The document is an internship report submitted by Jyotpreet Kaur detailing her 7-week internship with Innovative Transport Solutions Pvt. Ltd. The key points summarized are: 1) Jyotpreet Kaur completed an internship with Innovative Transport Solutions where she worked on projects including a Low Carbon Comprehensive Mobility Plan for Vizag city and feasibility studies for para transit in New Delhi and a mela development plan for Amarkantak. 2) During her internship, she assisted with data collection and analysis for the Vizag mobility plan which included household interviews, traffic counts and reviewing existing plans for the city. 3) She also

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Innovative Transport Solutions
Urban Transport Consultant
SUMMER TRAINING REPORT
On
Sustainable Urban Transport Issues
Submitted By,
Jyotpreet Kaur,MIEM1212
Mtech. In Infrastructure Engineering and Management

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PREFACE
I Jyotpreet Kaur pursuing M.tech in Infrastructure Engineering and Management course from
CEPT University, as part of academic curriculum of the course I had to work as an intern
with a company related to our course. I have completed seven weeks of summer internship at
INNOVATIVE TRANSPORT SOLUTIONS (iTRANS) Pvt. Ltd., a company in
collaboration with IIT DELHI. My focus while working with the company was to
understand all the processes involved in Transportation planning.
During internship we worked with a team on “Low Carbon Comprehensive Mobility Plan”
for Vizag, in this plan we went through surveys done by the consultant and converted the raw
data into a more compiled form for the analysis and then development of parameters for the
planning. With the working of the Vizag project we also worked on two more projects, Para
Transit and Bike sharing pilot scheme for Nehru Place-New Delhi and Mela Development
plan for Amarkantak. For the Nehru Place project we conducted survey as well as a site visit
for the collection of the data on the public transport available, parking stands and collected
information on the number of people accessing the Nehru Place complex by using the Public
Transport. During the Internship we had the opportunity to attend a seminar conducted by the
National round table conference on Eco Mobility readiness assessment project, at IHC Delhi
with my office colleagues.
This report contains what understanding we have perceived during internship from various
sessions we had.

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CONTENTS
Sr no. TITLE Page no
1 Preface 2
2 Acknowledgement 4
3 Company Profile 5
4 Introduction 8
5 Eco mobility study of Vizag. 13
6 Feasibility study of Nehru Place 20
7 Preparation of Amarkantak CDP for
comprehensive Mela Plan
25
8 National round table conference on Eco
Mobility readiness assessment project.
31
9 Key learning 33

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ACKNOWLEGEMENT
I would like to express the deepest gratitude to Dr. Anvita Arora and Mr. Parvesh
Sharawat for giving me opportunity and being my mentor, also gave me very resourceful
sessions during internship.
Further I would like to thank Mr Ravi Gadepalli and Mr. Joseph Teja, for extending their
cooperation as they coordinated during my internship at iTRANS, also helped me with
understanding the process involved in the transport planning and the data arrangement for
Vizag.
It was a great opportunity for me to get a chance to complete my internship with an
organization like iTRANS and with people who helped at every stage of my internship. We
are thankful to everyone with whom we had interaction as they took out time from their busy
schedule to explain and guide us during internship.

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COMPANY PROFILE
Innovative Transport Solutions (iTrans) Private Limited is an Urban Transport consultancy.
An incubation unit in the Indian Institute of Technology Delhi (IIT Delhi) from 2008 to 2012,
we work on Sustainable Urban Transport issues ranging from Urban Transport Policies at the
National and State Level, Transport Planning and Modelling at city level, Non-Motorised
Transport Planning, Advocacy and Promotion, Public Transport Planning and operations with
special focus on Bus Rapid Transit Systems (BRTS), Area level traffic circulation plans and
Microscopic Simulation studies.
iTrans Formation and Management
iTrans was formed in January, 2008 as one of the incubated companies in the
Technology Business Incubation Unit (TBIU) of IIT Delhi. For this, iTrans had to present its
vision and uniqueness to the screening Committee of the Foundation of Innovation and
Technology Transfer (FITT), IIT Delhi which comprised of experts in the area from
academics and industry. The idea of iTrans as a technology business enterprise was approved
and we were incubated, with IIT Delhi as one of the shareholders of iTrans. After finishing
four years of incubation, the company moved out of IIT Delhi. The Board of Directors of the
company comprises of four members:
 Prof. Geetam Tiwari, Director
 Pradeep Kumar Sachdeva, Director
 Dr. Anvita Arora, Director & CEO
 Invited member from IIT Delhi
Expertise and Activity Linkages of i-Trans
iTrans has the required expertise and experience in different fields of Urban transport
and also in different kinds of projects one can take up in each of these sub-components i.e.
Transport Policy, Transport Planning, Traffic Engineering and Applied Research. Prof.
Geetam Tiwari is a well known academician in India and abroad for her work in all topics
that can be considered Urban Transport and Dr. Anvita Arora has vast experience in the areas
of Transport Policy, Non-Motorised Transport planning, advocacy and promotion. Under

