Final Report

Transportation Management Plan, Udaipur
STUDIO
TITLE
TRAFFIC MANAGEMENT PLAN
WALLED CITY UDAIPUR
AMITY SCHOOL OF ARCHITECTURE AND

PLANNING
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AMITY UNIVERSITY
------UTTAR PRADESH-----
PROJECT REPORT ON
TRAFFIC MANAGEMENT PLAN FOR WALLED CITY, UDAIPUR
In partial fulfillment of the requirements for the award of the degree of
B. PLANNING (IIIrd SEMESTER)

Under the guidance of
AR. TULIKA KUMAR
(Assistant Professor)
AMITY SCHOOL OF ARCHITECTURE AND PLANNING

AMITY UNIVERSITY NOIDA
UTTAR PRADESH
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ACKNOWLEDGEMENT
We would like to sincerely thank our supervisor Ar. Tulika Kumar for her persistent support, guidance, help and
encouragement during the whole process of our study and preparation of the project report. We would also
like to thank the staff and faculty of the Amity School of Architecture and Planning, for their support.
B. PLANNING
BATCH: 2018-22
3rd SEMESTER
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CERTIFICATE
This is to certify that the Project Report entitled “Traffic Management Plan for Walled
City Udaipur” submitted to Amity School of Architecture and Planning, Amity
University, Noida as a part of curriculum of B.Planning. is a bonafide work carried out
by the students of B.Planning IIIrd Semester.
No part of this project work has been reproduced elsewhere for any degree or diploma.
Supervisor
Ar. Tulika Kumar

Assistant Professor
Amity School of Architecture and Planning
Amity University Uttar Pradesh
Noida-201303 (U.P.)
Email Id. – tkumar@amity.edu
Date - ____________
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ABSTRACT
The main objective of this project report is to analyse the present condition of the study area by
conducting all the necessary types of surveys with respect to transportation, figure out why the
current transportation system is failing and what exactly is it lacking in public transport, pedestrian
infrastructure and then give suitable recommendations, policies and proposals to rectify the flaws
considering proper functioning of the area in future as well.
To study the current system, various documents were referred and suitable surveys were
conducted in order to analyse the area in detail and some journals for other areas were also
referred to generate different thoughts and ideas for the study area.
While the process has been standardized to some extent, each study has acquired and managed a
massive amount of information about our study area. This information, together with
representations of transportation networks and travel patterns, has been used to produce estimates
of future travel demand and utilization of facilities.
The objectives identified to clear out the goals are to ensure the physical inter connectivity, to
create clear accessibility conditions, to improve streetscape qualities and define parking strategies.
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Traffic Management Plan- Udaipur Walled City
Contents
Chapter 1.0: Introduction
1.1 Background…………………………………………………………………..11
1.2 Aim…………………………………………………………………………...12
1.3 Objective…………………………….…………………………………..…...12
1.4 Need………………………………………………………………………….12
1.5 Scope…….…………………………………………………………………...12
1.6 Vision………………………………………………………………………...12
1.7 Methodology…………………………………………………………………13
Chapter 2.0: Study Area Characteristics
2.1 Background…………………………………………………………………14
2.2 Historical Setting ………………………………………………………….. 15
2.3 Regional Setting……………………...……………………………………..15
2.4 Demographic Profile ………………………………………………………..16
2.5 Socio- Economic profile……………………………………..…………..….16
2.6 Road Transport System Characteristics……………………………….…….17
2.7 Study Area…………………………………………………..…………..…..17
Chapter 3.0: Traffic Surveys and Studies
3 General…………………………………………………………………..……21
3.1 Primary Surveys………………………………………………………….....21
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3.1.1 Tourist Survey……………….……………………………………………22
3.1.2 Road Inventory Survey …….………………………………….………….23
3.1.3 App Based Survey………………………………………………………...23
3.1.4 Traffic volume count Survey……………………………………………..24
3.1.5 Spot speed Survey…………………………………………………………24
3.1.6 Parking Survey ……………………………………………………………25
3.1.7 Speed & Delay Survey ……………………………………………………25
3.1.8 Pedestrian Survey…………………………………………………….…....26
Chapter 4.0: Transportation System and Traffic Characteristics
4.1 General…………………………………………………………………..…..27
4.2 Road Network…………………………………………………………….....27
4.3 Traffic characteristics ………………………….…………………………...28
4.3.1 App based survey ………………………………………………………...28
4.3.2 P.C.U……………. …………………………………….……….………...29
4.3.3 Volume/Capacity Ratio …………………………………………...…...…30
4.3.4 Level of Service …………………………………………………..……..30
4.3.5 Average Daily Traffic……………………………………..………….…..30
4.3.6 Speed & delay survey …………………………………………….……...35
4.3.7 Parking survey ………………..…………………………………….……37
4.3.8 Road Inventory survey …………………………..…………………..…..40
4.3.9 Pedestrian Survey …………………………………………………….....40
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Chapter 5.0: Public Transport Survey
5.1 Introduction.………………………………………………………………....…42
5.2 Existing conditions …………………………………………………………….42
5.2.1 Inter bus transport…………………………………………………………….42
5.2.2 Bus transit ………….…………………………………………………...........43
5.2.3 Intermediate Transit ….……………..……….………………………..……..44
5.2.4 Service access point for shared auto ……………………………………..….44
Chapter 6.0: Issues, Constraints and Potential
6.1 General…………………………………………………………………………45
6.2 Road Inventory ……………………..…………………………………………45
6.3 Pedestrian survey…………………...……………………………………….....46
6.4 Traffic volume count survey…………………...………………………...........46
6.5 Spot Speed survey…………………………...………………………………...46
6.6 Parking Survey ………………………………………………………………..47
6.7 Speed and delay survey………………………………………………………..47
6.8 Public Transport ………...…………………………………………….............4
Chapter 7.0: Proposals
7.1 Junction Redesign ...…………………………………………………..……....48
7.2 Non- Motorized transport …………………………………………….…..…..49
7.2.1 Cycle tracks …………………………………...…………………………….49
7.3 Bike Sharing Scheme ……..……………………………………………...…...49
7.4 Footpath redesigning ……………...………………………………....………..50
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7.5 Public Transportation………………………………………………………….51
Reference
LIST OF FIGURES
Fig .1.1. Key Map…………………………………………………………… 11
Fig .2.1. Location of Udaipur ………………………………………………..14
Fig .2.2. Decadal population growth ……………………………………..….16
Fig .2.3. Land use distribution ……………………………………………....20
Fig .3.1. Age group of visitors in Udaipur …………………………………..22
Fig .3.2. Purpose of trip ……………………………………………………..22
Fig .4.1. Road hierarchy map………………………………………………..27
Fig .4.2. Road category………………………………………………...……28
Fig .4.3. Location map of parking surveys………………………………….37
Fig .4.4. On street v/s Off street ……………………………………………38
Fig .4.5. Authorized v/s Unauthorized Parking…………………………….38
Fig .5.1. Modes of transport in Udaipur ……………………………………41
Fig .5.2. Bus routes with Bus Stands ………………………………………42
Fig .5.3. Shared auto routes with service access points …………………....43
Fig .6.1. Traffic situations in Udaipur ……………………………………..46
Fig .7.1. Proposed 3d view of designed junctions ………………………….48
Fig .7.2. Proposed cycle tracks ……………………………………………..49
Fig .7.3. Proposed footpaths ………………………………………….…….49
Fig .7.4. Proposed cycle stations……………………………………………50
Fig. 7.5 Proposed Bus stands………………………………………………...51
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LIST OF TABLES
Table 2.1. Geographical background of Udaipur ………………………………...14
Table 2.2. Road accident data , Govt. of Rajasthan………………………………18
Table 2.3. Land use classification with area and percentage …………………….20
Table 3.1. Survey Profile of Traffic volume count survey ……………………….24
Table 3.2. Survey profile spot speed survey ……………………………………..25
Table 4.1. P.C.U. Standards ……………………………………………………..29
Table 4.2. V/C Ratio standards ………………………………………………….30
Table 4.3. Delhi gate T.V.C. outcomes…………………………………………..31
Table 4.4. Hathipole T.V.C. outcomes ………………………………………….31
Table 4.5. Surajpole T.V.C. outcomes ………………………………………….32
Table 4.6. Udaipole T.V.C. outcomes…………………………………………...32
Table 4.7. Kishanpole T.V.C. outcomes………………………………………...33
Table 4.8. Chandpole T.V.C. outcomes…………………………………………34
Table 4.9. Ambapole T.V.C. outcomes………………………………………….35
Table 4.10 Chandpole T.V.C. outcomes…………………………………………35
Table 4.11 Ambapole T.V.C. outcomes ………………………………………...35
Table 4.12 Bhrahmapole T.V.C. outcomes ……………………………………..35
Table 4.13 Delhi Gate speed & delay survey outcomes ………………………..36
Table 4.14 Udaipole speed & delay survey outcomes…………………………..36
Table 4.15 Hathipole speed & delay survey outcomes…………………………36
Table 4.16 Daily pedestrian count ………………………………………………40
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Traffic Management Plan- Udaipur Walled City
Figure 1.1: Keymap
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STATE: Rajasthan
LATTITUDE: 24.5854° N
LONGITUDE: 73.7125° E
Chapter 1.0
The Walled city of Udaipur is the old part of Udaipur city with Introduction
picturesque landscapes, lakes and many tourist sites. In 1567,
1.1 Background
when Mughal Empire was threatening Mewar and captured
Chittorgarh fort, Udai Singh built a large, six-kilometer long wall
to protect Udaipur from attacks. The wall had nine gates. These
gates served as a gateway that connected the old city to other
regions.
The city lies on the intersection point of East West Corridor, Golden
Quadrilaterll, National Highway (NH) 76 and National Highway
(NH) 8, midway between Delhi and Mumbai, located around 700
kilometres from either city. The East West Corridor which starts
from Porbandar and ends at Silchar is intersecting the Golden
Quadrilateral and shares the common space from Udaipur to Chittor.
Figure 1.1: Keymap
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1.2 Aim
To provide efficient and effective means of transportation by integrating all means of

