Comprehensive Traffic and Transportation Plan For Gulbarga

Comprehensive Traffic and Transportation
Plan
n for
Gulb
barga
Final Report
R
December 2011
Transport Trainiing Institute and Consultancy
# 188/c, 4th main((corner building), NGEF Layout,
Sadanandan nagar, Bangalore560038
Tel: 910
08025383819/120
TABLE OF CONTENTS
EXECUTIVE SUMMARY ............................................................................... E-1
CHAPTER 1 INTRODUCTION ................................................................................ 1

1.1 Preamble .................................................................................................. 1
1.2 Study Area ................................................................................................. 2
1.3 Study Tasks ................................................................................................ 3
1.4 Organization of the Report ............................................................................. 4
CHAPTER 2 VISION, GOALS AND OBJECTIVES ........................................................... 6

2.1 Vision and Goals .......................................................................................... 6
2.2 Approach and Methodology ............................................................................. 8
2.2.1 Approach ......................................................................................... 8
2.2.2 Methodology ..................................................................................... 9
CHAPTER 3 CITY AT A GLANCE .......................................................................... 11

3.1 General ................................................................................................... 11
3.2 Socio-economic Characteristics ....................................................................... 11
3.3 Road Network ............................................................................................ 13
3.4 Rail Network ............................................................................................. 13
3.5 Registered Vehicles ..................................................................................... 13
3.6 Accident Statistics ...................................................................................... 15
3.7 Projected Traffic ........................................................................................ 16
3.8 Major Corridors .......................................................................................... 17
3.9 Major Junctions .......................................................................................... 20
3.9 Observed Transport Deficiencies ..................................................................... 23
3.9.1 Lack of Traffic Segregation .................................................................. 23
3.9.2 Road Network .................................................................................. 23
3.9.3 Increased Motor Vehicle Ownership ........................................................ 24
3.9.4 Weak Arterial Connectivity .................................................................. 24
3.9.5 Saturated Junctions ........................................................................... 24
3.9.6 On-Street Parking ............................................................................. 24
3.9.7 Traffic Control Devices ...................................................................... 25
3.9.8 Railway Level Crossing ....................................................................... 25
3.9.9 Encroachment by Hawkers .................................................................. 25
3.9.10 Public Transport Patronage ................................................................. 25
CHAPTER 4 TRANSPORTATION STRATEGIES .......................................................... 28

4.1 Review of Transport Policies/Strategy Documents ................................................ 28
4.1.1 National Urban Transport Policy ............................................................ 28
4.1.2 City Level Infrastructure Plan for Gulbarga (CLIP) – June 2006 ........................ 29
4.1.3 World Bank Strategy........................................................................... 30
4.1.4 London Transport Strategy ................................................................... 32
4.2 Transport Strategies for Gulbarga Planning Area .................................................. 34
4.2.1 Landuse and Transport Strategy ............................................................. 35
4.2.2 Road Network Strategy / Mobility Corridors .............................................. 35
4.2.3 Public Transport Strategy .................................................................... 37
4.2.4 Non Motorized Transport Strategy .......................................................... 38
4.2.5 Freight Management Strategy ............................................................... 39
4.2.6 Demand Management Strategy .............................................................. 40
4.2.7 Traffic Management Strategy ................................................................ 40
4.3 Outline of the Preferred Strategy .................................................................... 41
4.4 Transport Proposals ..................................................................................... 41
CHAPTER 5 LONG TERM, MEDIUM TERM AND SHORT TERM PROPOSALS ........................ 43
5.1 Long Term Proposals .................................................................................... 43
5.1.1 Public Transport Proposals ................................................................... 44
5.1.2 Expansion of the City Bus Stand ............................................................. 49
5.1.3 Peripheral Ring Road .......................................................................... 49
5.1.4 Freight Transport Proposals .................................................................. 51
5.2 Medium Term Proposals ................................................................................ 54
5.2.1 Road Network Improvement Proposals ..................................................... 54
5.2.2 Missing Links .................................................................................... 57
5.2.3 Grade Separators on Ring Road.............................................................. 59
5.2.4 Grade Separation at Intersections .......................................................... 60
5.2.5 Grade Separated Facilities for Pedestrians ................................................ 62
5.2.6 Rail Over/Under Bridges ...................................................................... 64
5.2.7 Off-Street Parking Facilities ................................................................. 65
5.2.8 Footpath Construction ........................................................................ 66
5.2.9 Traffic Management Systems ................................................................ 68
5.3 Short Term Proposals ................................................................................... 70
5.3.1 Road Network Improvements ................................................................ 71
5.3.2 Intersection Improvements................................................................... 73
5.3.3 Non-Motorized Transport Improvements ................................................... 78
5.3.4 One Way Streets and Traffic Circulation Plan............................................. 82
5.3.5 Parking Management .......................................................................... 84
5.3.6 Road Signage and Road Marking ............................................................. 86
5.3.7 Street Furniture ................................................................................ 89
5.3.8 Relocation Of Bus Stops ...................................................................... 90
5.3.9 Autorickshaw Parking Bays ................................................................... 92
5.3.10 Hawker / Vendor Encroachments .......................................................... 94
5.3.11 Accident Prevention ........................................................................ 98
5.3.12 Road User Education ......................................................................... 98
5.3.13 Enforcement .................................................................................. 99
5.3.14 Road Safety ................................................................................... 99
5.4 Future Industrial Development Proposals (By Others)........................................... 105
CHAPTER 6 FINANCIAL PLAN ............................................................................ 107

6.1 Coordination ........................................................................................... 107
6.2 Financing ............................................................................................... 108
6.3 Cost Estimates ......................................................................................... 109
6.4 Phasing of Investments ............................................................................... 113
6.5 Economic Analysis ..................................................................................... 121
6.5.1 Approach ...................................................................................... 121
6.5.2 Analysis of Alternatives ..................................................................... 121
6.5.3 Analysis Period ............................................................................... 121
6.5.4 Estimation of Costs .......................................................................... 122
6.5.5 Estimation of Benefits ...................................................................... 122
6.5.6 Economic Analysis for Highway Projects ................................................. 122
CHAPTER 7 INSTITUTIONAL ARRANGEMENTS ........................................................ 125

7.1 Introduction ............................................................................................ 125
7.2 Objectives of Institutional Assessment ............................................................ 126
7.3 Existing Institutional Arrangement ................................................................. 126
7.4 Institutional Gaps ..................................................................................... 128
7.5 Institutional Framework.............................................................................. 130
CHAPTER 8 CONCLUSIONS ............................................................................... 133

LIST OF TABLES
Table 1.1: List of Villages included in Gulbarga LPA ........................................................................... 2

Table 2.1: CTTS Goals - 2029................................................................................................................... 8
Table 3.1: Gulbarga City Population ...................................................................................................... 12
Table 3.2: Population Projection for Gulbarga Local Planning Area ............................................... 12
Table 3.3: Registered Vehicles................................................................................................................. 14
Table 3.4: Total Registered Vehicles (2008-09) .................................................................................... 14
Table 3.5: Accident Statistics ................................................................................................................... 15
According to RTA, the number of fatal accidents for 2009 and 2010 were 453 and 405
respectively. ................................................................................................................................................ 15
Table 3.6: Projected Traffic .................................................................................................................... 16
Table 3.7: Summary of the Transport Trends ...................................................................................... 26
Table 5.1: Bus Fleet Size for Horizon Years ......................................................................................... 45
Table 5.2: Proposed Dedicated Bus Lanes ............................................................................................ 46
Table 5.3: Proposed BRTS Corridors .................................................................................................... 48
Table 5.4: Proposed Truck Terminal Locations ................................................................................... 52
Table 5.5: List of Roads for Four Lane Widening ...............................................................................55
Table 5.6: List of Roads for Two Lane Widening ................................................................................56
Table 5.7: Proposed Grade Separated Facility Locations on Ring Road .......................................... 59
Table 5.8: Proposed Grade Separated Facility Locations ................................................................... 61
Table 5.9: Proposed Grade Separated Facilities for Pedestrians........................................................ 63
Table 5.10: Proposed Off-Street Parking Locations ............................................................................ 66
Table 5.11: List of Roads for Footpath Construction ......................................................................... 66
Table5.12: Roads Proposed for Improvements ................................................................................... 72
Table 5.13: List of Junctions for Improvements .................................................................................. 74
Table 5.14: Junctions Proposed for Signal Installation ....................................................................... 77
Table 5.15: Junctions Proposed for Signal Optimization ................................................................... 77
Table 5.16: Proposed Pedestrian Raised Crosswalks Locations ........................................................ 78
The corridors where road signages and markings are essential is listed in Table 5.17. .................. 87
Table 5.17: List of Roads Recommended for Road Signages and Markings ................................... 87
Table 5.18: List of Roads Recommended for Street Furniture Installation ..................................... 90
Table 5.19: Proposed Bus Bay Locations .............................................................................................. 91
Table 5.20: Proposed Auto Bay Locations............................................................................................ 93
Table 5.21: Summary of Proposed Improvements ............................................................................100
Table 6.1: Total Investment Program for Long Term Schemes ......................................................110
Table 6.2: Total Investment Program for Medium Term Schemes ................................................111
Table 6.3: Total Investment Program for Short Term Schemes .....................................................112
Table 6.4: Phasing of Total Investments ............................................................................................113
Table 6.5: Detailed Phasing of Investments ......................................................................................114
Table 6.6: CUBE Model Output for Benefit Estimation under ‘Do- Nothing’ and ‘With
Highway Projects’ ...................................................................................................................................123
Table 6.7: Results of Economic Analysis for Highway projects ......................................................124
Table7.1 Existing Institutional Arrangement......................................................................................127
LIST OF FIGURES
Figure 1.1: Study Area ................................................................................................................................ 3

Figure 2.2: Study Methodology .............................................................................................................. 10
Figure 3.1: Population Projection .......................................................................................................... 12
Figure 3.2: Composition of Registered Vehicles ................................................................................. 14
Figure 3.3: Vehicular Growth.................................................................................................................. 15
Figure 3.4: Bus Route Map ...................................................................................................................... 26
Figure 3.5: Existing Mode Share (Year 2009-All Modes) ................................................................... 27
Figure 4.1: Overview of Transport Strategies ....................................................................................... 34
Figure 4.2 Schematic Representation of the Evolution of Road Network Strategies..................... 36
Figure 5.1: Proposed Dedicated Bus Lanes .......................................................................................... 46
Figure 5.2: Typical Cross Section of BRT Corridor with Cycle Lane ............................................... 47
Figure 5.3: Typical Cross Section of BRT Corridor without Cycle Lane ......................................... 48
Figure 5.4: Propsed BRTS Corridors ..................................................................................................... 49
Figure 5.5: Proposed Peripheral Ring Road Alignment ...................................................................... 51
Figure 5.6: Proposed Truck Terminal Locations ................................................................................. 52
Figure 5.7: Typical Cross Section for 2-Lane Divided Road .............................................................. 56
Figure 5.8: Typical Cross Section for 4-Lane Divided Road .............................................................. 56
Figure 5.9: Proposed Link Road from Cauvery Nagar to Ring Road .............................................. 57
Figure 5.10: Proposed Link Road from Asharya Colony to Eswari Circle on Ring Road ............ 58
Figure 5.11: Proposed Link Road connecting Filter Bed Road and Kakade Chowk on Ring
Road ............................................................................................................................................................ 58
Figure 5.12: Proposed Link on Filter Bed Road from Basweswara Dal Industries to Gulbarga
Water Treatment Plant ............................................................................................................................. 59
Figure 5.13: Proposed Grade Separated Facility Locations on Ring Road ...................................... 60
Figure 5.14: Proposed Grade Separated Facility Locations at Intersections .................................... 61
Figure 5.15: Typical Cross Sections of a Flyover ................................................................................. 62
Figure 5.16: Proposed Pedestrian Subway Locations .......................................................................... 63
Figure 5.17: Typical Pedestrian Subway Detail ..................................................................................... 64
Figure 5.18: Proposed RUB/ROB Locations.......................................................................................65
Figure 5.19: Roads Proposed for Footpath Construction .................................................................. 67
Figure 5.20: Proposed Roads for Improvements .................................................................................73
Figure 5.21: Recommended Improvements for Aland Naka Chowk ............................................... 75
Figure 5.22: Recommended Improvements for Lalgiri Cross ............................................................ 75
Figure 5.23: Recommended Improvements for Market Circle .......................................................... 76
Figure 5.24: Recommended Improvements for Mohan Lodge Cross .............................................. 76
Figure 5.25: Typical Cross Section of Pedestrian Raised Crosswalk ................................................. 79
Figure 5.26: Proposed Pedestrian Zone ............................................................................................... 80
Figure 5.27: Cross Section with Cycle Track ........................................................................................ 81
Figure 5.28: Proposed Bicycle Network ................................................................................................ 82
Figure 5.29: Humnabad Road Circulation Plan .................................................................................... 83
Figure 5.30: Jagat Tank and Fort Area Circulation Plan ..................................................................... 84
Figure 5.31: Typical Road Signs .............................................................................................................. 88
Figure 5.32: Typical Bus Bay Layout ...................................................................................................... 91
Figure 5.33: Proposed Bus Bay Locations............................................................................................. 92
Figure 5.34: Proposed Autorickshaw Parking Bay Locations ............................................................ 93
Figure 5.35: Proposed Hawking Zone ................................................................................................... 97
Figure 7.1: Institutional Set Up ............................................................................................................132
Appendix
Appendix A‐Scope of Work
Appendix B – Key Survey Findings
Appendix B Project Profile Sheets
LIST OF ABBREVIATIONS
ADB Asian Development Bank

CDP Comprehensive Development plan
CTTP Comprehensive Traffic and Transportation Plan
DULT Directorate of Urban Land Transport
EIRR Economic Internal Rate of Return
GUDA Gulbarga Urban Development Authority
GCC Gulbarga City Corporation
GOK Government of Karnataka
GIS Geographical Information System
HTV Heavy Truck Vehicle
ITS Intelligent Transport System
KIADB Karnataka Industrial Area Development Board
KSRTC Karnataka State Road Transport Corporation
LPA Local Planning Area
LCV Light Commercial Vehicle
NEKRTC North East Karnataka Road Transport Corporation
NHAI National Highway Authority of India
NMT Non-Motorized Transport
NUTP National Urban Transport Policy
OPD Out Patient Department
PCU Passenger Car Unit
PHPDT Peak Hour Peak Direction Traffic
PPP Public Private Partnership
PWD Public Works Department
ROB Road-Over Bridge
RUB Road-Under Bridge
ULB Urban Local Body
DULT Comprehensive Traffic and Transportation Plan for Gulbarga Final Report
Chapter 1
INTRODUCTION
1.1 Preamble
GULBARGA is known as 'KALBURGI' in earlier days which means
stony land in Kannada. Gulbarga district is situated in the
northern part of Karnataka State. In the earlier days, Gulbarga
is a district of Hyderabad Karnataka area and became a part
of Karnataka State after re-organization of states. Recorded
history of this district dates back to the 6th Century A.D.
Gulbarga city is the divisional head quarters, having jurisdiction over the five North-Eastern
districts of the state , namely. Bidar, Gulbarga, Bellary,Raichur and Koppal. It is an important
rail-head on the Madras – Bombay main line, linking the neighbouring state capitals and
important cities.
Increasing urban population coupled with increased economic activities and increased city size
has led to a rapid growth in urban travel demand in Gulbarga. Unfortunately, the increased
travel demand has resulted in some undesirable consequences. The most important of these
has been a rapid growth in the number of motor vehicles. With the number of vehicles in
Gulbarga city going up three-folds within a decade, traffic jams and accidents on the main
roads have become quite common. Although stretches of National Highway 218, State Highway
10 and State Highway 22 passing through the city are wide, the flow of traffic is not smooth.
An associated problem has been the declining share of public transport, with considerably
enhanced reliance on the personal motor vehicle. In the recent past, the traffic and
transportation in Gulbarga has seen phenomenal increase due to the urban economic growth
and proliferation of personalized vehicles (travel). With the limited capacities of the road
infrastructure, several impediments are being caused in the traffic flow systems like
congestion, reduced travel speeds, parking problem, environmental pollution etc.
These scenarios have led to serious costs in the form of travel delays and loss of productivity.
There have also been problems of deteriorating air quality due to automobile exhausts and an
increased incidence of road accidents. While these are the problems of today, tomorrow’s
picture is more worrying. It is envisaged that by the year 2029, the population within the
Gulbarga City area will be approximately 12.35 lakhs. The impact of this is critical to the
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quality of life of Gulbarga. In fact, the travel demand is often linked to the economy more than
to the growth in population. Since the economic growth of Gulbarga is taking place at an even
faster pace, clearly, proactive measures are needed to deal with the emerging situation.
In this regard, The Directorate of Urban Land Transport (DULT) has undertaken the
Comprehensive Traffic and Transportation Study for the Gulbarga Local Planning Area (LPA) to
understand the travel characteristics of the city and the LPA and formulate short, medium and
long-term solutions to alleviate traffic and transport problems. The study has been awarded to
Transport Training Institute and
Need for Gulbarga CTTS
Consultancy (TTIC).
“The upward resources of population
The Comprehensive Traffic and forecasts, employment potential of the city in
Transportation Plan (CTTP) for Gulbarga various sectors, enhanced housing requirements,
seeks to create an integrated land use rapidly increasing urban traffic and also growing
and transport plan that aims to guide concern over environmental impact particularly
investments in transport in an efficient adverse air quality, all point to the need for a
manner to achieve an overall mobility
Comprehensive Transportation study for the city.”
vision for the City.
1.2 Study Area

Gulbarga Local Planning Area is spread over 253 sq km. As per 2001 census, population of
Gulbarga Local Planning Area is 4.76 Lakhs. The Local planning area of Gulbarga envelops a
total area of 253 square kilometers which includes Gulbarga city and 32 surrounding villages
listed below:
Table 1.1: List of Villages included in Gulbarga LPA
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Figure 1.1: Study Area
1.3 Study Tasks

The present study integrates landuse and the transport plan and spells out the
projected mobility needs of the Gulbarga Area as also the manner in which
such mobility needs are proposed to be met. Only then, the individual
proposals can fall into place within an overall plan. In this context, the
following tasks will be performed as a part of the study:
• Suggest policies, long-term strategies and programs for the
improvement of urban transport in Gulbarga up to the horizon year
2029
• Develop an Urban Transport Planning Model using the state of art modeling techniques
appropriate to the conditions and planning needs of the study area
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• Identify for all modes, a phased program of appropriate investments and policy
proposals up to 2029 through scientific analysis; and also integrate various modes of
transport systems
• Identify a medium-term investment program for the period to 2019 by prioritizing the
identified investment proposals
• Suggest financing mechanisms which may, inter alia, include using land as a resource
and also levy of dedicated taxes
• Suggest policies to facilitate proper institutional mechanism for inter-agency
coordination
• Help strengthen the transport planning skills to the local officials and transfer all the
data/tools/knowledge obtained through the study to DULT
A detailed list of study objectives and scope of services as given in the Terms of Reference
(TOR) is presented in APPENDIX A
1.4 Organization of the Report

This report documents the project activities, the results and the findings of the study team in
coherence with the Terms of Reference and recommendations regarding improvements.
The report is organized in 8 chapters as below:
Chapter 1 – Gives a brief background of the project and its scope of work
Chapter 2 – Sets the Vision and Goals for the town, and the approach
followed in this study towards achieving the set goals
Chapter 3 – Describes the profile of the town
Chapter 4 – Describes the various Transport Strategies considered to see
which ones can be applied to Gulbarga
Chapter 5 - Recommends short-term, medium-term and long-term traffic
improvement measures for Gulbarga
Chapter 6 – Gives the block cost estimates and phasing of the suggested
improvements and the Financial plan for implementing the same
Chapter 7 – Identifies the gaps in the existing institutional arrnagements and recommends a
frame work for the transport sector
Chapter 8 – Conclusions and way forward are presented
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Supplementary Report covers the following:

Chapter 1 – Describes the existing travel characteristics in Gulbarga based on the traffic data
analysis
Chapter 2 – This chapter details on the development and validation of the travel demand
model for the study area and the future forecasts
The Supplementary Report also contains Appendices covering:
A - Scope of Work, B - Key Survey Findings, C - Project Profile Sheets
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Chapter 2
VISION, GOALS AND OBJECTIVES
2.1 Vision and Goals

The transport model developed for the Gulbarga local planning area, describes how the region
should manage, operate and invest in its transportation system over the next two decades. The
plan describes goals and objectives for
the region, policies to help the region
make progress towards the goals, and
actions to support the policies,
including implementation of specific
transportation investments. The plan
views transportation in terms of the
movement of people and goods, not
just vehicles. While the plan is divided
into sections corresponding to specific transportation modes (e.g. highways, public
transportation, bicycles), it stresses the interrelationships between these modes and promotes
the integration of the individual facilities and services into a system that efficiently and cost-
effectively meets the access and mobility needs of the region.
This study explores the region’s ability to solve transportation problems and make
progress. It establishes a vision for Gulbarga: To create a region where the quality
of life is continually improving for everyone.
For the current transport study, the issue is to identify VISION

ways our transportation resources could assist in To create a region where the
meeting the regional vision. Four areas of influence or quality of life is continually
impact are identified, and these become the
improving for the residents
transportation goals for the region. Transportation resources can help support a healthy,
strong, regional economy that will allow the region to build wealth needed to sustain
significant investment and reinvestment in the region; transportation resources can maximize
access to opportunity for all residents, ensuring that everyone can participate in all the
community has to offer; transportation resources can support a quality built and quality natural
environment to make the region the kind of place that will retain and attract the most
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important resource of our future economy; and finally, well-managed and operated
transportation systems can improve the safety, security and well-being of the traveling public.
For each of the goals, a number of objectives provide explanation and definition.
Goal 1: Support a healthy, strong regional economy

Objectives
• Maximize economic returns from the region’s
transportation investment
• Optimize utilization of existing system
• Improve access to jobs and labour markets
• Improve region’s connection to local and national
corridors
Goal 2: Maximize access to opportunity for all area residents

Objective
Transportation System Goals
• Improve access to jobs,
education, shopping, 1. Support a healthy, strong regional economy
2. Maximize access to opportunity for all area residents
entertainment etc. for all
3. Support a quality built and natural environment
residents 4. Promote the safety and well-being of the traveling
Goal 3: Support a quality built and natural environment

Objectives
• Encourage more efficient land-use
• Encourage connected, mixed-use development
• Improve accessibility
• Preserve cultural, historic resources
Goal 4: Promote the safety and well-being of the traveling public

Objectives
• Improve safety for both people and NMV movement
• Improve safety of goods movement
Measurable Goals
The Goals defined earlier based on the vision have to be expressed in measurable units to make
sense out of them. Accordingly, a set of performance indicators has been developed as goals to
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be achieved in 2029 for the City. The mobility strategies developed will aim at attaining these
goals. The goals or targets set for this study are shown in Table 2.1.
Table 2.1: CTTS Goals - 2029
Category Index Exist. 2009 Goal (2029)
Public Transport 11% (15%*) 30% (40%*)
Modal IPT 20% (27%*) 20% (27%*)

Shares
(All Modes) Private Transport 44% (58%*) 25% (33%*)
NMT 25% 25%
*Note: Numbers shown in parantheses represent considering motorized trips alone.
2.2 Approach and Methodology

This study is aimed at preparing a Comprehensive Traffic and Transportation Plan for the Local
Planning Area of Gulbarga to ensure adequate accessibility and smooth mobility for all sections
of the population. In this regard, the Consultant has followed a systematic approach and
adopted a specific methodology towards achieving the set goals.
2.2.1 Approach
The general approach in carrying out the study is:
Close liaison with Directorate of Urban Land Transport

Authority (DULT) and other relevant local departments
Application of most advanced, appropriate and well
established methodologies during the study
Adherence to IRC codes, local planning regulations and
development plans
The following guidelines are adopted in the study to formulate

the transportation plans/schemes
Integration of landuse and transport plan

According priority to mass transport
Providing transport infrastructure in a timely fashion
Giving more emphasize to non-motorized traffic and pedestrians
Managing transport with new technologies (signal coordination, Area Traffic Control
etc.)
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Following Software packages are employed for this study:

CUBE: For urban transport modeling
CAD: For production of drawings
MS PROJECT: Project Planning
MS OFFICE: For report preparation
The Consultant has in-house developed, tested and widely accepted software packages for
• Data Analysis for traffic volume counts, road side interviews, household surveys etc.
• Economic analysis for urban transport projects
As the schemes borne out of the CTTS study are considered for funding, the study has focused
more on implementable schemes, with emphasis on urban mobility. The transport investment
plan is given in three phases; a short-range plan to be implemented immediately; a medium
range plan to be implemented between 2010 and 2019 and a long range plan to be
implemented between 2019 and 2029.
2.2.2 Methodology
The methodology for the Study has been evolved giving due
consideration to:
• Study Area Demographic and Travel Characteristics
• Project Challenges
• Issues and Concerns of all project stakeholders
The study is conducted in four stages:

Stage 1: Inception and Surveys
Stage 2: Planning of short term measures
Stage 3: Travel demand Modelling
Stage 4: Planning of medium and long term measures
The methodology followed is presented in the Flow Chart (Figure 2.1).
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Mobilization Primary Survey

Classified Traffic Volume Count
Survey
Outer Cordon Surveys
Inner Cordon Surveys
CBD Cordon Surveys
Screen Line Counts
Secondary Data
Review of Plans/Proposals,
Midblock Volume
Documentation and Collection of Count
Secondary data House Hold Interview Survey
Land use Data Reconnaissance Survey Road Side Interview Survey
Employment Data
Census Data
Classified Turning Volume Count
Vehicle Statistics Survey
Environment Issues Parking Survey
Ward/Village Maps Pedestrian Survey
Public Transport
Accident Data
Terminal survey
Primary & Secondary Data Speed and Delay Survey
Socio Economic Data
Voters List Workplace and Business Interview
Past Traffic Data PL Survey
Preliminary Data on Road Public Transport Survey
Authorized Parking Places
Data Analysis &

interpretation
Network Four Stage UTPS Model
Deficiency Analysis
Validated Base Year Transport Assessment of Supply

and Demand Gap Formulation of Short
from Base Year Model
Term Measures
Alternative Medium and Long Term
Initiatives
Forecast Travel Preliminary Evaluation of
Demand Schemes
Evaluation of Alternative
Systems and Strategies
Prioritization and Phasing of
Development improvement Proposals
Future Transport
Selection of Preferred long term
Strategies
Short term Schemes for
Sensitivity Analysis
Implementation
Economic Analysis Capital Cost Estimation
Environmental & Implementation Strategy Financial Analysis

Social Assessment
Communication Campaign, skill & Knowledge

Transfer
Figure 2.2: Study Methodology
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Chapter 3
CITY AT A GLANCE
3.1 General
The Local Planning area of Gulbarga is 253 sq.km. Gulbarga city with a population of 4.3 lakhs
according to the census 2001 is the 8th largest city in Karnataka state. Gulbarga district which
is in the centre of the peninsula, is known for the Trade and Commerce of agricultural and
mineral produce
A pre-requisite for a successful and efficient trade is good provision of transport. With the
development of a network of roads, railway lines and construction of bridges across the rivers
the progress in trade could be achieved. The introduction of the railway line connecting an
important rail-head on the Chennai – Mumbai main line, links the neighbouring state capitals
and important citieswith Gulbarga.There is a steady and large movement of goods from
neighbouring districts and states of Andhra Pradesh and Karnataka.
3.2 Socio-economic Characteristics

The population size is the most crucial and fundamental factor in the context of any
development - physical, economical or social. Population growth affects the urban growth very
significantly as it constitutes the basic variables in a model of planned development. The
population size of urban area gives as indication of overall dimensions of the physical
environment and supplies the basic yardstick for estimation of any amenity/facility such as
Water Supply, Housing, Street Lighting, Drainage, Education and Medical Facilities, Transport
Road Network etc.
As per the 2001 census, the population of Gulbarga City is 4,30,265. There has been huge
increase in the population of Gulbarga in the last four decades is evident by the table below:
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Table 3.1: Gulbarga City Population
Year Population Growth Rate

1961 97,159 -
1971 145,588 4.1%
1981 218,621 4.2%
1991 310,920 3.6%
2001 430,265 3.3%
2009 519,347 2.4%
2019 651,114 2.3%
2029 819,622 2.3%
Figure 3.1: Population Projection
Gulbarga City Municipal Corporation, as per the 2001 census has a total number of 1, 15,237
households and a household size of 5.8. The Population Projection and the Growth Rate details
for Gulbarga Local Planning Area are presented in Table 3.2.
Table 3.2: Population Projection for Gulbarga Local Planning Area
Population
Region
2001 2009 2019 2029
Gulbarga City 430,265 519,347 651,114 819,622
Growth Rate 2.4% 2.3% 2.3%
Remaining Areas of LPA 46,215 54,312 66,206 80,704
Growth Rate 1.6% 2.0% 2.00%
TOTAL LPA
476,480 573,658 717,320 900,326
POPULATION
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3.3 Road Network

Gulbarga City has a radial road network. National Highway 218 and State Highway 10 and State
Highway 22 are the major corridors that carry the entire traffic. Gulbarga has about 753 Kms
of roads maintained by Gulbarga City Corporation and Public Works Department. Around 162
kms of the total length of roads are surfaced with Water Bound Macadam, 185 kms with
Bitumen and 75 kms with Cement Concrete. A total of 322 kms of roads are unsurfaced.
The roads are saturated and the development is concentrated in the belt between Aland Road
junction and Shahabad Road junction. Station Road is a major arterial road that is aligned in
North-South direction. Other major corridors are Market Road, Sedam Road, Humnabad Road,
Aland Road, Old and New Jewargi Road and Shahabad Road. Majority of the roads in Gulbarga
city have a width ranging between 5.0m to 7.0m and do not exceed 2-lanes.
A Ring Road has been newly constructed by the Karnataka Road Development Corporation. The
Ring Road covers approximately 22.4 kms and is a 4 lane divided carriageway with service roads
on both sides and a utility corridor of 3 meters between the service road and the main road.
However,a stretch of the Ring Road between Afzhalpur Rail Crossing and High Court is 2-lanes
only.
3.4 Rail Network

Gulbarga City is served by broad gauge railway line connecting Mumbai, Chennai and
Hyderabad. The railway line cuts across the southern portion of Gulbarga city forming five
important railway crossings within the city. Four of these are manned and one of them, i.e
Lambavadi Layout crossing is grade separated. The five railway crossings are listed below:
• Afzalpur road
• Nalogi road
• Old Jewargi road
• Lambadi layout road
• Gulbarga university road
3.5 Registered Vehicles

