T.E.P.

, DoCE, Sardar Vallabhbhai National Institute of Technology, Surat

Mini Project-CETP107

REPORT ON FEASIBILITY STUDY FOR BRTS

SHELTER ON EXISTING CORRIDOR IN SURAT

GUIDED BY
Dr.G. J. JOSHI

PRESENTED BY

Yash Solanki(P24TP001)
Aiswariya V Nair(P24TP002)
Dhruv Mehta(P24TP009)
Harmitha Sree (P24TP010)
TRANSPORTATION ENGINEERING AND PLANNING

SARDAR VALLABHBHAI

NATIONAL INSTITUTE OF TECHNOLOGY

SURAT

(Academic Year: 2024 – 2025)

 TABLE OF CONTENTS
1. INTRODUCTION................................................................................................................ 1
1.1 Background...............................................................................................................1
1.2 Objectives.................................................................................................................2
1.3 Expected Outcomes..................................................................................................2
2. EXISTING PUBLIC TRANSPORTATION.................................................................................2
2.1 Population Forecasting.............................................................................................2
2.2 Existing public transportation network.....................................................................3
2.2.1 City Bus Service...................................................................................................4
2.2.2 BRTS Service....................................................................................................... 5
2.2.3 Existing bus stations............................................................................................5
2.2.4 Existing Bus Terminals and Depots.....................................................................6
3. METHODOLOGY................................................................................................................8
3.1 Reconnaissance Survey.............................................................................................8
3.2 Literature Survey...................................................................................................... 8
3.3 Data Collection......................................................................................................... 9
3.3.1 Primary Survey....................................................................................................9
3.3.2 Secondary Survey............................................................................................. 10
4. STUDY AREA & EXISTING LAND USE ACTIVITY................................................................12
4.1 Population Density Analysis for BRTS Shelter Feasibility..............................................15
4.2 Proposed Corridor..................................................................................................17
4.3 Existing public transport on Study Corridor............................................................17
4.4 Reconnaissance Survey...........................................................................................19
5. ANNEXURES....................................................................................................................31
Work Completed............................................................................................................ 33
Work in Progress & Upcoming Tasks...............................................................................33
LIST OF FIGURES
Figure 1: Population forecasting...............................................................................................3
Figure 2: Existing bus service in the Surat city..........................................................................4
Figure 3: Existing city bus service.............................................................................................4
Figure 4: Existing BRTS service..................................................................................................5
Figure 5: Existing BRTS and City Bus Stop Locations.................................................................6
Figure 6: Existing Location of Bus Terminals and Depots..........................................................7
Figure 7: Methodology for proposed BRTS Shelter locations and type....................................8
Figure 8: Step Wise land- Use Pattern Analysis Methodology................................................12
Figure 9: Existing land use pattern of Khatushyam mandir to GAIL colony............................13
Figure 10: Existing land use pattern of Udhana teen Rasta to Dindoli....................................14
Figure 11 Population Density along Khatushyam mandir to GAIL colony..............................15
Figure 12 Population density along Udhana teen Rasta to Dindoli.........................................16
Figure 13: Proposed BRTS Corridors.......................................................................................17
Figure 14: Existing City bus stop locations for Khatushyam Mandir to GAIL Colony...............18
Figure 15: Existing city bus location of Udhana teen rasta to Dindoli.....................................19
Figure 16: Reconnaissance survey Photographs.....................................................................20
Figure 17 Khatushyam Mandir Junction.................................................................................21
Figure 18 Shyam Mandir BRTS................................................................................................21
Figure 19 Parking infront of Khatushyam Mandir...................................................................22
Figure 20 Minor Intersection near KIA showroom..................................................................23
Figure 21 Bharthana Road Intersection..................................................................................23
Figure 22 Minor juntion near Luthra circle.............................................................................24
Figure 23 Luthra circle............................................................................................................ 24
Figure 24 Black Bunny Circle...................................................................................................25
Figure 25 NM Mavani crossing road.......................................................................................25
Figure 26 GAIL Colony junction.............................................................................................. 26
Figure 27 Maa kali circle.........................................................................................................27
Figure 28 Underpass near Navagam junction.........................................................................28
Figure 29 Sai Point Circle........................................................................................................ 28
Figure 30 Dindoli Gam Junction..............................................................................................29
Figure 31 Madhuram Circle....................................................................................................29
Figure 32 Commercial Buildings near near Madhuram circle.................................................30

LIST OF TABLES
Table 1: Existing land use pattern of Khatushyam mandir to GAIL colony..............................13
Table 2: Existing land use pattern of Udhana teen Rasta to Dindoli.......................................14
Table 3: Existing location of city bus stop on study stretch (Khatushyam Mandir to GAIL
Colony)................................................................................................................................... 18
Table 4: Existing location of city bus stop on Study Corridor (Udhana teen rasta to Dindoli). 19
SCOPE OF WORK

