Ajmer

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PLANNING FOR PUBLIC TRANSPORTATION SYSTEM

FOR
AJMER CITY

A DISSERTATION
Submitted in partial fulfillment of the
requirements for the award of the degree
of
MASTER OF URBAN AND RURAL PLANNING

By
NAVNEET MUNOTH

DEPARTMENT OF ARCHITECTURE AND PLANNING


INDIAN INSTITUTE OF TECHNOLOGY ROORKEE
ROORKEE-247 667 (INDIA)
JUNE, 2009
CERTIFICATE

Certified that this report titled "Planning for Public Transportation System for
Ajmer City", which has been submitted by Mr. Navneet Munoth, in partial
fulfillment of the requirements for the award of the Post Graduate Degree in Master
of Urban and Rural Planning in the Department of Architecture & Planning, Indian
Institute of Technology, Roorkee, is the Student's own work carried out by him under
my supervision and guidance. The matter embodied in dissertation has not been
submitted for the award of any degree.

(Prof. R.K. Jain)


Department of Architecture & Planning
Indian Institute of Technology, Roorkee
Roorkee - 247667
India

Dated: June 27th, 2009


Place: Roorkee
CANDIDATE'S DECLERATION

I hereby declare that the work, which is presented in this dissertation entitled
"Planning for Public Transportation System for Ajmer City" in partial fulfillment
of the requirements for the award of degree of Master of Urban and Rural Planning,
submitted in the Department of Architecture and Planning, Indian Institute of
Technology, Roorkee, is an authentic record of my own work carried out for a period
of about one year from June 2008 to June 2009 under the Supervision of Prof. R.K.
Jain, Department of Architecture and Planning, ITT Rookee.The matter embodied in
this dissertation has not been submitted by me for award any other degree.

Dated: June 27th, 2009


Place: Roorkee ASUnoth)

This is to certify that the above statement made by the candidate is correct to the best
of my knowledge.

(Pro a. Jain)
Department of Architecture & Planning
Indian Institute of Technology, Roorkee
Roorkee - 247667

India

ii
ACKNOWLEDGMENTS

I express my sincere thanks and gratitude to the Indian Institute of


Technology, Roorkee for having given me an opportunity to pursue the master
Degree of Architecture.

I wish to acknowledge with gratitude my indebtedness to Prof. R.K. Jain


Associate Professor, Department of Architecture and Planning for their constant
encouragement and guidance during the course of this research besides giving me full
freedom to carry out the research work independently.

My thanks are also due to the Head, Department of Architecture and Planning
for his helpful disposition. I am nonetheless thankful to other faculty members and
staff of the department who helped me at various stages.

I place of record thesis my deep sense of gratitude to the thesis coordinator Dr.
Nalini Singh, Professor, Department of Architecture and Planning. My special
acknowledgements are due to Prof. (Dr.) Najamuddin, Prof. Emeritus, Department
of Architecture and Planning, for his valuable guidance and encouragement through
the course of dissertation.

I would like to express my thanks Sir Ashwani Kumar, senior and Badrinath
Kaleru, 5th year Architecture Student, in computing and preparing the maps and
figures for my research work and in compilation of the research work.

First and foremost, I acknowledge the moral support and affection of Ritu
Sharma. The project would not have been successful without her persuasion and
encouragement from time to time. It is because of her moral support that I have been
in a position to put the research work in its present form. Words fail to adequately
express my appreciation for my family whose love and affection always put me in
right line. A huge thank to this wonderful soul who contributed in his own way. In the
last I express my gratitude to my father, whose blessing from the havens has helped
me overcome all odds. I dedicate this work to all.

Dated: June 27th, 2009 Navneet Munoth

iii
ABSTRACT

One of the current issues pertaining to urban traffic is the role of public

transport. The recent energy crisis, the steep fall in the environment quality of roads

and the sever congestion have brought this subject to the fore. With the continuous

increase in population and corresponding growth of vehicle, the road network has

come under heavy strain in most of the cities.

Quality of Public transport in cities is fast deteriorating in almost all countries

and especially in the developing world. Indian cities of all sizes are facing the crisis

of urban transport and the problem of traffic congestion, road accidents and air

pollution is becoming more and more acute. In medium and small cities intermediate

public transport is struggling to meet the mobility demands of the city.

In India majority of population belonging to middle income group and below

poverty line and unable to afford personal vehicles and expanding urban areas leading

to longer travel distance. This results into increased demand of public transport

system. Therefore an appropriate public transportation system is needed.

This Dissertation deals with existing public transportation system scenario in

Ajmer city, identification of problems and recommendation and proposal for public

transportation system.

iv

CONTENTS
Certificate
Candidate's declaration ii
Acknowledgement iii
Abstract iv
Contents
List of Table ix
List of Maps
List of Figures xii
Chapter-1 Introduction 1-6
1.1 General 1
1.2 Definitions 2
1.3 Scope of public transportation system in India 3
1.4 Aim 3
1.5 Objectives 4
1.6 Scope and Limitations 4
1.7 Methodology 6

Chapter — 2 Ajmer Today 7-26


2.1 City Introduction 7
2.2 Growth Pattern 7
2.3 Demographic Characteristics 10
2.3.1 Population Growth 10
2.3.2 Density 11
2.3.3 Ajmer Population Density 13
2.4 Land Use 14
2.4.1 Existing Situation 14
2.5 Road and Transport 16
2.5.1 Existing Situation 16
2.5.2 Public Transport 19
2.5.2.1 Private Buses 19
2.5.2.2 Intermediate Public Transport 19

V.

2.5.2.3 Type of ITP Vehicles in City 20


2.5.2.4 Characteristics of ITP Modes 21
2.6 Identification of Problems 22
2.6.1 Problem Related to Road 22
2.6.2 Parking Problem 23
2.6.3 Transport System 24
2.6.4 Encroachment and Development Controls 24
2.7 Public Transportation Problem 24

Chapter — 3 Literature Survey 27-40

3.1 Introduction 27
3.2 Issues in Urban Transport in India 27
3.2.1 Congestion 27
(a.) Growth in number of vehicles on road
(b.) Limitations to expansion of road space
3.2.2 Declining Reliance on Public Transport 31
3.2.3 Declining Importance of Non-motorized
Modes 31
3.2.4 Motor Vehicles Act, 1988 31
3.3 Future Scenario for Urban Transport 32
3.4 Strategies for Urban Transport 33
3.4.1 Contain Travel Demand 33
3.4.2 Promoting the Use of Non-motorized
Modes 34
3.5 Improve Urban Public Transport 35
3.5.1 System design 35
3.5.2 Accessibility 36
3.5.3 Governance and Regulatory Reforms 37
CONCLUSION 40
41-74
Chapter — 4 Case Study
(Public Transportation System of Jaipur City)

4.1 City Introduction 41


4.2 Growth Pattern 41
4.3 Demographic Characteristics 47
4.3.1 Population growth 47
4.3.2 Population Density 47

vi
4.4 Urban Transport in Jaipur 49
4.4.1 Regional Linkages 50
4.4.2 City Level Road Network 52

a) Walled city 52
b) Outside the walled city 53
4.5 Traffic Characteristics 56
a) Walled city 56
b) Outside the walled city 58
4.5.1 Vehicle Growth 59
4.5.2 Traffic Volume 0 60
4.5.3 Parking 60
a) Walled City 61
b) Parking Accumulation 61
c) Off Street Parking 62
d) On Street Parking 63
4.5.4 Public Transport System 64

4.6 Findings/ Inferences from Case Study 70


a) Congestion and delays 70
b) Parking 70
c) Encroachment 71
d) Public transportation 71
g) Pedestrian system 73
CONCLUSION 74

Chapter — 5 Traffic Characteristics of Ajmer Town 75-85


5.1 Analysis of Traffic Characteristics of Ajmer Town 75

Chapter — 6 Estimation of Future Travel Demand 86-93


6.1 Traffic Zones 86
6.2 Local Economic Activities 88
6.2.1 Economic Base 88
6.2.1 Occupational Pattern 88
6.3 Future Land-Use 91
6.3.1 Residential 91
6.3.2 Commercial 0 92

VII
6.3.3 Industrial 92
6.3.4 Government 93
6.3.5 Public-Semi Public 93
6.3.6 Recreation 93
6.3.7 Transport 93

Chapter — 7 Proposed Public Transportation Systems 94-110


7.1 Route Selection 94
7.2 Route Analysis 97
7.3 Improvement Proposals 97
7.4 Development Objectives 99
7.5 Strategies 99
7.6 Major Initiatives 99
7.6.1 Decongest the Traffic on Station Road 99
7.6.2 Junction Improvement 100
7.6.3 Widening and Strengthening of Roads 100
7.6.4 Construction of ROB/RUB 101
7.6.5 Parking Lots 103
7.6.6 Channelizing and Signalling at Junction 103
7.7 Traffic improvement of Dargah Area 104
7.7.1 Road development 104

Conclusions and Recommendations 106

Bibliography 110

viii
LIST OF TABLES
No. Description Page No.
Table 1: Population Growth of Ajmer 11
Table 2: Land Use 2001 of Ajmer 14
Table 3: Types of Roads of Ajmer City 17
Table 4: Personal versus Public Vehicles per 1000 population in India 30
Table 5: Projections of Urban Population in India 32
Table 6: Decadal population growth in Jaipur 47
Table 7: Roads and Their features 54
Table 8: Travel to work distance characteristics 59
Table 9: Vehicles in Jaipur city 60
Table 10: Peak Parking Accumulation in Individual Lots- Off Street 62
Table 11: Identified Multi — level Off-street Parking Facilities 63
Table 12: Peak Parking Accumulation in Individual Lots- On Street 63
Table 13: Mini Bus Route Details 68
Table 14: Tempo Route Detail 68
Table 15: Existing Mini Bus Route 79
Table 16: Existing Mini Bus Route Details 81
Table 17: Existing Tempo Route 82
Table 18: Existing Tempo Route Details 84
Table 19: Occupational Distribution, Census 2001 88
Table 20: Employment in the Government Offices 89
Table 21: Land Use Classification 91
Table 22: Proposed Mini Bus / tempo Route 95

ix
LIST OF MAPS
No. Description Page No.

Map 1: Ajmer District Map 7


Map 2: Ajmer in 18th Century 8
Map 3: Ajmer in 1865 — 80 8
Map 4: Ajmer in 1940-65 9
Map 5: Ajmer in 1975-90 9
Map 6: Ajmer in 1990-2000 10
Map 7: Population Density of Ajmer 12
Map 8: Ward wise population distribution of Ajmer 13
Map 9: Land-use Map Ajmer 2005 15
Map 10: 8 Redial Road of Ajmer city 18
Map 11: Identification of Accident Prone Roads/ Junctions 23
Map 12: Location of Jaipur 41
Map 13: Jaipur Growth Pattern, 1727 to 2008 42
Map 14: Land-use Map-1971 44
Map 15: Land-use Map -1991 45
Map 16: Land-use Map -2011 46
Map 17: Density of Population- Jaipur Region 48
Map 18: Density of Population 2001-JMC Area 48
Map 19: Population Density of 2001- Walled City 49
Map 20: Regional linkages in Jaipur 51
Map 21: The road network for the city along with major roads 52
Map 22: Jaipur Intercity Traffic 54
Map 23: Road Hierarchy in the City 55
Map 24: Different Traffic Zone in Jaipur city 56
Map 25: Major Activity Zones in Jaipur city 57
Map 26: Existing and Proposed Parking Lots 61
Map 27: Existing Bus and Tempo routes 67
Map 28: Existing Ring Road and Proposed Outer Bye Pass 69
Map 29: Plan of Ajmer Town: Inter City Traffic 76
Map 30: Plan of Ajmer Town: Local City Traffic & Point of Conflict 78
Map 31: Plan of Ajmer Town: Mini Bus Route Map 80
Map 32: Plan of Ajmer Town: Tempo Route Map 83
Map 33: Mini Bus / Tempo stops and Influence area 85
Map 34: Plan of Ajmer Town: Traffic Zones 87
Map 35: Ajmer Master Plan 2001-2023 90
Map 36: Proposed Mini Bus / tempo Route 96
Map 37: Plan of Ajmer Town: Proposed Parking Lots 102
Map 38: Different Approach Road to Dargah 104
Map 39: Plan of Ajmer Town: Major Activity Centre 108

xi
LIST OF FIGURES
No. Description Page No.

Fig 1: Sale of Cars and Two-wheelers, 1993-2001 28


Fig 2: Share of Two-wheelers in Total Registered
Vehicles as on 31 March 2003 29
Fig 3: Landuse-1971 43
Fig 4: Land-use 1991 45
Fig 5: Land-use -2011 46
Fig 6: Population Density 47

xii
\t tT ;ir)
%51
;••A \

Ch1pter-1 Intro uction e

.5*
r •
10.10::4
4 .0.6 wq G
, g0Y
141,4„. .

