Comprehensive Mobility Plan For Jodhpur

Comprehensive Mobility Plan for Jodhpur
TABLE OF CONTENTS
EXECUTIVE SUMMARY
CHAPTER 1 INTRODUCTION .........................................................................1
1.1 Introduction ..............................................................................................2
CHAPTER 2 VISION AND OBJECTIVE ..........................................................3
2.1 The Vision ................................................................................................4
2.2 Objectives ................................................................................................5
2.3 National Urban Transport Policy ..............................................................6
CHAPTER 3 TRANSPORT GOALS ................................................................7
3.1 Snapshot - Today ....................................................................................8
3.2 Mobility Issues .........................................................................................9
3.3 SnapshotTomorrow ............................................................................13
3.4 Transport Goals .....................................................................................15
CHAPTER 4 TRANSPORT IMPROVEMENT STRATEGIES ........................16
4.1 Land Use and Transport Strategy ..........................................................21
4.2 Development of Mobility Corridors .........................................................25
4.3 Public Transit Improvement Strategy .....................................................26
4.4. Intermodal Integration ............................................................................32
4.5 Non- Motorized Transport Strategy ........................................................33
4.6 Parking Management Strategy ..............................................................33
4.7 Freight Management Strategy ...............................................................34
4.8 Traffic Management Strategy .................................................................34
4.9 Stake Holder Meetings...........................................................................35
JODHPUR DEVELOPMENT
AUTHORITY
CHAPTER 5 THE MOBILITY PLAN ..............................................................36

5.1 Mobility Corridor Plan.............................................................................37
5.2 Public Transit Improvement Plan: 2010- 2030 .......................................40
5.3 Passenger Terminal Plan.......................................................................45
5.4 Non- Motorized Transport Plan ..............................................................46
5.5 Parking Management Plan .....................................................................50
5.6 Freight Management Plan......................................................................52
5.7 Traffic Management Plan .......................................................................53
5.8 Environmental & Social Impact ..............................................................72
5.9 Study Outcome ......................................................................................74
CHAPTER 6 IMPLEMENTATION PLAN .......................................................75
6.1 Cost Estimation ......................................................................................76
6.2 Phasing ..................................................................................................79
CHAPTER 7 INSTITUTIONAL FRAMEWORK ...............................................82
7.1 Present Institutional Set-Up ...................................................................83
7.2 Issues with the Present Institutional Set - Up .........................................83
7.3 Proposed Institutional Framework .........................................................84
CHAPTER 8 CAPACITY BUILDING PROGRAMME .....................................89
8.1 Road User Education .............................................................................90
JODHPUR DEVELOPMENT AUTHORITY
ii
Comprehensiv
ve Mobility Plan for
f Jodhpur
Executive Summary
S
EXECU
UTIVE SUMMA
ARY
Backgro
ound
Jodhpur Development Authority
A
(JDA) has
h
entrusted th
he task of prepa
aring the
Compreh
hensive Mobility Plan for Jodhpu
ur to M/s Wilbu
ur Smith Associa
ates. The
objectives
s of this study are
e:
To
T provide a long-term vision and
a
goals for desirable
d
urban transport
development
d
in th
he city
To
T propose a list of urban transp
port measures to
o be implemented
d within a
tiime span of 20 ye
ears or more and
To
T ensure that the most app
propriate, sustain
nable and costt-effective
Im
mplementation prrogram is underta
aken in the urban
n transport sector
The study
y was completed
d under various ta
asks as per the te
erms of reference
e and the
tasks are
e listed below:
Task
T
1 Collect Data
D
and Analyze Urban Transportt Environment
Task
T
2 Prepare and
a Evaluate an Urban Transport Strategy
Task
T
3 Develop Urban Mobility Pllans
Task
T
4 Prepare Implementation
I
P
Program
Task
T
5 Social & Environmental Im
mpact Assessmen
nt
Task
T
6 Stakehold
der Consultations
s
The esse
ence of the stud
dy is to enable JDA to impleme
ent the recomme
endations
contained
d in the report on a priority basis.
JODHPUR D
DEVELOPMENT AUTHORITY
Comprehensive Mobility
y Plan for Jodhp
pur
Executiv
ve Summary
The study
y seeks to move
e people, not vehicles, by emphas
sizing public transport and
non-moto
orized transport and
a
integrating the land use with
h transport netwo
orks. The
vision forr transport in Jod
dhpur ensures tha
at the city will ha
ave high class su
ustainable
and efficient transport system that will trigg
ger the city to bec
come economicallly vibrant,
environm
mentally sustainable and an Inte
ernational Touris
st Destination. Transport
T
investment program consists of short, medium and long-term
m projects.
Problem
ms and Issues
Increasing travel demand with increased economy has ag
ggravated the pre
essure on
the frail in
nfrastructure by adding
a
hoards off private modes of
o transport (cars and twowheelers) on to the road. Jodhpur district has a total num
mber of 10,10,22
26 motor
vehicles registered
r
till the year 2008-2009,, of which two wh
heelers and cars constitute
c
82% and
d 15% respective
ely. Increase in the number of registered
r
vehicle
es on the
limited ro
oad space has lead to overcrowding and congestio
on on roads. The
e average
annual growth rate of veh
hicles in Jodhpurr district is 9%, which
w
indicates towards
t
a
greater ve
ehicle population in the future.
The analy
ysis of collected data from primarry and secondary
y sources has brought the
following major issues reg
garding the transp
port system of Jod
dhpur:
1. Road
R
Infrastructurre: Insufficient roa
ad space especia
ally in the old city area due
to
o parking on road
ds, encroachmen
nt on carriageway
y and hawking. The
T roads
offer
o
very less scope for widening
g. Most of the roa
ads do not have adequate
in
nfrastructure facillities such as stre
eet lighting and trraffic control mark
kings and
signages.
s
Due to the lack of the circumferential
c
ne
etwork compleme
enting the
existing
e
radial ro
oad network, ce
entralization of in
ntercity trips tak
kes place
th
hrough the CBD area,
a
leading to traffic snarls.
2. Traffic:
T
Traffic composition in
ndicates a very
y high share of
o private
personalized
p
veh
hicles (nearly 70%).
7
This indicates inadequatte public
JODHPUR D
DEVELOPMENT AUTHORITY
3.
4.
5.
6.
Executive Summary
transportation system. Very high traffic volume is observed in CBD area. V/C
ratio of all major roads exceeds 1.0. There is considerable overcrowding on
radial roads due to lack of bypass roads. The average speed on the roads of
the city in the commercial area is 13 kmph during peak hours. Many junctions
are not up to geometric design standards and getting congested during peak
hour. Bus stops and commercial establishments located close to many
junctions adding to the congestion woes.
Public Transport: The private mini buses, Taxis and Autos that are operated
in the city are inadequate and often overcrowded. The bus fleet is currently
around 700 of which the share of mini buses is around 540. The available
buses per lakh population is 33 which is less than desirable (60/lakh). The
entire fleet of minibuses is concentrated on 18 routes (Lucrative routes).
Around 160 RSRTC buses run on 24 Mofussil routes. The public transport
infrastructures such as bus shelters are inadequate and ill maintained.
Bus Terminals: Central Bus Terminal is located near Paota circle which is
also in close proximity to the Raikabagh Railway Station. The terminal has
inadequate facilities and often crowded with passengers, crew and the rolling
stock.
Non-Motorized Facilities: Even though 45% of the trips are made by cycle &
walk, they are not given adequate importance with respect to the available
road infrastructure facilities. Pedestrian do not have safe crossings and
footpaths are mostly encroached by hawkers at several locations especially
in the old city. Many locations in the city warrants for pedestrian grade
separated facilities.
Parking: Absence of off-street parking facilities result in haphazard parking
along the roads, leading to congestion on roads especially in and around old
city area. More than 50% of the roads are used for On-Street parking. About
70% of the vehicles are parked for less than half-an-hour duration especially
in the walled city area.
Executive Summary
7. Other Issues: Most of the major junctions warrant grade separators as they
exceed 10000 PCUs. Around 6 % of the traffic is through traffic which has no
business to enter the city. Accidents statistics shows fatal accidents are
significantly high.
8. Even though the city is only 332 sq. km, the total planning area called
Jodhpur Region constitutes the surrounding towns & villages with an area of
988 sq. km. Major developments are expected towards North East, South
and South West direction. If the present situation in Jodhpur continues the
transport system will only get worsened if nothing is done. Do-Nothing
forecasts show that network speed is likely to reduce to 21 kmph by 2030,
leading to highly congested network. The increased transport demand, the
road network, public transport system must be taken into consideration and
the transport network should be planned efficiently.
9. The future land use strategy of Jodhpur aims at the growth in the tourism,
industrial and educational sectors. Improved connectivity for the region as a
whole will play a vital role in enhancing the development of various sectors
which will improve the economy.
Urban Mobility Strategy

The mobility goals for Jodhpur are addressed through a multi-pronged approach.
Solutions for complex transport improvements cannot be achieved by a single
strategy. The strategies set for Jodhpur are Land Use and Transport Strategy,
Development of Mobility Corridors, Public Transit Improvement Strategy, NonMotorized Transport Strategy, Parking management Strategy, Freight management
Strategy and Traffic Management Strategy.
A set of performance indicators has been developed as goals to be achieved for the
city. The goals have been defined based on the vision and the objectives. The goals
were set in consultation with JDA and the Stakeholders. The mobility strategies
Executive Summary
(addressed in the subsequent chapter) developed will aim at attaining these goals.
The goals set for Jodhpur are shown below:
Index
Formulation
Present
Goal
8%
35%
PT Mode Share
Public Transport Trips /

Total Trips
IPT
Registered IPT vehicles /

Lakh of Population
1507
1600
Walkability
Footpath Length / Road

Length
51%
100%
Fatality
No. of Fatalities / Lakh of

Population
14
NMT
% of NMT trips in total trips
45%
45%
Transport Demand Forecast and Analysis

Population of the study area is expected to increase from 12.65 lakhs in 2010 to 28
lakhs in 2030. Considering proposed land use, transport sector requirements upto
2030 are assessed using travel demand model using the CUBE software. The
transport sector recommendations contained in the various state and local
governments have been examined before making the assessments.
For the purpose of transport demand analysis, two scenarios have been analyzed as
follows:
Scenario 1: This scenario considers a do nothing situation wherein no Improvement
in the existing system is proposed. The purpose of the scenario is to identify the
magnitude of the problem and the extent of meeting the vision if no measures are
taken to overhaul the transport system in the city.
Executive Summary
Scenario 2: In addition to the proposals that are on the anvil, scenario 2 considers
the implementation of certain mobility strategy plans as detailed later in this section.
1.97 lakhs trips during peak hour by mechanical modes are estimated to be
generated in 2030 against 60 thousands in 2010. Present modal split of 8% of public
transport is estimated to fall to 6 % by 2030 for scenario 1. As most of the trips are
undertaken by personalised modes significant congested conditions would prevail.
For scenario 2, modal split in favour of public transport is expected to improve to 34%
by 2030. This modal split is in near conformity with the desirable modal split for
Jodhpur. The study, thus, recommends scenario 2 that would fulfill the vision and
goals set forth for Jodhpur and also fulfills the objectives of the transport sector
development integrated with the proposed land use.
Suggested Mobility Plan

Mobility Corridor Plan
Twelve corridors are designated as mobility corridors. It focuses on mobility and aims
to maximize the throughput of people. The mobility corridors for the study area
constitute of radial roads complemented with semi-circumferential roads to form a
radial and semi-ring pattern. The roads forming the radial and semi-ring network are:
1.
2.
3.
4.
5.
6.
7.
8.
9.
New Pali Road & Mandore Road (NH-65)

Banar & Barmer Road (NH-112)
Chopasni Road
NH 114
Jaisalmer Bypass Road extended as Inner Ring Road
Outer Ring Road (Proposed)
Kayalana Road
Kadri Road
Residency Road

10.
11.
12.
Executive Summary
Paota B Road
Paota C Road
SH 65
These corridors get priority for increasing the throughput as well as operating level of
service.
Ring Roads are suggested for Jodhpur as shown in the figures so that the traffic that
is not destined to the core and inner areas can bypass the city without going through
the core area. Maximum peak hour traffic on ring roads will be 1600 PCUs in 2030
and the rest of the identified mobility corridors such as NH 65 and NH 112 carries
maximum peak hour traffic of 3400 PCUs in 2031.
Public Transport Plan

It is estimated that there will be about 1.97 lakhs peak hour public transport trips
(intra-city) by the year 2030. To cater to this demand a fleet size of 1700 buses is
required. To improve the public transport service, the main strategy adopted is to
improve the existing Terminals and segregate the mofussil services from the local
services. Several new bus routes are proposed as shown for improving the service in
the developing area. Along with that around 320 bus shelters are proposed in the
study area. Several Corridors have been identified for higher order mass transit
systems such as Bus Rapid Transit System (BRTS) and Monorail for different
alternatives as shown. The demand and the appropriate systems on various corridors
are presented in the following Table and figure.
Al.
No
From
Executive Summary
Average
Right of way
available (M)
PPHPD
2020
System
Phase I
2010-2020
System
Phase II
2020-2030
Via
To
Length
(Km)
NH-112
Daijar
24.7
18-22
3600
BRTS
14200
Monorail
Chopasni
5th Road Circle
8.72
20-25
800
High Density
Bus Corridor
4200
High Density
Bus Corridor
PPHPD
2030
Jaisalmer Bypass on
NH-112
Chopasni Housing
Board
Agolai
NH-114
Akalia Circle
16.64
20-25
Agolai
NH-114
Bal Salmand
Lake
15.61
15-20
700
High Density
Bus Corridor
2300
Daijar
NH-65
Vinakiya
18.1
15-20
600
High Density
Bus Corridor
1100
High Density
Bus Corridor
Banar Road
Chain Pura
Mandore Road
9.08
10-15
1700
High Density
Bus Corridor
Chopasni Housing
Board
Jaisalmer Bypass
Daijar
46
20-30
1200
BRTS
Paota Circle
NH-112
Dangiyawas
24.09
25-35
950
BRTS
3600
BRTS
Barkatullah Stadium
Residency Road
Khejrali
24.72
15-20
700
BRTS
4500
BRTS
10
Kankani
New Pali Road
Paota Circle
26.31
25-35
1200
BRTS
5300
BRTS
11
Mogra
Basni Industrial
Area
Kadri Road
18.87
15-20
600
High Density
Bus Corridor
1000
High Density
Bus Corridor
12
Pal
NH-112
Jaisalmer
Bypass on NH112
12.06
25-35
1700
1600
High Density
Bus Corridor
High Density
Bus Corridor
BRTS
Executive Summary
Suggested Mass Transit Systems
Executive Summary
Passenger Terminal Plan

The existing unauthorized mini bus terminals locations are identified and proposed to
be regularized with required land acquisition. Apart from this Intermodal Stations are
suggested at the following two locations with provision for park-and-ride system.
Paota Circle
Bombay Motors Circle
Non Motorized Plan

About 320 kms of roads were identified for construction of footpaths. About 5
locations were recommended for grade separated pedestrain facilities. zebra
crossings are recommended at all major junctions and busy roads where grade
separation is not warranted. A minimum usable width of 1.5 m should be provided for
footpath. Cycle track is proposed along all mobility corridors and cycle only lanes are
proposed inside the old city. A Skywalk is proposed between the Central Bus
Terminal and the Raikabagh Railway Station as it will be an easy pedestrian passage
without any conflict with vehicles.
Freight Management Plan

In the freight management plan goods delivery time in the core city need to be
restricted during 7 am to 10 pm and it is estimated that about 4 truck terminals are
required for the year 2030 as shown apart from improving the existing truck terminal
at Transport nagar. The proposed truck terminals will also serve as catalyst for
employment generation as well as for the economy of the area.
Executive Summary
Parking Management Plan

To cater to the parking demand, off-street parking facilities are suggested in addition
to the on-street parking. Organise on-street parking on Sardarpura C Road, Station
Road, Residency Road, Nai Sadak by providing designated parking bays.
Off-street parking structures are at the following locations:
Near Rajiv Gandhi Statue at Nai Sadak Circle
Old Municipal Corporation Building
Traffic Management Plan

Traffic Management Plan includes Junction improvements including redesign, Bus
shelters at bus stops, Street lighting, Signs and markings and Safety measures.
Improvements are required for several junctions in the city. However following are the
representative junctions that are selected for showing the improvements in detail.
Similar improvements shall be made for other locations also.
1. Paota Circle
2. Nai Sadak Circle
3. Sojati Gate Circle
4. Jalori Gate Circle
5. Shani Temple Circle
Rail over bridges are suggested at the following locations:
Bandwasiya
Manklav railway level crossing on Mathania road.
Executive Summary
Tourist Route: It is proposed to improve the route as shown to enable the tourist to
visit all the locations easily. Similar to other cities in India such as Chennai, Hop-on,
Hop-off bus services can be introduced. The tourist places that are covered in this
route are Maha Mandir, Jaswant Thada, Fort & Museum, Ghanta Ghar, Umaid
Museum & Zoo and Umaid Bhawan Palace.
Pavement markings such as: Center line, Traffic lane lines, Stop lines, Pedestrian
crossings, Parking space limits, Kerb marking for visibility, Obstruction marking, etc.
must be provided keeping in view all users of the road and especially for night time
driving. Markings should be provided according to IRC:35-1997. In general, it was
observed that the traffic signs are found wanting in Jodhpur. It is recommended that
proper signs be installed at appropriate locations. Road signs are classified into three
categories: Mandatory/Regulatory signs, Cautionary/Warning signs, and informatory
signs. It is recommended that signs near schools should be installed on priority basis.
All the traffic signs should be facilitated as per the guidelines provided in IRC
publication 67-2001.
As per the accident records the following locations/stretches were identified as the
major accident prone locations
1.
2.
3.
4.
5.
6.
7.
8.
9.
Mama Bhanja Dargah ke pass

Khetsingh ka Bangala
Pawta Sabji Mandi
Circuit House
Panchbatti Chauraha
Nai Sadak
Sarannagar Naka Banad Road
Amrita Devi Park Road
Pili Tanki University Gate

10.
11.
12.
13.
14.
15.
16.
Executive Summary
Pal Balaji Churaha Housing Board

Preksha Hospital ke pass Pal Road
Hanuvant School ke samane Pal Road
Kudi Gaon ke pass Pali Road
D.R.M. Office Road
Jhalamand Circle Naka Pali Road
Kayalana Tiraha
Road Safety needs to be ensured by providing Markings, speed breakers,

Channelizers, Traffic Islands / rotaries, signages, street lighting and adequate safety
patrol programmes.
One way systems are one among the various short term traffic management
measures that ensures smooth traffic circulation for a short period until other medium
and long term measures are implemented
Signal Optimization and Co-ordination, Pedestrian Crossing Facilities, Regularized
On-Street Parking, Traffic Signages and Markings and Vehicle Emission Checking
centre are some of the measures that will improve the mobility and safety at the work
centres located near Paota Circle, Nai Sadak Circle, Sojati Gate Circle, Jalori Gate
Circle, Riktiya Bheruji Circle, Shani Temple circle, Bombay Motors circle and Akalia
circle.
Old City area requires exclusive traffic control facilities such as ATC. Some of the
short term measures that can be implemented in this area are
Parking Improvement
Cordon controls
Footpath
Signage and Road Markings
Executive Summary
One-way plans
Vehicle segregation & Enforcement
Encroachment & Hawker Management
Some of the locations identified for implementing the above measures are Cycle
Market, Sardar Bazaar, Mirch Bazaar, Machhi Market, Kandoi, Nai Sadak and Sabji
Mandi near Paota circle
Overall awareness of the traffic discipline and compliance with the traffic rules by
road users in Jodhpur is below the desired level. Traffic Police will have to offer
positive leadership in the form of education and enforcement to make people
responsible and rule abiding road users.
The proposed projects have less impact on the environment. The elements of
emissions from vehicles such as Carbon-mono-oxide, Hydrocarbons and Particulate
matter have significantly reduced during the year 2030. The impact of the proposed
projects from the social angle is analyzed and found that most of the projects have
significantly less impact with respect to Rehabilitation and Resettlement. However
land acquisition for some of the projects is inevitable.
With the implementation of the suggested urban strategy the share of personal mode
of travel is forecasted to reduce to 44% from 65%, while the public transport share
will increase to 34% from 8%.
Summary of the cost estimates for various projects is given in Table 1. Overall cost
of the entire plan is estimated as Rs. 6330 Crores. Out of this the Public Private
Partnership (PPP) potential is estimated to be around Rs. 1900 Crores.
Executive Summary
Table 1: Summary of Proposed Projects and Cost Estimates (2010 prices) (Rs Crore)
Rate in Crores
No
Item
Total
Quantity
Unit
Rate
Cost
Junction Improvement
No.
0.25
1.25
Bus shelters and bus bays
320
No.
0.15
48
Foot path cum drain
320
Km
0.45
144
Traffic & Pedestrian Management

measures (Signages and Markings)
LS
Km
Flyovers/Underpasses/ROBs
No.
20
140
Pedestrian Crossing Facilities (grade

separated)
No.
12
Off-street Parking sites
No.
Augmentation of Bus fleet along with