The scope of work comprehensively addresses the feasibility, design, and impact analysis for
proposed BRTS bus shelters on specific routes. The work begins with conducting detailed
traffic volume studies and household surveys, to evaluate the potential demand for the
shelters and the availability of suitable land. The Questionnaire form is created to evaluate
the present ridership and travel pattern of users on the study stretch. The willingness of the
users to shift to BRTS is also included in the questionnaire. Based on these findings,
recommendations are made for lane alignments, deciding between dedicated bus lanes or
mixed-traffic lanes. To enhance connectivity, the project identifies and promotes last-mile
options, such as auto-rickshaws and non-motorized transport modes.
 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

1. INTRODUCTION

1.1 Background
One of the 21st century's most obvious realities is urbanization. People are migrating to
cities from all over the world. People are drawn to cities because of their bright lights, the
idea that they offer more opportunities, and the desire to live a "fast life." A number of the
largest cities on earth are found in India.
In India, the rate of urbanization is rising. We now have 36.6% of the population living in
urban areas in 2024, up from 31.16% in 2020. Urbanization, both in India and elsewhere, has
propelled cities into being the backbones of economic growth and a source of employment.
Urbanization is inevitable, so it's best to view it as a chance. For the country to advance to
new heights in the 21st century, we must strike a balance between urban and rural areas.
Gujarat is not immune to the phenomenon of rapid urbanization. Because of the state's
rapidly growing economy, the state is accelerating the process of urbanization and
modernization. One of the primary factors contributing to urban growth in Gujarat over the
last five decades has been the rapid pace of industrialization. The total population of Gujarat
is estimated to be 7.18 crores (the tenth most populous Indian state) in the year 2022/23.
Surat is the second-most populous city in Gujarat and the eighth-most populous city in all of
India, with a population of 7.78 million. Surat's annualized GDP growth rate of 9.2% over the
2019-35 period according to the global economic research report. The city is already well-
known as the diamond capital of the world because 92% of the world's diamonds are cut
and polished here. Another significant economic sector in Surat is the textile industry. The
largest clothing manufacturer in India and the largest centre for man-made fibres are both
located in Surat (SGCCI, 2017). As per the Times of India report, Surat’s man-made fabrics
export is over 65%. Surat has become more than just the centre of the nation's textile and
diamond trade; it has also distinguished itself as India's top ranked "Smart City," with the
most projects implemented and finished under the Smart City Mission 2.
Surat is one of the cleanest cities in India and came in 2 nd place in the Ministry of Housing
and Urban Affairs' (MoHUA) 2020 "Swachh Sarvekshan" survey. Recently Surat got best city
award in “Smart Cities, Smart Urbanization” conference organised by the Ministry of
Housing and Urban Affairs (MoHUA), Government of India, in collaboration with Surat Smart
City Corporation Development Ltd., in Surat in April 2022.

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1.2 Objectives
 To assess the feasibility of proposed BRTS bus shelters along designated routes in
Surat.
 To conduct comprehensive traffic volume, ridership, and household surveys to
estimate demand and land availability.
 Evaluate the impact of the proposed BRT system on traffic flow, nearby junctions,
and existing transportation networks.
 To identify optimal locations and dimensions for the bus shelters to enhance service
efficiency and accessibility.
 Propose effective lane alignments and last-mile connectivity options to improve
overall system integration.
1.3 Expected Outcomes
 Comprehensive feasibility study report including data analysis and technical
recommendations.
 Suggestions for modifications in site geometry for optimal shelter placement.
 Proposed strategies for last-mile connectivity.
 Optimal lane alignment to enhance traffic flow and system efficiency.
2. EXISTING PUBLIC TRANSPORTATION
This chapter summarises the existing condition of public transportation service in Surat city.
The city bus and the BRTS are the two major parts of public transportation. The high
mobility corridor (HMC) buses are also initiated by the municipal corporation, which makes
round trips on the ring road connecting major areas of Surat city. The corporation's permit to
run the city's buses and HMC buses into the BRTS lanes for better mobility and to reduce
overall delays. To estimate the future demand for public transportation, it is required to
forecast the future traffic and other parameters. Some of the data was taken from the
Comprehensive Mobility Plan (CMP) 2046 to estimate the future demand.
2.1 Population Forecasting
In the process of urbanization, the trend of population growth is an important indicator for
the assessment of development needs. In order to assess development needs, it is essential
to forecast the population of the area for the plan period. The population structure will
enable us to make projections for housing, employment, commercial, recreational, and all
types of socio-economic needs. Therefore, an assessment of the quantum of land required
to accommodate this population is essential.

