integrated transit lab

8/22/2019 Integrated Transit Lab

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INTEGRATED TRANSIT MULTI MODAL TRANSIT LAB,

Urban Transport Planning and Management 2012-2014



AIM: To prepare a Detailed Project Report for a

multimodal interchange(s)

OBJECTIVES

1. To understand the concept, components and need of INTEGRATION.

2. How to plan and design for an interchange.3. To understand and evaluate the over-all project.



1. Evaluate existing Public Transit scenario in Ahmedabad region.

2. Identify future growth areas in Ahmedabad region.

3. Draw lessons from best practices (International cities).

4. Propose connectivity to future growth areas.

5. Choose the appropriate Public Transport mode for the regions.

6. Identify the Interchange Locations and the preferable level of Interchange.

7. Conceptual design of the interchanges.

8. Carry out the over-all project evaluation.

9. Look in to the complimentary measures – Institutional Integration.

METHODOLOGY



The organizational process through which the planning and delivery of elements of the transport

system are brought together across modes, sectors, operators and institutions with the aim of

increasing economic and social benefits.

SOURCE: Article ‘on the move: delivering integrated transit system in Britain’ by John Preston, Adam Marshall & LenaTochterman

CONCEPT OF INTEGRATION

Commuterrail

Buses

MetroNon

MotorizedTransport

Para Transit

Regional

buses

Othersectors

(Env., Edu.,Health)

BRTS



Integration of public transport informationtep 1

Integration Public transit servicesStep 2

Integration of Public transit faresStep 3

Integration public & private transport servicesStep 4

Integration of public transport authoritiesStep 5

Integration of Transportation & Land useStep 6

Integration of education, health & Social service

sectors

Integration of environment, social & economic

policy

Step 7

Step 8

Integration of education, health & Social service

sectors

Integration of public transport information

Integration Public transit services

Integration of Transportation & Land use

Integration public & private transport services

Integration of public transport authorities

Integration of Public transit fares

Integration of environment, social & economic

policyPhysical Integration

Institutional Integration

Fare Integration

Policy measures

INTEGRATION LADDER

SOURCE: Article ‘on the move: delivering integrated transit system in Britain’ by John Preston, Adam Marshall & Lena Tochterman



WHY DO CITIES NEED INTEGRATION?

More than one transport mode

Transfers required for direct, convenient through service or route for the journey

Network Coverage



BENEFITS OF INTEGRATION

• One network, one timetable, one ticket, one fare – from door to door•

Minimizes the need to travel by concentration of activities• Minimizes the over- all travel time• Provides safe and secure journeys.• Minimises the private vehicle dependency.• More integrated – more choice of destination.

Source: i. Preston J, Marshall A & Tochtermann L, 2008, On the Move: Delivering Integrated Transport in Britain’s Cities ii. SPUTNIC, Strategies for Public Transport in Cities

• Higher public transit ridership• Higher revenue generation• Increase in Efficiency of the system

• Acts as a catalyst for urban regeneration• Supports continued economic development• Environmental benefit

USER PERSPECTIVE

OPERATOR PERSPECTIVE

SOCIETY PERSPECTIVE



INTERCHANGE

Atocha, Madrid, Spain Regional Rail, Metro, Regional Buses, Local Buses

An interchange is a location where customers transfer from one mode of transport to another

or between two services of the same mode.

It may be a place where customers join or leave the public transport system on foot, by bicycle,

motorcycle, or car.



BASIC ELEMENTS OF INTERCHANGEPhysical needs Such as:

- Location, area boundaries, connectivity to street network,

- Customer forecasts (arrival, departure by mode including transfers, peaks),- Bus number forecasts (peaks, type of bus, layover requirement), and

- Primary interchange purpose (terminus, Park and Ride, intermodal transfer).

Customer needs Such as:

- Customer movements (bus to bus, bus to rail, Park and Ride to bus),- Travel type (commuters, tourists, special events),

- Volume considerations (mode separation),

- Safety (mode conflicts, personal security), and

- Accessibility.

Land use integration Such as:

- Integrated facilities (toilets, retail) provided by adjacent land use,

- Connectivity (pedestrian desire lines),

- Complementary development opportunities (TOD, retail, cafes),

- Local context, and- Safety. SOURCE: Public Transport Interchange Design Guidelines, Auckland Transport, 2013



CASE STUDIES



Singapore

• Singapore has a total land area of 714.3 km², housing a population of 5.32 lakhs

• The population growth rate of the city is about 2.5% p.a.

• The population density of the city is 7482 persons per square kilometre

• There exists 4 types of public transport modes- MRT, LRT, Bus and Taxi

49 kms

25 kms

• The Republic of Singapore, is a south- east Asian island city- state off the southern tip of

the Malay Peninsula

• Located at 1° 14’N latitude and 103° 55’E longitude

• The mainland of Singapore measures 49 kilometres from East to West and 25 kilometresfrom North to South with 193 km of coastline.



Transit Services- Taxi• Taxis provide door- to- door service

• As on April 2010, there were 24000 taxis on the streets of Singapore

• Daily taxi trips: 0.9 million

• An average trip length on a taxi is 9.7 kms/ passenger trip

• All taxi rides are metered

• Taxi fares are based on a flag-down fare and the distance travelled

• Taxi fares can be paid with cash, credit card, NETS, or EZ-Link card, subject to the

availability of such payment devices in the taxis

• There are 7 private taxi operators in the city

• Taxi fares, licenses, standard of services are regulated by the Land Transport

Authority



Transit Services- Bus

• Bus lanes extend to 150 km

• 4000 buses are spread over 330 routes with daily bus trips of 3.1 million

There exists various types of Bus services, which are as follows:

o Trunko Short trip

o Intra- town (SMRT Buses) and Town Link (SBS Transit)

o Jurong Industrial Service

o Express

o Fast Forward

o Night Rider (SMRT Buses) and Nite Owl (SBS Transit)

o China Town Direct

o Parks

o Premium

• The MRT system spans some 130km across the island with 85 stations and LRT with 29 kms and 43

stations

• Operation hours- 5.30am – 12:00 a.m.

