for the
infrastructure, severance and pollution due to increased transportation and construction activity. The
resulting changes on the environment and the impacts due to those changes have been summarized in the
following.
Development Activity Environmental Impacts
Loss of Bio diversity
Loss of Productive land
Displacement of people / severance of communities
Land take for infrastructure Loss of individual & community assets and resources
Soil related impacts-erosion
Drainage change
Increase in magnitude of climate change impacts like extreme weather changes
Noise and Air pollution
Increased Traffic movement and Construction
Health and Safety impacts
activities
Impacts on flora and fauna
9.3.1.2 Air Quality Impacts
Dust Generation: Generation of dust is a predominant impact of the construction stage and extends into the
operation stage especially during maintenance operation. Impacts of dust can be felt during site clearance
when the existing pavement is being dismantled. Additionally, procurement, transport and storage of
materials like sand, aggregate, fly ash etc., results in generation of dust. Hence, fugitive emissions from
construction site should be reduced to the extent possible by covering them. Haul roads should be sprinkled
regularly with water to settle dust arising from the construction site. Water should be sprayed on earthworks,
temporary haulage and detour roads on a regular basis.
Air Emissions: Local air quality can be degraded due to increased air emissions during construction and
operation. Increased emissions during pre-construction stage can be from heavy machinery used for clearing
the RoW. High levels of SO2, HC and NOx are likely from hot mix plant operations. The toxic gases can spread
depending on local meteorological conditions like wind speed, inversion rates, topographical conditions etc.
Urban areas being thickly built-up and populated are more likely to be impacted by construction stage
emissions than rural areas. Effects of air pollution are not pronounced on the target population in case of Rail
and Metro corridors during operation stage as they would be running on electricity generated elsewhere.
Active measures as provision of adequate plantation in few sections tend to reduce the dispersion of
emissions and aid in their deposition. During design stage, traffic bottlenecks and congestion is to be removed
by improving road geometry and by widening the road to smoothen traffic flow. Alternative alignments to
through alignments in congested settlements need to be improved to avoid air pollution. All precautions to
reduce emissions from construction machinery should be taken to reduce emissions. To minimize emission
impacts at settlement locations, asphalt plants, crushers and the batching plants should be sited at least 1 km
in the downwind direction from the nearest human settlement. During operation stage, vegetation can be
used to reduce some of the effect of lead as well as SPM emissions by plantation of Pollution resistant species.
9.3.1.3 Noise Levels
Noise in case of roads, comes from four sources: vehicles (engine work, acceleration, braking); friction
between vehicles and road; driver behaviour (horn usage, loud music, shouting, sudden braking or start); and
construction and maintenance work (heavy machinery). While in case of rail or metro, the sources of noise are
9-7
the locomotives, carriage cars and interaction of both of these with rail. Noise levels higher than 65dBA
contributes to high blood pressure and cardiovascular diseases causing health impacts
Continuous noise, even if its levels are not too high, increases stress levels by causing annoyance and
disrupting communication. It can also lead to weakening of the auditory system and sleeping disorders. Sub-
project level analysis near sensitive receptors is to be conducted and noise levels assessed for the finalised
network.
Noise levels are likely to remain high during operation stage because of increased vehicular speeds from the
improved infrastructure capacity. However, smoother traffic flows, decrease in sudden acceleration and
deceleration of vehicles, decrease in use of horns because of separate lanes for traffic moving in opposite
directions and noise buffers in form of trees and barriers etc. is likely to keep noise level within the acceptable
standards. With the assessment for finalised network, appropriate measures will need to be devised at
subproject level to combat operation stage noises.
9.3.1.4 Impacts on Water Bodies
Aquatic ecosystems likely to be impacted by the proposed infrastructure plan could be surface water bodies
such as rivers, ponds, lakes and tanks etc. located in the direct influence zone of the corridors. Impacts on
water sources could be temporary or permanent based on their proximity to the corridors. As indicated in the
alternative scenarios, the impacts will be analysed on the finalised strategic network and impacts will need to
be minimised. The impacts are highest on the Network N3.
Surface and ground water sources being important natural and social resources, they should be preserved to
the extent possible. The impact of the project on ponds and other surface water bodies should be avoided by
minor realignment to the extent feasible. At locations where land take from ponds and surface water bodies
is necessitated due to engineering and social concerns, loss due to the project should be adequately
compensated.
9.3.2 Social / Resettlement Impacts
In order to assess the social / resettlement implications of alternative networks proposed, the zone of
influence is assumed to be only the RoW of each subproject. An assessment of the direct impacts as impacts
on structures and number of households are to be assessed for purposes of identifying the likely magnitude
based on the RoW and improvements proposed. From the analysis carried out for the assessed networks, the
social and resettlement impacts are lowest in the Network of Do Minimum and highest in Network N3.
The proposed projects that are likely to have resettlement implications are those that consist of up gradation
of existing roads and laying of new networks. The area of direct influence will be RoW of each sub-project and
involve loss of built up areas and agriculture lands. With the finalisation of the strategic network an
assessment of the resettlement impacts will be carried out using GIS.
9.3.3 Environmental and Social Benefit
An assessment of the environmental and social impacts due to the project initiatives provides the likely
negative impacts. The assessment also focuses on the likely benefits to the environment and community as a
whole. Some of the benefits that are likely from the project initiatives are as described in the following
paragraphs. These will be corroborated with assessment of the quantum of benefits wherever possible during
the assessment on the finalised strategic network with necessary improvement proposals in place.
9-8
Reduction in pollution: With the proposed initiatives as improving public transport networks, the air pollution
from the transport sources, especially the road transport is likely to ease. This however depends on extent of
modal shift from private to public transport that is likely to occur with the proposed improvements. A social
benefit associated with the reduction in pollution is the overall improvement in the health conditions of the
general public.
Reduction in Noise: With the improvements in transport networks with alternative links to connect nodes of
high traffic volumes coupled with improved public transport, the congestion on roads will reduce leading to
lower noise levels. Increase in noise levels at locations that are not earlier do not contain the transport
networks especially along new alignments will however increase marginally. This would be compensated with
higher benefits derived out of improved connectivity.
Lower Transport Costs: Other social benefits associated with the improved connectivity and public transport is
the lowering of personal expenditure on transport related activities. These include costs of transport as well as
maintenance costs on private means of transport due to larger penetration of public transport and improved
condition of transport network. The benefits accrued contribute to the overall improvements in quality of life
parameters of public in the region.
Reduced travel time: Reduction in travel times comes with its own socio-economic benefits discussed
elsewhere in the report. The social benefits associated with the reduced travel time are higher time
availability for other social activities consequently improved quality of life parameters.
9.3.4 Conclusions and Considerations during Project Preparation
An analysis of the environment and social impacts and benefits from the various network scenarios indicates
potential benefits from the project if undertaken with a careful consideration of improvement proposals.
While most of the networks i.e., over 90% in N1 and over 75 to 85% in N2 and N3, are in compatible landuses
of transport and communication, it is desirable to reduce impacts on other landuses. From the natural/
physical environment point of view, it could be strategized that the reduction of impacts on landuses as
conservation zones and avoidance of impacts on forests could benefit to a large extent to the environmental
quality of the region.
Similarly, it could be strategized that reduction of land take from agriculture, residential and settlement
portions will greatly benefit the project area and also reduce the resettlement impacts resulting from the
project. Though the land take in residential and other settlement portions is less than 2% in all the three
network options, the magnitude in terms of households to be resettled will be higher unless active steps of
realigning malignant portions of the network towards other socially beginning landuses are adopted.
While finalising the strategic network the above strategies were considered and the networks have been
designed. A further assessment of the network to assess the residual impacts will need to be carried out and
social and environmental implications of the CTS will need to be established in the due course of the project
progress.
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10REVIEW OF INSTITUTIONAL
ARRANGEMENTS
10.1 INTRODUCTION
Over many years most large cities in India have been facing growing urban transport problems that are
affecting the mobility of people and economic growth with rapidly degrading environment and standards of
living. The Hyderabad Metropolitan Area (HMA) despite best efforts by local authorities and having a
reasonably good public transport system is no exception.
Government of India approved National Urban Transport Policy (NUTP) in April, 2006 that gave policy
emphasis to the mobility of the people over the movement of vehicles. To meet the challenges of growing
urbanisation and to promote Indian cities to develop to more reasonable global standards, a comprehensive
programme, namely JNNURM was launched in December, 2005. Under the JNNURM, for various identified
cities of India under this program approximately Rs. 1 lakh crores was allocated for investment (during the
seven year period 2005-2012), for the urban infrastructure improvements and to provide basic services for the
poor in urban areas.
As part of the NUTP, the Ministry of Urban Development (MoUD) suggested major institutional changes
including the setting up of Unified Metropolitan Transport Authority (UMTA) in all million plus cities (to
facilitate coordinated planning and development of urban transport systems); creating Dedicated Urban
Transport Funds, and the preparation of Comprehensive Mobility Plans for the urban agglomerations.
The Government of Andhra Pradesh proactively has established UMTA.1 Efforts are being made by UMTA to
address various aspects related to transport sector currently with HMDA as UMTA nodal agency and in
consultation with and support from the stakeholders’ viz. Greater Hyderabad Municipal Corporation (GHMC),
Traffic Police, Hyderabad Metro Rail Ltd. (HMRL), Andhra Pradesh State Road Transport Corporation (APSRTC),
and others. Amongst number of such efforts, preparation of Comprehensive Transportation (CTS) Plan for
Hyderabad Metropolitan Area (HMA). The Government of India, MoUD has agreed to extend advice and part
funding to this major study. Towards this major and important effort, HMDA appointed LEA Group as the
Consultants for the CTS.
The mandate of the study includes the assessment of long-term (2041), medium-term (2031) and short-term
(2016 and 2021) transport infrastructure needs of HMA, The mandate also requires the identification of
alternative institutional frameworks and resource mobilisation strategies for efficient transport infrastructure
delivery.
The transport infrastructure investment needs of HMA for the horizon period (upto 2041) have been
quantified and presented in Chapter 8. The scale of capital investment needs is likely to greatly exceed past
expenditure levels. Institutional arrangements, capacity building, etc. are going to be crucial for effective
mobilisation and management of resources and coordination during various stages of projects
implementation. Hence, it was considered prudent to identify the institutional setup and capacity needs of
1
The Unified Metropolitan Transport Authority (UMTA) for Hyderabad Metropolitan Region was constituted by an Act of the Andhra
Pradesh legislature (G O Ms. No. 624) in 2008.
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various regional and local authorities/ organisations within the HMA for the effective implementation of the
proposed transportation projects. National and international practices on governance of metropolitan areas
and methods of transport infrastructure delivery, including on-going operations have been studied It is
observed that outside of India there are almost as many institutional arrangements as the agencies and
institutions.
A working paper in this regard has been submitted to initiate the deliberate, discuss and evolve the most
appropriate strategy suitable for Hyderabad metropolitan Area. This chapter summarises the review and
assessment and recommendations.
10.1.1 Objectives of Institutional Assessment
The specific objectives of the study with regard to the institutional aspects for transport sector in HMA are:
a) To understand the existing institutional arrangements, roles and responsibilities, experiences in transport project
implementation, assessment of the effectiveness of coordination and identifying the need for institutional
strengthening;
b) To study the perspective of international institutional experience in managing the metropolitan transport
infrastructure; and
c) Identifying the institutional reforms required in HMDA for equipping them to deal with the effective implementation
of the projects.
10.1.2 Need for Institutional Coordination
The ongoing Comprehensive Transportation Study for HMA is expected to come up with the strategic
transportation solutions requiring implementation of the transportation system proposals turning into the
projects and then operation and maintenance. As such there is a need to provide an effective and efficient
institution along with adequate capacity to coordinate the implementation and, operation and management
of the transport systems plans and proposals. In this direction an effort is made to review the existing
institutional arrangements and their coordination in HMA specifically with respect to transport systems
infrastructure. Presently a number of organisations like HMDA, GHMC, R&BD, Cantonment Board, APSRTC,
HMRL, SCR, Traffic Police (Hyderabad and Cyberabad), Municipalities of Bhongir, Sangareddy and Shadnagar,
etc. have varied responsibilities towards the provision and operation of transport systems in the HMA.
Keeping this in view, efforts are made to study the current responsibilities and their shortfalls in effective
provision and operation of the transport systems. On the basis of the review and study of the best practices
elsewhere in the world a suitable framework of the institutional coordination strategy and the responsibilities
along with needed capacities in planning, designing, construction, operation and maintenance of the
transportation systems.
10.2 REVIEW OF CURRENT ARRANGEMENTS
Major organisations/ institutions dealing with transport infrastructure and operations in HMA are:
a) Hyderabad Metropolitan Development Authority (HMDA)
b) Greater Hyderabad Municipal Corporation (GHMC)
c) Andhra Pradesh State Road Transport Corporation (APSRTC)
d) Police Commissionerate and Traffic Police, Hyderabad and Secunderabad
e) Transport Commissionerate
f) Roads & Buildings Department, Government of Andhra Pradesh
g) South Central Railway (SCR)
h) Hyderabad Metro Rail Limited (HMRL)
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The current functions and responsibilities, organisation structure, etc. of these are organisations, in respect of
transport systems are presented in the following sections.
10.2.1 Hyderabad Metropolitan Development Authority (HMDA)
The HMDA is the urban planning agency for HMA. It was formed in 2008. The Hyderabad Urban Development
Authority (HUDA) area was expanded and included in HMA. It contains the entire area of Greater Hyderabad
Municipal Corporation and its suburbs. The enlarged jurisdiction of HMDA now contains 54 mandals,
municipal towns located in five districts with a total area of nearly 7,200 sqkm. It is the 2nd largest urban
development area in India, after the Bangalore Metropolitan Region (8,005 sqkm). The area under the former
HUDA had about 300 villages, to this 600 more villages are added to from HMA. HMDA was formed by
amalgamating the following erstwhile entities: Hyderabad Urban Development Authority (HUDA), Hyderabad
Airport Development Authority (HADA), Cyberabad Development Authority (CDA) and Buddha Poornima
Project Authority (BPPA). HMDA was set up for the purposes of planning, co-ordination, supervising,
promoting and securing the planned development of the HMA. It coordinates the development activities of
the municipal corporations, municipalities and other local authorities, the Hyderabad Metropolitan Water
Supply and Sewerage Board, the Andhra Pradesh Transmission Corporation, the Andhra Pradesh Industrial
Infrastructure Corporation, the Andhra Pradesh State Road Transport Corporation, and other such bodies
which operate within the boundaries of HMA. The HMDA also maintains and manages the Hyderabad
Management Development Fund, allocating finances based on the plans and programs of local bodies to
undertake development of amenities and infrastructure facilities. HMDA has four zonal offices, located at
Medchal, Shankarpally, Ghatkesar and Shamshabad.
The organisation structure of HMDA is presented in Figure 10-1. The powers and functions of the HMDA are
rested in four committees. These are the Executive Committee, the Heritage Conservation Committee, the
Unified Metropolitan Transport Authority (UMTA) and the Lake Protection Committee. At present there is no
formally structured traffic/ transportation department in HMDA. However, some stop gap arrangements are
in place by way of contract employees at junior level to assist the Chief Engineer with regard to traffic/
transportation planning issues.
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HYDERABAD METROPOLITAN DEVELOPMENT AUTHORITY ORGANIZATION STRUCTURE
Figure 10-1: Organisation Structure of HMDA
10.2.2 Greater Hyderabad Municipal Corporation (GHMC)
The GHMC earlier known as the MCH is the urban local body that oversees Hyderabad and Secunderabad in
providing the basic transport infrastructure and municipal services. It is like a local government for the twin
cities of Hyderabad and Secunderabad. The Greater Hyderabad Municipal Corporation was formed on 16 April
2007 by amalgamating twelve municipalities and eight gram panchayats under the umbrella of the Municipal
Corporation of Hyderabad. The twelve municipalities that were brought under GHMC are L B Nagar,
Gaddiannaram, Uppal, Malkajgiri, Kapra, Alwal, Qutubullapur, Kukatpally, Serilingampalle, Rajendranagar,
Ramachandrapuram, Patanchervu. These municipalities were in Rangareddy and Medak districts. The
panchayats that were merged are Shamshabad, Satamrai, Jallapalli, Mamidipalli, Mankhal, Almasguda,
Sardarnagar and Ravriyal.
The Greater Hyderabad Municipal Corporation for administrative convenience is divided into five zones
(south, east, north, west and central zones), 18 circles and 150 wards. The organisation structure of GHMC is
presented in Figure 10-2. The GHMC is headed by a Commissioner and also has a Special Commissioner both
belonging to IAS. Each zone is headed by a zonal commissioner (Joint Commissioner). A circle is administered
by an officer of the rank of additional commissioner supported by a deputy municipal commissioner. There is
also a separate engineering wing with Engineer in Chief as head of the wing. The Engineer in Chief is
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supported by five superintending engineers (Projects-I, Projects-II, Electrical, Housing and Quality Control) to
perform the engineering functions in the GHMC area. A Town Planning wing with Additional Commissioner
(Planning) as head and supported by a Chief City Planner at the head office and a city planner heading each
zonal office perform the planning and development functions. The engineering wing is responsible for the
construction and maintenance of roads other than PWD roads, in GHMC area. At present the GHMC
engineering wing does not have any designated traffic engineering wing and these functions are managed by
retaining external consultants in this discipline.
10.2.3 Andhra Pradesh State Road Transport Corporation (APSRTC)
APSRTC was established on 11th January 1958 in pursuance of the Road Transport Corporations Act 1950.
Historically it registered a steady growth and now operates 22,620 buses from 776 bus stations and 211
Depots across the state of Andhra Pradesh. However in recent years Hyderabad’s growth on bus travel has
been constrained largely by the increased ownership of motorcycles and scooters.
The Corporation's buses cover over 81.57 lakhs km and carry about 148 lakhs passengers every day. They
connect 23,388 villages with all the major towns and cities in A.P meeting the 95% of road transport needs of
the people living in the state of Andhra Pradesh. APSRTC mainly operates the rural and district services
connecting towns and villages. The bus transport operations are under the administrative control of 23
Regional Managers in 7 Zones. Zonal Head Quarters is at Hyderabad. APSRTC also provides transport services
in bigger cities like Hyderabad, Vijayawada, Visakhapatnam, Warangal etc. The organisation structure of
Greater Hyderabad zone of APSRTC operating the transport services in Hyderabad Metropolitan Area is
presented in Figure 10-3. There are 25 depots in Greater Hyderabad zone and all of them operate city services
in 865 routes with an inventory of about 3,800 buses. These depots are headed by a Depot Manager and
assisted by other staff looking after operations and maintenance of buses. The operational routing and
schedules are more driven by the request from the residents rather than any rational basis like the demand
analysis.
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Municipal
Commissioner
Additional Additional
Commissioner Commissioner Municipal
(Administration) (Legal) Secretary
(MS)
AC (Health Engineer-in- Chief AC (Finance & Chief Examiner AC CPRO, Additiona

AC (IT) PO,
&Sanitation) Chief Engineer (M) Revenue) of Accounts (Electrical) Gene CSS Printing l S.P Standing Additional
ral LWS & (V&E) Counsel MS
Admi Library
nistra
tion
MIS
Examiner of SE
JC (H&C) SE (Projects-I) SE- I (IT)
Finance Revenue Accounts(EA) (Electrical)
Inspecto
APO r Legal
SE (Projects-II) SE - II Assistants
Health EA - CZ EA - CZ
&Sanitation
EE- (Disaster Chief
SE (Electrical)) Financial Chief
Urban Malaria Management) Valuation
Advisor EA - EZ EA - EZ
scheme Officer
Sub
SE (Housing) EE – (Major Inspecto
Roads EA - SZ EA - SZ r
Veterinary Division)
SE (QC) Financial
Advisor
EA - WZ EA - WZ
Transport
Solid Waste EA - NZ EA - NZ
Management
Chief Municipal
Officer
Chief
Entomologist
Chief Veterinary
Officer
Chief Transport
Officer
Executive
Engineer
Figure 10-2: Organisation Structure of GHMC
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Executive Director Greater

Hyderabad Zone
RM HR DY CTM DY CPM DY CAO EE URB RM SR
ELECTRIC
ATM BUS
ATM SCH
DVM SNG
DVM HD
DVM SD
DEE II-
DEE I -
CRMR
PASS
CIVIL
CIVIL
PO-II
AO-II
PRO
DVM
PO-I
AO-I
DEE
DM DM
DM BKP DM CNT
DSNR BHEL
DM HYT
DM FM DM HPT DM JDM
-I
DM HYT
DM HCU DM KG DM KP
-II
DM DM
DM MP DM IBP
RNG-I MDCL
DM DM DM
DM MDN
MSRD-I RNG-II MYP-I
DM DM DM
MSRD-II UPPAL MYP-II
DM DM
RJNR Buildings
Figure 10-3: Organisation Structure of APSRTC Greater Hyderabad Zone
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10.2.4 Traffic Police of Hyderabad and Cyberabad
In 1981 the City Police of Hyderabad was re-organised and he following structure was instituted:
 The disciplinary and administrative control of the force is with the Commissioner of Police having powers and
functions of the Additional District Magistrate.
 The city was divided in to four zones: Hyderabad South, Hyderabad East, Hyderabad west and Hyderabad North, the
four zones were further divided in to twelve divisions. Each Zone is under the in charge of a Deputy Commissioner of
Police (D.C.P.) of the rank of Superintendent of Police for maintenance of Law and Order, Criminal Investigation and
keeping up the morale of the force.
 Each Division is under the in charge of an Assistant Commissioner of Police (ACP) of the rank of Deputy
Superintendent Of Police, who works under the control of the DCP. This office is responsible for prevention and
detection of crimes, maintenance of law and order and discipline of the force.
 Each Police station is under the charge of Inspector of Police designated as the Station House Officer(S.H.O)
performing the duties and exercising the powers of the S.H.O.
 The city crimes station was renamed as “Detective Department” which works under the D.C.P., assisted by ACPs and
Inspectors.
 In 1992, the Government of Andhra Pradesh sanctioned three Joint Commissioner of Police posts in the rank
of Deputy Inspector General (D.I.G.) to assist the Commissioner of Police for effective functioning and better
administration of City Police each in-charge of Co-ordination, Crimes and Security.
 One Sub-Inspector of Police was placed in charge of Law and Order duties and another for Crime duties in each
Police Station. A position of Divisional Detective inspector was identified for each Division. In order to achieve the
functional efficiency it was proposed in the restructuring to increases the number of posts of Sub-Inspectors and
Head Constables and decreases the number of posts of Police Constables.
Subsequently with the expansion of the city of Hyderabad over a large area the police force was reorganised
in to Hyderabad Police and Cyberabad Police and each of these forces is headed by a Commissioner
separately.
In Hyderabad city, traffic management operations are presently supervised and controlled by an officer of the
rank of Additional Commissioner of Police.. The Organisation Structure of Traffic Police of Hyderabad is
presented in Figure 10-4.
Additional Commissioner of
Police, Traffic, Hyderabad
DCP, Traffic- I, North DCP, Traffic- II,

District South District
Additional DCP , Additional DCP ,

Traffic- I North Traffic- II South
ACP, Traffic-I, ACP, Traffic-II, ACP, Traffic-III, ACP,Traffic IV, ACP, Traffic-V, ACP, Traffic- ACP, Traffic
North West Central West/Central South VI, East Training Institute
Gopalpuram Begumpet Saifabad Goshamahal Charminar Kachiguda TTI
Mahankali Punjagutta Abids Nampally Bahadurpura Sultan Bazar Traffic Cell
Maredpally S.R.Nagar Narayanaguda Asif Nagar Falaknuma Malakpet MT Section

Jubilee &
Tirumulgherry Chikkadpally Tollychowki Mircjowk Nallakunta Flying squad
Banjara Hills
Figure 10-4: Organisation Structure of Traffic Police: Traffic Branch, Hyderabad
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The Cyberabad Police Jurisdiction extends over an area of 3,600 sqkm having a Population of 60 Lakhs
(approx). Cyberabad Police Commissionerate maintains law and order in the communities with the help of 41
Police Stations (Law & Order) and manages traffic operations with 11 Traffic Police Stations supported by a
series of auxiliary Police Units. Organisation structure of Cyberabad Police Commissionerate is presented in
Figure 10-5. In Cyberabad, traffic operations are supervised and controlled by Deputy Commissioner of
Police, Traffic.
Commissioner of
Police (CP)
DCP DCP Addl. DCP Addl. DCP Other

Joint CP Admin
Crimes Traffic Security, CAR Wings
Add. DCP
DCP Madhapur
Administrative
DCP LB Nagar
Shamshabad Z
ACP CSB
DCP Malkajgiri
Cybercrimes
ACP Crimes
Nagar Zone
Traf f ic Officer
DCP Bala
Zone
Zone
ACP
Zone
DCP
Superintendent ACP CI Cell
ACP Shamshabad
A
ACP Kukatpally
ACP LB Nagar
Traffic
Traffic
Traffic
 Nacharam,Ghatke
Superintendent
Sivarampalli,Narsi
 RNagar,Moinabad
ACP Rajendra Nagar
Rajendra N, Bala Nagar,

 Medchal,Shamirp
ACP Vanasthalipura
 Vanasthalipuram,
ACP Petbasheerbad
sar, Medipally PS
Alwal, Malkajgiri, Saroor

 Chandanagar PS
 Malkajgiri, Uppal
IT Cell
et, Dundigal PS
CCS Pahadishareif,
 Petbasheerbad
Hayath Nagar ,
B
Clues Team, Finger
prints, CCRB, CTC
 Kukatpally PS
ACP Kukatpally
Meerpet PS
ACP Malkajgiri
 KPHB PS
Nagar
ngi PS
Superintendent PCR
C
RGI Airport and Rajendra

Vanasthalipuram, Uppal,
Malkajgiri, Alwal Traffic
Kukatpally, Jeedimetla
Madhapur, Balanagar,
NagarTraffic Police
Nagar,Chaitanyap
Superintendent
 LB Nagar, Saroor
 Shamshabad PS
 Pahadisharief PS
 Alwal Keesara PS
Traffic Police
 Sanath Nagar PS
 Chandanagar PS
SOT
uri, Woman PS
LB Nagar,
ACP Shamshabad
 Kushaiguda PS
P
 RGI Airport PS
 Raidurgam PS
 Jeedimetla PS
 Balanagar PS
Police
 Madhapur PS
 Neredmet PS
ACP Balanagar
ACP Madhapur
ACP LB Nagar
ACP Alwal
Superintendent
Stores
ACP Ibrahimpatnam
• Ibrahimpatnam,
Manchal,
Yacharam,
Kindukur,
Maheshwaram PS
Figure 10-5: Organization Structure of Cyberabad Police Commissionerate
As part of police reforms, Andhra Pradesh government is proposing to set up Greater Hyderabad Police
Commissionerate for the state capital by merging the existing Hyderabad and Cyberabad police
Commissionerate. The new Greater Hyderabad Police Commissionerate would be headed by the chief
commissioner of the rank of Additional DGP. The proposed set-up would have four police commissioners
under the proposed Greater Hyderabad Police Commissionerate and under each police commissioner there
would be 20-25 police stations. The proposed zones under the new Commissionerate would be Hyderabad,
Hyderabad South, Secunderabad and Cyberabad and each zone would be headed by a police commissioner.
All the four police commissioners will be vested with the same powers as of the present commissioners of
Hyderabad and Cyberabad. The Chief Commissioner would coordinate the functioning of the four
commissioners for efficient and better policing. In a reorganised setup of police for Hyderabad Metropolitan
Area, Traffic police wing has to be restructured and proper jurisdiction and will have to be identified.
10.2.5 Transport Commissionerate
The Transport Department functions under the provisions of Section 213 of the Motor Vehicle Act, 1988. The
Transport Department is primarily established for enforcement of the provisions of the Motor Vehicle Act,
1988, Andhra Pradesh Motor Vehicles Taxation Act, 1963 and the rules framed there under. Of the various
types of transport facilities available, road transport plays a dominant role as the most preferred mode of
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transport for relatively short distances connecting the rural areas with towns and cities for which other modes
of transport are not readily suited. In this regard, the Transport Department of Andhra Pradesh assists other
organizations in the development of transport facilities and endeavours to provide an efficient, adequate and
economic transport service for the movement of passengers and goods by road. In discharging statutory
functions, the department has developed as one of the major revenue earning departments to the
Government from taxes on motor vehicles.
The Transport Department is headed by the Transport Commissioner, assisted by an Additional Transport
Commissioner, four Joint Transport Commissioners, three Regional Transport Officers, a Regional Transport
officer as State Representative before State Transport Appellate Tribunal and an Accounts Officer in the Head
Office. In the field, the Commissioner is assisted by a Joint Transport Commissioner in charge of Hyderabad, 14
Deputy Transport Commissioners, 45 Regional Transport Officers including 1 Secretary, STAT in the cadre of
R.T.O, two Assistant Accounts Officers, 206 Motor Vehicles Inspectors and 218 - Assistant Motor Vehicle
Inspectors besides other support staff.
In HMA, there are 10 RTOs located (Hyderabad (C)-1, Hyderabad (C)-2, Hyderabad M’Pet (E), Hyderabad
M’patnam (W), Hyderabad, Bahadurpur (S), Secunderabad (N), Ranga Reddy, Uppal, R.R. East,
Ibrahimpatnam and Medchal). Besides issuing the vehicle and driving licenses these offices monitor the
emission characteristics of vehicles and control the levels of air pollution.
10.2.6 Roads & Buildings Department, Government of Andhra Pradesh
The Roads & Buildings department is responsible for the construction and maintenance of the roads in the
state as well as in the HMA. The Rand R&B department undertakes the following tasks.
 Construction and maintenance of Roads, Bridges, Causeways;
 Construction and maintenance of National Highways with funding support from the Government of India;
 Construction and maintenance of certain public buildings that belong to the Government of Andhra Pradesh;
 The operations of the Department are in the name and authority of the Governor of Andhra Pradesh;
 The Minister for Roads & Building and Ports in the State Cabinet is responsible to the State Legislature relating to the
works of the Department;
 At the Government level, the functions of the Department are overseen by a Secretary to Government of Andhra
Pradesh;
 The Department is headed by one Engineer-in-Chief (R&B), with jurisdiction over the entire Department in
Administrative matters; and
 The Andhra Pradesh Road Development Corporation (APRDC.) established in October, 1997 mandated to raise funds
through public contributions, for development of important roads in the state under the R&B department.
Table 10-1 presents the details of the functional aspects and the officers performing these functions of R&B
Department.
Table 10-1: Functions and the Functionaries of R&B Department
Wing Designation Responsibilities
Administration Engineer-in Chief (R&B), National  In charge of construction and maintenance of National Highways in the State
Highways Administration, except the Externally Aided Projects which are being looked after by the National
ROBs/RUBs Highways Authority of India
 In charge of all administrative matters pertaining Roads & Buildings Department.
 In charge of construction & maintenance of State Roads including under plan,
Non-plan, CRF, APRDC, ROBs and RUBs.
State Roads Engineer-in Chief, State Roads  In charge of construction & maintenance of State Roads
Buildings Engineer-in Chief, Buildings  In charge of construction & maintenance of Government Buildings
Rural Roads Chief Engineer (R&B), Rural Roads  In charge of construction & maintenance of Rural Roads
Externally Aided Chief Engineer (R&B), EAP, RDC  In charge of Externally Aided Projects - APSHP & ERP Projects
Projects - APSHP  Funds raising, management, policies, Works sanction etc. for the APRDC except
& APERP execution
PPP Chief Engineer (R&B), PPP  In charge of BOT projects
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10.2.7 South Central Railway (SCR)
The South Central Railway (SCR) is one of the sixteen railway zones of the Indian Railways. The headquarters
of the SCR is situated at Secunderabad with the functional divisions at Secunderabad, Hyderabad, Guntakal,
Vijayawada, Guntur and Nanded. It covers the geographical area extending over Andhra Pradesh, Karnataka,
Maharashtra and a small section in Madhya Pradesh. SCR was formed on 2nd October, 1966 as the 9th zone of
the Indian Railways. In its forty plus years of service, SCR has grown to a modern system of mass
transportation, fulfilling the aspirations of the passengers/customers and has carved a niche for itself in Indian
Railways system. The organisation structure of SCR is presented in Figure 10-6.
The SCR operates Multi-Modal Transport System (MMTS) as a mass transport system in Hyderabad
Metropolitan Area in joint partnership of GoAP and the SCR. The first phase was completed at a cost of INR
178 crores and started its operations on 9thAugust, 2003. It covers a distance of 43 km, with 27 stations
connecting Secunderabad, Nampally, Debirpura, Malakpet, Falaknuma, Madhapur and Lingampally
(Ligampally-Falaknuma, Hyderabad-Lingampally and Hyderabad-Falaknuma). The Diesel Multiple Units (green
local trains) complement the MMTS (white-blue trains) along few other suburban routes like Bolaram (up to
Manoharabad), Umdanagar etc. Presently 115 schedules a day are operated. In addition, Indian Railway
operates 33 schedules on Secunderabad-Bolaram-Medchal-Manoharabad route as sub-urban service.
In May 2010, Indian Railways agreed to implement the 107 km Phase-II project of the MMTS in the same set-
up of phase-I. On 1st March 2012, the Union Cabinet Committee on Infrastructure approved the up gradation
of railway infrastructure for the introduction of Phase II of MMTS in the twin cities. The total expenditure for
execution of the Phase II works (105 km) is estimated at about INR 630 crores. Two-thirds of which about INR
420 crores will be borne by the state and the remaining funded from the gross budgetary support of the
Indian Railways. Also, passenger amenities at different stations in the city and more rakes (MMTS coaches) are
incorporated in Phase II. Phase-II will integrate with the upcoming Metro at nine junctions. On Metro route-I,
it will integrate at Malakpet, Lakdikapul, Khairathabad and Bharat Nagar; on corridor-II at Falaknuma; and on
corridor-III at Secunderabad, Begumpet and Nampally. Phase II has been programmed into two stages and the
details are of these stages are presented in Table 10-2 and Table 10-3 respectively.
Table 10-2: MMTS Phase II, Stage I Proposed Works
MMTS Line Distance (km) Cost (Rs. Crores) Changes
Falaknuma-Umadanagar-Airport 20 85 New line from Umdanagar to airport and doubling
of line from Falaknuma-Umdanagar with
electrification
Telapur-Patancheru 9 32 Track restoration and electrification
Secunderabad-Bolarum 14 30 Electrification and remodelling of stations
Sanatnagar-Moula Ali 21 170 Doubling and electrification
Total 64 317
Table 10-3: MMTS Phase II, Stage II Proposed Works

MMTS Line Distance (km) Cost (Rs. Crores) Changes
Moula Ali-Malkajgiri-Sitaphalmandi 10 25 Doubling and electrification
Bolarum-Medchal 14 74 Doubling and electrification
Moula Ali- Ghatkesar 14 120 Quadrupling and electrification
Total 38 219
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Figure 10-6: Organisation Structure of South Central Railway
10.2.8 Hyderabad Metro Rail Limited (HMRL)
GoAP has established a Special Purpose Vehicle (SPV) in the form of Hyderabad Metro Rail Ltd. (HMR) as it's
fully owned undertaking with a view to providing a single point nodal agency to coordinate with various
government, semi-government and private agencies and facilitating the implementation of the Hyderabad
metro rail project on a PPP mode. Consisting of a small but highly motivated group of experienced engineers
and senior government officers, HMR has initiated several measures for acquisition of the required lands,
identification of obstacles, R&R, obtaining right of way for the three corridors, etc. The Heads of utilities in the
city such as Hyderabad Metro Water Supply & Sewerage Board (HMWSSB) and the Central Power Distribution
Company of Andhra Pradesh Ltd (APCPDCL), and other connected senior officers of the government are on the
Board of Directors of HMR. To provide legal cover for the project, GoAP enacted “The Andhra Pradesh
Municipal Tramways (Construction, Operation and Maintenance) Act, 2008”. The Act adequately deals with
various aspects of construction, operation and maintenance of the proposed Metro Rail system.
The Board of Directors of HMRL is as follows:
a) Chief Secretary, Government of Andhra Pradesh & Chairperson