transport in the zone which would increase tourism.
1.3 Objective
1. To ensure physical inter connectivity between transit

2. To build universally accessible paths for non-motorised modes.
3. To established reliable and efficient public transport system
1.4 Need
Adopt a Traffic Management Plan to combat congestion during peak hours by rectifying
inefficient junction design, on street parking and lack of facilities for pedestrians and
cyclists.
1.5 Scope
Scope of our study is that it can be used in different zones of the city and our study limits
to the zone 1 of Udaipur.
1.6 Vision
Rejuvenation of critical junctions identified in the study area with special consideration
given to NMT and parking facilities.
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1.7 Methodolog
RECONNAISSANCE SURVEY OF WALLED CITY ( UDAIPUR )
CONCEPTUALISATION STUDY re
DELINIATION OF TRAFFIC ANALYSIS ZONES
TRANSPORTATION MODELLING
PLAN FORMULATION & PHASING
PLAN IMPLEMENTATION & MONITORING
*Source : 2016 , Madhu Erampalli , Transportation Management Plan for Port Blair City
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Chapter – 2
Background
2.1 Background
Geographical Area 37 sq km
Population 4.51 lakhs
Literate 15,82,629
Tehsils 13
Development Blocks 17
Nyay panchayat -
Gram sabha 544
Inhabitat village 2471
Towns 17
Source
Fig 2.1: Location of Udaipur
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2.2 Historical setting
Udaipur is the historic capital of the kingdom of Mewar in the former Rajputana Agency.
It was founded in 1558 by Maharana Udai Singh II of the Sisodia clan of Rajput] when he
shifted his capital from the city of Chittorgarh to Udaipur after Chittorgarh was besieged
by Akbar. It remained as the capital city till 1818 when it became a British princely state,
[4]
and thereafter the Mewar province became a part of Rajasthan when India gained
independence in 1947.
2.3 Regional setting
The city is located in the southernmost part of Rajasthan, near the Gujarat border. It is
surrounded by the Aravali Range, which separates it from the Thar Desert.
It is around 660 km from Delhi and approximately 800 km from Mumbai, placed almost
in the middle of two major Indian metro cities. Besides, connectivity with Gujarat ports
provide Udaipur a strategic geographical advantage. Udaipur is well connected with
nearby cities and states by means of road, rail and air transportation facilities,
including Maharana Pratap Airport. Common languages spoken
include Hindi, English and Rajasthani (Mewari).
The city lies on the intersection point of East West Corridor, Golden Quadrilateral,
National Highway (NH) 76 and National Highway (NH) 8, midway
between Delhi and Mumbai, located around 700 kilometres from either city. The East
West Corridor which starts from Porbandar and ends at Silchar is intersecting the Golden
Quadrilateral and shares the common space from Udaipur to Chittor. The roads in this
part of the country are paved and fit for private vehicles. One can either drive from Jaipur
(around 6 hours), Ahmedabad (4.1/2 hours) or Surat (9 hours) on NH 8 or Golden
Quadrilateral, from Kota (3 hours - EW Corridor or NH 76). Udaipur City Bus Depot has
lines running for the majority of other destinations in Rajasthan and farther north and
west towards Madhya Pradesh and Gujarat. Apart from Rajasthan State Road Transport
Corporation (RSRTC), there are numerous private operators and companies providing
bus services to and from the other cities.
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2.4 Demographic profile
According to the 2011 census, the total population of Udaipur city was 451,100.
Including suburbs outside the city limits the population was 474,531. The male population
of the city was 233,959 and the female population was 217,141 in 2011
Population
500,000
450,000
400,000
350,000
300,000
250,000
200,000
150,000
100,000
50,000
0
1891 1901 1911 1941 1951 1961 1971 1981 1991 2001 2011
Popul ation
Fig 2.2. : Decadal Population Growth
2.5 Socio – Economic profile
Udaipur has an average effective literacy rate of 90.43 percent, as compared to the
national average of 74.04 percent. male literacy rate being 95.41 percent while the
female literacy rate being 85.08 percent.
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Hindi and Mewari are the major languages spoken in

