Comprehensive Mobility Plan for Davanagere Draft … reports/CMP...Comprehensive Mobility Plan for Davanagere Directorate of Urban Land Transport Contents Page No. Chapter 1 Introduction

Urban Mass Transit Company Limited

Comprehensive Mobility Plan for

Davanagere

Directorate of Urban Land Transport Urban Development Department

Government of Karnataka

Draft Final Report

Comprehensive Mobility Plan for Davanagere Directorate of Urban Land Transport

Contents

Page No.

Chapter 1 Introduction ......................................................................................... 1 1.1 Background .................................................................................................. 1 1.2 Need for Comprehensive Mobility Plan ................................................................. 1 1.3 Objective of Study ......................................................................................... 5 1.4 Scope of Study .............................................................................................. 5 1.5 Study Area ................................................................................................... 9 1.6 Organization of Report .................................................................................... 9

Chapter 2 Davanagere City – An Overview .................................................................11 2.1 Project Background ....................................................................................... 11 2.2 Davanagere - Harihar Urban Development Authority ............................................... 11 2.3 Regional connectivity of Davanagere .................................................................. 12 2.4 Road Network .............................................................................................. 12 2.5 Rail Network ............................................................................................... 13 2.6 Registered Vehicles ....................................................................................... 16 2.7 Urban growth in Davanagere region ................................................................... 16 2.8 Economic base, Trade and commerce ................................................................. 17 2.9 Land use system for Davanagere city .................................................................. 19 2.10 Population and work force participation ............................................................. 24 2.11 Conclusions ................................................................................................. 30

Chapter 3 Primary Survey Conducted ......................................................................32 3.1. Road Network Inventory survey ........................................................................ 32 3.2. Turning volume count survey ........................................................................... 33 3.3. Road Side Interview survey .............................................................................. 36 3.4. Screen line & Outer cordon traffic Volume count survey .......................................... 36 3.5. Inter city & local Bus passenger count and OD for both boarding and alighting passengers . 40 3.6. Rail passenger count and OD for both boarding and alighting passengers ...................... 40 3.7. Pedestrian Crossing Count Surveys ..................................................................... 41 3.8. Speed and delay survey .................................................................................. 41 3.9. House Hold interview survey ............................................................................ 42 3.10. Vehicle Operator surveys (Taxi/ Truck/Auto) ........................................................ 42 3.11. NMT Opinion survey (Cycle/ Cycle rickshaw) ........................................................ 43 3.12. Parking survey ............................................................................................. 43 3.13. Bus occupancy survey at screen lines ................................................................. 44

Chapter 4 Primary Survey Analysis ..........................................................................45 4.1. Screen line Volume Count / Outer cordon volume count survey ................................. 45 4.2. Bus Stop Passenger Volume Count ..................................................................... 51 4.3. Pedestrian Volume Count ................................................................................ 54 4.4. Speed and Delay Survey .................................................................................. 57 4.5. Road Side Interview survey .............................................................................. 58 4.6. Household Interview ...................................................................................... 63 4.7. Turning Volume Count Survey ........................................................................... 65 4.8. Road Inventory Survey .................................................................................... 66 4.9. Cyclist Opinion survey .................................................................................... 69 4.10. Truck Operator Survey ................................................................................... 71 4.11. Parking Survey ............................................................................................. 73 4.12. IPT Operator Survey ...................................................................................... 77 4.13. Bus Occupancy Survey .................................................................................... 79 4.14. Major Survey Findings .................................................................................... 81

Chapter 5 Service Level Benchmarks .......................................................................84 5.1. Introduction ................................................................................................ 84 5.2. Computation of Indices .................................................................................. 84 5.3. Performance Bench Marks for Urban Transport ...................................................... 84


Chapter 6 Travel Demand Forecast .........................................................................97 6.1 Development of Transport Model ...................................................................... 97

Chapter 7 Transport strategy ............................................................................... 108 7.1. Vision Statement ........................................................................................ 108 7.2. Goals ...................................................................................................... 108 7.3. Benchmarks .............................................................................................. 110 7.4. National Mission on Sustainable Habitat (NMSH) .................................................. 110 7.5. Mobility Plan Approach ................................................................................. 114 7.6. Disaster Management ................................................................................... 132 7.7. Social Impact ............................................................................................. 134 7.8. Environmental impacts ................................................................................. 135 7.9. Location Impacts ........................................................................................ 139 7.10. Construction Impacts ................................................................................... 139 7.11. Operation Impacts ...................................................................................... 141 7.12. Evaluation of Long Term Projects .................................................................... 141

Chapter 8 The Comprehensive Mobility Plan ............................................................ 143 8.1. The CMP ................................................................................................... 143 8.2. Anticipated Effectiveness of the CMP ............................................................... 144 8.3. Phasing Plan .............................................................................................. 144 8.4. PPP Potential ............................................................................................ 145 8.5. Institutional Aspects .................................................................................... 145

ANNEXURE ....................................................................................................... 148

Figures

Page No.

Figure 1.1: Problems with Land Use and Transport System ................................................. 3 Figure 1.2: Reasons for Traffic Congestion ..................................................................... 4 Figure 1.3: Approach to preparation of a CMP ................................................................ 8 Figure 1.4: Study Area: Davanagere - Harihar Urban Development Authority Area- 2021 ............. 9 Figure 2.1 Major Road Network in the study area ........................................................... 14 Figure 2.2 Major Rail Network in the study area ............................................................. 15 Figure 2.3: Existing land use distribution across eight planning districts ................................ 19 Figure 2.4: Existing and proposed land use for Davanagere ............................................... 20 Figure 2.5: Existing land use distribution across three planning districts ............................... 21 Figure 2.6: Exiting and proposed land use of Harihar ....................................................... 22 Figure 2.7: Population projection for Harihar CMC .......................................................... 25 Figure 2.8: Population projection for Harihar CMC .......................................................... 27 Figure 2.9: Employment Projection- Davanagere ............................................................ 28 Figure 2.10: Employment Projection- Harihar ................................................................ 29 Figure 2.11: Work Force Distribution in Davanagere and Harihar ........................................ 29 Figure 2.12: Population and employment density ........................................................... 30 Figure 3.1: Intersection Volume count survey location map ............................................... 35 Figure 3.2: Outer cordon Survey Location map ............................................................... 38 Figure 3.3: Screen line survey location map .................................................................. 39 Figure 4.1: Pedestrian Volume at midblock locations ....................................................... 55 Figure 4.2: Pedestrian Volume Count Summary-Peak Hour ............................................... 56 Figure 4.3: Pedestrian Volume at junctions (8 Hrs) ......................................................... 57 Figure 4.4: Journey speeds on major corridors ............................................................... 57 Figure 4.5: Average Trip Frequency Distribution ............................................................. 59 Figure 4.6: Trip Purpose – Passenger vehicles ................................................................ 59 Figure 4.7: Mode Share – Base year ............................................................................. 65 Figure 4.8: Carriage way types .................................................................................. 67 Figure 4.9: Encroachments ....................................................................................... 68


Figure 4.10: Signboards ........................................................................................... 68 Figure 4.11: Trip length Distribution – Cyclists ............................................................... 69 Figure 4.12: Trip Purpose – Cyclists ............................................................................ 70 Figure 4.13: Trip Frequency – Cyclists ......................................................................... 70 Figure 4.14: Necessity of separate Cycle – track ............................................................. 71 Figure 4.15: Types of commodities ............................................................................. 72 Figure 4.16: Classification of parking Duration- Akkama devi Road (LHS) ............................... 74 Figure 4.17: Classification of Parking Duration –Ashoka Road ............................................. 74 Figure 4.18: Classification of Parking Duration- Chethan Road ............................................ 75 Figure 4.19: Classification of Parking Duration-Jaya deva circle to Municipal office (LHS) .......... 76 Figure 4.20: Classification of Parking Duration-Jaya deva circle to Municipal office (RHS) .......... 76 Figure 4.21: Classification of Parking Duration-PB Road .................................................... 77 Figure 6.1: Study area zoning .................................................................................... 99 Figure 6.2: Base Year Study Area Road Network ........................................................... 100 Figure 6.3: Transit Network in the Study Area ............................................................. 100 Figure 6.4: Desire line –Base year ............................................................................. 103 Figure 6.5: Trip Length Distribution .......................................................................... 104 Figure No. 6.6: Methodology for Travel Demand Forecast ............................................... 105 Figure 7.1: Davanagere Growth Direction ................................................................... 116 Figure 7.2: Network Development strategy for Davanagere ............................................. 117 Figure 7.3: Proposed Bypass Corridor – NH-4 to Salekatte ............................................... 117 Figure 7.4: Proposed Ring Roads – Davanagere& Harihar ................................................. 118 Figure 7.5: Mobility Corridors in the study area ............................................................ 119 Figure 7.6: commuter Rail system ............................................................................ 121 Figure 7.7: BRT corridor between Davanagere and Harihar .............................................. 122 Figure 7.8: Typical cross section of BRT corridor .......................................................... 123 Figure 7.9: Proposed TTMC/Intermodal Hub locations .................................................... 123 Figuree 7.10: Pedestrian only Zone – Market area ......................................................... 125 Figure 7.11: Cycle track Routes inside city ................................................................. 126 Figure 7.12: Truck terminal Locations ....................................................................... 127 Figure 7.13: Junction Improvements ......................................................................... 129 Figure 7.14: Proposed ROB’s and FOB/subway ............................................................. 130 Figure 8.1 : Recommended institutional structure for Davanagere ..................................... 147

Tables

Page No.

Table 2.1: Urban Agglomerations- Population Growth rates ............................................... 16 Table 2.2: Davanagere Census details ......................................................................... 17 Table 2.3: Existing land use for eight planning districts in Davanagere ................................. 19 Table 2.4: Existing and Proposed land use – Davanagere ................................................... 21 Table 2.5: Existing land use for three planning districts in Harihar ...................................... 21 Table 2.6: Existing and proposed land use for Harihar ...................................................... 23 Table 2.7: Decennial variation of Population in Davanagere .............................................. 24 Table 2.8: Projected population for Davanagere ............................................................ 24 Table 2.9: Population projection based on different scenarios ........................................... 25 Table 2.10: Decennial Variation of population in Harihar .................................................. 26 Table 2.11: Population projections- Harihar .................................................................. 26 Table 2.12: Projected Population for Harihar from different growth scenarios ........................ 27 Table 2.13: Occupation Structure of Davanagere ........................................................... 28 Table 2.14: Occupation Structure of Harihar ................................................................ 28 Table 2.15: Employment Projections- Davanagere .......................................................... 28 Table 2.16: Employment Projections- Harihar ................................................................ 29 Table 3.1: List of Surveys......................................................................................... 32 Table 3.2: List of Outer cordon Locations ..................................................................... 37 Table 3.3: List of Screen line locations ........................................................................ 37


Table 4.1: PCU factors adopted for the study ................................................................ 45 Table 4.2: Traffic Observed at Screen line Locations ....................................................... 46 Table 4.3: Peak Hour Traffic at Screenline Locations ....................................................... 46 Table 4.4: Peak Hour Traffic Composition at screen line locations....................................... 47 Table 4.5: Traffic Composition at screen line locations – (in Vehicles) 16 Hrs ......................... 48 Table 4.6: Traffic at outer cordon locations .................................................................. 49 Table 4.7: Peak Hour Traffic at Outer Cordon Locations ................................................... 49 Table 4.8: Peak Hour Traffic Composition at Outer Cordon Locations (Vehicles) ...................... 50 Table 4.9: Bus Passenger Count at CG Hospital .............................................................. 51 Table 4.10: Bus Passenger Count at Gundi Mahadevappa Kalyana Mandapa Bus stop ................. 51 Table 4.11: Bus Passenger Count at ITI College Bus stop ................................................... 51 Table 4.12: Bus Passenger Count at Kondajji Bus stop ...................................................... 52 Table 4.13: Bus Passenger Count at Railway station Bus stop ............................................. 52 Table 4.14: Bus Passenger Count at Shri Shaila Mutt Bus stop ............................................. 52 Table 4.15: Bus Passenger Count at Lakshmi Flour Mill Bus stop .......................................... 52 Table 4.16: Bus Passenger Count at Vidhyarthi Bhavan Bus stop .......................................... 53 Table 4.17: Bus Passenger Count at Court Road ............................................................. 53 Table 4.18: Bus Passenger Count at Apoorva Hotel .......................................................... 53 Table 4.19: Bus passenger Count at KSRTC Bus Terminal- Davanagere .................................. 54 Table 4.20: Rail Passenger Count at Davanagere Railway station......................................... 54 Table 4.21: Pedestrian Volume Count Summary – 12 hrs ................................................... 55 Table 4.22: Pedestrian Volume Counts-Peak Hour ........................................................... 55 Table 4.23: Pedestrian Volume Count Summary - junctions ............................................... 56 Table 4.24: Average journey speeds on major corridors.................................................... 58 Table 4.25: Outer Cordon- Trip Frequency .................................................................... 58 Table 4.26: Purpose of journey on Cordon Points ............................................................ 59 Table 4.27: Average Occupancy by Vehicle Type on Cordon Points ...................................... 60 Table 4.28: Trip Frequency – Goods Vehicles ................................................................. 60 Table 4.29: Trip Purpose – Goods Vehicles .................................................................... 60 Table 4.30: Commercial Vehicle Traffic - Per day ........................................................... 61 Table 4.31: Goods Vehicles- Types of Goods (%) ............................................................. 62 Table 4.32: Distribution of Household by size ................................................................ 64 Table 4.33: Distribution of Households by Income Level ................................................... 64 Table 4.34: Average Vehicle ownership ....................................................................... 64 Table 4.35: Average Mode wise Trip Length .................................................................. 64 Table 4.36: Mode Share ........................................................................................... 64 Table 4.37: Peak Hour Traffic Volume at Intersections ..................................................... 65 Table 4.38: Traffic Volume at junctions- 8 Hrs ............................................................... 66 Table 4.39: Carriage way types ................................................................................ 66 Table 4.40: Availability of Median .............................................................................. 67 Table 4.41: Availability of footpath ............................................................................ 67 Table 4.42: Presence of signboards............................................................................. 68 Table 4.43: Trip length Distribution - Cyclists ................................................................ 69 Table 4.44: Average Maintenance Cost ........................................................................ 70 Table 4.45: Problems while riding a bi-cycle ................................................................. 71 Table 4.46: Trip Frequency ...................................................................................... 72 Table 4.47: Operational Difficulties ............................................................................ 72 Table 4.48: PCE Values Adopted for Various Vehicle Types ................................................ 73 Table 4.49: Peak Hour and Maximum PCE at on-street survey locations ............................... 73 Table 4.50: Peak Hour and Maximum PCE at Off-street Parking locations ............................. 73 Table 4.51: Types of vehicles parked at Akkama Devi Road ............................................... 74 Table 4.52: Types of vehicles parked from Ashoka Road ................................................... 75 Table 4.53: Types of vehicles parked at Chethan Road ..................................................... 75 Table 4.54: Types of vehicles parked from Jaya deva circle to Municipal Office (LHS) ............... 76 Table 4.55: Types of vehicles parked from Jaya deva circle to Municipal Office (RHS) .............. 77 Table 4.56: Types of vehicles parked at PB Road ............................................................ 77 Table 4.57: Age of the Vehicle .................................................................................. 78 Table 4.58: Average service life (in years) .................................................................... 78


Table 4.59: Average annual maintenance cost (in Rupees) ............................................... 78 Table 4.60: Average Salary of Driver/Cleaner ............................................................... 78 Table 4.61: Bus occupancy at PB Road ......................................................................... 79 Table 4.62: Bus occupancy at Chikkanahalli Road ........................................................... 79 Table 4.63: Bus occupancy at Hardekar Manjappa Road .................................................... 79 Table 4.64: Bus occupancy at Mandipet Road ................................................................ 80 Table 4.65: Bus occupancy at Hondada Circle ................................................................ 80 Table 4.66: Bus occupancy at Court Road ..................................................................... 80 Table 4.67: Bus occupancy at Hospet Road ................................................................... 80 Table 6.1: Summary of Estimated Base Year (2011) Peak hour Travel Demand ........................ 99 Table 6.2: Base Year Observed OD Validation on Outer Cordon Locations ............................ 101 Table 6.3: Results of Observed OD Validation on Screen lines .......................................... 101 Table 6.4: Population and Employment – 2011 ............................................................. 101 Table 6.5: Calibrated Mode Choice Parameters ............................................................ 102 Table 6.6: Base Year (2010) Transport Characteristics on Major roads ................................ 104 Table 6.7: Population projections in study area ........................................................... 105 Table 6.8: Estimated Employment in the study area ...................................................... 105 Table 6.9: Summary of Forecasted Peak Hour Passenger Demand (2031) ............................. 106 Table 6.10 Major Road Traffic Forecasts - 2031 Do Nothing Scenario .................................. 107 Table 7.1: Benchmarks and Targets .......................................................................... 110 Table 7.2: TDM Strategies ...................................................................................... 132 Table 7.3: Project Impacts .................................................................................... 134 Table 7.4 Environmental impacts of important projects ................................................. 136 Table 7.5: Road Network Improvement Plan results ...................................................... 141 Table 7.6: Model Results for Public Transport Plan........................................................ 142 Table 8.1: Short Term Schemes .............................................................................. 143 Table 8.2: Medium Term Schemes ........................................................................... 143 Table 8.3: Long Term Schemes ............................................................................... 143 Table 8.4: Comparison of Travel characteristics for various scenarios ................................ 144 Table 8.5: Phasing Plan ......................................................................................... 144 Table 8.6: PPP Potential ...................................................................................... 145


List of Abbreviations

APMC Agricultural Produce Market Committee BRTS Bus Rapid Transit System CAGR Compound Annual Growth Rate CDP City Development Plan CMC City Municipal Council CMP Comprehensive Mobility Plan DUDA Davanagere Urban Development Authority FSI Floor space Index GPRS General Pocket Radio Service GPS Global Position System ICT Information and Communications Technology IRC Indian Roads Congress ITS Intelligent Transport System JNNURM Jawaharlal Nehru National Urban Renewal System KIADB Karnataka Industrial Areas Development Board KSRTC Karnataka State Road Transport Corporation LCV Light Commercial Vehicle LOS Level OF Service LPA Local Planning Area LU&T Land Use and Transport MAV Multi Axle Vehicle MDR Major District Road MoUD Ministry of Urban Development NH National Highway NMSH National Mission on Habitat Mission NMT Non Motorized Transport OD Origin Destination PCE Passenger Car Equivalent PCU Passenger Car Unit PPP Public Private Partnership PT/ IPT Public Transport / Intermediate Public Transport ROB Road Over Bridge RSI Road side Interview RSPM Respirable Suspended Particulate Matter RTO Regional Transport Office RUB Road Under Bridge SH State Highway SO 2 Sulphur Dioxide SPM Suspended Particulate Matter TDM Travel Demand Management TT Travel Time UDPFI Urban Development Plan Formulation and Implementations UMTC Urban Mass Transit Company Limited WPR Work Force Participation Rate

Comprehensive Mobility Plan for Davanagere – Draft Final report

Chapter 1

Introduction

1.1 Background

“Cities are the way that human societies have found convenient to create the

division of labour necessary for the production of goods and services for human

consumption”. (Low, Gleeson, Green, & Radovic, 2005)

Inherent to the development of cities has been the need and development of

transport systems which are necessary to make the goods and services (produced

at a centre) available to the end user, and in most cases, a wide range of end

users. Thus, Mobility (defined as the ability to move) and Accessibility (defined as

the ease with which a person can access a particular service) have become two

critical factors for the growth of an urban economy. While the provision of a

good transport system serves the increasing demands for mobility, the existence

of an efficient Land Use and Transport System ensures that the city is made

accessible to its residents.

Increased interaction between various land uses, on account of increasing levels

of urbanisation and economic growth, has led to an unprecedented increase in

the need for efficient transfer of people and goods. In case of developing

countries with typically unplanned cities having an absence of robust transport

systems, the above phenomenon has brought planning for accessibility and

mobility to the centre-stage of most urban economies. This has necessitated

cities to plan for a system that enables the interaction between various land uses

in an efficient, safe and sustainable manner. Thus, it is time to stop taking the

piece-meal measures to deal with mobility issues and think of a holistic approach

to address the same.

1.2 Need for Comprehensive Mobility Plan

To understand the need for a Comprehensive Mobility Plan, let us first look at the

way transport problems emerge in a city, what dimensions they take, and the

response generated from city authorities and the citizens and the problems

generated there from.

Any unplanned city suffers primarily from a lack of a proper land use and

transport system. Increasing urbanization leads to an increase in travel demand.

Unfortunately, the movement of vehicles has taken priority over the movement

of people in cities. All in all, the private vehicular ownership pattern of the city

rises and its usage takes its toll on the urban transport system. Now, any urban

transport system has five basic stakeholders: Consumers (the user of the system),

Environment, City Authorities, the Producers/Manufacturers (the drivers of local

urban economy) and the Region surrounding the city. Increasing usage of the

automobile results primarily and eventually in congestion, which creates varying


dimensions of problems for different stakeholders of the system. The Consumer

suffers from increased travel time. The urban environment suffers from pollution.

The city authorities suffer from an inefficient usage of the transport system

supply and face with the only prospect of increased investment on transport

systems (which in most cases goes on increasing and widening the existing road

network to alleviate congestion). Absence of suitable infrastructure and system

for freight drives up the production cost of manufacturers. The region suffers

from obstacles to regional traffic that has to invariably negotiate with the local

urban traffic and congestion.

To counter the above problem of congestion and its various dimensions, the city

authorities resort to an increased supply of transport systems (in the form of

roads or public transport corridors) on an as-and-when-needed basis. This leads

to an increase in public investment on urban transport sector as well as an

increased footprint of transport systems on the city. Increased footprint of

transport systems, however, only leads to increased usage of the automobile,

thus adding to overall congestion.

On the other hand, the supply-demand gap leads to proliferation of informal

systems of transport – Intermediate Public Transport such as Auto and Cycle

Rickshaws, which further adds to the traffic and congestion on roads. The

production units opt for informal logistics systems. To accommodate regional

traffic, bypasses at the city edge are provided, which in the absence of suitable

land use control lead to development of undesirable nature along them.


Figure 1.1: Problems with Land Use and Transport System

Unplanned City ImproperLU&T System

AutomobileUsage Urbanization

ImproperStreet Layout

HighProductionCosts

CONGESTION

Improper System forFreight and Logistics

Resort to InformalLogistic Systems Increase in

Goods Vehicles

IncreasedTravel Time

Consum

ers

Inefficient Useof TransportSystem

City Authorities

Pollution

Obstruction toRegionalMobility

Re

gio

nU

rba

nE

nv

iro

nm

en

t

IncreasedSupply ofTransportSystems

Increased Footprint ofTransport Systems

Resort toInformalTransport

Increased Vehicles on Road

Bypass Roads

High VehicularOwnership

Absence of LandUse Controls

Comprehensive Mobility Plan for Davanageree– Draft Final Report

As can be seen from Figure 1.1, piece-meal measures taken to solve urban

transport problems often lead back to the same problem. Further, as

Figure 1.2 depicts, the reasons related to urban policy that lead to traffic

congestion are related to urban policy that lead to traffic congestion are

Figure 1.2: Reasons for Traffic Congestion

related mostly to land use and transit planning and appropriate travel

demand management measures. Thus, to mitigate the effects of such

piece-meal measures taken by the authorities and the resort to informal

systems taken by the Consumer, it is necessary to have a wholesome plan

that takes into account the existing and projected travel demand and

problems of the city and proposed holistic measures for the same.

Comprehensive Mobility Plan for Davanagere– Draft Final Report

Accordingly, a Comprehensive Mobility Plan intends to integrate the land

use and transport system to come out with wholesome solutions that are

not likely to generate further problems in other dimensions of the city

system.

1.3 Objective of Study

The main objective of the study includes:

To improve connectivity and travel throughout the city and its region.

To improve mobility with in neighborhoods, wards and zones and

satellite towns so as to take care of intra city transportation needs.

To make viable and reliable transportation options which aims at

reducing dependence on automobiles with widespread use of non-

motorized modes and mass rapid transit system.

Study on service level bench marks for the cities.

Study on sustainable Habitat Mission for the city to make habitat

sustainable through modal shift to public transport as per National

Mission on sustainable Habitat.

1.4 Scope of Study

The Scope of Work for preparation of Comprehensive Mobility Plan for

Davanagere is given below:

1. Collect data and analyze urban transport environment

Review City Profile

UMTC Shall prepare a brief profile of the CMP Planning area from

available documents, including location, demographic details, Land

use, Regional Linkages, Socio Economic and environmental issues.

Collect Data and Review Urban Transport System

The secondary data required for the development of study will be

collected from various sources primarily from the

Government/planning organizations of the study area.

The Secondary data collected would be used in studying the past

and existing growth pattern, land use plan of the city & its suburbs.

The data would also be used in projecting future growth patterns,

land use patterns and possible growth directions.

Traffic Surveys and Inventories

Fresh primary surveys shall be carried out by UMTC. The Primary

data would help in analysis of travel and traffic characteristics of

the city along with travel pattern of the city population and

assessment of Level of Service.


Review Land Use Plan

Data on existing land use and land use plans would be collected and

presented, through a detailed review of existing development

plans, including the Master Plan and/or the City Development Plan

(CDP). In particular, new development areas that will affect

transport demand in the planning area should be inventoried and

summarized.

Analyze traffic / Transport Situation

The data collected is analyzed to identify and quantify the existing

transport problems and also assess the operational characteristics

and deficiencies of the existing transport system.

2. Prepare and evaluate urban transport development strategy

Vision and Goals

Define a long term mobility vision for the city that would define the

desired form of long-term urban transport system in the city.

Urban Growth Scenarios

Master plans regulate land use pattern but the CMP could provide a

preferred growth scenarios from the view point of an optimal urban

land use and transport development pattern. In this task, optimal

land use and transport systems will be examined.

Development urban land use and transport strategy

The purpose of travel demand modeling is to project future travel

demand in order to estimate the likely consequences of several

alternatives. The travel demand forecasts will be carried out for

different horizon years. The traffic forecast will be for different

modes and in different alternate scenarios and for different time

slabs. Transportation demand will be estimated for both passengers

as well as goods traffic.

Based on the information/data collected, and existing and

projected travel demand, requirements of transport related

infrastructure needs would be estimated. On the basis of road and

transport infrastructure inventory available through secondary data

and primary surveys, a gap analysis of the infrastructure

requirements over the horizon year would be estimated.

On the basis of the travel demand model, demand-supply gap

analysis and assessment of the existing traffic and transport

situation, Strategies and Action Plan would be formulated for

achieving the Mobility Vision and Goals set thereof.

3. Develop Urban Mobility Plan

A set of specific projects and policy measures would be identified

that the city authorities would need to implement as part of the


Mobility Plan. These projects and Policy measures could be

categorized into following categories:

a. Public Transport Improvement Plan

b. Road Network Development Plan

c. NMT Facilities

d. Mobility Management Measures

e. Regulatory and Institutional Measures

f. Fiscal Measures

4. Implementation Program

Prioritization of Projects

The proposed projects/measures would be evaluated and

prioritized based on the implementation time period and priority as

per the National Urban Transport Policy. All the measures would be

prioritized into immediate, short, medium and long-term using the

following appraisals.