1.2 Definitions,v,
1.3 Scope of PubliC-:Transportation
• System in India

,4v
1.4 Aim
1917-5 **Objectives

Scope and Limitations


1.7 Methodology f
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CHAPTER — I
INTRODUCTION

1.1 General

Transportation contributes to the physical, economic, social and cultural

development of any country. The economic growth and development pattern,

commuting time and efficiency of people depends upon the condition of

transportation system in the city. Transport infrastructure plays a critical role in the

growth and development of the city and the surrounding hinterlands. Besides

providing regional connectivity to the city for movement of people and goods/

commodities to and from the city, it also guides the spatial growth of the city by

connecting the peripheral areas to the city centre which is generally the economic

hub. Transport plays a multi faceted role in the pursuit of development objectives.

The growth of city depends upon its transportation network.

In present times Indian cities are experiencing the problems of rapid

urbanization and lacking in infrastructure services. These would require a large

amount of capital investment to provide the services to the inhabitants. Transport

network being the most crucial component of the urban community, its proper

planning is essential for the optimal use of scarce resources. The problem is most

critical in the old religious cities due to high population density and growth rate,

old pattern of roads, increased number of vehicles and high number of pilgrim
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

tourists. So my study is focused on evolving the efficient transport strategy for

Ajmer city, an important pilgrim center for both Hindus and Muslims pilgrims in

Rajasthan.

1.2 Definitions:

Urban Public transportation system consists of facility provided by

organization for the intra-city movement of people and which is available to

everyone on Pay and Use' condition. Public transportation includes both transit

and para-transit categories, since both available for use.

Transit or mass transportation is a system with fixed routes and schedules,

available for use by all persons who pay the established fare. Bus and light rail are

the examples.

Para-transit of for-fire urban passenger transport is service provided by an

operator and available to all parties who meet the condition of a contract for

carriage (i.e. pay prescribed rate), but which is adjustable in various degrees to

individual user's desires. Most of the para-transit modes do not have fixed routes

and schedules. Most common representatives are taxi and auto-rickshaw.

2
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

1.3 Scope of public transportation system in India

In India majority of persons are below middle income group and below

poverty line. They cannot afford personal vehicles so they travel on foot or by

bicycle. Therefore an appropriate public transportation system is needed.

The urban areas are expanding at a faster rate resulting into longer travel

distance. This further aggravates the need of public transportation.

The use of personal vehicles should be discouraged to reduce the congestion

in cities to minimize the air and sound pollution. By providing public

transportation, the demand of parking spaces in the central area can be reduced.

Public transportation should be considered as essential utility irrespective of

economic return.

1.4 Aim

Study for formulating routes for Public Transport modes like Buses and

tempos for Ajmer City to provide easy access to various parts & facilities of the

City.

(
3 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

1.5 Objectives

Objectives of the study are to plan a safe, efficient and convenient Public

transportation system for the movement of people of Ajmer city for 2023, keeping

in view fiscal, physical and other constraints.

To achieve these objectives the following steps have been followed-

1. Study of existing public transportation system, demographic and other

features of the city and identify the problems and deficiencies in present

system.

2. To identify various traffic problems related to traffic volume, accidents

prone area, travel characteristics and pedestrian movement.

3. Forecast future travel demand.

4. Plan a suitable public transportation system based on projected travel

demand.

1.6 Scope and Limitation

Scope

The scope of the study is to find out the present travel demand and then to

work out the problems and deficiencies in present system. Proposals have been

suggested for the improvement of existing system.

4
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Limitations

The study emphasizes on mass transportation system (Mini bus and Tempo

routes) although all other aspects related to para transit modes have also been

considered while planning public transportation system.

Important aspects of these para-transit modes have been studied and

mentioned in the study and necessary proposals also have been made for those

modes to integrate the whole system.


PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

1.7 Methodology:

The methodology has been presented in fig. the study can be broadly divided into

following parts-

1. Study of the structure of the city and movement of people.

2. Demand for the public transportation.

3. Study of techno economic characteristics of public transportation modes.

Literature study (Extensive and Intensive)

Study the area characteristics, Traffic and Travel characteristic

Data collection (Surveys and secondary


sources) and Analysis of data

Identification of issues based upon the study

Projection of Future traffic demand up to 2023

Plan preparation and proposal for routing and scheduling of


public transportation system (Bus and Tempo)

f
a )

PV04
, UTION OF THE I 1. /-\ A D
r- ,
'1 •

c:‘

Chapter-2 Ajmer ckday.

B.
•-

4.7
4 City Introduction
et, g r.L t •

2.2 Growth Pattern


2.3 Demographic Chlracteristics

,,,,!.::,';.,.,-• 2.4
f Land Use
2.5 Road and Transport
,fft,.
2.6. Identification of Problems
0 x1:114•017,/tin,::,, !,
,. N -,,,:,,

1:4 2 7 Public Transportation Problem


d

I
$.
t',V! 4

e?'
N' 1 1•,-
4 ""4
MI ti ?.1 4e

44

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CHAPTER - II
AJMER TODAY

2.1 City Introduction


Si
a
N

Ajmer, an important pilgrim


JAIPUR.il
city of Rajasthan, situated in the NAGAUR ii 6k

SuFrsara
• .1-1 -50

Aravalli mountain ranges i.e. Nag ,r


IPUR
%
hangarN
.,

hills, Madar hills & Taragarh hills. It mr \ \ '/


-7., l(ats9°Pa i!<rain , T 0 N l<
._,:.---=,:::',, \,,.: -
Peeserfigan Somalpur. •,, //. -•.:::7::-:::::I:Laffillii
'',`.,
‘.,,,,vdtil
l KarlpuraiE::.V \
\ , * ,„..,,,„„asook
\ N'Oh ,
is situated in 26° 27, N. Latitude and C A S. 1)6,1= SaiDd.. • •\ ', ; , i,:r ,7,.,:,:•---::::..,
---t)...i.:,' ''' Kastilr if ' ."
R
rutrili"

74° 44, E. Longitude and having an PALI

t
eawar • tajran Fin
• Shergafri) \ f /5811yAr
height of 486.0 from MSL. It is 47 Y'
f

RpjfIg
Kokri

connected to the state capital Jaipur


Mggitteglililat4S4
d Adak:.
•• District Boundary Kaciera - )
t..,
Sawar ,*
National Highway
& other important cities of the Ir.= Major Road
as.-•:::r Raikvay
BHILWARA
KU.stiyala
rIS) District Headquarters
III Major Town
Ottiericriva
region by rail & roads. River

Map 1: Ajmer District Map

2.2 Growth Pattern

The growth of town started as main Muslim Pilgrim centre due to presence

of Dargah of Khwaja Mouinuddin Chisti, south of Anasagar, in an organic manner

around the Dargah. In 1818 the town came under the rule of British Empire and

subsequently Ajmer Municipal Council was established in 1869. Due to British

government a new colonial development started in Ajmer which is different from

7
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

the traditional, indigenous development leads to formation of two distinct areas/

pattern of development within the town.

Hest Settlement in
18th Century

Growth up to
1865-80
Map 2: Ajmer in 18th Century Map 3: Ajmer in 1865 - 80

Establishment of law courts, hospitals, military and railway establishment

g 1870-85 redefine the spatial structure in the expansion of old city where the

growth took place subsequently, with the establishment of Mayo collage in 1875,

Sofia School in 1919 and Govt. College etc. Ajmer has become an important

educational centre in the region. Beginning of the 20th century marked the

development of planned residential colonies such as Kesarganj (1921), Gulab Bari

(1925), Adarsh nagar (1932), Christianganj (1935) etc. with wide roads.

8
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

The influx of refugees and Ajmer


CrMien ,„ko

establishment of education and other public 0 *Sophia


College

Ana
offices gave a new impact to the commercial Sager

activities of the town. With the growing


LEGEND
demands, a bazaar with modem shops had Reser
Gafij .G IM Residential
III Commercial
ge
MN Open Space
come up in the Delhi gate area and a Bhagwan
tn. Water 'Body
Ganj To
Naseerabad

shopping street `1\lala Bazaar' had been built Population (No )- 1,96,633
Growth up to
644t
o
19,40 - 65
-co
along the Dargah area in 1962, followed
Map 4: Ajmer in 1940-65
with setting up of many arcades and other commercial activities such as wholesale

market, retail bazaars, warehousing and other services etc. This gave rise to the

traffic volume in the main bazaar and at the same time demand substantial space in

the prime areas and attract heavy vehicles thus adding to the problem or

congestion.

With further increase in population ,i111111104

results town serves as a transit point between

the important tourist destinations, Jaipur-


'LEGEND
Eze Residential
Jodhpur and Jaipur-Udaipur. The north-south '4' MI CormseerCial
ego
ay Open Sp
mil Water Body

corridor carries almost the entire city traffic


Population (No.)- 3,75,593
Growth up to
between Gandhi Bhawan and Government 1975-90
4,0

Map 5: Ajmer in 1975-90


College.

[
9 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

In today's context, Ajmer city

has a population of 6.4 lakh people

This large population travels through,

75,290 vehicles which includes

20,610 cars, 2, 20,476 two wheelers,

1,428 three wheelers 11,364 tractors,

1,552 buses and 11,007 trucks on

roads which were planned and

constructed in British period or in

early decades after independence

leads to various problems related to Map 6: Ajmer in 1990-2000

transport in the city.

2.3 Demographic characteristics

2.3.1 Population Growth

The present population of Ajmer is 6.4 lakhs (at the rate of 2% annual

growth). Population of the city in the last six decades has grown more than three

folds from 1.47 lakhs in 1941 to 4.85 lakhs in 2001. The projected population in

2021 will be 7, 17,609, which require a lot of infrastructure facilities including

10
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

roads, transportation system, services and public facilities. The floating population

in the city is 1.25 lakh per month (4000 person/day).

Table 1: Population Growth of Ajmer

Population Avg. Decadal


Year (lakh) Growth Growth Rate
1941
1951 196633 49375 33.5

1971 264291 33051 14.6

1991 402700 27107 7.2 -


Ira
Projected

2011 593066 107491 22.14

Issues

• Regular floating population from the entire district (Administrative purposes).

• During Urs, daily tourist traffic is about 50,000.

• The residential schools and College also generates transit population into the

city.

2.3.2 Density

Ajmer has a gross density of 5750 persons/sq.km (2001) whereas the inner core

city area has very high population density of over 50000 persons/sq.km and the
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

periferial areas like Anasagar area, Vaishali Nagar and Chaurasiyawas have the

low population density of less than 2000 persons/sq.km (2001).

Population Density (persons/ per sqm )


0-5000
5000-15000
15000-25000
25,000-50,000
50,000-100,000

Map 7: Population Density of Ajmer

12 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

2.3.3 Ajmer Population Density

In 1991 there were 45 wards in Ajmer, which were increased to 55 in 1995 having

population densities (2001) as shown in the Map.


Very high Ward Density
> 45,000 persons / sq.km
Low high Ward Density
> 2,000 persons / sci.km )
Municipal Area

High Density
Population Density = 1,00,000 sqm

Map 8: Ward wise population distribution of

Issues

• Unhygienic living conditions and health hazard.

• The low density in the remaining part of the town has led to urban sprawl thus

increasing the distribution network of the urban services.

13
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

2.4 LAND-USE

2.4.1 Existing Situation

As per the existing land use plan, the total urbanized area of Ajmer is 13,444 acres

(53.8 sq.km) in which 85% of the total urban area (11482 acres) is developed so

far, 5% of the area is government reserved land under CRPF and Defense force and

remaining 10% comprises of open spaces and water bodies. 45% of the total area is

under residential use, 18% is under transport system and infrastructure 12% under

public and semi public use and remaining area will be used for commercial,

industrial, recreational, and green open areas. The high portion of land use (18%)

under transport is because of National Highway 8 passing through the city and the

newly built NH-8 by pass which connects major cities of Rajasthan to each other.

Table 2: Land Use 2001 of Ajmer


Land Use Land Use 2001
Area

Acres (Sq. Km)

Commercial 564 2.3 4.2


Ind tri
Govt. 140 0.6 1.0
Pblic/ e ii
Recreation 138 0.6 1.0

Green area/ open space



(including dairies and 510 2.0 3.8
poultry farms)

14 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Govt. Reserve 65,6 2.6 4.9


Water bodies 796 3.2 5.9
Hilly area

Total 13444 53.8 100.0
Source: Ajmer Master Plan 2001-

Map 9: Land-use Map Ajmer 2005

15
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Issues

• The natural topography and the rail network across the city posed limitations

for development thus resulting in a high density city core.

• There is excessive mixed land use in the inner city, encroachment on the

streets by the shopkeepers and unabated conversion of residential to

commercial use. This increases congestion in the city and also stresses the

already strained infrastructure services.