• Frequency: Peak hours-2 to 3 minutes

Off- eak Hours- 5 to 7 minutes

North- South LineEast- West Line

North- East Line

Circle LineDowntown LineThomson Line

LRT Lines

Transit Services- MRT/ LRT

• Daily MRT/ LRT trips: 1.9 million

• Network Density- 0.2 km/ sq. km



Interchange

TAMPINEJURONG EAST

BUKIT PANJANG

WOODLANDS YISHUN

BISHAN

NEWTONORCHARD

CITY HALL

RAFFLES PLACE

MARINA BAY

PAYA LEBAR

BUGIS

OUTRAM PARK

BUONA VISTA

HARBOUR FRONT

SERANGOON

PUNGGOL

SENGKANG

PROMENADEDHOBY GHAUT

There are 22 interchanges within the city

The interchange levels are decided on the basis of the number of routes intersecting at that

stationAll MRT stations are an interchange in themselves as bus services connect them

Level I

Level IILevel III



Punggol Interchange- Level III

Bus Stop

EE E

E Bus BaysBus Bays

Elevated LRT

Entrance Entrance



Outram Park Interchange- Level II

Bus Stop

13.2 m

5 mE

E

Road Over Bridge

Bus StopBus StopTaxi Parking



Dhoby Ghaut Interchange- Level I

Bus Stop

36.2 m

55.4 m

E

EE

E

E32 m

us Stop at the Entrance of the Station, thus reducing access

istance

Entrance

Bus Bays



Fare Integration

Electronic Road Pricing and Electronic

Parking System

Source- http://www.ezlink.com.sg

http://www.ezlink.com.sg/








Institutional Integration

Land Transport Authority

Public Transport

Council

MRT/ LRT Operators Bus Operators

Regulator Advisor Operator

Taxi Operators

• Public transport system is publicly owned but privately operated

• LTA has the single authority over all the land transportation system of the city

• LTA is the single regulator, planner and policy- maker in land transport

• PTC leases not only acts as an advisor to LTA, but also leases out tenders to operators and

looks into quality of services by the operators

• The operators of MRT/ LRT and Buses operate on separate routes leased out to them by

PTC



Lessons LearntPhysical Integration• The MRT/ LRT acts as the trunk transportation route for the city

• The buses act as feeder to the MRT services

Fare Integration• Single ticketing System for all modes

• Distance based telescopic fare

• Speedy transaction

Institutional Integration• Single transport authority, who is both the planner as well as the regulator



CURITIBA CITY PROFILE

•The capital of the Brazilian state of Parana.

•The largest city with a biggest economy of

both Parana and Southern Brazil.

Curitiba Municipality Metro

Population 1,764,540 3,209,980

Area Km sq 430.9 15,416.9

Density per sq

km

4062 210.9

Source: IPPUC 2008



TRANSIT SERVICE NETWORK



BUS INTERCHANGES AND CONCEPT PLAN

Source: IPPUC 2008

13 cities conected

385 lines

28 terminals

351 tube stations

Accessibility network - 500m

Single fare

70 Km of exclusive lanes for buses



CLASSIFICATION OF BUSES

Line Capacity Operating

Fleet

No. of

lines

Circular Centro/Micro 30 09 01

Conventional/Micro-

Micro Special

40/70 280 89

Run in loops, connecting

areas of interest within the

portion of the city

Conventional-

Troncal/Common

80 115 19

Troncal/Articulated 160 24 19

Feeder/Common-

Micro Special

80/70 670 212

Links particular

neighbourhoods to the

express bus via bus

terminal

Feeder/Articulated 160 75 212

Inter-district/Padron 110 35 06

Travels in two circles

around the city centreInter-

district/Articulated

160 90 06

Direct/Padron

110 385 18 Quickest way to travel,

cover large distances with

few stops

Express/Bi-

articulated

270 165 06 Travels radially out from

city centreSource: IPPUC 2008



EXPRESS BUS STOP INTERCHANGE



DIRECT BUS ROUTE INTERCHANGE

I A Y SYS



TRINARY SYSTEM

LANDUSE AND PUBLIC TRANSPORTATION



LANDUSE AND PUBLIC TRANSPORTATION

Land use Street Network Public Transport

FARE INTEGRATION



FARE INTEGRATION

•Electronic ticketing was introduced in 2002

through smart cards.

•Express and direct services require access

via prepayment in tube stations andterminals.

•Feeder buses have on board validation of

electronic cards or direct payment to a

conductor.

INSTITUTIONAL FRAMEWORK OF CURITIBA



INSTITUTIONAL FRAMEWORK OF CURITIBA

Urban Level Metropolitan Level

IPPUC URBS

Created by Municipal

Law in 1965•Envisioned within the

original “Linear City” Plan

• Responsible for integrated

planning of the city• Collaborates closely with

URBS .

Public Transport Authority -

URBS

Created by Municipal

Law in 1980

• Administers: – public

space (stations, stops,

etc.) – parking meters –

taxi system – traffic

enforcement (together

with State Police)

• Also administers Curitiba

Urbanization Fund

COMEC

•Funded through fare collection

•90% goes to private sector

operators

•6% goes to infrastructure

development

•4% goes to financing URBS

LESSONS LEARNT



LESSONS LEARNT

Physical integration

•Sustainable Urban Development : Trinary System based on land use, street network and publi

•Transport system with economic, social and environmental development.

•Accessibility network – 500m

•Exclusive lanes for buses.

•Single mode of transport with different types of buses.

Fare integration

Single fare system

Institutional integration

•Curitiba is having research centre for public transport IPPUC.

•Well integration between authorities from urban to metropolitan level.