b) Managing Director
c) Principal Secretary, R&B
d) Principal Secretary, MA&UD
e) Metropolitan Commissioner, HMDA
f) Chairman & Managing Director, APCPDCL
g) Secretary, Finance Department (W&P)
h) Commissioner, GHMC
i) Managing Director, HMWS&SB
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10.2.9 Summary of Roles and Responsibilities
There are about twelve organisations involved in providing and operating the transport systems and the
related infrastructure in HMA. They are directly or indirectly related to supply and management of the
transport infrastructure. These organizations and their responsibilities are briefly summarised in Box 10-1.
Box 10-1: Organisations and their Responsibilities
Key Responsibility and Jurisdiction Road and related infrastructure in respective Municipal Corporations/ Municipalities
Greater Hyderabad Municipal Corporation (GHMC)
Sangareddy, Bhongir, and Shadnagar Municipality
State Government
Hyderabad Metropolitan Development Authority (HMDA)
Planning and coordinating authority for HMA which include transportation systems.
Andhra Pradesh State Road Transport Corporation (APSRTC)
Provision of inter-city bus service in Andhra Pradesh as well as neighbouring states, intra-city bus services in HMA and other major
cities of the state
Traffic Police (TP)
Traffic Branch, Hyderabad: Traffic enforcement in Greater Hyderabad Municipal Corporation
Traffic Branch, Cyberabad: Traffic enforcement in Cyberabad
Transport Commissionerate (TC)
Grant licenses, issue permits, and collect various transport related taxes, fees and cess in the State, monitor pollution checks.
Roads & Buildings Department (R&B)
Undertakes development of State Highways, MDRs, ODRs, Village Roads, Maintenance of National Highways
Andhra Pradesh State Road Development Corporation (APSRDC)
Improvement of existing and new construction of roads, highways, expressways and select water transport services in the State.
Central Government
South Central Railways (SCR)
Operation of inter-city railway services and part of Hyderabad suburban rail and MMTS system
The existing organisations for transport systems planning and operation in the HMA, as seen in box above, are
numerous public agencies. Responsibility for the general direction of urban development and urban transport
is with the State through Hyderabad Metropolitan Region Development Authority (HMDA), an agency under
the State Urban Development Department (UDD).
The planning and provision of suburban rail and MMTS services is with Indian Railways (IR). The allocation of
resources for rail services is subject to the approval of the Planning Commission of GoI. The suburban rail
services are run by South Central Railway (SCR) within the HMA.
Road planning, construction and maintenance is the responsibility of the State Roads & Buildings Department
(R&B) and other local authorities. Construction of certain flyovers was undertaken by HMDA as well. The
planning and construction of roads in GHMC area and implementation of traffic management schemes is the
responsibility of Greater Hyderabad Municipal Corporation (GHMC) in Greater Hyderabad, but it has little
technical capacity for this increasingly important task.
The public transport services within the HMA are provided by APSRTC.
10.2.10 Need for Institutional Strengthening
HMA is growing and transforming at a rapid rate. Needs of the region are many and massive resulting in
several complex situations. Efforts towards strengthening institutional set up are imminent to meet challenges
posed by the complex situations. Given the scale of the demand and the investments to be made in the
coming years, there is an urgency to transform the organisational function and powers in HMA .Given the
present situation of the organisations and their capabilities significant efforts are needed for capacity building
and reorganisation of the institutions. The World Bank in one of its reports published noted that “Institutional
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weaknesses are the sources of many observed failures in urban transport in developing countries.”2 This is
very much applicable to Hyderabad and its metropolitan area. In this context it is more than imperative that
institutional aspects are addressed to overcome the present deficiencies and meet and manage the challenges
that are likely to be posed by the enormous growth of HMA.
HMA is very large area and diverse. HMA, like other major metropolitan regions, comprises several authorities
and agencies, at various levels of governance. This calls for a body to take charge of multi-modal
transportation system planning, engineering, design, implementation, operation and maintenance along with
coordination with various agencies/authorities. CTS for HMA study addresses several strategic issues, besides
undertaking transport demand estimation and preparation of transport infrastructure development plans,
along with a financing plan. For enabling CTS implementation, an institutional strategy in all its facets at very
strategic level is fundamental.
It is evident from the discussion presented in the foregoing sections that in HMA there are multiple
organizations responsible for various transportation related matters. The aspects presented in the following
Box clearly point towards the need for institutional reforms.
Box 10-2: Need for Institutional Structuring
(a) Multiplicity of agencies;
(b) Difficulty in coordinating the roles of central, state and Local Government agencies;
(c) Lack of inter-sectoral institutional coordination resulting in schemes with conflicting objectives which are inconsistent with
overall development objectives;
(d) HMDA’s constrained institutional influence;
(e) Lack of adequate resource allocation has a crippling effect on the performance of the institutions resulting in delayed
implementation or non-implementation of essential schemes;
(f) Difficulties encountered Within Individual Transport Agencies;
(g) Functional responsibility unrelated to available resources;
(h) Rarely the transport planning/ execution/ operational organizations are staffed with the professionals required to accomplish
the given objectives;
(i) Inadequate trained staff resulting in inability to deal with the problems they encounter. This is more apparent at medium and
senior levels of management;
(j) Lack of legislative support;
(k) In order to promote integrated transport system development, regulate transport services comprising various modes, inter &
intra sectoral coordination consolidation of objectives, functional processes and procedures under one comprehensive statute
is required;
(l) Lack of expertise in Traffic & Transportation Planning/ Engineering field; and
(m) No dedicated cell in ULBs and concerned agencies to look after traffic & transportation aspects.
10.3 NUTP-PERSPECTIVE AND ADVISORY
Government of India formulated the National Urban Transport Policy (NUTP) in April, 2006. The policy
primarily focuses on the mobility of the people not the mobility of vehicles. To meet the challenges of growing
urbanisation and to enable Indian cities to develop to the level of global standards, a comprehensive
programme, namely JNNURM was launched in December, 2005. Under the JNNURM, approximately Rs. 1 lakh
crores would be invested during the seven year period 2005-2012 for improvement of urban infrastructure
and providing basic services for the poor in urban areas. In order to implement the NUTP, Ministry of Urban
Development (MoUD) has suggested major actions i.e. setting up of Unified Metropolitan Transport Authority
(UMTA) in all million plus cities (to facilitate coordinated planning and implementation of urban transport
systems), setting up of a Dedicated Urban Transport Fund, preparation of Comprehensive Mobility Plan for the
urban agglomeration, etc. Vision, Objectives and recommendations of NUTP on institutional and capacity
building are presented in the following sections.
2
A World Bank publication “ Urban Transport Strategy Review - CITIES ON MOVE.”
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10.3.1 Vision
a) To recognize that people occupy center-stage in our cities and all plans would be for their common benefit and well
being;
b) To make our cities the most livable in the world and enable them to become the “engines of economic growth” that
power India’s development in the 21st century; and
c) To allow our cities to evolve into an urban form that is best suited for the unique geography of their locations and is
best placed to support the main social and economic activities that take place in the city.
10.3.2 Objectives
The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and sustainable access for
the growing number of city residents to jobs, education, recreation and such other needs within our cities.
This is sought to be achieved by:
a) Incorporating urban transportation as an important parameter at the urban planning stage rather than being a
consequential requirement;
b) Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and access
to livelihoods, education, and other social needs, especially for the marginal segments of the urban population is
improved;
c) Improving access of business to markets and the various factors of production;
d) Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus;
e) Encourage greater use of public transport and non-motorized modes by offering Central financial assistance for this
purpose;
f) Enabling the establishment of quality focused multi-modal public transport systems that are well integrated,
providing seamless travel across modes;
g) Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all operators of
transport services and enhanced safety for the transport system users;
h) Establishing institutional mechanisms for enhanced coordination in the planning and management of transport
systems;
i) Introducing Intelligent Transport Systems for traffic management;
j) Addressing concerns of road safety and trauma response;
k) Reducing pollution levels through changes in traveling practices, better enforcement, stricter norms, technological
improvements, etc.;
l) Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge
management system that would service the needs of all urban transport professionals, such as planners, researchers,
teachers, students, etc.;
m) Promoting the use of cleaner technologies;
n) Raising finances, through innovative mechanisms that tap land as a resource, for investments in urban transport
infrastructure
o) Associating the private sector in activities where their strengths can be beneficially tapped; and
p) Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport.
10.3.3 NUTP Recommendations on Institutional and Capacity building aspects
10.3.3.1 Institutional Aspects
The Central Government recommended the setting up of Unified Metropolitan Transport Authorities
(UMTA’s) in all million plus cities, to facilitate more coordinated planning and implementation of urban
transport programs and projects and an integrated management of urban transport systems. Such
Metropolitan Transport Authorities would need statutory backing in order to be meaningful and purposeful.
The Central Government would also encourage the setting up of professional bodies that have the capacity to
make scientific assessment of the demand on various routes and contract services that can be properly
monitored. Towards this end, it would encourage the setting up of umbrella bodies that regulate the overall
performance of the public transport system and ensure that the city has a comprehensive public transport
system. Such bodies would, inter-alia, design networks and routes, assess demand, contract services, monitor
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performance, manage common facilities like bus stations and terminals, etc. They would have representation
from all the major operators and stakeholders.
Drafting of Model legislation is under progress for cities to consider and adopt, with such modifications as may
be required to suit city specific requirements.
10.3.3.2 Capacity Building Aspects
The responsibility for the planning and implementation of urban transport systems rests with the State
governments and the municipal bodies. However, since the problems associated with urban transport are of
relatively recent origin in India, having surfaced only from the early 1990s, the ability to fully understand and
deal with these problems is yet to fully mature. This calls for concerted efforts at strengthening capabilities at
the State and city level to address these issues and undertake the task of developing sustainable urban
transport systems.
Capacity building will have to be addressed at two levels – institutional and individual. Institutional capacity
would primarily involve creating a pool of knowledge and a knowledge management center that would sustain
and enhance expertise as well as facilitate more informed planning. It would also sponsor regular research to
help formulate the right mitigation strategies, without merely adopting what other countries have tried. The
Institute of Urban Transport (India), an existing institute under the purview of the Ministry of Urban
Development would be suitably strengthened to discharge this responsibility. It would be built up to serve as a
national level facility to provide continuous advice and guidance on the principles of good urban transport
planning as emerges from its research. Advice on new technologies would also be regularly available to
implementing agencies from this institute. For this purpose, the institute would become a store house of
information on the various public transport technologies being used in different parts of the world and would
maintain the latest information and literature on the experience with such technologies. It would, in fact be a
comprehensive repository of the best practices in the field.
The virtual lack of a database on urban transport statistics has severely constrained the ability to formulate
sound urban transport plans and reliably assess the impact of the different initiatives that have been taken.
The national level institute would build up a database for use in planning, research, training, etc in the field of
urban transport.
The Central Government would also encourage the development of such institutional capacity at the State
level through the platform of the National Urban Renewal Mission. A specific scheme would need to be
formulated for this purpose.
At the individual level, a major exercise of training and skill development of the public officials and other
public functionaries would be taken up to make such officials aware of the nuances of urban transport
planning and the specific issues involved in managing city transport. This would be targeted at personnel
belonging to the State transport departments, municipal corporations, metropolitan development authorities,
traffic police, environmental authorities, State Transport Corporations, Public Works Departments, etc.
It is recognized that there are several proven technologies for public transport around the world that have yet
to be adopted in India. In order to build up the necessary capacity to adopt such technologies within the
country, the Central Government would facilitate joint ventures and collaboration agreements between such
technology providers and suitable Indian companies. Necessary incentives would be provided to enable such
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technologies to get commercialized in India. This could be by way of financing customized prototypes,
development of designs to suit Indian conditions, trial operations, training of the technical personnel, etc.
The objective would be to ultimately build a level playing field for all proven technologies. As part of the
exercise of skill development, academic programs in urban transport, especially at the post-graduate level,
would be strengthened so that a nucleus of qualified urban transport professionals becomes available in the
country. Suitable collaborations, with leading institutes abroad, would be established to offer expertise to
such programs in the initial years. An annual urban transport conference would also be institutionalized, to
bring together the urban transport professionals in the country to share their experiences.
10.4 INSIGHTS TO REFORMS INITIATED: UMTA
The Unified Metropolitan Transport Authority (UMTA) for Hyderabad Metropolitan Region was constituted by
an Act of the Andhra Pradesh legislature (G O Ms. No. 624) in 2008. It was formed in order to deal with issues
related to traffic and transportation in the Hyderabad Metropolitan Region. Some of its functions are to
oversee the implementation of various traffic and transportation measures undertaken by various agencies in
the region, to ensure that effective public transport systems are in place for the metropolitan region, and to
integrate various routes of public transport and issues including combined ticketing and feeder services. Brief
details on composition, functional jurisdiction, sources of funds, etc are presented as follows:
Composition of UMTA:
 Chief Secretary-Chairman
 Commissioner, Greater Hyderabad Municipal Corporation-Vice Chairman
 Principal Secretary/ Secretary, Municipal Administration and Urban Development-Member
 Principal Secretary/ Secretary, Transport Department/ Roads & Buildings Department-Member
 Vice Chairman and Managing Director, AP State Road Transport Corporation-Member
 Commissioner of Police, Hyderabad-Member
 Commissioner of Police, Cyberabad-Member
 Member Secretary, AP Pollution Control Board-Member
 General Manager, South Central Railway-Member
 Transport Commissioner-Member
 Two experts in the field of Urban Transport (to be nominated by the Government)-Member
 Metropolitan Commissioner-Member Convenor
Functional Jurisdiction: Functions of UMTA cover:

 Oversee and ensure effective coordination of traffic and transportation measures undertaken by various agencies;
 Ensure that effective public transport systems are in place;
 Promote and monitor major traffic and transportation projects;
 Recommend effective transportation for the HMR;
 Integrate Action Plans of various Departments and Agencies;
 Give directions to different agencies involved in transportation;
 Process funds for implementation of proposals;
 Integrate various routes of public transport and issue of combined ticketing, feeder service, etc.;
 Approve traffic and transportation proposals/ projects from any agency;
 Direct appropriation/ subvention of funds from various departments and agencies for ensuring implementation of
the traffic and transportation plans and measures in the HMR.
Funds: Metropolitan Development Fund, with a seed capital of INR 200 crores and revolving fund of INR 100
crores has been created under the enactment itself. An escrow account shall be maintained in HMDA in which
0.25% of the estimated cost of all projects of traffic and transportation undertaken by various departments/
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functional agencies shall be deposited in the account and 0.25% of development charges collected by the
HMDA, GHMC and other local bodies shall be annually credited to this account. This amount shall be utilised
for all research, studies and training in the field of traffic and transportation apart from meeting
administrative expenses of UMTA.
So far seven meetings have been held by UMTA for delivering the said functions. As per the minutes of the
meeting of 5th UMTA meeting held on 18th Sep., 2009, the UMTA sub-committee is constituted in August, 2010
(The Metropolitan Commissioner, HMDA vide Proceedings No. 13683/CE/Dev/HMDA/2010, Dt. 23.06.2010) to
monitor and effectively implement the decisions of the UMTA meetings and to submit the compliance report
to UMTA and also suggest strategies for improvement of traffic management.
Composition of Sub-Committee:
 Additional Commissioner of Police (Traffic), Hyderabad-Member
 Managing Director, Hyderabad Metro Rail Ltd., Hyderabad-Member
 Addl. Commissioner, Traffic & Transportation, GHMC, Hyderabad-Member
 Engineer-in-Chief (Roads), R&B-Member
 Chief Engineer, HMDA-Member
 Executive Director, APSRTC, Hyderabad Region, Hyderabad-Member
 Director (Technical), HMWS&SB, Hyderabad-Member
 The Addl. Commissioner, Regional Transport Authority, Hyderabad-Member
 Dy. Commissioner of Police (Traffic), Cyberabad-Member
 Member (Urban Planner), HMDA-Member
 Dy. Commissioner of Police (Traffic), Hyderabad-Member/Convener
So far two sub-committee meetings have been held (1st meeting: 21st July, 2010 and 2nd meeting: 25th August,
2010).
10.5 INTERNATIONAL PERSPECTIVE IN CITY REGIONS
Some large international cities and regions are reviewed to understand and/or determine the institutional
changes that have taken place in last one decade. Potentially, there are almost as many institutional
structures as there are cities. From transportation perspective however, there is a very strong common trend
that urban transport is increasingly being planned, managed and funded as a region wide service.3 The
successful unified transportation agencies are those that were structured around procedures to secure
sustainable and predictable funding mechanisms, in additional to achieving service integration and
rationalized priority setting. Examples presented in this chapter illustrate the size and governance of
institutions which have main role as creation of transport infrastructure and its governance. The mode of
governance varies in each case but important aspect to note here is that its format is developed in response to
the requirements in each city. Hyderabad’s unified authority needs will undergo changes as the environment
demands.
3
Those metropolitan regions that have not put in place a regional transport authority seem to be aspiring to do so. Institutional arrangements can have
a complicated political history and reforms can have considerable political baggage and can generate much citizen emotion. Restructuring the delivery
of urban transport often raises more political concern (loss of local political control) than public concern.
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10.5.1 Institutional Mechanism in Selected Western Cities
10.5.1.1 Greater Vancouver
Vancouver is a port city on the Pacific coast of Canada and is ranked in the top five cities of the world in terms
of the quality of living according to the Mercer 2012 Quality of Living Survey (The top cities are 1. Vienna, 2.
Zurich, 3. Aukland, 4: Munich). Vancouver also has one of the most progressive unified regional transportation
agencies in North America known as TransLink. TransLink is responsible for roads, bridges, the light rail
transit, buses, ferries, ITS, transportation for the disabled and air quality management.
Figure 10-7: Translink Service Area Multiple Municipalities
Figure 10-8: Transport Network operated by Translink
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The Translink authority is managed by a board of directors which is constituted by the mayors of the
municipalities within the Greater Vancouver area. The transportation services are delivered by a number of
wholly owned subsidiaries, which prior to the formation of TransLink were independent operators of the same
services and were acquired by TransLink. Political Structure and Corporate Structure of TransLink is shown in
Figure 10-9.
Funding sources and proportion of funding received by the TransLink is:

(a) Transit Fares: 34%
(b) Motor Fuel Tax: 24%
(c) Property Taxes: 22%
(d) Capital contribution and Interest: 10%
(e) Parking Sales Tax: 4%
(f) Other Revenues: 6%
Expenditure by the TransLink is:

(a) Transit Operations: 60%
(b) Interest Expense: 13%
(c) Amortisation of capital assets: 12%
(d) Maintenance and funding for MRN and capital infrastructure contributions: 7%
(e) Administration: 5%
(f) Security: 2%
(g) AirCare: 1%
Implementation of major capital projects typically involves the negotiation of funding support from senior
level government agencies. TransLink borrowing is secured with provincial guarantees.
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Figure 10-9: Political Structure and Corporate Structure of TransLink
HMA’s institutional requirements have relevance to TransLink in the following respects:

(a) Responsibility: Responsibilities assigned are common e.g. comprehensive transport planning and funding including development
of major road/transit networks, demand management and environment impact management;
(b) Objectives: Similar overall objective of the development and implementation of transportation plans that would meet the
objectives of the Metropolitan Area or Province;
(c) Coordination: Overall co-ordination mechanism as TransLink is required to liaise with the stakeholders within their jurisdiction
and external agencies like State, Central Governments and private partners; and
Funding: TransLink needed enacting legislation for empowerment. The sources of revenue are potentially
similar e.g. Transit fares, fuel taxes, property taxes, user levies/surcharges and advertising.
10.5.1.2 London: Transport for London-The Greater London Authority (GLA)
The Greater London Authority was established in 2000. It is headed by an elected mayor and has an elected
assembly of 25 members (Figure 10-10). In addition, some nine (9) members are elected to the European
Parliament. The term of office is for 4 years. Within the GLA area there are 32 boroughs, each with their
elected municipal councils.
Mayor of Greater London is not a ceremonial position. The Mayor is elected by the public at large and is
effectively the Chief Executive Officer of the Authority. The Mayor is responsible for managing four separate
organizations known as the GLA Group (Figure 10-10). They are – (1) London Development Agency - which is
responsible for the promotion of the future development London; (2) Metropolitan Police Authority - which
provides policing for all of London; (3) Fire and Emergency Planning Authority - which oversees emergency
protection throughout the GLA and monitors assists each of the borough council’s on similar undertakings;
and (4) Transport for London (TfL) – which is responsible for London’s buses, the Underground, the Docklands
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Light Railway (DLR), the management of Croydon Tramlink, the London River Services and is responsible for
maintaining and managing designated major roads.
Figure 10-10: Organisation Structure of Greater London Authority, Boroughs Areas and GLA Group
Bus Operations:
London Buses manages bus services in London. It plans routes, specifies service levels and monitors service
quality. It is also responsible for bus stations, bus stops and other support services. The bus services are
operated by private operators, which work under contract to London Buses.
London’s bus network is one of the largest and most comprehensive urban transport systems in the world.
Every weekday over 6,800 scheduled buses carry around 6 million passengers on over 700 different routes.
The network is also dynamic and responds to changes in London’s growth and changing needs. Every year a
fifth of the bus service is re-tendered, with around half of the network subject to some level of review.
London Underground (The Tube):
London Underground Limited was formed in 1985, but its history dates back to 1863 when the world’s first
underground railway opened. Today London Underground is a major business, with over 3 million passenger
journeys a day, some 500 peak trains, 253 stations owned (275 served), over 12,000 staff and vast engineering
assets. The network of London Underground is presented in Figure 10-11.
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London Underground – Public Private Partnership (PPP) – In 2004, the PPP structure originally divide London
Underground into four parts and it was planned for the next 30 years – three private sector infrastructure
companies, or Infracos, and a public sector company namely London Underground, would undertake and
manage the PPP contracts with London Underground providing train operators and station staff. This PPP
endeavour was an utter failure and by 2010 all three Infracos had declared bankruptcy and Transport for
London had to resume the role of the failed parties and the Central Government had to assume the borrowing
liabilities of the Infracos.
Figure 10-11: London Underground System (The Tube)
London’s Action Plan 2005 – 2016
This strategic document was formulated with a vision of creating and maintaining London as a sustainable
world city with strong long-term economic growth, social inclusion and environmental improvement. Key
highlights of the strategy were:
(a) Support the delivery of the London Plan, to promote sustainable growth and economic development;
(b) Deliver healthy, sustainable, high quality communities and urban environments;
(c) Address the impacts of concentrations of disadvantage;
(d) Deliver an improved and effective infrastructure to support London’s future growth and development;
(e) Tackle barriers to employment;
(f) Reduce disparities in labour market outcomes between groups;
(g) Improve the skills of the workforce;
(h) Address barriers to enterprise start-up, growth and competitiveness;
(i) Maintain London’s position as a key enterprise and trading location;
(j) Maximise the productivity and innovation potential of London’s enterprises;
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(k) Ensure a coherent approach to marketing and promoting London;

(l) Co-ordinate effective marketing and promotion activities across London;
(m) Maintain and develop London as a top international destination;
(n) Principal UK gateway for visitors, tourism and investment; and
(o) Work in partnership to deliver this action plan.
Although the operational mechanism for overall coordination of the two authorities may vary, the following
arrangements adopted for London that would be interest to Hyderabad:
(a) Separation of Authority: There is a clear separation of powers within the GLA between the Mayor - who has an executive role,
making implementation decisions based on policies set by the Assembly of the GLA, which has a scrutiny role and is responsible
for appointing key GLA staff; The Mayor generally formally reports twice a year to the Assembly on actions taken and results
achieved.
(b) Appointment of Commissioners: It has separate Commissioners for Surface Transport (Buses and Roads included), Rail Division
for National Rail, London Underground and Support Services;
(c) TfL Board of Directors: This is composed of individuals having a strong background in transportation with the majority from the
private sector. It is essentially a non-political Board. The Mayor is Chairman of the Board, the Deputy Chairman spends four days
per week on Board activity and each Board member is paid a basic annual fee i;
(d) Advisory Panels: for Underground, Surface Transport, National Rail, Committees for Safety, Health and Environment, Finance
and Audit;
(e) Privatization: London have fully privatized the operations of their bus systems;
(f) Congestion Pricing: It was introduced on 17thFebruary 2002 in Central London with daily rate of £5, which was raised in several
increments and in 2012 stood at £10 per day with severe penalties for late payment. In 2007 the congestion charge revenue was
£252 million but it cost £130 million pounds to collect it. Some analysts have suggested that the net revenue from congestion
charges has been as little as £10 million. The net revenues from Congestion Charge are spent on improving transport in keeping
with the Mayor’s Transport Strategy to reduce private vehicle use. Of interest to Hyderabad is that motorized two wheelers are
exempt from paying congestion charges “Green” vehicles are also exempt from congestion charges; and
(g) Transit Operating Subsidy: The annual cost of operating the transit services provided by TfL is £5754 million but the operating
revenues are only £3433. Transit operating deficits and capital costs have to be borne by governments and in London largely by
the Central Government. Apart from Tokyo, this operating funding requirement is typical of larger cities.
(h) The integrated fare payment system covering all modes of public transit is one of the outstanding achievements of Transport
for London. While public transit fares in London are among the highest in the world, the use of every day systems to
electronically purchase transit rides has made the system more efficient and public friendly.
10.5.1.3 New York: Metropolitan Transportation Authority (MTA)
The MTA is the largest public transportation provider in the Western Hemisphere (Figure 10-12). Its agencies
serve about 20 million people spread over 5,000 square miles (13,000 sqkm) from New York City through
south-eastern New York State (including Long Island and the lower Hudson Valley) and Connecticut. MTA
agencies move over 11 million passengers system wide rail and bus passengers on an average weekday.
MTA is a public benefit corporation established by the State of New York in 1965 and is governed by a 17
member Board, appointed by the Governor, the Mayor of New York and the Counties in the service area.
There are also non-voting individuals representing passengers and transport unions on the board.
The annual operating expenses of MTA (2011 Budget) are about US $ 13 billion but operating revenues are
only $6.5 billion In 2005 toll revenues amount to $1.2 billion with US $ 3.6 billion having to be paid in subsidies
by the State and local municipalities. The fare box recovery ratio has declined from 57.8% to 41.6% over the
past 10 years. The Federal Government does not contribute towards operating deficits.
In the period 1982-2005, MTA capital spending was US $ 50 billion funded from the following sources:
(a) Federal Grants 34%;
(b) Bonds & Debt Borrowings 38%;
(c) State Contributions 5%;
(d) City Appropriations 7%; and
(e) Others 16%.
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The levels of government subsidy to fund transit in New York are typical of USA transit properties. The
integration and coverage of transit in the region surrounding New York City is very impressive, but expensive,
with government subsidies representing about US $ 250 for each resident in the service area.
Figure 10-12: Metro System and Commuter Rail System in New York
Lessons for HMA: New York City and its surrounding counties could not function without the metro and
commuter rail systems. The governments and the citizens appear to be prepared to pay both capital costs and
operating subsidies to provide these essential services. While the US $ 6.5 billion of government operating
subsidies appears to be large it probably represents less than 1% of the GDP of the region. While Hyderabad
does not have to greatly subsidize transit operating costs, (except for APSRTC which is bus transit operating
corporation) improved transit in HMA to more world class standards may have to come at a price, outside of
the fare box.
Port Authority of New York and New Jersey Authority
On April 30, 1921, the Port of New York Authority was established to administer the common harbour
interests of New York and New Jersey. The first of its kind in the Western Hemisphere, the organization was
created under a clause of the Constitution permitting Compacts between states, with Congressional consent.
(a) Jurisdiction: An area of jurisdiction called the “Port District,” a bi-state region of about 1,500 square miles cantered on the Statue
of Liberty, was established. In 1972, the organization’s name was changed to the Port Authority of New York and New Jersey to
more accurately identify our role as a bi-state agency;
(b) Mission: To identify and meet the critical transportation infrastructure needs of the bi-state region’s businesses, residents, and
visitors by providing the highest quality, most efficient transportation and port commerce facilities and services that move
people and goods within the region, providing access to the rest of the nation and to the world, and strengthening the economic
competitiveness of the New York-New Jersey metropolitan region; and
(c) Governance: The Port Authority is a financially self-supporting public agency that receives no tax revenues from any state or
local jurisdiction and has no power to tax. It relies almost entirely on revenues generated by facility users, tolls, fees, and rents.
The Governor of each state appoints six members to the Board of Commissioners, subject to state senate approval. Board
Members serve as public officials without pay for overlapping six-year terms. The Governors retain the right to veto the actions
of Commissioners from his or her own state. Board meetings are public. The Board of Commissioners appoints an Executive
Director to carry out the agency’s policies and manage the day-to-day operations.
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Decades of Transport Building:

(a) Tunnels & Bridges: In 1930, the two states gave the Port Authority control of the recently opened Holland Tunnel. The Port
Authority’s first charge was to construct the critical interstate crossings in the late 1920s and early 1930s, including the George
public-private partnership Washington Bridge, Outer bridge Crossing, the Goethals and Bayonne bridges. In 1937, the first tube
of the Lincoln Tunnel was completed;
(b) Airports: In the late 1940s,, the Port Authority leased three airports from Newark, NJ and New York City in anticipation of the jet
age. Newark and LaGuardia airports, along with an infant airport on a large meadow destined to become John F. Kennedy
International, were linked into a regional aviation network; and
(c) Other Transport: In the 1950s and 1960s, the Port Authority Bus Terminal was built and a second deck to the George
Washington Bridge was added. Completed the Lincoln Tunnel’s third tube, rebuilt many Brooklyn piers and developed the
world’s first container ports at Port Newark and the Elizabeth-Port Authority Marine Terminal.
The Port Authority also acquired the Hudson and Manhattan Railroad and began operating it as the PATH rail
transit system. In the 1970s, the region’s interest in port and trade promotion through construction of the
World Trade Centre was built.
Lessons for HMA: The key lesson for Hyderabad from the Port Authority is: (a) providing asset base for
producing mixed income for the Authority to make it financially self-sustaining; and (b) Good amount of
representation of the private sector on the Board of Directors has provided the Authority with a balanced
knowledge base in considering development initiatives to capture inherent values of Authority lands.
10.5.1.4 Greater Toronto Area (GTA)
The Greater Toronto Area (GTA) is a metropolitan area in Canada. At the 2011 census, the census
metropolitan area had a population of 5.58 million. The Greater Toronto Area is defined as the central city
of Toronto, and the four regional municipalities that surround it are Durham, Halton, Peel, and York (Figure
10-13). The Greater Toronto Area is a commercial, distribution, financial and economic centre, being the third
largest financial centre in North America. The region as a whole generates about a fifth of the GDP of Canada,
and is home to 40% of Canada's business headquarters. The economies of the municipalities in Greater
Toronto themselves are largely intertwined with one another. The work force is made up of approximately
2.9 million people and more than 100,000 companies. The largest industry in the Greater Toronto Area is the
financial services in the province accounting for an estimated 25% of the region's GDP.
Figure 10-13: Regional and Local Municipalities in Greater Toronto Area
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Transportation in Greater Toronto Area
There are a number of public transportation operators within the Greater Toronto Area, providing services
within their jurisdictions. While these operators are largely independent, provisions are being made to
integrate them under Metrolinx a Provincial or state agency, which provides overall regional transportation
planning including public transport and is the designated authority to fund and implement major capital
investments in transport infrastructure. Metrolinx assumed responsibility for GO Transit, which is, is the
Ontario's only intra-regional public transit service operating multi-level commuter rail trains and regional
buses Implementation of a 'Presto card' by Metrolinx has created a common means for all fare payments and
allow for seamless travel connection between these and other transit operators.
Public transit operators in the GTA include Brampton Transit, Burlington Transit, and Durham Region
Transit; GO Transit, Milton Transit, MiWay (serving Mississauga), Oakville Transit, Toronto Transit
Commission (TTC), and York Region Transit. The GTA also has the largest and busiest freeway network in
Canada, consisting of the King's Highways and supplemented by municipal expressways.
Figure 10-14: Greater Toronto – Rail Transit Network
Toronto Municipal Government
Toronto is a single-tier municipality governed by a mayor–council system and represents about 40% of the
population of the GTA. The structure of the municipal government is defined by the City of Toronto Act.
The Mayor of Toronto is elected by direct popular vote to serve as the chief executive of the city. The Toronto
City Council is a legislative body, comprising 44 councillors representing geographical wards throughout the
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city (Figure 10-15). The mayor and members of the city council serve four-year terms without term limits.
Prior to the 2006 municipal election, the mayor and city councillors served three-year terms.)
Figure 10-15: Council Structure of Toronto City
The current committees of Council are shown in Figure 10-15. Each standing committee consists of a
Chairman, a vice-chair and four other councillors. The Mayor names the committee chairs and the remaining
membership of the committees is appointed by City Council. An executive committee is formed by the chairs
of each of standing committee, along with the mayor, the deputy mayor and four other councillors.
Councillors are also appointed to oversee the Toronto Transit Commission and the Toronto Police Services
Board.
The city has four community councils that consider local matters. City Council has delegated final decision-
making authority on local, routine matters, while others—like planning and zoning issues—are recommended
to the city council. Each city councillor serves as a member on a community council.
There are about 40 subcommittees and advisory committees appointed by the city council. These bodies are
made up of city councillors and private citizen volunteers. Examples include the Pedestrian Committee, Waste
Diversion Task Force 2010, and the Task Force to Revitalize the Don River.
Toronto had an operating budget of C$7.6 billion in 2006.The city receives funding from the Government of
Ontario in addition to tax revenues and user fees, spending 36% on provincially mandated programmes, 53%
on major municipal purposes such as the Toronto Public Library and the Toronto Zoo, and 11% on capital
financing and non-programme expenditures.
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Metrolinx
Metrolinx, an agency of the Government of Ontario under the Metrolinx Act, 2006, was created to improve
the coordination and integration of all modes of transportation in the Greater Toronto and Hamilton Area. The
organization’s mission is to champion, develop and implement an integrated transportation system for our
region that enhances prosperity, sustainability and quality of life. Metrolinx launched The Big Move, a
Regional Transportation Plan, in September 2008.
GO Transit operates the distinctive green and white trains and buses serve a population of more than seven
million across more than 11,000 sqkm, stretching from Hamilton and Kitchener-Waterloo in the west to
Newcastle and Peterborough in the east, and from Orangeville, Barrie and Beaverton in the north to Niagara
Falls in the south. In 2009, Metrolinx grew to include GO Transit as an operating division, benefiting from its
four decades of prior success. In operation since 1967, GO has evolved from a single train line along Lake
Ontario’s shoreline into an extensive network of train lines and bus routes that now delivers over 65 million
passengers a year.
The executive structure of Metrolinx is shown in Figure 10-16 and the President and CEO of Metrolinx reports
to a provincially appointed sixteen member Board of Directors drawn largely from the private sector with a
limited number of retired politicians. At this time the funding of Metrolinx is significantly dependant on the
Provincial Government with some capital contributions for specific projects from the Federal or Central
Government. The Federal Govt. has agreed to contribute an increasing share of petrol or gasoline tax for
transport infrastructure projects at the municipal level. Over the last year Metrolinx has essentially dictated
major transport infrastructure projects because it essentially controls the senior government purse strings.
The Province is also exercising a control on the amount and directions of urban growth in the GTA by
stipulating the 30 year population and employment figures that each regional government’s development
plan must provide for including specific allocations for urban intensification and minimum densities per ha for
population and employment. The intent of these controls or planning standards is to ensure there is
consistency of planning across the GTA and urban sprawl is contained and valuable farm land preserved
Ontario has for many years resolved disputes between different planning agencies or between private
landowners and public agencies over development by means of a tribunal known as the Ontario Municipal
Board (OMB). The OMB hears sworn evidence of professional witnesses involved in all aspects of development
and planning and also registered members of the public who have an interest in the issue and then decides on
the merits of the case. Lawyers lead the evidence being presented and witnesses are subject to cross
examination. They key principles used by the OMB is ‘good planning” and ‘in the interests of the public”.
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Figure 10-16: Organisation Chart of Metrolinx
10.5.2 Reform Experience in Asian Cities
10.5.2.1 Tokyo
Tokyo, with the population of 30 million covering area of 4,000 sqkm is the largest metropolis in the world.4
To understand the way Tokyo provides transportation it is necessary to go back to 1987 when the publicly
owned Japan National Railways (JNR) financially collapsed under a mountain of debt. This required the
national government to assume the JNR debt and to split JNR into six privatized regional passenger services.
Following this action and being relieved of the debt, the privatized companies prospered and entered a period
of sustained growth and service expansion.
Tokyo’s first metro/tube line opened in 1927 during the capital’s rapid urbanisation and today operates 21
lines owned by two principal operating companies. In addition to the subway, a number of mono-rail, tram
and private lines also serve the city. The capital region also has a very extensive system of suburban trains.
The metro network has matured over four decades which is a lesson in planning and perseverance for
Hyderabad.
4
It is best known for its electronic and technological innovation in the world. In 1980, Tokyo enjoyed rapid economic growth as a result
of its increasingly international outlook and emergence of information society. The Japanese known for their punctuality, dedication
and commitment, achieved high economic growths to make Tokyo as international city with technological advancement.
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Tokyo Governance:
The Tokyo Megalopolis Region, or Greater Tokyo Area, is made up of Tokyo and the three neighbouring
prefectures of Saitama, Kanagawa and Chiba (Figure 10-17). This area is home to around 28% of Japan’s total
population. The National Capital Region is made up of Tokyo and the seven surrounding prefectures of
Saitama, Kanagawa, Chiba, Gunma, Tochigi, Ibaraki, and Yamanashi. The overall population of Tokyo is about
13.19 million (as of October 1, 2011), and the area is about 2,188 sqkm.
Although, it is usual to think of Tokyo as a city, strictly speaking it is a metropolitan prefecture. This distinction
is important because there are a number of cities within the metropolitan prefecture of Tokyo. Tokyo
Metropolis, and each of the municipalities which are a part of Tokyo, are ordinary local public entities, with
the 23 special wards in Tokyo being special local public entities.
The Tokyo Metropolitan Government (TMG), as a regional government, carries out some of the administrative
work, which would usually be carried out by cities - for example, levying and collecting a portion of municipal
taxes (Figure 10-18).The Metropolitan government has essential control of fire fighting services and
waterworks. Some other services such as the establishment and management of waste disposal sites and
incineration plants, the operation of public hospitals and profit-making projects are shared with the
municipalities. The Tokyo Metropolitan Assembly is the fundamental decision-making body of Tokyo
Metropolis. Governor and 127 members are directly elected by the citizens, and represent the Metropolis of
Tokyo, with a four-year term in the office.
Under the office of the Governor there are many Bureaus, Public Enterprises and Commissions with the
following staffing levels:
(a) Governor’s Bureaus 28,000;
(b) Executive Commissions and the Assembly, 1,100;
(c) Public Enterprises, 16,000;
(d) Police/fire fighting, 63,000; and
(e) Schools 62,000.
Figure 10-17: Tokyo Metropolis and Surrounding Prefectures
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Figure 10-18: Tokyo Metropolitan Governance
Lessons for HMA: There has been a significant decline in industrial employment due to the off-shoring of
manufacturing jobs to lower cost countries. One of the prime objectives of the TMG is to promote industrial
employment growth, which is one of the development objectives for Hyderabad and highlights the global
competition in this sector. Because of the levels of rail based transit and declining employment in the central
business areas the TMG policies for transport are more focused on new freeways and expressways in the
outer areas. This change in policy is indicative of the need to change transport programs to meet shifts in
socio - economic trends that would have been difficult to anticipate. This demonstrates the need to have long
term transportation corridor protection strategies for the region as a whole even if the construction of
facilities, are beyond the time frame of current projections. The governance structure for Tokyo is very
complicated and some of the infrastructure delivery responsibilities are not clear. The privatization of public
transit does impose a degree of simplicity but there still is a requirement for a transit passenger to carry
several transit passes in making relatively simple trips.
10.5.2.2 Bangkok Metropolitan Region
Bangkok is the capital city of Thailand and the most populous city in the country. The Bangkok Metropolitan
Region Bangkok and surrounding also known as Greater Bangkok, is the urban conglomeration
of Bangkok, Thailand, which includes the city and the 5 adjacent provinces of Nakhon Pathom, Pathum
Thani, Nonthaburi, Samut Prakan and Samut Sakhon. The Bangkok Metropolitan Region covers an area of
7,760 km and has an estimated population of about 12 million (January 1, 2008).
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Transportation sector Modernization and Reforms in Bangkok
The role of transportation plays a critical role in urban infrastructure development. The modernization of
Transport services is impetus task for Bangkok Metropolitan Administration. Below mentioned various
transport services modernizations for Bangkok Metropolitan area.
Bus Sector:
 After years of contemplation, the city of Bangkok has implemented its first Bus Rapid Transit (BRT) system.
The BRT system is called “Bangkok Rapid Transit (BRT)”. The system started operation on 29 May 2010.
The project is owned by the Bangkok Metropolitan Administration (BMA) maintained by Krungthep
Thanakhom, the system manager and operated by the Bangkok Mass Transit System Public Company
Limited (BTSC).
 State Enterprise Policy Commission (SEPC) proposed development arrangements for bus and other
transport modes for City of Bangkok. They are: Corporatization of Bangkok Mass Transit Authority(BMTA),
Creation of a New Urban Bus Regulator and Use of Performance Based Contracts
 BMTA reforms proposed in 2006 are purchase of 2,000 new air-conditioned, compressed natural gas
(CNG) fuelled buses to replace an equivalent number of existing aged buses from its current fleet of about
3,600 buses; rebuilding of up to 2,000 of the existing better quality buses and re-powering them; purchase
of a smart-card ticketing system for the new buses; implementation of a revised bus routing plan, which
was based on services feeding into a number of major nodes with connecting routes that would require
forced transfers for many passengers to reach their destinations; and introduction of a flat fare, initially at
about Baht 10 per journey and with free transfer between buses used in a single journey, which would be
a substantial reduction in average fares.
Roads and Traffic:
Urban growth in Bangkok was originally to the north and the east. Since the early 1970s there has been an
extensive program of bridge and road building that has continued these trends but has also permitted urban
development to the west of the Chao Praya River. Currently in Bangkok several agencies have responsibility
for road planning, investment and maintenance:
 Department of Highways (DOH) which has an important role in developing national motorways and
highways which in the BMR and environs have included the Outer Ring Road (ORR) and connecting
motorways;
 Department of Rural Roads (DRR) which develops roads and bridges nationwide and has recently
completed extensive Level 1 and Level 2 roads, which were planned in the early 1990s by its predecessor
the Public Works Department, in the western suburbs of Bangkok;
 Expressway and Rapid Transit Authority (ETA) which develops expressways nationwide and since the
government administrative reforms of 2002 is responsible for all tolling facilities on DOH motorways and
its own expressways; and
 Bangkok Metropolitan Administration which develops local roads in Bangkok including small soi
improvements. Few local roads have been completed in recent years and those that have been are dual
carriageway multi-lane roads.
Rail Mass Rapid Transit Infrastructure and Services
The experience in Bangkok to date indicates that the best means forward is for the government to construct
fixed Mass Rapid Transport (MRT) infrastructure and for the provision of trains and services to be undertaken
by private sector operators operating under concession agreements. MRT may be able to generate sufficient
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demand to justify their presence if land use development is intense along their alignment. However, even in
densely populated cities, many people using MRT access them via another public transport service. To date,
there had been little formal integration of other public transport in Bangkok, which is essentially bus, with
MRT.
10.5.2.3 Bangkok Metropolitan Administration
The Bangkok Metropolitan Administration is the name given to the local government of Bangkok, which
includes the capital of the Kingdom of Thailand. The government comprises two branches: the executive (or
the Governor of Bangkok) and the legislative (or Bangkok Metropolitan Council). The administration's roles are
to formulate and implement policies regarding the management of Bangkok, these include: transport services,
urban planning, waste management, housing, roads and highways, security services and the environment.
The Governor of Bangkok is the head of the local government of Bangkok. The Governor is also the chief
executive of the Bangkok Metropolitan Administration (BMA). The governor is elected to a renewable term of
four years; currently it is one of the two directly elected executive offices in the Kingdom. The office is
comparable to that of a city mayor.
The powers and role of the office of Governor of Bangkok in accordance with the Bangkok Metropolitan
Administration Act, BE 2528 (1985) are:
 Formulate and implement policies for the Bangkok Metropolitan area.