Route Rationalization Study
1700
No.
0.5
850
High Order Mass Transit (BRTS)
90.2
Km
12
1082.4
10
Road Widening (2 to 4 lane & 4 to 6

lane)
155
Km
465
11
Core Area Plans
12
New Links
79
km
474
13
Bus Terminal
No.
42
14
Truck Terminal
No.
15
Area Traffic Control (4 lane)
LS
16
Intermodal Transfer Facilities
No.
16
17
High Order Mass Transit ( Monorail)
25
Km
110
2750
18
Bike Lane
342
km
0.75
256.5
19
Tourist route
LS
km
LS
Total
15
0.5
6325.65
Executive Summary
Institutional Strengthening
The responsibilities for policy making, planning, investment, operations and
management should be stream lined and strengthened in the institutional setup
recommended. An empowered body should coordinate, over see and regulate the
entire transportation project. Frame work is critical for effective Public Transport. It
should address all the functions, clearly assign responsibilities and be responsive to
the policy concerns of all citizens (mobility needs, air quality, and traffic safety).
In this regard, the Institutional Framework suggested for Jodhpur based on the gaps
identified in the current setup is shown in the figure. The suggested Institutional setup will have Three Tiers. Each tier is responsible for some specific suggested
functions. Co-operation among the tiers is very important.
Executive Summary
Road User Education

Special traffic drives are to be planned by the traffic police of Jodhpur for making the
public aware of the traffic rules. Also the procedure for imposing fines at the spot for
defaulters may be reviewed in view of large backlog of pending traffic offence cases.
Periodic road safety public campaigns including exhibitions, lectures and film shows
are also necessary for road user education in Jodhpur. The target audience shall
include all road users including drivers of public vehicles.
Training
In order to enhance the knowledge of engineers, planners and other staff of the
municipality in the field of transportation, it is necessary to conduct training programs
in the form of workshops. The workshops should cover the basics of urban transport
planning process, the surveys to be conducted, the forecasting of the future traffic
etc. Training and awareness program should be conducted by the Traffic Police at
schools, employment centers and also at residential hubs. The training should be
focused on adherence to driving rules and safety during driving (importance of
helmets, even for pillion drivers).
Chapter 1
Introduction
1.1
Introduction
Jodhpur, the second largest city in Rajasthan, is one among the popular tourist
destinations of India. It is known as the "Sun City" because of its bright and sunny
weather. Jodhpur, with a current population of 12.65 lakhs (projected from 2001) is one
of the fastest growing cities of the country with an annual average growth rate of 3%
slightly more than that of the nations urban growth. On an average about 4000 tourists
visit the city every day.
It is envisaged that by the year 2030, the population within the Jodhpur Region will be
about 28 lakhs. This would translate into about 1.97 lakh peak hour motorized trips in
the year 2030, which will be about 3 times the present day peak hour trips.
The need for this study arises from the fact that transport improvement projects
completed or underway in Jodhpur such as bypass, junction improvements, flyovers,
ROBs etc) are only projects viewed and planned in isolation and not really intended to
be part of an overall transport plan for the town. Also, one of the prerequisites for
funding under the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) is that
each identified project needs to be a part of a larger comprehensive thought process.
The Comprehensive Mobility Plan (CMP) for Jodhpur seeks to provide a comprehensive
transport master plan that will emphasize the movement of people and goods, not just
motor vehicles, and so will give priority to public transit and non-motorized modes. This
report includes within, a transport investment program containing short, medium and
long-term projects that fits into this study. While this study reaches out into the future (20
year horizon), with growth and fluctuations seen in our fast growing economy, the
fundamentals of the study need to be revised at least every five years, if not earlier.
Chapter 2
Vision and Objectives
Comprehensiv
f Jodhpur
2.1
The
T Vision
The mob
bility plan seeks to move people
e, not vehicles. By emphasizing
g the preeminence
e of public transp
port and non-moto
orized transport and
a integrating the
e land use
with transport networks, it seeks to achieve the objectiv
ves of the National Urban
Transporrt Policy (NUTP) in
i Jodhpur. The vision for transpo
ort in Jodhpur en
nsures that
the city will
w have high clas
ss sustainable an
nd efficient transp
port system that will trigger
the city to
o become econom
mically vibrant, en
nvironmentally su
ustainable and intternational
tourist de
estination.
To
o ensure that th
he Jodhpur City will have
hig
gh class sustaina
able and efficien
nt transport
sys
stem that will trigger the city to become
eco
onomically
v
vibrant,
envirronmentally
sus
stainable
and
d
internationa
al
tourist
des
stination
JODHPUR DEVELOPMENT
D
AUTHORITY
Comprehensiv
f Jodhpur
2.2
Objectives
O
d pace of urbaniz
zation that Jodhpu
ur has witnessed will continue in future and as
The rapid
a conseq
quence it is imperrative that the tra
ansport system must
m
support the Jodhpur city
and regio
onal development. The existing in
nfrastructures and
d facilities of tran
nsport in the
town will be inadequate to
t adequately me
eet the demands
s of the future grrowth by the
horizon year.
y
Integration of
o transport facilities with the economic activity area
as must be a
priority. In
I spite of having and relying on non-motorized
n
mo
odes of transport (about 45%)
non-moto
orized facilities arre deplorable and needs to be imp
proved and integra
ated with the
public tra
ansport system. The
T
increased ve
ehicular traffic ha
as deteriorated th
he quality of
environm
ment of Jodhpur.
In order to
t address the ex
xisting and envisa
aged mobility situation in 2030 and
d to fulfill the
vision sta
ated above, the fo
ollowing objective
es need to be ach
hieved:
ntegration of land
d use and transpo
ort-connectivity
In
Im
mproved accessibility
Im
mproved pedestrrian facilities
In
ntroduce parking facilities
Im
mproved safety of
o travel
Reduction
R
in traffic congestion
Reduction
R
in pollu
ution
The plan contain strategies that fulfill

T
th
he vision and co
onfirm the objec
ctives of
N
National
Urban T
Transport Policy
y
2031
(Tons/day)
Carbon Monoxide
15.53
Hydro Carbons
6.06
Particulate Matter
0.51
Oxides of Nitrogen
4.61
EMISSIONS RE
ESULTS Do No
othing
JODHPUR DEVELOPMENT
D
AUTHORITY
Comprehensiv
f Jodhpur
2.3
National
N
Urban Transport Policy
P
The NUT
TP has been forrmulated by the Ministry of Urban Developmentt in 2006 to
transform
m the current urrban transport sy
ystem into a sa
afe, convenient and
a
efficient
transporta
ation system acro
oss all urban area
as in India. The objectives
o
of the NUTP
N
are:
ntegrating land us
se and transport planning
In
Priority
P
to the use of public transpo
ort
In
ntegrated public transit
t
system
Pedestrian
P
Facilitiies and pathways
s
NonN
motorized Vehicles
Parking
P
and freigh
ht traffic managem
ment
Capacity
C
building
Road
R
safety
Pollution
P
reduction
n
This stud
dy essentially will suggest various actions that lead
d towards the vis
sion and also
conform to
t the general objjectives of the NU
UTP.
JODHPUR DEVELOPMENT
D
AUTHORITY
Chapter 3
Transport Goals
Comprehensiv
f Jodhpur
3.1
Snapshot
S
- To
oday
Being th
he only and ma
ajor service city
y for entire we
estern Rajasthan
n, Divisional
Headqua
arters and also th
he judicial head quarters, Jodhpu
ur attract more population.
p
It
has beco
ome almost a surrrogate capital city
y of Rajasthan. The
T proportion off in-migration
to the tota
al population of th
he city in 2001 wa
as 14.34% (122111 persons).
The rurallurban migration
n pattern shows that share of rurral in-migration is
s more when
compared
d to urban in-migration to Jodhpurr in census year 2001.
2
66% of the in-migration
to Jodhpur were from Ra
ajasthan and restt from others parts of the countrry. The main
reasons for
f migration to th
he city have been
n employment, ma
arriage and mem
mbers moving
along witth the household
ds (which include
e most of the old, the females, children) for
domestic
c helps. Employm
ment is an importa
ant component off migration, becau
use, Jodhpur
is one of the important trade and comm
mercial centre of Rajasthan. Its handicraft is
famous in
n international ma
arkets.
Most of the traditional economic
e
activitie
es are located in the old city. Due to the
developm
ment of industries
s outside the citty the surroundin
ng areas are gro
owing faster
especially
y the north easte
ern side, the soutth west and the south astern parrts. Unequal
spatial de
evelopment has le
ed to pockets of high
h
density in terms of population
n growth and
employm
ment, putting press
sure on the urban
n infrastructure an
nd environment of
o the city.
e scope of the stu
udy is to attain mobility solutions for
f the Jodhpur ciity, the study
While the
area inclu
udes a much larg
ger area taking intto account all are
eas that have influ
uence on the
mobility is
ssues of the city. The study area is the Jodhpur re
egion that extent to
t an area of
988 sq.km
m:
JODHPUR DEVELOPMENT
D
AUTHORITY
Comprehensiv
f Jodhpur
3.2
Old City
3.14 Sq. Km
Rest of JMC
28.51 Sq. Km
22
Rest of JDA
75
55.53 Sq. Km
Mobility
M
Issue
es
ss the existing mo
obility issues, a large scale data collection effort that
t
included
To asses
several trraffic & socio ec
conomic surveys were undertake. Formats of the surveys are
shown in
n Annexure1. The
T
transportatio
on related issues
s in Jodhpur th
hat must be
addresse
ed for its impact on
o the transport sy
ystem include:
Road Inffrastructure
The
T study area ha
as a total road ne
etwork of around 700 km. Approxiimately 34%
of
o the roads are tw
wo lane roads. Although
A
9% of the
e roads surveyed
d are 4 lane,
parking
p
and encroachments on ca
arriageway has led
l
to underutiliz
zation of the
ro
oad capacity.
Due
D to spatial disp
parity in growth, traffic
t
movement is from periphery
y to the core
city.
c
The radial roads
r
especially in the peripherry are inadequatte, with the
absence
a
of more circumferential
c
ro
oads connecting the
t radial roadwa
ay system.
The
T roads in and around old City are congested due
d to unauthoriz
zed parking,
hawkers,
h
encroac
chments and traffiic indiscipline.
In
nsufficient road space:
s
Inside old city, roads leadin
ng to markets such as Cycle
Market,
M
Sardar Bazaar, Mirch Baz
zaar, Machhi Ma
arket and Kandoi Bazaar are
to
oo narrow due to encroachme
ents, lack of prroper regulations
s and poor
maintenance
m
therreby causing prob
blems related to both
b
traffic and in
nfrastructure
in
nstallations.
JODHPUR DEVELOPMENT
D
AUTHORITY
Comprehensiv
f Jodhpur
Personalized Transport
Jodhpur
J
district ha
as a total numberr of 10,10,226 mo
otor vehicles regis
stered till the
year
y
2008-2009, of which two wheelers and four
f
wheelers (c
car & Taxi)
constitute
c
82% an
nd 15% respective
ely.
The
T
average an
nnual growth ra
ate of vehicles in Jodhpur is about 9%,
substantially
s
highe
er than the population growth rate
e. Increase in th
he number of
re
egistered vehicle
es on the limited
d road space ha
as led to overcrrowding and
congestion
c
on roa
ads.
Public Trransport
Private
P
bus operrators dominate and compete with
w
the Govern
nement bus
system.
s
The
T bus system both
b
public and private are inadeq
quate in terms of comfort and
frrequency. They always
a
operate at
a crush capacity.
The
T bus fleet is cu
urrently around 700
7 of which the share
s
of mini bus
ses is around
540.
5
The availab
ble buses per la
akh population is
s 33 which is le
ess than the
desirable
d
( 60/lakh
h)
Due
D to inefficient rationalization off routes, public trransit routes are unregulated,
with
w too many bus
ses in one route causing
c
confusion
n and congestion.
Bus Term
minals
Central
C
Bus Stand near Paota cirrcle is the only bus terminal in Jo
odhpur. Few
unauthorized
u
road
d side parking off buses also prev
vails in and arou
und Jodhpur
city.
c
In
nadequate facilities in the bus stan
nd and bus shelte
ers.
Absence
A
of interm
modal facilities.
Need
N
for sub term
minals.
JODHPUR DEVELOPMENT
D
AUTHORITY
10
Comprehensiv
f Jodhpur
Traffic
Traffic
T
volume is very high in the
e vicinity of old city.
c
Volume-Capacity ratio is
fo
ound to be more than 1 during the
e peak periods.
About
A
6% of traffic
c is through traffic
c that has no bus
siness in the city.
Many
M
junctions arre congested during peak hours.
Many
M
junctions are not up to geo
ometric design sttandards. Low sight distance
and
a turning radius
s prevails at many
y junctions.
Bus
B stops and acc
cess to minor roa
ads are located closely at many jun
nctions.
In
ntermediate trans
sport modes like
e auto-rickshaws,, cycle rickshaws
s and camel
carts
c
are prevalen
nt in the core city area.
The
T average spee
ed in the commercial areas of the
e city is 13 kmph during peak
hour.
h
Parking
Absence
A
of off-sttreet parking fac
cilities result in haphazard parking along the
ro
oads, leading to congestion
c
on roa
ads in the core city area.
About
A
70% of the vehicles are park
ked for duration of
o 30 min or less.
Highest
H
parking demand is recorde
ed in and around the old city area..
Safety
Number
N
of accide
ents in the year 2009
2
was nearly 500.
5
About 74% of these are
fa
atal.
On
O an average ab
bout 150 fatal acc
cident per year ha
ave occurred sinc
ce 2005.
JODHPUR DEVELOPMENT
D
AUTHORITY
11
Other Issues
Lack of enforcement of traffic rules, especially inside the old city.
Lack of traffic awareness among the citizens.
Need for adequate truck terminals
Average journey Speed 13 kmph (core areas)

30 kmph (total network)
Walkability (Footpath Length /Road Length) 51%
Non-Motorized Facilities
The share of non-motorized trips is 45%. Of which about 38% are walk
trips. There is significant usage of cycle rickshaws and bicycles in the
city especially near core area.
Lack of organized NMT facilities like pedestrian crossings, cycle rickshaw

stands, bicycle lanes etc.
Footpaths are encroached by hawkers
Fatality Index (Fatalities/Lakh Population) - 30
Public Transit Share (Motorized)-8 %
Non-Motorized Travel share-45%
The detailed analysis of the present traffic characteristics of the study area is
presented in Annexure 2.
The present situation in Jodhpur will continue to worsen if nothing is done.
Do-Nothing forecasts show lower network speed of 20 kmph in 2030.
12
3.3
SnapshotTomorrow
The future land use strategy of Jodhpur aims at the growth in the tourism and industrial
sectors. Jodhpur will continue to grow as a tourist destination; hence, many tourism
related businesses thrive in the town. Other developing residential nodes include Rajiv
Gandhi Nagar, Ramraj Nagar, Vivek vihar etc, in the south and southwest. Several
industries, educational institutions and military establishments are the major
developments proposed in the north and eastern direction. The estimation of population
and employment is detailed in Annexure 2.
Population
The distribution/estimation of population at zonal level has been carried out by
considering the physical growth restrictors like hills, nallahs, land use, density pattern of
the zone amongst other parameters. By 2030, some zones will continue to exhibit lowdensity pattern with population density less than 5000 persons/sq. km. This is mainly
due to the presence of natural spatial growth constraints like nallahs, hills, etc. In case of
zones in the vicinity of the development hubs and proposed SEZ, the densification will
significantly intensify. The total population of the Jodhpur study area is anticipated to be
28 lakhs by 2030.
Employment
The employment projection is carried out considering the future growth drivers or major
economic activities like the development of several industries in and around RIICO
industrial area, military establishments such as Army aviation centres, institutions for
higher learning such as Indian Institute of Technology, Ayurvedic University, Private
Engineering colleges etc. In 2030, the employment for the study area is anticipated to be
9 lakhs..
Year
2010
2030
Population
1265324
2799015
Employment
391028
915192
Trips
60555
197978
0.43
0.63
PCTR (Motorized)
13
Transport Demand
Based on the growth scenario, the transport situation for Do-Nothing
scenario is shown for the year 2030, and compared to year 2010 as
predicted by the Transport Demand Model developed for this specific
purpose. The model has been developed using the software CUBE 5.0.
It is projected that there will be about 1.97 Lakh motorized peak hour
trips in 2030 up from 0.6 Lakh in base year (2010). The process of model
development and demand estimation is given in Annexure 2.
Base Year
Mode
TAXI
Total (motorized)
Do Nothing
Scenario
Peak Trips
Nos./%
(2010)
Peak Trips
Nos./%
(2030)
11725 / (19.5%)
82057 / (41.4%)
28075 / (46.5%)
41862 / (21.1%)
14869 / (25%)
57967 / (29.3%)
897 / (1%)
4089 / (2.1%)
4989 / (8%)
12004 / (6.1%)
60555 / (100%)
197978 / (100%)
14
3.4
Transport Goals
A set of planning level performance indicators have been developed as goals to be

achieved for the city. The goals have been defined based on the vision and the
objectives. The goals were set in consultation with JDA and the Stakeholders. The
mobility strategies (addressed in the subsequent chapter) developed will aim at attaining
these goals.
The goals set for Jodhpur transport system are illustrated here
Transport Goals for Jodhpur

Index
Formulation
Present
Goal
8%
35%
PT Mode Share
(Motorized)

Total Trips (Motorized)
IPT
Registered IPT vehicles /

Lakh of Population
1507
1600
Walkability

Length
51%
100%
Fatality
No. of Fatalities / Lakh of

Population
14
NMT
% of NMT trips in total trips
45%
45%
15
Chapter 4
Transport Improvement Strategies
16
The mobility goals for the Jodhpur Region will need to be addressed through a
multipronged approach. The following strategies need to be adopted in tandem to meet
the various transport goals set for Jodhpur.
I.
II.
III.
IV.
V.
VI.
VII.
Land Use and Transport Strategy

Development of Mobility Corridors
Public Transit Improvement Strategy
Non-Motorized Transport Strategy
Parking management Strategy
Freight management Strategy
Traffic Management Strategy
It is important to note that each of the above strategies is equally important and the
order of listing does not imply priority. Each of the broad strategies include sub
strategies of immense importance. The strategies when implemented through specific
projects shall fulfill the goals and objectives of the study. The following table highlights
the specific strategies and policies and the sections thereafter discuss these strategies
in detail.
17
Sl.No
Strategy
Moving people rather than

vehicles
Integrating land use and

urban transportation
Priorities to non-motorized
transport (NMT)
Optimizing the existing

road and transport
infrastructure
Policy
Augmenting the coverage and capacity of the rail and bus transits
Priority for bus transit by reservation of lanes along major arterial roads
Differential pricing commensurate with the LOS for public transit.
Running mini-buses for railway/metro stations access
Developing a transport network based on Comprehensive Transport & Traffic Study
Restructuring the land use distribution around MRTS/transit nodes
Reduce the gap in the supply of minor arterial/collectors. Develop grid network in outer areas
Footpaths in residential streets and on major roads with commercial activities
Redeeming the existing footpaths from encroachments & obstructions
Propose legal framework for evicting the encroachments on footpaths / roads
Demarcating road space exclusively for movement by pedestrians and cyclists
Providing safe passage of pedestrian / cyclists by grade separation.
Widening critical road links and intersections
Phased widening of roads to their prescribed street alignment width
Articulating the road network by developing missing links
Selected junction improvements for improving corridor throughput
Upgrading high density corridors as multi-modal transit corridors
Shifting the inter-regional terminals from city core to the city fringe
18
Putting a parking policy in

place
Redefining the role of

para-transit
Segregating freight traffic

& passenger traffic
Deploying various travel

demand management
(TDM) measures
Mandative off-street parking norms for various land uses
Develop multi-level parking at major traffic generating locations
Develop park-and-ride facility at all critical sub-urban / RTS / metro rail stations
Develop park-and-ride facility at all critical bus terminals
Restrict/ban on-street parking on critical commercial streets
Parking pricing to reduce the use of private modes
Construction of parking complexes on government agencies land
Encourage wider coverage and capacity by the para-transit
Provide parking for para-transit at public transport terminals
Encourage cycle-rickshaws to operate between residential areas and transit routes
Regulate the operation of para-transit by enforcing minimum safety norms.
Plan and develop orbital roads in the form of urban bypasses
Plan and develop outstation truck terminals and parking
Stagger the school & office & market times zone- wise
Encourage car-pooling and van-pooling
Encourage new industrial complexes to have residential quarters within their premises
Decentralize major activities to reduce traffic
19
10
11
12
Putting in place an
environmental
development management
mechanism
Setting up a unified
institutional framework
encompassing all modes
Enforcement as a potential
tool for development
Promoting innovative
technologies / practices
Enlarge vehicular population using pollution free fuels viz. LPG / CNG / battery
Establish a GIS based air quality monitoring and information system
Major transport development measure to comply with environmental safeguards
Subject every major transport development measure to safety audit.
Set up UMTA within a specified timeframe with coordinating, planning and advisory role
PPP in development as well as operation of urban transport infrastructure
Effectively clear infrastructure assets from encroachments by constant patrolling
Campaigns and special drives to educate the road users to adhere to traffic discipline
Leverage ITS and technology applications
Develop new roads with ducts for services / utilities
Cement-concrete the existing road pavement particularly the road intersections
20
4.1
Land Use and Transport Strategy
The Present Land Use and the Master Plan Vision

Jodhpur city has geological constraints to the north west in the form of the hills. While
most of the economic activities are located in and around the old city area, the
residential colonies have grown in the south western, north eastern, south eastern and
southern parts, which are far off from the old city (the main centre of activities). This
imbalance in the location of jobs and residences over space coupled with inadequacy of
public transport system generates huge volumes of intermediate and personalized traffic
especially on arterial roads. This is also reflected in the traffic volumes on the main
roads with growth rates of traffic volumes ranging between 7 to 9% per annum.
Considering the development status, the physical development can be categorized into
two parts (i) Old city area (ii) Outside Old city area. The old city area is continuously
developed area having densely populated residential and commercial land uses with no
scope for physical expansion. This has pressurized development in the north eastern,
south western and southern side (as physical constraints are imposed by hills in the
west and nallah cum military area in the south eastern side of city). The main arterial
roads leading to these areas are Mandore road (NH-65) in the north, Banar road (NH112) in the east, Pal road (NH-112) and Pali road (NH-65) in the south and Chopasni
Road in the west.
The Master Plan 2023 strategy aims:
To attract national and international investment in promoting the service sector.