GOVERNMENT

• Regional authority Greater London Authority

• Regional assembly London Assembly

• Mayor Boris Johnson

• UK Parliament 74 constituencies

• London Assembly• European Parliament

14 constituenciesLondon constituency

AREA

• City 606.95 sq mi (1,572.00 km2)

• Urban 671.0 sq mi (1,737.9 km2)

• Metro 3,236.31 sq mi (8,382.00 km2)

Elevation 79 ft (24 m)

POPULATION (2012)

• City 8,308,369

• Density 13,690/Sq mi (5,285/km2)

PUBLIC TRANSPORT

Bus Tram

Tube Rail

DLR Ferry

LONDON - INTRODUCTION

Source: www.cityof london .gov.uk

TUBE RAIL DLR TRAM FERRY BUS

https://en.wikipedia.org/wiki/File:London_(European_Parliament_constituency).svg



TUBE

405 kms,

3 million

passengers

RAIL

86 kms,

200,000

passengers

DLR

34 kms,

300,000

passengers

TRAM

27.35 kms,

79,600

passengers

FERRY

11.26 kms,

BUS

6 million

passengers

Source: www.tfl .gov.uk

RINGS AND RADIALS

INTERCHANGES



INTERCHANGES

600 stations which involve multi-modal interchange

TfL & IPB

stakeholders, such as local authorities, Pvt operators

integrate transport policy within other policy areas such as land use planning and

economic development and prioritize TfL activity

KING’S CROSS INTERCHANGE



BUS STOPS

50 mts

20 mts

15 mts

5 mts

5 mts

KING’S CROSS INTERCHANGE

STRATFORD INTERCHANGE



LONDON RAIL

FOOT BRIDGE

BUS STOP

PARKING

10m

25 m

Controlled crossing to retail centre

Car access route

Bus station

Rail/ underground station

Kiss & drop/ taxis

Cycle parking

Cycle parking

STRATFORD INTERCHANGE

INTERCHANGE: CROYDON



Tram stop

Parking


Bus Stops




Tram

Bus





Bus Stops

Towards Rail






Bus

line

Tram

line

National rail station

45 m

10 m

Integrated bus/ tram stop

Retail centre

FARE ZONES



FARE ZONES

'point-to-point‘ according to distance travelled

Bus – Flat fare

Three mile intervals—effectively creating zones

FLAT - FARE

BENEFITS:-

• UNIFIED ACROSS

MODES.

• SIMPLIFYING FARE

ASSIGNMENT.• EASIER COLLECTION. Source: www.tfl .gov.uk

TELESCOPIC FARE

CONTRACT – TfL & TranSys

OPERATOR: EDS & Cubic.

MANAGER: TfLSHAREHOLDERS: Fujitsu, Atkins

INSTITUTIONAL SETUP



THE GREATER LONDON AUTHORITY ACT 1999 Established

MAYOR’S

TRANSPORT

STRATEGY

THE GREATER LONDON AUTHORITY

TRANSPORT

FOR LONDON

SUB-REGIONAL

TRANSPORT

PLANS

(London Council &

London Boroughs)

LOCAL

IMPLEMENTATION

PLANS

(London

Boroughs)

•London

Underground•London Rail

•London Surface

Transport

•London Traffic

Control Center

(LTCC)

C o r p o r a t

e

S e r v i c e s

INSTITUTIONAL SETUP

• London Travel

Watch, a bodyappointed by and

reporting to the

Assembly, deals

with complaints

about transport

in London.

• Timetable

integration

• Fare decisions

Work together

Plans

LESSONS



LESSONS

Physical Integration:

1. Interchanges – are pedestrian friendly,

step out – step in.

2. Terminals – are pedestrian friendly3. Network – the services are complimentary

and not competing, destination oriented.

Fare Integration:

1. Fare Zones

2. Oyster Card

Institutional Integration:

1. Greater London Authority.

2. Transport for London (TfL)

3. Local authorities.4. Stakeholders

Policy Integration:

1. Greater London Authority Act.

2. Mayor’s Transport Strategy.

3. London Spatial Plan.

4. Economic Development Plan

Transport for London

GLA, TfL, MTS.

HONG KONG



HONG KONG

AREA : 1104 SQKMLAND : 1054 SQKMWATER : 50 SQKM

ABOUT 24 PER CENT IS BUILTUP

POPULATION : 71,82,724 (2011CENSUS)

URBAN POPULATION: 100% OFTOTAL POPULATION (2011)

DENSITY : 6480 P/SQKMDEVELOPED AREA DENSITY :19,500

ITS ECONOMY IS , HIGHLY

DEPENDENT ONINTERNATIONAL TRADE ANDFINANCE - THE VALUE OFGOODS AND SERVICES TRADE

SOURCE:WWW.CIA.GOV/HK

PUBLIC TRANSIT NETWORK AND INTERCHANGES



MTR

LIGHT RAIL

TRAM

INTERCHANGES

FERRY

STATION

FUNICULAR

RAILWAY

MTR

NETWORK LENGTH 185 KM

NO. OF PASSENGERS 3.9 MIL(DAILY)LION

TYPE OF LINES 8 LINES

OPERATOR MTRCL

SERVICE TYPES • EXPRESS LINE (TO AIRPORT-35.5 KM)

• LOCAL SERVICE

MODAL SHARE 37 %

LRT

NETWORK LENGTH 36.3 KM

NO. OF PASSENGERS 4,30,000 (DAILY)

TYPE OF LINES 1

OPERATOR MTRCL

SERVICE TYPES • FEEDER TO MTR(WEST RAIL LINE)• LOCAL SERVICE

TRAM

NETWORK

LENGTH

13 KM

NO. OF

PASSENGERS

2,30,000 (DAILY)

TYPE OF ROUTES 7 ROUTES

OPERATOR HONGKONG TRAMWAY LIMITED

FLEET SIZE 164

FUNICULAR RAILWAY

NETWORK LENGTH 1.4 KM

NO. OF PASSENGERS 12,000 (DAILY)

OPERATOR PEAK TRAMWAY COMPANY LIMITED

BUS

NO. OF PASSENGERS 3.4 MILLION (DAILY)

NO. OF ROUTES 517

OPERATORS 6

FLEET SIZE 5800

SERVICE TYPES • LOCAL SERVICE

• FEEDER SERVICE TO RAIL (OPERATED BY MTRCL)

MINI BUS

NO. OF PASSENGERS 1.9 MILLION (DAILY)

NO. OF ROUTES 452

FLEET SIZE 4349

SERVICE TYPES • GREEN BUS SERVICE ( SCHEDULED SERVICE)• RED BUS SERVICE (NON SCHEDULE SERVICE)