 The power to draw up legislation and bills for the city, to be considered in the Bangkok Metropolitan
Council.
10.5.2.4 Bangkok Metropolitan Council
The Bangkok Metropolitan Council or BMC is the legislative branch of the Administration. It is vested with
primary legislative powers as well as the power to scrutinize and advise the Governor. The Council is headed
by the Chairman of the Bangkok Metropolitan Council. The Council is made up of 57 members elected from 57
constituencies (some constituency elects more than one member) based around Bangkok. They are elected to
a four year term.
Lessons for HMA: Recent and expected continuing growth in the region of the HMA, outside the jurisdiction of
HMA will create a population growth which increases transport needs. Increasing population in HMA will
create anomalous situation in which GHMC, HMDA will have a significant role in managing transport in the
HMA. Good co-ordination and co-operation between HMDA and other organisations like GHMC, PWD(R&B),
SCR, APSRTC, Police will help in providing transport needs of HMA. Travel demand is heavily influenced by land
use. Enhancing Land use and Transport integration in the HMA will play critical role for HMDA and GHMC in
coming days.
10.5.2.5 Hong Kong
Hong Kong is a Special Administrative Region (SAR) of the People's Republic of China (PRC). It is situated on
China's south coast and, enclosed by the Pearl River Delta and South China Sea, it is known for its expansive
skyline and deep natural harbour. With a land mass of 1,104 km and a population of 7 million people, Hong
Kong is one of the most densely populated areas in the world. As one of the world's leading
international financial centres, Hong Kong has a major capitalist service economy characterised by low
taxation and free trade, and the currency, Hong Kong dollar, is the eighth most traded currency in the world.
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The lack of space caused demand for denser constructions, which developed the city to a centre for
modern architecture and the world's most vertical city. Hong Kong has one of the highest per capita
incomes in the world. The dense space also led to a highly developedtransportation network with public
transport travelling rate exceeding 90%, the highest in the world. Hong Kong has numerous high international
rankings in various aspects. For instance, its economic freedom, financial and economic competitiveness,
quality of life, corruption perception, Human Development Index, etc., are all ranked highly. According to
World Health Organization (WHO) estimates, Hong Kong has the longest life expectancy of any country in the
world from 2012.
10.5.2.6 Transportation in Hong Kong
Hong Kong has a highly developed and sophisticated transport network, encompassing both public and private
transport. Over 90% of the daily journeys are on public transport, making it the highest rate in the world.
Rail Transport and Mass Transit Railway:
Hong Kong has an extensive train network. Public transport trains are operated by the MTR Corporation
Limited. The MTR operates the metro network within inner urban Hong Kong. There are all together ten lines
in the MTR system, with a total of 83 railway stations and 68 light rail stops. The ten lines are the East Rail,
Kwan Tong, Tsuen Wan, Island, Tung Chung, Tseung Kwan O, West Rail, Ma on Shan, the Airport Express and
the Disneyland Resortlines. Eight of the lines provide general metro services, whereas the Airport Express
provides a direct link from the Hong Kong International Airport into the city centre, while the Disneyland
Resort Line exclusively takes passengers to Hong Kong Disneyland.
Road Transport:
Bus services have a long history in Hong Kong. In 2009, five companies operate franchised public bus services.
Founded in 1933, the Kowloon Motor Bus Company (1933) Limited (KMB) is one of the largest privately-
owned public bus operators in the world. KMB's fleet consist of about 4,300 buses on 420 routes and a staff of
over 13,000 people. Public light buses, The Hong Kong Transport Department (HKTD) allow and license the
operation of two types of public light buses. As of 2009 the Census and Statistics Department of Hong Kong
reports that there are 584,000 licensed Private cars in Hong Kong and about 2,050 kilometres of public roads.
10.5.2.7 Hong Kong Development/Planning Authorities
The Transport and Housing Bureau:
Transport and Housing Bureau is an agency of the Government of Hong Kong responsible for a range of
activities such as the internal and external transportation, including air services, land transport, maritime
transport and logistics in Hong Kong.
The Urban Renewal Authority (URA):
URA is a statutory body in Hong Kong responsible for accelerating redevelopment to provide a better living
environment and neighbourhood. The Urban Renewal Strategy (URS) is a government strategy to be
implemented by the URA as well as relevant government departments and other stakeholders. A new URS has
been published on 24 February, 2011 based on a broad consensus reached during an extensive two-year
public consultation exercise conducted by the Development Bureau Urban Renewal Strategy Review. Whilst
maintaining the objectives of urban renewal, the new URS introduces a people first, district-based and public
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participatory approach to urban renewal and places greater emphasis on the redevelopment and
rehabilitation work of the URA. All future URA projects to commence after 24 February 2011 will be
implemented in accordance with the new URS.
Planning Organizations in Hong Kong:
The Planning and Lands Branch of the Development Bureau is in-charge of the policy portfolios of planning,
land use, buildings and urban renewal in Hong Kong. Taking directives from the Development Bureau, the
Planning Department (PlanD) is responsible for formulating, monitoring and reviewing land use at the
territorial level. PlanD also prepares district/local plans, area improvement plans, the Hong Kong Planning
Standards and Guidelines as well as undertakes actions against unauthorized land uses. The principal body
responsible for statutory planning in Hong Kong is the Town Planning Board (TPB). It is formed under the Town
Planning Ordinance (TPO) and served by the PlanD. Comprising predominantly nonofficial members, the TPB
oversees the preparation of draft statutory plans, considers representations to such draft plans and considers
applications for planning permission and amendments to plans. There are two standing committees under the
TPB, namely, the Metro Planning Committee and the Rural and New Town Planning Committee. Under the
TPO, the TPB may also appoint a committee among its members to consider representations to draft statutory
plans.
10.5.2.8 Shanghai
Shanghai is the largest city by population in China and the largest city proper by population in the world. It is
one of the four province-level municipalities of the PRC, with a total population of over 23 million as of 2010.
Shanghai is a global city, with influence in commerce, culture, finance, media, fashion, technology, and
transport.
Shanghai is the commercial and financial centre of mainland China, and ranks fifth in the 2011 edition of
the Global Financial Centres Index published by the City of London. It was the largest and most prosperous
city in the Far East during the 1930s, and rapid re-development began in 1990s. In the last two decades
Shanghai has been one of the fastest developing cities in the world. In 2011, Shanghai's total GDP grew to
1.92 trillion Yuan (US$297 billion) with GDP per capita of 82,560 Yuan (US $12,784). The three largest service
industries are financial services, retail, and real estate. The manufacturing and agricultural sectors accounted
for 39.9 % and 0.7 % of the total output respectively. Average annual disposable income of Shanghai residents,
based on the first three quarters of 2009, was 21,871 RMB.
10.5.2.9 Transport Infrastructure in Shanghai
Public Transport: Shanghai has an extensive public transport system, largely based on metros, buses and taxis.
Payment of all these public transportation tools can be made by using the Shanghai Public Transportation
Card. Shanghai's rapid transit system, the Shanghai Metro, incorporates both subway and light railway lines
and extends to every core urban district as well as neighbouring suburban districts. As of 2010, there are
twelve metro lines, 273 stationsand over 420 km of tracks in operation, making it the longest network in the
world. The daily ridership is 7.6 million in 2010. Shanghai also has the world's most extensive network of
urban bus routes, with nearly one thousand bus lines, operated by numerous transportation companies.
Roads: Shanghai is a major hub of China's expressway network. Many national expressways (prefixed with G)
pass through or terminate in Shanghai, including G2 Beijing–Shanghai Expressway , G15 Shenyang–Haikou,
G40 Shanghai–Xi'an, G50 Shanghai–Chongqing, G60 Shanghai–Kunming (overlapping G92 Shanghai–Ningbo),
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and G1501 Shanghai Ring Expressway. In addition, there are also numerous municipal expressways prefixed
with S (S1, S2, S20, etc.). In the city centre, there are several elevated expressways to lessen traffic pressure
on surface streets, but traffic in and around Shanghai is often heavy and traffic jams are commonplace during
rush hour. Private car ownership in Shanghai has been rapidly increasing in recent years, but a new private car
cannot be driven until the owner buys a license in the monthly private car license plate auction. Around 8,000
license plates are auctioned each month and the average price is about 45,291 RMB (€5,201). The purpose of
this policy is to limit the growth of automobile traffic and to alleviate congestion.
Railway: Shanghai has four major railway stations: Shanghai Railway Station, Shanghai South Railway
Station, Shanghai West Railway Station, and Shanghai Hongqiao Railway Station. Three are connected to
the metro network and serve as hubs in the railway network of China. Two main railways terminate in
Shanghai: Jinghu Railway from Beijing, and Huhang Railway from Hangzhou. Hongqiao Station also serves as
the main Shanghai terminus of three high-speed rail lines: the Shanghai–Hangzhou High-Speed Railway,
the Shanghai–Nanjing High-Speed Railway, and the Beijing–Shanghai High-Speed Railway, China's most
important high-speed rail line.
10.5.2.10 Shanghai Municipal Development and Reform Commission
Shanghai Municipal Development and Reform Commission is established as one of the departments of the
municipal government.
Main functions of Shanghai Municipal Development and Reform Commission

 To implement the strategies, guidelines and policies of the development of national economy and society, and study
and put forward relevant policy measures; to coordinate and promote relevant work of constructing the economic,
financial, trade and shipping centre in Shanghai;
 To coordinate and promote relevant work of constructing the economic, financial, trade and shipping centre in
Shanghai; to study and put forward the strategies of the economic, social and urban development in Shanghai, and
draft and organize to carry out the medium and long-term planning for the national economic and social
development as well as the planning for the primary function areas in Shanghai
 To integrate and balance the urban master plan, the land use master plan as well as all the specialized plans and
regional plans; to study and put forward the target of structural adjustment, development speed and overall balance
as well as the adjustment and control policies; to study and draw up the drafts of local rules and regulations involving
the development and reform work;
 To study and put forward the major annual goals of national economy and social development of the municipality,
organize to compile the annual plan of national economy and social development,
 To make overall plans of and coordinate the reform of the municipality, study and put forward the framework and
method, and draft the mid-term and long-term reform planning and the focal point of the annual reform work;
 To analyse in general the city’s social funds situation, study and put forward investment and financing scheme of
important projects in government investment, and coordinate, guide and undertake the investment and financing of
municipal-level investment companies in the projects invested by the government;
 To monitor and predict the municipality’s price level, and study and put forward the goal of adjusting and controlling
the overall price level, measures on price policy and suggestions on price reform; to study, formulate and organize to
implement the price adjustment schemes for important commodities and services managed by the government
 To overall balance the municipality’s development strategy and planning of urban-rural construction; to
comprehensively analyse the operation of the infrastructure, and coordinate relevant major issues;
 To promote the sustainable development strategy and study the major issues on the coordinated development of
population, economy, society, resources and environment;
 To study the major issues of the integrated development of the municipality and the country’s regional economy, put
forward the strategies, systems, mechanism and major policies and suggestions on the municipality’s service
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 To study and put forward the policies of promoting the employment, adjusting the income distribution, improving
the social security and coordinated economic development, and coordinate the major issues in employment, income
distribution and social security;
Lessons for HMA: HMDA and GHMC need to set up Development and Reform Authority similar to Shanghai
Municipal Development and Reform Commission for HMA development and effective governance.
10.5.2.11 Singapore
In terms of purchasing power parity, Singapore city has the third highest per capita income in the world.
Singapore is a unitary multiparty parliamentary republic with a Westminster system of unicameral
parliamentary government. Today, Singapore has a highly developed market-based economy, based
historically on extended trade. The Singaporean economy is known as one of the unrestricted, most
innovative, most competitive, and most business-friendly. The 2011 Index of Economic Freedom ranks
Singapore as the second freest economy in the world, behind Hong Kong. According to the Corruption
Perceptions Index, Singapore is consistently ranked as one of the least corrupt countries in the world, along
with New Zealand and the Scandinavian countries. According to 2012 census Singapore Population is 5.3
million. The Gross Domestic Product (GDP) for 2011 is $315 billion.
Transport within Singapore is mainly land-based. Many parts of Singapore are accessible by road, including
islands such as Sentosa and Jurong Island. The other major form of transportation within Singapore is rail:
the Mass Rapid Transit which runs the length and width of Singapore, and theLight Rail Transit which runs
within a few neighbourhoods. The main island of Singapore is connected to the other islands
by ferryboat services.
Land Transport Authority (LTA)
LTA is responsible for planning, operating, and maintaining Singapore’s land transport infrastructure and
systems. It was founded in 1 September 1995, by merging four agencies, namely, Registry of Vehicles, Mass
Rapid Transit Corporation, Roads & Transportation Division of the Public Works Department of Singapore and
Land Transport Division of the then-Ministry of Communications. LTA spearheads land transport development
in Singapore. The mission of LTA is to provide an efficient, cost-effective and people-centred land transport
system for different needs and its vision is a people-centred land transport system. The three objectives of LTA
are:
 To deliver a land transport network that is integrated, efficient, cost-effective and sustainable to meet the nation's
needs.
 To plan, develop and manage Singapore's land transport system to support a quality environment while making
optimal use of our transport measures and safeguarding the well-being of the travelling public.
 To develop and implement policies to encourage commuters to choose the most appropriate transportation mode.
Groups supporting Core Functions of LTA
The groups supporting core functions of LTA as mentioned below:
 Corporate communications: Formulates communication plans to support LTA efforts in building a People-Centred
Land Transport System through the use of media relations, corporate marketing, events, public education, project
communications and feedback management. It also actively engages LTA stakeholders through various community
outreach programmes to ensure greater understanding and support LTA policies and initiatives. As the custodian of
LTA corporate identity and brand, the group also keeps the corporate image consistent.
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 Corporate Services: Introduces and manages welfare schemes to create a conducive environment that provides staff
with necessary training to enhance their personal effectiveness and career prospects. Besides logistical and
administrative support, it also provides essential and value-added support to LTA other groups in the areas of finance
and legal advice.
 Engineering: Focuses on system integration and intricate technical design details of our roads, tunnels, pedestrian
overhead bridges, and other structures. They also ensure that commuter facilities are integrated with transport hubs
and developments to give commuters a seamless journey.
 Innovation Technology: Oversees the formulation and implementation of e-transformation strategies and
development initiatives to achieve total organisational excellence. They lead e-government initiatives through value
innovation in process re-design, product development and service delivery.
 Policy & Planning: Carries out careful planning and analysis to develop plans for Singapore's medium and long-term
transportation needs. They formulate policies to achieve LTA mission of providing a premier land transport system,
and implement communications programmes to reach out to the public for their feedback.
 Rail: Manages the construction of new Rapid Transit System (RTS) projects, and extension and upgrading of existing
rail lines. RTS forms the backbone of LTA public transport infrastructure, providing commuters with a reliable, fast
and smooth ride.
 Road Projects: Manages the implementation of road infrastructure projects to enhance road network and commuter
facilities. They construct new roads, road interchanges, flyovers, tunnels, viaducts, and bridges like the Marina
Coastal Expressway and Woodsville Interchange. Additionally, they upgrade existing roads and commuter facilities
such as covered walkways and pedestrian overhead bridges.
 Road Operations & Community Partnership: Manages and maintains road structures and facilities to keep them
operational at all times. They ensure optimum travel speeds on the road through traffic schemes and the innovative
use of technology, while engaging the public to understand their concerns and demands.
 Safety & Contracts: Conducts project safety reviews to ensure that LTA rail and road systems are safe. They also
oversee the implementation of the Occupational Safety and Health Management System during project construction
to ensure a "Safe-To-Build" environment for the public, staff and contractors. They have established sound
procurement, cost control and contractual policies to ensure the optimal use of public funds, as well as providing
programming and scheduling support for all major projects.
 Vehicle & Transit Licensing: Takes care of the needs of vehicle owners and public transport commuters. They
implement policies related to vehicle ownership and usage control, enforce vehicle safety, and regulate public
transport services to ensure that they are safe, efficient and meet quality service standards.
 Transportation & Ticketing Technology: Adopts technology for optimising road transport infrastructure, and has
achieved service excellence in various intelligent transport and ticketing systems. They also manage and operate the
electronic road pricing system, the electronic parking system, the transit fare system, and transit ticketing services.
 Corporate Planning & Research: Drives sustainable development and policy research through test bedding
innovations with LTA partners. They also aim to capture, retain and share knowledge by documenting institutional
knowledge. They enhance corporate planning and resource management processes to enable strategic allocation of
limited resources. They have also achieved organisational excellence by inculcating a culture that empowers staff to
be efficient, innovative, service-oriented, and risk-conscious and always striving for excellence.
10.5.2.12 Seoul
Seoul is the capital and largest metropolis of South Korea. A megacity with a population of more than 10.58
million in 2011, it is the largest city proper in the OECD (Organization for Economic Co-operation and
Development) developed world. The Seoul National Capital Area, which includes the
surrounding Incheon Metropolis and Gyeonggi province, is the world's second largest metropolitan area with
over 25 million people, home to over half of South Koreans along with 366,000 international residents. Seoul
has much technologically advanced infrastructure. Seoul Station is the main terminal of the KTX high-speed
rail and the Seoul Subway is the world's largest subway network by length featuring the world's longest
circular line. It is considered the world's best subway and is the world's only subway with all stations
having automatic platform gates for safety along with 4G LTE, WiFi, DMB and WiBro (Technology services). As
the headquarters for Samsung, LG, Hyundai, Kia and SK, Seoul has become a major business hub. Although it
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accounts for only 0.6% of South Korea's land area, Seoul generates 21%of the country's GDP. A large
concentration of international companies is headquartered in Seoul. International banks with branches in
Seoul include Citigroup, Deutsche Bank, HSBC, Goldman Sachs, JPMorgan Chase, Barclays, UBS, Calyon, Group
Santander, Credit Suisse, UniCredit, BBVA, Macquarie Group, ING Bank, State Street and Standard Chartered.
The Korea Exchange Bank is also headquartered in the city.
Transportation in Seoul
The cities of the capital area are tightly interconnected by road and rail. Many of the country's railroad lines,
most notably the Gyeongbu Line, terminate in the region. In addition, the needs for commuter rail are served
by the Seoul Metropolitan Subway, which passes not only through Seoul and Incheon, but also through most
of the outlying cities. In addition, the region is a nexus for travel by air and water. The country's two largest
airports, Incheon International Airport and Gimpo Airport, are both located in the metropolitan area. Seoul
Ring Expressway (Expressway No.100) connects satellite cities around Seoul, Ilsan,
Toegyewon, Hanam, Pyeongchon, Songnae, Bundang, Pangyo and Gimpo.
Figure 10-19: Seoul Metropolitan Area
Seoul Metropolitan Government
Seoul Metropolitan Government is the administrative organization of Seoul. The mayor is elected to a four
year term by the Seoul citizens and is responsible for the administration of the city government. Seoul
Metropolitan Government deals with administrative affairs as the capital city of South Korea, so it is more
centralized than that of most other cities with the city government being responsible for public education,
correctional institutions, libraries, public safety, recreational facilities, and sanitation, water supply, and
welfare services.
In the city government, there are 5 offices, 32 bureaus, and 107 divisions. The headquarters is located in
the Seoul City Hall building which is in Taepyeongno, Jung-gu, and Seoul. The Government started on
September 28, 1946 as the Seoul City Government which became Seoul Metropolitan Government on August
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15, 1949. The Seoul Metropolitan Government has one mayor and three vice mayors, two of them take charge
of administrative affairs and the other for political affairs. Seoul is subdivided into 25 autonomous gu and 522
administrative dong. Seoul Metropolitan Organization structure is depicted in Figure 10-20.
Figure 10-20: Seoul Metropolitan Government Organization Structure
10.5.3 Institutional Mechanism in Johannesburg
Johannesburg is the largest city in South Africa, by population. Johannesburg is the provincial capital
of Gauteng, the wealthiest province in South Africa, having the largest economy of any metropolitan region
in Sub-Saharan Africa. According to the 2007 Community Survey, the population of the City of
Johannesburg was 4.43 Million and the population of the Greater Johannesburg Metropolitan Area was 7.15
Million. City of Metropolitan area is depicted in Figure 10-21.
Figure 10-21: City of Johannesburg Metropolitan Area
City of Johannesburg Metropolitan Municipality
The City of Johannesburg Metropolitan Municipality is a metropolitan municipality that manages the local
governance of Johannesburg, South Africa. It is divided into several branches and departments in order to
expedite services for the city. Johannesburg is a divided city: the poor mostly live in the southern suburbs or
on the peripheries of the far north, and the middle class live largely in the suburbs of the central and north.
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Around 20% of the city lives in abject poverty in informal settlements that lack proper roads, electricity, or any
other kind of direct municipal service. Another 40% live in inadequate housing with insufficient municipal
housing.
City of Johannesburg Metropolitan Governance
The City’s governance model has two separate functions:
1. The Executive
2. The Legislative
a) The Executive Function
The executive work of the council is co-ordinated by the executive mayor, who is elected by the council to
provide a strategic direction for the municipality. The mayor is assisted by a mayoral committee made up of
10 councillors. The mayoral committee is responsible for individual portfolios and reports directly to the
mayor. A municipal administration headed by the City manager, supported by an executive management
team, makes sure that the vision and mission of the council becomes reality - they deliver the services
envisioned by the politicians. The City manager is responsible for employing staff and co-ordinating them to
implement all the programmes approved by the council. The mayor and his executive oversee the work of the
City manager and department heads. A long-term growth and development strategy guides the direction of
the work of the City; Johannesburg 2040 outlines the city's goals and objectives. Each year, the council passes
a budget and decides on development plans that fit into the Johannesburg 2040 strategy.
The municipal manager is the municipality’s chief accounting officer. He is supported by executive directors
who are responsible for the individual City departments for the delivery of key public services to residents.
b) The Legislative Function
The legislative function is the political administration. It is made up of the councillors; elected and
proportional representatives chosen every five years during the Local Government elections. The council is led
by the Council Speaker. It sits for monthly meetings to discuss how best to create a World Class African City of
the Future – "a vibrant, equitable African city, strengthened through its diversity; a city that provides real
quality of life; a city that provides sustainability for all its citizens; a resilient and adaptive society". The
Speaker is supported by the Chief Whip of Council whose responsibility is to build relationships among the
various political parties and ensure a well-oiled governing party. The council is the body that makes policy and
oversees its implementation. Its key role in its current structure is to focus on legislative, participatory and
oversight roles. Council also ensures debate and discussion takes place between the different political parties.
Office of the Executive Mayor
The executive work of the council is co-ordinated by the executive mayor, who is elected by the council to
provide a strategic direction for the municipality. The mayor is assisted by a mayoral committee made up of
10 councillors. The mayoral committee is responsible for individual portfolios such as community
development, housing or finance, and reports directly to the mayor. The executive mayor is at the centre of
the system of governance, with executive powers to manage the City. This means that he or she has an
overarching strategic and political responsibility. The executive mayor is also Johannesburg's first citizen and
represents the City at ceremonial functions. The current executive mayor of Johannesburg is Mpho Parks Tau,
who took office in May 2011.The offices of the executive mayor and the City manager are linked to strengthen
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the implementing of political decisions. The combined office ensures proper alignment of policy development,
monitoring and evaluation, and alignment of programmes and initiatives with the political agenda of the
executive mayor and the mayoral committee.
10.5.4 Future Directions or Lessons for HMA
Some of the key directions emerging from the review and from the exploratory visit of major cities in the
world provide following directions towards according importance, formulation of authority/agency and
strengthening the present institutional setting:
(a) Strong political will, commitment and perseverance is required to transform a city;
(b) There are almost as many institutional and governance arrangements as there metropolitan
(c) Preparation of mission statement and execution in a time bound manner is essential;
(d) Wider roads with well-defined hierarchical arrangement to ensure balanced mobility, transition and accessibility;
(e) Utmost importance to the pedestrian realm, proper street furniture elements including signage, road making;
(f) Public transport should have the highest transportation priority;
(g) Grade separated interchanges on major arterial roads may be viewed as a short term solution where property
restrictions make ground level widening difficult to achieve. However the visual blighting effects on the public realm
needs to be part of a longer term of; vision of city building
(h) Dedicated lanes for high occupancy vehicles are the part of new strategies;
(i) Each City has utilized different mix of transportation systems to best suit the appropriate needs by integrating them
to form a multi-modal network;
(j) Large elevated transit lines are often used to avoid high cost of below ground construction, except in the dense
downtown areas. However, in Tokyo and Kuala Lumpur, the elevated transit successfully passes through dense
commercial areas and even through the buildings;
(k) Multi-modal integration of facilities and elevated skywalk systems are required;
(l) Seamless public transport travel is being achieved utilizing Intelligent Transport System (ITS) technologies and fare
integration;
(m) Landscaping and beautifications of transport corridors are necessary to achieve a world class city status;
(n) Lighting and illumination during night time in city centres and commercial areas are required;
(o) Maximize the capacity of existing right of way of roads by removing all encroachments, widening and improving the
pedestrians foot paths particularly on approaches to transit stations and in commercial areas;
(p) Establish improved ways for cycles and two wheelers to allow people to travel safely between residential areas and
places of employment and railway stations;
(q) High quality infrastructure to meet the development needs and to attract high value private development is
required in a global economy;
(r) Large scale urban renewal and development programs should be planned and implemented in conjunction with
transport investments;
(s) In order to facilitate the construction and operation of a Metro system in HMA, it will be necessary to provide or
secure other sources of non-fare box revenue including commercial exploitation of lands adjacent to stations,
extensive well designed advertising by all media forms and the development of retailing outlets along high
pedestrian corridors that complement rather than restrict passenger capacity;
(t) Development charges are an important strategy to fund the urban infrastructure costs including transport systems;
(u) With proper impact assessment the FAR at station areas and along MRT corridors can and should be enhanced up to
15x density.
(v) Promote high density residential, commercial and employment nodes of development of key intersections and
interchanges between various public transport modes;
(w) Provision of rental housing rather than giving a free house to the slum dwellers;
(x) Establish parking supply and pricing policies that balances the transportation demands of new development and
available road capacity and in addition is supportive of high public transport use;
(y) Undertake a comprehensive review of existing FAR policies in the HMA to establish a program and policy of creating
affordable housing built by the private sector; and
(z) Organized open spaces in the form of tot lot to landscaped gardens/public park are essential features of new city
development.
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(aa) These directions are appropriately taken into account in developing the various proposals and recommendations.
Further, are being considered in evaluating and evolving alternative institutional arrangements for HMA.
10.6 POTENTIAL NEEDS AND ACTIONS
10.6.1 Institutional Reforms for HMDA
HMDA5 was set up for the purpose of planning, co-ordination, supervising, promoting and securing the
planned development of the HMA. Towards discharging the functions and responsibilities vested with it,
HMDA coordinates developmental activities with various agencies.6 HMDA is also vested with the
responsibility of maintaining and managing the Hyderabad Management Development Fund, by allocating
finances based on the plans and programs of local bodies to undertake development of amenities and
infrastructure facilities. Amongst infrastructure facilities, transport is the most important one. This sector
needs significant specialist attention for sustainable development of HMA.
Apart from others, HMDA is currently responsible for the following major initiatives:
 HMDA is undertaking “Comprehensive Transportation Study” for Hyderabad Metropolitan Area (HMA). The study
commenced in April 2011. The study is expected to be completed in two years from its inception i.e. April 2013.
Urban Transport Cell is actively participating and benefiting from this study;
 HMDA is currently involved in urban planning i.e. preparation of Master Plan for extended HMDA area, development
of Outer Ring Road (ORR), logistic park, bus terminals etc. through PPP;
 A study to prepare and Intelligent Transport System (ITS) Master Plan for Hyderabad has also been initiated through
funding from JICA; and
 In addition, HMDA being convenor of Hyderabad Unified Metropolitan Transport Authority (HUMTA) has to
coordinate with all stakeholders on the matters related to urban transport and inform HUMTA time to time. All these
require a greater level of understanding on urban transport, infrastructure to function and dedicated senior staff to
work.
The CTS for HMA study has identified a significant program of transportation investment which needs
adequate institutional arrangements for implementation. Governance structure in HMDA is quite simple.
Having such simple institutional setup certain functions such as planning for transport infrastructure, planning
for economic growth, planning and development of water resources, planning and development of Greenfield
areas, inter-municipal solid waste disposal, hand holding of smaller ULBs and resource mobilisation for
metropolitan infrastructure are not adequately addressed. Therefore, in order to address these governance
issues institutional restructuring, improved planning management practices, capacity building and legal
reforms are required. As a part of CTS for HMA, the existing institutional setup of HMDA has been studied and
suggested the institutional reforms for restructuring HMDA and its metropolitan governance. The details are
presented in the following sections.
5
Hyderabad Metropolitan Development Authority (HMDA) was formed by an Act (GO Ms. No. 570 MA dt: 25-08-2008) of the Andhra
Pradesh Legislature in the year 2008, with Hyderabad Metropolitan Area (HMA) extending over spread of 7,100 sq km under its
purview. HMA is the 2nd largest urban development area in India.
6
Like municipal corporations, municipalities and other local authorities, the Hyderabad Metropolitan Water Supply & Sewerage Board,
the Andhra Pradesh Transmission Corporation, the Andhra Pradesh Industrial Infrastructure Corporation, the Andhra Pradesh State
Road Transport Corporation, and other such bodies.
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10.6.2 Governance of HMDA
The existing administrative structure and composition of HMDA are presented in Figure 10-22. The functions
of HMDA are as follows:
a) To undertake preparation of Metropolitan Development and Investment Plan, revision of the said Plan and prioritise
the implementation of the said Plan;
b) To undertake execution of projects and schemes as per the said Plan and/or through Action Plans for any Sector or
area of the metropolitan region;
c) An apex body for coordination, execution of the projects or schemes for the planned development of the
development areas and undertake such other measures in the metropolitan region;
d) To coordinate the development activities of the Municipal Corporation, Municipalities and other local authorities,
the Hyderabad Metropolitan Water Supply and Sewerage Board, The Andhra Pradesh Transmission Corporation, the
Andhra Pradesh Industrial Infrastructure Corporation, the Andhra Pradesh State Road Transport Corporation and
such other bodies as are connected with development activities in the Hyderabad Metropolitan Region;
e) To monitor, supervise or ensure adequate supervision over the execution of any project or scheme, the expenses of
which in whole or in part are to be met from the Metropolitan Development Fund;
f) To prepare and undertake implementation of schemes for providing alternative areas for rehabilitation of persons
displaced by projects and schemes which provide for such requirements;
g) To maintain and manage the Hyderabad Metropolitan Development Fund and allocate finances based on the plans
and programmes of the local bodies for undertaking development of amenities and infrastructure facilities and to
monitor and exercise financial control over the budgetary allocations concerning development works made through
it to the various public agencies, local bodies and other agencies;
h) To undertake by itself or through any agency, the implementation of the area level plans, execution of works relating
to infrastructure development, public amenities and conservation of the environment;
i) To create and manage the Hyderabad Metropolitan Land Development Bank and take up land acquisition every year
as may be necessary for various public uses, township development, infrastructure development, etc., allocation of
lands to local bodies and public agencies upon such terms and conditions for undertaking development of amenities
and infrastructure facilities;
j) To approve the land acquisition programmes/ proposals of the local authorities, other departments and functional
agencies in the metropolitan region;
k) To enter into contracts, agreements or arrangements with any person, body or organisation as the Committee may
deem necessary for the performance of its functions;
l) To acquire any movable or immovable property by purchase, exchange, gift, lease, mortgage, negotiated settlement,
or any other means permissible under any law; and
m) To perform any other function or exercise powers as are supplemental, incidental or consequential to any of the
foregoing duties and powers and/or take up such matters as the Government may direct in this regards;
For the discharge of its functions, the Metropolitan Development Authority may from time to time,
a) Appoint one or more functional committees; The functional committees shall report and discharge their
responsibilities under the instructions and directions of the Metropolitan Development Authority;
b) Consult or associate with such persons or organisation whose assistance or advice it may desire. Such advisor or
consultant shall be paid such fees as may be determined by the Metropolitan Development Authority;
c) Constitute as many area level functional units or sub-regional units or offices as it deems fit and assign
responsibilities and functions to such units. The existing Special Development authorities in the metropolitan area
constituted under the provisions of the Andhra Pradesh Urban Areas (Development) Act, 1975 shall be deemed to be
functional units under this Act.
The powers and functions of the HMDA are delivered by the four committees, Executive Committee, Heritage
Conservation Committee, Unified Metropolitan Transport Authority (UMTA) and Lake Protection Committee.
The government constituted the Heritage Conservation Committee (HCC) under Regulation 134 (2) of Zonal
regulations 1981. It was reconstituted by a GO in the year 2006. The Committee consists of eminent citizens,
archaeologists, engineers, historians and environmentalists. The Heritage Conservation Committee works in
collaboration with the Indian National Trust for Art and Cultural Heritage (INTACH) in order to conserve
ancient buildings of historical significance.
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The Hyderabad Unified Metropolitan Transport Authority (HUMTA) for Hyderabad Metropolitan Region was
constituted by an Act of the Andhra Pradesh legislature (G O Ms. No. 624). It was formed in order to deal with
issues related to traffic and transportation in the Hyderabad Metropolitan Region. Some of its functions are to
oversee the implementation of various traffic and transportation measures undertaken by various agencies in
the region, to ensure that effective public transport systems are in place for the metropolitan region, and to
integrate various routes of public transport and issues including combined ticketing and feeder services.
The Lake Protection Committee was constituted in order to cater to the protection of lakes in the Hyderabad
Metropolitan Region. It is involved in the administration of the protection and improvement of lakes and their
catchments. The Metropolitan Commissioner of HMDA coordinates all the activities of the Committee.
HMDA - Authority
Hyderabad Unified Metropolitan

Executive Committee
Transport Authority (HUMTA)
Metropolitan
Commissioner
Accounts Planning
Estates Outer Ring Road
Department Department
Admin & Coord. Development

HCIP EMC Commercial
Legal Cell Zonal Offices (Medchal, Shankarpally, Ghatkesar and Shamshabad)
Service Delivery Corporations/ Agencies/ Contractors
Figure 10-22: Existing HMDA Structure
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Authority Members
HMDA - Authority
Hon. Chief Minister (Chairman)
MPC Executive Committee Minister of Municipal Administration, Vice Chairman

The Mayor, GHMC
Chief Secretary to the Government
Principal Secretary/ Secretary, MA&UD
Metropolitan Commissioner Principal Secretary/ Secretary, Revenue Department
Principal Secretary/ Secretary, Industries & Commerce Department
Principal Secretary/ Secretary, Transport, Roads & Buildings Department
Principal Secretary/ Secretary, Finance Department
Principal Secretary/ Secretary, Industries & Commerce Department
Principal Secretary/ Secretary, Environment & Forest Department
Principal Secretary/ Secretary, Panchayat Raj Department
Principal Secretary/ Secretary, Home Department
A representative of MPC
VC&MD of APTRANSCO
VC&MD of APIIC
VC&MD of APSRTC
The Commissioner, GHMC
Four Members of AP State Assembly/Legislative Council representing
Hyderabad Metropolitan Region nominated by the Government
Four elected members amongst the persons representing the local
authorities in the Hyderabad Metropolitan Region
The General Manager, South Central Railway
The Chief General Manager, Bharat Sanchar Nigam Limited (BSNL)
Any other person nominated by the Government
Metropolitan Commissioner, HMDA (Member Secretary)
Figure 10-23: Existing Authority Composition
10.6.3 The Organisation and Staffing of HMDA
In view of the complexity of managing metropolitan growth and the scale of investment required substantial
improvement in capacity is necessary. Capacity building will be necessary both by way of infusing new
disciplines and training of existing staff. Such an activity to be undertaken on a sustained basis it would be
necessary to set up Human Resource Development (HRD) unit in HMDA that not only caters to HMDA’s own
needs but also of the ULBs in HMA. Capacity building at metropolitan scale at HMDA is discussed below.
In this complex institutional scene, it would be observed that there is no strong metropolitan agency.
Metropolitan Planning Committee (MPC) is yet to be constituted and HMDA has over the years found its niche
in following functions:
 Land - planning, development and marketing as in case of commercial complexes;
 Project execution like in PVNR Expressway, Outer Ring Road project, etc.;
 Promoting and structuring PPP as in case of 73 km of metro network.
 Development finance by way of loan assistance to ULBs in HMA through HMDA Fund and other funds; and
 Project formulation and coordination where external funding is available like JICA funded projects or Centrally
funded projects like Mega Cities and JNNURM.
This may not resemble a comprehensive menu of what needs to be done at the metropolitan level. However
this is a classical problem of achieving coordination between regional (geographic) developmental agencies
and sectoral (functional) agencies operating at the higher levels of government. There does not seem to be a
standard institutional solution to address this problem. In case of HMA, areas listed below appear to be of
priority requiring attention at the metropolitan level.
a) Planning for economic growth;
b) Water resource development;
c) Transit and metropolitan highway network planning and development;
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d) Planning and development of Greenfield areas in conjunction with transit expansion;

e) Solid waste disposal;
f) Hand holding of smaller Urban Local Bodies; and
g) Raising resources for metropolitan development.
(a) Planning for economic growth
As Indian economy gets integrated with world economy, HMA economy too would become sensitive to
changes in the world economy; but other threats could be more local such as poor infrastructure and
expensive real estate. There is need to closely monitor economy and take steps to achieve sustained growth
rate. As of now Industries Department formulates state level economic growth policies as in case of IT and
ITES, BT, Retail, Industries etc. Planning for social and economic development is now an obligatory duty of
ULBs. However in case of HMA planning for economic growth cannot be undertaken individually for each ULB.
It would be more appropriate to organize it as a metropolitan function. This may also require marketing HMA
both nationally and internationally.
(b) Water Resource Development and Sewerage
Water resources and sewerage in HMA are have been looked after by Hyderabad Metropolitan Water Supply
& Sewerage Board (HMWSSB). HMWSSB was constituted on 1st November 1989 under the provisions of
Hyderabad Metropolitan Water Supply and Sewerage Act 1989 (Act No. 15 of 1989), with the following
Functions & Responsibilities in the Hyderabad Metropolitan Area:
 Supply of potable water including planning, design, construction, maintenance, operation & management of water
supply system; and
 Sewerage, Sewerage Disposal and sewerage treatment works including planning, design, construction, maintenance,
operation & management of all sewerage and sewerage treatment works.
As per the act, the Managing Director of the organisation is the Chief Controlling Authority. The board itself
has the Chief Minister of Andhra Pradesh as its Chairman, the Minister for Municipal Administration & Urban
Development as the Vice-Chairman, and six ex-officio directors including Chairman- AP Pollution Control
Board, Principal Secretary-MA&UD GoAP, Secretary Finance-GoAP, Commissioner-GHMC, and Director of
Health-GoAP. The organisation is headed by a managing director, and four directors- Technical, Projects,
Finance, and Personnel. The functions of the board under the functional Directors has been distributed into
Circles, Divisions, Sub Divisions, Sections besides establishing Single Window Cell, Rain Water Harvesting Cell,
Metro Customer Care Centre, Metro Staff Training College, QAT Wing, Board Police Station, Plantation Cell
and Board Dispensary.
Water resources that need to be developed for HMA over the next decade have been identified. Water from
these may have to be allocated to GHMC, municipalities and other areas in HMA depending upon the need.
The HMWSSB identified obtaining additional water resources as a priority need. Consequently, the HMWSSB
designed the Krishna River project with the support of the Government of Andhra Pradesh.
The project involved extraction, treatment and transmission of water from the Krishna river, near the
Nagarjunasagar Dam, known as the Krishna Water Project, Phase I. The Board proposed to draw 5.5 thousand
million cubic feet (TMC) from the river with an intake well of 16.5 TMC (or 1,275 million litres per day)
capacity. Thus, the gross allocation of water from Nagarjunasagar for drinking water supply is pegged at 5.5
TMC in three phases, totaling to 16.5 TMC. Phase I and II of the Krishna Drinking Water Supply Project
(KDWSP) have been in operation since 2004 and 2006 respectively. The merger of surrounding municipalities
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and construction of outer ring road necessitated the third phase of the project as water demand surged in the
city. The current capacity of drinking water supply in the city from all the sources, Osmansagar, Himayatsagar,
Manjira (phase 1 and 2), Singur (phase 3 and 4) and Krishna (phase-1 and 2), is 340 mgd. Based on the source
dependability, the available net quantity of water will be about 271.50 mgd only. In 2011, water demand was
about 459 mgd and thereby a deficit of 187.50 mgd. As the deficit continued in the year 2012, the gap
between demand for drinking water and its availability from the existing sources also grew wider. Considering
all the factors, HMWSSB had submitted a detailed report on KDWP phase-III.
The state government accorded administrative sanction for Rs 1,670 crore for the third phase of the Krishna
Water Diversion Scheme to Hyderabad in August, 2012. It also permitted the HMWSSB to obtain financial
assistance of INR 1,500 crore from the Housing and Urban Development Corporation Ltd (HUDCO), and the
remaining INR 170 crore would be borne by the state government. Accordingly, HMWSSB managing director
would raise loan of INR 1,500 crore from HUDCO at 12 per cent interest. Capacity of the phase-III system will
be identical to those of phase-I and phase-II, 90 mgd. After the completion of the third phase, Hyderabad will
get a gross supply of 270 mgd from the Krishna river. The government, in its orders also directed the HMWSSB
to propose the balance head works project component to Japan International Cooperation Agency (JICA) for
financial assistance separately to ensure stabilized supply from the source for all the three phases of Krishna.
(c) Transit and Metropolitan Highway Network planning and development
CTS will be proposing extensive road and transit network. For development of road network there are many
agencies but there is no agency for developing transit. HMDA has successfully closed a transit project in PPP
format (3 metro corridors of about 72 km length). However whether the entire network could be developed
through PPP or some routes required for opening up green field sites will require different methods of
financing would need further examination and sustained institutional commitment.
Similarly CTS will be proposing an extensive access controlled highway network transcending ULB boundaries.
Planning, development and maintenance of such a network too could advantageously be dealt with as
metropolitan function.
(d) Planning and development of Greenfield areas in conjunction with transit expansion.
CTS has identified significant requirement for green field development along with transit expansion. Being
outside the present municipal limits this too needs to be seen as metropolitan function.
(e) Solid waste disposal
Solid waste disposal is going to increasingly become a problem of inter-municipal coordination as Individual
municipalities would find it impossible to find land and develop and manage landfill sites. Creating facilities
(through PPP) will have to be therefore seen as metropolitan function.
(f) Hand holding of smaller ULBs
Some of the smaller ULBs for their local functions too require technical assistance e.g. storm water drainage.
Almost all ULBs require some help in accessing institutional finance or the capital market through bonds.
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(g) Raising resources for metropolitan development
Although ULBs have constitutional rights to levy taxes and user fees they are inadequate to support major
metropolitan investment. Raising resources for major infrastructure investment, through development
charges and impact fees, would need attention at the metropolitan level.
The issues currently not addressed and restructuring of HMDA desired for more comprehensively dealing with
metropolitan growth are discussed above. The capacity building needs are outlined below in that context.
These are identified taking account current strengths in preparing Master Plans, preparing local plans for SPAs,
use of GIS, project co-ordination and monitoring, structuring projects for private investment, project appraisal
and development finance. Some of these functions have emerged by “learning by doing” without creating
specialized manpower or training existing manpower in specialized skills. Following capacity building areas
may therefore involve imparting specialized skills to existing staff, recruiting new staff with specialized skills,
expanding the manpower available to effectively deal with the required tasks. Detailed proposals in this
regard may have to be prepared by HMDA.
i. Capacity to Monitor Economic Growth and Promoting LED: At present HMDA has no capacity to monitor economic
growth and promoting Local Economic Development (LED). For monitoring economic and employment growth it may
be appropriate to coordinate with the Directorate of Economics and Statistics. For developing the strategies for LED,
HMDA may have its own staff of urban economists.
ii. Capacity to manage funds and raises resources from the capital market: HMDA has about INR 2,000 crores divided
in different funds. Also it does seem to have expertise to leverage the fund to secure resources from the capital
market at competitive rates to increase the rate of investment in infrastructure. The capacity could be built in HUIF
or HMDA or could be obtained from the existing financial institutions.
iii. Capacity to structure projects for private investment: HMDA has acquired experience in structuring real estate
projects for private investment that have public facility elements like commercial complexes. HMDA has also
acquired experience in structuring MRT projects in BOT format. These experiences need to be converted in generic
strength to cover other infrastructure. Such expertise could then be extended to other ULBs in HMA.
iv. Capacity to assist ULBs in project preparation and financing: Most in ULBs in HMA are not focused on capital
investment in infrastructure projects. The preparation of CIPs will help them focus projects and their financing.
HMDA in such a context assist ULBs in formulating and financing projects.
v. Capacity to extend technical assistance to ULBs: ULBs in HMA need technical assistance in managing urban growth.
HMDA can extend such assistance in following areas;
 Development and use of GIS in urban management
 Water supply and sewerage planning and maintenance
 Road construction and maintenance
 Urban hydrology and storm water drainage design
Institutional strengthening and restructuring has to be considered in the light of the planning and
development areas currently not being addressed as identified above.
The suggested structure proposes that

