Comprehensive Traffic and Transportation Plan for Mysore

Comprehensive Traffic and

Transportation Plan for Mysore

Final Report – Volume 2

(Supporting Documents)

2012

ICRA Management

Consulting

Services Limited

Directorate of Urban

Land Transport

Comprehensive Traffic and Transportation Plan – Mysore, Karnataka, India

Final Report – Volume 2 P a g e | ii

Table of Contents

Chapter 1 Data Collection and Analysis ........................................................................................ 1

1.1 Classified Traffic Volume Count .......................................................................................... 2

1.2 Household Survey ............................................................................................................ 19

1.3 Origin Destination Survey ................................................................................................. 27

1.4 Pedestrian Count ............................................................................................................. 31

1.5 Public Transport Survey .................................................................................................... 34

1.6 Road Inventory................................................................................................................. 46

1.7 Floating Population Survey ............................................................................................... 56

1.8 Work Place Survey ........................................................................................................... 59

1.9 Speed Delay Survey .......................................................................................................... 61

1.10 Parking Survey ................................................................................................................. 68

1.11 Road Accidents................................................................................................................. 74

1.12 Intermediate Public Transport Survey .............................................................................. 76

1.13 Goods Terminal Survey .................................................................................................... 78

1.14 Railway Terminal .............................................................................................................. 81

1.15 Air Terminal Survey .......................................................................................................... 81

1.16 SWOT Analysis ................................................................................................................. 82

1.17 Transportation Issues ....................................................................................................... 83

Chapter 2 Travel Demand Forecast ............................................................................................. 86

2.1 Introduction ..................................................................................................................... 86

2.2 Methodology of Model Development............................................................................... 88

2.3 Zonal Trip Generation Model (At Gross Level) .................................................................. 89

2.4 Trip Attraction .................................................................................................................. 95

2.5 Base Year Network Development ..................................................................................... 98

2.6 Trip Distribution ............................................................................................................. 100

2.7 Modal Split Modelling .................................................................................................... 105

2.8 Calibration and Validation of Traffic Assignment Models ................................................ 108

2.9 Conclusions .................................................................................................................... 114

Chapter 3 Transport Improvement Strategies ...................................................................... 115

3.1 Introduction ................................................................................................................... 115

3.2 Land-use and Transport Strategy .................................................................................... 117

3.3 Mobility Corridors .......................................................................................................... 121

3.4 Public Transit Improvement Strategy.............................................................................. 123

3.5 Intermodal Integration ................................................................................................... 128

3.6 Non – motorized Transport Strategy .............................................................................. 128

3.7 Road Safety Awareness Programme ............................................................................... 131


Final Report – Volume 2 P a g e | iii

3.8 Freight Management Strategy ........................................................................................ 131

3.9 Traffic Management Strategies ...................................................................................... 132

3.10 Travel Demand Management Strategy ........................................................................... 141

Chapter 4 Alternate Development Scenarios and their Evaluation ................................. 145

4.1 Scenario 1 – Do Nothing Scenario ................................................................................... 145

4.2 Scenario 2 - Evaluation of CDP, Projects under implementation/ proposed .................... 150

4.3 Scenario 3: Construction of Outer Ring Road and Public Transport Route Rationalization 169

4.4 Evaluation of Scenario’s ................................................................................................. 181

4.5 Recommended Scenario................................................................................................. 181


Final Report – Volume 2 P a g e | iv

List of Figures

Figure 1.1 Traffic Composition at Midblock Locations ........................................................................ 5

Figure 1.2 Daily Traffic Variations at Mid Block Survey Locations ....................................................... 6

Figure 1.3 Traffic Composition at Screen Line Locations ..................................................................... 8

Figure 1.4 Hourly Traffic Variation Screen Line Locations ................................................................... 9

Figure 1.5 Daily Variation of Traffic Composition at Screen line Survey Locations............................... 9

Figure 1.6 Traffic Composition at Outer Cordon Locations ............................................................... 11

Figure 1.7 Weekly Variation of Traffic at Outer Cordon Locations .................................................... 12

Figure 1.8 Daily Variation of Traffic Composition at Outer Cordon Locations.................................... 13

Figure 1.9 Traffic Composition & Junction Flow Diagram – Balal Circle ............................................. 15

Figure 1.10 Traffic Composition & Junction Flow Diagram – HD Kote - ORR Intersection .................. 15

Figure 1.11 Traffic Composition & Junction Flow Diagram – JLB Road – ORR Intersection ................ 16

Figure 1.12 Traffic Composition & Junction Flow Diagram – K R Circle ............................................. 16

Figure 1.13 Traffic Composition & Junction Flow Diagram – Mahadevpura Road ............................. 17

Figure 1.14 Traffic Composition & Junction Flow Diagram – Pulkeshi – Shivaji Road Intersection ..... 17

Figure 1.15 Traffic Composition & Junction Flow Diagram – Ram Vilas – Sayyaji Rao Road Intersection

........................................................................................................................................................ 18

Figure 1.16 Traffic Composition & Junction Flow Diagram – Srinivasan Circle ................................... 18

Figure 1.17 Traffic Composition & Junction Flow Diagram – Vishvamanava Double Road Intersection

........................................................................................................................................................ 19

Figure 1.18 Distribution of Households by Income ........................................................................... 24

Figure 1.19 Trip Distribution by Purpose .......................................................................................... 25

Figure 1.20 Modal Split with and without Walk Trips ....................................................................... 26

Figure 1.21 Purpose Wise Trip Length Distribution .......................................................................... 26

Figure 1.22 Trip Distribution by Purpose .......................................................................................... 30

Figure 1.23 Mode Wise Average Trip Length .................................................................................... 30

Figure 1.24 Lack of Pedestrian Facilities at K R Circle (L) and Sayyaji Rao Road ................................. 32

Figure 1.25 Unorganized pedestrian movement at City Bus Stand, Church Road, Devraj Urs Road ... 33

Figure 1.26 Unorganized pedestrian movement at K R Circle, Sayaji Rao Road and Devraj Urs Road 33

Figure 1.27 Location of Bus Terminals.............................................................................................. 35

Figure 1.28 Entry Gate at City Bus Terminal (L), Exit Gate at City Bus Terminal ................................. 36

Figure 1.29 Terminal Layout ............................................................................................................ 36

Figure 1.30 Pedestrian Vehicular Conflict at City Bus Terminal ......................................................... 37

Figure 1.31 Issues observed at City Bus Terminal ............................................................................. 37

Figure 1.32 Pedestrian Movement Areas – Sub urban Bus Terminal ................................................. 37

Figure 1.33 Three Wheeler Parking .................................................................................................. 38


Final Report – Volume 2 P a g e | v

Figure 1.34 Pedestrian conflict points at the Terminal ..................................................................... 38

Figure 1.35 Traffic Conflict ............................................................................................................... 39

Figure 1.36 Private Bus Terminal (L), Private Bus Terminal Layout .................................................... 39

Figure 1.37 Public Transport Operational Characteristics ................................................................. 40

Figure 1.38 Desire Line Diagram for Intercity Travel ......................................................................... 42

Figure 1.39 Regional Connectivity Public Transport Coverage Map .................................................. 43

Figure 1.40 Zone wise Population V/ s Public Transport Demand ..................................................... 44

Figure 1.41 Public Transport Assignment ......................................................................................... 44

Figure 1.42 Road Network Distribution by ROW .............................................................................. 48

Figure 1.43 Road Network Distribution By C/W Width ..................................................................... 49

Figure 1.44 Cross section of Devrajurs Road (a), Dhanvantri road (b), Ashoka road (c), Sayyaji Rao

road(d) in Mysore. ........................................................................................................................... 51

Figure 1.45 Devraj Urs Road, Ashoka Road (R) ................................................................................. 52

Figure 1.46 K R Circle, Gandhi Square .............................................................................................. 55

Figure 1.47 Existing Layout of Harding Circle.................................................................................... 56

Figure 1.48 Existing Layout of KR Circle ............................................................................................ 56

Figure 1.49 Purpose Wise Distribution of Floating Population Trips ................................................. 57

Figure 1.50 Major Tourist Locations, Mysore ................................................................................... 58

Figure 1.51 Mode Wise Distribution of Intra City Travel of Floating Population ................................ 59

Figure 1.52 Major Workplace Locations ........................................................................................... 60

Figure 1.53 Car pooling attitude with and without car pooling attitude ........................................... 61

Figure 1.54 Average Journey Speeds on Major Roads ...................................................................... 63

Figure 1.55 Speed Bands.................................................................................................................. 65

Figure 1.56 Speed Distance Curve along Major Corridors in Mysore ................................................ 67

Figure 1.57 Parking Survey Locations ............................................................................................... 69

Figure 1.58 Parking Composition during Peak hours ........................................................................ 71

Figure 1.59 On – Street Parking at Old Clock Tower ......................................................................... 73

Figure 1.60 Areas of Higher Accident Numbers ................................................................................ 74

Figure 1.61 Road Safety Statistics .................................................................................................... 75

Figure 1.62 Analysis of accident statistics ........................................................................................ 76

Figure 1.63 Average Travel Time, Travel Distance and Travel Cost ................................................... 77

Figure 1.64 Purpose wise distribution of Trips ................................................................................. 77

Figure 1.65 Desire Line Diagram of IPT Travel in the City .................................................................. 78

Figure 1.66 Frequency Wise Distribution of Trips Figure (L), Goods Wise Distribution of Trips.......... 79

Figure 1.67 Desire Line Diagram of Goods Movement in the City ..................................................... 80

Figure 1.68 Railway Terminal at Mysore .......................................................................................... 81


Final Report – Volume 2 P a g e | vi

Figure 2.1 Analytical Framework towards Model Built Up ................................................................ 86

Figure 2.2 Development of the UTPS Model .................................................................................... 88

Figure 2.3 Correlation Matrix (Trip Production) ............................................................................... 90

Figure 2.4 Scatter Diagram for Trip Generation - Population ............................................................ 91

Figure 2.5 Scatter Diagram for Trip Generation – Population and No. of Households ....................... 91

Figure 2.6 Scatter Plot for Work and Non – Work Trips .................................................................... 95

Figure 2.7 Correlation Matrix (Trip Attraction) ................................................................................. 95

Figure 2.8 Scatter Plot for Work Trips Attracted............................................................................... 97

Figure 2.9 Mysore Base Road Network ............................................................................................ 98

Figure 2.10 Road Node and Centroid and their Connectors .............................................................. 99

Figure 2.11 Process of Trip Distribution ......................................................................................... 101

Figure 2.12 Cumulative TLFD ......................................................................................................... 104

Figure 2.13 Process of Modal Split ................................................................................................. 105

Figure 2.14 Travel Desire Lines ...................................................................................................... 110

Figure 2.15 Assignment Results (Gross Level) ................................................................................ 111

Figure 2.16 SATURN Assignment .................................................................................................... 111

Figure 2.17 Peak Hour Assignment ................................................................................................ 113

Figure 2.18 Major Corridors ........................................................................................................... 113

Figure 3.1 Roads proposed to be developed around the palace ..................................................... 118

Figure 3.2 Typical Road Section – Stretch 1 .................................................................................... 119




Figure 3.6 Traffic Conflict ............................................................................................................... 126

Figure 3.7 Conceptual Plan ............................................................................................................ 126

Figure 3.8 Conceptual Plan ............................................................................................................ 127

Figure 3.9 Proposed Pedestrian Facilities ....................................................................................... 127

Figure 3.10 Pedestrian Crossing Design.......................................................................................... 130

Figure 3.11 Harding Circle – Proposed Layout ................................................................................ 134

Figure 3.12 K R Circle – Proposed Layout ....................................................................................... 135

Figure 3.13 Entrance to the Subway .............................................................................................. 135

Figure 4.1 V/C Ratio - 2018 ............................................................................................................ 146

Figure 4.2 V/C Ratio – 2023 ........................................................................................................... 147

Figure 4.3 V/C Ratio - 2028 ............................................................................................................ 148

Figure 4.4 V / C 2018 ..................................................................................................................... 155


Final Report – Volume 2 P a g e | vii

Figure 4.5 V/C Ratio - 2023 ............................................................................................................ 156

Figure 4.6 V/C Ratio – 2028 ........................................................................................................... 157

Figure 4.7 Public – 2018 ................................................................................................................. 163

Figure 4.8 Public – 2023 ................................................................................................................. 164

Figure 4.9 Public – 2028 ................................................................................................................. 165

Figure 4.10 Private 2018 ................................................................................................................ 166

Figure 4.11 Private 2023 ................................................................................................................ 167

Figure 4.12 Private 2028 ................................................................................................................ 168

Figure 4.13 Total Trips 2018 .......................................................................................................... 170



Figure 4.16 Private 2018 ................................................................................................................ 174

Figure 4.17 Private 2023 ................................................................................................................ 175

Figure 4.18 Private 2028 ................................................................................................................ 176

Figure 4.19 Public 2018 ................................................................................................................. 177

Figure 4.20 Public 2023 ................................................................................................................. 178

Figure 4.21 Public 2028 ................................................................................................................. 179


Final Report – Volume 2 P a g e | viii

List of Tables

Table 1.1 Classified Traffic Volume Count Survey Locations ............................................................... 2

Table 1.2 Traffic Volume at Mid-Block Locations ................................................................................ 3

Table 1.3 Traffic Volume at Screen – line locations ............................................................................ 7

Table 1.4 Traffic Volume at Outer Cordon locations ......................................................................... 10

Table 1.5 Turning Volume Count Survey Locations ........................................................................... 14

Table 1.6 Zonal Population .............................................................................................................. 20

Table 1.7 Zoning List of Mysore ....................................................................................................... 21

Table 1.8 Area wise Sample size adopted for the HH survey ............................................................ 23

Table 1.9 Distribution of Households by Family Size......................................................................... 24

Table 1.10 Distribution of Trip by Purpose ....................................................................................... 25

Table 1.11 Distribution of Trips by Mode of Travel ........................................................................... 25

Table 1.12 Purpose Wise Trip Length Distribution ............................................................................ 26

Table 1.13 Distribution of Trips by Mode & Trip Length ................................................................... 27

Table 1.14 Per - Capita Trip Rates .................................................................................................... 27

Table 1.15 Origin Destination Survey Locations ............................................................................... 28

Table 1.16 O-D survey locations and sample size ............................................................................. 28

Table 1.17 Purpose Wise Distribution of Trips.................................................................................. 29

Table 1.18 Pedestrian Survey Locations ........................................................................................... 31

Table 1.19 Peak Hour Volume vs Motorised Traffic Volume ............................................................. 32

Table 1.20 Bus Operation Details ..................................................................................................... 34

Table 1.21 Depot wise split up of Bus operations ............................................................................. 40

Table 1.22 Operational characteristics of the KSRTC bus operations in Mysore ................................ 41

Table 1.23 Comparison of KSRTC Operations in Mysore with International Standards...................... 41

Table 1.24 Travel Characteristics for Inter & Intra City Bus Service ................................................... 41

Table 1.25 Ratio between public transport trip and private vehicle trips .......................................... 45

Table 1.26 Distribution of Road Length by Row ................................................................................ 47

Table 1.27 Distribution of Road Length By C/W Width ..................................................................... 47

Table 1.28 Distribution of Road Length By No. Of Lanes ................................................................... 47

Table 1.29 Distribution of Road Length by Footpath Availability ...................................................... 50

Table 1.30 Distribution of Road Length by ROW and Footpath ......................................................... 50

Table 1.31 Distribution of Road Length by Median Availability ......................................................... 50

Table 1.32 Lane Wise Distribution of Road Length by Median Availability ........................................ 50

Table 1.33 Distribution of Road Length by Encroachment ................................................................ 50

Table 1.34 ROW and Carriageway Distribution of Main Roads in Mysore ......................................... 52


Final Report – Volume 2 P a g e | ix

Table 1.35 V/ C Ratio of Major Roads in Mysore .............................................................................. 52

Table 1.36 Major Intersections of Mysore........................................................................................ 53

Table 1.37 List of Critical Junctions in Mysore .................................................................................. 55

Table 1.38 Purpose Wise Distribution of Floating Population Trips................................................... 57

Table 1.39 Location-wise Annual Tourist Inflow, Mysore ................................................................. 58

Table 1.40 Major Tourist Locations, Mysore .................................................................................... 59

Table 1.41 Mode Wise Distribution of Intra City Travel of Floating Population ................................. 59

Table 1.42 Major Workplace Locations ............................................................................................ 60

Table 1.43 Road Length Distributions by Speed ............................................................................... 64

Table 1.44 Parking Survey Locations ................................................................................................ 68

Table 1.45 Parking Summary for Survey Locations ........................................................................... 70

Table 1.46 Parking Summary for Survey Locations ........................................................................... 72

Table 1.47 Destination Zones ........................................................................................................... 77

Table 2.1 Summary Output of Trip Generation – Single Variable ...................................................... 92

Table 2.2 Summary Output of Trip Generation – Multiple Variables................................................. 93

Table 2.3 Purpose Wise Trip Production Equations .......................................................................... 93

Table 2.4 Summary Output of Non -Work Trip Production Model .................................................... 93

Table 2.5 Summary Output of Work Trip Production Model............................................................. 94

Table 2.6 Purpose Wise Trip Attraction Model ................................................................................. 96

Table 2.7 Summary Output of Trip Attraction Model – Total Trips ................................................... 96

Table 2.8 Summary Output of Trip Attraction Model – Work Trips ................................................... 97

Table 2.9 Calibrated Deterrence Functions .................................................................................... 103

Table 2.10 Comparison of Total trips by Mode ............................................................................... 104

Table 2.11 Total number of Vehicles and trips Assigned ................................................................. 109

Table 2.12 Comparison of Observed and Assigned Flows (Sample Results) .................................... 112

Table 2.13 Estimated Travel under various parameters - 2009 ....................................................... 112

Table 3.1 Transport Strategies and Sub-strategies ......................................................................... 116

Table 3.2 List of Heritage Precincts in Mysore ................................................................................ 118

Table 3.3 Traffic Impact assessment of Pedestrianisation of Stretch 2 on stretch 3 ........................ 119

Table 3.4 Ring Road Details ........................................................................................................... 122

Table 3.5 Projected Modal Split in Do – Nothing Scenario .............................................................. 123

Table 3.6 Identified BRT Corridors ................................................................................................. 124

Table 3.7 Proposed Lane Configuration – Harding Circle ................................................................ 133

Table 3.8 Road safety proposals for blackspots .............................................................................. 139

Table 3.9 Forecasted Parking Demand ........................................................................................... 141


Final Report – Volume 2 P a g e | x

Table 4.1 Modal Split – Present and Forecasted – Do Nothing Scenario ......................................... 145

Table 4.2 V/C Ratio – Horizon Year ................................................................................................ 148

Table 4.3 Estimated Travel under various parameters – Do Nothing .............................................. 149

Table 4.4 Transport Strategies – Scenario 2 ................................................................................... 150

Table 4.5 Proposed Road Widening ............................................................................................... 152

Table 4.6 Targeted Modal Split ...................................................................................................... 152

Table 4.7 Modal Split – Base and Horizon Year – Scenario 2 ........................................................... 157

Table 4.8 New Public Transport Bus Routes ................................................................................... 158

Table 4.9 Accessibility Index .......................................................................................................... 158

Table 4.10 Zone-wise Frequency.................................................................................................... 160

Table 4.11 v/c Ratio ....................................................................................................................... 162

Table 4.12 Estimated Travel under various parameters – Scenario 2 .............................................. 169

Table 4.13 Willingness to Shift ....................................................................................................... 172

Table 4.14 Modal Split – Base and Horizon .................................................................................... 173

Table 4.15 BRT Corridor Details ..................................................................................................... 179

Table 4.16 V/C Ratio after BRTS ..................................................................................................... 180

Table 4.17 Estimated travel under various parameters – Scenario 3 .............................................. 180

Table 4.18 Comparison of v/c ratios across the scenarios .............................................................. 181

Table 4.19 Evaluation of Scenarios................................................................................................. 181


Final Report – Volume 2 P a g e | xi

List of Annexure

Annexure I – Study Methodology

Annexure II - Traffic Volume Survey and Screen Line Survey Locations

Annexure III - Outer Cordon and Pedestrian Survey Locations

Annexure IV - Turning Volume Survey Locations

Annexure V – Zoning List

Annexure VI – Zoning Map

Annexure VII – Public Transport Coverage

Annexure VIII – Goods Terminal, Bus Terminal and Parking Survey Locations

Annexure IX – Traffic Flow Diagram

Annexure X - Major Boarding Alighting Points

Annexure XI – Data Set for Travel Demand Modeling

Annexure XII – Bus Terminal and Depot Locations

Annexure XIII – Junctions proposed for improvement

Annexure XIV – Roads proposed for capacity augmentation and improvement

Annexure XV – BRTS Corridor

Annexure XVI – Feeder Services

Annexure XVII – IPT Parking Lots

Annexure XVIII – Proposed alignment of major roads

Annexure XIX – Proposed Rail over bridges

Annexure XX – Present Land Use

Annexure XXI – Proposed Classification of Arterial and Sub-Arterial Roads

Annexure XXII – Proposed Cycle Tracks


Final Report – Volume 2 P a g e | 1

CC hh aa pp tt eerr 11 DDaatt aa CCoo ll lleecc tt ii oo nn aa nndd AAnn aa llyyss iiss

The first and foremost step to be initiated in the development of any Comprehensive Transportation

Plan for a city is the collection of data relevant to the traffic &travel pattern of the residents of the

city and the factors that influence mobility. Various transportation studies have revealed that the

travel pattern in any urban agglomeration is characterized by large scale movement of passengers

and goods traffic posing traffic congestions and unsafe conditions to the road users. This in turn

helps us conceptualize upon a transportation plan with a reasonable degree of confidence. This data

collation exercise is undertaken through a mix of secondary and primary data collection procedures.

This chapter provides an account of the primary traffic and travel surveys conducted as a part of this

study along with emerging traffic, socioeconomic and travel characteristics. This aforesaid database

helped us in identifying and validating issues and act as a starting point for the travel demand

modelling and forecasting exercise. This chapter further presents the survey results and

corresponding analysis.

Data Collection

A study of this nature requires a string of primary surveys to collect the required quantitative and

qualitative information to understand the traffic and travel patterns emanating within the study

area, and the consequent impact/ repercussions on travel demand. The following primary surveys

were carried out as part of the study:-

• Classified Traffic Volume Counts

• Turning Volume Counts

• Origin-Destination Survey

• Terminal Survey

• Public Transport Survey

• Intermediate Public Transport Survey

• Household Survey

• Speed and Delay Surveys

• Pedestrian Surveys

• Road Inventory

• Workplace Survey

• Floating Population Survey

• Parking Survey

In order to give effect to the above requirements, the city was initially considered from the

viewpoint of:

• The influence and location of major intersection and feeder roads

• The influence and location of through traffic on the city

• Effect of Land use on the Traffic and Transport Characteristics

The locations selected provide a framework for carrying out the necessary surveys and studies in

accordance with the guidelines specified in IRC codes of practice. The various survey locations,

summarized on the city map have been selected following careful assessment of the traffic

characteristics of the city.



1.1 Classified Traffic Volume Count

Mid-Block Classified Traffic Volume Survey, Screen Line Classified Traffic Volume Survey and Outer

Cordon Traffic Volume Survey were conducted. This was undertaken to estimate the vehicular trips

and traffic characteristics on the road. This data otherwise will also be used to expand the O-D

Survey sample to the total population of traffic in O-D location. The survey would provide the traffic

composition by various modes and relative importance of the links in the road network. The

directional classified traffic volume counts, observed at various count stations, will be analysed to

obtain:

• Average Daily Traffic (ADT)

• Hourly variation and Peak Hour flows

• Directional distribution by hour of the day

• Traffic composition

• Intra or Inter day coefficients of variation in Traffic numbers

Mid-Block Traffic Counts were conducted at 9 locations as shown in Annexure II. The traffic survey

was carried out continuously for 24 hours for 7 days at Mid-Block Locations, while the survey at

Screen Line and Outer Cordon Locations were conducted for 16 hours for 3 days. The locations of

the major road were accounted for in the selection of the survey sites in order to ensure maximum

capture of traffic. The counts were carried out in both directions.

Traffic volume count at mid-block locations give a clear picture about the density of traffic volume

along different stretches of roads within the study area, which helps in assessing the V/C ratio of the

road stretches. This in turn helps in assessing the current strategies to be adopted to ease the

prevailing congestion as also in evolving future long term strategies.

Outer Cordon Traffic Volume Count was carried out at 8 locations as shown in Annexure III. Mysore

experiences extensive interaction with other nearby cities and towns. Thus it was extremely

important to estimate the traffic moving in and out of the study area. There are basically three kinds

of traffic movements Internal to External movement, External to External movement and External to

Internal movement. It is very important to estimate the E-E trips as they use the road space without

having any need to enter the city. Thus these trips can be averted by justification of a bypass if

required.

The railway line passes through the city. The railways line runs north – south in the city. Screen line

surveys were conducted at 5 Number of locations. The locations of the Screen-line Surveys were

accounted for in the major road were accounted for in the selection of the survey sites in order to

ensure maximum capture of traffic. The counts were carried out in both directions, for successive 15

minutes periods, 16 hours a day for 3 days. The locations for Screen line survey are shown in

Annexure II.

The Table 1.1 below shows the Traffic Volume Locations at Mid – Block, Screen – line and Outer

Cordon Locations.

Table 1.1 Classified Traffic Volume Count Survey Locations

Mid Block Survey Locations Outer Cordon Survey Locations Screen Line Survey Locations

New Bannimantapa Road Bangalore Road Kalidasa Road

Ashoka Road Mahadevpura Road Ramvilas Road

Church Road T.Narsipur Road Chamraja Double Road

Nilgiri Road Nilgiri Road JLB Road

MG Road H.D Kote Road Pampathy Road

Vinoba Road Vishwamanava Double Road

Mysore University Road Hunsur Road



Mid Block Survey Locations Outer Cordon Survey Locations Screen Line Survey Locations

Bogadi Road KRS Road

Adhichunchunagiri Road

1.1.2 Mid-Block Location Volume Counts

Traffic volume count at mid-block locations give a clear picture about the density of traffic volume

along different stretches of roads within the study area, which helps in assessing the V/C ratio of the

road stretches. This in turn helps in assessing the current strategies to be adopted to ease the

prevailing congestion and also in evolving future long term strategies. 9 mid-blocks were identified

for carrying out the volume count survey covering some of the major and important roads of the city

as shown in Annexure II. Mid-block volume counts were carried out for 24 hours continuously. The

volume counts were carried out for seven days.

The total vehicles per day, the corresponding PCUs and during peak hour in the morning and evening

are given in Table 1.2. It is observed that the traffic volume is of the order of 73,444 PCUs at Nilgiri

Road followed by 63,769 PCUs at Bani Mantappa Road. From the analyzed data, it is observed that

the intensity of 2- wheelers is predominant on most of the roads with the composition varying

between 19% & 50%, while that of cars vary between 17% and 35%. The morning peak hour is

generally observed between 9 AM and 10 AM, while the evening peak hour is between 5 PM and 6

PM. However, there is slight variation in the peak hours in some of the corridors. It can therefore be

concluded that the morning peak hour generally varies between 9 AM and 11 AM while the evening

peak hour varies between 5 PM and 7 PM. Peak hour share is generally about 5 %- 10 % of 24 hour

traffic. The peak hour share is high at 11-13% at Church Road and Ashoka Road. Traffic composition

and hourly traffic variation for typical locations are shown in Table 1.2.

Table 1.2 Traffic Volume at Mid-Block Locations

SN Road Name Total Traffic Volume Peak Hour

Peak Hour

Peak

Hour

Factor

V/C

Vehicles PCUs Vehicle PCUs

1 M G Road 17,551 15,039 1,621 1,389 1400–1500 9.24% 0.38

2 Mysore University

Road 20,861 15,774 1,065 805 1100–1200 5.10%

0.27

3 Nilgiri Road 50,786 73,444 4,067 5,881 1700–1800 8.01% 1.78

4 Vinoba Road 12,322 9,173 760 566 0900-1000 6.17% 0.47

5 Adhichunchunagiri

Road 21,205 16,062 1,270 962 0800–0900 5.99%

0.40

6 Ashoka Road 48,760 38,561 5,098 4,032 1000–1100 10.46% 1.4

7 Bani Mantappa

Road 46,826 63,769 3,519 4,792 1100–1200 7.51%

1.65

8 Bogadi Road 30,011 26,859 2,493 2,231 0900–1000 8.31% 0.61

9 Church Road 1,02,779 44,475 13,135 5,684 2000–2100 12.78% 0.38





Figure 1.1 Traffic Composition at Midblock Locations

From Figure 1.1 following observations are made:

• Percentage of 2 Wheelers are high followed by cars and 3 - wheelers

• Percentage of cycle traffic is high on Adhichunchunagiri Road, Vinoba Road, Nilgiri Road and

Ashoka Road.

• Percentage of buses is between 15 – 23% on Church Road and Banimantapa Road.



Figure 1.2 Daily Traffic Variations at Mid Block Survey Locations

From the figures above following observations are made:

• Coefficient of variation is less than 5% for weekdays. Volume of traffic gets reduced during

the weekends.

• Traffic movement at Bogadi Road and Ashoka Road is uniform across all the days as

passenger movement is the predominant movement in the central business area.

B) Screen Line Traffic Volume Counts

Screen line survey is the typical traffic volume count conducted at different road stretches within the

study area limits preferably along the natural barriers like rivers, canals, bridges, railway lines etc. As

no natural barriers exist in Mysore, the existing railway lines and the ROBs / RUBs constructed across

/ along these railway lines have been identified for conducting screen line surveys. For Mysore, the

screen lines considered are Chamraj Double Road, JLB Road, Kalidasa Road, Pampathi Road and

Ramvilas Road. Screen line surveys validate the movement pattern of pedestrian and vehicular

traffic emanating and traversing into the study area from either side of the screen line.

It is observed that the traffic volume is of the order of 5800 PCUs at Kalidasa Road and 4000 – 4300

PCUs at Chamraj Double Road and Ramvilas Road during peak hour. This can be attributed to

majority of the government offices, tourist locations and commercial hub being close to the Mysore

Palace.



Table 1.3 Traffic Volume at Screen – line locations

S.N. Road Name

Total Traffic

Volume Peak Hour

Peak Hour

Peak

Hour

Factor

V / C

Vehicle PCUs Vehicles PCUs

1 Chamraj Double

Road 46,191 53,740 3,464 4,030 1200–1300 7.50 1.38

2 JLB Road 27,641 25,511 2,131 1,967 0900-1000 7.71 1.63

3 Kalidasa Road 54,248 60,207 5,226 5,800 1500–1600 9.63 1.32

4 Pampathi Road 38,324 32,760 3,024 2,585 0900–1000 7.89 0.89

5 Ramvilas Road 25,564 22,676 4,916 4,361 1100 1200 19.23 0.99



Figure 1.3 Traffic Composition at Screen Line Locations

From the figure above following observations are made:

• Percentage of 2 Wheelers is high at all the screen line locations

• There is 4-10% goods traffic at Ram Vilas Road and Kalidas Road

• There is high percentage of 3 – wheeler traffic (17 – 20%) at the screen line survey locations



Figure 1.4 Hourly Traffic Variation Screen Line Locations

Figure 1.5 Daily Variation of Traffic Composition at Screen line Survey Locations



C) Outer Cordon Traffic Volume Counts

Classified volume counts at the outer cordon locations were conducted to gauge the traffic

characteristics at the various access points pertaining to the study area. From the analysis it is

observed that the volume of traffic is highest towards Bangalore Road. The total vehicles per day

and the corresponding PCUs plying on the locations identified for outer cordon volume count is

outlined in Table 1.4.

