CMPToolkit Revised

GOVERNMENT OF INDIA
MINISTRY OF URBAN DEVELOPMENT
Preparing a Comprehensive Mobility Plan

(CMP)A Toolkit
(Revised)
September 2014
URL: www.iutindia.org
This page is intentionally left blank
Toolkit for Comprehensive Mobility Plan (CMP) Revised (2014)
Institute of Urban Transport (India)

1st Floor, Anand Vihar Metro Station Building,
Entry adjacent to Gate No 1,
Delhi - 110 092 (INDIA)
Tel: (+91) 11 66578700 709
Fax: (+91) 11 66578733/44
Email: [email protected]
The current revision of CMP toolkit is based on experiences from the review of existing CMP
implementation done by IUT & TERI and the experience gained from preparation of Lowcarbon Comprehensive Mobility Plans under the UNEP project "Promoting Low Carbon
Transport in India" for the cities of Rajkot, Vishakhapatnam and Udaipur.
The Institute of Urban Transport (India) is a premier professional non-profit making

organisation under the purview of the Ministry of Urban Development, Government of
India (MoUD). The National Urban Transport Policy (NUTP), 2006 has empowered IUT to
serve as a National Level Facility for continuous advice and guidance on the principles of
sustainable urban transport. The objective of the Institute is to promote, encourage and
coordinate the state of the art of urban transport including planning, development,
operation, education, research and management at the national level.
The Institute has been nominated as the project monitoring unit for Component 1A of the
SUTP. IUT is responsible for overseeing the preparation of the training modules, subject
toolkits and conduct of training of 1000 city officials in urban transport.
The Ministry of Urban Development (MoUD), Government of India (GoI) has initiated the
Sustainable Urban Transport Project (SUTP) with support of Global Environment Facility
(GEF) and the World Bank to foster a long-term partnership between GoI and state/local
governments in the implementation of a greener environment under the ambit of the
NUTP. The aim of the project is to achieve a paradigm shift in Indias urban transport
systems in favour of sustainable development. The MoUD is the nodal agency for the
implementation of the project, to be implemented over a four-year period starting from
May, 2010 to 30 November 2014. Project cost is Rs. 14,161.55 Million. The project
development objective (PDO) is to promote environmentally sustainable urban transport
in India and to improve the usage of environment-friendly transport modes through
demonstration projects in selected cities.
Government of India
Ministry of Urban Development

Preparing a Comprehensive Mobility
Plan (CMP)A Toolkit
(Revised)
Foreword
I have great pleasure in presenting the revised toolkit for the preparation of Comprehensive Mobility
Plan (CMP) for a city. The toolkit has been prepared jointly by the Institute of Urban Transport (IUT)
India, a team of researchers and consultants from premier institutions in India, the United Nations
Environment Programme (UNEP), and UNEP DTU Partnership. The revision of the toolkit has been
carried out under the advice of MoUD.
The current revision of the toolkit is based on experiences from the review of existing CMP
implementation done by IUT & TERI, and the preparation of Low-carbon Comprehensive Mobility
Plans under the UNEP project "Promoting Low Carbon Transport in India" for the cities of Rajkot,
Vishakhapatnam and Udaipur. The preparation process has also involved consultation with experts
(27) on the first draft on 17 October 2013 and with the city officials and other stakeholders from states
(22) on 25 November 2013. Their inputs have made a valuable contribution to the revision of the
toolkit.
The revised toolkit has a clear focus on climate change and sustainable development and takes
forward the process of integrating the actions necessary for the transport sector as per the "National
Mission on Sustainable Habitat," for which MoUD is the nodal ministry. The toolkit provides a clear
guidance for integrating the inclusiveness agenda within the transport planning processes with a
strong focus on integration of land use and transport bringing the CMP closer to the development
plans/master plans of the city.
I congratulate all those who have contributed directly and indirectly to this task.
Secretary
Preface
In 2008 Ministry of Urban Development (MoUD), with the assistance of the Asian Development
Bank (ADB), prepared and issued a toolkit for the preparation of a Comprehensive Mobility Plan
(CMP) for cities. MoUD encouraged cities to prepare CMPs before seeking funding for urban
transport projects under Jawaharlal Nehru National Urban Renewal Mission (JnNURM). More than
50 cities have prepared CMPs using the CMP toolkit. A critical review of some of the CMPs
submitted by city authorities, undertaken by IUT and TERI, revealed that CMPs have not followed the
toolkit in letter and spirit and do not meet the requirement of social, economic and environmental
sustainability of urban transport.
Since then as part of National Action Plan on Climate Change, Government of India constituted 8
missions on various themes of national importance including National Mission on Sustainable Habitat
with Ministry of Urban Development as the nodal ministry for this mission. The mission aims at
making urban habitats sustainable through urban planning techniques, modal shift in favour of public
transport and non-motorised transport and to achieve reduction in CO2 emissions. The existing toolkit
does not require and the CMPs have not estimated the long-term GHG (Green House Gases)
emissions.
Simultaneously, the United Nations Environment Programme (UNEP) took up a project on promoting
low carbon transport in India by taking up case studies of Udaipur, Rajkot and Vishakhapatnam. The
project is endorsed by the Ministry of Environment and Forest, Government of India. As part of the
project, a methodology has been developed for preparing Low Carbon Mobility Plan with a focus on
improving the quality of local environment, social inclusiveness for all sections of society, genders
and also reduction in GHG emissions.
Review and update of the toolkit for CMP was also necessary to incorporate various suggestions and
recommendations of the expert committees and groups on urban transport and the policy enunciations
by the Government of India in the recent past. Accordingly, Ministry of Urban Development directed
IUT to review and revise the toolkit for CMP. IUT and UNEP discussed the work being done and
agreed to collaborate and prepare the revised CMP toolkit.
The draft revised toolkit was discussed at the Expert Review Workshop held on 17th - 18th October
2013 at IUT in which experts, study team members and other invitees participated. The agencies
involved in the revision provided inputs for the identified sections of the toolkit. Inputs from various
reports of the expert committees and groups on urban transport of the 11th and 12th five-year plans,
working group report on urban transport for NTDPC, national mission on sustainable habitat, service
level benchmarks, advisories issued by MoUD, code of practices for design of urban roads, global
case studies on transport master plan such as London, Singapore and Bogota; have been taken into
consideration while revising the toolkit. The revised draft toolkit was also discussed at a national level
workshop held at Goa on 25-26 November 2013 with the city officials from various states across the
country.
This revised toolkit for CMP has been prepared after taking the views of the experts, city officials and
other stakeholders into consideration. Although it is based on the existing toolkit, the revised toolkit
has almost been re-written. The authors have taken the methodology of the original CMP as the
starting point to prepare the revised toolkit of the CMP, which has both low-carbon and inclusive
transport agenda interwoven. It emphasises the need to promote sustainable urban transport and
requires an assessment of improvement in GHG emission as a result of implementation of the CMP.
ii
In terms of approach, the toolkit has moved from a deterministic forecasting approach to a more
flexible scenario-based approach, relying on projections. The scenario-based approach takes two
broad views for the future: i) which mimics the current development patterns and where the land use
for future is closely tied to the master plan (or development plan) document and ii) where specific
interventions for land use, infrastructures, public transport/non-motorised transport and the change in
regulations for personal motorised transport are envisaged. The revised approach therefore allows the
policy makers and stakeholders at the city level to make an assessment of the benefits they can gain
from implementing the CMP approach.
In terms of comprehensiveness, the CMP toolkit has been modified to include new data collection
formats so that information on different socio-economic groups and gender is explicitly collected and
used for transport planning projections. The second change is with regards to environment and CO2
emissions which involves the collection of data on vehicles (related to energy and emissions
characteristics). The third aspect is related to safety. The more important aspect is that all these data
are used to create information on future sustainable and low carbon transport scenarios, which are
quantified in terms of indicators for mobility and accessibility, infrastructure and land use; safety and
security; environmental impacts (including CO2 emissions) and economic aspects. The indicators
allow easy comparison with service-level benchmarks and can therefore aid policymakers and
consultants at the city level.
The authors believe that the toolkit is a working document and after 5 years there could be a new
context to which the toolkit may have to be adapted.
iii
Acknowledgement
The revised toolkit for Comprehensive Mobility Plan has been prepared for the Ministry of Urban
Development (MoUD), Government of India, jointly by IUT and a team of researchers and
consultants working on the UNEP project on "Promoting Low Carbon Transport in India".
The team from IUT involved Mr. M.L. Chotani, Ms. Kanika Kalra and Ms. Vijaya Rohini Kodati
whereas UNEP project team is comprised of Dr Anvita Arora, Dr. Subash Dhar, Mr. Ranjan Jyoti
Dutta, Mr. Ravi Gadepalli, Ms. Deepty Jain, Prof. Darshini Mahadevia, Dr. Talat Munshi, Prof. P.R.
Shukla and Prof. Geetam Tiwari.
The team expresses its heartfelt thanks to Shri O.P. Agarwal, D.G. IUT, Shri. B. I. Singal, Ex. D.G.
IUT and Shri. S. K. Lohia, former OSD (UT) and Ex-officio JS MoUD for their advice and guidance
from time to time in carrying out the revision of the toolkit.
The team would like to thank external experts, Ms Chhavi Dhingra, Ms. Akshima T Ghate, Prof.
Sanjay Gupta, Ms. Nupur Gupta and Prof. Sewa Ram, who provided inputs for the toolkit at the
expert workshop held at IUT on 17 October 2013. The team would also like to thank Ms. Kamala
Ernest for her comments on the draft CMP and her constant support to the team.
The team would also like to thank participants from various cities, who provided inputs for the
revision of the CMP toolkit at the workshop held at Goa on 25 November 2013.
The team would also like to acknowledge the consultants team who earlier prepared the CMP toolkit
comprising Dr. Chiaki Kuranami, Mr. Christopher Rose and Mr. Satoshi Ogita under the technical
assistance from Asian Development Bank.
iv
Contents
Foreword.................................................................................................................................................i
Preface....................................................................................................................................................ii
Acknowledgement ................................................................................................................................iv
Abbreviations and Acronyms .............................................................................................................. x
SECTION I:
INTRODUCTION ...................................................................................................... 1
Background
...................................................................................................................................... 1
What is a CMP? .................................................................................................................................................... 1

Need for Revision of CMP, 2008 ........................................................................................................................... 1
Vision of a CMP .................................................................................................................................................... 2
Scope of CMP
.................................................................................................................................................... 2
Surveys for CMP Preparation................................................................................................................................. 2

Main Features of CMP ........................................................................................................................................... 2
Key Outcomes of a CMP........................................................................................................................................ 2
Relationship Between a CMP and Other Existing Plans................................................................... 3

Relationship with CDP ........................................................................................................................................... 3
Relationship with the Master Plan .......................................................................................................................... 3
Relationship with the CTTS ................................................................................................................................... 4
Frequently Asked Questions on Comprehensive Mobility Plan ....................................................... 4

Preparing for a CMP: Where to Start?.................................................................................................................... 5
Understanding Key CMP Tasks .......................................................................................................... 5

SECTION II:
TASK DESCRIPTIONS ........................................................................................ 6
TASK 1: Defining the Scope of the CMP............................................................................................ 6

Consultation for Validation of CMP....................................................................................................................... 7
Task 2: Data Collection and Analysis of the Existing Urban Transport and Environment .......... 8
Task 2-1 Review of the City Profile ....................................................................................................................... 8
Task 2-2 Delineation of Traffic Analysis Zones..................................................................................................... 8

Task 2-3 Review of Land Use Pattern and Population Density.............................................................................. 9
Task 2-4 Review of the Existing Transport Systems............................................................................................ 11
Task 2-5 Study of Existing Travel Behaviour ...................................................................................................... 12
Task 2-6 Review of Energy and Environment...................................................................................................... 13
Task 2.7 Service Level Benchmarks..................................................................................................................... 14
Task 2.8 Analysis and Indicators (Comparison with Benchmarks) ...................................................................... 15
Task 3: Development of Business as Usual (BAU) Scenario ........................................................... 19

Task 3-1 Framework for Scenarios....................................................................................................................... 19
Task 3-2 Socio-Economic Projections.................................................................................................................. 19
Task 3-3 Land Use Transitions............................................................................................................................. 20
Task 3-4 Transport Demand Analysis .................................................................................................................. 21
Task 3-5 Technology Transitions ......................................................................................................................... 21
Task 3-6 CO2 Emissions and Air Quality ............................................................................................................. 24
Task 3-7 Analysis and Indicators (Comparison with Benchmarks)...................................................................... 27
Task 4: Development of Sustainable Urban Transport Scenarios ................................................. 28

Task 4-1 Framework for Scenario ........................................................................................................................ 28
Task 4-2 Strategies for Sustainable Urban Transport Scenario ............................................................................ 29
Task 4-3 Transport Demand Analysis of Alternative Strategies for Sustainable Urban Transport ...................... 31
Task 4-4 Technology Transitions under a Low Carbon Scenario......................................................................... 32
Task 4-5 CO2 Emissions and Air Quality (Refer to tasks 3-6.) ............................................................................ 33
Task 4-6 Analysis and Indicators (Comparison with Benchmarks)...................................................................... 33
Task 5: Development of Urban Mobility Plan.................................................................................. 34

Task 5-1 Integrated Land Use and Urban Mobility Plan ...................................................................................... 34
Task 5-2 Formulation of the Public Transport Improvement Plan ....................................................................... 35
Task 5-3 Preparation of Road Network Development Plan.................................................................................. 36
vi
Task 5-4 Preparation of NMT Facility Improvement Plan ................................................................................... 36

Task 5-5 Freight Movement Plan ......................................................................................................................... 36
Task 5-6 Mobility Management Measures ........................................................................................................... 37
Task 5-7 Development of Fiscal Measures........................................................................................................... 37
Task 5-8 Mobility Improvement Measures and NUTP Objectives....................................................................... 38
Task 6: Preparation of the Implementation Program ..................................................................... 39

Task 6-1 Preparation of Implementation Programs .............................................................................................. 39
Task 6-2 Identification and Prioritization of Projects........................................................................................... 39
Task 6-3 Funding of Projects................................................................................................................................ 40
Task 6-4 Monitoring of CMP Implementation ..................................................................................................... 41
SECTION III:
Methodology for Small Cities .............................................................................. 42
SECTION IV:
ANNEXURES ....................................................................................................... 43
Annexure 1.
Sample Survey Forms............................................................................................... 43
Annexure 2.
Stakeholder Consultation......................................................................................... 76
Annexure 3.
List of NUIS Scheme Towns .................................................................................... 80
Annexure 4.
Data Collection Approach Methodology and Sources........................................ 84
Annexure 5.
Four-Step Modelling................................................................................................. 89
Annexure 6.
Emission Factors for Vehicle Fleets under Alternative Scenarios........................ 94
Annexure 7.
Sample TOR for Appointment of Consultant for Preparation of CMP .............. 97
Annexure 8.
Sample Work Schedule for Preparation of a CMP for a city ............................. 104
Annexure 9.
Sample Table of Contents of CMP Document...................................................... 105
Annexure 10. Self-Appraisal Checklist to be filled by the consultant/client ............................. 107

Annexure 11. Indicative Checklist for Evaluating CMPs ........................................................... 113
Annexure 12. List of Maps to be Prepared................................................................................... 115
Annexure 13. Example of cross-classification method ................................................................ 116
vii
List of Tables
Table 1: Illustrative Comparison of Major Tasks of CMPs and other Existing Plans................... 3
Table 2: Suggested Planning Area for Preparing a CMP Based on Population Size ..................... 6
Table 3: Indicative Time for Preparing the CMP.............................................................................. 6
Table 4: City Profile.............................................................................................................................. 8
Table 5: Existing Transport Systems ................................................................................................ 11
Table 6: Energy Balance .................................................................................................................... 13
Table 7: Vehicle Inventory................................................................................................................. 14
Table 8: Data related to Emissions and Environment..................................................................... 14
Table 9: Surveys to be conducted to incorporate SLB .................................................................... 14
Table 10: Indicators to be Measured for Existing and Future Scenarios ...................................... 16
Table 11: Vehicle Occupancy (Sample) ............................................................................................ 25
Table 12: Vehicles: VKTs and Fuel Mix (Sample)........................................................................... 25
Table 13: CO2 Emission Coefficients for Different Fossil Fuels ..................................................... 26
Table 14: Emission of PM 2.5 ............................................................................................................ 26
Table 15: Differences in Four-Step Models for Alternative Scenarios .......................................... 31
Table 16: Desirable Modal Split for Indian Cities (as % of Total Trips) ...................................... 34
Table 17: TDM Measures Varying from Push and Pull Fators...................................................... 37
viii
List of Figures
Figure 1: Fuel Mix for the BAU Scenario......................................................................................... 22
Figure 2: Fuel Economy Improvement in Cars................................................................................ 22
Figure 3: CO2 Intensity of Electricity from Grid............................................................................. 23
Figure 4: Overall Modelling Framework for CMP ......................................................................... 24
Figure 5: Air Pollutant Concentrations Map, PM10 for Udaipur Using SIM air Model............. 26
Figure 6: Four Broad Strategies and Accompanying Policies Used for Sustainable Scenarios... 29
Figure 7: Fuel Mix for Transport in Sustainable Low Carbon Scenario ...................................... 32
Figure 8: Fiscal Dependence of ULBs ............................................................................................... 40
ix
Abbreviations and Acronyms

ADB
Asian Development Bank
BAU
Business as Usual
BOO
Build Own Operate
BOOT
Build Own Operate Transfer
BOT
Build Operate Transfer
BPL
Below Poverty Line
BRT
Bus Rapid Transit
BT
Build Transfer
BTO
Build Transfer Operate
CBD
Central Business District
CDM
Clean Development Mechanism
CDP
City Development Plan
CEA
Central Electricity Authority
CEF
Composite Environment Fee
CEPT
Centre for Environmental Planning and Technology
CMP
Comprehensive Mobility Plan
CNG
Compressed Natural Gas
CO
Carbon Oxide
CO2
Carbon Dioxide
CSOs
Civil Society Organisations
CTTS
Comprehensive Traffic and Transportation Studies
DBFO / M
Design Build Finance Operate / Maintain
DBM
Design Build Maintain
DBOM
Design Build Operate Maintain
DMIC
Delhi Mumbai Industrial Corridor
DP
Development Plan
DPR
Detailed Project Report
EB
Enumeration Block
EPCA
Environment Pollution Control Authority
FAQs
Frequently Asked Questions
FAR
Floor Area Ratio
FSI
Floor Space index
GHG
Green House Gases
GIS
Geographic Information System
HC
Hydrocarbon
HH
Household
HSD
High Speed Diesel
HUDCO
Housing and Urban Development Corporation
IDFC
Infrastructure Development Finance Company
ILFS
Infrastructure Leasing and Financial Services
IPCC
Inter-governmental Panel on Climate Change
ITS
Intelligent Transport System
IUT
JICA
Japan International Cooperation Agency
JnNURM
Jawaharlal Nehru National Urban Renewal Mission
LCMP
Low-Carbon Comprehensive Mobility Plan
LCS
Low Carbon Scenario
LCV
Light Commercial Vehicle
LPG
Liquefied Petroleum Gas
LRT
Light Rail Transit
MFA
Multilateral Funding Agency
MLA
Member of legislative Assembly
MoUD
MP
Member of Parliament
MRT
Mass Rapid Transportation
Mtoe
Million Tonne of Oil Equilent
MTW
Motorised Two / Three Wheeler
NAMA
Nationally Appropriate Mitigation Actions
xi
NAPCC
National Action Plan on Climate Change
NGOs
Non Governmental Organisations
NHAI
National Highway Authority of India
NMT
Non-Motorised Transport
NOx
Nitrogen Oxide
NSSO
National Sample Survey Organisation
NUIS
National Urban Information System
NUTP
National Urban Transport Policy
PBS
Public Bicycle Sharing
PM
Particulate Matter
PPP
Public Private Partnership
PT
Public Transport
PUC
Pollution Under Control
ROW
Right of Way
RTA
Regional Transport Authority
SC
Scheduled Caste
SLB
Service Level Benchmarks
SOx
Sulphur Oxide
SUV
Sports Utility Vehicle
TAZ
Traffic Analysis Zone
TDM
Travel Demand Management
TERI
The Energy and Research Institute
TOD
Transit Oriented Development
UIDSSMT
Urban Infrastructure Development Scheme for Small and Medium Towns
ULBs
Urban Local Bodies
UMTA
Unified Metropolitan Transport Authority
UNEP
United Nations Environment Programme
UNFCCC
United Nations Framework Convention on Climate Change
UT
Urban Transport
UTF
Urban Transport Fund
xii
Preparing a Comprehensive Mobility Plan (CMP) A Toolkit (Revised)
SECTION I: INTRODUCTION
Background
Cities are rapidly becoming the engines of economic growth all over the developing world. In India,
though only about 30% of the national population resides in urban areas, they generate over 60% of
the GDP. It is also expected that cities will propel the future growth of the country. It is, therefore,
essential to ensure that these urban centres are well equipped in terms of infrastructure, if India is to
continue on its growth trajectory.
It is in this context that the Government of India has decided to promote 100 Smart Cities in the
country. These will be an initial set of pilots, with the ultimate objective of making all our cities smart
cities. Urban Mobility or the ease of being able to move from one place to another is at the core of a
Smart City. A highly efficient transport system, which offers easy access to jobs, education,
healthcare and other needs, is essential. To ensure mobility for all, cities need to develop a
comprehensive urban transport strategy. Under the present scenario, urban transport projects are
prepared and implemented in a piecemeal manner and generally not integrated with land use pattern.
Some cities do prepare urban transport master plan by conducting traffic and transportation studies,
but such plans mainly focus on vehicle movement and do not pay enough attention to the mobility of
people and goods. The major emphasis in these plans remains on extensive infrastructure
development such as road network, flyovers, improvement of road geometry, regulatory measures etc.
The mobility of people as a whole is not addressed appropriately.
The concept of Comprehensive Mobility Plan (CMP) is to have a long-term vision for desirable
accessibility and mobility pattern for people and goods in the urban agglomeration. It focuses on the
mobility of people to address urban tranpsort problems and promote better use of existing
infrastructure (i.e., improvement of public transport, pedestrian and NMT facilities). which as such
leads to the integration of land use and transport development and is essential to building smart cities.
What is a CMP?
CMP is a vision statement of the direction in which Urban Transport in the city should grow. It should
cover all elements of Urban Transport under an integrated planning process.
Need for Revision of CMP, 2008
The toolkit for preparation of CMP was first prepared by MoUD in association with ADB in August
2008. The focus of the toolkit was on the following:
1. To optimize the mobility pattern of people and goods rather than of vehicles
2. To focus on the improvement and promotion of public transport, NMVs and pedestrians, as
important transport modes in Indian cities
3. To provide a recognized and effective platform for integrating land use and transport planning
4. To focus on the optimization of goods movement
However, to address the various mobility aspects of Smart Cities and the growing concerns of social
and environmental sustainability of cities, a need was felt to review the existing guidelines and
provide new guidelines for cities to plan and meet the growing challenges of overall sustainability.
The revised toolkit would ensure the following:

A low-carbon mobility growth scenario for the city
Equity to all sections of the society including urban poor and differently abled
Service level benchmarks incorporation
Vision of a CMP
The CMP is a long-term vision for desirable accessibility and mobility pattern for people and goods in
the city to provide, safe, secure, efficient, reliable and seamless connectivity that supports and
enhances economic, social and environmental sustainability.
Scope of CMP
The preparation of CMP includes the following steps:
a) Understand the present travel characteristics and forecast travel demand for the planning horizon.
b) Estimate emissions from urban transport based on the travel demand and technological choices.
c) Integrate transport options with land use structure and develop alternative scenarios for sustainable
transport.
d) Work out the mobility plan which is economically, socially, environmentally and technologically
sustainable and be an integral part of development plans / master plans.
e) Suggest an implementation programme for a successful execution of the selected interventions.
Surveys for CMP Preparation
For the preparation of Comprehensive Mobility Plan, the required information will be collected and
compiled through primary surveys and secondary sources as per the survey formats listed in Section
IV (Annexures). It provides a comprehensive list of formats required for all cities of population
greater than 1 lakh, however for smaller cities some of the data may not be needed
Main Features of CMP
The main features of CMP are the following:
a) Prioritise mobility for all socio economic groups and genders.
b) Give adequate attention to sustainable modes of transport (i.e., public transport, pedestrians and
non-motorised).
c) Provide a recognised and effective platform for integrating land use and transport planning.
d) Integrate impacts of transport on local air quality, emissions, safety and social aspects.
e) Focus on the optimisation of goods transport.
Key Outcomes of a CMP
The CMP should lead to the following outcomes in the long term:
a) Improvement in mobility for all socio-economic groups and genders
b) Improvement in air quality of Sustainable Urban Transport Scenario with reference to the BAU
scenario
c) Improvement in safety and security for pedestrians, NMT and liveability in the city
d) Increase in sustainable transport mode share and a decrease in private motor vehicle use
e) Achievement of desirable indicators and benchmarks
f) Integral part of Master Plan
Relationship Between a CMP and Other Existing Plans