Work-centers identified besides the main functions with a proper public
transportation reach
Future Developments
21
To relocate the activities of Regional context from Jodhpur City to outer areas
and activities of National, State & Regional level proposed to be located in
Satellite towns and outer area.
Hierarchy of commercial centers be worked out in view of the decentralization of

commercial activities
To locate all future industrial activities and estates and large scale industries at
the periphery
To continue the Mixed Land Use characteristics in specified areas to the extent
and scale that is congruous to the surrounding area and parking requirements.
The Jodhpur Urban area is the major economic core but at the same time, it is crucial to
actually realize the contribution of the Region towards the economy.
Industrial Development: The Rajasthan State Industrial Development and Investment
Corporation Limited (RIICO) has developed industrial areas in the district. The industrial
areas that have been developed which are located in the JDA region include industrial
areas like Mandore, Stone Park, H.I.A, L.I.A Industrial Estate, Basni Phase I & II,
Sangaria and Boronada.
Future Land Use 2023
Jodhpur is the third most industrialized district in Rajasthan. Jodhpur district accounts for
6% of the net domestic product from the Mining & Manufacturing Sector of the state. In
the recent years, Jodhpur has increasingly become the important industrial centre.
About 1968 acre land is under industrial development, which is 12.06 % of total
developed area and is likely to be 5135 acre in 2023 under Master Plan-II (2001- 2023).
Main industries of Jodhpur are textiles, handicrafts, steel re-rolling & pata patti, guar
gum, chemical & minerals, stone cutting & processing and food processing units.
Jodhpur industrialization started with the announcement by then Jodhpur government to
set up two industrial area viz., Light industrial area & Heavy industrial area. After
establishment of two Industrial areas as above State Governments Industries
22
Department setup 529 acre Industrial estate at Bhagat ki Kothi, behind New Power
House. Additionally New Jodhpur & Electronics Complex was established by RIICO
planning 107 plots which are completely developed. The Industrial areas established in
Jodhpur by RIICO are as under:
Basni Phase I & II
Industrial Area Mandore
Industrial Area Phalodi
Ind. Area Khichan
Ind. Area Mathania
Ind. Area Sangaria Phase I & II
Ind. Area Boranada Phase I, II, III & IV
EPIP Ind. Area
Special Economic Zone (SEZ)
Agro Food Park
Shilpgram Pal Ind. Area
Institutional & Residential Developments

Around 22 Km from Jhalamand Circle towards Pali (near Kankani village) Private
Engineering and Dental College, Oil Depot, Residential Colony, Vivek Vihar residential
Township and New High Court are proposed. Near Banar Engineering colleges, army
supply depots are getting developed. About 17 km from Mandore gardens towards
Nagore (near Daijar Village), Indian Institute of Technology, Army aviation centre,
Ayurvedic University are proposed. About 18 Km from Akalia Circle (near Pal Village)
residential layouts such as Rajiv Gandhi Nagar with 5000 plots, Ramraj Nagar with 400
plots and a New Colony with 300 plots are proposed.
23
Ring Road
The growth of the Jodhpur city is along the major highway like Pal road, Pali road, Jaipur
Road, Nagore Road and Jaisalmer Road. Due to this a ring road (70 Km.) is proposed
around the Jodhpur city to increase the mobility of the city and divert the through traffic
without adding the congestion to the city road network. In addition to the above another
ring road is also necessary to develop from Jaisalmer-Pali-Jaipur link road to NagoreJodhpur NH-65.
The city grew around the core area and consequently several roads that form the radials
became prominent. The future land use growth will continue in the existing JDA area,
along with new growth centers being developed in the periphery of JDA. The integrated
land use transport strategy will focus on:
i.
ii.
iii.
Accessibility within JDA

Connectivity to the new growth areas
Development of areas near arterials
Consequently, the framework for the urban transport network strategy has been evolved
in the following manner.
Radial network complemented by semi circumferential roadway system,

wherever possible, thereby leading to decentralization of trips through the old
city area, by identification of new access points into the city and connecting it to
the activity areas of the JDA.
This will lead to identification of missing links in order to complete the above
radial with semi orbital roadway system.
24
4.2
Development of Mobility Corridors
Functionally urban roads are classified as arterial, sub-arterial, collector/distributor and

local streets. Functional classification of the urban roads is an important step wherein
design and management of roadways would be standardized. By designating certain
roads as mobility corridors, these corridors get priority for increasing the throughput of
people as well as improvement of speeds would be focused and accordingly appropriate
solutions would be identified.
In essence, a mobility corridor

maximizes throughput of
people focusing on mass
transport and NMT, rather than
vehicular traffic
Experience indicates that as speeds of public transport vehicle reduce travel times
increase to such an extent that commuters look for personalized modes of travel. In
addition to the user travel preferences the road design and operations also have bearing
on the traffic congestion. Congestion results in lower traffic speeds for all vehicles and
more so for public transport vehicles. The corridors like NH 112, NH 114, NH 65 etc and
new roads established by the network strategy need to be developed as mobility
corridors that maximizes throughput of people focusing on mass transport and NMT,
rather than vehicular traffic.
Road Network Strategy

Even though the internal locality wise network appear to the grid iron type of network,
the major network of Jodhpur and surrounding region appear as radial type of network.
The Master Plan 2023 and the City Development Plan (CDP) prepared for the Jodhpur
city advocates the radial and semi-ring road pattern with multi modal corridors. The
vision of CDP would be complemented with additional radial and semi circumferential
roads to form a radial and semi ring pattern. These semi rings would also be part of the
mobility corridors. The network strategy would be used to identify the multi-modal
corridors in the study area.
25
4.3
Public Transit Improvement Strategy
One of the goals identified as part of the vision is to increase the public transport trips
(road and rail) to 50% from current levels of 8%.
Proposed road network strategy consists

of a radial network complemented with
circumferential rings.
For this purposes various technology alternatives in public transport are being
considered. The alternate scenarios considered are:
Bus Fleet Augmentation
Augment Jodhpur Commuter/Regional Rail System
Bus Rapid Transit System (BRTS)
High Capacity Rail Based Systems (Monorail)
Bus Augmentation
It is important to utilize and upgrade the existing bus based public transport. This
would mean improvement of the bus fleet, both in quantity and in quality of the buses.
As mentioned earlier approximately 700 buses ply in Jodhpur of which around 540 are
mini buses and in spite of that the transit share is low at 8%. The problem lies in
unregulated routes system and poor quality of buses, posing safety problems. As part of
this strategy, RSRTC will be required to rationalize the bus route system, with improved
frequencies in the required routes as shown. The bus fleet system need to replace part
of the existing bus fleet with modern buses equipped with advanced technology along
with additional routes. The services offered should be through a variety of bus sizes
suitable for various segments and services with ITS applications. It is estimated that
around 1000 new buses need to be procured for meeting the demand at 2030 excluding
the replacement of the existing fleet.
26
Comprehensiv
f Jodhpur
It is estim
mated through the
e transport Mode
el that Bus augm
mentation can increase Public
Transporrt shares to aboutt 20% (2030).
Commu
uter Rail / Regio
onal Rail Augm
mentation
It is important to utilize the
e existing railway corridors passing
g through the Jod
dhpur region.
Currently
y there are 2 railway corridors
s carrying long distance passe
enger traffic
connectin
ng the outer lying regions with Jod
dhpur City:
Jodhpur
J
Phulerria Jaipur - Delh
hi
Jodhpur
J
Mando
ore Osiyan Ph
halodi - Jaisalmerr
Currently
y these railway lines are haviing inadequate capacity and terminals
t
to
accommo
odate the increas
sed frequency of commuter
c
trains. Implementation of dedicated
tracks alo
ong these lines is
s minimum require
ement for utilization of the regiona
al rail.
mated through the
e transport Mode
el that regional ra
ail augmentation can
c increase
It is estim
Public Trransport shares to
t about 22% (2030). The scena
ario assumes ded
dicated lines
and subs
stantial improvem
ment in access and
a
terminals at least every 2 km
m along with
access to
o terminals. Considering the den
nse developments
s of Jodhpur, it is practically
difficult to
o locate the terminals at the requirred spacing.
On discussion with the loc
cal railway authorrities, they sugge
est that there is no
o plan within
the Railw
ways at the mome
ent to include com
mmuter services on
o these lines.
Higher Order
O
Mass Tra
ansit System Strategy
S
As riders
ship levels increa
ases, a high capa
acity public trans
sport system is warranted
w
for
the future
e. The various mass
m
transit optio
ons that are available with its salient features
are prese
ented in the follow
wing table
D
AUTHORITY
JODHPUR DEVELOPMENT
27
Mass Transit options

Transit Mode
Metro
Monorail AGT
LRT
BRT
Station Spacing (Approx)
1-2 km
1 km
1.5 km
0.5 km
Vehicles
High platform cars

operating in multiple car
trains sets
High platform cars

operating in multiple car
trains sets, electric
propulsion
Articulated, double
articulated low floor can
operate in multiple car
sets, electric propulsion
Seated Capacity
60-80 Per Car
30-75 Per Car
65-85 Per Car
Passenger Throughput
Up to 40,000 PPHPD
Up to 15,000 PPHPD
Up to 30,000 PPHPD
(Elevated LRT)
Up to 5,000
Min.Curve Radius
120 m
30 m
30 m
15 m
App O & M Cost per km
100-200 Lakhs
40-60 Lakhs
50-60 Lakhs
10 Lakhs
App Capital Cost per km
200 Crores
120 Crores
150 Crores
15 Crores
Implemented Cities
(International)
Bangkok, Kuala Lampur,

Mexico City, Cairo
Tokyo, Kuala Lampur,

Sydney, Seattle
Hongkong, Shanghai,
Kuala Lampur
Istanbul, Taipei,
Bogota, Curitiba, Pitts
Adelaide
Implemented Cities
(India)
Delhi, Kolkata, Under

implementation
Under Implementation in
Mumbai
Kolkatta
Ahmedabad, Delhi
Standard, articulated
double articulated low
or high platform cars
diesel/hybrid
propulsion, Electric
Trolley Bus
40 Standard
65 Articulated
85 double articulated
28
With the anticipated population of 29 lakhs in 2030, it is expected that the Peak
Passenger per Hour Per Direction (PPHPD) in the transit network, along some of the
corridors such as NH 112, NH 65, Banar Road, Chopasani Road would be more than
14000 PPHPD. Bus augmentation will not be able to cater to the increased public transit
load and alternatives mass transit system such as BRTS, Mono-Rail, LRT etc become
necessary. Based on the ridership levels on various corridors, appropriate PT systems
are suggested for Jodhpur and presented in the following Table and Figure.
Results from the transport model indicates that the high capacity High Dense Bus
Corridor, BRTS and Monorail network would increase the public transport modal shares
to 34%.
29
Suggested Public Transit Systems

Al.
No
From
Via
To
Length
(Km)
Average
Right of way
available (M)
PPHPD
2020
System
Phase I
2010-2020
PPHPD
2030
System
Phase II
2020-2030
Jaisalmer Bypass
on NH-112
NH-112
Daijar
24.7
18-22
3600
BRTS
14200
Monorail
Chopasni Housing
Board
Chopasni
5th Road Circle
8.72
20-25
800
High Density
Bus Corridor
4200
High Density
Bus Corridor
Agolai
NH-114
Akalia Circle
16.64
20-25
1700
High Density
Bus Corridor
Agolai
NH-114
Bal Salmand
Lake
15.61
15-20
700
High Density
Bus Corridor
2300
High Density
Bus Corridor
Daijar
NH-65
Vinakiya
18.1
15-20
600
High Density
Bus Corridor
1100
High Density
Bus Corridor
Banar Road
Chain Pura
Mandore Road
9.08
10-15
1700
High Density
Bus Corridor
Chopasni Housing
Board
Jaisalmer
Bypass
Daijar
46
20-30
1200
BRTS
Paota Circle
NH-112
Dangiyawas
24.09
25-35
950
BRTS
3600
BRTS
Barkatullah
Stadium
Residency
Road
Khejrali
24.72
15-20
700
BRTS
4500
BRTS
10
Kankani
New Pali Road
Paota Circle
26.31
25-35
1200
BRTS
5300
BRTS
11
Mogra
Basni Industrial
Area
Kadri Road
18.87
15-20
600
High Density
Bus Corridor
1000
High Density
Bus Corridor
12
Pal
NH-112
Jaisalmer
Bypass on
NH-112
12.06
25-35
1600
BRTS
30
31
4.4.
Intermodal Integration
Any public transit system is incomplete without intermodal integration.

integration involves:
Intermodal
Integrated public transit network planning
Integrated fare policy and ticketing
Intermodal stations to minimize delay/transfers
Intelligent Transportation Systems (ITS)
Access to the public transit network that includes integration with autorickshaws, taxis, and NMT modes like cycle rickshaws, Park and ride facilities
along mobility corridors
Institutional integration
The major intersections of Mobility Corridors are to be planned as Intermodal Stations.
32
Comprehensiv
f Jodhpur
4.5 No
on- Motorized Transport Sttrategy
About 45% of trips in Jodh
hpur are made by
y Non-Motorized Transport (NMT)) that include
walk, cyc
cle trips as well as
a trips made by cycle rickshaws and
a other NMT modes.
m
Even
though walk
w
being a pred
dominant mode of
o transportation in the city, the infrastructure
available for the same is poor
p
as well as su
ubstandard.
To seg
gregate NMTs fro
om
fast trraffic by providin
ng
s
safe facilities
The mob
bility plan targets to atleast sustain
n the current sha
are of NMT trips (45%) in the
future als
so as it is difficult to increase NM
MT with the declin
ning trend of its growth.
g
It is
importantt to improve the
e facilities makin
ng it a preferred mode for shortt trips. The
strategies
s towards NMTs
s are to segrega
ate them from fa
ast modes by prroviding safe
facilities like designated and well mainta
ained footpath off 1.5m width (de
esirable 2m).
Provision
n of cycle tracks along all mobility
y corridors and designate safe cy
ycle zones in
residentia
al areas.
4.6 Pa
arking Manag
gement Strategy
Currently
y most of the roads in Jodhpur ha
ave free on-street parking, including in the
core city areas like in Nai Sadak, M G Road and Chopasni Road.
R
The main
n consequence of
o this is the los
ss in the throughput of the adjace
ent street
due to pa
arking interferenc
ce. As part of the
e principles upon
n which the CMP
P is being
develope
ed, it is envisage
ed that off-streett parking sites would
w
be develo
oped and
integrated
d with the public transport
t
termina
als to facilitate the
e public transport..
JODHPUR DEVELOPMENT
D
AUTHORITY
33
4.7
Freight Management Strategy
On an average daily about 6% of the truck and MAVs enter and leave Jodhpur which
has no business in Jodhpur. At present most of the commercial activities are located in
the core area i.e. along Cycle Market, Sardar Bazaar, Mirch Bazaar, Machhi Market,
Kandoi, Nai Sadak and Mandi near Paota circle etc. This has made it mandatory for all
the commercial vehicles which have origin /destination in the town to enter the core area
for loading and unloading at least during the night hours. Also considerable LCVs are
seen to be parked along roads at different part of the town. Freight transport
management strategies include increasing the efficiency of freight and commercial
transport by restricted delivery times in the old city area, allowing commercial vehicles
only on designated truck routes during peak periods, shifting of market activities towards
the periphery of the town and developing truck terminals/warehouses on the periphery of
the town.
4.8
Traffic Management Strategy
The old city area has narrow roads encroached with hawkers and parking and is highly
congested. Outside old city large sprawling junctions which are accident prone are
seen. Significant benefits can accrue out of Traffic Management measures. The
improvement schemes are low cost but yet can use existing infrastructure at the
optimum. Level Key traffic management measures are:
Junction improvements (geometrics and signage) and redesign
Bus shelters
Street lighting
One way street operations
Traffic signal improvements
34
Signs and markings
Safety measures
Education and Enforcement
4.9
Stake Holder Meetings
JDA had encouraged the development of CMP in partnership with many entities that
influence the transportation in Jodhpur City along with interested members of the
general public. The study team interacted with the following stakeholders before
evolving the Strategies:
Jodhpur Municipal Corporation
RSRTC
PWD
Traffic Police
RTO
Railways
Private operators
35
Chapter 5
The Mobility Plan
36
Based on the aforementioned framework of strategies for achieving the vision, Mobility
plan elements are summarized as follows:
I.
II.
III.
IV.
V.
VI.
VII.

Public Transport Plan
Passenger and Commercial Terminal Plan
Non-Motorized Transport Plan
Traffic Engineering & Management plan
Road Maintenance & Management Plan
These individual plan elements are detailed out in the subsequent sections.
5.1
As indicated earlier, Mobility corridors focus on mobility and aims to maximize the
throughput of the people. Mobility Corridors focus on public transit systems, ensuring
when designing these corridors, all modes of travel is considered and integrated.
It is imperative therefore certain strategic roads be designated as Mobility Corridors for
focusing on corridor mobility. These corridors get priority for increasing the throughput
as well as operating level of service.
These corridors would be expected to have the following cross sectional elements:
Public transport right of way that is preferably dedicated where conditions

permit
The road cross section for mixed traffic conditions where desirable road width
would be 30 m (4 lane)
Mobility Corridor Network

(Proposed for widening & missing links)
37
Continuous kerb, Footpath cum drain
Service roads wherever possible
Optimized Signals
Restriction or preferably prohibition of parking on the carriageway/shoulders.