Cost appraisal : Thumb rule cost will be established

Economic Benefits: Based on the model outputs EIRR will be

estimated.

Social and Environmental: Preliminary social and environmental

impact assessments will be carried out.

Heritage Impacts: Assessment of heritage impacts

Policy: To ensure that the projects are in line with NUTP an

appraisal will be carried out.

Practical implement ability: The essence of the scheme would

be captured in the ease of implement ability and higher

priority will be given to projects that will pose no problems

while implementation.

5. Stakeholder Consultations

To make the mobility plan a collaborative effort, detailed

workshop meetings will be held to solicit the comments and

concerns from the stakeholders and disseminate the findings of

the draft mobility plan. Input from the stakeholder workshops

and meetings would provide input to the development of the

mobility plan on various aspects and issues of the transportation

system. Public involvement can also give guidance to the

outcome of the mobility plan. Post workshop the input from the

stakeholders would be compiled and all applicable comments

and concerns would be addressed and included. The mobility

plan would be updated accordingly.


Figure 1.3: Approach to preparation of a CMP

1.5


1.5 Study Area

Davanagere - Harihar Urban Development Authority was formed with an

aim to improve Davanagere city by proper planning. The area of the city

within jurisdiction of Davanagere Municipal Corporation is about 68.63 sq.

km with a population of 3.64 lakhs as per 2001 census. The area covered

under DUDA was about 250.07 Sq.Km which includes Davanagere and

Harihar urban centres, 27 villages in Davanagere Taluk and 11 villages in

Harihar Taluk.

Figure 1.4: Study Area: Davanagere - Harihar Urban Development Authority Area- 2021

1.6 Organization of Report

The study shall be submitted in six stages, which shall broadly cover the

following as under:

i. Inception Report: Scope of Work, Approach and Methodology, Area

under study, List of primary survey to be conducted, List of secondary

data collected, List of stakeholders consulted.

ii. Field Survey Report: The detailed survey analysis is carried out at

various survey locations and salient results of the primary surveys are

presented in this report.


iii. Interim Report: Analysis of secondary and necessary primary survey

data to analyze the land use, traffic and transport situation of the

city.

iv. Model Validation, Travel demand forecast and Scenario

Development report: Development of Travel demand model by

validating across screen lines and cordon points, calibration, Travel

demand forecast and scenario testing is presented in this report.

v. Draft Final Report: Travel Demand Model to project the transport

scenario for the horizon year, Establishing traffic and transport issues,

and draft proposals in respect of mobility corridors, NMT, parking,

freight, etc.

vi. Final Report: Final proposals based on the feedback obtained from

stakeholders on the draft final report.

This is the draft final report being submitted as the 5th stage deliverable

of the project. The report begins with an introduction to Davanagere city,

its regional significance and its implications on the transport scenario of

the city. An analysis of the land use pattern has been carried out and its

implications on traffic and transport situation of the city based on

secondary data have been established. Further, the primary survey data

collected through surveys have been analysed to establish the present

traffic situation in terms of available road infrastructure, traffic entering

the city from various regional roads, traffic volume at all major

intersections, journey speed in all major road stretches to determine

congestion levels and pedestrian movement patterns at major

intersections.

An analysis of household data has been done to establish the socio-

economic profile of the city population and their travel characteristics. All

of this has been compiled to determine major inferences and issues with

regard to land use and transport situation of the city. Service level

benchmarks have been established for the city. Thereafter, a framework

for mobility planning for the city has been given, based on which draft

strategies have been formulated.

A regional transport Demand model has been developed for the entire

DUDA region and the traffic for the base year and for the horizon years has

been estimated. Based on the ridership on the main corridors, the systems

required for future has been suggested.

The chapter on strategies discussed a way forward for improving transport

in Davanagere from which we have established a large number of options

that are of Short Term, medium term and long term in nature. The

evaluation and phasing of all these projects is done independently.


Chapter 2

Davanagere City – An Overview

2.1 Project Background

Davanagere is the "Heart of

Karnataka". Davanagere is surrounded

by Chithradurga, Bellary, Shimoga,

Chikmagalur and Haveri districts. It is

the administrative headquarters of

Davanagere District. Davanagere is

located on the Bangalore-Pune

national highway NH4 which is part of

the Golden Quadrilateral highway network and is located at a distance of

about 265 km from the state capital of Bangalore. Davanagere became a

separate district in 1997; it was separated from the district of Chitradurga

for Administration conveniences. Davanagere is at the center of Karnataka,

14° 28’ latitude, 75° 59’ longitude and 602.5 metres (1,977 ft) above sea

level. This city is also famous for good tourist places like Kunduvada kere,

Batti Gudda, Eshwara temple at Anekonda, Soole Kere etc.

Previously known for its cotton mills, Davanagere has been a fast-

developing city of Karnataka. There was a time when the city was called

Manchester of Karnataka due to its excellent quality of cotton produced in

its cotton mills and hand looms. Davanagere is also known for its higher

educational institutes, most of which are run by the Bapuji Educational

Association & other institutions. Davanagere has two Dental colleges, three

engineering colleges, two medical colleges, one ayurvedic medical college,

a fashion design college and a number of other colleges offering courses in

arts, commerce and science. The student population is made up of people

from different cities and states in India. There are a few foreign students

studying at Davanagere.

2.2 Davanagere - Harihar Urban Development Authority

The local planning area of Davanagere – Harihar was revised and declared

by Government of Karnataka in its Notification No 171:2003 covering an

area of 25007 hectares. With 40 settlements including Davanagere and

Harihar Urban centres and 27 villages in Davanagere Taluk and 11 villages

in Harihar Taluk are included; Davanagere Urban Development Authority

(DUDA) is functioning as Planning Authority for the Davanagere - Harihar

Local planning area. List of villages and towns included in the LPA of

Davanagere - Harihar includes Bethur, Anekonda, Basapur, Chikkanahhalli,

Avaragere, Voddanahalli, Honnur, Nagamur, H.Kalparahalli, Tholahunse,

Pamenahalli, Siramagondanhalli, Belavanur, Nittuvalli, Kundavada,

http://en.wikipedia.org/wiki/Davangere_District

http://en.wikipedia.org/wiki/NH_4

http://en.wikipedia.org/wiki/Golden_Quadrilateral

http://en.wikipedia.org/wiki/Bangalore

http://en.wikipedia.org/wiki/Chitradurga

http://en.wikipedia.org/wiki/Cotton_mills

http://en.wikipedia.org/wiki/Karnataka

http://en.wikipedia.org/wiki/Cotton


Halebathi,Agasanakatte, Neelanahalli, Doddabatni, Karur, Yaragunte,

Avaragola, Busvanahatti, Devarahatti, Chikkabudihal, Doddabudihal,

Mittalakatte,Doggalli, Guttur, Bakkapura, Harlapura, Amaravati,

Sherapura, Mahajenahalli,Hanagavadi, Harganahalli and Halsabahu.

Davanagere City Municpal Council came into existence on 7th Aug, 1951.

Later it is upgraded as Davanagere City Corporation on 6th Jan, 2007.

Presently it has jurisdiction over an area of 68.63 Sq. Kms with a

population of about 4.38 lakhs as per 2011 census (Not yet released to

Public) with over 1.5 lakh properties.

2.3 Regional connectivity of Davanagere

The DUDA region is well connected to other districts as well as neighboring

States of Tamilnadu by Rail and Road. Private and public transport services

are available to all major cities of Karnataka from the study area.

2.4 Road Network

DUDA Region is served by one National Highway and two State Highways.

The National Highway and State Highways are:

NH-4(Mumbai-Pune-Bengaluru-Chennai Highway) which enters DUDA

Region and passes through Davanagere and Harihar towns and then goes

to Mumbai.

SH-47 which connects to NH-4

SH-25 which connects Shimoga via Harihar.

Major road corridors within Davanagere City bearing the impact of traffic

are:

Shamanur Road

Hadadi Road

BIET Road

Medical College road

Vidyanagara Main road

Intersections are the most critical points where all the types of traffic

difficulties occur. The major intersections in Davanagere are

Gandhi Circle

Hanumanthappa Junction

High school junction

Aruna Circle

Jayadeva Circle

Ambedkar Circle

Vidyarthibharan Circle

Gandhi Circle (Harihar) etc


The National Highways network and major road network of the study area

is presented in Figure 2.1.

Major Problems identified in Davanagere City

Road signage and markings needs to

be improved to the standards, right

now the roads have number of road

signages but they are

unscientifically designed.

Stray animals on roads are a

common sight in the city, which are

always a source for the accidents to

occur specially with two wheelers

and often seen occupying the

footpaths, resulting in pedestrians

to use the carriage way and also

seen resting in the parking areas.

Haphazard parking of Cars, Two-

wheelers, LCVs and Auto-rickshaws is

common due to the on street commercial activities like fruits shops are

located on the footpaths.

Pedestrian facilities is absent in front of the Bus stand, thousands of

commuters operate from this place but the basic pedestrian facilities is

absent leading the pedestrians to always risk their life’s to cross the

road or to reach the bus terminal.

Hawkers have taken up almost all

the available pedestrian space, thus

forcing the pedestrians to use the

carriage way and risking their life’s.

It was observed that Trucks and

LCVs are parked on P.B. road,

internal local roads etc and other

major main roads of the city. There is no designated parking area for

commercial vehicles.

2.5 Rail Network

In the DUDA Region, Railways also play a

major role in connectivity. Davanagere

Railway station is the main Station.

Davanagere Railway Station is served by

the South Western Railways. There are

daily trains to Mumbai, Mysore, Bijapur

and Bangalore, and tri weekly trains to

New Delhi, Bhopal including Karnataka

Sampark Kranti. Two trains per week to

Jodhpur, Ajmer, Chennai, Kochuveli, Goa and many daily passenger trains

http://www.india9.com/i9show/-Karnataka/Tumkur/South-Western-Railways-51265.htm

http://en.wikipedia.org/wiki/New_Delhi

http://en.wikipedia.org/wiki/Bhopal


mainly connecting the small places along the Bangalore - Hubli line .

Harihar town also is well connected by rail to metros like Mumbai, Chennai

and Bengaluru through regular trains. Harihar is a new railway junction

which connects Hospet and Bellary via Kottur. Refer figure 2.2.

Figure 2.1 Major Road Network in the study area


Figure 2.2 Major Rail Network in the study area


2.6 Registered Vehicles

As per the recent statistics, (Registered Vehicles data -RTO Office- June

2011) the total number of registered vehicles in Davanagere taluk stood at

158858 of which 115666 came from motorcycles alone. There are about

11374 cars/jeeps and 6931 auto rickshaws in the area. Lack of effective

public transport facilities have forced the citizens to opt for personalized

modes of transport and other Para-transit (auto-rickshaws).

2.7 Urban growth in Davanagere region

The Davanagere-Harihar local planning area is located along the Pune-

Bengaluru National Highway (NH-4), which is a part of Golden Quadrilateral

highway network. It is at a distance of 263kms from the state capital,

Bengaluru and has a total geographical area of 250.07 SqKm. The LPA has

Davanagere City Corporation (having 41 wards) on the South-East, which is

just 15km away from the Harihar CMC (31 wards) on the North-West.

Besides, the LPA have 27 villages from Davanagere Taluk and 11 villages

from Harihar Taluk.

Nestled at the foothills of the Western Ghats, topography of the district

plays an important role in the settlement pattern. Strong connectivity to

neighboring districts and also to state capital has favoured the growth of

Davanagere-Harihar urban area. It can be seen from the table below that

both the urban centre witnessed same growth trend after 1941. In 1951,

both the Municipal areas had the highest growth rate in 1951 that

decreased in the next decade. The higher growth rate in 1951, 1971 & 1981

may be attributed to establishment of industries like Mysore Kirloskar Ltd.

and Polyfibre industries. The lower growth rate in 2001 may be due to less

migration to the cities. By population size Davanagere belongs to class-I

cities and Harihar belongs to class-II cities.

Though the decadal growth rate of Davanagere district (14.86%) has

declined over the years, Davanagere Municipal Corporation is showing

moderate growth and better urbanization rate (37%). The reason being

LPA having the district headquarter, presence of industrial urban centre

like Harihar and major tourism attractions of the district. The decadal

growth of the LPA is 28.76% as compared to the state (17.5 %) and national

(21.34%). The table below shows Davanagere along with other urban

agglomerations of Karnataka State.

Table 2.1: Urban Agglomerations- Population Growth rates

Year 2001 Population Growth Rate

Udupi 183004 28.76

Shimoga 274000 42.10

Chitradurga 122594 29.45

Davanagere 414820 44.42 Source: CENSUS 2001


The surrounding urban areas also marks high growth rate, Shimoga CMC

shows 42% growth, while Udupi and Chitradurga also registers moderate

growth rate.Both in Davanagere Municipal corporation and Harihar CMC,

sex ratio is steadily increasing from 1981 to 2001 at 939 and 950

respectively, which is still lower than the state (965) figure but at par with

the national figure of 933.

Table 2.2: Davanagere Census details

Area 1981 1991 2001

Davanagere City Corporation

Area (SqKm) - - 68.63

Population 196481 266082 364528

Decadal Growth Rate (%) 62.23 35.42 36.97

Pop Density per SqKm - - 5312

Sex Ratio 904 914 939

Literacy Rate 58% 66% 69%

Harihar CMC

Area (SqKm) - - 7.8

Population 52325 66647 87744

Decadal Growth Rate (%) 54.40% 27.37% 31.65%

Pop Density per SqKm - - 11249

Sex Ratio 903 920 950

Literacy Rate 55.60% 62% 71%

Davanagere-Harihar LPA

Area (Sq Km) - 250.07 250.07

Population - 373308 509040

Decadal Growth Rate (%) - - 36.36%

2.8 Economic base, Trade and commerce

Davanagere and Harihar both are industrial towns as per 1971 Census.

Being linked by a good network of communication system with the other

part of the states and also that of country, the LPA’s economy also

depends on trade, education and service sector as could be seen from

existing land use distribution.

Agriculture

The main food crops are paddy, maize and ragi while the important

commercial crops are sugarcane, chilly, onion, and cotton. Davanagere

shows a decrease in agricultural produce, the reason could be the shift of a

majority of the population from primary to secondary and tertiary sectors.

Agriculture Produce Marketing Committee (APMC) is the main agency for

marketing of agricultural and horticultural products in both Davanagere

and Harihar town. Fruit crops and sericulture is gaining popularity in the

district.

Davanagere and Harihar possess the agro climatic conditions suitable for

raising a variety of plantation and horticulture crops. The area is well

suited for growing fruit crops such as banana, mango, papaya, coconut,


arecanut, etc. Aromatic plants, spice crops and medicinal plants can also

be grown commercially in this belt. Further, the area also provides raw

materials for the agro based and processing industries.

Trade and Commerce

Davanagere has Agricultural Produce Market Committee (APMC) that fulfills

the wholesale and retail trade. The wholesale trade mainly deals with

cotton, groundnut, maize, paddy, jowar, ragi and cereals. The wholesale

trade is carried out in Mandipet, Binny Company Road and N.R. Road. The

retail trade is concentrated around market area, Chowkipet, Kalikamba

Temple Road, Maharajpet, Ashoka Road, P.B. Road and Akkamahadevi

Road.

Harihar being mainly an industrial town, has not shown much development

in the field of Trade & Commerce. The activities are limited to meet the

requirement of the Harihar town and nearby villages. Retail business is

carried out in the shops that are developed on the either side of Shimoga-

Bellary road, Pune-Bangalore road and Harihareshwar temple road.

Industries

Davanagere was once a famous trade and manufacturing centers and was

popularly called as “Manchester city of India” for its vast cotton growing

area and the existence of the cotton textile industries and production of

high quality fabric. Being situated in a groundnut, pulses and cotton

growing tract, the place had a number of groundnut oil factories. Due to

closure of cotton mills and many oil and rice mills, food and food

processing industry provide the highest employment in the area followed

by textiles, printing, metal products, machine tool, furniture and paper

products.

The Cotton mills that still exist are Anjaneya Cotton Mill, Ganesh Mill,

Siddeshwara Cotton Mill. The Karnataka Small Scale Industries

Development Corporation has developed industrial estates in Davanagere

along Lokikere road and along P.B. Road. Davanagere has large number of

General Engineering units mostly engaged in manufacture of agricultural

implements machines, steel furniture etc. The major cotton mill which

belongs to NTC, is at Tholahunse village of Davanagere. The Shamanur

Sugar Mills situated in the Dugavathi village near Davanagere is a Major

Industry in Davanagere. Many of the rice Mills are established in the

Industrial area near the Bye Pass Road. The other industries like Cattle

feed manufacturing unit, cement pipe factory and Khadi Gramodyog

provide employment for more than 1000 workers.

Harihar Polyfibres on western bank of Tungabhadra river in Haveri district

is the major industry contributing for the growth of Harihar town. Mysore

Kirloskar Ltd., which was another major industry is now closed. Ramco

Industries at Karur village and Bhadra Sugar Factory near Dodda Bathi

village are some of the other major industries near Harihar town. Apart


from these, there are many ancillary units along Hospet road, to

supplement the requirement of major industries.

Davanagere is also an educational centre. In Davanagere there are three

major engineering colleges (one government and two private), two dental

colleges, two medical colleges, one Ayurvedic medical college, a number

of management schools and colleges, an art college and a fashion design

college. Bapuji Educational Association in Davanagere is a conglomerate of

over 50 educational institutions across the city of Davanagere. Davanagere

also has other three engineering colleges G M Institute of Technology and

University B.D.T College of Engineering.

2.9 Land use system for Davanagere city

Davanagere

Spatial arrangements of activities determine the travel pattern in the city.

The entire conurbation area of Davanagere is divided into eight planning

districts with ward boundaries as the reference as per Master plan.

Figure 2.3: Existing land use distribution across eight planning districts

Table 2.3: Existing land use for eight planning districts in Davanagere

Existing Land use for eight planning districts in Davanagere

Landuse I II III IV V VI VII VIII Total

Residential 72.21 33.66 13.26 18.93 379.9 24.94 16.94 0.08 559.9

Commercial 1.65 1.89 58.02 1.72 53.04 1.36 0.32 0 118

Industrial 2.12 46.25 29.05 8.05 48.46 75.24 0 0.18 209.4

Public & Semi-Public 8.45 4.32 3.39 5.78 156.9 29.56 0.63 0.06 209.1

Park & Open Spaces 16.84 9.52 6.75 13.62 79.28 14.36 22.61 0.75 163.7

Public Utility 3.12 0 0.65 1.32 25.75 0 0 0 30.84

Transportation &

Communication 88.28 46.19 54.94 80.45 360.9 96.79 36.49 27.88 791.9

Vacant Area 16.92 36.33 99.79 160.48 329.6 192.2 40.48 29.99 905.8

Water 1.1 0 10.99 97.1 28.88 1.4 0 0.07 139.5

Total 210.69 178.16 276.84 387.45 1463 435.9 117.5 59.01 3128

0%

50%

100%

150%

200%

250%

300%

350%

400%

450%

I II III IV V VI VII VIII

Existing Landuse Distribution Across Eight Planning Districts

Transportation & Communication

Public Utility

Park & Open Spaces

Public & Semi-Public

Industrial

Commercial

Residential

http://en.wikipedia.org/wiki/Engineering

http://en.wikipedia.org/wiki/Dental_college

http://en.wikipedia.org/wiki/Dental_college

http://en.wikipedia.org/wiki/Medical_college

http://en.wikipedia.org/wiki/Fashion_design

http://en.wikipedia.org/wiki/Bapuji_Educational_Association

http://en.wikipedia.org/wiki/G_M_Institute_of_Technology

http://en.wikipedia.org/wiki/University_B.D.T_College_of_Engineering


Planning district no.5, which is the old part of Davanagere, has the

maximum coverage of landuse. The CBD is also located in this district. The

APMC is located in district no.3. Most of the new residential developments

have come up in south-eastern and south-western part of the city.

Figure 2.4: Existing and proposed land use for Davanagere

Of the total area residential development is only 18%, which is very less

and most of the area is under Transport & Communication use (25%). This

means the development is haphazard and not compact, leading to

unplanned road network and bad connectivity. As per UDPFI guidelines,

35% of the net area should be under residential use and 15-18% of the area

should be allocated to Transport & Communication. 5% of the area is under

commercial use, of which most of the part is in CBD (old Davanagere).

Apart from this no other organized market in the city, except some road

side shops along major roads like Mandipet, K.R. Road, Ashoka Road, P.B.

Road etc.


Table 2.4: Existing and Proposed land use – Davanagere

Davanagere Existing Landuse 2004 Proposed Landuse 2021

Landuse Area in

HA

% to total geographical

area Area in

HA

% to total geographical

area Residential 559.92 17.90% 2808.01 45.07%

Commercial 118 3.77% 292.7 4.70%

Industrial 209.35 6.69% 643.8 10.33%

Public & Semi-Public 209.08 6.68% 422.09 6.78%

Park & Open Spaces 163.73 5.23% 539.73 8.66%

Public Utility 30.84 0.99% 46.1 0.74%

Transportation & Communication 791.94 25.32% 1310.44 21.04%

Total Developed Area 2082.86 66.58% 6062.87 97.32%

Vacant Area 905.76 28.96% - -

Water 139.54 4.46% 166.91 2.68%

Total 3128.16 6229.78

Harihar

The entire conurbation area of Harihar is divided into three planning

districts with ward boundaries as the reference as per Master plan.

Figure 2.5: Existing land use distribution across three planning districts

Table 2.5: Existing land use for three planning districts in Harihar

0.00%

50.00%

100.00%

150.00%

200.00%

250.00%

300.00%

350.00%

400.00%

450.00%

I II III

Transportation & Communication

Public Utility

Park & Open Spaces

Public & Semi-Public

Industrial

Commercial

Residential

Existing Landuse Distribution Across Three Planning Districts

Landuse I II III Total

Residential 32.43 32.38 62.07 126.9

Commercial 0.03 7.4 36.25 43.68

Industrial 85.37 3.1 42.58 131.1

Public & Semi-Public 1.17 5.26 22.38 28.81

Park & Open Spaces 23.06 5.3 15.17 43.53

Public Utility 0 1.56 4.93 6.49

Transportation & Communication 79.66 55.09 89.28 224

Vacant Area 44.32 17.13 27.94 89.39

Water 0.09 1.78 6.8 8.67

Total 266.13 129 307.4 702.5

Existing Landuse for three planning districts in Harihar


Planning district no.1 has primarily industrial landuse, like Mysore Kirloskar

ltd. (now closed), KIADB Area, Industrial Estate and new residential

extensions and educational institutions. Planning district no.3, which is the

old part of Harihar has the maximum coverage of landuse. The CBD and

some light industries are located in this district.

Figure 2.6: Exiting and proposed land use of Harihar

Of the total developed area residential development is only 18.06%, which

is very less and most of the area is under Transport & Communication use

(32%). This means the development is haphazard and not compact, leading

to unplanned road network and bad connectivity. As per UDPFI guidelines,

35% of the net area should be under residential use and 15-18% of the area

should be allocated to Transport & Communication. 6% of the area is under

commercial use, of which most of the part is in CBD (old Harihar). Apart

from this no other organized market in the city, except some road side

shops along P.B. Road, Shimoga-Bellary Road and along Temple Road.

Mysore Kirloskar Ltd was a major industry which is closed now. Industrial

Estate by KIADB and remaining light industries in town occupy 18.65% of

the total developed area, this shows Harihar is still an industrial town.


Table 2.6: Existing and proposed land use for Harihar

Harihar Existing Land use in 2004 Proposed Land use in 2021

Landuse Area in HA

% to total

geographical area Area in HA

% to total

geographical area

Residential 126.88 18.06% 1042.67 49.66%

Commercial 43.68 6.22% 110.16 5.25%

Industrial 131.05 18.65% 195.54 9.31%

Public & Semi-Public 28.84 4.10% 111.86 5.33%

Park & Open Spaces 43.53 6.20% 216.67 10.32%

Public Utility 6.49 0.92% 20.2 0.96%

Transportation &

Communication 224.03 31.89% 392.67 18.70%

Total Developed Area 604.5 86.04% 2089.77 99.52%

Vacant Area 89.39 12.72% - -

Water 8.67 1.23% 10.04 0.48%

Total 702.56 2099.81

Future Development Area

The Proposed Land use Plan of Davanagere-Harihar Urban Development

Authority envisages the development by 2021 for an estimated 3.43 lakh

population. The Master Plan 2021 aims to achieve a compact growth of the

city with balanced and integrated development proposals. The Masterplan

proposes an increase in residential areas from 26 percent to 47 percent to

decongest the city of high residential density of 5000 people per sqkm. No

significant change has been proposed in commercial area apart from

expansion of regulated APMC market which already exists in Davanagere.

Second order commercial activities are proposed along NH4, bye-pass road

and along Hospet road. Third level commercial activities are proposed

throughout the planning area.

Though the existing landuse 2004 already had high share of industrial

landuse (12%),the proposed landuse aims to retain those landuse as

industrial only (even though many industries are closed) and

proportionately extend and retain the share for horizon years (12%),

considering possibilities of industries coming in the northern and southern

part of Harihar town.

Much emphasis is there on improving the Transport and Communication. To

cater the needs of future population, a network of roads with various RoWs

has been proposed. One inner ring road 30m wide is proposed connecting

all major roads to provide for through traffic. New bus terminals are

proposed along NH4 bye-pass and old P.B. road. A Truck terminal is also

proposed in the eastern part of Davanagere along NH. Three Road under

bridges and one Rail over bridge are proposed to improve circulation across

railway line. The revised area allocated under transport & Communication

is 20%, which almost confirms with the UDPFI guidelines of 18%.


2.10 Population and work force participation

The population for the LPA has been forecasted in three different parts for

the base year 2011 and horizon years 2021 & 2031. As the LPA contains two

major urban centres of the district, having different growth rates, forecast

for Davanagere and Harihar has been calculated separately based on their

development and landuse proposals and past growth trends. The 38 villages

in LPA have been forecasted separately with nominal growth rate due to

limitations in availability of data for the same. As we have the Census 2011

population for Davanagere, we projected the population for horizon years

2021 & 2031. Population variation for Davanagere is presented in Table

4.22.

Table 2.7: Decennial variation of Population in Davanagere

Decennial Variation of Population in Davanagere

Census Year Population Increase per

Decade

Incremental

Increase

Percentage

Increment per

Decade

1901 10402 - - -

1911 10074 -328 - -3.15

1921 16971 6897 7225 68.46

1931 23155 6184 -713 36.44

1941 31759 8604 2420 37.16

1951 56016 24257 15653 76.38

1961 78124 22108 -2149 39.467

1971 121110 42986 20878 55.023

1981 196481 75371 32385 62.234

1991 266082 69601 -5770 35.424

2001 364528 98446 28845 36.998

2011 435172 70644 -27802 19.380

Net values

424770 70972 463.81

Averages

38615.45 7097.20 42.16

The population of Davanagere for the horizon year has been forecasted

using five different methods:

1. Arithmetic Increase Method

2. Incremental Increase Method

3. Geometric Progression Method

4. Goodness of fit (linear)

5. Goodness of fit (exponential)

Table 2.8: Projected population for Davanagere

Projected Population for Davanagere

Horizon Years

Arithmetic Increase

Incremental Increase

Geometric Progression

Method Goodness of fit (linear)

Goodness of fit (exp)

2021 473787 480885 618661 502093 633805

2031 512403 526597 879516 575953 923103


Eventually three scenarios were prepared as Growth stabilization scenario,

Moderate Growth scenario and High Growth Scenario.