There are a few important plans and studies that need to be referred to when a CMP is prepared. For
example: City Development Plans (CDPs), Master Plans and Comprehensive Traffic &
Transportation Studies (CTTS) if available. A comparison of these plans and studies with the CMP is
summarized in Table 1.
Table 1: Illustrative Comparison of Major Tasks of CMPs and Other Existing Plans
CDP
Master
plan
Review of existing transport system

Transport demand survey
Review of land use plan
Analysis of urban transport situations
Preparation of future land use scenario
Future transport network scenario
Future technological scenarios
Transport demand forecast model
Model impacts on all sections of society and modes
Network evaluation
Model CO2 emissions and air pollutants
Impact analysis of scenarios on measurable indicators
Preparation of mobility framework
Formulation of urban transport measures
Social and environmental impact assessment
Institutional scheme for project implementation
Preparation of implementation programs
Stakeholder consultation
Periodical update and maintenance
CTTS
CMP
(2008)
Revised
CMP
Relationship with CDP

A City Development Plan (CDP) is a broad framework that identifies urban infrastructure
requirements in various sectors, such as water supply, solid waste management, storm water drainage,
sewerage, etc. CDPs rarely adopt a scientific approach to assess transportation needs of the city and
do not include a clear strategy for long-term urban transport development. However, they provide
valuable information regarding the existing and future development of the urban area, which are
essential while planning for the horizon year.
Relationship with the Master Plan
A Master Plan (or Development Plan) is a statutory document for guiding and regulating urban
development. It defines the future area for urbanisation, and addresses planning issues for various
sectors. The section on transport in the plan contains development measures such as road network
(arterials, collectors, and distributors etc.), parking facilities and mass rapid transit systems. A master
plan, wherever available, should serve as an input to the CMP. In this process, the CMP reviews the
future land use patterns in the master plan from a mobility optimisation point of view and selects a
preferred pattern of land use / transport integration as necessary. If the recommendation by the CMP
on urban growth pattern differs from the one in the master plan, the CMP recommendation may be
reflected in a future version of the master plan. This would also ensure integrated planning which is

the key ingredient for smart cities, For cities where master plan is not available, the CMP may be used
as the starting point for preparation of the master plan.
Relationship with the CTTS
Some cities have already conducted CTTSs by examining traffic and transport issues and
recommending improvement measures. While CTTS focuses on vehicle flows, the CMP will
concentrate on the mobility of people. CTTS does not develop scenarios as the CTTS is basically a
transport sector study. However the model developed for the CTTS can be used for the further
development of scenarios while preparing the CMP. Also it may provide useful strategies and future
network, which are essential for developing the plan for the future..
Frequently Asked Questions on Comprehensive Mobility Plan

Who should use this toolkit?
Targeted users of this CMP toolkit include policy makers, city authorities and consultants. The toolkit
provides:
1.
2.
3.
4.
Guidance in setting CMP visions/objectives for policy makers;

The structure and process of CMP development for city authorities;
Detailed tasks to be performed by consultants for preparation of CMP; and
A guidance for the policy makers and city authorities on what to expect from the consultants.
Who should be responsible for the preparation of CMP?

City authorities should be responsible for the preparation of CMPs. During the process of the CMP
preparation, a wider consultation with key stakeholders like the Development Authority, Municipal
Corporation, ULBs, RTO, etc. is recommended to organize seminars and workshops to obtain
feedback from the stakeholders.
Why do CMPs need to be prepared BEFORE the feasibility studies of specific projects?
To ensure sustainable development of cities, it is essential that a city-wide macro-level plan is
prepared, which identifies and prioritises projects. CMP is that macro-level plan for the city.
Feasibility studies and DPRs of prioritised projects identified in the CMP will give best value for
money.
How much detail is required in the recommended policy measures included in a CMP?
Although a CMP serves as a visionary document, it should also provide a clear and logical
methodology to achieve the objectives. As such, any project recommended in a CMP should broadly
identify an implementation organisation. A further study, required for feasibility assessment and
detailed design, should be performed after the CMP is approved.
Do CMPs need to be updated regularly?
Yes. Since cities are constantly changing, it is recommended that every city updates its CMP at least
once in every five years.

Preparing for a CMP: Where to Start?
A Master Plan1 for the city can be taken as a starting point for preparation of CMP. Land use structure
and transport proposal indicated in the master plan can serve as guidance for the BAU scenario. CMP
however analyses alternative land use scenarios and accordingly the required changes in the land use
structure may be suggested to be incorporated in the revised version of the master plan.
Understanding Key CMP Tasks

The major tasks to develop a CMP are set out below. Detailed task descriptions are given in Section II
Task 1:
Defining Scope of the CMP
Task 2:
Data Collection and Analysis of the Existing Urban Transport Environment
Task 3:
Development of Business as Usual (BAU) Scenario
Task 4:
Development of Sustainable Urban Transport Scenarios
Task 5:
Development of Urban Mobility Plan
Task 6:
Preparation of the Implementation Program
Most of the cities have a Master Plan; if not available then any other available Development Plan can be used
as a reference.
SECTION II: TASK DESCRIPTIONS

TASK 1: Defining the Scope of the CMP
The first step in preparing a CMP is to define the scope of the project. The consultant must prepare an
Inception Report clearly indicating the following details:
Planning area
Planning horizon
Work Plan
Vision
Planning Area
The planning area should cover the urban agglomeration or metropolitan area or city region as
identified in the master plan/regional plan. In many aspects, the master plan should be used as a base
for preparing the CMP. The suggested planning area based on the city population size is given in
Table 2.
Table 2: Suggested Planning Area for Preparing a CMP Based on Population Size
Size of City ( population in lakhs)
Metro city (> 10)
Planning Area
Metropolitan area/Region
(as identified by state government)
Notified Planning area
(as indicated in the Master Plan)
Municipal area/Urban Agglomeration
Large city (5 10)

Other city (< 5)
A CMP must address not only city transportation needs but also the needs for regional connectivity
with satellite towns and Special Economic Zones (SEZs). As such the planning area for the CMP
needs to include the urban agglomeration.
Planning Horizon
If we consider that CMP leads to investments in transport infrastructures with long-term impacts on
climate change and other issues, its planning horizon should be at least 20 years. In addition,
immediate (optional), short-term and medium-term target with a range of 2 (two), 5 (five) and 10 (ten)
years, respectively, should be included. The CMP horizon should be aligned with the Master Plan
horizon, as much as possible.
Work Plan
The average period for preparation of CMP is estimated to be about 12 months for the study area with
a population of about twenty lakh (two million). However this schedule is indicative and will vary
depending on the citys size, availability of data and time for collection of information (Table 3). A
typical work schedule and time frame for preparing a CMP is shown in Annexure 8.
Table 3: Indicative Time for Preparing the CMP
Size of city ( population in lakhs)
<5
5 20
20 40
> 40
Average time for preparation (in months)

8
12
18
24

Vision for the City
A vision statement for the direction of the citys transport system should be based on the diagnosis of
the current public transport, mobility, urban transport environment and the future urban growth
scenario. It must be in line with the overall vision of the citys growth indicated in the master plan.
Consultation for Validation of CMP
CMP is a roadmap document with a long-term inclusive and integrated vision. The intent of the
proposed consultation process is to validate the CMP document through discussions with
stakeholders/agencies, which will play an important role during the implementation of the CMP. The
stakeholders should be consulted at all stages of preparation of CMP. A note indicating the stages of
consultation with various stakeholders is given in Annexure 2.
Task 2: Data Collection and Analysis of the Existing Urban Transport and
Environment
Task 2-1 Review of the City Profile
To study the citys present socio-economic profile and trends over a period of time, the consultant
should collect data from secondary sources on land area, administrative boundaries, regional linkages,
demography and socio-economic characteristics. Table 4 summarises the data requirements for the
city profile in CMP.
Table 4: City Profile
Data required
Description
Location
Geographical location
Land area
Regional linkages
Demography
Socio-economic
data
Total land area

Growth pattern
Identification of notified
areas
Road & Rail Network
Population growth trends by
census wards or enumeration
blocks
Number and size of house
hold
Age-sex pyramid
Population by income /
expenditure on transport at
TAZ or ward level
Vehicle ownership
(including bicycles) by
social group
Source for Primary Data

Master plans of the city and region if
available/ CDP
Master plan of the city and region
Data level
City wide
Master plan/CDP
City wide
Census
City wide
Census
City wide
Census
If city level GIS data available or
enumeration block data of the census
and primary surveys
City wide
RTO, other local agencies / primary

surveys
City wide
City wide
City wide
City wide
City wide
Task 2-2 Delineation of Traffic Analysis Zones

For the purpose of analysis and development of travel demand forecasting model, the study area is
required to be subdivided into smaller areas known as Traffic Analysis Zones (TAZs) or Zones as
they are commonly referred to. Zones are an aggregation of various units such as households work
place, shopping area, and other activities, which cannot otherwise be represented individually. TAZs
which are located inside the planning area, as defined in Task 1, are called internal zones. The areas,
outside the study area are aggregated into larger zones along the major directions of travel and are
termed as external zones. These zones help analyse trip interactions between internal-internal,
internal-external, external-external and external-internal.
The Basis of Zoning
TAZs are delineated taking into account various factors such as administrative boundaries, physical
barriers like water bodies, railway lines, highways and homogeneous land uses.
There are no standards to delineate the TAZ boundaries but the following criteria can help in guiding
the delineation of TAZ boundaries:

1. Administrative boundaries: TAZ boundaries should follow administrative boundaries, including
those of municipal corporations, villages, investment areas, and so on. Within these boundaries,
TAZs should follow census ward boundaries. This is to ensure availability of secondary
information like population, land use and other socio-economic information which can be useful to
start with. In case a master plan is available, the zones or sub-zones of the city as indicated in the
plan may be used.
2. Physical barriers in the city like rivers, lakes, canals, railway lines may be considered for
delineating TAZ.
3. Road network and public transport (PT) network in the study area: The zone size would also
get affected by the road and PT network in the study area.
4. Homogeneity in land use: This is another important consideration. For example, major centres
like industrial areas or major residential pockets should be considered as a single zone.
5. Special traffic generators at regional / city level like railway station, sports complexes / major
freight centres etc. might be considered as separate zones.
Zone sizes
Within the developed area of the parent city, the zone sizes should be as uniform as possible. If some
zones are much bigger than the others, a significant number of trips will be made within the zone
(intra-zonal trips) that will not reflect on the network.
As a general guide, a population of 1,000 3,000 is optimum for a small area and a population of
5,000 10,000 may be optimum for a large area2. If the study area includes outskirts and peripheral
areas around the city which are not fully developed, these may be merged with the existing
administrative zones at which socio-economic, census, etc data is available.
Task 2-3 Review of Land Use Pattern and Population Density
Once the zones for the study area have been defined, the next step is to collect data in which, slums
should also be considered as a part of residential land use and not a separate land use. And also
residential land use zones should have income groups marked as well. This can be done by using data
on household assets and the type of building (available from property tax data/ household survey3) as
a proxy. If data on household assets is not available then the disaggregation of residential land use
into income groups can also be done by using per capita floor area as a proxy, which can be calculated
using the formula given below:
=
Housing characteristics can be a useful indicator of income. The per capita floor space4 is also an
indicator of a low-income household.
Source: 1. Traffic Engineering & Transport Planning, Dr L.R. Kadiyali
2. A Recommended Approach to Delineating Traffic Analysis Zones in Florida, Cambridge Systematics, Inc. & AECOM
Consultant
3
Refer Task 2-5
The per capita floor area, derived by dividing total floor area of the dwelling unit by household size (members).

Land Use Data
CDP or master plans are the prime data sources for reviewing existing land-use patterns. However,
there are well-documented concerns about poor enforcement of development control in India5, and
development plans and master plans often do not represent actual development on the ground6. An
alternative source for land use information collected by the National Urban Information System
(NUIS)7 Scheme may therefore be used. A list of 152 cities for which GIS data is available under
NUIS is enclosed in Annexure 3.
In cities where NUIS data is not available, CDPs or Master Plans can be used in conjunction with
property tax data, which is available from the respective municipal corporation. The pattern of land
use needs to be analysed, for land/floor area consumption per land use in each TAZ. This indicator is
represented as a percentage of land under each land use. The ratio of residential land use and
employment-generating land use has been found to have a significant influence on travel distance and
choice of walking, bicycle and public transport modes. This is generally measured as a ratio of the
number of jobs to the number of household in each zone. Similarly, an indicator that influences the
distance individuals travel for obligatory activities like shopping, recreation, etc. has been included as
a question in the household survey (Annexure 1 and 4).
Analysing Density
In addition to residential densities, job densities must also be studied and analysed. Ward-level
decadal data on population is available from the Census of India and can be used for the analysis. To
estimate the number of persons/job per unit area, the following equation may be used:
.
Where,
Rj = no of residents in a zone
ARj = area under residential purpose landuse in the zone
AJj = no. of jobs in the zone to the area under land uses that generate these jobs respectively
Another important parameter to be analysed is the Floor space used per activity per unit area,
which is estimated as:
Floor space used per activity per unit area = number of floors x land use (activity)
Using floor space per activity as an indicator will help compare the BAU urban development
projection with sustainable urban policy scenarios. For example, comparing land use scenarios when a
different Floor Space Index8 (F.S.I) norm is introduced may reveal changes in either the per-activity
See Pucher, J., et al. (2005). "Urban transport crisis in India." Transport Policy 12(3): 185-198.; Dimitriou, H. T. (2006).
"Towards a generic sustainable urban transport strategy for middle-sized cities in Asia: Lessons from Ningbo, Kanpur and
Solo." Habitat International 30(4): 1082-1099., Alan, T. (1992). "Urban planning in the developing world: Lessons from
experience." Ibid. 16(2): 113-126.,
6
See Munshi, T. (2013). Built form , Travel Behaviour and Low Carbon Development in Ahmedabad, India. Faculty of ITC.
Enschede, the Netherlands, University of Twente. PhD.
7
8
Available online at http://urbanindia.nic.in/programme/lsg/nuis.htm ).

Ratio of built-up area to land area
10

consumption of floor space or in the sheer number of activities available in the same amount of land
as before.
Task 2-4 Review of the Existing Transport Systems
A review of existing transport infrastructure and facilities needs to be done for all transport modes
including public transport (private and public), private vehicles, walking, cycling, cycle rickshaw,
auto rickshaw, shared auto rickshaw, etc. For this purpose, a number of surveys need to be conducted.
The data collected must be visually represented, such as on maps, to avoid any ambiguity. The
information that needs to be collected is given in Table 5. The maps that need to be prepared are given
in Annexure 11.
Table 5: Existing Transport Systems
Data required
1) Road Network Inventory
Footpath (Survey format
1b)
Infrastructure for
Intersections (Survey
pedestrians
format 2)
Access (Survey format 1b)
Lanes (Survey format 1c)
Infrastructure for
bicycle and cycle
Intersection treatment
rickshaws
(Survey format 2)
Public transport
Infrastructure (Survey
(bus) - In absence format 7c)
of bus services, a
similar analysis
Bus stop (Survey format 7a
can also be made
& b)
of the shared
Data level
Source
Sample
Primary Survey
Sample
Primary Survey
Sample
Primary Survey
Sample
Primary Survey
Sample
Primary Survey
Sample
Primary Survey
rickshaw services.
Road infrastructure (Survey
Sample
Primary Survey
format 1a)
Road Network
Intersections (Survey
Sample
Primary Survey
Inventory
format 2)
Parking (Survey format 4)
Sample
Primary Survey
2) Public Transport System City Bus, and also for other mass transit systems if any (Metro, LRT, etc)
Number of buses by type of Citywide
ULB & RTO
bus (standard, mini, low
floor), fuel used and age
Fleet utilization rate
Citywide
State Road Transport Corporation
(SRTC) report & citys bus
company if any
Fleet usage detail
Vehicular kilometers
Citywide
SRTC report
Average kilometers per bus Citywide
SRTC report
per day
Percentage occupancyCitywide
SRTC report & citys bus
peak hour and average
company if any
Total passengers per day
Citywide
SRTC report
Route detail
Route inventory along with Citywide
bus stops
company if any
Headway on different
Sample
Primary Survey
routes
Average route speed
Service reliability
Cost and fare
Operation cost per km
Citywide
company if any
Tax levied
11

Data required
Data level
Source
Fare structure & Mobility
card (Pass)
Revenue per km
Profit/loss
3) Para-Transit System - This is not an exhaustive list of options and can be extended to include water
transport, ropeways, etc
Type of ownership
Citywide
RTO, para-transit workers union
& survey
Number of para-transit by
Fleet usage detail
type (shared and personal
autos), fuel used and age
Vehicular kilometres
Route inventory for shared
Citywide
RTO
auto
Route detail
Average waiting time for
Sample
para-transit workers union
auto, cycle rickshaw and
shared auto
Operation cost per km
Tax levied
Citywide
para-transit workers union
Cost and fare
Fare structure
Revenue per km
Profit/loss
4) Freight Transport
Freight
vehicle Origin and destination
Sample
Primary Surveys
Survey (Survey points
Format 9)
Parking areas for freight
vehicles and cost
Vehicle typology
5) Traffic Conditions on Roads (TVC, delay and queue length)
Screen line by modes
Sample
Primary Surveys
Traffic count
At intersection by modes
Delay by mode
Delay and queue
length
Travel speed by mode
6) Traffic Safety
Number of victim By victim mode
City level
Traffic police FIR
involved in traffic By impacting vehicle
fatalities and
location
The data collected and the model developed should be publicly shared on the Knowledge
Management Centre , IUT and with the cities.
Key locations for data verification must be identified through a process that must be communicated in
the CMP to capture a wide range of possible origins and destinations. However, the number of points
and counts will vary depending on the travel characteristics and demographics of the study area.
Locations must be balanced between those immediately adjacent to city centres/business districts and
those on the urban periphery.
Task 2-5 Study of Existing Travel Behaviour
Two important considerations should be taken into account while collecting data on travel patterns.
The collected data should cover the travel behaviour of all individuals within a household, and the
data should be segregated by mode and trip purpose. The household survey is designed to capture
access time of the trip, trip purpose, the address of the trip starting and ending points, mode of travel
12

for each stage of the journey 9 and to represent peoples perceptions towards different modes of
transport in terms of time, cost, comfort, safety and security. The questionnaire is divided into two
parts:
1. General or household questionnaire
2. Individual questionnaire
Details of the household survey are given at Annexure 1 (Survey Format 11).
Task 2-6 Review of Energy and Environment
Energy consideration is one of the key concerns of a Smart City. Quantifying energy consumption
for transport is important for estimating the CO2 and local air pollution emissions from transportrelated activities. To create a complete picture, both top-down and bottom-up approaches for
estimating energy consumptions are required. The top-down approach relies on information provided
by energy suppliers such as oil companies, electricity department, etc. (generally a few) and the
bottom-up approach relies on a primary survey of vehicle users to assess the energy consumption of
different vehicle categories, which are then combined with the in-use vehicle population to provide an
estimate for total energy use within a city.
Energy Balance
Energy balances are a way of representing aggregate energy flows from energy suppliers to energy
consumers and are used as an accounting tool for estimating energy-related emissions. In general,
energy balances cover all fuels; however since the focus here is on transport, only diesel, petrol, LPG,
CNG and electricity will be covered. A simplified energy balance format for energy consumption at
the city level within the transport sector is provided in Survey format 12.
Table 6: Energy Balance
Data required
Description
Data Source
Consumption of fossil
fuels for transportation
Diesel, petrol, CNG, LPG consumption within the

city on the basis of sales made by retail outlets and
company operated depots / outlets
Electricity consumed for metro /trams / sub urban
trains
Oil companies
Consumption
electricity
transportation
of
for
Railways & mass

transit operators
Data
level
City
City
Vehicles: Fuel Types and Efficiency

The vehicle stock can be obtained from the vehicle registration records (Survey format 13). However,
these records include no details regarding how many of these vehicles are actually in use, how much
they travel on an average in a year, what fuel they use, or what their fuel economy is. These details
need to be obtained by conducting a primary survey of vehicles at petrol pumps (Survey format 14)
and refer to Annexure 4 for a sampling approach.
What is a "trip" It as a journey carried out for a unique purpose. e.g. "Shabari walks from her house to a
roadside stand to buy some fruit, then boards a bus, then transfers to a suburban train. Finally she takes a
rickshaw to her daughter's school. She and her daughter take a ride with a friend in her car to a coffee shop." She
performs 5 trips in total. The different modes which she uses for each trip are walk, bus, train, rickshaw, car.
13

Table 7: Vehicle Inventory
Data required
Vehicle Inventory (Survey
format 13)
Description
Stock of vehicles by year of
manufacture (passenger and goods)
Data Source
Road transport
authority & survey
Data level
City
Vehicle efficiency (Survey

format 14)
Efficiency characteristics of vehicle

categories with vintage (mileage,
average vehicle kms travelled)
Survey at petrol pumps
Sample
Ambient Air Quality

The data related to ambient air quality is helpful for understanding the impact of transport on air
pollution. In some cities, the pollution control department has installed measurement instruments in a
few places within the city. However, data on ambient air quality is not available for all cities, and in
such cases the data of cities of similar characteristics can be used. The data collected for air quality is
required for calibration of air quality models10.
Table 8: Data related to Emissions and Environment
Data
required
Air quality
levels
Description
Data Source
Data level
NOx, CO, SOx, Particulate Matter PM10, 2.5

concentration by location
Pollution control
boards
Sampling stations
only
Task 2.7 Service Level Benchmarks

Infrastructural data have to be collected other than the data listed in Table 4, 5 & 8. This data should
then be compared with the service-level benchmarks to understand the level of service provided to the
citizen of certain specified parameters. There will be a regular check on the level of service provided,
so that the level of service can be improved accordingly. The data to be collected for service-level
benchmarking are given in Table 9.
Table 9: Surveys to be Conducted to Incorporate SLB
S. No.
1
Benchmarks
Public Transport facilities
Area to be covered
Key public transport corridors
along the city
Pedestrian Infrastructure
facilities
Arterial / sub arterial roads /

Key Public transport corridors
along the city
Non-Motorised Transport
(NMT) facilities
Arterial roads / sub arterial

roads / Key Public transport
corridors along the city
10
Primary Survey Required

Boarding Alighting at major bus
stops of identified routes
Passenger count inside the bus on
identified routes
Collect phasing plan of a
signalised intersections in a city
Measurement of intensity of street
light by lux meter
Footpath length having minimum
width of 1.2 m or more
Dedicated NMV track having
minimum width of 1.5m or more
Measurement of parking area on
dedicated Cycle track Signalized
Intersection count
More details on air quality models are available from Urban Emissions website http://www.urbanemissions.info/
14

S. No.
4
Benchmarks
Level of Usage of
Intelligent Transport
System (ITS) facilities
Travel speed (motorised
and mass transit) along
major corridors
Area to be covered
City Municipal area / Planning
boundary
Availability of Parking
spaces
Road Safety
Pollution levels
Integrated Land Use

Transport System
Arterial roads / Sub arterial

boundary
boundary
boundary
10
Financial Sustainability
of Public Transport by
bus
Arterial roads / sub arterial