YUEN LONG INTERCHANGE

Kowloon TongTsing Yi

Lai King

Nam Cheong

Central

Admiraity

North Point

Quarry Bay

Yau TongTui Keng Leng

Sunny Bay

Tai Wai

Tuen Mun

Siu Hong

Tin Shui Wai

Level 1

Level 2

Level 3

Parameters Considered for Identifying Levels of interchanges:

1. No. of Different Modes

2. Connectivity to Major Locations & Stations

3. No. Of routes

4. NO. Of passengers they carry

CENTRAL STATION

SOURCE:WWW.TD.GOV.HK

TRANSIT NETWORK PATTERN



CBD-1

CBD-2

AIRPORT

TOURIST PLACES/

RESIDENTIAL

INDUSTRIAL/

COMMERCIAL/

RESIDENTIALRESIDENTIAL/

COMMERCIAL

SMALL

INDUSTRIES/

VILLAGES

VILLAGES/

RESIDENTIAL/

INDUSTRIES

YUEN LONG INTERCHANGE



BUS STOP

TAXI STAND

LRT STATION

ENTRY/EXITS

FOOT-BRIDGE

MINI-BUS STOP

MTR

LRT

LEVELS SERVICES FACILITIES

GROUND ENTRY/EXIT , LRT STOP, BUS STOP ,

MINI BUS STOP , TAXI STAND

INTERCHANGE

LEVEL-1 CONCOURSE CUSTOMER SERVICES, TOILETS

MTR SHOPS, TICKET MACHINES,

ATMS

LEVEL-2 PLATFORMS

PARKING

PUBLICTRANSIT

MTR 2 ROUTES

LRT 1 ROUTE

BUS 20 ROUTES

MINI

BUS

15 ROUTES

PARKING

60M

22 M 26 M

services Routes

P 3 30 000

Levels Services

Facilities

G d C Pl f



Bus Stop

Minibus stop

Taxi stand

Ferry

Lower Peak Tram Terminus

Exit

Footbridge

Subway

Paseengers 3,30,000

Bus 35

Minibus 27

MTR 5 routes

Tram 4 routes

Ferries 5 routes

Ground Concourse,tram PlatformCustomer Service,ticketing

-L1 Concourse Customer Service, MTR Shops ,Hang Seng Bank, Vending Machines

Octopus Promotion Machine, ATM

-L2 PlatformsCustomer Service, MTR Shops ,Subway To Hong Kong StationOctopus Promotion Machine, I-centre Internet Service

-L3 Platforms

Tsuen Wan Line Towards Tsuen Wan (Admiralty)→

Tsuen Wan Line Towards Tsuen Wan (Admiralty)→

-L4 Platform

Island Line Towards Sheung Wan Terminus)

MTR

TSUEN WAN LINE

TRAM

ISLAND LINE

AIRPORT EXPRESS

TUNG SHUNG LINE

HONG KONG TRAMWAY

210 M630 M

INSTITUTIONAL FRAMEWORK




Transport and Housing

Bureau

HOUSING DEPARTMENTTRANSPORTATIONDEPARTMENT

The Transport and Housing Bureau is an agency of

the Government of Hong Kong responsible for the

internal and external transportation, including air

services, land transport, maritime transport and

logistics in Hong Kong.

• TO MANAGE TENDERS AND

PRIVATE OPERATERS

• SET FARES

• ALL KIND OF PHYSICAL

PLANNING

• PLAN

ROUTES,STATIONS.ETC

• TO IMPLEMENT THE PLA

• RISPONSIBE FOR

INFRASTRUCTURE

FARE INTEGRATION



• OCTOPUS CARD WHICH CAN BE USED IN ANY

PUBLIC TRANSIT MODE,EVEN IN TAXIS TOO.

• THE CARDS ARE USED BY 95% OF HONG KONG’S

POPULATION AGED 16 TO 65.


LEARNINGS



• Hong Kong Has A Proper Physical Integration Amongst All The Public Transit Modes . Every Mtr Station Has ABus Stop In A Interchange Zone So Every Mtr Station Works As An Interchange.

• Every Ferry Station Has Bus Routes As A Feeder Service.

• A Person Having An Octopus Card Can Travel In All The Public Transit Modes,even In Taxis And Mini Buses Too.

• Only Transport Department Is Responsible For All The Planning , Implementation,set Fares,operating PublicTransits .

FARE INTEGRATION

PHYSICAL INTEGRATION

INSTITUTIONAL INTEGRATION

COPENHAGEN



COPENHAGEN

Population :559440(2013)

Area :88.25 sq.km

Density : 645 persons/sq km

Region : HovedstadenMunicipalties:

Copenhagen Municipality

Fredriskberg Municipalty

AE

B

B+

C

H

B A B E

C

F

Source:radiantcopenhagen.net ,,http://denmark.dk/en/quickfacts/facts/

TYPES OF MODES

http://radiantcopenhagen.net/pmwiki.php?n=RadiantCopenhagen.FiveFingerPlan

http://denmark.dk/en/quickfacts/facts/










The S-TRAIN sub urban rail consists of

7 lines

Network : 170kmStations : 85 stations

Headway : 10min

Copenhagen Metro consists of two

linesNetwork : 20.5km

Stations :22stations

Headway : 10min

Movia buses- The Movia bus are of two

types A and S as feeder services for the

metro and trains which ply almost

everywhere every 3-7 min.

TYPES OF MODES

Source: http://www.visitcopenhagen.com/copenhagen-tourist http://denmark.dk/en/quickfacts/facts/

CENTRAL STATION- T R A I N A N D B U S I N T E R C H A N G E


http://www.visitcopenhagen.com/copenhagen-tourist










Source: http://www.visitcopenhagen.com/copenhagen-tourist

BUS STOP

PARKING

CYCLE PARKING

CENTRAL STATION

The station is integrated with bus stops and huge number of NMV facilities which

complement the interchange to be the easily accessible and the most preferred.

NORREPORT STATION- T R A I N , M E T R O , B U S I N T E R C H A N G E










80mts

S- TRAINSMETRO

BUSTOP

, ,


The Metro and S stations being underground stations provide a total interchange zone

encouraging easy access to NMV and pedestrian facilities.