Table 1.4 Traffic Volume at Outer Cordon locations

SN Road Name

Total Traffic

Volume Peak Hour Peak Hour

(hrs)

Peak

Hour

Factor

V /C

Vehicles PCUs Vehicles PCUs

1 Bangalore Road 51312 89147 3599 6253 1500 – 1600 7.01 1.15

2 H D Kotte Road 18992 26018 1384 1896 0200 – 0300 7.29 1.26

3 Hunsur Road 17718 22618 1087 1388 1600 – 1700 6.14 0.92

4 KRS Road 34924 45632 2579 3370 2200 – 2300 7.39 0.93

5 Mahadevpura 25729 35035 2715 3697 0700 -0800 10.55 1.12

6 T. Narsipura

Road 26143 32683 1381 1726 1300 – 1400 5.28 0.57

7 Nilgiri Road 24159 39907 1760 2908 0800 – 0900 7.29 1.32

8 Vishwamanava

Double Road 14368 10624 799 591 2100 – 2200 5.56 0.16



Figure 1.6 Traffic Composition at Outer Cordon Locations



Figure 1.7 Weekly Variation of Traffic at Outer Cordon Locations



Figure 1.8 Daily Variation of Traffic Composition at Outer Cordon Locations

As it can be seen from Table 1.4, the V/C ratios are above 1 or nearing 1. In the current situation

where the vehicles are increasing and traffic load on these roads is bound to increase there is a need

to devise strategies to ease the congestion and ensure smooth and safe movement of people. There

is inadequate ROW availability pertaining to primary network at Bangalore Road, HD Kote Road,

Hunsur Road, KRS Road, T. Narsipura Road and Vishwamanava Double Road.



Devraj Urs Road is one the main roads of Mysore. It connects JLB Road on one side and K R Circle on

the other. It is a four lane un-divided road with mixed land use on both sides. It has some major

Commercial areas along it and forms a part of the Mysore CBD. It has a defined footpath on both

sides that is invariably encroached throughout the stretch. There is on – street parking present all

through the road that hampers movement of traffic.

D) Turning Volume Count

Turning movement surveys were carried out at the locations of the 16 major intersections as

summarized in Table 1.5. Classified Turning Volume Counts of all vehicle types were made

separately for all directions. The survey was conducted for both directions for 16 hours for one day.

The locations for Turning Volume Count are shown in Annexure IV. All the movements at the

junctions for each arm (Left, Right, Straight, U- Turn) were captured at each of the selected

intersection.

Turning movement count survey will provide inputs for developing capacity augmentation proposals

in the study area along with conceptual layout of grade separators etc.

The classified turning movement counts, observed at various intersections, were analyzed to obtain:

• Total Passenger Car Units (PCUs)

• PCUs on each turning movement

• Junction flow diagram

• Hourly variation and peak hour flows

• Traffic composition

The junction volume count were conducted at the following intersections

Table 1.5 Turning Volume Count Survey Locations

Junction Name Junction Name Junction Name Junction Name

Balal Circle JLB Outer Ring Road

Intersection Mahadevpura Road

Ramvilas Sayaji Rao

Road Intersection

H D Kotte Outer Ring

Road Intersection K R Circle

Pulkeshi – Shivaji Road

Intersection Srinivasan Circle

Vishwamanava Double

Road Intersection Harding Circle Akashwani Circle

Race Course Road

Intersection

Bogadi Road

Intersection

Nilgiri – Outer Ring

Road Intersection Highway Circle

Sayaji – Chamaraja

Double Road

Intersection

The analysis of all the survey locations are summarised and given in subsequent sections.



Ballal Circle

Figure 1.9 Traffic Composition & Junction Flow Diagram – Balal Circle

• Total traffic flow at junction is 48,821 PCU whereas peak hour traffic is 5310 PCU.

• Peak hour traffic flow is 11% of total traffic flow and 9.00 AM to 10.00 AM.

HD Kote - ORR Intersection

Figure 1.10 Traffic Composition & Junction Flow Diagram – HD Kote - ORR Intersection

• Total traffic flow at junction is 3,13,779 PCU whereas peak hour traffic is 26,444 PCU. The

surveyed peak hour volume is very high and warrants for design of a grade separator.

• Peak hour traffic flow is 8.4% of total traffic flow and the peak hour is 8.00 to 9.00 Hours.



JLB Road – ORR Intersection

Figure 1.11 Traffic Composition & Junction Flow Diagram – JLB Road – ORR Intersection

• Total traffic flow at junction is 1,07,932 PCU whereas peak hour traffic is 11,230 PCU.

• Peak hour traffic flow is 10.4% of total traffic flow and the peak hour is 0900 to 1000 hours.

K R Circle

Figure 1.12 Traffic Composition & Junction Flow Diagram – K R Circle


• Peak hour traffic flow is 8% of total traffic flow and peak hour is 0900 hours to 1000 hours.



Mahadevpura Road

Figure 1.13 Traffic Composition & Junction Flow Diagram – Mahadevpura Road

• Total traffic flow at junction is 136656 PCU whereas peak hour traffic is 8828 PCU.


Pulkeshi – Shivaji Road Intersection

Figure 1.14 Traffic Composition & Junction Flow Diagram – Pulkeshi – Shivaji Road

Intersection


• Peak hour traffic flow is 7.7% of total traffic flow.



Ram Vilas – Sayyaji Rao Road Intersection

Figure 1.15 Traffic Composition & Junction Flow Diagram – Ram Vilas – Sayyaji Rao Road

Intersection



Srinivasan Circle

Figure 1.16 Traffic Composition & Junction Flow Diagram – Srinivasan Circle

• Total traffic flow at junction is 56,371vehicles whereas peak hour traffic is 7,679 PCU.


CAR/JEEP

22.6%

2W

34.1%3WH.

17.5%

LCV/TEM

PO

5.1%

BUS

4.7%

MINI BUS

3.1%

TRUCK

8.0%

MAV

0.8%

OTHER

1.0% CYCLE

7.9%HAND

CART

0.0%

Average Daily Traffic Composition

for all Modes



Vishvamanava Double Road Intersection

Figure 1.17 Traffic Composition & Junction Flow Diagram – Vishvamanava Double Road

Intersection

• Total traffic flow at junction is 1,26,850 vehicles whereas peak hour traffic is 14,682 PCU.


Traffic flow diagram highlighting midblock, screen line and outer cordon volume counts is presented

in Annexure III.

1.2 Household Survey

The Household Survey collected detailed information regarding the trips made by each member. The

data collected is useful for planning of road network and other roadway facilities for the vehicular

traffic or for planning the mass transportation requirements of the passengers. This helps in getting

the present and actual trip pattern of the residents of the city.

Additional data including socio – economic and other details was also collected so as to be useful for

forecasting traffic and transportation growth. This will give complete coverage of the entire cross –

section of the population.

A total of 5 % of households were surveyed. Household Survey for the entire region (stratified)

random samples representing the entire population and spatial spread was considered. Details of all

trips (trip diary including access and egress mode, time, distance, cost etc.) on the working day

preceding the interview by the residents who are more than 5 years old were collected. These

details include Origin, Destination, purpose, mode and time. For bus trips, the details of bus stop,

bus route, cost of travel etc. were recorded.

A) Traffic Zone Delineation

The Mysore city covers 128.42 square kms as per the Draft Land Use Plan-by MUDA. Delineation of

traffic zones was made based on ward boundaries within the Municipal Corporation areas and

village/ TMC/CMC boundaries outside the corporation area, also taking into account the

homogeneity of land use. Annexure VI shows the traffic zone boundaries in Mysore City Corporation.

The following zoning pattern was adopted for the study.

Within MCC (1 to 65) 65 zones

Covering villages outside MCC and within LPA (65 to 77) 12 zones



Outside LPA (77 to 108) 31 zones

Total 108 zones

Thus the LPA has been delineated into 108 zones. Of this, 65 zones are within the corporation area

and 77 zones in the rest of Local Planning Area (LPA). These zones have been coded adopting a

simple three digit numbering system, which also helps in identifying zone locations.

B) Zonal Population

The area and population of the individual administrative wards within Mysore City Corporation limits

for the year 2001 was collected from primary census abstracts of the Directorate of Census

Operations, Karnataka. The city was subdivided into zones based on land use.

The population for Mysore is presented in Table 1.6 below. The zone wise population breakup was

arrived at based on 2001 census data which was extrapolated to base year assuming CAGR of 3.02%.

Table 1.6 Zonal Population

Zone

Number

Zone

Population

Zone

Number

Zone

Population

Zone

Number

Zone

Population

1 13860 23 15124 45 13306

2 15528 24 12953 46 16294

3 15648 25 16426 47 14338

4 16396 26 15334 48 15320

5 14777 27 13666 49 15797

6 14575 28 16167 50 15800

7 15962 29 13767 51 15609

8 15653 30 14716 52 16441

9 11204 31 13992 53 15523

10 14329 32 16411 54 13783

11 16374 33 14305 55 14959

12 16444 34 14603 56 14755

13 13920 35 13762 57 13255

14 13701 36 13825 58 14382

15 12859 37 16418 59 15071

16 13736 38 15911 60 13306

17 13447 39 15381 61 15120

18 14756 40 15650 62 14154

19 12988 41 13642 63 14947

20 14076 42 16158 64 13999

21 12890 43 14686 65 13411

22 16030 44 13803

Total 9,58,433

The entire study area was divided into homogenous zones. For easier analysis, the wards were taken

as zones. The list of internal and external zones is given in the Annexure V.

The entire study area is divided into 108 zones out of which 65 are internal zones within the city &

31 external zones homogenous zones. Based on the data captured at household level matrix has

been developed capturing all zone to zone trip movements. The Zoning List is given in Table 1.7. The

Zoning Map is given in Annexure VI.



Table 1.7 Zoning List of Mysore

Zone

Number Areas

Zone

Number Areas

1

KSRTC Bus Stand 49

Narasimharaja Mohalla

Mysore Palace Shivall Road

D. Agrahara 50

Veeranagere

New Sayaji Rao Road St. Philomina's Church

MCC 51

Jalapuri

Palace Office Building (Gandhinagar)

2 S. Mata 52 Gandhinagar

Agrahara 53 A J /A G Block

3 Sunadakeri 54

Ganesh Nagara

4 Lakshmi Puram (N.R. Mohalla)

Sharda Vilas Road

55

Udayagiri

5 Chamundipuram Rajiv Nagar

Jansi Lakshmibai Road Mahadevapura Road

6 Hosa Bandikeri 56 Shanthi Nagar

VV Market 57

7

Fort Mohalla 58 K.N. Pura

KR Mohalla 59 Ghousianagar

JSS Hospital 60

Gayatripura

8

Sewage Farm Jothinagar

JP Nagar 1st Stage 61

Nazarbad

JP Nagar 2nd Stage Taluk Office

9

Vidyaranyapuram

62

Exibition Ground

Sarvajanika Hostal Road Ittigegudu

Ksic-Silk Factory Racecourse Road

10 Vidyaranyapuram Zoo

11

Vishweshwara Nagar Jayachamarajendra

Mysore South

63

Kurubarahalli

Gundurao Nagar Race Course

12 JP Nagar 3rd Stage Police Bhavan

KG Koppal Lalithamahal Road

13

Ashokapuram Lalithamahal

Sandal Oil Factory Helipad

Railway Workshop Siddartha Layout

Manatavadi Road

64

Chamundivihar Stadium

KSIC Silk Factory T.Narsipura Road

14 KR Vana Milk Dairy

Ashokapuram Narsipur Road

15 Jayanagar D F R L

16 Kuvempu Nagar Giriyabovipalya

17 Kuvempu Nagar Bannur Circle

SBM Layout Teresian college

18

LIC HBCS 65

Kalyanagiri Nagar

BEML HBCS Bidi Nagar

Revenue Employee HBCS

66

Hebbal

Srirampura Hojagalli

Madhuvava HBCS Hunsur Road



HD Kote Road

67

Basvanahalli

19

Datta gali Vijaynagar 4th Stage

Vishwamanava Double Road Vijaynagar 3rd Stage

Datta gali 3rd Stage Hinkal

Ajjyanahundi KIADB Area

20 Tonachikoppalu

68 Bogadi

Kantharajaurs Road Dattagalli

21

Eliwala Road

69

Ayyaja Hundi

Jayalakskmivilas Srirampura

Mysore University Nachanahalli

(Manasa Gangotri) Bandipalya

Youth Hostel

70

Chamundi Hill

22

Kalamandira Chamundeshwari Temple

Park Rajendra Vilas

Fire Brigade Nehru Loka

Saraswatipuram Lalithadri Nagar

Saraswathi Puram 5th Cross Lal Bahadur Shastri

23 Chamarajapuram Yandahally

Kanthraja Urs Road Vajamangala

24 Subbarayanakere

71

Chikkanahalli

Chamaraja Double Road Bhugathaga Halli

25

Devarajaurs Road Vajamangala

Jaganmohana Palace

72

Satagalli

Ramavilas Road Yaraganahalli

Devaraja Mohalla Hanchya

D.C. Office Building

73

Kesare

Croford Hall Ramanahalli

Vinoba Road Hampapura

26

CFTRI Hulli Kyathanahalli

Jaladarshini

74

Siddalingapura

Devaraja Mohalla Naganahalli

Devarajaurs Road Shyadanahalli

D.D.Urs Market Mogarahalli

K.R. Hospital Angalli

27

DIC Office Building Opura

Cauvery Emporium Belgula

Kumbarageri Majige Pura

28 Lashkar Mohalla Bichana Kuppe

Govt. Guest House Hongahalli

29

Kamatageri Balamuri

Ayurvedic Hospital Kuppekada

K.T. STREET

75

Yelavala

30 Railway Station Belavadi

Railway Office Huyilalu

31

Yadavagiri Madagalli

Akashavani-Air K.Hemmna Halli

Vivekananda Road

76

Marti Kyathanahalli

Bamboo Bazar Keragalli

Railway Colony Ballahalli



32

E. S .I Nagaratha Halli

Manjunatha Pura Udaburu

Ideal Jawa Factory 77 Nanjangud

33

Metagalli 78 H.D Kote

Brindavan Extension 79 Hunsur

B.M Srinagar 80 Periya Patna

34

Hebbal 81 K.R. Nagara

Vijaynagar 2nd Stage 82 Bangalore

Manchegowdana Koppalu 83 Mandya

35 Kumbara Koppal 84 Tumkur / Chitradurga

PK Sanitorium 85 Chamrajnagar

36 Gokulam 86 Madikeri

37

Vijaynagar 1ST Stage 87 Hassan

Vanivilaspuram 88 Dakshin Kannad/ Udupi/ Chikmangalur

Jayalakshmipuram 89 Rest of Karnataka

Temple Road 90 Kerala

38

Ontikoppal 91 Tamil Nadu

Kalidasa Road 92 Andhra Pradesh

Gokulam Road 93 Maharashtra

39 Paduvarahalli 94 Goa

40 Kylaspuram 95 Delhi / Rajasthan / UP

41 Mandimohalla 96 Madhya Pradesh / Chattisgarh

42 Mohamedsait Block 97 Bihar / Jharkhand

43 Tilak Nagar 98 West Bengal / Orissa

44 KSRTC Depot 99 North East

45

JSS 100 Punjab/ Haryana / J& K

Bannimantap Extension 101 Ooty

Bannimantap Ground 102 Sri Ranga Patna

New Bangalore Road 103 Gulbarga

Bani Mantappa Road 104 Ramnagar

46 Rajendranagar 105 Belgaum

47 Kesare 106 Hubli / Dharwad

Subash Nagar 107 Kolar

48 Rajendranagar 108 Bellary

Rajiv Nagar 3rd Stage

C) Socio – Economic Characteristics

Household Interview Survey is one of the main surveys conducted as part of Comprehensive Traffic

& Transportation Plan for Mysore. The main aim of the survey is to collect the socio-economic and

travel characteristics of residents within Mysore. The survey also attempts to collate information

pertaining to trip making behaviour of residents on a typical working day. The entire LPA was divided

into three categories viz., MCC, Outside LPA, Villages in LPA. The sample size adopted and the

number of households selected for interview is listed out in the Figure 1.7. The Zoning List is

appended in Annexure V.

Table 1.8 Area wise Sample size adopted for the HH survey

Area Sample Size No of Households Population No of Households Surveyed

MCC 5.0% 2,19,716 10,47,305 10,900



It is observed that the average household size as per survey is 5.02 while the same as per the census

2001 stands at 5.32. The details are furnished in the Table 1.9.

Table 1.9 Distribution of Households by Family Size

Zone Group

Household Size (Persons) Avg.

Household

Size 1 2 3 4 5 6 7 8

MCC 0.43 4.46 8.73 28.60 20.51 17.47 11.51 8.29 5.04

Household Income

The distribution of households by income level in Mysore indicates that the highest proportion of

households with 69% belong to income category less than Rs. 15,000 p.m. followed by 23% in the

category of between Rs. 15000 – 25,000 and 7% in the category Rs. 25,000 – 40,000.

Figure 1.18 Distribution of Households by Income

Thus, the average household income is found to be between Rs. 12,000.00 and 15,000.00 per

month.

D) Travel Characteristics

Trip Purpose

The distribution of trips by purpose indicates that out total trips work trips account for 58% share

followed by education trips 31%. As can be seen from the table, Social, Shopping and religious based

trips account for 8% of the total trips.

Table 1.10 shows the distribution of trips by purpose. Figure 1.19 shows the graphical presentation

of trips by purpose.



Table 1.10 Distribution of Trip by Purpose

S.N. Trip-Purpose Number Share

1. Work + Business 3,12,148 35%

2. Education 1,69,440 19%

3. Social 8,334 1%

4. Recreational 7,710 1%

5. Shopping 10,756 1%

6. Religious 8,933 1%

7. Others 17,834 2%

8. Return 3,56,709 40%

Total 8,91,864 100%

Figure 1.19 Trip Distribution by Purpose

Trips by Mode of Travel

An analysis of trips by mode of travel indicate that majority of the trips (30%) are performed by 2W

followed by public transport (18%). Table 1.11 shows the distribution of trips by mode of travel.

Figure 1.20 shows graphical presentation of modal split.

Table 1.11 Distribution of Trips by Mode of Travel

S.N. Mode Trips Share

1 2 - Wheeler 2,67,354 30%

2 4 - Wheeler 62,506 7%

3 Bus 1,61,142 18%

4 Cycle 89,087 10%

5 Auto 1,07,053 12%

6 Walk 2,04,722 23%

Total 8,91,864 100%



Figure 1.20 Modal Split with and without Walk Trips

The distribution of trips by purpose & trip length indicates that 40% of work trips are performed

within 5 km distance while 42% of education trips are within 5 kms & 40% of all trips are performed

within 5 km distance.

Figure 1.21 Purpose Wise Trip Length Distribution

Table 1.12 Purpose Wise Trip Length Distribution

Trip

Length

(km)

Work Busine

ss

Educati

on Social

Recreati

onal Shopping

Religio

us Total

0 – 2 11,388 1,388 7,851 433 332 552 652 22,596

2 – 5 95,019 9,894 70,686 2,421 2,570 4,380 3,711 1,88,681

5 – 10 1,06,168 15,371 69,960 3,747 4,123 4,369 2,716 2,06,454

10 – 15 41,445 6,937 14,085 1,188 415 931 942 65,943

15 – 20 11,891 731 3,497 268 166 271 598 17,422

20 – 35 7,919 1,643 3,035 202 83 218 272 13,372

>35 1,960 402 330 78 23 38 46 2877

0

50000

100000

150000

200000

250000

300000

>35

20 – 35

15 – 20

10 – 15

5 – 10

2 – 5

0 – 2

(KMS)



Trip

Length

(km)

Work Busine

ss

Educati

on Social

Recreati

onal Shopping

Religio

us Total

Total 2,75,786 36,363 169,440 8,334 7,710 10,756 8,933 5,17,322

Avg. Trip

Length 7.84 8.58 6.57 7.82 6.68 6.74 7.33 7.43

It will be seen that the trip lengths for work trips and business is high as compared to other purpose

trips. This can be attributed to the fact that many of the large industries including Infosys etc. lie on

the periphery of the city. The percentage of education trips is comparatively high indicating the large

number of educational institutions present in and around Mysore. Overall, the average trip length

observed from the HH data works out to be 7.43 Km.

Trips by Mode & Trip Length

The distributions of trips by mode & trip length are shown in Table 1.13. It reveals that the average

trip length for bus is 8.07 kms and 8.6 kms for cars.

As a policy, Public transport modes shall be used for longer trips and Private vehicles may be used

for shorter trip lengths. But, in Mysore ATL of cars is more than the buses. This indicates that people

give more preference to the private modes over public modes even for longer trip lengths, which

may be because of several reasons like lower journey speeds of public transport, high interchange

time, lower quality and comfort level than the private modes etc.

Table 1.13 Distribution of Trips by Mode & Trip Length

Mode Average Trip Length

(km)

Bus 8.07

Car 8.60

Two Wheeler 7.62

Three Wheeler 7.56

Cycle 5.37

Walk 3.67

Total 7.43

Per Capita Trip Rate (PCTR)

PCTR refers to the number of inter zonal trips made by an individual per day. Accordingly, PCTR has

been calculated for the LPA and the same is presented in Table 1.14 below.

Table 1.14 Per - Capita Trip Rates

Trips PCTR

Total number of trips inclusive of walk trips 8,91,838 0.86

Total number of trips exclusive of walk trips 6,86,709 0.66

1.3 Origin Destination Survey

The Origin – Destination (OD) survey was conducted for establishing the travel pattern in the region.

Thus considering a cordon line (boundary) of the study area/region, the internal divisions are made

and O-D station locations are established.



The origin - destination surveys was conducted by means of the roadside interview method at

selected locations (listed below) to capture major trip desires in each section. The surveys were

conducted on 3 days for 16 hours on a random sampling basis. All categories of motorized vehicles

(e.g. Cars, Buses, LGV, Trucks), was surveyed for their trip origin, destination, trip purpose,

occupancy and weight of commodity carried. The survey crew was organized into 2 shifts of 8 hours

with sufficient enumerators for each direction of flow. These enumerators were fully trained in the

use of standard interview sheets. Police help was sought to ensure smooth flow of traffic and to stop

randomly selected vehicles. The target sample size for the survey was maintained at levels across

vehicle categories as specified for such an exercise. The origin – destination survey was conducted as

per the provisions of IRC Guidelines (IRC 102-1988). The locations for Origin Destination survey are

given in Annexure III.

The locations of the Origin Destination Survey are given in the Table 1.15 below.

Table 1.15 Origin Destination Survey Locations

Origin – Destination Survey

Location


Location


Location

Bangalore Road Mahadevpura Road T. Narsipura Road

Nilgiri Road H D Kote Road Vishwamanava Double Road

Bogadi Road Hunsur Road

The O-D surveys were conducted at inner and outer cordon locations to gauge the intra and inter

city traffic and travel pattern. The surveys aimed at collecting information pertaining to sampled

trips (origin, destination, mode, purpose, and time and vehicle occupancy) from vehicles interviewed

at the roadside. Systematic random sampling was adopted for the said purpose. It was ensured that

the sample size at any one point was a minimal of 10%. The O-D survey was carried out for 16 hours

on a typical weekday. The survey was commenced at 7.00 A.M and concluded at 11.00 PM. The

vehicles were interviewed as per the sample design based upon overall midblock counts & relative

modal split. Police assistance was solicited for stopping the vehicles. The sample size collected at

each of the OD Location is given in Table 1.16.

Table 1.16 O-D survey locations and sample size

Count

Station Location

Vehicle

Category

Total

Flow

Samples

Interviewed

OD-1 Bangalore Road Passenger Vehicles 35,305 12%

Goods Vehicles 16,006 17%

OD-2 HD Kote Road Passenger Vehicles 14,986 14%


OD-3 Hunsur Road Passenger Vehicles 14,440 11%


OD – 4 KRS Road Passenger Vehicles 27,823 12%


OD – 5 Mahadevpura Passenger Vehicles 19,240 17%


OD – 6 T. Narsipur Road Passenger Vehicles 18,858 16%


OD – 7 Nilgiri Road Passenger Vehicles 15,761 12%


OD – 8 Vishwamanava Double

Road

Passenger Vehicles 13,954 14%

Goods Vehicles 413 13%



The Table 1.17 furnishes the purpose wise distribution of trips. It can be observed that 15% - 43% of

the trips are Work Trips across locations. At locations such as HD Kote Road, KRS Road,

Mahadevpura the Goods Delivery trips are large in number due to the large Industrial units on these

roads.

Table 1.17 Purpose Wise Distribution of Trips

S.N

o

Loca

tio

n

Wo

rk

Bu

sin

ess

Ed

uca

tio

n

Re

cre

ati

on

/

He

alt

h

Re

lig

iou

s

Sho

pp

ing

Re

turn

Ho

me

Soci

al

Go

od

s D

eli

ve

ry

1. Bangalore Road 17% 21% 3% 12% 10% 3% 19% 6% 9%

2. HD Kote Road 10% 5% 4% 3% 8% 10% 24% 2% 34%

3. KRS Road 30% 3% 14% 3% 6% 1% 9% 4% 30%

4. Mahadevpura 26% 15% 2% 1% 6% 1% 13% 4% 30%

5. T.Narsipur Road 19% 12% 2% 12% 3% 2% 10% 16% 24%

6. Nilgiri Road 16% 8% 4% 15% 13% 3% 14% 10% 17%

7. Hunsur Road 20% 11% 5% 8% 8% 3% 15% 7% 24%

8. Vishwamanava

Double Road 22% 10% 4% 10% 7% 5% 13% 9% 20%

Trip Distribution by Purpose - Mahadevpura Road

Recreation

0%

Social

4%

Business

15%

Education

2%

Work

28%Goods Delivery

30%

Return Home

13%

Religious

6%

Shopping

1%

Health

1%

Trip Distribution by Purpose - T.Narsipura Road

Recreation

9%

Social

16%

Business

12%

Education

2%

Work

19%Goods Delivery

24%

Return Home

10%

Religious

3%

Shopping

2%

Health

3%

Trip Distribution by Purpose - K.R.S Road

Recreation

1%

Social

4%

Business

3%

Education

14%

Work

30%

Goods Delivery

30%

Return Home

9%

Religious

6%

Shopping

1%

Health

2%

Trip Distribution by Purpose - H.D Kote Road

Recreation

3%

Social

2%

Business

5%Education

4%

Work

10%

Goods Delivery

34%

Return Home

24%

Religious

8%

Shopping

10%

Health

0%



Figure 1.22 Trip Distribution by Purpose

Figure 1.23 lists out the mode wise average trip lengths for the Outer Cordon Locations. It is seen

that the average trip length for private vehicles is about 33 kms, buses - 71 kms and for goods

vehicles the ATL is close to 39 km.

Figure 1.23 Mode Wise Average Trip Length

The outer ring road is currently not complete. This result is some of the external traffic entering the

city. The origin destination survey has shown that the External to External trips are to the tune of 6%

of the total trips.

Trip Distribution by Purpose - Nilgiri Road

Recreation

13%

Social

10%

Business

8%

Education

4%

Work

16%

Goods Delivery

17%

Return Home

14%

Religious

13%

Shopping

3%

Health

2%

Trip Distribution by Purpose - Bangalore Road

Recreation

9%

Social

6%

Business

21%

Education

3%

Work

17%

Goods Delivery

9%

Return Home

19%

Religious

10%

Shopping

3%

Health

3%



1.4 Pedestrian Count

Cross pedestrian counts were carried out at 6 of the major intersections and mid blocks. This gave

us an idea about the volume of pedestrian traffic which in turn helped us in developing some

facilities for the pedestrian traffic. Pedestrian surveys were conducted for 16 hours at 9 locations

(locations shown in Annexure III). The survey was conducted from 8.00 AM to 11.00 PM on typical

week days. The locations for Pedestrian Count Survey are given in Annexure III. Pedestrian surveys

were conducted at the 9 locations given in the Table 1.18 below:

Table 1.18 Pedestrian Survey Locations

Pedestrian Count Survey Pedestrian Count Survey Pedestrian Count Survey

Sayaji Rao Road Devaraj Urs Road Ramavilas Road

Chamraj Double Road Boulevard Road Vishwamanava Road

Mysore University Road K R Circle Harding Circle

Mysore city is witnessing considerable pedestrian traffic especially in the CBD and palace areas. With

the increase in the commercial activity in some of the important areas like Devraj Urs Road, Ramvilas

Road etc., there is an increased demand for better pedestrian facilities. The footpaths in many

locations, especially in the commercial areas are occupied or encroached upon by vendors and

hawkers resulting in spilling over of the pedestrians on to the road. This in turn has given room for

pedestrians to spill over to the carriageway, thereby affecting the flow of vehicles.

The household survey reveals that 23 % of the total trips are walk trips. 25% of the roads do not

have footpaths.

Table 1.19 gives the peak hour pedestrian at major locations. From the analyzed data, it is observed

that the pedestrian traffic is highest along Sayyaji Rao Road followed by Devraj Urs Road. It is also

observed that the pedestrian traffic is at its peak during holidays / weekends at Sayaji Rao, Devraj

Urs Road and Palace Road. The volume of pedestrian traffic is highest between 10 AM and 11 AM in

the morning and between 6 PM and 7 PM in the evening.

Footpath facilities have been provided by MCC. However, the footpaths in many locations,

especially in the commercial areas are occupied or encroached upon by vendors and hawkers

resulting in spilling over of the pedestrians on to the road. This in turn results in vehicle-pedestrian

conflicts. At many places the footpaths are narrow. Most of the footpaths do not have proper

surface which forces pedestrians to walk on roads. Zebra crossings have generally not been provided

on busy roads. Heavy pedestrian traffic is observed in the core areas of the city. However sufficient

facilities, particularly for crossing, have not been provided for pedestrians.

This is an aspect which will need priority consideration. Facilities like subways or sky-walks with lift

facilities may be a better option.

Mysore being a heritage city does not have any foot over bridges and sky walks. Also, the

stakeholders do not want any change in the landscape or skyline of the city, thus only subways

would be proposed.

Two subways have been constructed and are under operation, one at Sayaji Rao Road and the

second one at Bata.



Figure 1.24 Lack of Pedestrian Facilities at K R Circle (L) and Sayyaji Rao Road

Based on the survey results and observations the issues pertaining to pedestrian crossings are

discussed below. The requirement of a subway needs to be justified using the IRC warrants. The

Table 1.19 gives the pedestrian flow and requirement. Figure 1.25 shows the lack of pedestrian

facilities at major junctions.