Udaipur. Marwari, Wagdi, Urdu and Gujarati are some others which are in use in the city.
Hinduism is the major religion followed in the city. 2nd most is Muslims with approx
16% of the total population. With a large Jain community, Jainism is amongst the other
main religions practised. Jains makes about 10% of the population, as compared to
the national average of 0.37%.
Udaipur is host to medium and large enterprises designing and manufacturing electronic
instruments, control panels, sensitive metering technology and LED lamps. The electrical
and electronics industry in Udaipur employs over 6000 people. These businesses are
Tempsens, Pyrotech and Secure Meters Ltd. Secure meter ltd is one of the major meter
manufacturers across the globe.
2.6 Road transport system characteristics
Road
The city lies on the intersection point of East West Corridor, Golden Quadrilateral,
National Highway (NH) 76 and National Highway (NH) 8, midway
between Delhi and Mumbai, located around 700 kilometres from either city. The East
West Corridor which starts from Porbandar and ends at Silchar is intersecting the Golden
Quadrilateral and shares the common space from Udaipur to Chittor. The roads in this
part of the country are paved and fit for private vehicles. One can either drive from Jaipur
(around 6 hours), Ahmedabad (4.1/2 hours) or Surat (9 hours) on NH 8 or Golden
Quadrilateral, from Kota (3 hours - EW Corridor or NH 76). Udaipur City Bus Depot has
lines running for the majority of other destinations in Rajasthan and farther north and
west towards Madhya Pradesh and Gujarat. Apart from Rajasthan State Road Transport
Corporation (RSRTC), there are numerous private operators and companies providing
bus services to and from the other cities.
Rail
Udaipur City railway station and Rana Pratap Nagar railway station are two railway
stations in Udaipur. Through them, Udaipur has direct train connectivity on the broad
gauge network to most of the major cities in Rajasthan and the rest of India such
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as Mysuru, Khajuraho, Alwar, Jaipur, Kota, Chittorgarh, Ajmer, Delhi, Mumbai, Kolkata,
Ratlam, Indore, Ujjain, Mumbai, Surat, Vadodara, Gwalior and Agra and a broad gauge
conversion is going on to Ahmedabad. Luxurious trains, The Palace on Wheels, Royal
Rajasthan on Wheels, Maharaja Express and The Indian Maharaja have Udaipur as the
scheduled stop on their itinerary.[69] Trains connecting Udaipur with the Capital of India,
Delhi include the Mewar Express and Chetak Express.
Local transport
Unmetered taxis, Private Taxi, Radio taxi, auto rickshaws, and regular city bus services
are available in the city.[71] Since 2015 Uber and Ola cab services are available.
Road Accidents
2011 2012
No. of cases of road 1239 1293

accidents
No. of deaths 448 494
Severity Index 36.61 38.21
Table 2.2. : Road Accident Data, Transport Department, Govt. of Rajasthan
Severity Index measures the seriousness of the accidents and availability of medical
facilities in the area.
2.7 Study area
The busy Old City, on the Lake Pichola shore, is home to narrow alleys with traditional haveli houses,
craft shops, backpacker hostels, and rooftop eateries in the Lal Ghat area. Upscale restaurants with
views dot the lakeside, and City Palace is a waterfront complex of ornate palaces with a museum and
the intricately carved, 17th-century Jagdish Temple. Rajasthani fabrics and crafts fill buzzing Hathipo
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*Base Map , Walled City , Udaipur , 2019
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*Landuse Map , Walled City , Udaipur , 2019
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*Fig. 2.3 Land use distribution
LEGEND
LANDUSE PERCENTAGE
AREA
( In SQ.M )
Residential
Commercial
RESIDENTIAL
2,14,264
2,44,626
10.7
12.3
Institutional 1,28,647 6.4 CLOCK
Mixed – Use
( Commercial + Residential )
COMMERCIAL
7,57,152 37.9
TOWER
Recreational 3,39,821 17.1
Roads
Government Building
INSTITUTIONAL
2,86,859
21,612
14.4
1.2
TOTAL 1992981 100
MIXED-USE
*Table 2.3 : Land use classification with Area & Percentage
RECREATIONAL
ROADS
N
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0 62.5 125
CITY
250 375 500
GOVERNMENT BUILDINGS
GULABPALACE
BAGH
Meters
Chapter – 3
Traffic Surveys and Studies

General
Traffic surveys and studies are an integral component of a comprehensive Traffic &
Transportation study. Appreciation of existing traffic and travel characteristics is
extremely important for developing comprehensive traffic and transportation plan. The
required surveys were carried out along with gathered secondary data from multiple
sources.
The baseline data, apart from helping in understanding the existing traffic and
transportation situation along with the problems and constraints, would help in
development, calibration and validation of the travel demand forecasting models.
Baseline data has been analyzed to provide the planning, transport and land use
information to form a basis for the proposals.
A number of traffic & transportation surveys were conducted as a part of the study in
order to assess the passenger and goods movement pattern, travel characteristics and the
available infrastructure facilities within the study area. The data collection activities
included traffic volume counts, origin destination surveys, road inventories, household
surveys, parking surveys, speed & delay surveys and pedestrian surveys.
3.1 Primary Surveys
The following primary traffic surveys were conducted for appreciating the existing traffic
and travel demand characteristics and to prepare the transport infrastructure improvement
plans:
1. Tourist survey
2. Road Inventory Survey
3. App Based Survey
4. Traffic Volume Count
5. Spot Speed Survey
6. Parking Survey
7. Speed & Delay Survey
8. Pedestrian Survey
The brief methodology adopted, location, nature and extent of data collected under each
of the above mentioned surveys have been discussed be
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3.1.1.Tourist survey
Tourist survey is conducted-