INSTITUTIONAL FRAMEWORK










DENMARK MINISTRY OF TRANSPORT

Copenhagen

Centre forBusiness

and Analysis

The executive board

Centre for publicTransport

Centre for Roadsand Bridges

International

Agency

Corporate

centre

Law andContract

unit

Coastal ,Net Denmark, NRA, Road directorate

•Bornholmstrafikken holding A/S,

• DSK

• Metroselskabet/S,

• Naviair

• Portnord AB

• Healthy and belt holding A/S

• Cph City Port I/S

Agencies

Companies

Departments

Source: http://www.trm.dk/en/

Integration of agencies of all modes helps to achieve a huge number of commuters for

making public transport as the preferred mode of travel.

INTEGR ATION : MODE & FARE



http://www.trm.dk/en/

http://www.trm.dk/en/





INTEGR ATION : MODE & FARE

•The Greater Copenhagen area is divided into zones.

•You pay for the amount of zone rings you pass through on your journey, including the zone

you started in.

•The zone system applies to all buses, trains

and metro.

Bicycles has been admitted on the cities S-train

network to facilitate mixed-mode commuting, free to

bring bicycles on the train.


Zoning fare within the city leads to a seamless travel across various regions of the city

, skilfully using the aspect of way finding ..

MUMBAI REGIONAL MAP










SOURCE : www.mmrda.gov

PT NETWORK



Mumbai City

Western rail

Harbour rail

Central rail

Ghatkopar-Versova

Metro link I Thane

(central + harbour)

Alibaug & Uran to

Gateway of India

Sanjay Gandhi

National Park

Metro Phase II

FORT

BANDRA

BANDRA KURLACOMPLEX

ANDHERIMULUND

VASHI

CBD-BELAPUR

PT NETWORK

Major CBDs

RAIL NETWORK



Number of stations

Western: 36

Central: 62

Harbour: 38

Total 136

Suburban 33.91 lakh/day

Non-Suburban 9.60 lakh/day

Total 43.51 lakh/day

Suburban-Regional

Terminal 6

CST, Mumbai Central, Lokmanya TilakTerminus,Bandra, Dadar, Panvel.

Stations 2Borivili,Vasai.

Interchanges:

Western-Central 1

Western-Harbour 2

Central-Harbour 3Harbour-Thane 3

Major interchanges for slow and

fast trains.

Western 7

Central 7

SOURCE : www.indianrailways.gov

O

RAIL-BUS INTERCHANGE FACILITY AT BANDRA



BANDRA BUS DEPOT

BUS STOP40 MTS

`

`BANDRA

STATION• All railway stations of Mumbai posses interchange facility outside the railway station complex

with BUS stops.

Bus stop

Railway station complex

INTERCHANGE ZONE

SKYWALKS CONNECTING EAST(BKC) & WEST BANDRA

East - 1.3km and West - 0.86km

39%

32%

16%

13%

Preferred Modes

Pedestrians

Bus

Auto Rickshaw

Other

SOURCE :Report on effectiveness of skywalks in Mumbai, Samik Sajal Roy.

ORGANISATIONALSTRUCTURE



STRUCTURE

LEARNINGS



• Unlike international cities, there is no fare integration between different publictransport modes (rail and bus) in Mumbai.

• In Mumbai all railway stations act as interchange stations with buses. Buses actas feeder to suburban train facility.

• There is also a regional rail and suburban rail interchange facility on majorregional terminal stations . The seamless interchange facility between suburbanand regional rail encourages people to use suburban railway.

PHYSICALINTEGRATION

FAREINTEGRATION

INSTITUTIONALSTRUCTURING

POLICYINTEGRATION

NETWORKDESIGN

LAND USE ANDTRANSPORT

INTEGRATION



SINGAPORE

High percentage of activities concentratedwithin walking distance of stations and the ease withwhich stations are reachedeither by foot or bytransit.

Distance based fareIntegration

Singapore LTA isresponsible for entireregulation of transport

systems

Concet plan that act as agudeline to the masterplan

Heavy rails are planned for thehigh density corridors andLRTs are planned forResidential developments. Thebus services will act as feederroutes to complement thoseservices

Provided High density areasalong transit station thuscreating enough demand for the

transit systems.

A mix of land use can be foundat every station providing everykind of facilities for thecommuters. Vertical level of

integration happens level retailand commercial sectors willraise funds for the Transitcompany

CURTIBA

Sustainable UrbanDevelopment : TrinarySystem based on land use,street network and publicTransport system with

economic, social andenvironmentaldevelopment.

Distance based

Single fare system

Curitiba is havingresearch centre forpublic transportIPPUC.Well integrationbetween authoritiesfrom urban tometropolitan level

----- Ring and Radial pattern

Provided High density areasalong transit lines thus creatingenough demand for the transitsystems.

LONDON

CBD/ Commercial areasnear the stations, also thestations are like a step out-step in system- pedestrianfriendly

Fare zones - basedfare, smart cardOyster- across all

modes

TfL has the soleauthority - in terms of services and plans

Mayor's transportstrategy acts hand inhand with the spatialplan and the economicdevelopment plan.

the services are planned suchthat there are no majoroverlaps, the services

complement each other.

transport strategy works withthe spatial plan, at both the planlevel, and also theimplementation at the boroughlevel.

PHYSICALINTEGRATION

FAREINTEGRATION

INSTITUTIONALSTRUCTURING POLICY INTEGRATION

NETWORKDESIGN

LAND USE ANDTRANSPORT

INTEGRATION



HONGKONG

Hong Kong Has AProper PhysicalIntegration AmongstAll The PublicTransit Modes .

Every Mtr StationHas A Bus Stop In AInterchange Zone SoEvery Mtr StationWorks As AnInterchange.EEvery Ferry StationHas Bus Routes As AFeeder Service

A Person HavingAn Octopus CardCan Travel In AllThe Public TransitModes,even InTaxis And MiniBuses Too

Transport department isrisponsible for entireregulation,planning andimplementation

hong kong moving ahead-a transportstrategy says(1) Plan major employment centres

within easy pedestrian reach of railstations and major publictransport interchanges.