Table 1.19 Peak Hour Volume vs Motorised Traffic Volume

S.No. Location

Peak Hour

Pedestrian

Volume

Peak Hour

Traffic

Volume

Peak Hour

(hrs)

PV

Square

1 KR Circle

Sayaji Rao Raod 11,000 3,866 1600 - 1700 1.64E+11

KR Hospital

Road 8,500 5,273 1000 - 1100 2.36E+11

Hunsur Road 1,200 664 0100 - 0200 5.29E+08

SH - 88 10,567 5,844 1700 - 1800 3.61E+11

2 Harding

Circle

SH – 88

(Towards

Chamraj Circle)

1,367 5,266 1300 - 1400 3.79E+10

SH – 17

(Towards Zoo) 2,451 1,213 1100 - 1200 3.61E+09

Double Road /

Dasara

Exhibition Road

1,456 171 1000 - 1100 4.26E+07

SH – 17 (From

Hotel Siddartha) 6,589 4,356 1700 - 1800 1.25E+11

3 Sayaji Rao Road 12,227 3,455 0900 - 1000 1.46E+11

4 Palace Road 8,543 5,266 1100 - 1200 2.37E+11

5 KD Road 10,107 2,406 0900 - 1000 5.85E+10

6 Ramvilas Road 3,732 1,632 1300 - 1400 9.94E+09

7 Pulkeshi Road 6,296 1,558 1000 - 1100 1.53E+10

8 Vishwanava Double Road 6,296 5,064 1200 - 1300 1.61E+11

9 Devraj Urs Road 12,068 3,511 1700 - 1800 1.49E+11

As it can be seen in the table above that the pedestrian volume is significant on these roads. As per

IRC 103 - 1988, there is a requirement for pelican crossing and more if the PV square is greater than

2 * 108.



Figure 1.25 Unorganized pedestrian movement at City Bus Stand, Church Road, Devraj

Urs Road

Also, it is observed that at signalized junctions, there are no pedestrian phases in the signal cycle,

making it difficult for pedestrians to cross over. At priority junctions, the zebra crossings are not

provided and adequate signals for the vehicles to stop over are not given.

The high pedestrian movement is shown in Figure 1.26.

Figure 1.26 Unorganized pedestrian movement at K R Circle, Sayaji Rao Road and Devraj

Urs Road

Also, it is observed that at signalized junctions, there are free left turns for vehicles which make it

difficult for pedestrians to cross over. Also, there is no dedicated pedestrian phase in the signal

cycle, making it difficult for pedestrians to cross over. At priority junctions, the zebra crossings are

not provided and adequate signals for the vehicles to stop over are not given.



1.5 Public Transport Survey

Public Transportation in Mysore is handled by City Buses. There are about 377 schedules connecting

city and sub – urban areas. Most of the commuters are office employees, school students, college

students, business people and village people, who come to city to sell vegetables. The city buses

operate from 7 different terminals. All the urban and sub – urban areas are provided with bus

facilities by KSRTC. Bus Operation Details are given in Table 1.20.

Table 1.20 Bus Operation Details

S. No Depot Number of Schedules

1 Bandipalya 147

2 Kuvempu Nagar 149

3 Sathgalli 81

Total Number of Schedules 377

Source: KSRTC City Unit

The city has 3 Bus Depots which are at Banimaptappa, Kuvemu Nagar and Sathagalli. All the depots

experience space shortage to handle buses smoothly, due to inadequate space. Another problem

faced by mass transportation is the inadequate use of the bus shelters. The city has 484 bus stops.

Some of the bus stops are developed as bus bays but are often not used. Shelters are usually

constructed by social organizations, institutions like Round Table, Lions, Rotary and other sponsoring

private agencies.

The city also has adequate private buses for long distance travel to Bangalore, Nanjangud, Ooty,

Mangalore, Belgaum, Hubli, Bagalkot, Dharwad etc. due to the participation of private owners.

The public transport survey results would assess the characteristics of bus travellers and also of the

operational characteristics of the bus. This study concentrates more on intra – city travel. The

surveys were planned at the terminals, bus stops and also on – board. The questions aimed at

gathering information pertaining to the origin, destination, purpose and frequency of travel and cost

of travel. Also, an opinion survey of the passengers regarding the amenities and facilities provided at

the Bus Terminals and bus – stop was conducted. Also, Public Transport Survey was carried out at

Railway Stations.

The operational and functional characteristics of the city bus services were gathered from the

relevant authorities. The data on public transport bus operations include information on the total

number of buses, their capacity, schedules, routes, operating speeds, terminals, number of

passengers carrier/load factor, economic picture of the public transportation system and the

prevalent fare structure.

1.5.2 Public Transport Characteristics

Bus Terminals

There are seven main Bus Terminals in Mysore. These are:

• CBS – Central Bus Terminal

• Kuvempu Nagar Bus Terminal

• RS Naidu Bus Terminal

• MBS - Mofussil Bus Terminal

• Sathgalli Bus Terminal

• Ilwala Bus Terminal

• Chamundi Hill Bus Terminal

Also, there is a private Bus Terminal off Sayaji Rao Road.

The Figure 1.27 below shows the location of Bus Terminal:



Figure 1.27 Location of Bus Terminals

Three out of the seven Terminals - City Bus Terminal, Suburban Bus Terminal and Private Bus

Terminal lie in the city centre. This leads to congestion and large number of interchange trips. The

low load factors and EPKMs on some routes indicate need for route rationalization, bus stop

planning, inadequate fleet size etc.

It is very important that the Bus Terminals are conveniently and quickly accessible by public

transport and NMT. Currently the terminals run public buses to various parts of Mysore and

surrounding areas.

The Central Bus Terminal is near KR circle. It is renovated and under operation. The Suburban Bus

Terminal is on Mysore Bangalore Road and is under renovation. The Private Bus Terminal is on

located on Sayaji Rao Road.

The Bus Terminals should ideally have facilities like parking for auto rickshaws and taxis, that ensure

safe pedestrian movement so as to avoid vehicular – pedestrians conflicts, facilities for bus

information i.e. use of ITS systems.

A detailed assessment of city Bus Terminal has been carried out and the improvement is worked

after identifying the shortcomings of the system.



There are two kinds of buses operating within the terminal: City Bus service and Moffusil bus service.

There are 4 platforms for private bus operations and 3 platforms for Moffusil bus service. Every bay

has been provided with waiting area for passengers and there is separate entry and exit for buses.

City bus service platforms are interconnected with subways for pedestrian movement. The issues

related with the terminal facilities are discussed below. The entry and exit gate photographs are

shown in Figure 1.28. The pedestrian vehicular conflict can be seen clearly at both the gates. Also,

the auto stand is just beside the exit gate which creates further conflict.

Figure 1.28 Entry Gate at City Bus Terminal (L), Exit Gate at City Bus Terminal

Figure 1.29 Terminal Layout

The terminal layout is shown in Figure 1.29. There are subways constructed for movement of

pedestrians within the terminal but they usage is limited. The photographs shown in Figure 1.30

show conditions inside the terminal.



Figure 1.30 Pedestrian Vehicular Conflict at City Bus Terminal

Figure 1.31 Issues observed at City Bus Terminal

Figure 1.32 Pedestrian Movement Areas – Sub urban Bus Terminal

Pedestrian movement in the free area leads to pedestrian

vehicular conflict points

Boarding/Alighting gates should be separate so as to make comfortable exit for

passengers

No appropriate use of footpaths as there are pedestrian movements near bay area



Though the platforms are interconnected through subways, still usage by passengers is low as these

subways are not connected to footpath. So the passengers tend to use open area between

entry/exit and bus platforms that leads to vehicular-pedestrian conflicts. The subway should be

connected to footpath leading to main road and there should be enforcement for passengers on

usage of subways.

Figure 1.33 Three Wheeler Parking

It is also observed that there are no separate boarding/alighting gates for passengers leading to

chaos at entry/exit doors of bus thus making it uncomfortable for the passengers to exit from the

platform.

Figure 1.34 Pedestrian conflict points at the Terminal

Footpath encroached by vendors

Conflict with moving traffic of same/opposite direction

No defined parking for 3W so the vehicles are parked on C/W and reduce its

capacity further



Figure 1.35 Traffic Conflict

Private Bus Terminal

The Private Bus Terminal is located on Sayaji Rao Road. It has multiple operators. It has no central

agency for regulation. The permits for operation are given by RTO. There is no layout or design

available for the private Bus Terminal. The block diagram for the private Bus Terminal is given in

Figure 1.36. There are various issues regarding the operations of this terminal which have been listed

below:

• The repair of vehicles is within the terminal

• No defined scooter, motor cycles or cars parking

• No pedestrian facilities for road crossing

• Facilities within the terminal for passengers are dilapidated

• Low maintenance of vehicles

• Conflict of pedestrian and vehicles within the terminal and on the approach roads

Unorganized bus bays as shown in Figure 1.36.

Figure 1.36 Private Bus Terminal (L), Private Bus Terminal Layout



Figure 1.37 Public Transport Operational Characteristics

The intercity and intra-city bus service in Mysore City is operated by K.S.R.T.C. There are private

players in the city for intercity bus services.

Mysore Urban Division has 5 depots under its control and it presently operates 698 schedules

inclusive of City, Moffusil, Volvo, Rajahamsa, Meghadootha, Semi-deluxe and Sheetal buses. The

Depot wise split up is as below.

Table 1.21 Depot wise split up of Bus operations

Depot Sch Ord Exp SD RH MD SH Volvo City Moffusil

Depot 1 143 54 85 4 0 0 0 0 0

Moffusil

Depot 2 143 45 14 0 36 3 11 34 0

City

Depot 1 195 28 27 0 0 0 0 0 140

City

Depot 2 185 27 42 0 0 0 0 0 116

Sathgally

Depot 32 0 0 0 0 0 0 0 32

Division 698 154 168 4 36 3 11 34 288

• The Maximum Demand is in the city core because of location of Central Bus Stand. Due to

majority of the buses having their terminal at Central Bus Stand, large number of interchange

trips converge at the CBS.

• Table 1.22 gives the operational characteristics of the KSRTC bus operations in Mysore.



Table 1.22 Operational characteristics of the KSRTC bus operations in Mysore

Operation Characteristics Value

Number of Schedules 237

Fleet Strength 258

Total Number of Bus Stops 484

Load Factor 72.8%

Effective Kms per Day 5,55,475

Bus Network Density

Number of Trips 4217

Average Trip Length per Passenger 8.38 Km

Number of Routes 185

Passenger Trips per Day 1.79 Lakhs

Number of Bus Stops 484

Average Waiting Time at Bus Stops 15 Mins

Fare 34.76 paise per km

A comparison of the operating characteristics with the international standards in given below in

Table 1.23.

Table 1.23 Comparison of KSRTC Operations in Mysore with International Standards

Operating

Characteristics As per Norms In Mysore Source

Passengers Carried

per Bus per Day 1000-1200 678 KSRTC Annual Report

Vehicle Utilization in

kms per bus per day 230-260 237 KSRTC Annual Report

Staffing Ratio per bus 3-8 6.06 KSRTC Annual Report

Dead Kilometerage 0.6-1 * total Mileage 0.95* total mileage KSRTC Annual Report

Accident Rates per

Lakh Kilometer 1.5 -3 8.3 KSRTC Annual Report

Operating Ratio

(EPKM : CPKM) 1.05-1.08:1 0.82 : 1 KSRTC Annual Report

As Mysore is a tourist city, there are a number of private mini bus operators in the city. Also, there

are tempos which are available for day trips. These can be found at Gandhi Square.

Primary survey was conducted at Bus Terminals for both intra & intercity passengers. The main aim

of the survey was to indicate travel characteristics for Intra and Intercity travel. The average trip

length for intra city travel is 6.24 km whereas the average cost of travel is Rs. 9.00. OD analysis show

that the major trip movements for inter-city travel are between Mysore - Bangalore, Mysore -

Hunsur, Nanjangud, Mandya.

It is also observed that significant percentage of passengers use IPT as access and egress mode

indicating lack of point to point connectivity. Figure 1.38 & Figure 1.39 shows the inter and intra city

bus connectivity. Travel characteristics for inter and intra city travel are given below in Table 1.24.

Table 1.24 Travel Characteristics for Inter & Intra City Bus Service

Travel Characteristics Intra City Bus Service Inter City Bus Service

Average Trip Length (km) 6.24 11.7

Average Trip Cost (Rs.) 9.00 21.00



Figure 1.38 Desire Line Diagram for Intercity Travel



Figure 1.39 Regional Connectivity Public Transport Coverage Map

The existing modal split shows that the share for public transport trips is 23 %. This is low and

attempts should be made to achieve at least 65% modal split in favour of public transport.

As it can be seen, certain operating characteristics, like passengers carried per day, accident rates

per lakh kilometer is not within the prescribed norms. The EPKM: CPKM ratio also shows that the

earnings are lesser than the cost per kilometer.

Figure 1.40 shows the ward wise accessibility and PT Demand.



Figure 1.40 Zone wise Population V/ s Public Transport Demand

Figure 1.40 shows the ward wise accessibility index and the corresponding public transport demand.

The PT Demand in wards 12, 18, 19, 20, 34 and 57 are higher than the average demand of 6416 per

ward. The average accessibility index for all the zones is 0.08. The average PT coverage per zone is

1.95 kms.

Figure 1.41 shows the public transport assignment.

Figure 1.41 Public Transport Assignment



The public transport assignment indicates the following observations:

1) Average demand around the city is 10000 phpdt in peak hour

2) Maximum demand is observed in the city core. This is due to the location of all the three bus

stands in the city core.

3) Due to majority of the buses having their terminal at CBS, a large number of interchange

trips results in traffic congestion in the CBS

4) Public Transport Demand reduces as distance from central Bus Terminal increases, but large

demand exists at BEML and Infosys.

Table 1.25 Ratio between public transport trip and private vehicle trips

Location

Private

Vehicles

(ADT)

Public

Vehicles (ADT)

Passenger

Trips -

Private

Passenger Trips

- Public Ratio

Adhichunchunagiri

Road 20,527 394 41,054 14,965 0.36

Ashoka Road 47,402 1,023 94,803 38,856 0.41

Bogadi Road 26,820 838 53,639 25,140 0.47

Church Road 45,553 244 91,106 7,308 0.08

MG Road 16,391 264 32,781 7,920 0.24

Mysore University

Road 20,584 93 41,167 2,782 0.07

Vinoba Road 12,197 19 24,394 560 0.02

Chamraj Double

Road 36,247 6,487 72,494 1,94,615 2.68

JLB Road 25,323 1,987 50,646 59,600 1.18

Pampathi Road 35,988 441 71,975 13,216 0.18

Ramvilas Road 23,499 252 46,997 7,557 0.16

The number of private vehicles and public vehicles were found from the Traffic Volume survey done

at the above locations. Table 1.25 shows the ratio between public transport trips, private vehicle

trips. As it can be seen, there are certain parts of the city where there is a mismatch between the

public transport trips and private vehicle trips. Church Road, Mysore University Road, Vinoba Road,

Pampathi and Ramvilas Road has large number of private vehicles (relative to the public transport).

The number of buses connecting or transiting this stretch is low.

Important Passenger Alighting and Boarding Junction Point

1. Metgalli Police Station

2. Vontikoppal Post office

3. Panchavatti Circle

4. Surya Bakery

5. Vidyavardaka Engineering College

6. Sankranthi Circle

7. Bharth Cancer Hospital

8. Infosys Gate

9. St. Josephs Convent

10. Hinkel

11. K.H.B Colony

12. N.R. Mohalla

13. Aziz Medical Corner

14. Rajiv Nagar RTO Circle

45. Kamakshi Hospital

46. Rube Bakery

47. Nirmala Convent

48. E.S.I

49. P & T Quarters

50. Hebbal Chothri

51. Krishnadevaraya Circle

52. Vrida Ashram

53. Kurgahalli

54. Shanthinagar Bus Stand

55. St. Thomas

56. Saraswathipuram 1st Main road

57. B.M Hospital

58. Kalamandira



15. Kalyangiri Nagar RTO Circle

16. Jyothi Nagar

17. Jalapuri

18. Teresian College

19. A V Hospital

20. Jockey Quarters

21. Sterling Theatre

22. Ramabalnagar

23. Nagumallige

24. Ashoka Circle

25. Jayanagar Railway Gate

26. Jayanagar Ramanadira

27. Arvinda Nagar

28. Kuvempu Nagar Complex

29. Andolana Circle

30. Maruthi Temple

31. Maruthi Chitramandira

32. Sarada devi Nagar

33. Sangam Bhandara

34. Bogadi Toll gate

35. Agnishamaka Station

36. Lakshmi Chitramadira

37. Mahrani College

38. Hanumantha Nagar

39. Srinivasa theatre

40. Geeta Convent

41. Sidappa square city bus stand

42. Sidappa square Chamundi puram

43. Shivapura

44. Kuvempu Nagar

59. Towards Hinkel Yelvala

60. K.R Hospital Circle

61. Abdul Kalam Azad Circle

62. Shanthi Nagar Bus Stand

63. Udaygirir

64. J.C Engineerng College

65. Raghavendra Nagar

66. Pallya Gate

67. B.M Hospital

68. Sayaji Rao Road (Ayurveda Hospital)

69. Bannimantappa (Opposite Vasuagarbati)

70. J.K Ground

71. Akashwani

72. Balbavana Park

73. V V Mohalla

74. KRS Road

75. Regalis Hotel

76. Maharaja Hotel

77. Maharani Hotel

78. Ramaswamy Circle

79. RTO Circle

80. Chamundipuram

81. Agrahara

82. Harding Circle

83. Zoo

84. Taluk Office

85. Maruthi Circle

86. Rajendra Nagar

87. Udaygiri Nehru Park

The public transport coverage and major boarding alighting points are given in Annexure VII.

1.6 Road Inventory

Detailed road inventory surveys were carried out to collect details of all existing road and pavement

features along the existing road sections. The inventory data included but not limited to the

following: "Road Inventory/ Pavement Condition Survey" and "Traffic/Road Safety Analysis & land

use strategy". The Road Inventory was carried out for sample of road sections aggregating 50 km in

the city.

Review of Mysore Road Network

A detailed analysis of the primary network in terms of right of way, carriageway width, surface type,

number of lanes, median and footpath availability, drainage facilities and abutting land use,

encroachment is described as under;



A) Road Length by ROW

The distribution of road length by right-of-way (ROW) indicates that 32% of the total road length has

ROW of 20-30m and 68% with ROW 10-20m respectively. Table 1.26 shows the distribution of road

length by ROW.

Table 1.26 Distribution of Road Length by Row

ROW Length Of Road (Km) % Distribution

12 49.78 20.30

15 62.96 25.67

18 53.11 21.66

24 24.45 9.97

30 54.93 22.40

Total 245.25 100.00

B) Road Length By Carriageway Width

Table 1.27 shows the distribution of road length by width of carriageway. It is observed that 64% of

road length has a width of 7.5m while 11% of road lengths have width 14.5m and 24% of road

lengths have widths of 18m to 21m respectively.

Table 1.27 Distribution of Road Length By C/W Width

C/W Length Of Road (Km) % Distribution

7.5 157.41 64.12

14.5 28.17 11.47

18 6.13 2.50

20 45.32 18.46

21 7.86 3.20

Total 245.50 100.00

C) Road Length by No. of Lanes

Table 1.28 shows the distribution of road length by no. of lanes. It is observed that 62% of roads are

2 lane while 34.5% and 3.5% of roads are 4 lane & 6lane

Table 1.28 Distribution of Road Length By No. Of Lanes

Lane Length Of Road (Km) % Distribution

2 Lane 152.36 62.06

4 Lane 85.27 34.73

6 Lane 7.86 3.20

Total 245.50 100



Figure 1.42 Road Network Distribution by ROW



Figure 1.43 Road Network Distribution By C/W Width



D) Road Length by availability of Footpath

Table 1.29 shows the distribution of road length by availability of footpath. It was observed that 62%

of roads are having footpaths while 38% of roads are without footpath.

Table 1.29 Distribution of Road Length by Footpath Availability

With Footpath Without Footpath

Length of Road (Km) 150.65 93.88

% Distribution 61.61 38.39

Further the road length distribution according to ROW and footpaths is given below in Table 1.30

Table 1.30 Distribution of Road Length by ROW and Footpath

ROW

Length Of Road (Km) % Distribution

With Footpath Without

Footpath

With

Footpath

Without

Footpath

12 46.44 1.21 97.47 1.22

15 40.81 24.14 62.84 27.75

18 27.69 29.17 48.70 37.46

24 23.07 0 100 0

30 12.64 39.37 24.30 61.83

Total 150.65 93.88

E) Road Length by Availability of Median

It is observed that 39% of roads are provided with median while 61% of roads are undivided. Table

1.31 below shows the distribution.

Table 1.31 Distribution of Road Length by Median Availability

Divided Undivided

Length of Road 93.48 150.02

% Distribution 38.89 61.11

Further the road length distribution by availability of median according to lane wise is given below

in Table 1.32.

Table 1.32 Lane Wise Distribution of Road Length by Median Availability

Lane

Wise % Distribution

Length Of

Divided Road

%

Distribution

Length Of

Undivided

Road

%

Distribution

Length

Of

Road

(Km)

2 62.06 21.79 22.83 130.57 87.04 152.36

4 34.73 63.82 68.94 19.45 12.96 83.27

6 3.20 7.86 8.24 0 0 7.86

Total 100.00 93.48 100.00 150.02 100.00 243.50

F) Road Length By Type Of Surface, Drainage Facilities, Encroachment

Almost all the roads are Asphalt type having good drainage facilities. Table 1.33 below shows the

distribution of road length having encroachments:

Table 1.33 Distribution of Road Length by Encroachment

Length of Road With Encroachment (Km) 36.23

% Distribution 14.82

Length of One Way Road (Km) 6.16

% Distribution 2.51



The Figure 1.44 gives the cross section of Devrajurs Road, Dhanvantri road, Ashoka road, Sayyaji Rao

road in Mysore.

Figure 1.44 Cross section of Devrajurs Road (a), Dhanvantri road (b), Ashoka road (c),

Sayyaji Rao road(d) in Mysore.

As shown in the Figure 1.44 above, Devrajurs Road is a 4 lane undivided road with mixed Landuse on

both the sides and single way movement of traffic. There is on-street parking on both the sides of

the road that reduces the usable carriageway to 2 lanes only. Similarly, there is on-street parking on

both the sides of Ashoka road that reduces the usable carriageway to only 2 lanes with two way

movement of traffic.

Dhanvantri road and Sayyaji Rao road also has on-street parking on one side and two side of the

road respectively and hence carriage way is reduced to 2 lane undivided with two way movement of

traffic. Provision of wide footpaths is there on all the roads discussed above, but either the surface is

not pedestrian friendly or the footpath is encroached by hawkers and shopkeepers.



Figure 1.45 Devraj Urs Road, Ashoka Road (R)

Mysore has a ring and radial network pattern. Radials originate from the city centre palace. There

are seven main radials, four of which are state highways. There are three ring roads in Mysore:

• Outer Ring Road

• Inner Ring Road

• Intermediate Ring Road

The ROW and carriageway width distribution of the eight radials is given in Table 1.34.

Table 1.34 ROW and Carriageway Distribution of Main Roads in Mysore

S.No Arterial Road Available ROW (m) Carriageway Width (m)

1 Hunsur Road 20 – 40 7 -16

2 Bannur Road 20 -40 5 -10

3 KRS Road 17 – 48 10- 18

4 Bangalore Road 15 – 25 7 -11

5 Mahadevpura Road 21 -35 11- 20

6 Nanjangud Road 30 -40 7 -10

7 H D Kote Road 30- 40 12 -14

8 Bogadi Road 21 -25 6 -8

The Outer Ring road is not complete and results in some of the external traffic entering the city The

origin destination survey has shown that the External to External trips is to the tune of 6% of the

total trips. A part of these trips enter the city core and congest the CBD due to lack of continuity in

the Outer Ring Road.

The traffic surveys undertaken help in identifying the points of congestion and points along the

mobility corridors which act as bottlenecks to the smooth movement of traffic. The roads where the

Volume by capacity ratio is high are given below:

Table 1.35 V/ C Ratio of Major Roads in Mysore

Location Peak Hour Traffic (PCUs) V / C

Ashoka Road 4032 1.83

Bani Mantappa Road 4792 1.09

Church Road 5684 1.29

Kalidasa Road 5800 1.32

Ramvilas Road 4361 0.99

Mahadevpura 3697 1.68

KRS 3370 1.53



As it can be seen from Table 1.35, the V / C ratios are above 1 or nearing 1. In the current situation

where the vehicles are increasing and traffic load on these roads is bound to increase there is a need

to devise strategies to ease the congestion and ensure smooth and safe movement of people.

There is inadequate availability of right of way pertaining to primary network at Ashoka Road, Sayaji

Rao Road, Dhanvantri Road, Kalidasa Road, KRS Road, Nazarbad Road and Bogadi Road.

The summary of the observations are given below:

1) Majority of roads in Mysore are two lane roads

2) Median width range from 0.5m to 2m

3) Provision of median should be increased to regulate the traffic

4) Around 40% of 18m row road are 2 lane which can be further widened

5) Traffic signs are found to be deficient

6) 75% of roads do not have appropriate road markings

7) 75% of the roads surveyed have footpath but they are mostly inadequate. 14.8% of footpaths

are encroached due to shops. The footpaths are generally narrow, disconnected and encroached

making it hard for pedestrians to use them effectively.

8) Pavement markings are random and inadequate. Only the arterials have some pavement

markings.

9) Street lighting facility is present in 65% of the roads surveyed, but it was observed that in local

streets, lighting is not adequate.

10) In most of the roads, there is no segregation for the cycle traffic from the motorized traffic

causing potential unsafe conditions.

11) Road Signs and marking are inadequate on some of the arterial and sub – arterial roads. Mysore

being a tourist destination requires proper informatory signs to be installed for ease of tourists.

Junction Inventory

The CTTP would involve detailing of major junctions of Mysore. This would initiate with a discussion

on junction inventory followed with details of management and engineering interventions required

to overcome engineering& design deficiencies in view of the current and the estimated travel

demand.

For identifying the major intersections in Mysore, discussions were undertaken with the Traffic

Police, Mysore. The major intersections were identified and listed as given below:

Table 1.36 Major Intersections of Mysore

S.No Name No. of

Arms Signalized

Manned

Junctions Self-Regulatory

(Round About)

1 Agrahara Circle 6 No No Yes

2 Aishwarya Petrol 4 Yes No No

3 Akashwani Circle 4 No No Yes

4 Ballal Circle 4 No No Yes

5 Bannur Road Ring Road

Junction 3 No No No

6 Bogadi Ring Road Junction 4 No No No

7 Chamraja Circle 3 No No Yes

8 Chamundipuram Circle 4 No No No

9 Dairy Circle 4 No No No

10 DC Office Junction 4 Yes Yes No

11 Edu Junction 4 Yes No No

12 Five Light Circle 6 No No Yes

13 Fountain Circle 5 No No Yes



S.No Name No. of

Arms Signalized

Manned

Junctions

Self-Regulatory

(Round About)

14 FTS Junction 5 No No Yes

15 Gokulam Circle 4 Yes No No

16 Gun House Circle 3 No No Yes

17 Harding Circle 6 Yes No Yes

18 Hunsur Road Ring Road

Junction 4 Yes No No

19 Central Library Junction 4 No No Yes

20 J K Ground 3 No No No

21 Jockey Quarters 4 No No Yes

22 JSS Junction 4 No No No

23 K R Circle 4 Yes No Yes

24 Kalamandira Junction 3 Yes No No

25 KRS Ring Road Junction 4 Yes No No

26 KSRTC Bus Terminal Junction 4 No No Yes

27 LIC Circle 3 No No Yes

28 Madhavchar Ring Road

Junction 4 No No No

29 Mahadevpura Ring Road

Junction 4 No No No

30 Maruthi Circle 4 No No Yes

31 MUDA Circle 4 Yes No No

32 Mysore Bangalore Ring Road

Junction 4 Yes No No

33 Nazarbad Circle 4 No No Yes

34 Panchavati Junction 3 No No No

35 Race Course Junction 4 No No No

36 Ramaswamy Circle 4 Yes No Yes

37 Regency Junction 3 No No No

38 RTO Circle 4 No No Yes

39 Sahukar Chennaiah Circle 4 No No Yes

40 Srinivasa Circle 4 Yes Yes No

41 Teresian Circle 4 Yes No No

42 Valmiki Circle 3 Yes No No

43 Vijaya Bank Circle 4 No No Yes

44 Vivekananda Circle 4 No No Yes

45 Vontikoppal Junction 4 Yes No No 46 Surya Bakery Junction 4 No No No

47 Nehru Circle 4 Yes No No

48 Tippu Circle 4 No No No

49 Five Light Circle 5 No No Yes



Discussions with Traffic Police Mysore helped in listing the critical junctions which require immediate

attention to ensure smooth flow of traffic. The lists of critical junctions are given below:

Table 1.37 List of Critical Junctions in Mysore

S.No Junction Name S.No Junction Name

1 Nazarbad Circle 10 Kempegowda Circle (Gokulam Circle)

2 DPO Circle 11 Trinetra Circle

3 FTS Circle 12 Surya Bakery Circle

4 Five Light Heritage Circle (BN Road) 13 Krishna Devaraya Circle

5 Gun House Circle 14 Lokaranjan Circle

6 Chamundipuram Circle 15 Balal Circle

7 Rana Circle 16 Tippu Circle

8 F . K Irani Circle 17 Harding Circle

9 MLS Circle 18 LIC Circle (Millenium Circle)

Figure 1.46 K R Circle, Gandhi Square

Two major intersections have been detailed out & explained below in the subsequent sections:

Junction Inventory of Harding Circle

Harding Circle is one of the important and old road junctions of Mysore heritage city and formed

from six roads which carry moderate to heavy traffic. The installed signal is unable to cope up with

the existing traffic demand causing long time for vehicles to cross, huge queue formation, delays etc.

The vehicles are often found to cross haphazardly resulting in road safety issues. Out of the six road,

four are one ways and two of them (Ooty Road and AV Road) are two ways. The existing layout is

given in Figure 1.47.

Issues

• Carriage width does not imply to the standards

• High degree of traffic conflict is observed

• Mixed traffic conditions leading to overall less traffic speed

• ROW is inconsistent



Figure 1.47 Existing Layout of Harding Circle

Junction Inventory of K R Circle

Figure 1.48 Existing Layout of KR Circle

There is a lack of pedestrian’s facilities at most of the major junctions that need to be looked into to

avoid pedestrian vehicular conflicts at junction. Parking at junction is another major issue which

reduces carriageway capacity and leads to obstruction in movement of traffic.

1.7 Floating Population Survey

The population of a city at any given time comprises of both permanent as well as floating

population. The estimation of Permanent / Residential Population can be made through Census

data/ household surveys and other secondary sources.



The estimation of Floating population would involve estimation of tourists and work related trips

made. The estimation of tourists and their characteristics has been done using primary as well as

secondary data. The tourism data would be collected from Department of Tourism while the primary

surveys have been undertaken at Hotels, Railway Station, KSRTC Bus Terminal and Airport. Primary

surveys were conducted 25 hotels spread out over different categories of hotels. The population of a

city at any given time comprises of both permanent as well as floating population. The estimation of

Permanent / Residential Population can be made through Census data/ household surveys and other

secondary sources.