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Source: SUDA-DP-2035

Figure 1: Population forecasting

Figure 1 shows the projected population for the year 2035 as per the SUDA development
plan 2035. The four different methods are used to forecast the population, and the average
of those four different methods is taken into consideration. According to the analysis, the
SUDA population may increase to 103.74 lakhs by 2035.So, as the population increases, it is
required to develop the existing infrastructure and other basic requirements to satisfy the
needs of the population.
2.2 Existing public transportation network
Till the year 2004, the Gujarat State Road Transport Corporation (GSRTC) operated the public
transport service in the city of Surat. Over the years, the routes served by the GSRTC bus
services increased, but fleet availability reduced drastically, and, in May 2007, the GSRTC
finally withdrew all urban bus operations. Later, in August 2007 private bus operations by
Rainbow Tours and Travels Private Limited were introduced on a net cost contract under the
supervision of SMC, which operated till August 2017. Currently, the city bus services and bus
rapid transit services are being operated on a gross cost basis by Sitilink Ltd, SMC. Existing
public transport in the city consists of three types of bus service. The first one is the BRTS
service, which started in the year 2014 by SMC. The BRTS runs through the major arterial
roads of Surat city.

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Figure 2: Existing bus service in the Surat city

2.2.1 City Bus Service

There are 45 routes plying within the Surat city area, with approximately 310 buses on the
road. Bus routes are scheduled to operate at an 8–20 min. headway. The bus system carries
an average of about 1,00,000 riders per day.

Figure 3: Existing city bus service

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2.2.2 BRTS Service

Sitilink inaugurated BRTS Phase I of 30 km in 2014, and now it has the largest BRTS in India,
with 108 km of an operational network with 425 diesel buses and 450 electric buses. The
BRT network is currently attracting about 1,50,000 passengers per day. Sitilink BRTS connects
major transit nodes such as railway stations, GSRTC terminals, residential and commercial
hubs, recreational and public areas of the city, with provisions for NMT (pedestrian pathways
and cycle tracks) along the corridors. The average speed of BRTS buses is 24 kmph, which is
quite high in comparison to the existing city bus services and auto rickshaws.

Figure 4: Existing BRTS service

Figure 4 shows the existing coverage of the BRTS service in Surat city. It is seen that the
coverage of BRTS is almost good in three directions, but in the north direction of the city, it is
required to extend the route to increase the coverage of BRTS.
2.2.3 Existing bus stations
The bus service has a total of 959 bus stops, including BRTS stops, shelter stops, and non-
shelter stops. The 156 BRTS stops are located in the BRTS corridor only while 803 stops for
city bus. A digital environment like live location of bus, arrival and departure time of bus,
entry and exit gate with ticket scanning etc. is available at all BRTS stops.

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Figure 5 shows the location of all stations in the city. The blue colour points indicate the city
bus stops, while the red colour points indicate the BRTS stops. To increase mobility, all the
BRTS stops are shared by city buses.

Figure 5: Existing BRTS and City Bus Stop Locations

2.2.4 Existing Bus Terminals and Depots

A bus terminal, or terminus, is the point where a bus route starts or ends, where vehicles
stop, turn, or reverse, and wait before departing on their return journeys. It’s also where
passengers board and alight from vehicles. It also often provides a convenient point where
services can be controlled from. The Surat city bus service has three terminals named
Palanpore station ,Althan station, and Surat railway station, as shown in Figure 6. The
terminals are marked with blue pentagons.

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Figure 6: Existing Location of Bus Terminals and Depots

A depot is a transport system’s operating base. It provides parking accommodation, servicing

and maintenance facilities for vehicles, an administrative function, and facilities for staff. The
Surat city bus service has six depots named Kosad BRTS depo, Puna gam city bus depo,
Bhestan BRTS depo, Pal BRTS depo, Pal depo and Palanpore electric BRTS depo, indicated as
red triangles as shown in Figure 6. Surat city currently has four numbers of BRTS depots,
which include six electric BRTS depots named Althan, Palanpore, Magob, Vesu, Bhestan and
Pal (Aquarium) for charging and other facilities, and two numbers of city bus depots. There
are four diesel bus depot named Kosad, Bhestan (Bhestan garden), Vesu- Nandini and Puna.

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3. METHODOLOGY
A well-defined methodology is crucial for ensuring a systematic and objective approach to
research, enabling the collection and analysis of accurate data to address the study
objectives effectively. For the feasibility study of BRTS shelters, the methodology begins with
reconnaissance and a literature survey to establish a foundation. Data collection is carried
out through primary surveys, including origin-destination analysis, socio-demographics,
geomatic, and video graphic data, and secondary surveys focusing on utilities, the existing
BRTS system, and city bus networks. The collected data is analysed for traffic volume, mode
shifts, and origin-destination patterns, leading to feasibility assessments and the
identification of optimal locations and types for BRTS shelters.