The parking must be shifted to off -street parking locations or cross roads.
Proper Bus bays
The mobility corridors for the study area constitute of radial roads complemented with
semi-circumferential roads to form a radial and semi-ring pattern. Mobility corridors
forming the radial and semi- ring network are:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
New Pali Road & Mandore Road (NH-65)

Banar & Barmer Road (NH-112)
Chopasni Road
NH 114
Jaisalmer Bypass Road extended as Inner Ring Road
Outer Ring Road (Proposed)
Kayalana Road
Kadri Road
Residency Road
Paota B Road
Paota C Road
SH 65
The present and future road network needs to be upgraded to mobility corridor
standards. These along with the suggested orbitals in the master plan will provide the
dispersal of traffic from the core city area.
38
Comprehensiv
f Jodhpur
To have the mobility corrridor network as

s proposed, som
me existing roads need to be
widened and upgraded to
o the cross-sectio
ons shown below
w. Some of the re
ecommended
mobility corridors have missing
m
links and have to be cons
structed. he pro
oposed cross
sections for mobility corrid
dors are shown below.
b
Cross Se
ection of Propose
ed Mobility Corriidor (30m)
Cross Section of Proposed Mobiility Corridor (40

0m)
The featu
ures of ring roads
s proposed as pa
art of network stra
ategy are as follow
ws:
JODHPUR DEVELOPMENT
D
AUTHORITY
39
Ring Road: The semi outer ring with a right of way (ROW) width of at least 40 m
would be a regional ring circumscribing Jodhpur study area. This semi ring connects
the Regional roads like Banar Road, Pal Road, Pali Road, Badmer Road, Chopasni
Road and Jaisalmer Road.
This ring must accommodate dedicated public transport corridor, non-motorized
lanes, wide medians and service roads in addition to the motor vehicle lanes.
The inner semi orbital should have a minimum of 30 m ROW. i.e. four lane divided
carriage way to accommodate the possible urban growth along and surrounding the
corridor.
The requirement for the grade separation at intersections as well as feasibility of the
indicated alignments needs to be established through a Techno Economic Feasibility
Study.
The projected peak hour traffic for 2030 on various sections of Inner Ring Road and
proposed new links is found to be in the range of 800-1600 PCUs
5. 2
Public Transit Improvement Plan: 2010- 2030
As discussed previously the augmented linear radial and semi ring type of network
system is conceived for the study area. To achieve the goals for the region the mobility
corridors are assumed to be developed as multi-modal corridors. Keeping the proposed
CDP vision, the plan includes augmenting buses, identifying high dense bus corridors,
BRTS corridors and Monorails/LRT to be developed with an aim of reaching the 35%
public transport goal as envisaged.
40
The overall public transport build out will include:
Augmentation of the buses by around 1700 buses
Restructuring of bus routes
Mass Rapid Transit Corridors
The suggested systems for various phases such as 2010-2020 and 2020-2030 are
shown in the following figures and table
41
Phase I (2010-2020)
Phase II (2020-2030)
42

Al.
No
1
2
From
Jaisalmer
Bypass on NH112
Chopasni
Housing Board
Average
Right of way
available (M)
PPHPD
2020
System
Phase I
2010-2020
PPHPD
2030
System
Phase II
2020-2030
Via
To
Length
(Km)
NH-112
Daijar
24.7
18-22
3600
BRTS
14200
Monorail
Chopasni
5th Road Circle
8.72
20-25
800
High Density
Bus Corridor
4200
High Density
Bus Corridor
1700
High Density
Bus Corridor
Agolai
NH-114
Akalia Circle
16.64
20-25
Agolai
NH-114
Bal Salmand
Lake
15.61
15-20
700
High Density
Bus Corridor
2300
High Density
Bus Corridor
Daijar
NH-65
Vinakiya
18.1
15-20
600
High Density
Bus Corridor
1100
High Density
Bus Corridor
Banar Road
Chain Pura
Mandore Road
9.08
10-15
1700
High Density
Bus Corridor
Chopasni
Housing Board
Jaisalmer Bypass
Daijar
46
20-30
1200
BRTS
Paota Circle
NH-112
Dangiyawas
24.09
25-35
950
BRTS
3600
BRTS
Barkatullah
Stadium
Residency Road
Khejrali
24.72
15-20
700
BRTS
4500
BRTS
10
Kankani
New Pali Road
Paota Circle
26.31
25-35
1200
BRTS
5300
BRTS
11
Mogra
Basni Industrial
Area
Kadri Road
18.87
15-20
600
High Density
Bus Corridor
1000
High Density
Bus Corridor
12
Pal
NH-112
Jaisalmer
Bypass on
NH 112
12.06
25-35
1600
BRTS
43
One of the key elements that should be seriously considered is intermodal

integration.
The plans envisage several large intermodal stations at the following locations:
Paota Circle
44
5.3
Passenger Terminal Plan
The central mofussil bus terminal located near Paota Circle is owned and operated
by RSRTC. It is facing several problems because of:
Presence of Sabji Mandi near Paota circle adjacent to banar road causing
chaos.
Entry and Exit of the terminal is situated near the Circuit House road
flyover and there is unregulated parking present on the service road
leading to the terminal, hence it requires area traffic management study at
the micro level.
The expansion of the bus terminal is not possible at present due to the presence of
the Paota retail Vegetable Market. Therefore the market needs to be shifted shifted
to Badwasiya (where vegetable sabji mandi is already present) and the bus
terminal can be expanded. The existing unauthorized mini bus terminals along road
sides are identified and proposed to be regularized with required land acquisition.
Existing terminal locations are shown in the figure.
45
5.4
Non- Motorized Transport Plan
Pedestrian transport plan: The mobility plan targets 100% Walkability. Proposed
pedestrian facilities include footpath along mobility corridors and other significant roads
as well as safe crossing facilities in the form of subways/FOBs, zebra crossings, etc.
Foot path plan: Following suggestions are made in the installation of footpath:
It is desirable to have a footpath width of 2.0 m for all roads.
A minimum usable width of 1.5 m should be provided for footpath.
Obstructions on footpath must be relocated /cleared
Footpaths at all busy intersections must be provided with handrails to enforce

pedestrians cross at zebra crossings.
Foot path is proposed on the mobility corridors and also the secondary arterials,
as a minimum requirement.
Maintenance mechanism to ensure that clean walkable footpaths are present

must be introduced.
It is very essential that pedestrians are dispersed from public transportation systems
safely onto footpaths. About 320 kms of roads were identified for construction /
improvement of footpath.
Bicycle Plan: Along all the proposed public transport corridors bicycle lanes are
proposed.
Additionally pedestrian and cycle only routes are proposed inside the old city.
46
Proposed Pedestrian and Cycle Route Map inside Old City

Skywalk: Skywalk is proposed between Rai Ka Bagh Railway station and Central
Bus Terminal as it will be an easy pedestrian passage without any conflict with
vehicles.
47
Pedestrian Grade Separated Facilities: Grade separated pedestrian

crossing facilities must be located on mobility corridors and near pedestrian
intensive areas such as critical junctions, bus stops and busy mid blocks. A
review of the past studies and pedestrian crossing demand was utilized in
identifying prima facie a few selective locations where grade-separated
crossing facilities are necessary. As per IRC- 103- 1988, grade separated
pedestrian facilities are warranted if PV2 > 108. The locations that are
recommended for grade separation and their PV2 values are given below:
Paota Circle
Nai Sadak Circle
Sojati Gate Circle
Jalori Gate Circle
Riktiya Bheruji
Circle
48
Pedestrian Grade Separated Facilities
Paota Circle
6.00PM-7.00PM
39373
Peak Hour
Pedestrian Count in
Numbers (Along and
Across the Road)
3972
Nai Sadak Circle
2.00PM-3.00PM
19569
1960
10947
2348
Sojati Gate Circle
2.00PM-3.00PM
10153
1500
9307
1299
Jalori Gate Circle
6.00PM-7.00PM
42297
5411
8473
3884
Riktiya Bheruji Circle
6.00PM-7.00PM
19951
2143
8911
1701
Sl.
No.
Location Name
Peak Hour
Total
Count
(12 Hrs)
Corresponding
Peak Hour
Traffic Volume
(PCU)
18389
PV2/108
13431
At junctions on major roads and bus stops, zebra crossings are proposed. It is proposed
that in front of schools and colleges, hospitals and transport terminals, one zebra
crossing with pedestrian signals be installed. The CMP also recommend standard signs
and markings for pedestrians.
49
Comprehensiv
f Jodhpur
5.5
Parking
P
Management Plan
Following
g measures are proposed
p
as part of
o parking manag
gement plan:
Organise
O
on-stre
eet parking on Sardarpura
S
C Road,
R
Station Road,
R
Residency
R
Road, Nai Sadak by pro
oviding designate
ed parking bays.
Additional
A
off-street at grade parkin
ng space using va
acant land near Rajiv
R
Gandhi
G
shopping complex and re
eplacing old mun
nicipal office building
lo
ocated inside the old city.
New
N
parking spac
ces to integrate with
w PT terminals.
Parking
P
plan to facilitate pedestrian
nisation schemes
s.
New
N
multi storied
d off-street parkin
ng structures to substitute on- sttreet
parking.
p
From the
e primary survey analysis, a peak
k hour Accumulattion of 198 PCE was
observed
d at Sardarpura B Road. More tha
an 70% of the vehicles are parked
d for
less tha
an 30 minutes duration. Moto
orized Two Wh
heelers are parrked
predomin
nantly on the roa
ads such as M.G
G Road, Chopasn
ni Road, Nai Sad
dak,
Sardarpu
ura B Road and Sardarpura
S
C Roa
ad.
JODHPUR DEVELOPMENT
D
AUTHORITY
50
To cater to the rest of the demand, Off-street parking facilities are

suggested at the following locations:
Near Rajiv Gandhi Statue at Nai Sadak Circle
Replacing old municipal office building inside the old city.
51
5.6
Following recommendations are made to improve the efficiency of freight and

commercial transport:
Truck traffic will need to be restricted during day time on Banar road, Mandore
road and New Pali road within Jodhpur Municipal boundary.
Goods delivery time in the core city needs to be restricted during peak periods
i.e. 9 am- 9 pm
Implementation of ring roads will facilitate through movement of freight traffic to

bypass the town.
The designated truck routes during peak period is shown in figure
The parking demand for truck has been estimated from the roadside interview and from
the truck operator survey. Truck terminals have been proposed on Jaisalmer Road,
Mandore Road, Banar Road and New Pali Road near the proposed inner ring road. The
truck terminals will also serve as job-growth and economic catalyst for the area. Other
expected benefits of the terminal are reduction in truck traffic on city roads, roads in the
vicinity of the old city area and market yards.
52
5.7
Traffic Management Plan includes the following:
Junction improvements including redesign
Bus shelters at bus stops
Street lighting
Signs and markings
Safety measures
Traffic signal improvement
One way street operations
Junction Improvements: Following traffic management measures must be

considered as part of junction improvements:
Junction redesign
Restriction of right turns. The restricted right turn traffic must suitably be
rerouted through indirect right turns or U-turns etc.
Widening the intersection throat to increase the approach capacity
Installation of medians and closing the cross street to divert traffic to other
high capacity intersections if feasible
Improvements are required for several junctions in the city. However following are the
representative junctions that are selected for showing the improvements in detail.
Similar improvements shall be made for other locations also.
Junction Improvement Locations
53
Comprehensiv
f Jodhpur
Paota Circle
C
This is a Five armed sign
nalized (not opera
ated) junction forrmed between Ma
andore road
leading to
owards Nagore on
o the north, Ban
nar road leading towards Jaipur on
o the east,
Circuit House
H
road lead
ding towards Airrport on the sou
uth, Highcourt ro
oad leading
towards Nai
N Sadak circle and Jamma Mas
sjid road leading towards
t
Old city on
o the west.
It is the major junction in
n the city with major
m
commercial activities aroun
nd (Markets,
Garment shops, Governm
ment offices etc.), thereby attracting
g traffic.
Existing
g Situation
There
T
is a traffic
c conflict betwee
en circuit house
e road and high court road
entering
e
traffic.
The
T rotary in the centre
c
is very big thereby causing problem of sight distance.
Paota
P
Sabji Mandi adjacent to Banar
B
Road is causing
c
congestio
on near the
in
ntersection.
Approach
A
road to Central bus stand and Rai ka bag
gh railway station is poor.
Haphazard
H
parkin
ng prevails on Ba
anar road and approach road to central bus
stand.
s
To avoid
d the delays at the junction pro
oper traffic mana
agement measurres shall be
implemen
nted. Grade Se
eparation, Signall activation, roa
ad markings, sig
gnages and
beautifica
ation of the intersection need to
o be improved fo
or smooth movin
ng of traffic.
Concept drawings containing the aforem
mentioned improv
vements suggested to Paota
Circle is presented
p
below.
AUTHORITY
JODHPUR DEVELOPMENT
D
54
Proposed Improvements for Paota Circle
55
Comprehensiv
f Jodhpur
Nai Sadak Circle

This is a Four armed sign
nalized junction fo
ormed between Nai
N Sadak leadin
ng towards
old city on the north, Highcourt
H
road le
eading towards Paota
P
Circle on the east,
Ratanada
a road leading towards
t
Airport on the south, MG
M road leading
g towards
Jodhpur Railway Station on the west. It is
s one of the majjor junction in the
e city with
major com
mmercial activitie
es around (Marke
ets, Garment shops, etc.), thereby
y attracting
traffic.
Existing
g Situation
Parking
P
on Nai Sadak is pred
dominent starting
g from the approach of
in
ntersection and th
hereby causes co
ongesion.
Commercial
C
activ
vity surrounding
g this intersectio
on is very high
h thereby
attracting
a
heavy trraffic through out the day.
Hawkers
H
encroac
chment on Nai Sa
adak is which also increases the congestion
c
at
a this intersection
n.
Signal
S
is functioning well, but still it is difficult for pedestrians to cross
c
without
police
p
assistance..
To avoid the delays and congestion

c
at the
e junction properr traffic managem
ment shall be
implemen
nted. Grade Se
eparation with Road
R
markings and signages need
n
to be
implemen
nted for smootth moving of traffic. Conceptt drawings con
ntaining the
improvem
ments suggested to Nai Sadak Circ
cle is presented below.
b
JODHPUR DEVELOPMENT
D
AUTHORITY
56
Proposed Improvements for Nai Sadak Circle
57
Comprehensiv
f Jodhpur
Sojati Gate
G
Circle
This is a Three armed signalized (not op
perated) junction formed between
n Sojati
Gate roa
ad leading towarrds old city on the
t
north, NH-11
12 leading towarrds Nai
Sadak Ciircle on the east and Jodhpur Railway Station on the
t west. It is one
e of the
major junction in the ciity with major commercial
c
activ
vities around (M
Markets,
Garment shops, etc.), therreby attracting tra
affic.
Existing Situation
There
T
exists traffic
c conflict between
n Sojati Gate Roa
ad and NH-112.
This
T
intersection is one among the
e accident prone zone
z
due to signa
al being
not
n operational.
Pedestrian
P
face difficulties for cros
ssing this intersec
ction.
Parking
P
near the intersection exists
s causing conges
stion.
To avoid the delays and accidents at the

e junction proper traffic managem
ment shall be
implemen
nted. Grade Sepa
aration, Signal ac
ctivation, road ma
arkings and signa
ages need to
be improved for smoo
oth moving of traffic. Concept drawings con
ntaining the
improvem
ments suggested to Sojati Gate cirrcle is presented below.
b
AUTHORITY
JODHPUR DEVELOPMENT
D
58
Proposed Improvements for Sojati Gate Circle
59
Comprehensiv
f Jodhpur
Jalori Gate
G
Circle
This is a seven armed un
nsignalized junctio
on formed betwe
een roads leading
g towards
old city on the north, NH-1
112 leading towarrds Nai Sadak Circle on the east and
a Shani
Temple junction on the west,
w
sardarpura
a road leading to
owards sardarpurra on the
south we
est and Olympic road leading tow
wards DRM office
e towards south east. It is
one of th
he major junctions in the city with
w
major comm
mercial activities (Markets,
Garment shops, etc.) and residential settlement, thereby atttracting traffic.
Existing Situation
The
T diameter of th
he traffic rotary is
s more which caus
ses poor sight dis
stance.
There
T
is a traffic conflict
c
between chopasni road (N
NH-112) and othe
er arterial
ro
oads.
No
N pedestrian cro
ossing facility available.
Residential
R
colony
y (Sardarpura) is adjacent to the intersection
i
on th
he south and
old
o city is adjace
ent to the interse
ection on the no
orth, thereby attra
acting traffic
to
owards the inters
section.
Traffic
T
on NH-112
2 is high almost th
hrough out the da
ay.
Parking
P
s causing conges
stion.
To avoid the delays and accidents at the

ment shall be
implemen
nted. Grade Sepa
aration, Signal in
nstallation, road markings
m
and sig
gnages need
to be im
mproved for sm
mooth moving off traffic. Concept drawings con
ntaining the
improvem
ments suggested to Jalori Gate circ
cle is presented below.
b
JODHPUR DEVELOPMENT
D
AUTHORITY
60
Proposed Improvements for Jalori Gate Circle
61
Comprehensiv
f Jodhpur
Shani Temple Circle

This is a Four armed un
nsignalized junctio
on formed betwe
een Chagan Bah
han Botecha
Marg lead
ding towards Um
maid Hospital on the
t north, NH-112
2 leading towards
s Jalori Gate
Circle on the east and Bo
ombay Motors Cirrcle on the west and Sardarpura road leading
towards Sardarpura
S
on the
e south.
Existing Situation
There
T
is a conflic
ct between throug
gh traffic on chop
pasni road (NH-112) and
trraffic from Chaga
an Bahan Botecha
a Marg entering intersection.
No
N pedestrian cro
ossing facility available.
Residential
R
colony
y (Sardarpura) is adjacent to the intersection on th
he south
and
a
there is significant traffic entering sardarpu
ura from chagan
n bahan
botecha
b
marg.
Traffic
T
on NH-112
2 is high almost th
hrough out the da
ay.
Parking
P
s causing conges
stion.
To avoid congestion and accidents at the

ment shall be
implemen
nted. Grade Sepa
aration, Signal in
nstallation, road markings
m
and sig
gnages need
to be im
mproved for sm
mooth moving off traffic. Concept drawings con
ntaining the
improvem
ments suggested to Shani Temple circle is presente
ed below
D
JODHPUR DEVELOPMENT
AUTHORITY
62
Proposed Improvements for Shani Temple Junction
63
Comprehensiv
f Jodhpur
Tourist Route:
R
It is propo
osed to improve the route as show
wn to enable the tourist to visit
all the tou
urist spots easily.. Similar to other cities in India suc
ch as Chennai, Hop-on,
H
Hopoff bus se
ervices can be in
ntroduced. The to
ourist places that are covered in th
his route are
Maha Ma
andir, Jaswant Thada, Fort & Mu
useum, Ghanta Ghar,
G
Umaid Mus
seum & Zoo
and Uma
aid Bhawan Palac
ce.
Bus shelters: It is proposed to have bus shelters on iden
ntified mobility co
orridors at an
00m.
Accordingl
approxim
mate spacing of 5
ly 320 bus shelte
ers are proposed in the study
area.
Pavemen
nt Markings: Pavement markings
s such as: Center line, Traffic lane
e lines, Stop
lines, Ped
destrian crossing
gs, Parking space
e limits, Kerb marrking for visibility,, Obstruction
marking, etc. must be pro
ovided keeping in
n view all users of
o the road and especially
e
for
night time
e driving. Marking
gs should be prov
vided according to
o IRC:35-1997.
Signage:: In general, it wa
as observed that the traffic signs are
a found wanting
g in Jodhpur.
It is reco
ommended that proper
p
signs be installed at appro
opriate locations. Road signs
are class
sified into three categories: Mandatory/Regulatorry signs, Caution
nary/Warning
signs, an
nd informatory siigns. It is recom
mmended that sig
gns near schools should be
installed on priority basis. All the traffic sig
gns should be fac
cilitated as per th
he guidelines
provided in IRC publication 67-2001.
Safety Measures:
M
Poor road
r
geometry an
nd inadequate strreet lighting along
g with limited
road spa
ace and lack of traffic sense bo
oth to drivers an
nd pedestrians increase the
incidence
e of accidents. Mainly they are ca
aused due to the casual approach
h of the road
users tow
wards driving rules, safety precautions, and regulations.
D
JODHPUR DEVELOPMENT
AUTHORITY
64
As per the accident records collected from the traffic police and having discussions with
the citizens, the following locations/stretches were identified as the major accident prone
locations.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Mama Bhanja Dargah ke pass

Khetsingh ka Bangala
Paota Sabji Mandi
Circuit House
Panchbatti Chauraha
Nai Sadak
Sarannagar Naka Banad Road
Amrita Devi Park Road
Pili Tanki University Gate
Pal Balaji Churaha Housing Board
Preksha Hospital ke pass Pal Road
Hanuvant School ke samane Pal Road
Kudi Gaon ke pass Pali Road
D.R.M. Office Road
Jhalamand Circle Naka Pali Road
Kayalana Tiraha
The following key safety measures needs to be implemented to the above listed
stretches/locations.
Well delineated right of way for vehicles and pedestrians as per the IRC
standards.
Markings at speed breakers & islands/rotaries and installation of sign boards

adequately for night time visibility.
65
Traffic signages be made retro reflective.
Safe crossing facility for pedestrians near the sensitive areas like institutions,
medical centers, recreation centers.
Create traffic safety patrol programs for student volunteers at all schools.
Ensure that adequate street lighting is provided on all collectors, sub-arterials,

and arterials.
Black spots must be identified and specific improvements must be proposed at

those locations.
Install pavement markings such as lane lines, median lines, stop bar, parking
stalls/bays etc.
A Road Accident Analysis System (RAAS) based on the accident

database must be implemented for accurate reporting and use in
geometric improvements.
Grade Separators: It is suggested to construct Grade Separators at all
locations as stipulated in the Master Plan as the traffic at these locations
warrants for the same. Grade Separators is suggested at the following
locations
ROB at Bandwasiya
ROB at Manklav railway level crossing on Mathania road.
Flyover at Paota Circle
Flyover at Nai Sadak Circle
Flyover at Jalori Gate Circle
Flyover at Sojati Gate Circle
Flyover near Shani Temple
66
One ways: One way systems are one among the various short term traffic
management measures that ensures smooth traffic circulation for a short period until
other medium and long term measures are implemented in the near future. The existing
and proposed one way systems are presented as shown.
Existing One way system inside Old City
Existing One way system near Jodhpur Railway Station
67
Proposed One way system near Paota circle
68
Signal Optimization and Co-ordination: At Paota circle, Nai Sadak circle, Sojati Gate
circle, Jalori Gate circle, Shani Temple circle, Bombay Motors circle and Akalia circle.
Pedestrian Crossing Facilities: Near Paota circle, Nai Sadak circle, Sojati Gate circle,
Jalori Gate circle, Riktiya Bheruji circle..
Regularize On-Street Parking: From Sojati Gate circle to Bombay Motors circle,
sardarpura B road & C road.
Traffic Signages and Markings: Paota Circle, Nai Sadak Circle, Jalori Gate Circle,
Riktiya Bheruji Circle and Sojati Gate Circle.
Safety: Vehicle segregation & Enforcement of lane discipline to ensure safety
Old City Proposals: Old City attracts huge traffic throughout the day due to the
presence of several commercial establishments namely Bazaars. Lack of
enforcement and traffic sense has led to haphazard parking, encroachments,
predominance of hawkers etc which in turn resulted in traffic congestion and delay.
The old city requires Area Traffic Management (ATC) in the long run. Some of the
significant features of the ATC are
The Area Traffic Control Systems shall link various elements of Intelligent
Transportation Systems
Will enable decision makers to identify and react to an incident in a timely

manner based on real-time data.
The ATC will help to reduce incident response times, disseminate traveler
information and hence reduce congestion and enhance safety
69
Some of the short term measures that can be implemented in this area are
Parking Improvement: On-Street parking can be totally banned on various

stretches such as Cycle Market, Sardar Bazaar, Mirch Bazaar, Machhi Market
and Kandoi Bazaar
Cordon controls on entering the old city.
Implementation of one-way plans
Provide Vehicle Emission Check Center
Vehicle segregation & Enforcement of lane discipline to ensure safety
Encroachment & Hawker Management: Regularize the Hawkers &