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their leadership and through collaboration with various government and private bodies at
various levels of the Urban Transport chain, iTrans has been working in the following areas:
TRANSPORT POLICY
 Providing Technical Assistance for various policies to be taken up at the
National Level
 Development of vision document for urban transport at the state level
 Implementation of policies and institutional arrangements required for the
promotion of sustainable Transport at the city level governments like
infrastructure for public and non-motorised transport.
TRANSPORTATION PLANNING
 Development of Comprehensive Mobility Plans which are inclusive i.e.
accommodating the travel needs of all road users including Non-motorised,
Private-motorised and Public transport users
 Travel demand Forecasting using Macroscopic modelling software like
TransCAD at the city level for road traffic and public transport ridership
estimates
 Feasibility studies and Detailed Project Reports (DPR) for various Public
transport projects, with special emphasis on Bus Rapid Transit Systems (BRTS)
 Feasibility studies and Detailed Project Reports (DPR) for Non motorised
transport (NMT) projects like Bicycle Master plans for cities, area level NMT
circulation studies
 Socio-economic Impact Assessments (SEIA) for public transport projects
 Operational Plans and Scheduling of bus and rail based public transport systems
TRAFFIC ENGINEERING
 Design of Multi Modal Integration systems i.e. integrating various modes like
Metro, Bus systems and Non-Motorised transport within a city
 Traffic Surveys and Household Interviews
 Microscopic Traffic Simulation studies using software like VISSIM
 Area level traffic circulation plans for all modes
 Parking management studies
APPLIED RESEARCH
 Developing manuals for Bicycle inclusive Planning for the Indian Sub continent

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 Case Studies and Position papers for trends in NMT usage in India
 Organising workshops and stakeholder consultations on various manuals and
sustainable transport issues for knowledge sharing and public outreach
 Assisting civil society organisations in public outreach programs with required
technical data analysis.

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Introduction
Visakhapatnam (83.20
N, 17.70
E), also called as Vizag, is located on the eastern coast of India
along the Bay of Bengal. With a population of 1.73 million it is the second largest city in the
southern state of Andhra Pradesh. From 1858, when its ‘Municipal Association’ was formed,
the city has developed into a significant economic, educational, health and tourism hub for
the people of north-eastern Andhra Pradesh and the south of Orissa. The city is well
connected nationally and internally by the National Highway (NH-5) passing through it. It is
also well connected by railways, airport and the sea port.
Executive Summary
 The United Nations Environment Program (UNEP) Transport Unit in Kenya, UNEP Risoe
Centre in Denmark and partners in India have embarked on an initiative to support a low
carbon transport pathway in India. The three-year project, which started in 2010, is
funded under the International Climate Initiative (ICI) of the German Government, and is
designed in line with India’s National Action Plan on Climate Change (NAPCC). Key local
partners include IIM-Ahmedabad, IIT-Delhi and CEPT University, Ahmedabad. The
cooperation between the Government of India, Indian Institutions, UNEP, and the
Government of Germany will assist in the development of a low carbon transport action
plan at the national level and low-carbon mobility plans (LCMP) for 3 cities across India.
 In this context United Nations Environment Program (UNEP) has selected
Visakhapatnam as one of the three case cities to take up a Low-Carbon Comprehensive
Mobility Plan (LCMP). UNEP has signed a Memorandum of Understanding (MoU) with
the Greater Visakhapatnam Municipal Corporation (GVMC) in this regard. M/S
Innovative Transport Solutions (iTrans) Pvt. Ltd., has been shortlisted as the consultant
to carry out the study. The current report contains the work done up to Task 1 of the
study i.e. review and analysis of the existing transport scenario in Visakhapatnam.
 Data collection: Review of the existing transport scenario is done through various on-
field primary surveys and secondary sources of data, collected from various local
agencies. This data is used further in developing indicators measuring the sustainability,
equity and low-carbon nature of the existing transport scenario of Visakhapatnam.

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Data Collected for LCMP
Primary Data (On-field Surveys) Secondary Data (Local Agencies)
Household Interviews CDP, Master Plan and BRT DPR
Traffic Volume Counts Ambient Air Quality Measures
O-D Surveys Property Tax Data for individual HHs
Road Inventory Annual Budget and accounts data
Auto Driver Profile Bus Route and Operations Data
Petrol Pump Survey Safety Data
Vehicle Inventory Data
Structure of the report
The current report i.e. the ‘First Draft Report’ presents the work done up to Task 1 of the
LCMP i.e. analysing the existing urban environment and transport structure within the
planning area of city using formats given in methodology for LCMP. This includes the data
from primary surveys carried out for LCMP, secondary data collected from various relevant
agencies, baseline indicators developed and results from stakeholder consultations carried
out so far.
Chapter 2 of the report details out the methodology adopted for various surveys, summary
of data collected and procedure followed for stakeholder consultation. Chapter 3 contains
the indicators developed based on the available data and Chapter 4 details the stakeholder
consultation and the way-forward for the LCMP.
Delineation of Planning area and Planning Horizons
The Greater Visakhapatnam Municipal Corporation (GVMC) area has been selected as the
study area for the LCMP. GVMC which has been formed in 2005 has under its jurisdiction
530sq.km and it includes the total urban agglomeration area of the city. The GVMC has been
formed by merging
 Visakhapatnam Municipal Corporation (VMC) area of 110 sq.km
 Gajuwaka municipality and
 32 grampanchayats in the outskirts of VMC