 The Executive Committee be assisted by four functional departments/ committees with members (Strategic Policy
Planning & Investment, Public Relations/Communications & Inter-governmental Affairs, Finance/ Accounting &
Service Compliance/Performance and Corporate Administration, Legal & Personnel); and
 HMDA at present has urban planners, transport planners and civil engineers. But it lacks economists and fund
managers. These disciplines will need to be inducted with adequate numbers and seniority.
The level of investment in regional urban infrastructure to be made through HMDA is going to increase many
times in the immediate future. The increase in the number of projects that HMDA will have to assess, plan,
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finance, implement and manage will alone require a large increase in the complement of staff. However, the
projects themselves are increasing in complexity and this requires not only a larger number of staff but also a
broader range of skills. These skills will have to be organised into groups that relate and work effectively
together, a proposed organisational structure is shown in Figure 10-24. Over a period of time, the
responsibilities of HMDA are further expected to increase with respect to Special Planning Areas/ New Towns
and Regional Emergency Services. Hence, two additional departments have been proposed and the
organisation structure for HMDA is presented in Figure 10-25.
HMDA- Authority

Executive Committee Transportation Authority
(Advisory/Consultation)
Metropolitan Commissioner
Addl. Metropolitan Commissioner
Strategic Policy/ Public Relations/ Finance/Accounting Corporate

Financial Planning Communications & &Service Administration
& Investment Intergovernmental Compliance/ Performance Legal & Personnel
Department Affairs Department Department Department
Regional Regional Regional Regional

Transport/ Planning Water Resources Development Economic
Communications Department and Sanitation Department Growth
Figure 10-24: Proposed Organisation Structure for HMDA-Stage I
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HMDA- Authority
Hyderabad Metropolitan
Planning Commission
(Advisory/Consultation) Hyderabad Unified Metropolitan
Infrastructure Fund
Addl. Metropolitan Commissioner Addl. Metropolitan Commissioner

Regional Regional Regional Regional Designated Regional

Transport/ Planning Water Resources Economic Special Planning Emergency
Communications Department Development & Sanitation Growth Areas/New Towns Services
Department Department Department Department Department
Figure 10-25: Proposed Organisation Structure for HMDA-Stage II
10.6.4 Regional Transport & Communications Department
Concerted efforts are made by all agencies to meet the needs of transport sector over the years in HMA.
Despite this transport sector needs serious attention and also calls for a paradigm shift to address and
implement aspects in a holistic manner, apart from integration and coordination amongst various agencies
and modes. Further, the needs and requirements of transport sector are enormous not only in terms of
finances but also needing full-fledged dedicated staff, with multi-disciplinary backgrounds. It is estimated that
currently all the agencies involved in transport sector in HMA could collectively be investing in the order of
INR 2,500-3,000crores per annum. Towards meeting the present and anticipated travel demand/needs of
future it is anticipated that the level of investments may increase to at least about INR 8,000 -10,000 crores
per annum in the coming decades. This would mean that the investments would go up by at least three (3)
times from present size.
HMDA and other agencies in HMA are currently undertaking many transportation projects in HMA of varying
scale. Many such would further have to be initiated, as sequel to CTS for HMA. Also, further to address the
outcomes of studies/plans/projects and to guide the planned and sustainable growth of HMA appropriate
institutional measures with respect to transport sector become vital, apart from guiding the prioritized
investments to have highest benefits to the community in the HMA. It is felt essential to create full fledged
Regional Transport & Communications Department in HMDA to meet the needs of community and transport
systems apart from meeting the directives of HUMTA in this regard.
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10.6.4.1 Role and Functions of the Regional Transport & Communications Department
The principal Role of Regional Transport & Communications Department, apart from others will be:
a) To Guide and Promote Integrated Land Use and Transport Development;
b) To ensure effective Co-ordination in preparation and implementation of Transport Projects by various agencies;
c) To guide planning, engineering, design, operations and management of transport systems in an integrated manner;
d) To keep in place the plans and tools for ensuring effective and efficient use by all the local agencies;
e) To implement and support implementation of Transport projects in HMA; and
f) To function as secretariat to and facilitate effective functioning of HUMTA.
The Functions of Regional Transport & Communications Department, apart from others, will be:
a) Functioning as think tank of transport sector at HMA level;
b) Functioning as sounding board and advisory body to all agencies with aspects related to transport sector at HMA
level;
c) Interacting with GoI, and GoAP and also with other agencies as deem needed to effectively and efficiently govern the
transport sector at HMA level;
d) Preparing Vision and Corporate Plans of Transport Sector for HMA;
e) Preparing Policies and Strategies as needed for integrated multi modal transport systems at HMA level;
f) Preparing and be custodian of Transport sector Plans for HMA and coordinate at all levels as needed for their
implementation;
g) Working towards the Land Use and Transport integration in HMA;
h) Co-ordinating with and extending secretarial support to UMTA towards taking decisions and also follow up on
implementation. For this purpose, creating a Transport Advisory Panel appointed from Government,
private/public/institutional sectors with expertise in transportation;
i) Preparing Guidelines and Manuals as needed with respect to transport sector;
j) Developing Prioritized Investment Programs with respect to Transport Sector in HMA;
k) Generating resources for implementation of transportation projects of regional scale and importance;
l) Guiding, Allocating and Monitoring the Investments made in transport sector/projects;
m) Preparing Multi Year Rolling Plans for Transport Sector;
n) Functioning as transport resource centre and extending necessary technical advice;
o) To maintain regional transport data base and support planning and decision making efforts;
p) Co-ordinating and communicating with all the stakeholders in HMA on a regular basis;
q) Implementing transport projects of regional scale;
r) Advising and co-ordinating with other agencies in HMA on Implementation of transport projects;
s) Developing and maintaining Transport Fund as and when established;
t) Advising on Fare policy and integration;
u) Advising on, as needed on the rationalisation of transport services;
v) Monitoring and Evaluating the impacts of transport investments and guiding them to yield maximum benefits to the
community on regular basis; and
w) Interacting with Industry and academia to have update on the sector.
In addition to the above, the department should take lead and proactive role as per the mandate of
HMDA.The above roles and functions need to be seen as long list of aspects that Transport Department needs
to do. These can be gradually and over a time frame can be internalized.
10.6.4.2 Divisions in the Regional Transport & Communications Department
Given the complexities of the sector, the Regional Transport & Communications Department needs to contain
various divisions in taking up the various functions of the department. The proposed divisions and their role
and functions are presented in Table 10-4. Organisational structure proposed for Regional Transport &
Communications Department is presented in Figure 10-26.
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Table 10-4: Divisions Proposed under Regional Transport & Communications Department, their Roles and
Functions
Sl. No. Division Role and Functions
1. Policy & Planning  Think tank of transport sector at HMA level
 Preparing Vision and Corporate Plans of Transport Sector for HMA
 Preparing Policies and Strategies as needed for integrated multi modal transport
systems at HMA level
 Developing Prioritized Investment Programs with respect to Transport Sector in HMA
 Generating resources for implementation of transportation projects of regional scale
and importance
 Guiding, Allocating and Monitoring the Investments made in transport
sector/projects
 Preparing Multi Year Rolling Plans for Transport Sector
 Co-ordinating and communicating with all the stakeholders in HMA on a regular basis
 Interacting with Industry and academia to have update on the sector
2. ITS/Communications/ Data  Transport resource centre and extending necessary technical advice
Centre &Modelling Division  maintain regional transport data base and support planning and decision making
efforts
3. Procurement  Implementing transport projects of regional scale
4. Regional Surface Transport  Preparing Guidelines and Manuals as needed with respect to Surface Transport
Division  Implementing road transport projects of regional scale
 Co-ordinating with other agencies in HMA on Implementation of road transport
projects
 Advising on Toll policy and integration
 Advising on, as needed on the rationalisation of transport services
 Monitoring and Evaluating the impacts of transport investments and guiding them to
yield maximum benefits to the community on regular basis
 Road safety
 Coordination with APSRTC for Integrated ticketing Integrated ticketing
5. Regional Metro Division  Preparing Guidelines and Manuals as needed with respect to Metro Transport
 Implementing metro rail transport projects of regional scale
 Co-ordinating with other agencies in HMA on Implementation of metro rail transport
projects
 Advising on Metro Fare policy and integration
 Safety and Security
 Coordination with HMRL for Integrated ticketing Integrated ticketing
6. Suburban Rail/ MMTS  Co-ordinating with other agencies (South Central Railway/ Indian Railways) in HMA
Integration Division on Implementation of sub-urban rail/MMTS projects
 Advising on Fare policy and integration
 Coordination with South Central Railway for Integrated ticketing
7. R&R, Land Acquisition, Utility  Preparation of R&R policy guidelines and documents pertaining to transportation
Relocation and Environment projects
 Preparation/ review of land acquisition plans for transportation projects and
coordination with relevant organisations
 Preparation/ review of utility relocation plans for transportation projects and
 Preparation/Review of EIA/EMP reports prepared for transportation projects and
coordinate with Central/ State Governments for obtaining the necessary clearances
The above can be further modified and changed as per the needs of time. It is creation of Cell/Unit is more
important. Ultimately each Cell needs to be headed by an officer of the rank of SE. As we see the gradual
transition of this could be as under:
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HMDA- Authority


Provides
Technical
Input
to UMTA
Regional
Transport/Communic
ations
Department
Transport Advisory Panel

Commissioner of Police Co-ordination &
Director Appointed f rom Government,
Corridor Management & Safety Consultation Regional Private/ Public/ Institutional
Transport Sectors with Expertise in
Transportation
Policy & Planning ITS/Communicat Procurement Regional Surf ace Regional Metro Suburban Rail/ R&R, Land
ions/ Data Transport Division Division MMTS acquisition,
Centre & Integration Utility
Modelling Division Relocation and
Division HMA Bus HMA Road Environment
Transport Transport
Figure 10-26: Organisational Structure for Regional Transport & Communications Department
10.6.5 The Organisational Concept Provides the Framework for Recruiting Staff
The proposed organisational changes provide the basis for decision making but it is important to recognise
such changes will have little effect unless staff are recruited and trained to fulfil these functions. The scale and
complexity of investment that HMDA is planning has very few parallels amongst modern cities yet the number
of staff expected to execute theses task is severely limited in number. It is our belief that the number of staff
working within HMDA on infrastructure implementation issues needs to be expanded by a minimum of three
times over the next 5 years. To not expand the staff is to put the execution of planned projects at risk. With
our preliminary recommendations we strongly feel a need to carry out a detailed Institutional Assessment
Study for HMDA.
10.7 ASPECTS NEEDING SOME ATTENTION AND CONSIDERATION
HMA is growing and growing fast. This trend will continue. Transport sector needs more focussed efforts and
attention as noted above. The above arrangement is one such option. There could be other models. Further to
the above, it is felt that considered view and attention should be given to:
a) MCH has become GHMC and area has significantly increased. Keeping the needs of future in view should the area of
GHMC be further extended? (Potential options are shown in Figure 10-27 to Figure 10-29);
b) Should there be amendments to UMTA act to bring in changes to reflect the constitution of it from larger state
perspective– like as to how and why top officer of the state be the Chairman and as to why other places of AP be
denied of such options, apart from others;
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c) Given that GoI, MoUD transfers all the funds to ULBs and with time as to how to strengthen corporations to address
needs of transport in more focussed manner;
d) Should we not make changes in a bigger way, as in developed world and if done will there be conflict from larger
national perspective;
e) Can one authority in our governance system will ever be able to take off and function;
f) What should be the directions for setting up a body that is really unified and addresses the infrastructure needs of
HMA;
g) Should the functions related to transport be taken out from all the present authorities and be transferred to one
newly set up authority; and
h) Should the authority be on the lines of Hyderabad Metro Water Works.?
We have suggested an option after a detailed study for consideration and discussion as part of this paper. This
can be considered as one of the options and not necessarily final recommendation.
We also feel that, there is a need to think on the above and take a dispassionate view. It is based on this; the
most appropriate arrangements can be evolved.
Existing
Boundary
GHMC
Expand GHMC
Boundary Up To
& Including ORR
Growth Corridor
Potential Changes to Municipal

Jurisdiction Option 1
Figure 10-27: Potential Changes to Municipal Jurisdiction Option 1
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Municipality 5
/Mandal?
Municipality 4
/Mandal?
Municipality 1
/Mandal?
Expanded
GHMC
Municipality 2
/Mandal?
Municipality 3
/Mandal?

Jurisdiction Option 1 Extended Area
Figure 10-28: Potential Changes to Municipal Jurisdiction Option 1 Extended Area
Municipality 4
Mandal
Municipality 1
Mandal?
Expanded
GHMC
Municipality 2
Municipality Mandal?
3
Mandal?

GHMC Expanded to Contiguous
Develelopment Outside ORR
Figure 10-29: Potential Changes to Municipal Jurisdiction Option 2 GHMC Expanded to Contiguous Development
Outside ORR
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11REVIEW OF TRANSPORT FINANCING
SCENARIO
11.1 INFRASTRUCTURE INVESTMENT NEEDS OF HMA
The mandate of the CTS for HMA study is to assess the long-term (2041), medium-term (2031) and short-term
(2016 and 2021) transport infrastructure needs of HMA, propose institutional framework and options for
resource mobilisation for transport infrastructure delivery. The transport infrastructure investment needs of
HMA for the horizon period up to 2041 have been estimated based on the transport network analysis carried
out for the horizon year 2041. In addition, preliminary cost of other urban infrastructure like water supply,
sewerage, drainage, solid waste management, etc. has been assumed as 20% of the transport infrastructure
cost. The details are presented in Table 11-1. Preliminary calculations indicate that, about INR 1.76 lakh crores
would be required to cater for the urban infrastructure needs of HMA for the period up to 2041 (assuming
HMA’s population by 2041 is about 19 million). The average per annum requirement of funds for the urban
infrastructure of HMA could be about 6,000 Crores/annum. The scale of capital investment needs is going to
be huge. Hence, it would be prudent to identify of alternative sources of funding for delivery of infrastructure
in HMA. International and national case studies on alternative ways of mobilisation of resources for urban
infrastructure have been reviewed; budget and expenditure details of major organisations in HMA i.e. HMDA
and GHMC have been reviewed. Preliminary thoughts on resource mobilisation for delivery of urban
infrastructure for the horizon period upto 2041 are described in the following sections.
Table 11-1: Infrastructure Investment Needs of HMA (Amount in INR)
LA, R&R, Taxes, LA, R&R, Taxes,
LA, R&R (% of Total Cost
System INR Crores Duties, Design & Duties, Design &
Total Cost) INR Crores
Supervision Supervision
Transport Infrastructure
Highway System 40,737 20% 20% 16,295 57,032
Transit System 53,161 10% 20% 15,948 69,110
Bus System 3,800 5% 20% 950 4,750
Traffic Management Measures 10,000 20% 20% 4,000 14,000
Terminals 1,170 20% 20% 468 1,638
Sub-Total 1,46,531
Other Infrastructure (Water Supply, Sewerage, Drainage, Solid Waste Management, etc.) assumed 20% of the
29,306
Transport Infrastructure cost
Total 1,75,837
11.2 REVIEW OF FINANCING IN MAJOR REGIONS OF THE WORLD
Infrastructure investments are generally associated with significant economic benefits. These benefits
increases with short-term output and further with longer-term growth. The wider economic benefits of
infrastructure can be realised only if projects are approved and receive sufficient financing. Alternative ways
of funding Infrastructure projects in major regions of the world mentioned below.
11.2.1 Greater London Area
Transport for London (TfL) is the primary agency responsible for running the transport system in London. The
major funding sources of TfL are:
 Revenue from fares and the Congestion Charging scheme
 Secondary revenue sources, such as advertising and property rental
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 Sales of property and other assets

 Government grants, which have been agreed to 2014/15 following the 2010 Spending Review
 Third-party funding for specific projects
 Prudential borrowing (the amount and profile of which also forms part of TfL’s settlement with Government)
The major Revenue Breakdown type of TfL are Fares Revenue (LU) and Fares Revenue (Bus Network) shown
below Figure 11-2.
4000
Amount in (£ Millions)
3500
3000
2500
2000
1500
1000
500
0
Fares Fares Congesti Rent and Fares Other
Revenue( Revenue( on commerc Revenue Income
LU) Bus Charging ial Advt. (Rail)
Network) Scheme
2012 1981 1335 227 179 217 242
2011 1758 1257 287 166 169 247
Figure 11-1: Revenue Breakdown by type (£ Million) in Tfl
11.2.2 Greater Vancouver Area
Main sources of revenue for Translink- are User Fees, Grants and Other Contributions, Interest Revenue and
other Revenue as shown in Figure 11-3.
2500000
Amount in $ (000's)
2000000
1500000
1000000
500000
0
User Fees Grants & Interest other
Other Revenue Revenue
Contri.
2012 375984 1147841 10394 159
2011 326876 1051826 9013 89
Figure 11-2: Revenue Break down by Type in Translink, Vancouver
The capital funding comes both from the federal as well as provincial government of British Columbia. The
funding is directed towards the capital projects for the city transportation and is in the form of targeted funds
for specific projects to expand and improve the transport network of Vancouver. E.g., in 2008, federal
government gave $62.2 million from its Strategic Priorities Fund (also known as Gas Tax Agreement Funds) to
finance the Sky Train OMC expansion. Another such federal funding scheme is Transit Secure Funding
Program. The provincial government also invested $51.8 million towards the fleet expansion and acquiring
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new cars for various transport modes of the city including SkyTrain vehicles, articulated electric trolleys,
hybrid buses, and Sea-buses.
11.2.3 Toronto Transit Commission (TTC)
Historically, Toronto Transport Commission (TTC) has a unique distinction, among most similar cities, of
meeting its operating costs directly from the Passenger services. The other sources of revenue are advertising,
outside city services, Property rental and Other Income as shown in Table 11-2. Approximately 90-95%
operations of TTC are funded from the fare revenues as shown in Figure 11-4 and Figure 11-5.
Table 11-2: Revenue Details of TTC (Amount in $000s)
Revenue Details 2009 2010 2011
Passenger Services 839327 934889 976015
Advertising 15717 18904 15815
Outside City Services 18176 17679 17813
Property Rental 16649 18488 19339
Other Income 5464 7554 7700
2% 2% 2% 2% 1%
2% 0%
2%
93%
94% Passenger Services Passenger Services
Advertising Advertising
Outside City Services Outside City Services
Property Rental Property Rental
Other Income Other Income
Figure 11-3: Revenue Split of TTC in 2009 Figure 11-4: Revenue Split of TTC in 2010
Sources of capital subsidies for TTC in 2011 are Gas Tax, Metrolinx (Quick wins), LRT car project, Canada
Infrastructure fund, Vehicle funding programs and Transit Technology Infrastructure Program.
11.2.4 Los Angeles (LA)
Los Angeles County Metropolitan Transportation Authority (Metro) is the regional transportation planning
agency for all the LA counties. It develop and oversees transportation plans, policies, funding programs as well
as both short and long term solutions that address the County’s increasing mobility, accessibility and
environmental needs. Summary of the statement of Revenue details for the years of 2011 and 2012 of Los
Angeles County Metropolitan Transportation Authority is presented in Table 11-3.
Table 11-3: Revenue details of Los Angeles County Metropolitan Transportation Authority (Amount in $)
Revenues of Los Angeles County Metropolitan Transportation Authority 2011 2012
Program Revenues
Charges for services(Passenger fares included) 391470 391657
Operating grants and contributions 430329 691168
Capital grants and contributions 182378 207509
General Revenues
Sales Tax 2104072 2386439
Investment Income 49180 32840
Other Income 54090 38858
Total Revenues 3211519 3748471
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The major sources of funds normally are:

 Charges and services - 12% in 2011 and 10% in 2012 of total income.
 Operating grants and contributions is 13% in 2011 and 18% in 2012 of total income.
 Capital grants and contributions is 6% in 2011 and 2012 of total income.
 Sales tax is 66% in 2011 and 64% in 2012.
Therefore the major source of fund for the Los Angeles County Metropolitan Transportation Authority is the
proceeds from the sales tax.
11.2.5 New York Metropolitan Transport Authority (MTA)
MTA is a public benefit corporation responsible for public transportation in the U.S. state of New York. The
MTA has the responsibility for developing and implementing a unified mass transportation policy for the New
York metropolitan area.
The budget deficit of the MTA is a growing crisis for the organization as well as New York city, state residents
and legislature. The MTA currently holds $31 billion debt and it also suffers from a $900 million gap in its
operating budget for 2011.
The MTA has consistently run on a deficit, but increased spending in 2000-2004 coupled with the economic
downturn has led to a severe increase in the financial burden that the MTA bears. The current budget
problems stems from multiple sources. The MTA cannot be supported solely by rider fares and road tolls. In
the preliminary 2011 budget, MTA forecasted operating revenue totalled at $6.5 billion, amount to only 50%
of the $13 billion operating expenses. Therefore the MTA must rely on other sources of funding to remain
operational. Revenue collected from real estate taxes for transportation purposes has helped to contain the
deficit. However, due to the weak economy and unstable real estate market, money from these taxes has
severely decreased; in 2010, tax revenue fell at least 20% short of the projected value. Beyond this, steadily
reducing support from city and state governments has led to borrowing money by issuing bonds, which has
contributed heavily to the debt that is present today.
510, 7%
1502, 22%
4999, 71%
Fare box revenue

Toll revenue
other revenue
Figure 11-5: Revenue Split of MTA (Amount in $ in Millions)
The Major source of revenue of MTA is Fare box revenue of 4,999 $ Millions which accounts of 71% of Total
Revenues. Income from Toll revenue is 1,502 $ Millions of 22% of total revenues and other income of 510 $
Millions of 7% of total revenues. Revenue Split of MTA shown in Figure 10.8.
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11.2.6 California
Local governments provide almost half of all transportation funding in California. Local transportation funding
sources are varied and include local sales taxes, transit fares, development impact fees, and property taxes.
About one-fourth of the state’s transportation funding will be received from the federal government; mainly
through the surface transportation program .The remaining one-fourth of transportation funding comes from
a variety of state revenue sources.
Transportation Revenues: Total state transportation revenues have roughly doubled over the past 15 years;
from $3.5 billion in 1999-00 to an estimated $7.2 billion in 2013-14. This revenue comes from three main
sources: (1) excise taxes on gasoline, (2) vehicle weight fees, and (3) sales and excise taxes on diesel fuel.
Taxes on Gasoline and Diesel:
Taxes on gasoline & Diesel are a major source for California states transportation funding.
Gasoline Excise Taxes: Revenues and Uses

 State Base Excise tax: The state collects a base excise tax of 18 cents per gallon of gasoline. In 2013-14,
this tax is estimated to generate $2.6 billion. Two-thirds of the revenue is deposited into the State
Highway Account (SHA) and one-third is allocated for local streets and roads. The SHA funds the California
Department of Transportation administration, maintenance, and the State Highway Operation and
Protection Program (SHOPP).
 State “Swap” Excise Tax: The state also collects a variable excise tax on gasoline. For 2013-14, this tax will
be set at 21.5 cents per gallon and is estimated to generate approximately $3 billion. The first $946 million
of this revenue is deposited into the SHA to back fill the loss of weight fee revenue, as discussed later. Of
the remaining revenue, 44% is allocated for local streets and roads, 44% for the State Transportation
Improvement Program, and 12% for SHOPP.
Diesel Taxes: Revenues and Uses

 State Base Sales Tax: The state collects a base sales tax of 4.75%on diesel fuel. In 2013-14, this is
estimated to generate $440 million. Half of this revenue is allocated to the State Transit Assistance (STA)
program, which provides funding for local mass transportation. The other half is used to fund state-
supported intercity rail and other state mass transportation programs.
 State Swap Sales Tax: The state also collects a variable sales tax on diesel fuel, which is set at 1.94 % in
2013-14. All of the revenue from this tax, about $171 million in 2013-14, is allocated to the STA.
 State Excise Tax: In addition, the state collects a variable excise tax on diesel fuel. For 2013-14, this tax will
be set at 10 cents per gallon and is estimated to generate about $288 million. The first 6 cents of this tax is
allocated directly to local governments for local streets and roads and the rest is deposited into the SHA.
11.2.7 Canada
In Canada, following protracted negotiations between the Federal (Centre), Provincial (State) and Municipal
governments, the Federal Govt. had agreed to progressively transfer some of the fuel tax revenues to the
municipal agencies responsible for transportation. For simplicity, rather than need, the redistribution was
based on a population basis with an agreed prioritization of allocations to public transport.
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INSTRUMENTS FOR FINANCING URBAN TRANSPORTATION:
The focus of instruments shows in Table 11-4 was on capturing the value from direct & indirect use benefit
from funding urban transport projects. Across the nations adopted are implemented and successful for
funding transport infrastructure.
Table 11-4: Ways for financing Urban Transportation Infrastructure
Fare-box revenues Also referred to as user fares, these represent the fee paid by commuters for using the public
transport service.
Advertising revenue The rolling stock consisting of bus and trains is an excellent means for advertising. In addition
stations, en-route stops and the corridor also provide ample space for advertisements. These
rights may be sold be based on a fixed fee or even on revenue sharing basis. The inherent risk
under both methods is quite different. In a booming economy the up-side potential from revenue
sharing may be quite high while rates may drop-off precipitously during a downturn. These rights
may also be renewed periodically so that the best option may be chosen depending upon the
scenario and competition for the space.
License fee from The urban transportation project may give rise to a number of business activities. These include
business activities development and management of parking areas around stations, food stalls, book-stores,
banking services such as ATMs etc. Metro stations provide a captive traffic for such business and
these are normally valued at a premium which is attributable to the local. Such location based
economic rent can be suitably captured by auctioning the right to use the facility among
competing private parties.
Real estate The right to develop property at certain points along the corridor and at the stations may be
development rights bundled with the urban transportation project to make it viable. However, it depends on
availability of government land along the corridor. Further, the potential depends upon the
demand for commercial real estate in different parts of the city.
Congestion pricing Road users, especially those with private vehicles, increase congestion on the road during peak
hours. In cities with poor public transportation system there may be little option other than to
use private transport.
Carbon credits Public transport project has the benefit of reducing carbon emission by providing a viable
alternative to use of private transport. At present developing countries are not mandatorily
required to reduce their carbon emission. However, adoption of carbon emission abatement
projects in developing countries earns carbon credits that can be used for offsetting emissions by
developed economies through the Clean Development Mechanism (CDM) framework. An urban
transport project may be eligible for such credits.
Betterment levy An alternative to higher property tax is to levy a one-time betterment levy on properties in the
proximity zone. This option could help generate upfront resources from beneficiaries for part-
funding the capital cost. This levy would also be applicable on any property that comes-up at a
later stage. However, if the quantum of such levy is substantial it could result in lower
compliance.
Higher Floor Space If the project influence zone is under-developed, the potential to generate revenues from the
Index above tools would be limited. In order to incentivize real-estate development in the project
influence zone, a higher FSI may be allowed. Buildings used for commercial purposes may be
allowed to increase the built-up area in this zone after paying an up-front fee to the ULB.
Transferable This is a tradable instrument that gives the owner the right to a certain quantity of built-up area
Development Rights in another part of the city in lieu of giving away land for social amenities. Owners of TDRs may be
(TDRs) allowed to transfer or sell the development right for additional property development in the
project influence zone for a transfer premium. This instrument would be suitable for planned
densification of areas close to the corridor.
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11.3 REVIEW OF BUDGETS AND EXPENDITURE: HMA
HMDA and GHMC are major planning and implementation of urban infrastructure in HMA. With increase in
population and employment in HMA, these organisations will have more responsibilities for economic
development of HMA.
11.3.1 Sources of Revenue for HMDA and GHMC
As already explained HMDA and GHMC are the major planning and implementing organisations for urban
infrastructure in HMA. Understanding of existing sources of revenue and magnitude was felt important and
information has been collected for analysis. The details are presented in the following sections.
Hyderabad Metropolitan Development Authority (HMDA)
HMDA was formed by the merging of the following erstwhile entities: Hyderabad Urban Development
Authority (HUDA), Hyderabad Airport Development Authority (HADA), Cyberabad Development Authority
(CDA) and Buddha Poornima Project Authority (BPPA).
HMDA was set up for the purposes of planning, co-ordination, supervising, promoting and securing the
planned development of the Hyderabad Metropolitan Region. It coordinates the development activities of the
municipal corporations, municipalities and other local authorities, the Hyderabad Metropolitan Water Supply
& Sewerage Board, the Andhra Pradesh Transmission Corporation, the Andhra Pradesh Industrial
Infrastructure Corporation, the Andhra Pradesh State Road Transport Corporation, and other such bodies.
The HMDA also maintains and manages the Hyderabad Management Development Fund, allocating finances
based on the plans and programs of local bodies to undertake development of amenities and infrastructure
facilities.
HMDA Sources of Revenue:
Table 11-5 shows that the total Income of HMDA is increasing year on year 66.21% and 80.25% in 2007-08 and
2008-09 respectively. The main contributions for the growth of income are development charges.
Development charges collections for 2006-07 were INR 51.48 Crore, in 2007-08 INR 131.97 Crore and in 2008-
09 INR 273.28 Crore with growth rate of 156% and 107% in 2007-08 and 2008-09 respectively.
Table 11-5: HMDA Sources of Revenue (Amount in INR)
Sources of Revenue 2006-07 2007-08 2008-09
Advertisement and Hoardings 74,72,230 69,12,711 1,00,61,897
Development charges 51,48,30,503 131,97,87,156 273,28,25,196
Fees and Levies 7,41,80,421 10,18,33,275 6,63,26,670
Processing charges 3,32,58,272 4,42,07,485 7,60,71,334
Income from parks 11,89,06,301 11,78,08,283 12,70,81,513
Interest 24,80,16,802 14,84,82,093 14,22,87,402
Rental Income 11,89,08,558 17,08,48,548 17,57,67,016
By other receipts 4,14,23,264.8 1,31,9,784 7,12,74,131
Service charges 6,46,25,988
Total Income 1,15,69,96,351 1,92,30,71,336 3,46,63,21,147
The sources of HMDA for Income House property, Other Sources (Interest on Investments, Interest on GPF
Investments, Interest on Pension Fund Investment), Interest on Belated payments on rents, Rental Income
from Open Lands, Service charges from commercial complexes and Interest from SB Accounts
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For HMDA, excess of income over expenditure is INR 91.96 Crore for 2005-06 and INR 115.70 Crore for 2006-
07 years. In 2007-08 there was excess of expenditure of (INR - 16.052 Lakh) of income due to lower interest
rate on income and other receipts. For 2008-09 there was excess of expenditure over income of (INR -26.83
Crore)
Table 11-6 presents HUDA Fund and Development funds for the years of 2005-06 to 2008-09. These funds are
Balance sheet schedules of HMDA.
Table 11-6: HUDA and Development Fund of HMDA (in INR Lakhs)
Details 2005-06 2006-07 2007-08 2008-09
HUDA Fund
Amounts Received from GPF 3.91 3.91 3.91 3.91
NTR Memorial Grant 200 200 200 200
Gopanapally (Service Fund) 3.09 3.09 3.09 3.09
Development Fund 1,113.9 1,576.63 2,698.45 5,021.34
Greater Hyderabad Municipal Corporation (GHMC)
The GHMC has been constituted with a view to facilitate improved and high standard of civic service delivery,
provide effective civic administrative mechanism, ensuring better planning and focused development of the
mega city. GHMC is fully focusing to discharge the functions assigned for fulfilment of citizen requirements of
Hyderabad City.
Major source of Revenue Income for GHMC:
The sources of Revenue for GHMC are Tax revenues, assigned revenues, Rental Income from Municipal
Properties, Fees & User charges, Sale & Hire Charges, Revenue grants, Interest Income and Other Income. The
Major sources of Revenue for GHMC are presented in Table 11-7. Tax Revenue and Fees & User charges are
the main sources of Revenue Income for GHMC.
Table 11-7: Major Sources of Revenue Income for GHMC (Amount in INR Lakhs)
Sources of Revenue/Income 2006-07 2007-08 2008-09 2009-10 2010-11
1 Total of Tax Revenue 28,441.72 31,504.81 36,940.29 46,388.45 49,455.52
a)Property Tax 17,154.26 14,097.66 16,622.51 2,0872.7 22,254.73
b)Sewerage Tax 2,206.59 3,916.06 4,617.36 5,797.97 6,181.87
c)Conservancy Tax 5,416.16 9,398.44 11,081.67 13,915.14 14,836.49
d)Lighting Tax 2,206.59 3,916.02 4,617.36 5,797.97 6,181.87
e)Advertisement Tax 1,458.12 176.63 1.39 4.67 0.56
2 Assigned Revenues &Compensation 20,596.89 22,359.21 17,528.11 16,830.75 33,173.57
3 Rental Income from Municipal Properties 730.27 515.52 801.64 923.31 1351.61
4 Total or Fees & User Charges 15,415.02 22,817.9 74,395.45 29,303.27 37,206.9
a)Empanelment & Registration Charges 8.72 47.39 81.53 116.36 34.25
b)Licensing Fees 345.79 199.88 804.6 1384 1802.23
c)Fees for Certificate or Extract 43.95 44.96 53.16 79.09 107.69
d)Development Charges 4,556.51 11,291.21 15,729.24 15,201.17 17,200.98
e)Regularisation Fees 256.19 1,256.8 45,666.29 1,185.57 0.59
f)Penalties and Fines 620.21 478.99 249.25 238.4 337.13
g)User Charges 863.33 665.76 1,363.72 783.79 493.89
h)Entry Fees 100.03 162.12 155.06 142.85 147.3
i)Others 8,620.29 8,670.79 10,292.60 10,172.04 17,082.84
5 Sale & Hire charges 579.68 455.53 1,381.15 284.47 273.52
6 Revenue Grants, contributions & subsidies 514.52 962.71 234.57 5,746.32 2,081.46
7 Income from Investments 179.83 14.9 55.52
8 Interest Earned 5,321.42 5,265.26 5,255.36 3,364.84 4,509.12
9 Other Income 1,700.44 1,987.54 2,602.06 877.57 531.08
Total of Sources of Revenue/Income 73,479.79 85,883.38 1,39,194.2 1,03,719 1,28,582.8
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11.4 REVIEW OF STATE AND CENTRAL FINANCING
11.4.1 Urban Infrastructure Investment
The Planning Commission, The Eleventh Plan, emphasized the importance of investment in infrastructure for
achieving a sustainable and inclusive growth of 9-10% in GDP over the next decade. In this context, it
envisaged an increase in investment in physical infrastructure from the level of about 5% of GDP during the
Tenth Plan to about 9% of GDP by 2011-12. This was estimated to require an investment of INR 20,56,150
Crore during the Eleventh Plan period as compared to an estimated investment of INR 8,71,445 Crore during
the Tenth Plan. Figure 11-6 shows investment made in infrastructure services. Projected investment in
infrastructure during the 12th Five Year plan is presented in Table 11-8.
Figure 11-6: Investment in Infrastructure services

Source: Planning commission
Table 11-8: Projected Investment in Infrastructure during the Twelfth Five Year Plan (Crore @ 2006-07 prices)
Total 12th Plan
Base Year
Year 2012-13 2013-14 2014-15 2015-16 2016-17 (2012-13 to
(2011-12)
2016-17)
GDP at market prices 63,14,265 68,82,549 75,01,978 81,77,156 89,13,100 97,15,280 4,11,90,064
Rate of growth of GDP (%) 9.00 9.00 9.00 9.00 9.00 9.00 9.00
Infrastructure investment as % of GDP 8.37 9.00 9.50 9.90 10.30 10.70 9.95
Infrastructure investment (INR Crore) 5,28,316 6,19,429 7,12,688 8,09,538 9,18,049 10,39,535 40,99,240
The High Powered Expert Committee (HPEC)1, estimated the investment requirements for urban
infrastructure services in the “Report on Indian Urban Infrastructure and services”. The committee has made
projections for the period from the Twelfth Five year plan to Fifteenth Five year Plan; i.e. 2012-31. The
investment for urban infrastructure over the 20-year period is estimated at INR 39.2 lakh Crore @ 2009-10
prices2. Of this, INR 17.3 lakh Crore (or 44.1%) is accounted for by urban roads. Sectors delivering urban
services such as water supply, sewerage, solid waste management, and storm water drains will need INR 8
lakh Crore (or 20%). The Committee has made explicit provision of INR 4 lakh Crore towards investment in
renewal and redevelopment including slums, INR 1 lakh Crore for capacity building and INR 3.1 lakh Crore for
1
High Powered Expert Committee (HPEC) was set up by the Ministry of Urban Development in May, 2008 for estimating the investment
requirement for urban infrastructure services during the period 2012-2031. HPEC submitted the Report on Indian Urban Infrastructure and
Services in March 2011.
2 th
Report of the Sub-committee on Financing Urban Infrastructure in the 12 Plan, Ministry of Urban Development, GoI, March 2012, Page
no. 19.
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other sector expenditure over the 20-year period. Figure 11-7 shows the urban infrastructure Investment
requirement for the period of 2012-31. In addition to investment projections on urban infrastructure, HPEC
also estimated INR 19.9 lakh Crore towards operation and maintenance over the 20-year period, of which INR
8.8 lakh Crore is for the 8 core sectors. While arriving at the total investment requirement needs, the backlog
was taken into account in addition to the new investment to meet the demands of the additional population
growth and also the investment required for operation and maintenance of the assets created, the most
neglected area in urban infrastructure.
Figure 11-7: Urban Infrastructure Investment Requirement: 2012-31

Source: “Report on Indian Urban Infrastructure and Services”, March 2011, Ministry of Urban Development.
The HPEC’s estimated investment requirements for eight major sectors of urban infrastructure, i.e. water
supply, sewerage, solid waste management, storm water drains, urban roads, urban transport, traffic support
infrastructure, and street lighting over the period 2008-20. Figure 11-8 shows that Urban Roads constitute the
highest share of urban infrastructure investment i.e. 56% of the total. Investment in urban transport and
traffic support infrastructure accounts for 17.7% of total infrastructure investment of INR 30.9 lakh Crore. The
overall investment requirement for urban transport (Urban roads +urban transport + traffic support
infrastructure is about INR 22.77 Crore which 73.7% of 30.9 lakh crores.
Figure 11-8: Relative share of Major Urban Infrastructure Investment Requirements