ULB / Parastatal agency
Primary Survey Required

Count of signalized intersections,
bus stops, terminals, metro
stations etc
Speed and Delay
Journey time of bus at identified
bus route
Parking survey
Nil
Nil
Land use observation survey along
transit corridors
Total length of roads having ROW
9m and above
Total length of roads having
exclusive BRT / Metro / LRT
Nil
The survey locations and detail data analysis of each survey should be captured in the report so as to
maintain consistency in measurement or survey locations over time.
Task 2.8 Analysis and Indicators (Comparison with Benchmarks)
Indicators provide an easy way to communicate a citys transport status, or to make comparisons
across alternative scenarios. The indicators for transport at the city level 11 (see Table 10) can be
broadly divided into i) indicators for mobility and accessibility; ii) infrastructure and land use; iii)
safety and security; iv) environmental impacts; and v) economic (Response indicators). Most of the
indicators can also be directly linked to the Service-Level Benchmarks12.
The details of the selected indicators (relevance) have been furnished in reports on city-level
indicators. However, some of the indicators, specifically related to investment trends and impact on
affordability, might be difficult to use for business as usual (BAU) and alternate scenarios (Table 10).
11
The indicator classification is based on city level indicators developed for the cities in UNEP project for Low Carbon
Comprehensive Mobility Plan. Available at
http://www.unep.org/transport/lowcarbon/newsletter/pdf/ANNEXURE%202%20City%20level%20Indicators_%204
oct.pdf
12
Service-Level Benchmarks for Urban Transport Available at http://jnnurm.nic.in/wp-content/uploads/2010/12/SLBUrban-Transport.pdf
15

Table 10: Indicators to be Measured for Existing and Future Scenarios
Indicator type
Description
Mobility and Accessibility

Modal shares by trip
purpose i.e. work,
education, health and
others13
Modal Shares by mode i.e.,
2wheeler, car, bicycle, bus,
Modal shares
Auto, Shared Auto, Metro,
Etc
Modal shares by social
groups i.e. by income,
women headed household
Average travel time by trip
purpose i.e. work,
education, health and others
using different modes
Travel time
Trip purpose wise average
travel time disaggregated by
social groups
Average trip length (ATL)
frequency distribution (for
all modes including walk,
cycle, bus, para-transit and
private vehicle)
Mode wise ATL
Trip length
disaggregated by social
groups
Trip purpose wise ATL
disaggregated by social
groups
Passenger
Kilometre (PKM)
& Vehicle
Kilometre (VKM)
Mode wise PKM & VKM

Trip purpose wise PKM &
VKM
Measurement / data source
Existing
Future
scenarios
Household surveys and some

relevant data may also be
available in City Traffic and
Transport Study (CTTS) and
Comprehensive Mobility Plan
(CMP)
National Sample Survey

Organisation (NSSO) data and
household surveys
Household surveys or use
validated four step model for
different cities
Four step model to capture travel

time by specific social groups for
different trip purpose
CMP or CTTS for specific cities
or four step model
Household survey
Household survey or relevant

data from NSSO
Available in CTTS, CMP and

City Development Plan (CDP)
for specific roads in cities
Needs to be calculated based on
the PT stop inventory and
number of households in census
records
Household surveys
More specific indicators to be

able to measure accessibility for
disadvantaged people needs to be
developed and data be collected
Four step model to capture travel

time by specific mode for
different trip purpose
Infrastructure and Land use

Average speed on roads of
different modes
Infrastructure
quality
Percentage of household
within 10 min walking
distance of PT and paratransit stop
Average number of
interchanges per PT trip
Accessibility of
disadvantaged groups by
different modes
13
Needs to be measured for all modes including pedestrians, bicycles, public transport (bus formal), public transport
(tempos), para-transit (cycle rickshaw), para-transit (auto), motorized two wheeler and cars
16

Indicator type
Description
Existing
Land use
parameters
Land use mix intensity
Job-housing balance determined

using census data available at
ward or electoral block level
Concentration index of different
income groups in a zone
determined by the asset
ownership or housing type data
in census-households
Requires road inventory and
public transport network data in
vector form
Future
scenarios
Number of fatal accidents per

100,000 users of the mode.
Detailed accident data can be
collected from traffic police
Number of accidents caused by
the mode on other road users per
100,000 of all the road users.
Detailed accident data can be
collected from traffic police
Number of fatal accidents per
100,000 populations. Detailed
accident data can be collected
from traffic police
Percentage of roads having speed
limit >= 50 kmph
Percentage of roads with >= 2m
Data needs to be collected
Data needs to be collected
Equivalent CO2 emissions per

passenger km by mode
Land use data from CDP or
master plans of cities
Percentage of total land used in
transport for different type of
transport infrastructure road,
parking bus lanes, railways, etc.
Need to map air quality in city
and mark households in the
buffer area
Or
Get the relevant morbidity data
from hospitals or medical
authorities
Data from city budgets across

years
Income level heterogeneity
Kernel density of roads,

junctions and PT stop
Safety and Security
Risk exposure mode wise
Risk imposed by modes
Safety
Overall safety
Speed limit restrictions

Quality of footpath
infrastructure
Percentage of road lighted
Percentage of footpaths
lighted
Security
Percentage of people feeling
safe to walk / cycle and use
PT in city by gender
Environmental Impacts
Emissions
GHG emissions
Depletion of land
resource
Per capita consumption of

land for transport activity
Land consumed for different
transport activities
Percentage of population
exposed to air pollution
Health hazards
Economic (response indicators)

Trend in investments for
development of
Investment
infrastructure for various
modes
Specifically designed stated

household surveys
17

Indicator type
Cost borne by
operators
Fare policy
Description
Existing
Tax burden mode wise
Data to be collected from

Regional Transport Office
Fuel prices at pumps by fuel

type
Other charges levied as
applicable at city level
disaggregated by modes
Percentage of subsidies
granted
Percentage of population
owning passes
Transport Department
18
Future
scenarios
Task 3: Development of Business as Usual (BAU) Scenario

Task 3-1 Framework for Scenarios
Background
This scenario represents the future based on the continuation of past trends and is often used as a
reference point or benchmark for assessing the need for policy interventions. The BAU scenario
extrapolates existing trends and assumes no radical policy interventions for sustainable
development and emission mitigation. However, it does incorporate infrastructure development
and land use according to the Master Plans (see Task 3-2). Future transport demand is based on the
preferences of different socio-economic groups in the base year. In terms of passenger transport, the
BAU scenario predicts increased car ownership and higher demand for motorisation. In terms of
technologies, the scenario foresees continued reliance on fossil fuel cars.With improved efficiency
and a greater share of electric and hybrid cars, the share of bio-fuels and electricity is also expected to
improve in the transport sector (see Task 3-5 for fuel, vehicle and electricity transitions in BAU).
Model Framework
Models link scenario drivers to the outcomes to be analysed. For CMPs, the key outcomes include:
Mobility and accessibility,

Safety,
Environment, and
Energy.
Given this wide variety of outcomes, it is obvious that a combination of models is required. A
description of the model for the CMP work is provided in Task 3-4 (the transport planning model) and
Task 3-6 (overall model framework and linkage between transport planning and CO2 emissions and
air quality model).
Task 3-2 Socio-Economic Projections
A citys future economic transitions depend on the current economic transitions taking place across
the country. It is also necessary to understand the citys role in the state and countrys economic
development planning goals. For example, if the proposed DMIC14 includes a certain city, it would
lead to more economic development than the general trend for the country as a whole, or past trends
for the city. Economic transition also leads to social transitions in terms of population (local and
migrant), household size, income levels and vehicle ownership.
Demographic Projections
Demographic projection includes population projections for the city along with other demographic
variables like family size, age group, gender proportion, etc. The population projections should also
consider rural-urban, rural-rural and urban-rural migration. The population for each TAZ estimated
under Task 2-3 can be used as the basis.
14
Delhi Mumbai Industrial Corridor (DMIC) is a major infrastructure development stretching across the states of
Maharashtra, Gujarat, Rajasthan, MP, Delhi, Haryana and Uttar Pradesh which will lead to high industrial growth in the
corridor area.
19

Employment Projection
The jobs for each activity in a particular TAZ, as has been calculated under Task 2-3, can be further
projected for the coming years.
Industrial Growth Projection
The employment projections are also affected by the industrial growth in the region. Industrial growth
projection depends on the national and state level policies for the region and the growth trend for each
of the citys existing and planned industrial sectors. The growth rates for large industrial sectors (e.g.,
steel, cement, chemicals, textiles) are linked to the overall economic growth projections for India. The
growth projections for the 12th five-year plan are available from the Planning Commission
document.15.
Task 3-3 Land Use Transitions
The objective of successful land-use development and growth models is to identify where, how much
and what kinds of land use will develop. When modelling urban developments, it is necessary to
consider changes from a vacant land to built-up, as well as changes in the land use itself, such as from
residential to commercial. Simulation tools should be used to study these types of land use changes.
The input requirements needed for land use simulation consist of the following:
Existing land use type and its floor area (property tax department) and
Floor space requirement per capita16 for each land use/TAZ within the city as estimated under Task
2-3.
The land use type should be disaggregated into residential, commercial, retail, recreational, industrial,
educational, religious, and other categories. Land use projections and allocations for the coming years
should be done in three steps.
Step 1 - This includes the projection of population and employment and estimating the per capita
space requirements for each activity as per the equations given below.
=
Where,
FSR = floor space requirement for residential (for various income groups)
FAR = existing per capita floor area for residential
PR = projected residential population (for various income groups17)
=
15
For 12th Five Year refer http://planningcommission.gov.in/plans/planrel/12thplan/welcome.html
16
The per capita floor area, derived by dividing total floor area of the dwelling unit by household size (members).
17
Reference Income Groups are: Group 1 Low Income Group residing in kuttcha or independent houses without any
assets(i.e. television or telephone) and do not own any motorized vehicle
Group 2 Middle Income Group residing in independent houses or apartments and own 1 motorized two wheeler (scooter/
motorbike)
Group 3 High Income Group residing in independent houses or apartments and own a four wheeler with other assets
20

Where,
FSE = floor space requirement for employment (for various sectors)
FAE = existing per capita floor area for employment
PE = projected employment (for various sectors)
Step 2 - The second step involves two stages:

Stage Athe allocation of non-residential activities based on past trends, Master Plan provisions, as
well as the availability of space
Stage Bthe allocation of residential activity based on accessibility to jobs for each TAZ, Master
Plan provision and availability of space
While allocating activities the General Development Control Regulations (GDCRs) of the city must
be referred to as they define the quantum of floor space that can be developed under various land uses.
Step 3 - The third step includes the scope of the land use transition. For example, the probability that
a certain area will become completely commercial will shift the residential space to the citys outer
areas in the coming years.
Once the allocation of activities is completed, the impact of land use on transport must be analysed.
When that is done, either the allocation of activities is accepted, or activity allocation process
continues and the loop from land use simulation to transport impacts can be re-assessed until low
carbon transport mobility goals are achieved.
Task 3-4 Transport Demand Analysis
The demand for passenger transport can be estimated using a four-step model (see Annexure 5 for a
detailed description). The four-step model is based on inputs of existing travel behaviour obtained
from the household survey (Survey format 11), and of transport infrastructure and service quality. As
the first step, the model is developed for the base year. The traffic flows on different road links are
compared with the actual traffic volume counts observed at various locations across the city. The
model is then recalibrated to match the actual volume counts. The base year model can then be used to
identify and test various short-term measures that can be incorporated to improve the existing
transportation system.
Once the transport demand model is calibrated for the base year, it can be used for analyzing the
future of the BAU scenario. The inputs for this analysis will be the planned strategies, changes in
socio-economic drivers [i.e., population and employment projections (Task 3-2)] and changes in land
use (Task 3-3). The BAU scenario assumes that peoples travel behaviour (within the same age and
socio-economic group) remains the same as the base year.
Task 3-5 Technology Transitions
An understanding of vehicles, fuels and CO2 emissions from electricity use in transportation system is
essential to learning the implications of travel demand on CO2 emissions and air quality (Task 3-6).
21

Vehicles and Fuels
The transport sector relies primarily on fossil fuels. The dependence on fossil fuels is linked to the
domination of internal combustion engine technology on a global scale. In future, however, multiple
transitions can affect vehicles and associated infrastructures. There could be:
i.
ii.
a change in fuels due to greater use of CNG, bio-fuels, and cleaner petrol and diesel;
more efficient engines; or
Figure 1: Fuel Mix for the BAU Scenario18
iii.
more electricity for transportation

such as metro rail and other rail
based transit, as well as electric
vehicles (2 wheelers, cars, etc.)
for road transport.
The drivers behind these potential

changes address urban air quality
issues and improve energy security.
For example, natural gas has been used
as an option for improving air quality
in Indian cities, and as a result many
cities have built fuelling infrastructures
for compressed natural gas (CNG). Bio
ethanol blending in petrol is on-going
and a 2% blend has already been
18
Figure 2: Fuel Economy Improvement in Cars
Figure 1 is from the Low Carbon City: A Guidebook for City Planners and Practitioners available at
http://www.unep.org/Transport/lowcarbon/Pdf's/LowCarbonCity_Guidebook.pdf. According to WEO 2012

by 2035 nearly 11% of energy demand from transport would be met by electricity, biofuels and other fuels
(IEA, 2012)
22

achieved. By and large, the fuel mix for transport is projected to be quite different between the base
year and the future, even in the BAU scenario (Figure 1). The fuel quality has a direct impact on
emissions. The fuel mix stands for the share of various fuel types in the city, so the emission factor of
a vehicle depends on its fuel mix.
While cities have little role in formulating fuel mix policy, they are heavily impacted by any changes.
To understand these transitions, it is important to refer to national studies that document these
transitions19.
Plans for improvements in the future should take vehicle efficiency into account. The aggregate fuel
efficiency is expected to improve in the BAU scenario; in a fuel economy scenario, the improvement
is noteworthy, where India will achieve the 4 lit per 100 km global target in 2030 (Figure 2).
Electricity
Electricity is expected to play an increasing role in the future (Figure 1) of transport in cities due to
the introduction of metro rail, the electrification of rail tracks and a wider diffusion of electric vehicles
(including two wheelers, cars and buses). In many cases, electricity is supplied to cities from outside
municipal boundaries, freeing the cities from local pollutants (SO2, NOx, particulates, etc.). However,
cities are obliged to account for CO2 emissions as per the scope of emission guidelines from the
IPCC. The Central Electricity Authority (CEA)20 shows the grid emission electricity intensity that is
compatible with UNFCCC requirements for the base year (latest available 2011). The future grid
emission intensity is expected to improve in the BAU (See Figure 3).
Figure 3: CO2 Intensity of Electricity from Grid21
19
CEA CO2 Database, Available at http://www.cea.nic.in/reports/planning/cdm_co2/user_guide_ver8.pdf
20
CEA CO2 Database , Available at http://www.cea.nic.in/reports/planning/cdm_co2/user_guide_ver8.pdf
21
Figure 3 is from the Low Carbon City: A Guidebook for City Planners and Practitioners available at
http://www.unep.org/Transport/lowcarbon/Pdf's/LowCarbonCity_Guidebook.pdf. According to WEO 2012

by 2035 the grid CO2 intensity in BAU would be around 0.56 t CO2/Mwh (IEA, 2012)
23

Task 3-6 CO2 Emissions and Air Quality
Model Framework
The framework for sustainable urban mobility needs to utilise the four strategic levers:
Urban form,
Non-Motorised Transport (NMT),
Public transport, and
Technology.
The framework should study the impacts of alternative strategies using key indicators for mobility,
safety, and local environment, as well as more aggregate indicators like CO2 and energy use. It is
difficult to find a single model that can estimate all these indicators. One approach is to use a model
framework that combines a 4-stage transport model (as described in Task 3-4) with an emission
inventory and air diffusion model (e.g. Simple Interactive Model for better Air Quality (SIM-air22),
which can then analyse the impact of activities from different sectors, including transport, on the local
environment, energy use and CO2 emissions.
Figure 4: Overall Modelling Framework for CMP23
22
23
For link to the model please use the url- http://www.urbanemissions.info/model-tools/sim-air.html

Figure 20, Low Carbon City:
A Guidebook for City Planners and Practitioners available at
http://www.unep.org/Transport/lowcarbon/Pdfs/LowCarbonCity_Guidebook.pdf
24

CO2 Emissions
The outputs from travel activity (available from Task 3-4) in vehicle kilometres can be used to
estimate fuel consumption by using the following equation:
=
Table 11: Vehicle Occupancy (Sample)
)24
Vehicle
3 Wheeler
Bus
Car
2 Wheeler
25
11)
Average Vehicle Occupancy

4.9
30
2.2
1.3
NB: Values are indicative sample. However consultants should include this information in OD survey.
The next step is to estimate the mix of vehicle in terms of their fuel usage. This mix for base year is
obtained from the sampling of vehicles during the petrol pump surveys26. In case of the future, the
fuel mix can be linked to scenario being run (Figure 1 & 7 provides default value as a whole for
transport sector but cities can decide them on the basis of their own scenarios). A sample of vehicle
mix is given in Table 12 below.
Table 12: Vehicles: VKTs and Fuel Mix (Sample)

Vehicle Type
Cars
MUV
2Ws
3Ws
Taxis
Buses
HDVs
LDVs
Metros
/
Trams
VKT (Million)
875
135
3170
482
62
98
237
77
Petrol
46
0
99
0
46
0
0
0
-
Diesel
47
100
0
99
47
100
100
100
0
% Fuel type
Gas
7
0
0
0
7
0
0
0
0
Electricity
0
0
1
1
0
0
0
0
100
The fuel use can be converted to CO2 emissions using default coefficients for different fuels provided
in Table 13.
Source: model developed

Source: petrol pump survey
26
Petrol pump survey or CNG station survey to be carried out preferably with PUC checking so that vehicle
24
25
pollution parameters can also be measured. Vehicle sampled should be in proportion to their population.
25

Table 13: CO2 Emission Coefficients for Different Fossil Fuels
Fuel
Motor spirit (Petrol)
High speed diesel (Diesel)
Compressed Natural Gas (CNG)
Liquefied Petroleum Gas (LPG)
Giga gram CO2/PJ

69.30
74.1
56.1
63.1
kg CO2/tonne of fuel
3101
3214
1691
2912
Kg CO2/lit of fuel
2.30
2.71
1.69*
2.91*
(*) For CNG and LPG it is per kg of fuel
The CO2 emissions from electricity will depend on the CO2 intensity of grid as given in Figure 3.
Local Emissions
The emissions of local pollutants can be calculated by multiplying the VKTs with emission
coefficients (Refer to Annexure 6 for emission coefficients for the base and coming years). Table 14
provides the annual emissions for PM 2.5 for a vehicle scenario presented in Table 12.
Table 14: Emission of PM 2.5
Vehicle Type
Cars
MUV
2Ws
3Ws
Taxis
Buses
HDVs
LDVs
Metros
/
Trams
Total
Petrol
10
269
1
-
Emissions PM 2.5 (Tons)

Diesel
Gas
50
1.2
29
108
5
0
50
144
23
-
Electricity
-
61
29
269
108
6
50
144
23
-
280
409
690
Total
Emission of other pollutants like NOx, PM10, VOC, etc can also be calculated in a similar fashion
using emission coefficients provided in Annexure 6. The emission of local pollutants is zero for
electricity used in vehicles.
Local Air Quality
Figure 5: Air Pollutant Concentrations Map, PM10 for Udaipur Using SIM air Model
26

Pollutant loads are a first level indicator for monitoring air quality. Pollutant loads can be transformed
into air pollutant concentrations through SIM Air Model27, AIM End use/AIM Air Models. These
models include a description of technologies at an aggregate level (e.g., two wheeler, car, bus,) and
also contain default emission coefficient and vehicle efficiencies.
Local air quality modelling can help create maps of air pollutant concentrations (see Figure 5),
Modelling can also help analyse air concentrations related to different strategies (Task 4-1) for
achieving sustainable urban mobility.
Task 3-7 Analysis and Indicators (Comparison with Benchmarks)
The indicators for the BAU scenario are similar to those estimated for the base year (Task 2.8).
27
More details on air quality models are available from Urban Emissions website http://www.urbanemissions.info/
27
Task 4: Development of Sustainable Urban Transport Scenarios

Task 4-1 Framework for Scenario
Review of National Carbon Indicators
CO2 is the predominant constituent of greenhouse gas and therefore indicators for CO2 at the national
level are more easily available than for other greenhouse gases (e.g., CH4 and N20). The per capita
CO2 emissions based on the second national communication28 was 1.0 t CO229 in 2000. Due to the
rapid pace of development, the per capita CO2 emissions increased to 1.33 t CO230 in 2010. For
future emission trajectories, a reference can be made to studies undertaken by the Climate Modelling
Forum 31 in 2009, or to more recent modelling work under a UNEP project 32 that provides CO2
indicators for the BAU as well as sustainable scenarios.
Background
The sustainable urban transport scenario visualises social, economic, environmental and technological
transitions through which societies respond to climate change, local environment and mobility
challenges. The scenario assumes the following:
Deep emission cuts using low carbon energy sources (such as renewables, natural gas, nuclear
power)
Use of highly efficient technologies (e.g., improved vehicle efficiency)
Adoption of behavioural and consumption styles consistent with sustainable development
Changes in urban development
Enhanced use of non-motorised and public transport infrastructures.
The sustainable development pathway allows CO2 mitigation without having to sacrifice the original
objective of enhancing economic and social development.
Identification and Quantification of Drivers
The main drivers are socio-economic projections, land use, infrastructure and policy change. The
socio-economic projections in the BAU scenario can be used, however for changes in land use,
infrastructures and policies please refer to Task 4-2.
Model Framework
Same as provided in Task 3-1.
28
Ministry of Environment & Forests (2012) India: Second National Communication to UNFCCC available at
http://moef.nic.in/downloads/publicinformation/India%20Second%20National%20Communication%20to%20UNFCCC.pdf.
29
Considering population as 1021 million and excluding bunker fuel emissions
30
As per IEA (2012), World Energy Outlook total CO2 emissions from energy 1635 Million tCO2 in 2010 and the the
population in 2010 as 1224 million
31
Climate Modelling Forum (2009) India's GHG Emissions Profile http://moef.nic.in/downloads/home/GHG-report.pdf
32
See Figure 13, Low Carbon City: A Guidebook for City Planners
http://www.unep.org/Transport/lowcarbon/Pdf's/LowCarbonCity_Guidebook.pdf
28
and
Practitioners
available
at

Task 4-2 Strategies for Sustainable Urban Transport Scenario
CMPs must identify investment priorities to help achieve the sustainable city goals. The sustainable
scenarios also assume an increase in motorised transport to some extent, which is inevitable given the
low level of vehicle use on a per capita basis. Therefore, emphasis is also placed on improving
technology in terms of efficiency and emissions. Key strategies can be typically classified into four
categories namely:
Change in urban structure,