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This area can accommodate the likely growth of the city until the horizon years of LCMP and
hence is selected for the study. The following figure shows the major landmarks within the
GVMC area.
Figure 1 Salient features of GVMC
A three stage planning approach has been adopted for the current study. A 5 year horizon
for short term planning; a 10 year horizon for the medium term and a horizon beyond 20
years to plan for the long term transport needs of the city with the low carbon objectives set
for the city. In the case of Visakhapatnam, these three horizon years are:
 2017----For short term planning i.e. Junction improvements, traffic circulation plans etc.
with emphasis on improving the overall safety and accessibility standards for vulnerable
road users like pedestrians and non-motorised transport.
 2022----For medium term planning where corridor level projects like BRT, NMT
corridors, city bus networks and NMT networks in the city are developed. The objective of
medium term planning is to arrest the current trend of declining public transport and non-
motorised trips and to maintain the current modal shares intact.
 2030-2040----A long-term horizon of greater than 20 years i.e. between 2030 and 2040 is
selected. It is acknowledged that such long term planning involves various uncertainties in
city growth, technology availability and many other issues and hence a wide range of 10

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years has been adopted for long term planning at the end of which the over-arching vision
of the LCMP is realized.
Data Collection
Data collection comprises of two components: Primary surveys and secondary data.
Secondary sources of information help us understand the existing transport scenario in the
city through the data which is already being maintained by various agencies. This includes
data on:
 Relevant studies carried out in the city like the Master Plan, City Development Plan
(CDP), Detailed Project Report (DPR) prepared for the existing BRT corridors
 Existing and proposed land-use pattern in the city
 Operations and finances of the existing public transport system
 Vehicle ownership trends in the city
 Pattern of road traffic crashes
 Ambient air quality measures
 Investment trends for various modes.
It was observed that the data regarding trip making characteristics of people in the city has
not been collected in the city so far. Also, data regarding vehicle and pedestrian movements
at various locations; existing road inventory; fuel usage characteristics of in-use vehicles;
operations of auto-rickshaws and Intermediate Public Transport (IPT) systems of the city
were also not available in the city. Primary surveys have been carried out to collect data on
these missing components in the secondary data.
Total trips made in the city are produced from three major sources:
 Trips produced from the households within the city
 External trips i.e. trips originating outside the city but entering the city through the
various road entries and
 External trips entering the city through point sources like regional bus and railway
stations.
The Household interviews capture trips produced within the city, while Origin-Destinations
Surveys at entry points to the city i.e. the roads, regional bus and railway stations give
information on the external trips. Traffic volume counts, Road inventory survey, petrol
pump survey for fuel usage characteristics and the IPT operator interviews for auto-rickshaw

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operations have been carried out to collect data on the remaining items missing from the
secondary data.
Survey Format:
The survey conducted was entered and analyzed by us in the internship period. The excel
formats in which it was entered is as follows:
Form No Form No. All Date
Surveyor
Name
Area
Sampling
Zone
Ward No Door No
Contact No
of
Respondent
E-mail id Settlement Code Respondent No
1001 1001 09-09-12 Mahesh Mudarslova 6 1 21-1 9640700395 5 4
1001
1001
1001
1001
1001
1001
1001
Hh
MemberNo
Name
Relation
with Head
Sex Age Education
Main
Activity
Subsidiary
Activity
Mobile
phone
Fridge LPG Stove/ Cylinder Cooler
1 Ch. Krishna 1 M 50 2 2 1 1
2 Ch. Chitam,,a 2 F 35 1 7
3
Ch. Venkata sri
nivas
3 M 21 4 1
4 Ch. Nagamani 3 F 18 3 7
A C T V
Desktop/
Laptop
Computer
Type of
House
Total
Household
Income
Tenure
Arrangement
HHIncome
Rent per
month
No of
Rooms
Separate Kitchen No of Floors Area of the House
1 2 10000 1 10000 2 Y 30
10000
10000
10000
10000
10000
10000
10000
Property Tax
Time of Stay in
the House
Place of
Stay
Before
Household
Tap
Piped
Sewerage
No of
Household
Toilets
Type of
Vehicle
Age/ Year Fuel Mileage
Type of Vehicle (2 years
ago)
Age/ Year (2years
ago)
92 20
Bullaya
college
N N