Source: “Report on Indian Urban Infrastructure and Services” , March 2011, Ministry of Urban Development.
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11.4.2 Financing Urban Infrastructure
Urban infrastructure financing enables local governments to extend and improve infrastructure services. Since
the mid-1990s, India has become a leader among developing countries by creating a paradigm shift in the way
that urban infrastructure is financed. The old paradigm relied primarily on central government funding of
infrastructure through a combination of national budget allocations, sovereign borrowings from multilateral
development banks (channelled through government financial institutions), and grants from international
development agencies. The new paradigm uses central government funding to leverage investments from
national capital markets and Indian private investors to create a broader “mixed” financing option for urban
infrastructure. Projected capital and revenue expenditure during 12th plan by HPEC is presented in Table 11-9
and Table 11-10 respectively. Table 11-11 shows Financing Framework by HPEC by estimating various sources
generating for urban Infrastructure services for 12th Five year Plan for the period 2012-13 to 2016-17.
Table 11-9: Projected Capital Expenditure during 12th Plan by HPEC
Sector 2012-13 2013-14 2014-15 2015-16 2016-17 12th Plan Total
Water Supply 5,241 5,881 6,593 7,390 8,285 33,390
Sewerage 3,931 4,411 4,945 5,543 6,213 25,042
Solid Waste 806 905 1,014 1,137 1,275 5,137
Urban Roads 28,120 31,554 35,372 39,652 44,450 1,79,149
Mass Transit 7,307 8,200 9,192 10,304 11,551 46,553
Traffic Management Systems 1,613 1,810 2,029 2,274 2,549 10,274
Storm water Drains 3,124 3,506 3,930 4,406 4,939 19,905
Street Lighting 302 339 380 426 478 1,926
Other Services 8,159 10,737 13,928 17,788 22,439 73,050
Total 58,604 67,342 77,383 88,920 1,02,178 3,94,428
Table 11-10: Projected Revenue Expenditure during 12th Plan by HPEC

Sector 2012-13 2013-14 2014-15 2015-16 2016-17 12th Plan Total
Water Supply 13,392 14,085 14,861 15,732 16,708 74,778
Sewerage 4,299 4,675 5,097 5,569 6,098 25,738
Solid Waste 3,901 4,395 4,947 5,565 6,257 25,065
Urban Roads 6,044 6,677 7,387 8,183 9,075 37,367
Mass Transit 3,721 4,293 4,935 5,655 6,461 25,065
Traffic Management Systems 78 165 264 373 497 1,377
Storm water Drains 758 807 861 922 990 4,337
Street Lighting 94 101 109 118 128 550
Annual O&M 32,287 35,199 38,461 42,117 46,214 1,94,278
O&M of all sectors including above 8 35,516 38,718 42,307 46,329 50,835 2,13,706
sectors
Establishment Charges 34,812 37,200 39,843 42,765 45,994 2,00,614
Total 70,328 75,919 82,150 89,094 96,830 4,14,320
Table 11-11: Financing Framework by HPEC (12th plan figures in % of GDP at current prices)
Item 2012-13 2013-14 2014-15 2015-16 2016-17
Total Revenue 1.19 1.23 1.26 1.32 1.34
Own Revenue 0.74 0.83 0.89 1.03 1.05
Exclusive Taxes 0.33 0.33 0.34 0.34 0.35
Revenue-Shared Taxes 0.23 0.31 0.36 0.49 0.50
Non-Tax Revenue 0.19 0.19 0.20 0.20 0.21
Other Revenue 0.46 0.41 0.37 0.29 0.29
Transfers from SFC 0.10 0.10 0.10 0.10 0.10
Grants-in-aid from State Governments 0.06 0.06 0.06 0.06 0.06
Transfers from CFC 0.08 0.08 0.08 0.08 0.08
Grants-in-aid from State GOI 0.05 0.05 0.05 0.05 0.05
Revenues of entities other than Municipalities 0.17 0.12 0.08 0.00 0.00
Total Expenditure 1.64 1.69 1.74 1.80 1.86
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Item 2012-13 2013-14 2014-15 2015-16 2016-17

Total Revenue Expenditure 0.90 0.90 0.90 0.90 0.91
Operations and maintenance 0.45 0.46 0.46 0.47 0.48
Establishment charges 0.44 0.44 0.44 0.43 0.43
Capital Expenditure 0.75 0.79 0.85 0.90 0.96
of which, for 8 sectors 0.64 0.67 0.69 0.72 0.75
Deficit(-)/Surplus(+) -0.45 -0.46 -0.48 -0.48 -0.52
th
Source: Report on the Sub-committee on Financing Urban Infrastructure in the 12 Plan, March 2012, Ministry of Urban Development, GoI
HPEC has recommended a capital investment of INR 3.95 lakh crore over the 12 th Plan Period, with a proposed
funding of 0.25% of GDP under the JnNURM. The report of the Working Group on Urban Finance set up by the
Planning Commission has recommended a total capital investment of INR 4.6 lakh crore over the 12th plan
period considering coverage of service backlog in 15 years and the total investment targets covered in 20-
years. The amount to be invested under the JnNURM-2 has been identified as INR 1.62 lakh crore for the 12th
Plan Period, i.e. an average of INR 32,408 crore per annum for the next 5 years. Table 11-12 presents a
modified phasing plan to that of the HPEC. This projection has been accepted by the Steering committee on
Urbanization set up by the Planning Commission.
Table 11-12: Investment over the next plan period as projected by HPEC for next 20 years with backlog covered in
15 years (% of GDP at current prices)
Item 2012-13 2013-14 2014-15 2015-16 2016-17
Total Revenue 1.19 1.23 1.26 1.32 1.34
Own Revenue 0.74 0.83 0.89 1.03 1.05
Exclusive Taxes 0.33 0.33 0.34 0.34 0.35
Revenue-Shared Taxes 0.23 0.31 0.36 0.49 0.50
Non-Tax Revenue 0.19 0.19 0.20 0.20 0.21
Other Revenue 0.46 0.41 0.37 0.29 0.29
Transfers from SFC 0.10 0.10 0.10 0.10 0.10
Grants-in-aid from State Governments 0.06 0.06 0.06 0.06 0.06
Transfers from CFC 0.08 0.08 0.08 0.08 0.08
Grants-in-aid from State GOI 0.05 0.05 0.05 0.05 0.05
Revenues of entities other than Municipalities 0.17 0.12 0.08 0.00 0.00
Total Revenue Expenditure 0.90 0.90 0.90 0.93 0.96
Annuity Payments 0.00 0.00 0.01 0.02 0.04
Debt Repayment 0.01 0.01 0.02 0.02 0.03
Reduction in Revenue on the account of PPP 0.00 0.00 0.00 0.00 0.01
Investible surplus of Municipalities 0.29 0.32 0.32 0.34 0.31
Capital Expenditure 0.78 0.87 0.97 1.08 1.21
Deficit (-)/ Surplus (+) -0.50 -0.55 -0.66 -0.75 -0.90
PPP 0.02 0.03 0.05 0.07 0.09
Annuity 0.04 0.08 0.12 0.17 0.23
Borrowing 0.03 0.03 0.03 0.03 0.03
Land based instruments 0.07 0.07 0.12 0.16 0.17
Deficit(-)/Surplus(+) -0.35 -0.35 -0.34 -0.33 -0.38
th
Source: Report on the Sub-committee on Financing Urban Infrastructure in the 12 Plan, March 2012, Ministry of Urban Development, GoI
11.4.3 Urban Transport Infrastructure Investment: “Working Group on Urban Transport for 12th Five Year
Plan
Investment Needs on Urban Transport Infrastructure
Urban transport infrastructure investment required as per 12th Five year plan of Planning Commission for the
period of 2012-13 to 2016-17 is presented in Table 11-13.
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Table 11-13: Investment Required for Urban Transport Infrastructure

Sl. No. Component Investment (INR in Cr)
1.0 Street Network - New Areas 1,01,159
1.1.1 Pedestrian, NMV, Streetscaping 15,174
1.1.2 Road 85,985
2.0 Street Network – Upgradation 66,059
2.1.1 Pedestrian, NMV, Streetscaping 27,335
2.1.2 Road 38,724
3.0 Total Street Infrastructure 1,67,218
4.0 Public Transport 2,02,628
4.1 Buses 13,759
4.2 BRTS 29,603
4.3 Metro Rail 1,30,726
4.4 Commuter / Regional Rail 19,780
4.5 Bus Infrastructure 8,760
4.5.1 Depots 5,220
4.5.2 Terminals 1,280
4.5.3 Workshops 2,260
5.1 ITS and ATC 8,520
5.2 Parking 1,943
6.0 Institutions and Capacity Building 5,000
7.0 Innovations, R&D and pilot projects 1,000
8.0 NMT and IPTS projects 2,000
Grand Total 3,88,308
Source: Report on “Recommendations of Working Group on Urban Transport for 12th Five Year Plan”
In order to work out funding requirement from each agency, for each component the funding has been
assumed by planning commission as mentioned below Table 11-14.
Table 11-14: Funding requirement from Agency
Sl.
Component Investment
No.
1 Street Network - New Areas Contribution from private party as the cost of development itself i.e. self-financing
2 Street Network - Up-gradation
a Pedestrian, NMV, Street scalping 50% by GoI and 50% by State Govt./ ULB
b Road 20% by GoI, 80% by State Govt./ULB
3 Public Transport
a Buses 50% by GoI, 30% by State Govt./ULB20% by private investment
b BRTS 50% by GoI and 50% by State Govt./ULB
c Metro Rail/Commuter / Regional Rail About 30% projects are envisaged on PPP with 20% Viability Gap Funding from GoI and
20% Viability Gap Funding from State Govt. For the remaining 70% of projects, funding
envisaged is 20%(30% in exceptional cases) from GoI as equity/subordinate debt/grant
(as a suitable combination), 20% from State Govt, 5% from property development,5%
from Developmental agencies, 50% as loan from international and domestic financial
institutions.
4 Bus Infrastructure 50% by State Govt. and 50% by PPP
5 ITS and ATC 50% by GoI and 50% by State Govt./ULB The operation and maintenance is envisaged
on PPP
6 Parking 20% from Viability Gap Funding support by GoI and rest on PPP
7 Scheme for modernization of auto
rickshaws and taxis management 100% funding by GoI
system and public bicycle scheme
8 Institutions and Capacity Building 100% by GoI
9 Innovations, research and
development for guided transit 100% by GoI
projects and pilot project scheme
10 Introduction of Public Bicycle
Scheme and upgradation of cycle 100% funding by GoI
rickshaws
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Based on the financial pattern, the detailed financial plan from different sources for the total investment
required for urban transport required in 12th Five Year Plan presented in Table 11-15.
Table 11-15: Financing plan for Urban Transport Infrastructure
Sources of Funding Amount in (INR Crores) % of Total
Central Government 85,843 22.1%
State Government / Development Authorities 1,07,585 27.7%
Property Development 5,268 1.4%
Private Sector 1,35,560 34.9%
Debt from Multilateral / Bilateral institutions 31,605 8.1%
Debt from domestic financial institutions 22,447 5.8%
Total 3,88,308 100%
Source: Planning Commission
11.4.4 Recommendations on Sources of Funding for Urban Transport Infrastructure
11.4.4.1 National Urban Transport Fund
Since the huge investment needs at Central Government level cannot be met from traditional budgetary
sources alone, innovative financing mechanisms will have to be tapped if we have to not only catch up with
the backlog but also provide infrastructure for future. With the traditional methods we will continue to move
from one crisis to another rather than being in control of the situation. Learning from the global examples, on
the "polluter pays principle", and the Central Road Fund, a dedicated (non-lapsable and non-fungible) Urban
Transport fund should be set up at National level as envisaged in NUTP-2006. Funds at National level should
be generated as follows:
a) A Green Surcharge of Rs. 2 on petrol sold across the country- the rationale behind the fact that petrol is
consumed exclusively be the personalized vehicles. A Green Surcharge on Diesel is not recommended
because of multiple uses of diesel and the problems anticipated in segregated diesels sold to personalized
vehicles Crore The green surcharge from petrol in the base year is INR 3,108 Crore and over the period of
first four years of 12th Five Year Plan is INR 14,050 Crore;
b) A Green Cess on existing Personalised Vehicles: at the rate of 3 percent of the annual insured value both
for car and two wheelers. It is estimated that during first year will be INR 18,163 Crore and the amount
over first four years will total to INR 83,753 Crore. For the ease of collection the annual cess will be
collected through insurance companies. Insurance companies presently collect approx 4% of the insured
value as insurance premium now they will collect 7% of the insured value and would return 3% of insured
value to the government to be put in the dedicated fund;
c) Urban Transport Tax on Purchase of New Cars and Two Wheelers: As Urban Transport Tax on purchase of
new personalized vehicles, a 7.5% of the total cost of the petrol vehicles and additional 20% in case
personalized diesel vehicles is proposed. This will be INR 20,929 Crore in the first year and INR 95,739
Crore over first four years. Diesel cars have been assumed to be 30% of the total cars as against 35% of
the present annual sales;
The total annual yield from the above three sources will be INR 42,199 Crore in the first year, and INR 1,93,542
Crore in four years of 12th Five Year Plan period.
The above levies will not only help in generating dedicated pool of resources for taking up urban transport
projects but would also serve as a great disincentive for use of personalized vehicles. This will serve the twin
purpose of providing quality public transport infrastructure and services at affordable cost but also reducing
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congestion and curtailing travel demand on account of use of personalized vehicles. All the above sources
have high impact and high feasibility in terms of actual annual accrual to the national urban transport fund.
A green cess on existing personalized vehicles has been proposed on the insured value of the vehicle so as to
link it to the paying capacity.
11.4.4.2 Dedicated Urban Transport Fund at the State and city level
A dedicated urban transport fund would also need to be created at the State level and city level through other
sources, especially land monetization, betterment levy, land value tax, enhanced property tax or grant of
development rights, advertisement, employment tax, congestion, a cess on the sales tax, parking charges
reflecting a true value of the land, traffic challans etc. Pimpri-Chinchwad Municipal Corporation has already
set up a dedicated urban transport fund through land monetization and advertisement rights. Similarly,
Karnataka has set up a dedicated urban transport fund through MRTS cess on petrol and diesel sold in
Bangalore which is being used to fund the metro rail projects.
11.4.4.3 Waiving of Taxes and duties for public transport projects
Presently, taxes and duties at Central and State Government level constitute to about 25% of the total project
cost in case of public transport related projects. Accordingly, it is in the interest of the nation and the
concerned State that public transport is exempted from all taxes both for metro rail as well as for buses so as
to make provisioning of quality public transport cost effective. This exemption needs to be extended for at
least the next 10 to 15 years so that quality public transport is provided in all the cities and this becomes a
preferred mode of transport. These exemptions should extend to private sector as well so long as they are
providing public transport.
11.4.4.4 Financing for Urban Transport in next phase of JNNURM
In the current phase of JNNURM a total of about 21% cost of sanctioned projects consisted of urban transport
projects. Working Group on Urban Transport recommended that, this should be doubled in the next phase of
JNNURM till such time the dedicated urban transport fund at National level is established and sufficient
inflows are generated to finance the urban transport projects.
11.5 APPRECIATION OF MAJOR PROJECTS FINANCING
11.5.1 Project Implementation Experiences in HMA
Sustained development of HMA has been shared attainment of HMDA and GHMC. The development of HMA
has been pursued under various programs through the initiative of the Central& State Governments and Local
authorities. Project implementation experiences have taken place in HMA mentioned below.
11.5.1.1 Inner Ring Road
The Inner Ring Road is a 50 km arterial road built within the core area of Hyderabad. The road passes through
Mehdipatnam including Masab Tank, Banjara Hills, Begumpet, Mettuguda, Tarnaka, Habsiguda, Uppal, Nagole,
L.B.Nagar, Santoshnagar crossroads, Chandrayangutta, Aramgarh, Attapur, and Rethi Bowli. The road joins the
P V Narsomha Rao Elevated Expressway at Aramgarh. It was built to de-congest city roads and give way for
trucks and other commercial vehicles. The project was implemented jointly by the department of Roads and
Buildings, HUDA and GHMC. GHMC is developed the road in the city limits like Masab Tank to Secunderabad,
Secunderabad to Habsiguda, Santoshnagar crossroads to Chandrayangutta, the R&B department is developing
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the road from Uppal to L B Nagar, the HUDA has taken up P V Narsimha Rao Elevated Expressway from
Sarojini Devi Eye Hospital at Masab Tank to Aramgarh. The project went through several delays primarily due
to land acquisition, compensation issues, inter-departmental and inter-organisational coordination
problems/issues, etc.
11.5.1.2 Flyovers at Major Junctions

a) Gachibowli Flyover: The 1.45 km long Gachibowli Flyover built on the Old Mumbai Road at a cost of about INR 21.6
Crores was completed in late 2011-delayed by almost three years. The initial cost estimate of the project was INR 14
Crore. The delay in the project completion was due to hurdles in shifting of water supply pipelines, sewerage
pipelines, electricity poles, and delay on part of the contractor.
b) Hitec City-Kukatpally ROB: The 910 metre long ROB connecting Madhapur and Hitec City with Kukatpally being built
at a cost of approximately INR 68 crores (initial project cost was around INR 24 Crores). The construction of the ROB
started around 2006/2007. Although HMDA has completed most parts of the ROB, the portion above the railway
tracks has been pending due to delay obtaining the necessary permissions from South Central Railways (SCR). The
primary concern of SCR was to do with the design of the ROB. Issues also concerning with rail services being affected
due to construction activity have now been sorted out and the remaining portion is also expected to completed
soon.
c) Hitec City Flyover:The construction of the four lane Hitec City flyover connecting the IT parks with the road leading
to Kukatpally/Hitec City MMTS Station, built at a cost of about INR 22 Crores, started in 2007/2008 and was
completed in late 2010.
d) Telugu Talli Flyover: The 1 km long Telugu Talli Flyover connecting the old entrance of the state secretariat to lower
tank bund was completed in 2005, six years after the construction started. Among the several issues that were
responsible for the delay in the project completion were shifting of Ambedkar Statue under the flyover,
environmental concerns over the impact of the flyover on the retaining wall of Tank Bund, delay in shifting of water
supply lines , construction of slip road, and problems associated with land acquisition.
e) Langer Houz Flyover: HMDA took up the construction of four-lane 690 metre Langer Houz flyover connecting Langer
houz to Bapu Ghat on an EPC basis with an outlay of about INR 17 Crores. Although the foundation stone for the
project was laid in 2007, the flyover was opened to traffic only in 2010. The main reason for this was the delay in
acquiring about 1,600 sqm of defence land that was required. The project was expected to be completed in 15
months.
f) Lakdikapul Flyover: The Lakdikapul Bridge constructed at a cost of Rs 24.75 Crore, is likely to ease the traffic
between Lakdikapul, Masab Tank and Khairatabad. The work of design and construction of approaches for the
proposed expansion of the Railway Over Bridge adjacent to existing bridge over railway lines at Lakdikapul was
administratively sanctioned on June 2011.
11.5.1.3 PVNR Elevated Expressway
The P. V. Narasimha Rao Elevated Expressway is a four-lane divided 11.46 km long elevated expressway
connecting the city with the recently built (2007/08) Rajiv Gandhi International Airport near Shamshabad. It is
the longest elevated road in India. The expressway originates at Mehdipatnam and crosses Rethibowli, Laxmi
Nagar, Attapur, Hyderguda, Rajendranagar, and Aramgarh. Entry for cyclists, two and three-wheelers, three
and four-wheeled seven seaters, pushcarts and bullock carts are prohibited on the elevated road. All the
goods vehicles, including light, medium and heavy vehicles, will also be not allowed. This INR 600 crore project
was started in 2005 and opened to public in October, 2009 after several delays. Delays in the project
completion were primarily due financial constraints, shifting of underground utilities, clearance from defence
and also National Highways Authority of India (NHAI).
As a part of the main elevated corridor, 3 sets (6 Nos) of intermediate up & down ramps were also taken up.
Out of 6 Nos of ramps, 3 Nos (1st up ramp at Laxminagar, 2nd down ramp near Hyderguda & 3rd up ramp at
Aramgarh) are completed and opened to traffic in the month of September, 2011. Of the 3 balance ramps, the
work of 1st down ramp at Laxminagar is in progress in the available portion and the balance work is held up for
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want of widening of Inner Ring Road to be taken up by GHMC in coordination with Defence Estate wing. The
work of 2nd up ramp at Upperpally is nearing completion and likely to be opened to traffic by March, 2013 and
the works of 3rd down ramp at Aramgarh is in progress and likely to be completed by June, 2013.
11.5.1.4 Outer Ring Road
The ORR is a 158 km, 8 lane access controlled expressway connecting Gachibowli- Shamshabad- Pedda
Amberpet-Shamirpet-Medchal-Patacncheru-Gachibowli built at a cost of around INR 7,000 Crores. It provides
connectivity to various State Highways and National Highways, to by-pass the city of Hyderabad. The project is
implemented by HMDA with partially funding assistance from Japan International Cooperation Agency (JICA)
and partially by private sector participation (under BOT annuity).
Contract Package-I (Phase-I) connecting Gachibowli and Shamshabad (24.38 km, Cost: INR 222 Crores) and the
Contract Package-II from APPA to Shamshabad (13.38 km, , Cost: INR 339 Crores) started in 2006 and
completed in 2010 which includes main carriageway, service lanes, access roads, miscellaneous works, etc.
The Phase-IIA, from Narsingi to Patancheru & Shamshabad to Pedda Amberpet (62.3 km) has been divided in
to five contract packages and taken up on BOT-Annuity model with a total project cost of INR 2,439 Crores.
Work commenced in Nov/Dec., 2007 and partially completed by March, 2011 (Pedda Amberpet to
Shamshabad) and partially completed by March, 2012 (Narsingi to Patancheru). Phase-IIB, from Patancheru to
Pedda Amberpet via. Kandlakoya, Shamirpet, Ghatkesar (71.3 km) has been divided in to six contract packages
(JICA Phase-1 and Phase-2) and taken up with the loan assistance from JICA with a total project cost of INR
3,358 Crores. JICA Phase-1 works (from Patancheru to Mallampet) commenced in June, 2009 and substantially
completed and JICA Phase-2 works (from Patancheru to Mallampet) commenced in June, 2010 and
substantially completed. The project involved a total land acquisition of about 6,044 acres (Total Patta land:
5,142 acres, Govt. Land: 590 acres and Forest land: 312 acres). The land acquisition was taken up as a Special
Project headed by the Special Collector and Land Acquisition Officers.
The project went through several delays primarily due to repeated shifting of alignments, shifting of high
tension lines, water mains, etc., land acquisition, rehabilitation & resettlement issues, inter-departmental and
inter-organisational coordination problems/issues, compensation issues, etc.
11.5.1.5 Radial Roads
Radial roads (33 Nos) have been identified by HMDA to provide improved connectivity between Inner Ring
Road and Outer Ring Road. Out of the 33 Nos. of radial roads, seven radial roads have been prioritised and
taken up to connect western and southern sectors of the ORR with IRR. The total length of these seven radial
roads is 54 km and estimated cost was INR 336 Crores and the works are completed. In August, 2012
additional 5 radial roads (length: 57.8 km) have been considered for improvement with an estimated cost of
INR 288 crores and the works are in progress. Five radial roads are existing National Highways which are
already widened and improved by NHAI. For the balance 16 radial roads of about 195 km, HMDA has
submitted proposals to the Government for taking up improvements.
11.5.1.6 Metro Project
Government of Andhra Pradesh has undertaken development of a Metro Rail system in Hyderabad for a
length of 71.16 km covering three corridors viz.,
1) Corridor I: Miyapur to LB Nagar – 28.87 km, 27 stations
2) Corridor II: JBS to Falaknuma – 14.78 km, 16 stations
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3) Corridor III: Nagole to Shilparamam – 27.51 km, 23 stations
Although the project was approved in 2008, the construction started only in mid-2012 mainly due to the first
concessionaire/developer failing to achieve financial closure apart from delays in land acquisition and
obtaining the required permissions. The government had to call for fresh tenders in 2009/2010 to select a new
concessionaire. L&T Metro Rail (Hyderabad) Limited is implementing the Hyderabad Metro Rail Project.
Valued at INR 164 Billion, this Public-Private Partnership (PPP) project will be completed in five years from the
appointed date. It is being executed in a Design-Build-Finance-Operate-and-Transfer (DBFOT) basis. The
concession period is 35 years, with an entitlement of further 25 years. The metro will include ultra-modern
stations with state of the art depots and complete infrastructure. This project achieved financial closure in a
record six months, and is the largest fund tie- up in India for a non power infrastructure PPP project. A
consortium of ten banks led by the State Bank of India has sanctioned the entire debt requirement for the
project. The equity component for the project will be infused by the L&T Group. A Viability Gap Funding will
be sanctioned by Government of India, through the Ministry of Urban Development and the Government of
Andhra Pradesh. L&T Metro Rail Hyderabad project will include around 18.5 million sqft. of Transit-Oriented
Development (TOD) in the earmarked P&C areas and depots. Fare box collection from ridership, rentals from
transit-oriented development space, advertising, parking and carbon credits are expected to contribute to the
revenues of the project, which is scheduled to be commissioned by 2016. This project is expected to trigger
robust economic activity in and around the city and will generate substantial employment.
The project is anticipated to be completed by the end of 2016 with cost escalation of almost 100%- the project
estimate in 2007 was about INR 7,700 crores. The project went through several delays primarily due to shifting
of utility services, land acquisition, rehabilitation & resettlement issues, inter-departmental and inter-
organisational coordination problems/issues, compensation issues, etc.
11.6 APPRECIATION OF SOURCES OF FUNDING
The urban infrastructure investment needs for HMA for the horizon period upto 2041 has been estimated and
presented in Section 10.1. It is estimated that a total transport infrastructure investment of about INR 1.5 Lakh
Crores would be needed for the horizon period upto 2041. Preliminary cost of other infrastructure cost like
water supply, sewerage, drainage, solid waste management, etc. is about INR 29, 306 crores. Thus the
overall cost of urban infrastructure is about INR 1.76 Lakh Crores. Based on the recommendations of Working
Group on Urban Transport for 12th Five Year Plan and experience gained on working in urban infrastructure of
major Indian cities, the sources of funding have been assessed and the details are presented in Table 11-16 for
Transport infrastructure in and overall urban infrastructure in Table 11-17.
It can be observed from the Table 11-16 that for urban transport infrastructure related projects as envisaged
by 2041, about 14% of the funding will be from the central government, and about 11% through private
investment in the form of public private partnerships (PPP). The bulk of the balance i.e. 75%, will have to be
raised by the state government or the concerned agency (HMDA) from own resources and debt from various
institutions. For transport infrastructure, about 20% of the funding will be from the central government, and
about 9% through private investment in the form of public private partnerships (PPP). The bulk of the balance
i.e. 71%, will have to be raised by the state government or the concerned agency (HMDA) from own resources
and debt from various institutions. A brief description of each of the sources of funding is as follows:
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Table 11-16: Major Sources of Funding and their Share (by 2041) for Transport Infrastructure
Sources of Funding Amount (INR Crores) % of Total
Central Government 20,764 14%
State Government/Development Authorities 79,130 54%
Property Development 2,394 2%
PPP 15,509 11%
Debt from Multilateral/Bilateral/Domestic Institutions 28,734 20%
Total 1,46,531 100%
Table 11-17: Major Sources of Funding and their Share (by 2041) for Urban Infrastructure
Sources of Funding Amount (Rs. Crores) % of Total
PPP 15,509 9%
Total 1,75,837 100%
Funding from Central Government:
Funding in the form of grants or debt constitute about 14.2% of the total investment required in the transport
infrastructure related sector in the next three decades in Hyderabad Metropolitan Area. The funding can be in
different forms like
Viability Gap Funding (VGF): It is a capital grant from the central or state government providing funding
assistance to projects under Public-Private Partnership (PPP) which are otherwise not feasible either due to
longer gestation periods or inability to raise user charges. The VGF is always equivalent to lowest bid for
capital subsidy but is restricted to the maximum of 20% of total project cost. If the sponsoring body-
ministry/state government/statutory body- provide any other assistance, it can be further extended up to
maximum of 40% of the cost of the project. The VGF component is linked to private investment. If the target
for private investment is not attained, VGF will also be affected.
Grants: Central Government can fund projects by providing grants through programmes like the Jawaharlal
Nehru Urban Renewal Mission (JNNURM). It is a scheme for bringing improvement in urban infrastructure and
urban governance. It provides financial assistance in the form of grants to ULBs and parastatal state agencies
such as HMDA for implementation of projects. For cities with four million plus population if ULB or parastatal
body can raise 50% and state government is ready to share 15% of the project cost, central government can
fund 35% of the cost as grant. These grants can be utilized for following three purposes:
a) Attracting more resources: to leverage additional resources which could be utilised for capital or O&M investment
in a project
b) Bridging the commercial viability gap: for enhancing commercial viability of a project
c) Ensuring bankability of projects: To fund credit enhancement mechanisms such as establishing liquidity support
mechanisms, up-front debt-service reserve facility, deep discount bonds, contingent liability support and equity
support. Its aim is to help projects meet the needs of funds during variations in cash-flow and enhance bankability
of a project.
Funding from Private Sector:
Investment from the private investors in PPP’s will occur to the extent that revenues are available from the
travelling public to provide a return to the investors. Such revenue forecasts are project specific and such
investments will not be attracted to all projects. Based on preliminary estimates as provided in Table 11-16,
about 10.6% of all the investments (amounting to about INR 15,509 Crores) will need to be raised from the
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private sector. It is to be noted that proportion of investment can be anticipated to vary considerably
depending on not only on market conditions but also on ability of other government bodies to join hands with
HMDA.
Funding through Debt:
Projects can be also funded through debt. It is estimated that HMDA would have to raise about 19.6% of the
total investment on urban transport through debt from domestic or international funding agencies like The
World Bank, Japan International Cooperation Agency (JICA), or any commercial bank as provided in the HMDA
Act, 2008. The debt, will however, have to be supported by the Government of India and Government of
Andhra Pradesh and HMDA will have to service and repay any such debt. Revenue streams that will allow
HMDA to repay any such debts must be established as per the provisions of HMDA Act, 2008.
Funding by HMDA:
The remainder of the investment- about 55.6% of the total investment, will have to be raised/generated by
HMDA. Apart from the creation of transport infrastructure, HMDA as a regional planning agency is entrusted
with meeting other financial obligations as well. Hence as mentioned above, a continuous revenue stream will
have to be established. Based on a detailed study of the sources of revenue for HMDA, as mentioned in
section 10.3, it is envisioned that the investment needs for the creation and maintenance of transport
infrastructure can be met by levy of development charges based not on the amount of space being developed
but rather on the value of the development. This methodology will allow market dynamics to play a greater
role in the resource generation. Based on the project population and employment in HMA for the horizon
year, preliminary estimates of the potential revenue that could be generated through the levy of
DEVELOPMENT CHARGES by HMDA have been worked out.
The population of HMA is likely to increase from 9.4 million in the base year to about 19.4 million by 2041 and
the employment is likely to increase from about 3.2 million to about 7.7 million during the same period.
Development charges have been worked out separately for the residential as well as non-residential
development – both new development and redevelopment of existing spaces.
Two separate methods have been adopted for the calculation of potential development charges. In the first
method, uniform redevelopment potential is assumed for all types of units depending upon the location. In
the second method, the redevelopment potential is assumed based on the type of unit (apartments,
independent house, service apartment, and slums) and their locations over the space of HMA. In both the
cases the potential revenue from new development is calculated based on the likely household size and
dwelling unit size. For the estimation of development charges likely to be generated from the
development/redevelopment of non-residential space assumptions for the average occupancy, average cost
of development and redevelopment potential for office, industrial and other non-residential spaces are
assumed.
Based on the above assumptions, the total development changes that can be raised from the development
and redevelopment of residential as well as non-residential spaces in HMA is be in the range of Rs.1.25 Lakh
Crores to Rs.1.7 Lakh Crores as shown in Table 11-18.
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Table 11-18: Preliminary Estimates of Total Development Charges by 2041 (INR Lakh Crores)
Option 1 Option 2
New Development 0.90 0.90
Redevelopment 0.11 0.58
Development Charges from Residential Development 1.01 1.48
Development Charges from Non- Residential Development 0.24 0.24
Total Development Charges 1.26 1.72
Based on the recommendations of the Working Group on Urban Transport for 12 th Five Year Plan, as
mentioned in Table 11-16, a total investment of INR 1.46 Lakh Crores will be required for Urban Transport by
the horizon period upto 2041. Including other infrastructure, the overall urban infrastructure investment
requirement is INR 1.76 Lakh Crores. It can be observed that the preliminary estimates of likely revenue
through the levy of development charges is approximately matches with the amount required for the
development of transport and other urban infrastructure.
It is pertinent to mention here that, the above described investment needs and sources of funding are
preliminary and needs further discussions and deliberation. Accordingly, the investment needs and sources of
funding shall be updated during the course of the study when we firm up short and medium term investment
strategy.
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12FORMULATION OF LONG TERM TRANSPORT
STRATEGY
12.1 CURRENT TRANSPORT SCENARIO IN HMA
12.1.1 Transport Network: Base Year
For base year (2011) as well as horizon period (up to 2041) transport network analysis, inventory of existing
transport network is the primary input. Moreover, for analysing the performance of the present transport
network, existing transport network inventory is required. As part of the CTS study, road network inventory
surveys (covering about 4,900 km) have been carried out. This chapter covers, collection and processing of
road network data covering the aspects of Carriage way link homogeneity, available road facilities, road
friction (usage or mis-usage), and traffic movement characteristics. This will give first hand feel of road supply
characteristics of the study area.
Overall arterial road length with 4 lanes divided or more carriageway configuration is only 15% in the HMA in
which Rest of GHMC has high contribution. Area wise percentage distribution of road lengths the three
sections of HMA as per carriageway widths by no of lanes is summarised in Table 12-1.
Table 12-1: Area wise distribution by No. of Lanes
Lanes MCH Rest of GHMC Rest of HMA HMA
Single Lane 10% 11% 56% 45%
Two Lanes Undivided 42% 46% 31% 34%
Three Lanes and More Undivided 25% 10% 2% 6%
Four Lane Divided 13% 19% 6% 8%
Six Lane Divided 6% 9% 2% 4%
Eight Lane and Above Divided 3% 5% 2% 3%
Total 100% 100% 100% 100%
Total length in km 582 660 3,674 4,916
Road Formation Width higher than 30m is available for only 4% links in overall HMA. Both MCH and Rest of
GHMC have 6% each. Area wise percentage distribution by observed formation width is summarised in Table
12-2.
Table 12-2: Area wise distribution by Observed Formation Width
Formation width MCH Rest of GHMC Rest of HMA HMA
Formation width (0 to 15m) 60% 63% 89% 82%
Formation width (15 to 30m) 35% 31% 9% 15%
Formation width (>30m) 6% 6% 3% 4%
Grand Total 100% 100% 100% 100%
Divided carriageway configuration is available for only 16% of the road length in the HMA in which Rest of
GHMC has high contribution. Area wise percentage distribution by no of lanes is summarised in Table 12-3.
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Table 12-3: Area wise Distribution by Carriageway Category

Carriageway MCH Rest of GHMC Rest of HMA HMA
Divided 27% 35% 11% 16%
Un-divided 73% 65% 89% 84%
Grand Total 100% 100% 100% 100%
Footpath is available for only 8% of the road length in the HMA in which MCH has high contribution. Area wise
percentage distribution by no of lanes is summarised in Table 12-4.
Table 12-4: Area wise distribution by Availability of Footpaths
Footpath Availability MCH Rest of GHMC Rest of HMA HMA
Footpath 44% 12% 1% 8%
No Footpath 56% 88% 99% 92%
Grand Total 100% 100% 100% 100%
12.1.1.1 Public Transport Network Inventory
APSRTC Routes:
The APSRTC operates point to point bus services which connect all places within the city, with a very good
frequency. It has a very high dense network in the city. There are more than 1,200 bus stops and 24 bus
depots present in the study area as shown in the Table 12-5.
Table 12-5 List of Depots & Number of Buses Operated from each Depot
S.No. Depot Name Depot Code No. of Buses
1 BHEL BHEL 125
2 Barkathpura BKP 132
3 Contonment CNT 182
4 Dilsuknagar DSNR 175
5 Falaknama FM 162
6 HCU HCU 131
7 Hakimpet HPT 156
8 Hayathnagar-1 HYT-1 155
9 Hayathnagar-2 HYT-2 114
10 Ibrahimpatnam IBP 139
11 Jeedimatla JDM 172
12 Kacheguda KG 191
13 Kukatpally KP 155
14 Medchel MDCL 125
15 Midhani MDN 147
16 Mehdhipatnam MP 190
17 Musheerabad-1 MSRD-1 106
18 Musheerabad-2 MSRD-2 127
19 Miyapur-1 MYP-1 134
20 Miyapur-2 MYP-2 134
21 Rajendranagar RJNR 166
22 Ranigunj-1 RNG-1 160
23 Ranigunj-2 RNG-2 168
24 Uppal UPL 208
Total 3654
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A total number of 776 bus routes are playing on the road for public transport (other than hired/ company/
institution Buses) with 1207 bus stops. All the bus stops are been identified and geo-coded as shown in the
following Figure 12-1.
Figure 12-1 Bus Stop Locations in HMA
The total trips performed by these 776 routes per day are about 44,000. A snap shot of geo-coded bus route
network with its route number are presented in Figure 12-2.
Figure 12-2 Bus Route Coding
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APSRTC is operating services for organisation and as well as institutes. And also State government is providing
services through SETWIN (is a private organisation running for public transportation). As of now SETWIN is
running 100 buses within the city limits. As of now terminal/ depot for these minibuses is at Mir Alam tank.
Public transport network is spread over 2,400 km in the study area. The Public Transport Network covers
about 70% of the identified road network in the GHMC area.
Figure 12-3 APSRTC Bus Routes in HMA
Rail Network:
HMA is served by South Central Railway (SCR). A total track length in HMA is approximately 394 km. The detail
of route and network characteristics of each line is presented in the Table 12-6. Presently line no. 1, 3, 6 and
7-1 are operating MMTS services. And line 5 and 7 are operating suburban train services. HMA rail network is
shown in Figure 12-4.
Table 12-6 Railway Track Details within the Study Area
Line Route Track
Line Configuration Diesel(DL)/
Route Towards Length Length
No From To (No. of Lines) Electrical(EL)
(km) (km)
1 Hyderabad Secunderabad 9.46 18.92 2 EL
2 Secunderabad Raigir Warangal 51.84 103.68 2 EL
3 Kacheguda Secunderabad Warangal 7.36 14.72 2 EL
4 Bibinagar Nagireddipally Guntur 9.44 9.44 1 DL
5* Secunderabad Manoharabad Nizambad 40.96 54.81 2/1 DL
5-1 Secunderabad Bollaram 13.85 27.70 2 DL
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Line Route Track