Figure 2.7: Population projection for Harihar CMC

Table 2.9: Population projection based on different scenarios

Years

Growth stabilization

scenario

Moderate Growth

scenario

High Growth

Scenario

2001 364528 364528 364528

2011 435172 435172 435172

2021 473787 533879 633805

2031 512403 660689 923103

On the whole, rapid pace of economic growth continuing, with more

mining, construction and industrial activities the rate of growth of

population in the city region is likely to remain high. The in migration

recorded as in 2001 shows an increase of population, i.e., more of male

population is coming in the city in search of employment and high slum

population adding to the growth in population. Location of Steel plant at

Toranagallu, KPCL Power Plant at Kudathini, Industrial activities in the

region will have impact on growth of population which also attracts labour

force from various parts of the nation depending on the policy matters.

Considering the growth rate and nature of economic activities in the area

and developments proposed, figures for High growth scenario have been

y = 8203.8e0.0376x

R² = 0.9908

0

100000

200000

300000

400000

500000

600000

0 20 40 60 80 100 120

Po

pu

lati

on

No. of years starting from 1901 onwards

Goodness of fit (exponential)

Series1

Expon. (Series1)

y = 7386x + 58933R² = 0.99

0

50000

100000

150000

200000

250000

300000

350000

400000

450000

500000

0 10 20 30 40 50 60

Po

pu

lati

on

No. of years starting from 1961 onwards

Goodness of fit (linear)

Series1

Linear (Series1)

0

100000

200000

300000

400000

500000

600000

700000

800000

900000

1000000

19

01

19

11

19

21

19

31

19

41

19

51

19

61

19

71

19

81

19

91

20

01

20

11

20

21

20

31

Population Projection for Davangere CMC

Growth stabilization scenario Moderate Growth scenario High Growth Scenario


taken for further analysis. This confirms well with the Master Plan. The

annual compounded annual growth rate (CAGR) for the base year works out

to be 1.8 percent.

Like Davanagere, the population of Harihar is also forecasted for the

horizon year using five different methods:

1. Arithmetic Increase Method

2. Incremental Increase Method

3. Geometric Progression Method

4. Goodness of fit (linear)

5. Goodness of fit (exponential)

Table 2.10: Decennial Variation of population in Harihar Decennial Variation of Population in Harihar

Census Year Population Increase

per Decade Incremental

Increase

Percentage Increment per

Decade

1901 5783 - - -

1911 5408 -375 - -6.48

1921 5904 496 871 9.17

1931 6884 980 484 16.60

1941 8422 1538 558 22.34

1951 15920 7498 5960 89.03

1961 22289 6369 -1129 40.006

1971 33888 11599 5230 52.039

1981 52325 18437 6838 54.406

1991 66647 14322 -4115 27.371

2001 87744 21097 6775 31.655

Net values

81961 21472 336.13

Averages

8196.10 2385.78 33.61

Table 2.11: Population projections- Harihar

Projected Population for Harihar

Year arithmetic Increase

Incremental Increase

Geometric Progression

Method Goodness of fit

(linear) Goodness of fit

(exp)

2011 95940 98326 117238 97532 111774

2021 104136 108908 156645 112121 152701

2031 112332 119490 209299 126711 208613

y = 3612.8e0.0312x

R² = 0.951

0

10000

20000

30000

40000

50000

60000

70000

80000

90000

100000

0 20 40 60 80 100 120

Popu

lati

on

No. of Years starting from 1901

Goodness of Fit (exponential)

Series1

Expon. (Series1)

y = 1458.9x + 9995.2R² = 0.9748

0

10000

20000

30000

40000

50000

60000

70000

80000

90000

100000

0 10 20 30 40 50 60

Po

pu

lati

on

No. of years starting from 1951

Goodness of fit (linear)

Series1

Linear (Series1)


Eventually three scenarios were prepared as Growth stabilization scenario,

Moderate Growth scenario and High Growth Scenario.

Figure 2.8: Population projection for Harihar CMC

Table 2.12: Projected Population for Harihar from different growth scenarios

Considering the growth rate and nature of economic activities in the area

and developments proposed, figures for high growth scenario have been

taken for further analysis as it matches the master plan.

Work Force Participation:

Davanagere was known as the "Manchester of Karnataka" for housing many

cotton mills and supporting trade and business. Being at the center of the

State makes it suitable for trading. It is also an educational centre, known

for higher educational institutes housing many engineering colleges, dental

colleges and medical colleges. Bapuji Educational Association in

Davanagere is a conglomerate of over 50 educational institutions across the

city of Davanagere.

Occupational Structure

As per Census, the workforce participation rate (WPR) for Davanagere is

34.62%, steadily increasing over the decades from 29.5 percent in 1981.

There is no data about the marginal workers in Davanagere so the shift

from non-worker to main worker or marginal worker cannot be

ascertained. The work participation rate for Harihar is 34.87% as on 2001,

which is less than national WPR of 39.1%.

Years Growth stabilization scenario Moderate Growth scenarioHigh Growth Scenario

2001 87744 87744 87744

2011 95940 102544 117238

2021 104136 124577 156645

2031 112332 151605 209299

http://en.wikipedia.org/wiki/Bapuji_Educational_Association


Table 2.13: Occupation Structure of Davanagere

Occupation Structure

of Davanagere 1981 1991 2001

Main & Marginal Workers 57962 80224 126200

Non-workers 138519 185858 238328

WPR 29.50% 30.15% 34.62%

Table 2.14: Occupation Structure of Harihar

Occupation Structure

of Harihar 1981 1991 2001

Main & Marginal Workers - - 30603

Non-workers - - 57141

WPR - - 34.87%

The main, marginal workers and non workers for the base year and horizon

years for Davanagere is shown in figure 2.9.

Figure 2.9: Employment Projection- Davanagere

The expected employment for Davanagere for the years 2011, 2021 and

2031 are presented in table 2.6 below.

Table 2.15: Employment Projections- Davanagere

Parameter 2011 2021 2031

Employment 164351 241496 355636

The main, marginal workers and non workers for the base year and horizon

years for Harihar is shown in figure 2.10. As there is no previous record of

WPR for Harihar, the growth rate considered for Davanagere has been

considered for Harihar also for horizon years.


Figure 2.10: Employment Projection- Harihar

Table 2.16: Employment Projections- Harihar

Parameter 2011 2021 2031

Employment 44277 59752 80635

Work Force Distribution

The workers in primary activity constitute only 6 percent in Davanagere-

Harihar Local Planning area, indicating that the primary activities are on

the decline due to urbanization and shift towards service sector. The

workers in primary activity are dwindling and it is negligible compared to

total, with more than 80 percent of the people engaged in the tertiary

sector. As Census 2001 has clubbed town level figures of tertiary sector

with primary and secondary, analysis of sector shift over time is not

possible. There is a decrease in the population of non-workers, which is a

good sign of growing economy.

Figure 2.11: Work Force Distribution in Davanagere and Harihar

The occupation included in ‘others’ category includes:

1. Forestry, plantation, hunting and other activities.

2. Mining and quarrying.

3. Manufacturing and repair service.

4. Engaged in building construction.

5. Trade and commerce.

6. Transport, communication and storage.

Cultivators2%

Agricultural Labourers

4%

House Hold Industries

7%

Other Services87%

Work force distribution in Davangere-2001


Figure 2.12: Population and employment density

2.11 Conclusions

Based on the assessment of growth in population, workforce, and the

context of Davanagere , the following broad conclusions can be drawn,

with regard to the impact of the above mentioned factors on the urban

transport system of Davanagere .

The location (proximity to Bangalore) of Davanagere city in its regional

context promises to bestow great opportunities for economic growth

of the city. Providing a transport system that can support and sustain

such growth is vital.

The dynamics of urban development has resulted in a lot of mixed use

getting developed along major roads, esp. the National Highways and

the core city area. This has inevitably led to encroachments due to

informal activities and parking in these areas resulting into congestion.

Population Density -2011 Population Density -2031

Employment Density -2011 Employment Density -2031


While freeing the core city of this congestion becomes a priority by its

own accord, relieving the major movement corridors from congestion

becomes important also because they cater to regional traffic as well

at present.

Small scale industries contribute largely to the local urban economy

and their spatially dispersed nature is likely to be a major cause for

problems in the urban transport system.


Chapter 3

Primary Survey Conducted

A set of primary traffic surveys such as house hold interview survey, origin –

destination surveys, traffic volume counts, speed and delay surveys, Road

inventory survey, Public transport &NMT opinion survey, Vehicle Occupancy

Survey,Boarding and Alighting surveys at bus stops, Parking survey etc was

conducted in the study area during June-July 2011 to assess the traffic and

transport scenario.

The list of various surveys conducted in the study area is presented in Table 3.1.

Table 3.1: List of Surveys

Sl.

No. Name of the Survey Quantity

1 Road Network Inventory Major Arterials, Sub arterials

covering about 100 Km

2 Screen line Volume Count Survey 7

3 Turning Volume count survey 9

4 Bus Passenger in and out count/ OD Survey

- KSRTC Bus stand 1 Location, 50 samples

5 Rail Passenger in and out count / OD survey

- Railway station 1 Location, 50 samples

6 Pedestrian Counts(Mid block& Junctions) 5 Mid blocks, 9 Junctions

7 Outer Cordon Traffic Counts 7

8 Speed and Delay Survey Major corridors covering about 50 Km

9 O – D Survey ( Including Goods Vehicles) 7

10 Vehicle Occupancy Survey 7

11 Household Interview Survey 6500 samples

12 IPT Operator survey 10 samples

13 NMT Opinion survey 50 samples

14 Parking duration survey (On street) 6

15 Parking Duration survey (Off street) 4

16 Bus Stop boarding/ Alighting Survey, OD

Survey 10 bus stops

17 Truck Operator survey 10 samples

3.1. Road Network Inventory survey

(i) Objective of the Survey: Road network inventory aims at updating

the network database with the existing features of roadway

sections covering all arterial, sub arterial and other important

local/connecting links in the study area. The survey validates

existing road network data available for the region and collects the

road network details for the roadway sections


(ii) Conduct of the Survey: For all the major road sections in the study

area, a full-scale inventory surveys is undertaken to create a road

network database. Inventories of the following facilities will be

undertaken as part of the task:

Road Network

Section length

Effective Road width

Median width and type

Quality of riding surface

Adjoining Land use and available access control

Intersection Facilities

Pedestrian Facilities

Parking Facilities

Traffic Control Measures

Details about encroachments

Road markings and Signages

Street Furniture

PT/IPT passenger collection points

(iii) Key Outputs: Road transport Network database of the study area

For Davanagere city, all major road stretches were picked up for road

inventory survey covering 100 kms.

3.2. Turning volume count survey

Objective of the Survey: Surveys were conducted at critical intersections

identified within the city. The data helps in realizing the seriousness of

problem at the intersection, critical movements, etc. and for designing the

junction to perform more efficiently.

Scope of the Survey: Counting of vehicles classified by the type of vehicles

at the junction during the specified duration.

Conduct of the Survey: Enumerators, suitably trained were deployed in

adequate numbers at all arms of the intersection to record the number of

vehicles by category covering all directions of traffic flow. The counts were

recorded at fifteen minute intervals to get at the peak hour volumes and

further the fifteen minute traffic counts could also be made use of for

design of traffic signal phasing. Manual counts are carried out by vehicle

type. i.e. cars, jeeps, vans, buses, trucks, MAVs, LCV’s, tractors,

motorized two wheelers and three wheelers, and slow moving vehicles.

Data Entry and Analysis: The traffic data collected from the field are

processed and converted into Passenger Car Unit (PCU) values

recommended by Indian Roads Congress (IRC) for urban roads.


Key Outputs

Peak Hour Volume at the junction (Vehicle/Hr. and PCU/Hr)

Traffic by Vehicle type and hourly distribution of Traffic

For Davanagere city, classified volume count was conducted at 9

intersections as given below (Shown in figure 3.1)

Gundhi circle


High school Junction

Aruna Junction

Jayadeva circle

Ambedkar circle

Vidhyathibharan circle

Gandhi circle(Harihar)

Junction at shimoga – Harihar road


Figure 3.1: Intersection Volume count survey location map


3.3. Road Side Interview survey

Objective of the survey: Road side interview survey was carried out to

assess the travel pattern of passenger and commercial traffic at the

cordon locations.

Scope of the Survey: Interviews are carried out on a sample basis on a

typical working day by stopping the vehicles with the help of police.

Conduct of the survey: The survey was conducted covering minimum

sample of 10 to 15 percent spread across various categories of vehicles.

The information collected includes origin and destination of trip,

occupancy, trip purpose, trip frequency etc.

Data Entry and Analysis: A zone system has been developed to code the

origin and destination of the trips. The collected data has been coded and

processed to eliminate all illogical data and entry errors.

Key Outputs

Occupancy level by vehicle type

Trip frequency and purpose, mode wise matrices

Trip pattern

3.4. Screen line & Outer cordon traffic Volume count survey

Objective of the survey: To quantify the traffic crossing the screen line

/cordons in the study area.

Scope of the survey: The survey was conducted at identified screen line

locations for 16 hours covering morning and evening peak hours. Traffic

count surveys were also conducted at the outer cordon points identified

for 24 hrs duration to assess the floating population and to establish the

peak to daily flow ratios. The screen line was selected in such a way that

to capture the major traffic movement in the study area.

Conduct of the survey: Manual classified traffic volume counts were

carried out on a typical working day at all identified locations. At each

identified station, both directional counts will be carried out by vehicle

type. I.e. cars, jeeps, vans, buses, trucks, MAVs, LCV’s tractors,

motorized two wheelers and slow moving vehicles.

Key Outputs

Peak hour Traffic data at screen lines/ Cordon locations used in the

development of the model

For Davanagere city, Outer cordon survey along with Road side interview

survey was conducted at 7 locations and screen line volume count survey


was conducted at 7 locations. The list of survey locations is given below

and shown in figure 3.2 and figure 3.3.

Outer Cordon survey locations List is presented in Table 3.2:

Table 3.2: List of Outer cordon Locations

Sl.No Name of the location

1 Huchangi durga Road

2 Bangalore Road

3 Channagiri Road

4 Shimoga Road

5 Pune Road

6 Hospet Road

7 Harihar – Davanagere Road

Screen line survey locations list is presented in Table 3.3:

Table 3.3: List of Screen line locations

Sl.No Name of the location

1 ROB at NH-4 near SS Institute of Medical Sciences

2 RUB near Central Ware House

3 RUB near APMC Market

4 Level Crossing at Gandhi circle

5 RUB near Mandipet Junction

6 RUB near Forest department Office

7 RUB at Harihar Hospet Road


Figure 3.2: Outer cordon Survey Location map


Figure 3.3: Screen line survey location map


3.5. Inter city & local Bus passenger count and OD for both boarding and

alighting passengers

Objective of the Survey: To evaluate the percentage of people using bus

transport and to identify the characteristics of intercity travelers using

the public transport system.

Scope of Work: The survey was conducted for a period of 8 hours covering

peak period on important bus stops.

Conduct of survey: Count of passengers boarding and alighting at the

major bus stops was carried out along with the occupancy and sample OD

survey for both boarding and alighting passengers was also conducted.

The outputs from the survey include:

The travel & traffic characteristics of the intercity bus travelers.

Public transport trip matrix and the existing demand and supply

scenarios

For Davanagere city, passenger in and out count survey and OD survey for

bus passengers was conducted at Davanagere KSRTC Bus stand and Private

bus stand. Opinion survey sample of about 52 were collected for both

boarding and alighting passengers. Bus stop passenger boarding and

alighting survey was conducted at 10 bus stops inside city.

3.6. Rail passenger count and OD for both boarding and alighting passengers

Objective of the Survey: To evaluate the percentage of people using rail

transport and to identify the characteristics of intercity travelers using

the public transport system.

Scope of Work: The survey was conducted for a period of 8 hours covering

peak period on important rail stations in the study area.

Conduct of survey: Count of passengers boarding and alighting at the

railway stations was carried out and sample OD survey for both boarding

and alighting passengers was also conducted.


The travel & traffic characteristics of the intercity rail travelers.

Rail trip matrix and the existing demand and supply scenarios

For Davanagere city, Rail passenger in and out count survey and OD survey

for Rail passengers was conducted at Davanagere Railway station. Opinion

survey sample of about 50 samples were collected for both boarding and

alighting passengers.


3.7. Pedestrian Crossing Count Surveys

Objective of the Survey: The objective of the survey is to quantify the

extent of pedestrian movement in order to design facilities for such

movement.

Scope of the survey: The survey was conducted for a period of 12 hours

covering peak period on important locations where there is heavy

pedestrian movement.

Conduct of survey: Pedestrian count surveys were conducted at locations

where heavy pedestrian movement is observed. The survey also covered

locations abutting major traffic attraction zones like malls and major

work centers and important junctions. The pedestrian count was taken

along and across each arm of the junction.


Pedestrian movement across junctions and important places

For Davanagere city, pedestrian crossing count surveys were conducted at

5 midblock locations and also at 9 junctions where the pedestrian

movement is observed high.

Near Akkamma devi cirlce

Ashoka Road

Hardekar Manjappa Road

Kondaji Road

Seethamma college road

3.8. Speed and delay survey

Survey Objective: 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.

Scope of Work

The surveys were carried out during peak and off-peak periods in both

directions.

Collection of delay information on different road stretches and at

intersections/level crossings in the study area.

Identification of bottlenecks.

Conduct of the Survey: The survey was conducted using moving car

observer method. The enumerators travelled along the stream by noting

down the starting time, end time, travelled and the time of stop of the


vehicle on the road stretches, at intersections and the reasons for the

same.

Key Outputs

Travel speed and journey speed

Delays along each of the selected corridors by type/reason

Intersection delays

For Davanagere city, the survey was conducted on all major corridors for

50 kms.

3.9. House Hold interview survey

Objective of the Survey: The house hold survey provides the data which is

used for describing the travel patterns in the city and travel preferences of

its residents.

Scope of the survey: Collection of data on socio-economic characteristics,

household members and their travel diary covering a size of 6500 samples.

Conduct of the Survey: The survey questionnaire comprises of three

sections, a) Socio-economic datasheet, b) Household member

characteristic datasheet, and c) the travel diary of each individual member

of the household. The travel diary section requests information of all trips

made by each person in the household on the previous day. This

information includes the time of the trip, the trip purpose, the address of

the trip starting, ending place and the mode of travel. This data was

collected by visiting a fixed sample in each area of the city (zone). Each

Household constitutes a sample.

The outputs from the survey include

Household trip rates for different sub areas in the region and average

trip rate for the region.

Detailed origin/destination trip matrix by mode and by purpose

Trip length distributions, by trip purpose and by mode

3.10. Vehicle Operator surveys (Taxi/ Truck/Auto)

Objective of the Survey: To elicit information on the issues connected to

operators in a city – their facilities and requirements.

Scope of Work: The survey was conducted by interviewing the operators

(not drivers) and major truck/taxi/ shared auto operators.


Key issues connected to truck and taxi/shared auto operators.


For Davanagere city, a sample of 10 truck operators was surveyed. And 10

IPT Operators were surveyed.

3.11. NMT Opinion survey (Cycle/ Cycle rickshaw)

The objective of the survey is to obtain an opinion on facilities to establish

the need for such facilities from a people’s perspective.

Conduct of the survey: The survey will be conducted by interviewing the

cycle/cycle rickshaw users on the road


The problems they face while driving, whether they require separate

cycle/cycle rickshaw track etc.

For Davanagere city, a sample of 50 opinion survey sample was collected.

3.12. Parking survey

Survey Objective: The principal objective of the study is to assess the

demand for parking and characteristics of the parked vehicles.

Scope of the Survey: The survey was conducted for a period of 12 hours on

important commercial areas where parking is predominant and is needed

to plan facilities.

Conduct of the Survey: On/off street parking surveys were carried out on

all important locations with work centers, business centers, shopping

complexes and tourist places. Enumerators were asked to note the vehicle

type and registration number of parked vehicles every 1/2 hour.

Information was collected on associated parking fees (if any). The survey

was conducted on selected stretches of major corridors and other prime

off street locations in the study area.

Key Outputs

Peak Parking Demand Period by Location

Parking Demand by Vehicle Type

Parking Duration Information

For Davanagere city, off-street parking survey was carried out at 4

locations.

Govt. Hospital

Railway station

KSRTC bus stand

Court


For Davanagere city, onstreet parking was conducted at 6 locations.

Akkamma devi Road Ashoka Road

Chethan Road From Jaya deva circle to Municipal office (LHS) From Jaya deva circle to Municipal office (RHS) PB Road

3.13. Bus occupancy survey at screen lines

Objective: The objective of the survey is to estimate the total bus trips

crossing a screenline.

Scope of Survey: The surveys were conducted at all the screen line

locations for a period of 8 hrs covering morning and evening peak periods.

Conduct of the Survey: To note down the estimated bus passengers in a

prescribed format.

For Davanagere City the surveys were conducted at 7 screen line locations

(Refer Screen line location map - Figure 3.3)


Chapter 4

Primary Survey Analysis

The salient results of primary surveys are discussed in the following sections.

4.1. Screen line Volume Count / Outer cordon volume count survey

Primary traffic volume count surveys on screen lines have been conducted

to collect the traffic data for the urban demand model validation. The

vehicles counted were converted to Passenger Car Units (PCU) by adopting

equivalent PCUs. The PCUs corresponding to urban roads as per IRC: 106-

1990 is used and the PCU values adopted is given in Table 4.1. Screen line

survey locations are shown in Figure 3.3.

Table 4.1: PCU factors adopted for the study

Vehicle Type

PCU Values

Urban

UP TO 5 % > 5%

Buses 2.2 3.7

Minibus 1.5 1.5

Car/Jeep/Van 1 1

Two Wheeler 0.5 0.75

Auto Rickshaw 1.2 2

Trucks 2.2 3.7

MAV 4 5

LCV 1.4 2

Cycles 0.4 0.5

Carts 2 3

Cycle Rickshaw 2 3

Mofussil Bus 2.2 3.7

Other Bus 2.2 3.7

(Source:- IRC:106-1990)

The direction wise daily traffic observed at all the screen line locations is

presented in Table 4.2.


Table 4.2: Traffic Observed at Screen line Locations

Sl.No Location Name Direction Vehicles PCU

Total

Vehicles PCU

1

ROB at NH-4 near SS

Institute of Medical

Sciences

Harihara to Bangalore

Bypass Road 5,916 8,582

11,632 17,839 Bangalore Bypass Road

to Harihara 5,716 9,257

2 RUB near Central Ware

House

KSRTC Bus stand to

Chikkanahalli Road 4672 6127

7,568 9,896 Chikkanahalli Road to

KSRTC Bus stand 2896 3769

3 RUB near APMC Market PB road to HM Circle 11998 14887

27,208 34,138 HM circle to PB Road 15210 19251

4 Level crossing at

Gandhi Circle

Asoka Road to

Mandipet 9957 12645

22,675 27,089 Mandipet to Asoka

Road 12718 14444

5 RUB near Mandipet

junction

Aruna Talkies to

Hondada circle 6846 7236

17,118 18,875 Hondada circle to

Aruna Talkies 10272 11640

6 RUB near Forest

Department office

PB Road to Kondaji

Road 12639 18203

23,404 33,146 Kondaji Road to PB

Road 10765 14942

7 RUB at Harihar

Hospet road

Hospet to Shimoga 11128 16966 20,805 30,773

Shimoga to Hospet 9677 13807

Note: For 16 hours: 7am to 11pm

From the above table it is observed that the major flows in this screen line

is at RUB near APMC market, RUB near Forest department office, RUB at

Harihar-Hospet road and at Leveling crossing at Gandhi circle.

Peak Hour Traffic

The peak hour traffic volume in PCUs, Daily PCUs and percent peak hour

share at all the locations is presented in Table 4.3.

Table 4.3: Peak Hour Traffic at Screenline Locations

Sl

No

Road Name Peak

Hour PCU

Daily

PCU(16 hours)

Percent Peak Hour

Share (%) PCU

1 ROB at NH-4 near SS Institute of

Medical Sciences

1535 17839 8.61

2 RUB near Central Ware House 945 9896 9.55

3 RUB near APMC Market 2989 34138 8.75

4 Level Crossing at Gandhi circle 2496 27089 9.21

5 RUB near Mandipet Junction 1645 18875 8.71

6 RUB near Forest department Office 2698 33146 8.14

7 RUB at Harihar Hospet Road 2711 30773 8.81

Comprehensive Mobility Plan for Davanegere-Field Survey Report

Traffic Composition

Composition of traffic during peak hour is presented in Table 4.4.