Improving non-motorised transport,
Improving public transport, and
Technological changes.
These strategies are essential for developing Smart Cities and will deliver full benefits if they are
implemented collectively; however for analysis it may be useful to present them one by one to see the
individual effect. The strategies presented here are indicative and the consultants can adapt them to a
citys specific circumstances.
Reserving ROW
Planning transport
network
Improvement in
NMT
infrastructures
Route planning &

scheduling
Road Pricing
Investment in PT
Taxation of private
vehicles
Improving
Nonmotorized
Transport
Improving
Public
Transport
Urban
Structure
Technological
Changes
Zoning Regulation
Land use and
Housing policies
Floor Area Ratio
R&D Investment
Standards &
Labelling
Tax incentives
Figure 6: Four Broad Strategies and Accompanying Policies Used for Sustainable Scenarios
A: Urban Structure
Urban sprawl and uncontrolled growth of cities result in increased trip lengths, which is not a
desirable scenario. Therefore, the focus should be to develop compact cities with high density and
multi-nuclei development. It will help shorten trip lengths and improve access to public transport. The
changes in zoning regulations and floor area ratio (FAR) include some of the planning and regulatory
measures, which can help achieve higher density and compact development.
B: Non-Motorised Transport Infrastructure
The scenario considers improvements in NMT user experience by enhancing footpaths and bicycle
lanes. It also addresses improvement in safety and accessibility for pedestrians and bicycles at
intersections. Reducing barriers and impediments on roads to improve bicycle safety is another aspect
29

considered under the scenario. Reduced conflicts between NMT users and buses on roads can result in
a small increase in bus speed.
C: Public Transport
The public transport scenario includes NMT, as any public transit trip includes a component of NMT
for access and egress. Since most Indian cities lack a reliable bus service, two kinds of scenarios for
public transport may be considered:
1. Improved bus service with compatible pedestrian and bicycle infrastructure
The scenario assumes that bus infrastructure and operations are improved so that reliable bus service
is available at least along all arterial roads. In addition, initial ideas on operational interventions like
better routing and scheduling, improved frequency, better bus stop design, improve bus speed, overall
safety and bus user comfort should be incorporated. Option of providing para transit modes on the sub
arterial and connecting roads should also be considered. This will help limit the access/egress trip
length to less than 1 km. Stress should also be given to the provision of access and egress support
infrastructures for walking and bicycle. The above mentioned changes should be used to check the
stated preference mode choice of respondents in the household survey. This will help compute the
increased demand for public transport in the scenario where limitations of infrastructures (which
exists in the BAU scenario) for public and non-motorised transport are removed.
2. Improved bus service and mass rapid transit with compatible pedestrian and bicycle
infrastructure
This scenario includes all improvements detailed above in the improved bus service scenario, as well
as a mass rapid transit system on selected traffic corridors. Mass rapid transit options could include
BRT (exclusive lanes on all arterial roads), light rail, a metro rail system or mono rail system.33 34
D: Improving Public Transport, NMT and Urban Structure
This scenario looks at how the implementation of NMT, public transport and urban structure
strategies combine and complement each other.
E: Technology
Technology changes can encompass changes in vehicles design, fuels use, energy use and reduction in
CO2 emissions related to electrically driven vehicle based on central / state policies. See Task 4-4.
F: Regulatory and Financial Measures (Incentives and Disincentives)
A wide variety of measures can be undertaken to help shift people from private transport modes to
sustainable urban transport under a regulatory and financial measure scenario. These measures try to
internalise the cost of externalities imposed by private vehicles. Examples of such measures include
parking policies, congestion pricing and carbon-taxes by central / state decisions. These are
incorporated in the model in form of increased generalized cost of travel by private modes. As an
example, described below is the approach for modelling parking policies.
33
For an overview of Mass Transit Cost Analysis see Life Cycle Cost Analysis of Five Urban Transport Systems available at
http://www.iutindia.org/downloads/documents
34
For an overview of Mass Transit Options see Table 9. Low Carbon City: A Guidebook for City Planners and Practitioners
available at http://www.unep.org/Transport/lowcarbon/Pdf's/LowCarbonCity_Guidebook.pdf
30

Parking Policies
Parking is generally low cost if not free in Indian cities. As a result, there is no disincentive for
owners of private transport modes like cars and motorised two-wheelers to stop using them to get
from one place to another. Instead, there are plenty of incentives to keep using them, as they offer a
high amount of personal mobility.
In this scenario, infrastructure improvements are made for pedestrians, bicycles and public transport
along with increased parking cost. To implement a robust on-street parking management and
enforcement system, on-street parking spaces must be regulated by the cities, and priced according to
the demand for parking. The existing parking management system, including current earnings and
expenditures, operational systems, and public perception must be documented, assessed and
improved. An expanded and improved parking management system can help facilitate the efficient
allocation of road space, generate revenue for sustainable transport projects, and encourage a shift to
more sustainable modes. In the four-step model these should increase the generalized cost of
travel of motorised modes as compared to NMT and PT mode, which will favour use of NMT
and PT modes.
Task 4-3 Transport Demand Analysis of Alternative Strategies for Sustainable Urban
Transport
The above scenarios (A, B, C, D, E and F) aim is to improve transport infrastructure and increase the
cost of using personal motorised vehicles. Two methods can be used to estimate travel demand for
different modes under alternative scenarios:
Method 1: Repeating a four-step model
In this method, a four-step model (as discussed in Task 3-4) is repeated, taking into account changes
in parameters associated with different modes such as cost, travel time, availability, comfort and
safety. These changes result in a changed impedance to different modes and consequently, changes in
peoples transport choices. Likely changes to be accounted in the four-step model in alternate
scenarios are described in the Table 15.
Table 15: Differences in Four-Step Models for Alternative Scenarios
Trip
production
Trip
distribution
Mode
Change due
to
Urban
structure
Age-sex
distribution
and
population
growth
Change in
land use
parameters
and change
in impedance
for different
modes
Change in
Population
distribution
in city
NMT
infrastructure
Distribution
of activities
(residential,
commercial
and
industrial)
Public
transport
Technology
Regulatory
and
financial
measures
Change in
Change in
Change in
impedance
(travel time,
travel cost,
accessibility
and
reliability)
Change in
31

Change due
to
choice
Traffic
assignment
impedance
and trip
length
Change
in
impedance
Urban
structure
NMT
infrastructure
Public
transport
impedance
(Bicycle
Compatibility
Index and
similar for
pedestrians)
Technology
travel cost
Regulatory
and
financial
measures
travel cost
by different
modes
Method 2: Stated preference surveys for mode choice modelling

The scenarios specifically related to improving infrastructure directly impact peoples choice of mode.
In such cases, the effect of different scenarios on the attributes of individual modes should be
presented to the respondents. The respondents should then be asked to choose the preferred mode
within each scenario. This allows analysts to determine which factors can be compensated for and
which factors have a major impact on peoples mode choice. This in turn makes it possible to predict
the demand for each mode in different scenarios, even when there is no existing alternative. Also,
with the help of this methodology, new alternatives that have not yet been surveyed can be introduced
later in the model. This requires incorporating a stated preference choice survey along with the main
household survey (survey format 11; part II). The details of the stated preference choice survey are
given in Annexure 1 (Household Survey part II)
Task 4-4 Technology Transitions under a Low Carbon Scenario
In the low carbon scenario, the fuel mix is expected to diversify further from BAU towards bio-fuels,
electricity and natural gas (Figure 7). Vehicle efficiency will also improve, and thus the overall
demand for fuels will be lower. This can be affected by central / state policy intervention.
Figure 7: Fuel Mix for Transport in Sustainable Low Carbon Scenario35
35
Adapted from Figure 11, Low Carbon City: A Guidebook for City Planners and Practitioners available at
http://www.unep.org/Transport/lowcarbon/Pdf's/LowCarbonCity_Guidebook.pdf World Energy Outllook

2012 from IEA shows a diversification towards biofuels and other fuels from oil.
32

Another major transformation has to do with electricity, which is quite low in CO2 intensity and
therefore electricity-powered transport modes can become low carbon options.
Task 4-5 CO2 Emissions and Air Quality (Refer to tasks 3-6.)
The model framework is same as the BAU scenario for estimating CO2 emissions and air quality.
The indicators for the sustainable urban transport scenario are similar to those estimated for the base
year (Task 2.8); however, some of the indicators are more difficult to measure for the future and can
be left out of the list of indicators to be estimated.
33
Task 5: Development of Urban Mobility Plan

Based on the analysis of existing urban transport, BAU scenario, preferred land use and transport
scenario vision and strategy for development a detailed urban mobility plan for the city should be
prepared.
The mobility plan should provide alternatives to enhance mobility for all users and all modes of
travel. It may, if necessary, suggest changes in the existing urban structure and form that encourages
an increased use of public transport, walking and NMT. In fact, a mobility plan should be a citys
long-term blueprint for improving accessibility and mobility. The aim of the mobility plan should be
to develop an adequate, safe, environmentally friendly, affordable, equitable, comfortable, efficient
integrated transport system within the framework of a progressive and competitive market economy.
It should create a well-connected network of complete road hierarchy, suggest measures to shift from
unsustainable mobility to sustainable modes and integrate freight planning with urban transport. This
means that cities need to plan for the people rather than vehicles by providing sustainable mobility
and accessibility for all citizens to jobs, education, social services and recreation at an affordable cost
and within reasonable time. The desirable modal split for Indian cities i.e. share of public transport
modes based on city size are shown in Table 16.
Table 16: Desirable Modal Split for Indian Cities (as % of Total Trips)36
City population (in
millions)
0.1 0.5
0.5 1.0
1.0 2.0
2.0 5.0
5.0 +
Mass Transport (%)
Walk Trips (%)
Other Modes (%)
30 - 40
40 - 50
50 - 60
60 - 70
70 -85
40
25 35
20 30
15 25
10 20
10 25
25
In the absence of a suitable modal split method, the above-mentioned modal split levels could be
adopted for working out transportation system requirements of urban settlements.
The Urban Mobility Plan should be developed in consultation with stakeholders and on the basis of
the analysis carried under Tasks 3 and 4. The plan can be defined along the following lines; however
it is important that the plan includes a phasing plan and implementation agencies.
Task 5-1 Integrated Land Use and Urban Mobility Plan
CMP advocates integrating the urban mobility plan with the land use plan and vice-versa. In most
cities, the land use plan is already in force via the DP mechanism, even as the urban mobility plan is
being prepared. In such cases, the urban mobility plan must respond to the mobility demands created
as a result of the DP. Ideally, the urban mobility plan should be an integral part of the DP document.
Urban structure determine the travel demand and transport system influence the urban structure.
Location of various land use and activity nodes have influence on travel pattern. At the same time, the
transport nodes or hubs impact the allocation of land use both at the city and local level. As such,
integrating urban development with transport should be the key consideration towards compact and
36
Source: Review of Urban Transportation in India, IIT Kanpur (With reference to Traffic and Transportation Policies and
strategies in Urban Areas in India Final Report, Ministry of Urban Development, Govt of India, New Delhi, 1998)
34

sustainable development of cities. National Urban Transport Policy also emphasised the integrated
land use and transport planning. Thus, elements for land use transport integration would be as follows:
Enabling urban structure

Completing the hierarchy of roads
Aligning public transit with high density areas, mixed land use to capture the land value
Integrating multimodal transit interchange policy and planning integration at vertical and
horizontal level
Integrating land use with the urban mobility plan would entail a two-way interaction between the two
plans. High density residential areas intertwined with high density employment areas, along with
increased travel costs and an efficient public transport system will incite people to use NMT for short
trips and public transport for long ones. The land use should be allocated in a manner that encourages
short and fewer trips, thereby enabling improved accessibility to activities. This will also help people
shift from private travel modes such as cars to NMT (including cycling and walking). Additionally to
encourage NMT, neighbourhood design measures such as variety in public spaces, pedestrian
footpaths and cycling tracks must be implemented. To summarize, the land use plan should locate
activities in a manner that encourages low-carbon mobility and the urban mobility plan, in turn,
should facilitate access to activities.
Task 5-2 Formulation of the Public Transport Improvement Plan
CMP divides Public Transport Improvement Plans into a number of sections, including service
improvements for buses, trams and para-transit, appropriate MRT options and infrastructure
development plans and intermodal integration plans.
Formulating a public transport improvement plan in a small-sized Indian city can involve several
challenges. These can range from assessing transport demand to service provision and its alignment
with land use. Most Indian cities, especially middle-sized ones, do not have an extensive public
transport network. Therefore, it is very difficult to judge the demand for public transport based
on revealed preferences. The only alternative is the data collected on stated preferences, which
should be used for demand assessment of public transport systems.
Improving the public transport involves infrastructural improvements like reserving lanes and tracks
and operational improvements like optimizing routes and scheduling. It is necessary to identify the
type of improvement required to improve the level of service. The improvement in level of service is
likely to not only maintain the existing modal share of public transport but also create a shift from
other modes to public transport. These shifts are determined by the citys structure and travel
behaviour. The fleet must be optimized based on the demand: instead of offering a 50-seat bus every
20 minutes, it might be better to provide 25-seat buses every 10 minutes. Secondly, most of these
small cities are likely to grow into large metropolitan centres in future, so a gradual progression
towards public transport technology can also be suggested. For example, a strategy could start with
city buses and progress to BRT and eventually to a metro rail. This is also important from the lowcarbon point of view, as operating a public transport system at low capacities will result in high percapita carbon emissions from transport use, in comparison to a PT system operating near its capacity.
System planning should consider not only where terminal, routes and stops are placed (i.e. routes and
stops), but also whether they are accessible to all potential users. The plans for the system should take
into account the accessibility issues for pedestrians and cyclists, the differently abled and elderly
people, as well as private vehicle users after they have parked their vehicles.
35

Task 5-3 Preparation of Road Network Development Plan
CMP should list out road projects which are to be developed, strengthened, upgraded and
interconnected including hierarchical road network, arterial road construction / widening projects,
secondary road construction / widening projects, intersection improvement projects, flyover projects,
railway over bridge or underpass projects. The hierarchical road network should be based on travel
demand. CMPs should reflect induced demand effects to estimate the overall benefit of any new road
capacity. In addition to assigning the proper hierarchy to the road network, which is derived from its
land use, it is important to consider urban roads as streets and function to be assigned. The availability
of additional road capacity often induces new travel. Thus, the induced demand must be considered
for project cost and benefit. Considering that the very high number of trips recorded in India are
NMT, it is essential that roads prioritise space for NMT. Despite the latent demand for motorised
vehicle use, proposals to improve motorised vehicle mobility by increasing road space under the
pretext of easing congestion should be discouraged as much as possible. New construction/ widening
projects, flyover projects and underpass projects must also be discouraged.
Task 5-4 Preparation of NMT Facility Improvement Plan
In preparing NMT facility improvement plans, the most important consideration to keep in mind is
that a large proportion of urban travel involves using these transport modes. Thus, it is essential to
identify specific streets and the street types preferred by individuals when walking or using a bicycle.
As stated earlier, if the TAZ sizes are small, the generalized cost of spatial interaction between zones
can be obtained from the road network using street attributes and their suitability for walking and
bicycle use. The modelling spatial interaction should represent the current preferences and demand, as
well as for stated choices, which represent demand for walking and bicycling if a certain level of
infrastructure is provided. When planning NMT infrastructure, due consideration should be given to
the existing networks and not patches. For example, all roads where individual are likely to walk
should include at least 2 metres of clear, walkable footpath. Moreover, all potential walking or
bicycling locations should have NMT infrastructure, including comfortable footpaths, cycle tracks,
streetlights, cycle stand, formal pedestrian crossing and NMT-designed signals at all junctions. Access
to activities and transport services should also be taken into account. The design of these facilities
should be such that they are inclusive, and provide travel opportunities to the so-called disadvantaged
sectors of society (the physically challenged, urban poor, women, children and individuals with
special needs).
While at a policy level, NMT planning may be accepted, detailed NMT improvement plans and traffic
management measures should be worked out for CBD, commercial centres, and other major activity
centres. These detailed plans define NMT policy for the whole region, and provide the cost basis for
implementing such policy. Besides, on-the-ground traffic management for pedestrians and cyclists,
city level infrastructure planning for pedestrians and cyclists, who account for 40 to 50% of trips in
mid-sized should also be done.
Task 5-5 Freight Movement Plan
Freight traffic and movement of goods within city and passing through inter-city traffic affects the
overall city mobility. Since the transportation of goods will grow with economic growth, the planning
for the movement of goods needs to be given a much greater focus. The planning for freight
movement should address the problem of intermixing of local and regional traffic. The plan should
assess the expected growth of freight by taking into consideration the past trends, extent of industrial
and commercial activities distribution and storage facilities in the city, location of wholesale markets,
36

direction of city growth etc. and indicate the need for relocation of wholesale markets and shifting of
truck terminals at appropriate locations, preferably on the periphery of city.
The freight planning needs to be integrated with mobility plan by organising the freight movement in
the city. Apart from the motorised modes of freight transport, non-motorised modes also play
significant role in the total freight movement. It is, therefore, important to recognise the benefit of
non-motorised freight transport while addressing the issue of the last leg connectivity in freight
movement. Location of distribution centres for goods should be based on the scale of movement of
goods. The freight management plan should address issues regarding the location of distribution
centres, mode of transport, time restrictions, air and noise pollution etc. For example, a regional
distribution centre can be located on the periphery of the city in conjunction with transport network
infrastructure and a local distribution centres can be located suitable at a number of locations within
the city preferably closer to commercial centres.
Task 5-6 Mobility Management Measures
In CMP, traffic management plans cover parking management plans, traffic control measures,
intermodal facilities, demand management measures, traffic safety plan and ITS.
Mobility management measures suggested in the CMP should enable enhanced use of public transit
and NMT modes. As shown in Table 17, additional measures should be added to increase the cost to
discourage the use of personal motorised travel, including the taxation of cars and fuel, land use
planning that encourages shorter travel distances and traffic management by reallocating space on the
roads.
Table 17: TDM Measures Varying from Push and Pull Fators
TDM Measures
Taxation of cars and fuel
Closure of city centres for car traffic
Road pricing
Parking control
Decreasing speed limits
Avoiding major new road infrastructure
Tele-working
Land-use planning encouraging shorter travel
distances
Traffic management reallocating space between modes
and vehicles
Parking fee, No-parking zones
Improved infrastructure for walking and biking
Optimum use of existing road infrastructure
Source: Grling et al. (2002)
Task 5-7 Development of Fiscal Measures

Fiscal measures should also be considered to achieve a balanced modal split, and to secure the budget
necessary to implement urban transport projects. As fiscal measures usually correspond to
institutional and regulatory measures, the following aspects may have to be examined in the CMP
document for consideration of state government:
Fare policy for public transportation, intermediate public transport and parking;
Subsidy policy for public transport operators and intermediate transport operators;
Taxation on private vehicles and public transport vehicles;
Permits and regularisation of intermediate public transport;
Potential for road congestion charging;
Influence private vehicle usage through parking and disincentavise free parking with private
developments;
37

Setting up of Unified Metropolitan Transport Authority to coordinate urban transport and related
issues in million plus cities;
Creating Special Purpose Vehicles particularly for Mass Transit System.
Task 5-8 Mobility Improvement Measures and NUTP Objectives
The land use and transport measures proposed in the CMP will improve the mobility in the
metropolitan area and cover the critical issues addressed in the NUTP. A table can be prepared
summarising the relationship between the NUTP objectives and the measures proposed in the study,
together with a classification of the measures according to their implementation time frame
(immediate, short, medium and long term) as per the provision of NUTP.
Traffic Engineering Measures already covered like improvement of Road / Junction sections need to
be identified. City-specific plans like Tourist management plan, water transport plan, hill transport
like rope ways etc may be prepared as part of CMP.
38
Task 6: Preparation of the Implementation Program

Task 6-1 Preparation of Implementation Programs
Task 5 involves the development of various urban mobility measures as discussed earlier. The
necessary interventions for these measures include a set of actionable projects to be implemented in
the city and prioritised based on a linear timeframe. CMPs should guide cities to prioritise various
projects simultaneously such that preliminary study and feasibility assessment of long-term projects
can be an immediate priority. CMPs can base their time frame into the following categories:
Immediate priority / actions (0 - 2 years)

Short term (2-5 years)
Medium term (5-10 years)
Long term (more than 10 years)
All the projects are presented to the city stakeholders and the implementing agency to identify the
priority of the projects.
It should be made clear in the CMP that the project list is merely a description of priority projects.
Detailed project reports with cost estimates and financing will have to be prepared by the city
authorities separately and approved by the urban local body and state government before seeking
funding from the MoUD or any other agency.
Task 6-2 Identification and Prioritization of Projects
All sustainable transport projects must have equal priority, but their planning can be phased based on
short, medium and long-term planning. The prioritisation of projects into short, medium and long term
can be done using the following criteria:
Immediate and short-term measures are aimed at improving the safety and accessibility of
pedestrians, cyclists and public transport users, area level traffic circulation plans and measures
like implementing traffic signals.
Medium-term measures typically involve corridor-level projects such as implementing cycle
tracks and mass-transit corridors, city level initiatives like public transport fleet improvement and
efficient scheduling, developing area level cycle networks and Public Bicycle Sharing (PBS)
schemes, parking policy development and implementation in the city. They are primarily aimed at
halting the decrease in the citys public transport and non-motorised transport mode shares.
Long-term measures include implementing the overall vision of the CMP. This includes
developing city-level networks for walking and cycling, bus systems, mass-transit networks,
parking regulation measures and pricing strategies as a demand management tool, improving the
overall road network to provide adequate accessibility for existing developed areas and new ones
as the city grows, centralised control measures for traffic signal systems and public transport
operations
An additional set of criteria for prioritising projects can be as follows:
Balance between improving existing infrastructure and creating new infrastructure in upcoming
areas of development (Preference can be given to projects that improve existing infrastructure by
giving them higher scores)
39

Benefits measured in terms of mobility and accessibility, safety, energy, environment and CO2
mitigation.
These project ideas are presented to the stakeholders in order to get their feedback on both the projects
and their prioritisation. Multi Criteria Assessment (MCA) technique 37 can be used to evaluate
alternate options using stakeholder feedback. The final list of identified projects then undergoes
detailed studies on implementation, cost estimates and likely funding agencies.
Task 6-3 Funding of Projects
Over time and following constitutional amendments (73rd and 74th), the strategic importance of
Urban Local Bodies (ULBs) in developing urban amenities and delivering services which directly
influence the well-being of citys local populace have significantly increased. However a
commensurate increase in the ULBs resource base is yet to happen. This imbalance has resulted in
the growing dependence of ULBs on the state government and subsequently on the central
government for financing urban infrastructure projects. The present structure of fiscal dependence of
ULBs is outlined in Figure 838.
Figure 8: Fiscal Dependence of ULBs
As the CMP is a long-term vision for the city authority, the overall ownership of the CMP lies with
ULBs. Given the ULBs dependence on funding, a citys CMP should make a resource assessment for
all the projects listed in the CMP and should suggest the city authority, city-specific and projectspecific indicative source of financing for the project. Financing options for urban transport needs to
be suggested based on the details given in the toolkit on financing and financial analysis of urban
transport available at iutindia.org/CapacityBuilding/Toolkits.aspx.
37
Refer MCA handbook

criteria_Analysis.pdf
38
for
methodology
for
Source: RBI working paper
40
prioritisation
http://eprints.lse.ac.uk/12761/1/Multi-

Task 6-4 Monitoring of CMP Implementation
As per the MoUD advisory, CMP is the basis for approving projects, plans and various regulatory
measures within the city related to transport, and it is therefore important to monitor and measure the
impact of interventions taken as an outcome of CMP.
The first level of monitoring can be with regard to the status of implementation of the Urban Mobility
Plan (Task 5) in terms of time frames proposed and achieved. This is helpful to understand the pace of
CMP implementation.
The second level of monitoring can be to understand the impact of CMP implementation. The
indicators created as a part of CMP can form the basis of this monitoring which can be done on a
biannual basis. CO2 emissions are also a part of these indicators, and if a city wants to register its
CMP as a nationally appropriate mitigation action39 (NAMA), then a more comprehensive approach
for monitoring reporting and verification (MRV40) is required.
39
Cities have registered their Comprehensive Mobility Plans as NAMA (Shukla, P.R., Sharma, S, & Dhar,S 2013 NAMA in
transport sector http://www.unep.org/Transport/lowcarbon/Pdf's/NAMA_ClimateFinancing.pdf or visit UNFCCC
website for a listing of NAMAs http://www4.unfccc.int/sites/nama/SitePages/Home.aspx )
40
For a detailed guidance on MRV for NAMAs is available in the following

http://www.lowemissiondevelopment.org/docs/resources/Guidance_for_NAMA_Design_2013_.pdf
41
guidebook
SECTION III: Methodology for Small Cities

There are 73 cities as per 2011 census that have a population of more than 0.5 million. Most of
these cities require large investments in urban transport infrastructures (e.g., BRT, metros) to prevent
unchecked growth of private motorised transport and transform them into smart cities. Some of the
decisions on transport projects they take now would however have long-term consequences and
therefore all these cities need to go for a full CMP, which looks at accessibility for all socio economic
groups and genders, studies impact of transport system on safety, environment and CO2 emissions.
The revised toolkit has provided a comprehensive approach for these cities.
According to 2011 Census, 60% of urban population lives in towns and cities with population less
than 0.5 million. Most of these cities have small size, short trip lengths, and high share of walking
and will benefit through improvement in operational effectiveness of para-transit and public transport
systems. In the next 5-10 years, no major infrastructure changes in these cities are envisaged. In such
a situation, undertaking a full CMP is not required since it involves a reasonable time (minimum one
year) and reasonable budget to enable data collection, analysis and report write up. Such cities could
still make use of CMP toolkit with the following modifications which reduce the need for extensive
modelling.
Task
Task 2
Task 3
Task 4
Modifications for Limited CMP

