Comprehensive Transportation Study - Hyderabad Metropolitan Area




Development and operation of an urban transport planning model 1 | 2 | 3 | 4

The consultant is expected to recommend a commercially available, state-of-the-art, transport network based urban transport planning model package that would be suitable for HMA transport planning needs. The purpose of the will be to provide policy-related and future travel forecasts. In other words, the model should be able to simulate person trips by origin and destination, by purpose, by time of the day, by mode and by route, under different demographic, land use, vehicle ownership, infrastructure service, and policy scenarios.

In addition, the model should reflect long term interaction between travel patterns and land use patterns. The model should estimate travel demand with regard to long term choices of residential and employment location, land use, and adaptive behavior in response to transportation system changes, including fare and pricing policy.

It should be noted that the model should pay particular attention to mode split between bus and rail as well as private car and rail and conducting sensitivity analysis of demand with regard to rail fare. Attention should be paid to the issue of how travel time (walk and wait time), comfort, and mobility or access to transport is treated in the model and how improving these parameter could affect mode split in favor of the MMTS/metro/BRTS. Similarly attention should be paid to these issues for travel on the bus network, as well as the impact of traffic congestion on bus speeds.

In their response to the employers request for proposal, the consultants should recommend appropriate software package(s) suitable for the development of the requisite model.

Modeling mode split, including walk, public transport modes (auto rickshaws, taxi, bus and rail) and private transport (motorcycle and car), good’s vehicles.

Assigning trips to MMTS/Sub-urban Railway and bus networks taking into account the condition in trains, variation in bus speeds and frequency due to changes in overall traffic volume, and fares.

Reflecting the impact of new land use developments and/or control policies, including truck terminals, truck parking lots, Interstate bus terminal etc,

Responding to traffic demand management measures such as parking fees, road user charges and congestion pricing, as well as the staggering of working hours, flexi hours and multiple shift work.

Transport Network Coding:

HMDA will provide the detailed road network map of HMA prepared as part of various master plan studies for region. In case of absence of these plans, the consultants will obtain suitable imageries (in digital and hard copy format) at a scale of at least 1:12500 for preparing a digitized road network map (in vector format) after necessary ground verification. HMDA will provide necessary assistance in producing the imaginaries from designated agencies. The consultants will have to compile attribute data for the network (link and node characteristics). The consultant will prepare input files including network coding based on the inventory collected. In addition, the consultant will also develop traffic origin and destination matrix by mode and time(day/peak/off peak). The consultant will review current speed flow and assess the adequacy of this function for the purpose of Urban Transportation Planning (UTP) and update speed/flow relation especially for the new road facilities (flyovers, bypass etc.)

The consultants in consultation with the Employer shall identify the committed schemes, proposed schemes and accordingly prepare do nothing, do minimum, and do something networks to access the impact.

The model should reflect the travel behavior of different income and social groups in a disaggregate fashion and should be sufficiently sensitive to test policy measures and physical improvements to the transportation network and services. The model should be calibrated for travel costs, travel time, speed and other factors.

The earlier UTP Models were largely dependent on data of Hyderabad area. In the present study, it is proposed that the model will address the transport requirements of Metropolitan Region, thus requiring strengthening, calibration and validation at regional level. Keeping in view, the different land use and transport characteristics of the urban areas of the region like greater Hyderabad under GHMC, Cyberabad Development Area, Hyderabad Airport Development Area (HADA), and ongoing and proposed developments in Hyderabad.

Traffic assignment should be done for daily as well as both peak and off-peak hours. The model result should be sufficient detailed for the identification of project benefits among different income groups and users by different modes. The model should be capable of evaluating individual land use and/or transport developments. Consultants, upon calibration, must demonstrate to the employer how reliable the model is in replicating the current modal splits and traffic flows at screen lines and cordons. The model should be capable of evaluating major land use changes (commercial development exceeding 10,000sq.m. of built up area) and transport network changes such as grade separators at junctions, widening of carriageways on a corridor basis, providing bus lanes, introduction of ATC system etc.