Table 4.4: Peak Hour Traffic Composition at screen line locations

Sl

No Location Mode

City

Bus

Long

Distance

Bus

Intern

ation

al/Co

mpan

y Bus

Mini

Bus

Van/

Maxi

Cab

Car Taxi

Two-

Wheel

er

Share

Auto

Auto-

Ricksh

aw

LCV 2-Axle

Truck MAV

Tracto

r

Cycle

Ricks

haw

Cycle Carts

1

ROB at NH-4

near SS

Institute of

Medical

Sciences

% Share 0.0% 4.7% 0.0% 0.0% 7.0% 8.1% 2.9% 38.7% 3.9% 15.9% 5.6% 4.8% 0.3% 5.6% 0.0% 2.5% 0.0%

No of

Vehicles 0 46 0 0 69 80 29 381 38 156 55 47 3 55 0 25 0

2

RUB near

Central Ware

House

% Share 1.0% 0.0% 0.1% 0.4% 1.6% 3.6% 1.0% 34.6% 8.7% 25.5% 2.1% 1.9% 0.6% 4.0% 0.0% 13.6% 0.9%

No of

Vehicles 7 0 1 3 11 24 7 231 58 170 14 13 4 27 0 91 6

3 RUB near

APMC Market

% Share 0.0% 0.1% 0.0% 0.5% 7.4% 12.1% 6.1% 23.7% 8.6% 22.4% 6.4% 0.0% 0.0% 1.8% 0.0% 10.2% 0.7%

No of

Vehicles 0 2 0 11 169 277 140 545 198 513 148 0 0 41 0 235 16

4

Level

Crossing at

Gandhi circle

% Share 0.0% 0.1% 0.0% 2.4% 2.7% 4.5% 0.5% 32.8% 5.9% 28.2% 3.5% 0.0% 0.0% 0.2% 0.3% 17.3% 1.6%

No of

Vehicles 0 3 0 50 56 93 10 681 122 586 72 1 0 5 6 359 34

5

RUB near

Mandipet

Junction

% Share 0.1% 0.1% 0.0% 0.0% 0.2% 2.2% 0.0% 42.2% 0.1% 29.1% 3.5% 1.4% 0.0% 0.1% 0.0% 20.7% 0.1%

No of

Vehicles 1 2 0 0 3 32 0 619 2 427 52 20 0 2 0 304 2

6

RUB near

Forest

department

Office

% Share 0.0% 0.4% 0.0% 0.1% 2.3% 12.9% 0.4% 27.6% 0.8% 26.2% 4.2% 3.9% 0.0% 7.9% 0.0% 13.3% 0.1%

No of

Vehicles 0 7 0 2 41 229 7 492 14 467 74 70 0 141 0 237 1

7

RUB at

Harihar

Hospet Road

% Share 5.3% 8.9% 0.7% 0.7% 2.6% 10.9% 1.6% 34.6% 4.4% 15.5% 2.1% 5.3% 0.3% 1.2% 0.0% 5.8% 0.3%

No of

Vehicles 90 152 12 12 44 186 27 593 75 265 36 90 5 21 0 99 5


Table 4.5: Traffic Composition at screen line locations – (in Vehicles) 16 Hrs

Sl

No Location Mode

City

Bus

Long

Distance

Bus

Interna

tional/

Compa

ny Bus

Mini

Bus

Van/Ma

xi Cab Car Taxi

Two-

Wheel

er

Share

Auto

Auto-

Ricksh

aw

LCV 2-Axle

Truck MAV

Tract

or

Cycle

Ricks

haw

Cycle Carts

1

ROB at NH-4

near SS

Institute of

Medical

Sciences

% Share 0.0% 6.1% 0.6% 0.7% 5.0% 9.1% 2.6% 39.0% 4.0% 15.8% 4.8% 5.2% 0.3% 3.8% 0.0% 3.0% 0.0%

No of

Vehicles 4 713 65 81 577 1060 308 4541 460 1842 557 601 32 438 0 349 4

2

RUB near

Central

Ware House

% Share 1.0% 0.0% 0.3% 0.5% 2.3% 5.0% 1.3% 40.0% 5.4% 21.7% 3.1% 2.4% 0.4% 3.3% 0.2% 12.5% 0.3%

No of

Vehicles 74 0 26 37 177 378 99 3030 409 1646 236 182 33 251 18 947 25

3

RUB near

APMC

Market

% Share 0.1% 0.1% 0.1% 0.5% 7.0% 12.0% 6.7% 27.1% 7.8% 23.4% 3.6% 0.1% 0.0% 0.9% 0.3% 9.8% 0.4%

No of

Vehicles 31 32 15 145 1905 3260 1820 7374 2131 6361 975 36 0 253 71 2677 122

4

Level

Crossing at

Gandhi

circle

% Share 0.0% 0.2% 0.0% 0.3% 1.7% 5.7% 1.6% 33.2% 5.1% 27.4% 4.4% 0.5% 0.1% 0.3% 0.5% 17.5% 1.5%

No of

Vehicles 1 43 10 78 391 1295 359 7530 1161 6208 995 113 20 62 105 3962 342

5

RUB near

Mandipet

Junction

% Share 0.1% 0.1% 0.0% 0.0% 1.0% 2.9% 0.1% 46.0% 1.9% 26.3% 1.6% 0.8% 0.0% 0.3% 0.0% 17.9% 1.0%

No of

Vehicles 13 18 1 6 175 492 16 7872 331 4497 278 141 0 52 0 3062 164

6

RUB near

Forest

department

Office

% Share 0.0% 0.5% 0.1% 0.1% 1.5% 17.9% 0.1% 32.9% 0.4% 29.9% 3.9% 1.6% 0.5% 4.3% 0.0% 6.2% 0.2%

No of

Vehicles 0 123 13 19 346 4183 24 7697 97 6995 922 380 119 996 0 1450 40

7

RUB at

Harihar

Hospet Road

% Share 3.6% 6.1% 0.8% 1.0% 5.0% 8.9% 3.4% 32.3% 6.7% 17.0% 2.2% 3.7% 0.5% 1.1% 0.0% 7.4% 0.2%

No of

Vehicles 745 1270 174 213 1036 1854 710 6723 1403 3531 468 764 98 231 3 1547 35


Screen line Observations

The peak hour traffic is approximately 8.14 to 9.55% of the daily traffic observed.

Share of two wheelers is predominant at all screen line locations and averages at

33% in the peak hour.

Auto rickshaws are predominant at RUB near Forest department office with 30%.

Cycles are more at RUB near Mandipet junction with 20%.

Outer cordon volume count 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. Total inbound and outbound traffic at cordon locations is presented in

table 4.6.

Table 4.6: Traffic at outer cordon locations

Sl. No Road name

Towards

Davanagere Outside Davanagere Total

Vehicles PCU Vehicles PCU Vehicles PCU

1 Huchangi durga Road 2,310 3,643 2,258 3,840 4,568 7,483

2 Bangalore Road 5,120 11,934 5,922 13,025 11,042 24,959

3 Channagiri Road 3,505 6,465 2,073 3,702 5,578 10,167

4 Shimoga Road 4,593 8,052 2,899 5,384 7,492 13,436

5 Pune Road 4,624 9,445 6,034 13,662 10,658 23,107

6 Hospet Road 3,230 6,263 3,264 5,668 6,494 11,931

7 Harihar – Davanagere Road 4,193 6,887 3,550 6,413 7,743 13,300

As can be seen from the table above, the major traffic enters the city through NH4

(Bangalore Road and Pune road).

Peak Hour Traffic

The peak hour traffic volume and PCUs of all the locations are presented in Table

4.7.

Table 4.7: Peak Hour Traffic at Outer Cordon Locations

Sl.No Road Name Peak Hour Peak Hour

Vehicles

Peak Hour

PCU

1 Huchangi durga Road 15:15-16:15 332 676

2 Bangalore Road 12:15-13:15 751 1559

3 Channagiri Road 4:45-5:45 356 736

4 Shimoga Road 17:30-18:30 510 905

5 Pune Road 14:00-15:00 1312 2444

6 Hospet Road 8:45-9:45 550 1020

7 Harihar – Davanagere Road 17:30-18:30 579 942

Traffic Composition

Composition of traffic during peak hour is presented in Table 4.8. The share of cars

varies between 8% and 17% for the different locations. The highest traffic flow was

observed on NH4. The percentage of trucks/ multi axle vehicles varies from 4% to

29% at various locations. Bangalore Road (NH4) has the highest percentage of goods

vehicles at 29%.


Table 4.8: Peak Hour Traffic Composition at Outer Cordon Locations (Vehicles)

Sl

No Location Mode

City

Bus

Long

Distanc

e Bus

Interna

tional/

Compa

ny Bus

Mini

Bus

Van/Ma

xi Cab Car Taxi

Two-

Wheel

er

Share

Auto

Auto-

Ricksh

aw

LCV 2-Axle

Truck MAV Tractor

Cycle

Ricks

haw

Cycle Carts Total

1

Huchangi

durga

Road

% Share 1.5% 5.4% 0.0% 0.0% 2.4% 7.2% 1.8% 43.1% 1.5% 5.4% 6.3% 4.2% 0.0% 18.7% 0.3% 1.5% 0.6% 100%

No of

Vehicles 5 18 0 0 8 24 6 143 5 18 21 14 0 62 1 5 2 332

2 Bangalore

Road

% Share 0.0% 2.9% 1.1% 1.2% 8.0% 18.5% 2.0% 21.6% 2.7% 1.1% 8.5% 20.4% 8.8% 1.2% 0.1% 1.9% 0.1% 100%

No of

Vehicles 0 22 8 9 60 139 15 162 20 8 64 153 66 9 1 14 1 751

3 Channagiri

Road

% Share 0.0% 13.2% 0.0% 1.4% 3.1% 14.9% 0.8% 17.1% 12.9% 14.3% 4.8% 7.3% 0.6% 5.9% 0.0% 3.7% 0.0% 100%

No of

Vehicles 0 47 0 5 11 53 3 61 46 51 17 26 2 21 0 13 0 356

4 Shimoga

Road

% Share 0.0% 6.6% 0.0% 1.2% 5.4% 14.1% 1.5% 29.1% 13.9% 1.3% 7.1% 13.1% 1.7% 1.7% 0.0% 1.7% 1.5% 100%

No of

Vehicles 0 34 0 6 28 73 8 151 72 7 37 68 9 9 0 9 8 510

5 Pune Road

% Share 0.0% 1.8% 0.8% 1.7% 8.9% 14.7% 7.9% 18.4% 7.5% 4.4% 10.4% 13.6% 8.8% 0.5% 0.0% 0.4% 0.0% 100%

No of

Vehicles 0 24 11 22 117 193 104 242 99 58 137 178 115 7 0 5 0 1312

6 Hospet

Road

% Share 0.2% 7.6% 2.0% 0.4% 7.6% 11.3% 2.2% 24.2% 4.5% 15.5% 4.9% 8.9% 1.3% 5.3% 0.2% 4.0% 0.0% 100%

No of

Vehicles 1 42 11 2 42 62 12 133 25 85 27 49 7 29 1 22 0 550

7

Harihar –

Davanager

e Road

% Share 4.5% 7.4% 0.7% 0.0% 2.9% 9.0% 6.0% 41.8% 1.7% 5.0% 6.7% 7.3% 0.9% 4.5% 0.0% 1.2% 0.3% 100%

No of

Vehicles 26 43 4 0 17 52 35 242 10 29 39 42 5 26 0 7 2 579

Comprehensive Mobility Plan for Davanagere– Field Survey Report

Outer Cordon Volume Count Observations

Of the surveyed outer cordon locations Bangalore Road has the highest

number of vehicles at about 24,959 PCUs.

Huchangi durga road has the lowest traffic flow.

On an Average, two wheelers constitute 27% of total vehicles followed by

Car/ Van/ Jeep/ Taxi with 15% and trucks with 11%.

4.2. Bus Stop Passenger Volume Count

Bus stop /Railway station passenger count survey was conducted for 8 hrs at

Bus stops covering morning and evening peak periods. The total boarding and

alighting passengers at the bus stop is presented in Table 4.9 to 4.18.

Table 4.9: Bus Passenger Count at CG Hospital

Time

Direction1: Towards Shamanur

Direction2: Towards Central Bus

stop

Boarding Alighting Total Boarding Alighting Total

8.00-9.00 50 31 81 51 27 78

9.00-10.00 54 28 82 48 17 65

10.00-11.00 39 15 54 33 12 45

11.00-12.00 52 34 86 36 12 48

16.00-17.00 50 57 107 26 17 43

17.00-18.00 58 61 119 30 9 39

18.00-19.00 41 39 80 15 13 28

19.00-20.00 55 32 87 57 36 92

Table 4.10: Bus Passenger Count at Gundi Mahadevappa Kalyana Mandapa Bus stop

Time

Direction 1:Towards Vinoba Nagar Direction 2: Towards Vidhya Nagar


8.00-9.00 3 6 9 27 23 50

9.00-10.00 20 11 31 11 6 17

10.00-11.00 17 18 35 23 9 32

11.00-12.00 22 18 40 29 18 47

16.00-17.00 15 11 26 13 5 18

17.00-18.00 6 13 19 9 9 18

18.00-19.00 22 11 33 24 9 32

19.00-20.00 12 10 22 21 11 32

Table 4.11: Bus Passenger Count at ITI College Bus stop

Time

Direction 1: Towards ITI college Direction 2: Towards Belandur


8.00-9.00 41 26 67 27 28 55

9.00-10.00 29 26 55 27 29 56

10.00-11.00 42 30 72 31 26 57

11.00-12.00 53 29 82 31 29 60

16.00-17.00 37 29 66 28 21 49

17.00-18.00 23 20 43 58 48 106

18.00-19.00 16 35 51 20 41 61

19.00-20.00 23 28 51 14 27 41

Comprehensive Mobility Plan for Davanagere– Draft final Report

Table 4.12: Bus Passenger Count at Kondajji Bus stop

Time

Direction 1: Towards vidyarthi

bhavan

Direction 2:

Towards chennagiri


8.00-9.00 42 22 64 25 18 43

9.00-10.00 59 35 94 51 32 83

10.00-11.00 55 36 91 24 26 50

11.00-12.00 31 29 60 31 27 58

16.00-17.00 27 28 55 15 30 45

17.00-18.00 54 19 73 18 41 59

18.00-19.00 15 22 37 8 36 44

19.00-20.00 11 5 16 9 17 26

Table 4.13: Bus Passenger Count at Railway station Bus stop

Time

Direction 1: Towards Harihara Direction 2: Towards Davanagere


8.00-9.00 96 83 179 70 119 189

9.00-10.00 92 108 200 42 58 100

10.00-11.00 66 78 144 75 76 151

11.00-12.00 101 127 228 32 48 80

16.00-17.00 64 89 153 66 40 106

17.00-18.00 93 88 181 72 76 148

18.00-19.00 66 126 192 59 60 119

19.00-20.00 19 60 79 95 108 203

Table 4.14: Bus Passenger Count at Shri Shaila Mutt Bus stop

Time

Direction 1: Towards Aruna circle

Direction 2: Towards Telephone

office


8.00-9.00 39 37 76 9 9 18

9.00-10.00 35 12 47 34 6 40

10.00-11.00 30 15 45 51 13 64

11.00-12.00 62 51 113 110 25 135

16.00-17.00 36 26 62 106 26 132

17.00-18.00 9 7 16 92 28 120

18.00-19.00 26 15 41 106 28 134

19.00-20.00 45 38 83 119 36 155

Table 4.15: Bus Passenger Count at Lakshmi Flour Mill Bus stop

Time

Direction 1:Towards Shanmanur Direction 2: Towards Gundi circle


8.00-9.00 9 37 46 12 31 43

9.00-10.00 2 34 36 14 4 18

10.00-11.00 2 16 18 15 8 23

11.00-12.00 9 21 30 17 19 36

16.00-17.00 9 6 15 22 7 29

17.00-18.00 17 23 40 18 10 28

18.00-19.00 8 23 31 15 6 21

19.00-20.00 5 19 24 15 8 23


Table 4.16: Bus Passenger Count at Vidhyarthi Bhavan Bus stop

Time

Direction 1: Towards Vidhyarthi

Bhavan

Direction 2: Towards Jayadeva

circle


8.00-9.00 58 33 91 21 17 38

9.00-10.00 87 33 120 27 17 44

10.00-11.00 59 29 88 37 53 89

11.00-12.00 63 36 99 51 37 88

16.00-17.00 68 40 108 52 41 93

17.00-18.00 80 51 131 99 81 180

18.00-19.00 72 37 109 56 45 101

19.00-20.00 71 62 133 46 39 85

Table 4.17: Bus Passenger Count at Court Road

Time

Towards Regional Transport Office Towards MCC A block


8.00-9.00 42 26 68 43 23 66

9.00-10.00 45 23 68 40 14 54

10.00-11.00 33 13 46 28 10 38

11.00-12.00 43 28 71 30 10 40

16.00-17.00 42 48 90 22 14 36

17.00-18.00 48 51 99 25 8 33

18.00-19.00 34 33 67 13 11 24

19.00-20.00 46 27 73 48 30 78

Table 4.18: Bus Passenger Count at Apoorva Hotel

Time

Towards Court Road Towards Old Busstand


8.00-9.00 116 66 182 42 34 76

9.00-10.00 174 66 240 54 34 88

10.00-11.00 118 58 176 74 106 180

11.00-12.00 63 36 99 102 74 176

16.00-17.00 68 40 108 104 82 186

17.00-18.00 80 51 131 198 162 360

18.00-19.00 72 37 109 112 90 202

19.00-20.00 71 62 133 92 78 170

Bus terminal /Railway station passenger count survey was conducted for a

period 8 hours covering morning and evening peak hours at Davanagere KSRTC

Bus stand and at Davanagere Railway station.

Bus Terminal Passenger Count:

The total boarding and alighting passengers at the Davanagere bus terminal is



Table 4.19: Bus passenger Count at KSRTC Bus Terminal- Davanagere

Time Boarding Alighting Total

8:00 to 9:00 588 466 1054

9:00 to 10:00 813 633 1446

10:00 to 11:00 877 826 1703

11:00 to 12:00 729 757 1486

4:00 to 5:00 814 804 1618

5:00 to 6:00 766 639 1405

6:00 to 7:00 659 610 1269

7:00 to 8:00 562 578 1140

Total 5808 5313 11121

The maximum number of passengers are observed between 10:00 AM to 11:00

PM at Davanagere Bus stand.

Railway station Passenger Count:

The total boarding and alighting passengers at the Davanagere Railway station

is presented in Table 4.20.

Table 4.20: Rail Passenger Count at Davanagere Railway station

Time Boarding Alighting Total

8:00 to 9:00 573 479 1052

9:00 to 10:00 482 390 872

10:00 to 11:00 441 402 843

11:00 to 12:00 342 327 669

16:00 to 17:00 376 372 748

17:00 to 18:00 471 475 946

18:00 to 19:00 541 359 900

19:00 to 20:00 474 316 790

Total 3701 3120 6821

OD Pattern: Of the sample surveyed, from the rail passenger interview

survey, it is found that nearly 50% of rail trips are happening between

Davanagere and Bangalore followed by 12% between Tumkur and Davanagere.

4.3. Pedestrian Volume Count

Pedestrian counts were carried out for a period of 12 hours for peak hour on a

normal working day and the results are presented below.

Pedestrian Volume Summary – Mid blocks

Peak hour pedestrian volume counts were carried out from morning 8:00AM to

20:00 PM. The total pedestrian count summary for a period of 12 hours at the

surveyed locations is presented in Table 4.21.


Table 4.21: Pedestrian Volume Count Summary – 12 hrs

Sl No Locations Pedestrian Volume

(12 Hrs)

1 Near Akkamma devi cirlce 2,801

2 Ashoka Road 8,445

3 Hardekar Manjappa Road 11,625

4 Kondaji Road 3,152

5 Seethamma college road 9,792

Of all the surveyed locations, maximum number of pedestrians are observed

at Hardekar Manjappa Road with 11,625 pedestrians.

Figure 4.1: Pedestrian Volume at midblock locations

Peak Hour Volume

The peak hour pedestrian volume of all the locations is presented in Table

4.22. The peak hour passenger volume is highest at Seethamma college road

at 1,995, followed by Hardekar Manjappa Road and Asoka Road at over 1,000

pedestrians. The peak hour is in the evening for all locations.

Table 4.22: Pedestrian Volume Counts-Peak Hour

Sl No Locations Peak Hour count

Volume Time

1 Near Akkamma devi cirlce 410 17.00 Pm to 18.00 Pm

2 Ashoka Road 1244 17.00 Pm to 18.00 Pm

3 Hardekar Manjappa Road 1631 19.00 Pm to 20.00 Pm

4 Kondaji Road 445 17.00 Am to 18.00Am

5 Seethamma college road 1995 10.00 Pm to 11.00 Pm


Figure 4.2: Pedestrian Volume Count Summary-Peak Hour

Pedestrian Volume Summary - Junctions

Peak hour pedestrian volume counts were carried out from morning 8:00AM to

12:00 PM and from 4:00 PM to 8:00 PM. The total pedestrian count summary

(8Hrs), peak hour and peak hour pedestrian volume at the surveyed locations

is presented in table 4.23 below.

Table 4.23: Pedestrian Volume Count Summary - junctions

Sl.No Name of the junction

Pedestrian

volume

(8 Hrs)

Peak Hour

Peak hour

Pedestrian

volume

1 Vidyarthi Bharan Circle 5473 16:00-17:00 798

2 Ambedkar circle 8049 16:00-17:00 1347

3 Aruna circle 13765 16:00-17:00 2201

4 Gandhi Circle 14266 10:00-11:00 1937

5 Jayachamaraj- kolar circle 7910 17:00-18:00 1241

6 Jayadeva circle 10016 18:00-19:00 1469

7 KEB circle 7389 11:00-12:00 1137

8 Shimoga- Harihar Junction 4435 10:00-11:00 589

9 Hanumanthappa junction 10784 18:00-19:00 1654

Of all the surveyed locations, maximum number of pedestrians are observed

at Gandhi circle with 14266 pedestrians for 8 hour duration followed by Aruna

circle with 13765 pedestrians.


Figure 4.3: Pedestrian Volume at junctions (8 Hrs)

Peak Hour Volume

The peak hour pedestrian volume is highest at Aruna circle with 2201

pedestrians followed by Gandhi Circle with 1937 pedestrians.

4.4. Speed and Delay Survey

Based on the speed and delay survey conducted on all major road stretches

within the city, the journey speed on major corridors is in the range of as

shown in figure 4.4.

Figure 4.4: Journey speeds on major corridors

0

5000

10000

15000

20000

25000

30000

Vid

yart

hi B

har

anC

ircl

e

Am

bed

kar

circ

le

Aru

na

circ

le

Gan

dh

i Cir

cle

Jaya

cham

araj

-ko

lar

circ

le

Jaya

dev

a ci

rcle

KEB

cir

cle

Shim

oga

- H

arih

arJu

nct

ion

Han

um

anth

app

aju

nct

ion

No

of

pe

de

stri

ans

Name of the junction

Pedestrian Volume - Junctions(8 Hrs)


Speeds on major corridors are presented in Table 4.24.

Table 4.24: Average journey speeds on major corridors

Sl.No Name of the Road From To

Average

Journey

speed

( Kmph )

1 PB Road

Avaragere Harihara 36.74

Harihara Avaragere 33.34

2 Hadadi Road

BSNL Office Vidyuth Nagar 26.90

Vidyuth Nagar BSNL Office 40.81

3 Shamanor Shiva

sankarappa road

Vidyarthi Bhavan Siva sankarappa Road 22.94

Siva sankarappa Road Vidyarthi Bhavan 22.43

4 Asoka road

Gandhi circle Jayadeva Circle 29.03

Jayadeva Circle Gandhi circle 30.00

5 Akkamma devi Road

IC Circle IDBI Bank 25.89

IDBI Bank IC Circle 24.80

6 BIET Road

Ashraya Hospital Bypass 17.20

Bypass Ashraya Hospital 16.13

7 Vidyanagar Main

Road

Bypass Moti Veerappa college 22.82

Moti Veerappa college Bypass 24.31

4.5. Road Side Interview survey

Road side interview survey was conducted at 7 locations and the details are

presented in the following sections.

Trip Frequency- Private Vehicles

Daily trips formed majority of the trips at the outer cordons, followed by

weekly trips. The trip frequency for all locations is shown in Table 4.25 and

the average trip frequency is shown in Figure 4.5.

Table 4.25: Outer Cordon- Trip Frequency

Location Name

Trip Frequency

Daily Alternate

days Weekly Monthly Others

Huchangi durga Road 34% 11% 34% 18% 3%

Bangalore Road 29% 9% 16% 18% 28%

Channagiri Road 26% 6% 28% 18% 23%

Shimoga Road 47% 12% 13% 10% 19%

Pune Road 62% 25% 7% 3% 3%

Hospet Road 25% 3% 30% 28% 13%

Harihar – Davanagere Road 30% 2% 33% 13% 12%

Average 36% 10% 23% 15% 14%


Figure 4.5: Average Trip Frequency Distribution

Trip Purpose- Private Vehicles

Analyses on purpose of journey revealed that majority of the trips are work

trips. Table 4.26 shows the trip purpose at outer cordon points. Figure 4.6

shows the distribution of trip purpose.

Table 4.26: Purpose of journey on Cordon Points

Location Name

Purpose of the Trip

Work Business Education Social &

Recreation Tourism Others

Huchangi durga Road 36% 26% 2% 18% 6% 12%

Bangalore Road 28% 28% 2% 11% 16% 14%

Channagiri Road 23% 26% 14% 13% 8% 16%

Shimoga Road 31% 23% 2% 11% 8% 25%

Pune Road 23% 35% 3% 14% 3% 21%

Hospet Road 36% 20% 2% 14% 16% 12%

Harihar – Davanagere Road 43% 26% 3% 10% 9% 8%

Average 31% 26% 4% 13% 9% 15%

Figure 4.6: Trip Purpose – Passenger vehicles


Occupancy- Private Vehicles

From the data average vehicle occupancy is also estimated. Table 4.27 shows

the average occupancy at all locations across cordon points.

Table 4.27: Average Occupancy by Vehicle Type on Cordon Points

Location Name Average Vehicle Occupancy

Two Wheeler Car Auto * Taxi

Huchangi durga Road 1.80 2.43 4.25 2.5

Bangalore Road 1.65 2.44 3.04 2.49

Channagiri Road 1.70 2.92 3.73 3.05

Shimoga Road 1.66 2.46 3.40 3.14

Pune Road 1.70 2.43 3.67 2.97

Hospet Road 1.80 2.62 3.66 2.52

Harihar – Davanagere Road 1.71 2.48 3.56 2.57

Average 1.72 2.54 3.62 2.75

(Note: Occupancy for Car, Auto and Taxi includes the drivers also; Auto Rickshaw includes Shared Auto rickshaw)

Trip Frequency- Goods Vehicles

Weekly trips formed majority of the trips at the outer cordons, followed by

Daily trips. The trip frequency for all locations is shown in Table 4.28.

Table 4.28: Trip Frequency – Goods Vehicles

Road name

Trip Frequency

Daily Alternate

days Weekly Monthly Others

Huchangi durga Road 41% 5% 42% 6% 6%

Bangalore Road 34% 3% 48% 14% 1%

Channagiri Road 20% 11% 51% 17% 1%

Shimoga Road 56% 5% 24% 11% 4%

Pune Road 23% 5% 56% 13% 2%

Hospet Road 13% 15% 62% 9% 1%

Harihar – Davanagere Road 28% 6% 57% 3% 6%

Average 31% 7% 49% 10% 3%

Trip Purpose- Goods Vehicles

Analyses on purpose of journey revealed that majority of the trips are for Un

loading goods followed by loading of goods. Table 4.29 shows the trip purpose

at outer cordon points.

Table 4.29: Trip Purpose – Goods Vehicles

Road name

Trip purpose

Loading Unloading Others

Huchangi durga Road 70% 27% 3%

Bangalore Road 11% 89% 0%

Channagiri Road 34% 63% 2%

Shimoga Road 13% 86% 1%

Pune Road 35% 64% 1%

Hospet Road 69% 29% 2%

Harihar – Davanagere Road 60% 40% 0%

Average 42% 57% 1%


By-passable Traffic:

The total inbound and outbound traffic of trucks/ 2 axles, MAV’s and LCV’s in

Davanagere city per day are 7331, 3025 and 4517 vehicles. The commercial

vehicle traffic per day is presented in Table 4.30.

Table 4.30: Commercial Vehicle Traffic - Per day

Traffic Movement % share - Trucks/

2 Axle % share -

MAV % share –

LCV

Internal to Internal 0% 0% 55%

Internal to External 26% 25% 11%

External to Internal 50% 40% 24%

External to External 24% 35% 11%

From the above table it is observed that 24% of truck/2-Axle traffic, 35% of

MAV traffic and 11% of LCV traffic has no business in Davanagere city which is

the by-passable Traffic.

Comprehensive Mobility Plan for Davanagere– Field Survey Report

Table 4.31: Goods Vehicles- Types of Goods (%)

R

oad N

am

e

Mode

1.

Food g

rain

s,

Vegeta

ble

, C

ere

als

2.

Wood

3.

Fis

heri

es

4.

Sto

ne,

Coals

5.

Indust

rial

Mate

rials

6.

Petr

ole

um

Pro

ducts

7.

Buildin

g M

ate

rials

8.

Consu

mer

item

s

9.

Em

pty

10.

Rubber

Rela

ted

Pro

ducts

11.