• In spite of large area under circulation, the internal road network in the city

is inadequate as most of the roads pass through railways property and are not

being made available for public use.

2.5 ROADS AND TRANSPORT

2.5.1 Existing Situation —Road Network

The city is well connected by road to other major cities in the state. NH-8 passes

through the city connecting Jaipur in the north and Ahmedabad in the south. NH-

89 connects Ajmer with Pushkar in the west and Kota in the east. Municipal

Council, UIT and PWD are engaged in maintaining roads. UIT maintains the roads

within the schemes developed by it, PWD maintains state highways and national

highways and the Municipal Council maintains the internal city roads. The road

network maintained by PWD in Ajmer is about 96.7 km of which 5% (4.6km) is

( 16 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

intermediate lane width, 6% (5.7km) is 4-Lane divided carriageway and the

remaining 89% (86.4km) is 2 lane.

Ajmer city comprises of 455 km of roads of which 10% is cement concrete,

47% black topped, 11% WBM and the rest 32% constitutes earthen roads.

Table 3: Types of Roads of Ajmer City


Type of Road Surface Length Distribution

In Km Percent


Cement Concrete Roads 46.00 10.00
cur n •

Unsurfaced Roads


Earthen Roads 145.00 32.00

Source: Ajmer Municipal council

In present scenario, due to on-street parking, encroachment by informal

sector, uncontrolled stoppage of intermediate public transport vehicles for long

duration on the carriageway, insufficient facilities for pedestrians have aggravated

the traffic problems in the city.

(
17
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

/■., Railway
Road. Network
/\_._/ Municipal Boundary
4 Lane
2 Lane
Intermediate Lane
single lane

Map 10: 8 Redial Road of Ajmer city

The road network map shows the 8 radial roads emerging from the city, of

which the major traffic corridors are Jaipur Road in the north-east, Beawar road

and Naseerabad Road in the south and Pushkar Road in north-west direction.

18 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

2.5.2 PUBLIC TRANSPORT:

Public transport, public transportation, public transit or mass transit is

passenger transport systems that transports the general public based on published

schedules or at fixed intervals, usually charging set fares, in continuously shared

vehicles. This includes rail and bus services.

RSRTC has a fleet of 222 buses with 873 arrivals and departures in Ajmer.

RSRTC buses mainly serve long distance inter-city trips and medium distance

shuttle services from the bus terminus near the Collectorate on Jaipur Road.

2.5.1.1 Private buses:

These buses make long distance inter-city trips from different locations in the

city. Presently they operate from Ghooghra Ghati for Jaipur side and from

Ramganj for Udaipur side. The long distance private buses do not have any

authorized off-street terminals so they are seen to occupy carriageways at Ramganj

causing problems to traffic movement. There is also another terminal for private

buses near Baradari, for making trips to the nearby villages.

2.5.1.2 Intermediate Public Transport (private vehicles) these vehicles have

private ownership and operate from different parts in the city. Intermediate Public

transport consists of

( 19
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

• 150 mini buses

• 600 Tempos Dato-4.1.149a.,

• 3500 auto rickshaws ,.:Aringall91;) '

Mini buses and tempos operate on a fixed route and fixed fare basis for short

distance trips within Ajmer, while auto rickshaws operate on free route pattern

without any fixed rate. Mini buses and tempos do not have proper terminal

facilities or amenities for passengers. The city also lacks designated stops for

public transport operation.

2.5.1.3 Types of IPT Vehicles in cities

A variety of IPT vehicles are found on the Ajmer roads. These are:

1. Mini Bus: Intra city mass transit trips are mainly performed by minibuses. Mini

buses are being operated since 7:30 am. To 8:00 pm. Private agencies operate

mini-buses purely for profit making bases.

2. Tempo (Vikram): Tempos are also being operated by private unions. The

routes and headway etc. are decided by the Unions themselves not by R.T.O.

Tempo are being operated purely on profit making basis and they can be

stopped or started at any time.

( 20 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

3. Six-seater auto-rickshaws: There are two rows of seats with four openings.

Six persons can be seated, excluding driver.

4. Auto-rickshaws: These are very popular in Ajmer city. Capacity is 2-seater,

besides the driver. Average speed is 25 km/hr.

5. Cycle rickshaws: These are pedal cycle vehicle with three wheels and are

found in all streets of Ajmer city. Seating capacity is two, besides the driver.

Speed is about 10 km/hr.

6. Tonga: Horse-drawn vehicle can be seen in city. Capacity is 2 to 4 person.

Speed is about 10 km/hr.

2.5.1.4 Characteristics of IPT Modes

IPT modes have a useful role to play in the city. Some of them are:

1. Low fuel consumption, as compared to individualized passenger car.

2. Point-to-point service capacity.

3. Lower cost as compared to taxis.

4. Provision of job opportunities for the weaker section of the society.

There are certain inherent disadvantages of the IPT modes. Some of them are not

Illy safe. The three-wheeler auto-rickshaw is unstable when turning at high

eeds around sharp corners. Some vehicles are extremely noisy and pollute the

21 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

2.6 IDENTIFICATION OF PROBLEMS:

The various problems related to the transportation can be categorized into the

following categories

1. Problems related to Road

2. Parking problems

3. Problems related to transport system

4. Problems related to encroachment and development controls

2.6.1 Problems related to Roads

• Inadequate road width and traffic carrying corridors. Most of the internal city

roads are single lane or intermediate lane.

• Improper planning in today's context, rapid urbanization and increase in

vehicles have resulted in exceeding the carrying capacity on city road network.

• Rail network acts as a constraint on free flow of traffic, number of level

crossings causing regular traffic congestion.

• Uncontrolled / congested junctions.

• Absence of foot paths for pedestrian.

(
22 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

2.6.2 Parking problems

• Higher number of vehicles in respect of lower number of parking facility

• Absence of adequate parking in the residential areas

• Inadequate parking spaces in market areas lead to On-Street parking.

• Difficulty to pedestrian movement because of On-street parking

AJMER

LEGEND
Less Frequent
Medium Frequent
High Frequency

Map 11: Identification of Accident Prone Roads/ Junctions

23
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

2.6.3 Transport system

• Absence of BRTS in the city

• Improper operation of intermediate public transport vehicles causing traffic

congestion

• Heterogeneity of traffic — Animal carts are commonly used for carrying people

and goods within the city. This obstructs the traffic flow and causes congestion

on arterial roads.

2.6.4 Encroachment and Development Controls

• Encroachments on streets by shop owners and vendors further reduce the width

of carriageway.

• Lack of implementation of Development Controls

• Extended boundary walls on the streets in residential areas

• Ineffective traffic control and management measure

• Lack of awareness among road users.

2.7 Public Transportation Problems:

1. Improper integration among bus and tempo route

2. Various stretches are not capable for buses.

24
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

3. There is no fixed schedule. Operators are found to have the tendency to wait for

full load in the buses at the terminal and certain intermediate stops which is

resulting in lower vehicle utilization and longer waiting travel time for the

passengers.

4. Not fixed stops.

5. Problem of charging.

6. City has a high number of tempos (600), which has created the problem of the

pollution in the city.

7. Due to high operating cost of tempo, the public transportation is as costly as

private transportation (two wheelers).

8. The tempo operates over the routes which have small length therefore the

person have to change the mode if they are travelling for long distances.

Problems with the Existing bus Transportation System (Passenger Opinion)

1. There is no proper time schedule. In the absence of which some passenger are

still preferring to use the ITP modes already in operation.

2. The stoppage time of buses at few stoppages like Sawitri college, Railway

station, GCA and Subhash Nagar is immensely high.

(
25
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

3. There is a problem of overcharging. The stage wise fare structure is not strictly

being followed.

4. In the absence of any control, there is a problem over speeding in the crowed

area/ main activity centers like Alwar gate, Agra gate, Delhi gate, Head Post

office, Bus Stand and Railway station etc.

5. The bus stops are not fixed. This creates problems in the smooth flow of the

traffic. The operators are stopping the bus at their own will.

6. The bus shelters are almost absent in the city. Even if they are existing, they are

not operational due to encroachment or otherwise.

7. Operators facing from student traveling without ticket or paying less fare. There

is also a demand from student and certain sections to the public for concession

of free passes.

( 26 )
(

‘1.

Chapter-3 LitetycSuny

ekr,
tv,z

.yrrrri r gr.r.
.Intro uctian
1
01.2 Issues in UrbanuTrOsport in India
1.•49ar 3.3 Future Scenario for Urban Transport
. 3.4
t. Strategies for Urban Transport
3.5 ',Improve Urban Public Transport

CONCLUSION
. •

e r,
e e ,
4
* •#
•t ,,,

0 4°

1.9
4,4

14:
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CHAPTER — III
LITERATURE SURVEY

3.1 INTRODUCTION

The rapidly increasing urban population of India is engaging in a variety of

economic activities in rapidly expanding cities, which are encountering fast

escalations in urban travel demand. A variety of transport modes, such as, walking,

cycling, two-wheelers, para-transit, public transport, cars, etc. are used to meet

these travel needs.

Travel demand is determined by a number of factors, the primary one being

the size of the population. Other determinants include: average number of journeys

performed by a resident each day (per capita trips) and the average length of each

such journey (trip length). Travel demand has, thus, grown faster than the

population because it is a function of both the rising number of trips undertaken by

the incremental population as well as increased trip lengths necessitated by

expanded city size. (RITES 1998)

3.2 ISSUES IN URBAN TRANSPORT IN INDIA

3.2.1 Congestion

Congestion is an outcome of twin factors,

(a) Growth in number of vehicles on road,

(
27 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

(a) Growth in number of vehicles

The increased travel demand has resulted in rapid growth in the number of

motor vehicles in the cities. In the six major metropolises of India, growth in motor

vehicles has outpaced population growth. On an average, while the population in

India's six major metropolises increased 1.89 times during 1981 to 2001, the

number of registered vehicles went up 7.75 times during the same period.
5000
Thus the growth of motor 4500 -
4000 -
3500 -
vehicles was almost four times 0U0
2500 -
2000 -
faster than the growth of 1500
-
500 -
0
population. (Motor Transport 1903- 1994- 1995- 1996- 1997- 1990- 1999- 2000- 2001-
4 5 6 7 8 9 00 1 2

Statistics of India, 1999, 2002-03, Year

Fig 1: Sale of Cars and Two-wheelers, 1993-2001


Ministry of Shipping, Road Transport Source: Automotive Component Manufacturers
Association of India, 2001-02
& Highways, GOA).

The popularity of two wheelers seems to be largely due to the following factors:

➢ In developing economies such as India, as income levels go up, the first step

away from non-motorized modes of travel, or from public transport, is usually

a motorcycle or scooter.

➢ Two wheelers offer considerable advantages over public transport through

reduction in travel time as well as flexibility in timing one's travel.

➢ They are economical to operate as compared to a car.

➢ They require very little space to park.

(
28 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

(b) Limitations to road expansion


74.8 75 1

63.4 1E6.8

Growth in the number of motor 4).9


.44.5
'29.7

vehicles cannot be matched by a

corresponding expansion in road


1/49'
space, as there are limits to how much 4-b4Th \

Tctal vahiclas (in lakhs) fn Sham of 2-wheelers (%)


road space can be provided within a

city. Resource constraints have come Fig 2: Share of Two-wheelers in Total


Registered Vehicles as on 31 March 2003
in the way of adequate investments in
Source: Motor Transport Statistics of India, 2002-03,
Ministry of Shipping, Road Transport & Highways,
increasing road capacity and even in Government of India.

undertaking timely repair.

Inefficient systems of construction coupled with poor maintenance have

resulted in poor road infrastructure. Smaller towns with narrow and poorly

maintained roads face this problem more acutely. The length of urban roads in

India has grown by 134 per cent during 1971 to 2002 and rural roads have grown

by 460 per cent during the same period.

While the road length in urban areas was only 7 per cent of the total road

length in India, in 2002, the number of registered motor vehicles in the 23 largest

cities alone was 30 per cent of the total registered motor vehicles in the country.

Thus, urban congestion is a serious problem and has severely constrained mobility

(GOI 1999).

29
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

3.2.2 Declining Reliance on Public Transport

An associated problem has been the declining reliance on public transport

vehicles, with a corresponding rise in the dependence on personal motor vehicles.

For example in Delhi the number of personal vehicles per 1000 population has

expanded about 3 times (between 1981 and 2001).

Table 4: Personal versus Public Vehicles per 1000


population in India

1981 2001


Buses per 1000 population 1.4 3.24
Source: Transport Department, Government of the NCT of Delhi

The number of buses per 1000 population has increased only 2.3 times.

(These figures project a higher figure of bus growth as they reflect only the number

of registered buses. In actual practice the number of buses on the roads is far less

as buses more than eight years old are not allowed to ply on the city roads. There is

no such limitation on personal motor vehicles) Transport Department, Government of

the NCT of Delhi.