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Fuel (2 years
ago)
Mileage (2 years
ago)
Grocery
Distance
Grocery
Walking
time
Milk Booth
Distance
Milk Booth
Walking
time
Vegetables
Distance
Vegetables
Walking
time
Dhobi
Distance
Dhobi Walking
time
Doctor Distance
Doctor Walking
time
10.00 5.00 10.00 5.00 10.00 5.00 0.20 5.00 3.00 20.00
e-seva
Distance
e-seva Walking
time
Others
Distance
Others
Walking
time
Day of
Trip
Segment
Trip
Purpose
Mode
Start
Location
Waiting Time Start Time End Location
3.00 20.00
Regular
days
1 2 6 Home 8:00 Chinna gadhulu
2 1 6
Chinna
gadhulu
20:00 Home
Regular
days
1 4 6 Home 7:00 Bus stop
2 2 3 Bus stop 15 7:30 Gajuwaka
3 4 3 Gajuwaka 18:00 Bus top
4 1 6 Bus top 20:00 Home
Speed Corrected Time
Corrected
Distance
O_Travel
Time
O_Distance
IN_Travel
Time
IN_Distance
Fare /
Parking
Cost
Trip
Frequency
Bus Nearest Stop Bus Time Taken to Reach
Bus Avg Waiting
Time
4.00 30 2.00 30.00 2.00 30.00 2.00 6/w 1.40 10 15
4.00 30.00 2.00 30.00 2.00 30.00 2.00 6/W
8.40 10.00 1.40 10.00 1.40 10.00 0.25 6/W
40.00 30.00 20.00 30.00 20.00 30.00 20.00 520 6/W
60.00 20.00 20.00 20.00 20.00 30.00 20.00 520 6/W
8.40 10.00 1.40 10.00 1.40 10.00 0.25 6/W
Bus Usage
Frequency
Bus Reliability Bus Safety
Bus
Economy
Auto
Nearest
Stop
Auto Time
Taken to
Reach
Auto Avg
Waiting
Time
Auto Usage
Frequency
Auto
Reliability
Auto Safety Auto Economy
Bicycle Nearest
Stop
6 2 2 2 1.40 10 15 6 2 2
Bicycle Time
Taken to
Reach
Bicycle Avg
Waiting Time
Bicycle
Usage
Frequency
Bicycle
Reliability
Bicycle
Safety
Bicycle
Economy
Walking
Safety and
Convenience
Travel
Satisfaction
Type Details Type Details
Y Y Bus
More Buses/
Frequency
StreetAmenities Drainage

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Second
Preferred
Mode
Reasons for not
using 2nd Mode
1 Work
Trip
1 Daily
Needs
1 School /
College
2 Work Trip
2 Daily
Needs
2 School /
College
3 Work
Trip
3 Daily Needs 3 School / College
1 6 6 6 6 6 6 6
6 3 6 3 6 3 6
1
This data was further analyzed and the following indicators were obtained:
Indicators
Data collected from the primary surveys and secondary sources explained above have been
used to generate the low-carbon mobility indicators developed for the project. These
indicators are presented in the following sections:
Mobility and Accessibility Indicators
The mode-share, travel time and trip length related indicators have been derived from the
household interviews while the land-use related indicators have been derived from
secondary data sources.
Trip rate
A per-capita trip rate (PCTR) of 2.02 has been observed in the city which results in a total of
around 3.5 million trips being made in the city every day.
Mode shares by trip purpose
The mode shares observed for various trip purposes are shown below. Walk is the
predominant mode of choice across all trip purposes resulting in 53% of trips being made on
foot. The mode-shares among vehicular trips are shown in Table 9 and it is observed that 2-
Wheeler is the most used mode followed by bus and 3-Wheeler i.e. auto-rickshaw. However
educational trips are mostly made by buses and auto-rickshaws which together form the
public transport system of the city.

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Trip purpose wise mode shares (including walk trips)
Mode
Trip Purpose
Car 2-Wheeler Bus 3-W Walk Cycle Cycle Rickshaw Total
Work 3% 29% 19% 9% 34% 6% 0% 100%
Educational 0% 6% 27% 15% 49% 3% 0% 100%
Social 1% 4% 2% 2% 90% 0% 0% 100%
Recreational 1% 14% 18% 8% 57% 1% 0% 100%
Total 2% 15% 17% 9% 53% 3% 0% 100%
Trip purpose wise mode share (including walk trips)
Table 1 Trip purpose wise mode shares (excluding walk trips)
Mode
Trip Purpose
Car 2-Wheeler Bus 3-W Cycle Cycle Rickshaw Total
Work 4% 44% 29% 14% 9% 0% 100%
Educational 1% 11% 53% 29% 6% 0% 100%
Social 14% 41% 18% 24% 3% 0% 100%
Recreational 3% 34% 42% 19% 2% 0% 100%
Total 3% 32% 37% 20% 7% 0% 100%