Oth

ers

Huchangi durga Road

LCV 14% 12% 3% 2% 2% 1% 7% 20% 25% 1% 14%

Truck 2% 7% 4% 7% 1% 2% 18% 18% 29% 3% 7%

MAV 20% 0% 0% 0% 8% 0% 16% 4% 48% 0% 4%

Bangalore Road

LCV 66% 2% 2% 1% 1% 0% 2% 0% 17% 0% 10%

Truck 22% 8% 1% 13% 11% 6% 12% 8% 9% 1% 11%

MAV 17% 2% 6% 17% 13% 15% 0% 11% 7% 0% 13%

Channagiri Road

LCV 33% 9% 1% 0% 1% 0% 3% 3% 37% 2% 11%

Truck 20% 12% 1% 8% 8% 3% 13% 7% 12% 3% 14%

MAV 16% 14% 2% 8% 6% 0% 0% 2% 26% 6% 20%

Shimoga Road

LCV 17% 11% 1% 5% 9% 1% 15% 7% 23% 0% 11%

Truck 9% 8% 1% 10% 26% 4% 10% 8% 14% 0% 11%

MAV 20% 7% 0% 1% 12% 4% 7% 8% 27% 0% 14%

Pune Road

LCV 23% 11% 2% 15% 10% 3% 7% 7% 9% 2% 9%

Truck 14% 11% 1% 18% 11% 3% 6% 9% 4% 4% 18%

MAV 10% 12% 2% 8% 22% 2% 8% 4% 6% 2% 23%

Hospet Road

LCV 14% 8% 5% 2% 7% 5% 14% 13% 19% 10% 3%

Truck 11% 11% 6% 3% 13% 6% 14% 14% 15% 2% 4%

MAV 12% 3% 4% 2% 18% 3% 22% 12% 17% 4% 5%

Harihar – Davanagere Road

LCV 13% 6% 5% 2% 6% 3% 4% 13% 44% 1% 3%

Truck 13% 8% 5% 5% 11% 6% 21% 10% 16% 0% 5%

MAV 5% 12% 8% 3% 14% 5% 27% 8% 17% 0% 3%


Observations

Trip frequency for private vehicles shows that approximately 36% of

the trips are daily trips.

When comparing various trip purposes of passenger vehicles at the

cordons, work trips are highest and are followed by business trips.

The majority of the goods that the commercial vehicles carry in the

study area include food materials, vegetables, building materials,

Industrial materials and wood.

Average occupancy observed for car is 2.54, two-wheeler is 1.72,

auto rickshaw is 3.6 and taxi is 2.75.

4.6. Household Interview

Survey Analysis

The data obtained from the interview forms were converted into numerical

codes according to the predetermined code lists and were used as inputs for

analysis. Data collected from the sample household were expanded to

represent the whole population of the respective zone with the expansion

factor arrived at for each traffic zone. The expansion factor was obtained

by dividing the total number of estimated households in the survey area for

each traffic zone by the total number of successful households interviewed

in the respective zone.

Demographic and Socio Economic Characteristics

The size of household in terms of total members in it would have a

significant influence on the quantum of trip made by the household.

Similarly the household and vehicle ownership could be important factors in

the determination of travel modes used by the households for trip making.

The population, its distribution in an area and its composition in terms of

age, sex, working members and students constitute as equally important

factors influencing trip making rates of a household as family size and

household income. The number of vehicles available for use by the

household would also influence the trip making and mode of travel. Some

so-economic characteristics are shown below. Details regarding travel

behavior etc will be illustrated in detail in the Travel Demand Model

analysis.


Table 4.32: Distribution of Household by size

HH size No of households % Share

1 101 2%

2 791 12%

3 1448 22%

4 1864 29%

5 1311 20%

6 603 9%

>=7 362 6%

Total 6480 100%

Table 4.33: Distribution of Households by Income Level

Income Range (Rs) No of Households Percentage of House holds

up to 1500 9 0.1%

1501-3000 238 4%

3001-5000 790 12%

5001-10000 2152 33%

10001-20000 1884 29%

20001-30000 922 14%

30001-40000 304 5%

40001-50000 78 1%

above 50000 101 2%

Table 4.34: Average Vehicle ownership

Average Vehicle ownership per House Hold Vehicle Ownership

Cycle 0.50

Two wheeler 0.97

Car 0.14

Auto 0.02

Table 4.35: Average Mode wise Trip Length

Mode Average Trip Length(Km )

Walk 1.22

Cycle 2.68

Two Wheeler 4.08

Car 7.20

Taxi 7.50

Public transport ( KSRTC) 6.86

Auto Rickshaw 3.58

Table 4.36: Mode Share

Mode Trips from HHI % share

Walk 4931 18%

Cycle 3837 14%

Two wheeler 12133 44%

Car 1383 5%

Auto Rickshaw 3318 12%

PT 1858 7%


Figure 4.7: Mode Share – Base year

Observations

The median household income is about Rs 5001-10000

The average household size is 4.12.

Trip Rate for all modes is 1.03 where as motorized trip rate is 0.70

4.7. Turning Volume Count Survey

Classified Traffic Volume Count was done at the following intersections. The

following peak hour PCUs observed indicate that the most critical junctions

in the city include Hanumanthapa junction, Vidhyarthi bhavan junction and

Gandhi circle at Harihar.

The peak hour traffic volumes and the direction of maximum traffic are

given below:

Table 4.37: Peak Hour Traffic Volume at Intersections

Intersection Peak Hour Peak Hour

Traffic Volume

Peak Traffic Volume ( PCU)

Direction of Maximum Flow

Gundhi Circle 09:15 – 10:15 4117 4662 Shamannur Road to Vidhyarthi Bhavan

Hanumanthapa Junction

17:30 – 18:30 5723 7898 Harihara to Bangalore Road

High School Junction 10:15 – 11:15 3184 4346 Harihara to Bangalore Road

Vidhyarthi Bhavan circle

9:30 – 10:30 4729 5980 Hadadi Road to Railway station

Gandhi circle 16:00 – 17:00 4012 5105 Shimoga to Hospet

Junction of Shimoga – Harihar Road

13:30 – 14:30 4272 5216 Shimoga to harihara

Ambedkar circle 18:00-19:00 5487 4686 Jayadeva circle to Vidhyarthi bhavan

Aruna Talkies Junction 10:30-11:30 3863 4622 From Busstand road towards Court Road


The traffic flow diagrams for the peak hour for all the junctions are given in

annexure. The total volume (8 Hrs) in vehicles and in PCUs is presented in

table 4.38.

Table 4.38: Traffic Volume at junctions- 8 Hrs

4.8. Road Inventory Survey

A Road Inventory survey was carried out on all major stretches of roads in

Davanagere City, for a total of about 100 kms. Based on the survey results,

an analysis has been carried out with respect to the type of carriageway

(upto 2 lanes, 2-4 lanes, 4-6 lanes & more than 6 lanes), availability of

median (divided/undivided Carriageway), availability of footpath, total

ROW etc and the results are presented below.

Types of carriage-way

Of the total roads covered in the inventory, 53% of the roads have single

lane un-divided Carriageway, while, 20 % is with two lane undivided

carriageway. Four lane roads account to only 13% of the total road network.

Carriageway type of the roads in DUDA is presented in Table 4.39 and in

Figure 3.7.

Table 4.39: Carriage way types

No of Lanes % Share

Single lane 53%

Intermediate Lane (5.5 m) 14%

2 Lane Undivided 20%

4 Lane- Divided 13%

Total 100%

Intersection Traffic volume

( in Vehicles)

Traffic Volume

(in PCUs)

Gundhi Circle 26235 29500

Hanumanthapa Junction 37972 52759

High School Junction 23235 31166

Vidhyarthi Bhavan circle 30349 38322

Gandhi Circle 29070 33504

Junction of Shimoga – Harihar Road 20887 23627

Ambedkar circle 35115 30916

Aruna Circle 25032 29578


Figure 4.8: Carriage way types

Median Availability

Majority of roads in Davanagere do not have median and it is available only

for 13% of roads.

Table 4.40: Availability of Median

Median Availability % Share

Present 13%

Absent 87%

Availability of Footpath

Availability of footpath in the study area is presented in Table 4.4`.

Table 4.41: Availability of footpath

Availability of Footpath % Share

Paved 10%

Unpaved 74%

Absent 16%

Encroachments

Encroachments are classified into three categories such as heavy i.e.,

encroachments are present on both sides of the road heavily causing

problems for the movement of traffic and pedestrians, Moderate i.e.,

encroachments are present partially on either sides of the road and Nil i.e.,

they are absent in the study area is shown in figure 4.9


Figure 4.9: Encroachments

Presence of Road Markings

Availability and quality of markings has been classified into four categories

such as good i.e., markings are as per IRC specifications, fair i.e., as per

standards but fairly visible and poor i.e., not as per IRC specifications and

not visible. Road markings are not available for about 70% of total network

length in the study area. Presence of sign boards is presented in table 4.42

and figure 4.10.

Table 4.42: Presence of signboards

Road Markings % share

Absent 73%

Fair 6%

Good 19%

Poor 2%

Total 100%

Figure 4.10: Signboards

Observations

50% of roads in Davanagere are single lane two way undivided roads

Median is not available for 80% of roads

Road markings are not available for 70% of roads


4.9. Cyclist Opinion survey

Cyclist Opinion Survey has been carried out on a sample basis on locations in

the study area where the Non-Motorized Transport is predominant. More

number of Cyclists are observed on PB road inside city area, near to the

junctions like Jayadeva circle, Aruna circle, Vidyarthibnaran circle,

Hanumanthappa junction etc. The survey was carried out to understand

travel characteristics of cyclists as well as their issues related to the travel

i.e., safe and comfortable.

Survey Results

Average Distance Travelled

Information on the distance travelled and the time taken for each trip of all

the respondents were collected. It was observed that the average distance

travelled is 1.97 km and the average trip time is around 27 minutes.

Table 4.43: Trip length Distribution - Cyclists

Distance % share

1 23%

2 43%

3 28%

4 2%

>5 3%

Total 100%

Figure 4.11: Trip length Distribution – Cyclists

Trip Purpose - Cyclists

Analysis on purpose of trip reveals that the share of Education trips is more

with 53% followed by work/Business trips about 29%. The distribution of

cycle trips by purpose is shown in figure 4.12.


Figure 4.12: Trip Purpose – Cyclists

Trip Frequency

Analysis of trip frequency shows that daily trips are more with 82% followed

by weekly and monthly trips with about 12% and 4% respectively.

Figure 4.13: Trip Frequency – Cyclists

Average travel / Maintenance Cost

The average maintenance cost per month is presented in Table 4.44.

Table 4.44: Average Maintenance Cost Average Monthly maintenance cost % Share

<=50 27%

50-100 46%

101-200 20%

201-300 2%

301-500 5%

Total 100%

Problems while riding a bi-cycle

The respondents were asked to indicate their opinions on the severity of

problems while riding cycle. They were given a list of usual problems and

were asked to rank these options based on their view on each factor


contributing to their insecure ride. Rank 1 was given to the major

contributing factor and the Rank 6 was given to the least contributing

factor. The weighted rank was arrived by assessing the share of samples

giving priority to each problem. The estimated weighted rank is given in

Table 4.45.

Table 4.45: Problems while riding a bi-cycle

Problems while riding cycle Rank

High Volume of Traffic 1

High Speed of Vehicles 2

Interference due to parking/pedestrians/bus stops 3

Bad condition of road/shoulders 6

Absence of proper lighting 4

Difficulty in crossing junctions 5

It was observed that most of the respondents pointed that the major factors

contributing to their insecurity is mainly due to the high volume of vehicles

and high speed of vehicles while riding cycle. This in other way illustrates

the requirement of separate cycle track. Absence of proper lighting and

Interference due to parking/pedestrians/bus stops were also indicated as

the problems while riding cycle.

Opinion on necessity of separate Cycle Track

Respondents were asked to indicate their opinion on the necessity of

separate cycle track. Majority of the respondents (about 44%) feels that

separate cycle track is very essential. About 31% of them feel that it is

desirable to have a separate cycle track. The details are shown in Figure

4.14.

Figure 4.14: Necessity of separate Cycle – track

4.10. Truck Operator Survey

Truck operator interview survey has been carried out to assess the

characteristics of the operators in terms of their operating characteristics.

This would act as a major input towards economic analysis, model

development and preparation of truck routing /terminal plans.


Trip Frequency – Truck

Trip frequency of trucks is presented in table 3.38. Majority of the truck

trips are weekly trips (50%) followed by daily trips with 25%.

Table 4.46: Trip Frequency Trip Frequency % Share

Daily 25%

Weekly 50%

Monthly 25%

Total 100%

Commodity Type

The types of commodities carried by trucks are shown in figure 4.15.

Figure 4.15: Types of commodities

Operational difficulties- Truck Operators

The truck operators were asked to specify their operational difficulties.

They were given a list of usual problems and were asked to rank these

options based on their view on each factor. Rank 1 was given to the major

contributing factor and the Rank 6 was given to the least contributing

factor. The weighted rank was arrived by assessing the share of samples

giving priority to each problem. The estimated weighted rank is given in

Table 4.47.

Table 4.47: Operational Difficulties

Sl.No Operational Difficulties Ranking

1 No Parking facility 2

2 Ban on some roads or time 5

3 Poor quality of roads 6

4 Narrow roads 7

5 No terminal facilities 1

6 Lack of general facilities 3

7 No weighing facilities 4

8 Others 8

It was observed that most of the operators pointed that the major factors

contributing to their operational difficulty is mainly due to the absence of

truck terminal and no parking facilities available and because of this trucks


were parked on the road side. This in other way illustrates the requirement

of truck terminal.

Observations:

Average trip distance travelled: 700 km

Range of Market value of Goods: Rs. 15,000 to Rs 3, 00,000.

Average Loading Capacity: 10.25 Tonnes

No Parking and terminal Facilities. So vehicles are parked on the streets.

4.11. Parking Survey

On-street Parking Survey Results

The Parking Car Equivalents (PCE) adopted for different vehicle types for

the analysis are in conformity with the earlier Study and are given in Table

4.48. The results are presented in the following section.

Table 4.48: PCE Values Adopted for Various Vehicle Types

Sl. No. Vehicle Category PCE

1 Car 1.0

2 Two Wheelers 0.2

3 Bus 2.5

4 Trucks 2.5

5 LCV 1.75

6 Auto Rickshaws (IPT) 0.5

7 Bi-Cycles 0.1

8 Cycle Rickshaw 0.8

9 Bullock Carts/ Hand Driven Carts 3.2 (Source: Chennai Parking study-2003)

Results

Maximum PCE and Peak hour at the survey locations is presented in table

4.49.

Table 4.49: Peak Hour and Maximum PCE at on-street survey locations

Sl. No. Location Maximum

PCE Peak Hour

1 Akkamma devi Road 15 19:00-19:30

2 Ashoka Road 12 13:30- 14:00

3 Chethan Road 12 18:00-18:30

4 From Jaya deva circle to Municipal office (LHS) 11 11:30- 12:00

5 From Jaya deva circle to Municipal office (RHS) 9 13:30-14:00

6 PB Road 30 19:30-20:00

Table 4.50: Peak Hour and Maximum PCE at Off-street Parking locations

Sl. No. Location Maximum

PCE Peak Hour

1 At Govt Hospital 180 18:00 – 19:00

2 At Railway Station 187 14:00-15:00

3 At KSRTC Bus Stand 14 14:00-15:00

4 At court 118 11:00-12:00


Akkama Devi Road

Parking Duration

Figure 4.16: Classification of parking Duration- Akkama devi Road (LHS)

Types of vehicles parked at the survey location are presented in Table 4.51.

Table 4.51: Types of vehicles parked at Akkama Devi Road

Type Count % share Auto Rickshaw 15 5%

Bus 1 0%

Car Big 8 2%

Car Small 44 14%

LCV 0 0%

Two wheeler 252 78%

Van 2 1%

Total 323 100%

Ashoka Road

Parking Duration

Figure 4.17: Classification of Parking Duration –Ashoka Road


Types of vehicles parked at the survey location are presented in table 4.52.

Table 4.52: Types of vehicles parked from Ashoka Road

Chethan Road

Parking Duration

Figure 4.18: Classification of Parking Duration- Chethan Road


Table 4.53: Types of vehicles parked at Chethan Road

Type Count % share

Auto Rickshaw 6 1%

Car Small 15 4%

Car big 5 1%

Two Wheeler 375 94%

Total 401 100%

Type Count % share


Bus 1 0%

Car Big 10 3%

Car Small 27 8%

Two Wheeler 245 76%

Van 8 2%

Total 323 100%


From Jayadeva circle to Municipal Office(LHS)

Parking Duration

Figure 4.19: Classification of Parking Duration-Jaya deva circle to Municipal office (LHS)


Table 4.54: Types of vehicles parked from Jaya deva circle to Municipal Office (LHS) Type Count % share


Car Small 34 10%

Car Big 9 3%

Two Wheeler 219 64%

Van 9 3%

Total 342 100%

From Jayadeva circle to Municipal Office(RHS)

Parking Duration

Figure 4.20: Classification of Parking Duration-Jaya deva circle to Municipal office (RHS)



Table 4.55: Types of vehicles parked from Jaya deva circle to Municipal Office (RHS) Type Count % share

Auto Rickshaw 21 6%

Bus 1 0%

Car Small 6 2%

Car Big 21 6%

Two Wheeler 308 85%

Van 5 1%

Truck 2 0%

Total 364 100%

PB Road

Parking Duration

Figure 4.21: Classification of Parking Duration-PB Road


Table 4.56: Types of vehicles parked at PB Road Type Count % share


Bus 1 0%

Car Small 42 6%

Car Big 31 5%

Two Wheeler 459 69%

Van 7 1%

MAV 1 0%

Total 661 100%

4.12. IPT Operator Survey

Intermediate Public Transit (IPT) is also known as Para Transit. IPT plays an

important and unique role in the urban transportation system of India. They

play an intermediary role between a private vehicle and a public transit.

Especially in India it provides substantial source of employment. It is the


only alternative to public transport system in several cities. So, an IPT

operator survey has been carried out to assess the travel characteristics of

the different types of IPT modes.

In Davanagere, there are two types of IPT namely Auto rickshaw and Taxi.

These operators were questioned and the observations are presented below.

System characteristics

The system characteristics like Age of the vehicle, Average service life of

the vehicle, maintenance cost and average monthly salary of the

driver/cleaner are estimated and presented below. These system

characteristics are used in the economic analysis and serve as input to the

transport demand model.

Age of the Vehicle

The age of the various types of intermediate public transport modes is


Table 4.57: Age of the Vehicle Age of the vehicle Auto Rickshaw Taxi

< 2 Years 14% 0%

2-5 Years 29% 33%

5-10 Years 57% 67%

From the table it is observed that most of the IPT modes are having 5 – 10

years of age.

Average service life of the vehicle (in years)

The average service life of IPT modes is given in Table 4.58.

Table 4.58: Average service life (in years) Mode Auto Rickshaw Taxi

Average Service life(in Years) 9.3 12

Average Annual Maintenance cost (in Rupees)

The average annual maintenance cost is given in Table 4.59.

Table 4.59: Average annual maintenance cost (in Rupees) Mode Auto Rickshaw Taxi

Average Annual Maintenance Cost (in Rs) 14,000 37000

Average Salary of Driver/Cleaner (in Rs/Month)

The average salary of driver/Cleaner for all modes of IPT is presented in

Table 4.60.

Table 4.60: Average Salary of Driver/Cleaner Mode Auto Rickshaw Taxi

Average Salary for Driver/Cleaner (in Rs Per month) 3500 4700


Observations

Average number of passengers carried per trip , Auto Rickshaw - 3.4 ,

Taxi – 4 persons

Frequency of trips ranges between 20 and 30 trips per day for Auto

rickshaw where as for taxi it ranges between 1-5 trips per day.

4.13. Bus Occupancy Survey

The bus occupancy survey was carried out along with screen line volume

count survey covering morning and evening peak periods (8 hrs) and the

details are presented in the following tables.

Table 4.61: Bus occupancy at PB Road

Time Towards Harihara Towards Bangalore

Bypass

8:00- 9:00 540 490

9:00-10:00 560 750

10:00-11:00 620 450

11:00-12:00 670 510

16:00-17:00 200 150

17:00 -18:00 300 150

18:00-19:00 370 230

19:00-20:00 670 360

Table 4.62: Bus occupancy at Chikkanahalli Road

Time Towards Chikkanahalli Towards KSRTC

Bus stand

8:00- 9:00 100 80

9:00-10:00 80 60

10:00-11:00 100 80

11:00-12:00 90 60

16:00-17:00 100 90

17:00 -18:00 140 140

18:00-19:00 90 120

19:00-20:00 120 110

Table 4.63: Bus occupancy at Hardekar Manjappa Road

Time Towards Hardekar

Manjappa road

Towards

PB Road

8:00- 9:00 30 40

9:00-10:00 60 40

10:00-11:00 30 10

11:00-12:00 30 20

16:00-17:00 70 30

17:00 -18:00 60 30

18:00-19:00 50 50

19:00-20:00 40 40


Table 4.64: Bus occupancy at Mandipet Road Time Towards Asoka Road Towards Mandipet

8:00- 9:00 100 50

9:00-10:00 80 70

10:00-11:00 130 50

11:00-12:00 80 20

16:00-17:00 110 80

17:00 -18:00 70 70

18:00-19:00 140 70

19:00-20:00 80 40

Table 4.65: Bus occupancy at Hondada Circle

Time Towards Hondada

circle Towards Aruna Talkies

8:00- 9:00 30 40

9:00-10:00 40 30

10:00-11:00 20 80

11:00-12:00 20 50

16:00-17:00 25 10

17:00 -18:00 30 10

18:00-19:00 30 70

19:00-20:00 30 10

Table 4.66: Bus occupancy at Court Road

Time Towards Kondaji

Road Towards Court Road

8:00- 9:00 40 110

9:00-10:00 70 80

10:00-11:00 150 120

11:00-12:00 180 170

16:00-17:00 100 40

17:00 -18:00 120 30

18:00-19:00 120 20

19:00-20:00 210 70

Table 4.67: Bus occupancy at Hospet Road

Time Towards Hospet Towards Shimoga

8:00- 9:00 80 120

9:00-10:00 100 120

10:00-11:00 80 180

11:00-12:00 90 200

16:00-17:00 130 130

17:00 -18:00 260 190

18:00-19:00 320 260

19:00-20:00 280 310


4.14. Major Survey Findings

The major survey findings from the primary surveys are presented below:

1. Screen line Volume Count Survey

The peak hour traffic is approximately 6-8% of the daily traffic

observed at screen line locations.

Share of two wheelers is predominant at all screen line locations

and averages at 35%.

Of all the surveyed locations, the major flows are observed at RUB

near APMC market followed by RUB near Forest department office

and RUB at Harihar-Hospet road and at Leveling crossing at Gandhi

circle.

RUB at NH-4 near SS Institute of Medical sciences is having high

peak hour truck traffic with 5.2%.

From the Screen line survey and RSI volume count survey the

morning peak hour is found between 10.00 AM to 12:00 PM and the

non peak period is from 1:00 PM to 3:00 PM.

RUB near Mandipet junction is having high share of two wheelers

with 46%.

2. Outer Cordon Volume Count Survey

Of the surveyed outer cordon locations Bangalore Road has the

highest number of vehicles at about 24,959 PCUs

On an Average, two wheelers constitute 27% of total vehicles

followed by Car/ Van/ Jeep/ Taxi with 15% and trucks with 11%.

The peak hour truck traffic varies from 4.2% to 20.4% at various

locations.

The peak hour two wheeler traffic varies from 17% to 43% at

various locations.

3. Bus Passenger count survey

Among all the surveyed locations, maximum number of passengers

are observed at Railway station bus stop.

4. Pedestrian Count survey

Of all the surveyed locations, maximum numbers of pedestrians

are observed at Hardekar Manjappa Road with 11,625 pedestrians.

The peak hour passenger volume is highest at Seethamma college

road at 1,995, followed by Hardekar Manjappa Road and Asoka

Road at over 1,000 pedestrians

Of all the surveyed locations, maximum number of pedestrians are

observed at Gandhi circle with 14266 pedestrians for 8 hour

duration followed by Aruna circle with 13765 pedestrians.

The peak hour pedestrian volume is highest at Aruna circle with

2201 pedestrians followed by Gandhi Circle with 1937 pedestrians.


5. Speed and Delay Survey

From speed and delay survey, major corridors are having journey

speeds in the range of 20 – 30 kmph. The delays are mostly

occurring at junctions.

6. Road Side Interview Survey

From RSI, Average occupancy observed for car is 2.54, two-wheeler

is 1.72, auto rickshaw is 3.6 and taxi is 2.75.

From RSI, Trip frequency for private vehicles shows that

approximately 36% of the trips are daily trips.

From RSI, when comparing various trip purposes of passenger

vehicles at the cordons, work trips are highest and are followed by

business trips.

From RSI, the majority of the goods that the commercial vehicles

carry in the study area include food materials, vegetables, building

materials, Industrial materials and wood.

7. Household Interview Survey

The median household income is about Rs 5001-10000

The average household size is 4.12.

Trip Rate for all modes is 0.89 where as motorized trip rate is 0.60

From HHI, Two Wheeler constitutes 44% of traffic where as PT with

7%.

From HHI survey, Average trip length of Two wheeler – 4.07 km,

Car-7.20km, PT- 6.92, Auto Rickshaw- 3.38 km

8. Turning Volume Count Survey

The most critical junctions in the city include Hanumanthapa

junction, Vidhyarthi bhavan junction, Junction of Shimoga Harihar

9. Road Inventory Survey

From Road inventory survey, majority of the roads in Davanagere

are single lane and Two lane undivided roads. However, about 13%

of the roads are 4 lanes.

50% of roads in Davanagere are single lane two way undivided

roads

Median is not available for 80% of roads

Road markings are not available for 70% of roads

10. Cyclist Opinion Survey

From Cyclist Opinion survey, it was observed that most of the

respondents pointed that the major factors contributing to their

insecurity is mainly due to the high speed of vehicles and high

volume of vehicles while riding cycle.

82% of cycle trips are daily trips.

53% of cyclists are using their cycles for education followed by

work/business with 29%.


The average monthly maintenance cost is less than 50-100 rupees.

44% of cyclists have reported that the need of cycle track is very

essential.

11. Truck Operator Survey

From Truck operator survey, it was observed that there are no

terminal facilities and because of that vehicles are parked on the

road side.

Average trip distance travelled: 700 km

Range of Market value of Goods: Rs. 15,000 to Rs 3, 00,000.

Average Loading Capacity: 10.25 Tonnes

No Parking and terminal Facilities. So vehicles are parked on the

streets.

12. Parking Survey

From Parking survey it was observed that at all the locations

vehicles are parked for less than 30 minutes

13. IPT Operator Survey

From IPT Operator survey, Average number of passengers carried

per trip , Auto Rickshaw - 3.4 , Taxi – 4.0 persons

From IPT Operator Survey, Frequency of trips ranges between 20 to

30 trips per day where as for taxi it ranges between 1-5 trips per

day.

14. Bus Occupancy survey

From the bus occupancy survey, location on PB Road carries

maximum number of bus passengers during peak periods.


Chapter 5

Service Level Benchmarks

5.1. Introduction

Transportation systems provide access, mobility and other benefits, while at

the same time putting pressures on the human and natural environment.

Making progress towards more sustainable transportation systems and

mobility patterns, while at the same time increasing the economic

prosperity and quality of life, are policy aims shared by the country. The

country’s transportation system is inextricably linked to its growth and

development. This linkage means that growth trends may be evaluated

through transportation system performance.