• To understand the travel style of tourists within the city
• To understand how transportation effect tourism
• To get an opinion on existing transportation conditions of the area
AGE GROUP OF PEOPLE VISITING UDAIPUR

51 and above; 18 to 20;
4.00% 10.00%
41 to 50; 18 to 20
16.00%
21 to 30;21 to 30
32.00%
31 to 40
31 to 40; 41 to 50
38.00%
51 and above
*Fig. 3.1 Age group of People visiting Udaipur
People from every age group is visiting Udaipur, the majority of people are from age
group of 21 to 50. we need to work upon the culturally relaxing activities
PURPOSE OF TRIP
9.00% 11.00%
culture
pleasure-seeking
32.00% relaxation
48.00% physical
*Fig. 3.2 Purpose of trip
The push factor for tourist to visit Udaipur is the need to relax from their busy lives. The
area to work is the activities related to relaxation
3.1.2.Road Inventory Survey

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The comparative qualitative analysis shows the reason for bus not being used
i.e. lack of flexibility, connectivity and reliability.
The objective of this survey was to assess the physical characteristics and condition of
roads within the study area, identify physical constraints and bottlenecks, assess potential
capacity and to identify the extent for its future development/improvement.
The survey was conducted by travelling along the identified road network and by
collecting details on road characteristics by visual evaluation and physical measurements.
The data collected includes information on right -of-way available, carriageway width
and surface type, abutting land use, utility & services (on surface), o n-street parking and
condition of drains, ROW, traffic control and management measures and other special
features.
The following is extracted from the road network inventory survey:
 Identification of existing road hierarchy.

 Road geometrics in terms of cross-sectional elements.
 Existing capacity levels.
 Existing street infrastructure in terms of street lighting, signs, markings, guard rail
etc.
 Potentials, problems and constraints for evolving traffic management plans.
3.1.3 App Based Survey
The objective of this survey is to understand the typical traffic situation of the study area
using an app i.e. Google Maps . By this we get to know the critical areas where we can
focus and try to solve the traffic issues there .
The survey was conducted using Google Maps and analyzing the typical traffic feature of
the application . The application uses different colors to indicate the intensity if traffic in
the area ( Maroon - Intense traffic , Red - Heavy Traffic , Orange Moderate Traffic ,
Green – Low traffic ) .
With this survey we identified the critical areas of our study area and then started
conducting our remaining primary surveys to analyze the areas in depth . The 8 entrance
gates of the city , which now function as traffic intersections & roads .
3.1.4. Traffic Volume Count
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These surveys were conducted in order to appreciate the traffic characteristics in terms of
average daily traffic, traffic composition, peak hour traffic and directional split and
analyzing the road capacity of the roads .
DATE OF DAY OF
S.NO. LOCATION TIME OF SURVEY
SURVEY SURVEY
1 Delhi Gate 05-08-2019 Monday
2 Hathipol 06-08-2019 Tuesday
3 Surajpol 07-08-2019 Wednesday
09:00 – 10:00AM
4 Udaipole 05-08-2019 Monday 01:00 – 02:00 PM
5 Kishanpole 08-08-2019 Thursday 06:00 – 07:00 PM
( In 15 Minute Intervals )
6 Chandpole 07-08-2019 Wednesday
7 Ambapole 07-08-2019 Wednesday
8 Bhramopole 06-08-2019 Tuesday
*Table 3.1 : Survey Profile
3.1.5. Spot Speed Survey
Speed is an important transportation consideration because it relates to safety, time,

comfort, convenience, and economics. Spot speed studies are used to determine the speed
distribution of a traffic stream at a specific location.
The data gathered in spot speed studies are used to determine vehicle speed percentiles,
which are useful in making many speed-related decisions .
For the study 25m stretches were selected from 11 major bottlenecks identified from the
TVC. Their peak hours were determined and stopwatch method was adopted .
DATE OF DAY OF TIME OF

S.NO. LOCATION
SURVEY SURVEY SERVEY
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Chandpole
1 08-08-2019 Thursday
Junction
Delhigate
2 08-08-2019 Thursday
Junction
Hathipole
3 09-08-2019 Friday
Junction
17:00 – 18:00
Surajpole
4 09-08-2019 Friday
Junction
Udaipole
5 09-08-2019 Friday
Junction
Surajpole
6 10-08-2019 Saturday
Junction
*Table 3.2 : Survey Profile
3.1.6. Parking Survey
The main objective was to appreciate the parking demand and supply characteristics,
identify issues and constraints & suggest appropriate policies for meeting the demand.
The survey was conducted in order to assess the level of usage of on-street and off-street
parking facilities at selected locations where significant parking was observed. This
survey was vital as the major streets were encroached by parked vehicles in the market
areas causing a lot of traffic and increasing the trip journey .
3.1.7. Speed & Delay Survey
The objective of this survey was to assess the speed and delay characteristics along the
existing road network, identify bottleneck locations and their probable causes.
Speed & Delay survey along the identified road network was carried out by `Moving Car
Observer Method' by traversing along the road sections, in the peak and off peak hours.
Information regarding number of vehicles overtaking the test car, overtaken by test car,
number of vehicles in opposite direction to the test car, journey and running time along
with cause and quantum of delay were recorded.
Following outputs are derived from the surveys:
 Journey speeds along the corridors
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 Running speeds along links between intersections

 Nature and extent of delay at intersections and mid-block .
3.1.8. Pedestrian Survey
The objective was to assess the pedestrian flows along and across the intersecting arms at
important junctions and mid blocks and to suggest improvement measures for safe
movement of pedestrians.
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Chapter 4
Transportation System and Traffic Characteristics
4.1 General
Assessment of traffic characteristics within an urban area is an essential pre-requisite to

appreciate the problems with respect to traffic movement and to understand the need for
organizing the same in an efficient and economical manner.
Traffic characteristics help in appreciating the spatial and temporal features of travel
within the area, relationship of traffic intensity with network capacity and the prevailing
level of service obtained on the road network in the study area.
This appreciation and understanding is essential for identifying the present conditions and
constraints, formulating suitable policies and strategies.
In order to appreciate the traffic and transport system characteristics, a number of field
traffic surveys (described in Chapter 3) were conducted within the study area. This
chapter presents the survey findings
4.2 Road Network
The appreciation of road network characteristics is important to assess existing capacity