Encroachments in the Sardar Bazaar, Mirchi Bazaar and Kandoi Bazaar Roads.
Depending upon the intensity of hawkers and their hindrance to the traffic
following zones are delineated as shown for appropriate action.
Green Zone: Allow hawkers to do their business at all the times without any restrictions.
The locations around the market areas generally are designated as Green Zones
Amber Zone: Some restrictions for the vendors and hawkers. These restrictions could
either be by time of the day, or by the day of the week. On all other times, vending is
allowed at designated areas.
Red Zone: Hawking/vending are not allowed at these designated areas at any time.
The zones identified as Red Zones will always prohibit hawkers. All the busy corridors
of the town, will come under the cover of Red Zone, and hence, are hawker-free zones.
70
Education & Enforcement: Overall awareness of the traffic discipline and compliance
with the traffic rules by road users in Jodhpur is below the desired level. Traffic Police
have to offer positive leadership in this direction to make people responsible and rule
abiding road users. Special traffic drives are to be planned by them for making the public
aware of the traffic rules. Also the procedure for imposing fines at the spot for defaulters
may be reviewed in view of large backlog of pending traffic offence cases. The Road
Safety programs should be aimed principally at adult road users and serve three main
purposes:
To inform the public of new regulations or changes to the traffic regulation

system
To influence the attitudes towards road safety
To persuade road users to change their behavior in relation to identified causal

factors in road accidents.
These traffic management measures are normally easy to implement with less cost.
71
5.8
Environmental & Social Impact

Emission Results
Several traffic and transport proposals with more emphasis to Public Transport schemes
that are proposed in this study which when implemented have positive impact on the
environment. The elements of emissions from vehicles such as Carbon-mono-oxide,
Hydrocarbons and Particulate matter have significantly reduced during the year 2030 as
indicated.
Elements
2030
(Tons/day)
Do Nothing
2030
(Tons/day)
With Projects
Carbon
Monoxide
15.5
10.8
Hydro Carbons
6.06
4.1
Particulate Matter
0.5
0.4
The impact of the proposed projects from the social angle is analyzed at a broader
perspective. It is found that most of the projects have significantly less impact with
respect to Rehabilitation and Resettlement. Land acquisition for some of the projects is
inevitable. The proposed projects that significantly improve mobility with reduced travel
time.
Right of way /
Land
Acquisition
Requirement of
Rehabilitation
& Resettlement
Improve
Mobility
Reduction
in Travel
Time
Bus Fleet
Augmentation
No
No
Yes
Yes
BRT S
No
No
Yes
Yes
Intermodal Stations
Yes
Yes
Yes
NA
Monorail
Yes
Yes
Yes
Yes
Bus Terminals
Yes
Yes
Yes
NA
Bus Shelters & Bus

bays
Yes
Yes
Yes
Yes
Grade separators &
Yes
Yes
Yes
Yes
Project
72
ROBs
Rd Widening 4laning
Yes
Yes
Yes
Yes
Rd Widening 6laning
Yes
Yes
Yes
Yes
New Roads (4 lane)
Yes
Yes
Yes
Yes
Ring Road
Yes
No
Yes
Yes
Bike lane
No
No
Yes
Yes
Foot Path cum drains
No
No
Yes
NA
Pedestrian FoB
/Subway
No
No
Yes
NA
Major Junction
Improvements
No
No
Yes
Yes
Area Traffic Control
No
No
Yes
Yes
Signages and Road

Markings
No
No
Yes
Yes
Core Area Plans
No
No
Yes
Yes
Off-Street Parking
Yes
Yes
Yes
NA
Truck Terminal
Yes
Yes
Yes
NA
73
5.9
Study Outcome
It has been showed that if nothing is done to the present transport

infrastructure the public transport modal share (motorized) would reduce to
6% while the goal is 35%. The consequence of this is substantial investments
in vehicle traffic related capacity enhancements to accommodate the increase
in car/two wheeler trips. If the CMP and the project schemes that form part of
the CMP are implemented then the transport system would improve:
The horizon year public transport trip share would increase to 34%
(without NMT) that nearly meets the goal.
The horizon year motorized personalized transport modal share

would reduce to 44% (without NMT).
The horizon year average network speed is projected to be

26 kmph.
It is clear that with the CMP project schemes the transport system
would witness a sea change. By the year 2030 several land use
developments that pose substantial impact on the transport system
are likely to happen. The CMP has identified several infrastructure
projects that are required to not only address the demographic
pressures but also generate a shift from the personalized transport
towards public transport (as indicated in the table) which is
sustainable and environment friendly.
86503 / (44%)
43935 / (22%)
+
Trips
Nos./%
(2031)
Mode
Taxi
67539 / (34%)
Total (motorised)
197978 / (100%)
Index
Formulation
Present
Goal
Goals
Achieved
PT
Mode
Share
(Motorised)

Total Trips
8%
35%
34%
IPT
Registered IPT vehicles

/ Lakh of Population
1507
1600
1600
Walkability

Length
51%
100%
80%
Fatality
No. of Fatalities / Lakh

of Population
30
NMT
% of NMT trips in total

trips
45%
45%
45%
74
Chapter 6
Implementation Plan
75
6.1
Cost Estimation
The mobility plan elements discussed in the previous sections were considered in the
estimation of block cost estimate for implementing the elements in the future. Summary of
the costs including the phasing of investments is presented in Table. The rates are
assumed based on consultants experience on similar studies in the past. The approximate
capital cost for implementing the mobility plan is approximately Rs. 6330 Crores over the
next 20 years. The PPP potential is expected to be Rs. 1900 Crores. Major share of the
investment is for developing public/mass transport systems.
To meet the transport needs of the future, investment requirements will increase to levels
three to four times higher in real terms from the present levels. The financing of this level will
be a massive task. While the government will continue to be a major source of funds for
infrastructure, internal generation of resources by the sector itself will have to increase.
Pricing of transport services and reduction in the costs will have to play a much bigger role
than in the past. A larger role of the private sector is also visualized. In a maze of subsidies
and social service obligations public sector transport has lost the importance of commercial
operations. Urban transport Policy of the Ministry of Urban development clearly indicates
the areas and levels of possible government support in planning to implementation of urban
transport components. There are certain areas of urban transport components that different
stakeholders can participate so that the required funding and responsibilities can be shared
with suitable coordination and regulation mechanism.
76
Summary of Costs
No.
Schemes
Details
1. Paota Circle
Unit
Quantity
Nos.
Nos.
320
kms.
113
kms.
320
2. Nai Sadak Circle

1
3. Sojati Gate Circle
Junction Improvements
4. Jalori Gate Circle

5. Shani Temple Circle
2
Bus shelters & Bus bays
Inner & Outer Ring Road

(same as part of New Links
proposed)
Footpath cum drain
Traffic Management
Measures one way
schemes
Foot Over Bridges &

Skywalk
The Bus shelters are planned to provide at 0.5 km spacing

in commercial areas and 1 to 2 km spacing in other areas.
Proposal for development of 41 km of Inner Ring Road and
72 km of Outer Ring Road. The project involves
development of a 90 m wide corridor, with expressway,
service roads and a Mass Rapid Transit route especially a
BRTS / Monorail.
Proposed Mobility Corridors and other significant roads of
JDA
1.City Police Tiraha - Manak Chowk Panna Niwas Teja
Matha Mandir Bata Tiraha Ghas Mandi Tiraha
2. Jalori Gate Chauraha MGH Road Station Road upto
Railway Station
3. Service Road leading to Central Bus Stand Part of
Raikabagh Station Road Part of High Court Road
ROB at Bandwasiya
ROB at Manklav railway level crossing on Mathania

road.
Proposed Flyover at Paota Circle, Nai Sadak Circle,

Jalori Gate & Sojati Gate Circle and Near Shani
Temple
1.Paota Circle
LS
Nos.
Nos.
2. Nai Sadak Circle
3.Sojati Gate Circle 4.Jalori Gate Circle

5. Rikhtiya Bheruji Circle
77
Augmentation of Bus fleet

Road widening ( 2 to 4 lane
& 4 to 6 lane) includes
Tourist route
10
6. Skywalk between Central Bus Stand & Raikabagh

Railway Station
1. Near Rajiv Gandhi Statue at Nai Sadak Circle
Nos.
for the period 2010-2030
Nos.
1700
Road widening Proposed under this study which includes

those proposed in Master Plan and City Development Plan
kms.
155
2. Old Municipal Corporation Building
11
Core Area Plans
12
New Links & Road along

Nalla that includes Ring
Roads
Hawkers management, Encroachment Management,

Parking Management, Enforcement of Traffic rules
New Links Proposed under this study such as various
stretches of Inner Ring Road and Outer Ring Road and
Extension of Chopasni Road
13
Area Traffic Control
Proposed one ways in core area
Paota Circle
LS
kms.
79
LS
2
1. Improvement of Central Bus Terminal

15
Bus Terminal
16
High order Mass Transit

(High Dense Bus Corridor)
17

(BRTS)
2. Near Banar Road
3. Near Raikabagh Over-Bridge
4. Near Rikhtiya Bheruji Circle 5. Near Residency Road

6. Near Dhali Khakki Chakki 7. Near Pratap Nagar
1. Chopasani Housing Board to 5 th Road Circle
2. Agolai to Balsamand Lake
3. Daijar to Vinayika
4. Mogra to Kadri Road
5. Agolai to Akalia Circle
6. Banar Road to Mandore Road
1.Jaisalmer Bypass on NH 112 to Daijar
Nos
kms
87
kms.
158
78
2. Chopasani Housing Board to Daijar

3. Paota Circle to Dangiyawas
4. Barkatullah Stadium to Khejrali
5. Kankani to Paota Circle
6. Pal to Jaisalmar Bypass on NH 112
18

(Monorail)
19
Truck Terminals
20
Bike Lane
6.2
1.Jaisalmer Bypass on NH 112 to Daijar

1.Jaisalmer Road
3.Banar Road
2. Mandore Road
4.New Pali Road
All mobility corridors,Along Nalah River and some areas

inside the old city
kms.
25
Nos.
kms.
342
Phasing
The investment is phased into two periods as shown in Table, such as 2010- 2020 and
2020-2030. About 75 percent of the investments as per the CMP are aimed at improving the
public transit system in the JDA area.
The first period (2010- 2020) basically focuses on public transit system enhancements
including bus terminals, traffic management measures, including some pedestrian grade
separated crossings etc, along with development of mobility corridors.
All traffic
management measures are taken up during this phase.
The second phase seeks continued improvements in the mass public system
enhancements, bus augmentation, additional mass transit system enhancements and road
capacity augmentation continue, along with construction of ring roads.
Rs. In
Crores
Phase 1 (2010-2020)
1809.25
29%
Phase 2 (2020- 2030)
4515.9
71%
6325.15
100%
Phases
Total
79
Year 2010-2020
Break- up of Block Cost Estimates 2010-2020
The break-up of costs for 2010 2020 are shown in Table
Priority should be given to the following investments.
No
1. Traffic management along with core area plans that are focused on
non-motorized traffic and pedestrians.
2. Construction and improvement of footpaths, pedestrian crossings for
safe flow of pedestrian traffic, and accessibility to transit corridors.
3. Junction improvements to encourage flow of traffic and reduce conflict,
thereby taking into account safety and also minimizing emission (due
to congestion).
4. Public transit augmentation and improvement. Implementation of high
capacity mass transport options for 245 km of road sections this also
would include Route Rationalization Study, feeder services, bus
shelter and bus bays, high density bus corridor etc. BRTS services
should be made operational. This would help in enhancing the transit
share, and reduce dependence on private vehicles.
5. Parking Management Plans along with construction of some parking
plazas is important at this stage and will complement the core area
plans and pedestrianisation efforts of some areas.
6. As automobile ownership and usage levels would not reduce
overnight, selected junctions with significant anticipated congestion
problems are identified for flyovers until capital intensive public
transportation schemes are in place.
1
2
3
4
Rate in Crores
Total
Item
Quantity
3
200
Foot path cum drain
Traffic & Pedestrian
Management measures
(Signages and Markings)
Unit
Rate
Cost
No.
0.25
0.75
No.
0.15
30
170
Km
0.45
76.5
LS
Km
No.
20
80
Pedestrian Crossing
Facilities (grade separated)
No.
No.
1000
No.
0.5
500
25
Km
12
300
100
Km
300
50
4
2
LS
km
No.
No.
LS
6
6
2
5
15
300
24
4
5
Bike Lane
200
km
0.75
150
Tourist Route
LS
km
8
9
10
11
12
13
14
15
16
17

along with Route
Rationalization Study
High Order Mass Transit
(BRTS)
Road Widening (2 to 4 lane
& 4 to 6 lane)
Core Area Plans
New Links
Bus Terminal
Truck Terminal
Area Traffic Control (4 lane)
Total
0.5
1809.75
80
Year 2020-2030
Break- up of Block Cost Estimates 2020-2030
The break-up of costs for 2020 2030 are shown in Table

Priority should be given to the following investments.
Rate in Crores
Total
Item
Quantity
2
120
Foot path cum drain
No.
20
60
Pedestrian Crossing
Facilities (grade separated)
No.
700
No.
0.5
350
65.2
Km
12
782.4
25
km
110
2750
55
Km
165
2
29
3
2
142
No
km
No.
No.
km
8
6
6
2
0.75
16
174
18
4
106.5
No
1.
2.
3.
4.
5.
Public transit augmentation and improvement should continue,

along with focus on mass transit options on the mobility
corridors feeder services, bus shelter and bus bays, etc. Focus
should be on high dense bus corridor and mass transit options
(Monorail/BRTS). This would help in enhancing the transit
share, and reduce dependence on private vehicles.
Focus in this phase should include building up of bus terminals,
and also intermodal stations, as needed, along the mobility
corridors; this would encourage public transit usage, and
increase the public transit share.
Up gradation of the roadway system to mobility corridor
standards should also be a priority during this phase.
Focus on construction and improvement of footpaths along
with Grade separated pedestrian crossings should continue
for safe flow of pedestrian traffic, and accessibility to transit
corridors.
Missing link roads and new roads that enhance mobility in
the JDA area also should be given priority in this phase.
6
7
8
9
10
11
12
13
14

along with Route
Rationalization Study
(BRTS)
(Monorail)
Road Widening (2 to 4 lane
& 4 to 6 lane)
Intermodal Transfer Facilities
New Links
Bus Terminal
Truck Terminal
Bike Lane
Total
Unit
Rate
Cost
No.
0.25
0.5
No.
0.15
18
150
Km
0.45
67.5
4515.9
There is a need to rigorously evaluate all the above proposals and complete a thorough
evaluation of other technological alternatives (Alternate Analysis), especially for transit
system choice. Project Profile Sheets of the projects proposed are included in the
Annexure3 of the CMP.
81
Chapter 7
Institutional Framework
82
7.1
Present Institutional Set-Up
The prime agency responsible for planning and development of transport infrastructure
(road) including finance & investment of Jodhpur city as well as the surrounding region
is the Jodhpur Development Authority. Public Works Department (PWD) is responsible
for any planning and development in the road transport sector including financing and
investment outside Jodhpur Urban area. Traffic Police is responsible for traffic safety
and operations in the town. The Regional Transport Officers (RTO) for Jodhpur is
responsible for licensing of vehicles and drivers in the district.
Public transport need of the town is handled by Rajasthan State Road Transport
Corporation (RSRTC) and private agencies. Other than RTO, there is no other
agency/authority to control/manage private bus operations.
7.2
Issues with the Present Institutional Set - Up
It can be seen from the activities and a function of the different organizations involved in
urban transport planning in Jodhpur is that there is no co-ordination between these
agencies. It can also be noted that there is no agency looking after only urban transport
issues. It is thus imperative that there shall be a nodal agency looking after urban
transport issues. No nodal agency has any control on the accountability in ownership,
performance, and maintenance in transportation infrastructure. The issues are
summarized as follows:
Lack of coordination among organizations involved in Urban Transport
Lack of Transport Planning expertise in the organizations
No accountability in ownership, performance and maintenance of transportation

infrastructure and systems operations
83
7.3
No single apex agency regulating, facilitating and integrating operations of

different modes
Proposed Institutional Framework
The responsibilities for policy making, planning, investment, operations and

management should be stream lined and strengthened. An empowered body should
coordinate, over-see and regulate the entire transportation project. Frame work is
critical for effective Public Transport. It should address all the functions, clearly assign
responsibilities and be responsive to the policy concerns of all citizens (mobility needs,
air quality, and traffic safety).
In this regard, the Institutional Framework suggested for Jodhpur is as follows;
The suggested Institutional set-up will have Three Tiers. Each tier is responsible for
some specific suggested functions. Co-operation among the tiers is very important.
Tier I: State Transport Planning and Regulatory Commission STPRC

The State Transport Planning and Regulatory Commission (STPRC) should be a
statutory body, created by an Act of Parliament as an enabling body in each State.
The STPRC should be a statutory body, and should have transport professionals as
members. The STPRC will have adequate transport planning expertise in order to
study growth of the Jodhpur Region and initiate preparation of perspective plans for
transport and related infrastructure. It will also channel funding as per the policies of the
government. All urban transport related projects need to be approved by the STPRC,
for funding (Central/State) to be available to them. It will also be responsible as a
regulatory authority, where it will adopt/set performance standards for bus, roadways,
etc. It will also have bus/vehicle operating standards, and also be responsible for traffic
84
and transport policies for the state. Along with this it has a very important role as a
coordinator with other urban infrastructure departments, as well as the other tier in the
institutional set-up. STPRC will be responsible for initiating undertaking of studies and
updating all transport studies, including Comprehensive Mobility Plans (CMP), every 3-5
years.
Tier II: Development Authority

The Development Authority will be responsible in actually undertaking studies and
updating all land use and transport studies, including the Master Plan and the
Comprehensive Mobility Plans (CMP), every 3-5 years. They will coordinate one-to-one
with the municipal corporation, public transit operators (bus, BRTS, other) with respect
to their plans and implementation, so that all plans are coordinated and form part of the
comprehensive planning process for the city. Their responsibility includes preparation
of the Comprehensive Mobility Plan, Traffic Impact Assessments, Traffic System
Management, Travel Demand Management, and other existing duties. The JDA should
be made responsible for mobility and should play an active role in promoting public
participation including all stakeholders to influence transport policies. They will need to
have two different cells, one the technical cell undertaking studies and the other
coordination cell coordinating the recommendations of the study with the JMC and the
other stakeholders.
The JDA should have a team of experienced land use/urban planners, transport
planners, bus system and mass transit specialists, along with transport economist and
financial specialists. The coordinating cell will need to form a Multimodal Task Group
(MTG) having members from all stakeholders and the technical team to decide on
Route and fare fixation, integration policy for different modes with respect to routes, fare
and other facilities. This task force will also initiate a PPP policy framework to be taken
up by the bus operators, and other organizations for implementation of their plans. The
85
team determines the routes, timings and service-mix and will pay the operators by an
agreed rate. At the same time, it is at this level that decisions about the quantum and
quality of para-transit services, such as auto-rickshaws, etc., are taken. This Task Force
will plan for contracting with advertisers and collect such revenue as it can in order to
augment its financial resources to be ploughed back either as social cost
reimbursement or for providing improved facilities for passengers.
Tier III: Implementers and Operators

The Municipal Corporation will be responsible for having its own comprehensive plan
that will be a subset of the larger regional plan of the JDA. It has to be coordinated and
synchronized with the regional plan. It will continue issuance of Building Permits, and
other current existing duties. Municipality should have a small team of transport
planners, transport economists and management staff.
RSRTC will be responsible for transit planning, bus service management and also a
facilitator for PPP initiatives. Since the police commissioner regulates traffic, an
important task at this level is to ensure a forum for coordination both for mobility and for
safety with the enforcement authority. The municipality will be responsible for providing
the necessary infrastructure in the shape of bus stations and bus stops. PWD will
continue as the responsible agency for construction and maintenance of roads and
other road infrastructure. It is essential that PWD has to work in coordination with all
other urban infrastructure departments.
The Regional Transport Office will continue being the licensing authority. The Traffic
Police will need to have co-ordination and input with respect to the towns TSM and
TDM Plan. It is again at this level decisions should be taken, in consultation with
STPRC, on the type of buses mini or regular buses, their desired age, passengerfriendly entry and exit fitness, etc., If there are environmental and pollution-preventing
86
measures they should be supervised by MTG. The Traffic Police will have a small team
of transport and finance personnel, who will implement the overall transport plan
prepared by STPRC. This team will be effectively supervised by STPRC and is
constantly guided in respect of all technical guidance, while it works administratively
under the municipality.
TIER I -STC
87
The proposed institutional set up is presented below.
Proposed institutional set up
88
Chapter 8
Capacity Building Programme
89
8.1
Road User Education
Special traffic drives are to be planned by the traffic police of Jodhpur for making the
public aware of the traffic rules. Also the procedure for imposing fines at the spot for
defaulters may be reviewed in view of large backlog of pending traffic offence cases.
Periodic road safety public campaigns including exhibitions, lectures and film shows are
also necessary for road user education in Jodhpur. The target audience shall include all
road users including drivers of public vehicles.
The Road Safety programs should be aimed principally at road users and serve three
main purposes:
To inform the public of new regulations or changes to the traffic regulation

system
To influence the attitudes towards road safety
To persuade road users to change their behavior in relation to identified causal
factors in road accidents
Benefits
Improves road sense among the users

Better enforcement
Training
In order to enhance the knowledge of engineers, planners and other staff of the
municipality in the field of transportation, it is necessary to conduct training programs in
the form of workshops. The workshops should cover the basics of urban transport
planning process, the surveys to be conducted, forecasting the future traffic etc. in their
agenda.
90
Training and awareness program should be conducted by the Traffic Police at schools,
employment centers and also residential hubs. The training should be focused on
adherence to driving rules and safety during driving (importance of helmets, even for
pillion drivers).
Benefits
The people working in the field of transportation will get the knowledge of the
transportation needs and methodologies for arriving at the solutions
The knowledge learnt at the workshops will be disseminated to other
departmental staff
The public will be exposed to the traffic rules and the importance of the
adherence to it.
91
An
nnexxuree
TABLE OF CONTENTS
ANNEXURE 1
SURVEY FORMATS ....................................................................................... 1
ANNEXURE 2
EXISTING CONDITION ................................................................................. 18
TRAVEL DEMAND MODEL . .................................................................... .. 33
ANNEXURE3
PROJECT PROFILE SHEETS ...................................................................... 56
Ann
nexure
e1
Survey Formats

House hold Interview Survey Format
PART 1. Household Data Sheet
Traffic Zone:
HOUSEHOLD LOCATION:
Map Reference:
Assembly No.
Household Serial Number
Electoral Booth No.
Schedule No.
Date of Interview:
Building Name/Number
Street Name
Interviewer:
1st
Locality / Area Name
Supervisor:
2nd
City / Village
Day
Mon
3rd
Land mark 1
Interview Status:
Refused
Partial
Full
Household Data Sheet
PIN Code
Travel Data Sheet
Name of Head of household
Daily Trip Diaries
Contact Tel. No.