(2) (2)Convenient and comfortableinterchange facilities at strategiclocations, especially rail stations,should be provided

CBD is directlyconnected with

residential ,commercial andindustrial areas viadiff. modes.it hasorganic kind of pattern.

most of the majoremployment centres orfamous land marks are ina walking distance of aMTR/FERRY/BUSstation. Which shows abetter integration of landuse andtransportation planning

COPENHAGEN

Overlap betweenmetro train and bus isbeing in the closeproximity is evident.

Fare for PT modesis based on zoningwithin the cityleading to aseamless travelacross variousregions of the city.It has been

skilfully used as anaspect of wayfinding.

There is a singleauthority operatingissues relating totransport ie. Denmarkministry of transport.

The major focus of the policy ismoving people to NMV facilities byintegrating with PT.

the network isdesigned on thelines of the fingerplan where thefinger extendsconnecting major

suburbs

Copenhagen is to developalong five 'fingers', centredon commuter rail lineswhich extend from the'palm', that is the denseurban fabric of centralCopenhagen.

MUMBAIThere are buses thatact as the feeder tothe rail network

There is no FareIntegration

There is no policy integration,observed for the system

It’s a demand

responsivesystem,where thecommuter train isthe trunk and thebuses are acting asafeeder system

There is no land Usetransport integration



AHMEDABAD

SPATIAL GROWTH



Source: AUDA Development Plan 2021

REGION



AMC

GUDA

SANAND

BAREJHA

MEMDABAD

DEHGAM

KALOL

AUDA449.52 sq.km

55,83,471

1878.2 sq.km

65,00,000

393.59 sq.km

2,58,221

REGION



• Population:32,417• Distance: 25 kms• Tata nano project• Industrial hub

• Population: 1,12,013• Distance:30 kms• SEZ

• General motors,AMBEinternational, CEAT tyre etc

• Population: 38,123• Distance: 32 kms• Ahmedabad & Gandhinagar in

close proximity• Emerging spot for real estate

• Population: 38000• Distance:42.7 kms• Small scale industries

• Developing as cultural heritage

NETWORK



Well developed ring radial system in Ahmedabadand grid iron in Gandhinagar

CONCEPT



Source: Integrated mobility plan – Ahmedabad, AUDA, October 11, 2011

Ahmedabad city has a population of 6.35 million according to the 2011 census report, withan economic influence area of 45Kms outward from the periphery of the city.

The city also has a continuous inflow of population, and as the population increases so doesthe pressure on the public amenities.

Transport being one of them.

EXISTING PUBLIC TRANSPORT SYSTEMS



REGIONAL SERVICES

RAILWAYS

GUJARAT STATE ROAD TRANSPORT CORPORATION

CITY SERVICES

BUS RAPID TRANSIT SYSTEM

AHMEDABAD MUNICIPAL TRANSPORT SYSTEM

PROPOSED METRO

There is also an extensive IPT system, which is active in the city

RAILWAYS



Meter Gauge

Broad Gauge

Corridor kilometres:Within AUDA

Broad Gauge- 117.4 kms

Metre Gauge- 51.6 kmsWithin AMC

Broad Gauge – 44.6 kms

Metre Gauge – 35.9 kms

TOWARDS

VADODARA

TOWARDS

DHOLKA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANA

Source- Working Time Table No. 88 Ahmedabad Division (01/07/2013), Western Railway

RAILWAY

LINE

Inference:

Metro/ Proposed

Regional Rail can be run

on all existing and

proposed broad gauge

lines.

Electrified

Non Electrified

RAILWAYS



TOWARDS

VADODARA

TOWARDS

DHOLKA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANADAILY

TRAINS

25>75- 50

50- 25

in %

Total trains in/out of

Ahmedabad daily: 236


Inference:

Trains passing through

North-South corridors

need to be looked into foreffective decentralization

of Kalupur.

Apart from trains comingfrom Dholka, all other

trains come till Kalupur

station, putting a huge

demand on roads and PT

near Kalupur.

RAILWAYS



TOWARDS

VADODARA

TOWARDS

DHOLKA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANATHROUGH

TRAINS

25>75- 50

50- 25

in %

Total trains in/out of

Ahmedabad daily: 152


Inference:

These trains cannot be

stopped as they carry

passengers who may nothave their destinations in

Ahmedabad and hence

making so many

passengers transfer twice

will not be feasible.

RAILWAYS



TOWARDS

VADODARA

TOWARDS

DHOLKA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANATERMINATING

TRAINS Total trains terminating at

Ahmedabad daily: 84


Inference:

These trains can be

stopped at the periphery

from where thepassengers can transfer

to a high frequency Mass

transit system for

accessing the city.

25>50- 25

in %

RAILWAYS



TOWARDS

VADODARA

TOWARDS

DHOLKA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANA

AVERAGE

DAILY

PASSENGERS

KALUPUR

MANINAGAR

62%

38%

99%

10, 000

5,000

1,000

ASARWA

100%

SABARMATI

96%

4%

Inference:

Metro can be run on all

existing and proposed

broad gauge lines, except

the line towards

Viramgam.

Reserved Passenger

Unreserved Passenger

RAILWAYS



KALUPUR

GERATPUR

VATVA GIDC

VATVA

JASHODA NAGAR

MANINAGAR

ASARWA

MEGHANI NAGAR

SARDARGRAM

NARODA

SARASPUR

SABARMATI

RANIP

D-CABIN

TRAGAD

NATIONAL MEMORIAL

TOWARDS

VADODARA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANAREGIONAL

RAIL

Source- AUDA Development Plan 2021

Inference:

A RRTS has already been

proposed in AUDA DP

2021 which can act as

high frequeny mass

transit system for people

to access the city.

Proposed RRTS

Proposed RRTS

StopsProposed BRTS

Corridor

RAILWAYS



SABARMATI

KALUPUR

TOWARDS

VADODARA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANA

Proposed BRTS

Corridor

Proposed RRTS

Proposed MetroCorridor

Reasons for Sabarmati:

• All north bound trains

terminating at Kalupur

pass through Sabarmati.• Various modes like RRTS,

Metro, BRTS and AMTS

are available at this

station.