level of the roads, level of service offered, identify the constraints, if any and assess the
potential for improvement/upgradation of the road network to cater the existing and
projected demands of traffic.
For the present study, a detailed inventory of 68.5 km of road network consisting of
Arterials (8.5 km), Sub- arterial roads (10 Km) and Local roads (55 km) was carried out.
Percentage Distribution of road categories
5.56%
15.56% Arterial roads
Sub Arterial Roads
Local roads
78.89%
*Fig. 4.2: Road Category
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*Figure 4.1 Road Hierarchy map
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4.3 Traffic Characteristics
The main objective of traffic volume count was to assess the traffic characteristics in
terms of average daily traffic, hourly traffic variation, peak hour traffic, traffic
composition and directional distribution. The surveys were conducted manually, on a
normal working day, at peak hours pre-identified by an app based survey via google maps
at the major roads.
 After conducting the survey 4 junctions ( Delhi Gate , Hathipole , Udaipole , and
Kishanpole ) , 3 T-Junctions and 1 Street were identified as the most critical spots.
 Delhi Gate , Surajpole and Udaipole were the traffic hotspots.
4.3.1 App Based Survey
The objective of this survey is to understand the typical traffic situation of the study area using an
app i.e. Google Maps . By this we get to know the critical areas where we can focus and try to
solve the traffic issues there .
The survey was conducted using Google Maps and analyzing the typical traffic feature of the
application . The application uses different colors to indicate the intensity if traffic in the area
( Maroon - Intense traffic , Red - Heavy Traffic , Orange Moderate Traffic , Green – Low
traffic ) .
With this survey we identified the critical areas of our study area and then started conducting our
remaining primary surveys to analyze the areas in depth . The 8 entrance gates of the city , which
now function as traffic intersections & roads .
4.3.2 Passenger Car Unit ( P.C.U. )
Many vehicle types different in size and performance can be observed on Indian roads
occupying the same space. In addition to motorized vehicles presence of nonmotorized
vehicles such as animal/hand drawn, cycle etc, is a common sight. In order to express the
intensity of traffic, it would be convenient to express all these different vehicle types in
single unit terms.
For this purpose, ITC has recommended a set of Passenger Car Units (PCUs) for various
vehicle types considering their characteristics, both physical and mechanical. These
factors are different for rural and urban conditions.
31 | P a g e
5% share of Traffic 10% share of Traffic

composition composition
Powered Two wheelers 0.5 0.75
Car, Pick up van 1.0 1.0
Auto Rickshaw 1.2 2.0
LCV 1.4 2.0
Truck, Bus 2.2 3.7
Agriculture Truck 4.0 5.0
Cycle 0.4 0.5
Cycle Rickshaw 1.5 2.0
Animal Drawn 1.5 2.0
Hand Cart 2.0 3.0
*Table 4.1 : PCU according to IRC-106-1990 Urban Road Capacities
4.3.3 Volume/Capacity Ratio
The v/c ratio, also referred to as degree of saturation, represents the sufficiency of an
intersection to accommodate the vehicular demand.
A v/c ratio less than 0.85 generally indicates that adequate capacity is available and
vehicles are not expected to experience significant queues and delays. As the v/c ratio
approaches 1.0, traffic flow may become unstable, and delay and queuing conditions may
occur.
Once the demand exceeds the capacity (a v/c ratio greater than 1.0), traffic flow is
unstable and excessive delay and queuing is expected .
S.NO. V/C RATIO Level of Service ( LOS )

1 0 – 0.60 A
2 0.60 – 0.70 B
3 0.70 – 0.80 C
4 0.80 – 0.90 D
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5 0.90 – 1.0 E
6 > 1.0 F
*Table 4.2 : V/C ratio
4.3.4 Level of Service
A term closely related to capacity and often confused with it is service volume. When
capacity gives a quantitative measure of traffic, level of service or LOS tries to give a
qualitative measure. A service volume is the maximum number of vehicles, passengers,
or the like, which can be accommodated by a given facility or system under given
conditions at a given level of service.
4.3.5. Average Daily Traffic
Traffic volume count surveys were conducted at 8 gates or entrances of the walled city
which now function as traffic intersections , on a typical working day at pre-identified
peak hours (identified by App Based Survey, i.e. 9:00 AM to 10:00 AM, 1:00 PM to 2:00
PM and 6:00 PM to 7:00 PM ) . After the survey was conducted, we analyzed the data for
V/C Ratio, Level of Service, Road Capacity, and then an average data was produced with
the help of baseline data.
1. Delhi Gate
VOLUME CAPACITY V/C RATIO LOS

ARM - 1
D-1 1946.25 3600 0.54 A
D-2 2480.67 3600 0.68 B
ARM - 2
D-1 2422.25 2900 0.83 D
D-2 2108.66 2900 0.72 C
ARM - 3
D-1 2046.83 2400 0.85 D
D-2 2663.58 2400 1.1 F
ARM - 4
D-1 2012.33 2400 0.83 D
D-2 2181.9 2400 0.9 E
Table 4.3: Delhi Gate
2. Hathipol
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ARM - 1
D-1 2338 1500 1.5 F
D-2 2224 1500 1.48 F
ARM - 2
D-1 2372 3000 0.79 C
D-2 2222 3000 0.74 C
ARM 3
D-1 2444 1500 1.62 F
D-2 2972 1500 1.98 F
ARM-4
D-1 2726 3000 0.9 E
D-2 2278 3000 0.75 C
Table 4.4: Hathipole
3. Surajpol
ARM VOLUME CAPACITY V/C RATIO LOS
ARM - 1
D-1 2571 2900 0.88 D
D-2 2662 2900 0.91 E
ARM - 2
D-1 1703 3000 0.56 A
D-2 1321 3000 0.44 A
ARM 3
D-1 2091 2400 0.87 D
D-2 2973 2400 1.23 F
Table 4.5: Suraipole
4. Udaipol
ARM - 1
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D-1 1775.5 2900 0.61 B

D-2 1553 2900 0.53 A
ARM - 2
D-1 1491.3 1200 1.24 F
D-2 1602 1200 1.33 F
ARM - 3
D-1 1996 2900 0.68 B
D-2 2285 2900 0.78 C
ARM - 4
D-1 1911 2200 0.86 D
D-2 1507 2200 0.68 B
Table 4.6: Udaipole
5. Kishanpol
ARM - 1
D-1 1527 2400 0.63 B
D-2 1356 2400 0.56 A
ARM – 2
D-1 2371 1800 1.31 F
D-2 2218 1800 1.23 F
ARM – 3
D-1 2430 2400 1.01 F
D-2 2718 2400 1.13 F
ARM – 4
D-1 2180 1800 1.2 F
D-2 2286 1800 1.27 F
Table 4.7: Kishanpole
6. Chandpol
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ARM - 1
D-1 633.5 1500 0.42 A
D-2 483 1500 0.32 A
ARM – 2
D-1 613.5 1500 0.40 A
D-2 491.5 1500 0.32 A
ARM 3
D-1 780 1200 0.65 B
D-2 1017 1200 0.84 D
Table 4.8: Chandpole
7. Ambapol
ARM - 1
D-1 254 900 0.28 A
D-2 325 900 0.36 A
ARM – 2
D-1 266 1500 0.17 A
D-2 242 1500 0.16 A
ARM 3
D-1 262 1500 0.18 A
D-2 273 1500 0.19 A