Data Collection:
Table 5 provides an overview of the data needs for studying the existing transport system
and these can be reduced depending on data availability within the cities. Some reduction in
the data might be automatic, for example presence of cycle tracks, signalised crossing and
data on public transport may not be collected if these are not present in the city.
Development of BAU Scenario
Refer to Task 3-4 Transport Demand Analysis
The Model Framework (Figure 6) recommends 4 Stage modelling for transport demand. 4
stage modelling however involves setting up of computer based models and extensive data
analysis, therefore for smaller cities it is optional and they can instead go for the following
approach.
They can estimate indicators for existing system (Table 10) based on data collection.
For future years based on stakeholder consultations target modes shares for horizon years
can be decided exogenously
The present trip rates and trip lengths for different modes for the present year can be
computed from a household survey.
A quick estimate of the future travel demand can then be done by using the cross
classification method (See Example Annex 12). Future projection of socio demographic as
well as built form variables can be used to predict the travel behaviour in the stated future
year as shown in Annexure 12.
Local Air Quality
Refer to Task 3-6: CO2 Emissions and Air Quality
Local air quality modelling requires dispersion modelling and this is optional for smaller
cities since they might not have air quality monitoring equipment necessary for model
calibration and also have low level of motorisation.
Sustainable Urban Transport Scenarios
Once again, since 4 step modelling is optional, the cities can based on a stakeholder
consultation process decide the target modal shares for this scenario and then estimate the
travel demand from the nature of interventions proposed with regard to built environment.
42
SECTION IV: ANNEXURES

Annexure 1. Sample Survey Forms
Survey Format 1: Road Inventory
a. Road Inventory for Motorised Vehicles
b. Footpath Inventory
c. NMV Lane Inventory
d. Infrastructural Facilities along road
e. Encroachment & Vehicle Restriiction
Survey Format 2: Junction Inventory
Survey Format 3: Traffic Volume Count
Survey Format 4: Parking Survey
a. On-Street Parking
b. Off-Street Parking
Survey Format 5: Speed & Delay Survey
a. For Car
b. For Public Transport (City Bus)
Survey Format 6: Inventory for Cycle Rickshaws and Autos
a. Fleet Inventory for Auto Rickshaws
b. Route Inventory for Shared Autos
c. Cost & Fare of Shared Autos
Survey Format 7: Inventory for Public Transport
a. Inventory for BRT
b. Inventory for City Bus
c. Bus Terminal
d. Fleet Inventory
e. Cost & Fare
f. Route Inventory
g. Boarding & Alighting
h. Interchange Survey
Survey Format 8: Landuse Survey along PT Corridor (BRT / Metro)
Survey Format 9: Freight Survey
Survey Format 10: Traffic Safety
Survey Format 11: Household Survey
Part I: Revealed Preference Survey
Part II: Stated Prefernce Survey
Survey Format 12: Energy Consumption in Transport: City level
Survey Format 13: Vehicle Inventory Registered Vehicles at City
Survey Format 14: Vehicle Survey at Petrol Pump
43
Survey Format 1. Road Inventory

Road Inventory for Motorised Vehicles (Survey Format 1a)
Node Number
Road
Name
From
To
Carriage Way (Kerb to Kerb)

Length
No. of
Divided /
(kms)
lanes
Undivided
LHS width
Median width
RHS width
(m)
(m)
(m)
44
Service Lane Width (m)

LHS
RHS
Street
Lighting(Y/N)
Right of
way width
(m)

Footpath Inventory (Survey Format 1b)
LHS
Type (P /
Length
Width
UP)
(m)
(m)
Note: P: Paved; UP: Unpaved
RHS
Encroachment
Lighting
(Y/N)
Barrier
free
design
Type (P /
Length
Width
UP)
(m)
(m)
*Parking/Vendors/Trees/Electric poles/ Other obstacles
45
Encroachment
Lighting
Barrier
(Y/N)
free design
**access at entry/guiding tiles/audible/none

NMV lane Inventory (Survey Format 1c)
LHS
Length
Width
(m)
(m)
Pavement
condition
*
RHS
Segregation
tools to separate
Encroachment
Lighting
Length
Width
NMV lane from
***
(Y/N)
(m)
(m)
other modes**
Note: *Good/Poor/Bad
**painted marking/kerbed/none
Pavement
condition
*
Segregation tools
to separate NMV
Encroachment
Lighting
lane from other
***
(Y/N)
modes**
***Parking/Vendors
Infrastructural Facilities and Enforcement along road (Survey Format 1d)

Any Auto
Any Taxi
Is it a
No. of on-
Encroachment on Road
46
Vehicle restriction

Stand
LHS
RHS
Stand
LHS
RHS
bus
route?
(Y/N)
street
parking
LHS
RHS
LHS
(Y/N)
Road width
encroached
(m)
RHS
Type of
Encroachment
Note: Survey Formats 1a, to 1e is a single format
47
(Y/N)
Road width
encroached
(m)
Type of
Encroachment
PMV
NMV
IPT
Survey Format 2. Junction Inventory

Intersection Name
Type of
Type of traffic
Traffic calming
Barrier free
Other NMV facilities (NMV
Intersection Design (No. of
intersection*
operation**
tools
access
box etc)
arms)
* 1 Un-Signalised
2 Signalised
3 Roundabout 4 Signalised Roundabout
**M Manual A - Automated
48
5 Others
Traffic volume count at screen line, cordon and intersection

Straight
Left turn
Day
Passenger vehicle
6 7
am
.......
5 6
pm
........
49
Truck
Other
MAV / Trailers
Heavy fast
pedestrian
Cycle rickshaw
Cycle
Shared Auto
Taxi
Slow
Jeep
Van
Auto
MTW
Car
Light fast
Mini bus
Intercity bus
City bus
Heavy fast
Goods vehicle
Light fast
Slow
Others
Right
trolley / carts
Direction
rickshaw
Count station no
Date/Month Year
Cycle
Direction from
Others
Location
LCV
Survey Format 3.
Survey Format 4. Parking Survey

On-Street Parking (Survey Format 4a)
Count of vehicles
Node/name
Parking fee
Off-Street Parking (Survey Format 4b)
50
Others
Truck
Tempo
Rickshaw
Cycle
Auto
2W
Car
Truck
Cycle
Others
End
Tempo
Start
Rickshaw
Name
parking
Auto
Road
2W
of
Car
Length
Nearest
Distance
PT stop
to PT stop
Survey Format 5. Speed and Delay Survey

Speed & Delay Car (Survey Format 5a)
51
Others
Nearest
Truck
Tempo
Rickshaw
Cycle
Auto
2W
Car
Others
Truck
lot
Parking fee
Tempo
lot
Rickshaw
parking
Cycle
Parking
Auto
Area of
2W
Name of
Car
Count of vehicles
PT stop
Distance
to PT
stop

Sl. No.
Road name
From Node
To Node
Distance (km)
Start Time (min)
End Time (min)
Time
Delay (sec)
Purpose of delay
Speed & Delay PT (Survey Format 5b)

Sl.
No.
Route Name
Road Name
From Node
To Node
Distance (km)
Start Time (min)
End Time (min)
Time
Delay (sec)
Purpose of delay
Survey Format 6. Inventory for Cycle Rickshaws and Autos

Fleet inventory auto rickshaw (Survey Format 6a) Secondary Data
Owner (owned/
Type of fleet
Use (shared or
Average
Average vehicle
52
Average
Occupancy
Average

rented)
(capacity)
not)
vehicular
age
earning per day
km/day
Peak hour
Average
passenger per
day
Route inventory for shared auto rickshaws (Survey Format 6b) Secondary Data
Route number
Route length
Locations covered
Average routing time
Headway
Average
(minutes)
passengers/day
Peak hr
Average
Average delays
Cost and Fare of Shared Autos (Survey format 3c) Secondary Data
Operator
Operation cost per

km
Tax levied
Fare structure
53
Revenue per km (Rs)
Profit/ loss (Rs)
Fuel efficiency
54
Survey Format 7. Inventory for public transport

Inventory for BRT Corridor (Survey Format 7a)
Node (bus stop)

Name of
road
From
To
Width of Bus lane (m)

L
Bus lane location
R
Length (km)
wrt road section

(Median/ left
side)
55
Type of bus
Type of bus
Bus lane Segregation
infrastructure
tools (Kerbs/lane
(Staggered /
(open/close)
marking/ fences)
island)
stop
Average
speed
(kmph)

Inventory for City Bus (Survey format 7b)
Route Name &
Number
Length (km)
Name of Bus
stop
Location (coordinates)
X
Bus stop capacity
56
Average Speed (kmph)
Near / far junction

Bus Terminal Survey (Survey Format 7c)
Time
Bus Route Number
Route Name
Type of Bus
AC/Non AC
Remark
Fleet inventory (Survey format 7d) Secondary Data
Owner
Fleet
Type of fleet (As per Urban Bus
Fleet utilization
Vehicular
Average vehicle
size
Specifications, 2013)
rate
km
age
57
Occupancy
Peak
hour
Average
Average Passenger
per day

Cost and Fare (Survey format 7e) Secondary Data
Operator
Operation cost per km (Rs)
Tax levied (Rs)
Type of Fare structure & Fare Structure
Revenue per km (Rs)
Profit/ loss (Rs)
Fuel efficiency
Route inventory (Survey format 7f)

Route number
Route length
Location covered
Headway (minutes)
Average passengers/day
Average routing time (hour)

Peak hr
58
Average
Average Delays (minute)

Boarding Alighting (Survey Format 7g)
Time
Bus Stop Name
Route Name
Boarding
Alighting
On Board
Remark
Interchange Survey (Survey Format 7h)
Type of Interchange
Name
CCTV
Y/N
Count
Passenger Information System (PIS)

Y/N
59
Count
Parking Available for cycles / Cycle Rickshaw

within 250 m
Y/N
Count
Survey Format 8. Landuse Survey along PT Corridor (BRT / Metro)

Sl. No.
Road Name
From Node
To Node
Floors
Frontage Length (m)
60
Basement
Floor Usage
Ground
G+1
G+2
Zonal
G+3
G+4
Landuse
Survey Format 9. Freight Survey

Date of survey:
Survey corridor:
From:
Day of survey:
Direction of survey:
To:
Time
Vehicle
Code
LCV
2-Axle truck
3 Axle truck
Multi
vehicle
Tractor
Tempo
NMT
axle
Vehicle type
Trip
Frequency
Daily
once
(one-way)
Daily
twice
(up & down)
Daily thrice or
more
Others
Origin
Code
1
2
3
4
5
6
7
61
Destination
Trip frequency
Survey Format 10. Traffic Safety Secondary Data

Accident Location
Type of Accident (Fatal / Non- Fatal)
Type of vehicle Involved in the Accident
62
Along Road / Junction / Flyover
Survey Format 11. Household Survey

General or Household interview
Socio-demographic characteristics, activity patterns and travel behaviour are inter-related. In order to
effectively understand transport demand and supply, personal as well as socio-demographic
characteristics such as age, gender, employment status, family size, income levels, etc. must be taken
into consideration. The study of travel behaviour based on these characteristics will also help ensure
that transport proposals are inclusive (that is, the benefits and costs are distributed proportionally
across socio-demographic sectors). Therefore, it is essential to collect the above information while
conducting the household survey for the comprehensive and inclusive mobility plan. It is possible that
the income data gathered will not be representative. Therefore, for determining the income status, it is
important that details on household assets are also collected during the household survey.
Individual survey
For conducting the household survey, a travel diary method is to be used, wherein the respondent is
asked to recount his or her travel behaviour on the previous day, and all trips, including the tripchains, short distance and casual trips are noted. An analysis of travel behaviour should only draw on
data collected from individuals who have been interviewed for the survey. For this sample to be truly
representative, it is important to collect and include data on the travel behaviour of women, children
and old people.
The household survey questionnaire can be broadly divided into two sections: a revealed preference
survey 41 and a stated preference choice 42 . The revealed preference survey must include questions
related to information on the household and its members as well as their choices under existing
conditions, whereas the stated preference choice includes their alternative choices which may be nonexistent.
Based on the identified indicators for CMP, it is necessary to collect information regarding the
existing use and availability of modes, and criteria related to safety, security and cost. Also, the trip
chain data should be able to capture details for multi-modal use and include information like access
and egress mode, distance, travel time and cost.
Travel behaviour - Household information
Data required
Personal information
Description
Age
Gender
Education
Occupation (to get idea about current and future travel demand/ need)
Monthly income (in range, may be by proxy variables like household assets)
Vehicle ownership and age of vehicle and fuel type (needed for emission factor)
41
Revealed Preference survey is based on actual market behaviour which cannot directly predict response to new alternative.
It requires large sample.
42
Stated Preference survey is based on hypothetical scenarios which can elicit preferences for new alternatives. It requires
smaller sample as compared to revealed preference survey.
63
Trip making
information
Transport infrastructure
rating for different
modes
Monthly expenditure on transport

Trip purpose
Trip origin
Trip destination
Travel distance
Mode used
Access mode & cost
Egress mode & cost
Access to Public Transport (PT) stop
Egress from PT stop
Distance to access PT stop
Distance of egress PT stop
Travel time to access
Travel time to egress
Average waiting time for PT (or shared auto)
Total travel time
Total travel cost
Expenditure on fuel
Mileage
Alternative mode used
Perception about Safety
Perception about security
Perception about comfort
Perception about cost
Since every city has different travel patterns and transport infrastructure, peoples responses may
vary. For this reason, it is necessary to conduct pilot surveys on 1% of the sampled households,
allowing for format changes (See Annexure 4)
64
Part I (Revealed Preference Survey)

1. Reference
Date:
Surveyor name:
Area:
Ward No:
Contact number of respondent (Landline and mobile):
Email id:
Address/ Door No.:
2. Household Information
S. No.
Name
Relation
Sex (M/F)
Age
Education
with head
1
Main Activity
Household Assets owned
(Occupation)
3
Y/N
Car
Scooter (M2W)
Cycle
Desirable Household Assets
Phone / mobile phone
Fridge
LPG Stove / Cylinder

Cooler
A.C.
T.V.
Desktop / Laptop Computer
Average Monthly Income*

Monthly Expenditure on Transport*
*varies from city to city
65
Number

Code (Relation with Head of the Household) (2)
Education (5)
Activities (6-7)
1. Self
1. No school education
1. Salaried employment (regular waged)
2. Wife / Husband
2. Primary education (Upto 8th)

th
2. Daily Wages employment (casual labour)
3. Son / Daughter
3. Matriculation/upto 12
3. Self Employed (work in h/h enterprise)
4. Mother / Father
4. Graduate
4. Student
5. Others
5. Others (Specify)
5. Unemployed
6. Others - specify
3.
Vehicle Ownership in the household

Present
Type
Make (Year) Fuel
1
2
3
4
5
Type: Car, Motorised two Wheeler
Before 2 year
Mile
age
Type
Make (Year)
Milea
ge
Fuel
4. Choices and opinions

How far is the nearest public transport / shared transport station from your house?
No.
Model
Nearest
(distance)
stop
Time
taken
to reach
Avg. Waiting
How often do
time
you use it in
service reliability
Safety
of
the
mode
Cost
of
travel
(fare)
a week ? (no.
Of times per
week)
1
Public Bus
Good
Ok
Bad
Good
Ok
Bad
Good
Ok
Bad
BRTS (if any)
Good
Ok
Bad
Good
Ok
Bad
Good
Ok
Bad
Shared Auto
Good
Ok
Bad
Good
Ok
Bad
Good
Ok
Bad
66

4
Do you think it is safe and convenient to walk on roads of ______________________________ city?
Are you satisfied with the way you travel in the city?
If No, What do you think needs to be improved?
Good
Yes
Ok
Bad
No
Instruction for travel diary: In the survey one trip is the round trip made by the respondent. Here a trip is divided into 6 segments, where each segment of the trip presents the additional
activity taken within a trip that can be either changing mode of transport, doing interchange or additional trip purpose like buying vegetables or dropping kids. Primary trip purpose is the main
trip being made by the respondent. For example, main trip is going to work while dropping child or buying vegetables on the way is the secondary trip. If number of segments in the round trip is
more for a respondent then he/she can use the other table for filling up the details.
5. Travel Diary (Similar format will be filled for each member of the household travelling on the previous day)
HH Member no:
Seg
Purpose
43
Mode
44
Start Location
Start
Waiting Time
Day of Trip
Monday / Tuesday / Wednesday / Thursday / Friday
End Location
Travel time
time
Distance (km)
(min)
Fare / parking cost
Trip
Frequency
1
2
3
4
6. Surveyors remarks
_________________________________________________________________________________________________________________________________
_________________________________________________________________________________________________________________________________
43
44
Trip purpose: 1-Home; 2-Work; 3-Education; 4-Access to Public transport; 5-Access to Auto Rickshaw/ Tempo; 6-Recreation;7-Others
Mode: 1-Car; 2-2 Wheeler; 3-Bus; 4-Auto; 5-Shared Auto; 6-Walk; 7-Bicycle; 8-Cycle Rickshaw; 9-Taxi; 10-Any others (Please Specify)
67
Household Survey Part II (Stated Preference Choice survey)

This survey format is designed to capture peoples behavior in making choices when alternative mode
is available and improved. This requires providing choices to the respondents including the improved
and existing alternatives. The respondents can then either choose among the given alternatives or
choose an alternative within a scenario.
However, there are certain points of concern while formulating the choice set within each scenario:
People may be biased for a certain alternative either on negative or on positive side.
Time and cost attributes are comparatively easy to introduce and understand; however the change
in safety and security parameters needs to be strongly addressed.
It is likely that inferior modes are not considered as an available alternative for middle income and
high income group.
It is extremely important to ensure that an alternative within a choice set does not dominate as it is
difficult to determine the trade-offs between different alternatives.
Stated preference choice surveys can help an analyst to identify the probability of a respondent
shifting from one mode to another under varying conditions and thus estimate shifts in alternative
scenarios for CMP. This requires analysing the effect of factors on the mode choice of people. Thus,
in the survey various scenarios are presented to respondent that shows variations in the attributes of
different modes/options and the respondent is asked to choose one preferred mode of travel in each
scenario. With the help of variations in attributes of modes and respondent choice, the effect of
parameters can be determined in making mode choice that can be extrapolated based on the socioeconomic profile of the respondent. BIOGEME (freeware) or N-logit (licensed) can be used by the
analyst to determine the co-efficient of each of the individual parameter taken into account. The
survey methodology enables the analyst to understand the impact of improving infrastructure, taxation
and pricing regime or introducing new choice mode in alternative scenarios.
68

7. Stated preference survey and perception study
Description of scenarios: Choice sets (examples shown below) : sample
Scenario 1
Walk
Bicycle
Bus
MTW
Scenario 2
Car
Auto
Walk
Bicycle
Bus
MTW
Scenario 3
Car
Auto
Walk
Bicycle
Bus
MTW
Car
Auto
Fare
Comfort
Safety
Travel time
Parking
cost
Based on scenarios attributes of modes, each scenario is defined by the consultants (as given in example), which is presented to the respondents one by one
and asked to select mode of travel in each scenario (to be filled in table below).
Which mode will you use for each of the following scenarios?
Member No.
1
Trip Purpose
work trip
shopping for daily needs
Going to School
work trip
Going to School
work trip
Going to School
work trip
Going to School
Scenario 1
Scenario 2
69
Scenario 3
Scenario 4

Example: (Vishakhapatnam Low-Carbon Mobility Plan)
SCENARIO 1
Attribute
Car
Two Wheeler
Bus
Auto/Taxi
Bicycle
Walk
15%
Less
(Independent
lane)
More due
congestion
More due to
increased travel
time.
Same
More due to
increased travel
time
Comfort
Same as today
Same as today
Same as today
Same as today
Safety
Same as today
Same as today
Same as today
Same as today
No
gradient,
better
surface, access control,
more width
Better
(Indep
lane,
Traffic speed control)
No
gradient,
indep
footpath, better surface,
more width
Better (Indep lane,Traffic
speed control
Bicycle
Walk
Travel time
More due to congestion
More due
congestion
Travel Cost
More due to increased travel

time
Frequency (Transit)
to
to
Comparable
(Indep lane)
to
car
15% less (Footpath)
SCENARIO 2
Attribute
Car
Two Wheeler
Travel time
More due
congestion
Travel Cost

time.
More due to
increased travel
time.
Frequency
(Transit)
Comfort
Same as today for vehicle.
to
Bus
15%
Less
(Independent
lane)
Auto/Taxi
More
due
congestion
to
25 % less (Indep lane)
15% less (Footpath)
25 % Higher fare
More
due
to
increased travel
time,
increased
fare.
20 % More
Same as today
More due to level

boarding,
leg
room, Standing
space,
Air
Conditioning
Same as today
No
gradient,
better
more width.
No
gradient,
indep
more width.
70
Attribute
Safety
Car
Same as today
Two Wheeler
Bus
Lesser Risk ,
lighting of stops.
Same as today
Auto/Taxi
Same as today
Bicycle
Walk
Better
(Indep lane,
Better
(Indep lane,
Bicycle
Walk
SCENARIO 3
Attribute
Car
Two Wheeler
Transit
Auto/Taxi
15%
Less
(Independent
lane)
More
due
congestion
More
due
to
increased travel
time.
25 %
fare
Travel time
More
due
congestion
Travel Cost

time, increased fuel cost,
parking cost.
Frequency
(Transit)
to
to
25 % less (Indep lane)
15% less (Footpath)
More due to
increased travel
time,
increased
fare.
20 % More
Same as today
No
gradient,
better
more width.
No
gradient,
indep
more width.
Same as today
Better
(Indep lane,
Better
(Indep
lane,
Higher
Comfort
Same as today for vehicle,

farther parking places.
Same as today
More due to
level boarding
leg
room,
Standing space,
Air
Conditioning
Safety
Same as today
Same as today
Lesser Risk ,
lighting
of
stops.
71
Survey Format 12. Energy Consumption in Transport: City Level

Fuel Name:
Sr. No.
Unit: MTOE
Item
Year 1
Year 2
Year 3
Transport
1
Road
Rail based
Water based
Instructions for filling:

1. A seperate format will be furnished for Petrol (MS), Diesel (HSD), Compressed Natural Gas
(CNG), LPG and Electricity
2. Priority should be on collecting data for latest year or the year for which the information is
collected for other activities
3. The information should be collected at an aggregate level from the respective Oil Companies,
Electricity Utlity, Public Transport Utilities, Railways or Mass Transit Operators
4. If the information is not available at city level then district wise figures should be recorded. In
order to make the information consistent with CMP planning area population should be used as a
proxy.
72
Survey Format 13. Vehicle inventory Registered Vehicles at city level

Vehicle Type
Fuel
Two Wheelers
Petrol
Year 1
Year 2
Others
Three Wheelers
Petrol
Diesel
CNG
Others
Four Wheelers
Petrol
Diesel
CNG
Others
Taxis
Petrol
Diesel
CNG
Others
Buses
Diesel
CNG
Others
Trucks (LCV)
Diesel
(Upto 7.5 tonnes)
Others
Trucks (HCV)
Diesel
Others
73
Year 3
Year 4
Latest Year
Survey Format 14.