Implications:

• Demand at Kalupur will bereduced by nearly 12,000

passengers, out of which

64.5% passengers will get

direct access to their

destinations through RRTS

or BRTSSource- AUDA Develo ment Plan 2021 Primar Surve 2013

Trains That Originate and Terminate at Ahmedabad PHASE 1



Sabarmati stn.

Kalupur stn.

Out of the total 80

trains originating and

terminating at Kalupur,

North bound trains

which currently

terminate at Kalupur

are proposed to be

halted at Sabarmati,

i.e 38 trains.

The south bound trains

will be terminated at

Kalupur,

i.e 42 trains.

Trains That Pass Through Ahmedabad PHASE 1



Sabarmati stn.

Kalupur stn.

We also propose to halt

72 (north bound) trains

at Kalupur and the

remaining 58 trains at

Sabarmati, thus

reducing the total

(north bound) trains

stopping at Kalupur

from 116 to 72, inturn

leading to a reductionin footfall at Kalupur.

PHASE 1



The total number of trains thus stopping at Kalupur and Sabarmati as per scenario 1 are as

follows:-

Originating/Terminating trains Through trains

Existing Proposed Proposed

Kalupur 80 42 72

Sabarmati 0 38 58

Thus the total number of trains that are proposed to be catered by Sabarmati is 96 and that by

Kalupur is 140 against an existing of 236 trains.

As the area available in Sabarmati is equivalent to that of Kalupur, it is proposed as a potential

interchange and terminal station similar to that of Kalupur.

By the above proposal, an approximate shift of 22780 daily passengers (40.6% of the total

passenger traffic) can be achieved from Kalupur to Sabarmati station, thus reducing thepassenger traffic flow from 56000 to 33220.

(The total passenger traffic flow at Kalupur station is around 25,000 daily commuters and 22,000 long

distance travellers – source DP 2012.)

Interchange at Sabarmati



Sabarmati

Railway Station

Railway LineMajor Roads

BRTS Corridor

Metro Corridor

BRT Stop

Proposed BRT

Stop

RTO BRT

Stop

RTO BRT

Stop

PHASE 1



1.24 km

0.28 km

0.20 km

1.14 km

Sabarmati

Kalupur

Sabarmati railway station can be a potential

interchange in order to reduce congestion at

Kalupur by restricting north bound trains.

TOWARDS

RAILWAYS



SABARMATI

KALUPUR

TOWARDS

VADODARA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANA

CADILLA

BRIDGE

Proposed BRTS

Corridor

Proposed RRTS

Proposed Metro

Corridor

Reasons for Cadilla Bridge:

• Strategic location of

station in between Metro

and BRTS corridor and

AMTS route.

• Space available at Vatva

for Rail yard.

Implications:

• Demand at Kalupur will be

reduced by nearly 43,000passengers, out of which



destinations through

RRTS, Metro, BRTS and

AMTS.

Interchange at Cadilla Bridge



Railway LineMajor Roads

BRTS Corridor

Metro Corridor

BRT Stop

Proposed BRT

Stop

Jashoda NagarBRT Stop

Proposed

ROB

Conclusion:

• Due to lack of proper ROW for making a railway terminal, this proposal has not been taken

into consideration.

• Since adequate ROW is not available to the north of Cadilla Bridge, so we had to look further

south for adequate space to build a rail terminal which lies within AMC boundary.

TOWARDS

RAILWAYS



SABARMATI

KALUPUR

TOWARDS

VADODARA

TOWARDS

VIRAMGAM

TOWARDS

MEHSANA

CADILLA

BRIDGE

VATVA GIDC

Proposed BRTS

Corridor

Proposed RRTS

Proposed Metro

Corridor

Reasons for Vatva GIDC:

• Better accessibility to both

GSRTC and BRTS.

• Close proximity to SP Ring

Road will ensure

accessibility to other mass

transit systems that may

come up in future, apart

from RRTS.

Implications:

• Demand at Kalupur will bereduced by nearly 43,000

passengers, out of which



destinations through RRTS

or BRTSSource- AUDA Develo ment Plan 2021 Primar Surve 2013

RAILWAYS – VATVA GIDC BRIDGE



VATVA

GERATPUR

VATVA GIDC



Existing- Double line Broad

Gauge

Unutilized ROW- 26.5 m

Source: Feasibilty of Existing Rail System to Enhance Mobility Needs of Ahmedabad Region

(Batch 2010- 14)

Conclusion:

• Since this lies right on the outskirts of the city, so this proposal can be taken up as phase II

which can be implemented once the city grows further and a mass transit system has been

proposed on the SP Ring Road.



GSRTC

GSRTC – AN INTRODUCTION



GSRTC was established in 1960 under the Road Transport Corporation Act of 1950.

The Motor Vehicles Act of 1939 was intended for regulation and co-ordination of road transport

and to vest the control of the use of transport vehicles in the hand of the transport authorities.

At present GSRTC have 16 Divisions and 128 Depots in its overall organization system.

TYPES OF SERVICES PROVIDED :

MOFFUSIL SERVICES: connects major cities, smaller towns and villages within Gujarat.

INTERCITY SERVICES: connects major cities- Ahmedabad, Rajkot, and Baroda.

INTERSTATE SERVICES: connects various cities of Gujarat to the neighbouring States.

PARCEL SERVICES: are available for transporting goods.

CITY SERVICES: provides city bus services at Surat, Baroda, Rajkot and Gandhinagar

NORTH (308)

EXISTING GSRTCCORRIDORS



GEETA MANDIR

NORTH EAST (340)

SOUTH WEST (323)

SOUTH WEST (375)

SOUTH (493)SOUTH EAST

(195)

SOUTH EAS(106)

EAST (160)

NORTH WEST (40)

NARODA

RANIP

NORTH WEST (392)

Total No. of buses - 2732

NORTH Mehasana, palanpur,Tharad, Deesa,

Bahuchraji, Patan, kadiNORTHEAST

Gandhinagar, Visnagar,Kheralu, Vijapur, ManasaDehgam, Modasa,Himmatnagar, Ambaji,Kapadwanj, lunawada