(
30 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

3.2.3 Declining Importance of Non-motorized Modes

Non-motorized transport seems to have lost its earlier importance in the

larger metropolises. Statistics show that the share of bicycle trips out of the total

trips in Delhi has declined from 17 per cent in 1981 to 7 per cent in 1994. This is

perhaps due to increasing trip lengths and the increasing affordability of motorized

personal vehicles. Yet another factor is that non-motorized modes are exposed to

greater risk of accidents as they share a common right of way with motorized

vehicles. Studies show that 56 per cent of the road accident fatalities in Delhi

involve cyclists and pedestrians. (Mohan and Tiwari 1999)

3.2.4 Motor Vehicles Act, 1988

Major changes are necessary in the Motor Vehicles Act, 1988 as it is not

adequately equipped to deal with the problems of urban congestion and pollution.

This is perhaps because such rapid urbanization and consequent growth in the

number of motor vehicles had not been visualized at the time the current Act was

enacted. Similarly, changes are called for in the constitutional provisions relating

to the responsibilities of the central government and state governments in dealing

with urban transport issues. DTP (2001)

(
31 1

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

3.3 FUTURE SCENARIO FOR URBAN TRANSPORT

The current problems of urban transport, are major challenges in themselves,

they become even more alarming as projections indicate continued growth. The

share of urban population in 2001 was only 28 per cent of the total population and

is expected to reach 48 per cent by 2051. While there may be differences in the

projections made by various experts, urban population is likely to more than

double in the next 30 years.


Table 5: Projections of Urban Population in India

Growth Urban Growth Share of


Year Population rate popin rate total popin
million (per cent) (million) (per cent (million)

2011 1220 18.8 372 30.5 30.5


2,68443.4

2031 1534 10.4 583 23.3 38.0


0 At

2051 1732 5.1 820 17.1 47.5


Source: Ribeiro (2003)

RITES (1998) estimated that although the population in A class cities and

above is estimated to grow 2.5 times during 1991-2021, the corresponding intra-

city travel demand would grow by 3.5 times during this period. Intra-city travel

demand in 1994 was 759 million person km (pkm) per day.


PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

3.4 STRATEGIES FOR URBAN TRANSPORT

Strategies to meet the urban travel demand cannot succeed without the

fullest cooperation of the general public. Such cooperation is best secured if the

objective of any initiative is made clearly known to them so that they are able to

appreciate the likely benefits of certain travel choices or sacrifices that they may

have to make. Mechanisms for greater public participation in the city specific

initiatives, such as the Bhagidari scheme in Delhi, would help bring about greater

public cooperation and support. Intensive awareness campaigns that educate

people on the ill effects of urban traffic congestion, especially on their health and

well being could be useful. Such campaigns could also build in modules to

encourage individuals, families and communities to adopt 'Green Travel Habits'

that would go a long way in making travel less polluting and damaging. (India

Infrastructure report 2006)

3.4.1 Contain Travel Demand

The first step towards meeting future travel demand is obviously to aim at

reducing the travel demand itself through innovative means without compromising

economic growth. Travel demand is a function of the population, the per capita trip

rate and the average trip length. In a progressively urbanizing developing economy

such as India, there is little possibility of reduction in the per capita trip rate. This

(
33 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

is because a larger share of the population would be securing employment

(especially women) and a larger share of children would be attending schools.

Efforts at reducing travel demand have, therefore, to focus on reducing the average

trip length.

It is essential that the transport network guide the urban form, rather than the

urban form guiding the transport system. Land use planning would therefore

require that transport corridors be developed early so that new settlements come up

around these corridors and not in a haphazard manner. The success of this strategy

would, however, depend on the ease with which people can shift residences or

employment.

3.4.2 Promoting the Use of Non-motorized Modes

Yet another strategy to reduce personal motor vehicle use is to promote the

use of non-motorized modes as they are 'greener' modes of travel. This can be

done by investing in a segregated right of way for bicycles and pedestrians,

converting crowded areas like market places into no vehicle zones, bringing about

improvements in bicycle technology and providing safer parking facilities for

bicycles at work places and finally promoting cycling and walking as healthy and

exciting activities. Because cyclists and pedestrians are, on most roads, required to

share the same right of way with motorized modes, they are exposed to grave risks

of accident (Tiwari 1999).

34
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Unlike in the developed countries, non-motorized mode users are still a

significant number in India and need to be cared for. Unfortunately, most roads do

not provide segregated lanes for them. It has been seen that providing separate

bicycle tracks has significant advantages, including a more optimal use of the road

space. Energy consumption and pollution also decrease because the motor vehicles

have a smoother flow. Estimations show that there is a 28 per cent reduction in fuel

consumption and 29 per cent reduction in the health-related externalities of air

pollution (Tota 1999).

3.5 IMPROVE URBAN PUBLIC TRANSPORT

Several measures are necessary to bring about the required improvements in

public transport. To begin with a public transport system design, which can be

developed within city constraints given the city's topography, time taken to

develop the systems and improve accessibility to people would be an ideal system.

3.5.1 System design

The design of an efficient and cost-effective public transport system is a complex

task and several system design parameters need to be kept in mind. A well-

designed system is one that meets the demand in a cost effective manner, without

too much spare capacity or without too much crowding. (GOI 2005)

( 35 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

The following indicators can summarize optimality of a system:

✓ Least space consumption per passenger-km

✓ Least energy consumption per passenger-km

✓ Least emission per passenger-km

✓ Least accidents per passenger-km

The critical design parameters that need to be taken into account are:

✓ Line capacity, which is the number of people who can be transported per hour

✓ Speed, that is, the average speed of the system

✓ Cost, both capital and annual

✓ Construction time

✓ Ease of access

✓ Load factor, which is defined as the ratio of the number of actual users to

available capacity.

3.5.2 Accessibility

For a public transport system to be attractive, it is essential to improve

access to its services. Safe access is critical for those who have no other travel

choices and safe as well as convenient access is an important choice variable for

those who do have other travel options and need to be influenced to use public

36 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

transport. It is useful to lay down standards for accessibility in terms of the

distance within which public transport access points should be available. Typically

such distances should be in the range of 0.5 to 1 km in central areas and 1 to 2 km

in outlying areas. Such standards are useful for the design of public networks and

routes.

A cluster approach in urban planning also makes it easier to provide better

public transport coverage, as connecting cluster centers is often adequate to meet

public transport needs. Short, intra-cluster trips can usually be performed by

walking, cycling or para-transit. Hence, large and sprawling cities like Delhi could

be developed as a series of strategically located hubs, which are interconnected by

high capacity transport systems. Intra-hub trips could be made by other modes.

One idea that is becoming popular in several countries is that of transit villages.

Transit villages are essentially high-density residential or commercial centers close

to or on transit stations.

3.5.3 Governance and Regulatory Reforms

Clearly, urgent reforms are inevitable for sustainable solutions to India's

challenge of urban transport services. The central government of India has

formulated a draft National Urban Transport Policy with the following

objectives:

( 37 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

• To bring about better integration of land use and transport planning so as to

improve access to jobs, education, etc.

• To encourage public transport and non-motorized transport so that the

dependence on personal motor vehicles is reduced;

• To offer central government support for investments in cycle tracks and

pedestrian paths;

• To offer central government support for investments in mass transit systems;

• To have a more coordinated approach to urban transport management through

Unified Metropolitan Transport Authorities;

• To offer support for capacity building at the state level;

• To design parking facilities in a manner that encourages greater use of public

transport and non motorized modes as also financial support for construction of

parking complexes;

• To provide concessions for the adoption of cleaner fuel and vehicle

technologies so that the pollution caused by motor vehicles gets reduced.

This policy points in the right direction for meeting the challenges of urban

mobility in the years to come and should be brought into operation quickly. It

should, however, be reviewed after about 3 years of implementation so that any

elements that may have been overlooked earlier could be accommodated at a

reasonably early stage.

( 38 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Public transport has positive externalities that no single user would be

willing to subsidize. Similarly, the infrastructure created for urban transport needs

is virtually a public good and no one can be prevented from using, the roads that

have been built. Finally, many of the services cannot be provided in a highly

competitive market and tend to be monopolistic in nature. Hence, there are

important regulatory responsibilities that the government or a public agency has to

discharge. (GOI 2005)

(
39 1
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CONCLUSION

Urban public transport in India is underdeveloped resulting in congestion on

roads due to mixed traffic. Unreliable and rudimentary public transport systems

have led to increased dependence on small, motorised vehicles among urban

population. This coupled with the decline in non-motorized modes of transport,

either due to demonstration effect or affordability of a motorized vehicle has given

rise to air pollution and high level of road accidents.

Currently, public transport in India, barring a couple of metropolitan cities,

is underdeveloped. Urban transport in most cities suffers from lack of planning as

well as amorphous nature of responsibilities assigned to various central, state and

local government agencies. Demand for urban transport is expected to double

by2030, hence, there is an urgent need to develop strategies, which will reduce

demand for public transport without constraining growth and provide a healthy

environment to urban dwellers.

40 )

EV OF Tht.

vy

Chapter-4 Case Study


(Public Traug0o, ation System of Jaipur City)

gity, Introduction
4.2 Growth Pattern
4.3 Demographic Characteristics
4.4 Urban Transport in Jaipur
4.5 Traffic Characteristics
4.6? Findings/ Inferences from Case Study
CONCLUSION
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CHAPTER — IV

CASE STUDY
PUBLIC TRANSPORTATION SYSTEM OF JAIPUR CITY

4.1 City Introduction:

City of Jaipur, the world renowned

"Pink City" of India is located in western

part of India at 76° 82' E latitude and 26°92'

N Longitude. Jaipur is famous for its

traditional architecture. It is the capital of

Rajasthan state, District head-quarter, and

the most important urban centre in Rajasthan Map 12: Location of Jaipur

state.

Important business and marketing centre for north-west region of India, well

linked with other district head quarters of Rajasthan state and other parts of India

by Rail, Road, Airways are the important features of Jaipur city.

4.2 GROWTH PATTERN

The walled city of Jaipur was founded in 1727 A.D. by the Maharaja Sawai

Jaising II and planned by Vidhyadhar Bhattacharya. The planner evolved a grid

iron plan, with the main road running east to west along the ridge in the centre and

( 41 1
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

placing the palace complex as the core of the city plan. The development was

confined to city walls till the beginning of 20th century. The city started growing

out wards the incoming of the railway line and other economic factors.

1 727 1x1 Pip

1171 1.9 1780

El 1881 1n 1921

1922 lo 1971

1‘.}. 72 0 1981

19.821,,c, 1991

Map 13: Jaipur Growth Pattern, 1727 to 2008

42
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

During post-independence period jaipur experienced a phenomenal growth

due to immigration from Pakistan and it also being made the capital of the new

state of Rajasthan. After 1948 Bapu Nagar and Gandhi Nagar residential areas

towards south were came into picture. The south-eastern area was developed

during the fifties when Rajasthan University was established. The NorthWest area

started developing in early sixties with the establishment of Jhotwara Industrial

Area.

Jaipur which had mainly about 2000 acres (8.1 sq.km.) within fortification

covered more than 14000 acres (56.7 sq.km.) in 1971 municipal limits, however in

compass about 46,000 acres (186.2 sq.km.), in 1981 the area figure reached to

44782 acres (181.23 sq.km.) and in 2005 area is 49519.9 acres (200.4 sq.km.)

17% 51%


❑ Residential EN Commercial 0 Industrial

0 Governmental 0 Recreational 0 Public & Semi-Public
0 Circulation

Fig 3: Landuse-1971

43
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

JAIPUR
LAND USE PLAN 197'1

RESIDENTIAL
Var DZIZM

COVIM:ERCIAL
ti{t" A43 (i'S A',10 4440.4 V=k1.911A6

MI MO f014,4,-,lr. Af4110"..014.1
tiatu;z7 mirsKic

•IND utrETA L
00 sou lilt i4 1.00:147
4 vats>wESIOWrs
01%.0

GOVeg 111 14 ENTAL


:ERR ..1N11.01WrAt Ak4>+Nr.,4W0.7".0.
tWaYA:1014.:40:tINIV Ati.V.6

RECREATIONAL
Dill /Alt t>411.3 4111 IAN. :511,V4E6
111;1Z4k

mot tm
PUBLIC D SEIM PUBLIC
Eararrimft
1.141rAiAl
fa s st attlaw.
toroaos.
trNIKM`t

GR1CULTU

1:012,110,411b
'tilF RE T

OJLATION
ra4ttuaw tW,n,,V14 01511p.1x.
T E4W1, L.% 41.6 erFPitk
rAtAtf.
,1
14013{0i,
IMINA telikjA
9421

Map 14: Land-use Map-1971

(
44 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

JAIPUR
LAND USE PAN 1941

RESIDENTIAL

RecitrAvtoutt.
rrm

. ptteu SEMI PUBLIC

ams
IGt4
rtra OW,i1,4.4.144,11,!,,
Adrticlumt04.
sit4
4.= 4.0.0."

