[BENGALUU BICYCLE MASTER PLAN]

Main AIM IS To promote and envision cycling in the city of Bengaluru through a Bicycling Master plan
Contents
INTRODUCTION ........................................................................................................................................................................................................................................................................... 0

Demographic Profile .............................................................................................................................................................................................................................................................. 0

Mobility Profile .......................................................................................................................................................................................................................................................................... 0

Need for bicycle master plan:................................................................................................................................................................................................................................................. 1

Issues Relevant To Cycling In Bangalore............................................................................................................................................................................................................................. 1

AIM ................................................................................................................................................................................................................................................................................................ 2

COMPONENTS OF BICYCLE MASTERPLAN.............................................................................................................................................................................................................................. 2

NETWORK IDENTIFICATION ..................................................................................................................................................................................................................................................... 2

AWARENESS AND OUTREACH ............................................................................................................................................................................................................................................... 3

INFRASTRUCTURE AND SERVICES ........................................................................................................................................................................................................................................... 3

POLICIES .................................................................................................................................................................................................................................................................................... 4

IMPLEMENTATION, PHASING AND FUNDING MECHANISM ............................................................................................................................................................................................... 4

Methodology .............................................................................................................................................................................................................................................................................. 5

APPROACH..................................................................................................................................................................................................................................................................................... 7

Identifying components of an alternative grid ................................................................................................................................................................................................................. 7

INFERENCES .............................................................................................................................................................................................................................................................................. 8

Lake series of Bangalore ......................................................................................................................................................................................................................................................11

Why central zone ..................................................................................................................................................................................................................................................................12

Study area: ...................................................................................................................................................................................................................................................................................13

ANALYSIS AND FINDINGS (NALA): .........................................................................................................................................................................................................................................25

Weighted Overlay Analysis Of Rajakaluve .......................................................................................................................................................................................................................26

ANALYSIS OF NALA STRETCH 1 : CITY MARKET TO BELLANDUR .....................................................................................................................................................................................28

1 Availability of Carriageway along the Rajakaluve ....................................................................................................................................................................................................28

2. Availability of buffer zone along the rajakaluve .........................................................................................................................................................................................................29

3. Stretches accessible to Pedestrians along the rajakaluve .......................................................................................................................................................................................30

4. On-street parking along the rajakaluve .......................................................................................................................................................................................................................30

5. ROW of carriageway along the rajakaluve .................................................................................................................................................................................................................31

6.Location of Bridges ............................................................................................................................................................................................................................................................31

7. Availability Of Carriageway One block Away along The Rajakaluve ....................................................................................................................................................................32

8. Overall Feasibility Level of the rajakaluve from City Market to Bellandur ..............................................................................................................................................................33

ANALYSIS OFRAJAKALUVE STRETCH 2 : SANKEY TANK/ LINGARAJPURAM TO BELLANDUR ..........................................................................................................................................34

1. Availability of Carriageway along the Rajakaluve ....................................................................................................................................................................................................34

1.2 Road on one side ...........................................................................................................................................................................................................................................................34

1.3 Encroached .....................................................................................................................................................................................................................................................................35

2. Availability of buffer zone along the rajakaluve .........................................................................................................................................................................................................35

3. Stretches accessible to Pedestrians along the rajakaluve .......................................................................................................................................................................................36

4. On-street parking along the rajakaluve .......................................................................................................................................................................................................................36

5. ROW of roads along the rajakaluve ..............................................................................................................................................................................................................................37

6. Location of Bridges ...........................................................................................................................................................................................................................................................37

 8. Overall Feasibility Level of the rajakaluve from City Market to Bellandur ..............................................................................................................................................................38

ACCESS DENSITY STUDY ..............................................................................................................................................................................................................................................................39

INTRODUCTION .........................................................................................................................................................................................................................................................................39

Types of Access Density .......................................................................................................................................................................................................................................................40