Figure 7: Methodology for proposed BRTS Shelter locations and type

3.1 Reconnaissance Survey

This is the preliminary survey stage where a broad assessment of the study area is
conducted. It helps understand the geographical, social, and transportation characteristics.
Observations made during this stage guide further data collection. In this stage we have
done Field visits to assess road conditions, traffic patterns, land use, and existing
infrastructure.
3.2 Literature Survey
In this stage, existing research, case studies, policies, and practices relevant to the Bus Rapid
Transit System (BRTS) and bus shelter planning are reviewed. The goal is to gather insights
and methodologies that can inform the study.

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3.3 Data Collection

Data is gathered from both primary and secondary sources:
3.3.1 Primary Survey
Primary survey involves collecting firsthand, site-specific data through various methods. The
aim is to gather accurate and current information to understand the study area's
transportation, socio-demographic, and spatial characteristics.
1. Traffic volume and household survey
This survey assesses the current and potential demand for BRT services by studying traffic
flow and household travel patterns. The traffic volume study records the number of vehicles
using the proposed BRT corridor at different times of the day, classifying them into private
vehicles, public transport, and non-motorized transport (NMT). The household survey
collects data on daily commuting habits, travel frequency, and preferred transport modes. A
ridership survey is conducted to estimate the expected passenger demand for the BRT
system.

2. Origin-Destination (OD) Survey

The OD survey is designed to identify travel patterns by mapping where trips start (origin)
and where they end (destination). It helps understand the movement of commuters across
different areas, peak travel times, and preferred routes. This survey provides crucial data for
designing transport infrastructure and optimizing travel routes. Typically conducted through
structured questionnaires, interviews, or mobile app-based tracking, the OD survey lays the
foundation for transport network planning.
3. Socio-Demographic Survey
This survey gathers information about the population’s socio-economic characteristics, such
as age, gender, income levels, occupation, and education. By understanding the travel
behaviour of various demographic groups, planners can ensure equitable access to transport
facilities. The socio-demographic data also helps in segmenting the user base and tailoring
infrastructure to meet specific needs, such as accessibility for senior citizens or students.
4. Last mile connectivity Survey
The IPT survey examines the role of informal transport options like auto-rickshaws, shared
taxis, and other paratransit systems. It captures data on their routes, passenger volumes,
service frequency, and fare structures. This information is essential for integrating

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intermediate public transport with formal systems, ensuring seamless connectivity and
reducing gaps in the transport network.
5. Location and dimension identification
This survey identifies the most suitable locations for BRT shelters along the proposed route.
The placement of bus shelters is determined based on passenger demand, accessibility, and
available space. The study also defines shelter dimensions to accommodate peak-hour
crowds comfortably, ensuring that the infrastructure meets operational requirements while
maintaining pedestrian safety and convenience.
6. Lane alignment identification
This study evaluates whether the BRT system should operate in a dedicated bus lane or in a
mixed-traffic setting. A dedicated lane ensures fast and uninterrupted travel but requires
significant infrastructure investment. A mixed-traffic lane may be more cost-effective but
could lead to delays due to congestion. The decision is based on factors such as road width,
vehicle density, and right-of-way constraints.
7. Impact Analysis
The impact assessment of BRTS shelter provision in Surat city evaluates traffic flow, right-of-
way utilization, and operational efficiency to ensure seamless integration. It analyzes
congestion points, pedestrian accessibility, dwell time, and service reliability. Safety
measures, including visibility, accident risks, and security features, are assessed alongside
environmental factors like air quality impact. Integration with feeder transport, cycle tracks,
and pedestrian networks is examined for improved connectivity. Economic and social
impacts, including commercial benefits and commuter convenience, are also considered,
ensuring optimized shelter placement with minimal urban disruption.
3.3.2 Secondary Survey
Secondary survey involves gathering pre-existing data from reliable sources, which
complements the primary survey. It saves time and resources by utilizing established
datasets and reports.
1. Study of existing conditions
Study of existing condition can done by utility survey. The utility survey focuses on
identifying existing infrastructure, such as water pipelines, electricity lines, communication
cables, and drainage systems, to avoid disruptions during construction. Using utility maps,
records from municipal authorities, and field inspections, this survey ensures that proposed
projects are compatible with existing utilities and do not lead to conflicts or damages. It

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includes an assessment of the right-of-way, roadside developments, and existing utility

networks such as drainage systems, gas pipelines, telephone and hydraulic lines. The
presence of existing and proposed Foot Over Bridges (FOBs) and Road Over Bridges (ROBs) is
also considered to ensure that the BRT station does not interfere with essential
infrastructure.
2. Existing BRTS System
This survey evaluates the operational aspects of the current Bus Rapid Transit System
(BRTS). It analyses the efficiency of routes, service frequencies, ridership levels, and existing
infrastructure, such as stations and bus lanes. The findings highlight the strengths and
weaknesses of the current system and provide insights for improving or expanding the BRTS
network.
3. City Bus Network
The city bus network survey examines the operations of regular city bus services, including
route coverage, schedules, passenger loads, and connectivity with other modes of transport.
By understanding how the city bus network functions, planners can design bus shelters and
services that integrate well with the overall public transport system and enhance commuter
convenience.