The estimation of Floating population involved assessment of tourists and derived indirectly through

other supporting survey data gathered at major interchange points ( terminal, workplace, etc.) in

relation with non-household trips . The estimation of tourists and their characteristics was

undertaken using primary as well as secondary data. The tourism data was collected from the

Department of Tourism while the primary surveys were conducted at Hotels, Railway Station, KSRTC

Bus Terminal and Airport.

The results of the primary survey suggest:

1. Tourism is the primary purpose of visiting Mysore followed by Work

2. Visitors using cars as an access mode to the city also use the same for intra city travel (7%)

3. Taxi is the most preferred intra city travel mode (45%)

4. Maximum average expenditure per visit is made by tourist visitors i.e. > Rs. 6000 followed by

business trips i.e. > Rs. 5000

5. Average stay duration is maximum for tourism and social trips (2 days)

Table 1.38 shows the purpose wise distribution of floating population trips. The data clearly shows

that 38% of the trips are tourist trips followed by work and business trips respectively.

Table 1.38 Purpose Wise Distribution of Floating Population Trips

Purpose Wise Distribution

Business 17%

Marriage 17%

Social 8%

Tourist 38%

Work 20%

Figure 1.49 Purpose Wise Distribution of Floating Population Trips

17%

17%

8%

38%

20%

Purpose of Visit

Business

Marriage

Social

Tourist

Work



Table 1.39 below shows the locationwise annual tourist inflow in Mysore from year 2001-2005. The

city is a host to an annual inflow of tourists to the tune of around 25 Lakhs annually. Around 95% of

these are domestic tourists, while the rest are international tourists. The table shows that maximum

tourist is attracted to Chamundi Hills and that too during the Dussera festival that is the main

attraction of Mysore Tourism.

Table 1.39 Location-wise Annual Tourist Inflow, Mysore

Mysore – Tourist Inflow (in lakhs)

2001 2002 2003 2004 2005

Mysore Palace 16.11 14.29 16.45 18.31 20.62

Art Gallery 2.33 1.97 2.14 2.29 2.42

Zoo 12.92 11.82 15.96 15.30 16.45

Brindavan Gardens 24.84 9.82 18.44 22.94 21.25

Chamundi Hills

35.03 70.74

Figure 1.50 Major Tourist Locations, Mysore



Table 1.40 Major Tourist Locations, Mysore

Major Tourist Locations

1.Amba Vilas 10.Lokranjan Mahal

2.Jagmohan Palace, Art Gallery 11.Crawford Hall

3.Lalitha Mahal 12.St. Philomena’s Church

4.Chittranjan Palace 13.Kukkarahali Lake

5.Jaylaxmi Vilas 14.Karanji Lake

6.Cheluvemba Mansion, CFTRI 15.Railway Museum

7.Mysore Zoo 16.Mysore Silk Factory

8.Rajendra Vilas, Chamundi Hills 17.Krishna Raja Sagar Dam

9.Kalanji Mansion 18.Srirangapatnam Fortress City

Figure 1.51 presents the mode wise distribution for Intra City Travel of Floating Population. From the

table it can be seen that 45% of the visitors use taxi for movement within the city followed by Auto

(36%).

Table 1.41 Mode Wise Distribution of Intra City Travel of Floating Population

Mode Arrival / Departure

Bus 12%

Auto 36%

Taxi 45%

Car 7%

Figure 1.51 Mode Wise Distribution of Intra City Travel of Floating Population

1.8 Work Place Survey

As majority of trips in the city are work trips, it is very important to understand work trips

characteristics. These trips are regular and have specific characteristics with respect to time,

distance and cost.

The information on travel pattern was collected which included their origin, destination, purpose,

cost and time of travel and so on. Data from the HR Department was also collected regarding the

residential locations of the employees. Also, available resources like office buses, taxi service

information was collected.

The Workplace survey was carried out at Sayaji Rao Road, Hebbal Electronic City, DC Office, KR Circle

and University Area. Around 1% of the working population was surveyed for the said purpose.

As majority of trips in the city are work trips, it is very important to understand work trips

characteristics. The information on travel pattern was collected including their origin, destination,

purpose, cost and time of travel.

7%

36%

12%

45%

Mode of Intra City Travel

Car

Auto

Bus

Taxi



Table 1.42 Major Workplace Locations

Major Workplace Locations

1. Hebbal Road 6. Mysore University Road

2. K.R.S.Road 7. Urs Road

3. Hebbal Industrial Area 8. Ashoka Road

4. Hunsur Main Road 9. T.N. Pura Road

5. New Sayaji Rao Road 10. M.G. Road

11. Bharath Earth Movers Ltd.

Figure 1.52 Major Workplace Locations

The Workplace survey was carried out at Sayaji Rao Road, Hebbal Electronic City, DC Office, KR Circle

and University Area. Around 1% of the working population was surveyed for the said purpose.



The results of primary surveys highlights following points;

• 59% of the offices provide cab service.

• Only 44% of the employees utilize the available cab facility.

• 96% of the workplaces provide parking spaces.

• Only 24% of the employees agree to car pooling.

• 48% of the workers use their own car.

Figure 1.53 Car pooling attitude with and without car pooling attitude

1.9 Speed Delay Survey

The speed and delay study was carried out in all arterial and sub- arterial roads. The survey was

carried out in both direction and in peak and off – peak hour. Two rounds of survey were

undertaken.

The speed and delay study results would give us the running speeds, overall speeds, fluctuation in

speeds and the delay between the intersections. It gives information on amount, location, duration

frequency and causes of delay in a traffic stream. The speed and delay study is useful in detecting

the spots of congestion, the causes and in arriving at suitable remedial measures. The studies can

also be utilized for the benefit – cost analysis.

In Mysore, the delay is both due to fixed delay and operational delay. Fixed delay occurs primarily

due at intersections due to traffic signals and at level crossings. Operational delays are caused by the

interference of traffic movements, such as turning vehicles, parking and un-parking vehicles,

pedestrians etc. Thus, the overall travel speed is lower than the desirable running speed.

The Speed and Delay survey was undertaken using the Moving Car Method.

Average network travel time and journey speed provides an insight into the road traffic

performance. This in turn helps in identification of specific traffic congestion spots. Moving car

method is the general method used for establishing the speed flow relationship for different types of

road categories. This method was adopted to measure the network speeds and delays occurring at

junctions who in turn are used for developing the speed flow relationship.

The moving car survey was conducted on selected routes.

Three runs were made along each route, two in the peak hours and one in the off peak hour.

Morning peak hour is generally observed between 9 AM and 11 AM while the evening peak hour is

between 5 PM and 7 PM. The time taken to travel from one node to the next node along the

identified routes was noted down in the data sheets. Whenever queuing was encountered, the time

of delay was noted down as this helps in isolation of delay form the running time.

Classified traffic volume count was also conducted on the link on which the moving car survey was

conducted. Volume counts were taken to cover two peak periods of morning and evening as also the

afternoon off-peak period of the day.



Journey speed studies on a road network are useful to evaluate congestion, capacity, level of

services and the need for improvements. In transportation planning exercise, determination of the

travel time is necessary for carrying out the trip assignment and travel time and delays are some of

the factors affecting model choice. Before and after studies pertaining to journey time are useful for

assessing the effectiveness of improvement measures. Delay studies at intersections provide data

for the design and installation of appropriate traffic control devices.

1.9.1 Method followed for measurement of running speed and journey speed

Moving Observer Method: In this method, the speed and flow can be obtained by travelling in a car

against and with the flow and at the same time noting down the journey time, delays, and the

number of vehicles met with from the opposite direction and number of vehicles overtaking the test

vehicle. The field survey was conducted mostly during the morning peak in the working day from

9.30 AM to 11.00 AM and also in the evening peak from 4.00 PM to 6.00 PM.



SPEED AND DELAY ANALYSIS

Figure 1.54 Average Journey Speeds on Major Roads



The speed studies conducted on the primary network show that about 50% of the road network is

operating at a speed more than 40 KMPH. And very less length of roads are operating at a speed less

than 10 KMPH. The table showing the distribution of length of roads by speeds is given below. It is also

shown on the map given below.

Table 1.43 Road Length Distributions by Speed

Speed Range (KMPH) Length (KM) %

Less than 10 0.21 0.08%

11 to 20 0.00 0.00%

20 to 30 47.63 18.81%

30 to 40 77.05 30.43%

40 to 50 56.72 22.40%

50 and above 71.59 28.27%

Total 253.21 100.00%



Figure 1.55 Speed Bands

It is noticed that very few roads have recorded a delay. The major cause of the delay is the traffic signals

at Valmiki Circle, Maharaja College Circle, RMC Circle, and congestion dew to cross traffic and pedestrian

movement is Recorded at Fountain Circle, and Shalivahana Road.



1.9.2 Speed Profiles of Major Corridors

The speed profiles along the different corridors in the city are given below. In the graphs shown below

both the journey speed and average speed on the corridor are shown below in Figure 1.56.



`

Figure 1.56 Speed Distance Curve along Major Corridors in Mysore

From the graphs it is observed that variation in journey & running speed is high on sub arterial roads due

to delays and it is mainly due to traffic jams, signals, pedestrian crossing. There is slight variation in

journey and running speed in CBD area indicating that overall speeds are low in the area mainly due to

congestion. Generally, it was observed that journey speeds in the CBD area and outlying areas of Mysore

was of the order of 24.3 kmph and 34 kmph respectively.



1.10 Parking Survey

In Mysore, the growth of vehicles has been exponential with no specific parking lots designed. As a

result, the vehicles are generally found to be parked on road causing traffic congestion and conflict

points. The parking on the road eats up the valuable space for movement leaving lesser place for the

vehicles to move. This reduces the speed of travel and reduces the level of service of the roads. Thus, an

efficient system of parking needs to be evolved which would solve the parking woes of the city.

The parking surveys were undertaken on all major arterial and sub – arterial roads of Mysore. Also,

parking studies were carried out at various on and off – street parking locations within the city. The

parking survey was carried out for one day over a period of 16 hours across all the locations.

The locations for the Parking Survey are in given in Table 1.44 and marked in Annexure VIII.

The analysis that has been done for understanding the parking characteristics are as follows:

• Parking Accumulation

• Parking Volume and Parking Load

• Parking Duration

• Parking Index

• Parking Turn – over

Table 1.44 Parking Survey Locations

Parking Survey Locations Parking Survey Locations Parking Survey Locations

Sayaji Rao Road Ashoka Road D. Devaraj Urs Road

M G Road Dhanvantri Road Ramvilas Road

Chamraja Double Road



1.10.2 Parking Characteristics

Parking is a critical dimension in the road network in Mysore. Demand for parking is on the increase due

to increased vehicle ownership On-street parking is almost exhausted in the city centre. Parking surveys

conducted at some important locations (shown in Annexure VIII) like Bus Terminals and commercial

areas have indicated a large parking demand. Some of the areas like Sayyaji Rao Road, Devraj Urs Road,

Ramvilas Road and Dhanvantri Road attract huge volume of vehicles especially during peak hours. The

parking lots in the city (both defined/undefined) have not been able to cater to the increased demand.

Figure 1.57 Parking Survey Locations



The parking characteristics for the surveyed locations are given below:

1.10.3 Parking Accumulation during Peak Hours

This is defined as the total number of vehicles parked in an area during the peak hour. The peak hour

accumulation is given below in Table 1.45.

Table 1.45 Parking Summary for Survey Locations

S.No. Road Name

Length of

Parking

Stretch

(m)

No. of

Parking

Bays

(ECS)

Peak Accumulation

2W Cars Cycle 3W Total

1 Sayaji Rao Road 300 461 600 80 141 6 827

2

Lane from Sayaji

Rao Road

adjoining old clock

tower

250 64 90 38 128

3 Devraj Urs Road 400 791 1,042 182 147 8 1,379

4

Narayan Shastri

Road and

Ramvilas Road

500 283 398 47 74 519

5 Dhanvantri Road 1,000 161 141 60 15 13 229

6 100 Feet Road 350 215 298 20 26 19 363

7 Chamraj Double

Road 300 107 97 18 28 15 158

8. Ashoka Road 580 788 131 92 5 1,016

The parking composition of the vehicles during peak hour is given below:



Figure 1.58 Parking Composition during Peak hours



Summary of parking analysis is given in Table 1.46 below:

Table 1.46 Parking Summary for Survey Locations

S.No. Road Name Parking

Index

Total Number of

Vehicles(16

Hours)

Parking

Turnover

Peak

Hour

Share

1 Sayaji Rao Road 90.91% 5456 6.00 15.16%

2 Lane from Sayaji Rao Road

adjoining old clock tower 90.91% 620 4.40 20.65%

3 Devraj Urs Road 84.96% 7400 4.52 18.64%

4 Narayan Shastri Road and

Ramvilas Road 83.33% 1896 3.04 27.37%

5 Dhanvantri Road 83.33% 1200 4.37 19.08%

6 100 Feet Road 80.00% 1621 3.57 22.39%

7 Chamraj Double Road 80.00% 1451 7.35 10.89%

8 Ashoka Road 90.91% 5721 5.12 17.76%

Some of highlights of analysis are:

• %age of 2 - W is highest followed by cars at all parking stretches.

• Maximum vehicles are parked during time span of 10:00 – 11:00am

• Average utilization rate for stretch is more than 90%

From the above table it is observed that percentage of 2W is highest at all locations. It is observed that

parking supply at majority of locations is not sufficient to meet the demand. Hence there is a need to

identify more parking lots so as to accommodate more number of vehicles.

Parking problems also exist at various other locations in Mysore as shown in Figure 1.59. These are given

as follows:

1. Kalidasa Road

2. Irwin Road

3. JLB Road

4. M G Road

5. Shivrampet Main Road

6. Gokulam Road



Figure 1.59 On – Street Parking at Old Clock Tower

The Old Mysore area, comprising of commercial areas such as Devraj Urs Road, Ramvilas Road,

Dhanvantri Road to name a few, is a pedestrian intensive area. Also, influx of private and IPT vehicles is

intense in these areas. Negligible off street parking spaces in these areas result into on street parking all

throughout the CBD which in turn chokes the network which is already deficit in carriage width.

To improve upon this situation, proposing intensive parking spaces or multi level car parking lots are

needed which may give room to the existing and prospective parking demand and thus decongest

streets of on street parking.

With removal of on street parking, the effort to pedestrianize the CBD could be made with provision of

entry of motorized vehicles of the residents of the said area as an exception.

The CBD of Mysore is accessible from all sides of the city through radial roads and major corridors like

Hunsur Road, KRS Road, Bangalore Road etc. The central core has become congested due to narrow

road, encroachment, heavy traffic movement and on street parking. As there is space constraint around

the core area for organized parking, most of the streets are occupied by vendors or parked vehicles

reducing carriageway capacity and adding to further congestion. The present peak hour parking

requirement in the CBD and other locations in Mysore are given in Table 1.46.

The parking survey shows at commercial areas the percentage of long term parking varies from 40 – 60%

indicating the large number of vehicles parked of shop owners and their employees. This leaves very

little space for the visitors, thus resulting in spill over of parking in the bye lanes and restricted areas.

Measures like car pooling, public transport connectivity in peak hours to be used to reduce usage of

private vehicles.



1.11 Road Accidents

Figure 1.60 Areas of Higher Accident Numbers



The accident data collected from the Traffic Police have helped identify locations with higher frequency

of accidents. These have been plotted on the city map and shown in 0. These are listed below:

• Race Course Road and Truck Terminal

• Lalitha Mahal Arch Gate

• T. Narsipura Road – Alanhalli Junction to Chikkali Village

• Channiah Circle to Airforce Selection Centre

• Ring Road – Abdul Rehman Road Junction and Rajiv Nagar Road Junction

• Ring Road – Vishweshwariah Technical College Junction

• Sahukar Chanmaiah Road

• New Kanthraj Urs Road

• Chamundipuram Circle

• KRB Road (from Court to KG Koppal Railway under bridge signal)

• Manandawadi Road and JP Nagar New Link Road Junction

• Old Mysore Bangalore Road near Cantonment

• Chamraj Double Road

A road safety audit needs to be conducted to find appropriate solutions which would help reduce the

number of accidents. Reconnaissance and observations at these locations revealed that due to road

design deficiencies, lack of pedestrian facilities, lack of traffic signs etc are the major causes of road

accidents.

Figure 1.61 Road Safety Statistics

Detailed analysis of the accident statistics are given below in Figure 1.61.

0

200

400

600

800

1000

1200

1400

2001 2002 2003 2004 2005 2006 2007 2008 2009Total Accidents Total Killed / Injured

107 82 100 76 70 95 116 88 114 106 100 110 94 88 102 108154

517594

453520

588

834903

796 762690

604 585533

615

806

9971011

0

200

400

600

800

1000

1200

Nu

mbe

r of P

erso

ns

Year

Number of Persons Killed / Injured

KILLED INJURED



Figure 1.62 Analysis of accident statistics

As it can be seen in Figure 1.62 there was a steep increase in number of accidents and casualties from

2001 – 2008. The past 2 years have seen a drop in the number of accidents as well as casualties. The

reason associated is the number of initiatives taken to spread the road safety awareness. The Traffic

Police along with other stakeholders have taken several initiatives to take corrective actions for black

spot improvement.

Also, programs on Education and Enforcement have been undertaken to spread the road safety

awareness. Such efforts have helped in reducing the accident rate and accident fatalities. However,

more measures have to be taken to reduce the accident rate further.

1.12 Intermediate Public Transport Survey

The Intermediate Public Transport system present in Mysore is auto rickshaws and taxis. A typical

characteristic of Mysore city is that auto rickshaw plays a significant role as intermediate form of public

transport. IPT is preferred because of poor accessibility of PT service. A general understanding of the city

helped us identify locations where there are large numbers of auto rickshaws. The surveys were

conducted at Private Bus Stand, City Bus Stand, Gun House Circle, Harding Circle and Sub urban Bus

Stand.

Primary survey conducted at these locations sample out the major destination zones. The Table

1.47below provides for the major destined zones. As it can be observed, the movement of autos is more

within the city core.

Also, the traffic composition suggests that percentage of autos reduce in the outskirts of the city. They

constitute a majority of traffic in the city core. As they have low operational speeds they affect the

overall speed of the traffic flow. Major destined locations are given below in Table 1.47 which are also

shown graphically in Figure 1.65.

Operations of auto limited to 30 kms of City Area. Average cost varies highest at Railway Station and

KSRTC Bus Stand as autos taken for full day sightseeing.

492

524

420

521

561

697

726

673

683609

568

607

570

591 709

870903

0

200

400

600

800

1000

Nu

mb

er o

f A

ccid

en

ts

Year

Total Accidents



Figure 1.63 Average Travel Time, Travel Distance and Travel Cost

Table 1.47 Destination Zones

Locations Major Destined Zones

Railway Station 13,26,41,54,61,70

KSRTC Bus Stand 13,34,26,54,70,62,67

Private Bus Stand 1,16,30,41,31,26,43

City Bus Stand 7,12,70,38.21,30,55

Gunhouse Circle 7,13,26,30,70,38,67

Harding Circle 8,16,22,41,54,61,45,34

The purpose wise distribution of trips is given in Figure 1.64. As it can be seen, that 42% of the IPT trips

are work / business trips, followed by social trips.

Figure 1.64 Purpose wise distribution of Trips

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

Railway Station

City Bus Stand

Gun House Circle

Harding Circle

Private Bus

Stand

Suburban Bus

Stand

Average Trip Time (min)

9.17

4.624.02 3.99

2.03

8.01

0.001.002.003.004.005.006.007.008.009.00

10.00

Railway Station

City Bus Stand

Gun House

Circle

Harding Circle

Private Bus Stand

Suburban Bus Stand

Average Trip Distance (km)



Figure 1.65 Desire Line Diagram of IPT Travel in the City

1.13 Goods Terminal Survey

With the expansion and growth of city, substantial amount of freight traffic has been generated and

attracted in the city. The timely and smooth movement is crucial for the economic growth of the city.

The city already has a truck terminal near RMC yard on Ooty Road. However, over the next few years

with the growth of the city, the freight traffic is likely to increase considerably and it is therefore

essential to construct more terminals so that movement of truck traffic in the city can be banned. Thus,

it is necessary to study the requirements of the goods terminal and plan it as per the city needs. The

Goods Terminal Survey has been carried out for three days. The survey locations for Goods Terminal

Survey are given in Annexure VIII.



Freight Terminal Facility

APMC Mysore (Agriculture Produce Marketing Committees) is located on Ooty Road. It is spread over an

area of 159 acres. It gets goods from Raichur, Gulbarga, Bangalore, Mahrashtra etc. Approximately 100

trucks come per day. Maximum of 1 – 10 trucks come from each location in a day. The access road to

the APMC yard is 2 lane divided. Presently, the peak hour for entry and exit of the vehicles is 5.00 am to

6.00 am and 10.30 p.m to 11.30 p.m in morning and evening respectively.

There exists a small truck terminal at Bamboo Bazar (behind Private Bus Terminal). These trucks / LCVs

are used for delivery to industrial areas e.g. Hebbal and for local delivery and shifting of household

goods. As it is located on Sayaji Rao Road, it results in goods traffic movement in the CBD area. This can

be avoided by relocating the truck terminal to outskirts of the city. An informal truck terminal also exists

on the Race Course Road.

Figure 1.66 below show frequency and goods wise distribution of trips.

Figure 1.66 Frequency Wise Distribution of Trips Figure (L), Goods Wise Distribution of Trips

Frequency Wise Distribution of Trips

Daily

27%

Twice a Week

33%

Fortnightly

15%

Monthly

6%

First Time / Rarely

5%

Weekly

14%

Goods Wise Distribution of Trips

Agricultural

Products

38%

Empty

14%

Petroleum

Products

5%

Manufacturing

Products

32%

Others

11%



Figure 1.67 Desire Line Diagram of Goods Movement in the City



1.14 Railway Terminal

Mysore station is the railway junction for the district. It connects to Bangalore in the northeast via

Mandya, and to Hassan in the northwest, to Chamrajnagar via Nanjangud in the southwest.

The railway terminal is off Irwin Road. It is linked to Bangalore by a broad gauge line. There is a

designated parking lot for scooters, motor cycles and cars. A pre – paid facility for autos is available. Pre

paid taxi facility is not available. There is a bus stop opposite to the entry and exit gate. The parking

charges per hour are Rs. 3.00 and Rs. 10.00 for scooters/motor cycles and Cars respectively.

The access road outside the railway station is 2 lanes undivided. The bus stop is also located just outside

the entry / exit gate. This causes conflict between buses and the vehicles entering and exiting the

terminal. Also, there are no pedestrian facilities for crossing the roads. The facilities inside the terminal

for the passengers need improvement.

Figure 1.68 Railway Terminal at Mysore

1.15 Air Terminal Survey

The Mysore airport is on Nanjangud Road, which is a 2 lane undivided road. The flight operations are

expected to start in 2 – 3 months time. The sectors being targeted are Mysore – Chennai, Mysore – Goa

and Mysore – Cochin.

With the operations of the airport to be started in few months, the traffic on Nanjangud Road and the

roads connecting to Mysore city need to be developed and upgraded. The 2 lane undivided road will not

be sufficient to carry the extra traffic generated due to the airport operations.



1.16 SWOT Analysis

SWOT is an acronym for Strengths, Weakness, Opportunities and Threats. The aim of SWOT analysis is

to take advantage of strengths and opportunities and minimize weakness and eliminate threats.

1.16.1 Strengths in Mysore Transport Development

The strengths of the City are encapsulated in the following:

1. Old-world charm and confluence of heritage and culture

2. Salubrious climate, Planned city, having one of the oldest planning authorities in the country

3. High standard of education.

4. Low slum population (< 10%)

5. Room to grow

6. Good linkages with Bangalore, Tamil Nadu, Kerala The City benefiting from its proximity to

Bangalore, and the ‘push-effect’ on industry seeking to expand out of Bangalore.

1.16.2 Weakness in Mysore Transport Development

1. Tourism industry in a status-quo for the past many years Not much development beyond the ‘sight

seeing’ circuit

2. Inadequate transportation infrastructure

3. No proper airport, which could be a key reason why Mysore’s development has been so different

from that of Bangalore

4. Inadequate urban transport system

5. Inadequate bus system

6. No local tourist shuttles, which are very important in a tourist city

7. Rail connectivity with Bangalore is poor & doubling still not on the fast-track

1.16.3 Opportunities

1) Tourism - Mysore attracts annually 25 lakh visitors, which as anticipated is expected to increase to

50 lakh by 2015. This would be because of better connectivity in terms of

a) Doubling of rail track between Mysore and Bangalore

b) Operations at Mysore Airport to start by June, 2010

c) Development of Bangalore – Mysore Expressway – Nandi Infrastructure Corridor Enterprise

(NICE) – The expressway would run parallel to the 4 lane Bangalore – Mysore State Highway

No. 17.

2) IT Hub - Mysore is set to emerge as an information technology (IT) hub, next only to Bangalore. At

present a fairly large amount of tech hub is flourishing in the imperial city and is the home to more

than three dozens IT companies such as Software Paradigms India, WiFiyNet, Logrosoft, Raman

Infotech, Infosys Technologies, Excel Soft, Signefera and L&T. Presently the city gave employment to

more than 5,000 IT professionals in different IT Companies in Mysore.

3) Development of Educational and Health Facilities : The City Development Plan has been prepared by

Mysore City Corporation in context of the Jawaharlal Nehru National Urban Renewal Mission

(JNNURM). Special mention of development of healthcare and educational facilities are mentioned.

The sector specific strategies talks about allocation of 1051 crores in development of healthcare and

educational facilities.



1.16.4 Threats / Challenges in Mysore Transport Development

1) Institutional Mechanism: The above discussion suggests that there are many agencies involved in

the urban transport in Mysore. As such there is nothing wrong in multiplicity of authorities. However

currently there is no mechanism to ensure coordination among various institutions which is one of

the key road block affecting formulation and implementation of major schemes and initiatives to

improve the traffic situation and mobility plans in the city. Close co-ordination is needed on number

of factors

2) Absence of Master Plan: The Master Plan – Mysore is under preparation and is the absence of the

same, it is difficult to understand the growth prospects and change in land use that would impact

the traffic and transport scenario of the city.

3) Unplanned and uncontrolled expansion of Mysore City: The growth of IT and ITES, health and

educational facilities might lead to unplanned and uncontrolled spatial expansion. This often results

in under utilisation and over exploitation of resources and planned facilities. Such growth leads to

rapid increase in infrastructure demand and clogs and deteriorates the existing infrastructure too.

4) Rising Private Vehicle Population: With the fast pace development in Mysore, the private vehicles

population is on a rise. The growth of IT and ITES, health care and education facilities would further

increase the private vehicles. The growth needs to be controlled.

1.17 Transportation Issues

A) Road Network Issues

1. In the current situation where the vehicles are increasing and traffic load on these roads is

bound to increase there is a need to devise strategies to ease the congestion and ensure smooth

and safe movement of people.

2. There is inadequate availability of right of way pertaining to primary network at Ashoka Road,

Sayaji Rao Road, Dhanvantri Road, Kalidasa Road, KRS Road, Nazarbad Road and Bogadi Road.

Concentration of vehicles is high in CBD area. High percentage of traffic and low speed profile in

CBD area lead to traffic congestion in city centre. There is need to decongest city centre and

avoid irregular traffic movements.

3. On majority of the city roads, a four lane road is reduced to a two lane road due to on-street

parking, encroachment and spill over of pedestrian traffic on the vehicular carriageway.

4. The origin destination survey has shown that the External to External trips are to the tune of 6%

of the total trips.

5. Erratic traffic operation caused by vehicles stopping or slowing in the roadway, passing and

weaving manoeuvres, or surprise elements.

6. Slower speed does not necessarily mean safer traffic operation. The chances of a driver

becoming involved in an accident are least when he/she is travelling at the average speed of

traffic.

7. Discontinuity and non – uniformity of Traffic control devices (signs, signals, markings, and

devices)

8. Lack of Pedestrian Facilities

B) Intersections

1. Invariably most of the intersections have heavy congestion and encroachment on all sides.



2. The footpath is discontinuous on the arms of the intersection.

3. Absence of traffic signals for traffic management at majority of the intersections.

4. Lack of pedestrian facilities

5. Mixed traffic conditions leads to overall less traffic speed.

6. No street light present at the intersection

7. Intersection geometry including stopping sight distance and turning distance are not as per the

prescribed standards and need revision.

C) Pedestrian Facilities

1. The household survey reveals that 23% of the total trips are walk trips.

2. The footpaths in many locations, especially in the commercial areas are occupied or encroached

upon by vendors and hawkers resulting in spilling over of the pedestrians on to the road, leading

to vehicle-pedestrian conflicts.

3. At many places the footpaths are narrower than the standard widths.

4. Most of the footpaths do not have proper surface which forces pedestrians to walk on roads.

5. Pedestrian crossing facilities have generally not been provided on busy roads in CBD areas.

6. At signalized intersections, there are no pedestrian phases in the signal cycle, making it difficult

for pedestrians to cross over.

7. At priority intersections, the zebra crossings are not provided and adequate signals for the

vehicles to stop over are not given.

D) Public Transport Issues

1. The existing modal split shows that the share for public transport trips is 23 %. This is low and

attempts should be made to achieve 65% modal split in favour of public transport.

2. The 2009 existing fleet size of Mysore KSRTC operations is approximately 264 (CIRT, 2008). A bus

transport supply index (buses per lakh of population) of approximately 50 is suggested by

Central Institute of Road Transport (CIRT), Pune. The existing index is 26.4. Based on the

proposed index, the number of buses per lakh is inadequate.

3. There are certain parts of the city where there is a mismatch between the public transport trips

and private vehicle trips. MG Road and Vinoba Road has large number of private vehicles. The

number of buses connecting or transiting this stretch is low.Areas like Ramdev Galli and Khade

Bazar Road have limited ROW to allow bus operations.

4. The three bus terminals - City Bus Terminal, Suburban Bus Terminal and Private Bus Terminal all

lie in the city centre. This leads to congestion and large number of interchange trips.

5. The low load factors and EPKMs on some routes indicate need for route rationalization, bus stop

planning, inadequate fleet size etc.

E) Bus Terminal Issues- City Bus Terminal

1. The pedestrian vehicular conflict can be seen clearly at both the gates. Also, the auto stand is

just beside the exit gate which creates further conflict.

2. Though the platforms are interconnected through subways, still usage by passengers is low as

these subways are not connected to footpath. So the passengers tend to use open area

between entry/exit and bus platforms that leads to vehicular-pedestrian conflicts. There is

conflict between pedestrian and buses within the terminals.

3. The repair and maintenance facilities of the buses of the buses are done in an area within the

terminal.



4. There is no defined parking bays of buses which results in haphazard movement of buses and

pedestrian.

5. There are no defined facilities for pedestrians and passengers. This results in major conflict

between pedestrian and vehicles.

6. It is also observed that there are no separate boarding/ alighting gates in the bus for passengers

leading to chaos.

F) Truck Terminals

1. APMC Mysore is located on Ooty Road.. The access road to the APMC yard is 2 lane divided.

Presently, the peak hour for entry and exit of the vehicles is 5.00 a.m to 6.00 a.m and 10.30 p.m

to 11.30 p.m in morning and evening respectively.

G) Railway Terminal Issues

1. The bus stop is located outside the entry / exit gate. This causes conflict between buses and the

vehicles entering and exiting the terminal.