The number of vehicles in Gulbarga as of 2008 is 1, 83,699. The vehicular growth details are
presented in Table 3.3 and the total vehicle registered for the year 2008-2009 is presented in
Table 3.4.
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DUL
LT Com
mprehensive Traffic
T and Tra
ansportation Plan
P for Gulbarga Final Reporrt
Table 3.3:
3 Registerred Vehicless
No. of Vehicle
Year Ann
nual Growth Rate
R
Registered
2003-2004 73,286 -
2004-2005 77,226 5%
2005-2006 82,987 7%
2006-2007 91,755 11%
2007-2008 1,01,325 10%
2008-2009 1,10,650 9%
Tab
ble 3.4: Tota
al Registered
d Vehicles (2008-09)
Total Registered
R Vehicles
S.No Category of Vehicle
(2008-09)
1 Two-wheeler
T rs 87050
2 Cars
C 6615
3 Autos
A 5959
4 Vans
V 2654
5 Trucks
T 3532
Buses
B
6 1148
(NEKRTC & Private)
7 Tractors
T & Trrailors 3583
8 Others
O 108
Fig
gure 3.2: Co
omposition of Registere
ed Vehicles
140,000
0
120,000
0
100,000
0
80,000
0
60,000
0
40,000
0
20,000
0
-
2003-04 2004-05
5 2005-06 2006-07 2007-08 2008-09
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DUL
LT Com
mprehensive Traffic
T and Tra
ansportation Plan
Figure 3.3: Vehicu

ular Growth
3.6
6 Accident Statistic
cs
The accident sttatistics colle

ected for Gulbarga Cityy for the yea
ar 2003 to 2
2008 is prese
ented in
Table 3.5. Gulb
barga city ha
as witnessed about 300 p
people being
g killed on itts roads due to RTAs
in ye
ear 2008 alone.
Table 3.5:
3 Acciden
nt Statistics
Year Fatal Non-F

Fatal
2003 482 238

89
2004 456 260
08
2005 553 302
29
2006 665 3510
2007 656 397
72
2008 (31-
626 355
56
Oct-08)
Acco
ording to RTA
A, the numb
ber of fatal accidents
a forr 2009 and 20
010 were 453
3 and 405
resp
pectively.
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3.7 Projected Traffic
The projected traffic on major corridors based on the travel demand model developed for this
study is presented in Table 3.6 .
Table 3.6: Projected Traffic

PV Flow(In PCU)
Road Name
2019 2029
Ring Road 96590 106639
Station Road 38805 43393
Gunj Road 30252 32985
Sedam Road 20364 21536
Bus Stand Road 17177 18222
New Jewargi Road 16894 18375
Old Jewargi Road 16804 18016
Sultanpur Road 11326 12039
Alanda Main Road 9313 10729
Basaveshwara Road 6333 6900
Shahabad Road 5675 6039
S.B.College Road 4678 5127
M.S.K Mill & Bus Stand Road 4654 5112
Srinivasagudi Marga 4408 5059
Darga Road 4041 4388
Tank Bund Road Gulbarga 3790 4406
St. Joseph School Road 3763 3794
Court Road 3654 3981
B.B.College Main Road 3645 3918
S.B.Temple Road 3572 3791
Filter Bed Road 3509 3862
Banjara Road 2594 2949
Adarsh Marg 1721 1977
Naganahalli Road 1707 1774
Kusanoor Road 1589 1733
Rajapur Road 1340 1526
Police Quarters 1258 1319
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3.8 Major Corridors

Major Corridors linking various parts of the city are as follows:
Station Road:
Station Road is a major arterial road of Gulbarga city. It is a four

lane, divided carriageway. This corridor is located in southern
part of the city. It connects the two major nodes in the city i.e
S.V Patel circle and Jagat Circle. It caters to the traffic from
Gulbarga Railway Station (City Railway), NEKRTC Bus Stand, PDA
College and directs it towards the central business area of the
city through the Super market. Traffic composition on this
corridor mainly comprises of two-wheelers and auto rickshaws. This corridor experiences
high congestion during the morning and evening peak hours.
Sedam Road (SH 10)
Sedam Road can be classified as a sub-arterial road . It is a two

lane, un-divided carriageway. This corridor is located in eastern
part of the city. It connects the Public Park Circle on Station
road and the Ring road. It caters to the traffic from Govt.
Hospital, M.R.M.C College and R.T.O office and directs it
towards the Ring road. Traffic mix on this corridor mainly
comprises of two-wheelers and auto rickshaws. This corridor
experiences moderate congestion.
Market Road
Market road can be classified as a sub-arterial road. It is a two

lane, un-divided carriageway. This corridor is located in the
central part of the city. It is the most densely populated zone
in terms of commercial activity in the city. It connects Jagat
Circle to Humnabad / Bidar road through Nehru Gunj. It caters
to the traffic from Station Road, Mominpura and the
commercial establishments adjacent to Nehru Gunj towards
Humnabad road and Ring road. Traffic mix on this corridor mainly comprises of two-wheelers,
auto rickshaws and NMT. This corridor experiences high congestion during evening peak hours.
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New Jewargi Road
New Jewargi road can be classified as a sub arterial road. It is

mostly an undivided carriageway but for a stretch of 100m it is
two lane divided from Rashtrapathi Circle towards Jewargi cross.
This corridor is located in the southern part of the city. It
connects to the Old Jewargi road at the cross near the Ring road
and further connects to the Bangalore highway in South. Further,
it connects to the NEKRTC Bus Stand. It carries moderate to heavy traffic which is South bound
in the city. Traffic mix on this corridor mainly comprises of two-wheelers, auto rickshaws and
especially heavy vehicles such as intercity buses and trucks.
Old Jewargi Road (SH 12)
Old Jewargi road can be classified as a sub arterial road. It is a

two lane, undivided carriageway. This corridor is located in the
southern part of the city. It is aligned parallel to the New
Jewargi road. It connects the traffic coming from South towards
the city. It also connects to the ring road, so that traffic could
bye-pass the city, if required. It also connects to the Gulbarga
railway station and further to the station road. It experiences
congestion during morning and evening peak hours. Traffic mix on this corridor mainly
comprises of two-wheelers and auto rickshaws. No Entry/ Egress are allowed for heavy vehicles
on this road. The heavy vehicles use New Jewargi road to enter the city from South.
Aland Road (SH 10)
Aland road is an arterial road, which is also the SH 10. It is a four lane, undivided carriageway.
This corridor is located in the north-western part of the city
near Shahabazar. It connects the traffic coming from
Maharashtra towards the city. It also connects to the Aland
Naka located adjacent to the Gulbarga Fort. Aland road
carries major inter city traffic. Traffic mix on this corridor
mainly comprises of intercity buses, trucks and other heavy
vehicles. It experiences moderate congestion at all times of
the day.
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Humnabad / Bidar Road (SH 12)
Humnabad / Bidar road is an arterial road in Gulbarga city,

which is also the SH 12. Humnabad Road is recently been
widened to a 4-lane road from Ring Road upto Bamboo Bazar
Road. This corridor is located in the north-eastern part of the
city besides Nehru Gunj, Mominpura and Industrial area. It
caters to the traffic coming from Bidar / Humnabad towards
the city. It carries major intra city traffic to the North and
from the CBD. Traffic mix on this corridor mainly comprises of mostly Two-wheelers, Autos and
Cars. As it is located in the densely populated northern part of the city, it experiences heavy
congestion for the major part of the day.
Afzalpur Road (SH22)
The Afzalpur road is an arterial road in Gulbarga city, which

is also the SH 22. It is a two lane, undivided carriageway.
This corridor is located in the south-western part of the
city. It caters to the traffic from the High Court and also, to
the traffic from Afzalpur. Further, it connects to the Ring
road, which can serve as a bye-pass for inter city traffic.
Buses destined towards Ganagapur will essentially take this
road. Traffic mix on this corridor mainly comprises of intercity buses, trucks and other heavy
vehicles. No Entry is allowed for heavy vehicles entering the city on this road. It experiences
moderate congestion at all times of the day.
Shahabad Road
The Shahabad road can be classified as a collector road in

Gulbarga city. It is a two lane, undivided carriageway. This
corridor is located in the south-eastern part of the city. It
connects to the RTO cross located on Sedam road and the
Ring Road. It caters to the traffic from the RTO office and
nearby residential area bound towards Shahabad or taking
the Ring road as a bye-pass to reach northern part of the
city. Traffic composition on this corridor mainly comprises of mostly Two-wheelers, Autos and
Cars. No Entry is allowed for heavy vehicles entering the city on this road. It experiences
moderate congestion at all times of the day.
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Ring Road
The Ring road is the peripheral road for Gulbarga city. It is a

four lane, divided road. The stretch of the Ring Road
between Afzalpur Road and High Court is still a 2-lane road.
This corridor serves as a bye-pass for the intercity traffic. It
connects to all the major radial corridors of the city i.e
Sedam road, Afzalpur road and Aland road. It also marks as a
boundary limit for the Gulbarga City Corporation. Traffic
composition on this corridor mainly comprises of mostly Two-wheelers, Autos, Cars, Intercity
Buses and Trucks. All the heavy vehicles specially use this road as a bye-pass. It experiences
less congestion at all times of the day.
3.9 Major Junctions

Major Junctions in the city are as follows:
S.V Patel circle
S.V Patel circle is a major six legged, signalized intersection.

It is located in the south-central part of the city. It is a very
important traffic node in the city. It is the major node
connecting Jewargi road in South through the traffic from
Gulbarga Railway Station. Another link conveys the traffic
from the Bus station. One more link conveys traffic from PDA
Engineering College. Also, another link conveys traffic
towards Court road. The last link conveys traffic to Jagat
Circle. Due to heavy traffic flow during the peak hours, it is congested. The Peak hour volume
at this junction was found to be 9,822 PCUs
Jagat Circle
Jagat Circle is a major six legged signalized intersection. It is

located in the central part of the city. It is another important
traffic node in the city. One link conveys traffic from Station
road (S.V Patel circle). Another link conveys traffic from
Humnabad/Bidar road. Another link conveys traffic to S.
Basveshwara Temple (One-way). Further, another link
conveys traffic to the City Bus Stand (One-way). The last link
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conveys traffic to the residential area nearby. Due to heavy traffic flow during the peak hours,
it is congested. The Peak hour volume at this junction was found to be 8,296 PCUs
B. Shyam Sunder Circle
B. Shyam Sunder Circle is a four legged, signalized intersection.

It is well-channelized. It is located in the east-central part of
the city. It conveys the traffic from Public Park Circle towards
Sedam, Also, a link conveys the traffic from Police Colony
towards RTO Cross. Government Hospital is located very close
to this junction. It is moderately congested for most part of the
day. The Peak hour volume at this junction was found to be
4,717 PCUs
RTO Cross
RTO Cross is a three legged, non-signalized intersection. It is an

important traffic node in the city. It is located in the east-
central part of the city. It conveys the traffic coming from B.
Shyam Sunder Circle towards Sedam. The road from Shahabad
intersects this link. It is heavily congested during the evening
peak hour of the day.
Sedam Circle
Sedam Circle is a four legged intersection well channelized and

signalized. It is located in the eastern part of the city near the
Ring road. It conveys the traffic from B. Shyam Sunder Circle
towards Sedam and from Alandi towards Ring Road. It is
moderately congested during the most part of the day.
Sat Gumbaz Circle
Sat Gumbaz Circle is a four legged, non-signalized intersection

and it is skewed in shape. It is located in the northern part of the
city. It conveys the traffic from Bande Nawaz Dargah towards
Jagat Circle and Market. Another link conveys traffic from Nehru
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Gunj towards Market and Jagat Circle. It is highly congested during evening hours. The Peak
hour volume at this junction was found to be 5,277 PCUs
Public Park Circle
Public Park Circle is a three legged, signalized intersection. It is

located in the central part of the city. It lies on the Station road
between S.V Patel circle and Jagat Circle. It conveys all the traffic on
the main road from Gulbarga Corporation, Mini Vidhan Soudha and
RTO towards Jagat Circle. Due to heavy traffic flow during the peak
hours, it is congested. The Peak hour volume at this junction was
found to be 3,749 PCUs
Dargah Cross/ Nehru Gunj
Dargah Cross / Nehru Gunj is a three legged, non-signalized

intersection. It is located in the northern part of the city adjacent
to the Gunj area. It conveys traffic from Humnabad road to Super
Market. Another link from Khaja Bande Nawaz Dargah intersects
this road at the junction. This intersection experiences high
congestion during the evening hours. The Peak hour volume at this
junction was found to be 3,811 PCUs
STBT Circle
STBT Circle is a three legged, non signalized intersection. It is

located in the north-eastern part of the city on Humnabad road. It
conveys the traffic from Jagat Circle going towards Bande Nawaz
Dargah. The other road that intersects this one to form a T-
Junction conveys traffic from the Government Hospital. This
intersection experiences moderate congestion for the most part of
the day. The Peak hour volume at this junction was found to be
4,327 PCUs
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DUL
LT Com
mprehensive Traffic
T and Tra
ansportation Plan
Rash
htrapati Circ
cle
Rash
htrapati Circle (New Jewargi
J Crosss) is a T-shaped, thrree
legg
ged, non-sign
nalized interrsection. It is located in
n the Southe
ern
partt of the city near the Rin
ng road. It co
onnects the M
M.S.K Mill ro
oad
(Buss Stand road
d) to the Ne
ew Jewargi road
r at New
w Jewargi cro
oss
(Rasshtrapati circle) as well as Old Jew
wargi road att Mohan Lod
dge
crosss. It caters to the traffiic from ente
ering Gulbarg
ga from south.
It ex
xperiences high congestion during th
he peak hourrs. As it linkss to
the M.S.K Mill ro
oad (Bus Sta
and road); th
his junction experiences
e movement and other
major bus m
heavvy vehicles ply
p on it. The
e Peak hour volume at th
his junction was found to
o be 3,583 PCUs
P
3.9
9 Observe
ed Transp
port Defic
ciencies
The first step in formula
ating transpo
ortation pro
oposals is the
t identificcation of transport
t
deficiencies. There are sevveral problems that reduce the effiiciency of th
he transport system.
gestion is ind
Cong dicative of such
s problem
ms, whereby an increase
ed travel time and a redu
uction in
efficciency, prim
marily during the peak period,
p is fellt. Some off the major problems re
elated to
tran
nsportation in
n Gulbarga are
a outlined below.
9.1 Lack off Traffic Segregation

3.9 n
Plan
nning for pedestrians and cyclists has b
been
negllected and remains
r a largely unaddressed probllem.
The utility of th
he existing footway
f are eroded beca
ause
of encroachmen
e nts, forcing the
t pedestria
ans to spill over
o
on to
t the carriageway. Cyyclists share
e the road with
w
fast moving veh
hicles in the absence of separate tra
acks
for their movement resultting in redu
uced travel speeds for vehicles ussing the kerb lane.
Excllusive lanes to
t pedestrians and cyclissts for segreg
gating the trraffic are fou
und wanting.
3.9
9.2 Road N
Network
As the
t road systtem has nott grown com
mmensurate to the vehiccle growth, traffic congestion is
obse
erved on ma
any links. Traffic conge
estion is indiicative of one such defficiency whe
ereby an
incre
eased travell time and a reduction in efficiencyy particularlly in the pea
ak period is felt. To
exam
mine the ade
equacy of ro
oad links the
e volume of traffic is compared to itts carrying capacity.
c
Road
d capacity iss defined as the maximum number of
o vehicles th
hat can pass over a given
n section
of a road durin
ng a given time
t period under prevvailing roadw
way and traffic conditio
ons. The
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volume capacity ratios in selected stretches were computed and it is seen that the there is
substantial congestion at several locations and the problem would get amplified in the years to
come if no alternative measures are proposed.
• Central median for segregating the directional traffic is found wanting although
there is sufficient road width on the arterial.
• Several roads do not lend themselves for substantial improvements due to
constraints of land space and the areas being heavily built up.
• Buildings abut several arterials, depriving of scope for widening.
• Lack of Curbs and Footpaths.
3.9.3 Increased Motor Vehicle Ownership

There is a phenomenal increase in the ownership of private vehicles over the last few years.
The number of two-wheelers and cars has almost doubled. It is apparent that the increased
use of private vehicles is the prime contributor to traffic congestion and also has a severe
impact on public transport patronage. As cars and particularly two-wheelers have proliferated,
road accidents have also increased.
3.9.4 Weak Arterial Connectivity

While several roads radiate from the city centre, it is observed that the orbital links are few
and far in between, resulting in the lack of route continuity and straining the radials.
Substantial detour to traffic is observed for want of links that are missing.
3.9.5 Saturated Junctions

It is observed that a number of junctions have improper geometrics without any traffic control
devices. This has resulted in traffic getting saturated at intersections resulting in delays and
congestion. Besides, several junctions do not have the necessary turning radii for the smooth
turning of vehicles.
3.9.6 On-Street Parking

One of the main problems of the corridors is that there is
no designated On-Street Parking available on major
corridors such as Afzalpur road, Shahabad / Bidar road,
Jewargi road and Aland road. As a result, vehicles are
parked haphazardly on the carriageway itself. This not only
has reduced the capacity of the roadway, but has also
TTIC 24
reduced the capacity of the traffic flow. There is also no scope of widening for most of these
arterials, as buildings and other developments exist almost at the edge of the roadway itself.
3.9.7 Traffic Control Devices

It is observed that the city roads are missing standard traffic signages which are both
mandatory and informative, for the safe operation of traffic on the corridors.
3.9.8 Railway Level Crossing

The railway lines run across major roads such as Afzalpur
road, Nalogi road, Old Jewargi road, Gulbarga university
road, without any grade separation. It is also observed that
at all these locations, the railway crossing closes every 30
minutes for goods trains to pass by. Traffic at these gates
gets queued up causing bottlenecks on the streets.
3.9.9 Encroachment by Hawkers

One of the main hurdles for the smooth movement of traffic and pedestrians in any town is
caused by the encroachments of the street right-of-ways, generally by the hawkers. Gulbarga
city is no exception to the menace created by the hawkers. Encroachment of foot paths results
in pedestrians spilling on to the carriageways, creating hazardous situations for both
themselves and the traffic on the carriageway.
3.9.10 Public Transport Patronage

Public transport buses are an affordable means of transportation, providing a high degree of
flexibility and convenience at an affordable cost. Inefficient public transport will affect the
competitiveness of a city’s economy due to its adverse effect on availability of labor, and
individual’s expenditure on travel. The number of buses has not increased commensurate with
the demand. As a result, personalized modes have been on the increase, resulting in
congestion.
Public transport buses both city and inter-city services in Gulbarga are currently operated by
NEKRTC.The NEKRTC operates along 22 routes within Gulbarga City.The existing bus routes are
shown in Figure 3.4.
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Figure 3.4: Bus Route Map
The Summary of Transport Trends is presented in Table 3.7.
Table 3.7: Summary of the Transport Trends
Sl. No Travel parameter Units 2009 Values
1 Population lakhs 5.6

2 Population Density people/hec 87
3 Average House Hold size number 5.8
4 Total Vehicle population lakhs 1.1
5 Total Travel Demand lakh trips 2.3
4.6 (All Modes)

6 Average Trip Length Km 5.3 (Motorized
Only)
7 Average Journey Speed kmph 21
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Sl. No Travel parameter Units 2009 Values

Per Capita Trip Rate
8 trips 0.5
(Motorized)
9 Per Capita Trip Rate (Total) trips 0.83
Modal trip shares (Motorized only)
Public Transport 15
10
Intermediate Public Transport percentage 27
Private 58
The existing mode share considering all modes is shown in Figure 3.5.
Figure 3.5: Existing Mode Share (Year 2009-All Modes)
The key survey findings are presented in APPENDIX B.

Intermediate Public Transport Characteristics are presented in the Supplementary Report.
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Chapter 4
TRANSPORTATION STRATEGIES
The existing national and international policy framework for urban areas is reviewed prior to
framing the strategies for Gulbarga. In the Indian context, the National Urban Transport Policy
deserves careful review. In the International arena, the framework of World Bank and the City
of London have been chosen for review for their significant contribution for evolving Transport
Strategies.
4.1 Review of Transport Policies/Strategy Documents

4.1.1 National Urban Transport Policy
Cities in India have been facing urban transport problems over many years, affecting the urban
transport mobility of people and ultimately the economic development of the cities. To support
and maintain the required level of economic activities in urban areas, and address urban
transport issues, the National Urban Transport Policy (NUTP) was formulated in May 2005 and
approved by the Cabinet in April 2006. The NUTP is formulated to transform the current urban
transport system into a safe, convenient and efficient transportation system across all urban
areas in India.
The objective of the National Urban Transport Policy is to ensure safe,

affordable, quick, comfortable, reliable and sustainable access for the
growing number of city residents to jobs, education, recreation and
such other needs within our cities. This is sought to be achieved by:
• Incorporating urban transportation as an important parameter
at the urban planning stage rather than being a consequential
requirement
• Encouraging integrated land use and transport planning in all
cities so that travel distances are minimized and access to livelihoods, education, and
other social needs, especially for the marginal segments of the urban population is
improved
• Improving access of business to markets and the various factors of production
• Bringing about a more equitable allocation of road space with people, rather than
vehicles, as its main focus
• Encourage greater use of public transport and non-motorized modes by offering Central
financial assistance for this purpose
• Enabling the establishment of quality focused multi-modal public transport systems
that are well integrated, providing seamless travel across modes
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• Establishing effective regulatory and enforcement mechanisms that allow a level

playing field for all operators of transport services and enhanced safety for the
transport system users
• Establishing institutional mechanisms for enhanced coordination in the planning and
management of transport systems
• Introducing Intelligent Transport Systems for traffic management
• Addressing concerns of road safety and trauma response
• Reducing pollution levels through changes in travelling practices, better enforcement,
stricter norms, technological improvements, etc.
• Building capacity (institutional and manpower) to plan for sustainable urban transport
and establishing knowledge management system that would service the needs of all
urban transport professionals, such as planners, researchers, teachers, students, etc
• Promoting the use of cleaner technologies
• Raising finances, through innovative mechanisms that tap land as a resource, for
investments in urban transport infrastructure
• Associating the private sector in activities where their strengths can be beneficially
tapped
• Taking up pilot projects that demonstrate the potential of possible best practices in
sustainable urban transport
4.1.2 City Level Infrastructure Plan for Gulbarga (CLIP) – June 2006
The objective is to identify infrastructure needs catering to the Gulbarga’s growth, identify
urban management reforms required to facilitate infrastructure creation and maintenance, and
identify project development activities required to facilitate project execution.
The study consists of:

(i) Conducting a situation analysis through assessment of secondary data and
socioeconomic surveys for establishing a baseline on service levels;
(ii) Assessing the status of environmental infrastructure (comprising water supply,
sewerage and sanitation, solid waste management, and flood and drainage control);
(iii) Assessing the status of other physical (comprising roads, street lighting, traffic
management, and slum upgradation) and social (comprising health and education)
infrastructure;
(iv) Identifying projects in the aforesaid areas to meet city/town growth, prioritizing
interventions, and conducting social and environmental impact assessments for
overcoming project risks; and
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(v) Determining the Urban Local Body (ULB) investment sustenance levels based on the
municipal fiscal status
(vi) and prevailing urban management framework.
4.1.3 World Bank Strategy

In response to a request from Government of India (GOI) for lending support to the
development of Urban Transport agenda in India, the World Bank
has prepared a policy note targeting the transport sector in India.
As a part of the strategy note, the Bank has compared the urban
transport sectors of Bangalore and Chennai.
The World Bank recommended a “demand-segmented, service-

oriented urban transport strategy, which would balance growth with
equity concerns, with a strong but cost-conscious orientation in
favor of public transport modes.” The strategy note has also proposed a series of policy
initiatives for BMA (and possibly applicable to other major metropolitan cities in India as well)
in the increasing order of complexity and difficulty and the same are shown below:
1. Measure and evaluate the performance of the transport system, regularly, from the
point of view of different groups. This would require a primary effort by the lead urban
transport agency, to design the data requirements for different sub-sectors and
agencies, commission an initial data collection effort, and maintain a data bank in
perpetuity.
2. Introduce road and street design standards and practices that are walk-and bicycle-
friendly. This should start by including detailed instructions in the terms of reference
for planning and design studies.
3. Re-allocate the existing road space to provide substantial exclusivity and priority of use
to public transport vehicles on arterial streets. The corollary of this is that general
traffic would be restrained and parking would be controlled /priced. This would start
by a pilot study focusing on selected corridors and/or areas, to be followed by
implementation and scaling up of the effort. Both design and implementing stages
would involve the local government, traffic police, the transport operators, and the
metropolitan planning agency. A substantial intensification of traffic and parking
management activities would be required, which may lead to a re-allocation of traffic
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management functions between the traffic police and municipal administrations. The
formation of strong traffic management units in the latter group will be necessary.
4. Shift attention and resources to repairing and/or constructing a new secondary and
tertiary urban road networks within low-income and poor areas, and connecting them
to the arterial network. This requires a policy shift, to be reflected in the normal
budgeting process. A link to items 2 and 3 above is needed.
5. Address squarely the issue of public transport fares, subsidies and service levels,
balancing social protection and modal split concerns, for all transport modes. This is a
major lacuna in the present strategy. Corrective actions will require the setting up of a
metropolitan transport regulatory authority, with a small professional support group,
aided by external consultants.
6. Implement a regulatory reform aimed at getting substantially higher-quality services

and/or lower production costs (internal incentives for MTCs, a gradual move to
competition;). The cited regulatory group is a pre-requisite for considering options and
implementing changes.
7. Develop a market for public transport modes suitable to serve travel demands at the
low end of the income distribution. The cited regulatory authority is essential for this
task.
8. Introduce rigorous project evaluation for large projects, inclusive of mandatory options
and risk-conscious analysis. This can start by carefully designed terms of reference and
short-listing criteria requiring a much greater involvement of independent consultants.
9. Focus on at-grade, bus-based rapid transit lines, with publicly-owned infrastructure and
competitively awarded service concessions, (inclusive of feeder/distributor networks).
Ensure that new primary roads include a provision for rapid public transport modes (no
reference to a specific vehicle technology). This is already a part of some road projects, but so
far has been biased in favor of rail-based systems.
The transport strategies penned in the World Bank document are broadly accepted and the
same can be seen in any other strategy documents too. Apart from the general ones, a couple
of strategies mentioned in the strategy document have been recommended in this study as
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policy decisions to be considered. It will be recommended that a lead transport agency

evaluate the transport system on a regular basis. Besides, it is also recommended that the city
of Gulbarga create and maintain a database of all the transport related data at a central
location that is accessible to all. This has been emphasized in the World Bank strategy
document.
4.1.4 London Transport Strategy

Before developing a strategy for Gulbarga City with diverse transport modes and patterns it
would be useful to consider the strategies and policies in an international arena. For the
purpose of this study the transport strategy considered by the City of London is discussed.
London population is expected to increase from 7.6 million in 2007 to 8.5 million by 2026.
Similarly the employment is also slated to increase from 4.7 million jobs to about 5.2 million
jobs. About 24 million trips per day are carried by the London’s
transport system. The total number of trips on London’s transport
network is projected to increase from 23.8 million in 2006 to more than
26 million by 2026.
The Mayor of London, Ken Livingstone, has recently published his

Transport Strategy. His ten key transport priorities are stated to be:
1. Reducing traffic congestion.
2. Increasing investment in the Underground to increase capacity.
3. Improving bus services including increasing capacity.
4. Better integration of the national rail network with London's other transport systems.
5. Increasing overall capacity of the London transport system by promoting cross-London
rail links, orbital rail links in central London and new Thames river crossings in East
London.
6. Improving journey time reliability for car users, particularly in outer London, whilst
reducing car dependency.
7. Supporting local transport initiatives including those that improve road safety.
8. Improving the efficiency of the distribution of goods whilst minimizing environmental
impact.
9. Improving access to transport for all people, including the disabled.
10. Improve transport integration.
In his transport strategy, the Mayor has not given priority to major new road schemes on the
basis that they wouldbe "environmentally unacceptable" and "financially unaffordable".
Therefore, the strategy to reduce traffic congestion was mainly proposed by improvements to
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public transport, more traffic enforcement and by the introduction of a Central London
congestion charging scheme. As part of the strategy the document has made the following
suggested solutions:
• A central London congestion charging scheme.
• Additional rail services and extensions to existing services
• New Thames river crossings including a rail crossing
• Pedestrianization of Trafalgar Square and other squares
• Expansion of the bus network and extension of bus priorities
• More traffic enforcement including new regulations
• Public off street parking will be more heavily regulated to discourage car use
• Traffic bottlenecks to be tackled
• Existing road improvement schemes are to be reconsidered and replaced by "reduced
scale" schemes
• Integrating car use with other forms of transport
“The complex transport
such as improving parking facilities at rail stations
situation needs a multi pronged
in outer London
approach“
Several issues in the strategy document may be
considered for Gulbarga. Unlike in London, implementing a congestion charge scheme based on
License Plate in a city like Gulbarga would be challenging given the infrastructure available.
The strategy contains many useful proposals; there are no major substantial investment
opportunities specified in major public transport and road infrastructure. In a developing
economy such as, such strategic policy items must be considered in its long term strategy.
The London Transport Strategy discusses on how the central area in London – Trafalgar was
made a total pedestrian zone. In Gulbarga too, the central market area is the potential area to
be made a pedestrian only area.
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4.2 Transport Strategies for Gulbarga Planning Area

Solutions for the complex transport issues of Gulbarga cannot be obtained by a single strategy.
The following strategies need to be implemented in tandem (as applicable) to meet the various
goals set for Gulbarga Region:
• Land Use and Transport Strategy
• Roadway Network Strategy
• Public Transit Strategy
• Non Motorized Transport Strategy
• Freight Management Strategy
• Demand Management Strategy
• Traffic Management Strategy
It is important to note that each of the above strategies is equally important and the order of
listing does not imply priority. Each strategy includes sub strategies of immense importance.
The projects that emerge out of the strategies, when implemented, shall fulfill the goals and
objectives of the CTTS.
The overview of the various strategies considered in the study is shown in Figure 4.1.
Figure 4.1: Overview of Transport Strategies
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The essence of each of these strategies, the general action plans to be considered when
applying them are described in the sections to follow in this chapter. However, these
strategies eventually will lead to a series of proposals or projects that need to be implemented
in a phased manner. These specific plans/proposals, emerging out of the strategies to achieve
the goals and visions set, are looked at in the subsequent chapters.
4.2.1 Landuse and Transport Strategy