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4. STUDY AREA & EXISTING LAND USE ACTIVITY

Land-use patterns result from the intricate interplay between human activities and the
physical environment. Analysing the determinants of land use change can shed light on the
appropriate theories applicable to a specific region and foster the development of new
theoretical insights. The location of these changes can be attributed to a combination of
factors such as accessibility measures, spatial policies, and neighbourhood interactions. In
traditional land use patterns, distance has traditionally been regarded as the primary
determining factor. Whether measured in terms of time, cost, or linear space, distance has
consistently exerted a significant influence on land-use decisions at any given location and
time. This is because individuals seeking to utilize land typically strive for a central location
that offers the greatest comparative advantage for their activities to other sites.
Consequently, location often emerges as the most influential factor in determining land
values and economic rent.
Conducting a land-use survey allows for the systematic examination and classification of how
land is utilized in a particular area, including categories such as commercial, industrial,
public, and residential. This classification of land use holds particular significance in the
context of transportation planning, as it directly impacts traffic volume mix, trip patterns,
the types of trips undertaken, parking and transit pick-up drop-off requirements, and the
driving behaviour of road users. For instance, trip patterns associated with recreational land
use differ significantly from those of commercial land use.

Projection of .kml Determination of

Field Observation Mapping on ArcGis
File of Land use on Area of Each Land
of Land Uses Using Shapefile
Google Earth Pro Use

Figure 8: Step Wise land- Use Pattern Analysis Methodology

In the case of the study near the BRTS corridors, field observations were conducted, and
land use was mapped using ArcGIS Pro software and Google Earth Pro, facilitating the
determination of the proportion of land area allocated to different uses as depicted in Figure
8. A Land Use evaluation was carried out along the two corridors:
First Corridor (Khatushyam Mandir to GAIL Colony)

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Second Corridor (Udhana Teen Rasta to Dindoli).

The yellow colour indicates residential land use, while the blue colour indicates commercial
land use. It is also seen that the majority of the areas around the stretch are residential.
Both types of land use generate more trips.

Figure 9: Existing land use pattern of Khatushyam mandir to GAIL colony

Table 1: Existing land use pattern of Khatushyam mandir to GAIL colony

Khatushyam mandir to GAIL colony

Land use Area (Sq.mt) Percentage (%)
Recreational Zone 1,17,013.70 0.85%
Commercial Zone 1,45,196.90 1.05%
Non Urbanizable Area 3,71,113.30 2.69%
Public Purpose Zone 11,01,175.60 7.98%
Road 22,93,754.40 16.61%
Residential Zone 97,79,038.50 70.83%
Other 0.50 0.00%
Total 1,38,07,292.90 100.00%

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Figure 10: Existing land use pattern of Udhana teen Rasta to Dindoli

The yellow colour indicates residential land use, while the red colour indicates industrial land
use. It is also seen that the majority of the areas around the stretch are residential. Both
types of land use generate more trips.
Table 2: Existing land use pattern of Udhana teen Rasta to Dindoli

Udhana Teen rasta to Dindoli

Land use Area (Sq.mt) Percentage (%)
Recreational Zone 24,475.30 0.14%
Commercial Zone 66,224.30 0.39%
Non Urbanizable Area 3,95,264.80 2.30%
Public Purpose Zone 7,91,298.80 4.61%
Road 27,99,404.70 16.32%
Residential Zone 1,03,08,801.90 60.11%
Industrial Zone 27,63,808.60 16.12%
Agriculture 234.60 0.00%
Other 0.50 0.00%
Total 1,71,49,513.50 100.00%
Figure 9 & Figure 10 illustrates the existing land use patterns within the vicinity of 1000
meters from the proposed BRTS corridors. A significant portion of the area comprises
residential land use, which aligns with general urban development trends. However, upon
closer inspection, these areas are primarily dedicated to residential activities.

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4.1 Population Density Analysis for BRTS Shelter Feasibility

A 1 km buffer was created along the selected BRTS routes to classify the surrounding
population density into three zones:
 CBD (Central Business District): Population Density > 35,000 persons/km²
 Inner Fringe: Population Density 15,000–35,000 persons/km²
 Outer Fringe: Population Density 5,000–15,000 persons/km²
This classification helps assess transit demand, optimize shelter placement, and improve
public transport planning.