2. There are no pedestrian facilities for crossing.

H) Parking Issues

1. Demand for parking is on the increase due to increased vehicle ownership, On-street parking is

almost exhausted in the city centre.

2. Some of the areas like Sayyaji Rao Road, Devraj Urs Road, Ramvilas Road and Dhanvantri Road

attract huge volume of vehicles especially during peak hours. The parking lots in the city (both

defined/undefined) have not been able to cater to the increased demand.

3. Negligible off street parking spaces result into on street parking all throughout the CBD which in

turn chokes the network which is already deficit in carriage width.

4. The parking survey shows at commercial areas the percentage of long term parking varies from

40 – 60% indicating the large number of vehicles parked of shop owners and their employees.

This leaves very little space for the visitors, thus resulting in spill over of parking in the bye lanes

and restricted areas.



CChhaa pptt ee rr 22 TTrraa vveell DD eemm aa nn dd FFoorr eecc aa sstt

2.1 Introduction

An operational travel demand model is required to enable estimation of future travel demand that will

help towards identifying transport requirements for the study area. The said model is also a pre-

requisite to the fact that the consultants are able to validate the actual travel patterns (as observed)

within an acceptable error range. The standard 4 stage UTPS (Urban Transport Planning System) model

procedure was adopted for the said purpose; that inter-alia consists of:

• Trip generation and attraction model/s

• Trip distribution model

• Modal split model

• Assignment model

Whilst a large number of commercially acceptable softwares are available for the purpose of modeling

travel demand, due heed was paid to the observed traffic heterogeneity in the study area and in view of

the systemic futuristic needs pertaining to integrated multi modal transportation.

The choice of the software was guided by the following six considerations:

1. A software that combines traffic simulation and assignment capabilities

2. A package that allows for large scale zone and network delineation

3. Enables simulation model of individual junctions;

4. Enables network editing, data base and analysis system;

5. As a matrix manipulation package for the production of trip ends and zonal trips given static

traffic volume counts.

6. As a trip matrix demand model covering the basic elements of trip generation, trip distribution,

modal split and assignment.

2.1.1 Analytical Framework Towards Model Built Up & Usage

Figure 2.1 Analytical Framework towards Model Built Up



The base data collated from the primary and secondary data collection and analysis will help us in

formulating the following models as shown in Figure 2.1.

1. Trip Production Models

2. Trip Attraction Models

3. Peak and off peak period corridor load assessment

4. Trip distribution models

5. Expected model shifts across public and private modes on account of exogenous estimates of

travel and cost savings ( Generalised costs)

6. Trip Assignment Models under one or more alternate techniques:-

• Capacity restraint technique

• Multiple route assignment

• Diversion curve technique

The UTPS is explained in Figure 2.2. The above UTPS sub modules is used to:

• Identification of Origin Destination pairs those are likely to generate dominant traffic patterns

on the network

• Validate total passenger & vehicular trips onto the primary and the secondary network

• Assess traffic loading on the new network with respect to all alternative modes and modal shifts

based upon inputs pertaining to time and cost variables

• Identification of Travel Corridors

• Assessment of System capacity versus utilization

• Formalize a consultative transport infrastructure plan/design to accommodate future travel

demand side.



2.2 Methodology of Model Development

Figure 2.2 Development of the UTPS Model

Existing

Land Use

Observed Trip

Generation by

Purpose

Observed Trip

Table

Existing Network

Characteristics

Existing Mode

Characteristics

Existing

Socioeconomic

Characteristics

Trip Generation

Rates by

Purpose

Gravity Model

Parameters

Validate

Land Use

Validate Trip

Generation by

Purpose

Validate

Socioeconomic

Characteristics

Validate Total

Zonal Trip

Purpose

Validate Trip

Distribution

Behavioral Groups

Validate Trip

Table by O-D

and Purpose

Mode Choice

Models

Validate Total

Trips by Mode

and O-D

Validate Trips by

O-D Mode and

Purpose

Congestion

analysis

Forecast

Equilibrium,

Trip Assignment

by Mode and

Link

AS

SIG

NM

EN

TTRANSPORT DEMAND TRANSPORT SUPPLY

INV

EN

TO

RY

AN

AL

YS

IS

Validate Network and Mode

Characterisitcs

Generalized Cost Components by O-D

Network and Mode Changes

Validate Trips by

Natwork Link

and Mode



2.3 Zonal Trip Generation Model (At Gross Level)

The first step entailed derivation of baseline models for modeling / validating trips ends across the 65

zones. There are basically two different model structures for trip generation models -- the cross-

classification models and the regression models.

The trip generation models so derived can take the following alternate forms:

(Multiple Regression Model) To = ao + a1x1 + a2x2 + ……….. + anxn

OR (Log-Log Model) Ln (To )= a1 Ln (x1) + a2Ln(x2)

ao is the constant ( unexplained/intercept part);

a1, a2, ……………. an are coefficients associated with each explanatory variable/s;

x1, x2, ……………. xn are the explanatory variables

that included one or more planning parameters, socio-economic and trip characteristics pertaining to

each zone in the base year.

IMaCS has made use of DOUBLE LOG model for validating trip ends (both generation & attraction

models).

The underlying benefit associated with the aforesaid choice are:

1. Enables uniform scaling of parameters used in the model

2. Coefficients could be interpreted as ‘elasticities’ (absolute value of more than 1 implies

dependent variable greater than unitary elastic in relation to the independent variable and vice-

versa)

3. Ease in terms of measuring plausible impact owing to alternate strategies

Multiple Linear Regression analysis is of two types:

1. Aggregate or Zonal Least square regression, where each traffic zone is treated as one

observation

2. Disaggregate, or Household least square regression where each household is treated as an

observation

The aggregated analysis which is most widely used is based on the assumption that contiguous

households exhibit a certain amount of similarity in travel characteristics. This assumption allows the

data in a zone to be grouped and the mean value of the independent variable used in further

calculations.

Disaggregate analysis, though not so widely used, treats each household as an observation. In this

process, all the enormous amount of data is used more effectively resulting in a more meaningful

description of the characteristic. As compared to aggregated analysis, disaggregated analysis produces

better results and is considered more likely to be stable over time and to provide more reliable future

estimates.

Category Analysis

Category Analysis or cross – classification technique is based on determining the average response or

average value of the dependent variable for certain defined categories of the independent variables. A

multi – matrix defines the categories, each dimension in the matrix representing one independent

variable. The independent variables are classified into a definite number of discrete class intervals.



2.3.1 Parameters used for developing Trip Generation Model

The factors (for any trip purpose) that typically affect the trip generation from a zone include:

1. Variables like number of HH, residential density, average household occupancy, income/age

distribution of occupants and so forth

2. The vehicular ownership, accessibility to public transportation, employment etc.

3. Accessibility of the zone to potential destinations for a given trip.

The procedure adopted towards defining the trip generation model consisted of the following steps:

Step 1 – Defining initial set of explanatory variables

Step2 – First cut choice of parameters to be used in the model using a zero-order correlation matrix

(avoid multi-co linearity problem) and testing co-linearity with respect to absolute value/s and statistical

significance of the estimate (tested at 1% level of significance)

Step3 – Parameter testing with respect to hetroscedasticty and first order auto-correlation.

Step 4 – The model was then finalized using F statistic (ANOVA Analysis), R^2 values and t-estimates for

individual parameters.

The data set used for developing the Trip Generation and Trip Attraction Model is given in Annexure XI.

The final sets of variables used for defining the TRIP GENERATION model were as follows:

1. Zonal Population

2. Zonal Residential Area

3. Number of Households per Zone

The zero-order correlation matrix using the final chosen variables was calculated and is depicted in

Figure 2.3, Scatter Diagram for Trip Generation – Population in Figure 2.4. Table 2.1 gives the Summary

Output of Trips Produced using Single Variables. Table 2.2 gives the Summary Output of Trips Produced

using Multiple Variables

2.3.2 Correlation matrix

Figure 2.3 Correlation Matrix (Trip Production)



1. Population

The trip generation model developed for Mysore Municipal Corporation is stated below:

Ln (Trips Produced) = 0.754Ln (Population) + 2.2779, R2 = 0.67

Where

P = Population

R2 = Coefficient of Determination

Figure 2.4 Scatter Diagram for Trip Generation - Population

Alternate Models Tested

2. No. of Households

The trip generation models developed for Mysore Municipal Corporation are given below:

Ln(Trips Produced) =0.657Ln(HH) + 4.241, R2 = 0.61

Where

P = No. of Households


Figure 2.5 Scatter Diagram for Trip Generation – Population and No. of Households

y = 0.754x + 2.277R² = 0.670

7

7.4

7.8

8.2

8.6

9

9.4

9.8

7 7.2 7.4 7.6 7.8 8 8.2 8.4 8.6 8.8 9 9.2 9.4 9.6 9.8 10

(Ln) Trip Generation

(Ln)Population

Scatter Diagram

y = 0.657x + 4.241R² = 0.616

0

2

4

6

8

10

12

6 6.4 6.8 7.2 7.6 8 8.4 8.8 9.2 9.6 10

Trip G

eneration

No. of Households

Scatter Plot



Y – Trip Generation (Second Run with Two Variables)

X1 – Population

X2 – No. of Households

Table 2.1 Summary Output of Trip Generation – Single Variable

Model Inference – Not accepted owing to-

1. No increase in the overall coefficient of determination estimate

2. The adjusted R^2 value reveals a drop on including an additional parameter

3. The X2 coefficient appears counter intuitive

Y – Trip Generation

X1 – Population

X2 – No. of Households

X3 – Residential Area

SUMMARY OUTPUT

Regression Statistics

Multiple R 0.821449

R2 0.674779

Adjusted R 2 0.664288

Standard

Error 0.225498

Observation

s 65

ANOVA

Df SS MS F Significa

nce F

Regression 2 6.541266 3.27063

3

64.3198

3

7.54E-

16

Residual 62 3.152671 0.05085

Total 64 9.693936

Coefficients Standard

Error t Stat P-value

Lower

95%

Upper

95%

Lower

95.0%

Upper

95.0%

Intercept 1.693078 0.900758 1.87961

4

0.06486

2

-

0.10751

3.49366

9 -0.10751 3.493669

X1 1.02971 0.307835 3.34501

2

0.00140

1

0.41435

8

1.64506

3 0.414358 1.645063

X2 -0.25631 0.279933 -0.9156 0.36342

7

-

0.81588

0.30327

3 -0.81588 0.303273



Table 2.2 Summary Output of Trip Generation – Multiple Variables

SUMMARY OUTPUT


Multiple R 0.82464519

R2 0.68003969

Adjusted R2 0.66430394

Standard Error 0.22549308

Observations 65

ANOVA

Df SS MS F Significance F

Regression 3 6.592261 2.19742 43.21622 4.21E-15

Residual 61 3.101674 0.05084

Total 64 9.693936

Coefficien

ts

Standard

Error t Stat P-value

Lower

95%

Upper

95%

Lower

95.0%

Upper

95.0%

Intercept 1.839602 0.747496 2.461018 0.016699 0.34489 3.33431 0.344

89103 3.3343

X1 0.791357

71

0.08991574

8 8.801102 1.86E-12 0.61156

0.97115

54

0.611

56006 0.9711

X2 0.039130 0.037432 1.045363 0.29998 0.03572 0.11398 -0.035 0.1139

X3 -

0.227027 0.19539841 -1.16187 0.249815 0.61775

0.16369

61

0.617

7504

0.1636

96

Model Inference – Not accepted owing to:

1. Marginal increase in the overall coefficient of determination estimate

2. The adjusted R2 value reveals a drop on including additional parameters

The X3 coefficient appears counter intuitive

The trip production equation that was formulated purpose wise are given below:

Table 2.3 Purpose Wise Trip Production Equations

S. No. Independent Variable Equation R2

Aggregate

1 Population 0.754Ln(Population)+2.2779 0.67

2 Households 0.657Ln(HH)+4.241 0.61

Work Trips

1 Worker Population 0.876Ln(Worker

Population)+1.035 0.88

Non – Work Trips

1 Population 0.754Ln(Population)+0.891 0.67

The summary output for the Work and Non – Work Trips is given below:

Table 2.4 Summary Output of Non -Work Trip Production Model

SUMMARY OUTPUT – Work Trips


Multiple R 0.940184

R2 0.883947




Standard

Error 0.138296

Observations 65

ANOVA

Df SS MS F Significanc

e F

Regression 1 9.17753

1

9.17753

1

479.854

7 3.66E-31

Residual 63 1.20491

6

0.01912

6

Total 64 10.3824

5

Coefficient

s

Standard

Error t Stat P-value Lower 95%

Upper

95%

Lower

95.0%

Upper

95.0%

Intercept 1.035511 0.33629

7

3.07915

9

0.00307

4 0.363476

1.70754

6

0.36347

6

1.70754

6

X 0.876258 0.04000

2

21.9055

9 3.66E-31 0.796322

0.95619

5

0.79632

2

0.95619

5

Table 2.5 Summary Output of Work Trip Production Model

SUMMARY OUTPUT – Non Work Trips


Multiple R 0.818768

R2 0.670382

Adjusted R

2 0.66515

Standard

Error 0.225209

Observations 65

ANOVA

Df SS MS F Significanc

e F

Regression 1 6.498638 6.49863

8

128.130

2 7.97E-17

Residual 63 3.195299 0.05071

9

Total 64 9.693936

Coefficient

s

Standard


Upper

95%

Lower

95.0%

Upper

95.0%

Intercept 0.891654 0.634257 1.40582

5

0.16468

9 -0.37581

2.15911

6 -0.37581

2.15911

6

X 0.754563 0.066661 11.3194

6 7.97E-17 0.621353

0.88777

4

0.62135

3

0.88777

4



Figure 2.6 Scatter Plot for Work and Non – Work Trips

2.4 Trip Attraction

Trip attraction was also modelled across zones. The trip attraction models were estimated derived using

the Ordinary Least Square procedure. The availability of the relevant data across zones was assessed at

the onset. However, data pertaining to work place estimates, student/ institutional enrolment rates for

future years and other land use parameters - commercial, industrial and office area coverage for future

years were not available in the Master Plan prepared by Mysore Urban Development Authority (MUDA)

or made available otherwise to IMaCS. In absence of such data an attempt was made to derive work

place and institutional coverage rates based upon information pertaining to projected population and

future activity shift as per the Master Plan.

The variables used for developing the Trip Attraction model are as follows:

1. Employment

2. Commercial, Industrial, Institutional, Public Semi – Public Land-use

The correlation amongst the above mentioned variables was found as shown in Figure 2.7.

Figure 2.7 Correlation Matrix (Trip Attraction)



Based on the correlation between the variables, employment was considered for developing the

equation as it gives the best fit curve. The trip generation model developed for Mysore Municipal

Corporation is given below:

Ln (Trips Attraction) = 0.654Ln (E) + 3.88, R2 = 0.63

E = Employment


Alternate Model Tested

Y - Trip Attraction

X1 – Employment

X2 – Commercial/PS/Industrial Area

The trip attraction equation that was formulated purpose wise are given below in Table 2.6.

Table 2.6 Purpose Wise Trip Attraction Model

S. No Independent Variable Equation R2

Aggregate

1 Employment 0.654Ln(Employment)+3.88 0.63

Work Trips

1 Employment 0.583Ln(Employment)+3.45 0.58

Table 2.7 Summary Output of Trip Attraction Model – Total Trips

SUMMARY OUTPUT


Multiple R 0.798227

R2 0.637167


Standard

Error 0.13116

Observations 65

ANOVA

df SS MS F Significance

F

Regression 1 1.903231 1.903231 110.6336 1.68E-15

Residual 63 1.08379 0.017203

Total 64 2.987022

Coefficients Standard


Upper

95%

Lower

95.0%

Upper

95.0%

Intercept 3.888706 0.534 7.282222 6.43E-10 2.821592 4.95582 2.821592 4.95582

X 0.654824 0.062256 10.51825 1.68E-15 0.530415 0.779233 0.530415 0.779233



Table 2.8 Summary Output of Trip Attraction Model – Work Trips

SUMMARY OUTPUT – Work Trips Attracted


Multiple R 0.763481

R2 0.582903

Adjusted R 2

0.576283

Standard

Error 0.131097

Observation

s 65

ANOVA

Df SS MS F

Significanc

e F

Regression 1 1.513152 1.5131

52

88.044

12 1.41E-13

Residual 63 1.082736 0.0171

86 Total 64 2.595888

Coefficie

nts

Standard


Upper

95%

Lower

95.0%

Upper

95.0%

Intercept 3.450681 0.53374 6.4650

93

1.69E-

08 2.384086

4.51727

6 2.384086 4.517276

X 0.583875 0.062226 9.3831

83

1.41E-

13 0.459527

0.70822

4 0.459527 0.708224

Figure 2.8 Scatter Plot for Work Trips Attracted



2.5 Base Year Network Development

2.5.1 Introduction

The zoning system adopted is in coherence with those adopted by the local planning bodies and those

by the past traffic studies conducted in the region. The zone system of Mysore comprised of 65 Internal

Zones (within Municipal Corporation Area) and 43 External Zones, making it a total of 108 zones. Figure

2.9 shows the road network map of Mysore. The primary road network under Mysore Urban

Development Authority jurisdiction is 1,093 kms. The study area along with the external zones and has

745 nodes with 955 links and 108 zone centroids. This included 65 zones in the city corporation limit, 13

zones of local planning area and 30 external zones.

Figure 2.9 Mysore Base Road Network



The chosen modelling suite served as a robust network database which will enable validation of traffic

flows and scenario testing through cross sectional simulation runs on the overall network and for parts

of it (junctions, street tranches, etc.).

The model SETUP is designed around the following 6 components

• The Network Algorithm Trip Assignment Module

• Simulation Suite The Analytical suite

• Network editing program Network Graphics

A) PT-(Public Transport Sub Module)

On a parallel path, the PT sub module and the corresponding PT network was defined to evaluate inter

zonal costs and to assign a trips to the network.

B) Private Vehicle Network

The private vehicular network for the Mysore City Corporation Area is defined across the road hierarchy

covering arterial, sub arterial (Primary Network) and local and collector streets (secondary network).

Figure 2.10 Road Node and Centroid and their Connectors

The zone centroid is assumed to serve as a key reference point within a zone. The said centroid will

represent the zonal average of trips generated and attracted to a zone in line with the primary network.

The base road network, centroid and centroid connectors are depicted in Figure 2.10. The average

journey speeds allotted to the centroid connectors linking zones with nodes were 10 Kmph in the city,

20 Kmph for outer access roads.



The distances between link pairs lengths were ascertained using the key plan and validated onsite. Each

link connect was assigned appropriate journey speed (with delay component) with corresponding flow

and capacity parameters.

C) Public Transport Network

The public transport network was defined in wake of city bus services that also included provisions for

interchange bus trips. The network so defined allows for greater flexibility in making alternate route

choices and will help substantiate alternate decisions with respect to PT assignment.

The bus routes emanating within the study area was defined along with related Public Transport system

characteristics (Bus Stops, Depots, etc). Their scope here included intra city bus services run by KSRTC

and private and mini bus operations.

The speeds for buses assigned onto the network paid due heed to the resultant congestion on account

of the existing private vehicular influx.

D) Network Sensitivity

A network audit was carried out for both Public Transport and the private baseline networks. In

particular, the validation exercise entailed random onsite validate of the links pertaining to the primary

overlapping network, speed assessments as obtained from Speed and Delay survey versus the one

exogenously assigned and the observed flow of traffic across either side of screen lines. Needless to say

the veracity of the model was confirmed when modelled flows (post traffic assignment exercise) were

compared with mid-block counts.

2.6 Trip Distribution

2.6.1 Introduction

A trip distribution model was formalized to calibrate travel patterns that reproduce inter-zonal patterns

of surveyed traffic under a set of constraints. The calibration is a repetitive process, whose function is to

fill the nonzero cells of expanded OD matrix and produce TLFD. (Observed and estimated) using Gravity

Model with given friction values. Also the upward and downward bias have to be removed which have

occurred due to sampling issues. Also, areas where there is no development an impedance function has

to be defined for non allocation of trips. If all the cells (where there is development) are filled then the

TLFD and matrix can be accepted. Otherwise the iterations have to be repeated till the zero cells are

filled.

The steps entailed towards formalizing the trip distribution module is shown in Figure 2.11.



Figure 2.11 Process of Trip Distribution

2.6.2 Approach

Calibration of the base matrix has been carried out using the Gravity model. The model specification

used is as follows:

Tij = Pi x Aj x Fij x Kij

Σ Aj x Fij x Kij

Where Tij : Trips between i and j

Pi : Trips produced from i

Aj : Trips attracted to j

Fij : Friction factor

Kij : Balancing Constant

Fij = deterrence function for mode m

= Km e-Bcijm C Jim

Where K = above mentioned constant



C = generalized cost of travel

= Calibration constant – as obtained from the exponential/power deterrence function

The model was calibrated with doubly constraints imposed on the horizontal totals and the vertical

totals of the matrix so as to ensure

Σ Tim = Gi Σ Tim = Aj

The broad methodology adopted for calibrating the base OD matrix is as follows:

i) The process is initiated with an endeavour to ascertain the relationship between the friction

factor (F) and the time. Beginning with Fij equal to 1, the observed matrix is iterated to get the

first iteration matrix.

ii) The trip length frequency distribution, as well as the average trip length (ATL) of the matrix

above is then compared with the observed matrix. As the desired difference in the ATL of ± 3%

was not achieved, the next round of iteration was required.

iii) For this the new Fij was calculated using the formula :-

Fij1 = Fij x Trips (Observed)

Trips (Calculated)

Where Fij’ = new Fij

iv) The Fij obtained from this is used to plot a scatter with relation to Tij observed from the Travel-

Time Matrix. The equation of the best-fit of this scatter will give the relationship between the

two.

v) Using this, and the Travel Time Matrix, the next set of Fij is calculated.

vi) The iteration process is repeated till no significant difference between observed and modeled

Trip Length Frequency Distribution (TLFD)

2.6.3 Generation of travel time matrix

The inputs required to generate a Travel Time matrix are:

1. Road Networking comprising of ‘Links’, ‘Node’, and ‘Zone Centroid’.

2. Speed and Delay survey results giving speed and travel time between all identified nodes of the

network.

For any pair of zone centroids, different paths exist on the network (comprising of links and nodes) with

a different travel time along each path (obtained from speed and delay survey results). The ‘Shortest

Path’ between any pair of zone centroids is the one having minimum value of total ‘Travel Time’. This

concept in conjunction with the ‘capacity restraint’ option) has been applied for all pairs of zone

centroids for the preparation of travel time matrix.

2.6.4 Overall Matrix Calibration Statistics

A) Calibration Statistics for Each OD Pair – Validation of software Output

The objective herewith was twofold:

1. To validate the calibrated estimates of the model as obtained using the software



2. To ascertain the calibrated estimates at the level of an OD pair under a doubly constrained

model setup. The same will serve as useful inputs while prioritizing the extent and type of

impetus to be provided on selected transport links/ network through policy measures/ micro-

level interventions.

Step Set 1

Ax = b

x = A-1

b

Where;

A – Base Matrix as obtained from the survey data aggregation

b - Software Generated Calibrated matrix

x - ‘derived’ matrix consisting of calibration parameters for each OD pair

Step Set 2

The calibration parameters were then computed for distributions across mode / purpose categories and

deterrence functions (power function- Y=cxa) calculated as detailed out in Table 2.9. However, before

mode-wise delineation could be undertaken, the results emanating from the calibration exercise were

compared with that of the software output (for an acceptable error range).

Table 2.9 Calibrated Deterrence Functions

Mode Power Function Constant

2 Wheeler 0.8330 0.8197

Car 0.1526 0.6867

Intermediate Public Transport -0.1887 1.4228

Public Transport 0.1526 0.7870

B) Software Output

The initial input values assumed for the purpose of matrix calibration, a & β were 1 and -0.5

respectively. They were used as the initial seed values for the purpose of undertaking the trip

distribution exercise. The final calibration parameters emanating as an output read:-

a = 1.5

β = -0.08



Figure 2.12 Cumulative TLFD

Figure 2.12 shows the cumulative TLFD. The observed average trip length is 4.02 kms and the trip length

as got from the simulated model is 4.2 kms.

C) Comparison of Total Trips

Table 2.10 shows corresponding comparison of total trips in each purpose and mode for both observed

and synthetic trips. This guarantees the close fit shown in distribution model both in total number of

observed and synthesized trips and also trip cost distribution.

Table 2.10 Comparison of Total trips by Mode

Mode Peak Hour

Observed Synthesized Difference

2 Wheeler 270,692 252,531 -18,162

Car 63,200 58,519 4,681

IPT 108,297 105,813 2,484

Public Transport 6,950 6,272 658



2.7 Modal Split Modelling

2.7.1 Introduction

The third stage in travel demand modelling entails modal split as explained in Figure 2.13. The O-D

matrix was divided into number of matrices representing each mode. The preference for a transport

mode is one of the most important components of the UTPS model given the baseline scenario and the

expected shifts envisaged; specifically with reference to the Private-Public shift, a key policy goal in the

current context. Mode split models are used to model individual trip making behaviour.

Two types of model were considered for the said purpose:

1. Trip End Model:

2. Trip Interchange Model

Figure 2.13 Process of Modal Split

In trip end model trips are divided into modes before trip distribution stage. The transit share is

predicted based on variables like distance from CBD, income levels etc.

Trip Interchange Models are developed post the trip distribution stage and transit share predicted as a

function of:

• Relative Travel Time

• Relative Travel Cost

• Economic Status of Trip Makers

• Relative Service



Trip interchange model has been developed for the study area. The purpose of the exercise is to report

estimates of foreseeable changes to user preferences towards alternate mode choice in view of the

travel time and travel cost savings. Such estimates shall serve as important ingredients for developing

travel demand scenarios and assess changes in mode preference across horizon years. It is based on

the utility of a particular mode choice i.e. degree of satisfaction people derive from their mode choices.

The model uses the generalized cost associated with each mode. The model has been developed for

expected shift from Private to Public Transport using a set of discrete choice models. The model is in the

form of Logit Model which assumes the following form:

Pk = e u

k

----------

n

∑ e u

n

K = 1

Where,

Pi – Probability of an individual choosing alternative i

Ui – Utility function of mode i

N – Set of modal alternatives

The utility function however is defined using a PROBIT model defined as:

Uj = a0 + a1X1 + a2X2

Where,

X1 – Difference in Accessibility Index of Public and Private Transport

X2 – Operational Cost (Rs. /km)

For each of the mode the average cost and difference in accessibility index zone wise according to

private and public transport was calculated. A multi – linear regression has been developed to define the

utility function and then probability of choosing a particular mode is calculated.

2.7.2 Probit Estimation

It is easy to show that Pr(y = 1) = (x). This gives us the likelihood for both cases y = 0 and y = 1. Assuming

the observations are independent and identically distributed. it is easy to construct the sample log

likelihood. This can be maximised using standard nonlinear maximisation algorithms. The standard MLE

inference procedures give us the variance-covariance matrix of the parameter beta.

The trips generated so far are split into Public and Private Mode. A Logit Model framework has then

been developed for both the modes. The probability for each of the mode and the generalized cost for

both are calculated. The choice probability for public and private is calculated based on combined cost.

The parameters considered for generalized cost are:

• Travel Time (Min./km)

• Operational Cost (Rs./km)



For each of the mode the average cost and time saving is calculated. A multi-linear regression has been

developed to define the utility function and then probability of choosing a particular mode is calculated.

2.7.3 Generalized Cost Estimation for Modeling User Preference

Two types of cost components defined the generalized cost for the study area; an input that will be used

to model alternate travel choice in wake of envisaged improvements to transport infrastructure and

facilities; in particular the Private–Public shift across the horizon years. The said generalized cost

measure consisted of the intrinsic value of travel time spent and the upfront trip related expenses

incurred on alternate travel modes.

Operational Cost

A) Assumptions pertaining to Car usage:

• Car Mileage assumed - 11.7 Km/Litre

• Fuel Price - Rs. 53.25 per litre for petrol and Rs. 39.71 per litre for diesel as in March 2010

• Expense towards fuel @cost per Km - Rs 4.40 per Vehicle.

B) Assumption for Scooter / Motor Cycles Usage

• Two Wheeler mileage ( typical) – 45 Km/ Lt

• Fuel Price - Rs. 53.25 per litre as in March 2010

• Expense towards fuel @cost per Km – Rs. 1.35

C) Public Transport

The public transport fares tend to be telescopic.

1. average fare assumed per km is Rs. 0.50 for ordinary bus with Rs. 3.00 as minimum

2. Rs.0.75 for Pushpak buses with a minimum fare of Rs.4.00.

D) Intermediate Public Transport

The minimal auto fare charged is Rs.12.00 for first 2.0 Km. & for Taxi the corresponding number is Rs.

30.00 for the first 3 Km. A different rate is applicable thereafter. The weighted average fare for IPT per

km works out to Rs. 7.50/km (based upon respective Average Trip Lengths and trips performed by IPT

modes) and the same has been proposed for usage in model.

E) Modeling Public Transport Preference:

LOGIT ESTIMATION

Functional Form

where px measures the possible shift from private to public



The aforesaid exercise was undertaken for a regrouped set of 25 zones (clubbed from the 65 zone list)

for ease of analysis. The calculation of probability estimates is detailed below:

The above derived probability measures should be looked upon as ‘maximum plausible shift’ from

private to public modes (given the consistency of perceived travel time and cost savings as emanated

from survey findings). The actual shift in the short run can be approximated to 15% (based upon limited

research) of the said probabilities given improvements in public transport amenities/ infrastructure. At

an average the shift in the short run can be safely assumed at 8-10% for the study area.

The utility function defined using a PROBIT function for private transport is

Uj = -0.18 – 0.425 X1 + 0.159 X2

Where,

X1 - Difference in Accessibility Index between Public and Private Transport

X2 - Difference in Cost (Rs / km) between Public and Private Transport

Also, an attempt to improve the model, the exercise was repeated for the zone to zone pairs. The

parameters that were used for developing the probit model are generalized cost, Accessibility Index

(Public and Private) and cost saving between private and public mode.

The calculated probability of travel by private vehicles is 63%. The observed modal split for private

vehicle is 67%, which indicates the robustness of the model.

This model shall be used for planning public transport facilities for future. Studies show that for a

healthy travel mix, a modal split of 60% may go in favor of public transport.

2.8 Calibration and Validation of Traffic Assignment Models

2.8.1 Key Components – Network Preparation

A) Precise Network Representation

The different types of road in the network are distinguished, firstly, according to the capacity of

stretches of road, differentiating between dual and single roadways, etc. A 'Capacity Index' is used to

give similar roads of comparable capacities, although more precision is possible, say when on-street

parking reduces the capacities at certain locations.



B) Fixed Speed Links

These are the simplest form of network links and are appropriate when no significant congestion exists,

or when capacities are difficult to define, such as modelling 'All-day' (e.g. 12 or 16 hour) conditions.

However we have considered only “Peak hour Assignment” for the present exercise.

C) Links with Speed/Flow or Flow/Delay Relations

This form of modelling adjusts speeds on links according to the prevailing level of traffic flow and to

Speed/Flow or Flow/Delay relationships provided by the user. This provides a straightforward way of

modelling the effects of congestion on network links and enables a first order approximation, for

junctions as well (Reference here is to the Journey speed details to model travel time matrix).