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Trip purpose wise mode shares (excluding walk trips)
Mode shares of various social groups
The mode shares of various socio economic groups reveal that even in households with
income less than Rs. 5000, 35% of the trips are observed to be made by cost intensive
modes like 2-Wheeler, Bus and 3-Wheelers. This is an unwanted trend as the budget for
travel in such poor households comes at the cost of their money required for food and
hygiene. It is observed that with increase in income the propensity to used private modes
increases while that of non-motorised modes like walking and cycling decreases. However
the mode of public transport i.e. bus and auto together is around 30% for all income groups.
Table 2 Mode shares of various social groups (including walk trips)
Mode
HH Income
Car 2-Wheeler Bus 3-W Walk Cycle Cycle Rickshaw Total
<5000 0% 4% 23% 8% 60% 4% 0% 100%
5000-10000 1% 10% 21% 10% 56% 3% 0% 100%
10000-20000 2% 20% 21% 11% 44% 2% 0% 100%
20000-50000 6% 24% 24% 9% 34% 2% 0% 100%
>50000 12% 32% 16% 13% 24% 2% 0% 100%
Total 1% 12% 22% 10% 52% 3% 0% 100%

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Figure 2 Mode shares of various social groups (including walk trips)
Mode shares of various social groups (excluding walk trips)
IncomeMode Car 2-Wheeler Bus 3-Wheeler Cycle Cycle Rickshaw Total
<5000 1% 10% 59% 21% 10% 1% 100%
5000-10000 1% 22% 47% 22% 7% 0% 100%
10000-20000 3% 36% 38% 20% 3% 0% 100%
20000-50000 9% 36% 37% 14% 3% 0% 100%
>50000 21% 25% 27% 23% 4% 0% 100%
Total 3% 26% 45% 20% 6% 0% 100%

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Mode shares of various social groups (excluding walk trips)
Travel Time: Average travel time by trip purpose
It is observed that around 49% of work trips, 59% of education trips and 61% of all trips
made in the city have a travel time less than 15min. This is indicates mixed land use
development in the city, which should be preserved during the future development of city.
Such short trips encourage the use of walk and cycling as the preferred mode of choice for
travel.
Average travel time by trip purpose
Travel Time
Trip purpose
<10min 10-15
min
15-30
min
30-45
min
45min-
60min
>60min Total
Work 9% 40% 38% 5% 5% 2% 100%
Educational 11% 48% 30% 5% 4% 2% 100%
Social 19% 65% 14% 1% 1% 0% 100%
Recreational 11% 52% 30% 3% 3% 2% 100%
Total 12% 49% 29% 4% 4% 2% 100%

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Average travel time by trip purpose
0%
10%
20%
30%
40%
50%
60%
70%
<10min 10-15 min 15-30 min 30-45 min 45min-60min >60min
TripPurpose,%
Travel Time, min
Work Educational Social Recreational

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Study of Nehru Place, Delhi for Parking, Hawking, Multi modal
transit:
Nehru Place is a large commercial, financial, and business center in Delhi, India.
Though its importance as a financial center has declined in recent years, Nehru
Place is still a prominent commercial area in South Delhi and houses the
headquarters of several Indian firms and rivals with other financial centers in the
metropolis like Connaught Place, Gurgaon, Bhikaji Cama Place, Rajendra
Place and NOIDA. It is widely considered to be a major information technology hub
of South Asia.
Nehru Place is accessible by all forms of public transport, as it lies next to the Outer
Ring Road, an arc that encompasses major parts of South Delhi, and the bus
services are very frequent, usually once every five to eight minutes. Private taxis are
also available, as well as a paid parking for cars and motorcycles. The famous Baha'i
faith Lotus temple is also located close by. Now Nehru place is accessible by Delhi
Metro. The nearest metro stations include Nehru place and Kalkaji Mandir.
 Has its own Delhi-Metro Station on Violet Line(Central Secretariat to Badarpur)
 30 minutes from Nizamuddin Railway Station
 1 hr from New Delhi Railway Station
 It has its own bus terminal, popularly known as Nehru Place Bus Terminal.