Ownership
Type of Residence
Owned
Rented
Employer Provided
No. vehicles available to

household for personal use:
Owned by H'hold
Govt/Company
Owned
Apartment/flat
Cars/Vans
3+
2 3+
Independent House
2-wheelers
3+
2 3+
Bicycles
3+
2 3+
Others
3+
2 3+
Park
on-street
Private
spaces
Parking available at
household:
Cars/Vans
3+
2 3+
Total no. persons living in household
Distance to bus stop
Km
2-wheelers
3+
2 3+
Employed persons in household
Distance to rail station
Km
Others
3+
2 3+
No. Earners in household

Number of members absent on travel morning
Number of mobiles/phone available in HH.

Yes / No
Availability of internet
PERSONAL INFORMATION:
Person 2
Person 1.
Person 3
Person 4
Person 5
Person 6
Person 7
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
No. of trips made on Travel Day(to be entered after survey)

Age (years)
Sex ( 1- Male, 2 - Female)
Marital Status ( 1- Unmarried, 2- Married , 3 - Others)
Less than 5th Class
Up to SSC
Up to HSC
Diploma
Graduate and above
Others
1
2
3
4
5
6
Employed (Full Time)

Employed (Part Time)
Self Employed
Daily Wages
Student (all levels)
Homemaker/Housewife
Retired
Others
1
2
3
4
5
6
7
8
Are you employed in Government / Private sector / others?
Completed Education Level

1
2
3
4
5
6
Occupation Status
1
2
3
4
5
6
7
8
3
Occupation Status code 1 Government 2 Private 3 Others

Building Type or Land Use that best describes your USUAL place of employment or education:
Residential
Industry/Factory
Warehouse
Office
Film Industry
Shop
Restaurant/Eating Place
Hotel
Entertainment/Tourism
Place of Education
Health Facility
Agriculture
Construction Site
Varies day to day
Others
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Employment Travel:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

PART 2. Person and Travel Data
Household serial number:
Person 1
Person No
Person 2
Person 3
Person 4
Person 5
Person 6
Pers
Name
Address and Location of Place of Employment or Education
At Home
Same Building as Home
OR
Building Number / Name
Street Name
Location 1
Location 2
Landmark 1
Traffic Zone (for Office Use)
What time do you leave home to travel to work or school
Time (hh:mm)
How long does it take to travel from home to your place of emplyment or education
Time in minutes
What time do you leave your place of employment or education at the end of the day
Time (hh:mm)
Do you have a driving licence?
( 1-Yes, 2-No)
If you drove, or were driven, to work / to
School - where did you park?
(1-Onstreet,2-Offstreet)
Do you use a Toll Road pass?
No)
(1-Yes, 2-
If yes, what is the cost? (Rs / month)

Do you use a Rail pass / Bus Pass?
(1-Yes, 2 - No)
If yes, what is the cost? (Rs / month)
How much do you normally spend on transport costs every month (all respondents please - in the case of children ask the adults)
Rupees per month
Individual Monthly income from all

sources (Rs / month)
What is your monthly household
income (Rs / month)
Monthly Household
A - Up to 1500
B- 1501 - 3000
C- 3001 - 5000
Income
D - 5001-10000
E- 10001 - 20000
F-20001- 30000
G - 30001 - 40000
H- 40001 - 50000
I - Above 50,000

Part 3-Travel Data
Household Serial Number
Record Type
Travel Date
Starting Address
Trip
Stage
Land use
Address
Finishing Address
Land use
Address
Transfer Time (in

minutes)(Walk
time+wait time for
next mode)
Travel Day
Starting Time
Hrs. Min
Travel Modes:
01.
02.
03.
04.
05.
06.
Walk
Bicycle
Taxi
Autorickshaw
Maxi cab
Two wheeler
07.
08.
09.
10.
11
12.
TW Pillion Rider
Car/Van
Car - Co Passenger
Bus (public)
Bus (company charter)
Bus (private)
13.
14.
15
16
Minibus
Train
Cycle Rickshaw
Other Modes
01.
02.
03.
04.
Work
School
Shopping
Personal Busi
Person
Trips
Finishing Time
Hrs. Min
Mode of Travel
Travel Purpose
Social
05.
Entertainment/Recreation
06.
Employers Business
07.
Other Reason
08.
Stage Distance
Purpose of Travel (Kms) (Rounded
upto one decimal)
1
2
3
4
5
Fare of travel
Any Toll You paid If you drove by the

If yes the mode of
Car/Tw any
payment (T - Toll
Parking charges
Pass / else specify
you paid??
the amount in Rs)
Land Use
Residential
Agricultural
Commercial
Industrial
Others

Road Side Interview Survey Format-Passenger Vehicles
Name of the Road :
Interviewer :
Location :
Date :
Direction :
Day :
Time (24:00 Hours Format) :
Time
Vehicle Type
Occupancy
1. Two Wheeler
2. Car
3. Auto Rickshaw
4. Taxi
1. Two Wheeler
2. Car
3. Auto Rickshaw
4. Taxi
1. Two Wheeler
2. Car
3. Auto Rickshaw
4. Taxi
1. Two Wheeler
2. Car
3. Auto Rickshaw
4. Taxi
1. Two Wheeler
2. Car
3. Auto Rickshaw
4. Taxi
Origin of Destination
Trip Distance
Purpose of Journey
Trip Frequency
the Trip of the Trip
(Kms)
1. Work
2. Business
3. Education
4. Social & Recreaton
5. Tourism
6. Others
1. Work
2. Business
3. Education
5. Tourism
6. Others
1. Work
2. Business
3. Education
5. Tourism
6. Others
1. Work
2. Business
3. Education
5. Tourism
6. Others
1. Work
2. Business
3. Education
5. Tourism
6. Others
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others

Road Side Interview Survey Format-Goods Vehicles
Name of the Road :
Interviewer :
Location :
Date :
Direction :
Day :
Time (24:00 Hours Frmat) :
Time
Vehicle Type
Trip
Origin of Destination Purpose of
Distance
the Trip of the Trip
Journey
(Kms)
1. LCV
2. Truck/ 2 Axle
3. MAV
1. Loading
2. Unloading
3. Others
1. LCV
2. Truck/ 2 Axle
3. MAV
1. Loading
2. Unloading
3. Others
1. LCV
2. Truck/ 2 Axle
3. MAV
1. Loading
2. Unloading
3. Others
Goods Type
1. Foodgrains , Vegetable, Cereals
2. Wood
3. Fis heries
4. Stone, Coals
5. Indus trial Materials
6. Petroleum Products
7. Building Materials
8. Cons um er Item s
9. Em pty
10. Rubber Related Products
11. Others
2. Wood
3. Fis heries
4. Stone, Coals
9. Em pty
11. Others
2. Wood
3. Fis heries
4. Stone, Coals
9. Em pty
11. Others
Loading
in
Tonnes
Trip
Frequency
Market
Value
(Rs)
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others
1. Daily
2. Alternate Day
3. Weekly
4. Monthly
5. Others
10
11
12
13
Comprehensive Mobility Plan (CMP) for Jodhpur City of Rajasthan

Bus Occupancy Survey Format
Road Name:
Time
Bus Type
Bus
Type
Bus Stop/Land mark:
Direction:
Standees
Origin
Destination
Sitting (Tick)
Crush
Capacity
If Under Capacity (Tick)
( )
Empty
Full
None
Full
Empty
Full
None
Full
Empty
Full
None
Full
Empty
Full
None
Full
Empty
Full
None
Full
Empty
Full
None
Full
Empty
Full
None
Full
1 - Mofussil-Govt
2 - Mofussil-Pvt.
3 - City Bus-Govt.
4 - City Bus-Pvt
5 - School Bus
6 - Mini Bus
14
COMPREHENSIVE MOBILITY PLAN - JODHPUR

------------------------------------------------------------------------------------------------------------------------------------IPT SURVEY FORMAT
-------------------------------------------------------------------------------------------------------------------------------------
Part I
Vehicle Information
1. Name of the Operator

2. Garaging Address
3. Vehicle Ownership Details
Vehicle Type
No of
Vehicles
owned
Vehicle
Registra
tion No
Ye
ar
Make&
Model
No of crew
per trip
(Driver/Clea
ner)
No. of
Working
days per
month
Monthly
Salary
(in Rs
for
Driver &
Cleaner)
Passeng
er
Capacity
Frequen
cy of
Trips
per day
Average
Annual
Mainten
ance
Cost
(Rs/year
)
Average
service
Life
(in
years)
Auto
Rickshaw
Taxi
15
Part II Trip Information:
Date of Travel:
Number of Trips per day:
Day of Travel:
Total
Approximate Distance Traveled (in Kms) on a travel day:

Trip No
Trip Origin
Address
Trip Destination
Address
Time of start
(Hrs: Min)
Time of finish
(Hrs: Min)
Trip Distance
(in Kms)
Number of
passengers
carried per
trip
Remarks
16
COMPREHENSIVE MOBILITY PLAN JODHPUR

TRUCK / LCV OPERATOR SURVEY
Operator Details:
1. Name of the Operator
2. Address
3. No. of Vehicles Owned
4. No of workers per vehicle
5. Average annual Maintenance Cost
6. Where will you park the Vehicles
: Off Street / On Street
7. Are you willing to shift to new terminal : Yes/ No

8. If Not, Why? ----------------------------------------------------------------------------9.
what are the problems you facing regarding terminal & facilities:
1. ---------------------------------------------------------------------------2. ----------------------------------------------------------------------------
Vehicle / Driver Details

S. No
Vehicle
Type
Origin
Destination
Distance
(kms)
Purpose
(Loading
/Unloading)
Total
No. of
Trips
Per day
Frequency
1.Daily
2.Alternativly
3.weekly
4. Monthly
Commodity
Load
Capacity
(tons)
17
An
nnexurre 2
Existing Condition
18
The data collected through primary and secondary surveys have been analyzed to assess the existing traffic and
transportation scenario in the study area and to identify the deficiency in the present system. The summary of the
analysis of the following surveys are included in this section.
Passenger Car Unit (PCU) Values
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Traffic volume count survey

Road side interview survey
Household Interview survey
Junction Volume Count survey
Road Network Inventory survey
Speed and delay survey
Bus passenger Occupancy survey
Truck Operator survey
Intermediate Public Transport survey
Pedestrian count survey
Parking survey
Vehicle Type
Buses
Minibus
Car/Jeep/Van
Two Wheeler
Auto Rickshaw
Trucks
MAV
LCV
Cycles
Carts
Cycle Rickshaw
Mofussil Bus
Other Bus
Composition
upto 5 %
2.2
1.5
1
0.5
1.2
2.2
4
1.4
0.4
2
2
2.2
2.2
Composition
> 5%
3.7
1.5
1
0.75
2
3.7
5
2
0.5
3
3
3.7
3.7
Traffic volume counts included screen line counts, cordon counts, as well as junction counts. The survey duration
ranged from 12 hour counts to 24 hour counts.
As per IRC, Passenger Car Unit (PCU) values adopted for the volume count analysis is given in the Table.
19
Traffic Volume
Screen line flows
The traffic flow data was collected at 10 screen lines for 24 hours.
Summary of 24 hour traffic volume at screen line locations
No
Direction 1
Location
Vehicles
PCUs
Direction 2
Total
Vehicles
PCUs
Vehicles
PCUs
Screen Line 1 (North-South)

1
Nagore Road [Near Mandore Gardens (ROB)]
4,017
5,732
3,473
5,411
7,490
11,143
Banar Road [Near Paota Circle (ROB)]
6,061
7,411
9,695
10,870
15,756
18,281
Circuit House Road [Near Paota Circle (ROB)]
18,402
20,615
20,772
21,222
39,174
41,837
Gaurav Path Road [Near Riktiya Bheruji Circle

(RUB)]
22,004
25,536
19,016
21,101
41,020
46,637
Karsamandi Road [Near JNV University (ROB)]
12,880
18,206
14,702
19,087
27,582
37,293
Screen Line 2 (East-West)

6
Pali Road (Near Bhagat Ki Khoti Railway

Station)
11,938
14,686
9,140
11,305
21,078
25,991
New Power House Road (Near Kadri Road)
5,822
6,697
5,159
6,242
10,981
12,939
Pal Road (Near Shastri Nagar Police Station)
10,916
13,686
13,232
15,761
24,148
29,447
Chopasni Road (Near Akaliya Circle)
17,654
20,538
20,821
23,136
38,475
43,674
10
Kayalana Road (Near Dau Ki Dhani Hotel)
11,642
13,976
13,618
15,083
25,260
29,059
20
Summary of peak hour traffic volume at screenline location

No.
Location
Daily PCU
Peak Hour Factor

(Peak PCU/Daily
PCU) (%)
846
11,143
8%
Peak PCU
Screen Line 1 (North-South)
Nagore Road [Near Mandore

Gardens (ROB)]
Banar Road [Near Paota Circle

(ROB)]
1,202
18,281
7%
Circuit House Road [Near Paota

Circle (ROB)]
3,836
41,837
9%
Gaurav Path Road [Near Riktiya

Bheruji Circle (RUB)]
3,797
46,637
8%
Karsamandi Road
[Near JNV University (ROB)]
3,080
37,293
8%
Screen Line 2 (East-West)

6
Pali Road (Near Bhagat Ki Khoti

Railway Station)
2,652
25,991
10%
New Power House Road

(Near Kadri Road)
1,267
12,939
10%
Pal Road (Near Shastri Nagar Police

Station)
2,394
29,447
8%
Chopasni Road
(Near Akaliya Circle)
3,052
43,674
7%
10
Kayalana Road
(Near Dau Ki Dhani Hotel)
2,621
29,059
9%
21
Traffic Volume Count at Cordon Locations

The traffic flow data was collected at 8 locations for 24 hrs.
Summary of 24 hour traffic volume at Cordon locations
No
Direction 1
Location
Direction 2
Total
Vehicles
PCUs
Vehicles
PCUs
Vehicles
PCUs
Barmer Road (NH-112)
8,068
13,486
8,674
14,497
16,742
27,983
Basni Bhagala Airport Road (NH-65)
6,429
9,642
6,826
11,422
13,255
21,064
SH-61 near Basni Main Road
7,203
6,658
5,490
5,522
12,693
12,180
Banar Road (NH-112)
10,216
14,597
8,874
11,985
19,090
26,582
Nagore Road
5,393
8,758
5,274
7,719
10,667
16,477
Soorsagar Road
4,319
6,766
3,248
5,397
7,567
12,163
NH-114 (Near Balsamand Lake)
4,854
6,310
3,256
4,993
8,110
11,303
Chopasni Road
5,038
6,696
4,702
6,293
9,740
12,989
Summary of peak hour traffic volume at cordon locations
Barmer Road (NH-112)
2,519
27,983
Peak Hour
Factor (Peak
PCU/Daily
PCU) (%)
9%
Basni Bhagala Airport Road (NH-65)
1,513
21,064
7%
SH-61 near Basni Main Road
1,007
12,180
8%
Banar Road (NH-112)
2,018
26,582
8%
Nagore Road
1,027
16,477
6%
Soorsagar Road
871
12,163
7%
NH-114 (Near Balsamand Lake)
742
11,303
7%
Chopasni Road
1,089
12,989
8%
No.
Location
Peak PCU
Daily PCU
22
Junctions
The junction turning count survey was conducted at 10 identified junctions in the study for 12 hrs.
Summary of peak hour Junction volume
No.
Location
Peak Hour Volume

In Vehicles
In PCUs
6,011
7,175
Peak hour
Khet Singh Circle (NH-65)
17.30 to 18.30
Paota Circle (NH-65)
17.45 to 18.45
15,967
18,389
Nai Sadak Circle (NH-112)
14.15 to 15.15
10,316
10,947
Sojati Gate Circle (NH-112)
14.00 to 15.00
8,082
9,307
Jalori Gate Circle (NH-112)
18.15 to 19.15
7,422
8,473
Shani Temple Circle (NH-112)
14.15 to 15.15
8,331
9,176
17.15 to 18.15
3,930
4,579
Akalia Circle
15.45 to 16.45
5,466
6,535
Ghantaghar Circle
18.00 to 19.00
2,699
2,916
10
Riktiya Bheruji Circle (NH-65)
17.30 to 18.30
8,167
8,911
Road Side Interview Cordon

Purpose of Journey on Cordon Points
Mode
Work
Business
Education
Social &
Recreation
Tourism
Others
Total
Two Wheeler
38%
29%
2%
5%
10%
16%
100%
Car
43%
38%
4%
1%
2%
13%
100%
Auto
55%
26%
5%
2%
3%
9%
100%
Taxi
42%
18%
11%
3%
9%
16%
100%
23
Goods type carried by Commercial Vehicles (%) at Cordon Locations

Modes
Food
grains,
Vegetables,
Cereals
Wood
Fisheries
Stone,
Coals
Industrial
Material
Petroleum
products
Building
materials
Consumer
items
Empty
Others
Truck
14%
8%
3%
9%
8%
5%
20%
5%
18%
10%
MAV
13%
9%
6%
7%
13%
7%
21%
6%
9%
9%
LCV
26%
4%
4%
5%
6%
3%
6%
2%
35%
9%
Mode wise Occupancy

Mode
Average
Occupancy
Two Wheeler
1.6
Car
2.8
Auto
2.6
Taxi
2.6
Traffic Pattern at Cordon Locations
Sector
Passenger
Traffic
Commercial
Traffic
Total Traffic
Internal to External
43%
5%
48%
External to Internal
34%
12%
46%
External to External
5%
82%
1%
18%
6%
100%
Total
24
Comprehensive Mobility Pla

an for Jodhpur
Road Network Inven

ntory
Road Network Inventorry has been carrie
ed out on major radial
r
and circumfferential Roads in
n the study area ssome of the
key fin
ndings are:
Carriagew
way types
T
Type
of Carriage
e
Length (km)
Percentage
2 LD
8%
2l UD
2
21
28%
4l D
2
26
35%
4l UD
12%
6l D
12%
8l D
4
205.2
5%
100%
Total
ads in CMA
On Streett Parking on roa
Availlability of Median
JODHPU
UR DEVELOPMEN
NT AUTHORITY
25
Journey Speed and Delay

Following observations could be made from the speed and delay survey conducted along major corridors in the study
area.
Summary of Journey Speed and Running Speed
Sl.
No
Corridor Name
Direction (Towards)
Distance
(km)
Average
Total
Time
(sec)
Average
Delay
(sec)
Average
Journey
Speed
(Kmph)
Running
Speed
(Kmph)
NH-65
(From Mandore Garden Circle to
Mahamandir Circle)
Mandore Garden Circle
5.1
425
37
38
Mahamandir Circle
5.1
540
15
34
37
NH-65 (From Mahamandir Circle to

Paota Circle)
Mahamandir Circle
1.3
240
18
19
Paota Circle
1.3
300
12
14
16
NH-65 (From Paota Circle to Riktiya

Bheruji Circle)
Paota Circle
5.7
540
35
38
5.7
480
35
37
NH-65(From Riktiya Bheruji Circle to

Jalmond Circle)
6.4
480
45
46
Jalmond Circle
6.4
420
48
48
Banar Road (NH-112)

(From Desert Corps Circle to Paota
Circle)
Desert Corps Circle
1.8
240
30
30
Paota Circle
1.8
240
28
30
NH-112 (From Paota Circle to Sojati