16%
Map 15: Land-use Map -1991

12% 46%
2% ay.
7%
n El Commercial incitrstrlal
0 Governmental 110Recrearionai • PuDHC &
LACIrculallon

Fig 4: Land-use 1991

45 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

JAIPUR
LAND USE PLAN 2011

RESIDENTIAL
:mmwm

CIO x.
COMMERCIAL
IEI n.”EwEvo matins...m*4.
HIM ....ctn..
-oorm.-5E,rogram
▪ mc.,“‘zw.
11111
INDUSTRIAL

OGInne,...,cm;se
GOVERNMENTAL
Aux
RECREATIONAL

PUBLIC AND SEMI PUBLIC


1.,,X1,11/11hrZel
261 ,rErt,,,,pcommco
Cr'?
iICr .0
AGRICULTURAL
MAY11,4,r. N77,C ,~,
ES.1 * 11.1.40 1.00..161*,
-9.
{=,
CIRCUUCIION

INA

Map 16: Land-use Map -2011

12%

0 Restential OCarmelo ial O Ireusiriat 0 Governmental


▪ PubTo & Serni-PilMo o4 Tottatiom
1 Rea-ego:nal
Fig 5: Land-use -2011

{ 46 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

4.3 DEMOGRAPHIC CHARACTERISTICS

4.3.1 Population growth

The growth of population in Jaipur city has been phenomenal.

Table 6: Decadal population growth in Jaipur

Decadal °A age Decadal


Year Population Growth Growth

1911 1,37,098 -23,069 -14.40

1931 1,44,179 +23,972 +19.94


1,75, 810 0
1951 2,91,130 +1,15,320 +65.50
+1.12
1971 6,15,258 +2,11,814 +52.50

1991 1,551,953 +6,24,553 +67.34

*2011 42.16 lakh

1.3.2 Population Density

The walled city has the highest 80000


70000
-X 60000
)opulation density in the city at 58207 IS 50000
S 40000
30000
20000
)ersons/sq km. This is despite the fact 10000
0
1991 2001
hat the density has declined from I Walled City ■ JMC r Rest of JDA I

1991 (74,000 persons per sq.km). Fig 6: Population Density

47 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

The population density of JMC is

higher in 2001 than 1991 and has increased

by nearly 3000 persons sq. km in spite of

expansion of municipal boundary. It is

evident that the JDA has the lowest density

with JMC at the second place and the

walled city with maximum concentration Map 17: Density of Population- Jaipur

of population.

The densities in the JMC area range from 100 PPH to nearly 1000 PPH.

However, the density is high only in the walled city. In the rest of JMC area, the

densities range from 100 PPH to 550 PPH.

Legend
Waged coy
Population De (PPH)
(2001)
101
Nu.
Mg gra .512
tViS xe
,
?9,9
t Vt1/0441 City

trinisum=mag KlImetert
n 5 A

Map 18: Density of Population 2001-JMC Area

(
48 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

The population density in Walled City has also been analyzed. Map 19

shows that wards 45, 46 and 56 have relatively higher density of population (more

than 1200 PPH) than others.

Legend
Mliod City
Population Density (PPH)
(2001)
..40D
nel 90t)

801 • 120)
Erg, Inn

t'AP,nd nit?
witimm=mo kncrimers
x.0010.2 0.3 0.4

Map 19: Population Density of 2001- Walled City

4.4 URBAN TRANSPORT IN JAIPUR

Transport infrastructure forms the backbone of an economy. It plays a very

significant role in the growth and development of the city. It is also responsible,

besides other factors, for the spatial growth of the city by increasing the

accessibility of sites on the periphery of the city. The objective of studying the

49 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

transport sector is to analyze the role of transport in the present scenario and

to identify its strengths and weaknesses.

The road and the rail sector play a very significant role in Jaipur and the

surrounding region. This has been divided into the following sections: Regional

linkages, city level road network, traffic characteristics, parking, public

transportation system.

• The section on Regional linkages describes the connectivity of Jaipur city to

the other cities.

• City level road network identifies the main arterial roads inside the city and

features related to it.

• Traffic characteristics details out the traffic volume, flow characteristics,

modal split and vehicle growth in Jaipur city.

• The section on Parking deals with the present parking scenario in the city

mainly in commercial areas.

• Public transportation system section talks about the modes of public transport

and other details associated with it.

4.4.1 REGIONAL LINKAGES

Jaipur is well linked to the rest of the country by roads, rail and air.

➢ NH-8 connects Bombay and Delhi

50
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

> NH 12 leading to Jabalpur starts from Jaipur.

> 1\1H-11 connects Agra and Bikaner.

National highway 8 and National highway 11 intersect at Jaipur. NH-8

transects the city in North-South direction and NH-11 does so in an East-West

direction. An estimated 38% of the vehicles enter the city from Ajmer Road, 18%

from Delhi Road, 17% from Agra Road, 14% from Tonk road and the remaining

13% from Bikaner and Kalwar Roads.

The following section involves the study of the city level road network and it

has been dealt in the light of different road characteristics inside the walled city

and outside.

m Ka

yiine
j5totitinal Hloris.
'51010 Fi!gtrtu,Oy

0 '00

Map 20: Regional linkages in Jaipur

(
51 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

4.4.2 CITY LEVEL ROAD NETWORK

The transport of Jaipur is mainly road based in the absence of an MRTS. The

road network characteristics are very different for the walled city and the areas

outside.

Taaport Corridors
t Railway Ltme
Mr Ro*is

Map 21: The road network for the city along with major roads

a) Walled city:

The walled city has a grid pattern of roads and most of the wholesale and

retail trade activities are located in the walled city. The road network follows a

hierarchy. The major East-West, Surajpol-Chandpol road and North-South

(
52 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Roads which form the sector boundaries measure 33m wide. Following this

there is a network of 16.5m wide roads which run North-South in each sector

linking internal areas of the sectors to the major activity spine formed by the major

roads. The road condition is not good inside the walled city except the main

roads. The by-lanes are very narrow and pedestrian vehicle conflict chances are

extremely high.

b) Outside the walled city:

Jaipur city has around 10 major arterial spines which criss-cross the entire city.

• Tonk road is a major arterial road that connects some of the major employment

centers like Sanganer, Durgapura and Lal Kothi. The section of the Tonk road

from Gandhi Nagar to Ramniwas garden is known as Sawai Ramsingh Road.

• MI road runs from Ghat Gate to Railway Station Road connecting high

employment areas like Bani Park, Sindhi Camp and Transport Nagar.

• JLN marg runs straight from Jaipur circle to Ramniwas Garden and has many

important sites like the Laxmi Narayan temple, Albert Hall, Rajasthan

University and other institutions on its either side.

• Ajmer road connects Ajmer and Jaipur. It terminates in Jaipur at the intersection

of MI Road and Sansar Chandra Road.

• Agra Road terminates at the beginning of MI Road.

(
53 1

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

• Khatipura Road starts from the railway station and runs towards Khatipura

lying to the West of the city.


Table 7: Roads and Their features

S.No. Name of Road No. of Divided/undivide
Lanes
ivided

2. Jawaharlal Nehru Marg
6 Divided
ad Divided
4. Sawai Mansingh Road 4 Undivided

3 to 6 Undivided

Sardar Patel road



10. Vidyadhar Nagar Road 2 to 4 Divided

Source: Jaipur Municipal Corporation

A notable feature
Q
of the road network is

that all the major roads

have been provided

with parallel roads.


ca Am' %act
They are connected at
NR To Dolhi

an interval of 800m to Rood FlierarOhy "*°, .• . wvt.ty.rafifr"


No Of Lanes

2km.

Map 22: Jaipur Intercity Traffic


PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

LEGEND
Railway
Road Network
2 lane
Intermediate lane.
Intermediate Single lane
Single lane

Map 23: Road Hierarchy in the City

55

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

4.5 TRAFFIC CHARACTERISTICS

The land use of Jaipur is rather imbalanced presently with the major work

centers concentrated in the walled city or within 10 km radius of the walled

city while the residential areas are coming up in the far flung areas of the city. This

would have a significant effect on the future traffic characteristics.

Jaipur
Traffic zones

LEGEND
LEG
A Walled city zone/Distt

L• Ashok g a
iitir,'„?..ne fz,onelD3
itlitag'aek*g
E 3h:;:
:,0,ri
• stt

?7•.•zon
( •
e elP41
Ira
Jho
ft
` :-'1Atei
• .9f4

SCALE

Map 24: Different Traffic Zone in Jaipur city

a) Walled city:

The walled city accounts for 54% of the total commercial area of the city and

32% of the total workforce of the city.

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PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

During the consultations, it emerged that the shopkeepers in the walled city

preferred traveling to their workplace in their two-wheelers. The main reason for

this was given as the lack of parking space. Moreover vehicles are allowed to be

parked at one location at a stretch for only 2 hours. It is more convenient to change

the parking location of a two-wheeler than a car. The vehicle composition inside

the walled city is heavily biased towards two wheelers.

Jaipur
Major Activity Zones

LEGEND
Industrial
• Commercial
• Governmental
Edbcational
• Recreational

A Walled city zone/Distt


• Beni Part zone/Dish

c Ashok Nagar- Tilok Nagar zone/Dish


IR Gandhi Nagar zone/Distt.
Jhalano zone/Distt
E Gandhi Nagar zone/Dish
G Civil Lines zone/Dish
Jhotwana zone/Distt
' Green Belt zone/Distt

SCALE r:7":1,7;;N-4"

Map 25: Major Activity Zones in Jaipur city

60% of the total wholesale units of the city lie in the walled city. The

presence of wholesale units is closely interlinked with goods handling in terms of

loading, unloading, storage etc. Since adequate space is not available within the

57 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

walled city for all these activities, it spills onto the ads increasing congestion.

Informal activities are substantially large involving migrant population to a large

extent.

Nearly 80% of these activities are being conducted along the road. The

space occupied by them is meant for traffic and transportation purposes. This is

generating stress for the walled city environment. Most of the people involved in

informal sector activities walk to their place of work, about 20% use cycles and the

rest use public transport.

The walled city is also home to many tourist attractions like the Hawa

Mahal and Palace. These attract large number of tourists to the area which add

onto the high travel and parking demand. Roads in the walled city have less

pronounced peaks which may be attributed to variety of activities starting at

lifferent hours of the day.

) Outside the walled city:

The city is growing towards the west and south. Good road network is also

upporting the growth and development. The maximum distance between

sidence and work place is about 121<ms in Jaipur. But this is likely to grow in the

uture with the expansion of the city. Shopping and other trips are getting localized

or the residents since almost all residential areas have developed their local

shopping centers catering to daily needs.

(
sal
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 8: Travel to work distance characteristics

Slum
Private Colo
Housin Board 5.8 10.5 19.6 27.6 33.5 2.9 10.4

18.6 13.1 13.9 19.3 23.5 11.7 10

As evident from Table , Maximum percentage of people residing in Housing

Board Colonies travel the maximum distance to go to work followed closely by

people living in the outskirts. Some of the colonies developed by Housing Board

are Mansarovar, Nari ka Naka, Malviya Nagar, Pratap Nagar, Jawahar Nagar,

Shastri Nagar etc. Since the average distance to be traveled by most people is

around 8-10 km and travel takes place along the main arterial roads of the

city. These roads have to face the brunt of excess traffic.

4.5.1 Vehicle Growth

The travel needs in the city are catered by a variety of modes of transport in

the form of buses operated by RSRTC, mini buses run by Private operators, auto

rickshaws, tempos, cycle rickshaws and private vehicles such as cars, 2-wheelers

and cycles. Improving socio-economic status, easy availability of vehicles,

(
59 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

increase in population and lack of good public transport is resulting in steep growth

of vehicles.
Table 9: Vehicles in Jaipur

Type Auto Bus Mini Car Van Jeep Tractor 2- Other Total
Rickshaw Bus wheeler
00
01-02 353 125 166 8615 510 709 784 38761 210 51386
46 913
03-04 1142 394 166 13323 1 1130 865 55287 1995 78331
5-7

4.5.2 Traffic Volume

Daily traffic volume varied from 34000 to 1,20,000 vehicles on the roads

in the East-West direction. The Chandpole Bazaar road with a total of 1,20,000

vehicles followed by Mirza Ismail road with 40,000 vehicles carried maximum

traffic amongst East-West corridors. The traffic volume varied between 35,000

and 62,000 on the roads in the North-South direction. The highest volume in

the North-South corridors is observed on Sawai Ram Singh Road followed by

Tonk Road.