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Transportation
The frequency of the modes of transport and the nimber of people using that mode for a
specific time interval was studied.
Sr.
No
Time
Span
BRT Buses Blue Line Buses Grameen Seva Auto
Frequency
(no of
buses /
5min)
No of
getting
down/up
per bus
Frequency
(no of buses
/ 5min)
No of
passengers
getting
down/up per
bus
Frequency
(no of autos
/ 5min)
No of
passengers
getting
down/up
per auto
1
8:30
to
9:30
3 20 to 40 3 20 to 40 5 10 to 15
2
9:30
to
10:30
5 30 to 50 3 30 to 50 6 10 to 15
3
10:30
to
11:30
5 30 to 40 3 30 to 40 5 10 to 15
4
11:30
to
13:30
3 10 to 30 1 10 to 30 2 5 to 10
5
13:30
to
15:30
1 20 to 40 1 10 to 20 2 5 to 10
6
17:30
to
19:30
5 40 to 50 3 40 to 50 6 10 to 15
Sr. No
Time
Span
Private Auto Private Cars Metro
Frequency
(no of
autos /
5min)
No of
passengers
getting
down/up
per auto
Frequency
(no of
cars /
5min)
No of
passengers
getting
down/up
per car
No of
passengers
getting
down/up
per 5min
1
8:30
to
9:30
2 1 to 2 5 1 to 2 50 to 75
2
9:30
to
10:30
5 1 to 2 5 1 to 2
75 to
100
3
10:30
to
11:30
5 1 to 2 10 1 to 2
75 to
100
4
11:30
to
13:30
5 2 to 3 10 2 to 3 40 to 50
5
13:30
to
15:30
4 2 to 3 10 2 to 3 40 to 50
6
17:30
to
19:30
8 2 to 3 10 2 to 3
100 to
125
The problems related to these modes were discussed.

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Congestion on service road due to parking of all buses. No platforms on road to get
in/out of bus. Proper transfer station is unutilized. Congestion on service road due to
parking of all buses. No Platforms on road to get in/out of bus. Obstruction to BRT Buses.
Longer waiting time. No auto parking and transfer space provided so congestion on road.
Risky crossing without pedestrian signal, Only authorized auto stop in front of Metro station.
Unauthorized auto stop in front of Satyam Cinemas. Traffic congestion during pick
and drop of autos in front of Satyam Cinemas
Parking Study:

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Footpaths:
Very few footpaths which are in proper condition.
•Footpaths mainly used for parking and by hawkers, thus no space for walking.
•Mostly the foot paths are either broken or not in walk able conditions
Hawkers:
Hawkers density increases as the time run from day to evening .
•At 4:00 pm approximately road become congested and one of the reason is roadside
hawker .
Few Hawkers are near bus stand and only one semi permanent on hawker on that garden
Side

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Also the interior hawkers and the spill over areas were studied. An analysis was made of the
open spaces that were available for further development.
The parking study was presented for further analysis:

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AMARKANTAK City and Mela Development Plan
INTRODUCTION
The sacred land of Amarkantak is situated in the
Anuppur district of Madhya Pradesh. It is popular
as the land from where originate the Narmada
River - the daughter of Shiv, as well as the Son
River. The local adivasis refer to the Narmada
River as Rewa. The Gonds inhabit in this region in
large numbers.
Amarkantak is one of most famous pilgrimage
towns in Madhya Pradesh State. It also called as Pavitra Nagri Amarkantak in State. It is a
Nagar Panchayat in Anuppur District in the
state of Madhya Pradesh, India. It is also called
"Teerthraj" (the king of pilgrimages); Amarkantak
region is a unique natural heritage area and is
the meeting point of the Vindhyas and the
Satpuras, with the Maikal Hills being the fulcrum.
The Narmada temple complex around origin
fountain of River Narmada is most important and
unique destination of pilgrims. Other unique
places are origin points of Son River and Johila
River, Achanakmar Biosphere Reserve near
Amarkantak. The total area of the town is 4,658.52 Ha which include Amarkantak and
Jaleshwar area.
1. Assessment Of Tourism Scenario – Mela Development
Amarkantak is a small pilgrim town and lies in the newly created district of Anuppur, in
Madhya Pradesh and is also called "Teerthraj" (the king of pilgrimages), Amarkantak region
is a unique natural heritage area and is situated on the Maikal mountain range being the
fulcrum which links the Vindhyachal and Satpura mountain ranges, at about 1067 meters
above mean sea . This is where the three important rivers Narmada, Sone and Johila
emerge. Amarkantak is 43 km from a small station Pendra Road and almost 65 km from
Anuppur. Amarkantak being a unique natural heritage is very rich in biodiversity. It has got a
number of places of scenic beauty. It is a great pilgrim center for Hindus. It is thus a great-
unexplored tourism destination. There are about 12 temples here devoted to Narmada
maiyya. The Narmada temple is the most important one, which has been built around the