The tools or indicators describe the levels of transport performance in the

cities, its safety and access, air pollution, accidents, congestion and also

economic aspects of transportation division in the city. Finally, a group of

indicators describe the state of governance. Above all, these indicators

allow stakeholders to quantify the past, present, and current changes in

transport and its sustainability.

5.2. Computation of Indices

After the collection of primary and secondary data, analysis has been done

and the results have been submitted in the field Survey Report. The

following section describes the computation process for all the indicators.

5.3. Performance Bench Marks for Urban Transport

Service level performance indicators have been identified for the following

areas by the Ministry of Urban Development (MoUD), they include:

5.3.1 Public transport facilities

1. Presence of organized public transport system in urban area (%)

2. Extent of supply availability of public transport

3. Service coverage of public transport in the city

4. Average waiting time for public transport users (mins)

5. Level of comfort in public transport

6. % of fleet as per urban bus specification


Presence of organized public transport system in urban area (%)

At present, in Davanagere city, 27 buses

were operated by private operators.

A = Total Number of Buses in the City – 27

buses

B = Total Number of Buses under the

ownership of STU/SPV - 0 buses

Presence of Public Transport System in Urban Area (%)

= (B/A)*100

= 0 %, Therefore LOS 1 = 4

Extent of Supply Availability of Public Transport

In Davanagere, the sub urban train

facility is absent. The trains operated in

Davanagere are for interstate and

intercity only. So for this calculation the

train coaches are not taken into account.

Only the buses operated inside the city is

taken into consideration.

The Population of Davanagere and Harihar Urban Limits for 2011 is 537716.

A = Total Number of Buses in the City – 27 buses

B = Total Population of the Davanagere and Harihar Urban limits - 537716

Availability of Public Transport / 1000 Population

= A/ (B/1000)

= 0.05, Therefore LOS 2 = 4

Service coverage of public transport in the

city

In Davanagere city, as per the road

inventory survey the public transport

corridors are present for about 77

Kilometers.

A = Total length of road Kms of the corridors on which the PT systems ply in

the city = 77 (in Road Kilometers)

B = Area of the Urban Limits of the City (Davanagere & Harihara) =

(65.83+7.02) =75.65 (in Square Kilometers)

Service Coverage = (A/B)

= 1.01, Therefore LOS 3 = 1

Los 1 Presence of Organized

Public Transport System

1 >= 60

2 40 - 60

3 20 - 40

4 < 20

Los 2 Extent of Supply

Availability of Public

Transport

1 >= 0.6

2 0.4 – 0.6

3 0.2 – 0.4

4 < 0.2

Los 3 Service coverage of

public transport in the

city

1 >= 1

2 0.7 - 1.0

3 0.3 – 0.7

4 < 0.3


0%

5%

10%

15%

20%

25%

<=0

.4

0.4

-0.5

0.5

-0.6

0.6

-0.7

0.7

-0.8

0.8

-0.9

0.9

-1.0

1.0

-1.1

>1

.1

Pe

rce

nta

ge

Load Factor

Load Factor Distribution

Average waiting time for public transport users (mins)

The average headway for each bus route is

about 10 to 20 minutes. Therefore the

average waiting time is half the headway 1.e.

10 minutes.

Therefore LOS 4 = 3

Level of comfort in public transport

A = Key public transport corridors are

identified through the Google map and Bus

passenger occupancy survey were done at

that selected bus stops.

B = Passenger count on bus at key identified

routes.

C = Seats available in the bus is taken based

on its type.

Passenger comfort – Load factor (passengers per seat) = B/C

Load factor was calculated for different routes. From the calculated load

factor distribution table was prepared. The average value obtained from

the distribution is about 0.79 which is shown in the figure. Therefore LOS 5

= 1

Los 4

Average waiting time

for public transport

users (mins)

1 <=4

2 4 - 6

3 6- 10

4 > 10

Los 5

Level of Comfort of

public transport in the

city

1 <=1.5

2 1.5 – 2.0

3 2.0 – 2.5

4 >2.5


% of Fleet as per Urban Bus Specification

The information collected as a part of

secondary data collection. In

Davanagere, buses are operated by

private operators.

A = Total Number of Buses in the City –

27 buses

B = Total number of buses as per the Urban Bus specifications in the city – 0

buses

% of fleet = (B/A)*100 = (0/27)*100 = 0%,

% of fleet as per urban bus specification is 100%, Therefore LOS 6 = 4

Overall Level of Service of Public Transport facilities city wide = LOS 1+ LOS

2 + LOS 3 + LOS 4 + LOS 5 + LOS 6 = 4 + 4 +1 + 3 +1 + 4 = 17

5.3.2 Pedestrian infrastructure facilities

1. Signalized intersection delay (%)

2. Street Lighting (Lux)

3. % of city covered by footpaths

Signalized Intersection Delay (%)

A = Total Number of signalized

intersections in the city = 7

B = No of intersections having average

waiting time of pedestrian more than 45

seconds = 0

(Desired average waiting time for a pedestrian is not more than 45

seconds)

Signalized intersections delay (%) = (B/A) =0%

Therefore LOS 1 =1

Los 6 % of fleet as per urban

bus specification

1 75 - 100

2 50 - 74

3 25 - 49

4 <=25

Los 1 Signalized intersection

delay (%)

1 < 25

2 25 – 50

3 50 - 75

4 >= 75

The city has a public transport system which may need considerable improvements in terms of supply of buses/ coaches and coverage as most parts of the city are not served by it. The frequency of the services available needs improvements. The system provided is not comfortable as there is considerable over loading.


Street Lighting (%)

It is estimated that the LOS 2 for the

city is 3.

Percentage of City Covered (%) by footpaths

A = Total length of road network in the

city and multiplied by 2 = 102.4

kilometers

B = Total length of the footpath having

minimum width of 1.2 m and available on

both sides = 11 in Kilometers

Percentage of the city covered = (B/A)*100

= (11/102.4)*10

= 10.44%, Therefore LOS 3 =4

Overall Level of Service of pedestrian Infrastructure facilities city wide =

LOS 1+ LOS 2 + LOS 3 = 1+3+4 = 8

5.3.3 Non Motorized Transport (NMT) Facilities

1. % of network covered

2. Encroachment on NMT roads by vehicle parking (%)

3. NMT parking facilities at interchanges (%)

JNNURM recommends that cities should have NMT tracks on all major roads

within a year. In view of above said this indicator reflects the availability of

dedicated cycle track along all the arterial, sub arterial roads and public

transport corridors, its encroachment and parking facilities.

In Davanagere, the NMT parking facility is present at places such as railway

station, and at bus stands. As an overall percentage this value is negligible

and is taken as zero. Hence, for this performance indicator the level of

service for all the above said three sub divisions are below the least level of

service category (Normally zero for all).

Los % of network covered

Encroachment on NMV roads by vehicle parking (%)

NMT parking facilities at Interchanges (%)

1 >= 50 <= 10 >= 75

2 50 - 25 10 - 20 50 - 75

3 25 - 15 20 - 30 25 - 50

4 < 15 >30 < 25

Los 2 Street Lighting (Lux)

1 >= 8

2 6 - 8

3 4 - 6

4 < 4

Los 3 % of city covered

1 >= 75

2 50 - 75

3 25 - 50

4 < 25

The city has pedestrian facilities which may need some improvements in intersections, footpaths and street lighting as some parts of the city are not served by it. The footpaths

available need improvements. The system provided is comfortable and sustainable.


Overall Level of Service of NMT facilities city wide = LOS 1+ LOS 2 + LOS 3 =

4+4+4=12

5.3.4 Level of usage of Intelligent Transport System (ITS) facilities

1. Availability of Traffic Surveillance (%)

2. Passenger Information System (%)

3. Global Positioning System (GPS)/ General Pocket Radio Service

(GPRS) (%)

4. Signal Synchronization (%)

5. Integrated ticketing System (%)

Availability of Traffic Surveillance (%)

A = Total no of bus stations on BRTS, major

bus stops, terminals, metro stations and

signalized intersection having CCTVs = 0

B = Total no of bus stations on BRTS, major

bus stops, terminals, metro stations and signalized intersections = 11 (in

No) (2 Railway stations, 2 Bus terminals, 7 signalized intersections)

Availability of traffic surveillance (%) = (A/B)*100 =0. Therefore LOS 1 = 4

Passenger Information System (%)

A = Total no of bus stops, terminals, metro stations having Passenger

Information System facility = 0

B = Total no of bus stops, terminals,

metro stations = 0

Passenger Information System=

(A/B)*100= 0

Therefore LOS 2 = 4

Global Positioning System (GPS)/ General Pocket Radio Service (GPRS) (%)

A = No of public transport vehicles and

IPT with functional on board GPS/GPRS

and connected to common control

center = 0

B = Total no of public transport vehicles

and IPT = 19150 (in No)( Three/Four

seaters -18305, taxi and Cabs – 492,

Omni bus- 198, Bus – 155)

Global Positioning System = (A/B)*100

= (0/19150)*100


Los 1 Availability of Traffic

Surveillance (%)

1 >= 75

2 50 - 75

3 25 - 50

4 < 25

Los 2 Passenger Information System

(PIS)

1 >= 75

2 50 - 75

3 25 - 50

4 < 25

Los 3 Global Positioning System /

GPRS

1 >= 75

2 50 - 75

3 25 - 50

4 < 25

The city lacks adequate NMT facilities.


Signal Synchronization (%)

In Davanagere LPA, so far no signals

have been synchronized.

A = No of signals synchronized = 0 (in

No.)

B = Total number of signalized

intersections = 7 (in No.)

Signal Synchronization (%) = (A/B)*100

= (0/7)*100


Integrated ticketing System (%)

Integrated Ticketing System is absent in Davanagere LPA. So the level of

service for this benchmark is 4.

Overall Level of Service of ITS facilities city wide = LOS 1+ LOS 2 + LOS 3 +

LOS 4 + LOS 5 = 4+4+4+4+4= 20

5.3.5 Travel speed (Motorized and Mass Transit) along major corridors

1. Average travel speed of

personal vehicles (Kmph)

2. Average travel speed of

public transport (Kmph)

Average travel speed of personal vehicles (Kmph)

A = Delineate the key corridors of the road traffic (personal vehicle)

in the city

B = Compute average

speed on the key

corridors

From the speed and

delay survey for

private vehicles, the

average journey

speed for major

corridors for the

private vehicles = 26.87 Kmph

C= Level of service for personal vehicle along each corridor.

Los 4 Signal Synchronization (%)

1 >= 75

2 50 - 75

3 25 - 50

4 < 25

Los 1 Average travel Speed of

personal vehicles (Kmph)

1 >=30

2 25 - 30

3 15 - 25

4 <15

The city lacks adequate ITS facilities

.


D = Weights of each corridor based on volume of personal traffic

Based on the above

formula, the weight

ages of all the

corridors as share of

total length have

been calculated for

both the directions.

City-wide Level of Service for travel speed of motorized vehicles =

(W1*LOS corridor1) + (W2 * LOS corridor 2) + (W3 * LOS Corridor 3 ) +….(Wn *

LOS corridor n) = 1.868 = 2 (Rounded off to the next whole number)

Average travel speed of Public Transport vehicles (Kmph)

This indicator is computed based on the existing private buses in the

city.

A = Delineate the key corridors of the road traffic (Public transport)

in the city

B = Compute average speed on the key corridors

C= Level of service for personal vehicle along each corridor.

The percentage of LOS on corridors based on its travel speed in public transport vehicles for the Davanagere is given in the table.

Level of Service with Percentage

(personal vehicles)

of LOS on Corridors

1 (>=30 Kmph) 53 %

2 (25 – 30 Kmph) 16%

3 (15 -25 Kmph) 23%

4 (<15 Kmph) 8 %

Los 2 Average travel Speed of Public

Transport vehicles (Kmph)

1 >=20

2 15 – 20

3 10 – 15

4 <10

Weight age of the nth corridor (Wn) = Length for nth corridor / Total length


Around 23 % of the corridors in the city have a journey speed of

about 10 – 15 Kmph and around 11 % of the corridors will have a

journey speed of about <10 kmph.

D = Weights of each corridor

based on volume of personal

traffic

Based on the above said

formula, the weight ages of all

the corridors as share of total

length is calculated for both the directions.

City-wide Level of Service of motorized vehicles = (W1*LOS corridor1)

+ (W2 * LOS corridor 2) + (W3 * LOS Corridor 3 ) +….(Wn * LOS corridor n)

= 1.85 = 2 (Rounded off to the next whole number)

Overall Level of Service of Travel Speed facilities city wide = LOS 1+

LOS =2+2 = 4

5.3.5. Availability of parking spaces

Availability of On-street paid public parking spaces (%)

Ratio of maximum and minimum parking fee in the city

This indicator represents the availability of on-street paid public

parking spaces for all vehicles in the Davanagere. Free on street

parking facility is available for about 35% of the road network.

The paid parking facility is still not introduced in Davanagere city.

In some places like shopping malls, Market complexes parking is

maintained by private people. Hence the Level of service for the

parking availability is at the least level as given in the table.

Los Availability of on street public

parking spaces (%) Ratio of Maximum and Minimum parking Fee in the City

1 >= 75 >4

2 50 - 75 2 – 4

3 25 - 50 1 - 2

4 < 25 1

The ratio of maximum and minimum parking is 1 for Davanagere

city. Therefore LOS 2= 4. Hence, overall Level of Service of Parking

Facilities city wide = LOS 1+ LOS 2 = 4+ 4 = 8

Level of Service with Percentage (personal

vehicles) of LOS on

Corridors

1 (>=20 Kmph) 63%

2 (15 – 20 Kmph) 4%

3 (10 -15 Kmph) 23%

4 (<10 Kmph) 11%

Small increase in flow may cause substantial increases in approach delay and hence,

decrease in arterial speed


5.3.6. Road safety

1. Fatality rate per lakh population

2. Fatality rate for pedestrian and NMT

(%)

Fatality Rate per Lakh of Population (%)

Accident Data for the entire city was

collected from Traffic police, Calculation

was done only based on 2011(till 31-05-2011) data and the corresponding

year population.

A = Total number of fatalities recorded in road accidents within city limits

in the given calendar year = 36(in nos.)

B = Population of the urban agglomeration 2011 year – 537716 (in Lakhs)

Fatality rate per 100000 Population (ratio)

= (36 * 100000)/537716

= 7

Approximately 23 persons, Therefore LOS 1 = 4

Fatality Rate for Pedestrian and NMT

A = Total number of fatalities recorded of

persons who were pedestrians /cyclists in

road accidents for the year 2011 = 15 (in

nos.)

B = Total number of fatalities recorded in

road accidents within city limits in the

given year = 36 (in nos.)

Fatality rate for pedestrian and NMT (%)

= (A/B)*100

= 41.66%, Therefore LOS 2 = 3

Overall Level of Service of Public Transport facilities city wide = LOS 1+ LOS

2= 4+3 = 7

Los 1 Fatality rate Per Lakh of

Population

1 <=2 persons

2 2 – 4 persons

3 4 – 6 persons

4 >6 persons

Los 2 Fatality rate Per Lakh of

Population

1 <=20

2 20 - 40

3 40 - 60

4 >60

Level of Fatality rate in a city is very high

The city authorities need to initiate immediate actions with respect of providing

paid parking spaces and demand management for parking


5.3.7. Pollution levels

The indicator indicates the level of air pollutants in the city i.e.,

average level of pollution in urban areas. The indicator to calculate

the pollution level is Annual Mean Concentration Range.

The pollution data that needs to be collected includes:

1. Sulphur Dioxide (SO2)

2. Oxides of Nitrogen

3. Suspended Particle matter (SPM)

4. RSPM (Size less than 10 microns)

The level of service for the pollutants is divided into four categories

i.e., low, moderate, high and critical. The level of service for each

of the above parameters is determined using the table below as

recommended by MoUD.

F

o

r

Davanagere city, the pollution levels data is available for the year

2003 and is as shown below.

Name of city 1.SO2 2. Oxides of

Nitrogen 3. SPM

4. RSPM (size less

than 10 microns)

Davanagere 14.9 4.8 280 --

Overall level of service of pollution levels

The overall LOS of availability of pollution levels is obtained by

summing up the LOS of individual parameters.

Overall level of service of pollution city wide = LOS 1+ LOS 2+ LOS 3

+ LOS 4 = 1+1+2+1=5

5.3.8. Integrated land use transport system

1. Financial Population Density – Gross (Persons/Developed area in

hectare)

2. Mixed Land-use on Major Transit Corridors / Network (% area

under non residential use)

3. Intensity of Development – City wide (FSI)

4. Intensity of development along transit corridor (FSI transit

corridor/FSI)

Level of service 1.SO2 2. Oxides of

Nitrogen 3. SPM

4. RSPM (size less

than 10 microns)

1 ( Low) 0-40 0-40 0-180 0-40

2 ( Moderate) 40-80 40-80 180-360 40-80

3 ( High ) 80-120 80-120 360-540 80-120

4 ( Critical) >120 >120 >540 >120

Level of pollution in a city is very low


5. Clear Pattern and Completeness of the network

6. % of area under Roads

7. %age network having exclusive ROW for Transit network

Population Density – Gross (Persons/Developed area in hectare)

A = Developed area (in Hectare)

computed from City Development Plan

CDP = 2687.36 hectares

B = Population of the current year for

which data is available = 537716

Population density (No.) = B/A

= 200.09 ,

Therefore LOS 1 = 1

Mixed Land Use Zoning (Proportion of non residential area)

In the city at present there is no transit

corridor actually plying. So, the zoning

will be determined actually once transit

corridor starts operating. For this study,

the mixed land use is taken as 0. Thus

the level of service for the inventory of

land use along major transit corridors is very least taken as <5%.

Therefore LOS 2 = 4

Intensity of Development Citywide – FSI

As per the Development plan Floor Space

Index (FSI) as applicable to the

developed area lies in the range of 1.00

- 1.5. Normally, FSI varies due to plot

size, ground coverage and road width.

Floor Space Index is between 1 to 1.5,

Therefore LOS 3 = 3

Intensity of Development Citywide

along transit corridor - FSI

A = Floor Space Index (Applicable to

most part of the city as per master

plan /CDP is between 1 to 1.5.

B = FSI for the proposed transit

corridor is also 1.0 to 1.5

Intensity of development along transit corridor = B/A = 1, Therefore

LOS 4 = 3

Los 1 Population density / Gross

1 >= 175

2 150 – 175

3 125 – 150

4 < 125

Los 2 Mixed Land Use Zoning

1 >= 30

2 15 - 30

3 5 – 15

4 <5

Los 3 Intensity of development

citywide FSI

1 >= 2

2 1.5 – 2.0

3 1.0 – 1.5

4 <1

Los 4 Intensity of development along

transit corridor

1 >= 2

2 1.5 – 2.0

3 1.0 – 1.5

4 <1


Clear pattern and completeness of network

The entire network in Local Planning Area of Davanagere city has a

somewhat clear pattern (ring radial or grid iron) but somewhat incomplete

network hence LOS 5 = 2.

Los 5 Clear pattern and completeness of network

1 Clear pattern (ring radial or grid iron)and complete network

2 Somewhat clear pattern (ring radial or grid iron) but somewhat in

complete network

3 Somewhat un clear pattern and in complete network

4 No clear pattern incomplete / sparse network

% of area under roads (%)

As per master plan, the average area

under transport and communication for

both Davanagere and Harihar areas is

around 28.60%. If we consider area only

under roads it will be in the range of

12-15%.

Therefore. LOS 6 = 2

For a population < 1 million, overall Level of Service of Integrated Land use

system= LOS 1+ LOS 2 + LOS 3 + LOS 4 + LOS 5 + LOS 6 = 1+ 4 +3 +3 +2 +2 =15

For a population < 1 million the calculated level of service = 15

5.3.9. Sustainability of public transport

1. Extent of Non fare Revenue (%)

2. Staff /bus ratio

3. Operating Ratio

In Davanagere city, till date there is no organized city bus service.

Therefore this indicator cannot be computed.

Los 6 % of area under roads

1 >=15

2 12 – 15

3 10 – 12

4 < 10

Faint coherence between city structure and public transport system


Model Input

Road network inventory

Public Transportation Details

Planning variables by zones

Trip End Information

Trip Generation

Trip Distribution

Modal Split

Traffic Assignment

Land Use Data

Travel Generation Factors

Friction of space factors

Calibration factors

Transportation Networks

Chapter 6

Travel Demand Forecast

6.1 Development of Transport Model

An urban transport model to replicate the “Davanagere Urban Development

Area” transportation system (roads, congestion delays, transit system, etc.)

has been developed with a state-of-the-art software and modelling

technology. This model can be used for forecasting, using altered model

inputs to reflect future year conditions. By simulating roadway conditions

and travel demand on those roadways, deficiencies in the system can be

assessed. Potential

major future network

enhancements such as

introduction of an MRTS

or land use modifications

can be analyzed by this

tool and its efficacy can

be established at a

planning level.

Several software programs are available for developing travel demand

models. The Davanagere LPA transport model has been developed using

CUBE (a state-of-the-art Travel Demand Modeling software).

Model Structure

The model is based on a conventional 4-stage transport model approach. It

includes:

Trip Generation – calculating the

number of origins and destinations

for each zone.

Trip Distribution – attaching the

origins and destinations for complete

trips.

Mode Choice – determining the mode for each trip (TW, car,

Intermediate Public Transport (IPT), Public transport).

Assignment –assigning passengers to their respective highway and transit

networks.


Modes: The modes that are modeled under the study includes Two wheeler, Private Cars, Intermediate Public Transport, Public Transport i.e. Bus. The non- motorized transport and commercial vehicles were considered as a preload.

Zoning: 67 zones within the DUDA, and 7 external zones Network: The highway (road) network considered all the Key arterials, Sub arterials and collectors. The transit system considered with the existing public transport system in all its forms i.e. bus with their routes, frequency, fare structure etc. (370 Km/Roads, 1415 nodes, 33 bus routes)

Planning Period: Year 2011 is considered as the base year and 2031 has been set as the horizon year for the planning of

the long term strategy

Network Development

Transport network developed for the model comprises of two components,

Highway Network

for vehicles

Transit Network

for public

transport system

i.e. buses and any

new public

transportation

system.

Each of the networks

is described in detail

below.

Highway Network

The coded highway network for the study area represents the nodes

(intersections) and links between them. Connectivity between the network

and zones is provided through centroid connectors. Based on the network

inventory, each link has been assigned attributes such as: number of lanes;

divided or undivided carriageway; encroachments; availability of footpaths

etc.

Transit Network

The transit network represents the connectivity, headways, speeds and

accessibility of transit services. In Davanagere, local buses and auto

rickshaws ply on the main corridors. So, City bus transport system and

intercity bus routes are included in the model’s transit network. The

transit routes are specified as those using the transport links and having

stops/stations at determined locations. The access to the stops/stations

from zone centroids and other nodes is provided either by existing highway

links or by defining exclusive walk links. The distance between the bus

stop/stations is assumed between 500m to 1000m in the public transport

assignment.

Currently, about 27 city bus routes are operated in the Davanagere- Harihar

urban area. Information on the same was collected and coded in to the

system. Fare structure and frequency for each of these services are also

included.

Development of Matrices

Household and roadside passenger interview data were used to develop the

observed mode-wise trip matrices. The external trips for the car, two

wheeler, IPT, public transport and commercial vehicles were constructed

based on the O-D survey conducted at the outer cordon.


The mode wise matrices were developed for morning peak hour. From the

primary surveys it has been observed that the morning peak is during 11:00

AM to 12:00 PM. So the model was built for this duration.

The base year peak hour travel demand for Davanagere area is presented in

the Table 6.1.

Table 6.1: Summary of Estimated Base Year (2011) Peak hour Travel Demand

Trip Rate ( ALL) – 1.05

Motorized Trip Rate – 0.72

Mode Trips % share External Trips Total trips

Walk 10660 18% - 10660

Cycle 8291 14% - 8291

Two wheeler 21865 37% 854 22719

Car 4176 7% 1106 5282

Auto Rickshaw 9442 16% 470 9912

PT 4789 8% 3653 8442

Highway Assignment - A user-equilibrium multi-modal assignment

procedure based on generalised cost was used for loading matrices in PCU

values.

Transit Assignment – The public transport assignment process is a multi

path assignment which enumerates and evaluate the “reasonable” or

“attractive” multiple discrete routes between zones, considering Number of

transfers, Non transit and in vehicle cost, boarding and transfer penalties

and fares etc. The zone map, Highway network and Transit network is

presented in Figure 6.1, Figure 6.2 and Figure 6.3 respectively.

Figure 6.1: Study area zoning


Figure 6.2: Base Year Study Area Road Network

Figure 6.3: Transit Network in the Study Area


Validation The model is validated across

cordons and screen lines within a

confidence range of +/-15%

Validation

The observed highway and public transport

matrices were assigned on the network and the

assigned traffic volume has been compared with

the observed traffic counts on screen lines and at

cordons.

Validation results are given in Table 6.2 and 6.3.

Table 6.2: Base Year Observed OD Validation on Outer Cordon Locations

Modes

Inbound Traffic Outbound Traffic

Observed Assigned % Difference Observed Assigned % Difference

Two wheeler 414 415 0% 396 396 0%

Car 338 338 0% 376 376 0%

Auto Rickshaw 264 266 -1% 164 166 -1%

Public transport 2001 2200 -10% 3076 3043 1%

Table 6.3: Results of Observed OD Validation on Screen lines

Modes

Towards North Towards South

Observed Assigned % Difference Observed Assigned % Difference

Two wheeler 1243 1238 0% 1303 1303 0%

Car 835 831 0% 479 477 0%

Auto Rickshaw 2466 2422 2% 3252 3255 0%

Public transport 2294 2229 3% 3772 3537 6%

Calibration

Trip Generation: Trip end models were calibrated by relating the trip

produced from and attracted to the zones with the Land use. The base year

population and employment for the study area is presented in the table 6.4.

Table 6.4: Population and Employment – 2011

Sub area Population Employment

Davanagere 435172 164351

Harihar 117238 44277

Villages 66165 25705

The calibrated trip end models for the peak hour are presented below.

Area Equation T-Value F-Value R2

Production

DUDA Area Trip Production = 0.046889 * Population – 66.1943 * Zone type + 181.4307

6.39 35.06 0.61

Attraction

Urban Areas

Trip Attraction = 0.151 * Employment + 66.87 13.72 188.29 0.81

Villages Trip attraction = 0.101 * employment + 39.59 8.42 70.95 0.88


Combined Mode choice cum Distribution Model

The Trip Distribution and Modal Split phase were carried out jointly using a

combined mode choice cum doubly constrained gravity model of the form:

Tijm= ri Gi Sj Aj Fijm

Where T= number of inter zonal trips by mode m

G= Total generation trip ends by zone

A= Total attraction trip ends by zone

I = Generation Zone

j= Attraction Zone

r,s=balancing factors (constants)

Fij= deterrence function for mode m

Fij= Km e-βcijm C

α ijm

Where K= Constant Factor

C=Generalized Cost

β= Calibration Constant –Exponential function

α=Calibration Constant- Power function

Double Constraints are imposed by ensuring that

iJm

ij GT And iij AT

Im

The calibrated parameters are given in Table 6.5.