BENEFITS ...................................................................................................................................................................................................................................................................................40

APPROACH .............................................................................................................................................................................................................................................................................40

ANALYSIS ....................................................................................................................................................................................................................................................................................41

DATA COLLECTION: ...............................................................................................................................................................................................................................................................41

INTRODUCTION Vehicles to sustainable modes of mobility in Bengaluru like cycling, it is imperative

Demographic Profile

Bangalore, the capital of the south Indian state

Karnataka is India’s fifth largest and a rapidly growing

metropolis. It is known world over as India’s Garden City

and Silicon Valley. In the last decade or so, a genial small

city, dotted with breathtakingly beautiful gardens and dominated by large

defence establishments and government funded labs transformed quickly in to

a teeming metropolis with large public sector companies, educational to provide the necessary infrastructure for citizens to take up short and long cycle

institutions and a global IT hub. Bangalore has grown many folds in terms of commuters safely. Like most Indian cities, Bangalore is primarily mixed use and

population as well as area. 36% of urban population live in Bangalore and 1.5 have grown with the road network as its spine. With access points to properties

million move in to the city each year. directly from roads it is almost impossible to carve out space for dedicated cycle

lanes from the limited space available within the existing carriageways.
Mobility Profile
Departing from traditional ways of planning for cycling in cities, the city today is
While the City has grown, there has
Cyclist mode share in %
at a juncture where it has to imagine how cycling infrastructure can manifest
20%
been Sharp decline in the Mode share
15% itself spatially.
of cyclists in the city. It has dropped from
10%
Cycling network can be given form using layers apart from the road network. As
16% in 2001 to 2% in 2015. The gradual 5%

0% the city has grown dependent only on road network till today, the exercise is also
decline and the Infrastructure in 2001 2011 2015

cyclist % to validate whether this new network that emerges can be used to negotiate the
Bengaluru is not capable of carrying the
FIGURE 1 : CYCLIST MODE SHARE IN %,
city from one destination to another. Bangalore has a lake system that is unique
large volume of traffic that it carries COMPREHENSIVE TRAFFIC AND
TRANSPORTATION PLAN FOR BENGALURU
to the city but the city has grown over the last 20 years heedless to it.
today. With the urgent need to shift
Creation of bicycle networks in the city would benefit and encourage NMT users. core area of the city. The total road network of the city is about 4ooo km of with

An initiative is needed whose primary goal is to create bicycle master plan for 350 km is arterial / sub-arterial road, and the Remaining road has limited ROW.

the whole Bangalore city to encourage cycling as a safe, convenient, and

3. Congestion due to high ownership of private vehicle.
sustainable mode of urban transport.
4. Subsequently decline in the Air quality. This affects cyclist, as they are the most
The Bicycle master plan intends to look at various layers such as water (lakes and
Vulnerable on Road.
drains), roads, large land parcels (IT parks, Military), campuses, Government
5. Cycling has lost popularity and respect among road users and therefor it also
offices, public spaces like parks and maidans etc. to collectively give form to an
reflect in the general attitude of others user towards cyclists.
alternate mobility corridor that is exclusive to the cyclist or pedestrian.
Due to unprecedented growth of Bangalore, the trips lengths have increased
Need for bicycle master plan:
which is presently11 kms per day. Due to increased trip lengths, dependency on

As the city is expanding so are the issues. This mode share decline has not been private vehicle use has also increased

controlled largely due to the following reasons:

6. Other reasons are given below.

Issues Relevant To Cycling In Bangalore  Increasing pressure on Public Transport:

Road Safety - accidents Air quality

Public Transport (PT) is the backbone of the mobility in the city where 42% trips

Inadequate
infrastructure
Congestion - High Private
Vehicle modal share
Behavior of road users are made by PT. However the mode share of PT is on decline, there is increase in
towards cyclists
private vehicle ownership which is increasing at the rate of 10% per year.
As more and more people are moving to the city due to job prospective the

1. Not being able to ensure Road Safety to cyclists. pressure on PT is increasing. Therefore it is imperative for the city of Bengaluru to

plan for sustainable transport apart from Buses and Metro.