Type of vehicle
Vehicle Survey at Petrol Pump
Car
SUV
3 wheeler
2 wheeler
Bus
Truck
Petrol
Diesel
CNG
LPG
Electricity
Other(Specify)
(Tick one)
Type
of
fuel
Other (Specify)
(Tick one)
Make
Mileage
Model
Km/Iitre
Year of Mfg
Odometer Reading
kilometers
Instructions for filling questionnaire:

1. To be carried out at petrol pumps or CNG stations and preferably at stations with PUC checking so
that vehicle pollution parameters can also be measured. Vehicles sampled should be in proportion
to their population as per Survey format 13
74
Survey Format 15. Air Quality levels Secondary Data

Date & Time of
measurement
Year
Parameters
NOx
Location 1
Location 2
1
Location N
Total
Location 1
Location 2
2
Location N
Total
Location 1
Location 2
3
Location N
Total
75
CO
SOx
PM 10
PM 2.5
Annexure 2. Stakeholder Consultation

Stakeholder consultation is an important exercise for various reasons:
a) Understanding the city: It is necessary to engage with stakeholders who work in the city. Ground
experience of the stakeholders with the city is valuable and must be captured. This exercise will
help us understand not just the characteristics of the city but also help us understand the main
bottlenecks and strengths of the city. By understanding the limitations within which the
stakeholders work, we will be able to develop more relevant scenarios for the city and make better
recommendations.
b) Stakeholder consultations: It has been widely recognized as an important exercise in recent times.
The top-down approach, where recommendations are made to a city without involving
stakeholders in the deliberation process and using its know-how, has been widely criticised. It is
now recognized that each city has its unique character. The recommendations made, have to suit
the unique circumstances under which the city functions.
c) The scope of work of each organisation: There are a number of agencies that operate in a city.
Sometimes, multiple agencies will be involved in the same area. For example: Construction and
maintenance of roads in a city wont fall under the jurisdiction of a single agency. A number of
agencies are involved in that process. There is usually a clear demarcation of each agencys scope
of work and therefore understanding the exact jurisdiction of each agency is important. This will
help in understanding the exact tasks that each organisation is responsible for and also identifying
areas where there is an overlap of tasks and responsibilities.
d) Developing alternative scenarios: CMP will involve developing alternative scenarios of urban
transport. The difference between the alternatives will be differences in policy; institutional
framework; transport plans of the city; technological innovations and other such details.
Stakeholder consultation will help in building these alternative scenarios.
e) Building a rapport with the city: By engaging with the stakeholders, a rapport will be built with the
city. This is vital because recommendations made in the CMP will need to be implemented.
Having a rapport with the city will ensure that the recommendations are smoothly implemented
and problems and bottlenecks are minimized in the implementation stage.
f) It is to be noted that certain stakeholders may not contribute to the creation of CMP but could be
powerful enough to hinder the implementation. Engaging these stakeholders, keeping them
regularly in the loop of the project and taking some of their recommendations into consideration
will help in ensuring maximum support from the city.
Identifying Stakeholders
Stakeholders will include the following:
i.
ii.
iii.
iv.
v.
Government Bodies like Municipal corporations, Development Authorities, Public Works

Departments, Traffic Police, Transport Department, Environment Pollution Control Authority
(EPCA), Environment Department, Cantonment Board, Transport Corporations, etc.
Experts in the field of transport from Academic Institutes and Research bodies and Consultants or
practitioners in the field.
Non-governmental organisations (NGOs)/ Civil Society Organisations (CSOs)
Elected Representatives from city (Ward councillors/ Corporators), state (MLAs, Transport
minister) or Centre (MP).
Operators like auto rickshaw unions, private bus operators.
76

Classifying stakeholders on the basis of their role in transport
a) Organisations or individuals responsible for making decisions regarding transport. These
organisations could be involved either at city-level planning of transport or framing policies or in
transport operations. That is, government organisations for which transport is one of the primary
focus and thus they are directly involved.
b) Organisations or individuals who are not part of the government but are directly involved in the
transport operations in the city. This could include auto rickshaw unions, taxi drivers
association, etc. This group could also include Private players who are involved with the
government in various transport based PPP operations like operation of buses, toll roads, etc.
c) Organisations or individuals (government or non-government) whose activities tend to shape
the transport needs and demands of the city. This will include large industrial units, urban
development authorities, ports, railways, etc.
d) Organisations and individuals (government or non-government) who hold prominent positions
are important opinion makers in the city. This will include the Press; Universities, colleges and
other educational institutes; popular NGOs and other popular representative organisations like
Confederation of Indian Industry.
Another way of classifying the stakeholders is on the basis of their location (centre, state and city
level) and roles in the transport system (planning & policy, infrastructure, operations and monitoring
/evaluation). A classification done for Visakhapatnam during the preparation of LCMP is provided in
Table below.
Institutional framework for urban and regional transport functions for Vishakapatnam
Mode
Hierarchy
Private
Motorised
Centre
Planning
Policy
HPCL
State
VUDA
NonMotorised
Centre
NHAI
State
VUDA
Intercity
Bus
HPCL
State
VUDA
Traffic Police
RTA, APPCB
Traffic Police
NHAI
IPT
Operators,
Traffic Police
RTA, APPCB
APSRTC, Traffic
Police
RTA, APPCB
APSRTC, Traffic
Police
VUTCL
GVMC
Centre
HPCL
NHAI
State
VUDA,
APSRTC
APSRTC
GVMC
Centre
HPCL
State
VUDA
City
GVMC
GVMC
Centre
HPCL
NHAI
State
Monitoring
Evaluation
GVMC
Centre
City
BRT
Operations
NHAI
GVMC
City
City Bus
Infrastructure
City
City
IPT
&
APSRTC,
AP
R&B
(PWD)
Dept.
77
APSRTC
&

Mode
Hierarchy
Planning
Policy
&
Infrastructure
Operations
East
Coast
Railway
East
Railway
East
Railway
AAI
AAI
Airlines
Ministry
of
Shipping, VPT
VPT
Monitoring
Evaluation
&
City
Railways
Centre
Coast
Coast
State
City
Airport
Centre
DGCA
State
City
Port
Centre
Ministry
Shipping
of
State
City
Goods
NHAI
Centre
State
City
VUDA
GVMC
Private Operators
HPCL Hindustan Petroleum Corporation Ltd.

VUDA Vishakhapatnam Urban Development Authority
NHAI National Highway Authority of India
GVMC Greater Vishakhapatnam Municipal Corporation
APSRTC- Andhra Pradesh State Road Transport Corporation
APR&B (PWD) Andhra Pradesh Road & Buildings Public Works Department
RTA Regional Transport Authority
APPCB Andhra Andhra Pradesh Pollution Control Board
VUTL Vishakhapatnam Urban Transport Company Ltd.
VPT Vishakhapatnam Port Trust
Managing Stakeholders
Stakeholder management is important to ensure
a long-term involvement in planning and
implementation of CMP. The stakeholders
identified should be classified according to
their attitude towards sustainable transport
initiatives as well as their level of power or
influence on them Such an exercise will help
in grouping similar stakeholders together.
Ecology of actors framework used for
mapping and managing the stakeholders is
shown in the Figure on the right.
Ecology of Actors Framework for Managing Stakeholders45
45
Lake Sagariss Presentation: nclusive Planning for Good, Just, Liveable Cities, March 2012 (Tom Godefrooji, I_CE/
Brakant Planners, The Netherlands)
78

This framework classifies stakeholders into four categories depending on their power/ influence levels
and their attitude towards sustainable transport. These four groups are as follows:
a)
b)
c)
d)
Partners: High on influence/power and positive attitude;

Fans/ weak partners: Low on Influence and positive attitude;
Opponents: High on power/ influence and negative attitude; and
Outsiders/ weak opponents: Low on power/Influence and negative attitude.
79
Annexure 3. List of NUIS Scheme Towns

Sl. No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Town
Port Blair
Adilabad
Dharmavaram
Madanapalle
Nalgonda
Srikakulam
Tadepaligudem
Along
Daporijo
Dibrugarh
Nagaon
Silchar
Tezpur
Tinsukia
Arrah
Bhagalpur
Darbhanga
Muzaffarpur
Patna
Chandigarh
Bhilai Nagar
Bilaspur
Durg
Korba
Raipur
Silvassa
Daman
Cuncolim
Curchorem Cacora
Mapusa
Margao
Mormugao
Bhavnagar
Jamnagar
Nadiad
Rajkot
Surat
Vadodara
Faridabad
Hisar
Karnal
Panipat
Rohtak
Dharamsala
Mandi
Nahan
Shimla
Solan
80
State
Andaman & Nicobar Islands
Andhra Pradesh
Andhra Pradesh
Andhra Pradesh
Andhra Pradesh
Andhra Pradesh
Andhra Pradesh
Arunachal Pradesh
Arunachal Pradesh
Assam
Assam
Assam
Assam
Assam
Bihar
Bihar
Bihar
Bihar
Bihar
Chandigarh
Chattisgarh
Chattisgarh
Chattisgarh
Chattisgarh
Chattisgarh
Dadra & Nagar Haveli
Daman & Diu
Goa
Goa
Goa
Goa
Goa
Gujarat
Gujarat
Gujarat
Gujarat
Gujarat
Gujarat
Haryana
Haryana
Haryana
Haryana
Haryana
Himachal Pradesh
Himachal Pradesh
Himachal Pradesh
Himachal Pradesh
Himachal Pradesh

Sl. No.
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
Town
Anantnag
Baramula
Sopore
Achabal
Akhnoor
Bandipura
Beerwah
Bijehara
Budgam
Dakshum
Ganderbal
Kistwar
Kokarnag
Kulgam
Poonch
Qazigund
Rajouri
Ramban
Samba
Sopian
Tral
Udhampur
Uri
Vijaypur
Bokaro Steel City
Dhanbad
Jamshedpur
Mango
Ranchi
Bellary
Bidar
Bijapur
Davanagere-Harihara
Kolar
Raichur
Alappuzha
Kollam
Kozhikode
Palakkad
Thrissur
Kavaratti
Dewas
Gwalior
Jabalpur
Sagar
Satna
Ujjain
Aurangabad
Bhiwandi
81
State
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jammu & Kashmir
Jharkhand
Jharkhand
Jharkhand
Jharkhand
Jharkhand
Karnataka
Karnataka
Karnataka
Karnataka
Karnataka
Karnataka
Kerala
Kerala
Kerala
Kerala
Kerala
Lakshadweep
Madhya Pradesh
Madhya Pradesh
Madhya Pradesh
Madhya Pradesh
Madhya Pradesh
Madhya Pradesh
Maharashtra
Maharashtra

Sl. No.
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
Town
Nashik
Pimri Chinchwad
Pune
Thane
Imphal
Kakching
Jowai
Tura
Champhai
Lunglei
Dimapur
Mokokchung
Baleshwar
Baripada
Brahmapur
Cuttack
Raurkela
Sambalpur
Kraikal
Amritsar
Bhatinda
Jalandhar
Ludhiana
Pathankot
Patiala
Bandikui
Bijainagar-Gulabpura
Dungarpur
Karauli
Makrana
Sawai Madhopur
Rango
Singtam
Namchi
Jorethang-Naya Bazar
Geyzing-Pelling
Mangan
Pakyong
Rongli
Soreng
Ravongla
Dharmanagar
Radhakishorepur (Udaipur)
Kailashahar
Khowai
Allahabad
Ghaziabad
Kanpur
Lucknow
82
State
Maharashtra
Maharashtra
Maharashtra
Maharashtra
Manipur
Manipur
Meghalaya
Meghalaya
Mizoram
Mizoram
Nagaland
Nagaland
Orissa
Orissa
Orissa
Orissa
Orissa
Orissa
Pondicherry
Punjab
Punjab
Punjab
Punjab
Punjab
Punjab
Rajasthan
Rajasthan
Rajasthan
Rajasthan
Rajasthan
Rajasthan
Sikkim
Sikkim
Sikkim
Sikkim
Sikkim
Sikkim
Sikkim
Sikkim
Sikkim
Sikkim
Tripura
Tripura
Tripura
Tripura
Uttar Pradesh
Uttar Pradesh
Uttar Pradesh
Uttar Pradesh

Sl. No.
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148
149
150
151
152
Town
Meerut
Varanasi
Durgapur
Kutli
Burdwan
Karagarpur
State
Uttar Pradesh
Uttar Pradesh
West Bengal
West Bengal
West Bengal
West Bengal
83
Annexure 4. Data Collection Approach Methodology and Sources

Sampling Methodology for Primary Surveys
Primary surveys are administered for sampled zones; stratified sampling 46 is recommended for
collecting the required data. The city can be divided into six to eight broad zones, based on land use
patterns and distance from the city core area or central business district (CBD) to capture variation in
infrastructure and the socio-economic profile of city residents.
Broad categories of zones
Distance from CBD

0 -1 km
1 3 km
3 5 km
more than 5 km
Residential
Slums
Commercial/ Industrial
Sampling technique for household surveys

CMPs need to account for different cross sections of society, and thus a representative sample survey
from all levels of society is necessary. It is also important to distribute the sample geographically. If
NUIS and property tax data is already available for the city, the building footprint and its attribute can
be used for the sampling exercise.
If NUIS and property tax data is not available then from the broad zone categories defined in the
Table above, sample TAZs are selected for surveying and collecting data. A stratified sample is done
based on the socio-economic profile of the city so that it is significant at the level of 95% confidence
interval level.
Sample sizes for household survey47
Population of study area

1.5 3.0 lakh
3.0 5.0 lakh
5.0 10.0 lakh
> 10.0 lakh
Sample size (%)

35%
23%
1.5 2 %
1 1.5 %
Sampling method note

The purpose of the household surveys is to quantify and analyze the travel characteristics of people
belonging to various socio-economic groups in the city. Besides, the household level survey will also
help in modelling origin-destination of trips, vehicle emissions and stated preferences etc. This survey
mainly captures the existing conditions of the respondents and their preferences or choices as stated
by them.
46
A geographically stratified random sampling scheme can be used to ensure an adequate representation of key subgroups of
population / geographic areas. In a given sample, stratification may be done by city, planning district, or any other
appropriate geographic jurisdiction. In deciding the stratification, the main goal is to divide the study area into relatively
homogenous groups. A simple random sample of elements is then chosen from each group. Once the surveying is complete,
weights are developed for each group so that the data for all groups may be homogenized.
47
See Development of Toolkit under Sustainable Urban Transport Project Travel Demand Modelling, MoUD
(2013),Table 4-4 Details of travel demand surveys, sample frame for household survey, Pg 35.
84

Sampling
Urban areas are large and highly diverse. An assessment of the full universe for an appropriate
sampling is itself a hard task, given that many of the available data from the census tracks, which can
be used for getting the characteristics of the universe, are not available in the public domain.
Secondly, for such large universes, a stratified systematic sampling is required provided we are able to
identify the strata from the available data set. Thereafter the task is to decide the strata for survey and
then identify samples within each stratum. The more diversified the sample, the more the strata
identified and the better the identification of strata more representative the sample is. We discuss
below the process of identifying different strata and sub-strata in a city and then selecting sample
households for detailed structured questionnaire surveys.
1. Stratifying the city by spatial (geographic) units
The urban areas need to be selected for survey on the basis of unbiased spatial representation. The
first task is to identify the spatial units from within which the second level of stratification is done.
Based on the demographic characteristics and delineation of traffic analysis zones (TAZs), the first
level of strata can be identified. At the first level, the city can be divided into different spatial units
based on either population density or delineated TAZ in case the latter data is available. Since the data
of TAZs is not available, the demographic data has to be used.
For the use of demographic data, the hypothesis is: people of same economic and social
characteristics congregate in the same area and that densities indicate economic characteristics of a
neighbourhood. Population census gives the demographic characteristics and from among the
available data, four sets can be of use in combination or individually (i) housing characteristics
kutcha housing representing the poor and pucca housing representing the rich and the middle classes
(ii) female literacy rate higher the income higher is the female literacy, (iii) density and (iv)
proportion of Scheduled Castes/ minorities.
The census has the data for each household but when the data is given out, it is by wards of the city. A
ward can be used as a basic unit of spatial stratification, if the wards are not too large. If the wards are
too large then we have to go at the sub-ward level and we need to find out from the Urban Local Body
(ULB) if it has this data. If it is not available with the ULB then one can use the data of the
enumeration block of the census, which is a data aggregated for about 100 to 120 households. This
data can be plotted on the map to get the spatial divisions and then pick up the strata for sampling.
This is the First Stage Stratification. Some of the cities now have a Geographic Information System
(GIS) data with building footprints and from mapping these; we can identify homogenous zones as
First Stage Strata (FSS). Since the demographic data are available at a micro spatial unit level, these
data can be used to prepare an index, which is mapped on a GIS base to identify zones of different
economic strata.
Scheduled caste dominated zones can also be identified thus and these can be superimposed on the
economic strata to identify different zones/ spatial units with different economic and social
characteristics. The challenge will remain to identify spatial units with concentration of minority
groups, if they are in substantial numbers. Many Indian cities are segmented by religion as well and
through discussions with key informants and physically moving across the city, the spatial units where
minorities are concentrated can be identified.
2. Second stage strata for transport studies
If the TAZs are available then that can be used. If not then it is assumed that spatial units located at
different distance from the city centre would have different travel characteristics and hence second
85

level of stratification can be based on different distance from the city centre. In Indian cities,
informality allows people to stay near their work place if they cannot afford a formal house and hence
industrial workers tend to stay in or near industrial areas and loaders-unloaders tend to stay near the
railway station or wholesale markets. Distance from the city centre can be interpreted as distance from
the work centres and hence zones can be delineated based on the land-use. The city would definitely
have a land-use map, and through physical movement in the city by the researchers, a broad idea of
the citys employment centres can be obtained. This can be used for preparing zones. Subsequently a
further stratification can be done based on location by distance from the centre, e.g. core, intermediate
zone, periphery and outer periphery depending on the size of the city and land-use structure (or
morphology) of the city.
To summarize, the urban areas in a city can be selected representing following criteria to represent
unbiased spatial distribution:
I.
II.
III.
IV.
Spatial distribution determined by administrative units (based on demographics) such as

municipal wards to get spatial units representing different economic and social groups.
Landuse structure or citys morphology
Distance from the city centre (Core city, intermediate, peripheral and outer periphery)
Spatial distribution determined by traffic-analysis zones if available
While ensuring unbiased spatial distribution, it is important to ensure that various socio-economic
groups are also well-represented as part of these samples. Within each spatially representative
area/zone/cluster of zones, the low-income group housing or slum households should be included in
the sample. The sample of slum households in each selected zone/area should be at least as much as
the percentage of population residing in slums at the city level (or at the zone level if data at zonal
level is available).
3. Identifying settlements for survey
Once the spatial zones/units have been identified for survey, settlements within them have to be
identified. At this stage, housing typology can be used for making the decision. The housing
typologies are: (i) slums and chawls (ii) independent bungalows, (iii) twin bungalows, (iv) low rise
apartments and (v) high rise apartments. Low-rise apartments tend to house lower middle income
groups whereas high rise apartments tend to house higher middle income to high income groups.
Bungalows tend to house high income groups and elites. After selecting the settlement, either random
sampling using random numbers or systematic sampling (every nth house depending on the sample
size required for the settlement) can be deployed. If the settlement is large, as some of the slum or
housing board colonies may be then clusters can be identified in the settlement to capture the
homogenous groups within a settlement after which random or systematic sampling method can be
applied.
Within the selected area, it should be ensured that all socio-economic groups are well-represented.
While surveying in low-income housing or slums, it should be ensured that housing typologies (i.e.
kutcha houses) and socially vulnerable groups (i.e. female-headed households). In slums, care must be
taken to pick up samples of households living in kutcha housing to be able to get a sample of the
poorest of the poor.
Logistics
The h/h surveys should be conducted in the household settings answered by one adult member of
the family.
86

There should be a team of two senior people to monitor the survey teams.
Ideally, data-entry of the surveys should be simultaneously done so that in case of missing
information or errors, the surveyor can be sent back again for the survey.
This is a generic sampling guide for the purpose of transport related household survey in Indian
cities. Indian cities have diverse set of data and situations, the researchers can use this note as a
guide while taking cognizance of the diverse situation in different cities based on their own
perceptions and intuition.
Instruction to Surveyors
A detailed workshop should be conducted with surveyors to explain the purpose of the surveys and
the data that needs to be collected. Specific instructions include the following:
1. The trips taken and travel needs for the last day are to be recorded. This will include all multiple or
single trips made during the last day by every member of the household.
2. The access and egress part of the trips needs to be recorded if public transport or para-transit
modes of transport are used. This means there will be a minimum of three segments for each trip:
the access trip, the line-haul trip and the egress trip. Boarding and alighting time, boarding and
alighting stations, access and egress distance and access and egress modes will all be included. If
transfers are made to change the bus or other route it should be defined as a separate segment.
3. Surveyors need to record parking charges if respondent or person making trip is using private
modes of transport (including bicycle).
Cross-Checks and Continuous Monitoring
Survey forms should be randomly checked at regular intervals to keep track of the quality of
information being collected. Also, cross checks are required regarding the type of information
collected. It is advised that for survey personnel, a suitable number of supervisors are provided by the
consultant. A second way of cross checking is triangulation for data so that some data are collected
using different approaches to see the differences.
Sampling technique for collecting data related to infrastructure
In order to prepare an infrastructure inventory, information about the existing level of service and
infrastructure type is to be collected for non-motorised transport, para transit, public transport and
personal motor transport. Data on roads and infrastructure type is collected for three categories of
roads, based on the ROW and the purpose served: arterial or sub-arterial; collector roads; and local
roads. The road inventory for the entire city is developed on GIS platform and data is collected using
a sample of road amenities and facilities. From each of the broad category of zones defined earlier,
sample TAZs are selected based on their spatial distribution. From each of the selected TAZs, a
detailed survey is conducted on minimum 50% of the randomly selected roads covering arterial,
collector and local roads. Based on the land use characteristic and spatial distribution of TAZs, a
relationship can be drawn to extrapolate the infrastructure type.
Sampling technique for freight
Both motorised and non-motorised vehicles carrying goods coming into the city and moving within
city needs to be surveyed. This can be done at sampled outer cordons and cordon points where these
vehicles enter the core city area. For example, in case of Visakhapatnam, five out of twenty sampled
intersections were selected for collecting data related to freight movement in the city. Of these three
were outer cordons while other two were entry points to the core-city area. 16 hour turning movement
counts have been carried out at each of these intersections on a typical working day. Along with
87

origin and destination of the trips; the survey also needs to capture type of vehicle used and
commodity carried (Survey format 9)
Sampling Methodology for the Petrol Pump Survey
The choice of petrol pumps should be based on convenience sampling but preferably in different areas
of the city. Random vehicles are surveyed in proportion of 33% cars, 33% two wheelers, 10%
three wheelers, 12% buses and 12% trucks to develop a confidence level at 95% significance.
Simultaneously, a cross check on the composition of vehicles (age and type) needs to be done as per
the number of registered vehicles. A sample of at least 3,00048 vehicles (two-wheelers, cars, buses,
autos and trucks) should be collected to cover the sufficient number of vehicles of different vintage.
48
The sample size of 3000 is recommended based on surveys carried in Delhi, Vishakhapatnam, Rajkot and Udaipur to
achieve statistically significant sample for each vehicle category for different vintage
88
Annexure 5. Four-Step Modelling

Model Framework (Four Step Modelling)
The four-step model approach for CMP needs to account for different social groups and gender (See
the Figure below) and for all modes of transport including NMT, para-transit and public transport and
this is slightly different from the conventional four-step modelling where there is no differentiation in
terms of socio-economic groups and gender, where the focus is mainly on motorised transport.
Modeling softwares like Quantum GIS, ArcGIS, TransCAD, CUBE, VISUM, EMME, OmniTrans,
etc. can be used to create the travel demand model of the city. However these softwares are designed
primarily to model motorised modes like cars, two-wheelers and buses. Visum is the only software
among these that has specific modules on environment & emission modelling, and modelling for
NMT (PuTAux) as well as public transport modelling. Hence adequate care should be taken in
specifying the modelling parameters to suit the softwares for cycles. Various stages of the modelling
procedure have been explained in the following sections.
Four-Step Model Framework
The base year travel demand model is required to replicate the road network and travel patterns of the
city in modeling software and to test for various short-term measures that can be taken to improve the
existing transportation systems. The following table gives the input parameters and their data sources
used for developing the base year model.
89

Modeling components and input sources
Model Component
Traffic Analysis Zone Map
Road Network
Trip Production Patterns

Trip Attraction Patterns
Trip Distribution
Base Year Mode Shares
Trip Assignment
Input Source
Derived from Ward Map
Derived from Primary Data collected for road inventory & Link
speeds and secondary data on road widths
(It can also be derived from open street maps, if VISUM software is
used for modeling. Open street maps helps in incorporating all the
road characteristics).
Household Interview Data and census
Land Use Data from Master Plan and Building wise usage type
from Property Tax Database
Trip length distribution patterns from Household Interview data to
calibrate the Gravity Model
Household Interview Data
Traffic Volume Counts used for network calibration
Trip Generation
Trip generation involves estimating the total number of trips produced and attracted to each TAZ.
Trip production is dependent on socio-economic characteristics of households within the TAZ while
trip attraction depends on the land-use type of the TAZ as explained below.
Trip production
Household interview data is normally used to estimate the trip production trends for various types of
households using the following steps:
Purpose-wise trips (eg., work, school/college, social, recreation, etc) produced in each household
are derived as a function of the socio-economic attributes of the household like household size,
income and vehicle ownership.
Total number of households in each TAZ is derived from the census data or the property tax
database and its total households and number of trips produced are estimated.
The socio-economic characteristics of each TAZ are derived from the HH Interview data.
If detailed household level data is not available, TAZ level data and parameters like TAZ
population, employment opportunities etc. are used to derive the productions for each TAZ.
Trip Attraction
The number of trips attracted to each TAZ is estimated in this step. The attractiveness of a zone is a
function of the type of land-use of that zone. For example residential land uses produce trips while
commercial, institutional and industrial areas typically attract trips. Hence the existing land use mix is
considered as the critical variable in determining the trips attracted to each TAZ. Land use data at the
city level is provided by the Master plan of the city, but they are only indicative as the land use
allocation in the master plan and the actual usage of land use is observed to be varying widely in
practice.
The Property tax data from the municipal corporations maintain building wise land use type and its
plinth area. Types of land use in the buildings include: Residential, Commercial, Educational,
90