Table 6.5: Calibrated Mode Choice Parameters

Mode K α Β

Two Wheeler 15.4 -0.01 118.4

Car 32 0.8 33.2

IPT 44 0.6 35.2

Public Transport 2.9 -0.21 97

The form of the model is such that exponential (α=0) or power (β=0)

functions may be used for the deterrence function. The inclusion of both α

and β represents a gamma function, sometimes called a Tanner function.

Base Year Travel Characteristics

The traffic characteristics of the study area in terms of average network

speed, average trip length volume to capacity ratio, vehicle distance

travelled, total passenger hours etc. is given below.


Trips Assigned (Peak hour) : 40273

Trips Assigned- TW (Peak Hour) : 21865( 54%)

Trips Assigned- Car (Peak Hour) : 4176(10%)

Trips Assigned-Auto rickshaw (Peak Hour) : 9442(24%)

Trips Assigned- PT (Peak Hour) : 4790 (12%)

Average network speed (major corridors) : 27 kmph

Average Trip length : PV – 5.07

PT – 5.06

Passenger kms(Excluding Private and IPT) : 56581 pass-kms

Passenger hours (Excluding Private and IPT) : 2683 pass-hrs

Vehicle kms (Excluding PT) : 86764 Veh-kms

Vehicle hours (Excluding PT) : 2966 Veh-hrs

Emission : 5.0 tonnes/Day

Figure 6.4: Desire line –Base year


The volume to capacity ratio for the major roads, average journey speed

and the passengers per hour per direction (all modes) is presented in Table

6.6.

Table 6.6: Base Year (2010) Transport Characteristics on Major roads

Trip Length Distribution for Base year

Figure 6.5: Trip Length Distribution

Sl no Name of the Road V/C Ratio Average Network

Speed (kmph) Maximum Average

1 BH Road 0.51 0.23 31.91

2 Church Road 0.23 0.13 24.94

3 Hadadi Road 0.48 0.20 29.26

4 Hospet road 0.30 0.18 32.12

5 MG Road 0.39 0.21 21.88

6 Shamanur Road 0.32 0.19 34.59

7 Vidyanagar Main Road 0.37 0.22 30.76

8 Shimoga Road 0.26 0.17 34.56

9 NH-4 0.23 0.10 38.29


Travel Demand Forecast

The strategic Urban Travel Demand Model developed as above has been is

used to predict travel patterns and modal shares in the horizon year i.e.

2031 under respective land-use and transport network scenarios.

Trip End models have been used to predict the number of trips generated

from and attracted to each of the zones in the study area. Projected trip

ends along with the network options in the future were provided as inputs

to the distribution and modal split models to arrive at future trip matrices

for Car, Two Wheeler, Intermediate Public Transport and Public Transport.

The methodology for travel demand forecast in the study area is presented

in the Figure.

Figure No. 6.6: Methodology for Travel Demand Forecast

Horizon Year Land-Use Scenario

The projected population and employment for 2011, 2021 and 2031 were

used for estimating trip ends in the corresponding years. The population and

employment projections are given in Table 6.7 and Table 6.8 respectively.

Table 6.7: Population projections in study area

Name of the Area Projected Population in the Study Area

2011 2016 2021 2031

DUDA 618575 750819 883063 1262036

Table 6.8: Estimated Employment in the study area


Name of the Area Projected Employment in the Study Area

2011 2016 2021 2031

DUDA 234333 291155 343677 496255

Forecast Assumptions

Per Capita Trip Rate- will grow at 1% in real terms

Public Transport Fare will be in line with inflation

Value of time will grow in line with per capita income

Vehicle operating cost will grow at -2% in real terms(to take in to

account technology improvement in fuel efficiency)

Future Transport Network Scenarios

Information on the transport network improvement proposals (committed)

was collected from various agencies responsible for implementation of road

projects. The base year network was updated with the same for

development of horizon year network.

Traffic Forecast under Do-Nothing Scenario

The summary of the projected peak hour passenger travel demand in the

study area and the corresponding modal share is given in Table 6.9.

Table 6.9: Summary of Forecasted Peak Hour Passenger Demand (2031)

The traffic characteristics of the study area is extracted from the model in

terms of average network speed, volume to capacity ratio, vehicle distance

travelled, total passenger hours etc. The same is given below:

Year 2011 2016 2021 2031

Mode share Trips % Share Trips % Share Trips % Share Trips % Share

Two wheeler 21,865 54% 28887 56% 36211 57% 47208 47%

Car 4,176 10% 5886 11% 7818 12% 12885 13%

Auto Rickshaw 9,442 23% 11790 23% 14373 23% 35207 35%

Public Transport 4,790 12% 4795 9% 5072 8% 4865 5%

Total 40,273 100% 51358 100% 63474 100% 100165 100%


Trips Assigned (Peak hour) : 100165

Trips Assigned- TW (Peak Hour) : 47208 (47%)

Trips Assigned- Car (Peak Hour) : 12885 (13%)

Trips Assigned-Auto rickshaw (Peak Hour) : 35207 (35%)

Trips Assigned- PT (Peak Hour) : 4865 (5%)

Average network speed (major corridors) : 15 kmph

Average Trip length : PV- 4.51 km, PT- 3.5 km

Passenger kms(Excluding Private and IPT) : 69108 Pass-kms

Passenger hours (Excluding Private and IPT) : 4650 Pass-hrs

Vehicle kms (Excluding PT) : 193273 Veh-kms

Vehicle hours (Excluding PT) : 11932 Veh-hrs

Emission : 14.43 Tonnes/day

Traffic characteristics (DUDA) – 2031(Do Nothing)

The volume to capacity ratio for the major roads, average journey speed is


Table 6.10 Major Road Traffic Forecasts - 2031 Do Nothing Scenario

Sl no Name of the Road V/C Ratio Average Network

Speed (kmph) Maximum Average

1 BH Road 0.48 1.17 18.97

2 Church Road 0.39 0.79 15.91

3 Hadadi Road 0.44 1.09 17.52

4 Hospet road 0.33 0.54 25.01

5 MG Road 0.74 1.08 9.53

6 Shamanur Road 0.45 0.86 21.86

7 Vidyanagar Main Road 0.54 0.88 16.87

8 Shimoga Road 0.32 0.47 25.01

9 NH-4 0.25 0.55 28.06


Chapter 7

Transport strategy

7.1. Vision Statement

“To ensure that Davanagere will have a systematically planned urban

transport system for the mobility of people, tourists and goods that is safe,

efficient and sustainable, which aims to support economic development

while improving livability”.

7.2. Goals

To ensure that Mobility solutions for Davanagere that are sustainable and in

conformity with sustainable mobility, following Goals have been

formulated:

Goal 1: Ensure that the urban road structure is organized and suited to

the land use.

Goal 2: Develop public transit system(s) in conformity with the land use

that is accessible, economical, efficient and effective for the urban

movement.

Goal 3: Ensure safety and mobility of pedestrians and cyclists by

designing streets and areas there by making Davanagere more desirable

and livable city.

Goal 4: Develop traffic management and engineering solutions that

increase safety and optimizes efficiency of the Network.

Goal 5: Ensure that the goods movement in the region is organized and

does not interfere with people movement.

Objectives

The Objectives and Targets for each of the Goals are given below:

Goal 1: Ensure that the urban road structure is organized and suited to the

land use.

(a) Identify connected major corridors (Mobility Corridors) in the urban

areas that will have the role of moving people; Mass transit/Bus

corridors with proper NMT facilities and IPT connectivity.

(b) Ensure that the road development plan dovetails with the land use

plan.

Goal 2: Develop public transit system(s) in conformity with the land use

that is accessible, economical, efficient and effective for the urban

movement.


(a) Provide good quality of public transport system that is accessible,

efficient and effective.

(b) Connect the various important places with Public transport.

(c) Develop intermodal transfer hubs at strategic locations to help

people transfer safely.

(d) Develop strategy to integrate public transport system with existing

IPT System.

(e) Develop strategies to encourage people to use public transport

system and discourage use of private vehicles.

(f) Develop policies that encourage concentrated mixed land use

development along the public transport corridors.

Goal 3: Ensure safety and mobility of pedestrians, cyclists and other NMT

users by designing streets and areas thereby making Davanagere more

desirable and livable city.

Objectives

(a) To improve pedestrian facilities in areas of pedestrian concentration

(b) To provide facilities to pedestrians and ensure safety to segregate

their movement from vehicles along major corridors

(c) To encourage pedestrian only malls and streets by restricting use of

private vehicles in such areas.

(d) To provide safe pedestrian facilities at major public transport nodes

and transfer points

(e) To develop a pedestrian policy for safe and efficient movement of

pedestrians within the city.

Goal 4: Develop traffic management and engineering solutions that

increases safety and optimizes the efficiency of the Network.

Objectives

(a) Develop immediate / short term strategies such as traffic

management and engineering solutions to ease flow of traffic at

major congestion points within the city.

(b) Deploy ITS elements for increasing traffic management efficiencies.

(c) Consider the use of improved signages, road markings and other

safety features.

(d) Wherever it becomes inevitable, develop medium term measures

such as flyovers, underpasses, ROBs and RUBs to ensure corridor

efficiency.

Goal 5: Ensure that the goods movement in the region is organized and does

not interfere with people movement.

Objectives

(a) Develop Goods hubs at suitable locations in the study area.


(b) Ensure that heavy goods traffic is banned from city streets during

peak hours.

7.3. Benchmarks

From the analysis of data various Benchmarks have been computed. And

alongside this targets for the CMP are being proposed. The table below

shows the Index and its formulation along with the values.

Table 7.1: Benchmarks and Targets

Index Description Formulation Existing Target

Average Speed of Network

Average Network speed Average Network Speed for all vehicles

27 30

Modal Share of PT Motorized

Modal share Public Transport Trips/Total Study Area Trips

12% 45%

Modal Share of NMT

Modal share NMT Trips/Total Trips 32% 54%

Accessibility %of work trips with TT<15min

(Work trips with Travel Time less than 15 min/ Total Trips)

17% 40

Walkability Availability & Usability of FP

(Footpath Length in Km /Road length in Km)x100

13% 100%

Cyclability Availability & Usability of Cycle Track

(Cycle track Length in Km/Road length in Km)x100

0% 50%

Fatality (2011) (Davanagere City)

Fatal accidents No of fatalities/lakh population 7 0

7.4. National Mission on Sustainable Habitat (NMSH)

Under the National Action Plan for Climate Change, the National Mission on

Sustainable Habitat has been launched to cover various aspects which inter

alia include better urban planning and modal shift to public transport. The

main objective of the mission is to address the following:

Development of Norms integrating measures related to taxation,

parking and congestion charges, public carriage specifications and

service

Norms to encourage public transportation

Development of Norms for pedestrianization and cycling

Modal regulations for integrating Transport Planning (CMP) with

Master Plans

The habitat parameters also take note of the ongoing reform based JnNURM

program that has been designed to achieve NUTP principles in the urban

transport sector. Accordingly, to ensure sustainability in urban transport

planning, the following eight-principles have been proposed. This CMP study

also attempts to integrate these principles in its approach.


7.4.1. Make Walkable Cities and Towns

A great walking environment

must protect pedestrians from

motor vehicles. Vehicle speeds

need to be radically slowed or

else, streets need footpaths.

Footpaths need to be

unobstructed, continuous and well

lit. Crossings should be made

safer with pedestrian crossing

signals, pedestrian islands and pedestrian table-tops that minimize

crossing distances and offer safety for pedestrians. Accessibility to

wheelchairs must be ensured. The pedestrian network should foster

the most direct access to all local destinations like schools, work,

bus stops etc.

The following indicators have been recommended for pedestrian

facilities:

All arterial streets should have >= 75% of their lengths having non

obstructed footpaths to achieve a LOS 1 for the pedestrian

facility

All other sub arterial

and local streets

should have 50 – 75%

of their lengths

having footpaths for a LOS 2.

At-grade pedestrian crossings at maximum intervals of 70-250 m

Davanagere does not meet any of these standards. Consequently,

as a priority, we include a separate strategy to pedestrian

improvements where the focus is to develop better walking

facilities in Davanagere.

7.4.2. Create environment for bicycles

The more bicycles (and any people-powered transport) on the

streets, the safer and less polluted the streets become. Segregated

bicycle lanes are needed on higher speed roads, while on local

streets traffic calming and shared street designs are better, allowing

traffic to mix at slower speeds. Building bike lanes and slowing down

traffic are keys to making urban transport sustainable.

The following indicators have been recommended for pedestrian

facilities:

NMT network should have at least 25% of the road network

coverage to achieve a LOS 1 for NMT facilities

NMT parking facilities should be available at more than 50%

of the interchanges (bus stops, terminals, railway stations) to

achieve a LOS 2.


Davanagere has a significant cycling population and every care must

be taken to preserve and better it. Our cycling strategy hence will

focus on developing a strong bi-cycle network.

7.4.3. Connect the blocks

Cities that are pleasant to walk and bicycle typically have large

numbers of short streets and many intersections per unit of area.

This makes the traffic slow

down while walking becomes

more direct, varied, interesting

and attractive. The tighter the

street grid, the fewer detours

to a destination. Detours can

affect the decision to

undertake a trip and by what

means. Streets that are short

offer good opportunities to connect with the surroundings.

Buildings, shops and streetscape elements are closer to the

pedestrians and cyclists as they travel.

It is recommended that the indicator for the number of intersections

of pedestrian and cycle network per square kilometer be 50. The

blocks are generally small with the number of intersections at about

50.

7.4.4. Get on the Public Transport

Mass transit can move a large

number of people quickly and

comfortably using a fraction of

the fuel and street space

required by automobiles. The bus

transit systems are proving able

to keep pace with the rapid

motorization and metropolitan

growth. Busses are more

accessible, have a wider coverage

and are cheaper.

The following indicators need

to be used to assess the

effective usage of public

transport:

Percentage of residents

within 800 m of public

transport stops

Percent mode share of


public transport and IPT desired

Percent of stops with frequency of service greater than 15 buses

per hour

At present in Davanagere, though there is no organized city bus

service, the buses which are privately operated carry about only 12%

of trips. However, the frequency of buses is still very low.

7.4.5. Build dense - people and transit oriented cities; mix people and

activities

The first step to accommodating future urban growth is to densify

existing urban land while providing excellent and diversified services

and amenities. Dense communities are a foundation for the mixed-

use urban areas where walking, cycling and transit can be integral

parts of the way of life.

The following indicators are recommended for densification:

Densify transport nodes

according to pedestrian and

cycling – 10 minute

catchment areas

800 m for pedestrians and 3

km for cyclists

Integrating residential, work,

retail and entertainment

activities into one area makes for

better cities. Trip lengths and

travel times can be reduced. The average trip length for cycle is high

with 2.68 kms.

7.4.6. Shift to public transport

Shift from

unsustainable

mobility to

sustainable mode

like the public

transport can be

achieved using

technology,

regulating road use, parking and fiscal measures. High quality public

transport vehicles with efficient service, easy accessibility, wide

coverage and reasonable affordability are required to induce shift

from private to public vehicles. This has to be coupled with

measures like congestion charges in core areas; high parking fee;

limited parking spaces; tax on private vehicles; implementation of

demand management measures etc.


No parking fees are charged in the city. As a strategy we must adopt

the levy of parking charges. The shift to public transport is only

12%(Motorized share) (Private Operators) and hence organized city

bus service should be encouraged.

7.4.7. Urban Transport Funding

Proper institutional set up and an

efficient funding mechanism are need

of the hour to ensure financial

sustainability of investments in public

transport and non-motorized

transport. Urban transport financial

resources should be pooled within an

urban transport fund administered by

the strategic transport authority at

the municipal or metropolitan level.

Private sector financing for transport infrastructure should be raised

through competitive tendering of concessions that may be supported

by public contributions as long as they have not subjected to cost-

benefit analysis.

7.4.8. Impact Assessment

New developments and projects will draw increasingly more

attention in the future as these induce and attract additional traffic

in the neighborhood. It is suggested an Impact Assessment needs to

be done to estimate the additional traffic and the infrastructure

needs of the neighborhood.

7.5. Mobility Plan Approach

Urban mobility solutions cannot be evolved by a single strategy. The

mobility goals for Davanagere will need to be addressed through a

multipronged approach. The following strategies need to be adopted in

tandem to meet the various goals set for Davanagere .

Land Use and Transport Strategy

Mobility Corridor Strategy

Public Transit Strategy

Non-Motorized Transport Strategy

Freight Management Strategy

Traffic Engineering Measures

Travel Demand Management

All the listed strategies are equally important and the order of listing does

not imply priority. Each of the broad strategies includes sub- strategies of

immense importance. The strategies when implemented through specific


projects shall fulfill the goals and objectives of the CMP. The sections below

discuss these strategies.

7.5.1. Land Use and Transport Strategy

Increasing sprawl of urban areas due to development activities

adversely affects the environment as human footprint is developed

over a large area resulting in increased movement from one point to

another. In the wake of emerging importance to control urban

sprawl and providing environmentally sustainable development

options, it is necessary to approach all urban issues in an integrated

manner.

In order to provide mobility solutions for Davanagere it is vital that

there is effective integration between land use and transport in the

entire region. Without which, it will be difficult to coordinate

growth in sustained manner.

Mobility considerations for Davanagere will have to fall in resonance

with the current landuse and recommendations should result in

complete harmony between landuse, transport and environment

suitability.

The urban sprawl in Davanagere has taken place in almost all the

directions, however a greater thrust has been observed in

urbanization of the south western, northern and south eastern

suburbs of the city. Earlier the density was concentrated more in

city centre in 2001. With Industrial developments existing and

proposed along NH bye-pass and P.B.road, people started shifting to

the surrounding areas. Therefore, in 2011 the change in the density

pattern is evident in the south along NH bye-pass, in the north along

SH-65 and P.B. road. In case of zones in vicinity to commercial and

industrial development, the densification will intensify during the

implementation of the proposed developments. With most of the

industrial development existing along Hospet road, growth is evident

along North-South axis in Harihar town. Thus the future growth is

likely to be along North-South axis of both Davanagere and Harihar

town. As both the cities are in proximity and compliments each

other in terms of residential, employment and education facilities,

the city is also growing in South-West (towards Harihar) axis.In the

near future, the two cities could merge and a new nucleus could

crop up somewhere in the corridor between the two cities. This

would make it a linear town in the future consisting of three parts of

the whole.


Figure 7.1: Davanagere Growth Direction

Network Development

From a long term perspective it would be desirable to develop

Davanagere by defining a core area with radial corridors. The radials

will then have to be connected by orbitals. Similarly for Harihara

also, it would be desirable to define the core area with radial

corridors and connect the radials with orbital. The Connectivity

between Davanagere and Harihara needs to strengthen very strongly.

The network development is as shown in 7.2.

As Davanagere’s growth has been happening towards the southeren

side, another oppurtunity exists for developing another Bypass

connecting NH-4 to Salekatte via Tholahusane of length ≈ 17 kms.

The proposed corridor is as shown in figure 7.3. The ring roads are

proposed for both Davanagere and Harihar area for bypassing all the

regional traffic which is at present passing through the city (Refer

Figure 7.4).

N

Existing Growth

Proposed Growth


Figure 7.2: Network Development strategy for Davanagere

Figure 7.3: Proposed Bypass Corridor – NH-4 to Salekatte


Figure 7.4: Proposed Ring Roads – Davanagere& Harihar

7.5.2. Mobility Corridor Strategy

By designating certain roads as primary mobility corridors, the

transport corridors get a priority for increasing the throughput as

well as congestion controlling techniques turn out to be more

efficient as they become case specific in nature.

As speed of public transport vehicles reduce, travel times increase

to such an extent that commuters look for personalized modes of

travel. In addition to the user travel preferences the road design and

operations also have a bearing on traffic congestion. Development of

hierarchy in road network of a city helps in addressing the specific

problems of a particular kind of road in the entire network with

specific solutions. Within the DUDA region, we have identified

principle corridors where the emphasis will be on moving people i.e.

focusing on mass transit corridors with NMT facilities. Refer figure

7.5.


Figure 7.5: Mobility Corridors in the study area


7.5.3. Public Transit Strategy

At present, in Davanagere there are 27 city bus permits issued by the

regional transport authority. Buses are operated on the major

corridors of the city.

Bus augmentation:

The first thing that can be done to improve conditions is to consider

augmenting buses. As part of the public transport strategy,

augmenting the city bus services would be considered by taking 50

buses per lakh population. This is tested in the model.

Increasing the existing fleet size as well as the frequency for bus

service will help the public transport system to cater to more areas

in and around the city. The services could be using different sized

buses for various segments. It is estimated that Davanagere would

require approximately 600 buses by the horizon year 2031.

Commuter Rail system

A strong commuter rail system (Refer

Figure 7.6) can be considered for the

movement of people between

Harihar and Davanagere. The

preferred system configuration is

based on model runs and evaluation.


Figure 7.6: commuter Rail system


BRT corridors:

The travel demand forecast build a

case for the introduction of BRTS

within the horizon period. The

expected PPHPDs in the future years

make it necessary to identify BRTS

corridors in the study area. Keeping

the NUTP vision of promoting Public

Transport. Accordingly, we are

recommending and identifying a corridor for introducing BRTS Between

Davanagere and Harihar. (Refer Figure 7.7)

Figure 7.7: BRT corridor between Davanagere and Harihar

For at-grade BRT, the desirable Right-of-way requirement is 30m. This

allows for two-lane carriageways (each way) and a combined cycle track

and footpath.The typical cross section of BRT corridor is shown in Figure 7.8.


Figure 7.8: Typical cross section of BRT corridor

Construction of Bus Terminals/ Intermodal Hub:

Bus Terminal/ Intermodal hub are proposed at following locations to help in

the City bus operations. ( Refer Figure 7.9)

1. At Harihar KSRTC Bus terminal

2. Intermodal hub at Davanagere existing Private bus terminal

Figure 7.9: Proposed TTMC/Intermodal Hub locations


7.5.4. Non-Motorized Transport Strategy

Large number of pedestrian movement was observed along roads in

and around the city. Besides a few major roads, footpaths are

missing on most of the city roads. Wherever available these have

been encroached upon by shopkeepers or by hawkers, forcing people

to walk on pavement. Further, bicycles traverse in mixed traffic,

exposing them to accidents. In fact it is mainly the bicyclists and

pedestrians who are the victims of road accidents.

The proposed measures to develop facilities for pedestrians and

bicyclists on the streets include:

Development of NMT network for full width;

Incorporating all essential elements including pedestrian paths;

Provide grade separated facilities for pedestrian crossing

designed for the convenience of pedestrians at appropriate

locations;

Specific measures for facilitating bicycle use;

Cycle track network Plan.

Construction of foot-paths

Davanagere city roads are found devoid of foot-paths and

pavements. This makes the pedestrians use the normal road stretch

for commuting. Many a time it has been observed that the

pedestrians use the road with least concern for vehicular traffic.

This leads to accidents and loss of precious human life. It is proposed

that foot-paths should be urgently constructed. Footpaths are

proposed inside city area on all the mobility corridors as shown in

Figure 7.5.

Pedestrian Foot Over Bridge/ subway

We consider pedestrian foot over bridges/ subways at the following

locations (Refer figure 7.13):

1. FOB at Opposite Municipal Office connecting Railway station

2. Subway at Jayadeva circle

Pedestrianization of Market area

Market area has been suggested as pedestrian only zone for easy

movement of pedestrians as shown in figure 7.10.


Figuree 7.10: Pedestrian only Zone – Market area

Markings

Zebra crossings should be provided at intersections for safe crossing

of pedestrians. Regular painting of the Zebra crossing also needs to

be ensured.

Provision of Cycle Track

Cycle track should be provided on BH Road up to University for easy

and safe movement of cyclists.The considered cycle track is as

shown in Figure 7.11.


Figure 7.11: Cycle track Routes inside city

7.5.5. Freight Management Strategy

Freight movement in a city is an inevitable process of trade and

economy. Traditionally, movement of goods for local consumption

and sale generally takes place from a certain location within a city

which is closest to the wholesale markets. In other cases where

there have been successful planning interventions, the goods

terminal is preferred to be located on the outskirts of the city, in

order to prevent the entry of heavy vehicles into the congested parts

of the city.

In Davanagere , at present there are no truck terminal facilities and

the vehicles are parked on the side of the roads resulting in

congestion of traffic. Lighter modes of transport for goods

movement almost take place throughout the day in all parts of the

city. Due to these peculiar features of Davanagere , a definite

freight management strategy needs to be devised where in adequate

consideration is given to the economic activity of the region

alongside ease of operations and flow of general city traffic.


The two primary concepts to be used for strategizing a freight

strategy would be the following :

Road network planning for interconnectivity between the freight

hubs

Relocating activity centres for congestion free inner areas.

Truck Terminals

Truck terminals are considered at the following locations:

1. Near Kavalettu Bridge on NH-4 near Harihar

2. Near Salekatte on NH-4 Bypass

The same has been shown in Figure 7.12. This would ensure that the

truck traffic will not impinge the movement of city traffic.

Figure 7.12: Truck terminal Locations

7.5.6. Parking Strategy

The parking strategies that were considered for Davanagere city

includes

Restriction of on street parking


Paid parking should be introduced in Davanagere city on all the

major on street parking locations especially on the roads like:

BH Road

7.5.7. Traffic Engineering and Management Measures

Traffic Engineering Measures generally qualify as short term

measures for bringing in immediate relief from traffic problems. A

combination of several measures can prove to be effective means of

problem solving. These measures are generally not very capital

intensive and give instant results.

Road Markings Signages Intersection improvement

Traffic separator/ channelizer

Traffic Calming Techniques Delineators

Footpath repair works Signalization of intersections

One way streets

Road rectification-patch repair

Resurfacing/ strengthening of road stretch

Speed limits

Junction Improvements

The junctions that need improvements are as follows:

Gandhi Circle


High school junction

Aruna Circle

Jayadeva Circle

Ambedkar Circle

Vidyarthibharan Circle

Gandhi Circle (Harihar)


Figure 7.13: Junction Improvements


ROBs

Due to several railway crossings in the city, the traffic in the area is

severely affected every time a railway gate closes because of a

passing train. ROBs are considered at following locations as shown in

Figure 7.14.

ROB for inner ring road near S.P.O Office

ROB at Asoka Road between Gandhi circle and Mandipet

2 ROBs at level crossings between Davanagere and Harihar ( BH

Road)

Figure 7.14: Proposed ROB’s and FOB/subway

ITS

Another important area that will assist and help significantly is the

development of electronics in traffic management. The total ITS

package however is very intricate and may not find applicability

immediately in true mixed traffic (Indian) conditions. However it will

be essential to pursue the following:

Set up a traffic management centre

Install Video cameras at key locations

Set up a communication system with local policemen

Set up a communication with the traffic signal controller.

Install variable message signs


The system should be designed to be adaptive to higher levels of

controls (Demand responsive).

IPT Management

The main IPT in Tirpati are the auto rickshaws along with taxis. The

auto rickshaws do not have designated parking places at most of the

areas in the city. As a result, they park everywhere causing an

unsafe scenario for the road user. Hence it is recommended to have

dedicated autorickshaw parking bays. The TMC and traffic police

must identify these locations for the orderly parking of

autorickshaws.

Besides at all the bus stops, terminals and railway stations,

integaration with IPT should be achived for smooth transfer of

passengers from one mode to other.

Hawker Management

There is quite a bit of encroachment of the right-of-way by hawker,

as well as by illegal structures in the city. These hawker

encroachments are hindrance to the movement of people and also

reduce the capacity of roadways. We propose ‘hawker zones’ to be

created at decongesting main roads in Davanagere, and at the same

time, protecting the intersts of hawkers.