Table 4.9: Ambapole
4.3.6 Speed Delay
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• In this survey we analyze the typical traffic using the primary survey, secondary
survey and google maps to study the traffic flow and delay of speed on the
selected stretches.
• Calculate the distance of stretches, take out the ideal time to travel the same
distance, and calculate the delayed time and the cause of delay.
• The width of the road is shown by the cross-section of the stretches.
• By the distance, and time we calculate the ideal speed and average speed.
The stretches we selected are the result of the traffic volume count survey
1.CHAND POLE
Table 4.10 : Chandpole
2.AMBA POLE
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Table 4.11: Ambapole
3.BHRAMA POLE
Table 4.12: Bhramapole
4.DELHI GATE
Table 4.13: Delhi Gate
5. UDAI POLE
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Table 4.14: Udaipole
6. HATHI POLE
Table 4.15: Hathipole
4.3.7 Parking
Parking surveys and their analysis provide information on parking demand and extent of
usage of parking facility.
The main objective of this survey was to look into the demand of the parking and identify
the causes for which appropriate proposals could be provided. It is conducted to check
the level of usage of on-street and off-street parking.
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*Fig. 4.3: Location map for parking surveys
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Off-street vs On-street
On-street parking dominates off-street parking leading to unnecessary traffic congestion.
Percentage comparsion between on-street and off-street parking
41.00%
59.00%
On street parking
off street parking
*Fig. 4.4: On street Vs Off street
Authorized vs Unauthorized
Authorized parking dominates unauthorized parking which is a positive point but still
unauthorized parking is a major cause of traffic so the demand doesn’t match with the
supply.
Percentage of authorized and unauthorized parking
28.00%
authorized
unauthorized
72.00%
*Fig. 4.5: Authorized Vs Unauthorized parking
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4.3.8 Road Inventory
Road inventory analysis is the type of analysis which is done to understand the elements
present in the road.
In Udaipur walled city, there are majorly 9 junctions which contains most of the traffic
therefore can be called as the backbone of the circulation of the walled city.
1. Bhrama Pole
2. Chand pole
3. Amba pole
4. Haathi pole
5. Delhi gate chauraha
6. Suraj pole
7. Udai pole
8. Kishan pole
The following is extracted from the road network inventory survey:
• Identification of existing road hierarchy.

• Road geometrics in terms of cross-sectional elements.
• Existing capacity levels.
• Existing street infrastructure in terms of street lighting, signs, markings,
guard rail etc.
• Potentials, problems and constraints for evolving traffic management plans.
4.3.9 Pedestrian volume count
esources for implementing countermeasures to reduce pedestrian collisions in urban

centers are
usually allocated on the basis of need, which is determined by risk studies. They
commonly rely on
pedestrian volumes at intersections. The methods used to estimate pedestrian volumes
include
direct counts and surveys
esources for implementing countermeasures to reduce pedestrian collisions in urban
centers are
usually allocated on the basis of need, which is determined by risk studies. They
commonly rely on
pedestrian volumes at intersections. The methods used to estimate pedestrian volumes
include
direct counts and surveys
Like the vehicle, the pedestrian requires measures to ensure his mobility and safety.
Where possible, his enjoyment of walking should be enhanced and his conflict with
vehicular traffic minimized.
42 | P a g e
Pedestrian volume count surveys were conducted at 8 junctions of walled city to assess
the pedestrian volume and their vulnerability in terms of conflict with vehicular traffic.
S.NO NAME OF LOCATION DAILY PEDESTRIAN

COUNT
1 Bhrama pole 6000
2 Amba pole 5000
3 Chand pole 20000
4 Hathi pole 18000
5 Delhi gate 40000
6 Suraj pole 50000
7 Udai pole 40000
8 Kishan pole 7000
9 Jamro pole 8000
Table 4.16: Daily pedestrian count
If, PVC =PV2/(2*108)
If PV2/ (2*108) >1
P = Pedestrian Count
V = Vehicular Count
Then, pedestrian crossing facilities are required in Chand pole, Hathi pole, Delhi gate,
Suraj pole, Udai pole
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CHAPTER 5.0
PUBLIC TRANSPORT
5.1 Introduction
Public transportation is a form of travel offered locally that enables more people to
travel together along designated routes. Typical examples of forms of public
transportation include buses, trains, and trams. High-speed rails, airlines, and coaches
dominate public transportation between cities.
Public transport is considered to be a sustainable mode of transport as it occupies less

road space and carries more people at a given point of time as compared to any other
modes of transport. The objective of this scenario is to evaluate and assess the impacts of
Public in
an organized public transport system transport
the city of Udaipur, where the majority of the
trips are dominated by the private modes, especially by two-wheelers. As part of this
scenario, the emphasis is laid on a safe, reliable, accessible and affordable public
transport system.
Bus IPT
Roadway bus Mini bus
Contract Informal
carriage public transit 44 | P a g e
Shared auto
Taxis Autos
*Fig. 5.1 : Modes of transportation in Udaipur
5.2 Condition of public transport in Udaipur
The public transport in Udaipur consists of buses, autos and shared autos. The bus should
provide the major movement from place to place but due to lack of connectivity, para
transit takes the role of bus and provides point to point service instead of feeding to
public transport.
5.2.1 Inter bus transport
Numerous private buses operate from Udaipur for short and long distance travel.
Currently, an authorized private bus terminal does not exist. Therefore, the private buses
operate from on-street facilities near Udaipol, Surajpol and Delhi Gate junctions. The
route-wise distribution of RSRTC bus movement from Udaipur is as follows:
 26 per cent towards Jaipur/Ajmer, along NH-8
 25 per cent towards Chittorgarh/Kota, along NH-76
 20 per cent towards Ahmedabad, along NH-8
 13 per cent towards Mt. Abu
 11 per cent towards Banswara
 5 per cent towards Jharol.
5.2.2 Bus Transit
Udaipur is well connected by roads with the rest of the country: it is located along NH8
(Delhi-Mumbai) and NH76 along Chittorgarh, Dungerpur, and Banswara State
45 | P a g e
Highways. Regional bus services are being operated by Rajasthan State Road Transport
Corporation (RSRTC) and private operators to most of the neighbouring cities.
46 | P a g e
Fig 5.2. Bus routes with bus stands
Udaipur City Bus Depot is a Rajasthan Roadways Bus Depot