Figure 11 Population Density along Khatushyam mandir to GAIL colony

Route 1: Khatushyam Mandir to GAIL Colony

The majority of this corridor falls within the Outer Fringe (5,000–15,000 persons/km²),
where moderate transit demand suggests that shelters should be spaced further apart to
balance accessibility and operational efficiency. Longer stop spacing is recommended here to
optimize service coverage without unnecessary delays. However, near Khatushyam Mandir,
the corridor transitions into the Inner Fringe (15,000–35,000 persons/km²), where a higher
concentration of commuters justifies more frequent bus stops. A BRTS shelter already exists
at Khatushyam Mandir, so the focus should be on improving connectivity to this stop while

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

adding shelters along the rest of the route, especially in the Outer Fringe, where accessibility
needs improvement.
A similar analysis was conducted for Route 2 (Udhana Teen Rasta to Dindoli), taking into
account the population density zones and transit demand for each section of the route.

Figure 12 Population density along Udhana teen Rasta to Dindoli

Route 2: Udhana Teen Rasta to Dindoli

This corridor mostly falls within the Inner Fringe (15,000–35,000 persons/km²), indicating
significant transit demand. The area has a mix of residential and commercial developments,
requiring shelters that serve both commuters and business-related travel. Near Udhana Teen
Rasta, parts of the area fall within the CBD (>35,000 persons/km²), where high transit
demand and peak-hour congestion require closely spaced, high-capacity shelters.

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4.2 Proposed Corridor

The proposed corridors for the Bus Rapid Transit System (BRTS) feasibility study in Surat city
aim to enhance urban mobility by improving connectivity between key residential,
commercial, and industrial zones. These corridors will be strategically planned to reduce
traffic congestion, promote the areas near intersections along the corridors exhibit a diverse
mix of residential, commercial, open spaces, and recreational land uses. Despite this
diversity, the majority of the land use in sustainable public transport, and ensure seamless
integration with existing transit networks.

Figure 13: Proposed BRTS Corridors

The proposed corridor is passing through the residential as well as industrial areas as shown
in Figure 13. The Khatushyam Mandir to GAIL colony on VIP road has a right of way (ROW) of
nearly 45 m, while the other Udhana teen Rasta to Dindoli road stretch has a nearly varying
from 18-24 m ROW. To expand the existing road stretch, it is required to check the land use
pattern around the road stretch.
4.3 Existing public transport on Study Corridor
The city bus is operated on Khatushyam Mandir to GAIL colony on VIP road route by the
Surat Municipal Corporation (SMC). The bus has 10 stops in our study corridor. The location
of the stops and its distance from the Khatushyam Mandir are shown in Table 3 Existing
location of city bus stops on study stretch (Khatushyam Mandir to GAIL colony).

Table 3: Existing location of city bus stop on study stretch (Khatushyam Mandir to GAIL Colony)
Sr No. Name of the stop Distance from Khatushyam Mandir circle (Km)

1 ESpace 0.45

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Bharthana
2 Offira Shopping 0.90
3 Maniba Party Plot 1.30
4 Canal Junction 1.70
5 Balaji Farm 2.20
6 Ratna Jyoti Tower 2.60
7 Shri Sarjan Palace 3.10
8 Vastugram 3.50
9 Nandini Flat 3.80
10 GAIL India Ltd 4.50

Figure 14: Existing City bus stop locations for Khatushyam Mandir to GAIL Colony

The bus starts from Sai Pujan Residency and goes up to GAIL Colony. The bus generally runs
with a headway of 30 to 45 minutes and frequency of 2 buses per hour. Due to more
headway, the bus usually runs less than its capacity because people prefer Auto rather than
city bus. In addition to the city bus service, a paratransit mode like auto also runs on this
study corridor.
In the other corridor the city bus is operated on Udhana teen rasta to Dindoli route by the
Surat Municipal Corporation (SMC). The bus has 8 stops in our study corridor. The location of
the stops and its distance from the Udhana teen rasta are shown in Table 4 below.
Table 4: Existing location of city bus stop on Study Corridor (Udhana teen rasta to Dindoli)
Sr No. Name of the stop Distance from Udhana teen rasta (Km)
1 Mastannagar 0.17 m
2 Laxminagar 0.70 m

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

3 Udhana Udhyog Nagar 1.00 km

4 S.M.C Sankul 2.10 km
5 Umiya Nagar 2.40 km
6 Lakshmi nagar Society 3.40 km
7 Dindoli Gam 3.80 km
8 Madhuram Circle 5.70 km

Figure 15: Existing city bus location of Udhana teen rasta to Dindoli

4.4 Reconnaissance Survey

The reconnaissance survey for the feasibility of shelters along the two proposed corridors.
Khatushyam Mandir to GAIL Colony and Udhana Teen Rasta to Dindoli will assess potential
locations for bus stops, ensuring accessibility and safety for passengers. This survey will
focus on identifying suitable spaces that can accommodate shelters without disrupting
traffic flow or pedestrian movement.

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Figure 16: Reconnaissance survey Photographs

The observations from the reconnaissance survey of corridor Khatushyam mandir to GAIL
colony are discussed below.