Accordingly, three types of zones are proposed to regularize

hawkers;

1. Green zone – areas where hawking is allowed all the time

2. Amber zone – areas where hawking is allowed at restricted hours

3. Red zone – areas where hawking is not allowed anytime.

The municipality officials in tandem with the Traffic police should

identify such zones in DUDA region and ensure safe and efficient

hawking management.

7.5.8. Travel Demand Management

Travel demand management is an intervention,(excluding provision

of major infrastructure), to modify travel decisions so that more

desirable transport, social, economic and/or environmental

objectives can be achieved, and the adverse impact of travel can be

reduced. A combination of TDM strategies and policies help reduce

travel demand or redistribute this demand in space or in time. A

demand management approach to transport has the potential to

deliver better environmental outcomes, improved public health and

stronger communities, and more prosperous and livable cities. A

broad range of demand management strategies are available and can

be brought to use depending on the situation and suitability. Some

of the “tools” used for TDM are listed below.


Table 7.2: TDM Strategies

Subsidizing transit costs for employees or residents.

Car parking controls and pricing

Flex-time work schedules with employers to reduce congestion at peak times

Congestion pricing tolls during peak hours.

Road space rationing by restricting travel at certain times and places.

Workplace travel plans

Roadspace reallocation, aiming to re-balance provision between private cars and

other sustainable modes

Introducing active trip reduction programs

Public education and awareness programs

Other Traffic Management Measures

i. Bus stops should be at least 60 m away from the junctions

ii. Bus bays should be considered at all possible bus stop locations

iii. Auto parking should be banned near all junctions and moved at least

50m away.

iv. On street parking should be banned at critical locations on all major

roads. To curb the menace of hapazard and illegal parking on main

roads- measures like restricted parking, time limit parking and

metered parking should be thought of.

We shall consider the use of some of these strategies in Davanagere.

7.6. Disaster Management

Disaster Management is “The response of the organized activities to address

problems created by unusual events”. The key concept in planning/ design

is ‘Resilience’ which is the ability of the system to adopt to unexpected

conditions with out catastropic failure.

The major disasters includes:

Floods

Fire

Cyclone/ Earthquakes

Crash

The various transportation issues after disasters include:

Evacuation: Evacuation should be done before, during and after disaster.

Delivery of emergency supplies

Rescue Operations

Transport Infrastructure Repair

http://en.wikipedia.org/wiki/Congestion_pricing

http://en.wikipedia.org/wiki/Road_space_rationing

http://en.wikipedia.org/wiki/Travel_plan


Recommendations for effective emergency response in CMP

1. Include disaster response plan at local, regional and national level as part of transport planning. Consider possible range of disasters/ stresses on transport systems and solutions for the same.

The formation of a strong network strategy will be the first step to the disaster response plan at the city level.

2. Develop a plan telling ‘ who should do what’ among civic authorities.

Focusing on public transport will also assist in disaster eviction can only be brought about if adequate public transport facilities are provided.

3. Develop multi modal transportation systems that provide variety of

mobility options.

Our focus in Davanagere includes Bus terminals which would be the first steps in providing alternate evacuation points during disasters.

4. Create transport system networks that provide links to each

destination- roads, rails, bridges.

For the disaster response plan(Point 1), the basic issue of network and transport options become critical. The CMP aims at creating a network structure which would provide strong inter connectivity between regions.

5. Develop plans to provide basic mobility to all. Planning should take

into account people with special needs.

Footpaths which are clean and clear of obstruction would be a clear avenue of escape. The strategy of the CMP that focuses on NMT would hence be critical to the mobility of people.

6. Develop effective ways to maintain information and communication

systems among transport system managers and staff under emergency conditions. Training the staff for emergency preparedness.

The ITS system, the puclic transport operation and the police will all play a role in disaster management. The CMP would form the basic infrastructure and people who would have to be trained in the aspect.

7. Develop ways to prioritize transport system resources when

necessary. For example, design or plan systems to allow emergency service and freight vehicles priority over general traffic.

Mobility corridor strategy in conjunction with the network strategy and ITS can ensure the facilitation of emergency vehicles. The head room standards and design standards to ensure that these vehicles are not obstructed should be strictly followed in the design and implementation of the facilities planned in the CMP.


8. Design critical components of transportation system to be fail-safe,

repairable and redundant.

Alternate routes would render effected routes to the redundant. The design of all structures planned in the CMP must adhere to the seismic/ Flood design standards required.

9. Plan for quick deployment of buses, vans etc.

The CMP aims at moving people. In Davanagere we are proposing 600 additional buses to meet cities requirements. They will be very useful during emergency times.

10. Officials muct be trained in traffic management strategies- Guiding

special services along evacuation routes; using contraflow lanes; using shoulders as lanes; priority to HOV etc.

The CMP provides/suggests an institutional structure where in traffic management is taken care of by a trained and well quipped traffic police. The training should lend itself to redesigning junctions etc.

7.7. Social Impact

The impact of the proposed projects from the social angle is analyzed at a

broader perspective. It is found that most of the projects have significantly

less impact with respect to Rehabilitation and Resettlement. Land

acquisition for some of the projects is inevitable. The proposed projects

significantly improve mobility with reduced travel time. The broad impacts

have been compiled in the Table 7.3 below

Table 7.3: Project Impacts

Project Right of way / Land Acquisition

Requirement of Rehabilitation &

Resettlement

Improve Mobility

Reduction in Travel

Time

Bus Fleet Augmentation No No Yes Yes

BRT S No No Yes Yes

High Capacity Mass transit Yes Yes Yes Yes

Intermodal Stations Yes Yes Yes NA

Bus Terminals Yes Yes Yes NA

Bus Shelters & Bus bays Yes Yes Yes Yes

ROBs Yes Yes Yes Yes

New Roads (4 lane) Yes Yes Yes Yes

Ring Roads Yes No Yes Yes

Foot Path cum drains No No Yes NA

Pedestrian FoB /Subway No No Yes NA

Major Junction Improvements No No Yes Yes

Area Traffic Control No No Yes Yes

Signages and Road Markings No No Yes Yes

Freight Hubs Yes Yes Yes NA


7.8. Environmental impacts

Environmental and social screening is intended to provide inputs into

identification of potential impacts with the implementation of the CMP.

Screening is conducted by identifying the interaction of environmental

components on the project activities for various projects. Screening

conducted for the identified projects and respective impacts identified are

presented in the Table 7.4 given below.


Table 7.4 Environmental impacts of important projects Broad Project category

Activities / Sub Components Impacts

Regional Hubs based on Transit Oriented Development principles

Development of serviced land for high density development

Public gtransport interchange hubs

Land acquisition from farmers

Construction activity around the highway

Pedestrian / NMT Infrastructure Improvement

Land acquisition for road widening and creation of service lane whereever necessary

Relocation of existing vending activity

Removal of squatters and encroachers from the footpaths

Causing livelihood losses even though they are illegal

Loss of shelter for temporary shops / residences for squatters and encroachers

Construction of new footpaths

Improvement in safety of pedestrians due to measures proposed

Pedestrian Infrastructure development like subways/foot over bridges/ signals etc

Improvement in pedestrian safety

Slowing of traffic at the time of constructing and erecting structures across major intersections

Public Transport Planning

Dedicated public transport network

Land acquisition for dedicated lanes will cause Rehabilitation &Resettlement issues

Use of existing pavement width for dedicated bus lanes will cause removal of squatters and encroachments from roadsides causing loss of livelihood and loss of shelter

Construction / reconstruction / improvement of bus lanes will be causing construction issues as:

Generation of noxious gases during construction . increasing air pollution Temporary increase in noise pollution during construction Contamination of road runoff with construction material stacked on road side Traffic safety during construction Traffic diversions causing lengthening of routes increasing air emissions and exposing

previously unexposed neighborhoods. to noise


Broad Project category


Reduction of additional lane width for other traffic if existing road width is used for demarcating the dedicated bus lanes

Reduction in private vehicles causing reduction in air / noise pollution

Terminals/Depots/Commuter Amenity Centers

Acquisition of land for the facilities causes . Rehabilitation &Resettlement issues as loss of livelihood, loss of shelter, severance of community & social ties

Increase of noise and air pollution in the areas of terminals and depots

Improvement in approaches to the terminals and depots causing impacts on adjacent landuses and land acquisition

Additional land acquisition, if any for the approach road improvement will lead to R&R issues along the roads and cause impacts on livelihood and shelter

Construction stage impacts include the increase in air and noise pollution

Contamination of road runoff with stacked construction materials

Improvement of traffic conditions during operation stage causing reduction in air and noise pollution

Bus-Stops and FOBs/Sub-ways

Temporary interruption to traffic and increase of emissions from vehicles due to higher idling times

Temporary increase of noise levels due to idling and traffic snarls

Alternate traffic diversion routes increasing route length and consequently emissions

Alternate traffic diversion routes exposing previously low traffic routes to higher urban traffic and increasing air / noise pollution

Removal of squatters and encroachers from the footpaths causing livelihood losses at approaches to the sub-ways / FOBs

Loss of shelter for temporary shops / residences for squatters and encroachers at approaches to the sub-ways / FOBs

Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth

Others-Road Infrastructure

Junction/Rotary Improvements

May cause removal / displacement of squatters & Encroachers .

Air and noise pollution from construction impacts

Contamination of runoff from road with construction material as sand / cement / silt


Broad Project category


from stacked excavated earth

Freight Management

Banning and restrictions Reduction in urban congestion due to banned movement of freight in the day hours

Banning of use of animals for movement of goods in the city may result in Animal welfare and safety Improved speeds in CBD area due to reduction in congestion

Relocation of Activity inside existing freight terminal

Resistance by operators for relocation

Improved air quality in the surrounding residential areas due to shifting of transport nagar

Creation of new freight terminal

Acquisition of land in the peripheries

Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth

The emission level for the base year is about 5 tonnes/day. For the horizon year 2031, in a do-nothing scenario the emission levels will increase to 14.43 tonnes/day. With all highway network improvement, Bus augmentation and mass transit system the emission levels will reduce to 10.91 tonnes/day with a decrease of 24.39%


7.9. Location Impacts

The location Impacts being analysed are associated with site selection and

project location on environment and resettlement or livelihood related

impacts on communities. Some of the generic impacts associated with

location of project facilities that involves construction activities either by

acquiring additional land and / or public land encroached by residents are

as below:

Major environmental features as lake fronts, parks etc., in the urban

areas would generally be avoided and hence environmental impacts

on these areas would be minimal to absent.

Projects do not have any major environmental features that are

sensitive to acquisition of land as it is nominal in case of the

conceived projects.

Removal of encroachments and squatters leading to loss of livelihood

and / or shelter.

Vulnerable PAP within the encroachers would be further impacted by

the pressure of relocation as well as loss of income and their

removal.

Breakup of established social fabric and cause severance of

established relationships amongst the community.

Temporary loss of services provided by the encroaching PAPs due to

their removal.

Some of the specific impacts associated with construction of bridges and

flyovers involves disruption to existing traffic flow, especially, if located in

the congested urban stretches. These would also involve land acquisition

(either temporary or permanent) and would also impact the squatters and

encroachers affecting residences and / or livelihood.

They would cause traffic congestion and delays and may also involve

changes in the project design and alternatives. Project interventions as ITS

application, improvement in public transport infrastructure would only

improve the environment rather than causing pollution though resettlement

impacts would be present to a limited extent.

7.10. Construction Impacts

Impacts resulting from pre-construction and construction activities including

site clearance, earthworks, civil works, etc are identified in this section.

Pre-construction and construction impacts arise due to dismantling of

existing facilities, use of heavy construction machinery, spillage / disposal

of construction debris, runoff from construction site, inadequate or

inappropriate drainage of the construction site, inadequate safety measures

etc. These are some of the direct impacts of construction in the project

area.


In addition to the above, there are few indirect impacts or impacts that

result from construction activities though not causing the impacts, support

to cause the impacts. Some of these impacts include, generation of vectors

and vector borne diseases, spread of STD / HIV amongst the construction

workers and within the community in the vicinity of construction activities

etc. The above environmental impacts are generic in nature occurring along

all the project activities where civil works are involved. Impacts that are

specific to the construction activities in a project intervention are

presented below.

Construction activities in case of reconstruction of footpaths or

construction of new foot paths would cause temporary interruption

to traffic and increase of emissions from vehicles due to higher idling

times apart from temporary increase of noise levels due to idling and

traffic snarls

Loss of adequate frontage in few cases of foot path construction or

provision of additional cycle lanes and bus lanes

Relocation of utilities in the pre-construction stage causing

temporary disruption to services. These impacts would be more

severe in case of construction of exclusive bus lanes and foot paths

Safety of pedestrians and traffic in the area is likely to be affected

due to the progress of construction activities

Contamination of runoff from road with construction material as

sand / cement / silt from stacked excavated earth

Construction activities elevate the air pollution and noise pollution

in the project area temporarily. Air pollution is due to generation of

noxious gases emanating from asphalt plants, construction

equipment, crushers etc., while noise pollution is due to operation

of various types of construction equipment

Stacking of construction waste causing interruption to traffic and

pedestrian movements.

Runoff from staked construction waste entering the water bodies

and existing drainage systems causing clogging of drain outlets as

well as the drains themselves .

Project interventions as procurement of low emission vehicle fleets,

traffic signal prioritization, ITS, provision of signage etc., involve

minimal construction activities and hence, environmental and social

benefits from these activities will outweigh any minimal impacts that

may occur.


7.11. Operation Impacts

These are the Impacts associated with the operation and maintenance of

the infrastructure built in the project. The project interventions are

conceived to provide maximum benefits to the community with the

implementation of the project. The project interventions as could be

judged from the discussion so far involve environmental and

resettlement impacts during pre-construction and construction stages of

the project and appropriate mitigation and management measures

would be undertaken to avoid the same.

Negative environmental / social impacts in the operation stage would

mostly be limited to air and noise pollution along the improved road

infrastructure as well as the parking areas. While there would be loss of

usual transport routes for provision of pedestrian routes or NMT, overall

improvement in environmental quality is anticipated in the operation

stage.

While in previously polluted and congested core city areas / heritage

areas would be experiencing better environmental quality than before

the project implementation due to pedestrianisation and encouraging

NMT. Pedestrian safety would also be improved with the implementation

of the project.

Implementation of ITS and traffic signal prioritization interventions

would also aid in better management of traffic leading to improvements

in air and noise quality.

7.12. Evaluation of Long Term Projects

Evaluation of Road Network Improvement Plan

The following are the schemes tested in the model as part of the Road

network improvement plan

The propsed ring road for Davanagere

Thr proposed ring road for Harihar

Bypass connecting NH-4 to Salekatte via Tholahusane

Table 7.5: Road Network Improvement Plan results

Corridor Name Length in Km Traffic volume in PCU for the year 2031

Davanagere Ring road 24.58 1330

Harihar Ring Road 20.84 350

Bypass 16.73 620


Evaluation of Public Transport Plan

The plan includes augumenting buses (as a first step) significantly, adding

Mass transit corridors to be developed with an aim of increasing the public

transport share. The overall public transport build out will include:

Augumentation of the buses

Restructuring of bus routes

Higher order Mass Transit Corridors

The model results for the public transport plan is presented in Table 7.6.

Table 7.6: Model Results for Public Transport Plan

Sl.No System From Via To Length (Km)

PPHPD (2031)

1. Bus Corridor Davanagere Bus terminal

NH-4 Bypass Harihar Bus terminal

19.36 1200

2. Bus Corridor Harihara Ring Road 20.84 1200

3. BusCorridor Davanagere ring Road 24.58 1000

4. Bus Corridor Davanagere Hadadi Road Amekallu 10.22 1600

5. Bus Corridor Davanagere Shamanur Jarkatte 9.42 600

6. Bus Corridor Davanagere Kondajji road Kakkaragolla 9.66 1100

7. BRT Corridor Davanagere Bathi Harihar 18.82 1600

8. Bus Corridor Davanagere Mandipet B. Kalapanahalli 5.67 2200

9. Bus Corridor Davanagere KSRTC Busstand Kalapanahalli 10.19 1600


Chapter 8

The Comprehensive Mobility Plan

8.1. The CMP

The chapter on strategies discussed a way forward for improving transport

in Davanagere from which we have established a large number of options

that are of Short Term, medium term and long term in nature. We have

evaluated all these projects independently. The long term projects have

been evaluated by the use of a transportation model which has been built

specifically for this purpose. The CMP hence includes the following schemes

(Table 8.1 to Table 8.3)

Table 8.1: Short Term Schemes

Sl.No Short Term Projects Unit Quantity Total Cost ( in Crores)

1 Traffic and Pedestrian Management measures - Road Markings/ Signage Km 65 3.25

2 Junction Improvements Nos 8 1.6

3 Construction of Footpaths Km 65 13

4 Bus Augmentation Nos 600 300

5 Bus transport Plan - Bus shelters Nos 300 45

6 Pedestrian Crossing facilities- Subways/ FOBs Nos 2 20

7 Provision of cycle track Km 10 5

Table 8.2: Medium Term Schemes

Sl.No Medium Term Projects Unit

Quantity Total Cost (in Crores)

8 ROBs Nos 4 80 9 ITS

30

10 Commercial Terminal Plan - Truck Terminals Nos 2 30

11 Bus Transport Plan- Construction of new bus terminals

Nos 2 20

Table 8.3: Long Term Schemes

Sl.No Long Term Projects Unit

Quantity Total Cost (in Crores)

12 Ring Road - Davanagere km 24.58 197

13 Ring Road- Harihar km 20.84 167

14 Commuter Rail System km 23 1150

15 Bus Rapid Transit system km 13.5 203

16 Bypass corridor Km 16.73 134

The overall cost of the full CMP is approximately Rs 2398 Crores. As

discussed earlier in this report, the CMP serves only to identify schemes and

once these schemes are subject to detailed feasibility and engineering

some of these costs may vary.


8.2. Anticipated Effectiveness of the CMP

The anticipated effectiveness of the Comprehensive mobility plan is

presented in Table 8.4

Table 8.4: Comparison of Travel characteristics for various scenarios

Scenario Private vehicle share(%)

IPT Share(%)

PT Share(%)

Emission in Tons/day

Speed (in Kmph)

Base Year 64% 24% 12% 5.0 27.0

Do Nothing -2031 60% 35% 5% 14.43 15.0

Highway Improvements+ Bus Augmentation+Mass Transit system

55% 23% 22% 10.91 22.0

8.3. Phasing Plan

Some of these projects can be phased out and built later. The phasing plan

for the period 2012-2016, 2017 -2021 and 2022 and beyond is provided in

the table 8.5.

Table 8.5: Phasing Plan

Sl. No

Projects Unit Qty

Total Cost (in

Crores)

Phasing ( Project Quantities)

Phasing ( Project Cost in Crores)

2011-

2016

2017-

2021

2022-

2031

2011-

2016

2017-

2021

2022-

2031

Short Term Projects

1 Traffic and Pedestrian Management measures - Road Markings/ Signage

Km 65 3.25 65 - - 3.25 - -

2 Junction Improvements Nos 8 1.6 8 - - 1.6 - -

3 Construction of Footpaths Km 65 13 65 - - 13 - -

4 Bus Augmentation Nos 600 300 150 150 300 75 75 150

5 Bus transport Plan - Bus shelters Nos 300 45 300 - - 45 - -

6 Pedestrian Crossing facilities- Subways/ FOBs

Nos 2 20 2 - - 20 - -

7 Provision of cycle track Km 10 5 10 - - 5 - -

Medium Term Projects

8 ROBs Nos 4 80 4 - - 80 - -

9 ITS

- 30 - - - 30 - -

10 Commercial Terminal Plan - Truck Terminals

Nos 2 30 1 - 1 15 - 15


Nos 2 20 1 1 - 10 10 -

Long term Projects

12 Ring Road - Davanagere km 24.58 197 - - 24.58 - - 197

13 Ring Road- Harihar km 20.84 167 - - 20.84 - - 167

14 Commuter Rail System km 23 1150 - - 23.0 - - 1150

15 Bus Rapid Transit system km 13.5 203 - 13.5 - - 203 -

16 Bypass corridor Km 16.73 134

16.73

134

Total Cost ( In Crores ) 2398


8.4. PPP Potential

A significant number of these projects can be funded through private

means. An estimate of private investment by structuring the

implementation through PPP means is presented in Table 8.6.

Table 8.6: PPP Potential

Sl.No Projects Unit Quantity Total

Cost ( in Crores)

PPP Potential (in

Crores)

Short Term Projects

1 Traffic and Pedestrian Management measures - Road Markings/ Signage Km 65 3.25 0

2 Junction Improvements Nos 8 1.6 0

3 Construction of Footpaths Km 65 13 0

4 Bus Augmentation Nos 600 300 0

5 Bus transport Plan - Bus shelters Nos 300 45 45

6 Pedestrian Crossing facilities- Subways/ FOBs Nos 2 20 0

7 Provision of cycle track Km 10 5 0

Medium Term Projects

8 ROBs Nos 4 80 0

9 ITS

30 0

10 Commercial Terminal Plan - Truck Terminals

Nos 2 30 0


Nos 2 20 10

Long term Projects

12 Ring Road - Davanagere km 24.58 197 59

13 Ring Road- Harihar km 20.84 167 50

14 Commuter Rail System km 23 1150 0

15 Bus Rapid Transit system km 13.5 203 0

16 Bypass corridor Km 16.73 134 80

Total Cost ( In Crores ) 2398 244

8.5. Institutional Aspects

Transport being a highly multidisciplinary activity will need a central

coordination to ensure that all the strategies are simultaneously progressed

to yield the desired result. More often than not, individual agencies develop

projects in isolation and the benefit of all the strategies in tandem is not

realized. There is hence a need to establish a committee or an organization

on the lines of UMTA that would be responsible for the overall planning and

coordination of the transport initiatives of the region.

In this regard, we propose an Urban Transport Committee that is to be

chaired by the District Collector. This Committee would involve the key

stakeholders in the form of Chairman of DUDA along with the City Municipal

Commissioner. This Committee is responsible for the overall coordination,


regulation and funding of all the transportation initiatives. The onus of

preparing, implementing and owing the accountability of CMP lies with this

Committee. All other agencies involved in transportation in the city should

report to this committee. All activities of improvement in transport should

have the approval of this committee which should ensure that this fits into

the overall vision and goals of the CMP.

We also are recommending the setting up of a new stakeholder known as

the “PPP Cell”. A number of projects that are emerging in the region have

a high potential of getting implemented through PPP initiatives. Hence, it

is very important to set up a cell that would look in to all the issues leading

to the involvement of a PPP like – administering the contracts and

evaluation of the different private sector participation in choosing the best

possible agency. This cell will directly advise the Urban Transport

Committee on all the PPP issues.

All other agencies like the RTO, Traffic Police, Highways, Railways,

Pollution Board, KSRTC will perform their individual roles and functions in a

coordinated way with other agencies involved, under the purview of the

Urban Transport Committee.

The recommended Institutional Set up for Davanagere is shown in Figure

8.1.


Figure 8.1 : Recommended institutional structure for Davanagere

Project profiles are given in annexure.

Capacity Needed

Transport Planners

Traffic Engineers

Economists

Financial Experts

Urban Planner

URBAN TRANSPORT COMMITTEE

District Collector

MUNICIPAL CORPORATION

Commissioner

DUDA

Chairman

Functions

Coordination

Regulation

Funding

Preparation, implementation and ownership of Transport Plans (CMP)

Preparation of Master Plan

Transportation Infrastructure

PPP Cell

PPP Initiatives

Contracts

Evaluation of Private Sector

Participations

RTO

Licensing

Vehicle

registration

Traffic Police

Enforcement

Traffic Regulation

Markings and

signage

Pollution Control Board

Pollution Levels

Emission

Standards

Highways

Maintenance of State

Highways

Railways

Railway initiatives

Coordination with other transit

agencies

KSRTC

Routing

Fare Fixation

Operations

Maintenance of

fleet


ANNEXURE









Classified Turning Volume Count Survey Peak Hour

Location: ARUNA CIRCLEPeak Hour Volume

(PCUs)

Date: 18/7/2011Peak Hour Volume

(Vehicles)

1 2 3 4 5 6

City Bus 0 0 0 City Bus 0 22 0

Long Distance Bus 0 0 2 Long Distance Bus 0 24 0

Institutional/Company Bus 0 0 0 Institutional/Company Bus 0 0 0

Mini bus 1 1 4 Mini bus 0 6 1

Van/Maxi Cab 1 9 9 Van/Maxi Cab 14 0 5

Car/jeep 8 15 39 Car/jeep 15 62 14

Two wheeler 63 136 155 Two wheeler 52 289 69

Shared Auto rickshaw 1 11 2 Shared Auto rickshaw 3 12 0

Auto rickshaw 33 29 57 Auto rickshaw 41 242 35

Truck/2 Axle 0 0 1 Truck/2 Axle 0 5 0

3 Axle/MAV 0 0 0 3 Axle/MAV 0 0 0

LCV 1 10 7 LCV 26 14 14

Tractor 2 0 0 Tractor 0 8 1

Cycle Rickshaw 0 0 0 Cycle Rickshaw 0 0 0

Cycles 8 12 40 Cycles 12 19 19

Cart 0.5 0.5 1 Cart 0 1 1

Total vehicles 116 221 317 Total vehicles 163 704 159

Total PCU 134 217 325 Total PCU 196 961 177

10 11 12 7 8 9

City Bus 10 19 1 City Bus 0 0 0

Long Distance Bus 1 28 0 Long Distance Bus 0 0 0

Institutional/Company Bus 0 0 1 Institutional/Company Bus 1 1 0

Mini bus 4 1 2 Mini bus 2 9 1

Van/Maxi Cab 19 21 7 Van/Maxi Cab 4 29 11

Car/jeep 48 55 33 Car/jeep 68 37 19

Two wheeler 182 198 148 Two wheeler 172 150 79

Shared Auto rickshaw 5 0 0 Shared Auto rickshaw 3 2 6

Auto rickshaw 96 164 71 Auto rickshaw 129 42 43

Truck/2 Axle 6 4 1 Truck/2 Axle 1 1 4

3 Axle/MAV 0 0 0 3 Axle/MAV 1 0 0

LCV 9 29 3 LCV 4 10 0

Tractor 0 14 2 Tractor 1 3 2

Cycle Rickshaw 0 0 0 Cycle Rickshaw 0 0 0

Cycles 74 37 7 Cycles 12 9 29

Cart 0 0 0 Cart 0 0.5 0

Total vehicles 454 570 275 Total vehicles 398 292 194

Total PCU 495 781 317 Total PCU 491 312 215

TO

WA

RD

S B

RA

HM

AK

UM

AR

I

RO

AD

TOWARDS

BRAHMAKUMARI

ROAD

TOWARDS

BUSSTAND

TO

WA

RD

S S

S L

AY

OU

T

10.30-11.30

4622

3863

DAVANAGERE CMP

TOWARDS COURT

ROAD

TOWARDS BUSSTAND

TOWARDS SS

LAYOUT

TOWARDS COURT ROAD

Documents

Comprehensive Mobility Plan for Davanagere Draft … reports/CMP...Comprehensive Mobility Plan for Davanagere Directorate of Urban Land Transport Contents Page No. Chapter 1 Introduction