in Udaipur, Rajasthan, India. It is the central bus stand for the Rajasthan State Road
Transport Corporation, and have lines running for majority of other destinations in
Rajasthan and farther north and west towards Madhya Pradesh and Gujarat
5.2.3 Intermediate Transit
The absence of a robust public transport system in the city has paved the way for
conventional fossil fuels based IPT system in the city in the form of smaller and bigger
autos and tempos. At present 6,313 auto rickshaws operate in Udaipur city on an area
permit basis and another 2,637 tempos operate on 27 designated routes.7 Currently, the
IPT system in Udaipur is not organized properly and is also major source of emissions, as
these vehicles are old (40% of the overall IPT fleet is more than 10 years old) and do not
comply with the current emission norms.
In order to reduce the pollution levels of the city and to improve the mobility needs of the
city and also to introduce e- mobility in the city, Udaipur Municipal Corporation has
unveiled the operations of e- rickshaws in its smart city projects and also with support
from ICLEI- SA under their SDC funded Capa CITIES Project. However, the e- rickshaw
operations are still at nascent stage need more efforts in terms of better planning to scale
up the E Rickshaw initiative in Udaipur.
5.2.4 Service access point for Shared Autos
There no present auto stands in the city all the auto encroach area on road causing
bottlenecks on roads.
The shared autos travel on designated route by RTA, there are 27 routes and there are
many overlapping of routes. The frequency of shared auto is high, that 10 autos leaves the
point within every 5 minutes
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*Fig 5.3 Shared auto routes with service access points
CHAPTER 6.0
48 | P a g e
ISSUES, CONSTRAINTS AND POTENTIAL

6.1 General
The in-depth analysis of the data collected in the present study has enabled to assess
the existing transport system, traffic and travel characteristics of the study area based
on which certain issues have been identified. These issues are briefly presented in
the following sections.
6.2 Road Inventory
The major problems which can be identified from this survey are-
• On street parking reducing ROW.

• No footpaths or pedestrian facilities are provided hence causing pedestrian and
vehicular conflict.
• Width of both side carriage way is not equal.
• No authorized auto stands hence causing congestion on the roads.
• Street lights are not present in Ashok Cinema road and Sardar Patel Marg.
• More than two rotaries are increasing conflict points.
Road Section (Delhi Gate)
Road section (Udai pole) Road section (Chand Pole)
49 | P a g e
N
AR
RO
W
RO
AD
6.3 Pedestrian survey
Major issues that are identified from this survey are-
 High volume of pedestrian movement still zone lacks pedestrian infrastructure

such as footpaths.
 Street lights are installed and are in perfect conditions but there are large gap
between two lights (not as per guidelines)
 Drainage causing problems for pedestrians to walk road side and also reducing
aesthetics in the area.
 City is completely devoid of bicycle friendly facilities such as cycle tracks and
bicycle parking lots.
6.4 Traffic volume count survey
 Unauthorized parking causes traffic jams at the junctions

 Encroachments by auto-rickshaws, cycle rickshaws, and local vendors reduce
the effective carriageway hence causing traffic jams
 Non signalized intersections at udaipol and kishanpole cause traffic delays
 Traffic signals not maintained properly. Vikram autos encroach roads and reduce
the effective carriageway
6.5 Spot Speed
 The mean speed of vehicles is much less than that of the designed speed because
of traffic jams. The mean speed is less than half of the design speed.
 Light commercial Vehicles like pickup trucks, tempo are the slowest while Two
wheeler was the fastest vehicle.
 Commercial vehicles were comparatively slower than that of the private vehicles
 i.e. Cars and two wheelers
6.6 Parking
50 | P a g e
• Lack of authorized parking for the Udaipur zone 1

• NMT users at risk due to no universal accessibility.
*Fig 6.1. Traffic situations in Udaipur
6.7 Public Transport
• The roads of Udaipur are already narrow, on top of that autos stands on roads near
the tourist spot or market place which causes bottlenecks on certain points of
roads
• Buses on ply on the outer roads of Udaipur, only providing connectivity between
walled city and other nearby places. It only brings tourists to Udaipur and doesn’t
work within the city
• Shared autos doesn’t have proper stands, there is lack of monitoring over
registered autos in Udaipur which caused a lot of availability of autos causing
congestion
Chapter 7.0
Proposals
7.1 Junction Redesign
51 | P a g e
It has been concluded through observations and data analysis that these issues are a result
of undefined available right of way for usage by different modes and functions (vehicular
movement, pedestrian movement etc.). Additionally, it is concluded that traffic
‘congestion’ at these junctions is not a result of capacity constraint but caused by friction
between motor vehicles and slow moving traffic (such as pedestrians and cyclists) as well
static activities such as street vending, all of which share the right of way with motorized
modes.
The main aim of this proposal is to redesign the major junction in the study area for
smoothening the traffic. The major points which we are considering in this proposal
includes identifying major issues faced at the junctions, solving the issues by
recommending various policies and proposing alternative solutions and recommending
policies for proper functioning and implementation of rules.
The major issues on our site is lack of pedestrian crossing, absence of street lights, poor
condition of footpaths. The junctions were also lacking at geometry so we tried to solve
this problem too in our designs .
Listed below is a brief list of standards and guidelines which have been followed
while
Re-designing selected junctions :
1. IRC Codes
2. Referred Roundabouts: An Information Guide (U.S Department of transportation)
3. Referred NCHRP Report 572 – Roundabout in the United States
4. Referred ASVV–CROW Record 15 (Recommendations for traffic provisions in built-

up areas)
5. Design of Urban Roads: Code of Practice Part-1 – Cross sections. (Ministry of
Urban Development, Government of India)
6. Design of Urban Roads: Code of Practice Part-2 – Intersections. (Ministry of
52 | P a g e
Urban Development, Government of India)
*Fig 7.1 Proposed 3d view of Designed Junctions
7.2 NMT
 Construction of footpaths (min 2.5 width) on main roads.
 Footpaths provided on main intersections.
 Providing proper signages and street lights for road safety for the pedestrians and
cyclist.
 Pedestrian crossing facilities like zebra crossings are provided on main intersections
7.2.1Cycle tracks
 Cycling is one of the non-polluting modes in Udaipur walled city. In order to promote
the use of bicycles in Udaipur walled city, cycle tracks should be provided.
7.3 Bike sharing scheme
 Bike sharing refers to the introduction of sharing bicycles at different locations on a