The landuse development scenario presented in the Revised Master Plan, is followed here in
integrating with the transport strategy. The landuse strategy for the area promotes clustered
and nodal development across the region and their potential growth. Gulbarga has witnessed
economic boom in Mining and Industrial sector during the last decade and the growth is
envisaged to be happening significantly towards southern and the north-western directions.
It is important to decide on how to conceptually connect these growth centers with reference
to the Gulbarga core and the extent to which we provide these connections. Conceptually,
there are ways of addressing the connectivity to the core area. They include:
• Through connecting and strengthening the radial corridors by way of committed as well
as proposed projects. These radial corridors also connect the intermediary centers that
are likely to be developed along them. The connectivity to the city core would be
increased.
• Through provision of outer circumferential corridor by either linking existing links or
providing a new corridor.
4.2.2 Road Network Strategy / Mobility Corridors

The centre piece of the transport plan is the public transport mobility plan. One of the
important aspects of a mobility plan is the roadway network plan as the land use, public
transport, and travel characteristics are affected by the network. Gulbarga has been growing
circumferentially with respect to the core area and consequently several roads that form the
radials have become prominent. While the city has roads that look like radials, it does not have
definite circumferential roads except only the northern section of the ring road that can be
considered circumferential.
The framework for the urban transport road network strategy for the Gulbarga area has been
evolved in the following ‘Hub and Spoke’ manner (See Figure 4.2):
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Figure 4.2 Schematic Representation of the Evolution of Road Network Strategies
• Existing network as-is with emphasis on radials

• Circumferential roads supplementing the radials. By providing the circumferential
roads people do not have to pass through core areas.
• Consolidating the circumferential roads connecting the regions within the LPA into one
integrated network for the entire Gulbarga region
The final road network strategy that is adopted is to reorient the existing network into a radial-
circumferential combination for the Gulbarga Region. Public Transport strategy could then be
integrated with the recommended network strategy.
An important component of the strategy is the transport network scenarios - as land use, public
transport, and travel characteristics are all influenced by the network. Conventionally, city
road arterial and sub-arterial networks are developed as either radial or grid or combination of
both for efficient traffic movement. The urban strategy must consider the road and public
transport network that is practical and achieves the objectives of the strategy.
Functionally, urban roads are classified as Arterial, Sub-

arterial, collector/distributor and Local Streets. Functional “In essence, a mobility corridor
classification of the urban roads is an important step maximizes throughput of people
wherein design and management of roadways would be focusing on mass transport and
standardized. By designating certain roads as mobility NMT, rather than vehicular

traffic”
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corridors, these corridors get priority for increasing the throughput as well as speeds would
then be focused and appropriate solutions would be identified.
Hence, the road network strategy for the BMR area is to have a well integrated network
system comprising of Ring Roads and by-pass roads (to allow central core area to be bypassed),
together with well defined radials providing connectivity to all the growth centers in the
region.
4.2.3 Public Transport Strategy

The public transport improvement strategy would generally focus on the following three plans:
o Bus Augmentation
o Higher order Mass Transit System
o Modal Integration
Bus Augmentation
Before any serious public transport corridor plan is

proposed, it is important to utilize and upgrade the
existing bus based mixed traffic public transport. This would mean improvement of bus fleet,
both in quantity and quality of the buses.
As mentioned earlier, the NEKRTC operates buses in the area on 22 routes and the transit share
is low – only 11% of the total trips. As part of this scenario, NEKRTC will be required to
rationalize the bus route system, with adequate frequencies in the required routes. The bus
fleet system need to be controlled by a central authority and also will need to replace part of
the existing bus fleet with modern buses. The services offered should be through high capacity
buses on certain segments.
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. In
this regard, the Consultants will estimate the number of buses needed to cater to the future
demand and come up with a bus augmentation plan, inclusive of high capacity buses.
Higher order Mass Transit Systems
The Travel Demand Model would indicate whether there is a need for the introduction of a
higher order mass transit system in the area. The choice of the mass transit system is based on
a set of characteristics of the various mass transit options. The main parameters that
determine the type of system include the expected capacity (expressed in terms of passengers
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per hour per direction – pphpd), the geometric constraints (availability of ROW) and the cost of
construction. Accordingly, we would determine the type of system needed for the city and
recommend the same.
Modal Integration
Any public transit plan is incomplete without intermodal integration.
Intermodal integration involves:
• Integrated public transit network planning
• Integration of public transit with auto rickshaws, taxis and NMT
modes
• Institutional Integration
4.2.4 Non Motorized Transport Strategy

Non-motorized transport (NMT) in Gulbarga accounts for about 25%
of the total trips. However the NMT facilities are inadequate as
well as substandard. It is important that the current levels of NMT
share of trips are at least retained if not increased. NMT strategies
focus on the following:
• Encourage walking by way of provision of usable footpaths
• Encourage cycling as a mode of transport
• Provide of safe pedestrian crossing facilities
• Integrate of NMT facilities with public transport plan
• Pedestrianization of certain roads
Install Footpaths
About 15% of the trips are made completely by walk. Sidewalks have valuable community
benefits. To encourage and cater to walking trips footpaths must be installed. The following is
suggested for the installation of footpath:
• A minimum usable width of 1.8 mtrs should be provided for
footpath
• It is desirable to have a footpath width of 2M for all roads
• Obstructions on footpath must be removed/or relocated
• Footpath design must discourage two wheelers using the
footpath during periods of congestion
• At all signalized intersections, pedestrian zebra crossings, all other signages and
markings must be clearly marked
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• Footpaths at all busy intersections must be provided with handrails to enforce

pedestrians cross at zebra crossings
Install Pedestrian Grade Separated Facilities

It is very essential that pedestrians are separated from motorized vehicles while crossing the
busy streets. Grade separated pedestrian crossing facilities must be provided for bus-stops
located away from major intersections. In addition to these situations, grade separated
pedestrian crossing facilities are also required at selected high intensity pedestrian activity
uses. The pedestrian facility could be either in the form of foot over bridges or underpasses.
We will look at the need and feasibility of recommending pedestrian grade separators based on
the amount of pedestrians/vehicle conflicts.
Install Bi-cycle Lanes

Cycling is healthy and effective mode of transportation for many commuters. Several trips not
exceeding a trip length of 3-4 KM are made through bi-cycles. To encourage and cater to
cycling trips, dedicated bi-cycle lane network must be provided.
Encourage Pedestrianization in Core Area

Converting a street or an area to vehicle-free use is called pedestrianization. International
experience shows that despite the initial resistance and acceptance, pedestrianization often
improved the businesses and economy of the area in addition to the social benefits. We would
identify such pedestrian only zones in the study area. We would try to identify such pedestrian
only zones in the study area subject to the feasibility.
4.2.5 Freight Management Strategy

The transportation of freight is fundamental to the
quality of life in the Gulbarga Region, because these
services play a critical role in the regional economy.
Careful consideration of freight transportation in the
design and operation of the regional transportation
system can reduce conflicts between the simultaneous
needs of moving people and moving goods throughout the region. Careful location of freight
terminals can increase the safety, reliability and efficiency of regional freight transportation.
In turn, this can reduce the negative environmental impacts of freight transportation.
Freight transport management includes various strategies of increasing the efficiency of freight
and commercial transport.
1. Restricted delivery times in central business districts
2. (8 AM -8 PM prohibition)
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3. Use of small and medium size vehicles with modern emission controls in the central
city areas.
4. Develop Freight Terminals/warehouses on the periphery of the city.
Truck terminals, in general, should be planned at the periphery of the City along major
highway / rail corridors.
4.2.6 Demand Management Strategy

Even after considering higher order transport system on the mobility corridors, anticipated
public transport share may not perhaps be expected to reach the set goal. To further increase
public transport modal shares, additional demand management
interventions can be implemented. The most common strategy that can
be used in Gulbarga is the ‘Parking Strategy’.
Demand Management through restricted parking supply or imposing

restriction of vehicles in core areas using methods such as odd or even
number plate entries on certain days will discourage use of private
vehicles and increase public transit share. This must be employed in the
core areas in Gulbarga.
4.2.7 Traffic Management Strategy

It is imperative that Traffic Engineering and Traffic Management be given high priority in
Gulbarga. Simple junction design and optimization itself can
alleviate to a larger extent difficult problems in the short run.
While we not only aim to achieve a more optimized network,

traffic safety is significantly emphasized which is desirable.
Also, the street looks organized and provides a much better
ambience to the whole of Gulbarga itself. Key traffic
management measures are:
• Traffic engineering that includes junction improvements
(geometrics and signage) and redesign
• Traffic control devices
• Area Traffic Control (ATC) and ITS
• Black Spot identification and elimination Traffic
(Oneway,
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tidal flow management, parking management)

• Encroachments/Hawker Management
• Traffic calming
4.3 Outline of the Preferred Strategy

After summarizing the whole transport strategies (explained in the preceding sections) that will
be looked in to before applying the suitable ones, the preferred strategies that the Consultants
will test for finalizing the proposals will be as follows (in non-sequential order):
1. Bus augmentation
2. Introduction high dense buses on major road corridors with demand
3. Landuse adjustments along transport corridors and densification around stations
4. Providing transport hubs and truck terminals
5. Improvement in traffic management through TDM measures
6. Improve connectivity throughout the region by adding missing links; constructing ring
roads; building grade separators and widening, wherever required
4.4 Transport Proposals

As stated earlier, all the transport strategies mentioned above, when applied in tandem
scientifically, will result in a number of proposals or schemes. These schemes are essential for
the efficient operation of the transport system in the whole of Gulbarga Region. The specific
proposals emerging out of the overall transport plan would result in a substantial investment
program.
The individual proposals will be widely different from each other in terms of their sheer cost,
time at which to be taken up for implementation, construction time and finally the duration up
to which their usefulness will last. Accordingly, the transport proposals can be categorized into
short, medium and long-term measures.
Short and medium term relief measures are measures that bring in relief to traffic in short and
medium term serviceability. Short term improvement measures are those whose usefulness
lasts for about three to five years of time. Beyond this period, the implemented measures may
not be effective in serving their purpose and need to be reviewed for alternative measures.
The medium term measures are those whose usefulness may last for about 10 years. Similarly,
the long-term measures are those whose benefits last beyond 10 years. At the same time, they
are cost intensive too. Hence, it is not the time taken for actually implementing the proposals
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that differentiate the short, medium and long terms; rather, it is the duration of time that
these proposals are effective in fulfilling their purpose.
Accordingly, the proposals emerging out of the overall transport plan for Gulbarga can be
classified under short, medium and long-term schemes as below:
Long – term Proposals

• Transit Systems
• Truck Terminals
• Freight Corridors
• Missing Roadway Links
• Major Road Widening
Medium – term Proposals

• Pedestrian Subways (if needed)
• Multi-level Parking Facilities
• Grade Separators (Flyovers)
• ROBs and RUBs
• Traffic Management Centers
Short – term Proposals

• Pedestrian Facilities (footpaths)
• Bicycle Network
• Traffic Management
Parking Regulation
Signal Optimization
Junction Improvements
Road Markings and Signage
Corridor Improvement Schemes
One way Streets
The individual specific schemes under each category are presented in the subsequent sections
of this report.
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CHAPTER 5
LONG TERM, MEDIUM TERM AND SHORT TERM
PROPOSALS
As a part of Comprehensive Traffic and Transport Study for Gulbarga, a significant amount of
traffic data has been collected and analyzed. Based on these data, a number of short-term and
medium term schemes have been recommended for Gulbarga Local Planning Area. Short and
medium term relief measures as the terms indicate are measures that bring in relief to traffic
in short and medium term serviceability. Short term improvement measures are those whose
usefulness lasts for about three to five years of time. Beyond this period, the implemented
measures may not be effective in serving their purpose and need to be reviewed for alternative
measures. Similarly, the medium term measures are those whose usefulness may last for about
10 years. Hence, it is not the time taken for actually implementing the proposals that
differentiate the short, medium and long terms; rather, it is the duration of time that these
proposals are effective in fulfilling their purpose.
Traffic management systems are very effective in tackling the urban traffic chaos especially
when backed up by simple improvements that are not cost intensive and have proved to be
effective when implemented properly world over.
In order to start off the implementation process, priority areas have been presented in this
document. The areas have been selected on the basis that they compliment the medium and
long term proposals due. The primary survey data along with site visits by traffic engineering
experts were used to analyze the present situation to identify the deficiencies in the existing
facilities and to suggest suitable short and medium term schemes in traffic management area
for Gulbarga Local Planning Area.
To cater to the demand in the horizon year, long term schemes are formulated. These
proposals are not required immediately, but will be needed before the horizon year.
5.1 Long Term Proposals

The proposed long-term plans for Gulbarga Local Planning Area contains different types of
proposals that will serve to the travel demand up to the year 2029.
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5.1.1 Public Transport Proposals

The improvements to the public transport are proposed in a staged manner. Improvements in
each stage are introduced during different future years. The recommended staged public
transport strategy is as follows:
1. Bus Augmentation – Increasing the fleet size of the buses to meet the required demand;
Introduction of some High Capacity Buses; These measures have to begin from 2011
itself.
2. Dedicated Bus Lanes – Reserving carriageway space for the use of buses alone on major
corridors that have potential demand.
3. Bus Rapid Transit System – Introduction of BRT system with lane exclusivity to cater to
the potential future needs – to the horizon year and beyond.
These improvements are complemented further by other public transport strategies like the
relocation of the bus stop, integrating private bus operators and finally achieving an intermodal
integration of all the transport systems. The following sections explain these strategies in
detail.
Bus Augmentation
One of the easiest and quicker ways of increasing the public transport trips is by bus fleet
augmentation. Before any serious public transport corridor plan is proposed it is important to
utilize and upgrade the existing bus based mixed traffic public transport. Hence, North East
Karnataka Road Transport (NEKRTC) will be required to increase the existing bus fleet (26 nos.)
with most likely additional routes as well. Also, there exists a total of 22 nos. of suburban
buses that cater to the passengers travelling to Gulbarga city from the LPA villages. Increasing
the existing fleet size as well as frequency for both types of bus services will help the public
transport system to cater to more areas in and around the city, making more people transfer to
the public transport mode as against their independent modes of travel. The services offered
would be through a variety of bus sizes suitable for various segments and services with or
without ITS applications.
As per the Central Institute of Road Transport (CIRT) report Bus Transport Supply Index (buses
per lakh of population) must be approximately 40. Based on this consultants have proposed Bus
Fleet size for the horizon years.
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The other important proposal to increase the efficiency of the public transport system would
be to allocate high dense buses during the peak hours on the following seven corridors.
1. MSK Mill Road
2. Bus Stand Road
3. New Jewargi Road
4. Station Road
5. Sedam Road
6. Aland Road
7. Humnabad Road
It is estimated that Gulbarga would require approximately 40 High Capacity Buses by the
horizon year 2023. By introduction of High Capacity Buses there will be reduction in the
number of ordinary buses.Accordingly, the fleet requirement is shown in Table 5.1.
Table 5.1: Bus Fleet Size for Horizon Years
Year No. of Ordinary No. of High

Total
Buses Capacity Buses
2011 242 8 250
2017 114 30 144
2023 104 60 164
Dedicated Bus Lanes

As the next stage of PT strategy, it is prudent to identify certain corridors in the city and
‘reserve’ exclusive space for the movement of buses on these corridors. As the city grows in
the future years, it is essential to keep the road network free of congestion, which would
otherwise get congested by the ever increasing presence of private vehicles. Reserving a
dedicated lane for the use of buses could make it attractive to shift the private vehicle users to
the buses to some extent.
A number of roads have been proposed for widening (see section on medium-term proposals) in
this study. The Consultants have identified corridors to have dedicated bus lanes from among
the roads meant for widening. Reserving lane exclusivity for PT would mean lesser space for
private vehicles. However, the aim is to discourage the use of private vehicles and encourage
PT use.
The Bus Routes identified for having dedicated lanes are shown in Table 5.2 and Figure 5.1.
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Table 5.2: Proposed Dedicated Bus Lanes

Sl.No. Road Name
1 MSK Mill Road & Bus Stand Road
2 New Jewargi Road
3 Station Road
4 Sedam Road
5 Aland Road
6 Humnabad Road
7 Ring Road
8 Darga Road
9 Tank Bund Road
10 Shahbad Road
11 Sultanpur Road
12 Market Road
Figure 5.1: Proposed Dedicated Bus Lanes
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DUL
LT Com
mprehensive Traffic
T and Tra
ansportation Plan
Bus Rapid Tran

nsit System
m
The Travel Dem
mand Foreca
asts do not build a veryy strong casse for the in
ntroduction of BRTS
with
hin the horizzon year periiod. The esttimated PPH
HPD values are less than 2000 on ma
ajority of
the major corrid
dors. These estimates arre based on the future growth
g of the
e city as indiicated in
the Master Plan. However, the dynamics of growth
h and develo
opment of th
he city could
d change
m the prediccted scenariio after 10- 12 years. This has ha
from appened in many conte
emporary
citie
es, and Gulb
barga is perh
haps no excception to th
his. Hence, it is pruden
nt to review and re-
asse
ess the growtth scenario of
o the city pe
eriodically.
Follo
owing this and keeping the
t NUTP vision of prom
moting higher order publlic transport, we are
reco
ommending the
t introducction of BRTSS to cater to
o the needs of future – by the horizzon year
and beyond.
ordingly, ma
Acco ajority of de
edicated buss lane corrid
dors (identiffied earlier) could serve
e as BRT
corrridors too w
when the syystem is inttroduced. T
This way, when
w the hiigh capacityy BRT is
operrational on selected ro
outes where
e the deman
nd is high, the remain
ning corridors could
conttinue to be served by otther type off buses. Acco
ordingly, a BRTS
B networrk corridor has
h been
iden
ntified for th
he city.(Refer Table 5.3 and Figure 5.4)
Righ
ht of Way Requirement
R ts – For at-grrade BRT, th
he desirable right of wayy (ROW) requ
uirement
is 30
0 m to meet the requirements of the
e IRC code, but with an absolute minimum of 25
5 m. The
latte
er allows forr two-lane ca
arriageways each way an
nd a combine
ed cycle tracck and footpath. The
typical cross secctions are sh
hown in Figure 5.2 and F
Figure 5.3. Additional
A 7 m space is required
at sttations/stops.
Figure 5.2: Ty
ypical Cross Section of BRT
B Corrido
or with Cycle
e Lane
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Figure 5.3: Typical Cross Section of BRT Corridor without Cycle Lane
It may be possible to reduce the requirement further when the demand level is low such as at
the periphery of the city. It is highly unlikely that the desired ROW will be available for the
full length of the corridor in Gulbarga. The introduction of BRT would necessitate huge land
acquisitions and other social issues, as most of the roads on both sides are abutted with
residential and commercial properties.
The list of BRT corridors is presented in Table 5.3.
Table 5.3: Proposed BRTS Corridors

Sl.No. Road Name
1 MSK Mill Road & Bus Stand Road
2 New Jewargi Road
3 Station Road
4 Sedam Road
5 Aland Road
6 Humnabad Road
7 Ring Road
The recommended BRT network is shown in Figure 5.4.
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Figure 5.4: Propsed BRTS Corridors
5.1.2 Expansion of the City Bus Stand

In Gulbarga buses are operated from two different bus terminals- City Bus Stand for intra city
bus services and NEKRTC for intercity services. Gulbarga would require approximately 370
buses by the year 2023. The existing City Bus Stand will not be able to cater to the future
demand. Hence, as a long term proposal consultants recommend expanding the exisiting City
Bus Stand by acquiring Old Jail building and also recommend to convert the same into inter-
transfer bus stand (Intra and Inter City bus stand).It is also recommended to intergrate it by
building a multi-storey parking lot.
5.1.3 Peripheral Ring Road

Gulbarga has a radial road network system. While several arterial roads radiate from the city
centre and extend to other cities and towns, it is observed that the orbital links are few and
far in between, resulting in the lack of route continuity and straining the radials. The city has
already grown up to the limits of the existing ring road and the future growth of the city will
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happen beyond the ring road. The need for a peripheral ring road is thus felt to divert the
through traffic (especially commercial) to bypass the city.
Hence, consultants recommend constructing a Peripheral Ring Road of length 55 kms beyond
the existing Ring Road. This will further enhance peripheral movement, as it can be observed
from several case studies for cities in India and across the world that forming a concentric ring
pattern along with several radials enhances road network as the radial city grows.
The PRR has to be built in accordance with the proposed landuse plan suggested in the Master
Plan(Revision-II). As per the Master Plan, the following landuse is proposed:
• Residential-New developments are proposed along Sedam Road,Jewargi Road, Aland
Road and Afzhal Road (Total Area: 6530 hectares)
• Industrial- Industrial areas are proposed at the northern portion of the conurbation
area,which is near to State Highway (Total Area: 673 hectares)
The proposed PRR has to be stratigically placed in such a way that it provides good connectivity
to the future residential as well as industrial areas. The PRR should also provide better
connectivity to the proposed Green Field Airport.
The scematic map showing the location of PRR is given in Figure 5.5. However, the exact
alignment of it has to be decided by the local bodies after conducting detailed reconnaissance
and topography.
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Figure 5.5: Proposed Peripheral Ring Road Alignment
5.1.4 Freight Transport Proposals

Frieght management is an important planning aspect that has a major impact on the traffic
movement within the city. The movement of trucks on city roads will contribute to the
increased congestion on streets. Hence, imposing restrictions to the movement of freight
traffic inside the city is critical.The movement of Heavy Commercial Vehicles (HCV) through
the city on some arterials has already been restricted in the CBD area. The restrictions in the
central areas could be in the form of banning the entry of HCVs completely and permitting only
the Light Commercial Vehicles (LCV) between 10 pm and 8 am.
Traffic pattern of the commercial vehicles was assessed from the Road Side Interview Survey.
Information collected includes origin and destination of trip, type of goods carried, trip
purpose and trip frequency. The data was also useful in proposing new truck terminals in the
region.
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Currently, Gulbarga has Mahatma Gandhi Truck Terminus located along the junction of Aland
Road (SH-10) and Ring road towards the northern outskirts of the city. The existing lone truck
terminal shall be unable to handle the onus of meeting with the city’s future demand.
Considering the upcoming growth in the economy consultants recommend building three more
Truck Terminals along the proposed Peripheral Ring Road. Also the exisitng Mahatma Gandhi
Truck Terminus has to be relocated on the Peripheral Ring Road. The proposed truck terminal
locations are presented in Table 5.4 and Figure 5.6.
Table 5.4: Proposed Truck Terminal Locations

Sl.No. Locations
1 Along Jewargi Road (NH -218 )
2 Along Sedam Road
3 Along Aland Road
4 Along Afzalpur Road
5 Along Shahbad Road
6 Along Humnabad Road
Figure 5.6: Proposed Truck Terminal Locations
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This will enhance goods mobility and consequently improve the economy of the region.The
truck terminals also serve as job-growth and economic catalyst for the area. Other expected
benefits of the terminal are a reduction in truck traffic on city roads and roads in the vicinity
of core area and market yards.
The following factors need to be considered in choosing the truck terminal locations:
• No settlements at the identified locations
• No water-bodies at the identified locations
• The sites identified should not be prime agricultural lands
• The sites identified should not be forest lands
• No major drainages should be located at the identified sites
General Layout Plan for Truck Terminals

In general, the truck terminal should not only serve as a parking space for various categories of
trucks, but also serve as a resting place for the truck drivers. With this concept in mind, a few
general requirements needed in a truck terminal are listed below:
Parking Stalls – To cater to the different sizes and types of trucks, it is essential to provide
parking stalls of different dimensions. Accordingly, three different stalls are proposed:
• 4m * 11m stalls for standard trucks

• 4m * 14 m stalls for semi trucks
• 4m * 17 m stalls for truck trailers

Amenities – The truck terminal should provide the basic amenities for the drivers who would
use the facilities for resting also. Some of the basic amenities commonly seen in a truck
terminal include:
• Restrooms / Dormitory
• Restaurant
• Offices
• Good Lighting
• Security Cabin
Miscellaneous – Some of the other facilities that could be provided depending upon the
requirement are:
• Petrol Bunk
• Service Station
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• Spare parts store
• Vehicle Washing Facility
The layout of the terminal is site specific and the number of stalls, amenities needed etc. are
based on the demand. A separate study is required for designing a truck terminal, and it is
beyond the scope of this project.
It is also recommended that the railway dry dock need to be shifted from its existing location
to another location outside the town in consultation with the stakeholders involved.
5.2 Medium Term Proposals

As explained earlier, the medium-term improvements are those whose usefulness may last for
about 10 years or so. They need to be reviewed after 10 years to see whether the purpose for
which they were implemented is still serving or not. Decisions can then be taken according to
the requirements at that point of time.
The various medium term proposals recommended for Gulbarga Local Planning Area are
presented in the following sections.
5.2.1 Road Network Improvement Proposals

Based on the travel demand forecasts, the deficiencies in the road network are identified and
measures are developed with a view to accelerate the process of final development with
minimum land acquisition and moderate investment.
Benefits from Improvement of Road Network
• Better movement and circulation of the traffic
• Improved quality of the urban environment
• Improvement in the quality of the road for better traffic movement
• Improvement in the standard of safety and movement of pedestrians and cyclists
• Improved Bus Transport Coverage
Road widening is necessary, as the existing lanes of the major corridors are not capable of
handling the future traffic effectively. Unless, road improvements in the form of widening are
not suggested now itself, all the major corridors of the town will behave like parking lots with
no traffic movement, in the future years. Hence, recommendations in the form of widening of
the corridors are made. The proposed road widening includes, widening of road with Central
median, Paving shoulders and foot path cum drains and Street lighting.
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Several roads in the city have been identified for widening at various years, as their capacities
keep reducing due to increased vehicular growths in the coming years. When an existing
roadway is getting widened, the existing footpaths shall be demolished and new ones to be
built after widening the road. Hence, in all the widening proposals, construction of new foot
paths and the corresponding costs are embedded. If an existing road currently does not have
any footpath, and the road has been proposed for widening beyond the year 2017 (Phase 2 and
beyond), then the footpath needs to be built now and will continue to serve until the road gets
widened in the specified year. At that point of time, new footpaths will be built again.
The list of roads proposed for Four lane widening is presented in Table 5.5 and the list of roads
proposed for two lane widening is presented in Table 5.6.
Table 5.5: List of Roads for Four Lane Widening

Total
Sl. No. Road Name Length
(Km)
M.G Road (Sulieman Khateeb Road -
1 Santraswadi Cross - MG Road Cross - 1.5
Badeshwar Hospital)
Rajapur road and Shahabad Road (RTO Cross -
2 Krishna Gramin Bank Cross - Rajapur Dadipur 2.4
Layout)
Nehru Gunj Road (National chowk - Muslim

3 0.75
Chowk - Khaja Bande Nawaz Road)
Sedam Road SH-10 ( From Shyam Sundar

4 1.8
Circle to Ring Road)
STBT Darga Road (Tirandz Talkies to Station
5 1.73
Road)
Tank Bund Road (Jagat Circle to Brahmpur
6 0.9
Road Cross)
7 Sultanpur Road 1.1
8 Ring Road from Afzal Road to High Court 1.4
9 Afzalpur Road (SH-22)(Entire Stretch) 0.8
10 Old Jewargi Road (Entire Stretch) 2.5
11 Market Road (Entire Stretch) 1.4
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Table 5.6: List of Roads for Two Lane Widening
Total
Sl. No. Road Name
Length (Km)
Aland Main Road (from Lalgiri Circle

1 1.2
to Naka Chowk)
Filter Bed Road (Bamboo Bazaar
2 1.8
Junction - Ashok Chowk)
Aiwan-E-Shahi Road (Kalyan Nagar
3 0.63
Cross to Hindi Prachar Sabha)
4 Prakash Theatre to Darga Road 1.1
5 Hagargi Road (Entire Stretch) 1.7
A typical cross section for 2-lane and 4 - lane divided road is given in the Figure 5.7 and Figure
5.8.
Figure 5.7: Typical Cross Section for 2-Lane Divided Road
Figure 5.8: Typical Cross Section for 4-Lane Divided Road
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5.2.2 Missing Links

The road network system in Gulbarga 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, following new link roads have been proposed.
• Road from Cauvery Nagar to Ring Road (Refer Figure 5.9)
• Road from Asharya Colony to Eswari circle on Ring Road (Refer Figure 5.10)
• Road connecting Filter Bed Road and Kakade Chowk on Ring Road (Refer Figure 5.11)
• Stretch on Filter Bed Road from Basweswara Dal Industries to Gulbarga Water
Treatment Plant (Refer Figure 5.10)
Benefits from Improvement of Road Network
• Better movement and circulation of the traffic

• Improved quality of the urban environment
• Improvement in the quality of the road for better traffic movement
• Improvement in the standard of safety and movement of pedestrians and cyclists
• Improved Bus Transport Coverage
Figure 5.9: Proposed Link Road from Cauvery Nagar to Ring Road
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Figure 5.10: Proposed Link Road from Asharya Colony to Eswari Circle on Ring Road
Figure 5.11: Proposed Link Road connecting Filter Bed Road and Kakade Chowk on Ring
Road
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Figure 5.12: Proposed Link on Filter Bed Road from Basweswara Dal Industries to Gulbarga
Water Treatment Plant
5.2.3 Grade Separators on Ring Road

Grade separation is the process of aligning a junction of two or more transport axes at
different heights (grades) such that they do not disrupt the flow of traffic on one another when
they cross. This is achieved by building bridges or flyovers over the crossing site, allowing
roads and railways to pass another without interrupting the flow of traffic.
It is proposed that all major arterial roads intersecting with the ring road are to be grade
separated in the form of flyovers. The grade separation must take place along the ring road. In
this regard, consultants have identified the following four intersections that need grade
separation. The locations are shown in Table 5.7 and Figure 5.13.
Table 5.7: Proposed Grade Separated Facility Locations on Ring Road
Sl.
No Locations
1 Humnabad-Ring Junction (NH-218)

2 Sedam-Ring Junction (SH-10)
3 Jewargi-Ring Junction (NH-218)
4 Aland-Ring Junction (SH-10)
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Figure 5.13: Proposed Grade Separated Facility Locations on Ring Road
5.2.4 Grade Separation at Intersections