SOUTH

EAST

Nadiad, Anand, Baroda,

Surat, Valsad, Dahod,Godhra

SOUTHWEST

Rajkot, Bhavnagar,Ambreli, Jamnagar,

Junagadh, Dwaraka,Somnath, Dhandhukwa,Dhorka, Sanand,

Viramgam, Bawda

2732

GEETA MANDIR - STATISTICS



Total Buses at C.B.S 2732

Average Number of Buses PerHour in day

194.91

Average Number of Buses per minin day

3.24

Morning peak hour (8:00 am to 12:00 pm)

Total Buses 1248

Buses (per hour) 312Buses per min 5.2

Evening peak hour (14:00 to 18:00)

Total Number of buses 960

Buses (per hour) 240Buses per min 4

Non peak Hour

Total buses in Non peak Hour 524

Buses (per hour) 32.75

Buses per min 0.545833

Observations from Survey:

Departures > Arrivals

Occupancy of buses arriving at Geeta Mandir

is 30%

0

50

100

150

200

250

300GSRTC

No. of buses arrived No. of buses departed

GEETA MANDIR



50 m

18 m18 m



SAFETY

ACCIDENT PRONE STRETCHES



Source: Presentation on ‘Capacity of ULBs for Road Safety’ – Centre of Excellence, 2012

SAFETY



RESPONSIBLE MODE NO.2 WHEELER 50 16.13%3 WHEELER 33 10.65%

4 WHEELER - CAR, JEEP, SUV 48 15.48%

AMTS 7 2.26%BRTS 2 0.65%

GSRTC & PRIVATE 18 5.81%TRUCK & MULTI AXEL 107 34.52%

OTHERS 8 2.58%UNKNOWN 37 11.94%

310

16%

11%

15%

2%%

6%

34%

3% 12%

Responsible Modes

2 WHEELER

3 WHEELER

4 WHEELER - CAR, JEEP, SUV

AMTS

BRTS

GSRTC & PRIVATE

TRUCK & MULTI AXEL

OTHERS

UNKNOWN

Fatal Accidents FIR- 310RESPONSIBLE MODES IN FATAL ACCIDENTS

Source: Presentation on ‘Capacity of ULBs for Road Safety’ – Centre of Excellence, 2012



SCENARIO

DECENTRALIZING BUS TERMINALS

Proposed bus terminalsFROM NORTH GUJARAT

AND GANDHINAGAR FROM NORTH-EAST

(HIMMATNAGAR,

DEHGAM)



Existing bus terminals

SOUTH AND EAST

(VADODARA, SURAT,

GODHARA)

TOWARDS KUTCH,

SAURASHTRA

GEETA MANDIR

RANIP

Proposed GSRTC

Corridor NARODA

FROM NORTH GUJARAT

AND GANDHINAGARFROM NORTH-EAST

(HIMMATNAGAR,

DEHGAM)

SCENE 1



SOUTH AND EAST

(VADODARA, SURAT,

GODHARA)

TOWARDS KUTCH,

SAURASHTRA

GEETA MANDIR

RANIPNARODA

FROM NORTH GUJARAT

AND GANDHINAGAR

FROM NORTH-EAST

(HIMMATNAGAR,

DEHGAM)

SCENE 2



SOUTH AND EAST

(VADODARA, SURAT,

GODHARA)

TOWARDS KUTCH,

SAURASHTRA

GEETA MANDIR

RANIPNARODA

FROM NORTH GUJARAT

AND GANDHINAGARFROM NORTH-EAST

(HIMMATNAGAR,

DEHGAM)

SCENE 3



SOUTH AND EAST

(VADODARA, SURAT,

GODHARA)

TOWARDS KUTCH,

SAURASHTRA

GEETA MANDIR

RANIPNARODA

FROM NORTH GUJARATAND GANDHINAGAR

FROM NORTH-EAST

(HIMMATNAGAR,

DEHGAM)

PROPOSEDINTERCHANGES



SOUTH AND EAST

(VADODARA, SURAT,

GODHARA)

TOWARDS KUTCH,

SAURASHTRA

LEVEL-1 Interchange(GSRTC Terminal – BRTS)

LEVEL-2 Interchange(GSRTC – BRTS)

LEVEL-3 Interchange(GSRTC – METRO)

Proposed Metro CorridorGEETA MANDIR

RANIPNARODA

Interchange (METRO – BRTS – AMTS)

Interchange (BRTS – AMTS)

BRTS Existing Corridor



Status:

BRT corridor operational – 61 kms.

BRT corridor under implementation – 28 kms.

Total no. Operational Bus stations –111

Total Buses operational –124 (incl 20 AC buses)

Daily ridership – 1.4lakh (approx)

Source: Centre of Excellence in Urban Transport, CEPT University

Under Construction

Operational

BRTS TO BRTS INTERCHANGE



No. of interchanges: 18

Total length of BRTS corridor: 135

BRTS TO GSRTC INTERCHANGE




BRTS TO Metro INTERCHANGE




BRTS TO Regional Rail INTERCHANGE




Modes No. of Interchanges

BRTS BRTS 18

BRTS GSRTC 9

BRTSMetro 17

BRTS Regional rail 2

Total 46

AMTS EXISTING SCENARIOTotal Route Kms 3075



Total network length kms 549

Total No. of Routes 154

Avg. Passenger/Day 8.0 LakhFleet Size 1152

Area Coverage (Sq. Km) 349

No. of Bus Stops 1688

Avg. Trip Length (Km) 18

Average bus stop distance 325 mts

Depots 11

Terminals 11

AMTS route

AMTS stop

SOURCE : AMTS OFFICE, JAMALPUR

R t l th 388 k

AMTS PROPOSED ROUTES



Route length : 388 kms

AMTS BRTS INTERCHANGES



Tapovan Circle

Zundal Circle

SGBP Circle



Level- 1 (2)

Level- 2 (10)

Level- 3 (6)

Kalupur

Sabarmati

OdhavBopal

Science city

Vinzol Circle

Paldi

Civil Hospital

Jamalpur

Vadaj

Aslali

Sanand Circle

Anasan

APMC, Vasana

Level- 1:

AMTS + BRTS + Metro + Regional rail

Level- 2:

BRTS + GSRTC Terminals + Metro Interchanges

Metro Terminals

Level- 3:

GSRTC Stops with BRTS

GSRTC Stops with Metro

integrated transit lab

Documents