2. Not being able to Provide adequate infrastructure due to limited ROW.

Bengaluru is endowed with a radial pattern of road network converging in the  Pedestrian infrastructure:
There were high pedestrian traffic in core area, so BMRDA provided wide AIM
footpaths infrastructure in many areas. So there is a high potential to make it as
Aims to promote cycling in order to increase the modal share in the city
a shared street for NMT users.
through a strategic framework compromising of physical and policy level
From the issue first Three of the Issues identified One to do with a Deficiency interventions.

COMPONENTS OF BICYCLE MASTERPLAN

• It is imperative for the city of Bengaluru to plan for sustainable transport
apart from Buses and Metro. NETWORK IDENTIFICATION
• It is necessary to look at an alternate grid that is not only road based
considering the limitations of road network in Bangalore. AWARENESS AND OUTREACH
• The master plan has to be treated as a visionary document that offers
direction for the future development and is independent of pressures of INFRASTRUCTURE AND SERVICES
immediate implementation.
• Realization of the master plan is a gradual and incremental process.
POLICIES

IMPLEMENTATION, PHASING AND FUNDING MECHANISM

infrastructure .That essentially means limited road space therefore we need to

look beyond a purely a road based grid and look for other components that can
NETWORK IDENTIFICATION
from an extensive network.
Network identification is to determine where critical gaps exist in the bicycle
While neighbourhood scale projects are the best way to implement NMT
network and evaluate locations where bicycle facilitates are needed to
infracture it has to be based on a city scale plan, so the question is If a road along
connect in order to allow users to seamlessly ride their bicycles to key
is not sufficient For the city , what is the approach to be adopted for identified an
destinations
alternative grid?
The Network identification has the following advantages.

It will help in optimising the requirements of fresh construction and up gradation,

for ensuring connectivity to all the Habitations.

It is primarily intended to mark out the essential network that is required to be given to students, youth and working people as these are the groups that

maintained in good condition at all times. primarily participate in the urban transport and their awareness must be raised.

The following four major steps are involved in establishing the Network • Making cyclists aware, through a media campaign,

identification are: • Advertising and setting up one or more “bike checkpoints” at schools,

workplaces, or along popular bike routes

Prepare Block Maps of the city as per the Plan process
• Encouraging children to cycle to school has the potential to create a new
Identify the Market Centres, work destinations, tourist places etc.

Identify the Network of roads to provide single access to the eligible habitations

Numbering of Core Network Roads and Tabulation of Data

AWARENESS AND OUTREACH

As the Bicycle Facility Network is built and more people are encouraged to ride,
generation of adult cyclists.
new programs will be needed to educate bicyclists and motorists about how to
INFRASTRUCTURE AND SERVICES
co-exist safely in the roadway environment.

In order for bicycling to be a

One of the objectives of the cycling awareness campaign is to change the
fully viable form of
behaviour of the citizens towards choosing the most efficient transport mode. In
transportation, other programs
this connection the desired behavioural change is quite clear: more walking
and facilities are needed to
and more cycling and less use of motorized means. Replacement of driving
complement the Bicycle Facility
with public transport combined with walking/cycling also falls within the overall
Network. This includes
objective of energy-savings and reduced environmental impact.

• Integrated bicycle and transit services,

The awareness campaign is envisaged to involve children, youth (students,
• Adequate bicycle parking at all destinations,
(un)employed), working people, and elderly. The biggest attention should be
• Convenient repair services,
 • Coordination with a variety of other essential components of a multi- IMPLEMENTATION, PHASING AND FUNDING MECHANISM
modal transportation system.
In order to implement this Plan, it will be necessary to include bicycle

Partnerships will be needed with area transit agencies and other service accommodations in all future transportation projects, secure grant funding,

providers to accomplish these actions. train staff, integrate the recommendations of the Plan into city policies and

regulations, and coordinate with other jurisdictions in the region. In addition,

new roadway design treatments will need to be evaluated for their

effectiveness, and performance measures will be used to monitor progress over

time.