Gate)
Paota Circle
1.7
300
15
13
15
Sojati Gate Circle
1.7
300
15
16
NH-112 (From Sojati Gate Circle to

Panch Bathi Circle)
Sojati Gate Circle
2.8
400
20
22
25
Panch Bathi Circle
2.8
400
21
23
Pal Road (NH-112)

(From Panch Bathi Circle to Milk Man
Colony)
Panch Bathi Circle
2.2
300
18
26
29
Milkman Colony Circle
2.2
300
15
26
31
26
Distance
(km)
Average
Total
Time
(sec)
Average
Delay
(sec)
Average
Journey
Speed
(Kmph)
Running
Speed
(Kmph)
Milkman Colony Circle
2.24
220
29
29
Basni Road Circle
2.24
220
30
30
420
25
26
360
29
31
3.2
300
40
40
Akaliya Circle
3.2
360
32
32
Shastri Nagar Police Station
1.4
180
28
30
Chopasni Linking Circle
1.4
180
29
30
Shastri Nagar Police Station
4.5
420
40
41
Transform Nagar
4.5
420
40
41
Ghantaghar Circle
1.6
300
16
22
25
Kaas Bagh Circle

Circle
Jalori Gate Circle
1.6
240
20
27
35
3.5
480
28
29
3.5
480
27
27
1.5
210
27
28
Sl.
No
Corridor Name
Pal Road (NH-112)

(From Milk Man Colony to Basni Road
Circle)
10
Chopasni Road (From Panch Bathi

Circle to Chopasni Housing Board
Circle)
11
Kaylana Road (From Akaliya Circle to

Sursagar Dog Circle)
Panch Bathi Circle

Chopasni Housing Board
Circle
Sursagar Dog Circle
12
Pal Link Road (From Shastri Nagar

Police Station to Chopasni Linking
Circle)
13
Kadri Road (From Shastri Nagar Police

Station to Transform Nagar)
14
From Ghantaghar Circle to Kaas Bagh

Circle
15
New Power House Road (From New

Power House Road Circle to Jalori
Gate Circle)
16
Residency Road (From Pal Road

Circle to New Power House Road
Circle)
17
Airport Road (From Ratanada Circle to

Vyas Colony Circle)
Direction (Towards)
Pal Road Circle

Circle
Ratanada Circle
1.5
210
26
27
1.8
220
40
40
Vyas Colony Circle
1.8
210
40
40
30
31
Average
27
Bus Occupancy Survey

The surveys were conducted at the selected 10 screen line locations in the study area for 24 hrs.
Sl. No.
Road Name
Location
Nagaur Road
Near Mandore Gardens (ROB)
Banar Road
Near Paota Circle (ROB)
Circuit House Road
Near Paota Circle (ROB)
Gaurav Path Road
Near Riktiya Bheruji Circle

(RUB)
Karsamandi Road
Near JNV University (ROB)
Pali Road
Near Bhagat Ki Khoti Railway

Station
New Power House

Road
Near Kadri Road
Pal Road
Near Shastri Nagar Police

Station
Chopasni Road
Near Akaliya Circle
10
Kayalana Road
Near Dau Ki Dhani Hotel
Morning
Peak
Hour
Evening
Peak
Hour
Towards Nagaur
176
495
Towards Jodhpur
162
383
Towards Jodhpur
582
961
Towards Jodhpur
1242
1208
Towards Paota Circle
430
516
Towards Circuit House
757
822
Towards Rotary Circle
1325
788
Towards University Circle
736
1128
Towards Basni
73
15
Towards JNV University
64
55
Towards Karsamandi
681
968
Towards New Pali Road
644
797
Towards Rotary Circle
138
110
Towards Basni Industrial Area
163
285
Towards Chopasni Road
1085
224
Towards Pal Road
563
267
Towards Bombay Motors Circle
829
472
Towards Chopasni Housing Board
799
688
Towards Soorsagar
966
808
Towards Akaliya Circle
851
392
Direction
28

an for Jodhpur
Truck Operator Surv

vey
The su
urvey was done at
a Basni industrial area which is a major Truck Foca
al Point in Jodhpu
ur.
Loading Capacity
Trip Frequency
y
Monthly
M
9%
Daily
9%
Vehicle Type
T
Ave
erage Loading
Capa
acity(in tonnes)
Truck
Aletr
14%
Average Distance
Vehicle Type
T
Avera
age trip distance
(KM)
Truck
k
485
Ave
erage Maintenan
nce Cost
Weekly
68%
Vehicle type
Av
verage Annual
Maiintenance Cost
Ru
upees/Vehicle
Truck
k
55,000
JODHPU
UR DEVELOPMEN
NT AUTHORITY
29
Intermediate Public Transport Survey

IPT operator Survey was conducted at 3 locations in the study area.
Average service life of Auto rickshaw is 7.5 years.
Average annual maintenance cost of Auto rickshaw is Rs.4150.
Average number of passengers carried per trip by Auto rickshaw is 2.6.
Average passenger capacity of Auto rickshaw is 4.
There is no terminal facility, the parking and operations are done mainly on the street. IPT constitute an important part of
the public transport in Jodhpur.
Pedestrian Survey
Pedestrian counts were conducted at junctions. The pedestrian count survey was conducted at 10 intersections across
Jodhpur city for duration of 12 hours from 9:00 AM to 9:00 PM.
Summary of Pedestrian Counts
Sl.
No.
Location Name
Peak Hour
Peak Hour Pedestrian Count in Numbers

Crossing the Road
Along the Road
Total Count
(12 Hrs)
Khet Singh Circle (NH-65)
15.00-16.00
169
672
7,748
Paota Circle (NH-65)
17.00-18.00
1,742
2,230
39,373
Nai Sadak Circle (NH-112)
18.00-19.00
808
1,152
19,569
Sojati Gate Circle (NH-112)
17.00-18.00
513
987
10,153
Jalori Gate Circle (NH-112)
19.00-20.00
2,707
2,704
42,297
Shani Temple Circle (NH-112)
15.00-16.00
469
794
11,295
17.00-18.00
1,169
1,685
24,782
Akalia Circle
18.00-19.00
1,025
1,684
21,442
Ghantaghar Circle
15.00-16.00
1,931
2,345
36,108
10
Riktiya Bheruji Circle (NH-65)
17.00-18.00
917
1,226
19,951
30
On-Street Parking Survey

Parking duration
PCE Values adopted for Various Vehicle Types
Percentage of Parking Duration

Sl.
No.
Location Name
Up to
0.5
Hours
0.5 to 1
Hours
1 to 2
Hours
2 to 3
Hours
>3
Hours
Sl.
No.
Vehicle Category
PCE
Car
1.0
Station Road
69%
17%
11%
3%
0%
Two Wheelers
0.2
M G Road
87%
10%
3%
0%
0%
Bus
2.5
Chopasni Road
75%
13%
8%
3%
1%
Trucks
2.5
Residency Road
73%
15%
7%
3%
2%
LCV
1.75
Jalori Gate Police Station to

Kailash General Stores
75%
13%
8%
2%
2%
Auto Rickshaws (IPT)
0.5
Nai Sadak
66%
16%
10%
4%
4%
Bi-Cycles
0.1
Sardarpura B Road
64%
19%
9%
4%
4%
Cycle Rickshaw
0.8
Sardarpura C Road
73%
16%
7%
2%
2%
Bullock Carts/ Hand Driven Carts
3.2
Average Composition of Parked Vehicles
31
Parking Index
Sl.
No.
1
2
3
4
5
6
7
Road stretch Covered

Station Road (From Sojati Gate to
Railway Station)
M G Road (From Sojati Gate Circle
to Jalori Gate Circle)
Chopasni Road (From Jalori Gate
Circle to Bombay Motors Circle)
Residency Road (From Jaljog Circle
to HP Petrol Bunk)
From Jalori Gate Police Station to
Kailash General Stores
Nai Sadak (From Poker Sweets to
Ghantaghar Circle)
Sardarpura B Road
(From Jain Optical Stores to K C
LAUMS)
Sardarpura C Road
(From Tharhandoom Pvt Ltd to
Jaljog Circle)
Length
(Kms)
Maximum
Accumulation
(PCE)
Capacity
(PCE)
Parking Index
(Maximum
Accumulation /
Capacity )
0.5
77
125
0.6
0.95
171
240
0.7
1.13
186
250
0.7
0.5
87
125
0.7
0.5
76
125
0.6
0.65
127
140
0.9
0.93
198
225
0.9
0.7
152
180
0.8
32
Travel Demand Model
33

an for Jodhpur
Base
e Year Model Development
D
The main
m
purpose of th
he Urban Travel Demand
D
Model is
s to predict the
travel patterns and modal shares under
u
different land-use and
port Scenarios. Travel
T
Demand models
m
can be us
sed for testing
transp
differe
ent scenarios without
w
actually implementing projects. For
examp
ple, one can see the impact of ad
dding a mass tran
nsport use like
a mon
norail or BRT etc.. Similarly impactt on transportatio
on network due
to cha
anges in the lan
nd use patterns can be analyze
ed. The broad
framew
work for the transport modeling fo
or Jodhpur study
y area is given
in Figu
ure.
Several software progrrams are available for developing travel demand
el has been dev
veloped using
modells. The Jodhpurr transport mode
CUBE
E 5.0 state-of-the--art Travel Deman
nd Modeling softw
ware).
Framework for Transport Mode
eling
JODHPU
UR DEVELOPMEN
NT AUTHORITY
34

an for Jodhpur
Mode
el Structure
The model
m
is based on
n a conventional 4-stage
4
transport model approach.. It includes:
Trip Generatiion calculating the number of

o origins and destinations
d
forr each
Model Inpu
ut
Roa
ad network inventtory
zone.
Pub
blic Transportation
n Details
Trip Distribution attaching the

t origins and destinations forr complete trips..
Mode Choice
e determining the mode for ea
ach trip (TW, ca
ar, autorickshaw
w, taxi,
Dem
mographic variablles by zones
Trip
p End Information
Public transpo
ort).
Assignment assigning
pass
sengers to theirr respective highway and trans
sit
networks.
The highway (road) ne

etwork includes all
a the major road
ds and some key
y minor roads. Th
he
ng public transport system i.e. bus
s with their route
es,
transitt system was built with the existin
freque
ency and fare stru
ucture.
Calibrration
House
ehold interview survey was condu
ucted at 2% sam
mple size for eac
ch zone and abo
out
3500 samples were co
ollected in the sttudy area. Throu
ugh the sample collected
c
along with
w
m
wise matrices were develope
ed for two wheele
er, car, auto ricks
shaw, taxi and public
RSI, mode
transp
port (bus) separattely. These base
e year trip matrice
es are checked for
f their accuracy
y by
assign
ning distributed trips by mode on
n the road netwo
ork. The assigne
ed traffic across the
screen
n lines are compa
ared with the obs
served traffic. On
nce the model is calibrated, it can
n be
used to
t predict the futu
ure travel patterns
s under different land use transporrt scenarios.
JODHPU
UR DEVELOPMEN
NT AUTHORITY
Model Outputs
s
Trip distribution and Mode split
equations
Traffic flow
Revenue
Riderrship
and
estim
mate for variou
us system
options
Identtification of suita
able public
transport System
35
The model is responsive to:
Street congestion, travel costs, availability of competing transport modes including other Public Transport
systems and the growth of the city.
Generalized costs that include out of pocket costs i.e. fare, vehicle operating cost etc. and perceived user costs
such as value of travel time, cost of waiting time for transit etc.,
The economic development of the region. A comprehensive data on economic development in the form of landuse and transport development proposals was collected.
The model focuses on morning journey to work peak period conditions. Peak period models provide much more accurate
indications of directional travel patterns during design conditions than do daily models. However, the daily traffic
forecasts can be estimated using peak to day expansion factor which is obtained from the traffic survey. From the
surveys it was observed that the morning peak hour is during 09:45 AM to 10:45 AM. So the model was built for this
duration.
Planning Period
Year 2010 is taken as the base year. Demand forecasting on the network and on any proposed mass transit system is
required over a 20-25 year period. In order to analyze the travel demand in the study area and estimate the likely traffic
patronage on any proposed system, all relevant data have been collated for the base year 2010 and the horizon year
2030.
Modes
The modes that are modeled in the study include two wheeler, car, auto rickshaw, taxi and public transport (bus).
Commercial vehicles and NMT (cycle) were considered as a preload.
36
The following sections detail out the Travel Demand Model developed for the
project.
Study Area Zoning

The zoning system adopted should also be in coherence with those adopted
by the local planning bodies and those by the past traffic studies conducted in
the region. The zone system of study area (Jodhpur) comprised of 79 internal
zones and 7 external zones outside, making a total of 86 zones. These zones
for Jodhpur study area are shown in Figure and Table.
Study area zoning
Sl. No
Sub Area
No of Zones
Jodhpur Municipal
corporation
65
Other villages
14
External zones
Total Zones
86
Study Area Zoning Map
37
Network Development
Transport network developed for the model comprises of two components,
Highway Network for vehicles
Transit Network for public transport system i.e. bus.
Base Year Study Area Road Network
Each of the networks is described in detail below

Road length
No of nodes
Centroids
No of links
:
:
:
:
702 Km
560
86
839
Highway Network
The coded highway network for the study area represents the nodes
(intersections) and links between them. Connectivity between the network
and zones is provided through centroid connectors. Based on the network
inventory, each link has been assigned attributes such as: number of lanes;
divided or undivided carriageway; encroachments; availability of footpaths
etc. Identified road network for the study area is given in Figure.
The speed flow curves were developed for different functional classes.
Speed flow curves have been adjusted to take into account delays at junctions. These speed flow curves were converted
into BPR functions and fed into the model as input in the highway network. The form of the BPR function is
38
TC =T0 *(1+ *(v/c) ^)

Where
Tc Congested Link Travel time
T0 Link Free flow time
V - Link Volumes
C Link Capacity
and Calibrated Parameters
The BPR functions developed for each category of road is given in Table.
BPR Functions
Road way
Class
Functional
Characteristics
1L2WUD
4
5
6
9
11
12
15
1.5L2WUD
2L1WUD
2L2WUD
3L2WD
4L2WUD
4L2WD
6L2WD
Directional
Capacity
900
Free Flow
Speed
22
1400
ALPHA
BETA
10.0
5.0
27
9.0
5.0
6000
36
16.0
5.0
1900
35
12
4.0
3400
31
12
4.0
3800
40
13.0
4.0
4500
43
18.0
5.0
6700
50
17.0
4.0
39
Transit Network
The transit network represents the connectivity, headways, speeds and
accessibility of transit services. Jodhpurs public transport system (city bus
and Mofussil bus) is included in the models transit network. The transit
routes are specified as those using the transport links and having
stops/stations at determined locations. The access to the stops/stations from
zone centroids and other nodes is provided either by existing highway links
or by defining exclusive walk links. Figure presents the transit network for
the study area.
Currently, about 18 city bus routes and 24 mofussil bus routes are operated
in the entire Jodhpur study area. Information on the same was collected and
coded in to the system. Fare structure and frequency for each of these
services are also included.
Base Year Travel (2010) Pattern

Development of Matrices
Household and roadside passenger interview data were used to develop the
mode-wise trip matrices. The external trips for the car, two wheeler, auto and
commercial vehicles were developed based on the O-D survey conducted at
the outer cordon.
Road Side Interview
Transit Network in the Study Area Network
The road side interview on a sample basis along with classified traffic volume count was conducted at outer cordon to
capture the travel pattern across the cordons. Survey has been done for duration of 24 hours at all outer cordon locations
40
on a typical week day. Interview targeted all modes (except public transit) that are to be modeled to extract the travel
pattern across these cordons.
The mode wise matrices developed from the road side interview at cordon locations were merged using a computer
programme (developed in-house) to eliminate duplicate trips. Any illegal trips due to error in data capture or at data entry
level were removed and matrices were extracted.
The following steps including few major checks were carried out through the programme
Checking of any data entry error and zone coding error
Comparison of inner cordon and outer cordon matrices
Adjustments for common trips
Expansion of matrices with the classified volume count
Merging of RSI matrices
Household Interview
Household interviews were conducted for a sample size of 3500 households in the study area. The trip data has been
coded to the zoning system. Modewise matrices were developed. The matrices were controlled at the cordons.
Matrix merging
The RSI matrices as well as the HHI matrices were merged to obtain the observed modewise matrices for validation.
The results of the travel demand estimation for base year and trip rate analysis is summarized in the Table.
41
Summary of Estimated Base Year (2010) Peak hour Travel Demand
Per capita Motorised Trip rate
0.43
Per capita Trip rate All modes

Internal
External
Mode
Trips
Trips
Sl.
No
0.78
Total Trips
Two Wheeler
28,075
1,850
29,925
Car
11,725
1,398
13,123
Auto
14,869
404
15,273
Taxi
897
54
951
Public Transport
4,989
1,194
6,183
60,555
4,900
65,455
Total
The base year peak hour travel demand for the study area is presented in the following Table.
Base year peak hour travel demand in Jodhpur
Sl. No
Mode
Trips
Percentage
Two Wheeler
28,075
46%
Car
11,725
19%
Auto
14,869
25%
Taxi
897
1%
Public Transport
4,989
8%
42
Assignment and Observed O-D Validation

The observed highway and public transport
matrices were assigned on the network. The
assigned traffic volume has been compared with
the observed traffic counts on cordons and
screenlines.
The assignment is carried out in two stages with
the assignment of Transit trips following the
Highway
PCU
Assignment.
The
highway
assignment is the assignment of vehicles on roads

and this is carried out also in stages with
commercial vehicles, NMT (cycle) and buses
taken as pre loads. The mode wise trip matrices
developed from the primary surveys have been
converted into PCUs by applying the equivalent passenger conversion factors. The occupancy and PCUs used for
different modes is presented in Table.
Passenger to PCU Conversion factors
Sl. No
Mode
Occupancy
PCU
Car
2.0
1.0
Two wheeler
1.5
0.75
Auto rickshaw
2.5
2.0
Bus( Minibus)
35
1.5
43
The transit assignment is the assignment of commuters on a Public Transit Network which
comprises of buses, BRTS etc which are linked on to the zonal system via walk links.
Screen line location map
Classified volume count survey was carried out at the outer cordon and screen line
locations. The comparison of assigned flows with the traffic volume observed at the outer
cordon and screen line locations for commercial vehicles and passenger vehicles are
presented in Tables below. (Refer figures)
Results of Observed OD Validation- Commercial vehicles at outer cordon
Inbound Traffic
Mode
Outbound Traffic
Observed
Assigned
% Difference
Observed
Assigned
% Difference
Truck
478
485
1%
381
370
-3%
MAV
82
76
8%
57
50
-14%
LCV
260
259
0%
215
220
2%
(Note : Numbers are in PCUs )
Results of Observed OD Validation- Passenger vehicles at outer Cordon

Inbound Traffic
Mode
Two wheeler
Car + Taxi
Auto
Outbound Traffic
Assigned
Observed
%
Difference
444
302
126
457
303
126
3%
0%
0%
Assigned
Observed
%
Difference
460
388
193
468
393
194
2%
1%
1%
(Note : Numbers are in PCUs)
44
Results of Observed OD Validation- Passenger vehicles at screen line locations
RSI survey locations
Screen line -1
Assigned
Observed
Assigned
Observed
Two wheeler*
1571
1472
-7%
1045
1115
6%
Car + Taxi*
889
818
-9%
530
520
-2%
Auto Rickshaw*
1336
1308
-2%
812
824
1%
Public ransport**
1454
1322
-10%
Screen line -2
618
704
12%
Mode
Assigned
Observed
Assigned
Observed
Two wheeler*
892
940
5%
970.18
983
1%
Car + Taxi*
640
597
7%
537
471
12%
Auto Rickshaw*
1122
1178
5%
1022
1124
9%
Public transport**
1194
1265
6%
751
857
12%
Mode
(Note : *-Numbers are in PCUs, ** - Numbers are in trips)
Percentage difference of observed with the assigned are within an acceptable limit of
15%. The desire and flow diagram for base year is given in figures.
Base Year Results: The traffic characteristics of the study area in terms of average
network speed, average trip length, vehicle distance traveled, total passenger hours
etc. is given in Table . Average network speed on major corridors is shown in table.
45
Desire line Diagram - 2010
Trip Characteristics - 2010

Trip Characteristics
Trips Assigned (Peak hour)
Value
60555
Trips Assigned- TW (Peak Hour)
28075 (46%)
Trips Assigned- Car (Peak Hour)
11725 (19%)
Trips Assigned-Auto rickshaw (Peak Hour)
14869 (25%)
Trips Assigned-Taxi (Peak Hour)
897 (1%)
Trips Assigned- PT (Peak Hour)
4989 (8%)
Average network speed (major corridors)

Total Passenger kms
Total Passenger hours
Total Vehicle kms
31 kmph
33416 pass-kms
2174 pass-hrs
242917 veh-kms
Total Vehicle hours
8645 veh-hrs
Table 9: Speeds on major corridors

Sl. no
Name of the Road
Average Network
Speed (kmph)
Chopasni Road
28.0
Kadri road
38.0
Kaylana road
31.0
New power house road
29.5
5
6
7
8
NH112
NH 65
Pal link road
Residency Road
30.6
28.89
19.0
19.45
46
Calibration
Prediction of travel demand is normally done through formulation of a set of mathematical
equations or functions that represent each stage of a transport model at the zonal level.
To have a reliable model depends mainly on the dependability of explanatory variables
representing the study area. Hence the calibration process is one of the key task in
planning studies. A realistic forecast can only be possible if the base model can replicate
the present demand characteristics ie mode share, trip lengths, traffic flows across
screen lines, cordons etc. The calibration has been done for Morning peak hour. The
calibration process for the Morning peak hour is illustrated in the following section.
Trip End models

Trip generation models were built to forecast the number of person trips that will begin
from or end in each travel analysis zone with in the region for a typical day of the target
year. Multiple regression method has been adopted for developing trip end equations.
Independent variables/ explanatory variables for the trip end equation play a major role in
developing the equations. The explanatory variables that can have influence on trip
generation/attraction were extracted from the primary and secondary sources. They
include:
Population
Employment
Average income
Vehicle ownership
House hold size
Area of Land use
Flow Diagram - 2010
47
The following guidelines were broadly considered to develop trip end equation. The selected explanatory variables
Must be linearly related to the dependent variable
Must be highly correlated with the dependent variable
Must not be highly correlated between themselves
Must lend themselves to relatively easy projection
Based on the above guidelines, the best model has been selected based on a set of statistical tests.
Trip Generation: Trip end models were calibrated by relating the trip produced from and attracted to the zones with the
land use. Table represents the base year population and employment for the study area.
Population and Employment 2010
Study area
Population
Employment
Jodhpur Municipal corporation
1081646
324445
Other Villages
183678
66583
1265324
391028
Total
The trip end models are calibrated separately for different areas i.e., Jodhpur municipal corporation and for other outside
villages taking in to account the homogeneous characteristics of the study area. The calibrated trip end models are
presented below.
48
Productions:
Area
Trip Generation model
R2
Y = 0.042 * Population + 102.3
R2 = 0.52
Other Villages
Y = 0.017 * Population + 41.07
R2 = 0.58
Attractions:
Area
Trip Generation model
R2
Y = 0.067 * Employment + 427.5
R2 = 0.61
Other Villages
Y = 0.081 * Employment + 37.6
R2 = 0.55
Combined Distribution Model

The Trip Distribution and Modal Split phase were carried out jointly using a conventional doubly constrained gravity
model of the form:
Tijm= ri Gi Sj Aj Fijm
Where T= number of inter zonal trips by mode m
G= Total generation trip ends by zone
A= Total attraction trip ends by zone
i=Generation Zone
j= Attraction Zone
r,s=balancing factors (constants)
Fij= deterrence function for mode m
49
Fij= Km e-cijm
Where
C ijm
K= Constant Factor
C=Generalized Cost
= Calbration Constant Exponential function
=Calibration Constant- Power function
Double Constraints are imposed by ensuring that
Tij = Gi
Jm
Tij = Ai
and
Im
The calibrated parameters are given in Table.