rental basis.
 Bike sharing schemes help in promoting the Environmentally friendly NMT mode,
and also help in promoting tourism.
53 | P a g e
*Fig 7.2 Proposed cycle tracks
- Following measures have been proposed in walled city for improving NMT
1. Footpaths
*Fig 7.3 Proposed footpaths
 Footpaths are designed for pedestrian level of service thereby providing wide
facilities for pleasant and comfortable walking
 Min width of footpaths should be 1.8m. (source-IRC codes-2012) The footpaths
proposed are 2-3m wide.
 Footpaths does not allow two-wheelers movements during congestion.
 No obstructions on footpaths like open drainages
Roads proposed on main roads with provision of proper footpaths and street light
2. Cycle Paths
54 | P a g e
*Fig 7.4 Proposed cycle stations
 In order to promote the use of bicycles in Udaipur, cycle tracks are proposed.
 Exclusive lanes for slow moving vehicles – bicycle and rickshaws are provided.
 This improves the capacity of lanes designed for motorised vehicles and increase
safety for bicyclists.
 Motorised vehicles are restricted in many market roads in the inner street
network.
 Only cycle paths and pedestrian movement is allowed hence increasing

pedestrianisation.
 Introducing bike sharing scheme- sharing bicycles at different locations on rental

basis.
• Cycle paths are provided on the inner street network of the walled city where
market places are present.
• The entry of motorised vehicles will be restricted on these roads since the roads
have been pedestrianised.
55 | P a g e
• 3m cycle paths and 2m footpaths (on both sides) on these roads.
7.4 Public Transport
7.4.1 Bus Routes
Considering the existing road conditions of walled city, the functioning of a proper bus
will cause problem, so to looking after proper functioning of buses within the city, we
can introduce mini buses for commuting within the different tourist spots
Mini buses will be suitable to use within the city, as the size of bus is desirable to move
within the city.
The bus route was proposed for whole Udaipur but not within the walled city, since the
roads cannot be widening therefore minibus can be introduced.
7.4.2 Bus stands
Bus stands designs
• Proper bus stop will be designated for people to board buses.
• Bus will ply on the outer roads of the city as they can’t travel within the city.
• Buses will be GPS enabled to track when they will be reaching the designated bus
stops in how much time.
• all the buses will be near the tourist spots as these buses specially work for
tourism oriented route covering all the tourist spot.
Parking
References
56 | P a g e
Documents that are referred for transportation management plan of Udaipur are-
1.Implementation of smart cities mission
2.Udaipur smart city proposal analysis
3.Support sustainable mobility under smart city mission report- Udaipur
4.Land use map for reference
5.City development plan, Udaipur
6.Documentations of existing infrastructure
7.IRC codes- 106-1990
• Guidelines for Capacity of Roads

• Recommended Practice for the Design and Layout of Cycle Tracks
8.URDPFI guidelines
 All the standards for the transportation

9.Udaipur master plan 2011-2031
Following are the case studies which are referred for TMP-
1.Public Transport accessible levels for Ahmedabad, India By-Jay Shah, Transport
Planning Consultant, India
2.Comprehensive Mobility Plan for Pune City By- Pune Municipal Corporation
3.Traffic management plan, port Blair By-M Errampalli
4.Non-motorized transit policy By- Corporation of Chennai
SCTT final report M1212
5.Sustainable cities through transport By-Institute for Transportation and Development

Policy
57 | P a g e

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Transportation Management Plan, Udaipur

AMITY SCHOOL OF ARCHITECTURE AND

TRAFFIC MANAGEMENT PLAN FOR WALLED CITY, UDAIPUR

In partial fulfillment of the requirements for the award of the degree of

B. PLANNING (IIIrd SEMESTER)

AR. TULIKA KUMAR

AMITY SCHOOL OF ARCHITECTURE AND PLANNING

Ar. Tulika Kumar

Traffic Management Plan- Udaipur Walled City

Chapter 2.0: Study Area Characteristics

2.2 Historical Setting ………………………………………………………….. 15

2.3 Regional Setting……………………...……………………………………..15

2.4 Demographic Profile ………………………………………………………..16

2.5 Socio- Economic profile……………………………………..…………..….16

2.6 Road Transport System Characteristics……………………………….…….17

2.7 Study Area…………………………………………………..…………..…..17

Chapter 3.0: Traffic Surveys and Studies

3.1 Primary Surveys………………………………………………………….....21

3.1.1 Tourist Survey……………….……………………………………………22

3.1.2 Road Inventory Survey …….………………………………….………….23

3.1.3 App Based Survey………………………………………………………...23

3.1.4 Traffic volume count Survey……………………………………………..24

3.1.5 Spot speed Survey…………………………………………………………24

3.1.6 Parking Survey ……………………………………………………………25

3.1.7 Speed & Delay Survey ……………………………………………………25

3.1.8 Pedestrian Survey…………………………………………………….…....26

Chapter 4.0: Transportation System and Traffic Characteristics

4.2 Road Network…………………………………………………………….....27

4.3 Traffic characteristics ………………………….…………………………...28

4.3.1 App based survey ………………………………………………………...28

4.3.2 P.C.U……………. …………………………………….……….………...29

4.3.3 Volume/Capacity Ratio …………………………………………...…...…30

4.3.4 Level of Service …………………………………………………..……..30

4.3.5 Average Daily Traffic……………………………………..………….…..30

4.3.6 Speed & delay survey …………………………………………….……...35

4.3.7 Parking survey ………………..…………………………………….……37

4.3.8 Road Inventory survey …………………………..…………………..…..40

4.3.9 Pedestrian Survey …………………………………………………….....40

Chapter 5.0: Public Transport Survey

5.2 Existing conditions …………………………………………………………….42

5.2.1 Inter bus transport…………………………………………………………….42

5.2.2 Bus transit ………….…………………………………………………...........43

5.2.3 Intermediate Transit ….……………..……….………………………..……..44

5.2.4 Service access point for shared auto ……………………………………..….44

Chapter 6.0: Issues, Constraints and Potential

6.2 Road Inventory ……………………..…………………………………………45

6.3 Pedestrian survey…………………...……………………………………….....46

6.4 Traffic volume count survey…………………...………………………...........46

6.5 Spot Speed survey…………………………...………………………………...46

6.6 Parking Survey ………………………………………………………………..47

6.7 Speed and delay survey………………………………………………………..47

6.8 Public Transport ………...…………………………………………….............4

Chapter 7.0: Proposals

7.1 Junction Redesign ...…………………………………………………..……....48

7.2 Non- Motorized transport …………………………………………….…..…..49

7.2.1 Cycle tracks …………………………………...…………………………….49

7.3 Bike Sharing Scheme ……..……………………………………………...…...49