This Plan recommends pedestrian and bicycle projects and programs that will

make walking and bicycling an integral part of everyday life. This presents a

Fig: coordination with public transport general funding and implementation plan that will assist the City in securing

funding for projects and in determining which projects and programs to pursue
POLICIES
first. The projects and programs will be implemented over a number of years,
It proposes a comprehensive package of planning/infrastructure and
through a variety of means including private development, grants and other
communication/education measures, and emphasises the need for
mechanisms.
stakeholder participation and adequate funding of the required initiatives.
As the costs of these projects and programs likely exceed the City’s anticipated

The policy ensures that cycling is integrated into each stage of the bicycle and pedestrian funding, the City should pursue high-priority projects

infrastructure process to: and projects that cost little but have a big impact, and projects that can be

integrated into larger planned roadway and development projects first.

 Provide a complete cycling network

 Increase the safety of cyclists The funding mechanism ensures that cycling is integrated into each stage of

 Ensure best value for money for the government. the infrastructure process through:
  Funding local authorities to encourage cycling, Methodology
 Providing funding to make cycling easier and safer
In terms to identify a network, there are three different Parameters which are
 Providing guidance on infrastructure design
the Approach, Network Selection and creating a methodology.
 Encouraging employers to cycle to work
An approach is needed to look forward to the networks for bicycle, hence
In order to fulfil the Aim, there comes different Components of Bicycle Master
there are 9 different grids which are namely, 1. Road Network, 2. Metro /rail
Plan, which this report focuses mainly on Network Identification. The different
network, 3. Existing rivers lakes and Nalas, 4. Public land 5. IT parks, SEZ, and
components also play a vital part in the Master Plan as each of them signifies

to create a Methodology.

Network Identification being the component of Bangalore Bicycle Master

Plan is an individual component where setting up a methodology is required.

Therefore, the Network Identification is done based on this methodology

have different Parameters.

In order to fulfil the Aim, there comes different Components of Bicycle Master

Plan, which this report focuses mainly on Network Identification. The different

components also play a vital part in the Master Plan as each of them signifies to Creating a
methodology
create a Methodology. •Methods adopted
Network Selection •Access density
•Choosing an alternative •Weighted overlay
grid Analysis
Network Identification being the component of Bangalore Bicycle Master
Approach •Prioritization
• Identifying
Plan is an individual component where setting up a methodology is required. components of an
alternative grid

Therefore, the Network Identification is done based on this methodology

have different Parameters.

Military Lands 6. Parks and open spaces, 7. Heritage and Tourist Destination 8.

Markets 9. Transports hubs, Metro stations, TTMC, Bus stands.

. The next step is Network selection, having two components that are choosing

the alternative grid and then prioritizing them. The last step is of creating a

Methodology, where there are two methods adopted, one of which is Access

Density study and another is Weighted overlay analysis.

On basis of all grids comes the 3rd stage, which is Network Selection, where we

identified the alternative grid. After identifying the alternatives the next

procedure is creating a methodology to prioritize the network. The two methods

adopted are the Access Density and Weighted Overlay Analysis.

APPROACH components on the special feasibility. The secondary survey assessed were as

Identifying components of an alternative grid follows:

The alternative approach of Bicycle networks is approached by different Roads (major roads, location of flyovers)

components of an Alternative Grid and they are as follows:

Roads were categorised into four major classifications- Arterial roads, Sub-

Road network Arterial roads, Collector roads and Local roads.