4.5.3 Parking:

Parking is a major issue in the walled city area and an emergent issue in the

rest of the city. The tendency in Jaipur is of commercialization along the main

roads. Initially, the plots along these roads were residential in nature but with

increasing land value and traffic on these roads, they got commercialized. The

{
60 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

commercialization led to an increase in parking demand along these roads which in

turn reduced the effective carriage way.

a) Walled city

The existing parking system of Walled city of Jaipur is decentralized,

unmanaged and largely dysfunctional. The parking is dominated by a large number

of small parking lots. Many of these facilities are generally poorly maintained and

lack basic infrastructure. Haphazard street parking in major markets reduces the

traffic carrying capacity of the roads. This results in traffic bottlenecks especially

in peak hours causing economic loss.

b) Parking Accumulation

Jaipur
Location of Parking Lots

LEGEND
PARKING
• Oft-street (Existing

▪ Ofl-streel ( Proposed)
On-street ( Existing)

A Walled city zone/Pisa


B Boni Pork zono/01111

C Ashok Nagar. Mak Hager sone/Slit?


• Gandhi Nagar rane/Distl
E Jhalana zone/Dish
1 Gandhi Nagar zone/DIM
U ChAl lines zono/DIsht

ThotwOna zone/DIstt
j Green Belt zone/Dist)

SCALE

Map 26: Existing and Proposed Parking Lots

61 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

c) Off Street Parking: The peak parking accumulation in individual lots located

off street has been shown in Table.

Table 10: Peak Parking Accumulation in Individual Lots- Off Street

S.No. Location Total Vehicles Total ECS


Cars Two-wheelers

2. Snganer gate 28 46
1.
4. Ramleela Ground 84

. Ramniwas Ba h 329
14
Mahila 139 116
Chikitsala a

Source: Proposed Parking Project at Ramniwas Bagh, CES, 2006.

Ramniwas Bagh, Sanjay Market, RCCI and Ramleela Ground parking lots are

predominantly used for car parking. Parking lots in Bapu Bazar and Mahila

Chikitsalaya are mainly used as two-wheeler parking lots.

A total parking demand of 2,596 cars and 13,327 two — wheelers was

estimated for the year 2016. To meet this high growth in the parking demand, the

study recommended to develop the multi — level off-street parking facilities and

identified seven locations to develop such facilities (underground and/ or multi -

storied).

62 )
(

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 11: Identified Multi — level Off-street Parking Facilities

S.No Location of Facility Area No. of Vehicles


(m2) Cars
Scooters
a
m was 4700
2. Ramleela Ground 7000 266 400
up
4. Choti Chaupar 8000 180 350

Old Pension Office 4160 140



8. Ajmeri Gate (Old Subji Mandi) 50 130

i) On Street Parking:

Table 12: Peak Parking Accumulation in Individual Lots- On Street


S. Location Total vehicles Total
No. Cars 2 ECS
wheeler

Kishanpole Bazar 79 246 140

4. Bapu Bazar 26 737 210

Nehru Bazar Bylane 69 17

M.I.Road 34 34

On-street parking in Jauhari Bazar, Kishanpole Market, Chaura Rasta, Bapu

Bazar and Nehru Bazar is very high. The figures also show that these parking areas

are used mainly by two-wheelers.

63 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

4.5.4 PUBLIC TRANSPORT SYSTEM:

The public transports that are available for the general public in the Jaipur

city are buses operated by Rajasthan State Road Transport Corporation

(RSRTC), mini buses (25 seaters) run by private operators, auto — rickshaws (2

steater), Vikram (Tempos 12 seater), and cycle rickshaws in the form of

Intermediate Public Transport and personalized modes such as cars, two-

wheelers and cycles.

Around 40 mini bus routes operate now. There are 4 government bus depots

namely, Vaishali, Sanganer, Jhalana and Vidhyadhar Nagar. At present there are

150 bus routes operating in the city. The bus routes mainly cater to the main

arterial roads of the city. Autorickshaws mainly run within the urbanizable area of

Jaipur. They are not reliable in terms of the fare they quote. Rickshwallahs ply

mainly inside the walled city to cover short distances.

Modes which are used for public transportation are described below in detail:

1.) Buses

Rajasthan State road Transport Corporation does not operate any bus within

municipal limits. R.S.R.T.C. is operating buses to sub-urban areas i.e. Amber,

Kanota, Sanganer, Bhankrota etc. these buses takes care very little % age of total

mass transit trips.

(
64 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

2.) Mini-buses

Intra city mass transit trips are mainly performed by minibuses. Mini buses

are being operated since 7:30 am. To 8:00 pm. Having a frequency of 10 to 25

minutes. Private agencies operate mini-buses purely for profit making bases. The

existing routes with no. of vehicles in operation are listed in table and existing

routes are shown on map.

3.) Tempos:

Tempos are also being operated by private unions. The routes and headway

etc. are decided by the Unions themselves not by R.T.O. Tempo are being operated

purely on profit making basis and they can be stopped or started at any time.

People prefer less to tempos in standing, its slow speed, noise making problems.

Registration of new tempos is not being done, so scope of tempo as mass

transportation made in Jaipur is reducing day by day. Existing tempo routes are

listed in table and map also represents existing tempo routs (from route no. 16 to

25).

4.) Taxies (Taxi Car):

Most of the taxies in Jaipur are being operated for intercity traffic i.e. from

Jaipur to Ajmer, Udipur, Agra, Delhi etc. Hardly 50 Taxies are in use for intra-city

public transportation.

65 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

5.) Auto rickshaws:

More than 3400 auto-rickshaws are being operated by 4 private agencies

throughout Jaipur for 24 hours. Most of the auto-rickshaws are 2 seater, but some 4

seater and six seaters auto-rickshaws also operating by agencies. These are very

few in number.

6.) Tongas:

Tongas are not so popular in jaipur and are operated only on limited roads.

These are mostly in use within walled city area and walled city to Railway Station

and central bus stand. These are nearly 50 tongas in operation.

7.) Cycle Rickshaws:

These are most popular in Jaipur for short distance trips. The terrain of

Jaipur city (except few fringes areas) is plain, which makes easy for rickshaw

puller to drive on roads. There is hardly any street where cycle rickshaw cannot be

found. The exact no. of cycle rickshaws running the Jaipur are not quantified figure

given by local authority seems very low.

(
66
PLANNINGFOR PUBLIC TRANSPORTATIONSYSTEMFORAJMERCITY

mini bus route

tempo route
-a

Existing Routes
0
Q

Route no. 22
Route no. 20
Route no. 21
>, ,-- C■1 CI)

Route no. 7
Route no. 8
a .>-

Route no. 4
.0
i.3 o o c5c5 6 o o 6 6 6 66 ad
D _0 C C C C CCC c cc cc cc
0 10, CD a) 0 0 (D a) (D. a) a)
0
= -0- 3 3 D 3 3 33 -535 -S 5
LU 3 0 ° 0 0 0 000000000 0 0 0
c/) 12 t: ce CeCeCeCeWCYCeCYCerYW

LU
•• •••

a o
o.

Map 27: Existing Bus andTempo routes


a
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 13: Mini Bus Route Details

Route Route • No. of buses


No. From To in operation
',IKatif5urt Gt_k taVar aJ# 46
2. Railway Station Transport Nagar 26
at
Railway Station Jawahar Nagar
5. Railway§Taf f
6. Railway Station Jawahar Nagar 14
iro•
,ba adi atv
Ajmerigate Malviya Nagar 14

$ b"

10. Brahmpuri Anita Colony 18


4:4
12. Sanganeri gate Sanganer house 20

14. Ramganj Chaupar Shastri Nagar 34


'1666P"ItiV'
1 6

Total 336

Table 14: Tempo Route Detail

S. No. Route Route No. of


No. From To Tempos
1. Joe
n4,

17 Chandpole Housing Board 10


aflc
19 Brahmpuri Sodala

21 Subhash chowk Sodala 18

23 Sanganeri Gate Kachchi Basti bye pass 10


.4. . , . •
10

68 )
(
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Props Ring Road ,r pur


c*,

LEGEND.
WALLS) CI AREA

V1RSMASTPR PLAN -I 991


falittE1)FRO9 011,Ei4 19*3
RcOLOWA I.
.141 x SEMNI) MASTER PLAN-201 I
01FFEC1M00A0m ottom50s)
LIROANISA OM ARM 2011
4391 Sq,Km)
RURAL ARIA
(I037 Stgati)

RING ROAD

Map 28: Existing Ring Road and Proposed Outer Bye Pass

( 69 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

4.6 FINDINGS/ INFERENCES FROM CASE STUDY

Findings from this case study are as described as follows-

a.) Congestion and delays:

• The main cause of congestion can be attributed to inadequate capacity of roads,

heterogeneous traffic, and encroachments by vehicles and commercial

activities. Increased congestion leads to low operating speeds, delays and

environmental pollution.

• Heavy congestion is observed in the walled city throughout the day. Nearly 80-

85% of the vehicles plying on the walled city roads are rickshaws and two

wheelers.

).) Parking:

0 This is one of the most critical problems especially in the walled city area. On-

street parking is done inside the walled city area. The parked vehicles take up a

large amount of space resulting in decreased effective carriageway. This leads

to congestion and slows down the movement of traffic.

• The parking problem is very serious in Johri Bazaar, Chaura Rasta, Tripolia

Bazaar, Kishanpole Bazaar, Chhoti and Bari Chaupad in the walled city.

( 70 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

• Many of the new commercial complexes that have sprouted in the city do not

have adequate parking space leading to spilling out of the vehicles onto the

road.

c.) Encroachment:

• Encroachment of roads by shops and street vendors is a significant problem in

the walled city. This decreases the available road width and capacity resulting

in congestion

d.) Public transportation:

• There is a lack of good and reliable public transport system in Jaipur. Mainly 4

modes namely bus (public and private), auto rickshaws and rickshaws cater to

the needs of the residents.

• The public buses run by RSRTC are known to run on schedule but do not cover

a large part of the city area and also have a low frequency. Mini buses run by

private operators do not have any fixed schedule and are not reliable.

• Most auto rickshaws don't run by meter and charge any amount at their whim

and fancy. It becomes easy for them to con tourists since they don't know the

correct price. Rickshaws mainly ply for short distances within the walled city.

( 71 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

• Mini buses and tempos can normally be found over crowded. The reason behind

this, that there is no fixed schedule. The vehicles do not start from a given

origin till it gets over crowed. Negligence of people's comfort and convenience

is common phenomenon.

• During peak hours there is uncertainty of getting a place inside the vehicle.

People can be seen standing on one leg on the gates of tempos and mini buses.

Similarly the commuter goes not know how long he has to wait for minibus or

tempo and when he will be able to reach his/her destination. This uncertainty

and delay diverts the attention of people towards their personal vehicle even

though they are unable to maintain the vehicle.

▪ There are very few well defined and pre planned stops for mass transportation

vehicles. Driver can stop the vehicle at any place at any time. This create

inconvenience for long distance travelers and increase travel time too. More no

of stop in short distance cause wear and tear on vehicles and the life of vehicle

reduces. Sometimes the driver also does the job of conductor and delays the

vehicle unnecessarily.

• In walled city the travel speed is less than 10 km/h especially at Chandpole,

because of traffic Jam and overcrowding.

(
72 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

• Most of terminal points are on the road itself. There are very few separate space

for parking the public transportation modes.

g.) Pedestrian system:

• There is an absence of a safe and comprehensive system of pathways exposing

pedestrians to risks. It also creates pedestrian-vehicular conflict zones in almost

all stretches of major arterial and sub-arterial roads.

( 73 1
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CONCLUSION:

As a whole the present public transportation scenario in Jaipur is not good.

The existing system is not even capable to fulfill the present travel demand. On the

other hand growth in no. of workers is increasing. In addition literacy rate is on the

rise. All these factors indicate greater demand of mobility. The average no. of trips

per capita in Jaipur will increase with passage of time and travel demand will

consequently increase.

This increase in travel demand again emphasizes for a better and efficient

transportation system. So there is urgency of well organized and integrated public

transportation system to tackle the present and future travel demands.

(
74 )
47'

Chapter-5: Traffic Charaeler' isticsof

'4-
Analysismf . .
Traffic Characteristics
re 44 >'
;.'f,13 4 4'4%4'4'4 4 ,
4
of Ajmer TOwn-
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CHAPTER —V
TRAFFIC CHARACTERISTICS OF AJMER TOWN

5.1 ANALYSIS OF TRAFFIC CHARACTERISTICS OF AJMER TOWN

The town in addition to its own traffic cater to the traffic load of many other

settlements like Pushkar, Kishngarh, Rajgarh, Naseerabad cantonment and Beawar

etc. which passes through the town where market is located on both side of the

road (Fig.). The town serves as a transit point between the important tourist

destinations, Jaipur-Jodhpur and Jaipur-Udaipur. The north-south corridor carries

almost the entire city traffic between Gandhi Bhawan and Government College.