Industrial, Public Use, Shops, Hospital, Cinema/Pub Entertainment, Others. Except residential, all
other land use types attract trips. Hence, the total plinth area of each type of attracting land uses
can be calculated and used as a measure of attractiveness of the TAZ.
Purpose-wise trips attracted to each zone from the household interviews is correlated with land
use types in each TAZ, using multiple linear regression technique to derive the relation between
the trips attracted and the land uses of the TAZ. Based on these equations, the number of trips
attracted to each zone is re-calculated using the equations. This however only gives the number of
trips at the scale of the sample size of data, since the sample trips are used for deriving the equation.
Therefore these attractions are used as the relative attractiveness of each zone. The attractions of
each zone are then up scaled proportionally to the total attractions based on the total trips
produced for each purpose.
Trip Distribution
Trip distribution is used to derive the Origin-Destination (OD) matrix from the Production Attraction
(PA) table prepared in trip generation. Gravity Method is generally adopted for trip distribution. In
this method trips between zone i and zone j (Tij) are distributed in proportion to the number of trips
produced in i, number of trips attracted in j and in the inverse proportion of the impedance between
these zones i.e. travel time, travel cost, relative safety etc.
Where,
Tij = trips produced at I and attracted at j,

Pi = total trip production at i,
Aj = total trip production at j,
Fij = (friction factor) or computed using the TLFD curves
i = origin zone,
j = destination zone
Trip Distribution can be carried out purpose wise or mode-wise based on city specific characteristics.
(e.g.,) Trip length distribution should be observed both purpose wise and mode wise, and whichever
parameter has more clearly defined trip length distributions should be selected for distribution. If the
type of mode is affecting trip length more, mode share split can be carried out before the trip
distribution. The following is the step wise procedure.
The purpose wise peak hour trips are added up to get the total trips produced and attracted to each
TAZ.
The TAZ wise mode-share values can be derived from the HH Interview data and applied to the
PA table to get the mode-wise PA table for all zones.
Current users: The mode share of public transport and cycles in each TAZ is derived from the
household interview data and is used to derive the PA table for current public transport and cycling
trips. The PA table can be for the peak hour or for the entire day based on the study requirements.
Potential users: All the trips in the city form the potential public transport and cycle users in the
city and it is important to model these trips in parallel to estimate their potential shift to public
transport and cycles respectively.
91

One of the features of the four-stage demand modeling process is that only the inter-zonal trips are
considered for assignment. Hence, the proportion of intra-zonal trips in each TAZ is calculated
from the HH Interview data and these trips are excluded from the demand modeling process.
The PA table containing inter-zonal public transport trips is used as the input for trip distribution.
For public transport trips, the generalized cost is considered as impedance which is worked out based
on time taken for access, waiting, line haul, transfer, line haul and egress, and dis-utility of each of
these in monetary terms.
Mode Choice
Mode choice models should be developed for all modes of transport including public transport and
para-transit modes. As discussed in Task 2-2 TAZ size for modelling thus needs to be small enough to
cater to walk, bicycle trips and account for impact of access/egress trips on public transport.
Mode choice equations
These are computed based on revealed and stated preference of individuals surveyed in the HH
survey. A Multi-nominal logit or Nested logit models or any other logit function were run to achieve
the mode choice equations. As stated mode choice is the dependent variable and socio-demographics
of the individual, built form indicators at the trips origin and end and travel cost are the independent
variables in the equation.
Mode choice for walk and bicycle
One of the major differences in modelling NMT modes as compared to motorised modes is the impact
of speed on mode choice. Speed of NMT (walk and bicycle) is constant and there is negligible impact
of congestion. While other parameters like distance to be travelled, infrastructure quality, safety and
security concerns have wider impact over mode choice of walk and bicycle. Along with the moderelated parameters individual socio-economic information needs to be accounted for modelling mode
choice for NMT modes of transport.
Mode choice for public transport
Utility of public transport has minimum three inter-related segments i.e. access trip, haul trip and
egress trip. Studies have shown that access/egress trip has a significant impact over public transport as
a mode choice. The impact is not only in terms of public transport in vicinity to origin/destination but
is also in terms of the discomfort and disutility associated with the modes used for access/egress trips
and mode interchanges. The utility function for public transport thus involves waiting time and
discomfort of changing modes other than mode related parameters for access/egress trip and haul trip.
Trip Assignment
This step is performed to determine number of trips made by different modes on each of the existing
transport network link during peak and off-peak hour period. Trip assignment for NMT should
account to land use and density parameters in the vicinity of the infrastructure/facility. Trip
assignment for bicycle also includes parameters related to pavement quality, slope, traffic volume and
speed. This involves using bicycle compatibility index (BCI) and other such measures.
The person trip OD matrices for current and potential users are converted to vehicle trips based on the
average occupancy observed in each mode from the occupancy survey carried out in the city.
However, the floating populations coming into the city through the numerous entry points are
captured from OD surveys at these locations. These sample surveys are up scaled to total volume
92

based on the traffic volume counts at those locations. The OD matrices from these surveys are
added to the OD from trip distribution to develop the overall OD matrix of the city.
The mode-wise calibrated OD matrices derived from the above step are assigned on to the road
network using User-Equilibrium or Capacity Restraint methods based on Wardrops equilibrium49 for
motorised modes. For cyclists All or Nothing (AON) method is used in general by considering the
minimum BCI or travel distance between ODs of the cyclists as the determining factor for route
choice. Since most links are assumed to have enough capacity for cyclists and since cyclists are
sensitive to safety and security issues more than the speed, AON method is adopted.
Network Validation
The link flows observed from trip assignment are compared with the actual traffic flows observed
from traffic volume counts conducted at various locations across the city. If it is observed that the link
flows from traffic assignment vary from the traffic volume counts, the network needs to be re-checked
for its accuracy. Some missing links in the road network are identified through this procedure.
However, the larger contributing factor to this error can be the OD matrix derived from trip
distribution. The OD matrix has to be re-calibrated for it to match the traffic volume counts. For this,
an iterative process is available in modeling softwares called the OD matrix estimation (TransCAD,
CUBE)/ t-flow fuzzy (VISUM). Using this procedure, the network is calibrated to match the actual
volume counts observed on ground.
For details refer to Demand Assessment Module available at
https://www.dropbox.com/sh/99ngmessm2cgb76/IRv2lC9AwZ
49
De Dios Ortuzar, J and L. G. Willumsen (2001). Modelling transport, Wiley.
93
Annexure 6. Emission Factors for Vehicle Fleets under Alternative Scenarios

Emission Factors for Vehicle Fleets under Business as Usual (BAU) Scenario
PM2.5
gm/km
NOx
gm/km
CO
gm/km
VOC
gm/km
FE
km/lit
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
Petrol
0.024
0.044
0.085
0.045
0.035
0.082
0.147
0.215
0.112
0.184
0.205
0.342
2.838
5.854
1.462
2.616
5.230
6.012
0.321
0.480
0.727
1.442
0.385
3.585
14.615
12.717
61.300
19.020
12.756
5.595
-
2011
Diesel
0.121
0.218
0.017
0.224
0.176
0.504
0.610
0.298
0.982
0.734
1.076
0.558
0.921
1.027
16.788
19.391
10.977
20.025
1.641
3.119
1.462
2.616
2.352
9.802
12.701
7.070
13.187
0.417
0.681
0.729
1.184
0.565
2.648
3.236
1.780
3.307
16.808
14.625
70.496
21.873
14.669
3.045
2.935
5.595
2.886
Gas
0.019
0.033
0.039
0.023
0.050
0.030
0.098
0.107
0.153
0.082
0.159
0.141
1.679
1.939
1.098
2.002
2.838
5.854
1.462
2.616
5.230
9.802
12.701
7.070
13.187
0.321
0.480
0.727
1.442
0.385
2.648
3.236
1.780
3.307
14.615
12.717
19.020
12.756
3.045
2.935
5.595
-
Petrol
0.011
0.022
0.052
0.015
0.021
0.027
0.104
0.162
0.061
0.079
0.159
0.144
2.341
4.359
1.021
0.743
4.301
1.313
0.095
0.130
0.510
0.818
0.115
1.601
17.456
14.593
73.917
23.576
14.677
5.875
-
94
2020
Diesel
0.055
0.109
0.010
0.077
0.105
0.293
0.275
0.115
0.310
0.522
0.811
0.306
0.394
0.794
13.287
12.984
8.746
13.297
0.705
1.088
1.021
0.743
1.004
6.471
6.175
5.054
6.449
0.264
0.449
0.510
0.280
0.440
2.093
2.038
1.331
2.088
20.075
16.782
85.005
27.112
16.878
3.334
3.371
5.875
3.341
Gas
0.006
0.011
0.010
0.011
0.029
0.012
0.031
0.054
0.084
0.031
0.048
0.080
1.329
1.298
0.875
1.330
2.341
4.359
1.021
0.743
4.301
6.471
6.175
5.054
6.449
0.095
0.130
0.510
0.818
0.115
2.093
2.038
1.331
2.088
17.456
14.593
23.576
14.677
3.334
3.371
5.875
-
Petrol
0.010
0.020
0.051
0.010
0.020
0.021
0.102
0.159
0.061
0.062
0.158
0.126
2.347
4.294
1.011
0.516
4.261
1.053
0.077
0.103
0.506
0.770
0.101
1.569
17.646
14.687
74.167
24.394
14.792
5.769
-
2030
Diesel
0.051
0.102
0.010
0.052
0.101
0.248
0.249
0.105
0.249
0.510
0.797
0.303
0.308
0.791
12.454
12.542
8.860
12.558
0.654
0.972
1.011
0.516
0.964
5.631
5.656
5.108
5.673
0.255
0.440
0.506
0.207
0.436
1.948
1.960
1.355
1.964
20.293
16.890
85.293
28.053
17.010
3.408
3.382
5.769
3.379
Gas
0.005
0.010
0.005
0.010
0.025
0.010
0.025
0.051
0.080
0.030
0.031
0.079
1.245
1.254
0.886
1.256
2.347
4.294
1.011
0.516
4.261
5.631
5.656
5.108
5.673
0.077
0.103
0.506
0.770
0.101
1.948
1.960
1.355
1.964
17.64
14.687
24.394
14.792
3.408
3.382
5.769
-

Emission Factors for Vehicle Fleets under Sustainable Urban Transport Scenario
PM2.5
gm/km
NOx
gm/km
CO
gm/km
VOC
gm/km
FE
km/lit
CAR
MUV
2W
3W
TAXI
BUS
HDT
Petrol
0.024
0.044
0.085
0.045
0.035
-
2011
Diesel
0.121
0.218
0.017
0.224
0.176
0.504
0.610
LDT
TRAC
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
CAR
MUV
2W
3W
TAXI
BUS
HDT
LDT
TRAC
CAR
MUV
2W
0.082
0.147
0.215
0.112
0.184
0.205
0.342
2.838
5.854
1.462
2.616
5.230
6.012
0.321
0.480
0.727
1.442
0.385
3.585
14.615
12.717
61.300
0.298
0.982
0.734
1.076
0.558
0.921
1.027
16.788
19.391
10.977
20.025
1.641
3.119
1.462
2.616
2.352
9.802
12.701
7.070
13.187
0.417
0.681
0.729
1.184
0.565
2.648
3.236
1.780
3.307
16.808
14.625
70.496
0.030
0.098
0.107
0.153
0.082
0.159
0.141
1.679
1.939
1.098
2.002
2.838
5.854
1.462
2.616
5.230
9.802
12.701
7.070
13.187
0.321
0.480
0.727
1.442
0.385
2.648
3.236
1.780
3.307
14.615
12.717
-
0.023
0.081
0.126
0.046
0.067
0.121
0.118
1.797
3.378
0.763
0.641
3.277
1.099
0.077
0.107
0.382
0.666
0.091
1.280
22.139
18.446
95.119
3W
TAXI
BUS
HDT
LDT
TRAC
19.020
12.756
5.595
-
21.873
14.669
3.045
2.935
5.595
2.886
19.020
12.756
3.045
2.935
5.595
-
29.130
18.698
7.273
-
Gas
0.019
0.033
0.039
0.023
0.050
-
Petrol
0.009
0.017
0.039
0.013
0.016
-
95
2020
Diesel
0.043
0.086
0.008
0.067
0.081
0.246
0.226
0.094
0.263
0.404
0.628
0.228
0.334
0.604
10.951
10.523
6.927
10.898
0.554
0.866
0.763
0.641
0.772
5.419
5.066
4.006
5.369
0.205
0.348
0.382
0.239
0.335
1.728
1.654
1.053
1.713
25.460
21.213
109.38
7
33.500
21.503
4.075
4.144
7.273
4.095
Gas
0.005
0.009
0.009
0.008
0.025
-
Petrol
0.005
0.011
0.025
0.006
0.010
-
2030
Diesel
0.027
0.055
0.005
0.028
0.051
0.134
0.139
0.009
0.026
0.043
0.066
0.023
0.042
0.061
1.095
1.052
0.693
1.090
1.797
3.378
0.763
0.641
3.277
5.419
5.066
4.006
5.369
0.077
0.107
0.382
0.666
0.091
1.728
1.654
1.053
1.713
22.139
18.446
-
0.012
0.054
0.085
0.030
0.034
0.080
0.073
1.240
2.291
0.504
0.283
2.143
0.613
0.041
0.055
0.252
0.421
0.051
0.908
28.842
23.917
124.29
7
39.395
24.699
9.075
-
0.061
0.140
0.270
0.425
0.151
0.168
0.398
6.737
7.010
5.116
7.055
0.346
0.519
0.504
0.283
0.485
3.056
3.164
2.949
3.195
0.135
0.235
0.252
0.114
0.219
1.055
1.096
0.782
1.104
33.168
27.504
142.94
2
45.304
28.404
5.531
5.382
9.075
5.373
29.130
18.698
4.075
4.144
7.273
-
Gas
0.003
0.005
0.003
0.005
0.013
0.006
0.014
0.027
0.043
0.015
0.017
0.040
0.674
0.701
0.512
0.706
1.240
2.291
0.504
0.283
2.143
3.056
3.164
2.949
3.195
0.041
0.055
0.252
0.421
0.051
1.055
1.096
0.782
1.104
28.842
23.917
39.395
24.699
5.531
5.382
9.075
-

Note: Based on national transport emissions analysis outlined in Guttikunda and Mohan (2014); BAU
Scenario assumes no change in emission norms as are currently in force. Sustainable Scenario
assumes Bharat Stage IV across India in 2015 and Bharat Stage V in 2020 for all vehicles. Vehicle
population growth based on inputs from SIAM. Electric vehicles have no local emissions however the
fuel efficiency numbers (in km/kwh) are as follows for CAR 6.67, 2W 18.75, 3W 10, TAXI
6.67, BUS 0.83. As there is no fuel economy road maps for them, these numbers are assumed to
remain constant for the horizon years.
Guttikunda SK, Mohan D (2014)Re-fueling road transport for better air quality in India. Energy
Policy 68:556-561
96
Annexure 7. Sample TOR for Appointment of Consultant for Preparation of

CMP50
1. SCOPE OF WORK
The tasks to be carried out are detailed below.
Task 1:
Task 2:
Task 3:
Task 4:
Task 5:
Task 6:
Define scope and timeframe of the CMP.

Collect data and analyse the existing urban transport environment.
Develop Business as Usual (BAU) Scenario.
Develop Sustainable Urban Transport Scenarios.
Develop Urban Mobility Plans.
Prepare Implementation Program.
Task 1: Define scope and timeframe of the CMP.

As an initial task, the area covered by the CMP, the planning horizons should be clearly defined and
the vision should be set, in association with agencies concerned. The base year should preferably be
the current year or the latest year for which data is widely available at the start of work. This will
typically be the year preceding the study.
Task 2: Collect data and analyse the existing urban transport and environment.
Task 2-1 Review City Profile
Prepare a brief profile of the CMP planning area from available documents, including location, land
area, regional linkages, demographic data and socio-economic data.
Task 2-2 Delineation of Traffic Analysis Zones
CMP aims to ensure safe accessibility for all, irrespective of their socio-economic background and in
a way that does not affect the citys environment. TAZs are delineated taking into account various
factors like administrative boundaries, physical barriers like water bodies, railway lines which are
cutting across zones, road network and public transport network in the study area, homogeneous land
uses and special generators like railway station, sports complexes / major freight centres etc may be
considered as separate zones.
Task 2-3 Review of Land Use Pattern & Population Density
Once the zones for the study area have been defined, the next step is to collect data in which slums
should also be considered as part of residential land use and not a separate land use. Also residential
land use should have income groups marked as well.
CDP or master plans are the prime data sources for reviewing existing land-use patterns. These along
with other sources such as information available from the National Urban Information System (NUIS)
Scheme, property tax data may be used to compute the residential density and floor space used per
activity per unit area. In addition to residential densities, jobs densities must also be studied and
analysed.
50
Note: The TOR should be amended where necessary to reflect each citys characteristics.
97

Task 2-4 Review of the Existing Transport Systems
A review of the existing transport infrastructure and facilities needs to be done for each transport
mode, which may include walking, bicycle, cycle rickshaw, auto rickshaw, shared auto-rickshaw and
public transport. The review should include all types of facilities and amenities such as pavement
description, intersections treatment, lighting, parking space, parking cost, etc. The following aspects
should be reviewed:
Road Network Inventory (existing infrastructure quality with respect to each of the modes)
Public Transport System (performance and level of service provision for public transport users)
Para-Transit System (fleet usage detail, route detail, cost and fare, etc)
Freight Transport (Vehicle movement and Parking facilities)
Traffic Conditions on Roads (traffic conditions, manual classified counts and speed & delay
surveys)
Traffic Safety (accident data)
The data collected and the model developed are to be publicly shared on the Knowledge
Management Centre of IUT and with the cities.
Task 2-5 Study of Existing Travel Behaviour
Two important considerations should be taken into account while collecting data on travel patterns.
The collected data should be representative and cover the travel behaviour of all individuals within a
household, and the data should be segregated by social group and trip purpose, which can represent
peoples perceptions towards different modes of transport in terms of time, cost, comfort, safety and
security.
Task 2-6 Review of Energy and Environment
Quantifying energy consumption for transport is important for estimating the CO2 and local air
pollutant emissions from transport-related activities. To create a complete picture, both top-down and
bottom-up approaches for estimating energy consumptions are required.
In general, energy balances cover all fuels, however since the focus here is on transport, only diesel,
petrol, LPG, CNG 51 and electricity will be covered. Ambient air quality should be collected for
understanding the impacts of transport on air pollution.
Task 2-7 Service-Level Benchmarks
Infrastructural data have to be collected other than the data listed in Task 2-4 to Task 2-6. This data
should be then compared with the service-level benchmarks to understand the level of service
provided to the citizen of certain specified parameters.
51
Where ever applicable
98

Indicators provide an easy way to communicate a citys transport status, or to make comparisons
across alternative scenarios. The indicators for transport level can be broadly divided in the following
categories:
i.
ii.
iii.
iv.
v.
Indicators for mobility and accessibility;

Infrastructure and land use;
Safety and security;
Environmental impacts; and
Economic
Most of the indicators can also be directly linked to the Service Level Benchmarks of MoUD.
Task 3: Development of Business as Usual (BAU) Urban Transport Scenario
Task 3-1 Framework for Scenarios
The BAU scenario is to be developed based on existing trends without any radical policy
interventions for sustainable development and emission mitigation. However, it should consider
infrastructure development and land use according to the Master Plans.
Task 3-2 Socio-Economic Projections
A citys future economic transitions depend on the current economic transitions taking place across
the country. As such following projections should be attempted.
i. Demographic Projections
ii. Employment Projection
iii. Industrial Growth Projection
Task 3-3 Land Use Transitions
The objective of successful land-use development and growth models is to identify where, how much
and what kinds of land use will develop. When modelling urban developments, it is necessary to
consider changes from vacant to built-up, as well as changes to the land use itself, such as from
residential to commercial. Simulation tools should be used to study these types of land use changes.
The land use type should be disaggregated into residential, commercial, retail, recreational, industrial,
educational, religious, and other categories.
Task 3-4 Transport Demand Analysis
Demand for passenger transport can be estimated using a four-step model. The model developed can
then be used for analyzing the horizon years of the BAU scenario.
Task 3-5 Technology Transitions
An understanding of vehicles, fuels and CO2 emissions from electricity used in transportation system
is essential to understand the implications of travel demand on CO2 emissions and air quality.
99

Task 3-6 CO2 Emissions and Air Quality
The framework for sustainable urban mobility needs to utilise the four strategic levers: urban form,
Non Motorised Transport (NMT), Public Transport (PT) and Technology. The framework should
study the impacts of alternative strategies using key indicators for mobility, safety, and local
environment, as well as more aggregate indicators like CO2 and energy use.
The indicators for the BAU scenario, similar to those estimated for the base year, should be analysed
and compared.
Task 4: Development of Sustainable Urban Transport Scenarios
Task 4-1 Framework for Scenario
The sustainable urban transport scenario should visualise social, economic, environmental and
technological transitions through which societies respond to climate change, local environment and
mobility challenges. The scenario assumes deep emissions cuts using low carbon energy sources (e.g.,
renewables, natural gas, etc.), highly efficient technologies (e.g., improved vehicle efficiency),
adoption of behavioural and consumption styles consistent with sustainable development, changes in
urban development and enhanced use of non-motorised and public transport infrastructures.
Task 4-2 Strategies for Sustainable Urban Transport Scenario
The scenarios described here are related to the plans and policies aimed at limiting private vehicle
usage. The scenarios also assume an increase in motorised transport to some extent, which is
inevitable given the low level of vehicle use on a per capita basis. Therefore, emphasis is also placed
on improving technology in terms of efficiency and emissions. The strategies can be typically
categorised into the following four categories:
Change in urban structure

Improving non-motorised transport
Improving public transport
Technological changes
These strategies will deliver full benefits if they are implemented collectively; however for analysis it
may be useful to present them one by one to see the individual effect. The strategies presented here
are indicative, and the consultants can adapt them to a citys specific circumstances.
A: Urban Structure
The scenario should explore alternate development strategies for reducing trip lengths and improving
access to public transport through changes in zoning regulations and floor area ratio to achieve higher
density, diversity and better design.
B: Non-Motorised Transport Infrastructure
The scenario should consider improving the use of NMT mode and improvement of NMT
infrastructure thereof. The scenario should also consider the safety of NMT users.
100

C: Public Transport
Since most Indian cities lack reliable bus service, two kinds of scenarios for public transport should be
considered:
1. Improved bus service with compatible pedestrian and bicycle infrastructure
2. Improved bus service and mass transit with compatible pedestrian and bicycle infrastructure
D: Improving Public Transport, NMT and Urban Structure
This scenario looks at how the implementation of NMT, public transport and urban structure
strategies combine and complement each other.
E: Technology
Technology changes can encompass changes to vehicles design, fuel use, energy use and reduction in
CO2 emissions related to electricity.
F: Regulatory and Financial Measures (Incentives and Disincentives)
A wide variety of measures can be undertaken to help shift people from private transport modes to
sustainable urban transport under a regulatory and financial measure scenario. These measures try to
internalise the cost of externalities imposed by private vehicles. These may be incorporated in the
model in form of increased generalised cost of travel by private modes.
Task 4-3 Transport Demand Analysis of Alternative Strategies for Sustainable Urban
Transport
Based on the above scenario (A, B, C, D and F), improvement in infrastructure for sustainable urban
transport needs to be suggested.
Task 4-4 Technology Transitions under a Low Carbon Scenario
In the low carbon scenario, the fuel mix is expected to diversify further from BAU towards bio-fuels,
electricity and natural gas. Options for technology transitions should be suggested.
Task 4-5 CO2 Emissions and Air Quality (Refer task 3-6)
The model framework is same as the BAU scenario for estimating CO2 emissions and air quality.
Sustainable urban transport scenario should be compared with indicators and benchmarks.
Task 5: Development of Urban Mobility Plan
The goal should be to provide for Comfortable Public Transport, NMT incorporated with other modes
of transport and Freight movement plan as part of CMP.
The Urban Mobility Plan should be developed in consultation with stakeholders and on the basis of
the analysis carried under Tasks 3 and 4. The urban mobility plan can be defined along the following
lines; however it is important that the plan includes a phasing plan and implementation agencies:
i.
Integrated Land Use and Urban Mobility Plan