The following table depicts estimates for traffic assignment for PT and non PT modes.

Table 2.11 Total number of Vehicles and trips Assigned

Vehicle Type Peak Period

Private Modes – Cars, 2W and IPT 25,378 PCU’s

Public Transport 14,596 Person Trips

Cycle 4,055 PCU’s

Note: PCU values adopted are Car: 1.00, Cycle: 0.50, Two Wheeler: 0.5 and IPT: 1.50

D) Zonal Calibration Factors

They were mathematically computed and tested against the one given by the software using the correct

non-linear functional forms.

2.8.2 Network Assignment Validation

Figure 2.14 shows the travel desire lines for the base year. The major corridor of movement can be

identified using this assignment. Also, validation of model needs to be done. Figure 2.15 shows the

assignment results for Adhichunchunagiri Road, Ashoka Road, Bogadi Road and Nilgiri Road.



Figure 2.14 Travel Desire Lines

H D Kote

Road

Nanjungud Road



Figure 2.15 Assignment Results (Gross Level)

Figure 2.16 SATURN Assignment

Ashoka Road

Bogadi Road

Nilgiri Road

Adhichunchunagiri

Road



2.8.3 Validation Statistics post Assignment of the Calibrated Matrices

The validation of results from the traffic assignment was carried out with a consistency check by using

screen line traffic flows and at selected mid blocks. The discrepancies observed across the most survey

locations were within 8% of the actual counts. Table 2.12 shows comparison of observed and assigned

flows across screen line.

Table 2.12 Comparison of Observed and Assigned Flows (Sample Results)

The difference between the assigned and observed flows should not be more than 10%. As it can be

seen, the above difference is within the range of 10%, thus the model developed is acceptable and can

be used of future scenario building.

The travel demand model developed for the base year is validated by assigning updated travel trips for

both private and public transport to their respective networks. The assigned volume on the network was

then compared with the observed volume at screen lines/midblock of study area. The discrepancies

observed across the most survey locations were less than 10% of the actual counts. The estimated travel

under various parameters of the study area in terms of average network speed, total vehicle hours/km,

total passenger hours/km etc. is given in Table 2.13.

Table 2.13 Estimated Travel under various parameters - 2009

Vehicular Trips Assigned (Peak Hour) 89,184

Vehicular Trips Assigned - Private (Peak Hour) 68,671

Vehicular Trips Assigned – PT (Peak Hour) 20,512

Average Network Speed 23.00 Kmph

Passenger Km – (Peak Hour) 3,58,520

Passenger Hour – (Peak Hour) 9,55,410

Vehicle Km – (Peak Hour) 2,59,458

Vehicle Hour (Peak Hour) 7,204

Peak hour assignment for the base year and the major corridors are given in Figure 2.17.

Location Assigned Observed Difference % difference

Ashoka Road 52,040 48,760 3,280 6.3%

Banni Mantappa

Road 47,365 43,957 3,408 7.2%

Bogadi Road 28,957 30,011 -1,054 3.64%

Church Road 57,094 53,255 3,839 6.72%



Figure 2.17 Peak Hour Assignment

From the assignment as shown in Figure 2.17, it is observed that the traffic volume is high on the radial

roads and some major roads leading to city core area.

The list of mobility corridors

are as follows:

• Chamaraj Double Road

• Ashoka Road

• Bangalore Nilgiri Road

• Sayyaji Rao Road

• Mahadevpura Road

• Church Road

Figure 2.18 Major Corridors



2.9 Conclusions

The travel demand model for the study was formalized using the UTPS framework. It is used to validate

the estimates of traffic and model the travel pattern as obtained from primary surveys. The following

are the key concluding remarks:

i. The detailed operational model was able to replicate and validate much of the travel and traffic

patterns on the primary/secondary network and across screen-line points

ii. The validation exercise bought out limited discrepancies with respect to midblock data

consistency (when compared to model flows).

iii. The exercise clearly models the shift in consumer preferences towards alternate mode choice

(to be used as an input in subsequent analysis) on account of savings on travel cost and time

iv. The developed travel demand model is fully operational and can be subjected to scenario and

sensitivity testing across horizon years owing to endogenous and exogenous interventions.



CChhaa pptt ee rr 33 TTrraa nn ssppoorrtt IImm pprroo vveemm eenn tt SS tt rraa tt eegg iieess

3.1 Introduction

Mysore is a rapidly growing city and travel demand will continue to grow. There is no escape from

having to decongest some of the highly choked areas and intersections in the city. This is also being

suggested because long idling of motor vehicles at crowded intersections and corridors adding to

pollution of noise and air. Measures have to be suggested to discourage the use of motor vehicles and

attract a large part of the growing travel demand to be made by public transport and non-motorised

modes.

Considering the status of progress in various fronts that have already been initiated in Mysore, the road

to an integrated urban transportation strategy is fraught with difficulties. The process will be costly in

terms of time, money and effort to be invested in such an exercise. However, the cost of not doing the

integration is far higher than that of doing it and the resultant situation, if the integration is not done,

will be far messier than the process of doing it. Therefore, the following initiatives are recommended.

The above strategy is sought to be implemented through the following broad approaches:

• To identify the mobility corridors along which high capacity public transport system such as BRT /

Monorail / Metro etc to be developed on the basis of a technical and economic feasibility

• Improving operations of public transport so that there is significant shift of modal split towards

public transport.

• Providing alternative routes for those having to enter the core city area even when their journey

does not begin or end in this part of the city. For this purpose, ring corridors have been suggested to

enable the core city area to be bypassed.

• Providing bypass routes for long distance commuter and truck traffic so that they do not have to

travel through the city roads.

• Identifying feeder systems that connect different pockets and wards in the city to the most

convenient point in one or more of the mobility corridors

• Developing dedicated cycle and promoting NMT and pedestrian facilities

• Pedestrianizing important portions of the core city area and linking them with strategic parking

places to encourage people to walk in such areas

• Intersection improvement plans in a few heavily congested intersections/intersections to reduce

idling traffic

• Road Safety Initiatives and programs

• Policy level intervention that would discourage the use of personal motor vehicles

• Reform and strengthen the institutional arrangements for managing and regulating the transport

system in the city

An important aspect that would be considered while preparing the plan would be to maintain the

historical landscape of the city. Thus no steps would be taken that would lead to change in the skyline of

the historical city.

The Traffic Transportation Plan for Mysore will be addressed through a multi-prolonged approach.

Solutions for complex transport improvements cannot be achieved by a single strategy. The following

strategies need to be adopted in tandem to meet the various goals set for Mysore.

1. Land use and Transport Strategy



2. Development of Mobility Corridors

3. Public Transit Improvement Strategy

4. Non – motorized transport strategy

5. Freight Management Strategy

6. Traffic Engineering Measures

7. Travel Demand Management Strategy

It is important to note that each of the above strategies is equally important and order of listing does

not imply priority. Each of the broad strategies includes sub strategies of immense importance. The

strategies when implemented through specific projects shall fulfil the goals and objectives of CTTP. The

Table 3.1 gives the strategies and sub – strategies. The sections below discuss these strategies in detail.

Table 3.1 Transport Strategies and Sub-strategies

S.No Strategies Sub – Strategies

1 Land use and Transport

Strategy

Structural Form of Urban growth and Transport

Strategy

Proposed Density Patterns

Relocation of Activities

Development of Commercial Hubs

Development of Heritage Core

Development of Green Areas

2 Development of Mobility

Corridors

Definition of Hierarchy of Roads, strengthening,

upgrading

Missing Links, promotion of PT, IPT and NMT

3 Public Transit Improvement

Strategy

Bus Augmentation / Route Rationalization

Higher Order Mass Transit System Strategy

4 Inter modal Integration

Integtarted Public Transit Network Planning

Integrated Fare Policy and ticketing

Intermodal Stations to minimize delay / transfers

Intelligent Transportation System (ITS)

Access to the public transit network that includes

integration with auto rickshaws, taxis and NMT

modes like cycle etc.

Park and Ride facilities along mobility corridors

Institutional integration

5 Non – motorized transport

strategy

Dedicated Cycle Tracks

Cycle Parking Areas

Safety Measures for NMT at intersections

6

Freight Management Strategy

/ Passenger and Commercial

Terminal

Restricted delivery times in CBD

Use of alternate modes for movement within the

city, Development of Freight Corridors

Develop Freight Terminals / warehouses on the

periphery of the city



3.2 Land-use and Transport Strategy

The Present Land Use and Master Plan Vision

The Mysore Master Plan 2021 is under preparation. In absence of the same, a series of discussions were

undertaken with the stakeholders for understanding the broad strategies for development.

Development of the region has been concentrated along the main roads, and the core area where the

palace and market are currently situated within the city. Future development is being planned to

decongest the city center. In prime locations of the city situated along the main roads of the city v.z.

Palace Road, Devraj Urs Road, Ashoka Road, Kalidasa Road, KRS Road, Bannur Road, JLB Road,

Dhanvantri Road etc. residential units comprising of individual houses are being developed in the form

of apartment buildings. Departmental stores, supermarkets and large format stand alone stores are

coming up all over the city. High street retailing is flourishing in the region.

The new residential areas being developed are Bugatahalli, Yandahalli, Uttanahalli, Kupaluru,

Mandakalli, Hadajavu, Keargalli, Bervadi, Huyilalu, K Hemanahalli, Sadanhalli, Sidalingapura, Beragura,

Havurahalli.

The new commercial areas being developed are on Bangalore Sreerangapatna road, T. Narsipur Road

and Bannur Road. The land allotted for commercial development is 4 – 5 acres on each of these roads.

Along with this, another new industrial area being developed is Karkoda with an area of 250 acres that

would generate an employment of 5000 – 6000.

3.2.1 Development of Heritage Core

Mysore, being a heritage city, requires special attention in integrating the traffic transport plan with the

city cultural aspects. Discussions with the stakeholders have revealed that there are plans for heritage

and urban renewal of city core. The inputs for developing this strategy have been taken from the study

“Heritage and Urban Renewal of Heritage Core” by Stup Consultants Private Limited.

The Mysore Palace, placed at the heart of the city, has created a special interest for the tourists over

thousands of years in the past. At present, the city core is losing its charm as the roads around this

palace have been encroached by commercial developments. The vicinity around the Palace has

haphazard growth without proper regulations. The city bus stand operating just beside the palace has

made the place congested and the vehicles parked on the roads have worsened the condition.

In view of above, the area around the Mysore palace and the Jaganmohan Palace has been proposed

to be declared as heritage core with a unified image of maharaja’s era. The area delineated as heritage

core of Mysore City consists of the following prominent heritage structures and precincts as given in

Table 3.2:



Table 3.2 List of Heritage Precincts in Mysore

Amba Vilas Palace (Mysore Palace)

The road and area around the palace area

Pushpakashi

Gun House

Other palace buildings

Rangacharlu Town Hall

Lansdowne Building

Jaganmohan Palace

The access road to Jaganmohan place

Woodlands cinema hall

Mysore Medical College

Dufferin Clock tower

K. R. Circle

Chamrajendra Circle

Silver Jubilee Clock Tower

Gandhi Square

Harding’s Circle

St. Philomena’s Church

Devraja Urs Market building

Free mason club

K. R Hospital

Ayurvedic Hospital

Chamrajendra Technical Institute

Figure 3.1 Roads proposed to be developed around the palace

Department of Tourism proposes to develop the road around the palace as shown in Figure 3.1, starting

from Harding Circle, around the southern gate of palace till K. R. Circle keeping in view the heritage and

grandeur of the city. There are four stretches envisaged for development as follows:

1. Stretch 1: Bangalore Nilgiri Road measuring 536.3 mts and proposed for widening. (Figure 3.2)

2. Stretch 2: the road in front of the main palace gate measuring 489.3 mts, proposed for

pedestrianisation. (Figure 3.3)

3. Stretch 3: the road behind gun house till Sri. Rachaiah Circle covering both Sri. Shivarathri

Rajendra Circle and Basaveshwara Circle, measuring 649.0 mts. (Figure 3.4)

4. Stretch 4: From Sri. Rachaiah Circle till K.R. Circle, measuring 652.5 mts. (Figure 3.5)



Table 3.3 Traffic Impact assessment of Pedestrianisation of Stretch 2 on stretch 3

2018 2023 2028

V/ C without pedestrianisation

Stretch 2 0.3 0.4 0.4

Stretch 3 0.5 0.5 0.65

V/C with pedestrianisation

Stretch 2 - - -

Stretch 3 0.65 0.7 0.85

The Table 3.3 above presents the comparison of estimated V/ C ratio of stretch 2 and stretch 3 in

subsequent phases with and without Pedestrianisation of stretch 2. The values clearly show that if

stretch 2 is pedestrianised it would lead to increase in V/ C ratio of stretch 3 above 0.7 in horizon year

2028, hence Pedestrianisation of stretch 2 will have to be accompanied by certain traffic management

measures in stretch 3 in phase 3 for efficient traffic movement.

Stretches identified for Development

Figure 3.2 Typical Road Section – Stretch 1






The traffic and transport initiatives to be taken for

developing this heritage core are:

1) Development Regulations to be stricter and different

from the rest of the city

2) The key interventions to enhance the conservation area

are:

• Pedestrianization – Designed Heritage Trail

• Controlled Parking

• Enhancement of public spaces.

• Provision of street furniture and street lighting

• Signage and information for tourists.

• Restriction of parking vehicles beside the palace and on

the roads in this heritage core.

3) A separate Tonga/ bicycle/ battery Vehicles tract is

proposed along the “heritage Trail” proposed by the

heritage department, where tourists can enjoy tonga/

Bicycle/ battery vehicles ride, and feel the Heritage

grandeur of Mysore.



4) The widening of Bangalore- Nilgiri Road is also proposed for the same purpose.

5) Signage, directions signs and road name signs are proposed to be installed.

6) Footpaths, streetlights etc in the palace premises needs to be maintained and to be made in the

same ancient style.

The development also includes a parking lot, which is intended to relieve the city centre of the

substantial traffic congestion while serving to be a boost for development of business in the city core

and rejuvenate the old-parts of the city.

Consultants propose that the existing parking next to the Palace wall on stretch 2 shall not be used for

vehicular parking anymore. Instead, the area shall be developed as a hawking zone/ informal bazaar and

the entire parking demand shall be catered by the parking lots proposed to be developed in section 3.9,

Part 1 of the report. Also, it is proposed that the palace gate in front of the exhibition hall shall be used

as the entry gate and other gates shall be used as the exit gates only, with dedicated parking bays for

the Non- motorised IPT modes.

Along the Heritage trail two kinds of Tourism paths are proposed, one shorter path and one full path to

benefit the Tourists. A separate tonga/ bicycle/battery Vehicles tract is proposed along the “heritage

trail” proposed by the heritage department, where tourists can enjoy tonga/Bicycle/ battery vehicles

ride, and feel the Heritage grandeur of Mysore.

3.3 Mobility Corridors

Roads can be classified based on their functionality as Arterial, Sub – Arterial, Collector / distributor and

local streets. This is important to standardize the design and management of the roadways. Even though

the hierarchy of roads exists in Mysore the roads are not maintained according to the required

standards. By designating roads as mobility corridors, these corridors should get priority for increasing

the through put as well as to ensure desirable speeds of traffic.

Mysore has a ring and radial system. Primary survey and secondary data review suggests that the

corridors like Hunsur Road, Bannur Road, KRS Road, Bangalore Road, Mahadevpur Road, Nanjangud

Road, HD Kote Road and Bogadi Road and new roads, established by the network strategy need to be

made as mobility corridors. In essence, a mobility corridor maximizes throughput of people focusing on

mass transport and NMT, rather than vehicular traffic.

Various roads identified to be developed as the mobility corridors are:

3.3.1 Outer Ring road (ORR)

The existing cross section of the Outer Ring Road varies from 2 Lane Undivided to 4 Lane Divided. Under

the JNNURM approved projects there is a proposal of upgrading 2 lane outer ring road to 6 lane along

with service road from Mysore- Bangalore road to Mysore-Nanjungud road.

There is a proposal to complete the ring road section from Nilgiri Road intersection to T. Narsipur Road

Intersection. It is necessary to complete the ring road as it would help in decongesting the city.

The Table 3.4 gives the Ring Road details.



Table 3.4 Ring Road Details

S.N. Link Start Point Link End Point Length

(Kms) Existing C/ S

1 Teresian College Mahadevpura Intersection 3.3 4 – Lane Divided

2 Mahadevpura Intersection Bangalore Intersection 4.2 4 – Lane Divided

3 Bangalore Intersection KRS Brindavan

Intersection 3.6 2 Lane Undivided

4 KRS Brindavan Intersection Hunsur Intersection 5.3 2 Lane Undivided

5 Hunsur Intersection Bogadi Intersection 3.8 2 Lane Undivided

6 Bogadi Intersection HD Kote / Ramkrishna

Intersection 2.3 2 Lane Undivided

7 HD Kote / Ramkrishna

Intersection Tatgalli 5.4 4 Lane Divided

8 Tatgalli Nilgiri Road Intersection 4.2 2 Lane Undivided

Total 32.1

3.3.2 Intermediate Ring road

The intermediate ring road is not a new road. It is proposed along with the existing roads only. But it is

proposed to increase its width to 30m. It starts from new Kantharaja Urs Road and passes through

Vishwamanava Double Road, Bogadi Road, Open Air theatre Road, Hunsur Road, Gokulam Road. The

existing road in Manjunatha pura and in front of Ideal Jawa up to Highway Circle and then passes

through Bannimanatapa, old Bangalore-Mysore Road, Hydarali road, Karanji Tank Bund Road, Race

Course road ,Bangalore –Nilgiri Road, J.L.B Road and joins Kantharaje Urs Road. The width of this

intermediate ring road along Kantharaje Urs Road has been retained at 24m.

3.3.3 Inner Ring road

This inner ring road is also not a new road but its alignment is proposed along the existing roads and its

exiting width is proposed to be widened to 30 m. It’s width within the reach of Shesadri Iyer road and

Sawday road are kept as 24 m whereas in other stretches it has been proposed as 30 m. The inner ring

road starts from Sawday Road and passes through Bangalore-Nilgiri Road, Chamaraja Double road, J.L.B

Road, Shesadri Iyer road and then joins Sawday Road.

The CTTP emphasizes the importance of strengthening the ring and radial system of traffic flow. This

would also require some of the other ancillary network to be strengthened for establishing a robust

network for smooth flow of traffic.

3.3.4 Important Radial Roads

The radial roads are the main arteries of a city and act as a link between the city and the surrounding

areas. The seven radial roads proposed to be developed as mobility corridors are:

1. Bangalore Road

2. Bogadi Road

3. Hunsur Road

4. Nanjangud Road

5. KRS Road

6. Mahadevpura Road

7. H D Kote Road



3.4 Public Transit Improvement Strategy

One of the strategies identified as part of the vision is to increase the public transport share to 60%. The

existing level is about 23% and in the future if nothing is done it is estimated that the share will

deteriorate even further. For this purpose various technology alternatives in public transport are being

considered.

The existing modal split in favour of public transport is 23%. To increase the public transport trips to 60%

various technology alternatives in public transport are being considered. The alternate scenarios are:

• Do Nothing

• Augment KSRTC operations

• Route Rationalization of KSRTC operations + BRT

• Route Rationalization of KSRTC operations + BRT + Ring and Radial Corridor development

A) Do Nothing

This scenario assumes that no major improvements are anticipated. The changes contemplated will be

limited to most improvement options such as providing bus shelters etc. The existing urban transport

model is used to simulate the traffic characteristics under this scenario and results are shown and

discussed in Sec 6.1

It may be seen that as per the current characteristics of supply and demand of public transport, the

share would reduce from the current level of 23% to 21% in 2018, 19% in 2023 and 18% in 2028.

Consequently this scenario is untenable and other public transport improvements are necessary. The

calculations are given in Table 3.5. The PT trips have been worked out based on the fact that the current

load factor is 72.80%. Assuming, no increase in fleet and subsequent increase in load factor, the number

of PT trips the system can sustain over the horizon years.

Table 3.5 Projected Modal Split in Do – Nothing Scenario

2009 2018 2023 2028

Total Demand 8,91,838 10,93,686 12,45,139 14,17,565

Load Factor 72.80% 80% 85% 90%

PT Trips 2,05,122 225409 239498 253586

Modal Share 23% 20.61% 19.23% 17.89%

B) Augment KSRTC Operations

Before any serious public transport corridor plan is proposed, it is important to utilize and upgrade the

existing bus based mixed traffic public transport. There are 258 buses which ply in Mysore on various

intra city routes with an average load factor of 72% that leads to a transit share. There is a need to

rationalize the bus route system, with adequate frequencies in the required routes. KSRTC which is the

central authority should control all the operations. The services offered should be through a variety of

bus sizes suitable for various segments and services along with ITS applications.

One of the easiest and quicker ways of increasing public trips is through the provision of bus fleet

augmentation. Before any serious public transport corridor plan is proposed, it is important to utilize

and upgrade the existing public transport. As part of this scenario, KSRTC will be required to increase the

existing fleet with most likely additional routes as well. The services offered would be through a variety

of bus sizes suitable for segments and services without ITS operations.



The bus fleet augmentation should focus on modern buses where choice of bus technology is important,

as it will strongly influence the system’s performance and commuter perceptions. Vehicles have direct

impact on speed, capacity, environmental friendliness and comfort.

The existing urban transport model is used to simulate the traffic characteristics under this scenario and

the results are shown and discussed in Sec 6.2. It may be seen that as anticipated the public transport

modal share increases from the current level of 23% to 40% under this scenario. However the forecasted

modal share is still short if the goal is 60%. It is imperative that additional strategies are required to

significantly increase the public transport modal share.

C) BRT Based Public Transport Plan

One of the successful ways of increasing the public transport trips in addition to the fleet augmentation

is to increase the speed and capacity of the public transportation system by way of dedicated public

transport corridors. A public transport corridor is an alignment mostly on existing transport network

system with at grade or grade separated supported by dedicated carriageway to carry public transport

trips. The forecasted trips are used to designate the type of the public transport corridors in terms of the

capacity requirements. The traffic flows of the corridors, desired line data, future growth centers and

the transport model were used to identify various “public transport corridors”.

Mysore’s Study on BRT (Introduction of Bus Rapid Transit System in Mysore- Detailed Project Report,

July 2007) identifies 18 corridors / routes for BRTS, based on earlier studies and some fresh surveys.

Various parameters such as ROW, ridership etc. are considered in the determination of the routes. The

18 routes thus identified, adding up to 161.00 kms are listed in Table 3.6. This project was accorded an

“in – principle” approval by the JNNURM.

Over and above the fleet augmentation, the BRTS corridors developed by iDeCK (Infrastructure

Development Corporation (Karnataka) Limited) are assumed for implementation and the urban

transport model is used to forecast the travel characteristics under this scenario, the results of which are

shown in Sec 6.3.

Table 3.6 Identified BRT Corridors

S.No. Corridor Length (Km) ROW (m.)

1 Ilwala to Mellahalli 23.67

30 - 45

2 KRS Road to Kadkola 36.82

3 Bogadi to Mahadevpura 20.94

4 Srirangapatna to Udburu Cross 33.12

5 Outer Ring Road 45.00

The BRT alone will not be able to achieve the targeted modal split. It is necessary to compliment it along

with a strong feeder and public transport operations. This has been described in the sections below.

D) BRT and Ring and Radial Roads Based Public Transport Plan

In addition to the BRT corridors the following three circumferential and radial corridors are considered

for implantation.

• Inner Ring Road ( No Construction)

• Intermediate Ring Road (No Construction)

• Outer Ring Road ( Partial Construction)



The details of these corridors are given in Section 3.6, Part 1.The seven radials as proposed to be

developed are:

1. Bangalore Road

2. Bogadi Road

3. Hunsur Road

4. Nanjangud Road

5. KRS Road

6. Mahadevpura Road

7. H D Kote Road

The introduction of BRT and the strengthening of the ring and radial system of road are tested in

Scenario 3 (Section 4.3, Part 2). KSRTC is developing / expanding operations at 5 satellite bus terminals

in Mysore. These are:

1. Kuvempu Nagar

2. RS Naidu Nagar

3. Sathgalli

4. Ilwala

5. Chamundi Hill

The map of the city and sub – urban bus terminal locations is given in Annexure XII.

E) Route Rationalization of KSRTC operations + BRT + Ring and Radial Corridor

development

The traffic scenario as anticipated in 2018 and above would have some corridors emerging which would

have phpdt more than 20000. In such cases, it is difficult for the BRT to manage the demand on a single

route. It is necessary to strengthen the public transport operations on corridors apart from the

identified BRT corridors. This would require route rationalization of KSRTC operations, and ring and

radial development of the city along with BRT development.

3.4.2 Bus Terminals

An assessment was done at the city bus terminal to ascertain the facilities provided in the bus terminal.

It helped identify the issues and weakness of the terminal. Some changes or improvements have been

suggested for smoother operations.

The exit of city buses on Sayyaji Rao Road causes hindrance to the moving traffic. The lane should be

widened so as to provide sufficient distance for the buses to merge in smoothly with the moving traffic.

Also the same exit/entry point of city and moffusil buses leads to vehicular conflicts. The exit/entry point

should be defined distinctly so as to avoid any conflicts as shown in Figure 3.6.



Figure 3.6 Traffic Conflict

There is complete lack of pedestrian facilities at City bus terminal leading to conflict between buses and

pedestrians. Platforms should be provided with facilities like sitting arrangement, installed with ITS

systems for the convenience of passengers. Intelligent Transport Systems comprise a wide range of

novel technology tools for managing transport networks, and providing services for travelers. Collection,

processing, integration and supply of real time information form the core of ITS functions. ITS allow

network operators to manage their networks more effectively and travelers to make better informed

decisions about their journeys.

A conceptual plan for the terminal is given below in Figure 3.7 and Figure 3.8. The proposed pedestrian

facilities are shown in Figure 3.9.

Figure 3.7 Conceptual Plan



Figure 3.8 Conceptual Plan

Figure 3.9 Proposed Pedestrian Facilities

As the Sub – urban Bus Terminal is under construction, it is not possible to conduct a similar review

exercise. Thus a similar exercise needs to be conducted for the Sub – urban Bus Stand before operation.

The parking facilities, pedestrian facilities should be in accordance with the safety requirements.



3.4.3 Intermediate Public Transport

The city has only motorized IPT modes, Tongas operate in limited area for tourist purposes. There are

16,000 auto rickshaws in the city. Also, there are large number of taxis available which are used as

intermediate public transport. Mysore had 12 % of trip by Intermediate Public Transport / 3 – Wheelers.

Special effort has to be taken to accommodate these in the transport plan. The parking of 3 – W at

strategic locations like Railway Station, Bus Station, Zoo, Palace have to be given importance. The IPT

parking is primarily short term parking. Requirement of parking at all commercial, tourist, industrial and

institutional locations. The areas identified for IPT parking are as follows:

• Railway Station

• Zoo

• Palace

• Harding Circle

• Devraj Urs Road

• Kalidasa Road

• Sayaji Rao Road

As a policy, IPT parking lots need to be earmarked on all major arterial roads and commercial land-use

areas.

3.5 Intermodal Integration

Any public transit system is incomplete without intermodal integration. Intermodal integration involves:

• Integrated public transit network planning

• Integrated fare planning is imperative for seamless travel between modes. To promote

comprehensive and integrated fare structure and payment technology accepted by all

participating parties by coordinating all the public transit organizations related to different

modes.

• Integration of Parking Facilities along with Public Transport Facilities

• Planning of feeder services along with mass rapid transit system

• Integration of Bus Stations with bicycles, other NMT modes like cycle – rickshaws, IPT modes like

taxis and auto rickshaws, provide park and ride facilities, and also integrate with other public

transport modes.

• Bicycle integration would include connection of bicycle ways to the station, bicycle parking

facilities and rental facilities.

With the extensive planning of Public Transport facilities and integration of the same with the heritage

core, it would be imperative to identify locations for intermodal stations.

3.6 Non – motorized Transport Strategy

About 33 - 35 % of the trips in Mysore are made by Walk and Non – Motorized Transport (NMT). To

ensure more and safe NMT trips, provision of foot path, pedestrian crossing facilities and slow moving

vehicle lanes are proposed as NMT Plan.



3.6.1 Strategies for providing Pedestrian Facilities

A significant portion of the trips (23 %) are made completely by walk. A comprehensive walking network

is necessary for having an environment conducive to walking. While all categories of roads should have

footpaths, other public spaces should also be utilized to provide a better walking environment. Owners

of private land should also be encouraged to provide pedestrian facilities so that continuity of network is

maintained.

Typical Segregation of NMVs

Footpaths

A significant portion of the trips (23 %) are made completely by walk. Sidewalks have valuable

community benefits. The following is suggested for the installation and maintenance of footpaths:

• Foot path is to be constructed on the proposed mobility corridors and also the secondary

arterials, as a minimum requirement. It should also be provided in all the residential roads,

wherever possible.

• A minimum usable width of 1.5 meters should be provided for footpath and wherever possible a

width of 2.0 meters for all roads.

• Encroachments on footpaths to be removed. Any further obstruction like tress etc to be

relocated.

• The footpath design should be comfortable to all class of users. The height should be easily

accessible by children, old people, women, etc. Also, it must discourage two wheelers using the

footpath.

• At signalized intersections, pedestrian zebra crossings must be clearly marked

• Footpaths at all busy intersections must be provided with handrails to enforce pedestrian cross

at zebra crossings

3.6.2 Road User Hierarchy

Road User hierarchy should be defined after understanding the local situation, meeting the needs of all

road users. In order to provide supportive environments for walking, such a hierarchy should give

precedence to pedestrians. In terms of road user hierarchy, pedestrian should be at the top of the

hierarchy on all roads except on primary arterial high speed corridors. This principle may be changed

under exceptional situation as per the local requirement.

From the pedestrian safety and security point of view, planning and design of pedestrian facilities should

encompass measures that aim at traffic and speed reduction. For traffic reduction, road engineering

techniques have an important role to play. This could be done through increasing journey times for

drivers, deterring them from using certain roads unless they have business in the area, reducing vehicle

volumes to achieve an improved environment, especially in regard to neighborhood severance, reducing

vehicle volumes to create the opportunity to reallocate road - space to favor pedestrians and reducing

the likelihood of a collision between a pedestrian and a vehicle through separation in space.



3.6.3 Grade Separation

This can be achieved by providing- space separated facilities as per the pedestrian grade separation

guidelines recommended. Also, wherever required, ‘Pedestrian-Only’ areas should be provided, for

example, parts of CBD (K R Circle, Sayaji Rao Road, Devraj Urs Road etc.). They create the optimum

conditions for pedestrian’s freedom of movement and road safety, and are beneficial where there is

heavy pedestrian activity, retail or mixed development, and a high number of pedestrian/vehicle

conflicts. Grade separated pedestrian crossing facilities must be located on mobility corridors and near

pedestrian intensive land uses. Mysore is a heritage city and hence, the available options for types of

pedestrian crossings that can be developed are:

1) Zebra Crossing

2) Special Signals consisting of electric lamps or light – emitting diode

3) Subways

4) Special Signals and Markings for pedestrian movement and to stop vehicles in the way of foot

traffic

5) Pedestrian refuges

6) Pelican Crossings

Pedestrian Crossing as shown in Figure 3.10.