Many intersections cannot be managed by merely improving the geometrics and rationalizing
signals and hence require a higher order of treatment like subways or flyovers, to have better
management of traffic.
Some junctions in the city carry very high traffic and warrant grade separation immediately.
The intersections that need grade separation in the form of flyovers/subways is indicated in
Table 5.8 and the locations are shown in Figure 5.14.
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Table 5.8: Proposed Grade Separated Facility Locations

Sl No. Location
1 S.V Patel Circle
2 Jagat Circle
Figure 5.14: Proposed Grade Separated Facility Locations at Intersections
A typical flyover cross section is shown in Figure 5.15.
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24000
17000
500 CARRIAGEWAY CARRIAGEWAY 500

7500 7500
CRASH BARRIER
MEDIAN
1000
2% 2%
MIN. 5500
9000 3000 3000 9000

FOOTPATH FOOTPATH
CUM DRAIN CUM DRAIN
1500 ATGRADE ROAD ATGRADE ROAD 1500
1000 7500 7500 1000
GL 2% 2% GL
TYPICAL CROSS SECTION AT FLYOVER

(DIMENSIONS ARE IN MM)
Figure 5.15: Typical Cross Sections of a Flyover
5.2.5 Grade Separated Facilities for Pedestrians

Pedestrian in Gulbarga is a forgotten entity as a road user. The
rapid urbanization has gradually gained into their rights as road
users with diminishing footpath widths and literally no facilities
in the planning for them on the city roads.
Pedestrian Surveys carried out as part of this study indicated

many areas that need to be addressed for provision of pedestrian
facilities. The sheer peak hour volumes suggest that pedestrian
needs to be addressed in any traffic engineering and transport
planning efforts.
The Consultants by observation and experience would

recommend constructing grade separated facilities in the form of
Pedestrian Subways in the future. The locations where Pedestrian
Subways are proposed are presented in Table 5.9 and Figure
5.16. Typical Cross Section of Pedestrian Subway is shown in Figure 5.17.
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Table 5.9: Proposed Grade Separated Facilities for Pedestrians

Sl No. Locations
1 Jagat Circle
2 Bus Stand Road
Figure 5.16: Proposed Pedestrian Subway Locations
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100
100
2500
2500
PROPOSED ROAD LVL PROPOSED ROAD LVL
350
1000
EXISTING ROAD LVL EXISTING FOOTPATH TO BE RETAINED EXISTING FOOTPATH TO BE RETAINED
4000
2500
1850
NO OF TREADS IN FIRST FLIGHT=10
RETAINING WALL NO OF TREADS IN SECOND FLIGHT=10
350
TREAD =25 CM
470
RISER =15CM
SECTION C-C RETAINING WALL

SCALE 1:100
350 4000 350

65 BC
350
HAUNCH
350 300 x 300 4000 350
2500 MIN.
PVC WATER
WALL FINISH STOPPER (TYP)
450 FLOORING 450
350
150
PCC(M15)
300 THK. SAND & RUBBLE SOLING WATER PROOFING
SECTION B-B
SCALE 1:50
Figure 5.17: Typical Pedestrian Subway Detail
5.2.6 Rail Over/Under Bridges

Railway crossing is a major impedance to smooth flow of
traffic and usually is instrumental in reducing the road
capacity often leading to long delays in an urban context.
Railway crossings also are a major safety concern. It is
better to have grade separated facilities either in the form
of over bridges or under passes at all railway crossings to
reduce delay and enhance safety.
The level crossing on the Afzalpur road (SH-22) is the only level crossing, which is a manned
crossing within the city limits. Hence,it is recommended to be grade seperated in the future.
Rail-Under-Bridge on Old Jewargi Road and PDA Engineering College is very narrow and acts as
a bottleneck during the peak traffic hours. As part of the study consultants recommend
widening these two existing RUBs to atleast 4 –lane carriageway width and enchance the
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vertical clearance for goods truck passage. Proposed RUB/ROB locations are shown in Figure
5.18.
Figure 5.18: Proposed RUB/ROB Locations
5.2.7 Off-Street Parking Facilities

As a part of medium term improvement measures, off street
parking facilities need to be developed. Intense Parking
demand in commercially vibrant areas needs to be augmented
by off street parking provisions when on street parking
mitigation measures do not suffice. The off street parking lots
could be multi level parking facilities in areas where there is
significant demand. These parking lots could be developed at
different locations serving the demand type. Sufficient
planning criteria need to be addressed at and these criteria are
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often site specific. They could be developed at integrated multi modal stations with all the
proposed plans weighed in for proper interface and integration with proper park and ride
facilities. Different funding options could also be examined for producing such facilities. Stand
alone public parking lots with different funding and operation options (BOT, PPP, etc) could be
developed to mitigate the demand in commercial areas. The authorities could use available
land or either purchase land or grant license to land owners to build and operate parking
facilities.
As part of this study, the consultants have identified some potential sites and presented in this
document for developing off street parking facilities at these locations. The proposed off-street
parking locations are presented in Table 5.10.
Table 5.10: Proposed Off-Street Parking Locations
Sl No. Locations
1 Old SP Office at Super Market
2 Opposite to PHS School
Note: Before constructing a MLCP a parking demand study needs to be done.
5.2.8 Footpath Construction

From the road inventory conducted, it has been found that most of the roads and intersections
are in need of proper footpaths. The lack of foothpath facilities are forcing pedestrians on to
the pavement. It is recommended either to construct new footpaths or upgrade the existing
ones if they have insufficient widths. It is proposed to have 2m wide footpath on major roads.
Altogether, it is proposed to construct footpath on considerable length of roads in Gulbarga
Local Planning Area. The list of roads in Gulbarga,where footpaths are recommended is given in
Table 5.11 and Figure 5.19.
Table 5.11: List of Roads for Footpath Construction
Sl Length
Locations
No. (Kms)
Station Road (Timapuri Cirlce –Jagath
1 2.1
Circle)
Aland Road (Timapuri Circle –Naka
2 2.6
Chowk)
Sedam Road (Shyam Sundar Circle –
3 2.3
Ring Road)
4 Old Market Road (Entire Length) 1.8
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Sl Length
Locations
No. (Kms)
5 New Jewargi Road (Entire Length) 3.1
6 S.B. Temple Road (Entire Length) 1.2
7 Court Road (Entire Length) 2.4

Shahabazaar Road (Naka Chowk-Lal
8 0.6
Hanuman Temple)
M.S.K Mill Road & Bus Stand Road
9 3.3
(Entire Length)
Sultanpur Road (Bamboo Bazar Circle
10 2.0
– Ring Road
11 Fort Road (Entire Length) 0.8
12 Cloth Bazaar (Entire Length) 0.2

TOTAL 22.4
Figure 5.19: Roads Proposed for Footpath Construction
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5.2.9 Traffic Management Systems

Traffic management systems are very effective in tackling
the urban traffic chaos especially when backed up by a
traffic management center. The role of Intelligent
Transport Systems is to ensure smooth vehicular flow by
technology support. Setting up an Intelligent Transport
Systems itself is a task the details of which have been
described below.
Intelligent Transport Systems

Intelligent Transport Systems involves application of technology to enhance traffic operations,
management and safety through effective dissemination of travel information to the road user
through proper street electronics hardware. Intelligent transportation systems vary in
technologies applied, from basic management systems such as car navigation; traffic signal
control systems; container management systems; variable message signs; automatic number
plate recognition or speed cameras to monitor applications, such as security CCTV systems; and
to more advanced applications that integrate live data and feedback from a number of other
sources, such as parking guidance and information systems; weather information; bridge
deicing systems. Additionally, predictive techniques are being developed in order to allow
advanced modeling and comparison with historical baseline data. These systems are proving to
be very effective in enhancing Comprehensive Transportation Study for Gulbarga Local Planning
Area.
Traffic Management Center

This section deals in summing up the best practice areas prevalent in traffic management
systems.
Role of Traffic Management Center

The Traffic or Transportation Management Center (TMC) is the hub of a transportation
management system, where information about the transportation network is collected and
combined with other operational and control data to manage the transportation network and to
produce traveler information. The TMC links various elements of Intelligent Transportation
Systems such as variable message signs, closed circuit video equipment, roadside count
stations, etc., enabling decision makers to identify and react to an incident in a timely manner
based on real-time data.
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Key Results
TMCs can help in reducing incident response times, lower incident rates (mainly secondary
incidents), disseminate traveler information and hence reduce congestion and enhance safety.
One study conducted by Minnesota Department of Transportation (Mn/DOT) reported decrease
in accident rates by 25 percent, 20-minute reduction in response time, 35% increase in average
speeds during rush hours and 22% increase in capacity of freeways, after the implementation of
their TMC.
Benefits
TMCs provide a number of potential benefits. The main benefits are:
• Faster incident response and reduction in incident rates.
• By broadcasting traveler information and coordinating their activities with the State
Patrol, etc, TMCs have been successful in reducing congestion on major roads Increases
traffic safety by effective incident response and clearance techniques. By providing
traveler information regarding incidents it minimizes the likelihood of secondary
incidents.
• Enhanced communication in all aspects of transportation management (planning,
design, implementation, operation, maintenance).
• Monetary savings by sharing responsibilities between fewer staff, achieved by
collocation of participating agencies at the center.
• Agencies working closely together in a TMC typically produce a more consistent, unified
response to a situation, increasing the overall effectiveness of the transportation
resources.
Implementation and Operational Challenges

The challenges that a modern transportation management center face are not confined to
implementation alone, equally challenging is its operation and maintenance. The TMC
planning, design, and implementation involve not only several departments within the
implementing agency (or agencies), but also the efforts of a variety of private sector product
and service providers. This requires both significant coordination and ongoing effort to build
and maintain consensus. Often, multiple individuals and organizations are involved in any
given transportation situation, with differing (and potentially unclear) roles and
responsibilities. These participants may be acting from incomplete understandings of the
situation and with differing motivations and priorities. Communication and co-ordination
between the participants is seldom. Till such unit is established and functional, Traffic
Management tools could be used and deployed in an attempt to improve the prevailing
conditions.
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Information Dissemination
The focus of multi-agency coordination is the dissemination of information. Typical examples of
infrastructure-based information sharing include messages on variable message signs and
highway advisory radio. Non-infrastructure intensive traveler information includes provision of
information via broadcast media, press, Internet, telephone systems, or via fax. Information
sharing may occur as part of event planning, during an event, or following the event. This
includes both planned events (such as parades) and unplanned events (such as traffic
incidents). Multi-Agency coordination is of even greater importance for traffic signal systems.
Where neighboring centers control signals along a primary signalized corridor, coordination is
critical to achieving optimal flow conditions. Interaction may take place in real time or may
only be necessary if conditions are changing in the centers, such as for special events or
construction-related lane closures. The TMC should include a central control operations room,
a communication room, a telephone switch room, a briefing and operations room for special
events and emergency conditions, and three floors of offices for staff of the participating
agencies. The building should also contain viewing areas where the public and news media can
learn more about the Centers operation and monitor information during special and emergency
events. The service area should encompass the entire design area.
Field components include: Management; Closed Circuit Television Surveillance (CCTV); Area
Traffic Control Systems, Variable Message Signs; City Traffic Signal System, Intelligent
Transportation Systems (ITS) Programs; Enforcement Center, Interceptor control, wireless and
telephone center, data center and web server and Emergency Management Operations for
Evacuation and Disasters.
5.3 Short Term Proposals

Short term improvement measures are those whose usefulness lasts for about three to five
years of time. Beyond this period, the implemented measures may not be effective in serving
their purpose and need to be reviewed for alternative measures.
In order to start off the implementation process, priority areas have been presented in this
document. The areas have been selected on the basis that they compliment the medium and
long term proposals due. The primary survey data along with site visits by traffic engineering
experts were used to analyze the present situation to identify the deficiencies in the existing
facilities and to suggest suitable short and medium term schemes in traffic management area
for Gulbarga.
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The short term measures, as stated earlier, include all those works that provide relief for a
period of three to five years and that which could be implemented at low costs. Experience
tells us that sometimes these low cost measures are very effective in providing the desired
results and their utility extends beyond the time frame they are intended for thereby avoiding
strict timely reviews and updates.
The short term measures also include what is known as the Traffic Mangement Measures – a
general term for strategies that result in more efficient use of transportation resources, as
opposed to increasing transportation system supply by expanding roads, parking facilities etc.
Accordingly, some traffic management measures are also suggested that can be implemented
as short term schemes.
The short term measures identified for Gulbarga are:

• Road Network Improvement
• Bicycle Lanes
• Intersection Geometric Improvements
• Road Signage and Road Marking
• Street Furniture
• Relocation Of Bus Stops
• Hawker / Vendor Encroachments
• Accident Prevention
• Road User Education
• Enforcement
• Road Safety
5.3.1 Road Network Improvements

An inventory of selected roads was done to assess the status or conditions of the roads in terms
of visual deficiencies. A visual pavement condition survey of the roads was carried out to
determine the extent of improvement required to serve the traffic. The roads proposed for
improvements are shown in Table 5.12 and Figure 5.20. The improvements include
overlaying,pavement strengthening,crack treatments and treatments to shoulders and
footpaths.
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Table5.12: Roads Proposed for Improvements

Sl.No. Locations Length (Kms)
1 Ring Road 17.1
2 Humnabad Road (NH 218) 1.8
3 New Jewargi Road (NH 218) 3.1
4 Aland Road (SH 10) 2.6
5 Sedam Road (SH 10) 2.3
6 Market Road 1.8
7 Bus Stand Road 1.4
8 MSK Mill Road 1.9
9 S.B Temple Road 1.2
10 N Gunj Darga Road 2.7
11 Shahabazaar Road 0.6
12 Station Road 1.4
13 Court Road 2.4
14 Shahabad Road 1.3
15 Old Market Road 0.3
17 Fort Road 0.3
18 Darga Road 0.4
19 Old Jewargi Road 3.2
20 Afzalpur Road (SH 22) 2.3
21 Cloth Bazaar Road 0.2
22 STBT Darga Road 2
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Figure 5.20: Proposed Roads for Improvements
5.3.2 Intersection Improvements

Road intersections present safety problems as accident rates are usually higher at intersections
than at other sections of the road. Many factors affect accident occurrence at intersections,
including traffic volume, traffic control, and frequency of access points, the number of legs,
the speed limit, the median type and width, the number of traffic lanes, the existence of turn
lanes, and the lighting level, as well as human factors. As such it is very critical that the
intersections be properly designed. Junction improvement involves among other the following
elements:
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• Closure of medians at certain intersections

• Prohibition of right turns
• Providing adequate corner radii
• Providing sufficient turning radii
• Flaring approaches towards intersections
• Providing channelizers / division islands
• Providing signs / lane markings / lighting
The junctions proposed for junction improvements as a short term measure are listed in Table
5.13.
Table 5.13: List of Junctions for Improvements
Sl.No. Locations
1 S.V Patel Circle
2 Jagat Junction
3 Market Circle
4 Lalgiri Cross
5 Satgumbaz Circle
6 Aland Circle
7 National Chowk
8 Aland Naka Chowk
9 Sedam Circle
10 Ram Mandir Circle
11 Rashtrapati Circle (New Jewargi Cross)
12 Mohan Lodge Cross (Old Jewargi Cross)
The following two junctions have been identified randomly as model junctions for
improvements. Improvements to any other junctions should be on similar lines.
• Aland Naka Chowk
• Lalgiri Cross
• Market Circle
• Mohan Lodge Cross
The improvements suggested to the junctions mentioned above have been shown in Figure
5.21 through Figure 5.23.
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Figure 5.21: Recommended Improvements for Aland Naka Chowk
Figure 5.22: Recommended Improvements for Lalgiri Cross
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Figure 5.23: Recommended Improvements for Market Circle
Figure 5.24: Recommended Improvements for Mohan Lodge Cross
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Signalization
When properly used, traffic control signals are valuable devices for the
control of 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 are properly designed, located, operated,
and maintained will have one or more of the following advantages:
• They provide for the orderly movement of traffic.
• They increase the traffic-handling capacity of the intersection.
• They reduce the frequency and severity of certain types of accidents,
especially right-angle collisions.
• They are used to interrupt heavy traffic at intervals to permit the pedestrians
to cross the road.
The junctions proposed for signal installations are shown in Table 5.14.
Table 5.14: Junctions Proposed for Signal Installation

Sl.No. Junction
1 Lalgiri Cross
2 Aland Naka Chowk
3 Satgumbaz Circle
4 National Chowk
5 Nehru Gunj
Signal Optimization
The operational efficiency of a road network is directly dependent on the fact as to how
efficiently the intersections lying within it are operating. Signal optimization leads to
increased efficiency at signalized intersections thereby transferring the benefits to the
network. The junctions proposed for signal optimization are shown in Table 5.15.
Table 5.15: Junctions Proposed for Signal Optimization

Sl.No. Junction
1 S.V Patel Circle
2 Jagat Circle
3 B. Shyam Sundar Circle
4 Sedam Circle
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5.3.3 Non-Motorized Transport Improvements

The Non Motorized proposals include improvements that are aimed towards the benefit of
pedestrians and bicycle riders. The following improvements have been recommended for NMT:
• Pedestrian Crosswalks
• Pedestrian Footpaths
• Pedestrian Grade Separators
• Pedestrian Zones
• Bicycle Tracks
In general, at junctions on major roads and bus stops, zebra crossings are proposed. In front of
schools and colleges, hospitals and transport terminals, one zebra crossing with pedestrian
signals (flashing type) across the road is recommended. The study also recommends standard
signs and markings for pedestrians.
Since the improvements to pedestrian grade separators and footpaths come under Medium-
Term proposals, they have already been dealt in sections 5.2.5 and 5.2.8 respectively. The
other short-term proposals for pedestrians and cyclists are presented in the sections to follow.
Pedestrian Raised Crosswalks

A Pedestrian Raised Crosswalk is an area of the street which is designated as a pedestrian
crossing area. Pedestrian Raised Crosswalks are designed to increase the visibility of
pedestrians to motorists, to encourage drivers to proceed at or below the posted speed limit
and for safe passage of pedestrians. Raised crosswalks can be used at mid-block or at
intersections. They are useful in high pedestrian areas.
The locations where pedestrian raised crosswalks are recommended is given in Table 5.16.
Table 5.16: Proposed Pedestrian Raised Crosswalks Locations
Sl. No. Junction
1 S.V Patel circle
2 Jagat Circle
3 B. Shyam Sundar Circle
4 R.T.O. Circle
5 Fort Circle
6 Rashtrapathi Circle
7 City Bus Stand
8 Aland Naka Chowk
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Sl. No. Junction

9 Bamboo Bazar Circle
10 Nehru Gunj
The typical cross section of pedestrian raised crosswalk is shown in Figure 5.25.
Figure 5.25: Typical Cross Section of Pedestrian Raised Crosswalk
Pedestrian Zones
Many countries across the globe have given priority to pedestrians using the road space. The
regular roads that will be used predominantly by the vehicles have been converted into
‘pedestrian-only’ streets during particular periods of the day or particular days of the week.
For example, in Bagota-Latin America, some of the popular commercial streets have been open
only to pedestrians on Saturdays and Sundays. In Bangkok, Silom Road is meant for people
alone on Sundays. Similarly, the famous Paris Plage in Paris is for people during the entire
summer season every year.
Bagota – Saturdays and Sundays Bangkok Silom Road on Sundays
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Well-designed and placed public spaces can enliven an area. On an experimental basis, vehicles
may be banned on some selected roads based on a detailed feasibility study from 8AM to 8PM,
effectively turning an area of approximately about 0.5-1.0 square kilometers into a vehicle-
free zone to ease the chronic air pollution and traffic jams that plague these areas. The
following locations are suggested for Potential pedestrianization, that have an array of high
density retail and commercial uses and narrow streets are well suited for pedestrianization:
• Cloth Bazar Road
• Market Road
• Kirana Bazar Road
• Bhande Bazar Road
The conceputal plan of the proposed Pedestrian Zone is shown in Figure 5.26.
Figure 5.26: Proposed Pedestrian Zone
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Bicycle Network
An increasing number of city governments in developing cities
have recently begun actively promoting bicycling. Bicyclists
generate no air pollution, no greenhouse gases, and little noise
pollution. Bicyclists and pedestrians are more efficient users of
scarce road space than private motor vehicles, helping to combat
congestion. Bicycling is the most efficient and environmentally
sustainable means of making short trips. However, this mode is
seldom given any priority in cities and Gulbarga is no exception to
this. The National Urban Transport Policy pushes cities to provide bicycle networks.
Cyclists using the carriageway along with motor vehicles and other road traffic, cause hazards
for themselves. This is particularly true when cycle traffic is more. Under such circumstances,
it is necessary to segregate cyclists from other traffic. The typical cross section of a cycle track
is shown in Figure 5.27.
Figure 5.27: Cross Section with Cycle Track
Overall Benefits of Cycle Way Network

• Provision of cycle track would enable the urban poor to use the cycle mode which is
within their level of affordability
• Segregation of bicycles from fast moving traffic will improve safety of both these
groups and increase the capacity of the roads
• Improvement in the quality of urban environment
• Saving in fuel consumption
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Hence consultants recommend a dedicated bicycle track on Sedam road. The proposed Bicycle
Network is shown in Figure 5.28.
Figure 5.28: Proposed Bicycle Network
5.3.4 One Way Streets and Traffic Circulation Plan

One way regulations significantly improve the capacity of roads and increase the operational
speed in addition to reducing the number of conflicts if implemented over a wide area.
However, they do lead to longer travel distances and sometimes are not friendly to pedestrians
intending to crossover due to continuous vehicular movement.
The proposed circulation plan for Gulbarga will help in efficient traffic flow. While converting
some two-way streets to One way will reduce delay and enhance environment quality. At
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present Certain corridors in the city which experience high levels of congestion throughout the
day have been proposed for a new traffic circulation scheme. Following are the areas proposed
for a new traffic circulation plan:
Humnabad Road: (From Humnabad Road -Ring Road junction)
The road joining Ring Road and Sat Gumaz Circle (Mominpur Main Road) must be made one-
way. Also,right-turn movement must be prohibited at the intersection after Mahalakshmi
Layout for the traffic plying on Humnabad Road and bound towards Bank Colony. (Refer Figure
5.29)
Jagat Lake and Fort Area Circulation:
Streets adjoining Jagat Lake must be made one-way. Also, roads adjoining Gulbarga Fort may
be imposed for the one-way streets (Refer Figure 5.30)
Figure 5.29: Humnabad Road Circulation Plan
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Figure 5.30: Jagat Tank and Fort Area Circulation Plan
5.3.5 Parking Management

An appropriate parking scheme should be evolved for maintaining the unique, economic, social,
and environmental character of Gulbarga City. Proposal for parking strategies in an urban area
should consist of the following objectives, in general:
♦ Minimizing the harm to local business that depend upon visitors to the area
♦ Maintaining continued reasonable level of access to the attractions of the area and
facilitate all types of short term visits to the area
♦ Achieving comprehensive rather than piecemeal improvements to avoid the

problems
♦ Be simple to introduce, to understand, and to manage
♦ Be flexible enough to adjust to changing circumstances
♦ On-Street parking and its regulation will be an important aspect of the overall
parking policy of a town
♦ The Corporation authorities have to identify designated parking areas for autos.
These can be near terminals, markets, offices etc.
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On-Street Parking Management

In general, the on-street parking in an urban area can be managed by the following guidelines:
Restricted parking
1. Intersections - Vehicles should never be allowed to park within 50 meters of a major
intersection. While the prohibition can be justified on road capacity considerations,
even more important is its safety, i.e., the vehicles and the pedestrians must have
adequate sight distances while large commercial vehicles must be given sufficient space
to negotiate the left hand turns.
2. Narrow Streets – It will be necessary to have kerb parking management measures
because of the relative narrowness of streets in relation the needs of the moving
vehicles. Parking should not be permitted on two-way carriageways in the central areas
especially which are less than about 5.75 meters wide and on Oneways which are less
than 4 meters wide.
3. Drive ways – Parking should not be permitted in front of the drive ways from the houses
and other buildings.
4. Pedestrian Crossings – For safety reasons, parking should be prohibited on or adjacent
to pedestrian crossings (within 8 meters).
5. Priority Locations – Parking should never be permitted at kerb locations where priority
is to be given to public services. For example, parking should be avoided at or adjacent
to the bus stops etc.
Time Limit Parking

Three types of controls can be used in the Time Limit Parking Scheme. They are:
a. Limited waiting scheme under direct police control
b. Parking meter control
c. Parking ticket Control
The kerb side parking spaces should be arranged so as to make the most efficient use of the
road surface with minimum inconvenience to the moving traffic. This criterion can be ensured
if the controlled area is clearly defined by distinctive road and kerb marking, combined with
proper signs. The most efficient way of enforcing the parking restrictions is to use patrolling
traffic police. This is applicable whether the parking is free or on payment.
1. Limited Waiting Scheme – In this scheme, the authorized time limits are displayed
on signs which also show the extent of the permitted parking. Enforcement is
carried out by patrolling traffic police.
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2. Parking meter control - There are two types of parking meters namely, the Manual
and the Automatic meters. Both types of meters can be set to allow for a single
fixed period of time for a fixed charge or depending upon the coinage inserted for
varying length of time up to a predetermined maximum. In either case, as soon as
the motorist uses the allotted parking time, a signal is displayed on the meter
which is easily seen by the patrolling traffic police.
3. Parking Tickets – A variety of tickets can be used for pay and use parking control.
The machine accepts pre-defined denominations of coins, issues tickets that are
marked with the date, parking fee tendered and also the expiry time of parking.
5.3.6 Road Signage and Road Marking

Road Markings and Road Signage form an integral part of the carriageway leading to
safe operations. Lack of visible markings often leads to undisciplined riding and
driving behavior. The presence of road markings and a rational use of precise traffic
signage system help in proper use of the available ROW. It also helps in inculcating
traffic sense and has been found to influence the driver behavior significantly.
The road inventory conducted as a part of the surveys for Gulbarga CTTS consists of different
data type helpful in identifying the short comings in the existing network. One such detail
collected during the road inventory was the presence/absence of markings
and signs and their condition.
Traffic signs are devices placed along roadway to guide, warn, and regulate
the flow of traffic.
Traffic signs perform a number of functions, of which few are listed below:
• They give timely warning of hazardous situations when they are not
self evident.
• They are of great help in regulating traffic by imparting messages to the drivers about
the need to stop, give way and limit their speeds.
• They give information as to routes, directions and points of interest.
In general, it was observed that the traffic signs are found wanting in Gulbarga on several
roads. It is recommended that proper signs be installed at all appropriate locations.
Road signs are classified into three categories:
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• Mandatory/Regulatory signs
• Cautionary/Warning signs
• Informatory signs
It is recommended that signs near schools should be installed on priority basis.