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Figure 17 Khatushyam Mandir Junction

Figure 18 Shyam Mandir BRTS

 The corridor has a mix of commercial and institutional development. The road
infrastructure appears well-maintained, with clearly marked pedestrian pathways
and functional traffic signals. The presence of auto-rickshaws, two-wheelers, and
moderate vehicular movement highlights this intersection as a key transit point in the
city.
 The area is marked by bustling commercial activity, making it a high-traffic zone. The
presence of multi-storied buildings indicates a well-developed and densely populated
residential or commercial district.

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Figure 19 Parking infront of Khatushyam Mandir

 The area in front of Khatushyam Mandir experiences significant congestion due to

high IPT (Intermediate Public Transport) activity and dense commercial land use.
 Despite the congestion, there is notable pedestrian movement in the area,
contributing to the overall traffic dynamics.
 Encroachment by shop vendors further restricts pedestrian space, exacerbating
accessibility issues.
 The proposed corridor includes four minor junctions and three major junctions,
which play a crucial role in traffic flow and connectivity.

Figure 20 Minor Intersection near KIA showroom

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

 The first minor junction is located ahead of Nishval’s Road, intersecting with VIP Road
near the KIA Showroom. This junction experiences minimal congestion and does nothave
a traffic signal.

Figure 21 Bharthana Road Intersection

 The second minor junction is at the Bharthana Road intersection, featuring a median
opening without designated storage lanes. The junction experiences moderate
congestion and lacks a traffic signal

Figure 22 Minor juntion near Luthra circle

 The third minor junction is a four-arm intersection with minimal congestion and no
traffic signal.

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Figure 23 Luthra circle

 The fourth junction, Luthra Circle, is a major signalized intersection. The surrounding
area exhibits a mixed land use pattern, contributing to congestion at this location. Traffic
conditions worsen on weekends due to increased vehicular movement.

Figure 24 Black Bunny Circle

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

 The fifth junction, Black Bunny Circle, is a major signalized intersection. The presence of
nearby recreational spots, including cafés and restaurants, leads to heavy traffic,
especially on weekends. Traffic police are deployed at this junction to manage
congestion.

Figure 25 NM Mavani crossing road

 The sixth minor junction, NM Mavani Crossing Road, is a four-arm unsignalized

intersection. It experiences frequent crashes, with one or two occurring daily,
indicating a high crash rate. Implementing a traffic signal at this junction is necessary
to enhance safety and reduce fatalities.

Figure 26 GAIL Colony junction

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

 The seventh junction is a four-arm, unsignalized intersection located near GAIL

Colony. Although it is surrounded by residential and recreational areas, it does not
experience significant traffic congestion due to its distance from the main city
 Bus number 716 operates between Sai Pujan Residency and GAIL Colony, covering
the stretch from Khatushyam Mandir to GAIL Colony along its route
 According to the data provided by Surat Municipal Corporation (SMC) for the past
month, the available road width (ROW) along the Khatushyam Mandir to GAIL Colony
route is 45 meters, which matches the required dimensions for BRTS shelter
construction. The ridership on this route is relatively low, with an average of 1027
passengers per month. The bus frequency ranges from 15 to 22 minutes, and the
occupancy rate is 11%, indicating that the buses are underutilized. Despite the
availability of ROW, the low ridership and occupancy need to be considered in the
overall feasibility of shelter construction.

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

The observations from the reconnaissance survey of corridor Udhana teen rasta to Dindoli
are discussed below.
 The proposed corridor experiences heavy traffic flow with significant pedestrian and
vehicular activity. The street remains crowded, with ongoing construction
contributing to traffic congestion.

Figure 27 Maa kali circle

 Maa Kali Circle is a four-arm, unsignalized intersection with Road Number 3 passing
through it. Beyond this circle, a 750-meter-long road overbridge (ROB) extends up to
Navagam Circle. The ROB is a two-lane undivided structure with an approximate
width of 7.5 meters.

Figure 28 Underpass near Navagam junction

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

 At Navagam Stop, there is an underpass approximately 100-200 meters in length,

located near the study corridor. Key public facilities such as a school, library, ward
office, Community Health Centre, and Nagrik Suvidha Kendra are situated near this
junction. Opposite the underpass, there is a Road Over Bridge (ROB). Beyond
Navagam Stop, a four-lane undivided ROB extends for 700 meters.

Figure 29 Sai Point Circle

 In Sai Point Circle there is BRTS route from Dindoli - Kharvasa road. Surat -Bardoli
road is passing through this circle. This intersection connects with Pramukh Park,
Dindoli Wari gruh and Pandeshera GIDC (Gujarat Industrial Development
Corporation).