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origin point of the river Narmada (Narmada kund). The total area of the town is 4,658.52 Ha
which include Amarkantak and Jaleshwar area.
This region is located in the east part of MP and well connected through road from
Jabalpur(230 km), Rewa (265 km) and Shadol (105 km ), rail (71 km from Anupur railway
junction), nearest airport at Jabalpur (230 km away from Amarkantak).
As per study conducted by consultant in May 2013, it was observed that the most of the
sites in the region have high potential for pilgrimage/tourism development because rich
heritage areas/temples in the region and better tourism infrastructure (i.e. Accommodation,
Accessibility, Signages, Markets, Information Centre etc.)
Location and Accessibility: State Highway (SH)- 22 connects Amarkantak through Dindori to
Jabalpur and also SH-9 connecting Amarkantak to Anuppur. Amarkantak has good road
connectivity with surrounding 03 States Bihar, Jharkhand and Chhattisgarh. State Highway
connects Amarkantak with Nagpur via Raipur. The major roads within the city limits include
Amarkantak road, Kapildhara road,
From tourist point of view, there are some sites i.e. Narmada Temple Complex, Ancient
temples of Kalachuri period, Kapildhara Waterfall, Shri Digambar Jain Temple etc. are in the
region which can be developed. This region has different category of areas which can be
developed for tourist purpose. The areas like Religious (Narmada Udgam Complex, Maa ki
Bagiya, Jwaleshwar, Kabir Chabutra), Heritage (Karan temple etc. ), Natural Waterfalls and
water bodies (Kapildhara waterfalls, Doodhdhara waterfalls, Kabir kund, Pushkar Sarovar
etc.) and Forest (Maikal, Vindhyanchal, Satpura mountain range). This is the only region
where the forest land is more which can be developed for adventure tourism, eco-tourism
etc.
In the region, most of the roads are single land (4.5m) and double lane. Roads are fairly
better outside the city/ town which connect to the most of the tourist site but internal roads
are not in good conditions. There are very few infrastructure facilities (i.e. Accommodation,
Accessibility, Signages, Markets, Information Centre etc.) in the region have moderate
potential for tourism development because lack of tourism infrastructure and maintenance.
There are no wayside amenities facilities i.e. Motels, Food, Lodging etc. available which
needs to addressed properly from the tourist point of view. Only Jabalpur city have all type
of facilities available. MP Tourism and Municipal office has taken some initiative
development work at most of the tourist sites like viewpoints, lighting , pavement,
landscaping etc. and also keen to develop infrastrucrture in the region. This is the only nodal
agency which can be addressing the issues/need of the tourist as well as local pilgrimage.
1.1.Assessment of tourist infrastructure

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ACCOMMODATION FACILITY
Availability of good quality and affordable accommodation facilities support attracting
tourists to the site.
TOURIST INFORMATION CENTERS
Tourist information centre plays an important role in development of tourism industry. It
makes significant economic contribution by providing information to visitors that encourage
them to stay longer, spend more money, experience more attractions and revisit the region.
OFF STREET PARKING
Being a religious town, there is a sudden increase of floating population during mela and
hence there is sudden huge demand of parking to accommodate them. Following off-street
parking lots are proposed to ease the acute parking problem:
i. Parking area near existing bus stand
ii. Parking area behind the MP tourism
hotel and near jain temple.
IDENTIFICATION AND PROPOSED TOURISM
DEVELOPMENT IN THE TOWN
The town has immense potential as pilgrim
tourism as well as eco-tourism. The rivers,
lakes and hills of Amarkantak offer exciting
opportunities for setting up adventure-tourism
facilities for trekking, water- sports, aero-
sports, angling, and camping. This is a largely
unexplored area, which offers immense scope
for private participation.
To boost the economy of the town, Amarkantak is to be explored and identify the
unexplored destination and developed in a world-class tourist destination. The following are
the identified proposed tourism development for the town which is to be further detailed
out:
Panch-Koshi Parikrama: The Panch-Koshi Parikrama which are held in the 16 nos. sites in &
around Amarkantak are to be developed with infrastructure facilities like
• Improving and providing proper tracking route for five-days period

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• Providing shelter place in each sites
• Provision of toilet facilities
• Provision of drinking facilities
• Provision of food court area
Herbal Medication centre: The hills and forest of Amarkantak are the treasures having
valuable herbs and medicinal plants. The tribal communities residing in the area are utilizing
these valuable forest resources in various ways for the treatment since ancient time. They
use their traditional knowledge and indigenous systems of medicine for the treatment of
various diseases. This indigenous knowledge is a potential tool for developing herbal
meditation centre and SPA’s in Amarkantak.
Developing a Tourism Complex along Rajmer Garh area: This area is to be identified and
developed as a major tourist complex with infrastructure facilities. Inter alia, the tourist
complex is to be developed with golf course area and resorts for accommodation for the
visiting tourists, a meditation hall and shopping complex showcasing the traditional arts and
crafts.
Socio-Cultural Tourism: Religious events cannot be restricted in any form, so to organize it
efficiently, it is important for the local administration and the temple authorities to work
jointly. Awareness about the environmental protection needs and its measures need to be
disseminated to the locals though participatory programs. The economic benefits of tourist
amenities in a tourism based economy need to be clearly understood by the local residents.
10.2. PROJECT IDENTIFICATION
Based on discussions held with District Collector, Chief Municipal Officers and local
residents, the following projects were identified for development.
i. Development of new Mela site near Narmada Kund
ii. Light & Sound show at Amarkantak
iii. Floating-cum-suspension bridge at Narmada River
iv. Recreational Club including indoor sports activities
v. Removal of encroachments in and around Narmada Complex