All the traffic signs should be facilitated as per the guidelines provided in IRC publication 67-
2001 “Code of Practice for Road Signs”. The typical road signs are presented in Figure 5.31.
Road markings are important on roads and intersections as they promote road safety and bring
about smooth and harmonious flow of traffic along guided paths of travel. The main advantage
of the road markings is that they convey the required information to the driver without
distracting his attention from the carriageway.The following road markings are proposed for all
the major roads in Gulbarga:
• Center line
• Traffic lane lines
• Stop lines
• Pedestrian crossings
• Word messages
• Parking space limits
• Curb marking for visibility
• Obstruction marking
The corridors where road signages and markings are essential is listed in Table 5.17.
Table 5.17: List of Roads Recommended for Road Signages and Markings
Sl.No. Locations
1 Humnabad Road
2 Station Road
3 Aland Road
4 Sedam Road
5 Cloth Bazaar Road
6 New Jewargi Road
7 S.B Temple Road
8 Court Road
9 Shah Bazaar Road
10 Afzalpur Road
11 Ring Road
12 Bus Stand Road
13 Msk Mill Road
14 Old Jewargi Road
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DUL
LT Com
mprehensive Traffic and Tra
ansportation Plan
Sl.No. Loc
cations
15 S
Sultanpur Ro
oad
16 F
Fort Road
Figure 5.31:
5 Typica
al Road Signss
TTIC 88
5.3.7 Street Furniture

Street furniture is a collective term for objects and
pieces of equipment installed on streets and roads
for various purposes, including benches, bollards,
post boxes, phone boxes, streetlamps, street
lighting, traffic lights, traffic signs, bus stops, dust
bins, taxi stands, public lavatories, fountains and
memorials, and waste receptacles. An important
consideration in the design of street furniture is how
it affects road safety.
It is recommended that a coordinated street furniture program will harmonize the design and
placement of these street amenities in Gulbarga in an aesthetically appealing, functional and
accessible manner.
Typical Street Furniture
The benefits of a coordinated street furniture program include:
• Making streets more pedestrian friendly, enhancing public circulation and safety
• Improving the appearance, quality, and functionality of street furniture
• Integrating separate furniture items for improved ease of use and more effective
placement
• Providing an opportunity to reduce the total amount of advertising while
simultaneously increasing its overall value and revenue for the town
• Coordinating the placement of advertising on street furniture to make streets more
attractive
• Achieving a higher level of service and maintenance at no cost to the town
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• Ensuring flexibility in the type, placement and scale of furniture items in each area
of the town
The roads which are to be provided with street furniture are listed in Table 5.18.
Table 5.18: List of Roads Recommended for Street Furniture Installation
Sl. No Corridor Link length (Km)
1 Humnabad Road 1.8

2 Station Road 2.1
3 Aland Road 2.6
4 Sedam Road 2.3
5 Market Road 1.8
6 S.B Temple Road 1.2
7 Bus Stand road 1.4
8 Shahabazaar Road 0.6
9 Court Road 2.4
10 M.S.K Mill Road 1.9
11 Afzalpur Road 2.3
5.3.8 Relocation Of Bus Stops

Many of the bus stops are located immediately after major junctions and no recessed bus bays
exist. There are several instances when the buses are forced to stop in the middle of the road
and having the queues behind the buses spilling back up to the junctions and disrupting the
regular vehicular movement at the junction.
This only worsens the traffic congestion problems in the area and creates unsafe driving
conditions. It is recommended that the bus stops be moved away at least 60 meters away from
the junction and wherever feasible it is recommended to provide a bus lay by. In general, it is
advisable to have bus bays at all the bus stop locations in the city.
A typical bus bay layout is shown in the Figure 5.32.
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Figure 5.32: Typical Bus Bay Layout
The list of roads in Gulbarga,where Bus Bays are recommended is given in Table 5.19 and the
locations are shown in Figure 5.33.
Table 5.19: Proposed Bus Bay Locations

Sl.No. Locations
Station Road
1 1. Near Khubba Plot Colony
2. Near Mini Vidhan Soudha
Sedam Road
3. Near B. Shyam Sundar Circle
2 4. RTO Cross
5. Kharge Petrol Bunk Circle (Sedam Circle)
6. Gulbarga University
Market Road
3 7. Near Jagat Circle
8. Super Market
Aland Road
9. Azad Chowk
4 10. Aland Naka Chowk
11. 2-intermediate points before Aland road- Ring
road junction
5 12. S.B Temple Area
6 13. Gulbarga Fort Area
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Figure 5.33: Proposed Bus Bay Locations
5.3.9 Autorickshaw Parking Bays

Presently, Gulbarga City does not have any allocated Autorickshaw Stand. Autos are generally
found haphazardly parked everywhere in the city. Also, unauthorized standing or stopping of
autorickshaws cause an unsafe scenario for the other road users in the city. Hence it is
recommended to have dedicated Autorickshaw Parking bays. The locations where Autorickshaw
Parking Bays are proposed are presented in Table 5.20 and Figure 5.34.
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Table 5.20: Proposed Auto Bay Locations

Sl.No. Locations
1 Mominpura (Near Darga bus stand)
Filter Bed Road (Near Water
2
treatment plant)
Hirapur (Near New Jewargi road bus
3
stop)
Shahabad road (Near RTO Cross bus
4
stop)
Figure 5.34: Proposed Autorickshaw Parking Bay Locations
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5.3.10 Hawker / Vendor Encroachments

There is quite a bit of encroachment of the roadway right-of-way by
the hawkers, as well as by illegal structures in the city.
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 the carriageway at these locations
of encroachments, thereby creating hazardous situations for both
themselves and the traffic.
The predominant hawking areas seen in Gulbarga include:

• Aland Road
• MSK Mill Road
• New Jewargi Road
• S. B Temple Road
• Shah Bazaar Road
• Fort Road
• Market Road
• Gunj Road
• Sultanpur Road
• Ring Road
• Filter Bed Road
• Humnabad Road
• Afzalpur Road
The Consultants have proposed “Hawker Zones” aimed at decongesting main roads in Gulbarga,
while at the same time, protecting the interests of street hawkers. The proposed Hawking Zone
is shown in Figure 5.35.
Accordingly, three types of zones are proposed for Gulbarga to regularize the street vending
operations:
1. Green Zone
2. Amber Zone
3. Red Zone
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Green Zone: The areas / Roadways marked as ‘Green Zones’ will allow hawkers to do their
business at all the times at the specified locations without any restrictions. The locations
around the market areas generally are designated as Green Zones. The following corridors in
Gulbarga are to be permanently made Green/hawker zones:
• Ring Road
Hawkers such as bandis of fruits & vegetables and processed foods were observed on
this road for around 1.3 km stretch of Ring Road. Hawkers may be allowed to operate
for the entire day on this road, as it does not reach high congestion at any time of the
day. In future however, a separate service lane must be added to the Ring Road.
• Filter Bed Road
Hawkers such as bandis of fruits & vegetables and processed foods were observed on
this road for around 0.3 km stretch of this road. Hawkers may be allowed to operate
for the entire day on this road, as this road will be proposed as one-way and it has
lower vehicular traffic.
Amber Zone: The areas that come under Amber zone have some restrictions for the vendors
and hawkers. These restrictions could either be by time of the day, or by the day of the week.
On the times/days specified, hawkers could not be allowed to do their trade, standing on the
street. On all other times, vending is allowed at designated areas. The following corridors in
Gulbarga are to be converted into Amber zones:
• Shah Bazaar Road
Hawkers (Vegetable & Fruit vendors) were observed to occupy around 1.5 km of
shoulder length on this road. Since, it passes through major commercial area, hawkers
may be allowed to use a demarcated zone during most part of the day except during
morning & evening peak hours and may be allowed to use only one side of the road at
a single time.
• Fort Road
Hawkers (Fruits & Vegetable Vendors and Processed Food) were observed to occupy
around 1.3 km of shoulder length on this road. As it is the peripheral road to Gulbarga
fort, the hawkers may be allowed to use a demarcated zone during most part of the
day except morning & evening peak hours and may be allowed to use only one side of
the road at a single time.
• Market Road
Hawkers (Fruits & Vegetable Vendors) were observed to occupy around 1.8 km of
shoulder length on this road. Since it passes through the market area, hawkers may be
allowed to use a demarcated zone during the entire day but they may use only one
side of the road at a single time.
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• Gunj Road
shoulder length on this road. Since, it passes through the CBD area hawkers may be
allowed to use a demarcated zone along shoulder for only off-peak hour. Also, they
may use only one side of the road at a single time.
• Sultanpur Road
shoulder length on this road. Since, it passes through the CBD area hawkers may be
allowed to use a demarcated zone along shoulder for only off-peak hour. Also, they
may use only one side of the road at a single time.
Red Zone: As the name itself suggests, hawking/vending are not allowed at these designated
areas at any time. The zones identified as Red Zones will always prohibit hawkers. All the busy
corridors of the town, will come under the cover of Red Zone, and hence, are hawker-free
zones. The following corridors in Gulbarga are to be permanently made hawker-free zones:
• Aland Road
Hawkers (Fruits & Vegetable Vendors; Processing Food) were observed to occupy
around 1.3 km of shoulder length on this road. They must be evacuated permanently
from the present location as it seriously hampers traffic mobility on this high density
corridor which is also used by interstate buses. Displaced hawkers may use adjoining
internal roads.
• Msk Mill Road
from the present location as it seriously hampers traffic mobility on this high density
corridor which is also used by interstate buses. They may be allowed to use other roads
such as Old Jewargi road. Displaced hawkers may use adjoining internal roads.
• New Jewargi Road
shoulder length on this road. They must be evacuated permanently from the present
location as it seriously hampers traffic mobility on this corridor used by interstate
buses. Displaced hawkers may use adjoining internal roads.
• S. B Temple Road
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from the present location as it seriously hampers pedestrian movement and vehicular
traffic as well. They may use adjoining internal roads.
Figure 5.35: Proposed Hawking Zone
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5.3.11 Accident Prevention

Accidents are caused not merely due to the increase in population but the rise in vehicle
ownership. Poor road geometry and inadequate street lighting also increase the incidence of
accidents. Similarly they are also caused due to the casual approach of the road users towards
driving rules, safety precautions, and regulations.
With the view of curbing accident hazard, the Gulbarga Traffic Police should identify Accident
Zones on an ongoing basis. Road improvement measures should be designed by Gulbarga City
Engineering Staff for implementation which includes upgrading street lighting and junction
geometry, provision of chanalization and guard rails for pedestrians, construction of speed
breakers etc.
5.3.12 Road User Education

Overall awareness of the traffic discipline and compliance with the
traffic rules by road users in Gulbarga is much below the desired
level. At present, Traffic Police in Gulbarga will have to offer
positive leadership in this direction to make people responsible and
rule abiding road users. Special traffic drives are to be planned by
them for making the public aware of the traffic rules. Also
imposing fines at the spot procedure for defaulters may be
reviewed in view of large backlog of pending traffic offence cases.
Periodic road safety public campaigns including exhibitions,
lectures and film shows are also necessary for road user education
in Gulbarga.
The Road Safety programs should be aimed principally at adult road users and serve three main
purposes:
To inform the public of new regulations or changes to the traffic regulation system
To influence the attitudes towards road safety
To persuade road users to change their behavior in relation to identified causal
factors in road accidents
Benefits
Improves road sense among the users
Better enforcement
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5.3.13 Enforcement
Providing proper infrastructure / road furniture and
educating the drivers to follow and respect the traffic
rules is one thing, but strict enforcement is what really
matters when it comes to safe driving habits.
The traffic police were found to regulate the traffic at

critical junctions in Gulbarga. After the junction
improvements are made and a few signalized, the police
could be used for the enforcement activity. If deemed
necessary, the department should be strengthened. The
traffic police division should also be provided with enough
numbers of necessary equipments like speed radar guns, patrol vehicles etc. for better
enforcement. Spot fines for the traffic offenders would also be a deterrent and would ensure
better road discipline.
5.3.14 Road Safety

Poor road geometry and inadequate street lighting along with limited road space and lack of
traffic sense both to drivers and pedestrians increase the incidence of accidents. Mainly they
are caused due to the casual approach of the road users towards driving rules, safety
precautions, and regulations. The following short term alternatives may be considered for
implementation by the city to improve the safety of the commuters:
• Black spots must be identified along the major roads and specific improvements must
be proposed at those locations
• All speed breakers and humps be marked and signed adequately for night time visibility
• All traffic signages be made retro reflective
• Create traffic safety patrol programs for student volunteers at all schools
• Install minimum pavement markings such as lane lines, median lines, stop bar, fog line,
parking stalls/bays etc on all radial arterials and other major sub arterials
• Ensure that adequate street lighting is provided on all collectors, sub-arterials, and
arterials
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Table 5.21: Summary of Proposed Improvements

Sl. Length/
Scheme Project Title Unit
No. No.
Long Term
Bus Fleet Augmentation (Phase-1) Nos. 242
Bus Fleet Augmentation (Phase-2) Nos. 114
Bus Fleet Bus Fleet Augmentation (Phase-3) Nos. 104
1
Augmentation High Capacity Buses (Phase-1) Nos. 8
High Capacity Buses (Phase-2) Nos. 30
High Capacity Buses (Phase-3) Nos. 60
2 Bus Rapid Transit System Km 47
Peripheral Ring
3 Construction of Peripheral Ring Road Km 55
Road
Along Jewargi Road (NH -218 ) Nos. 1
Along Sedam Road Nos. 1
Along Aland Road Nos. 1
4 Truck Terminal
Along Afzal Road Nos. 1
Along Shahbad Road Nos. 1
Along Humnabad Road Nos. 1

5 Bus Terminal Expansion of City Bus Terminal Nos. 1
Medium Term
Four Lane Widening
M.G Road (Sulieman Khateeb Road -Santraswadi Cross
1.5
- MG Road Cross -Badeshwar Hospital)
Rajapur road and Shahabad Road (RTO Cross - Krishna

2.4
Gramin Bank Cross - Rajapur Dadipur Layout)
Nehru Gunj Road (National chowk - Muslim Chowk -

0.75
Khaja Bande Nawaz Road)
Sedam Road SH-10 ( From Shyam Sundar Circle to

1.8
Ring Road)
Km
6 Road Widening STBT Darga Road (Tirandz Talkies to Station Road) 1.73
Tank Bund Road (Jagat Circle to Brahmpur Road
0.9
Cross)
Sultanpur Road (Entire Stretch) 1.1
Ring Road from Afzal Road to High Court 1.4
Afzalpur Road (SH-22) (Entire Stretch) 0.8
Old Jewargi Road (Entire Stretch) 2.5
Market Road (Entire Stretch) 1.4
Two Lane Widening
Aland Main Road (from Lalgiri Circle to Naka Chowk) Km 1.2
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Sl. Length/
No. No.
Filter Bed Road (Bamboo Bazaar Junction - Ashok
1.8
Chowk)
Aiwan-E-Shahi Road (Kalyan Nagar Cross to Hindi
0.63
Prachar Sabha)
Prakash Theatre to Darga Road 1.1
Hagargi Road (Entire Stretch) 1.7
Road from Cauvery Nagar to Ring Road 0.3
Road from Asharya Colony to Eswari circle on Ring
0.13
Road
7 Missing Links Road connecting Filter Bed Road and Kakade Chowk Km 0.4
on Ring Road
Stretch on Filter Bed Road from Basweswara Dal
0.47
Industries to Gulbarga Water Treatment Plant
Humnabad-Ring Junction (NH-218) 1
Grade Separators Sedam-Ring Junction (SH-10) 1
8 Nos.
on Ring Road Jewargi-Ring Junction (NH-218) 1
Aland-Ring Junction (SH-10) 1
Grade Separators at S.V Patel Circle 1
9 Nos.
Intersections Jagat Circle 1
Grade Separated
Facilities for Jagat Circle 1
10 Pedestrian Nos.
(Pedestrian Bus Stand Road 1
Subway)
Afzalpur - At Grade Rail Crossing 1
Rail Over/Under
11 Widening of Old Jewargi Rail-Under-Bridge Nos. 1
Bridges
Widening of PDA Engg College Rail-Under-Bridge 1
Off-Street Parking Old SP Office at Super Market 1
12 Nos.
Facilities Opposite to PHS School 1
Humnabad Road 1.8
Station Road 2.1
Aland Road 2.6
Sedam Road 2.3
Old Market Road 1.8
Footpath
13 New Jewargi Road Km 3.1
Construction
S.B. Temple Road 1.2
Court Road 2.4
Shahabazaar Road 0.6
M.S.K Mill Road 1.9
Bus Stand Road 1.4
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Sl. Length/
No. No.
Sultanpur Road 2
Fort Road 0.8
Cloth Bazaar 0.2
14 Area Traffic Control Nos. 1
Short Term
Ring Road 17.1
Humnabad Road (NH 218) 1.8
New Jewargi Road (NH 218) 3.1
Aland Road (SH 10) 2.6
Sedam Road (SH 10) 2.3
Market Road 1.8
Bus Stand Road 1.4
MSK Mill Road 1.9
S.B Temple Road 1.2
N Gunj Darga Road 2.7
Road Network Shahabazaar Road 0.6
15 Km
Improvements Station Road 1.4
Court Road 2.4
Shahabad Road 1.3
Old Market Road 0.3
Sultanpur Road 1.6
Fort Road 0.3
Darga Road 0.4
Old Jewargi Road 3.2
Afzalpur Road (SH 22) 2.3
Cloth Bazaar Road 0.2
STBT Darga Road 2
16 Bicycle Lane Sedam Road Km 2.3
S.V Patel Circle 1
Jagat Junction 1
Market Circle 1
Lalgiri Cross 1
Intersection Satgumbaz Circle 1
17 Nos.
Improvements Aland Circle 1
National Chowk 1
Aland Naka Chowk 1
Sedam Circle 1
Ram Mandir Circle 1
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Sl. Length/
No. No.
Rashtrapati Circle (New Jewargi Cross) 1
Mohan Lodge Cross (Old Jewargi Cross) 1
Lalgiri Cross 1
Aland Naka Chowk 1
18 Signalization Satgumbaz Circle Nos. 1
National Chowk 1
Nehru Gunj 1
S.V Patel Circle 1
Jagat Circle 1
19 Signal Optimization Nos.
B. Shyam Sundar Circle 1
Sedam Circle 1
S.V Patel Circle 84
Jagat Circle 84
B. Shyam Sundar Circle 30
R.T.O. Circle 30
Pedestrian Raised Fort Circle 30

20 Rmt
Crosswalks Rashtrapathi Circle 22.5
City Bus Stand 15
Aland Naka Chowk 30
Bamboo Bazar Circle 30
Nehru Gunj 30
Humnabad Road 540
Station Road 1260
Aland Road 780
Sedam Road 690
Cloth Bazaar Road 60
New Jewargi Road 930
S.B Temple Road 360

21 Road Markings Sqm
Court Road 720
Shah Bazaar Road 180
Afzalpur Road 690
Ring Road 5130
Bus Stand Road 420
MSK Mill Road 570
Old Jewargi Road 320
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Sl. Length/
No. No.
Sultanpur Road 160
Fort Road 30
Humnabad Road 18
Station Road 21
Aland Road 26
Sedam Road 23
Cloth Bazaar Road 2
New Jewargi Road 31
S.B Temple Road 12
Court Road 24
22 Road Signages Nos.
Shah Bazaar Road 6
Afzalpur Road 23
Ring Road 171
Bus stand Road 14
MSK Mill Road 19
Old Jewargi Road 32
Sultanpur Road 16
Fort Road 3
Humnabad Road 1.8
Station Road 2.1
Aland Road 2.6
Sedam Road 2.3
Market Road 1.8
S.B Temple Road 1.2

23 Street Furniture Km
Bus Stand road 1.4
Shahabazaar Road 0.6
Court Road 2.4
M.S.K Mill Road 1.9
Afzalpur Road 2.3
Sultanpur Road 2
Station Road
Bus Bays( Including
24 1. Near Khubba Plot Colony Nos. 2
Bus Shelters)
2. Near Mini Vidhan Soudha
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Sl. Length/
No. No.
Sedam Road
1. Nr. B. Shyam Sundar Circle
2. RTO Cross 4
3. Kharge Petrol Bunk Circle (Sedam circle)
4. Gulbarga University
Market Road
1. Near Jagat Circle 2
2. Super Market
Aland Road
1. Azad Chowk
2. Aland Naka Chowk 3
3. 2-intermediate points before Aland Road - Ring
Road Junction
Gulbarga Fort Area 1

S.B Temple Area 1
Mominpura (Near Darga Bus Stand) 1
Filter Bed Road (Near Water Treatment Plant) 1

25 Auto Bays Nos.
Hirapur (Near New Jewargi Road Bus Stop) 1
Shahabad Road (Near RTO Cross Bus Stop) 1
5.4 Future Industrial Development Proposals (By Others)

Industrial Development Plan 2006-11
The Small Industries Development Organization, ministry of Small Scale Industries, Government
of India, has been preparing macro Level State & District Industrial Potentiality Reports for the
past many decades. The reports serve as reference material towards planning for rapid
Industrial development with emphasis towards Small Scale Sector and assisted in proper
planning for the development of the districts.
The Government of Karnataka has now taken a positive step to conduct potentiality reports
with a delimitative objective of implementing the Dr. Nanjundappa High Power Committee
Report recommendation for development of backward regions. In this regard, the District
Industries Centers have prepared a prospective District wise Industrial Development Plan (DIDP)
of Industrial activities that seeks to serve as a guide for rural industrialization for the period
2006-11. This will serve as a guide for the Department of Industry & Commerce, as well as
other promotional agencies for taking action for the industrial growth in regions like Gulbarga
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The DIDP report for Gulbarga Taluk categorically states that there is little scope for the
development of medium and large scale industries because of the lack of power and water in
the region. Only small scale industries like Agro & food based, Glass & Ceramics, Chemical &
Plastic, Paper & Paper products, Leather & Rubber and Textiles would be set up in the coming
years. These small scale industries can be housed within the existing industrial areas based on
the extent of investments suggested in the report. As per the report, there is a potential for
investment of Rs. 2054 lakhs that would generate about 4083 employees.
Apart from these, there are other following future proposals:

• Development of IT Park – 1.72 Acres; 26 crore
• Development of Textile Park – 50 Acres
• Visveswaraya Technological University Regional Center
These potential developments will not impact the mobility plan for Gulbarga LPA significantly.
The total estimated employment is likely to be 4083 persons in areas outside LPA. This would
necessitate a route study by PT operators and provide the schedules for bus service to the
developments as and when they come up.
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Chapter 6
FINANCIAL PLAN
6.1 Coordination
The responsibility of taking care of traffic engineering needs of Gulbarga does not lie with just
one entity or organization. Coordination and cooperation among various entities are required
for the effective traffic management towards achieving the desired results. In this regard,
there must be a coordinated effort from the following in Gulbarga:
• The Gulbarga City Corporation
• The City Traffic Police
• Gulbarga Urban development authority
• The Regional Transport Authority
• The Road Safety Council
• The State or National Highways
The ideal scenario would be the one where all the authorities like the Corporation, Police, the
Transport Corporation, and State Highways would work in coordination with one another in
order to sort out any traffic related issues.
The Gulbarga City Corporation is responsible for providing the infrastructure required for the
traffic movement.
The Town Traffic Police is responsible for managing the traffic movement through the town.
The other agencies like the RTO, SH and NH etc. play only a minor role as far as the town
related issues are concerned.
A committee could be formed to look into all the traffic related matters with members from all
the concerned stake holders. The committee could be lead by either the Commissioner of the
Corporation or the Police and have a working team which could have hands on the on ground
problems.
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DULT Comprehensive Traffic and Transportation Study for Gulbarga Draft Final Report
6.2 Financing
Some of the short term proposals such as traffic islands proposed at junctions and traffic signs
may be executed with the help of voluntary agencies. Funds available for infrastructure
development with the Municipal Corporation and in respect of roads vested with the R&B
Department, costs budgeted for such works could be utilized. As per the note orders of the
Government insisting the local administration to take institutional financing is made compulsory
to an extent of some percentage of total cost of the project depending upon the category of the
town.
In order to upgrade the city’s infrastructure, the state government had initiated the Rs 100 Crore
project in 2009. All the improvement proposals will be funded by the State and ULB.
6.2.1 Alternative Options of Funding

Public Private Partnership Approach
Public-private partnership (PPP) is a system in which a government service or private business
venture is funded and operated through a partnership of government and one or more private
sector companies. These schemes are sometimes referred to as PPP or P3.
In some types of PPP, the government uses tax revenue to provide capital for investment, with
operations run jointly with the private sector or under contract (see contracting out). In other
types (notably the Private Finance Initiative), capital investment is made by the private sector on
the strength of a contract with government to provide agreed services. Government contributions
to a PPP may also be in kind (notably the transfer of existing assets).
Typically, a private sector consortium forms a special company called a "special purpose vehicle"
(SPV) to build and maintain the asset. The consortium is usually made up of a building
contractor, a maintenance company and a bank lender. It is the SPV that signs the contract with
the government and with subcontractors to build the facility and then maintain it.
Advertisements
There are possibilities that funds for traffic improvements could be tapped from advertisements
like bill boards and promoting sponsor’s logos on traffic sign boards.
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Space for Sponsor’s

logo
6.3 Cost Estimates

The main goal of transportation strategy is to expand capacity sufficiently to accommodate the
increase in demand that would arise from rapid economic growth and the need to enhance
industrial competitiveness. To achieve these goals, physical investment targets need to be
identified. The proposed projects have hence been separated in to different categories, so that
the investments needed for each proposal can be estimated.
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The approximate costs for each proposal are estimated, after estimating costs for individual
recommendations. These estimates are only an indication for scale of investments needed.
However, for implementation of each component of the project, a detailed cost estimate has to
be prepared. The general breaks up, by individual components are presented in this section.
The block costs have been estimated based on the Schedule of Rates 2009-10, PW, P& IWTD,
Bangalore Circle (except land acquisition costs). It is to be noted that in the Block Cost
estimates shown, the costs for land acquisition are not considered. The land acquisition costs
vary from one place to another within the study area itself. Since this is a planning exercise, no
acquisition costs are included. A future DPR study is needed to consider all the land acquisition
costs.
The approximate block costs for long, medium and short term improvements are presented in
Table 6.1, Table 6.2 and Table 6.3 respectively.
Accordingly, the total cost for executing the long-term improvements in Gulbarga is around
Rupees 1629 crores. The medium-term improvements would approximately cost Rupees 219
crores. The cost for the recommended short-term improvements is around Rupees 64 crore. The
total cost for executing improvements in all the phases is around Rupees 1912 crores.
Table 6.1: Total Investment Program for Long Term Schemes

Assumed
Unit
Project Unit Rate Quantity Cost (Rs. in Crores)
(Rs. In
crores)
Bus Fleet Augmentation (Phase-1) Nos. 0.25 242 60.5
High Capacity Buses (Phase-1) Nos. 0.75 8 6.00
Bus Rapid Transit System Km 20 47 940
Construction of Peripheral Ring Road Km 6.00 55.00 330.0
Truck Terminal Nos. 25.00 6 150.0
Expansion of City Bus Terminal Nos. 20 1 20.0
TOTAL 1628.50
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Table 6.2: Total Investment Program for Medium Term Schemes

Assumed
Cost
Unit Rate
Project Unit Quantity (Rs. in
(Rs. In
Crores)
crores)
Road Widening (4-Lane Widening)
Site Clearence and Dismantling

Km 0.1 16.28 1.63
Works & Road Formation Works
Sub Base and Base Course works
Sqmtr 0.000050112 208076 10.43
(Non Bituminous)
Bituminous Works Sqmtr 0.000088782 227920 20.24
Construction of Footpath Sqmtr 0.00007 32560 2.28

Construction of Longitudinal RCC
Drain, Providing Kerbs to
Footpath and Construction of Rmt 0.00222 16280 36.14
Utility Duct & Pipeline for laying
of utility lines etc.
Extension of Cross Drainage Work
Km 0.1 16.28 1.628
(Across Road)
Construction of Central Median
Rmt 0.00007 16280.00 1.1396
(0.3 mtr width CC Median)
Shifting of Utility Lines Km 0.08 16.28 1.302
Total (4-Lane Widening) 74.78
Road Widening (2-Lane Widening)
Km 0.08 6.43 0.51
Sqmtr 0.000050112 20000.00 1.00
(Non Bituminous)
Bituminous Works Sqmtr 0.000088782 51440.00 4.57
Construction of Footpath Sqmtr 0.00007 6430 0.45

Drain and Providing Kerbs to Rmt 0.00136 6430.00 8.7448
Footpath
Extension of Cross Drainage Work

Km 0.06 6.43 0.3858
(Across Road)
Shifting of Utility Lines Km 0.04 6.43 0.2572
Total (2-Lane Widening) 15.92
Missing Links
Km 0.08 1.3 0.10
Sqmtr 0.000050112 9750 0.49
(Non Bituminous)
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Assumed
Cost
Unit Rate
Project Unit Quantity (Rs. in
(Rs. In
Crores)
crores)
Bituminous Works Sqmtr 0.000088782 9750 0.87
Construction of Footpath Sqmtr 0.00007 5200.00 0.364

Drain, Providing Kerbs to Rmt 0.00136 1300.00 1.768
Footpath
Construction of Cross Drainage
Km 0.15 1.3 0.195
Work (Across Road)
Total (Missing Links) 3.79
Grade Separators on Ring Road No. 15 4 60.00
Grade Separators at Intersections No. 15 2 30.00
Grade Separated Facilities for
No. 2 2 4.00
Pedestrian (Pedestrian Subway)
Rail Over/Under Bridges No. 10 3 12.00
Off-Street Parking Facilities No. 5 2 10.00
Footpath Construction Sqmtr 0.00007 82400 5.77
Area Traffic Control No. 3 1 3.00
TOTAL 219.26
Table 6.3: Total Investment Program for Short Term Schemes

Assumed
Unit Rate Quantit Cost (Rs. in
Project Unit
(Rs. in y Crores)
Crores)
Road Network Improvements Sqmtrs 0.000117142 491906 57.623
Bicycle Lanes Km 0.06 16.55 0.993
Intersection Improvements (12
No. of Arms 0.05 49.00 2.450
Intersections)
Signalization Nos 0.09 5 0.450
Signal Optimization Nos 0.001 4 0.004
Pedestrian Raised Crosswalks Rmt 0.00055 385.50 0.212
Road Markings Sqm 0.0000695 12840 0.892
Road Signages Nos. 0.0004 441 0.176
Street Furniture Km 0.01 22.4 0.224
Bus Bays Nos. 0.08 13 1.040
Auto Bays Nos. 0.05204 4 0.208
TOTAL 64.27
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6.4 Phasing of Investments

Identified investment requirements under short, medium and long -term plans were further
broken into three phases. Assigning of projects into phases was based on the project need
considerations. The following three phases were considered for implementation:
i. Phase I (2011 – 2017)
ii. Phase II (2017 – 2023)
iii. Phase III (2023 – 2029)
Short- term schemes need to be implemented immediately, while medium- term and long term
projects are phased based on demand. The phasing of total investment is summarized in Table
8.1. Total investment requirement is estimated about Rs. 1912 Crores. About 11% of the
investment is identified for Phase I, 7% for Phase II and 82% for Phase III. All the committed
projects which are under implementation or in advance stage of design etc and the proposed
highway improvements are considered under Phase I.
Table 6.4: Phasing of Total Investments
Phase 1 Phase 2 Phase 3

Schemes Total
(2011 – 2017) (2017 – 2023) (2023 – 2029)
Rs. In Crores
Total (Rs. In Crores) 205.2 138.1 1568.8 1912.03
% 11% 7% 82% 100%
Detailed phasing of projects is presented in Table 6.5.
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DULT Comprehensive Traffic and Transportation Plan for Gulbarga Draft Final Report
Table 6.5: Detailed Phasing of Investments

Unit Cost
Cost (Rs.
Sl. No Project Unit Length Width No. Quantity (Rs. in
in Crores)
Crores)
PHASE-1
LONG TERM PROPOSALS
1 Bus Fleet Augmentation (Phase-1) Nos 242 0.25 60.50
2 High Capacity Buses (Phase-1) Nos 8 0.75 6.00
MEDIUM TERM PROPOSALS
3 Road Widening
4 Lane Road Widening
3.1 Ring Road from Afzal Road to High Court Km 1.4 6.45
3.2 Afzalpur Road (SH-22) Km 0.8 3.73
3.3 Market Road Km 1.4 6.34
Aland Main Road (from Lalgiri Circle to Naka
3.4 1.2 2.81
Chowk) Km
Aiwan-E-Shahi Road (Kalyan Nagar Cross to
3.5 0.63 1.49
Hindi Prachar Sabha) Km
3.6 Prakash Theatre to Darga Road Km 1.1 2.80
4 Grade Separators at Intersections
4.1 S.V Patel Circle Nos 1 15.0 15.00
4.2 Jagat Circle Nos 1 15.0 15.00
5 Grade Separated Facilities for Pedestrian (Pedestrian Subway)
5.1 Jagat Circle 2.0 2.00
5.2 Bus Stand Road 2.0 2.00
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Unit Cost
Cost (Rs.
in Crores)
Crores)
6 Rail Over/Under Bridges