Figure 3.10 Pedestrian Crossing Design

Considering the available options and requirements at various locations in the city, the proposed

location and type of pedestrian crossing to be used are discussed in Error! Reference source not found..

3.6.4 Traffic Calming

For speed reduction of vehicular traffic for increasing the safety of pedestrians, traffic calming should be

used. Traffic calming is a technique where engineering measures are used to reduce speeds and

volumes of motor vehicle traffic in local areas. Although it is commonly associated with local roads,

some measures can be adopted on roads higher in the hierarchy where the danger to pedestrians may

be greater.

Traffic calming generally requires the physical diversion of a moving vehicle horizontally or vertically,

sometimes accompanied by measures that have a psychological effect on drivers, encouraging them to

reduce their speed voluntarily. The technique has an important role to play in reducing the speed of

traffic and creates better environment for pedestrians, cyclists and other non motorized vehicles. It

reduces the accident and associated severities. In this regard an area wise approach should be used and

possible measures as suggested below could be adopted:

• Speed breakers or humps



• Speed cushions

• speed tables

• Rumble strips

• Entry treatments

• Road narrowing or chicanes

• Pedestrian facilities

• Landscaping and environmental features

• Speed limit signs

• Mini roundabouts

• Road closures

• Mid-block kerb extensions

• Intersection kerb extensions

3.7 Road Safety Awareness Programme

Road Safety is about engineering, education, enforcement, emergency and encouragement. With the

engineering and enforcement measures being improved it is also important to improve the road safety

awareness amongst the road users. Road safety campaigns are most likely to be successful if advertising

is only one element in a total campaign, with specific tasks to be undertaken. Usually, behavioural

changes will not be among the outcomes that can be accomplished by the campaign by itself. Road

safety mass media campaigns can achieve, and have achieved, the following:

• An increased awareness of a problem or behaviour;

• A raise in the level of information about a topic or issue;

• Help in the formation of beliefs, especially, where beliefs are not held formally;

• The establishment of a topic as more salient;

• Sensitization of the audience to other forms of communication

Mysore Traffic Police celebrates the Road Safety Week and has regular activities to spread the message

of road safety. The schools, colleges, NGOs, and CBOs have to be regularly involved in the road safety

activity. Road Crossing events, painting competitions, slogan writing competitions etc should be

organized to spread the importance of safety.

3.8 Freight Management Strategy

Freight transport management includes various strategies of increasing the efficiency of freight and

commercial transport. Measures like restricted delivery time in central business district and important

corridors for freight movement.

A truck terminal can be planned at the Race Course which would accommodate this informal setup of

truck stands. These trucks should be restricted for use within the city. The entry of trucks in the heritage

core should be completely banned at any time during the day.

Other measures that should be taken are:



a. Encourage use of small and medium size vehicles. The advantage of using these would be to

minimize the impact of large freight vehicles in the city area

b. Rationalize delivery systems so fewer trips are needed to distribute goods

c. Change of delivery times to reduce congestion

d. Have a central authority which regulates the freight operations

The APMC Yard is at Bandipalya, Mysore. The area of the yard is 159 Acres. It deals with primarily

agriculture products. It has four gates. 2 gate on Ooty road, 1 gate on Uttanahalli and 1 gate on

Nandipalya. At APMC 79% of the trips are from within the state while 21% of the trips are inter – state

trips. Maximum trucks come from Raichur, Gulbarga, Hassan etc. Total number of lorries coming per day

is 100. Average number of trucks from one location is 5 – 10 with permissible weight of Trucks is 10 – 15

tonnes. The morning and evening peak hours is from 5.00 a.m to 6.00 a.m. and 10 p.m – 11.00 p.m

respectively. The access roads at each of the 4 gates mentioned above are 2 lane divided road. With the

expansion of APMC Yard, it would be necessary to widen the access roads.

3.9 Traffic Management Strategies

Traffic Management Strategies are classified under the following sub-heads:

• Intersection Improvements

• Area Traffic Control Systems

• Traffic Management Measures

• Safety Measures

• Parking Management Measures

3.9.1 Intersection Improvements

Intersections are the major sources of bottlenecks in the transportation system. Depending on the

volume of traffic and the topography of the intersection, it is important to decide the kind of

intersection to be developed. Intersections that satisfy the IRC traffic signal warrants must be installed

preferably with demand responsive traffic signals. As traffic delays continue to increase at intersections,

the following traffic management measures must be considered before any major improvements.

• Reduction of number of phases

• Restriction of right turns. The restricted right turn traffic must suitably be rerouted through

indirect right turns or U – turns etc.

• Widening the intersection mouth to increase the approach capacity

• Coordinating traffic signals on adjacent intersections using ITS

• Installation of medians and closing the cross street to divert traffic to other high capacity

intersections if feasible

• Improving one way rule

The saturation flow for each intersection need to be studied and based on it a detailed proposal needs

to be drafted. Often a intersection problem gets solved by synchronization of traffic signals in the

corridor.

Some intersections that need improvement are listed below and shown in the Figure. A detailed

engineering study should be conducted for each of the intersection to come up with specific design

solutions. The intersections are:



• Nazarbad Circle

• DPO Circle

• FTS Circle

• Five Light Heritage Circle (BN Road)

• Gun House Circle

• Chamundipuram Circle

• Rana Circle

• F.K Irani Circle

• MLS Circle

• Kempegowda Circle (Gokulam Circle)

• Trinetra Circle

• Surya Bakery Circle

• Krishna Devaraya Circle

• Lokaranjan Circle

• Balal Circle

• Tippu Circle

• Harding Circle

• LIC Circle (Millenium Circle)

The intersections selected for improvement are given in Annexure XIII.

The appraisal of Harding Circle and KR Circle has been done in the following intersection. The suggested

improvements for these intersections are given below:

A) Harding Circle - Proposal

The proposed design as shown in Figure 3.11, keeps in view the limitation regarding the increment in

ROW. Thus, the existing ROW has been utilized to provide better NMT and pedestrian facilities as well as

increase traffic speed. The proposed lane configuration is given in Table 3.7.

Table 3.7 Proposed Lane Configuration – Harding Circle

• Carriageway has been proposed as per standards

• Proposal includes a roundabout to minimize traffic conflict

• Separate bus lane at arm A leading to City Bus Stand

• Dedicated cycle path and pedestrian facility on all arms

Arm Road Name Existing

Row

Proposed

Carriage

Way

Bus

Lane

Lane

Divider

Cycle

Lane

Foot

path

NMT

Divider Total

A Albert Victor

Road 27.3 14 5 1.3 3 3 1 27.3

B Chandra

Gupta Road 15.5 7 0 0 4 3 1.5 15.5

C Theobald

Road 14.8 7 0 0 4 3 0.8 14.8

D Mirza Road 15.9 7 0 0 4 4 0.9 15.9

E Lokaranjan

Mahal Road 17.4 14 0 0.4 0 3 0 17.4

F B N Road 22 14 0 1 3 3 1 22.0



• Provision of slip connections between arm A-B, C-D, E-F to allow traffic interchange between

lanes without approaching the intersection, thus decongesting the same

Figure 3.11 Harding Circle – Proposed Layout

B) K R Circle – Proposal

• Dedicated footpaths and cycle tracks for

Non Motorised Transport

• Interconnected underground subways for

facilitation of movement across the road

for pedestrian traffic



Figure 3.12 K R Circle – Proposed Layout

The Figure 3.13 below shows approach for the sub way as visualized at the K.R.Circle

Figure 3.13 Entrance to the Subway



3.9.2 Signal Coordination and Optimization

Traffic Signals have been installed at some of the intersections in Mysore. Some of them are not

functioning presently. Some of the intersections that need to be signalized are listed below.

• Harding Circle

• Akashwani Circle

• Teresian College Circle

• Nazarbad Intersection

When properly used, traffic control signals are valuable devices for the control of both vehicular and

pedestrian traffic. They assign the right of way to the various traffic movements and thereby profoundly

influence traffic flow. Traffic control signals that area properly designed, located, operated and

maintained will have many advantages. Traffic signal types, spacing, phasing, offsets should be

optimized for all modes of traffic on the corridors to ensure a speedy throughput. Where possible

actuated (demand response) traffic signals must be provided.

3.9.3 Pavement Markings and Signage

In general, it was observed that the traffic signs are not of much use in Mysore. It is recommended that

proper signs be installed at appropriate locations. Road signs are classified into three categories.

Mandatory / regulatory signs, cautionary / warning signs and informatory signs. It is recommended that

signs near schools should be installed on priority basis. Traffic control facilities such as: Center Line,

Traffic lane lines, Stop lines, Pedestrian zebra crossing, Kerb markings for visibility, obstruction marking

etc. must be provided keeping in view all users of the road and especially for night time driving. All the

traffic signs should be facilitated as per the guidelines provided in IRC publication 67 – 2001.

3.9.4 Traffic flow Management Measures

The inventory of the roads undertaken revealed that road space allocation on some roads do not allow

any major restructuring. The ROW range from 10 – 48 meters. In such a situation certain traffic

management measures need to be adopted to allow smooth operation of traffic. The areas that need

special focus in abating the current situation that they are facing certain traffic management measures

may be adopted, after careful analysis/ study of the following areas.

• Church Road

• Palace Road

• Sayaji Rao Road

• JLB Road

• Ashoka Road

• Nazarbad Road

• Lalit Mahal Road

Ensuring smooth traffic movements in such situations can only be achieved through the integrated

application of traffic management techniques like segregations, pedestrianization, one way street

systems etc. Details regarding measures that can be adopted for these core areas are given below.

• One way of Irwin Road

• Restriction of Goods movement on Sayaji Rao Road

• One way of Nazarbad Road

• Road improvement between Karanji lake and Zoo, Harding Circle and Big Bazar.



Some of the main roads in Mysore are not provided with central median such as Kalidasa Road, KRS

Road. In order to reduce accident risk and increase level of service central medians are to be provided

on these congested roads. On street parking needs to be based on all Mobility Corridors for reorganizing

road space efficiently.

KSRTC has 3 depots from which buses operate to various parts of Mysore. Out of the existing terminals,

the City Bus Terminal and Sub – urban Bus Terminal are located in very congested areas. Station Area

Traffic Improvement Schemes / Intelligent Transport System must be implemented for all the stations.

3.9.5 Area Traffic Control Systems

Active Traffic Management (ATM) is a scheme for improving traffic flow and reducing congestion. It

makes use of automatic systems and human intervention to manage traffic flow and ensure the safety

of road users. The Area Traffic Control Systems shall link various elements of Intelligent Transport

Systems such as vehicle actuated traffic signals, surveillance cameras, enforcement cameras etc.

enabling decision makers to identify and react to an incident in a timely manner based on real time data.

The ATC will help reduce incident response times, lower incident rates (mainly secondary incidents),

disseminate traveller information and hence reduce congestion and enhance safety. Road network and

important intersections that warrants for installation of ATCS have been identified and respective

proposals are made in Section 3.6, Part 1 of the report.

3.9.6 Safety Measures

With the large number of accidents happening in Mysore, it is essential to take adequate steps which

would enhance safety on the roads for all road users. Certain aspects that increase the incidence of

accidents are Poor road geometry and inadequate street lighting along with limited road space and lack

of traffic sense both to drivers and pedestrian. Mainly they are caused due to the casual approach of the

road users towards driving rules, safety precautions and regulations.

The major accident causative factors emerging from an analysis of accident data, as well as interaction

with various types of road users and police authorities are as under;

• High speeds

• Poor road geometrics

• Insufficient street furniture

• Lack of pedestrians facilities

• Driving under the influence of alcohol / drugs

• Ineffective traffic control measures

Based on preliminary road safety audit of project roads and detailed analysis of road accident data,

possible improvement measures for typical black spot sites are as follows;

A) Intersections / Intersections

• Channelisation / Signalisation to reduce conflict points

• Clearance of obstructions to improve sight triangles

• Speed breakers for minor access roads

• Adequate street furniture

• Proper maintenance of signals, road signs and road markings

• Footpaths with guardrails for safe pedestrian movements



B) Road links / mid blocks

• Widening of road network with central medians

• Provision of adequate hard shoulders for traffic segregation

• Lane markings, road edge markings with retro reflective paints

• Forgiving road side objects

• Provision of adequate street lighting

• Narrow bridges

• Widening of narrow culverts / bridges to roadway width

• Painting parapet walls / railings by retro reflective paintings at frequent intervals

• Raised footpaths and physically segregated bicycle paths

• Railway Level Crossings

• Provision of R O B / R U B

• Level crossings with electronic gates and adequate warnings and speed breakers

• Provision of sufficient illumination

C) Sharp curves

• Realignment of curves by improving the radii

• Provision of adequate super elevation and extra widening

D) Urban areas

• Provision of pedestrian footpath with guardrails

• Provision of pelican signals and raised pedestrian crossings

• Provision of adequate off-street parking to avoid on-street parking

• Provision of bus bays, truck lay byes and loading and unloading areas

• Provision of adequate street lighting

E) Traffic control and management measures

• Installation of adequate retro-reflective traffic signs and markings

• Provision of object / obstruction markings and delineators with reflectors

• Provision of bypasses at major settlements

• Traffic control, regulation and management devices

F) Enforcement measures

• Training for enforcement personnel for efficient enforcement

• Speed control by road signs, traffic calming measures and enforcement measures

• Helmets for two wheelers to be made mandatory to avoid casualties

• Seat belts for cars to be made mandatory to avoid casualties

• Parking control on streets to retain capacity for traffic movement

• Driving under the influence of alcohol and drugs should be strictly controlled.

Table 3.8 below shows the prominent accident locations in Mysore, Reasons of accidents and proposed

improvement measures.



Table 3.8 Road safety proposals for blackspots

S.No Place where Accident

occurs frequently Reasons for Accident

Measures that can be taken for Accident

Reduction

1 Race Course Circle and

Truck

This road is National Highway – 215 and

caters to different types of traffic. The

M.R.C Circle is not well designed and the

vehicles coming from the truck terminal

face problem to take turn. The M.R.C

Circle needs to be redesigned, which

would help smooth and safe movement of

vehicles from B.N Intersection to T.

Narsipura Road. Also, T. Narsipura road

has been proposed for upgradation and

surface improvement.

2 Lalith Mahal Arch Gate

The entrance to the

Arch Gate is a narrow

road

Lalith Mahal Road is a national highway

and there is heavy traffic on this road.

Near the Arch Gate, only one vehicle can

pass at a time. Thus, the road widening

has been proposed for this section.

3

T. Narsipura Road –

Alanhalli Extension to

Chikalli Village

The road in between

Alanhalli Extension to

Chikalli Village is narrow

and also poor road

geometrics. The

pavement condition is

poor and absence of

street lighting

T. Narsipura Road is a National Highway

and there is heavy traffic on this road. The

V/C at this section of the road is above 1 .

The road needs to be redesigned with

proper pedestrian facilities and street

lighting.

4 Channaiah circle to Air

Force Selection Centre

The road section is

narrow and causes

heavy congestion and

accidents

The pavement condition is proposed to be

improved along with better pedestrian

facilities

5

Ring Road – Abdul

Rehman Road

Intersection and

Kamanakere Hundi

near Rajeev Nagar road

Intersection

The operating speed

found at this section of

the road is significantly

higher than the

permissible limit. Also,

the vegetation around

the road leads to blind

spots

Road safety enhancing measures have to

be adopted. Speed controlling measures

like road humps, blinkers etc. have to be

installed. Also, the vegetation should be

maintained.

6

Ring Road –

Vishweshariah

Technical College

Intersection

The pavement condition

is poor.

The pavement condition should be

improved along with geometric

improvement.



3.9.7 Parking Management Plan

As part of the principles upon which the CTTP is being developed it is envisaged that strategic parking

lots would be developed and integrated with the CTTP elements. The parking structures, either isolated

or integrated with the public transport terminals, should meet some or all of the following requirements

before implementation:

• The parking lots must discourage other commercial uses in the same premises

• The parking must facilitate public transport

• The parking must facilitate non – motorized transport

• The parking lots should improve off – set removal of on – street parking

• The parking lot should improve the traffic circulation of the vicinity

The parking survey shows at commercial areas the percentage of long term parking varies from 40 – 60%

indicating the large number of vehicles parked of shop owners and their employees. This leaves very

little space for the visitors, thus resulting in spill over of parking in the bye lanes and restricted areas.

Measures like car pooling, public transport connectivity in peak hours to be used to reduce usage of

private vehicles.

The central core has become congested due to the commercial areas around it at Devaraja Urs market,

Lansdowne Building etc. and there is an intermixing of daily traffic, commercial traffic and tourists’

traffic adding to the congestion. Moreover, there is no space around this area for organized parking and

all the roads and street are occupied by on-street parked vehicles and tongas. The city bus stand is

operating from just beside the palace, adding to the congestion. A multi level car parking can be

developed at Town Hall, Zoo, Palace.

There are many parks and open spaces around the palace area, but at present they are not well

maintained and convey a barren look.

In order to decongest the core area it is proposed to have a multi level car parking to meet the parking

demands and augment the capacity of roads further. The parking lot would be integrated with Public

Transport/NMT facilities in order to access the core area comfortably. The multi level parking lot is

proposed at Dasshera ground, space required for parking will be calculated based on parking demand

required for different horizon years.

The future peak hour parking demand for horizon year 2018 assuming vehicular growth as 6.5% for cars

5.5% for 2 W and 4.0% for 3 – W is given below:



Table 3.9 Forecasted Parking Demand

As seen in the Table 3.9 above the peak hour demand at the above locations is difficult to manage

through on – street parking. Thus there is requirement for designated off – street parking lots which can

sustain the demand.

3.10 Travel Demand Management Strategy

The improved public transportation and associated improvements to the study area would substantially

alter travel patterns. Results from the travel demand model indicate that after implementing the public

transport corridors and the other necessary proposals public transport share of the trips would increase

to 65% of total trips by 2028.

As discussed earlier to further increase public transport modal shares additional demand management

interventions are necessary.

3.10.1 Congestion Pricing

Congestion pricing or congestion charges are a system of surcharging users of a transport network in

periods of peak demand to reduce traffic congestion. Examples include some toll-like road pricing fees,

and higher peak charges for utilities, public transport and slots in canals and airports. This variable

pricing strategy regulates demand, making it possible to manage congestion without increasing supply.

Market economics theory, which encompasses the congestion pricing concept, postulates that users will

be forced to pay for the negative externalities they create, making them conscious of the costs they

impose upon each other when consuming during the peak demand, and more aware of their impact on

the environment.

To reduce vehicular travel demand and congestion, a congestion charging policy can be introduced

within the Central areas of Mysore. The congestion operating hours can be taken as 8.00 A.M to 8.00

P.M, Monday through Friday, excluding public holidays. This can be integrated with the heritage core

plan to make the palace and nearby areas more pedestrian and NMT friendly. A stipulated fee can be

charged as congestion charge for those driving within the restricted central area. Drivers can pay as

congestion charge for those driving within the restricted central area. The collection system for the

congestion charge has to be worked out in detail.

S.No Location Cars 2 – W 3 – W Cycle

1 Dev Raj Urs Road 353 1700 36 172

2 Sayaji Rao Road 141 1133 43 172

3 Ashoka Road 264 1295 28 114

4 Dhanvantri Road 106 243 21 23

5 JLB Road 529 49 43 34

6 Philomena’s Church 88 121 21 57

7 Chamraj Double Road 176 40 14 34

8 Kalidasa Road 264 971 57 29

9 Vantikoppal 264 486 57 91

10 Ooty Road (Ganpathi Ashram) 141 405 85 46

11 Teresian College 132 324 14 29

12 Sathgalli 88 162 21 46

13 Udaygiri Main Road 123 162 28 40

14 Kuvempu Nagar 88 121 28 34



A number of video cameras need to be installed to scan the rear license plates of the motorists who

enter the restricted central area daily. This information will be matched each night with the database.

Anyone who has failed to pay the charges will be fined. With the improved pubic and non – motorized

transport, land use interventions, parking and congestion pricing the study area can expect a public

transport share of about 60% fulfilling the vision of the CTTP.

3.10.2 Parking Control

This can include restrictions on vehicle traffic, in congested areas and at peak times. Such schemes

include car free streets, cordon controls on entering a particular area and odd/ even schemes and

variations based on number plates. Along with the high entry free for motorized vehicles, safe non

motorized vehicle parking the areas that should be considered for parking control include congested

areas like Ashoka Road, Devraj Urs Road, Palace Road, Sayaji Rao Road, Kalidasa Road. Parking control in

these areas along with the proposed parking lots will also require alternative circulation strategies. A

detailed traffic study must be prepared considering the impacts.

3.10.3 Missing Links

The road network system in Mysore has not grown commensurate to the vehicle growth due to the

inadequacy of road links. Because of the lack of connectivity among important roads, the traffic from all

the roads from all directions has to pass through the Central Business District. This has resulted in traffic

congestion on arterial roads and reduced speeds in the inner parts of the city. As a measure of diverting

traffic from the congested roads and providing access to developing settlements, new link roads have

been proposed.

The missing link roads proposed for construction are discussed in section 3.6, Part 1 of the report.

Other than the roadway infrastructure, there are other complimentary projects / proposals that must be

implemented in tandem to the public transport corridors towards a successful public transport system

that meets the objectives and goals of the transport plan:

• Augmentation and strengthening of feeder service network

• Appropriate vehicle and terminal design

• Safe, faster and convenient pedestrian dispersal system

• Rationalization of existing bus routes in light of the public transport corridors

• Public transport friendly tax structure

• Use of Intelligent Transport System (ITS) technology

• Signal prioritization for public transport vehicles

It is important that the above mentioned actions must not be treated in isolation but a systems

approach to be adopted.

3.10.4 Encroachment and Hawker Management

Many of the roads in Mysore are encroached; these hawker encroachments are hindrance to the

movement of people and also reduction to the capacity of the roadways. The pedestrians are forced to

walk on carriageway at these locations of encroachments, thereby creating hazardous situations for

both themselves and the traffic. In this regard, the Consultants propose that “Hawker Zones” should be

developed. The Heritage Plan also talks about locations where the hawkers would be allowed to operate

from. As mentioned in section 3.5, Part 1 of the report, consultants propose that the existing parking

next to the Palace wall on stretch 2 of the Heritage Trail shall not be used for vehicular parking anymore.

Instead, the area shall be developed as a hawking zone/ informal bazaar.



Accordingly, the Municipal officials in consultations with the traders and the developers of the city have

to come up with a hawking zone plan. Different hawking zones need to be identified and the proposals

have to be enforced stringently.

3.10.5 Education and Enforcement

With the rise in road accidents in Mysore and growing vehicular population, it is imperative to take

some road safety initiatives to improve the safety scenario in Mysore. There are 3 E’s to Road Safety –

Engineering, Education and Enforcement.

Geometric improvement of road intersections, pedestrian facilities and grade separations are attempts

to improve the engineering aspects of the road.

Education programs are largely school – based. The programs usually involve informing and advising

teachers, and they may have specific objectives or be part of a long term development of learning and

ideas. Training programs are mostly targeted at specific types of road user or age group and are

deisgned to develop the practical skills required to use the road network safely.

Also, in Mysore road safety education campaigns can be organized within large employment complex

like Infosys, BEML, JSS College etc. At hospitals short documentary films on road safety can be shown.

Road Safety campaigns are most likely to be successful if advertising is only one element in a total

campaign, with specific tasks to be undertaken. Usually, behavioural changes will not be among the

outcomes that can be accomplished by the campaign by itself. Road safety mass media campaign can

achieve and have achieved the following:

• An increased awareness of a problem or behaviour

• A raise in the level of information about a topic or issue

• Help in the formation of beliefs especially, where beliefs are not held formally

• The establishment of a topic as more salient

• Sensitization of the audience to other forms of communication.

The aforementioned traffic management measures are normally easy to implement, requires no land

acquisition and not costly.

In Mysore, very few people are found to wear helmets. Measures like compulsory helmet wearing, ban

on talking on mobile should be enforced strictly. The Traffic Police should organize road crossing events

for school children.

3.10.6 Road Asset Management Plan

The Road Asset Management Plan is a key document to keep road users informed about the agency’s

management and maintenance practices and activities on Mysore’s road network program.

Mysore’s road network is used daily by thousands of people who expect to travel safely with minimum

delay on roads that are in good condition. The network itself has a high asset value of so it is vital it is

not only well maintained for road users but for economic, social and environmental reasons.

For road users the most visible part of the maintenance process is the roadworks which are necessary to

deliver a safer and more reliable journey but can themselves create delays in the short-term.



Integral to the Programme is the drive for continual improvement in all aspects of Transport Mysore’s

management practices for the trunk road network. This will include:

• Systematically reviewing and updating our asset management practices based on feedback received

and sought from road users, our staff and our suppliers

• Benchmarking Transport Scotland against similar infrastructure organization so to identify where

our current practices can be improved

• Developing our knowledge of new materials and maintenance techniques that may be suitable for

use on the trunk road network

• Critically reviewing the information we hold about the trunk road network, identifying new

information for collection and information that is no longer required.

3.10.7 Use of ITS

The term intelligent transportation system (ITS) refers to efforts to add information and

communications technology to transport infrastructure and vehicles in an effort to manage factors that

typically are at odds with each other, such as vehicles, loads, and routes to improve safety and reduce

vehicle wear, transportation times, and fuel consumption.

Intelligent Transport System comprise of wide range of novel technology tools for managing transport

networks, and providing services for travelers. Collection, processing, integration and supply of real time

information form the core of ITS functions. ITS allow network operators to manage their networks more

efficiently and travelers to make better informed decisions about their journeys.

The core objectives of deploying Intelligent Transport System in the city of Mysore include:

• Providing effective, safe, environmental and commuter friendly solutions to the travelling public

who use KSRTC buses.

• Track and monitor the movement of buses on real time basis to enable communication of the arrival

timings of buses at the bus stops through state of the art GPS/GPRS technologies

• Inform commuters about the bus routes and arrival timings of buses at the bus stops/terminals

through LED Display systems.

• Effective management through a Decision Support system by collecting, collating and storing

information on real time basis about the transport system and its effectiveness using

communication technology.

• Instant access to information related to bus schedules, ETA, ETD, annunciating bus stop names, fare

details, etc at bus stops, bus terminals and within the buses and through SMS, Internet and IVRS.

• Issuing of Passes Daily, Weekly, Monthly for commuters and e-purse facilities through Smart Cards.

• Facilitate timely management of Incidents/Accidents

• Establish meaningful instant two-way interaction facility between Driver and Central Control Station.

• Obtaining on-line real time information on bus operations and management.

• Effective monitoring of breakdowns and the related information.

• Effective diversion of traffic in case of emergency.

• Monitoring accidents and the related aspects.



CChhaa pptt ee rr 44 AA lltt eerrnn aa tt ee DD eevv eellooppmm eenn tt SS cc eenn aa rriiooss aa nn dd tt hhee ii rr EE vvaa lluuaa tt iioonn

4.1 Scenario 1 – Do Nothing Scenario

The conventional approach is to assume a ‘Do Nothing’ scenario with respect to the development of

transport facility and assess what the problems would emerge with the expected growth of population

and along with future travel demand towards horizon years 2018, 2023, 2028. In Do Nothing Scenario,

some committed and sanctioned schemes of road-widening, etc would nevertheless be carried out as is

being done at present. Otherwise dynamism of growth will be lost. The scenario that will be available by

the horizon years therefore would be a ‘Do minimum’ situation with some of the spot improvement

plans and traffic management plans to be carried out. The Do-minimum assignment was carried out for

the horizon years to identify the bottlenecks, over capacity links etc. With this it is possible to identify

the major constraints in the network. Once the constraints are identified it is easy to formulate schemes

to overcome the problems. New infrastructure, traffic management plans, and policy controls can be

worked out with the help of identified schemes.

Based on base year travel demand model, the modal split in favour of public transport will fall to about

19.0% by 2018, against base year modal split of 23.0% in case of Do Minimum Scenario. The reason for

the drop in modal split is because of the public transport service not being able to match the

requirements of the growing population. In the Do – Nothing Scenario, any fleet augmentation or route

rationalization is not expected. The only assumption that is made is that the existing fleet is used attain

its maximum load factor.

There would be an increase in traffic volume on most of the road network beyond its capacity. Peak

hour traffic assignment on the road network for the year 2018, 2023, 2028 is shown in Table 4.1.

Table 4.1 Modal Split – Present and Forecasted – Do Nothing Scenario

Modes

Modal Split

Base Year Scenario - 2009

Daily Person Trips

(Lakhs) %age

Private 6,86,715 77%

Bus 2,05,122 23%

Total 8,91,838 100%

Horizon Year Scenario – 2018

Private 8,64,011 79%

Bus 2,29,674 21%

Total 10,93,686 100%


Private 1,08,563 81%

Bus 2,36576 19%

Total 12,45,139 100%


Private 11,62,403 82%

Bus 2,25,161 18%

Total 14,17,565 100%



The traffic characteristics of the study area extracted from the model in terms of average network,

speed, vehicle distance travelled, total passenger hours etc is given in Table 4.19 for the horizon years.

There would be an increase in traffic volume on most of the road network beyond its capacity. V/C ratio

on the major roads for the year 2018, 2023 and 2028 is shown in Table 4.2. The V/C ratio for the entire

network for the horizon years 2018, 2023 and 2028 is given in Figure 4.1, Figure 4.2 and Figure 4.3

respectively.

Figure 4.1 V/C Ratio - 2018

< 0.3 Green, 0.3 – 0.5 – Blue, 0.5 – 0.7 Cyan, 0.7 – 0.9 Orange, > 0.9 Red

By 2018, as it is seen in Figure 4.1, by 2018, that out of the seven radials emerging out of the city centre,

five would be clogged. The Volume by Capacity ratio on Bogadi Road, H. D Kote Road would also be

above 0.75 nearing capacity saturation. The city core with the Bus Terminal operations and tourist hub,

would continue to remain congested.



Figure 4.2 V/C Ratio – 2023


By 2023, the number of roads with volume by capacity ratio greater than 1 would increase further. Parts

of ring road would also be congested. With the ring road not completed, the external to external traffic

would continue using the Nilgiri Road.

Nilgiri Road

Bogadi

Road

Mahadevpura

Road

H.D Khote

Road

Chamraj Double

Road

Bangalore Road

Ashoka Road

Church

Road





It is observed from the figure that the traffic movements would be heavy on the radials leading to the

city core along with some major roads connecting CBD area leading to reduction in travel speeds and

increase in V/C ratio. The volume to capacity ratio for the major roads for the horizon year is presented

in Table 4.2.

Table 4.2 V/C Ratio – Horizon Year

S.No Name of the Road V/C ratio

2018 2023 2028

1 Church Road 2.66 3.38 3.68

2 Banni Mantap Road 0.72 1.02 1.16

3 Niligiri Road 2.03 2.18 2.52

4 JLB Road 1.06 1.10 1.14

5 Chamraj Double Road 0.78 0.87 0.90

6 Bangalore Road 0.61 0.76 0.84

7 H.D Khote Road 0.73 0.98 1.16

8 Hunsur Road 1.49 2.04 2.66

9 Ashoka Road 2.87 3.52 3.69

10 Kalidasa Road 0.82 1.01 1.13

11 Mahadevpura 1.92 2.37 2.53

12 KRS Road 2.01 2.45 3.57

Nilgiri Road

Bogadi

Road

Mahadevpura

Road

H.D Khote

Road

Chamraj Double

Road

Bangalore Road

Ashoka Road

Church

Road



The V/C is exorbitantly high and indicates jamming conditions in the horizon years. Thus there is a

requirement to augment capacity as well as to make significant changes in travel patterns for smooth

operations of the traffic. The Estimated Travel under various parameters of the Do Nothing Scenario is

given in Table 4.3.