Line Configuration Diesel(DL)/
Route Towards Length Length
No From To (No. of Lines) Electrical(EL)
(km) (km)
5-2 Bollaram Manoharabad 27.11 27.11 1 DL
6 Secunderabad Ravulapally Vikarabad (Wadi) 59.51 119.02 2 EL
7* Secunderabad Shadnagar Bangaloor 59.06 73.60 2/1 DL
7-1 Secunderabad Falaknama 14.54 29.08 2 EL
7-2 Falaknama Shadnagar 44.52 44.52 1 DL
Figure 12-4 Rail network in HMA
Further, rail network in HMA is operated by two separate divisions under SCR. Tracks running from east to
west are operated by Secunderabad division and tracks running from north to south are operated by
Hyderabad division. Secunderabad station is highly loaded among the three major terminal stations.
Intercity train originating/destining is distributed according to their route direction. Most of the trains arriving
from Bangalore route are accommodated at Kacheguda terminal station; trains arriving from the Wadi route
are accommodated at Hyderabad terminal station; and remaining Nizamabad route and Kazipet route trains
are accommodated at Secunderabad terminal station.
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MMTS Routes:
A total of 9 MMTS routes are operating in HMA area. Summary of MMTS routes operated by SCR in HMA are
presented in Table 12-7.
Table 12-7 List of MMTS routes operating in HMA
S. No. Direction Service Provider No of Stops Route Length in km Scheduled Trains / Day
1 Falaknuma to Lingampally MMTS 22 38 28
2 Lingampally to Falaknuma MMTS 22 38 30
3 Hyderabad to Lingampally MMTS 13 24 26
4 Lingampally to Hyderabad MMTS 13 24 23
5 Falaknuma to Hyderabad MMTS 17 24 5
6 Hyderabad to Falaknuma MMTS 17 24 3
7 Falaknuma to Secunderabad MMTS 11 15 2
8 Secunderabad to Falaknuma MMTS 11 15 2
9 Lingampally to Secunderabad MMTS 12 23 1
Total 121
Figure 12-5 MMTS Route Network in HMA
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Suburban Train Routes:
A total of 14 Suburban routes are operating in HMA area. Summary of Suburban routes operated by SCR in
HMA are presented in Table 12-8.
Table 12-8 List of Suburban routes operating in HMA
Service Route Length in Scheduled Trains
S. No. Direction No of Stops
Provider km / Day
1 Secunderabad to Bolaram Sub-urban 11 14 4
2 Bolaram to Secunderabad Sub-urban 11 14 8
3 Secunderabad to Manoharabad Sub-urban 17 41 4
4 Manoharabad to Secunderabad Sub-urban 17 41 4
5 Lalaguda Gate to Bolaram Sub-urban 10 11 1
6 Malkajgiri to Bolaram Sub-urban 9 10 1
7 Medchal to Falaknuma Sub-urban 24 41 2
8 Falaknuma to Medchal Sub-urban 24 41 1
9 Medchal to Secunderabad Sub-urban 14 28 5
10 Secunderabad to Medchal Sub-urban 14 28 5
11 Umdanagar to Falaknuma Sub-urban 4 14 4
12 Falaknuma to Umdanagar Sub-urban 4 14 5
13 Umdanagar to Secunderabad Sub-urban 14 29 3
14 Secunderabad to Umdanagar Sub-urban 14 29 4
Total 51
Figure 12-6 Suburban Route Network in HMA
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12.1.2 Travel Patterns: Base Year
Traffic flow and travel patterns are inherently related. Travel patterns may be qualified by the purpose of
travel, the time of travel, the modes of transportation used, and spatial movement pattern of those trips. The
traffic volume/flow depends on the number of people that wish to travel, the number of trips per person and
the distance travelled per trip. This information provides insight on how our transportation system is being
used.
Spatial travel pattern (travel desires) indicates the interaction between residential locations and the activity
locations. From the transportation planning perspective, the spatial movements that differ in terms of travel
characteristics needs to be segregated. Literature suggests following four categories of travel patterns.
 Internal to Internal
 Internal to External
 External to Internal
 External to External
To understand the traffic flow patterns four levels of spatial aggregations are adopted at different stages of
the study.
 Zone grouping –A/Traffic Analysis Zones: These are the elemental category and all other groupings are formed by
combining these TAZs.
 Zone grouping-B/Super Zones: 193 super zones are formed by combining 695 TAZs to have better control over the
strategic model development.
 Zone Grouping-C/Clusters: 21 clusters are formed by grouping 695 TAZs to establish the control totals of various
planning parameters like development, population and employment.
 Zone Grouping-D/Screen Clusters: To understand the traffic desire patterns 695 TAZs are grouped into 7 clusters
formed between the screen lines.
Figure 12-7: Zone Groupings
The spatial location of these zone systems are shown in Figure 12-8 to Figure 12-11. Travel and traffic
characteristics observed in various primary surveys (such as Outer Cordon OD Surveys, Screen Line OD
Surveys, Inner Cordon OD Surveys, user surveys, etc) is presented in detail in the respective section of analysis
of “Data Compilation and Statistical Analysis” Report submitted earlier. The details relevant to travel demand
modelling in brief are summarised in the following sections.
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Figure 12-8: TAZ Map Figure 12-9: Super Zone Map
N-S: Screen
Line
E-W: Screen
Line
Musi:
Screen Line
Figure 12-10: Cluster Map Figure 12-11: Screen Cluster Map
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12.1.2.1 Internal Passenger Travel Desires
Passenger internal travel desires are generated from the household interview survey results. HMA for HIS
purpose was divided in to four broad areas (Figure 12-12) namely Erstwhile Municipal Corporation of
Hyderabad (MCH), Rest of Greater Hyderabad Municipal Corporation (RoGHMC), Rest of Hyderabad
Metropolitan Area (RoHMA) and Secunderabad Cantonment Board along with Osmania University (SCB+OU).
The travel patterns revealed in the Household Survey are summarised as an OD matrix of 4X4 cells.
Table 12-9 and Table 12-10 provide a percentage break-up of the total travel demand by various modes in the
form of an OD matrix including walk and excluding walk modes respectively.
Figure 12-12: Subareas in HMA
Almost 65% of travel demand is performed within GHMC area. Since GHMC houses similar share of
population, it is considered as consistent pattern. This trend is common to the travel demand including as
well as excluding walk.
Overall, about 73% of the total travel demand (including walk) is confined to the subarea while rest of the 27%
crosses subareas. Major share of this demand attracted or produced in GHMC from other areas. However the
travel patterns indicate that the trips are passing through MCH area.
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Table 12-9: Two-way inter-regional OD Matrix (including Walk)

Erstwhile MCH 26.0%
RoGHMC 14.8% 24.0%
SCB+OU 1.2% 1.1% 0.9%
RoHMA 3.5% 5.8% 0.3% 21.8%
External 0.0% 0.1% 0.0% 0.5% 0.0%
Erstwhile MCH RoGHMC SCB+OU RoHMA External
On the other hand, if only motorized travel demand is considered, share of demand across sub-regions
increases from 27% to about 38%. This is despite the fact that GHMC still maintains its 62% share consistent
with the population. The increase is mostly due the demand to/from GHMC from other areas.
Table 12-10: Two-way inter-regional OD Matrix (excluding Walk)
Erstwhile MCH 26.4%
RoGHMC 21.0% 22.4%
SCB+OU 1.5% 1.4% 0.5%
RoHMA 5.1% 7.9% 0.3% 12.9%
External 0.1% 0.1% 0.0% 0.4% 0.0%
Erstwhile MCH RoGHMC SCB+OU RoHMA External
Mode wise Travel Desire Pattern
Geographic spread of the travel desires for the base year (2011) are plotted for each mode over the HMA and
shown in Figure 12-13 to Figure 12-19. From the figures it can be seen that the travel by private modes (two
wheeler and cars) are criss crossing the study area through the core area. However the peripheral travel by
buses is also very pronounced in the study area. The IPT trips are more directed towards the core area and
they serve the fringe areas in greater measure.
Figure 12-13: Travel Desire Pattern: NMT Trips in HMA 2011
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Figure 12-14: Travel Desire Pattern: Auto Rickshaw Trips in HMA 2011
Figure 12-15: Travel Desire Pattern: IPT Trips in HMA 2011
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Figure 12-16: Travel Desire Pattern: Two Wheeler Trips in HMA 2011
Figure 12-17: Travel Desire Pattern: Car Trips in HMA 2011
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Figure 12-18: Travel Desire Pattern: Bus Trips in HMA 2011
Figure 12-19: Travel Desire Pattern: MMTS/Suburban Trips in HMA 2011
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12.1.2.2 External Passenger Vehicular Traffic
From the OD survey data recorded at the outer cordon points, broad travel patterns of the traffic crossing the
survey points were analysed. The travel patterns are classified as Inbound (E-I), Outbound (I-E) and through
traffic (E-E). Inbound traffic is the one having origin outside (External) the study area and destination within
the study area (Internal). Outbound traffic is the one having origin within the study (Internal) area and
destination outside the study area (External). Through traffic is the one having both origin and destination
outside the study area (External to External). Figure 12-20 and Figure 12-21 presents the inbound, outbound,
and through passenger traffic and person trips respectively at the outer cordon locations of the study area.
Figure 12-20: Travel Desire: Passenger Vehicles at Figure 12-21: Travel Desire: Person Trips at Outer
Outer Cordon Cordon
Figure 12-22 to Figure 12-23 show the desire line diagram of passenger vehicles (excepting buses) and bus
trips respectively observed at the outer cordon locations.
Figure 12-22: Travel Desire: Passenger Vehicle Figure 12-23: Travel Desire: Bus Trips at Outer Cordon
(excepting Buses) Trips at Outer Cordon
The salient observations are:
 All the Radial Roads and Inner Ring Road are predominantly used by external traffic
 MGBS and Jubilee Bus Stand (JBS) are two bus terminals which attract major intercity APSRTC buses. Private buses
are generally scattered as far as their trip ends within the study area are concerned. It can also be seen that bus trips
bypassing to study area are very less in number.
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12.1.3 Internal Traffic from Screen Line Surveys
From the OD survey data recorded at the screen line locations and Inner Cordon locations, broad travel
patterns of the traffic crossing the survey points were analysed. The interaction between the 7 screen clusters
for passenger vehicles and passer trips separately for private vehicles and for buses is presented in Figure
12-24 to Figure 12-27.
Figure 12-24: Trip Interaction among Various Regions- Figure 12-25: Trip Interaction among Various Regions-
Passenger Vehicles Person Trips
Bus Vehicles Person Trips-Bus
It is observed that, MCH is being the core area, and located in centre of the developments is
generating/attracting high degree of interaction for the traffic moving from one screen cluster to other.
12.1.4 Goods Vehicle Travel Desires
External Goods Vehicular Traffic
As explained above, from the outer cordon road side interview survey, inbound, outbound and through traffic
observed for goods vehicles is shown in Figure 12-28 and Figure 12-29.
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Figure 12-28: Travel Desire: Goods Vehicles at Outer Figure 12-29: Travel Desire: Tonnage Trips at Outer
Cordon Cordon
Figure 12-30 presents interaction of HMA with respect to goods vehicle trips. It is observed that about 25% of
the goods vehicles are through in nature.
Figure 12-30: Travel Desire: Goods Vehicle Trips at Outer Cordon
Internal Goods Vehicular Traffic
Interaction between the 7 screen clusters for goods vehicles observed from road side interview survey
conducted at 13 screen line/ inner cordon survey locations is presented in Figure 12-31 and Figure 12-32.
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Goods Vehicles Goods Tonnage
Further internal goods movement pattern is evolved from the goods operator survey. A total of 350 goods
operators were interviewed covering 1000 freight trip details at different goods focal point areas. These trips
include both internal movement trips and external movement trips. The geographic spread of trips made
from/to goods focal points within HMA are presented in Figure 12-33.
Figure 12-33: Travel Pattern of Goods Vehicles from Operator

Surveys
12.1.5 Service Level Benchmark of Urban Transport in HMA
The transport system in any city plays a very important role in improving the standard of living of the
residents. In order to guide the local city governments, the Ministry of Urban Development (MoUD),
Government of India (GOI) has identified certain parameters which describe the performance of urban
transport system and determines the shortfall if any and help the local city governments to focuses and take
appropriate actions in improving the performance of the transport system in the city.
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In Indian cities the transport systems are primarily road based. But in a few cities like Mumbai, Kolkata and
Chennai the rail based systems also plays measurable role in meeting the transportation needs of the
residents. Keeping in mind the variety of transport systems that operate in Indian cities the Government of
India through the Ministry of Urban Development has identified ten primary parameters for gauging the
performance levels or the satisfaction levels of urban transport system in Indian cities to assist the city
government. The MoUD has attempted to describe the performance of the systems in terms of Service Level
Benchmark (SLB) by quantifying the ten parameters described below.
The ten parameters are as follows

1. Public Transport Facilities
2. Pedestrian Infrastructure Facilities
3. Non-Motorised Transport (NMT) facilities
4. Level of usage of Integrated Transport System (ITS) facilities
5. Travel Speed (Motorised and Mass Transit) along major corridors
6. Availability of Parking Spaces
7. Road Safety
8. Pollution Levels
9. Integrated Land Use Transport System
10. Financial Sustainability of Public Transport
Public Transport:
The Service Level Benchmarking relating to Public Transport facilities are quantified in terms of
a) Percentage of Public Transport (Mass transport) vehicles available in the city
b) Availability of public transport per unit of population (1000 residents)
c) The density of public transport system per unit area in terms of kms of road carrying/serving public transport
system
d) The average time of waiting by commuters at the stops of the Public Transport.
e) The proportion of public transport vehicle conforming to the urban bus specification
Pedestrian Infrastructure Facilities
The pedestrian movements in the city are very critical. They describe the quality of life in the city. Hence the
pedestrian infrastructure facilities are very critical for urban transport system.
The SLBs relating to pedestrian infrastructure facilities are described / measured by
a) Delay experienced by the pedestrian at the road intersections for crossing the street/roads
b) The road lighting standards that would provide safety and visibility to the pedestrian
c) The extent of footpath/sidewalks available for the use of pedestrian
Non-Motorised Transport (NMT) Facilities
Non-motorized transport (NMT) is eco-friendly but their operation in tandem with the motorised transport
puts them to hazardous situation. Therefore the availability of exclusive network for NMT is critical for better
standard of living in cities.
The Service level of NMT facilities are measured in terms of

a) The proportion of dedicated network provided for the exclusive use of NMT
b) The proportion of NMT path / tracks free of encroachments
c) Parking facilities for NMT provided at various location like mass transport terminals, workplace shopping
centres, schools, etc.
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The use / application of Intelligent Transport System (ITS)
The performance of transport system can be enhanced greatly by the application of ITS. ITS application varies
widely depending upon the requirements. The MoUD has identified the following application for appreciating
the use of ITS in improving the urban system.
a) Available of Traffic Surveillance System like Cameras, CCTVs and Variable Message Signs
b) Passenger Information System (PIS) for providing the information to traveller by different modes
c) Global Positioning System (GPS)/ General Pocket Radio Service (GPRS)
d) Synchronization of Signals to increase the efficiency of traffic movements
e) Integrating Ticketing System for effecting seamless traffic among different public modes of transport
Travel Speed
The speed at which the commuters can perform the journey by modes of travel they have chosen will directly
reflects the performance of the transport system. To evaluate the performance in terms of travel speed in a
city the following are suggested.
a) Travel Speed of Individual modes of travel like two wheeler, four wheeler and IPT modes like Auto rickshaws and
taxies
b) Travel Speed of Public mode of transport like buses and trains
Parking Facilities
Parking is very important requirement in a transportation system of any city. Parking requirement relates to
the private modes as well as public modes of transport. Majority of the vehicle particularly private modes are
parked for more than 80% of time either at the residence or at the place of work. In the absence of proper
parking places there will be tendency for these vehicles to occupy the Carriageway for parking. Therefore, the
availability of parking spaces indicates / contributes to the performance of the transport system.
MoUD has identified the following parameters to describe the Service Levels for parking facilities.
a) Availability of public parking places either free or paid
b) The variation in parking charges for efficiently managing the parking facilities
Road Safety
Road traffic safety is very important element in the performance of Urban Traffic System. Nearly, 60% of the
road traffic casualties in cities are pedestrians and non-motorised transport. The safety performance of urban
transport system is gauged by
a) Fatality rate for unit of population (lakh)
b) Proportion of fatal accidents involving pedestrian and NMT (variable level)
Pollution Levels
Urban Transport System is a major contributor to environmental pollution. The performance of Urban
Transport is measured / gauged by the presence of pollutants like SO2, Oxide of Nitrogen, SPM and RSPM in
the atmosphere. The Service Level Benchmark has been identified with respect to these pollutants. The
transport systems should not contribute to pollutions levels greater than the specified values.
Integrated Land Use Systems
The Land Use and Transport are interrelated and the spatial separation of land use generates the traffic flow.
If the Land Use and transport system are properly integrated the demand for transport can be reduced
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greatly. Therefore, the distribution of Land Use under various activities and transport system connecting the
activity should be considered together.
The following parameters are considered to describe the land use transport integration in any city.
a) Population Density - Gross (Persons/ Developed area in hectare)
b) Mixed Land Use on Major Transit Corridors/ Network (% area under non-residential use)
c) Intensity of Development - City wide (FSI)
d) Intensity of development along transit corridor (FSI transit corridor/ FSI)
e) Clear pattern and completeness of the network
f) Percentage area under roads
g) Percentage network having exclusive ROW for Transit network
Public Transport System- Sustainability
Generally public transport system in urban area operates under sub-optimal condition making LoSses in terms
of finances. To ensure the sustainability of operations by public transport system revenue must be maximised.
The financial sustainability of public transport system is assessed with respect to
a) Non Fare Revenue
b) Staff to bus ratio
Operating ratio described by revenue to cost proportion
Performance Report Card:

An attempt has been made to determine the Service Level Benchmarks (SLBs) of the urban transport system
of HMA. The HMA extends over 7200 Sqkm of which 10% of the area is highly urbanised and included in the
jurisdiction of Greater Municipal Corporation of Hyderabad. Over a period of time the transport systems have
evolved with not much scientific planning and development. However, the transport system are found to be
inefficient and the traffic problems are very visible by way of choked roads with traffic, high rate of fatalities
on the roads, inadequately managed transport infrastructure. As a part of the Comprehensive Transport
Studies commissioned by HMDA, studies have been conducted to measure the magnitude of travel demand
and the availability and performance of transport systems in HMA.
The findings of study have been moulded and expressed in the form of SLBs and suggested by Ministry of
Urban Development (MoUD) and Government of India and presented in the forgoing sections. The findings
indicate that considerable improvement will have to be made in the transport systems to bring them to meet
the desirable Service Levels. Below are listed the observed Service Level Benchmarks. Detailed calculations
are presented in Annexure 11-3.
Table 12-11: Service Level Benchmarks in HMA
Sl.
Service Level Benchmark LoS Remarks
No.
Public Transport Facilities The city has public transport system which may need considerable improvements in terms
of supply of buses/ coaches and coverage as many parts of the city are not served by it.
1 2
The frequencies of the services available need improvements. The system provided is
comfortable but not adequate.
Pedestrian Infrastructure The city has pedestrian facilities which may need some improvements in terms of controls
Facilities at intersections, on footpaths, and street lightings. Some parts of the city are not
provided with footpaths / sidewalks. The footpath available need improvements to have
2 2
better comforts. Many of the major roads have large commercial establishments located
adjacent to them. This generate heavy pedestrian volumes and they are not adequately
provided with facilities.
Non-Motorised Transport The city has NMT facilities which may need considerable improvements as many parts of
3 3
(NMT) facilities the city are not served by it.
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Sl.
Service Level Benchmark LoS Remarks
No.
Level of usage of Intelligent The city lacks adequate ITS facilities. At present surveillance cameras are used at 54
4 Transport System (ITS) 4 intersections to observe the traffic operations. Communication to the field staff of Traffic
facilities Police needs to be introduced.
Travel Speed (Motorised and Travel Speeds are very low for the reasons like absence of defined functions of the major
5 Mass Transit) along major 2 roads and mixed nature of traffic. Roadside developments interfere with the traffic
corridors operations.
Availability of Parking Spaces Paid parking spaces are available in the city and the demand is well managed by
6 2 incorporating differential parking rates for the CBD. However substantial improvements
are required to meet the growing needs.
Road Safety Fatality rate is very high. More traffic controls devices are required to be installed and
7 4
monitored.
8 Pollution Levels 1 Level of pollution in a city is reported to be within prescribed limits.
Integrated Land Use Inconsistency in the city structure and public transport system leading to lesser ridership
9 4
Transport System and high dependence on personalised motor vehicles
Financial Sustainability of The public transport of a city is financially sustainable. Improvements are required to
10 2
Public Transport better manage the staff.
12.2 CONCEPTUALISING TRANSPORTATION PLAN– SOME KEY CONSIDERATIONS

12.2.1 Need for Vision and Practical Strategy
The comprehensive transportation study for the HMA attempts to measure and analyse the region over the
last 20 years, particularly how the metropolitan area is functioning presently from a transportation and land
use perspective. The study objectives require that an assessment of transportation demand and land use be
made for, what is termed as, the short (10 year), medium (20 year) and long (30 year) term time frames.
Twenty years ago the population of the region was 5.8 million, which is now (2011) about 9.4 million; it is
expected to grow to 19.5 million by 2041. Over the last 10 years, the number of cars and two wheelers
increased from 0.80 million to over 2.5 million and is expected to reach 9.9 million by 2041 (estimated based
on trend). While the travel demands have been growing exponentially, investment for the expansion of
transportation infrastructure has not kept pace with it with the deteriorating levels of service.
In the next 30 years HMA simply cannot repeat its last quarter century- the social and economic losses and
environmental impacts will be too great. Unfortunately, the Region has to deal with a legend of neglect and
cumulative deficits, while at the same time, accommodating huge growth. This requires focused
determination, perseverance and commitment from all public agencies, private sector and the public at large.
Fortunately there exists a great spirit of optimism and confidence, that India in general and Hyderabad in
particular, have entered into an era of sustained economic growth, and that with efficient planning and
management, these transportation challenges can be met. Some have suggested that the present institutional
capacity to deliver transportation improvements is more of a constraint than actual funding/resource
availability to implement the projects.
One note of caution while forecasting scenarios, can be well reflected through the statement made by a writer
in the 1800’s - “no matter how carefully you measure the behavioural characteristics of people today, the
assumption that this will still hold in the future is by no means certain”. However, people have a tendency to
respond more quickly to change than we would ever expect. Another more recent saying perhaps
encapsulates the challenge in Mumbai “The best way to predict the future is to invent it yourself”. In many
respects this is one of the goals of the CTS for HMA study.
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12.2.2 Balanced Transportation
Unless the supply of fuel to power private modes is exhausted, the continued growth in private travel appears
inevitable. Many people in HMA enjoy the freedom and comfort of private transport and the automobile and
oil industries are powerful forces in promoting private travel. The key to long term transportation strategy
should be “to achieve balanced, integrated and sustainable public/private transportation systems to meet the
aspirations of the public for freedom and convenience of travel”.
This strategy may be viewed as being in conflict with a “Public Transport First Policy” but it is the conflicting
nature of goals and objectives for large and complex urban regions that poses challenge. This aspect needs a
balancing and harmonious management approach to trade-off the positives and negatives. For instance, it is
likely to translate into differently balanced transport systems in the older and more dense/congested areas of
the Region compared to the outer areas which can be designed for higher levels of private vehicle ownership.
This will enable individuals to make their choice on the living and working lifestyles that best suits their values
and aspirations. Providing choices is one of the objectives of CTS for HMA study. The key question is, however,
how much choice can society afford in urban transportation?
12.2.3 Need for Hierarchical Transport Network
The inventory of road network collected for the base year (2011) indicate that, there is clear absence of
hierarchical system of road system to cater for the varied travel needs. High traffic volumes have been
observed on local streets compared to arterial roads in number of locations. In some locations continuity of
corridors is absent. There is a need for hierarchical road system so that, traffic operating conditions can be
improved.
Keeping in view the main requirement of encouraging mass transit system, the existing railway network is to
be exploited to introduce as many suburban services/ MMTS as feasible, without affecting the regional rail
requirements. The estimated flows indicate that suburban/ MMTS system alone cannot satisfy the total public
transit demand. For this purpose Metro systems need be introduced on all those areas, which have not been
catered to so far. Besides, it is also necessary to supplement the public transport with Bus transit, on lanes
reserved for them to increase their carrying capacity and productivity. The approach is to make use of the
proposed higher order highway network to accommodate lower capacity transit technologies/ systems like
Bus Rapid Transport System (BRTS), Exclusive Bus Lanes (EBL) and Light rail.
Fully access controlled freeway system (higher order road transport network) for long distance inter-city and
sub-regional traffic, major arterial system for intra city and intra sub-regions traffic, and sub arterials and local
road network for neighbourhood requirements are also needed.
Transport network for the horizon year (2041) travel needs has been conceptualized keeping in mind all the
above discussed aspects contextual to HMA, so that the proposed transport network is resilient to the various
growth scenarios.
The type of network evolved is in accordance with the policies of NUTP to satisfy short distance as well as long
distance needs, such as given under:
(a) Exploiting suburban/MMTS Rail systems to the available extent, since they are the most extensively used system for
commuting purposes;
(b) Making use of the already committed Rail, Metro, and other projects to develop new extensions;
(c) Developing alternative Mass Transit corridors in areas not accessible by suburban/MMTS rail system in the form of
Metro rail (mostly on at-grade);
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(d) Designating BRTS on Expressway network for regional interconnections;

(e) Developing major arterial system to supplement Expressway system in serving sub regional level activities;
(f) Identifying road corridor which can act as by–passes for Regional traffic; and
(g) Identifying potential Truck corridors within Region.
In addition there is a need to provide access to Bus, Rail, Port and Airport terminals. The proposed network
system has been suitably integrated to achieve this objective.
12.2.4 Conceptualising Future Transport Plans
Planning for an urban region, which in the next 30 years needs to double its living and working floor space
along with the infrastructure to support such growth, requires a combination of insight, perception,
knowledge, fortitude, faith, realism, vision, creativity and imagination. An appreciation of the risks and
benefits of decisions that need to be taken now and how the planning can respond to changing circumstances
that will inevitably happen. If the forecasts and expectations used in CTS for HMA study are not realized, there
is a good probability that the errors will be in time rather than in quantity. To repeat an earlier statement, we
are in a phase of reinventing Hyderabad and conceptualizing the future or, more correctly, the futures, which
is a key part of that process.
The strategic transportation network, that is needed to accommodate land development strategies, is often
an initial, critical and judgmental step in the transport planning process. Typically, the development of
transport networks includes an assessment of various transportation proposals that are on the “drawing
board” or are contained in various historical studies and reports, or are sanctioned. Many of these projects
reflect considerable intellectual capital and knowledge, extending back many years. The 30 year time frame
for CTS study and the assessment of the population growth of the region to 19.5 million does, however,
contemplate horizons that have not been examined in previous transport or land-use planning studies. It has,
therefore, been considered appropriate to “blue sky” transport concept plans that, at the very least, replicate
the existing transportation services available to the citizens of the region. Such a constrained option would,
however, not achieve the necessary improvements to the level and quality of service provided by the existing
transport facilities, which are so clearly inadequate. Therefore, it has been considered necessary to seek long
term transport strategies that achieve quantum improvements in service levels, if Hyderabad is to realize the
goal of transforming the Hyderabad urban conurbation into a world class city with a vibrant economy. As
already stated, this vision forms the basis for conceptualising regional development and related transportation
strategies. Figure 12-34 illustrates a few of the major developments and opportunities for greenfield
expansion that have been considered in previous studies and in this CTS as well. There are many other
projects and wide ranging urban redevelopment intensifications that are taking place or being planned
throughout the HMA. These are adding to urban travel demands and have been provided for in the demand
forecasting process. A reasonable starting benchmark for whole of the region might be maintaining of a
similar level of transport service, which is currently being planned in the Greater Hyderabad through the on-
going Phase I metro network. A further consideration in conceptualizing long term transport plan for HMA is
the scale and balance of transport networks that have been built in large successful urban communities across
the world.
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Figure 12-34: Major Developments and Opportunities for Greenfield Expansion
12.3 TRANSPORT NETWORK AND SYSTEMS FOR EVALUATION

12.3.1 Base Year (2011) Transport Network
The base year transport network (Road/ Highway and sub-urban rail/MMTS) of the study area has been
developed based on the road and rail network inventory surveys. A road network of around 4,900 km and sub-
urban rail/ MMTS network of around 100 km (54 km of suburban and 46 km of MMTS) has been considered
for the base year transport network.
The surveyed network is described in terms of nodes and links. In case of rail network, stations form the
nodes. However, several ornamental nodes are introduced between two railway stations to retain the
approximate alignment of the network. In case of highway network, intersections (both major and minor) and
bus stops form the regular nodes. However, to replicate the ground reality, several ornamental nodes are
introduced. The details of node coding used in developing the transport network are presented in Chapter 2 of
this report.
The latest data (Year 2010-11) on bus routes, frequencies, fare, etc., operated by APSRTC in the study area
have been collected from the APSRTC and coded in the base year transport network. Similarly, information on
line-wise frequency of trains, fares, etc., on Suburban and MMTS has been compiled from latest railway time
tables.
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12.3.2 Committed/Approved/Programmed/Planned Projects
Starting point for developing the horizon year (2041) transport network is the base year (2011) transport
network. In HMA, the planning authorities are active in planning the required transport network for future
demands. Several studies have been carried out for identifying and prioritizing the transport corridors in HMA.
The major projects which are under active implementation/ progress are as follows:
a) Capacity enhancements to sub-urban rail/ MMTS;
b) Phase I Metro system under construction (72 km) proposals in Greater Hyderabad;
c) Phase II MMTS corridors (55 km); and
d) Ongoing construction of ORR and some radial roads.
12.3.3 Conceptual Transit and Highway Networks
Prima facie, existing transport network of HMA, even with additional capacity from committed transport
projects as discussed above is not sufficient to satisfy the horizon year travel demand. In addition, there are
now major development projects under active consideration like growth centres, townships, etc. These need
to be connected with fast and mast transport linkages. Hence, in addition to the above, as part of CTS study
Metro system has been extended in to the region, higher order road transport network and major arterial
roads have been proposed to satisfy the horizon period travel demand, including that of new greenfield land
developments, intensification of existing urban areas, connectivity to major development initiatives such as
the Hi-tech City, International airport in Shamshabad, proposed growth centres, etc. Conceptual metro and
higher order highway expansions are presented in Figure 12-35.
Figure 12-35: Conceptual Progressive Expansion of Transit Network and Higher Order Highway Corridors
Conceptual progressive expansion of transit network is shown in Figure 12-36. Prime catchment areas (which
are located within 1 km on either side of transit lines) for the proposed transit corridors is shown in Figure
12-38 which illustrates promotion of transit oriented development and accessibility by NMT modes. In the
peripheral areas, local centres have been proposed basically along the radial road corridors (Figure 12-39).
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Figure 12-36: Conceptual Progressive Expansion of Transit Network
Figure 12-37: Longer Term Transit Oriented Growth Centres and Prime Catchment Areas
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Figure 12-38: Longer Term Transit Oriented Growth Centres and Peripheral Road Focussed Local Centres
HMDA has implemented the Outer Ring Road (ORR) which is about 160 km length and this is expected to
function as bypass of the inter-city traffic in short and medium term and in the long term it would act as
bypass for sub-regional movements within HMA in addition to acting as a bypass for inter-city traffic. A need
for intermediate ring road in between inner ring road and outer ring road is felt, which needs to be taken into
consideration while developing the transport network for the horizon year. Further, along with the objective
of comfortable travel by public transport (MMTS/Train, metro and bus), there exists a need for extending the
MMTS rail and metro system in the rest of the region and proposing a higher order road network on which
dedicated bus operations can be carried out. Access controlled higher order transport network, along with
supporting arterial system which links it to the major commercial and residential areas, also help in more
efficient movement of private and goods vehicles. Figure 12-39 present the conceptual Multi-modal and
arterial hierarchical network concept within ORR and Figure 12-40 presents long term road network concept
plan for HMA.
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Figure 12-39: Longer Term Multi-Modal and Arterial Hierarchical Network Concept
Figure 12-40: Longer Term Road Network Concept Plan
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As already discussed in the previous sections, transport network for the horizon year 2041 travel needs, has
been prepared keeping in mind several basic and functional aspects so that the proposed transport network is
resilient to the various growth scenarios.
12.4 LANDUSE STRATEGY
12.4.1 Base Year Landuse
Transport and land use are interdependent. Given the state of the art of travel demand forecasting, to start
with urban traffic is seen as a function of Land use. It has been observed that different land uses generate
different amounts and kinds of traffic. A spread out land use pattern further increase the demand for
transportation because of greater travel distances encouraging more personalised modes leaving other modes
at disadvantage. Conversely, a higher density (population or employment per unit of area) reduces travel
distances, increases destinations within walkable distances, increases the use of public transit, but can also
lead to increased vehicular congestion1. Hence examining the land use pattern of a study area and then
visualising future land use patterns is very essential in transport planning process that aims at developing
resilient transport plan. In this context a detailed analysis of existing land use in HMA is undertaken with
following broad objectives:
 To record the existing (2011) land use in the entire Hyderabad Metropolitan Area;
 To quantify the existing land use at all administrative and cluster levels within Hyderabad Metropolitan Area;
 To compare the existing land use within various administrative units and clusters of Hyderabad Metropolitan
Area;
 To quantify and compare land use plans from previously prepared master plans for all areas within the
Hyderabad Metropolitan Area; and
 To identify the areas with potential for future developments in different parts of Hyderabad Metropolitan Area
The process adopted in assessment of base year land use is presented in Annexure 11-1. The analysis contains
a detailed breakup of the existing land use in each of the jurisdictions in HMA. It will also include a comparison
of the existing land use with established guidelines and norms. Apart from this, the paper also delves into the
land use plans from previously prepared master plans and development plans of the study area that are
relevant for the purpose of this analysis. Summary of the base year landuse scenario is presented below:
a) The various master plans in the HMA include Revised Master Plan for the Core Area of GHMC, HUDA 2020-
Master Plan for the HMA, Master Plan for HADA area, and the Draft Metropolitan Development Plan for
the extended Area: which is currently being finalised;
b) The land use categorisation varied for each of the master plans previously prepared. Hence uniform
categories have been adopted for the base year (2011) land use layer prepared in this exercise;
c) The base year (2011) land use layer was prepared by using information from previously prepared land use
data from master plans, and through a combination of broad field surveys and interpretation of satellite
imagery. This land use layer will also form the basis for the study of future growth scenarios in the study
area;
d) The analysis on the existing land use layer was performed both at the jurisdiction level, and cluster level to
determine the land use compositions and also quantify the amount of the undeveloped land in the study
area;
e) The entire HMA has varied land use patterns with each jurisdiction displaying a unique dominant use
(Figure 12-41). Among the clusters however, it can be observed that the land use composition shifts
towards agriculture and undeveloped uses in the growth corridor and beyond;
f) Within the GHMC area the predominant uses are residential, undeveloped, public & semi-public, and
Recreational, Special Area, Conservation, Forests, & Water Bodies covering 38%, 23%, 11%, and 10% of
the total area respectively. While within the erstwhile MCH area, apart from residential the other major
1
Litman, Todd (2012), Land Use Impacts on Transport: How Land Use Factors Affect Travel Behaviour, Victoria Transport Policy Institute
(www.vtpi.org); at http://www.vtpi.org/landtravel.pdf.
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land use categories are Recreational, Special Area, Conservation, Forests, & Water Bodies (at 18% and
which includes large portions of military lards), transport & communication, and public & semi-public with
about 9% each;
g) In the rest of HMA areas, due to the rural character, the major land uses are agriculture, undeveloped, and
Recreational, Special Area, Conservation, Forests, & Water Bodies with 43%, 28%, and 19% of the total
area respectively. All other uses together make up for about 10% of the area;
h) At the HMA level the major land uses are agriculture, undeveloped, and Recreational, Special Area,
Conservation, Forests, & Water Bodies with 39%, 27%, and 18% of the total area respectively. All other
uses together make up for about 16% of the area;
i) In terms of undeveloped land, a total of about 4,800 sqkm is undeveloped-of which 60% is agricultural
land. Of the 4,800 sqkm, 4,648 sqkm lies in the rest of HMA, and the balance 150 sqkm lies in the GHMC
area (including small portions of SCB+OU);
j) Within the GHMC area, of the roughly available 150 sqkm, about 94% lies in the rest of GHMC area
(erstwhile 12 municipalities in Rangareddy and Medak Districts); and
k) The erstwhile MCH area is the sub-region within HMA with the least amount of undevelopable land
(roughly 8 sqkm) signifying very limited potential for future growth in comparison to the rest of GHMC and
rest of HMA areas which have relatively much higher proportions of undeveloped lands could witness
development and also urbanisation. The various options for possible future growth will be explored in
growth scenarios exercise.
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Figure 12-41: Chart Comparing Land Use Distribution in various Jurisdictions of HMA (2011)
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12.4.2 Horizon Year (2041) Landuse
The proposed land use from the various master plans being enforced currently in the study area have been
compiled and it can be observed that at the HMA level a vast majority of the land is retained under the bio
conservation, forest, water bodies, agricultural lands and open space category with approximately 70% of the
total area- a bulk of which is in the rest of HMA area. Within the Urban Area (Cluster 1 to Cluster 6) about 39%
of the land is proposed as residential and about 25% is allocated towards commercial, manufacturing, public &
semi-public and mixed uses. However in the rest of HMA about 77% of the land is allocated towards
agricultural and conservation uses (including open spaces), and only about 23% for any development-
indicating the amount of growth that can be accommodated in the areas within the outer ring road before any
development is directed in the rest of HMA areas.
12.5 LONG TERM TRANSPORT TRENDS AND PROSPECTS
12.5.1 Scenario Approach to Transport Strategy Analysis
CTS for HMA study has a 30 year planning period, with 2041 as the horizon year. HMA is expected to
experience profound and complex changes in the next 30 years. Transport investment decisions should be
based on the resiliency and robustness of projects to meet several potential futures rather than being solely
justified on one, somewhat uncertain future. This will facilitate future planning deliberations that might have
been constrained if infrastructure investments were founded on a single land use forecast that may be subject
to change. In Chapters 3, 5, 6, 7 and 8 of this report, the rationale for the development and evaluation of
alternative growth scenarios for 2041 has been discussed in some details. With the agreement of the various
parties involved in the study, it is concluded that to attempt to forecast a single long term future of the urban
form of the HMA, at this point in time, is both unrealistic and might lead to formulating transportation
strategies that are too rigid and would not be responsive to the dynamics of shifting patterns and priorities of
urban growth and investment. The profound changes and investments that are contemplated to be required
in the HMA, to address the huge infrastructure, housing and social amenity deficits and economic growth
prospects, are far beyond historical experience.
Regional population forecast of 19.5 million for HMA is considered as a reasonable size for a 2041 time
horizon. With an expanding economy and increasing enrolment of female students at all levels of education, it
is concluded that an overall workforce participation rate of 40% leading to a regional employment of 7.8
million by 2041 would be reasonable for planning purposes of CTS study.
Hyderabad could easily be labelled as one of the most complex and challenging cities to manage and plan. It is
difficult to reasonably define and model a single future for HMA with any degree of confidence. The strategy
of planning HMA that could have several futures and should be viewed as an important part of transportation
strategy formulation.
12.6 DEVELOPMENT CONCEPTS AND SCENARIOS FOR HMA