Being a medium size town, cycle is a common mode of transport. Before

1947 `tongas' (horse cart) were a common means of transport and thereafter cycle-

rickshaws have replaced tongas which are still used to transport goods and to

people to the nearby places. This slow moving mode of transportation has been

replaced by scooters and rickshaw, a medium speed mode of transport, which

resulted into multi modal transport system.

The condition of roads in `Purani Mandi' is quite bad. These were used by

pedestrians when built, but with the increase in traffic volume due to change in

land use of various areas, the roads have became inadequate to cater this increased

traffic.

( 75 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Shastri Nagar

1. Bus Stand
Vaishali Nagar
2. Collectorate Complex
3. Kutchery Road
4. Gandhi Bhawan
5. Railway Station
Mittal
Hospital 6. Naya Bazar
7. Dayanand Market
/ 8. Govt. College
9. Ram Ganj
'OY \_,/` 10. Alwar Gate
AGAR I TO SHIL 11 Prithviraj Road
WA
Tarp. Garh
12. Makhupura Square

Prit
Smarak

Cha dwa ,Z?


Nagar
9>

KFOJPURA
MISS
34 14 Ili 0

KILOOES

Prof R.K. Jain


0 At. NaVngot Munoth
lR RoOkee'
#9 Urban trarisportation 2009

Map 29: Plan of Ajmer Town: Inter City Traffic

f
ps ]
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Width in Dargah Bazaar, Naya Bazaar and Nala Bazaar varies from 5 to 7

mts. Problem of parking of rickshaws at the junctions, cycle parking in front of the

shops is faced in this area, also result in reduction of effective road width. In Kesar

Ganj area, Kutchery road and station road, Ramganj area, though the width of

roads varies from 15 to 30 mts. yet again due to rickshaw, cycles, scooters,

auto/tempos and car parking on the side the effective road width is reduced,

creating problem for fast moving vehicles and danger for pedestrians.

The increase in the number of automobiles is quite recent. Taxis, mini buses,

(150) and tempos (600), auto rickshaws (3500) have come up on the scene. Mini

buses and tempos operate on a fixed route for short distance trips within Ajmer and

they do not have proper terminal facilities, whereas the auto rickshaw operates on

free route pattern.

Along with 222 roadways buses with 873 trips (up and down), 150 mini

buses are operating from Ghooghra Ghati for Jaipur and from Ramganj for

Udaipur side. These private buses do not have any authorised off- street terminals

and they occupy carriageways at Ramganj causing problem to traffic movement.

This has added to the traffic hazards and therefore transportation and

communication facilities need to be suitably tackled. (Map 30)

77
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

1. Bus Stand
2. Collectorate Complex
3. Kutchery Road
4. Gandhi Bhawan
5. Railway Station
6. Naya Bazar
7. Gaya. nand Market
8. Govt. College
9. Ram Ganj
10.Alwar Gate
11. Prithviraj Road
12.Makhupura Square

Point of Conflict

Prot R,K, Jain


Ar. Navneet
trr Rookee
Urban Transportation 2009

Map 30: Plan of Ajmer Town: Local City Traffic & Point of Conflict

f
oal

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 15: Existing Mini Bus Route

S. No. Route Route No. of


No. From To Tempos
tato Narishal 10
2 Zanana Hospital Dorai 12
12
4. MDS Dorai 12
or as
6. 6 Railway Station Makarwali 07
lakhu cl 155
M.D.S. Regional College 14

10. 10 M.D.S. Meyo Link Road 1 6

12. 12 Railway Station Raj garb 08


;:';or...-"

Total 150
Source: Department of Transport Ajmer

79 }

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Ajmer
Mini Bus Route Map

RADIO
STATION

Legend
MUNICIPAL LIMIT
rE 3. NOTIFIED URBAN
AREA LIMIT

1-1 -.R. Station to Nari shala


2-2 -.Zanana Hospital to Dorai
3-3 -.Ghooghra to Ashaganj
4-4 -*MDSE. to Dorai.
RINAGAR 5-5 -.Dotal to Foy sagar
TARA 6-6 -*R. St. to Makarwali
7-7 --.Makhupura to Mittal Hosp.
8-8 to Regional Colg
PR IT 9-9 St to Shastri Nagar
StviA
0-0 -,M.D.S to Mayo Link Road
0 @-@ -.R. St. to Rajgarh
0.".
-+MDS to Gine World
'P
$-$ to Hatundi

•Z''‘..
'Z' TABIJI ...A
0
?4,-- 1,
MILES
1 1/4
I .),
'S CC KILOMETRES
1
0 e
l
.75
(SI \
0 TO
I-

Map 31: Plan of Ajmer Town: Mini Bus Route

( 80 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 16: Existing Mini Bus Route Details

Name Of Route Major Purpose Average


Travel Time
(Mins.


Zanana Hospital - Dorai 16.9 Work & Education 55

20.8 Business, Work ,


Shopping & Education
a
9.5 Business, Work & 35
Railway Station
-
Makarwali Education


M.D.S. - Regional College 15.5 Work & Education 50


M.D.S. - Meyo Link Road 14.8 Business, Work & 45
Education

ea iaaa

Railway Station - 14.8 Medical, Educational & 50


Rajgarh Work

Source: Department of Transport Ajmer

( 81 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 17: Existing Tempo Route

S. No. Route Route No. of


No. From To Tempos
aY,tat1911,, Dora a 30
2 Railway Station Chandar Vardai Nagar 25

4 Railway Station Madar

Railway Station Makarwali

M.D.S. Bus-Stand 34

10 M.D.S. Baldev Nagar 28
ada
12 Railway Station Zanana Hospital 18

Total 370
Source: Department of Transport Ajmer

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

k"I\ Shastri
* Nagar
Ajmer
KAYAR
Tempo Route Map

RADIO
STATION

P RA
Legend.
.?` r—Ti MUNICIPAL LIMIT
P-1NOTIFIED URBAN
AREA LIMIT

a->ivlakarwali to R Station
c -•R Station to Dorai
f Station Adarsh Nagar
n-o.Mittal Hosp. to RI St.
FOY
SA RINAGAR v -.R.St to Ghooghra
e•-■Chandwardai To RI. St .
TARA ARH
r Zanana Hosp. to RI St.
u—M.D.S. to Bus. Stand
PRI Station to Madar
SMA J-.M.D.S to Balciev Nagar
z-bSubhash Nagar to
Rajgarh
SOMALPUR Adarsh Nagar to
Makhupura
,,
CH

TABIJI
.mt.es
1 3/4 1,2 141 0
X: ).
X 0t f KILOMETRES 0
< le'
0 ".
."
'-')'

Map 32: Plan of Ajmer Town: Tempo Route

83
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 18: Existing Tempo Route Details

Name Of Route Route Major Purpose Average


Length Travel Time
(Km) (Mins.)
wAy. t 0

()rat ork
Railway Station - 6.8 Work & Education 25
Chandar Vardai Nagar
n

Railway Station - Madar 7.8 Business, Work , 25


Shop•ing & Education

Railway Station - 9.5 Business, Work, 45


Makarwali Recreational &
Education


M.D.S. - Bus-Stand 5.5 Work & Education 15


M.D.S. - Baldev Nagar 7.8 Business, Work & 34
Education

Railway Station - Zanana 9.8 Medical, Educational 50


& Work

Source: Department of Transport Ajmer

( 84 1
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Ajmer
Mini Bus / Tempo Stops

Influette Are'a

Legend
MUNICIPAL LIMIT
Eza NOTIFIED URBAN
AREA LIMIT

STO PAGE

Influence Area

/V
isi 0
MILES
A...> ' 4. 1/2
.1". -L 1n4 0
.".•
lotowerRes- 0

Map 33: Mini Bus / Tempo stops and Influence area

( 85
EVOLUTIONOc THE MAI , R ROAD

Chapter-6 Estimation o utur avel


and

TrOfike Zones
6.2 Local Economic Activities
6.3 Future Land-U1S4
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CHAPTER -VI
ESTIMATION OF FUTURE TRAVEL DEMAND

6.1 Traffic Zones

The city of Ajmer will continue to expand in the north and south-west

directions but the pattern of growth is a ring and radial pattern with a central

nucleus. For the purpose of public transportation planning, the defined study area

is sub-Divided into 11 smaller areas called 'Traffic Zones'. Map indicates traffic

zones for 2023.

The purpose of such sub-divisions is to facilitate the spatial quantification of

land use and economic factor which influence Travel Pattern. Subdivision into

zones further helps in geographically associating the origins and destination of

travel.

(
86 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Shastri A9
Nagar
■ Ajmer
Traffic Zones
‘e%
RADIO
STATION
V

URA
Legend
-1 MUNICIPAL LIMIT
NOTIFIED URBAN
AREA LIMIT

A—Railway Station Zone


B-.Dorsi Zone
0-.Subhash Nagar Zone
D—Makhupura Zone
RINAGAR E- Agra Gate Zone
*fqk F -*Ghhoghra Bus Statnd Zone
,• G—Alwar Gate Zone
FIM.D.S. Zone
PRIW I -.Makarwali Zone
SMA
J -, Baldev Nagar Zone
0 K—Foy Sagar Zone
s.
SO MALPU

4)

TABIJI
(5" \ MILES
314 1r2 114 0
1

10 KILOMETRES

rt

Map 34: Plan of Ajmer Town: Traffic

87
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

6.2 LOCAL ECONOMIC ACTIVITIES

6.2.1 Economic Base:

The working population of Ajmer comprises 28% of the total population of the

city, of which 90% population constitutes main workers whereas the rest 10% fall

under marginal workers category.

6.2.2 Occupational Pattern:

Traditionally, Ajmer has been an important commercial, administrative,

transportation and education centre of the region. With the presence of the famous

Dargah of the Sufi saint Khwaja Mouinuddin Chisti in the city and close proximity

to Pushkar (the religious town); tourism is also a major contributor to the city s

economy.

Table 19: Occupational Distribution, Census 2001

Occupation category No. Of workers

33,384 24.9

Construction 8.246 6.2

Others 39,648 29.6

Source: Ajmer Master Plan 2001-2003

( 88
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 20: Employment in the Government Offices

Office No. Of Office Employees


Central Govt., 30,573
State Govt. 167 15,902
5,085
2,047

Total 337 55,572


Source: Ajmer Master Plan 2001-2003

As the production will increase the storage and distribution facilities for

finished products and raw materials will also increase. Therefore commercial

activities shall also expand during the plan period. New business centres,

warehousing and godowns are likely to be established at different places as shown

in the proposed land use plan map.

(
89 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

'41

LAND L156 PLAN 2023-


411)V0
..5 2022 .

PEW")

AL

I! •
OVAL 41

Map 35: Ajmer Master Plan 2001-2023

(
90 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

6.3 FUTURE LAND-USE

Table 21: Land Use Classification

Land use Classification Land use 2001 Land use 2023


Acres Sq.km Percent Acres Sq.km Percent
beWf8
Residential 6,000 24.0 50.00 15.423 61.7 51.25

Industrial 586 2.3 4.79 1.044 4.2 3.49

Public/Semi Public 1,571 6.3 13.13 4,135 16.5 13.70

2.483 9.9 20.63 3,688 14.8 12.29

Sub Total Developed 11,992 48.00 100 0,111 120.40 100


Area
e
Govt. Reserved 656 2.6 574 2.3

704 6.8

Total 13,444 53.80 33,291 133.20


Source: Ajmer Master Plan 2001-2023

6.3.1 Residential

The residential development is currently spread over 24 sq. kms. High

density of residential development is found in the inner city area around the

Dargah. The densities are low in the peripheral areas developed the UIT, Ajmer.

Proposed master plan earmarks additional 38 sq.kms for residential development,

primarily along Beawar Road and along Jaipur Road.

91 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

6.3.2 Commercial

The commercial activities are still concentrated in and around the inner city

in the form of traditional bazaars e.g. Naya Bazaar, Dargah bazaar. The retail trade

is concentrated along Kutchery road, Station Road, Prithviraj Road. Most of the

wholesale business and warehousing activities still continue in the inner city.

These activities demand substantial space in the prime areas and attract heavy

vehicles thus adding to the problem of congestion.

The Master plan has proposed to shift these wholesale activities out of the

inner city towards Jaipur Road and Beawar Road. Beawar Road seems an

appropriate location for Wholesale activities because of good connectivity (NH-8)

and the presence of the newly developed Transport Nagar in the area. In view of

the high density and congestion, existing in the City, the proposed area earmarked

under commercial is confined to sustainable levels only. Majority of areas

proposed are in newly developing areas and along the Transport Corridors.

6.3.3 Industrial

The area under industrial use is 2.3 sq. km. HMT is the only major industrial

unit in Ajmer. The major industrial areas are Parbatpura and Makhupura, on

Naseerabad Road developed by RIICO for promoting industrial activity in the city.