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vi. Upgradation and conservation of the existing tourist sites i.e. Karan Temple,
Narmada Temple Complex, Maa ki Bagiya etc.
vii. Development of existing open areas and waterbodies for recreation.
viii. Development of Star hotels or a quality resorts to attract international tourist
ix. Up gradation of existing bus stand at Amarkantak including parking
x. Provision of economical, environment friendly and convenient public transport
system.
xi. Provision of Parking Space in major tourist sites
xii. Development of drainage channels to recharge sarover.
xiii. Beautification of existing dam site near podki.
xiv. Development of proposed cycle track and walking plaza along the Narmda River or
Panchkoshi Parikarma Marg.
xv. Rehabilitation of existing slum areas
xvi. Light & Sound show near Narmada Complex
xvii. Mini Science Park/Centre
xviii. Development of online portal of Narmada Temple for worship.
xix. Development of trekking routes
xx. Development of new ghats along the Narmada River
xxi. Adventure tourism includes boating, walkways, tourist resort, sports activities,
camping, lighting, signages etc.
xxii. River front development at Narmada River
xxiii. Local picnic/tourist spot at Savitri Sarovar
xxiv. Detailed drainage and sewerage studies needs to be conducted by MP tourism.
xxv. Development of tourist facility centre near bus stand.
xxvi. Yoga and meditation centre

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National round table eco mobility readiness assessment
project
Are India ‘s cities ready to implement non motorized transport initiative ?
GOAL
The project seeks to review the strength and gaps at the local government level in terms of
policy , capacity , resources, awareness and willingness to implement ecomobility / non -
motorized transport (NMT) project in order to check readiness / preparedness to take action
and support strengthening / augmentation of the same .
ABOUT THE PROJECT
The project will specifically be looking at existent and potential NMT initiative after
assessing how prepared or unprepared the city is to further these initiatives .
Assessment of 20+ Indian cities
 Cities with large scale MRTs Completed / underway/cities that have some form of
public transport system in place.
 Heritage cities/Traditional historic cities.
WHY IS THIS PROJECT REQUIRED?
There are several ambitious large scale developments taking place at the national level to
focus on NMT as a key mode in Indian cities, however, these initiatives do not take into
account the ground level realities in Indian city governments.
The Ecomobility Readiness Assessment project aims to bridge this gap, by assessing the
actual levels of policy, resource and capacity development required at the local level in
order to effectively implement NMT projects.

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NMT is a key component of Indian cities already, whether as a last mile connector, to
provide access to mass transit systems, or in heritage cities where it is a historically
embedded into the cities' fabric.
WHAT ACTIVITIES WILL BE UNDERTAKEN AS A PART OF THIS PROJECT?
Step 1: Desktop review - this review will provide a baseline of the status and information
available at a national level, and begin to give an indication of the segregated actions that
have been undertaken at the local level to address NMT
Step 2: Inviting cities to participate in the assessment - cities in the country will be invited
to take part in this assessment by providing a snapshot of information about the status of
their city's NMT and through a signed commitment to carry out the assessment. Of 87 cities
invited, 30 cities have responded
Step 3: Development of assessment tool - in order to most effectively capture the breadth
of information required for accurately assessing the status of cities' NMT, a simple, yet
comprehensive excel-based tool will be developed. This tool will inform the project by not
just assessing the situation, but allowing the project team to pin point areas of improvement
required in cities
Step 4: Assessment in cities - the assessment will be undertaken on ground in the
participant cities. The tool is primarily meant to be a self-assessment tool by the cities. The
tool will consist of questions by category, with a list of options in the answers column,
where cities pick the most accurate option. Each answer will be graded from 1-5 and the
points added up to give each cities total score. The assessment will be undertaken through
interviews with the relevant city teams,
Step 5: Assessment matrix and recommendations basket - the completed assessment
scores will be compiled to show how cities stack up against each other, what areas of
improvement are required, and what are the key interventions that need to be put in place
to further the agenda of NMT at the local level.

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KEY LEARNINGS :
1. Low Carbon Mobility Plan of Visakhapatnam
With the help of transport mobility survey , I come to know how people move using
which mode and how the mode using capacity changes in different set of people(
income groups, age groups ) .what is needed most in the city transport or where
city lags , the quantitative answer to all the above questions drive from qualitative
data in survey forms .
2. Study of Nehru Place, Delhi for Parking, Hawking, Multi modal transit
Improper planning or increasing population leads to change the transport pattern of
people as well as mode.
3. AMARKANTAK City and Mela Development Plan
How we are able to change a simple riverfront site to revenue generating place ,
place of tourism etc. which in result generate employment and contribute in nation
economy .
4. Ecomobilty round table conference
Why NMT needed in Indian Cities and what changes are needed to made in IRC
guidelines to improve urban transport in Indian cities.