12.6.1 Supply of Developable Land
A critical objective of the transportation study is to support both intensification and greenfield development,
in order to overcome the chronic shortage of supply of all forms of urban building space in the region, and
make it available at more affordable levels. The key issue is to assess what levels and areas of transportation
investment are required, in order that transportation is not an impediment or deterrent to land development
and/or social and economic growth. A reasonable transportation objective should be to promote a reduction
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in the land component of development values or costs by increasing the supply of both land and development
rights and thereby hopefully limit speculation due to supply shortages. It is not unusual for urban centres to
have policies and programs for maintaining a 10 year supply of available “ready to go” commercial, industrial,
institutional and residential land or density for development. This is done with the objective of controlling
property inflation, limiting speculation and being able to respond to employment generating or economic
growth oriented opportunities. Often in a global economy, securing these opportunities is critically dependant
on the short term availability of suitable developable land, as compared to other competing national or
international locations.
12.6.2 Growth Scenarios
A range of alternative growth scenarios with variations in spatial distribution of population and employment
have been evolved in order to determine the sensitivity of the road and transit system networks, in terms of
need, costs and priorities, for distinctively different development options or strategies.
The process involved short-listing from an original twelve growth scenarios to four based on multi-criteria
approach. Three landuse scenarios, two transport network scenarios and two Private Vehicle Growth
scenarios have been considered for evolving twelve alternative scenarios for the analysis. The details are as
follows:
 Landuse Scenarios: Scenario S1 (Trend Based), Scenario S3 (Landuse Option 1) and Scenario S4 (Landuse Option 2)
 Network Scenarios: Scenario N2: Proposed Potential Network: Base year transport network (2011) + ongoing
construction projects (ORR and metro) + proposed MMTS Phase II, proposed potential public transport corridors,
radial and intermediate ring road, etc. have been considered; and Scenario N3: Scenario N2 Transport Network +
Hierarchical Road Network (Missing links, widening of existing roads, etc.).
 Private Vehicle Growth Scenarios: It is pertinent to mention here that, the growth of private vehicles would very
much have an impact on the assessment of required road transport network for the horizon period upto 2041. The
trend based vehicle forecast would give a very high growth of private vehicles. Whereas in reality, considering
implementation of proposed transit corridors (MMTS, metro, etc.) would provide faster and safe travel and would
have effect on private vehicle growth. Considering this aspect, two scenarios have been considered i.e. Low private
vehicle growth (PV1) and High private vehicle growth (PV2).
A fundamental objective of the alternative scenario approach is to determine how robust or resilient are
individual transport project investments, to a variety of land development futures. Permutations and
combinations of three landuse scenarios, two network scenarios and two private vehicle growth scenarios
results in twelve alternative scenarios for travel demand and network analysis for the horizon year 2041 and
these are presented in Figure 12-42. Variations in population and employment distributions in three landuse
scenarios (S1, S3 and S4), variations in private vehicle growth assumptions (demand side factors) and response
of the two alternative transport networks i.e. N2 and N3 (supply side factors) results in varied mode choices
and travel patterns in alternative scenarios.
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Figure 12-42: Alternative Scenarios for Travel Demand Analysis
12.7 EVALUATION OF ALTERNATIVE GROWTH SCENARIOS
The process followed in evaluating the initial twelve scenarios is documented in Chapter 8. The following set
of criteria is adopted for evaluating the growth scenarios:
a) Cost of transport network;
b) Pass-km of bus, MMTS rail and metro;
c) Average speeds of bus, MMTS rail and metro;
d) Average trip length of bus, MMTS rail and metro; and
e) PCU-km, PCU-hr and average speeds of private vehicles, IPT modes and Goods vehicles.
The ranking of the growth scenarios, based on different set of criteria as discussed, provides the basis for
selection of four best growth scenarios out of twelve growth scenarios. A combination of various criteria along
with appropriate weightages i.e. multi-criteria approach for selection of four preferred growth scenarios has
been used. The results of the analysis are presented in Table 12-12. The overall ranking derived from the
multi-criteria ranking indicates the scenarios S4N3PV2, S3N3PV1, S4N3PV1 and S3N3PV2 are relatively the
best scenarios for further detailed analysis. These scenarios involve two landuse scenarios i.e. S3 and S4, two
private vehicle growth scenarios PV1 and PV2 and one network scenario N3. Thus four alternative scenarios
have been shortlisted from detailed analysis of twelve alternative scenarios.
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Table 12-12: Comparative Evaluation of Growth Scenarios
Average Average
Pass-km by Trip Length
Cost of Speed of Speed of PV,
Bus, of Bus, Weighted Overall
Scenario Transport Bus, IPT and
Suburban & Suburban & Rank Ranking
Network Suburban & Goods
Metro Metro
Metro Modes
Wei ghts 25% 25% 10% 15% 25% 100%
S1N2PV1 6 4 10 9 7 7 7
S1N2PV2 4 11 12 6 11 8 12
S3N2PV1 1 5 9 6 13 7 6
S3N2PV2 2 10 11 5 9 7 10
S4N2PV1 5 6 7 2 12 7 9
S4N2PV2 3 12 8 1 8 7 8
S1N3PV1 7 1 4 11 10 7 5
S1N3PV2 12 6 6 10 3 7 11
S3N3PV1 8 2 2 10 6 6 2
S3N3PV2 10 8 5 8 2 7 4
S4N3PV1 11 3 1 7 5 6 3
S4N3PV2 9 9 3 3 1 6 1
12.8 RESILIENT TRANSPORT NETWORK FOR HORIZON YEAR 2041
As seen in the above analysis, each alternative scenario requires different corridors and systems compared to
the initial conceptual transport network plans assumed. It is pertinent to mention here that, predicting a
single future is very difficult for HMA. Hence, the transport corridors and systems which can satisfy the travel
demands of shortlisted alternative scenarios have been considered for further analysis and called the network
as resilient transport network. In the process, the transit corridors which do not carry enough loadings i.e. less
than 5,000 PHPD have been not considered as metro or BRTS. In case of loadings in between 5,000 and 10,000
PHPD, BRTS has been considered and loadings more than 10,000 metro has been considered. The proposed
transit and highway network for the horizon year 2041 are presented in Figure 12-43 and Figure 12-44
respectively. Brief details on the proposed transit and highway network are as follows:
a) Length of metro work and BRTS network is 255 km and 95 km respectively (Table 12-13);
b) Length of access controlled highway network, arterial, sub-arterial and collector streets involving widening and
strengthening as well as few missing links is 605km, 1326 km, 1765 km and 2598 km respectively. The overall length
of highway network is about 6,450 km (Table 12-14).
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Figure 12-43: Resilient Transit Network for 2041
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Figure 12-44: Resilient Transit Network for 2041
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Table 12-13: Transit Corridors and Proposed Systems for the Resilient Transport Network for the Horizon Year
2041
Sl. Network Analysis and System Proposal (km)
Line No. Line Description Remarks
No N3_Transit Metro BRTS Not Required
1 MC1 LB Nagar - Miyapur 28.6 28.6 PHPD>10,000
2 MC2 JBS-Falaknuma 14.4 14.4 PHPD>10,000
3 MC3 Shilparamam-Nagole 26.1 26.1 PHPD>10,000
4 MC4 Tarnaka-KeesaraORR 18.2 18.2 PHPD<5,000
5 MC5 Uppal-Ghatkesar 14.1 14.1 PHPD>10,000
6 MC6 BharathNagar-Dundiga 18.5 18.5 PHPD>10,000
7 MC7 Jubilee-Shamirpet 19.2 19.2 PHPD<5,000
8 MC8 HitechCity-Shamshaba 36.6 36.6 PHPD>10,000
9 MC9 Nagole-Banglaguda 26.3 26.3 PHPD>10,000
10 MC10 Gopannapalli-Bollara 31.8 31.8 PHPD >5,000 and <10,000
11 MC11 Lakdikapoor-Isnapur 36.3 36.3 PHPD>10,000
12 MC12 Bollaram-Narapalli 21.0 21.0 PHPD >5,000 and <10,000
13 MC13 HitechCity-Kazipally 13.1 13.1 PHPD >5,000 and <10,000
14 MC14 Malakpet-Kongarakala 21.1 21.1 PHPD >5,000 and <10,000
15 MC15 Narapalli-Shamshabad 28.9 28.9 PHPD >5,000 and <10,000
16 MC16 Shakimpet-KolluORR 20.8 20.8 PHPD<5,000
17 MC17 BHEL-Abdullapurmet 19.2 19.2 PHPD>10,000
18 MC18 Jubilee-Shamshabad 14.1 14.1 PHPD>10,000
Total 408 255.2 94.8 58.2
Table 12-14: Highway Corridors and Road System Proposed for the Resilient Transport Network for the Horizon
Year 2041
Sl.No Line Description Proposed Lanes (Nos) Length (kms)
H1 Aramghar-Madina 8 8.1
H2 Langar House-Puranapool 8 4.7
H3 Lakdikapool-Masab Tank 8 1.4
H4 Panjagutta-Afzal Gunj 8 6.4
H5 Paradise-Mozamzahi Market 8 7.1
H6 Rastrapathi Road 8 2.1
H7 Afzal gunj-Chaderghat 8 2.3
H8 Tarnaka-Barkatpura-Chaderghat 8 6.9
H9 Uppal-Chaderghat 8 7.6
H10 Chaderghat-LB Nagar 8 8.2
H11 Nalgonda X Rds-Owaisi Hospital 8 3.9
H12 Champapet-Bairamal Guda Rd 8 4.4
H13 Afzalgunj-Srirailam Hwy 8 6.4
H14 Inner Ring Road 8 41.6
H15 Radial Road No. 1 8 10.1
H16 Radial Road No.3 8 10.0
H18 Manikonda Rd-NGRangaUniversity Rd 8 10.1
H19 BHEL-LangarHouse Rd 8 17.1
H20 Raidurgam-Tellapur 8 12.2
H24 JNTU-Roda Mistry College 8 8.1
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Sl.No Line Description Proposed Lanes (Nos) Length (kms)

H34 Intermediate Ring Road 8 11.9
H35 Intermediate Ring Road 8 95.4
H36 ORR(Thondapalli)-Kothur 8 14.7
H37 ORR(Muthangi)-Pothireddypally 8 20.9
H38 ORR(Medchal)-Tupran 8 32.3
H39 ORR(Ghatkesar)-Raigiri 8 36.3
H40 ORR(PeddaAmberpet)-Choutuppal 8 36.2
Total 605
ORR ORR 8 160
Six Lanes Six Lanes 6 1326
Four Lanes Four Lanes 4 1765
Two Lanes Two Lanes 2 2598
Total 6453
12.8.1 Right of Way Requirements
For higher order highway links/ Expressway facilities (regional road network) which have regional significance,
a Right of Way (ROW) in the range of 60 to 90 m has been proposed. The transit corridors (metro/LRT/BRTS)
have been proposed mostly following the existing/ proposed roads and these corridors would act as multi-
modal corridors. The proposed RoW of 60 to 90 for these multi-modal corridors would be adequate even the
proposed transit corridors placed at-grade.
At interchange locations, the extent of area required for full connectivity between the intersecting roads (full
clover leaf interchange) is approximately 75,000 sqm i.e. a circle with a radius of 150 m. In case of arterial
roads with 4 lane to 6 lane carriageway configuration, the ROW proposed is 45 m. At interchange locations,
the extent of area required for full/ partial connectivity between the intersecting roads is approximately
30,000 sqm i.e. a circle with a radius of 100m. The ROW proposed for the regional road network is presented
in Figure 12-45.
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Figure 12-45: Recommended Right of Way Requirement for Regional Road Network
12.8.2 Bus Rapid Transit Systems/ EBL/ Mono Rail
Bus Rapid Transit (BRT) can take many forms and the operating characteristics are largely dictated by the
degree of exclusivity afforded to the buses. At the high end of the scale, some BRT operations are fully
segregated and grade separated, providing unimpeded bus movements, in effect a “freeway bus-way”. The
Ottawa BRT in Canada is an example of such a system. At the low end of the scale are systems operating in
high occupancy vehicle lanes with some form of traffic signal priority at intersections. These systems are also
characterized as being BRT, but such systems are rarely rapid. In between these two forms are many
alternatives that tend to be tailor made for the particular transport corridor depending on, the space
availability and policies adopted to give a greater allocation of right of way width to public transport, perhaps
at the expense of other road users and possibly properties that front on the road corridor. This balancing of
competing demands in existing roadways is often the most critical issue in implementing BRT. A road ROW of
35 to 45 m is usually required for a true BRT. However, for roads with less than 35m ROW, bus priority
measures can be evaluated.
One of the advantages of BRT when compared to rail-based systems is the flexibility of routing to and from the
bus corridor. However BRT operating costs are typically higher than rail systems, largely due to the higher
labour content- in effect there is fairly large number of drivers. About 95 km of BRT corridors have been
identified during the evaluation of alternative scenarios and assessment of resilient transport network for the
horizon year 2041. Some cities have adopted BRT as an interim measure to establish transit corridor travel
demands with the ultimate objective of implementing a rail based system. Since public transport demand is
expected to be large in HMA, this transitional principle will not be too feasible in the existing built-up areas.
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However in the green-field areas, BRT integrated with the proposed major road networks have been examined
as an interim or long term solution for public transport.
BRTS lanes have been kept either at the centre or at the edge of the roadway; both systems are in practice
worldwide. Each option has its advantages and disadvantages. Typical cross sections for BRTS corridors with
BRTS lanes at the centre and edge of the roadway are presented in Figure 12-46 and Figure 12-47. Other
alternatives like, provision of Exclusive Bus Lanes (EBL) or mono rail, especially on the existing roads, may be
more appropriate considering the site constraints and ease of implementation of such public transport
systems.
CL OF ROAD
4m 2.5m 7m 2.5m 7m 2.5m 7m 2.5m 4m
Foot Park Carriageway Foot Median Foot Carriageway Park Foot

path/ Uti. path Bus Lanes path Uti. path/
Drain Drain
40m ROW
CL OF ROAD
4.5m 2.5m 6m 3m 7m 2.5m 7m 2.5m 7m 3m 6m 2.5m 4.5m

0.75m
0.75m
Footpath/ Park Carriageway Trucks Carriageway Foot Carriageway Foot Carriageway Trucks Carriageway Park Footpath/
0.25m
0.25m
Drain Uti. Park/ path path Park/ Uti. Drain

Uti. Uti.
61m ROW
Figure 12-46: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Centre
CL OF ROAD
2.5m 5m 2m 2.5m 7m 2m 7m 2.5m 2m 5m 2.5m
Foot Bus Park Carriageway Carriageway Park Bus Foot

Drain Med Drain
path/ Lane Uti. (2-Lane) (2-Lane) Uti. Lane path/
40m ROW
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CL OF ROAD
2.5m 5m 2m 2.5m 14m 3m 14m 2.5m 2m 5m 2.5m
Foot Bus Parking/ Carriageway Median Carriageway Parking/ Bus Foot

Drain Drain
path/ Lane Utilities (4-Lane) (4-Lane) Utilities Lane path/
60m ROW
Figure 12-47: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Edge terminals
It is pertinent to mention here that, some of the transit corridors and higher order highway corridors have
been planned as multi-modal transport corridors i.e. transit corridor and highway corridor shall be sharing the
same right of way and the transit corridor shall be either placed centrally or on either side of the highway
corridor. The transit corridor are either metro or LRT or BRTS. The candidate multi-modal transport corridors
are presented in Figure 12-48. Implementation of transit lines (BRT or Metro) over the existing roads in future
would be very costly due to non-availability of sufficient ROW to place the transit lines at-grade, huge
refurbishment costs, public resistance, etc. Hence, planning for such corridors should start from day one.
Detailed feasibility studies are proposed for the identified multi-modal corridors. Examples of Low Cost At-
Grade Metro and Multi Modal Corridors are presented in Figure 12-49. Some of the metropolitan cities
worldwide have successfully implemented the BRT system and notable is the “Trans Milleno (BRT) Bogota
Multi-Modal Corridor”. Examples of BRT in multimodal corridors are shown in Figure 12-51. In some of the
Indian cities too, active planning has started for implementation of BRT. Ahmedabad BRT Multi-Modal
Corridor is presented in Figure 12-52 and BRTS is successful in operation. Implementation of BRT system in
Indian cities is in the initial stages and each project forms a learning platform with respect to further
improvements so that the BRT system handles the intended demand. Examples of Integrated Multi-Modal
Corridor At- Grade Freeway & Metro in Toronto is presented in Figure 12-50. Typical cross sections for Multi-
modal corridors are presented in Figure 12-53.
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Figure 12-48: Candidate Multi Modal Transportation Corridors
Figure 12-49: Examples of Low Cost At-Grade Metro and Multi Modal Corridors
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Figure 12-50: Examples of Integrated Multi-Modal Corridor At- Grade Freeway & Metro
Toronto
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Figure 12-51: Examples of BRT in Multimodal Corridors
Figure 12-52: Ahmedabad BRT Multi- Modal Corridor
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CL OF ROAD
0.5m 0.5m
2m 1.5 2m 2.5m 7m 5m 14m 30.0m 14m 5m 7m 2.5m 2m 1.5 2m
FP 2-W 2-W 4-W Carriageway Footpath/ Carriageway At-Grade Metro Corridor Carriageway Footpath/ Carriageway 4-W 2-W 2-W FP
(2-Lane) (2-Lane)
ParkLane Park Drain Drain Park LanePark
(4-Lane) (4-Lane)
Uti. 99m ROW Uti.
Figure 12-53: Typical Cross Sections for Multi- Modal Corridors

12.8.3 Transit Oriented Development
The concepts of Transit Oriented Development, case studies and potentials of TOD are presented in Chapter 7.
It is further reiterated that, integrated transit oriented development provide more opportunities for intensive
development around the transit stations thus promoting transit usage for travel and reduces reliance on
private and IPT modes. Some of the examples of integrated TOD examples are shown in Figure 12-54. TOD
planning also provides more opportunities in creation of open spaces as illustrated in Figure 12-55, Figure
12-56 and Figure 12-57 which are the examples in Toronto.
Figure 12-54: Integrated Transit Oriented Development
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Integrated transit oriented development opportunities are also possible along BRTS corridors though the scale
may be smaller compared to metro stations. This is illustrated in case of high-rise development along the
Curitiba BRT System and shown in Figure 12-58.
Figure 12-55: Toronto Suburban Intensification at Station Nodes along Metro Line
Figure 12-56: Toronto Transit Station Intensification & Creating Open Space
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Figure 12-57: Suburban Metro Station TOD Intensification Toronto
Figure 12-58: High-rise Development along the Curitiba BRT System
Multimodal corridors provide further enhanced TOD and nodal development opportunities as illustrated in
Figure 12-59.
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Figure 12-59: Conceptual Arrangement Multimodal Expressway Corridor in New Development Areas
The proposed Hyderabad Metro system passes through three high density corridors covering over 71 km of
length with 66 stations. Considering 500 m to 1,000 m radius as circle of influence, all three corridors would
have significant impact on the land use of about 140 sqkm area. Proposed metro stations will be point of
access to the system for mobility. Of 66 stations, while some of the stations will function like terminal station,
some as intermediate inter-modal and rest as base stations. Each of such stations will have different functions
but provide enough opportunity of development i.e., concentration of employment and population, around
the stations. It is also to be noted that in addition to the current 71 kms of metro system, this study (CTS-
HMA) also proposes 255 kms of additional metro system and 95 kms of BRTS to meet the transport demand
by 2041. These metro stations and BRTS stations are potential opportunities for TOD in HMA.
12.9 LONG TERM TRANSPORT STRATEGY
In 1980s the major travel modes in HMA were 42% by NMT (Walk and cycle), 35% by Bus. Over a period of
time the share of NMT modes has been decreased to 34% and bus decreased to 25% (as observed in 2011
based on HIS). The private vehicle has been increased from 16% to 32%. The private vehicle mode of travel has
always been dominant and in many respects as they provide door to door access and convenience.
Investments in bus expansion route and fleet have not kept pace with demand. In recent past many cities
went through a phase of trying to satisfy urban travel growth by building more roads at the expense of public
transport investment. While the attainment of balance between private and public transport networks is
critical to the economic and social wellbeing of a city, finding the right balance can be elusive (Box 12-1).
However if there is ever a case for a “transit first” approach HMA would be near the top of a world list.
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BOX 12-1:CTS FOR HMA STUDY– BALANCED APPROACH

The public transport and road concept plan analysis described in this document has demonstrated that, in the
long term to the year 2041, both the transit and road networks and the various links that constitute these
networks, are highly resilient to various land use futures for the Hyderabad. While the travel demands on the
various linkages are different for each of the scenarios, the basic need for either constructing the links, or
protecting rights of way for future construction, beyond the planning horizon (2041), is evident. This critical
finding is important, since the CTS proposals will be an input to the formulation of a fully integrated land use
and transportation plans for the HMA to the year 2041. This conclusion reinforces the basic philosophy
adopted in the CTS study, that transportation infrastructure planning should be capable of responding to the
inevitable changing needs and make up of a complex of urban region, such as per the HMA. This is not to say
that there should not be a well-defined plan for the future, but rather that the plans should contain a
reasonable degree of flexibility to incrementally manage and control the orderly planning of the Hyderabad
region. If possible, consideration is given to adopting a similar philosophy, in the preparation of new regional
development plan. One of the many benefits of the CTS study is that it has provided a work bench and tool
box for future planning of Greater Hyderabad and HMA. An important tool is the forecasting model that will
allow planners, engineers and economists to readily analyse options and issues and to progressively enhance
the modelling process.
12.9.1 Overarching Public Transport
It could be argued that autos and taxis are in reality an extension of public transport or at least partly an
extension of public transport. If autos and taxis are to be controlled /eliminated from the streets, traffic
congestion would largely disappear. Clearly this is not a viable option. Extending rail based public transport
that provides a level of transport service better than private vehicles is to be a prime strategy. A strategy that
allows people to travel by train and walk to and from the train is the optimum arrangement, but this requires
a density of rail routes, not evident in Mumbai. Correcting this deficiency is the driving force in formulating the
transport networks for HMA. Also, making investments in rail based transport, including improvements to the
suburban rail network and stations is important. In addition, policies on land use intensification around
stations and collecting benefits from development that creates the need for infrastructure growth. These
factors need to be considered as a single decision package to ensure viability of infrastructure and also an
affordable transport system in coming years.
CTS study is very supportive of the on-going metro proposals but expands on the network beyond the
boundaries of Greater Hyderabad into the Rest of Region. If large scale developments of land and employment
growth are to be realised outside Greater Hyderabad, good public and road transport are a prerequisite. It is
not one or the other. It is both.
Transportation strategies that are visionary must also contain doses of aspiration and optimism, but not to the
point that enthusiasm blinds reality. There are however well established correlations between good urban
transport and urban prosperity. Good transportation is now also being measured in terms of environmental
sustainability. Certainly, fuel wasted in traffic choked streets is not meeting this objective for the community
at large or for the individuals stuck in traffic.
For these, and many other reasons, a “Public Transport First Policy” is absolutely the right choice for the
HMA. This would mean that any investments to support the use of private vehicles should pass the acid test of
“Is investment in public transit a credible option?” For many projects the answer may be no, but the reasons
should be clear and comprehensive. In any case a balanced portfolio of investments in public transport and
roads has to be maintained over next three decades.
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Bearing in mind all of these factors Providing public transport that gives a choice of improved quality of service
in terms of comfort, safety and convenience, even at a higher user cost is a desired strategy to make public
transport more attractive and to contain the growth of private vehicle use.
12.9.2 Travel Demand
Daily travel demand will be about 2.4 times from about 7.9 million motorised trips in base year 2011 to about
19 million motorised trips in horizon year 2041. This growth equates to a rate of about 3% CAGR. Empirical
evidences on trip lengths for large cities, including Delhi, indicate that as cities grow in size, coupled with
increased private vehicle ownership, and with the propensity of people to change jobs but not homes, the
average trip lengths increase. Trip lengths assessed in various alternative scenarios for the horizon year 2041
indicates that, on an average trip lengths of public transport modes have increased by 20% compared to base
year. In case of private vehicles, the increase is about 10% and in case of IPT modes it is about 60%.
Further, the sensitivity analysis needs to more fully explore the potential medium and longer term impacts of
increasing real personal income levels in India on the willingness of people to spend more for either higher
qualities of public transit or the freedom of travel afforded by private vehicle ownership almost regardless of
cost. Clearly the automobile manufacturing industry in India will continue to aggressively promote their
products, and as this sector of the economy becomes more important in India, it may be difficult for
government to constrain its growth. The sensitivity analysis will be principally applied in establishing the short
and medium term priorities and related investment programs.
The scenario evaluation analysis indicates that, the share of public transport mainly relies on successful
implementation of the proposed transit corridors and rationalisation of bus routes. In addition it also depends
on the changing captive levels of private vehicle usage in HMA.
In relative terms, only private modes (cars and motorised two wheelers) share is expected to decrease from
about 46.0% to 44.1.8% and 44.5% by year 2041 for scenarios S3N3PV1 and S4N3PV1. In other shortlisted i.e.
S3N3PV2 and S4N3PV2 it is expected to increase to 73% as in these scenarios high private vehicle growth has
been assumed. In S3N3PV1 and S4N3PV1 scenarios, the increase in travel demand of 2041 by private vehicles
(Car and Two Wheelers) is around 2.3 times the base year demand and in case of S3N3PV2 and S4N3PV2 it is
around 3.8 times. Intermediate Public Transport will decrease from present level of 13.3% to increase
marginally to 14.0 in S3N3PV1 and S4N3PV1 scenarios and decreased to 1.7% in S3N3PV2 and S4N3PV2
scenarios. The changes in mode share of IPT modes are anticipated mainly due to variations in private vehicle
growth. Walk share is likely to decrease by a large degree due to potential reductions of informal
employment and increased vehicle ownership.
12.9.3 Modal Perspective
Rail/ Metro/ BRTS
Provision and extension of MMTS rail will ensure that distances are minimized and access to livelihoods,
education, and other social needs, especially for the marginal segments of the urban population is improved.
There is a need for increased accessibility to the rail stations by well-designed bus feeder system to enhance
the ridership on the MMTS rail system in HMA. These strategies when supplemented with an equally
extensive Metro and BRTS network will enable the establishment of quality focused multi-modal public
transport system that is well integrated, providing seamless travel across modes in HMA.
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It is appreciated that public transport serves many social purposes including reduction in congestion and air
pollution especially if future users of personal vehicles can be persuaded to remain on the public transport. As
incomes rise, a segment of users of existing suburban/ MMTS railway will require improved quality and not
just low fares. In line with National Urban Transport Policy, it is, therefore, necessary to think of different
types of public transport services for these different segments of commuters. It is realized that there will, by
year 2041, still be people who will place a premium on cost, the poorest sections of HMA society and will need
transport services at affordable prices.
However, there will definitely be another segment that values time saved and comfort more than price. This
segment will be comparatively better off and would continue on public transport if high quality systems are
made available to them. Thus, the plan is to have a basic service, with lower fares and a premium service,
which is of high quality but charges higher fares.
Road
Along with an extensive rail-based system, an equivalent freeway system has also to be conceived and tested
for all alternative scenarios. However extensive is the rail system, it never reaches the final destination and
has to depend on an on-the-ground access/ egress system to complete the journeys. Thus, road has a distinct
role in terms of travel hierarchy where it complements the rail/metro/ BRTS mode. Further, to satisfy private
vehicle travel demand, roads are necessary. Further, intra-city goods movements also have to depend solely
on the road system. And finally, bus-based public transport modes as well as para-transit (IPT) also have to
depend on roads.
At present, road space in HMA, as in any other metropolitan regions of a developing country, is allocated
inequitably. The focus is on vehicles and not people. As also mentioned in the National Urban Transport
Policy, it is now recognized that in this process, the lower income groups are ending-up paying, in terms of
higher travel time and higher travel costs, for the disproportionate space allocated to personal vehicles. Users
of non-motorized modes in HMA, especially in Greater Hyderabad, have been completely squeezed out of the
roads on account of serious threats to their safety. It is proposed that focus of the road space allocation is
people oriented, by allocating more and guaranteed (reserved) space to public transport systems than is
allocated at present.
Non-Motorised Transport (NMT)
NMT is an essential component of urban transport world-wide. Its significance and function may vary as per
country. However in China, cycling has been the most dominant mode of urban transport in the previous
decades. In India NMT consisting of cycles, cycle rickshaw were considerable (up to 30%) in cities in the past
decades. Gradually over the year the NMT has reduced to a very low share of urban transport.
With the increasing urban sprawl and rising income levels, non-motorized transport has lost its share to
motorised modes in India particularly to two wheelers. The longer trip lengths have made cycling more
difficult. Furthermore, non-motorized modes are also exposed to greater risk of accidents as they share a
common right of way with motorized vehicles. However, non-motorized modes are environment friendly and
have to be given their due importance in the transport system of a city. The problems faced by them would
have to be mitigated. The benefits of NMT are summarised as follows:
a) Pedestrians, bicyclists, and cycle rickshaw passengers generate no air pollution, no greenhouse gases and noise
pollution. Reduced emissions and Noise are critical for slowing down the global warming, reducing incidents of
asthma and other respiratory and cardio vascular disease and reducing sleep disorders.
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b) Bicyclists and pedestrians are more efficient users of scarce road space than private motor vehicles, helping to
combat congestion. While fully occupied public transit vehicles are most efficient users of road space, bicyclists use
less than a third of the road space used but private motor vehicles and pedestrians use less than a sixth. Even cycle
rickshaws use considerably less road space per passenger than a motorised taxis and single occupied private motor
vehicles. The space needed to park bicycles is even 15 times less than the space needed to park a car alongside of the
road.
c) Bicycling and walking are the most efficient and environmentally sustainable means of transport for making short
trips.
Following are the few pictures of cycle track facilities and footpaths around the world:
Central station of Groningen Maua Sub urban station, Sao Paulo
Pedestrian way Quito, Ecuador Bicycle track, Santiago de Chile
Bicycle Parking Houten, Netherlands
Pedestrian facilities in urban areas are planned as part of carriageway/ intersection design by providing
minimum width of footpath facilities for parallel pedestrian movement and minimum width of crossing at the
intersections/ mid-blocks by following broad guidelines depending on the location of the facilities. For smaller
cities planning of pedestrian facilities is relatively simple because of low volumes. Whereas planning for
pedestrian facilities in larger cities where population and employment densities are very high, providing space
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for safe walking is complex and challenging. The walk mode is common for all the trips either as a main mode
i.e. ‘walk all the way’ or as access/egress mode to IPT and public transport (train, bus, auto rickshaw).
HMA has a very high share of trips (34%) made by NMT modes (majority is by walk and other by cycle).
Besides being an exclusive access mode to reach place of desire, walk is found to be the most important
ingress/ egress mode for suburban/ MMTS trains and bus stops. With increasing incomes and vehicle
ownership as well better choices in the transit realm, more and more of these walkers will either use transit or
personal vehicles (most likely motorized two wheelers).
With an expansion in Suburban/ MMTS train network as well as metro, this share is expected to be
maintained if certain measures are undertaken. With increasing network, average distance to stations will
decrease. If this is supplemented with provision of high quality footpaths which are designed for comfortable
walking and kept free of encroachment, share of walk as access mode will be maintained ( Figure 12-60 and
Figure 12-61). Further, in line with National Urban Transport Policy, integrating other non-motorised modes
of transport, mainly bicycle is critical. Future Right-of-Ways to be reserved to have provision for bicycle lanes
as well as commensurate treatments of intersections for their safe and convenient access.
Majority of the road network in HMA lacks proper footpath facilities and if present, the facilities are either
infected with encroachments or badly maintained (Figures 6-61 and 6-62). Considering the importance of walk
as a main mode (34% of total trips) and walk as a significant access/ egress mode to other main modes
(especially train/ bus stops), provision of adequate footpath facilities is considered important for both safe
pedestrian movement as well as improving the vehicular traffic operating conditions on the road. In view of
this facilities are recommended as part of standard cross-sections for different road corridors, provision of
safe pedestrian crossing facilities at mid-block locations and intersections, etc. is also being made. These
improvements are included in the cost estimates.
Figure 12-60: Inadequate Design Detailing of Footpath Figure 12-61: People Jay-walking
Figure 12-62: Footpath Encroachment by Commercial Figure 12-63: A Street Through Slums
Establishments
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The document of National Urban Transport Policy on non-motorised modes of travel has particular relevance
to HMA which describes the roots of the problems for pedestrian and cycle travel is presented in Box 12-2.
BOX 12-2: NATIONAL URBAN TRANSPORT POLICY – NON MOTORISED MODES
The cost of travel, especially for the poor, has increased considerably. This is largely because the use of cheaper non-motorised modes
like cycling and walking has become extremely risky, since these modes have to share the same right of way with motorized modes.
Further, with population growth, cities have tended to sprawl and increased travel distances have made non-motorized modes
impossible to use. This has made access to livelihoods, particularly for the poor, far more difficult.
In order to address these issues as stated above, the specific policy objectives enunciated are:
(a) Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main
focus; and
(b) Investing in transport systems that encourage greater use of public transport and non-motorized modes
instead of personal motor vehicles.
And the policy suggested the following actions:

(a) Segregated right-of-way for bicycle & pedestrian to improve safety & pedestrian flow;
(b) Financial support from central Govt; in the construction of walkways and pedestrian path in million plus
cities under National Urban Renewal Mission;
(c) Improving access to major public transport stations by providing access paths;
(d) Incorporating public consultation process before implementing the facilities for greater usage by the
beneficiaries;
(e) Support in the preparation of area plans for congested areas in the cities to determine the appropriate
mix of traffic; and
(f) Fund generation through levy of tax on employers; land owner, additional tax on fuel and commercial
utilization of the land available by the public transport authorities are advocated for the development of
these facilities.
NMT policy is prepared based on the review of existing facilities in municipal corporations and councils, review
of guidelines followed for pedestrian facilities in the cities within India and worldwide. Details of NMT policy
are given at Annexure 11-2. While the focus of CTS for HMA study has been on regional scale transport
facilities, the provisions for the long, medium and short term investment programs include allowances for
improvements for non-motorised transport. Thus the broad cost estimates include the cost of pedestrian
facilities/ safety measures like at-grade and grade separated pedestrian facilities (footpath facilities provided
with guard rails, Skywalks to facilitate walking along grade separated path, on either side of proposed
widening of arterial roads/ new arterial roads/ higher order highways/freeways for parallel pedestrian traffic
and sub-ways/FOBs at frequent intervals along these roads for crossing pedestrian traffic), adequate FOBs
within the railway stations, FOBs on either side of railway stations for crossing of railway tracks, FOBs within
railway stations, guard rails in between the tracks in the stations to avoid trespassing, etc. under station are
improvement schemes, etc. Typical cross sections for various widths of proposed Hierarchical Road System is
presented Figure 12-64 which shows the adequate footpath and cycle track facilities for safe movement of
NMT modes.
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Figure 12-64: Typical Cross Sections for various widths of Proposed Hierarchical Road System
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12.9.4 Terminals
Based on the detailed analysis of external travel by rail, road and goods vehicle movement and groundside of
air passenger travel, new transport terminals have been proposed.
12.9.5 Rail Terminals
Rail transport is the most commonly used mode for long-distance transportation in India. However, the
intercity travel from/to the metropolitan cities by rail mode in general and Hyderabad in particular is changing
fast. Recent phenomenon of increase in number of private airline operators in domestic air travel providing
services at lower fares and increase in intercity private bus operation due to improvement of highways is
changing the intercity mode choice. In Spite of these developments, the dominant mode of intercity travel
remains to be rail.
The increase in population and employment opportunities and consequent development activities generally
increase intercity passenger travel by all modes. The inter-regional or intercity travel analysis and forecasting
for assessment of terminal requirements (Rail terminals, Bus terminals and Airport terminals) is complex and
challenging.
HMA is served by South Central Railway (SCR) having three major rail terminals, 1) Secunderabad Railway
Station, 2) Hyderabad Railway Station, and 3) Kachiguda Railway Station. Each of these terminals caters to
intercity and intra-city passenger travel needs. HMA falls under SCR jurisdiction and all intercity transport
needs of the region are handled by it. SCR spreads over five states namely Maharashtra, Madhya Pradesh,
Andhra Pradesh, Karnataka and Tamil Nadu. Over 90% of SCR’s track length falls in Andhra Pradesh. SCR has 6
Divisions, namely Secunderabad, Hyderabad, Vijayawada, Guntakal, Guntur and Nanded. Within HMA limits
three divisions are operating viz, Secunderabad, Hyderabad and small portion of Guntur (about 4.94 kms).
Track running east-west comes under Secunderabad division and north-south comes under Hyderabad
division. SCR is immediately connected to South Western Railway, Central Railway, South East Central railway
and South Eastern Railway. Maximum numbers of trains, 65 are operated from Secunderabad terminal in
HMA followed by Hyderabad (26) and Kachiguda (15) respectively.
The anticipated increase of intercity rail passenger trips from/to the study area is of 9%, 15% and 18% by
2021, 2031 and 2041 respectively need expansion of existing terminal facilities and need additional terminal
facilities. Planning and construction of new railway terminals generally takes long time. Hence, it is felt that
distribution of additional demand of intercity rail passenger trips from/to the study area to the existing
terminals will follow, to a large extent the past trend. The horizon year intercity rail passenger demand has
been distributed based on the past trend and the likely population increase in the catchment areas of the
terminals. The estimated internal distribution of intercity rail passengers at different stations of SCR is
presented in Table 12-15.
Table 12-15: Distribution of Projected Intercity Rail Passengers at Terminal Stations (HMA) in Millions
Sl. No Station % Distribution 2011 2021 2031 2041
1 Secunderabad 66% 34.4 37.53 39.41 40.26
2 Hyderabad 19% 9.86 10.84 11.66 12.26
3 Kachiguda 15% 7.74 8.47 8.92 9.11
Total 100% 52.00 56.84 59.99 61.64
Growth w. r. t. 2011 9.31% 15.37% 18.54%
Decadal Growth (%) 9.3% 5.5% 2.8%
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Available rail network in HMA, is used for both intercity and intra-city train operations. With the increase in
the intra city rail patronage it is required to provide 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 route network.
In line with this SCR have proposed 4 new passenger terminals for intercity operations. They are 1) Moulali
Railway Station, 2) Hi-tech City Railway Station, 3) Medchal Railway Station, and Shamshabad Railway Station
(Figure 12-65).
Figure 12-65: Proposed Intercity Rail terminals in HMA
These proposed directional terminals will cater for the needs of intercity terminals and existing terminals can
be used for the intra-city operations. The intercity passengers can use the MMTS and suburban systems for
easy access and destination within HMA.
12.9.6 Inter State/Inter City Bus Terminals
Local bus transportation demands of the people within the urban areas are met by the local transportation
organizations operated by the respective municipal corporations. Long distance and inter regional travel
demands of the HMA are met by state road transportation corporations and private bus operators.
Estimated population for HMA by the year 2041 is 195 lakhs. As per UDPFI number of bus services required to
cater to the expected population is about 6,800. Further assuming one bus station for every 500 services,
number of bus stations/terminals required for the horizon year population is about 14. Currently HMA is
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having 3 bus stations and 11 more additional bus stations are required for the horizon year travel demand. For
a population of 195 lakhs and 6,786 services, assuming average occupancy per bus as 37, expected number of
passenger-trips will 2, 51,000. As per UDPFI guide lines two state level bus terminals are needed. As per
current passenger movements two state level terminals are to be expanded for the existing population.
Tentative locations for inter-state/ inter-city bus terminals are presented in Figure 12-66.
Figure 12-66: Tentative locations of the Intercity Bus Terminals

12.9.7 Multi-Modal Integrated Terminals
It is recommended that consideration be given to developing Secunderabad as a major rail and bus terminal
i.e. Multi-modal integrated terminal as important interchange points between inter-city rail/intercity bus/
suburban rail/MMTS/metro services. Because of space limitations these multi-modal terminals/stations would
likely involve above grade structures spanning over the railway tracks. Subject to feasibility studies
commercial and residential air-right development could be incorporated to create significant nodal centres
that would benefit from the regional transport accessibility.
12.9.8 Truck Terminals
An efficient goods transport movement system is critical to the economy of huge urban area such as the HMA.
The region is also well connected by rail and road to the rest of the state and country. Moreover, the
Hyderabad region is home to a number of industrial growth centres which generate considerable goods traffic
movement.
The economic and physical characteristics of goods transportation, parking, loading and unloading, etc. leads
to special and often complex issues in accommodating truck operations. The flow of goods into and out of
large urban area (Inter-city movements) is characterized by bulk shipment, whereas their movement within
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urban area (Intra-city movements) by smaller shipments. Though the physical boundary of urban area gets
enlarged over time, the locations of goods activities often remains unaltered. This leads to traffic congestions
within the urban area. In addition to this, increase in urban area over a period of time demands more quantity
of commodities. However in many developed economies, large trucks often have to meet critical just in time
deliveries because the truck or container, is in effect part of a production line between a manufacturer and an
assembler. The need to have confidence in delivery schedules and security of goods has led to trucking
becoming more dominated by larger companies. India has not reached this point and may never unless there
is a major restructuring of the retail industry. Small goods vehicle owners are notoriously difficult to regulate.
The economy of goods distribution in urban areas is often border line and owners are reluctant to incur truck
terminal charges when street parking is free and often close to home.
Based on the UDPFI guideline Consultants have proposed 4 additional major truck terminals in various
geographic locations of the study area along with the committed two truck terminals. These locations should
have adequate area, facilities, accessibility and proper land use breakup as mentioned in UDPFI guidelines.
The proposed locations are presented in Table 12-16 and shown in Figure 12-67.
Table 12-16: Goods Terminal Proposals for HMA
Road Based Rail Based
HMDA Committed Terminals: SCR Committed Terminals:
 Batasingaram Village on NH-9  Timmapur
 Mangalpally Village on Sagar Road  Ravulapally (Between Nagulapally and Vikarabad)
 Bhongiri (Between Bibinagar and Bhongiri)
Consultants Proposals:
 Shad Nagar on NH-44 Bangalore Highway
 Kandi on NH-65 Pune Highway
 Medchel on NH-44 on Nagpur Highway
 Bhuvangiri on NH-163 Warangal Highway
Figure 12-67: Proposed Goods Terminal Locations
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12.9.9 Changing Regional Perspectives
Transport Plan and Strategy described comprised transit, road and other networks. These are highly resilient
to various land use futures for the HMA. While the travel demands on the various linkages are different for
each of the scenarios (S3N3PV1, S4N3PV2, S4N3PV1 and S4N3PV2), the basic need for either constructing the
links, or protecting rights of way for future construction, beyond the planning horizon (2041), is evident. This
critical finding is important, since the CTS for MMR study proposals will be an input to the formulation of a
fully integrated land use and transportation plans for the Region to the year 2041. This conclusion reinforces
the basic philosophy adopted in the CTS study, that transportation infrastructure planning should be capable
of responding to the inevitable changing needs and make up of a complex of urban region, such as per the
HMA. This is not to say that there should not be a well-defined plan for the future, but rather that the plans
should contain a reasonable degree of flexibility to incrementally manage and control the orderly planning of
the HMA. If possible, consideration is given to adopting a similar philosophy, in the preparation the new
regional development plan. One of the many benefits of the CTS study is that it has provided a work bench
and toolbox for future planning of HMA. An important tool is the forecasting model that will allow planners,
engineers and economists to readily analyse options and issues and to progressively enhance the modelling
process and modulate transportation implementation plan matching the growth needs.
12.10 PRELIMINARY COST ESTIMATES
The requirements of the terms of reference of the CTS study were that preliminary or pre-feasibility study
level estimates of capital costs be provided for the recommended transport infrastructure investment
program. This section summarizes the estimated costs of the improvements proposed for the MMTS rail
system (including system expansions, capacity enhancements and upgrading of stations to modern standards),
the recommended metro network, the construction of multi-modal corridors (generally new highways with
BRTS), construction of new highways and specific arterial roadways, carrying out designated traffic
engineering measures, building new inter-city bus terminals and bus stations, rail terminals and new truck
terminals.
The capital costs do not include any provisions for maintaining the existing transport infrastructure and rolling
stock and bus fleet in a state of good repair, since the focus is on infrastructure improvements to
accommodate growth and to reduce existing capacity deficiencies. Preliminary capital cost estimates for
recommended transport network for the horizon year 2031 is presented in the following sections.
12.10.1 Cost Estimation Process
The initial step in the costing process involved the determination of appropriate unit rates for various
infrastructure components using available data from completed detailed project reports, works carried out by
various organisations in India and consultants’ experience of similar projects in India. The unit rates adopted
for cost estimating purposes are presented in Table 12-17. Cost estimates for the metro, sub-urban, highway,
bus system, terminals, etc. for year 2041 is summarized in Table 12-18. The cumulative capital cost of
implementing the recommended transport network for the year 2041 is INR 2,080 billion (at 2010-11 prices).
Table 12-17: Unit Rates Adopted for Broad Cost Estimates for Horizon Year Transport Network
Sl. Amount (INR crores)
Description Unit
No. @ 2010-11 Prices
1 Metro Line (Twin Track) -At Grade km 100
2 Metro Line (Twin Track) –Elevated km 250
3 Metro Line (Twin Track) –Underground km 450
4 Higher Order Access Controlled Expressway- 4 + 4 Lanes and two service lanes on either side km 42
5 Arterial Roads: 3+3 Lanes with adequate footpath facilities Km 10.4
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Sl. Amount (INR crores)