6.1 Afzalpur - At Grade Rail Crossing Nos. 1 10.0 10.00
6.2 Widening of Old Jewargi Rail-Under-Bridge Nos. 1 1.0 1.00
7 Footpath Construction
7.1 Station Road Sqm 2100 4.00 8400.00 0.00007 0.59
7.2 Aland Road Sqm 2600 4.00 10400.00 0.00007 0.73
7.3 Sedam Road Sqm 2300 4.00 9200.00 0.00007 0.64
7.4 New Jewargi Road Sqm 3100 4.00 12400.00 0.00007 0.87
7.5 S.B. Temple Road Sqm 1200 4.00 4800.00 0.00007 0.34
7.6 Court Road Sqm 2400 4.00 9600.00 0.00007 0.67
7.7 Shahabazaar Road Sqm 600 4.00 2400.00 0.00007 0.17
7.8 M.S.K Mill Road Sqm 1900 4.00 7600.00 0.00007 0.53
7.9 Bus Stand Road Sqm 1400 4.00 5600.00 0.00007 0.39
7.10 Sultanpur Road Sqm 2000 4.00 8000.00 0.00007 0.56
7.11 Fort Road Sqm 800 4.00 3200.00 0.00007 0.22
7.12 Cloth Bazaar Sqm 200 4.00 800.00 0.00007 0.06
SHORT TERM PROPOSALS
8 Road Network Improvements Sqmtrs 491906 0.00011714 57.62
9 Bicycle Lanes Km 16.55 0.06 0.99
10 Intersection Improvements (12 Intersections) No. of Arms 49.00 0.05 2.45
11 Signalization Nos 5.00 0.09 0.45
12 Signal Optimization Nos 4.00 0.001 0.00
13 Pedestrian Raised Crosswalks Rmt 386 0.00055 0.21
14 Road Markings Sqm 12840 0.0000695 0.89
15 Road Signages Nos. 441 0.00040 0.18
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Unit Cost
Cost (Rs.
in Crores)
Crores)
16 Street Furniture Km 22 0.0100 0.22
17 Bus Bays Nos. 13 0.08 1.04
18 Auto Bays Nos. 4 0.05204 0.21
TOTAL 205.17
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Unit Cost
Cost (Rs.
in Crores)
Crores)
PHASE-2
LONG TERM PROPOSALS
3 Road Widening
Sedam Road SH-10 ( From Shyam Sundar Circle
3.1 1.80 8.41
to Ring Road) Km
3.2 Sultanpur Road Km 1.10 5.04
Filter Bed Road (Bamboo Bazaar Junction -
3.3 1.8 4.53
Ashok Chowk) Km
3.4 Hagargi Road Km 1.70 4.29
4 Missing Links
4.1 Road from Cauvery nagar to Ring Road Km 0.30 0.87
Road from Asharya Colony to Eswari circle on
4.2 0.13 0.38
ring road Km
Road connecting Filter Bed Road and Kakade
4.3 0.40 1.16
chowk on Ring Road Km
Stretch on Filter Bed Road from Basweswara
4.4 dal industries to Gulbarga Water Treatment 0.47 1.37
Plant Km
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Unit Cost
Cost (Rs.
in Crores)
Crores)
5 Grade Separators on Ring Road

5.1 Humnabad-Ring Junction (NH-218) Nos. 1 15.00 15.00
5.2 Sedam-Ring Junction (SH-10) Nos. 1 15.00 15.00
5.3 Jewargi-Ring Junction (NH-218) Nos. 1 15.00 15.00
5.4 Aland-Ring Junction (SH-10) Nos. 1 15.00 15.00
6 Rail Over/Under Bridges
Widening of PDA Engg College Rail-Under-
6.1 1.00
Bridge Nos. 1 1
TOTAL 138.06
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Unit Cost
Cost (Rs. in
Crores)
Crores)
PHASE-3
LONG TERM PROPOSALS
3 Bus Rapid Transit System Km 47 20.00 940.00
3 Construction of Peripheral Ring Road Km 55 6.00 330.00
4 Truck Terminal Nos. 6 25 150.00
5 Expansion of City Bus Terminal Nos. 1 20 20.00
5 Road Widening
M.G Road (Sulieman Khateeb Road -
5.1 Santraswadi Cross - MG Road Cross -Badeshwar 1.50 6.87
Hospital)
Km
Rajapur road & Shahabad Road (RTO Cross -
5.2 Krishna Gramin Bank Cross - Rajapur Dadipur 2.40 11.21
Layout)
Km
Nehru Gunj Road (National chowk - Muslim
5.3 0.75 3.42
Chowk - Khaja Bande Nawaz Road) Km
STBT Darga Road (Tirandz Talkies to Station
5.4 1.73 7.98
Road) Km
Jagat Circle to Brahmpur Road Cross (Tank
5.5 0.90 4.06
Bund Road) Km
5.6 Old Jewargi Road Km 2.50 11.26
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Unit Cost
Cost (Rs. in
Crores)
Crores)
6 Off-Street Parking Facilities

6.1 Old SP Office at Super Market Nos. 1 5 5.00
6.2 Opposite to PHS School Nos. 1 5 5.00
7 Area Traffic Control
7.1 Area Traffic Control Nos. 1 3 3.00
TOTAL 1568.81
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6.5 Economic Analysis

The objective of economic analysis is to identify and quantify the benefits and costs associated
with the projects evolved under long term strategy in order to assess the economic viability in
terms of its likely investment return potential. The cost – benefit analysis is carried out by using
the Discounted Cash Flow (DCF) technique to obtain the Economic Internal Rate Of Return (EIRR
%) and Economic Net Present Value (ENPV) for the proposed investments linked with the
projects.
6.5.1 Approach
The economic appraisal for various projects has been carried out within the broad framework of
Social Cost –Benefit Analysis Technique. It is based on the incremental costs and benefits and
involves comparison of project costs and benefits in economic terms under the “with” and
“without” project scenarios. In the analysis, the cost and benefit streams arising under the above
project scenarios have been estimated in terms of market prices and economic values have been
computed by converting the former using appropriate factors. The annual streams of project
costs and benefit have been compared over the entire analysis period to estimate the net cost/
benefit and to calculate the economic viability of the project in terms of EIRR.
6.5.2 Analysis of Alternatives

The following alternatives are considered for the economic analysis.
• Without Project Alternative: The first is a ‘without project’ without is the ‘do-
nothing’ alternative, in which we assumed that all committed proposals will happen
at time. This ‘do nothing’ alternative forms the first / base strategy against which all
‘with project alternatives’ were compared.
• With Project Alternative: The following alternatives were considered under ‘with
project’ situation:
• Highway Improvement Projects
• Bus corridors
• BRTS projects
6.5.3 Analysis Period

The analysis period of the project is taken as 20 years from the year of opening of each project.
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6.5.4 Estimation of Costs

Cost components considered include:
• Capital Cost (block cost) and
• Operation and Maintenance Cost
All the financial costs pertaining to construction and maintenance were converted into economic
costs by using the conversion factor of 0.85. The conversion factor is as per IRC: SP - 30, 1993.
6.5.5 Estimation of Benefits

The proposed projects will yield tangible and non-tangible benefits due to equivalent reduction
in road traffic and certain socio-economic benefits. Implementation of these projects will result
in significant benefits due to reduction in fuel consumption (Vehicle Operating Cost) of vehicles
and travel time of passengers. These benefits are estimated using vehicle kilometers and
passenger travel time under ‘do- minimum’ (Do- nothing + committed schemes) and each ‘with
project’ alternative from the Urban Demand model (CUBE model) developed as part of the study
for the years 2019 and 2029. Approach for Economic and Operation Assessment for Identified
Urban Roads and Transportation Sub-projects prepared as part of CTTS.
Non- tangible benefits such as reduction in accidents, pollution and road maintenance costs are
not included in the analysis.
Various inputs and results of economic analysis for each project are presented below.
6.5.6 Economic Analysis for Highway Projects

1. Projects include
- Missing Links
- 4 Lane Widening
M.G Road (Sulieman Khateeb Road -Santraswadi Cross - MG Road Cross -Badeshwar
Hospital)
Rajapur road and Shahabad Road (RTO Cross - Krishna Gramin Bank Cross - Rajapur
Dadipur Layout)
Nehru Gunj Road (National chowk - Muslim Chowk - Khaja Bande Nawaz Road)
Sedam Road SH-10 ( From Shyam Sundar Circle to Ring Road)
STBT Darga Road (Tirandz Talkies to Station Road)
Jagat Circle to Brahmpur Road Cross (Tank Bund Road)
Sultanpur Road
Ring Road from Afzal Road to High Court
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Afzalpur Road (SH-22)
Old Jewargi Road

Market Road
- 2 Lane Widening
Aland Main Road (from Lalgiri Circle to Naka Chowk)
Filter Bed Road (Bamboo Bazaar Junction - Ashok Chowk)
Aiwan-E-Shahi Road (Kalyan Nagar Cross to Hindi Prachar Sabha)
Prakash Theatre to Darga Road
Hagargi Road
2. Cost:
• Capital Cost (Financial Cost) Rs. In crores, Phase 1: 7.79, Phase 2: 9.47
Phase 3: 18.01
• Economic Cost Rs. In crores: Phase 1:6.62 ,Phase 2: 8.05, Phase 3: 15.31
• O& M/Annum (% of capital cost): 3%
3. Benefits:
1. Model output under ‘do- nothing’ and ‘with project’ for highway project are
presented in Table 5.6.
Table 6.6: CUBE Model Output for Benefit Estimation under ‘Do- Nothing’ and ‘With
Highway Projects’
Vehicle- Kms (Peak Hour)
Do- Nothing With Project
Mode
2011 2017 2023 2011 2017 2023
Car 20622 31922 48240 21368 34687 51905
2-Wheeler 45826 70937 103921 46132 72164 105105
Auto 32122 52641 75929 32764 53694 77447
Bus 26479 35249 42834 27008 35954 43690
Passenger- Hrs (Peak Hour)
Do- Nothing With Project
Mode
2011 2017 2023 2011 2017 2023
Car 1009 1739 3106 999 1722 3074
2-Wheeler 2243 3865 6668 2220 3826 6600
Auto 1580 2873 4857 1564 2844 4808
Public Transport 1964 2968 4077 1984 2898 4119
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4. Analysis Period:
• Base Year 2009
• Construction period –
Phase 1:2009 and 2010 (Year 1: 45% and Year 2: 55%)
Phase 2:2014, 2015 and 2016 (Year 1: 30%, Year 2: 30% and Year 3: 40%)
Phase 3:2020, 2021 and 2022 (Year 1: 30%, Year 2: 30% and Year 3: 40%)
• Project open for traffic – phase1-2011, phase2-2017 and phase3-2023
• End of the analysis period –2031
• Number of operating years considered for economic analysis – 20 years
5. Economic Analysis Results:

Result of economic analysis is presented Table 5.7.
Table 6.7: Results of Economic Analysis for Highway projects
Results Value
EIRR 22.6%
ENPV(Rs. in crores @ 12% discount rate) 5.2
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Chapter 7
INSTITUTIONAL ARRANGEMENTS
7.1 Introduction
In India, the management of urban areas is essentially the responsibility of the State
Government, although the 74th Constitutional Amendment devolves the responsibility of urban
development to local bodies. Urban Development, and therefore, Urban Transport, is primarily
the responsibility of the State Governments, in India.
However, it may be observed that Urban Transport is an activity that is controlled by multi
institutions. The multiplicity of agencies providing various urban services got into a familiar
bureaucratic jam.
This multiplicity of institutions has resulted in:
• Fragmentation of functional responsibilities
• Lack of local resources and
• Paucity of financial resources and
• Lack of privatization strategy for the sector, as a whole
In fact, the responsibilities for policy making, planning, investment, operations and management
are divided in Central, State and local government organizations
INSTITUTIONAL GAPS
with the result, there is no unity of command and coherent approach
Political interference in decision
to various issues confronted by this sector. making
Lack of coordination between

activities of different govt. agencies
Gulbarga is no exception to this scenario. Hence, a stream-lined and
(esp. Transport, PWD, Urban
strengthened institutional setup is required in the Transport Sector Development)
in Gulbarga. An empowered body should coordinate, oversee and Lack of a transport apex agency to
overlook all modes
regulate all the transportation projects. Frame-work is critical for
No accountability in ownership,
effective public transport. It should address all the functions, performance, and maintenance in
transportation infrastructure
clearly assign responsibilities and be responsive to the policy
concerns of all levels of government, and concerns of all citizens Lack of clear knowledge within an
organization and others concerned
(mobility needs, air quality, and traffic safety). with the sub sector about the
departments various activities,
achievements, future action plans
and operating statistics.
The present scenarios of urban transport with respect to institutional
set up in Gulbarga are explained in this chapter. Gaps in the
existing system have been identified. Many international cities are successful in some aspects of
urban transport management, but unsuccessful in other aspects. Conclusions are drawn on the
organizational factors that contribute to successful urban transport systems.
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Finally, an Institutional set-up is suggested for the transport sector in Gulbarga Local Planning
Area.
7.2 Objectives of Institutional Assessment

The requirement for strengthening organizations responsible for planning and development of
transport infrastructure in Gulbarga Local Planning Area has been felt for some time. In
particular, the need for coordinated planning, ensuring financial resources and execution of large
sized transport projects assumes increasingly close attention in this study.
The specific objectives of the Institutional Assessment are:

• To assess the existing institutional set up and recommend/update a long-term
comprehensive institutional development strategy for BMR.
• To identify institutional requirements with reference to short and long term transport
plans and the investments required.
• To help strengthen transport planning skills, and transfer tools and knowledge
obtained through the study to GUDA and other agencies.
7.3 Existing Institutional Arrangement

Regional Planning Body – (Gulbarga Urban Development Authority)
All future planning in Gulbarga will be directly controlled by GUDA and also GUDA will be
responsible for the overall development plans in and around Gulbarga. The overall planning of
city with respect to land use and transportation facilities is controlled by GUDA which forms a
nodal agency. For areas outside the city, overall planning with respect to industries, education,
commerce etc. are governed by the respective departments of the state government at district
level and will be coordinated by the respective District Commissioners. Whereas, planning of
areas within the city is done by GUDA and the Gulbarga City Corporation.
Transport Department – (Regional Transport Office, Gulbarga)

Overall licensing of motor vehicles is done by the Commissioner for Regional Transport. Route
selection/area of operation, monitoring condition of vehicles by examining them periodically and
also maintaining the vehicular statistics in the city is also controlled by the Commissioner for
Regional Transport. Presently, in Gulbarga there is only one Regional Transport Office which
controls and monitors the licensing and operation of vehicles in the city. However, licensing for
commercial vehicles and larger passenger vehicles are done for statewide operation. With
respect to IPT modes such as auto-rickshaws, licensing will be confined to their respective
Districts.
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Traffic Engineering and Transport Management

Separate division under the Engineering Department in GUDA maintains and regulates the traffic
engineering works, design and implementation within the city. As a part of traffic management,
initiation and implementation of proposals related to traffic engineering is done by Traffic
division, which is controlled by the Commissioner of Police.
As mentioned earlier, the main function of the Traffic Management is to enforce traffic and
planning. Implementation of proposals is done by a separate Division under the Commissioner of
police. There is a coordinating body which is of a recommendatory nature functioning under the
Home Secretary.
Public Transport consisting of Road and Rail

In Gulbarga, public transport network is maintained by Karnataka State Road Transport
Corporation which is under direct control of the Transport of the State Government. Ministry of
Railways, a separate body of Central Government coordinates the Railway Transport in the
Gulbarga city. The fare policies are dictated by the State Government and by the Central
Government under the authority of the Parliament for the Railways. Based on the availability of
the funds, expansion and utilization of available facilities is carried out by the respective
agencies.
Existing institutional arrangement for transportation is given in Table 7.1.
Table7.1 Existing Institutional Arrangement

Sl.
Institution Functions
No.
Department of Urban Policies and framework affecting
1
development and Transport transport sector
Construction and maintenance of

roads, construction of ring roads
Grade separators, Bus shelters and
Gulbarga Urban Development
2 traffic islands, Erection of Street
Authority (GUDA)
Lights, Issuing permission for road
cutting, Preparation of CDP,
Infrastructure and finance
Traffic enforcement and regulations,

management of traffic junctions and
3 Gulbarga City traffic Police
corridors, regulation of right of ways
and parking
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Sl.
Institution Functions
No.
Karnataka State Road
4 Transport Corporation Public Transport system-City Buses
(KSRTC)
Regional transport office and Registering and licensing of motor

5 Department of Transport, vehicles and enforcement of
Government of Karnataka regulations of motor vehicles act
Control and Monitoring air quality and

6 Pollution Board
noise levels
Construction, operation and

7 South Central Railways
supervision of Rail system
National Highway Authority Construction, supervision and

8
of India (NHAI) maintenance of National Highways
Public Works Department Construction and Maintenance of

9
(PWD) State Highways
7.4 Institutional Gaps

Lack of coordination amongst civic agencies
A severe lack of coordination is observed amongst civic agencies at various levels Viz. City level
and state level. As all infrastructure components together contribute towards better amenities
and living well being for the city inmates; it is essential that enhanced coordination exists
amongst the caretakers of respective departments Viz. GCC, PWD, NHAI, etc. Insufficient
coordination amongst these may lead to improper allocation of funds, unachieved benefits for
the various projects and public criticism and uproar. All of the above will ultimately not achieve
the goal of respective projects for which they were envisioned to meet.
Lack of knowledge
There is lack of knowledge at various levels of the different organisations responsible for
implementing Comprehensive Traffic & Transportation Plan. The purpose of Comprehensive
Traffic & Transportation Plan must be clear to the personnel of each and every organisation
which are associated with implementation of it. This is clearly lacking amongst personnel in
various organisations at different levels.
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Lack of modern infrastructure and human resources

Various organisations which would be eventually collectively responsible for implementing the
CTTP are lacking in terms of modern infrastructure and human resource capability. Modern
infrastructure such as computers with enhanced capability to process traffic data is required.
Further, modern enforcement tools such as laser speed guns, alco-meters, etc.
Information dissemination amongst each other and masses

Various organisations would be working on different projects in the city simultaneously. Various
features of different projects could be interlinked to each other. Unless there is information
dissemination amongst concerned organisations, the intertwined features will not be taken care
of. Consequentially, one project may adversely impact the other and to fix that issue another
project may have to be taken up. Thus, vital elements such as human labour, money as well as
time are lost during the execution of project. Hence, it is essential to identify those projects
being executed by one agency and which are dependent on the projects being executed by other
agency. After identification of such projects, there must be free access to the project reports to
either executive engineer for reference and necessary action. Also, information should be
disseminated to inmates of Gulbarga city through the city corporation website and update as per
the need.
Lack of transport planning abilities

The Gulbarga Urban Development Authority must hire at least one senior Transport Planner and
two traffic engineers. They will process and update the traffic data. This data will be required
for future studies. Also, all the previous CTTP study reports as well as City development master
plan reports and drawings shall be maintained by them. The Senior Transport Planner should have
state-of-art planning software tool installed on his workstation.
Road safety issues

All road safety pertaining issues will be ultimately enforced by Gulbarga traffic police. However,
identification of black spots and proposing solutions for them must be brainstormed in the traffic
review meeting. Safety gadgets may be required to be installed at various locations in the city as
a curative measure.
Lack of adequate information systems

For any new study to begin, previous database from different organisations is required. There
should be a city government portal where all this socio-economic data is accessible to authorized
personnel seeking it for study purpose. Presently, such a system is absent. Also, data is incorrect
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or partially present in some organizations. Quick availability of information systems must be

ensured to analyze information and then arrive at certain conclusions for the study.
7.5 Institutional Framework

The gaps, identified in the previous section, might go a long way in suggesting the institutional
requirements to take care of them.
The responsibilities for policy making, planning, investment, operations and management should
be stream lined and strengthened in the institutional setup recommended. An empowered body
should coordinate, over see and regulate the entire transportation project. Frame work is critical
for effective Public Transport. It should address all the functions, clearly assign responsibilities
and be responsive to the policy concerns of all citizens (mobility needs, air quality, and traffic
safety).
The gaps, identified in the previous section, might go a long way in suggesting the institutional
requirements to take care of them.
The responsibilities for policy making, planning, investment, operations and management should
be stream lined and strengthened in the institutional setup recommended. An empowered body
should coordinate, over see and regulate the entire transportation project. Frame work is critical
for effective Public Transport. It should address all the functions, clearly assign responsibilities
and be responsive to the policy concerns of all citizens (mobility needs, air quality, and traffic
safety).
The existing institutional framework can be continued without major modifications. However,
substantial capacity building is required in each agency. The capacity building is in terms of
strengthening the staff, equipment and horning the required skill sets. The staff has to undergo
training programs to get better equipped technically and professionally.
The Institutional set-up will continue to have ‘Two Tiers’. Each tier is responsible for some
specific suggested functions. Co-operation among the tiers is very important.
The Road Transport Authority is to act as the umbrella agency which will coordinate the
transportation efforts of all other agencies.
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Tier I: Road Transport Authority

The Road Transport Authority works under the chairmanship of Deputy Commissioner. The
authority is the main coordinating agency. It should have regulatory powers apart from
coordination. All the other agency heads should work in tandem related to the transportation
issues of the city under the guidance of the Transport Authority.
Tier II: Local Authorities

Bellary City Corporation works made responsible for mobility and should play an active role in
promoting public participation to influence transport policies. Its responsibility includes
preparation of the Comprehensive Mobility Plan, Traffic Impact Assessments, Traffic System
Management, Travel Demand Management, Issuance of Building Permits, and other current
existing duties. Corporation should have a small team of transport planners, transport economists
and management staff.
The Urban Development Authority should be entrusted with the construction and maintenance of
grade separators, bus shelters, street lights etc. The GUDA and the Corporation must work in
tandem as many responsibilities might overlap between the two agencies.
The Public Works Department (PWD) will continue as the responsible agency for construction and
maintenance of roads and other road infrastructure. It is essential that PWD has to work in
coordination with all other urban infrastructure departments.
The Regional Transport Office will continue being the licensing authority. The Traffic Police will
need to have co-ordination and input with respect to the town’s Traffic Management Plans. It is
again at this level decisions should be taken, on the type of buses – mini – or regular – buses,
their desired age, passenger-friendly entry and exit fitness, etc.,
The institutional set up is presented in Figure 7.1.
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Figure 7.1: Institutional Set Up
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Chapter 8
CONCLUSIONS
Gulbarga city has indeed been, slowly strangling itself because of the unrestrained use of
personalized modes of transport and its inability to fully respond to the challenges of ever-
increasing traffic. In the light of persistent and vexatious transport problems, DULT has
commissioned this Comprehensive Traffic and Transportation Study during the year 2008.
The Comprehensive Transport Study has focused on making Gulbarga a quality city by proposing a
series of new transport initiatives. The goal of the study is to come up with a series of proposals
that place people at the centre and realizes the perceived vision – making Gulbarga a more
livable, economically vibrant and environmentally sustainable city for the future generations.
The Comprehensive Transport Study is designed to provide the broad parameters for the long
term development of our transport infrastructure, for the expansion of public transport services
and for setting traffic management objectives for the next 20 years. This important study will
have far-reaching consequences for our future mobility as well as economic prosperity and
environmental sustainability.
The basic rationale of various recommendations under this Study is to curtail the indiscriminate
use of personalized motorized modes, while ensuring public transport accessibility to larger
section of the population. A greater level of comfort is expected from mass transportation
systems by the increased frequency and expansion of the suburban and intra-city services. A shift
from private vehicles to mass transportation is expected, in view of the facilities planned that
impact on the modal choice.
Improvement in the quality of urban life can be achieved by providing safe and convenient means
of facilities for the pedestrians and cyclists alike. This is also being stressed in the National Urban
Transport Policy. Accordingly, pedestrian and cyclist improvement measures have been
addressed.
Given the vehicular growth, the usual road widening practice is not proposed as a means to
actually increase mobility but merely act as a holding strategy. The decline in traffic speeds over
the last decade, in spite of moderate investment in infrastructure, clearly shows that we cannot
build our way out of the problem.
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With the objective of achieving a balanced modal mix and to discourage personalized transport,
the study has proposed to introduce and enhance the mass transport. The focus, therefore, is on
introducing more buses and specially, High Capacity Special Buses that offer comfort and are
people-centered. With limited land availability and the need to serve a larger and more diverse
population, and to protect our environment, the need to make public transport system a choice
mode is imperative. The proposed transit plan will contribute to a quality and livable
environment. The benefits of this plan include increased mobility options for residents through
new routes and new technologies; a strengthened economy as a result of connecting cluster
towns around Gulbarga; and an improved environment from reducing the necessity for
automobile use and the ensuing air pollution produced.
Given the constraints on road expansion, travel demand management will remain a priority. The
proposed travel demand management schemes will ensure that the usage of private vehicles is
discouraged and consequently, a shift towards public transport will happen.
A number of proposals have been suggested together with phasing for implementation. Some of
the suggested transportation related schemes have been identified by other agencies too and
have been duly considered here in this study.
The proposals need to be viewed holistically and whenever capital intensive projects are taken
up for implementation at the appropriate stage, the possibility of dovetailing and the redundancy
of some, needs to be examined.
The road widening proposed is taken into the network building exercise and as such needs to be
pursued forthwith. On roads, wherein High Capacity buses are contemplated, these need to be
widened on priority. While an exclusive bus lane facility would enable conversion to a higher
order facility like BRTS, stage construction to other higher order systems is difficult due to the
differing requirements in terms of right of way, station dimensions , and other geometric
considerations such as turning radius, super elevation, turn round etc.
To conclude, the CTTS has drawn up the transport improvement roadmap for Gulbarga for the
future, including transport investment program containing short, medium and long term projects.
The Plan has focused on the mobility of the people, and encouraging systems that maximize the
throughput of people. The thrust of the strategies and the plans thereof have been the
following:
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• Improvement to non-motorized facilities to encourage use of NMT modes.

• Bus system improvement
• Traffic Management and Optimization of System
• Safety with emphasis on vulnerable road users.
All the plans and strategies emerging out of this study will have a significant impact in alleviating
the traffic woes of Gulbarga in the future year. The positive impact of the proposed
improvement schemes is evident from reduced Travel Times, which otherwise would have been
too alarming. The benefits (reduction in travel times) considering all the trips and also
considering only the work trips are shown below:
The average travel times for all modes are follows:
1. Base Year
Avg. Travel Time – 18 minutes
2. Year 2029 (with Committed Schemes ALONE)

Avg. Travel Time – 22.87 say 23 minutes
3. Year 2029 (with Committed Schemes and CTTS Proposals)

Avg. Travel Time – 15.25 minutes
Similarly, the benefits from the proposed schemes in terms of increased network speeds are as
follows:
1. Base Year
Avg. Network Speed – 17.67 say 18 km/hr
2. Year 2029 (with Committed Schemes ALONE)

Avg. Network Speed – 16 km/hr
3. Year 2029 (with Committed Schemes and CTTS Proposals)

Avg. Network Speed – 24 km/hr
Besides, one can see - in the tables below, the impact of all the proposed CTTS schemes by
comparing the Goals set at the beginning of this study to the Goals Achievable by implementing
the proposed schemes and also the Volume-Capacity Ratios on the major corridors.
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Achievable
2029
2009 Goals Set Goals 2029
Category Index Do
Values 2029 (By CTTS
Minimum
Proposals)
Public
15% 9% 40% 35%
Transport
Modal
Shares IPT 27% 29% 27% 27%
(Motorized)
Private
58% 62% 33% 38%
Transport
It is to be noted that the improvements made towards pedestrians and bicyclists are not modeled
in the study. Their benefits can not be estimated by any measurable means for the future years.
Hence, unlike the motorized mode, we were unable to measure the acheivable goals for the
horizon year 2029, as the benefits from NMT friendly proposals can’t be measured.Hence, we
have not shown the goal achieveable through NMT proposals. Analysis of the past trend revealed
that NMT share of Gulbarga has declined over the years. Hence, it is assumed that NMT share will
further decline from the existing 25% to 20% by the horizon year 2029.
V/C Ratios
2029 (with
Sl.No Road Names In Gulbarga City
2029 (Do- Committed
2009
Nothing) Schemes and
CTTS Proposals)
1 Ring Road 0.60 1.00 0.90
2 Aland Road (SH 10) 1.10 2.07 1.40
3 Shaha Bazaar Road 0.74 1.43 1.02
4 Tank Bund Road 0.60 0.95 0.65
5 Station Road 0.53 0.89 0.86
6 Bus Stand Road 0.85 1.38 1.05
7 MSK Mill Road 0.92 1.57 1.02
8 Afzalpur Road (SH22) 0.66 0.66 0.66
9 New Jewargi Road 0.73 1.00 0.64
10 Old Jewargi Road 0.98 1.63 0.80
11 S B Temple Road 0.60 0.87 0.70
12 Court Road 0.68 1.04 0.88
13 Sedam Road 0.77 1.11 0.92
Humnabad / Bidar Road
14 0.65 1.02 0.96
(SH12)
15 Shahabad Road 0.90 1.27 0.96
16 MG Road 0.90 1.54 1.04
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V/C Ratios
2029 (with
Sl.No Road Names In Gulbarga City
2029 (Do- Committed
2009
Nothing) Schemes and
CTTS Proposals)
17 Darga Road 0.90 1.34 0.96
18 B ShyamSundar Marg 0.60 0.95 0.85
19 Gunj Road 0.90 1.49 0.99
20 PDA Engineering College Road 0.59 0.97 0.85
21 Police Ground Road 0.59 0.80 0.70
22 Market Road 0.90 1.42 0.76
23 Shanthinagar Road 0.90 1.49 1.21
24 Sulthanpur Road 0.63 1.09 0.75
Way Forward - Policy Reforms in Transportation

The transportation system in the Gulbarga has reached a crisis point and needs immediate
attention. A concerted effort is needed from all concerned to resolve the city’s transportation
crisis. In this regard, it is time to review the existing Urban Transport Policies and make suitable
amends to them. It is also important to identify certain new policies and put them in place.
The Transport Policy for Gulbarga is recommended to include the following:
Policy 1: The Government shall enact a Pedestrian First Policy to ensure the construction of
properly designed and continuous footpaths with well-defined and maintained pedestrian routes
in the city, the provision of pedestrian crossing facilities giving the pedestrian priority over all
other traffic and the prohibition of unauthorized encroachment on the footpath by street vendors
and others.
Policy 2: All the city roads shall be re-planned to contain continuous footpaths and, where it is
feasible and necessary, the footpaths will be provided with built-in ramps so that disabled
persons can move conveniently.
Policy 3: The Government shall encourage the designation of some areas and streets as
“motorized-free zones”. These areas may be designated for specific times or days and the built
environment will be developed and improved to encourage walking and NMT service.
Policy 4: Bicycles shall be recognized as a mode of transport and separate lanes and crossings
shall be provided within the city in order to make bicycle journeys safe and pleasant.
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Policy 5: The Government shall strengthen the capabilities of the municipalities so that they can
perform the functions allocated to them. This strengthening shall take the form of personnel
training, equipment provision and other relevant issues.
Policy 6: The Government shall review previous parking policies as drafted and shall either
amend or approve the required policy. The policy shall ensure that the correct balance is struck
between long-term and short-term space provision and will enforce the restrictions and parking
areas clearly.
Policy 7: The Government shall enact regulations and rules for establishing the formal status for
truck terminals and shall initiate actions for their development in a planned manner.
Policy 8: The Government should restrict the entry of Private buses inside the Ring Road and
allow only Mini buses (small chasis buses) to operate in the core of the city.
Policy 9: RTO should restrict the registration of new vehicles.
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DULT Comprehensive Traffic and Transportation Study for Gulbarga Appendix A