101

ii.
iii.
iv.
v.
vi.
vii.
Public Transport Improvement Plan

Road Network Development Plan
NMT Facility Improvement Plan
Freight Movement Plan
Mobility Management Measures
Fiscal Measures
Task 5-8 Mobility Improvement Measures and NUTP Objectives

A table should be prepared summarising the relationship between the NUTP objectives and the
measures proposed in the CMP, together with a classification of the measures according to their
implementation time frame (immediate, short, medium and long term).
Task 6: Preparation of the Implementation Program
Proposed projects should be evaluated and prioritised against clear criteria and classified into
immediate, short, medium and long-term. As the CMP is a long-term vision for the city authority, the
overall ownership of the CMP lies with ULBs. Given the ULBs dependence on funding, a citys
CMP should make a resource assessment for all the projects listed in the CMP and should suggest the
city authority, city-specific and project-specific indicative source of financing for the project.
2. STUDY DELIVERABLES
The CMP document should be as per the sample contents attached herewith. The study is to be
completed within xx (Refer Table 3). The deliverables are listed below.
Deliverables
Date of signing
of agreement
Inception
Report and
Detailed Work
Plan
Interim Report
Draft Final
CMP
Final CMP
with Executive
summary
Submission date (maximum no. Of months from start of work)*

<5 lakh
5 20 lakh
20 40 lakh
>40 lakh
M
M
M
M
No. of copies
M+1
M+1
M+1
M+1
M+3
M+7
M+6
M+11
M+9
M+17
M+12
M+23
X
X
Within 1 month
of receipt of
comments
Within 1 month
of receipt of
comments
Within 1 month
of receipt of
comments
Within 1 month
of receipt of
comments
*The timeline does not include the time taken by the client in approvals and stakeholders consultation
A soft copy including database material (in PDF and Word /Excel /PPT/Dwg format) shall be
submitted with each of the above. Even the model developed should be submitted in PDF as well as in
the software used for modelling.
3. COST OF CMP PREPARATION
Tentative cost for CMP preparation as per 2013 price index would be as under which may be
increased with the growing price index proportionately.
102
Rates for New CMP (Rs in Lakh)

20
30
40
60
80
120
200
City Size
Less than 0.3 million
0.3 - 0.5 million
0.5-1 million
1-2 million
2-4 million
4-8 million
Above 8 million
4. PAYMENT SCHEDULE
Payment will be made according to the following Schedule, which is based on the submission of
deliverables.
Submission/Acceptance of Payment as% of total:
Sl. No.
1
2
3
4
5
Component
Mobilization Advance
Submission of Inception Report and detailed work plan
Submission of Interim Report
Submission of Draft Final Report
Submission of Final Report and Executive summary
Total (excluding service tax)
Milestone payment
20%
20%
20%
20%
20%
100%
5. INFORMATION ON FIRM AND PROPOSED STAFFING

The consultants will provide details of relevant experience in carrying out similar work along with a
copy of certificates/testimonials. CVs for proposed staff should be included with the Technical
Proposal.
Staff should have experience in the following disciplines:
Team Leader/Urban Transport Planner
Public Transport Expert
Land Use Expert
NMT Planning and Traffic Management Specialist
Highway Engineer
Traffic Survey and Modelling Specialist
6. STAKEHOLDER CONSULTATIONS
The CMP should be discussed with stakeholders at various stages of study throughout the study. An
advisory committee and workshops/seminars should be organized to coordinate and develop a
consensus. In particular stakeholder workshops/seminars should be held at the following stages:
Inception Report,
Interim Report, and
Draft Final Report stages.
The primary objective should be to develop a working relationship with stakeholders and to obtain
their views on the CMP.
103
Annexure 8. Sample Work Schedule for Preparation of a CMP for a city

Task
Start up meeting (Stakeholders)

Introduction
Defining Scope
Inception Report
Data Collection and Analysis of the Existing Urban Transport Environment
Data Collection (Primary Surveys and Secondary Data Collection); Surveys for Service Level Benchmarks
Review of the City Profile, Land Use Pattern, Population Density, Existing Transport Systems and Delineation of
Traffic Analyis Zones
Data Collection Approach Methodology and Sources, Study of Existing Travel behaviour and Review of
Energy & Environment
Comparison of Existing Urban Transport Environment with Indicators and Benchmarks
Submit Draft Report (Data Collection and Analysis of the Existing Urban Transport Environment)
Development of Business as Usual (BAU) Scenario based on growth trends and projetions
Framework for Scenario, Socio-economic Projections and Land use Transitions
Transport Demand Analysis, Technology Transitions, CO2 Emisions & Air Quality, and comparison with the
benchmarks
Development of Sustainable Urban Transport Scenario by policy interventions
Framework for Scenario, Strategies for Sustainable Urban Transport Scenario and Transport Demand Analysis of
Alternative Strategies for Sustainable Urban Transport, and Stakeholder consultation
Change in Technology Transitions under a Low Carbon Scenario, CO2 Emissions and Air Quality Analysis and
comparison with benchmarks
Submit Draft Report (Development of Sustainable Urban Transport Scenario)
Development of Urban Mobility Plan
Urban Mobility Plans
Submit Draft CMP Report
Preparation of the Implementation Program
Programs / Project
Stakeholder consultation
Final CMP Report
104
Month
2 3 4 5 6 7
8 9
10
11
12
Annexure 9. Sample Table of Contents of CMP Document

An example Table of Contents for a CMP document is given below. It is illustrative. Additional
Section or other useful information that enhances the objectives may be included.
Main Report
Executive Summary
1. Background
1.1. Need for the Study
1.2. Methodology
2. City Introduction
2.1. Planning area
2.2. Land use Distribution
2.3. Mobility Indicators
2.4. Mobility Needs
3. Challenges
3.1. Travel Characteristics
3.2. Public Transport
3.3. Network
3.4. NMT
3.5. Traffic Management
3.6. Freight
3.7. Existing Level of Service (Service Level Benchmarks)
4. Mobility Vision for the City
4.1. Vision Statement
4.2. Goals
4.3. Objective
5. Mobility Improvement Measures
5.1. Integrated Land Use and Urban Transport
5.2. Public Transport Improvement Plan
5.3. Road Network Development Plan
5.4. NMT Facility Improvement Plan
5.5. Freight Movement plan
5.6. Mobility Management Measures
5.7. Fiscal Measures
5.8. Mobility Improvement Measures and NUTP Objectives
6. Implementation Program
6.1. Prioritization of Projects
6.2. Identification of Funding Agency
6.3. Implementing Agencies
7. Outcomes
7.1. Improvements in Mobility Indicators
7.2. Improvements in SLB
ANNEXURES
1 Planning Forecast
1.1. Demographic Forecasting
1.2. Land use in Horizon Year
105
5
6
7
8
1.3. Economic Forecast

Base Year Travel Demand Model
2.1. Introduction
2.2. Transportation Study Process
2.3. Study Area Zoning
2.4. Network Development
2.5. Base Year Travel Pattern
2.6. Model Structure
3.1. Socio Economic Transitions
3.2. City Structure Transitions (Landuse)
3.3. Travel Demand (Four Step modeling)
3.4. Transport Infrastructure
3.5. Outcomes of BAU Scenario
3.6. Emissions of CO2 and Local Pollutants
Alternative Development Scenario (Low Carbon Scenario)
4.1. Urban Structure (Land Use Strategy) Strategy
4.2. Public Transport Strategy
4.3. Mobility & Accessibility Results for PT Scenario
4.4. Non-Motorised Transport Strategy
4.5. Mobility & Accessibility Results for NMT Scenario
4.6. Land use Intervention, Public Transport Intervention, Non-Motorised Transport Intervention
4.7. Mobility & Accessibility Results for Combined Scenario
4.8. Comparative Analysis
Survey Data
Details of Traffic Demand Modeling
Details of Stakeholder Consultation
Self-Appraisal Checklist (enclosed at Annexure 10)
The table of content is for CMPs of cities with more than 0.5 million population and may be modified
for smaller cities.
106
Annexure 10. Self-Appraisal Checklist to be filled by the consultant/client

Sl.
Item
Details
Vision/Goal
Study Area
1.0
Introduction
1.1
Socio Economic Characteristics
1.11
Current Population
1.12
Population growth rate (decadal)
1.13
Projected population
1.14
Per capita income
1.15
Average Household size
1.16
Average household income
1.17
Expenditure on transport
1.18
Area
1.19
Population Density
1.2
Land use (%)
1.21
Residential
1.22
Commercial
1.23
Public & Semi Public
1.24
Recreation
1.25
Industrial
1.26
Transportation
1.3
Number of registered vehicles
1.31
Average annual growth of vehicles
1.32
Transportation Modes Registered
Bus (including Mini Bus)
IPT
Car
Two Wheeler
NMV
Freight (LCV & HCV)
1.4
Road network Characteristics
Total road length
Distribution by Right of Way
Existing Year
Right of Way (m)

<10
10--20
20--30
30--40
107
Master Plan
Percentage (%)

40--60
>60
Total
1.5
Rail Network
1.6
Airport
1.7
Public Transport Service
1.8
Goods Terminal
1.9
Workforce Participation Rate

(WFPR)
2.0
Existing Situation
2.1
Traffic Zones
2.2
Zonal Households
2.3
Surveys Undertaken
2.31
Road Network Inventory
2.32
Speed & Delay Survey in peak and

Off peak hour
2.33
Classified Traffic Volume Counts

Surveys
Outer Cordon location
Mid Block location
Screen Line location
Roadside Origin-Destination Survey

at cordon points
2.34
Classified Turning Movement

Survey at Intersections
2.35
Pedestrian Volume Survey
2.36
Parking Survey
On street Locations
Off Street Locations
2.37
Commuter Survey at Public

Transport Terminals
2.38
Mass Transport and Intermediate

Public Transport (IPT) Passengers
Survey
2.39
Vehicle Operators Survey
2.40
Household Survey
2.4
Survey Results
2.41
Origin-Destination survey
2.42
Intra-city Public Transport Survey
108

2.43
Intercity Bus Passenger Survey
2.44
IPT Surveys
2.45
Speed and delay surveys
2.46
Parking survey
2.47
Pedestrian Surveys
2.48
Inventory surveys
2.49
Mid Block Survey
2.50
Screen Line Count Survey
2.51
Intersection Surveys
2.52
Travel Characteristics
Socio Economic Characteristics
Travel Characteristics
3.0
Urban Transport Benchmarking
3.1
Air Quality Status in the city
3.1.1
SO2 Level
3.1.2
NO2 Level
3.1.3
CO Level
3.1.4
PM 2.5
3.1.5
PM10
3.2
Comprehensive Environmental
Pollution Index (CEPI)
3.3
Urban Transport Benchmarking
3.3.1
Public Transport
Presence of Organized Public Transport System in Urban

Area
Extent of supply - availability of public transport
service coverage of public transport in the city - bus route

network density
Average Waiting time for intra city public transport users
% fleet as per urban bus specifications operating
3.3.2
Travel Speeds along Major Corridors
Average Travel speeds of personal vehicles
Average Travel speeds of public transport
3.3.3
Road Safety
Fatalities per lakh population
3.3.4
Pollution Levels
SO2
Oxides of Nitrogen
CO
109

d
PM 2.5
PM 10
3.3.5
Overall
4.0
Junction Improvement Plans
4.1
Junction improvement plans
4.2
Submissions
4.3
Suggested Improvement
Measures
4.3.1
Geometric Design
4.3.2
Lane Markings
4.3.3
Relocation of Bus Stops and Petrol

Pumps
4.3.4
Junction Signalisation
4.3.5
Approach to Service Lanes
4.3.6
Traffic Management Measures
4.3.7
Pedestrian Infrastructure Proposals
4.3.8
Alignment Improvement of
Approach Roads
4.3.9
Area Traffic Plans (ATP)
5.0
Base Year Model
5.1
Land use Forecast
Sub Area
Population
Employment
5.2
Trip generation model developed
Area
Equation
R2
(home based work trips mode wise)

5.3
Trip Attraction model

developed(home based work trips
mode wise)
5.4
5.5
5.6
Trip Distribution by using Gravity
Doubly constraint gravity model: Tijm = ri Gi Sj Aj Fijm
model
Calibrated Mode choice parameters
Modal Split
Trip Assignment (link v/c
Mode
Mode
Trips
Sl. No.
110
%share
Road
External
Total
Trips
Trips
V/C Ratio
Avg

condition)
5.7
Model Validation
6.0
Strategies for Transport Development
6.1
Development Scenarios
6.1.1
Scenarios developed
6.1.2
Selected Scenario
6.1.3
Considerations under CMP Scenario
6.2
Transport Scenarios
6.2.1
Demand Forecast
6.2.2
Scenario Evaluation Criteria
6.2.3
Scenarios developed
6.2.4
Scenario selected on the basis of pre

defined evaluation criteria
6.2.5
Highlights of CMP Scenario
7.0
Mobility Management Measures
7.1
Core Area Improvement
7.2
Traffic Control and Road Safety
8.0
Transport System Plan: 2031
8.1
Focus
8.2
Road Network Development Plan
8.2.1
Mobility Corridors
8.2.2
Road Widening
8.2.3
Missing Links
8.2.4
Railway Over/Under Bridges at

Level Crossings
8.2.5
Flyover Proposals
8.3
Public Transport Plan
8.3.1
Focus
8.3.2
Proposed Mass Rapid Transit

Corridors
Mass Rapid Transit
Bus System Improvement Plan
Typical Cross-sectional details of

Right of Way
8.3.3
Bus Infrastructure Requirement
8.3.4
Intra-city Interchanges
8.3.5
Para Transit Improvement Plan
111

8.3.6
Other Measures
8.4
NMT Improvement Plan
8.4.1
Recommended Measures
8.4.2
Grade Separated Pedestrian

Facilities (GSPF)
8.5
Regional Traffic
8.5.1
Inter State Bus Terminals (ISBT)
8.5.2
Passenger Rail Terminals
8.5.3
Freight Terminals
8.6
Parking
8.7
Integration of Land use and

Transport Planning
9.0
Regulatory and Institutional Measures
9.1
Regulatory Measures
9.2
Institutional Measures
10.0
Fiscal Measures
10.1
Fare Policy for Public Transport
10.2
Automatic Fare Revision
10.3
Parking Pricing Strategy
11.0
Mobility Improvement Measures and NUTP Objectives
12.0
Serice Level Benchmarking
13.0
Stake Holder Consultations
13.1
Stakeholders consulted for

preparing CMP
13.2
Major Inputs
14.0
Investment and Implementation Program (Phasewise)
14.1
Public Transport Projects
14.2
Road Infrastructure
Improvement Projects
14.3
Parking
14.4
Junction Improvement (29

Junctions)
14.5
Freight Terminals
14.6
Total Investment Requirements
14.7
Funding Plan
14.8
Agenda for Action
15.0
Projects other than JNNURM:

NOTES:
112
Annexure 11. Indicative Checklist for Evaluating CMPs

This Annexure provides a tentative checklist of the main points to be presented in a CMP. It is
designed to assist with the CMP evaluation process.
Yes
Evaluation of CMP Vision
Is the vision in line with sustainable transport system definition?
Is the key focus area of NUTP i.e. planning for people taken care of?
Is it consistent with vision of CDP / Master Plan? If not, gap area identified?
Is a stakeholder and citizen involvement considered while preparing vision for
CMP? Involvement/consultation should be throughout the study.
Evaluation of CMP content
Sustainability indicator Access and equity e.g. equitable allocation of road
space, connectivity of slum/urban poor residential areas attended?
Are the special recommendations for mobility of the physically challenged,
women, children and elderly made?
Are the integrated land use and transport development along with promoting
balanced regional growth, in line with regional development strategies made?
Is mass transportation promoted?
Is NMT promoted?
Are effective traffic demand management principles and systems proposed?
Is the use of clean alternative fuels like electricity from clean/renewable sources
in public, private and IPT vehicles promoted?
Is efficient movement of freight traffic planned/promoted?
Scope of CMP
Are the target areas and planning horizons clearly identified?
Existing Land Use Plan
Does the CMP fully review the existing land use plans?
Have land use issues in relation to mobility improvement been identified?
Existing Transport System
Does the CMP review the existing reports, plans and proposals?
Does the CMP review and summarize the existing transport infrastructure?
Does the CMP review and summarize the existing public transport system?
Does the CMP review environmental and social conditions?
Existing Transport Demand
Have the necessary data for existing transport demand been collected, based on
the specified formats?
Has the base-year transport demand model been developed with the proper
methodology?
Does the base-year transport demand model estimate traffic volumes with a high
113
Partial
None

Yes
correlation to observed traffic volumes?
Analysis of the Existing Traffic/Transport Environment
Does the CMP show adequately traffic characteristics?
Has an analysis of the road network been carried out, based on the results of a
base-year transport demand model?
Have specific issues for the city been identified, based on comparative analyses
with data from other cities?
Have issues with the existing traffic/transport environment been addressed, with
reference to compiled information and data?
Land Use Scenarios
For cities with a Master Plan: Has the land use scenarios assumed in the CMP
reflected the growth pattern indicated in the MasterPlan?
For cities without a Master Plan: Have realistic and feasible landuse scenarios
been developed, considering the existing situation?
Transport Network Scenarios
Have realistic and feasible transport network scenarios been developed?
Evaluation of Strategic Land Use and Transport Patterns
Is there appropriate consistency between the model and future transport
network/land use scenarios?
Has each scenario been evaluated and compared with the indicators listed in the
toolkit?
Has the network evaluation been conducted with scenarios based on the proposed
measures?
Mobility Framework
Does the mobility framework properly describe the future mobility strategy?
Does the mobility framework focus on integration of transport development and
land use planning?
Have the mobility framework and associated proposed measures been revised,
based on the results of the network evaluation?
Does the mobility framework include consideration of non-motorised transport
(NMT), including pedestrian traffic?
Mobility Improvement Measures
Are the proposed urban transport measures based on the mobility framework?
Have sufficient public transport measures been included?
Have sufficient traffic management measures been included?
Social and Environmental Considerations
Have the social and environmental consideration been addressed appropriately?
114
Partial
None
Annexure 12. List of Maps to be Prepared

1. Maps of Road Network Inventory including:
a. Location of existing footpaths
b. Major intersection locations
c. Existing cycle tracks and widths
d. Location of existing dedicated bus lanes
e. Existing bus stops with and without shelters
f. Existing bus terminals and depots
g. Existing para-transit stops
h. ROW of all major streets
i. Location of on-street/off-street parking
j. Location of regulated parking
2. Maps of Public Transport Systems:
a. Key bus routes
b. Key para-transit routes
c. Frequency counts during peak hours along transit routes (including bus and para-transit)
d. Occupancy counts during peak hours along transit routes (including bus and para-transit)
3. Road safety maps:
a. Key crash locations/black spots
115
Annexure 13. Example of cross-classification method

Population Density Distance from HH
(Persons/hectare) Centre of
Members/Ear
Mean Trip
Town
ner
Length PT choice
Bicycle
Choice
Two
Wheel
Choice
Walk
Choice
Population
Density
(Persons/
hectare)
Distance
from
Centre of
Town
<1
< 2.5
1 - 1.5
< 2.5
1.5- 3
2.5 - 5
1.5- 3
1 - 1.5
1.5- 3
> 7.5
1.5- 3
1.5- 3
1 - 1.5
1.5- 3
<1
1 - 1.5
< 2.5
1.5- 3
>3
1 - 1.5
1.5- 3
>3
<1
<1
1 - 1.5
2.5 - 5
1.5- 3
>3
1 - 1.5
1.5- 3
<1
5 - 7.5
1.5- 3
1 - 1.5
>3
> 500
<1
>3
1 - 1.5
1.5- 3
>3
<1
> 7.5
1 - 1.5
>3
<1
5 - 7.5
1.5- 3
<1
1 - 1.5
>3
150 - 250
1 - 1.5
>3
<1
2.5 - 5
1.5- 3
<1
5 - 7.5
>3
< 2.5
1 - 1.5
>3
250 - 500
<1
> 7.5
Walk
Choice
<1
1 - 1.5
>3
5 - 7.5
Two
Wheel
Choice
>3
<1
< 150
Bicycle
Choice
<1
>3
2.5 - 5
HH
Members/
Mean Trip
Earner
Length
PT choice
<1
1 - 1.5
> 7.5
1.5- 3
>3
1 - 1.5
1.5- 3
>3
Option 1: The socio-demographic forecast indicates that in the future year, the number of household
members per earner will reduce, that is there are more earners in each family. The decision maker can
then take the decision to increase the density in one of the peripheral areas of the city. This will mean
that the forecast of the travel behaviour A (as shown in figure above) for the same area will be
reflected as travel behaviour B (as shown in figure above) for the future year.
Option 2: The decision maker in this case adopts all strategies of option 1, but also plans to convert a
mono-centric town to a poly-centric town ensuring the distance from anywhere in the town to a subcentre in the town is not more than 2.5 kilometer. In this case the forecasted travel behaviour will be
C.
Likewise the decision makers can look at several options that will help them achieve their sustainable
transport objective, and implement the best-suited objective. In the above example only three
indicators are used (Population density, distance from city centre, HH members per earner in the
household. However, a different set of indicators or more can be used to generate a similar crossclassification table for better decision making. For example for a PT-related decision, the indicator
distance from /to PT stop can be included as the fourth indicator in this cross-classification table. For
walk and bicycle choice, road safety related indicator could have been included in this crossclassification table.
116

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GOVERNMENT OF INDIA

MINISTRY OF URBAN DEVELOPMENT

Preparing a Comprehensive Mobility Plan

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Toolkit for Comprehensive Mobility Plan (CMP) Revised (2014)

Institute of Urban Transport (India)

The Institute of Urban Transport (India) is a premier professional non-profit making

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Ministry of Urban Development

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What is a CMP? .................................................................................................................................................... 1

Surveys for CMP Preparation................................................................................................................................. 2

Relationship Between a CMP and Other Existing Plans................................................................... 3

Frequently Asked Questions on Comprehensive Mobility Plan ....................................................... 4

Understanding Key CMP Tasks .......................................................................................................... 5

TASK DESCRIPTIONS ........................................................................................ 6

TASK 1: Defining the Scope of the CMP............................................................................................ 6

Task 2-2 Delineation of Traffic Analysis Zones..................................................................................................... 8

Task 3: Development of Business as Usual (BAU) Scenario ........................................................... 19

Task 4: Development of Sustainable Urban Transport Scenarios ................................................. 28

Task 5: Development of Urban Mobility Plan.................................................................................. 34

Task 5-4 Preparation of NMT Facility Improvement Plan ................................................................................... 36

Task 6: Preparation of the Implementation Program ..................................................................... 39

Methodology for Small Cities .............................................................................. 42

Sample Survey Forms............................................................................................... 43

List of NUIS Scheme Towns .................................................................................... 80

Data Collection Approach Methodology and Sources........................................ 84

Emission Factors for Vehicle Fleets under Alternative Scenarios........................ 94

Sample TOR for Appointment of Consultant for Preparation of CMP .............. 97

Sample Table of Contents of CMP Document...................................................... 105

Annexure 10. Self-Appraisal Checklist to be filled by the consultant/client ............................. 107

Abbreviations and Acronyms

Asian Development Bank

Build Own Operate

Build Own Operate Transfer

Build Operate Transfer

Below Poverty Line

Bus Rapid Transit

Build Transfer Operate

Central Business District

Clean Development Mechanism

City Development Plan

Central Electricity Authority

Composite Environment Fee

Centre for Environmental Planning and Technology

Comprehensive Mobility Plan

Compressed Natural Gas

Civil Society Organisations

Comprehensive Traffic and Transportation Studies

Design Build Finance Operate / Maintain

Design Build Maintain

Design Build Operate Maintain

Delhi Mumbai Industrial Corridor

Detailed Project Report

Environment Pollution Control Authority

Frequently Asked Questions

Floor Area Ratio