Description Unit
No. @ 2010-11 Prices
6 Arterial Roads: 2+2 Lanes with adequate footpath facilities km 4.5
7 BRTS-At Grade km 30
8 Inter-city Bus Terminals No. 125
9 Inter State Bus Terminal No. 75
10 Inter-city Rail Terminal: Passenger No. 50
Inter-city Rail Terminal: Freight No. 30
11 Truck Terminal No. 30
12 Bus Terminal-cum Depot for Intra-city Bus operations No. 20
Note: The above costs exclude taxes (Custom Duty, Works tax, Excise duty, sales tax, etc.) which is approximately 12% and administrative expenses for
implementation of the project (8%). The unit costs do not include the land cost and R&R costs
Approximate cost of transport network, for resilient transport network proposed for the horizon year 2041 is
presented in Table 12-18. The total cost of horizon transport network has been estimated as INR 1.46 lakh
crores at 2010-11 prices2.
Table 12-18: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Year 2041
LA, R&R LA, R&R, Taxes, Duties, LA, R&R, Taxes, Duties, Total Cost
System INR Crores (% of Total Design & Supervision Design & Supervision (INR
Cost) (% of Total Cost) cost (INR Crores) Crores)
Highway System 40,737 20% 20% 16,295 57,032
Transit System 53,161 10% 20% 15,948 69,110
Bus System 3,800 5% 20% 950 4,750
Traffic Management Measures
(ROBs/ RUBs, Flyovers, 10,000 20% 20% 4,000 14,000
Subways, FOBs, Skywalks, etc)
20% 20% 468
Terminals 1,170 1,638
Sub-Total 1,46,531
Note: Estimated Total Cost (INR crores) @ 2010-11 Prices
12.11 INSTITUTIONAL ARRANGEMENTS
The level of investment in regional urban infrastructure to be made through HMDA is going to increase many
times in the immediate future. The increase in the number of projects that HMDA will have to assess, plan,
finance, implement and manage will alone require a large increase in the complement of staff. However, the
projects themselves are increasing in complexity and this requires not only a larger number of staff but also a
broader range of skills. These skills will have to be organised into groups that relate and work effectively
together, a proposed organisational structure is shown in Figure 12-68. Over a period of time, the
responsibilities of HMDA are further expected to increase with respect to Special Planning Areas/ New Towns
and Regional Emergency Services. Hence, two additional departments have been proposed and the
organisation structure for HMDA is presented in Figure 12-69.
12.11.1 Regional Transport & Communications Department
Concerted efforts are made by all agencies to meet the needs of transport sector over the years in HMA.
Despite this transport sector needs serious attention and also calls for a paradigm shift to address and
implement aspects in a holistic manner, apart from integration and coordination amongst various agencies
and modes. Further, the needs and requirements of transport sector are enormous not only in terms of
finances but also needing full-fledged dedicated staff, with multi-disciplinary backgrounds. It is estimated that
currently all the agencies involved in transport sector in HMA could collectively be investing in the order of
INR 2,500-3,000crores per annum. Towards meeting the present and anticipated travel demand/needs of
2
This cost excludes the taxes (custom duty, works tax, excise duty, sales tax, etc. which is @12%) and cost of feasibility studies & construction
supervision (@8%). In addition land costs, R&R costs have been considered which are in the range of 10 to 20% of the construction costs.
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future it is anticipated that the level of investments may increase to at least about INR 8,000 -10,000 crores
per annum in the coming decades. This would mean that the investments would go up by at least three (3)
times from present size.
HMDA and other agencies in HMA are currently undertaking many transportation projects in HMA of varying
scale. Many such would further have to be initiated, as sequel to CTS for HMA. Also, further to address the
outcomes of studies/plans/projects and to guide the planned and sustainable growth of HMA appropriate
institutional measures with respect to transport sector become vital, apart from guiding the prioritized
investments to have highest benefits to the community in the HMA. It is felt essential to create full-fledged
Regional Transport & Communications Department in HMDA to meet the needs of community and transport
systems apart from meeting the directives of HUMTA in this regard.
HMDA- Authority


Regional Regional Regional Regional

Transport/ Planning Water Resources Development Economic
Communications Department and Sanitation Department Growth

Figure 12-68: Proposed Organisation Structure for HMDA-Stage I
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HMDA- Authority
Planning Commission
(Advisory/Consultation) Hyderabad Unified Metropolitan
Infrastructure Fund
Addl. Metropolitan Commissioner Addl. Metropolitan Commissioner

Regional Regional Regional Regional Designated Regional

Transport/ Planning Water Resources Economic Special Planning Emergency
Communications Department Development & Sanitation Growth Areas/New Towns Services
Department Department Department Department Department
Figure 12-69: Proposed Organisation Structure for HMDA-Stage II
12.11.1.1 Role and Functions of the Regional Transport & Communications Department
The principal Role of Regional Transport & Communications Department, apart from others will be:
a) To Guide and Promote Integrated Land Use and Transport Development;
b) To ensure effective Co-ordination in preparation and implementation of Transport Projects by various agencies;
c) To guide planning, engineering, design, operations and management of transport systems in an integrated manner;
d) To keep in place the plans and tools for ensuring effective and efficient use by all the local agencies;
e) To implement and support implementation of Transport projects in HMA; and
f) To function as secretariat to and facilitate effective functioning of HUMTA.
The Functions of Regional Transport & Communications Department, apart from others, will be:
a) Functioning as think tank of transport sector at HMA level;
b) Functioning as sounding board and advisory body to all agencies with aspects related to transport sector at HMA
level;
c) Interacting with GoI, and GoAP and also with other agencies as deem needed to effectively and efficiently govern the
transport sector at HMA level;
d) Preparing Vision and Corporate Plans of Transport Sector for HMA;
e) Preparing Policies and Strategies as needed for integrated multi modal transport systems at HMA level;
f) Preparing and be custodian of Transport sector Plans for HMA and coordinate at all levels as needed for their
implementation;
g) Working towards the Land Use and Transport integration in HMA;
h) Co-ordinating with and extending secretarial support to UMTA towards taking decisions and also follow up on
implementation. For this purpose, creating a Transport Advisory Panel appointed from Government,
private/public/institutional sectors with expertise in transportation;
i) Preparing Guidelines and Manuals as needed with respect to transport sector;
j) Developing Prioritized Investment Programs with respect to Transport Sector in HMA;
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k) Generating resources for implementation of transportation projects of regional scale and importance;
l) Guiding, Allocating and Monitoring the Investments made in transport sector/projects;
m) Preparing Multi Year Rolling Plans for Transport Sector;
n) Functioning as transport resource centre and extending necessary technical advice;
o) To maintain regional transport data base and support planning and decision making efforts;
p) Co-ordinating and communicating with all the stakeholders in HMA on a regular basis;
q) Implementing transport projects of regional scale;
r) Advising and co-ordinating with other agencies in HMA on Implementation of transport projects;
s) Developing and maintaining Transport Fund as and when established;
t) Advising on Fare policy and integration;
u) Advising on, as needed on the rationalisation of transport services;
v) Monitoring and Evaluating the impacts of transport investments and guiding them to yield maximum benefits to the
community on regular basis; and
w) Interacting with Industry and academia to have update on the sector.
In addition to the above, the department should take lead and proactive role as per the mandate of HMDA.
The above roles and functions need to be seen as long list of aspects that Transport Department needs to do.
These can be gradually and over a time frame can be internalized.
12.11.1.2 Divisions in the Regional Transport & Communications Department
Given the complexities of the sector, the Regional Transport & Communications Department needs to contain
various divisions in taking up the various functions of the department. The proposed divisions and their role
and functions are presented in Table 12-19. Organisational structure proposed for Regional Transport &
Communications Department is presented in Figure 12-70.
Table 12-19: Divisions Proposed under Regional Transport & Communications Department, their Roles and
Functions
1. Policy & Planning  Think tank of transport sector at HMA level
 Preparing Vision and Corporate Plans of Transport Sector for HMA
 Preparing Policies and Strategies as needed for integrated multi modal transport
systems at HMA level
 Developing Prioritized Investment Programs with respect to Transport Sector in HMA
 Generating resources for implementation of transportation projects of regional scale
and importance
 Guiding, Allocating and Monitoring the Investments made in transport
sector/projects
 Preparing Multi Year Rolling Plans for Transport Sector
 Co-ordinating and communicating with all the stakeholders in HMA on a regular basis
 Interacting with Industry and academia to have update on the sector
2. ITS/Communications/ Data  Transport resource centre and extending necessary technical advice
Centre &Modelling Division  maintain regional transport data base and support planning and decision making
efforts
3. Procurement  Implementing transport projects of regional scale
4. Regional Surface Transport  Preparing Guidelines and Manuals as needed with respect to Surface Transport
Division  Implementing road transport projects of regional scale
 Co-ordinating with other agencies in HMA on Implementation of road transport
projects
 Advising on Toll policy and integration
 Advising on, as needed on the rationalisation of transport services
 Road safety
 Coordination with APSRTC for Integrated ticketing Integrated ticketing
5. Regional Metro Division  Preparing Guidelines and Manuals as needed with respect to Metro Transport
 Implementing metro rail transport projects of regional scale
 Co-ordinating with other agencies in HMA on Implementation of metro rail transport
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projects
 Advising on Metro Fare policy and integration
 Safety and Security
 Coordination with HMRL for Integrated ticketing Integrated ticketing
6. Suburban Rail/ MMTS  Co-ordinating with other agencies (South Central Railway/ Indian Railways) in HMA
Integration Division on Implementation of sub-urban rail/MMTS projects
 Advising on Fare policy and integration
 Coordination with South Central Railway for Integrated ticketing
7. R&R, Land Acquisition, Utility  Preparation of R&R policy guidelines and documents pertaining to transportation
Relocation and Environment projects
 Preparation/ review of land acquisition plans for transportation projects and
 Preparation/ review of utility relocation plans for transportation projects and
 Preparation/Review of EIA/EMP reports prepared for transportation projects and
coordinate with Central/ State Governments for obtaining the necessary clearances
The above can be further modified and changed as per the needs of time. It is creation of Cell/Unit is more
important. Ultimately each Cell needs to be headed by an officer of the rank of SE. As we see the gradual
transition of this could be as under:
HMDA- Authority


Provides
Technical
Input
to UMTA
Regional
Transport/Communic
ations
Department
Transport Advisory Panel

Commissioner of Police Co-ordination &
Director Appointed f rom Government,
Corridor Management & Safety Consultation Regional Private/ Public/ Institutional
Transport Sectors with Expertise in
Transportation
Policy & Planning ITS/Communicat Procurement Regional Surf ace Regional Metro Suburban Rail/ R&R, Land
ions/ Data Transport Division Division MMTS acquisition,
Centre & Integration Utility
Modelling Division Relocation and
Division HMA Bus HMA Road Environment
Transport Transport
Figure 12-70: Organisational Structure for Regional Transport & Communications Department
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12.11.2 The Organisational Concept Provides the Framework for Recruiting Staff
The proposed organisational changes provide the basis for decision making but it is important to recognise
such changes will have little effect unless staff are recruited and trained to fulfil these functions. The scale and
complexity of investment that HMDA is planning has very few parallels amongst modern cities yet the number
of staff expected to execute theses task is severely limited in number. It is our belief that the number of staff
working within HMDA on infrastructure implementation issues needs to be expanded by a minimum of three
times over the next 5 years. To not expand the staff is to put the execution of planned projects at risk. With
our preliminary recommendations we strongly feel a need to carry out a detailed Institutional Assessment
Study for HMDA.
12.12 ASPECTS NEEDING SOME ATTENTION AND CONSIDERATION
HMA is growing and growing fast. This trend will continue. Transport sector needs more focussed efforts and
attention as noted above. The above arrangement is one such option. There could be other models. Further to
the above, it is felt that considered view and attention should be given to:
a) MCH has become GHMC and area has significantly increased. Keeping the needs of future in view should the area of
GHMC be further extended? (Potential options are shown in Figure 12-71 to Figure 12-73);
b) Should there be amendments to UMTA act to bring in changes to reflect the constitution of it from larger state
perspective– like as to how and why top officer of the state be the Chairman and as to why other places of AP be
denied of such options, apart from others;
c) Given that GoI, MoUD transfers all the funds to ULBs and with time as to how to strengthen corporations to address
needs of transport in more focussed manner;
d) Should we not make changes in a bigger way, as in developed world and if done will there be conflict from larger
national perspective;
e) Can one authority in our governance system will ever be able to take off and function;
f) What should be the directions for setting up a body that is really unified and addresses the infrastructure needs of
HMA;
g) Should the functions related to transport be taken out from all the present authorities and be transferred to one
newly set up authority; and
h) Should the authority be on the lines of Hyderabad Metro Water Works.?
We have suggested an option after a detailed study for consideration and discussion as part of this paper. This
can be considered as one of the options and not necessarily final recommendation.
We also feel that, there is a need to think on the above and take a dispassionate view. It is based on this; the
most appropriate arrangements can be evolved.
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Existing
Boundary
GHMC
Expand GHMC
Boundary Up To
& Including ORR
Growth Corridor

Figure 12-71: Potential Changes to Municipal Jurisdiction Option 1
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Municipality 5
/Mandal?
Municipality 4
/Mandal?
Municipality 1
/Mandal?
Expanded
GHMC
Municipality 2
/Mandal?
Municipality 3
/Mandal?

Jurisdiction Option 1 Extended Area
Figure 12-72: Potential Changes to Municipal Jurisdiction Option 1 Extended Area
Municipality 4
Mandal
Municipality 1
Mandal?
Expanded
GHMC
Municipality 2
Municipality Mandal?
3
Mandal?

GHMC Expanded to Contiguous
Develelopment Outside ORR
Figure 12-73: Potential Changes to Municipal Jurisdiction Option 2 GHMC Expanded to Contiguous Development
Outside ORR
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12.13 FINANCING OPTIONS
cost. The details are presented in Table 12-20. Preliminary calculations indicate that, about INR 1.75 lakh
crores would be required to cater for the urban infrastructure needs of HMA for the period up to 2041
(assuming HMA’s population by 2041 is about 19.5 million). The average per annum requirement of funds for
the urban infrastructure of HMA could be about 6,000 Crores/annum. The scale of capital investment needs is
going to be huge. Hence, it would be prudent to identify of alternative sources of funding for delivery of
infrastructure in HMA. International and national case studies on alternative ways of mobilisation of resources
for urban infrastructure have been reviewed, budget and expenditure details of major organisations in HMA
i.e. HMDA and GHMC have been reviewed. Preliminary thoughts on resource mobilisation for delivery of
urban infrastructure for the horizon period upto 2041 are described in the following sections.
LA, R&R (% of
System INR Crores Duties, Design & Duties, Design & Total Cost
Total Cost)
Highway System 40,737 20% 20% 16,295 57,032
Transit System 53,161 10% 20% 15,948 69,110
Bus System 3,800 5% 20% 950 4,750
Terminals 1,170 20% 20% 468 1,638
Sub-Total 1,46,531
29,306
Total 1,75,837
It is estimated that a total transport infrastructure investment of about INR 1.5 Lakh Crores would be needed
for the horizon period upto 2041. Preliminary cost of other infrastructure cost like water supply, sewerage,
drainage, solid waste management, etc. is about INR 29, 306 crores. Thus the overall cost of urban
infrastructure is about INR 1.76 Lakh Crores. Based on the recommendations of Working Group on Urban
Transport for 12th Five Year Plan and experience gained on working in urban infrastructure of major Indian
cities, the sources of funding have been assessed and the details are presented in Table 12-21 for Transport
infrastructure and overall urban infrastructure in Table 12-22.
It can be observed from the Table 12-21 that for urban transport infrastructure related projects as envisaged
by 2041, about 14% of the funding will be from the central government, and about 11% through private
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PPP 15,509 11%
Total 1,46,531 100%
PPP 15,509 9%
Total 1,75,837 100%
Funding from Central Government:
Funding in the form of grants or debt constitute about 14.2% of the total investment required in the transport
infrastructure related sector in the next three decades in Hyderabad Metropolitan Area. The funding can be in
different forms like
Viability Gap Funding (VGF): It is a capital grant from the central or state government providing funding
assistance to projects under Public-Private Partnership (PPP) which are otherwise not feasible either due to
longer gestation periods or inability to raise user charges. The VGF is always equivalent to lowest bid for
capital subsidy but is restricted to the maximum of 20% of total project cost. If the sponsoring body-
ministry/state government/statutory body- provide any other assistance, it can be further extended up to
maximum of 40% of the cost of the project. The VGF component is linked to private investment. If the target
for private investment is not attained, VGF will also be affected.
Grants: Central Government can fund projects by providing grants through programmes like the Jawaharlal
Nehru Urban Renewal Mission (JNNURM). It is a scheme for bringing improvement in urban infrastructure and
urban governance. It provides financial assistance in the form of grants to ULBs and parastatal state agencies
such as HMDA for implementation of projects. For cities with four million plus population if ULB or parastatal
body can raise 50% and state government is ready to share 15% of the project cost, central government can
fund 35% of the cost as grant. These grants can be utilized for following three purposes:
a) Attracting more resources: to leverage additional resources which could be utilised for capital or O&M investment
in a project
b) Bridging the commercial viability gap: for enhancing commercial viability of a project
c) Ensuring bankability of projects: To fund credit enhancement mechanisms such as establishing liquidity support
mechanisms, up-front debt-service reserve facility, deep discount bonds, contingent liability support and equity
support. Its aim is to help projects meet the needs of funds during variations in cash-flow and enhance bankability
of a project.
Funding from Private Sector:
Investment from the private investors in PPP’s will occur to the extent that revenues are available from the
travelling public to provide a return to the investors. Such revenue forecasts are project specific and such
investments will not be attracted to all projects. Based on preliminary estimates as provided in Table 12-21,
about 10.6% of all the investments (amounting to about INR 15,509 Crores) will need to be raised from the
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private sector. It is to be noted that proportion of investment can be anticipated to vary considerably
depending on not only on market conditions but also on ability of other government bodies to join hands with
HMDA.
Funding through Debt:
Projects can be also funded through debt. It is estimated that HMDA would have to raise about 19.6% of the
total investment on urban transport through debt from domestic or international funding agencies like The
World Bank, Japan International Cooperation Agency (JICA), or any commercial bank as provided in the HMDA
Act, 2008. The debt, will however, have to be supported by the Government of India and Government of
Andhra Pradesh and HMDA will have to service and repay any such debt. Revenue streams that will allow
HMDA to repay any such debts must be established as per the provisions of HMDA Act, 2008.
Funding by HMDA:
The remainder of the investment- about 55.6% of the total investment, will have to be raised/generated by
HMDA. Apart from the creation of transport infrastructure, HMDA as a regional planning agency is entrusted
with meeting other financial obligations as well. Hence as mentioned above, a continuous revenue stream will
have to be established. Based on a detailed study of the sources of revenue for HMDA, as mentioned in
section 10.3, it is envisioned that the investment needs for the creation and maintenance of transport
infrastructure can be met by levy of development charges based not on the amount of space being developed
but rather on the value of the development. This methodology will allow market dynamics to play a greater
role in the resource generation. Based on the project population and employment in HMA for the horizon
year, preliminary estimates of the potential revenue that could be generated through the levy of
DEVELOPMENT CHARGES by HMDA have been worked out.
The population of HMA is likely to increase from 9.4 million in the base year to about 19.4 million by 2041 and
the employment is likely to increase from about 3.2 million to about 7.7 million during the same period.
Development charges have been worked out separately for the residential as well as non-residential
development – both new development and redevelopment of existing spaces.
Two separate methods have been adopted for the calculation of potential development charges. In the first
method, uniform redevelopment potential is assumed for all types of units depending upon the location. In
the second method, the redevelopment potential is assumed based on the type of unit (apartments,
independent house, service apartment, and slums) and their locations over the space of HMA. In both the
cases the potential revenue from new development is calculated based on the likely household size and
dwelling unit size. For the estimation of development charges likely to be generated from the
development/redevelopment of non-residential space assumptions for the average occupancy, average cost
of development and redevelopment potential for office, industrial and other non-residential spaces are
assumed.
Based on the above assumptions, the total development changes that can be raised from the development
and redevelopment of residential as well as non-residential spaces in HMA is be in the range of Rs.1.25 Lakh
Crores to Rs.1.7 Lakh Crores as shown in Table 12-23.
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Table 12-23: Preliminary Estimates of Total Development Charges by 2041 (INR Lakh Crores)
Option 1 Option 2
New Development 0.90 0.90
Redevelopment 0.11 0.58
Development Charges from Residential Development 1.01 1.48
Development Charges from Non- Residential Development 0.24 0.24
Total Development Charges 1.26 1.72
Based on the recommendations of the Working Group on Urban Transport for 12th Five Year Plan, as
mentioned in Table 12-21, a total investment of INR 1.46 Lakh Crores will be required for Urban Transport by
the horizon period upto 2041. Including other infrastructure, the overall urban infrastructure investment
requirement is INR 1.76 Lakh Crores. It can be observed that the preliminary estimates of likely revenue
through the levy of development charges is approximately matches with the amount required for the
development of transport and other urban infrastructure.
It is pertinent to mention here that, the above described investment needs and sources of funding are
preliminary and needs further discussions and deliberation. Accordingly, the investment needs and sources of
funding shall be updated during the course of the study when we firm up short and medium term investment
strategy.
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13 SUMMARY
The present report documented the following:
 Review of earlier studies;
 Travel/ Traffic demand analysis and forecast;
 Alternative long term transport strategies;
 Evaluation of alternative strategies and selection of preferred strategy;
 Review of institutional arrangement of transport;
 Review of transport financing;
 Prepare a draft transport strategy document.
Household Interview Survey data collected from the Hyderabad Metropolitan Area was processed and
Internal-Internal passenger Origin-Destination (OD) matrices for various purposes and time periods are
obtained. Inter-Internal goods travel matrices have been assessed from the screen line traffic count, OD data
and goods focal point survey data. External travel demand matrices for the base year have been compiled
from the OD traffic count and OD survey data carried out at the outer cordon locations. Travel demand
models developed for the study are presented in the report “Development, Validation and Calibration of UTP
Model, Scenarios and Travel Demand Forecast” submitted in December, 2012. Additional efforts made for
daily travel demand modelling and peak period analysis are presented in Chapter 8 of this report and its
annexure.
Planning parameters at cluster level have been assessed. Four alternative growth scenarios (Trend based (S1),
Master Plan based (S2) and Landuse/ transport network assessment based, Option 1 and Option 2, S3 and S4
respectively) have been assessed using the available secondary data/ studies and consultants experience
elsewhere and understanding of the study area. TAZ wise planning parameters (population, employment,
resident workers, students, etc.) have been assessed for trend based scenario (S1) and landuse/ transport
network assessment based scenarios (S3 and S4) using a detailed approach considering proposed transport
network, available developable area, etc.
The analysis, as mentioned in earlier chapters, has been made considering the entire study area as two
regions- cluster 1 to cluster 6 (Inside the ORR), and cluster 7 to cluster 21 (ORR growth corridor and Rest of
HMA). Population, in the base year, was in the ratio of 80:20 in these regions respectively. The master plan
based scenario distributes the population in the ratio of 73:27. However, according to the trend based (S1)
and land use/transport based scenarios (S3 and S4), the population is distributed in Inside the ORR- in the
ratios of 74:26, 72:28 and 85:25 respectively in the three scenarios. It can also be observed that the
distribution of population in the horizon year for all the scenarios is more or similar but lower population
proportion inside ORR.
Employment, like population, follows similar patterns of distribution for the base year and also three scenarios
for the horizon year. The base year distribution is in the ratio of 77:23 (within ORR: ORR & Outside). In the
horizon year, the distributions trend based (S1) and land use/transport based scenarios (S3 and S4) are in the
ratios of 81:19, 69:31, and 70:30 respectively between the clusters inside ORR and ORR & outside. It can also
be observed that the distribution of employment in the horizon year for the trend based scenario is similar to
the base year and further increase and in case of land use/transport based scenarios it is lower employment
proportion inside ORR.
13-1
The land use/transport based scenario selected for the TAZ distribution would work well for the long term
transport strategy since it takes into account all the planned and proposed transit networks and could
eventually lead to transit oriented development. TAZ Level distribution has been carried out for the horizon
year (2041) for the scenarios S1, S3 and S4 to evaluate the horizon year transport networks i.e. N2 and N3.
Three transport network scenarios for the horizon year 2041 has been evolved, one based on the “Committed
transportation projects i.e. Scenario N1: Committed Network” and the other “Proposed transportation
projects” i.e. Scenario N2: Proposed Network and Scenario N3: Proposed Network” have considered for
assessment of required transport network for the horizon year 2041. Network N1 shall be used for assessment
of economic benefits i.e. in Economic analysis while N2 and N3 have been used for evaluation of landuse
scenarios. All network scenarios have been used for environmental and social evaluation. It is pertinent to
mention here that, private vehicle use is high in the region and hence their growth is going to be major criteria
in assessment of transport network for the horizon year 2041. However, as per NUTP policy and for
sustainable urban transport for HMA, consultants have proposed a transport network for public transport
modes (bus, train and metro). As it is very difficult to predict a single future for HMA, consultants have
considered low and medium private vehicle growth scenarios i.e. PV1 and PV2 respectively for evaluating the
alternative landuse transport scenarios. Thus, twelve alternative scenarios have been considered for scenario
evaluation for the horizon year 2041 (S1N2PV1, S1N2PV2, S3N2PV1, S3N2PV2, S4N2PV1, S4N2PV2, S1N3PV1,
S1N3PV2, S3N3PV1, S3N3PV2, S4N3PV1, S4N3PV2). Using EMME software, travel demand models and the
transport network analysis for the horizon year 2041 has been carried out for transport network requirement
for the horizon year 2041.
Environmental and social analysis is carried out for three alternative networks including the N1 of Do
minimum / committed network scenario. While the N2 and N3 networks are likely to have higher
environmental and social impacts, the environmental and social benefits that would be accrued from the new
links of N3 and upgradation of existing links are likely to be far higher than the impacts anticipated.
The internal passenger travel (Excluding NMT modes) is expected to increase from 7.9 million to 19.1 million
daily trips and this is about 2.42 times the base year travel demand. This amounts to a CAGR of 3.0%.
Total daily internal goods vehicle travel demand for the Base year (2011) and Horizon year (2041) are about
59,000 and 1,14,000 vehicles respectively. A growth factor of 1.92 has been observed over the period of 30
years.
The daily external travel demand has been estimated for private vehicles, buses and trucks. The daily external
travel demand for the base year, 2011, has been estimated separately for goods’ vehicles (LCV, 2 Axle, 3 Axle
and Multi Axle Trucks), buses and personalised vehicles (cars and two wheelers) as 48,003, 11,125 and 84,303
vehicle trips respectively. The estimated, for the horizon year (2041), for goods vehicles, buses and
personalized vehicles are 2,45,391, 41,265 and 3,97,237 vehicle trips respectively. The average annual growth
rate (at the external cordon) of goods vehicles, buses and personalized vehicles was assessed to be 5.6%, 4.5%
and 5.3%, respectively.
Although there are scanty time series data available for HMA, empirical data available for other large cities
including Delhi indicate that as cities grow along with increased private vehicle ownership and the propensity
of people changing jobs but not homes is leading to increase in average trip distances. Further, the sensitivity
analysis needs to fully explore the potential medium and longer term impacts of increasing disposable
personal income levels in India on the willingness of people to spend more for either higher qualities of public
transit or the freedom of travel afforded by private vehicle ownership almost regardless of cost. Clearly the
13-2
automobile manufacturing industry in India will continue to aggressively promote their products and as this
sector of the economy becomes more important in India it may be difficult for government to constrain its
growth.
Travel demand forecast and evaluation of twelve alternative scenarios has been carried. The overall ranking
derived from the multi-criteria ranking indicates the scenarios S4N3PV2, S3N3PV1, S4N3PV1 and S3N3PV2 are
relatively the best scenarios for further detailed analysis. These scenarios involve two landuse scenarios i.e. S3
and S4, two private vehicle growth scenarios PV1 and PV2 and one network scenario N3. Thus four alternative
scenarios have been shortlisted (S3N3PV1, S3N3PV2, S4N3PV1 and S4N3PV2) from detailed analysis of twelve
alternative scenarios.
cost. The details are presented in Table 13-1. Preliminary calculations indicate that, about INR 1.75 lakh crores
would be required to cater for the urban infrastructure needs of HMA for the period up to 2041 (assuming
HMA’s population by 2041 is about 19.5 million). The average per annum requirement of funds for the urban
infrastructure of HMA could be about 6,000 Crores/annum. The scale of capital investment needs is going to
be huge. Hence, it would be prudent to identify of alternative sources of funding for delivery of infrastructure
in HMA. International and national case studies on alternative ways of mobilisation of resources for urban
infrastructure have been reviewed, budget and expenditure details of major organisations in HMA i.e. HMDA
and GHMC have been reviewed. Preliminary thoughts on resource mobilisation for delivery of urban
infrastructure for the horizon period upto 2041 are described in the following sections.
LA, R&R (% of
System INR Crores Duties, Design & Duties, Design & Total Cost
Total Cost)
Highway System 40,737 20% 20% 16,295 57,032
Transit System 53,161 10% 20% 15,948 69,110
Bus System 3,800 5% 20% 950 4,750
Terminals 1,170 20% 20% 468 1,638
Sub-Total 1,46,531
29,306
Total 1,75,837
It is estimated that a total transport infrastructure investment of about INR 1.5 Lakh Crores would be needed
for the horizon period upto 2041. Preliminary cost of other infrastructure cost like water supply, sewerage,
drainage, solid waste management, etc. is about INR 29, 306 crores. Thus the overall cost of urban
infrastructure is about INR 1.76 Lakh Crores. Based on the recommendations of Working Group on Urban
Transport for 12th Five Year Plan and experience gained on working in urban infrastructure of major Indian
cities, the sources of funding have been assessed and the details are presented in Table 13-2 for Transport
infrastructure and overall urban infrastructure in Table 13-3.
13-3
It can be observed from the Table 13-2 that for urban transport infrastructure related projects as envisaged by
2041, about 14% of the funding will be from the central government, and about 11% through private
PPP 15,509 11%
Total 1,46,531 100%
PPP 15,509 9%
Total 1,75,837 100%
The transport infrastructure investment needs of HMA for the horizon period (upto 2041) have been
quantified and presented above. The scale of capital investment needs is likely to greatly exceed past
expenditure levels. Institutional arrangements, capacity building, etc. are going to be crucial for effective
mobilisation and management of resources and coordination during various stages of projects
implementation. Hence, it was considered prudent to identify the institutional setup and capacity needs of
various regional and local authorities/ organisations within the HMA for the effective implementation of the
proposed transportation projects. National and international practices on governance of metropolitan areas
and methods of transport infrastructure delivery, including ongoing operations have been studied It is
observed that outside of India there are almost as many institutional arrangements as the agencies and
institutions.
As part of the NUTP, the Ministry of Urban Development (MoUD) suggested major institutional changes
including the setting up of Unified Metropolitan Transport Authority (UMTA) in all million plus cities (to
facilitate coordinated planning and development of urban transport systems); creating Dedicated Urban
Transport Funds, and the preparation of Comprehensive Mobility Plans for the urban agglomerations.
The Government of Andhra Pradesh proactively has established UMTA.1 Efforts are being made by UMTA to
address various aspects related to transport sector currently with HMDA as UMTA nodal agency and in
consultation with and support from the stakeholders’ viz. Greater Hyderabad Municipal Corporation (GHMC),
Traffic Police, Hyderabad Metro Rail Ltd. (HMRL), Andhra Pradesh State Road Transport Corporation (APSRTC),
and others. As part of the CTS study, institutional changes for HMDA have been assessed and presented in
Chapter 9.
1
The Unified Metropolitan Transport Authority (UMTA) for Hyderabad Metropolitan Region was constituted by an Act of the
Andhra Pradesh legislature (G O Ms. No. 624) in 2008.
13-4
Long term transportation strategies proposed for HMA are presented as follows:
a) Integrated Land use Transport Plan and Transport Driven Development;
b) Transportation Corridor - Right of Way Protection;
c) Promotion of Transit Oriented Development;
d) Implementation of Non-Motorised Transport (NMT) policy and improve road safety;
e) Implementation of Parking Policy;
f) Institutional reforms and capacity building; and
g) Efforts on alternative funding sources with focussed approach on Development Charges.
13-5
14 WAY FORWARD
14.1 WAY FORWARD
For implementation of short term transportation plans, the existing institution and investment options are
prima facie insufficient as already there is a backlog of transport supply. However, with active participation of
public and private organisation in development of transport infrastructure in HMA the trend can be reversed.
The medium term transportation plans more or less need similar kind of transportation strategies as that of
long term transportation strategies. The horizon year considered for short-term and medium term
transportation strategy for HMA is 2021 and 2031 respectively. Preliminary ideas on short and medium term
transport strategies and plans are discussed in the following sections.
The focus of short & medium term transportation strategy is mainly on the following:
a) Enhancing the capacity of the public transport system by providing alternative high capacity public transport systems
(suburban rail, metro, BRTS systems);
b) Enhancing all mode connectivity between the major commercial centres;
c) All mode improvements and new links to support and promote the development in greenfield areas and major
terminal locations, proposed Inter-State bus terminals, proposed Inter-City rail 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 to meet travel needs and to overcome existing bottlenecks; and
e) To provide appropriate budgets to address the growing needs for traffic and right-of-way management through
traffic engineering and enforcement measures.
The proposed capacity and safety improvements under short and medium term transportation strategy are
addressed through the following measures:
Capacity & Safety Enhancement Measures:

a) Maintain high priority for implementation of bus system improvements including depots, workshops, fleet
augmentation, etc.;
b) Widening of roads to meet traffic requirements;
c) Strengthening of roads and removal of right-of-way encroachments to fully utilize the traffic carrying capacity of
regionally significant roads and provide safe and unrestricted public footpaths;
d) Improve overall network continuity by removing bottlenecks or constructing a missing system links;
e) Intersection improvements and traffic signal installations including modern corridor traffic control systems;
f) Grade separation of major intersections where at-grade improvements would be inadequate;
g) At-grade and grade separated pedestrian facilities particularly in the vicinity of rail/MMTS/metro stations and
transport terminals;
h) Provision of protected raised footpath facilities on either side existing major road corridors;
i) Full grade separated railway crossings for vehicular traffic (ROBs/ RUBs); and
j) Grade separated crossings for pedestrian traffic (FOBs/ Subways) to minimize pedestrian trespassing across rail
corridors or at high intensity pedestrian corridors and major roads.
Development 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 corridors to improve network for mobility across the sub-
regions;
14-1
c) Recognize the need to build new transport corridors across existing water bodies or beneath existing hill ranges to
overcome the significant spatial and topographical constraints of the MMR. Such corridors to be designed to avoid
areas under environment and forest regulations as well as minimize any environmental and social impacts; and
d) Providing new bus, rail and truck terminals.
Traffic Management Measures

a) Public transport (bus) priority, optimisation of traffic signals (i.e. coordination of traffic signals), installation of traffic
actuated signals, etc. to improve traffic system capacity, quality and safety;
b) Demand management measures (parking controls) to secure maximum social value from network use;
c) Parking policy for HMA;
d) Parking standards for HMA; and
e) Improving the enforcement efficiency and incident management capability.
Station Area Traffic Improvement Measures

a) Improving the access to the Metro/ MMTS/ sub-urban railway stations;
b) Enhancing the parking facilities;
c) Providing pedestrian walkways; and
d) Improving the pedestrian circulation and free-flow within and around the station area by providing additional FOBs.
The following submissions are planned:

 A Report on “Alternatives Analysis for Short and Medium Term investment strategy” (targeted for
submission by end of April, 2013);
 Draft Final Report & Executive Summary (targeted for submission by end of June, 2013); and
 Final Report & Executive Summary (targeted for submission by end of September, 2013)
14-2

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Hyderabad Metropolitan Development Authority

Comprehensive Transportation Study (CTS) for

Distribution Transport System

LEA Associates South Asia Pvt. Ltd., New Delhi, India

2 STRATEGIES AND PLANS OF HMA – REVIEW AND INSIGHTS .............................................................................2-1

3 GROWTH PROFILE AND PROSPECTS OF HMA ......................................................................................................3-1

4 REVIEW OF TRANSPORT STRATEGIES OF METRO REGIONS .............................................................................4-1

5 POSITIONING OF HMA AND FORMULATING GROWTH SCENARIO ......................................................................5-1

6 FORMULATING CONCEPT LANDUSE AND TRANSPORT OPTIONS ......................................................................6-1

6.3 TRANSPORT NETWORK AND SYSTEMS FOR EVALUATION ..................................................................................... 6-5

7 EVOLVING LANDUSE AND TRANSPORT SCENARIOS AND OPTIONS .................................................................7-1

8 TRAVEL DEMAND FORECAST AND OPTIONS ANALYSIS .....................................................................................8-1

9 INITIAL ENVIRONMENTAL & SOCIAL EVALUATION ...............................................................................................9-1

9.2.9 SLUM CONDITIONS......................................................................................................................................... 9-5

10 REVIEW OF INSTITUTIONAL ARRANGEMENTS ....................................................................................................10-1

11 REVIEW OF TRANSPORT FINANCING SCENARIO ................................................................................................11-1

12 FORMULATION OF LONG TERM TRANSPORT STRATEGY .................................................................................12-1

12.2.2 BALANCED TRANSPORTATION................................................................................................................. 12-23

Table 8-26 Node Numbering for Highway Nodes ................................................................................................................................................................. 8-33

HMRL Hyderabad Metro Rail Limited

RHO Return Home from Others

1.2 TOR STIPULATIONS

 Travel/ Traffic demand analysis and forecast;

1.3 PURPOSE AND FOCUS OF THE REPORT

1.4 STRUCTURE OF THE REPORT

2.2 REVIEW OF PLANS AND STRATEGIES

2.2.1 Hyderabad Area Transportation Study – 1 (1983)

1. Bandlaguda to Malkajgiri 1. Chaderghat to Basheerbagh Via Gandhi Park

Figure 2-3: Recommended Cycle Routes, HATS-1, 1983

Figure 2-4: Institutional Structure for Proposed UMTA

2.2.2 Hyderabad Area Transportation Study– 2 (2000)

2.2.3 Feasibility Study of MRTS (1998)

2.2.4 Hyderabad Concept Plan

2.2.4.2 Transit Routes (Ring Roads)

 Inner ring road – Four Lane Road having a length 58 km

2.2.4.3 Recommendations – HUDA Region

Figure 2-8: Proposed road alignment in Knowledge Hub

Table 2-2: Details of Expressway Alignment on Knowledge Hub

Figure 2-9: Proposed road alignment in Technology Hub

Figure 2-10: Proposed road alignment in Emerging Technology Hub

Figure 2-11: Proposed road alignment in Entertainment and Tourism Hub

2.2.5 DPR for MRTS

2.2.6 Multi Modal Transportation System (MMTS)

Figure 2-12: Trip Length Distribution (Year 2004, MMTS study)

Table 2-11: Proposed Development Sequence of Route Options

2.2.7 T&T Action Plan – Sri Raghotham Rao Committee Report

The recommendations of the Committee are broadly as under:

TOTAL (Rupees in Crores) 13,000

2.2.8 Study on Radial Roads

2 Long Term improvements:

8. RR-17 from Habsiguda to Cherlapalli,

2.2.9 DPR of BRTS

Figure 2-14: Proposed BWS Corridors in Hyderabad

Total Phase I: BWS corridors length is 42.10 km

2.2.10 City Development Plan for Hyderabad

Objectives of City Development Plan (CDP)

The scope of work was to:

The crux of the city