Figure 30 Dindoli Gam Junction

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

 Dindoli Gam Junction is a three-arm intersection with key public facilities nearby,
including a school, ward office, and library. IPT (Intermediate Public Transport)
services are available at this junction, facilitating local connectivity.
 Bus number 104 operates from Railway Station Terminal to Vrukshlaxmi Society,
covering our corridor from Udhana Teen Rasta to Dindoli.

Figure 31 Madhuram Circle

Figure 32 Commercial Buildings near near Madhuram circle

 Madhuram Circle is the final major intersection of Corridor 2, where the Outer Ring Road
(ORR) passes through. This intersection is surrounded by commercial establishments.
The ORR provides connectivity between Bhestan Gam, Kardva Gam, and Revadh Gam.

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Beyond this circle, the area falls under the jurisdiction of Surat Urban Development
Authority (SUDA).
 For the Udhana 3 Rasta to Dindoli route, based on the SMC data for the past month, the
road width (ROW) is varring from 18-24 meters, which limits the space for BRTS shelter
construction. However, the route sees significantly higher ridership, with an average of
6194 passengers per month. The bus frequency ranges from 8 to 60 minutes across four
different routes, and the occupancy rate is 40%, reflecting higher demand for the service.
Although the narrower road width presents challenges for infrastructure, the high
ridership and occupancy indicate a strong need for BRTS shelters.

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5. ANNEXURES
Annexure A: Questionnaire Form

The questionnaire form for the data collection is attached here.

SARDAR VALLABHBHAI NATIONAL

INSTITUTE OF TECHNOLOGY, SURAT

Transportation Engineering & Planning, DoCE

Location: Khatushyam mandir to GAIL Colony
Time: Date: February,2025
Udhana teen rasta to Dindoli
FEASIBILITY STUDY FOR ESTABLISHING BRTS SHELTER ON EXISTING CORRIDOR IN SURAT

SOCIO-DEMOGRAPHIC CHARACTERISTICS

Attributes Male Female

Age: <15 years 15-25 years 25-40 years

40-60 years > 60 years

Occupation (1-Gov., 2-Semi Gov., 3-Private Service, 4-Business, 5-
Self-employed, 6-Student, 7-Retired, 8-No job

Total number of Household members

Vehicle Ownership (Note: - No. of particular Car 2W Bicycle Other (Specify)

vehicles HH owns should be written, if no
vehicle then tick ‘none’.) None

TRAVEL CHARACTERISTICS
Purpose – Work/ Education/ Recreational/ Shopping/ Other. (*Note: please mention, If you use more
than one mode of transportation for a trip.)

Travel In vehicle Trip

No. of
cost (per Travel time length
Mode Origin Destination travel
day in (One trip in (per trip
Days/week
Rs.) min.) km)

Present
Mode

PUBLIC TRANSPORT ACCESS

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Distance to nearest Bus stop from Home? ________________ km

Distance to nearest Bus stop from Work Place? ____________ km
Walking time to nearest Bus stop from Work Place ________________________min.
Walking time to nearest Parking area from Work Place (For 2W/4W users) _______________min.

WILLINGNESS TO SHIFT TO BRTS

At what value of the given attribute,
Present value of attribute
you will shift to BRTS?
Fuel / Travel cost (monthly)
(INR)
Parking cost (INR)
Journey time (Minutes)
Acceptable waiting time
(Minutes)
If the new proposed BRTS buses are operated, will you use that bus? YES / NO
If No, please state the reasons for it:

1. ____________________________________________________________________________

2. ____________________________________________________________________________

3. ____________________________________________________________________________

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 S.M.C. (Traffic Cell) Feasibility Survey for proposes BRTS bus shelters

Progress Report on BRTS Feasibility Study

Work Completed

 Conducted a reconnaissance survey to assess existing transportation infrastructure

and urban environment. (Date: 11/01/2025) & (16/01/22025)
 Collected bus ridership, frequency, and occupancy data from Surat Municipal
Corporation (SMC).
 Evaluated the existing bus network to identify service gaps and demand levels.
 Performed a road inventory survey to document road width, lane configurations, and
intersection layouts. (Date: 11/01/2025) & (Date: 16/01/2025)
 Studied the city bus network to assess operational efficiency and congestion issues.
 Analyzed land use patterns and population density to estimate transit demand.

Work in Progress & Upcoming Tasks

 Conducting a traffic speed and delay study to measure congestion levels.

 Assessing the impact of a dedicated BRTS lane on travel times and traffic flow.
 Performing an Origin-Destination (OD) survey to map passenger travel patterns.
 Evaluating the role of Intermediate Public Transport (IPT) in last-mile connectivity.
 Analyzing last-mile connectivity issues to improve commuter access.
 Identifying potential BRTS lane alignments to minimize mixed traffic conflicts.
 Selecting feasible locations and shelter types for BRTS stops.
 Preparing detailed shelter designs and drawings ensuring compliance with
regulations.

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