( 92 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

6.3.4 Government

Ajmer being a district and divisional head-quarters has a large number of

State and Central Government offices, which account for 1% of the total land use.

Some of the important offices are the Collectorate complex, Zilla Parishad,

Sessions court, RPSC, State Education Board etc. Most of the offices are located

near the Collectorate and also along Jaipur Road.

6.3.5 Public-Semi Public

The present land under public-semi public use is spread over 6.3 sq. km i.e.

11.7% of the total area clearly signifying the historic and religious character of the

city. This land use includes religious and historic places, educational institutes,

community centers, Dharamshalas, vishram sthalis etc.

6.3.6 Recreation

Anasagar Lake and the Baradari is the most prominent recreation centre of

the town which also attracts large number of tourists. Presently Patel Maidan is the

only stadium in the city where district level tournaments are held.

6.3.7 Transport

The high portion of land use under transport is because of the railway

establishments and National Highway 8 and the newly built NH-8 bye-pass,

passing through the city outskirts. Provision has been made for construction of

over-bridges at railway crossing.

93 )

UT )N OF -) AD

Chapter-7 Proposed Public Transportation

Routei,Selection
7.2 Route Analysis
7.3 Improvement PrOposals
7.4 Development Objectives
7.5 Strategies
7.6 Major Initiatives
7.7 Traffic improvement of Dargah Area
Conclusions and:Recommendations
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

CHAPTER —VII
PROPOSED PUBLIC TRANSPORTATION SYSTEM

7.1 Route Selection

The following points were considered while selecting feasible routes for public

transportation system-

1. The roads on which the proposed routes are assigned are wide enough to

accommodate the public transportation modes.

2. Land use is one of the important factors in selecting of routes.

3. It is tried to links as many trip generation points to trip destination points as can

be done to provide access so that change of mode is minimised. It is very

difficult to provide direct access from all zones to all other zones.

4. Walking distance from the place of origin to bus stop is kept at less than 1 km.

(
94 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Table 22: Proposed Mini Bus / tempo Route


Route Route detail Route
No. Via length
From To (Kms)

2. Railway Station Tabiji Asha Ganj and Chawardai 15

al
4. Somalpur Hatundi Nari Shala, Ashok Nagar 16
and Makhupura

Zanana Hospital Bus Stand RTO office 12

Shastri Nagar Adarsh Nagar Ghooghra, Kundan Nagar 15


and Madar

95 )
(
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Ajmer
KAYAR Proposed
Mini Bus I Tempo Routes
\-•

PURA

agar

Mini Bus Routes


A--.Adarsh Nagar to Baldev Nagar
B— M DS to Mittal Hospital
c--.Railway St. to Tabiji
Foy Somalpu r to Hatu ndi
S R1NAGAR E—Ghooghra Sq. to Regional Coll.

Tempo Routes
F Zanana Hospital to Bus Stand
c--.Baldev Nagar to Kundan Nagar
H Shastri Nagar to Adarsh Nagar
SOMALPUR

TABU
0
HATUNDI MILES

0 101:0METRES

Map 36: Proposed Mini Bus / tempo Route

96 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

7.2 ROUTE ANALYSIS:

All the selected routes have been analysed for mini- buses then the feasible

mode on each route has selected. Tempos are not considered suitable mode of

public transportation on major corridors because of its low capacity, higher

operating cost, slow speed, noise and inconvenience backs.

7.3 IMPROVEMENT PROPOSALS:

Proposals are made to improve the existing network and infrastructure

facilities to meet present and future travel demand.

Increase the road network, to achieve an average cover to cater to 100

percent of the population. Given the high density of population within the

municipal area, and constraints for development, it is proposed to emphasize on

:leafing of traffic bottleneck, strengthening and widening measures and lying of

icomplete network, to improve the surface quality of roads and addressing the

sues of congestion. Citing the City's regional and religious significance it is

commended to improve transport facilities, like parking areas, truck terminal, bus

and, etc.

The City is densely populated and is an important tourist destination, although

the city's road system has many ill-designed road intersections which lack in

characteristics such as road geometric features, channelling islands, parking

97
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

lanes for turning vehicles, acceleration and deceleration lanes etc. It is also

recommended to introduce bus-based public transport system for easy

movement of daily pedestrian traffic and reduce two-wheeler traffic.

2. Improve the facilities for Pedestrians, it is recommended to Provision of

Pavements and Footpaths, along major roads and junctions. It has been

observed that, in most of the major roads in the City pedestrians are forced to

use the carriageway in absence of / poorly maintained footpaths. To improve

safety of pedestrians, it is recommended to provide/rehabilitate Pavement and

Footpath, upto 1.5 m wide, along major roads where heavy pedestrian

movements are observed. The measure shall also improve the roads carrying

capacity.

3. Improvement of Parking Facilities and Pedestrian facilities in the City. In the

absence of inadequate parking lots, haphazard parking of tourist and local

vehicles causes traffic congestion. In addition to this, loading / un-loading of

goods by traders causes traffic congestion and parking problems.

4. De-congestion of Inner Areas and Diversion of regional traffic - Citing the

regional significance and tourist significance, the town is expected to receive

commercial through traffic and destined traffic. It is recommended to streamline

commercial activities, by shifting of major commercial activities outside

(
98 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

congested areas. This will eventually result in reduction of pollution and traffic

congestion in the congested areas of the City.

5. Up-gradation, Widening and Strengthening of Roads - Upgrading should be

undertaken to extend, refurbish and enhance the roads, for all arterial and city

roads.

7.4 DEVELOPMENT OBJECTIVES:

To design a transport system commensurate with the spatial structure of the

city in order to provide improved access, safety and high mobility across the city.

7.5 STRATEGIES:

To provide alternate routes for decongesting the traffic on the major traffic

corridors in the city. Ensure free flow of traffic through junction improvement and

traffic control and management measures.

7.6 MAJOR INITIATIVES:

7.6.1 DECONGEST THE TRAFFIC ON STATION ROAD:

This is currently the only access for north-south traffic movement. It is

necessary to decongest the station Road by an alternate road along Pal Beechla

side. The road leading to the proposed second entry on Pal Beechala side needs to

be widened from 3.5m to 9.0m to cater to future traffic requirement. This road

99 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

would ensure reduction of traffic on Station Road as well as on the Railway

station.

7.6.2 JUNCTION IMPROVEMENT

• Railway Station

• Gandhi Bhawan

• Agra Gate

• Collectorate Circle

• Mahavir Circle

7.6.3 WIDENING AND STRENGTHENING OF VARIOUS ROADS of

various internal roads and arterial roads

• Dargah to Tripolia gate and from Adhai Din ka Jhonpara to Inderkot upto new

road from Nagphani hill.

• Ajmer Lohagal road from circuit house to Zanana Hospital.

• Ram ganj Police station to Beawar Road.

• Mayo Circular Road.

• Agra gate to Martindal Bridge.

100 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

• Agra Gate to Mahaveer Circle.

• Government College to Diggi Chowk

7.6.4 Construction of ROB/RUB at various Railway level Crossing

• Topdara

• Lalphatak

• Jones ganj

• Gulab bari

• Subhash Nagar Road


PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

E. Ganj Area
2. Veterihary Hospital
3. Nagphani area near
Adhal Din- Ka Jhonpara
4. Kutchery Road..
5. Kotwali area
6. Railway station
7. Naya Bazar
8. Kesar Ganj

PLAN OF AJMER TOWN :;;,


........i...4....._
Proposed Parking Lots;

Map 37: Plan of Ajmer Town: Proposed Parking Lots

(
102 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

7.6.5 Parking lots:

• Kutchery Road.

• Railway station

• Naya Bazar

• Kesar Ganj

• Dargah Area

• Ganj area (6355 sq,km)

• Veterinary Hospital (6800 sq,km)

• Kotwali area (1632 sq,km)

• Nagphani area near Adhai Din ka Jhonpara (2000 sq.km)

7.6.6 Channelization and Signaling at Major Junctions — It would be necessary

depending on the land availability to provide channelisation of the junctions

wherever possible. Signallization would become necessary with or without

channelisation for easy handling of traffic at the following junction:

Bajrangarh Junction, Savitri School junction, Jwahar Rangmanch junction,

India Motors junction, Agra gate junction, Agra gate Circle, Mahaveer circle,

Makadwali road junction, Regional college junction, Narishala Road-Beawar road

junction, Martindal Bridge junction.

( 103 )

PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

7.7 Traffic improvement of Dargah Area

Road development

o Four laning of approach road from Ganj to Dargah via Delhi Gate (0.975km)

o Four laning of approach road from Madar to Dargah (Nallah Bazar) (1.0km)

o Four laning of Pushkar road to Adhai Din ka Jhonpara (3.2km)

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Map 38: Different Approach Road to Dargah


PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Ajmer
Approach
Road to Dargah

Adhai Din ka
Jhonpara

Ganj to Dargah via Delhi Gate


Madar to Dargah (Nallah Bazar)
Pushkar road to Adhai Din ka Jhonpara
Map 38: Plan of Ajmer Town: Different approach road to Dargah

( 105 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

Conclusions and Recommendations

From the foregoing discussions the following two factors becomes evident:

1. The regional traffic concentrates towards the high density residential and

commercial areas and is typically disconnected from the major economic

activities of the town by a segregation of feeder traffic lines.

2. The concentration of major economic activities such as grain market and

vegetable market within the high density residential areas creates local

problems of mixed traffic for movement and parking etc.

The problem that would demand rational solutions are actually constricted by the

following facts:

A. The local and intercity traffic movements betray practically all rational

solutions because of the traditional high density occupational patterns.

Remedial solutions such as minor adjustment in the alignments are an

impossibility because of overloaded choking of the roads and street edges.

Perhaps a surgical solution through major demolitions may be the only

solution, but this is a practical impossibility within the present economic/

political situation of the country.

( 106 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

B. Any alternatives to regional flow also betray rational transportation solution

because of the locational geography of the city. The city is barricaded by major

locational geographic factors,

1. On the east and west are the mountain ranges of Nag hills, Madar hills and

Taragarh hills with visible ecological pressure on water bodies and green cover.

2. The rail network across the city and the interspersed hills formed limitation for

development resulting in a high density city core.

These barriers are strong constraints to any possible solution for diversion of

regional traffic and therefore the present regional distribution limits are intricately

mixing with the local movement lines which have created a complex problem of

high density mixed traffic without indicating any segregation of different type of

traffic from the regional to local traffic.

Considering the above parameters of the problems, it is a strong conviction

of the authors that immediate efforts need to be concentrated on the possible

mitigation factors more than the comprehensive approach to the solution.

In view of the differentiation between the old and the new settlements of

town in the west and east side of Aravali rang respectively there is a need for

imposing traffic regulations during the peak period of the commercial activities,

that is

( 107 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

a. No vehicular traffic should be permitted on the main spine of the old

settlement, instead the vehicular traffic should be limited to identified feeder

lines. Incidental open spaces already existing may be utilised for parking of

vehicles during day times. The character of the old town demands that it should

serve efficiently the functional movements of pedestrians and slow moving

traffic Map 39.

Ct4\-
Shastri Nagar sv■ C's

1.. Dyananci Market


Vaishali Nagar 2. Dargah Bazar
3. Nala Bazar
4. Ch.udi/ Naya Bazar
5. Purani Mandi
,‘› Mittel
6. Diggi Bazar
— Hospital
'..akak SAW'
7. Ram Ganj Bazar
8. Vegitable Market
Kund an Nagar 9. Retail Market
10.Grain Market
'OY
iAGAR
Open Space for
Tarp Garh §N11..1 Parking
rjj Decentralization of
Economic Activity
,/([
Prith p,
Srnarak Government Office
Buildings
Chard/wajd
Nagar 8

KHUP RA
R.S.
DORAI 1 WI 1/2 IA
10 KILOMETRES

PrOt:'R.Ki Jain
co Ar. Navrieet Milnoth
LIT Rookee
Urban Transportation 2009

Map 39: Plan of Ajmer Town: Major Activity

108 )
PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

b. The new settlement has the capacity to permit business traffic of slow and fast

moving modes. It may still desirable to apply the same principle as for the old

settlement i.e. segregation of business traffic to such places where they do not

impede the normal functioning of commercial transactions.

c. During evening hours when the local traffic show its highest density in both the

areas it may be desirable to opt for either (i) No entry of traffic or (ii) One way

entry of traffic, system.

The character of the old and new settlements has a definite possibility of

creating a network of pedestrian movement system away from the commercial

spine. For this purpose there is,

A need of identification of open spaces particularly those which are linked up

with the street pattern so that a comprehensive network of a variety of open

spaces can be created for the pedestrians.

ii. This may involve connection of old and new settlements with series of new

pedestrian way to promoting a flow of present traffic from across the

settlements more spontaneously.

109 )
C7-4

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PLANNING FOR PUBLIC TRANSPORTATION SYSTEM FOR AJMER CITY

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