Appendix A-Scope of Work
Goals
The study goals will include:
i. Development of Transportation network and comprehensive mobility plan for all

modes including pedestrians, cycles and IPT to achieve convenient and cost effective
accessibility to places of employment and education.
ii. Optimal utilization of funds and human resources
Objectives
The specific objectives of the study are:

i. Study the existing and proposed land – use pattern, transport network pattern
ii. Identify the travel pattern of residents of the local planning area/ urban
agglomeration of the respective city.
iii. Develop land – use transport model to evolve a long term strategy for urban structure
and road network pattern
iv. Select, develop and operationalize an Urban Transport Planning (UTP) model using
state of the art modeling techniques and software package, appropriate to the
conditions and planning needs of the study area
v. Assess the relevance of existing strategy, identify the consequences of pursuing
alternative transportation strategies and recommend / update a short term, medium
term and long term comprehensive transportation strategy for the study area up to
2029 (2019 and 2029); based on cost benefit analysis of alternatives
vi. Strategize the transport policy and parking policy as an integrated part of urban
planning
vii. Identify for all modes, a phased program of appropriate and affordable investments
and policy proposals; and also integration of various models of mass transits as well
as public transport with IPT
viii. Assess existing infrastructure requirement and forecast short term and long term
requirements
ix. Recommend institutional mechanism for inter agency coordination
x. Help strengthen transport planning skills, and transfer all data (including softcopies,
IS layers collected and generated), planning model/ tools and knowledge obtained
through the study to agencies such as MCC, MUDA, KSRTC, Local Bus Transit, Traffic
Police, etc.
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xi. Operationalize LUT Model, Transport Model and Transport Circulation Model as
Decision tools for the use by city administrators, planners, traffic police and public
transport operations planners.
In line with the specific objectives of the study describes in above, the consultant work is
expected to divide roughly five areas of activity, which will be discussed in turn:
I. Collection of household, land-use and travel demand data

II. Development and operation of Land-use transport Model (LUT) and Urban Transport
Model
III. Define a vision, Mobility Policy and formulation of transport strategy and institutional
mechanism
IV. Identification of a phased program of transport investments and management
proposals; and
V. Training and knowledge transfer to the concerned agencies
Activity 1: Collect Household, Land-use and Transport Data

The data to be collected are those usually required for the purpose of metropolitan transport
strategic planning, these would include both historical and spatial data. Spatial data are needed
for the calibration of the LUT & UTP model. An elaborate traffic zonal system needs to be
determined for the purpose of spatial data collection, traffic forecasts and sub area analysis.
Considering the vast study area, the population and its distribution over the area, the sample size
for the survey should be determined based on the size and spread of the geographical sections.
However, it is desirable to adopt an average sample size of at least 5% for Household survey for
the entire (stratified) random sample representing the entire population may be considered).
A statistically valid basis for expansion of the sample adequate to represent the total population
of the study area and the geographical distribution of trips to be adopted. Analysis of recent
electoral rolls and census details may provide a basis for selection of the sample.
The following tasks are to be conducted under this activity.
• Baseline Data Collection
• Surveys/studies
• Design, supervision and Implementation of household Travel Origin. Destination survey
including a stated preference survey & survey on all necessary issues including mass rapid
transit system, integrated system and type of integration.
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• Screen line floating population

• Suburban Commuter Rail passenger Survey
• Bus Passenger Survey
• Roadside Motor Vehicle O-D Survey (including Goods Vehicles) Roadside interview &
public transport surveys of a conventional kind shall be for 24 hours at the external
cordon (sample survey). For inner cordons and screen line, such surveys shall be done for
continuous 16 hours.
• Estimating Speed Flow functions
• Taxi, auto rickshaw and other surveys (IPT Surveys-Trip lengths, Costs, maintenance cost
ownership etc.
• Speed and delay surveys
• Workplace surveys
• Parking survey
• Non-Motorized Traffic survey
• Pedestrian Surveys
• Opinion Survey regarding willingness to pay, willingness to charge and capacity to pay for
various services
• The commercial vehicle surveys should be done on trucks and LCV trips within the study
area. Data on O-D time period and goods carried shall be collected for a full 24 hours
period. As in the household survey O-D data shall be recorded as accurately as possible to
facilitate zone coding. The consultant must collect accurate information on the total
number of goods vehicles based in the study area. A scientific basis of sampling for
commercial vehicle must be proposed.
• The interview shall be carefully structured to secure all data required for the model
analysis. It should necessarily include:
• Sample surveys relating to trip data should also take into account the residents of hotels,
educational Institutions including universities and other residential establishments.
• For proper estimation of trip making and trip length over a geographical area, household
surveys and roadside interviews would be utilized. In the event of road side interviews
not found reliable, some additional households may have to be surveyed.
• Factual data on the household location, size and employment details of members,
students and vehicle ownership including cycles;
• Details of all trips (trip diary including access mode, time, distance, cost etc.) made on
the day preceding the interview by the residents who are more than 5 years old. These
details shall include Origin & Destination (O & D), purpose, and mode time. For trips
performed by rail/bus – name of rail /bus station of boarding/alighting shall be recorded.
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• Income of each member of the household-salary, pension, investments income etc.

• The household interview forms shall be pre-coded as far as practicable. For each
household, the measured walking time to the nearest railway station and appropriate bus
stop shall be coded irrespective of whether any public transport trips are made
• O & D data shall be recorded with full addresses and the addresses should be coded. This
must be specifically ensured for central business District (CBD) and other business areas.
• Journey purpose data at Origin as well as destination shall be recorded to enable
allocation of trips home to their relevant motivation. E.G returning from work,
education.
• Classified traffic count on the screen lines and long term counts on the cordon lines.
• Speed and journey time surveys.
• Inventory surveys (roads, footpaths, drains, light signs, markings etc.)
• Study of the mass transportation system.
• Land-use, populations and employment data. Care has to be taken to collect and
estimate trip attraction variables (employment by type, schooling opportunities,
shopping opportunities, entertainment facilities etc)
• The consultants will break these data down into the CTTS zones.
• Survey data processing and analysis
• Study of the revised CDP and spatial data
• Study the physical roadway characteristics (including functional condition of pavement
and pedestrian pathway etc in detail).
• Study the present trend of growth, desired development and actions for inducing desired
development from trend land use, land development and traffic point of view.
• Study the effect of various alternative development strategies.
Review of Existing Transport Scenario
Analyze the data collected to identify and quantify the existing transport problems. Also assess
the operational characteristics and deficiencies of the existing transport systems.
i. Concentrating the growth (work & education places) in the city centers and catering to
the traffic needs(including park and ride, feeder bus services, prohibition of freight
vehicles along certain roads/areas/city etc.) or
ii. Dispersing the development (work & educational places) and catering to the different
pattern of traffic.
iii. Analyze existing road network and its adequacy for pedestrian, NMV and public transport
improvement.
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iv. Integrating main mass rapid transit system and various modes of feeder transit system
(bus, IPT, NMT, Pedestrians etc.)
v. Carry out Road safety analysis and air quality analysis
The inter-MODAL MASS Transit system (IMMTS) shall be developed so as to optimally meet the expected
public transport demand in the horizon year (2027)
Various alternatives (permutation and Combination) of Met rail, Monorail, electrical Trolley Bus
System, Sky Bus System, High Capacity Bus System etc should be examined with reference to cost
benefit analysis and from main, sub-main and feeder service requirements along with their integration.
Integrated mass rapid transit system should be dealt in detail as a separate chapter. Subsequently
upgrading the same to METRO< ELRTS< Circular Railway (commuter Rail Service), may also be
examined.
Activity 2: Development and Operation of Land Use – Transport Model (LUT) and an urban
Transport Planning (UTP) Model
Development of an appropriate LUT model for evolving future urban and transport network strategies.
For transport Model the consultant is expected to recommend to model package that would be suitable
for the planning needs. The purpose of the travel demand model will be provide good policy-related
and future travel forecasts and therefore, should be simple .That is, the model should represent the
travel decisions made by individuals (and households) and should incorporate important demographic
and policy-sensitive explanatory variable. The model should, therefore, develop disaggregate
(individual / household level) modeling paradigm. The disaggregate procedures should be reflected
even at trip distribution level and take account of the characteristics of households and trip makers
and the way in which those characteristics interact with the attributes of alternative destinations.
In addition, the model should integrate household activities, land patterns, traffic flow, and regional
demographics. The core of the proposed model system should be a household activity simulator that
determines the location and travels patterns of household member & daily trips by purpose. The model
should estimate behavior with regard to longer term choices of residential and employment location,
and land use and adaptive behavior in response to transportation system changes, including fare and
policy.
It should be noted that given the high volume of passengers that travel in the bus network, the model
should pay particular attention to mode split between bus and two wheeler as well as private car and
two wheeler and conduct sensitivity analysis of demand with regard to bus fare, quality of buses and
bus station. Attention should be paid to the issue of how travel time (walk and wait time), comfort,
and mobility or access to transport is treated in the model and how improving these parameter could
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affect modal split in favor of the mass transit network. Similarly attention should be paid to these
issues for travel on the bus pattern of the commuters’ trip makers and preference needs to be
considered.
As the client has procured “SATURN” Software, the consultants should utilize the same for the
development of the requisite model. While utilizing the software, the following have to be carried out:
• The zoning system of the study shall be carefully designed as a hierarchical system of fine
zones shall relate to the road and railway network. The population of a zone at the end of the
horizon period should be preferable 15,000 and not exceed 25,000 so as to have realistic
forecast of intra-zonal trips and to avoid overloading of the network. The number of zones
should be minimal so that the model does not become cumbersome and time consuming.
However, reasonable number of zones would be required for a detailed operational transport
model.
• In the model, the road and public transport networks shall be described accurately: travel time
should be calculated from limk speeds and speed/flow relationships. The link – speed must be
derived from previous data and or fresh surveys. Provision must be made for the cost of travel
by different private/public modes of transport. In the public transport network, appropriate
times for access walk, waiting and transfer link shall be coded as increased dependence on
modal transfer may arise in future.
• Modeling mode split, including walk, public transport and Para transit modes (auto rickshaws,
taxi, bus, BRT and rail as well as the metro circular railway, mono rail/metro rail etc as
relevant and private transport (motorcycle and car) goods vehicles, etc.
• Assignments trips to bus networks, variation in bus speeds and frequency due to changes in
overall traffic volume and fares.
• Reflecting the impact of new land use developments and frequency due to changes in overall
traffic volume and fares.
• Reflection the impact of new land use development and / or control policies, including= freight
terminal, truck parking lots, intercity bus terminal etc. Plying of private buses boarding and
alighting of passengers from private buses, boarding and alighting of passengers from private
buses within city. Etc & its effect on congestion (for evaluating short term managements
measures)
• Responding to traffic demand management measures such as parking fees, road user charges
and congestion pricing as well as the staggering of working hours, flexi hours and multiple shift
work.
• Working out alternative scenario and its effect on the traffic situation.
• Infrastructure development (development, being development & proposed and its impact
analysis.
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• Type of road network-main/arterial roads and in residential areas / layouts with particular
emphasis on hierarchy of roads & improper utilization resulting in unsafe conditions.
Task 2.1 Transport Network coding
Consultants shall compile a transport network inventory with sufficient details with a view to ensuring
traffic assignments to network at link level. The consultants will have to compile attribute data for the
network (link and node characteristics). The consultant will prepare input files including network
coding based on the inventory collected as a part of task 1 to code the network. hierarchy of roads will
be addressed in detail. Also the road networks will be studied in detail and model road network for
new layout will be suggested along with improvement to major road network. In additional, the
consultant will also develop traffic origin and destination matrix by mode and time (day/peak/off
peak). The consultant will review current speed volume function and assess the adequancy of this
function for the purpose of planning and update speed / volumes if necessary specially for the new
road facilities (flyovers, bypass, ring road, etc)
The consultants in consultation shall identify the committed schemes, proposed schemes and
accordingly prepare do –nothing, do-something & do all network to assess the impact. Examine
strategies for making all corridors pedestrian and NMV friendly by adopting different strategies,
possibility of providing dedicated lanes for public transport and also study one way system, prohibition
of entry to certain type of vehicles complete Pedestrainisation of selected areas and dedicated lanes
for cycling along certain roads & certain periods of time, etc. (for evaluation short term traffic
management measures).
Task 2.2 Model Calibration
The model should reflect the travel behavior of different income and social groups in a disaggregate
fashion and should be sufficiently sensitive to test policy measures and physical improvements to the
transportation network and services. The model should be calibrated for travel costs, speed and other
factors.
Traffic assignment w.r.t. creation of new facilities, imposition of certain management actions, etc
needs to be studies for various alternative scenarios.
Traffic assignment should be done on both peak and off-peak hour. The model result should be
sufficiently detailed for the identification of project benefits among different income groups and users
by different modes. The consultants upon calibration must demonstrate to the client how reliable the
model is in replicating the current model splits and traffic flows at screen lines and cordons. If the
model is to be for evolution micro-investments including inter alia major land use changes (commercial
development exceeding 10000 sq.m of built up area) development of new roads, grade separators at
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junctions, widening of ROW /carriage ways, considering introduction of transfer of development right
on a corridor basis, providing exclusive bus lanes, introduction of ATC system, various mass rapid
transit proposed, integration of mass transit system tec. The consultants should show how reliable the
calibrated model is for more detailed flows than at screens/cordons.
Task 2.3 Establish economic Evaluation procedures
Consultants are expected to establish the framework for economic evaluation that would be used in
the formulation of a long – term master transport strategy and the identification of a phased
investment program. The framework should allow the economic feasibility to be expressed in term of
expected net present value (NPV), financial internal rate of return (FIRR and economic internal rate of
return (EIRR). Special attention should be given to the following major areas:
• Identify major items of economic benefits:

• Evaluate appropriate vehicle operating costs (VOC), health costs (pollution and accidents) and
value of travel time (VTT) and value of comfort
• Develop appropriate economic evaluation procedures to make full use of UTP model outputs
including link traffic volumes and speeds by vehicle type for existing and planned networks.
Present trend of growth, desired development trends and actions for including desired development
from land use, land development and traffic facilities issues, shall be detailed. Development priorities
like
• Concentrating the growth (work & education places) in the centers and catering to the traffic
needs (including integrated rapid mass transit system, park and ride facility, feeder bus
services, prohibition of freight vehicles along certain road/areas etc.)or
• Dispersing the development (work & educational places) and catering to the multidirectional
pattern of traffic.
• Economic incentives/disincentives critical to public transport management, road use, parking,
pedestrainisation, NMT etc to be examined.
Phase wise development and phase wise accrual of benefits needs to be estimated.
Activity 3: Propose the Long –term Transport strategy
Task 3.1 Review of earlier repots
The consultants should review the traffic management plan development for Mangalore by M/S.Dalal
Mott MC Donald under Asian Development Bank assisted Karnataka Urban Development & Coastal
Environmental Management Project.
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The Consultant should review the strategy, assess its relevance to the current and future transport
needs of study area, identify major changes in socioeconomic conditions, land-use
And transport and suggest strategic areas that need to be considered, improved and strengthened.
Task 3.2 Review of Institutional Arrangement of Transport
The purpose of this task is to clarify current arrangements for formulating monitoring and
implementing transport policy and for indentifying, Appraising, Authorizing, sanctioning, financing and
implementing traffic and transport schemes and operational policies. The study is required to identify
the role and responsibilities of the various agencies concerned with transport policy financing,
Investment and regulation of operations. The main issues to be addressed include the following.
• The current lack of a clear institutional structure with regard to urban transport planning.
Management and investment coordination:
• Institutional and policy barriers to positive changes in the delivery of transport services to
the people and business:
• The requirement of number of staff qualified in traffic engineering transport planning and
management:
• The relative roles of public and private passenger transport operation, and the means of
regulating them:
• The relative roles of central, state and municipal government in transport planning,
investment and management
The study should advice on the needs and possible scope of (i) Institutional and policy reform; and (ii)
post-study professional development and training in transport planning and management, common
program me (MCC, MUDA). Intra & Intercity transport, short term and long term plans, land management
etc.
Task 3.3 Review of Transport Financing

The study should pay careful regard to the financial resources available for transport investments,
maintenance and operational, both in total and agency on the basis of an assessment of the level of
funding available annually during the past 5 years, current changes in the fiscal framework and economic
trends. The outcomes of this work should be available for transport investments, maintenance and
operations during the coming years, with distinction between tied resources and untied resources.
Potential sources of private sector finance needs to be identified. Likely candidates for private sector
financing / PPP based on feasibility of levying tolls or user fees should be identified & presented.
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Task 3.4 Traffic Demand Analysis and Forecast

They shall review the latest development plan and may consider alternate land use scenarios (minimum
3) for future development. Forecasts of population and employment distribution for the years 2012,
2017, 2021 and 2127 to be considered. The consultant are required to forecast travel demand by mode
using the calibrated UTP model for the years 2012, 2017, 2021 and 2027 on the existing transport
network plus all committed transport investments sensitivity analysis. These exercises will give
indications on the likely traffic problems in the future years thus providing a basis for strategy
formulation.
Task 3.5 Alternative Long –Term Transport Strategies

The long – term transport development and management strategy should be a combination of policies
(demand management user charges etc.) And physical improvements (land use strategies, network
strategies, modal mix strategies etc.) The consultants should define the specific objectives, principle and
criteria required to guide the formulation of the long –term strategy.
Having regard to various policy options and transport strategies and system, alternative feasible scenarios
for horizon years should be developed in consultation with Employer, MCC & MUDA. Test the effects of v
various combination of schemes / networks and management policies using the model. Use the result to
evaluate the project and policies for economic viability. Also finalize the transport operation plan for the
next ten years. Identify the phasing and timing of investment in various plan for the next ten years.
Identify plan and prepare an annual of investment for the planned period. It is likely that the scope to
manage transport demand by control of land use development will be limited but that the implication of
transport developments on land use development will be great. It is likely, for example, that restricted
space in the CBD combined with demand management measures and improvement of peri-urban areas.
The study should seek to identify the scale of such development pressures.
The LUTP model linking land use pattern travel demand and modal split should be used to test the
impact of major modifications of strategy and will be used mainly for the 20-25 year horizon along with
sensitivity analysis. Alternative transport strategies and their evaluation should focus on agreed land use
strategy and show whether any significant easing of future transport problems could follow from revision
of the land use strategy. If the consultants recommend an integrated land use transport model, employer
expects to confirm the form of land use strategy to be assumed by the consultants for the development
of a long-term transport strategy.
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Task 3.6 Evaluation of Alternative Strategies and Selection of preferred Strategy

A comprehensive evaluation system should be developed in consultation with the employer and
stakeholders, taking into account all relevant factors such as capital and operational costs and
environmental, social and political factors, services to the poor and vulnerable. In principle, the
evaluation should be comprehensive on the basis of four major criteria (i) economically viable: (ii)
socially acceptable (iii) environmentally sustainable and (iv) financially sustainable. At the strategic
planning level, a preliminary assessment of economic and financial feasibility and social and
environmental impacts is expected for each proposed alternative strategy. In defining the alternative
strategies, the consultants are expected to pay special attention to the services to poor and the
vulnerable.
The comprehensive evaluation should result in the recommendation of a preferred long term transport
strategy. The consultants in collaboration with employer and transport agencies should explain the basis
for its recommendations. Strategies will be evaluated with regards to NUTP compliance.
Task 3.7 prepare a Draft Transport Strategy Document

The outline strategy should amount to a directional plan indicating the main imperatives of transport
policy during the foreseeable future, having regard to need, desirability (with regard to factors such as
land use development and environmental and social impacts), affordability and uncertainty. This
strategy should take account of economic growth, current initiatives, the need to conserve and enhance
the urban environment, land use plans and likely land use development patterns.
The strategy documents should cover the following pattern:

I. Current Situation: Clarification in broad but objective terms of the current situation and trends:
the quantity of personal movement by sub-urban rail, bus car, auto rickshaws, NMT, two –
wheelers, taxis, and on foot, the amount of goods vehicle movement. Intercity traffic both
(passenger & goods and by Govt. and pvt. Modes), long distance Bus/Railway passenger
movement, Origin-destination patterns, current problems.
II. Traffic Growth: Clarification of current growth rates, potential growth rates (with reference to
experience elsewhere) potential problems.
III. Current Constraints: Clarification of current with regard to government policies on vehicle
licensing vehicle and fuel prices and trends, land use policies and the resources available for
transport investment and the scope of cost recovery through direct user changes such as tolls
etc.
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IV. Long Term Trends and Prospects. Review of implications for transport (supply and demand) of
economic growth and land use developments and of the implications for transport planning of
uncertainty.
V. Transport Investment Optional: Review of the main means of providing additional transport
capacity with regard to their effectiveness, magnitude of orders of cost (including both capital
and recurrent costs) economic and financial viability etc.
VI. Demand Management: The need for and means of achieving the management of the potentially
high growth in the use of motor vehicles (including motocycles) needs to be considered.
VII. Environmental Measure: Review the need for measures to ameliorate adverse environmental
impacts, either existing or resulting from proposed projects or increased development.
VIII. Land Use Strategy: Review of the scope and limitation of reducing/controlling traffic demands
through land use policy and of the scope for using transport policy to influence land use
development. Also examine legal framework KTCP Act /zoning & Traffic rules (police).
Desification of major transport corridors, using land as a resource.
IX. Institutional Arrangement. A Diagnostic assessment of the current institutional arrangements for
administering and planning transport activities, including policy formulation, regulation of
transport operations, financing and investments and recommendations for improving the
arrangement.
X. Conclusions and Recommendations on Transport Strategy:
Broad conclusions and priorities for development of commuter rail, bus transit, and highway
construction, goods transport and inter regional bus/rail transport, rapid mass transit, interration
of various modes of mass transit and IPTs, traffic management and demand management in short,
medium, and long terms, observation on land use strategies, connection of new townships by
mass transit system.
Activity 4: Develop a medium – Term Investment program
The product required for this activity is a rolling program of investments and management proposals
sufficient and appropriate for the period to 2017. The emphasis of the work; will depend upon the
conclusions reached on the transport strategy. The medium – term Investment program will Probably
comprise the following parts:
I. Mass Rapid transit Development Program. Identification of a staged Program of mass rapid
transit development and its cost implication etc.
II. Pededtrianisation, NMT network development Program. Identification of present deficiencies
hindrances in pedestrian & NMT movement so as to make it convenience and safe.
III. Road Network Development Program. Identification of staged program of road investments
having regard to traffic demands, economic benefits, system effects etc
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IV. Bus system development program. Route identification based on network approach
identification of proposals for investment in buses and civil works (depots, workshops,
terminals, segregated bus lanes, exclusive bus ways. Introduction of stale of the art buses with
its modern bus stations etc and operational management taking account of bus transport policy
recommendation outlined in the transport strategy. Also to examine high capacity bus system
introduction.
V. Traffic Management. Identification of low-cost physical and regulatory measures to improve the
efficiency and safety of traffic circulation with and without ITS. Particular attention should be
given to the management of NMT – pedestrians, bus priority measures etc.
VI. Immediate solution to negotiate choking along high – density corridors & junction.
Task 4.1 Identification of a phased program of transport investments proposals

Identification of a phased program of transport investments proposals will first involve a sifting of
options and pre-feasibility studies. The consultants are also expected to take consideration of the
candidate projects already proposed by the transport agencies. For each investment project, the
consultants are expected to define a base option and one or more alternative options. For each option,
the consultants are expected to propose preliminary alignment conceptual design option, technology
choice and timing of construction and start of operations. The consultants should also provide
preliminary (or pre-feasibility study level) estimates of the associated capital and operating costs,
traffic revenues if applicable, and operating characteristics.
Task 4.2 Evaluation of Options

The consultants are expected to evaluate these options using the comprehensive criteria specified in
task 3.6 but at a more detailed level. The evaluation should consist of two parts. The first, which may
be partially quantitative and largely qualitative, will consist of categories such as operational
feasibility, integration with existing systems and physical environment, ease of response to changing
conditions, land-use effects, travel generation potential, environmental quality, requirement for
involuntary resettlement, and other. The second part will consist of simplified economic and financial
evaluation, based on capital and operating costs and revenues, passenger costs and financial costs of
each option.
It is provisionally envisaged that evaluation of investment options will be based upon the network
assignment of traffic demand matrices derived from the result of the transport surveys.
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Task 4.3 Prioritize the investment Projects and Formulate an Investment Program for Years 2018,
2023 and 2028
On the basis of comprehensive evaluation of the above options, the consultants are expected to
prioritize the identified investment project and formulate a medium – term investment program. The
program should focus on identification of capital investments to be made in the 10- Year period 2008-
201. The medium – term program will include background assumptions such as Rail, road, road-based
PT and mass transit system investment proposals. When proposing the program, the consultants should
assess the impact / implication of various scenarios / strategies / fiscal policies on transport network.
The background assumptions are to include a summary of the transport strategy emerging from the
outline long-term study, the form of land –use distribution assumed to apply in the medium term,
assumptions about institutional changes or developments and assumptions about investment levels. It is
envisaged, unless good reason emerges to the country, that one land-use disposition should be defined
for the medium term.
Activity 5 Skill and Knowledge Transfer

The study should advise on the needs and possible scope of professional development and training in
transport planning and management.
The new CTS model should be installed in employers ‘office and MCC, MUDA & any other office
suggested. The key personnel with technical background in sector, in these institutions should be
provided necessary training in its use. It is also expected that a two-week workshop will be conducted
for senior officers on the usage of model.
The consultant will train core staff on model update and calibration so they could use the model
proficiently as a planning tool with only minimal assistance from consultants on the need basis after
the study is completed.
The study shall make provision for two trainings for the concerned staff of go , and its organization
dealing with city’s traffic & transportation management. CTTS team too will undergo these trainings.
The trainings shall be organized through:
• Seminars
• On the job training

At least three seminars connected with the study processes and evaluation techniques shall be held
during the study. These seminars shall be organized by the consultant and presented by the team with
senior staff from MCC,MUDA , KSRTC ,Traffic police and other relevant local academics & practitioners
in the city planning and transport field. The seminars may focus on the following:
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• Transport issue brought out in the development plan and criteria & techniques appropriate for
evaluation them
• Objectives and techniques of the operational transport analysis and modeling process
• Evaluation of transport programmers, Policies and projects
• Problem In public transport operations (traffic delays restricting vehicle mileage, bus
overcrowding, roadway capacity, capacity of bus system, etc.)
• Parking, loading and unloading difficulties
• Environmental disturbances due to noise, visual intrusion and emission of vehicles
• Pedestrian – vulnerability, facilities required and the frequent difficulty of crossing roads on
foot
• Inappropriate location of bus stops, IPT stands, etc
2. Problems of implementation of transport network improvements which have best improvement

projects.
• Cost of projects
• Availability of land
• Disruption during construction and alternative routes for diverting the traffic
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DULT Comprehensive Traffic and Transportation Study for Gulbarga Appendix B
Appendix B – Key Survey Findings
1. Introduction
A comprehensive primary data collection was undertaken by the
Consultants as part of the study on several aspects, duly taking
into consideration the availability of secondary data on traffic,
highway inventory data relevant to the study besides employment
data where significant data gaps remained.
The various surveys conducted, the time period, duration and the
number of locations is furnished in Table 1. Brief survey results
are given in the following Sections.
Table 1: List of Surveys

Sl. No. Type of Survey Quantity
Household Interview
1 3500 Samples
Survey
Roadside Interview
2 6 Locations
Survey
3 Inner Cordon Counts 4 Locations
5 Cordon Counts 4 Locations
7 Screen line Counts 6 Locations
9 Junction Count 8 Locations
10 Road Inventory 62 Kms
11 Speed and Delay 23 Major Corridors
13 Parking Survey 10 Locations
Bus passengers volume
14 2 Locations
count survey
Bus passengers
15 500 Samples
Interview survey
Rail passenger opinion

16 500 Samples
count survey
Goods focal point
17 250 Samples
survey
18 IPT Survey 300 Samples
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2. Road network inventory

The road network inventory was carried out for 60.6 Kms in
Gulbarga Local Planning Area.The road network inventory was
carried out to identify the characteristics of the road network in
the study area. The characteristics of the road network include
the width of the roadway, divided or undivided, existence of on-
street parking, any traffic management system like one way etc.
The summary of the road network inventory is presented in Table
2.
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Table 2: Summary of Road Inventory Details
Availability Length
Carriageway
Sl. Road Names In Type Of Right Of Availability Road Land Use Of On Of Road
Width in
No Gulbarga City Road Way m Of Footpath Condition Type Street in
mtrs
Parking mtrs
1 Outer Ring Road P 25 7 Absent Good Residential Present 2.3
Aland Road (SH

2 P 20 5 Absent Fair Commercial Present 3.4
10)
3 ShahaBazaar Road S 10 2.5 Absent Fair Residential Absent 3
4 Tank Bund Road S 8.5 3 Absent Bad Commercial Absent 4.5
City Corporation
5 S 12 6 Absent Fair Commercial Present 1
Road
6 Station Road S 17.5 6 Present Fair Commercial Present 1.4
7 Bus Stand Road S 12 5 Absent Bad Commercial Absent 6.2
8 MS Mill Road S 10 2 Absent Bad Others Absent 1.2
Afzalpur Road
9 P 13 3 Present Bad Industrial Absent 2.5
(SH22)
Commercial
10 New Jewargi Road S 13.5 4 Absent Fair Present 2.7
/R
Old Jewaragi
11 S 12 4.5 Absent Bad Residential Absent 0.3
Road
12 S B Temple Road S 9 3 Absent Fair Others Present 0.4
13 Court Road S 8 4 Absent Fair Commercial Present 0.9
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Availability Length
Carriageway
Sl. Road Names In Type Of Right Of Availability Road Land Use Of On Of Road
Width in
No Gulbarga City Road Way m Of Footpath Condition Type Street in
mtrs
Parking mtrs
14 Sedam Road S 10.5 3.5 Absent Fair Industrial Present 1.3
Humnabad / Bidar
15 P 12 4 Absent Bad Commercial Present 1.5
Road (SH12)
16 Shahabad Road S 7.5 2.5 Absent Bad Residential Absent 1.2

17 MG Road S 9 3 Absent Fair Commercial Absent 1
18 Darga Road S 6 3.5 Absent Very Bad Others Absent 2.3
B Shamsundar
19 S 11 3.5 Absent Fair Residential Absent 1.5
marg
20 STBT Darga Road S 9.5 3.5 Absent Bad Others Absent 2.5
N Gunj Darga
21 S 6.5 3.5 Absent Very Bad Others Absent 1.9
Road
22 Market Road S 9 3 Present Bad Commercial Present 1
23 Cloth Bazaar Road S 5.5 2.5 Absent Very Bad Commercial Absent 1.2
PDA Engineering
24 S 10 2.5 Absent Bad Others Present 1
College Road
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3. Turning Volume Count Survey