Table 4.3 Estimated Travel under various parameters – Do Nothing

Estimated Travel under

various parameters 2018 2023 2028

Trips Assigned (Peak Hour) 1,09,369 1,24,514 1,41,756

Trips Assigned - Private (Peak

Hour) 86,401 1,00,856 1,16,239

Trips Assigned – PT (Peak

Hour) 22,967 23,657 25,516

Average Network Speed 19.20 15.70 11.90

Vehicle Km – (Peak Hour) 421,638 581,256 759,306

Vehicle Hour (Peak Hour) 21,159 36,918 60,978

Passenger Km – (Peak Hour) 602,453 795,784 1,006,734

Passenger Hour – (Peak Hour) 1813970 3032613 4850900

As it can be seen from the above analysis, the traffic and travel situation without any significant

improvement would be difficult to manage and result in absolute chaos. This would affect the growth

potential and tourism of the city. Thus to develop the city into a world class tourist and IT city, various

strategies have to be initiated. Therefore, the combination of various strategies designed to improve the

quality of traffic operation has been envisaged emerging as Scenario 2.



4.2 Scenario 2 - Evaluation of CDP, Projects under implementation/ proposed

Considering the evaluation of the above scenario, the most important issue to reduce traffic will be to

increase the share of trips by public / mass transport. This will mean providing public transport services

on all corridors. The various strategies to be developed in Scenario 2 are given in Table 4.4.

Table 4.4 Transport Strategies – Scenario 2

S.No Supply Strategies Sub – Strategies

1

Land use and

Transport

Strategy

Structural Form of Urban growth and

Transport Strategy Assumed same as Base Year due

to absence of Mysore Master

Plan

Proposed Density Patterns

Relocation of Activities

Development of Commercial Hubs

Development of Tourist Centers Development of Heritage Core

Development of Green Areas Development of Karanji Lake,

Aquarium etc.

2

Development

of Mobility

Corridors

Definition of Hierarchy of Roads

Up gradation of the seven

radials

Upgradation of Inner Ring Road

2 to 6 Laning of Outer Ring Road

from Bangalore Road to

Nanjangud Road

Missing Links Completion of Outer Ring Roads

3

Public Transit

Improvement

Strategy

Bus Augmentation / Route

Rationalization

Introduction of Buses on new

routes and improvement of

frequency

4 Inter modal

Integration

Integrated Public Transit Network

Planning

As explained in Section 3.3 of

Part 1

Integrated Fare Policy and ticketing

Intermodal Stations to minimize delay /

transfers

Intelligent Transportation System (ITS)

Access to the public transit network that

includes integration with auto

rickshaws, taxis and NMT modes like

cycle etc.

Park and Ride facilities along mobility

corridors

Institutional integration

5

Non –

motorized

transport

strategy

Pedestrian Facilities Details in Section 3.5, Part 1

Dedicated Cycle Tracks In the Heritage Core

Cycle Parking Areas Locations detailed in Sections

4.6, Part 1

Safety Measures for NMT at junctions Details in Section 3.6, Part 2

6 Freight Restricted delivery times in CBD Details in Section 3.8, Part 2



Management

Strategy /

Passenger and

Commercial

Terminal

Use of alternate modes for movement

within the city

Develop Freight Terminals / warehouses

on the periphery of the city

7

Traffic

Engineering

Measures

Junction Improvements

Details in Section 3.9, Part 2

Flyover and Bridges Improvement Plan

Traffic Control Devices

Area Traffic Control (ATC) and ITS

Blackspot Identification and

eleimination of Traffic (Oneway, tidal

flow management, parking

management)

Road Maintenance & Management Plan

Encroachers / Hawker Management

8

Travel

Demand

Management

Strategy

Congestion Pricing

Details in Section 3.10, Part 2 Parking Control



A) Strategy I Network Improvement Plan

The base year network was updated by including identified and committed road and additional public

transport routes to form the forecast the network which includes base year network with proposed road

capacity augmentation. Based on the assignment for the horizon year it is observed that there are

certain stretch of roads which will be overloaded and need to be widened to accommodate the future

traffic. The lists of roads that are proposed roads to be widened are given below in Table 4.5.

Table 4.5 Proposed Road Widening

Road Name Section Existing ROW Proposed ROW

KRS Road CFTRI Circle to B.C Lingaiah Circle 9.0 – 10.0M 14.0M

Mahatma Gandhi

Road Linganna Circle – Teresian College 7.0 – 9.0M 14.0M

H.D Khote Road Thathaiah Circle to M.V Srinivasan Circle 9.0M 14.0M

Bogadi Road M.N Joyes Circle to Shankamag Circle 7.0 – 14.0M 14.0M

Bangalore Road Suburban Bus Stand to T.N

Narasimhamurthy Circle 7.0 – 14.0M 14.0M

Also the widening of intermediate ring road is being proposed from two lane to four lane road. The

completion of outer ring road has also been incorporated in the network.

The junctions to be improved have been detailed in Section 3.4, Part 1.

B) Strategy II Improvement of Public Transport System

Considering the present modal split, the most important issue will be to increase the share of trips by

public/mass transport. This will mean augmenting the public transport operations. The alternate

scenarios considered are:

• Enhance Bus System, including Route Rationalization

• Bus System + Higher order of Mass Transit system.

This scenario aims at improved traffic transportation by enhancing the bus system including route

rationalization.

Once the evaluation of above scenario is made, the crucial issue emerging out is reduction of private

vehicular trips i.e. to increase the share of public transport. For this scenario, it is proposed to increase

the modal split for the horizon years. The targeted modal split for the horizon year is given below in

Table 4.6.

Table 4.6 Targeted Modal Split

Year Targeted Modal Split

2018 40%

2023 50%

2028 60%

The improved public transportation and associated improvements to the study area would substantially

shift the travel patterns of the study area. Results from the travel demand model indicate that after

implementing the public corridors and the other necessary proposals public transport share of the trips

would increase to approximately 60 – 65% of the motorized trips. To further increase in public transport

modal shares additional demand management interventions are necessary:

• Corridor densification

• Limited availability of parking as well as high parking fees

• Congestion charges



Corridor Densification Plan

The Master Plan under preparation must anticipate the increase in value of land due to the public

transport investments and must capture the land value. The Master Plan for the study area must orient

itself towards densifying the proposed public transport corridors and vicinity to improve the ridership.

Consequently, the land use structure and regulations must be corridor based. The Master Plan must

anticipate the increase in value of land due to the public transport investments and must capture the

land value.

Parking Management Plan

Presently most of the roads in Mysore have on street parking. Parking control is important for many

considerations including the following:

• Control the personalized vehicles plying in the system

• Potential to augment and facilitate the public transport corridor ridership

• Loss in the throughput of the adjacent street due to parking interface

• Consolidation of the on – street parking

• Gain / loss of the business of the commercial uses on the street

• Revenue generation potential through parking charges

• Facilitate pedestrianisation policy

C) Strategy III: Development of Mobility Corridors

Functionally, urban roads are classified as Arterial, Sub – arterial, Collector / Distributor and Local

Streets. Functional classification of the urban roads is an important step wherein design and

management of the roadway would be standardized. In Mysore, even though the hierarchy of roads

exist the roads are not maintained according to the required standards. By designating certain roads as

mobility corridors, these corridors get priority for increasing the throughput as well as operating level of

service. Therefore for a mobility corridor increasing the throughput as well as speeds would then be

focused and appropriate solutions have been proposed.

The radial road network would be complemented with circumferential roads to form a radial and ring

pattern of urban network. The circumferential rings have been envisaged in the study area:

The inner ring would utilize the existing sections of the road and encircle the core area. Traffic not

destined to the core area would utilize this ring to bypass the core area thereby relieving congestion in

old city and vicinity.

The intermediate ring road would be the second ring.

The outer ring road along with its completed section would be the third ring. This would help bypassing

the external traffic using the city roads. Mysore caters to a lot of external traffic from Bangalore to Ooty,

Coorg and Tamil Nadu.

These three rings would also be a part of the mobility corridors.

Peak hour traffic assignment on the road network for this scenario for the horizon years 2018, 2023 and

2028 is shown in Figure 4.4, Figure 4.5 and Figure 4.6.

It is observed that there is significant reduction in traffic volume on many roads with increase in

passenger trips on mass transport network. The daily trips assigned in the proposed network for horizon

years are given below in Table 4.7.



D) Strategy IV: Non Motorized Plan

The Non – Motorized Plan in explained in detail in Section 3.6, Part 2. The broad plans are summarized

below:

• Install Footpaths

• Install Pedestrian Grade Separated Facilities

• Install Bi – cycle lanes

• Encourage and Designate Pedestrianisation in Core Area

E) Strategy V: Passenger and Commercial Terminal Plan

Bus Terminals

KSRTC plans to Improve the existing 7 and additionally develop 3 more Bus Terminals in Mysore. Out of

these, the City Bus Terminals and Sub – Urban Bus Terminal are located in very congested environs.

Station area traffic schemes must be implemented for all the stations but more specifically for the two

stations. This includes traffic management improvements discussed earlier.

It is very important that the Bus Terminals are conveniently and quickly accessible by public transport

and NMT. There are currently siginificant private inter state buses plying through the city. Many of them

are seen parked on the city road (E.g near Harding Circle, Gun House Circle) for lack of dedicated parking

facilities. At the time of locating and designing intermodal transfer terminals, the parking for private

buses must be integrated with the intermodal terminals.

Railway Station

KSRTC operates buses to the railway station. The railway and traffic police officials have recently

improved the traffic operations of station road and vicinity of the railway station. However, the terminal

and vicinity is still very congested due to hawkers and heavy traffic among other reasons.

Airport

The airport coming on Nanjangud Road, would be creating substantial traffic on the access roads. The

Zoo Road, Race Course road are all likely to be effected with this increase in traffic. This has been

accounted for in the transport plan.

Truck Terminal

One of the main problems with Mysore city is that lot of activities are all clustered together in old city

and vicinity. One of the solutions for the problem would be to relocate some of the activity centres to

less congested areas.



F) Strategy VI: Traffic Engineering Measures

Junctions and Bridges are the major sources for bottlenecks in the transportation system. As traffic

increases on major roads to improve safety and provide orderly movement of vehicles traffic signals

would be warranted. Junctions that satisfy the IRC traffic signal warrants should be installed preferably

with demand responsive traffic signals. As traffic delays continue to increase at junctions the following

traffic management measures must be considered before any major improvements:

• Reduction of number of phases

• Restriction of U – turns. The restricted right turn traffic must be suitably rerouted through

indirect right turns or U – turns etc.

• Widening the intersection throat to increase the approach capacity

• Coordinating with traffic signals on adjacent intersections using ITS technology

• Installation of medians and closing the cross street to divert traffic to other high capacity

intersections if feasible

Incorporating the above mentioned strategies in the network, the assignment was carried out. The peak

hour traffic assignment on road network is given below.

Figure 4.4 V / C 2018








Figure 4.6 V/C Ratio – 2028


The Table 4.7 presents the public and private trip distribution for the horizon years 2018, 2023 and

2028. This improvement is expected with increase in the modal split in favour of public transport

system.

Table 4.7 Modal Split – Base and Horizon Year – Scenario 2

Modes

Modal Split

Base Year Scenario – 2009

Daily Trips %age

Private 6,86,715 77%

Bus 2,05,122 23%

Total 8,91,838 100%


Private 6,56,212 60%

Bus 4,37,474 40%

Total 10,93,686 100%


Private 6,22,569 50%



Bus 6,22,569 50%

Total 12,45,139 100%


Private 5,67,026 40%

Bus 8,50,539 60%

Total 14,17,565 100%

Public transport network has been upgraded by adding new routes proposed by KSRTC. The list of the

routes is given below in Table 4.8.

Table 4.8 New Public Transport Bus Routes

Sl. No. Route

From To Length

1 New Bus Stand BEML Nagar 10.5

2 New Bus Stand BEML Nagar 10.5

3 Kalyangiri Vivekanand Nagar 10

4 New Bus Stand Ramakrishna Nagar 12.5

5 Metgalli BEML Nagar 12

6 New Bus Stand Bogadi IInd Stage 12.5

7 New Bus Stand Rajarajeshwari Nagar 12

8 New Bus Stand Dattagalli 5

9 New Bus Stand KHB Colony 8

10 New Bus Stand Kalyangiri Nagar 7

11 New Bus Stand RBI 6

12 New Bus Stand BM Srinagar 8

13 New Bus Stand R.S.Naidu Nagar 7

14 New Bus Stand Rajiv Nagar 10.8

15 New Bus Stand Vijayanagar 6

16 New Bus Stand Chamundi Hills 10

17 New Bus Stand Uttnahalli 10

18 New Bus Stand Lalitadripura 9

19 New Bus Stand Netaji Nagar 9

20 New Bus Stand Alanahalli 8

21 New Bus Stand Ramabai Nagar 10

22 New Bus Stand Infosys 16

These are the proposed new routes as given by KSRTC, Mysore. The addition of these routes is not

enough to achieve the desired modal split. Additional steps like increased frequency, route

rationalization have to be adopted. The accessibility of each zone needs to be improved as given in Table

4.9. Thus based on the modal split targeted, the accessibility of each zone was calculated and also the

ward wise frequency. Further improvement in the modal split can be achieved by rationalizing the

routing pattern.

Table 4.9 Accessibility Index

Zone Accessibility Index

2018 2023 2028

1 0.16 0.18 0.21

2 0.15 0.17 0.19

3 0.16 0.18 0.20



4 0.19 0.22 0.25

5 0.05 0.05 0.06

6 0.04 0.05 0.05

7 0.16 0.19 0.21

8 0.07 0.08 0.09

9 0.08 0.09 0.11

10 0.06 0.07 0.07

11 0.05 0.06 0.07

12 0.12 0.14 0.16

13 0.04 0.05 0.06

14 0.04 0.05 0.05

15 0.09 0.10 0.12

16 0.07 0.08 0.09

17 0.05 0.06 0.07

18 0.08 0.10 0.11

19 0.15 0.17 0.20

20 0.08 0.09 0.10

21 0.19 0.21 0.24

22 0.14 0.16 0.18

23 0.11 0.13 0.14

24 0.05 0.06 0.07

25 0.22 0.25 0.28

26 0.34 0.38 0.44

27 0.25 0.28 0.32

28 0.05 0.06 0.07

29 0.01 0.01 0.02

30 0.04 0.05 0.05

31 0.10 0.11 0.13

32 0.19 0.21 0.24

33 0.15 0.17 0.19

34 0.16 0.18 0.21

35 0.15 0.17 0.19

36 0.16 0.18 0.21

37 0.08 0.09 0.10

38 0.13 0.15 0.17

39 0.02 0.02 0.03

40 0.04 0.05 0.05

41 0.02 0.02 0.03

42 0.02 0.03 0.03

43 0.04 0.04 0.05

44 0.08 0.09 0.11

45 0.08 0.09 0.11

46 0.11 0.13 0.14

47 0.06 0.07 0.07

48 0.10 0.11 0.13

49 0.07 0.08 0.09



50 0.08 0.09 0.11

51 0.06 0.06 0.07

52 0.04 0.04 0.05

53 0.03 0.03 0.04

54 0.07 0.08 0.09

55 0.05 0.06 0.07

56 0.03 0.03 0.04

57 0.03 0.03 0.04

58 0.06 0.07 0.08

59 0.03 0.03 0.04

60 0.03 0.04 0.04

61 0.04 0.05 0.06

62 0.14 0.16 0.18

63 0.41 0.47 0.53

64 0.12 0.13 0.15

65 0.06 0.07 0.07

Based on the accessibility the Zone wise frequency was calculated as given in Table 4.10.

Table 4.10 Zone-wise Frequency

Zone Frequency

2018 2023 2028

1 650 959 1416

2 756 1116 1647

3 1343 1982 2925

4 913 1347 1987

5 104 154 227

6 118 174 257

7 297 438 646

8 49 72 107

9 171 252 372

10 150 221 326

11 18 27 39

12 195 287 424

13 37 55 81

14 40 58 86

15 335 494 729

16 105 154 228

17 53 78 115

18 35 51 75

19 121 178 263

20 178 263 388

21 247 364 538

22 138 203 300

23 214 316 466

24 251 371 547



25 887 1309 1931

26 2066 3048 4498

27 3311 4885 7209

28 108 159 235

29 8 11 16

30 26 38 57

31 52 76 113

32 636 938 1384

33 250 368 543

34 297 438 646

35 596 879 1297

36 452 667 984

37 31 46 68

38 547 808 1192

39 29 43 64

40 116 172 253

41 53 79 116

42 61 91 134

43 56 83 122

44 85 125 184

45 57 84 124

46 372 549 810

47 98 144 212

48 57 84 124

49 92 135 200

50 286 422 623

51 250 369 544

52 118 175 258

53 32 47 69

54 224 330 487

55 82 120 178

56 22 33 49

57 90 132 195

58 130 191 282

59 21 32 47

60 24 36 53

61 25 38 55

62 112 165 243

63 190 281 415

64 136 200 295

65 90 133 196

As the above frequencies calculations suggest large fleet size, it is difficult to sustain the same in a city

like Mysore. Given the limitation of ROW in some parts of Mysore, it is essential to plan a system with

greater throughput which can help achieve the targeted modal split.



It is observed that there is significant reduction in traffic volume on many roads with increase in

passenger trips on mass transport network. The daily trips assigned for horizon years are given below in

Table 4.11

As the share of public transport increases traffic loading on the network reduces which is reflected in

the improved V/C ratio as given in Table 4.11 below:

Table 4.11 v/c Ratio

S.No Name of the Road V / C ratio

2018 2023 2028

1 Church Road 1.81 2.06 2.11



4 JLB Road 0.45 0.44 0.51



7 H.D Khote Road 0.48 0.62 0.70

8 Hunsur Road 1.10 1.02 1.24

9 Ashoka Road 1.54 1.91 2.28

10 Kalidasa Road 0.28 0.46 0.58

11 Mahadevpura 0.84 1.03 1.07

12 KRS Road 1.36 1.83 2.54

13 Outer Ring Road 0.4 0.5 0.65

The change in modal split changes the major corridors of movement. Thus it is important to understand

the Desire Line of Travel and any emerging mobility corridors for private as well as public vehicles. The

Figure 4.7, Figure 4.8, Figure 4.9 gives the desire line for 2018, 2023 and 2028 for private as well as

public vehicles.



Figure 4.7 Public – 2018

Hunsur

Road

Nilgiri Road

H.D Khote

Road

Mahadevpura

Road

Bangalore Road

Bogadi

Road

KRS Road

Chamundi

Hills




Chamundi

Hills

Nilgiri Road

H.D Khote

Road

Hunsur

Road

KRS Road Bangalore Road

Mahadevpura

Road

Central

Bus Stand




H.D Khote

Road Nilgiri Road

Central

Bus Stand

Chamundi

Hills

Mahadevpura

Road

Hunsur

Stand

KRS Road Bangalore Road



Figure 4.10 Private 2018

Chamundi

Hills Nilgiri Road

KRS Road

Hunsur

Stand Mahadevpura

Road

H.D Khote

Road

Vishwamanava

Double Road

Bogadi Road

Bangalore Road

Palace

Kalidasa

Road




Vishwamanava

Double Road

Bogadi Road

Hunsur

Stand

KRS Road

Mahadevpura

Road

Chamundi

Hills

Palace

Kalidasa

Road

Bangalore Road






The Public Transport Desire Lines (Figure 4.7, Figure 4.8 and Figure 4.9) show extensive use of the Ring

road which is being upgraded with the intention to ease out the traffic situation of Mysore. The private

vehicles desire lines are more wide spread but eases out the city core to a great extent.

These assignments reveal that there are certain stretches of roads in the core area that are still

overloaded as they are being used by both private vehicles and PT. Hence it is required to augment

capacity of roads or introduce Mass Transit system in order to accommodate traffic.

The Estimated Travel under various parameters of Scenario 2 is given in Table 4.12.

Table 4.12 Estimated Travel under various parameters – Scenario 2





Hour) 65,621 62,257 56,702


Hour) 43,747 62,257 85,053

Average Network Speed 30.20 27.23 25,26

Vehicle Km – (Peak Hour) 3,79,788 3,77,840 3,70,632


Passenger Km – (Peak Hour) 7,05,932 8,18,818 9,71,057

Passenger Hour – (Peak Hour) 13,37,968 18,14,385 22,79,245

4.3 Scenario 3: Construction of Outer Ring Road and Public Transport Route

Rationalization

Considering that many of the road corridors will still be overloaded in Scenario 2, the public / mass

transport network and road network has to be introduced on certain network. The backbone to a city’s

transport system will be the Public / Mass Transport System. The basic premise of the Transport Plan in

terms of the National Urban Transport Policy is to create an efficient, cost effective and extensive

network of public transport which could provide comfortable, convenient and affordable means of

transport to the maximum number of commuters. In this direction a number of schemes are already

under implementation and quite a few on board. Keeping in view these plans, there exists a large

requirement for additional facilities in respect of public / mass transport system.

The network improvement as suggested in Scenario 2 remains same in Scenario 3. In addition, the inner

ring road is also proposed to be widened. The details of the same are given in Section 3.6, Part - 1.

As many of the road corridors will still be overloaded in Scenario 2, the public/mass transport will be

extended on the following corridors in scenario 3:

1. Mass Transport Network and Major Road Network as in Scenario 2. These would be selected based on

the travel demands and techno – feasibility on the corridors. The study “Introduction of Bus Rapid

Transit System in Mysore – iDeCK (Infrastructure Development Corporation (Karnataka) Limited), July

2007” helps in identifying the corridors for BRT.

2. Additional Mass Transport Corridors which have emerged due to targeted modal split and change in

travel patterns

BRT is one of the most cost effective public transport modes where the following two conditions can be

met:



• Sufficient Right of Way (30 m or more) is available along the corridor to provide for exclusive

carriageways for BRT

• The peak hour commuter loads is upto 20,000 phpdt

The land-use and transport strategy, developing of mobility corridors, Freight management Strategy,

Public Transport Terminal Plans, Traffic engineering measures are the same as Scenario 2. The public

transport facilities and integration of the same with NMT strategies would be incorporated in Scenario

3.

The roads where capacity augmentation would be carried out are given in Annexure XIV.


Figure 4.13 Total Trips 2018

Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road





Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road





Expected modal split for Scenario 3 for horizons year 2018, 2023 and 2028 is shown in Table 4.14. As the

share of person trips for public/mass transport is targeted to increase to 65% by 2028 as it is desirable

for Mysore city. The increase in modal split is attributed to the expected shift of people from private to

public due to the improved public transport system.

The willingness of the people opting to shift is calculated based on the data given below in Table 4.13.

Table 4.13 Willingness to Shift

Stakeholders/ Experts Opinion %

Cars 30%

3 – Wheelers 50%

Cycles 10%

Two Wheelers 70%

This translates to 24.4 % of the users of other modes shifting to the use of buses. At a conservative year

on year growth this is targeted to result in a modal split of 45% for 2028, 55% for 2023 and 65% for

2028. The willingness to shift to public transport system has been verified from the study “Intelligent

Transport System for KSRTC, Mysore”.

The modal split for scenario 3 is given below in Table 4.14.

Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road



Table 4.14 Modal Split – Base and Horizon

Modes

Modal Split

Base Year Scenario – 2009

Daily Trips (Lakhs) %age

Private 6,86,715 77%

Bus 2,05,122 23%

Total 8,91,838 100%


Private 6,01,527 55%

Bus 4,92,158 45%

Total 10,93,686 100%


Private 5,60,312 45%

Bus 6,84,826 55%

Total 12,45,139 100%


Private 4,96,148 35%

Bus 9,21,417 65%

Total 14,17,565 100%

The desire line diagram for private vehicles for the horizon years are shown in Figure 4.16 to Figure 4.18.

Desire line diagrams for peak hour peak direction trips (phpdt) on mass transport network for different

horizon years are shown in Figure 4.19 to Figure 4.20. This figure indicates that there is significant

reduction in traffic on the road network due to increased share of public transport trips.




Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road




Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road




Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road



Figure 4.19 Public 2018

Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road




Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road




It is also observed that for the horizon year 2028 the peak hour peak direction traffic (phpdt) for

following corridors is greater than 15000 and hence it is proposed to have high capacity mass transport

system on these corridors in order to achieve a modal split of more than 65% in favour of public

transport. In order to promote high capacity mass transport system it is advisable to augment the

capacity of roads in order to attain adequate ROW for the mass transport system.

Table 4.15 below gives the details of the BRT corridors with their length, demand (2028) in phpdt.

Table 4.15 BRT Corridor Details

S.No Corridor Length (km) Demand – 2028 (phpdt)

1 Ilwala to Mellahalli 23.67 3930 – 28,610

2 KRS Road to Kadkola 36.82 11730 – 22,690

3 Bogadi to Mahadevpura 20.94 3990 – 23,500

4 Srirangapatna to Udburu Cross 33.12 7860 – 31,590

5 Outer Ring Road 45.00 2250 – 33,510

Nilgiri Road

Chamundi

Hills

Mahadevpura

Road

Bangalore Road

KRS Road

Hunsur

Stand

Vishwamanava

Double Road

H.D Khote Road

Bogadi Road



The introduction of BRT and a significant modal split will change the traffic and transport scenario of

Mysore. The Volume by capacity ratio on major stretches after introduction of BRT is given below in

Table 4.16.

Table 4.16 V/C Ratio after BRTS

S.No Name of the Road V / C ratio – Private Lanes

2018 2023 2028

1 Church Road 1.75 1.95 2.02



4 JLB Road 0.27 0.27 0.26



7 H.D Khote Road 0.32 0.31 0.29

8 Hunsur Road 0.76 0.73 0.67

9 Ashoka Road 0.64 0.71 0.66

10 Kalidasa Road 0.13 0.15 0.15

11 Mahadevpura 0.30 0.30 0.27

12 KRS Road 1.37 1.51 1.55

13 Outer Ring Road 0.4 0.5 0.5

As it can be seen from the Table 4.16, certain stretches like Church Road, Chamraj Double Road and KRS

Road still have unacceptable values of V/ C ratios. In such a case it is necessary to find alternatives to

control private vehicular movement on such stretches. Some measures that can be adopted are as

follows:

• One way schemes

• Banning of Private Vehicles during peak hours

• Construction of elevated / subway for these particular roads

Estimated Travel under various parameters – Scenario 3

The Estimated Travel under various parameters for Scenario 3 is given in Table 4.17.

Table 4.17 Estimated travel under various parameters – Scenario 3





Hour) 65,621 62,257 56,702


Hour) 43,747 62,257 85,053

Average Network Speed 33.12 36.58 36.68

Vehicle Km – (Peak Hour) 263,985 260,077 248,187


Passenger Km – (Peak Hour) 534,077 625,378 742,129

Passenger Hour – (Peak Hour) 966369 1020891 1228972



4.4 Evaluation of Scenario’s

Different scenarios have been developed for the city to cater the expected growth in terms of traffic and

travel demand. All the scenarios are formulated with a holistic view of reducing the resistance to travel

thus lowering the time and effort to be input for commuting thus reducing not only the direct costs but

also the social costs involved with the same. Also, consultants aim to enhance the mobility index of the

city by incorporating efficient public transport strategies.

All the scenarios developed are evaluated in comparison to each other in the given table below. The

scenario best suited for the city of Mysore can be shortlisted from this comparative picture as given in

Table 4.18 and Table 4.19.

Table 4.18 Comparison of v/c ratios across the scenarios

S.No Name of the Road Scenario 1 Scenario 2 Scenario 3

2018 2023 2028 2018 2023 2028 2018 2023 2028

1 Church Road 2.66 3.38 3.68 1.81 2.06 2.11 1.75 1.95 2.02

2 Banni Mantap Road 0.72 1.02 1.16 0.4 0.42 0.47 0.15 0.17 0.17

3 Niligiri Road 2.03 2.18 2.52 0.93 0.98 1.12 0.75 0.76 0.72

4 JLB Road 1.06 1.1 1.14 0.45 0.44 0.51 0.27 0.27 0.26

5 Chamraj Double Road 0.78 0.87 0.9 0.38 0.44 0.43 2.85 3.24 3.41

6 Bangalore Road 0.61 0.76 0.84 0.58 0.61 0.64 0.35 0.54 0.41

7 H.D Khote Road 0.73 0.98 1.16 0.48 0.62 0.7 0.32 0.31 0.29

8 Hunsur Road 1.49 2.04 2.66 1.1 1.02 1.24 0.76 0.73 0.67

9 Ashoka Road 2.87 3.52 3.69 1.54 1.91 2.28 0.64 0.71 0.66

10 Kalidasa Road 0.82 1.01 1.13 0.28 0.46 0.58 0.13 0.15 0.15

11 Mahadevpura 1.92 2.37 2.53 0.84 1.03 1.07 0.3 0.3 0.27

12 KRS Road 2.01 2.45 3.57 1.36 1.83 2.54 1.37 1.51 1.55

13 Outer Ring Road - - - 0.4 0.5 0.65 0.4 0.5 0.5

Table 4.19 Evaluation of Scenarios

S.No Travel Characteristics Base Case –

2009

Scenario 1 – Do

Nothing 2028

Scenario 2 –

2028

Scenario 3 -

2028

1 Vehicle Kms 2,59,458 7,59,306 3,70,632 2,48,187

2 Vehicle Hours 7,204 60,978 14,499 6,850

3 Passenger Kms 3,58,520 10,06,734 9,71,057 7,42,129

4 Passenger Hours 9,55,410 48,50,900 22,79,245 12,28,972

5 Average Network Speed 23.00 11.90 25.26 36.68

6 ATL (kms) 4.02 7.10 6.85 5.24

4.5 Recommended Scenario

Consultant’s approach is to create an urban transport scenario with least resistance and enhanced

mobility. The transport scenario should be such that transport continues to be an induced demand and

does not changes into an activity itself i.e. the role of transport systems should be of facilitating

connectivity and not resisting it consuming indefinite passenger hours leading to lower productivity and

high social costs.



All the scenarios discussed above have their own set of pros and cons. Still, scenario 3 where consultants

propose a high modal split for public transport and support the modal share assumption by proposing a

Rapid Transit System i.e. BRTS, is considered to be the best scenario achieved.

The reasoning behind considering the scenario 3 to be of high utility value is

i. Higher modal split in favour of PT

ii. Provision of Bus Rapid Transit System to stimulate modal shift from private to public

iii. Incorporation of all existing proposals regarding capacity augmentation

iv. Proposal of capacity augmentation on critical road sections

Bus rapid transit system includes variety of public transportation systems that will use buses to provide

a service that is of a higher speed than an ordinary bus line. This will be achieved by making

improvements to existing infrastructure, vehicles and scheduling. The goal of this system will be to

achieve the service quality of rail transit still enjoying the cost effectiveness of bus transit.