The form of the model is such that exponential (=0) or power (=0) functions may be used for the deterrence function.
The inclusion of both and represents a gamma function, sometimes called a Tanner function.
Calibrated Mode Choice Parameters
Mode
Two Wheeler
22.5
0.4
49.8
Car
10
0.3
35.8
Auto Rickshaw
0.13
30
Taxi
0.7
0.2
19.2
Public Transport
0.9
1.73E-13
46.8
50
Travel Demand Forecast

The strategic Urban Travel Demand Model developed under this study is used
to predict the travel patterns and modal shares in the horizon year i.e. 2030
under respective land-use and transport network scenarios.
Trip End models have been used to predict the number of trips generated from
and attracted to each of the zones in the study area. Projected trip ends along
with the network options in the future were provided as inputs to the
distribution and modal split models to arrive at future trip matrices for Car, Two
Wheeler, Auto Rickshaw, taxi and Public Transport. The methodology for
travel demand forecast in the study area is presented in the Figure.
Horizon Year Land-Use Scenario
Future Highway
Network
Projected
Planning Variables
Future Transit
Network
Trip End Model

Highway Min.
Cost paths
PT Minimum
Cost Path
Peak Hour
Trip Ends
Trip Distribution
Model
Generalized Cost
CAR, TW, AUTO
Generalized Cost
Transit
Mode Choice Model
Mode-wise O-D
Matrices
External
Trips
PCU (Mode-wise)
OD Matrices
The projected population and employment for 2010, 2011, 2021 and 2030
were used for estimating trip ends in the corresponding years. The population
and employment projections are given in tables.
Highway
Assignment
No
Commercial
Vehicle Trips
Transit
Assignment
Convergence
Criteria
PT Passenger
OD Matrix
No
Yes
Highway Link
Flows
Transit
Ridership
Methodology for Travel Demand Forecast
51
Estimated Employment in the study area
Population projections in study area

Name of
the Area
Projected Population in the Study Area

2010
2011
2021
2030
Jodhpur
Municipal
corporation
1081646
1110444
1696701
2351222
Other
villages
183678
189556
303299
447793
Total
1265324
1300000
2000000
2799015
Name of
the Area
Projected Employment in the Study Area

2010
2011
2021
2030
Jodhpur
Municipal
corporation
324446
333203
526015
752590
Other
villages
66583
68727
110107
162602
Total
391028
401930
636122
915192
Future Transport Network Scenarios

Information on the transport network improvement proposals was collected from various agencies responsible for
implementation of road projects. The base year network was updated with the same for development of horizon year
network.
Traffic Forecast under Do-Nothing Scenario

The summary of the projected peak hour passenger travel demand, average network speed, vehicle distance travelled,
total passenger hours in the study area and the corresponding modal share is given in Table. The average journey speed
for the major roads for Do-nothing 2030 is presented in Table.
52
Trip Characteristics - 2030

Value
197978
82057 (41.4%)
41862 (21.1%)
57967 (29.3%)
4089 (2.1%)
12004 (6.1%)

Total Passenger kms
Total Vehicle kms
20kmph
36980 pass-kms
2779 pass-hrs
718783 veh-kms
Total Vehicle hours
60824 veh-hrs
Major Road s journey speeds - 2030 Do Nothing Scenario

Sl. no
Name of the Road
Average Network Speed

(kmph
21.70
Chopasni Road
Kadri road
16.35
Kaylana road
24.45
21.30
NH112
20.22
NH 65
22.08
Pal link road
10.00
Residency Road
15.23
53
Traffic Forecast under Mobility Plan

The summary of the projected peak hour passenger travel demand, average network speed, vehicle distance travelled,
total passenger hours in the study area and the corresponding modal share is given in Table.
Value
197978
56668 (28.6%)
29835(15.1%)
41154(20.8%)
2783 (1.4%)
67539 (34.1%)

Total Passenger kms
26kmph
599114 pass-kms
11679 pass-hrs
Total Vehicle kms
466682 veh-kms
Total Vehicle hours
22637 veh-hrs
54
The traffic characteristics of the study area is extracted from the model for this scenario in terms of average network
speed, volume to capacity ratio, vehicle distance travelled, total passenger hours etc. The same is given below.
The average journey speed on major roads during peak hour is presented in Table.
Major Road Traffic Forecasts - 2030 Mobility Plan Scenario

Sl. no
Name of the Road
Average Network
Speed (kmph
Chopasni Road
23.00
Kadri road
28.01
Kaylana road
35.26
30.85
NH112
22.56
NH 65
27.21
Pal link road
11.86
Residency Road
18.25
55
A
Annexu
ure 3
Project Profile Sheets
56
The detailed project profiles for the formulated schemes is presented below.
Project No: 1 A
Project Title: City Bus routing and Fleet Augmentation
Project Type: Local City Bus Transport
Quantity- (2010-2020) - 1000 Nos

(2020-2030) - 700 Nos
Approximate capital cost (Rs.): 500 Crores (2010-2020)
350 Crores (2020-2030)
Location : Approximate Bus Routes

Detailed Description:
The bus fleet augmentation should focus on

modern buses where choice of bus technology is
important, as it will strongly influence the
systems
performance
and
commuter
perceptions. Vehicles have direct impact on
speed, capacity, environmental friendliness and
comfort.
Implementation
2010-2020
2020-2030
period:
Potential Benefits:
Increase Transit share
Reduce Pollution
Affordable, environment-friendly mobility measure
57
Project No: 1 B
Project Title: High Order Mass Transit (BRTS) Phase I
Project Type: High Order Mass Transit (BRTS)
Quantity- (2010-2020) 25 Km
Location : according to the map shown
To achieve the goals for the region the mobility

corridors are assumed to be developed as multimodal corridors.
Implementation
2010-2020
period:
Potential Benefits:
Reduce Pollution
58
Project No: 1 C
Project Title: High Order Mass Transit (BRTS) Phase II
Project Type: High Order Mass Transit (BRTS)
Quantity- (2020-2030) 65.2 Km
Location : according to the map shown
Approximate capital cost (Rs.): 782.4 Crores (2020-2030)
To achieve the goals for the region the mobility

corridors are assumed to be developed as multimodal corridors.
Implementation
2020-2030
period:
Potential Benefits:
Reduce Pollution
59
Project No: 2A
Project Title: Pedestrian Grade separated Facilities
Project Type: NMT Facility
Quantity : (2010-2020) -4
(2020-2030) - 2
Location: (2010-2020):1.Paota Circle 2.Nai Sadak Circle 3.

Sojati Gate Circle 4. Jalori Gate Circle
(2020-2030): 1. Riktiya Bheruji Circle 2. Sky Walk between
Rai Ka Bagh Railway Station and Central Bus Stand
Approximate capital cost (Rs.): 2010-2020- 8 Crores

2020-2030 -4 Crores
Grade separated pedestrian crossing facilities must be
located on mobility corridors and near pedestrian intensive
land uses. A review of the past studies and pedestrian
crossing demand was utilized in identifying prima facie a few
selective locations where grade-separated crossing facilities
are necessary.
Implementation period:
(2010-2020) 4
(2020-2030)- 2
Potential Benefits:
Pedestrians vehicle conflict is reduced.
60
Project No: 2B
Project Title: Bicycle lanes
Project Type: NMT Facility
Length: (2010-2020) 200 Km

(2020-2030) -142 Km
Location: Along Major Corridors

106.5 Crores (2020-2030)
About 7% of the trips in Jodhpur are performed by NMT. To
encourage and cater to these trips dedicated bi-cycle lanes
must be provided. The non-motorized vehicle lanes must be
continuous and form a network. The cycle lanes will be provided
on all mobility Corridors and those roads that have high share of
bi-cycle traffic.
Cycle rickshaw stands should be located along the public transit
corridors, along with safe and secure parking for cycles. This will
provide seamless mobility for passengers using public transit
system. This coupled with local area Bike Route plans will
provide path from any area to another.
Implementation
(2010-2020)
(2020-2030)
period:
Potential Benefits:
Improved non-motorized facilities
Improved safety of travel
Reduction in pollution
61
Project No: 3A
Project Title: Truck Terminals
Project Type: Freight Facilities
Quantity: 2 Nos ---- (2010-2020)

2 Nos ---- (2020-2030)
Location: Jaisalmer Road, Mandore Road, Banar Road

and New Pali Road
Approximate capital cost (Rs.): 4 crores (2010-2020)

4 crores (2020-2030)
Restricted delivery times in central business districts

and important Corridors.
Use of small and medium size vehicles with modern
emission controls in the central city areas.
Organize delivery systems in such a way that fewer
vehicle trips are needed to distribute goods (e.g., using
common carriers that consolidate loads, rather than
company fleets).
Change delivery times to reduce congestion.
Implementation of ring roads will facilitate through
movement of freight traffic to bypass the town.
Provide Truck Terminals at
o Jaisalmer Road
o Mandore Road
o Banar Road
o New Pali Road
2010-2020
2020-2030
Potential Benefits:
Increased efficiency in the movement of commercial goods and services.
62
Project No: 3B
Project Title: Junction Improvements

Quantity: 2010-2020 - 3 Nos.
2020-2030 - 2 Nos.
Project Type: Traffic Management

Locations: 1.Paota Circle 2.Nai Sadak Junction 3. Sojati
Gate Junction 4. Shani Temple Junction 5. Jalori Gate
Circle

0.5 Crores (2020-2030)
Reduction of number of signal phases.
Restriction of right turns.
The restricted right turn traffic must suitably be
rerouted through indirect right turns or U-turns etc.
Widening the intersection throat to increase the
approach capacity.
Coordinating traffic signals on adjacent intersections
using ITS.
Installation of medians and closing the cross street to
divert traffic to other high capacity intersections if
feasible.
Implementing one way street system
2010- 2020
2020-2030
Potential Benefits:
Junction improvements improves flow of traffic and reduce conflict, thereby ensuring safety.
63
Project Title: Signal coordination & optimization
Project No: 4A
Project Type:
Quantity : LS
Location: At major intersections
Approximate capital cost (Rs.): 5 Crores
When properly used, traffic control signals are
valuable devices for the control of both vehicular and
pedestrian traffic. They assign the right-of-way to the
various traffic movements and thereby profoundly
influence traffic flow. Traffic control signals that are
properly designed, located, operated, and maintained
will have many advantages. Traffic signal type,
spacing, phasing, offsets should be optimized for all
modes of traffic on the corridors to ensure a speedy
throughput.
Implementation
2010- 2020
period:
Potential Benefits:
Control of both vehicular and pedestrian traffic.
They assign the right-of-way to the various traffic movements and thereby ensure smooth
traffic flow.
64
Project Title: Pavement Markings and Signage
Project No: 4B
Project Type: Traffic Management plan
Quantity : - LS
Location: All major roadways and activity centers
It is recommended that proper signs be installed at
appropriate locations. Road signs are classified into
three categories: Mandatory/Regulatory signs,
Cautionary/Warning signs, and informatory signs. It is
recommended that signs near schools should be
installed on priority basis. Traffic control facilities
such as: Center line, Traffic lane lines, Stop lines,
Pedestrian crossings, Parking space limits, Kerb
marking for visibility, Obstruction marking etc. must
be provided keeping in view all users of the road and
especially for night time driving. All the traffic signs
should be facilitated as per the guidelines provided in
IRC publication 67-2001.
2010- 2020
Potential Benefits:
They assign the right-of-way to the various traffic movements and thereby ensure smooth
traffic flow.
65
Project No: 4C
Project Title: Off Street Parking Facilities
Project Type: Parking Management
Quantity : 2 Nos--(2010-2020)
Location:
Near Rajiv Gandhi Statue at Nai Sadak circle
Replacing old municipal office building inside the
old city.
it is envisaged that strategic parking plazas would be
developed and integrated with the other CMP elements.
The parking structures, either isolated or integrated with the
public transport terminals, should meet some or all of the
following requirements before implementation:
The parking plaza must discourage other commercial

uses in the same premises
The parking plaza must facilitate public transport
The parking plaza must facilitate non-motorized
transport
The parking plaza should off-set removal of on-street
parking
The parking plaza should improve the traffic circulation
of the vicinity
Implementation
(2010-2020)
period:
--
Potential Benefits:
Regulate parking.
Discourage parking on roads, thereby increasing effective capacity .
66
Project No: 5A
Project Title: Railway Bridges/Flyovers
Project Type: Grade separation facilities
Quantity : 4 Nos( 2010-2020)

3 Nos( 2020-2030)
Location: ROB at Bandwasiya, ROB at Manklav railway level

crossing on Mathania road
Flyovers at Paota Circle, Nai Sadak Circle, Sojati Gate Circle,
Jalori Gate Circle and Shani Temple
Approximate capital cost (Rs.): 80 crores (2010-2020)

60 crores (2020-2030)
In Jodhpur Railway tracks almost run parallel to Major Roads.
Due to the presence of level crossings, traffic flow across
railway line is delayed thereby causing congestion and safety
hazards. Rail Over Bridges are therefore recommended.
It is suggested to construct flyovers at locations as stipulated
in the Master Plan as the traffic at these locations warrants for
the same.
2010-2020
2020-2030
Potential Benefits:
Rail Over Bridges provide a safe and uninterrupted traffic flow at the various level crossings.
Flyovers ease traffic congestion at critical intersections.
67
Project No: 5B
Project Title: One way proposal (Alternative 1)
Quantity : 1Km (Approximately)
Location: Near Paota Circle on High Court Road, and

Service Road leading to Central Bus Stand and Rai Ka Bagh
Railway Station.
Approximate capital cost (Rs.): 0.05 Crore
To ease the junction from the snarls of the burgeoning traffic
the proposed traffic circulation plan with one way system has
been proposed.
2010- 2021
Potential Benefits:
They assign the right-of-way to the various traffic movements and thereby ensure smooth traffic
flow.
68
Project No: 5C
Project Title: One way proposal (Alternative 2)
Quantity : 2.62 Km (Approximately)
Location: Near Paota Circle on Ship House Road, Paota B

Road, Banar Road, Service Road leading to Central Bus
Stand and Rai Ka Bagh Railway Station and High Court Road.
Approximate capital cost (Rs.): 0.5 Crore (Approximately)
To ease the junction from the snarls of the burgeoning traffic
the proposed traffic circulation plan with one way system has
been proposed.
2010- 2021
Potential Benefits:
They assign the right-of-way to the various traffic movements and thereby ensure smooth traffic
flow.
69
Project No: 5D
Project Title: Traffic Management Plan
Project Type: Bus shelters and Bus Bays
Quantity : 200 Nos (2010-2020)

120 Nos (2010-2020)
Location: All major corridors and activity centers

18 Crores (2020-2030)
The Bus shelters are planned to provide at every 0.5 km

throughout the mobility corridors.
2010-2020
2020-2030
Potential Benefits:
It provides shelter and transfer point for bus commuters.
70
Project No: 6A
Project Title: Foot Path cum Drain

Quantity : 170 km (2010-2020)
120 km (2020-2030)
67.5 Crores (2020-2030)
Project Type: NMT Facilities

Location: Existing Major roads in JDA
Most of the roads in Jodhpur lack walkable foot path and drainage
facilities which results in water logging in many areas. It is recommended
to provide continuous pedestrian footpath-cum-drain network. Minimum
width proposed is 1.5 m, preferable to be with 2-3m.
2010-2020
2020-2030
Potential Benefits:
Segregation of vehicular traffic from pedestrian traffic ensures pedestrian safety.
71
Project No: 6B
Project Title: Road widening

Quantity : 100 (2010-2020)
55 (2020-2030)
Project Type: Road Widening
Location:
according to the map shown

165Crores (2020-2030)
The proposed improvements on the roads include:
Pavement strengthening
Provision of paved shoulder
Cross section improvements
Provision of signs and markings
(2010-2020)
(2020-2030)
Potential Benefits:
Better roads improve safety, reduce fuel consumption and improve quality of urban
environment
72
Project No: 6C
Project Title: New Links

Quantity : 50 (2010-2020)
29 (2020-2030)
Project Type: Construction of New Links
Location:
according to the map shown

174Crores (2020-2030)
Missing link roads and new roads that enhance mobility in the
JDA area are considered for construction.
(2010-2020)
(2020-2030)
Potential Benefits:
Better roads improve safety, reduce fuel consumption and improve quality of urban
environment
73
Project No: 7A
Project Title: Improvement of Central Bus terminal
Project Type: Public Transport Facilities
Quantity : 1Nos (2010-2020)

Location: Expansion of existing Central Bus Stand

The expansion of the central bus terminal is not feasible due to
the existing Paota retail Vegetable Market. The market needs to
be shifted to Badwasiya where vegetable sabji mandi is already
present, in order to expand the existing bus terminal..
The Bus terminal should have all the modernized facilities like:
Parking facility, seating arrangement, Toilet facilities etc.
Latest Internet caf, coffee bars and electronic display

boards, public addressing system etc.
(2010-2021)
Potential Benefits:
Modernized bus terminal will facilitate organized services of public system which will
encourage people to use public transport and thereby reduce traffic on the roads.
74
Project No: 7B
Project Title: Mono Rail Transit Corridor
Project Type: Public Transport facilities
Quantity : Monorail 25 km
- (2020-2030)
Location: Along Pal Road, High Court Road and Mandore Road
This is a 25 km long public transit corridor originating at Jaisalmer
bypass on NH-112 and destine at Daijar
(2020-2030)
Potential Benefits:
The system increases the throughput of people and reduces congestion and delay.
75
Project No: 7C
Project Title: Intermodal Stations
Project Type: Public Transport facilities
Quantity : 2 Nos. (2020-2030)
Location: 1.Near Paota Circle
2.Near Bombay Motors Circle
Intermodal station facilitates as transfer points and connects different
directions and grades. It provide the accessibility to reach the required
destinations as well as the shelter for the passengers.
(2020-2030)
Potential Benefits:
Inter model stations minimizes delays during transfer.
It provides access to the public transit network.
76
Project No: 8
Project Title: Tourist Route
Project Type: Development of tourist corridor

Location:
Quantity : 7.57 Km (2010-2020)
Tourist route connecting 1.Maha Mandir 2.Jaswant Thada

3. Mehrangarh Fort 4. Clock Tower 5. Umaid Garden, Approximate capital cost (Rs.): 0.5 Crores
Museum and Zoo 6. Umaid Bhavan Palace
It gives the connectivity to different tourist spots in and around city in
a short route.
(2010-2020)
Potential Benefits:
Increases tourist attraction and improves economy.
77

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