Turning volume count surveys were conducted at the selected 8 intersections within the
city in the study area. The classified volume count was carried out for a period of 8
hours from 8.00 AM to 12.00 PM and 4.00 PM to 8.00 PM at all locations on a normal
working day. The survey locations are presented in Figure 1 and the observed traffic
volume at survey locations is given in Table 3.
Figure 1: Turning Volume Count Locations
Table 3: Observed Peak Hour Traffic Volume at Junctions

Peak Hour
Sl.No Location Peak Hour volume (In
PCUs)
1 Public Park Circle 11 AM to 12 PM 3,749
2 Jagat Circle 4 PM to 5 PM 8,296
3 Thimapur Circle 6 PM to 7 PM 9,822
4 New Jewargi Circle 10 AM to 11 AM 3,583
5 B. Shyam Sunder Circle 10 AM to 11 AM 4,717
Nehru Gunj Circle/ Gandhi
6 6 PM to 7 PM 3,811
Cross
7 Sat Gumbaz Circle 4PM – 5PM 5,277
8 S.T.B.T Circle 5PM – 6PM 4,327
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4. Screenline Volume Count Survey

Classified traffic volume counts were carried out at the selected 6 locations on the
screen lines identified in the study area. The screen line count locations are presented
in Figure 2.The daily traffic volumes (12 Hours) at screen line locations are presented in
Table 4 below.
Figure 2: Screenline Volume Count Locations
Table 4: Daily Traffic Volumes (12 hours) at Screen Line Locations
Sl.No. Name of the Road Direction Peak Hour PCUs
1 Opp. Mini Vidhan Towards Arvind School 369
Soudha Road Towards Station 348
2 KhubbaPlot Rd (Besides Towards Sainath College 321
Vodafone Office)
Towards Station Road 444
Towards Stadium 668

3 Stadium Road
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Towards Court 548

4 Court Road
Towards Stadium 217

5 Police Ground Road
Towards Rotary School 435

6 Rotary School Road
Towards Govt. Hospital 425
4. Inner and Outer Cordon Survey

Classified traffic volume count along with the road side interview have been carried out
to assess the quantum of travel across the cordon and to understand the travel patterns.
The survey locations are shown in Figure 3 and Figure 4. Survey has been done for the
duration of 12 hours at inner and outer cordon locations on week days. The summary of
the count at inner and outer cordon locations is presented in Tables 5 and Table 6.
Figure 3: Inner Cordon Survey Locations Figure 4: Outer Cordon Survey Locations
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Table 5: Summary of Inner Cordon Counts
1 To Thimapur Rd 481
Court Road
To S B Temple Rd 550
2 To Market Rd 792
Humnabad Road
To Humnabad Rd 859
To Bus Stand Rd 276
3 Old Jewargi Road
To Old Jewargi Rd 251
To Market Rd 617
4 Market Road
To Thimapur Rd 664
Table 6: Summary of Outer Cordon Counts
Sl.No. Name of the Road Direction Peak Hour PCU’s
1 To Gulbarga 783
Afzalpur Road
To Afzalpur 779
2 To Aland 622
Aland Road
To Gulbarga 731
To Humnabad 835
3 Humnabad Road
To Gulbarga 969
To Jewargi 879
4 New Jewargi Road
To Gulbarga 668
To Sedam 869
5 Sedam Road
To Gulbarga 857
To Shahabad 549
6 Shahabad Road
To Gulbarga 556
5. Speed and Delay Survey

Speed on a road section is governed by volume of traffic, its composition, roadway
features, and environment. In order to estimate the speeds, a relationship of speed and
factors governing the speed is required.
The principle objective of the study is to find out the journey speed, running speed and
types of delay such as stopped delay and operational delay to evaluate the level of
service or quality of traffic flow of a road or entire road network system.
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The abstract on analysis of data in respect of selected roads furnishing the name of
road, journey speed and running speed is furnished in Table 7.
Table 7: Summary of Speeds on Major Corridors
Road Journey Speed Running Speed

Sl.No Road Name (Kmph) (Kmph)
Category
AM PM AM PM
R1 Bus Stand Rd S 16 16 29 28
R2 Station Rd P 13 12 16 15
R3 Market Rd P 21 19 23 21
R4 Humnabad Rd P 17 16 17 16
R5 Sedam Rd S 22 22 24 24
R6 Shahabad Rd S 25 24 28 27
R7 New Jewargi Rd S 26 24 28 26
R8 Super Market Rd S 21 20 23 21
R9 Lalgiri Rd S 19 19 21 21
R10 Goa hotel Rd S 20 18 22 21
R11 Court Rd S 20 13 22 15
R12 Old Jewargi Rd P 11 9 15 11
R13 Ring road P 29 31 30 32
R14 Kandhli Market Rd S 24 23 28 28
R15 Shabazaar Rd S 24 23 26 26
R16 Sulthanpur Rd S 20 20 23 23
R17 Nehru Gunj Rd S 15 15 18 18
R18 Ganj road cross MAT circle S 17 15 18 18
R19 SS Circle Rd S 19 16 21 19
R20 Police Ground Rd S 27 25 30 29
R21 PDA College Rd S 23 25 26 28
R22 Afzalpur Rd S 17 18 18 19
6 Road Side Interview Survey

Road side interview surveys have been carried out to assess the travel pattern of
passenger and commercial traffic at the cordon lines. Classified volume counts were also
carried out concurrently with the interviews in order to facilitate the calculation of the
expansion factors. The occupancy of vehicles was also noted while doing this survey.
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Survey has been done for duration of 16 hours at inner and outer cordon locations (Refer
figure 3 and figure 4) on week days. Unlike conventional studies the survey was omitted
on Screen lines as the main objective is to find out the quantum of bye-passable traffic
to the city.
Trip Frequency
Data is collected for frequency of trips during the Origin-Destination surveys. Frequency
of trips was recorded under nine categories. The information so collected was analyzed.
The location wise observed trip frequency for Cordon locations is presented in Table 8
respectively.
Table 8: Trip frequency at Inner Cordon Locations
Alternate Half Year Othe Tota

Locations Daily Weekly Fortnightly Monthly Quarterly
Day Yearly ly rs l
Afzalpur Road 39% 13% 9% 2% 33% 1% 1% 1% 1% 100%

Aland Road 71% 5% 15% 1% 4% 1% 1% 1% 1% 100%
Humnabad /
60% 10% 19% 1% 9% 0% 0% 1% 0% 100%
Bidar Road
Jewargi Road 51% 6% 9% 3% 5% 2% 3% 7% 14% 100%
Sedam Road 62% 15% 11% 5% 5% 1% 0% 1% 0% 100%
Shahabad Road 50% 8% 22% 0% 8% 3% 0% 2% 7% 100%
Journey Purpose
Trip purpose data was recorded along with road side interview survey. The purpose wise
distribution at Inner and Outer cordon locations are given in Table 9.
Table 9: Journey Purpose at Cordon Locations
Social &
Locations Work Business Education Tourism Others Total
Recreation
Afzalpur Road 39% 26% 3% 4% 3% 25% 100%
Aland Road 7% 83% 3% 3% 1% 3% 100%
Humnabad / Bidar
47% 44% 1% 0% 2% 6% 100%
Road
Jewargi Road 40% 12% 4% 3% 8% 33% 100%
Sedam Road 72% 12% 8% 2% 2% 4% 100%
Shahabad Road 34% 50% 4% 1% 3% 8% 100%
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Commodity Analysis for Freight Vehicles

During the O-D surveys, information of goods vehicles pertaining to commodity type was
recorded along with the origin destination details. In order to understand the
commodity movement along the cordon points, all the commodities are classified into
eight categories. The commodity wise goods movement pattern across inner and outer
cordon points in terms of share has been presented in Table 10.
Table 10: Commodity wise Goods Movement Pattern (%) at Cordon Locations
Afzalpur Aland Humnabad / Jewargi Sedam Shahabad
Locations Road Road Bidar Road Road Road Road
Food Grains,
Vegetables 16% 5% 6% 14% 4% 4%
& Cereals
Wood 5% 5% 5% 5% 4% 5%
Fisheries 2% 0% 0% 0% 0% 0%
Stone & Coal 9% 2% 2% 5% 12% 15%
Industrial
12% 10% 10% 8% 19% 7%
Material
Petroleum
6% 1% 0% 7% 7% 7%
Products
Building
13% 11% 11% 15% 14% 9%
Materials
Consumer
5% 13% 13% 7% 4% 12%
Items
Empty 13% 21% 21% 18% 22% 18%
Others 19% 32% 32% 21% 14% 23%
Total 100% 100% 100% 100% 100% 100%
7 Parking Survey
On-Street Parking Survey
The parking surveys were carried out for on-street parking system throughout the major
corridors within the Gulbarga City which has major impact on the traffic movement. The
survey locations are presented in Figure 5 and observed parking results as per the
ground reality are shown in Table 11.
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Figure 5: Parking Survey Locations
Table 11: Summary of On- street Parking Survey
Parking Survey
Sl.No Peak Volume Peak Time
Locations
1 Temple Road 102 6 PM to 7 PM
2 Sedam Road 105 5 PM to 6 PM
3 Shah Bazaar Road 140 2 PM to 3 PM
4 Bande Bazaar Road 105 6 PM to 7 PM
5 Bus Stand Road 140 2 PM to 3 PM
6 Cloth Bazaar Road 102 9 AM to 10 AM
7 Super Market Road 204 5 PM to 6 PM
8 Kiran Bazaar 152 11 AM to 12 AM
9 Station Road 93 9 AM to 10 AM
10 New Jewargi Road 65 10 AM to 11 AM
TTIC
8 Pedestrian Survey
Pedestrian count is used frequently in planning applications. The data collected is used
to evaluate sidewalk and crosswalk needs, to justify pedestrian signals, need for
subways or foot-over bridges and to time traffic signals. Summary of pedestrian crossing
counts at six locations is given in the Table 12.
Table 15: Summary of Pedestrian Count Survey

Peak Hour Pedestrian Count in
Sl.No Location Name Nos.
Across Along
1 Kirani Bazaar 371 600
2 Cloth Bazaar 515 2,042
3 Jagat Circle 767 810
4 Sedam Road 296 283
5 Thimmapuri Road 322 562
6 Bus stand Road 433 484
9 Bus Passenger Interview Survey

The main objective of the Bus passenger interview survey is to analyze the trip
characteristics of public transport users in the study area.
Bus passenger interview survey was done within Gulbarga Local Planning Area. For the
Bus passenger interview survey, surveyors were asked to interview a sample of both
boarding and alighting bus passengers. The key findings are presented below.
Mode of Transfer
Table 16 depicts the location wise summary of bus passengers mode used to access the
bus stops and to egress if the destination is not near to the bus stop.
Table 16: Mode of Transfer
Location Walk Auto Bus Cycle Rickshaw Two Wheeler & Car
City Bus Stand 9% 30% 21% 11% 29%
NEKRTC Main Bus Stand 6% 46% 37% 4% 7%
TTIC
Trip Purpose
The summary of purpose of journey is presented in Table 17.
Table 17: Bus Passenger Purpose of Journey
Location Work Education Business Recreation Social Others

City Bus Stand 8% 22% 25% 14% 18% 13%
NEKRTC Main Bus Stand 19% 15% 29% 11% 8% 18%
10 Rail Passenger Survey

Rail Opinion Survey has been carried out on a sample basis at Gulbarga Railway Station.
The survey was carried out to understand travel characteristics of rail as well as the
travel characteristics. The key findings are presented below.
Purpose of Journey
The percentage share of trips with respect to purpose is given in Figure 6.
Figure 6: Journey Purpose

Mode of Transfer
Figure below shows the mode of travel used to access the railway station and to egress
if the destination is not near to the railway station. Majority of 45% of the people
interviewed traveled to the railway station by auto rickshaw, 20% by bus, and 25% by
motor cycle/two wheeler.
TTIC
Figure 7: Mode of Transfer

Waiting Time
From the Study it is observed that, at this city railway station, majority of 34% the
people interviewed waited between 20 minutes to 1 hour, 28% waited between 10 to 20
minutes and 17% waited for a period of 1 hour or more.
Figure 8: Waiting Time at the Railway Station
11 Intermediate Public Transit (IPT) Survey

Intermediate Public Transit (IPT) plays an important and unique role in the urban
transportation system of Gulbarga. They play an intermediary role between a private
vehicle and a public transit. An IPT operator survey has been carried out to assess the
travel characteristics and system characteristics of IPT modes. The key findings are
presented below.
TTIC
Trip Purpose
The purpose wise trips made by auto rickshaw are given in Table 7.
Figure 9: Trip Purpose

It can be inferred from the above graph that for Intermediate transport vehicles
interviewed, work based trips constituted 75% of the trips made, followed by social
based trips which constituted 10% of the total trips made .
Trip Frequency
It can be inferred from the graph that 71% of IPT vehicles interviewed trvael on a daily
basis and 27% travel on alternate days.
Figure 10: Trip Frequency
TTIC
DULT Comprehensive Traffic and Transportatio
on Study for Gulbarga
G Appendixx B
Trip Lengtth
The average trip lengtth is presente
ed in Figure 11. It was ob
bserved that 51% of the IPT
vehicles in
nterviewed trravel a distan
nce of 5 km – 10 km per day, 39% tra
avel less than
n5
kms per da
ay and 8% tra
avel 10 km – 20
2 km per dayy.
Fig
gure 11: Trip
p Length
Average Annual
A Mainta
ance Cost
The averag
ge annual ma
aintance cost is shown in Figure
F 12.
F
Figure verage Annual Maintance
12: Av e Cost
It can be inferred from the above grraph that, ma

ajority of ave
erage annual maintance co
ost
in IPT sec
ctor is less th
han Rs. 5000
0 (34%) follow
wed by betw
ween Rs. 500
00 to Rs. 100
000
(49%).
TTIC
DULT Comprehensive Traffic and Transportatio
on Study for Gulbarga
G Appendixx B
Average Service Life

The averag
ge service life
e is shown in
n Figure 13.
Figure 13: Average

A Service Life(in ye
ears)
It can be inferred from

m the above pie chart tha
at, the maxim
mum average
e service life of
IPT vehicles in the citty is between
n 5 to 10 Ye
ears (50%) fo
ollowed by 15
5yrs and abo
ove
(40%).
12 Goods Focal Point Survey
The main objective

o of this survey iss to collect Trrip frequencyy, vehicle typ
pe, and tonna
age
details and ownership details, weiight carried by the goods vehicles. The
T survey was
w
conducted
d at the follow
wing major trruck focal poiints:
1. Ala
and Road
2. Hu
umnabad / Bidar Road
3. Ne
ehru Ganj / Gandhi
G Cross
4. Ma
arket
5. Bu
us Stand
6. Affzalpur Road (Market)
(
The key fin

ndings are prresented belo
ow.
Trip Frequ
uency
The freque
ency of trips of the goods vehicle is pre
esented in Fig
gure 14.
TTIC
Figure 14: Trip Frequency
It can be observed from the above graph that, in this city; a majority of 53% of the
trucks interviewed traveled on a weekly basis, 33% traveled daily, 11% traveled on a
monthly basis.
Purpose of Journey
The purpose wise trips made by goods vehicle is shown in Figure 15. .
Figure 15: Trip Purpose
It can be inferred from the above graphs that, majority of the trucks interviewed (56%)
were bringing the goods in to city and (40%) of the vehicles were carrying load from the
city.
TTIC
Load Carried
The details of the load carried by the goods vehicle are shown in Figure 16.
Figure 16: Load Carried (in tones)
TTIC
Project Profile Sheets
1
Comprehensive Traffic and Transportation Study for Gulbarga Appendix C
DULT
Project No: 1 Project Title: Bus Rapid Transit System
Project Type: Long Term Length : 20 kms – 7 Corridors
Detailed Description: Approximate capital cost (Rs.): 940 Crores

• The Travel Demand Forecasts do not build a very
strong case for the introduction of BRTS within the
horizon year period. The estimated PPHPD values
are less than 2000 on majority of the major
corridors. These estimates are based on the future
growth of the city as indicated in the Master Plan.
However, the dynamics of growth and development
of the city could change from the predicted
scenario after 10- 12 years. This has happened in
many contemporary cities, and Gulbarga is perhaps
no exception to this. Hence, it is prudent to review
and re-assess the growth scenario of the city
periodically.
• Following this and keeping the NUTP vision of

promoting higher order public transport,
consultants are recommending the introduction of
BRTS to cater to the needs of future – by the
horizon year and beyond.
Implementation period: Potential Benefits:

Phase-3 (2023- 2029) • Increased use of Public Transit
• Improved non-motorized and pedestrian facilities
• Improved safety of travel
PPP Potential: N/A • Reduction in pollution
TTIC
DULT
Project No: 2 Project Title: Construction of Peripheral Ring Road
Project Type: Long Term Length: 55 Kms

• Ring road is essential to de-congest the traffic in
the central business district of any city
• Ring road is essential to de-congest the traffic in
the central business district of any city. As the city
expanded almost the limits of the existing ring
road need for peripheral ring road is felt.
Moreover, in a due course of time the
developments will be rapid on the other side
leaving the present alignment useful only for the
urban traffic not the through commercial traffic.
Hence, consultants recommend constructing a
Peripheral Ring Road. This will further enhance
peripheral movement, as it can be observed from
several case studies for cities in India and across
the world that forming a concentric ring pattern
along with several radials enhances road network
as the radial city grows.
Implementation period: Potential Benefits:

Phase-3 (2023- 2029) • Integration of land use and transport-connectivity between areas of activities within the
GUDA
• Accessibility within and outside GUDA
PPP Potential: N/A • Improved safety of travel
TTIC
DULT
Project No: 3 Project Title: Road Widening
Project Type: Medium Term Length : 22.71 Kms
Detailed Description: Approximate capital cost (Rs.): 90.70 Crores

• Major high density corridors are proposed to be widened to a
4 lane road, divided carriageway provided with sidewalk (2.0
m), cycle tracks (1.5 m) and a longitudinal drain.
• Widening 2 lane un dived carriage way
Four Lane Widening:
Two Lane Widening:
Potential Benefits:
• Integration of land use and transport-connectivity between areas of activities within the
GCC
PPP Potential: N/A • Accessibility within and outside GCC
• Improved non-motorized and pedestrian facilities
• Reduction in pollution
TTIC
DULT
Project No: 4 Project Title: Missing Links
Project Type: Medium Term Length : 1.3 Kms
The road network system in Gulbarga 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, following new link roads have been
proposed.
• Road from Cauvery Nagar to Ring Road

• Road from Asharya Colony to Eswari circle on Ring Road
• Road connecting Filter Bed Road and Kakade Chowk on
Ring Road
• Stretch on Filter Bed Road from Basweswara Dal
Industries to Gulbarga Water Treatment Plant
Potential Benefits:
Implementation Period: • Roads with grade separation generally allow traffic to move freely, with fewer
Phase-2 (2017-2023) interruptions, and at higher overall speeds
• Speed limits are typically higher for grade-separated roads.
PPP Potential: N/A
• In addition, less conflict between traffic movements
• Motorways though having higher average speeds reduces the number for accidents
TTIC
Comprehensive Traffic and Transportation Study for Gulbarga
a App
pendix C
DULT
T
Projectt No: 5 Projec

ct Title: Grade Separators
S on Ring Road
Project Type:
T Medium Te
erm Number of Locations : 4 Loccations
Detailed Description: Approximatte Capital Cost (Rs.): 60 Crores
All majorr arterial roads intersecting with the ring road are
to be gra
ade separated in
n the form of flyyovers. The grad
de
separatio
on must take place
p along witth the ring roa
ad
constructtion.
Proposed
d Grade Separate
ed Facility Locattions on Ring
Road:
• Humnabad-Ring
H Juunction (NH-218))
• Sedam-Ring Juncttion (SH-10)
• Jewargi-Ring Juncction (NH-218)
• Aland-Ring
A Junctio
on (SH-10)
Potentia
al Benefits:
Implementation Period: • Roads with grade
g separation generally allow traffic
t to move frreely, with fewerr
Phase-2 (2017-2023) interruptionss, and at higher overall
o speeds
• Speed limitss are typically hig
gher for grade-se
eparated roads.
PPP Pote
ential: N/A
• In addition, less conflict betw
ween traffic movvements
• Motorways th
hough having higher average spee
eds reduces the n
number for accide
ents
TTIC
C
DULT
Project No: 6 Project Title: Grade Separators at Intersections
Project Type: Medium Term Number of Locations : 2 Locations
Detailed Description:
Approximate capital cost (Rs.): 30 Crores
Many intersections cannot be managed by merely improving the
geometrics and rationalizing signals and hence require a higher
order of treatment like subways or flyovers, to have better
management of traffic.
Proposed Grade Separated Facility Locations at intersections:

1. S.V Patel Circle
2. Jagat Circle
Potential Benefits:
Implementation Period: • Roads with grade separation generally allow traffic to move freely, with fewer
Phase-1 ( 2011-2017) interruptions, and at higher overall speeds
• Speed limits are typically higher for grade-separated roads.
• In addition, less conflict between traffic movements
PPP Potential: N/A
• Motorways though having higher average speeds reduces the number for
accidents
TTIC
DULT
Project No: 7 Project Title: Grade Separated Facilities for Pedestrians (Subways)

Pedestrian in Gulbarga is a forgotten entity as a road user. The
rapid urbanization has gradually gained into their rights as road
users with diminishing footpath widths and literally no facilities in
the planning for them on the city roads. The Consultants by
observation and experience would recommend constructing grade
separated facilities in the form of Pedestrian Subways in the
future.
Proposed Locations:
1. Jagat Circle
2. Bus Stand Road
Implementation Period:
Potential Benefits:
Phase-1 ( 2011-2017) • Segregation of pedestrians from vehicular traffic
• Safe passage of pedestrians
PPP Potential: Yes
TTIC
DULT
Project No: 8 Project Title: RUBs/ROBs
Description:
Approximate capital cost (Rs.): 12 Crores
Railway crossing is a major impedance to smooth flow of traffic
and usually is instrumental in reducing the road capacity often
leading to long delays in an urban context. It is better to have
grade separated facilities either in the form of over bridges or
under passes at all railway crossings to reduce delay and enhance
safety.
Proposed RUB/ROB Locations:

1. Afzalpur - At Grade Rail Crossing
2. Widening of Old Jewargi Rail-Under-Bridge
3. Widening of PDA Engg College Rail-Under-Bridge
Implementation Period: Potential Benefits:

Phase-1 ( 2011-2017) for locations 1,2 • Rail Over Bridges provide a safe and uninterrupted traffic flow at the
Phase-2 (2017-2023) for location 3 various Railway crossings.
PPP Potential: N/A
TTIC
DULT
Project No: 9 Project Title: Off-Street Parking Facilities

Intense Parking demand in commercially vibrant areas needs to
be augmented by off street parking provisions when on street
parking mitigation measures do not suffice. The off street parking
lots could be multi level parking facilities in areas where there is
significant demand. Different funding options could also be
examined for producing such facilities. Stand alone public
parking lots with different funding and operation options (BOT,
PPP, etc) could be developed to mitigate the demand in
commercial areas. The authorities could use available land or
either purchase land or grant license to land owners to build and
operate parking facilities.
Proposed Off-Street Parking Locations:

1. Old SP Office at Super Market
2. Opposite to PHS School
Potential Benefits:
• Improved parking facilities
Phase-3 (2023-2029)
• Improved parking management
• Improved safety of Vehicle
PPP Potential: Yes
TTIC
DULT
Project No: 10 Project Title: Bicycle Lane
Project Type: Short Term Length: 16.6Kms
Cyclists using the carriageway along with motor vehicles and other
road traffic, cause hazards for themselves. This is particularly
true when cycle traffic is more. Under such circumstances, it is
necessary to segregate cyclists from other traffic. Hence
consultants recommend a dedicated bicycle track on Sedam road.

Phase-1 ( 2011-2017) • Improved non-motorized facilities
TTIC
DULT
Project No: 11 Project Title: Junction Improvements
Project Type: Short Term Number of Junctions : 12
The critical junctions to be improved by utilizing the existing RoW Approximate capital cost (Rs.): 2.45 Crores
or with minimum land acquisition are evolved as part of this
project. The proposed improvements include redesign of
junctions by providing better turning radius, removal of
obstructions, provision of median, footpath, installation of
traffic/pedestrian markings and signage, etc.
List of Junctions for Improvements:

1. S.V Patel circle
2. Jagat Junction
3. Market circle
4. Lalgiri Cross
5. Satgumbaz Circle
6. Aland Circle
7. National Chowk
8. Aland Naka Chowk
9. Sedam circle
10. Ram Mandir circle
11. Rashtrapati circle (New Jewargi cross)
12. Mohan Lodge cross (Old Jewargi cross)
Potential Benefits:
Phase-1 ( 2011-2017)
The proposed traffic management measures will reduce traffic conflicts and delay at
junctions, ensure smooth traffic maneuvering, enable safe pedestrian movements and
crossing with minimum cost.
TTIC
Comprehensive Traffic and Transportation Study for Gulbarga
a App
pendix C
DULT
T
Projject No: 12 Pro

oject Title: Sign
nalization & Sign
nal Optimization
Proje
ect Type: Shorrt Term Number of Locations : 3
Detailed Description: Approxim mate capital costt (Rs.): 0.45 Croores for
When n properly used,, traffic control signals are valu uable devices for the signal insstallation and 0.0
004 Crores Signal
contrrol of both vehiccular and pedesttrian traffic. Theey assign the righ ht-of- Optimiza ation
way to the various traffic
t movemen nts and thereby profoundly influ uence
traffiic flow. Traffic control signals that are properly designed, located,
operaated, and mainta ained will have many
m advantagess. Traffic signal type,
spaciing, phasing, offssets should be op
ptimized for all modes
m of traffic on
o the
corridors to ensure a speedy thro oughput. Wherre possible actu uated
(dem
mand response) trraffic signals musst be provided.
Junc
ctions Proposed for
f Signal Installation
1.
1 Lalgiri Cross
2.
2 Aland Naka Chowk
3.
3 Satgumbaz circle
4.
4 National Chow wk
5.
5 Nehru Gunj
Junc
ctions Proposed for
f Signal Optimization
1.
1 S.V Patel circcle
2.
2 Jagat Circle
3.
3 B. Shyam sundar circle
4.
4 Sedam circle
Imple
ementation Period: Potenntial Benefits:
Phase
e-1 ( 2011-2017) • Control of botth vehicular and pedestrian trafficc.
• They assign th he right-of-way to
o the various trafffic movements a
and thereby profo
oundly
influence trafffic flow.
PPP Potential:
P N/A
TTIC
C
DULT
Project No: 13 Project Title: Pavement Markings and Signage
Project Type: Short Term Number of Locations : - LS
Approximate capital cost (Rs.): 0.89 & 0.18
It is recommended that proper signs be installed at appropriate locations. Road signs Crores
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 crossings, Parking space limits, Kerb marking 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.

• Control of both vehicular and pedestrian traffic.
Phase-1 ( 2011-2017) • They assign the right-of-way to the various traffic movements and thereby profoundly
influence traffic flow.
PPP Potential: N/A • Information/data from the traffic signals spread across the city is collected at ATC using ITS
system helps for traffic enforcement
TTIC

Comprehensive Traffic and Transportation Plan For Gulbarga

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Comprehensive Traffic and Transportation

EXECUTIVE SUMMARY ............................................................................... E-1

CHAPTER 1 INTRODUCTION ................................................................................ 1

CHAPTER 2 VISION, GOALS AND OBJECTIVES ........................................................... 6

CHAPTER 3 CITY AT A GLANCE .......................................................................... 11

CHAPTER 4 TRANSPORTATION STRATEGIES .......................................................... 28

CHAPTER 6 FINANCIAL PLAN ............................................................................ 107

CHAPTER 7 INSTITUTIONAL ARRANGEMENTS ........................................................ 125

CHAPTER 8 CONCLUSIONS ............................................................................... 133

Table 1.1: List of Villages included in Gulbarga LPA ........................................................................... 2

Figure 1.1: Study Area ................................................................................................................................ 3

ADB Asian Development Bank

The Comprehensive Traffic and forecasts, employment potential of the city in

1.2 Study Area

Figure 1.1: Study Area

1.3 Study Tasks

1.4 Organization of the Report

Supplementary Report covers the following:

The Supplementary Report also contains Appendices covering:

A - Scope of Work, B - Key Survey Findings, C - Project Profile Sheets

VISION, GOALS AND OBJECTIVES

2.1 Vision and Goals

For the current transport study, the issue is to identify VISION

Goal 1: Support a healthy, strong regional economy

Goal 2: Maximize access to opportunity for all area residents

Goal 3: Support a quality built and natural environment

Goal 4: Promote the safety and well-being of the traveling public

Table 2.1: CTTS Goals - 2029

Category Index Exist. 2009 Goal (2029)

Public Transport 11% (15%*) 30% (40%*)

Modal IPT 20% (27%*) 20% (27%*)

NMT 25% 25%

*Note: Numbers shown in parantheses represent considering motorized trips alone.

2.2 Approach and Methodology

 Close liaison with Directorate of Urban Land Transport

The following guidelines are adopted in the study to formulate

 Integration of landuse and transport plan

Following Software packages are employed for this study:

The study is conducted in four stages:

The methodology followed is presented in the Flow Chart (Figure 2.1).

Mobilization Primary Survey

Data Analysis &

Network Four Stage UTPS Model

Validated Base Year Transport Assessment of Supply

Economic Analysis Capital Cost Estimation

Environmental & Implementation Strategy Financial Analysis

Communication Campaign, skill & Knowledge

Figure 2.2: Study Methodology

3.2 Socio-economic Characteristics

Table 3.1: Gulbarga City Population

Year Population Growth Rate

Figure 3.1: Population Projection

Table 3.2: Population Projection for Gulbarga Local Planning Area

3.3 Road Network

3.4 Rail Network

3.5 Registered Vehicles

Figure 3.3: Vehicu

The accident sttatistics colle

Year Fatal Non-F

2003 482 238

3.7 Projected Traffic

Table 3.6: Projected Traffic

Public Transport 11% (15%) 30% (40%)

Modal IPT 20% (27%) 20% (27%)

Close liaison with Directorate of Urban Land Transport

Integration of landuse and transport plan