Metro/ Rail network

Drainage network (Lakes, Rajakaluve, Wetland)
Existing rivers, lakes and nalas
Heritage and tourist destination Drainage networks were considered because the drainage network were inter-

Public or government lands connected with road networks which could be determined for a Bicycle track
IT parks, SEZ and military lands
at appropriate and potential locations.
Parks and open spaces
Markets Large Land Parcels like Military land holding , IT Parks, SEZ

Transport hubs( Metro station, TTMC, Bus stands)

These Land Parcels are the opportunity to negotiate and cut out a network

Primary Survey through them for bicycle networks.

Primary surveys are further divided into two types  Carriageway Public/Government Lands
 Median
and they are On-road Survey and Off-road Survey.  Footpath Like the Previous category, Public/ Government lands have major percentage
 Bicycle track
And the off-road survey were carried out on the  Service road of negotiability which can be utilized for the Bicycle networking/Parking for
 Shoulders
open drainage and closed drainage. The Bicycles, etc.
 ROW
parameters considered for the Primary Surveys are:
Transport Hubs (Bus stands, TTMC, Metro station)

Secondary Survey
Transport Hubs are the important factors which are connected to the nodes

Secondary surveys are the survey gained from secondary sources like BHUVAN and junctions, which therefore can help create a multi modal system where

on ArcGIS. Secondary Survey were done to visualize the network of different

there are multiple options of Public Transport connected to NMT which includes INFERENCES
the Bicycle network.
The inferences are shown through the maps produced with the help of ArcGIS.

Parks/Maidans
The map beside shows the Lakes in the

Parks and Maidans arer considered for Recreational spaces available to Bangalore city. There are 300+ lakes in the

support NMT and Bicycle. city. And there are two stretches of lakes

Campuses (Educational Institutes like colleges and schools with ownership) considered which are considered for the

study. It is been observed that the most

Large Parcels of lands like the spatial lands of colleges and schools can help
existing lakes are concentrated in the
promote Bicycling in the Campus connecting to junctions and nodes.
main core of the city.
Railway Tracks MAP 2: LAKES IN BANGALORE
The map below shows the Drainage networks are known as “Rajakaluve” in the
Railway Tracks are considered to identify the railway network in the city and for
city. The most drainage networks are along the road networks. There are six
better connectivity to NMT and Public transport.
existing Drainage series out of which two drainage series- City Market to

Markets Bellandur and Sankey Tank to Bellandur in the main core area is considered for

Markets are the junctions people travel to and therefore a bicycle network can the study.

be promoted in such areas.

Conservancy lanes

These are the accessible lanes through the houses that can be utilized as a Bicycle

track/lane.

MAP 1: THE DRAINAGE NETWORK IN MAP 3: ROAD HIERACHY IN BANGALORE

BANGALORE
The map above shows the Road Hierarchy which includes Arterial roads, Sub-

Arterial roads, Collector and Local roads in the Bangalore city. These roads

make the spine of the city.

The Map below shows the Drainage and Road networks overlaid to show the

connectivity between the Drainage networks and the Roads networks. As the

roads are usually considered to identify networks but with the help of Drainage

network, an alternate network for Bicycle can be identified along the drainage.

MAP 6: THE TRANSPORT NODES IN BANGALORE

the Bus stations shown in Blue points on the Map. These nodes can be

connected in terms, to identify a Bicycle network.

The map shown above are of Government lands and the IT Parks in the city. The

availability of government land can be an advantage as for negotiation in

MAP 4: THE ARTERIAL ROAD NETWORK OVERLAID MAP 5: RAILWAY NETWORK IN BANGALORE
ON DRAINAGE NETWORK

The Map shown the Railway network concentrating from the all the North-East,

North-West, South-East and South-West. The Railway Network is also built along

the Rajakaluve.

The Map shown depicts the Major nodes of Transport whcich includes Metro

line shown in Orange points, the different TTMC stations shown in Red points and MAP 7: GOVERNMENT LAND AVAILABLE IN
BANGALORE MAP 8: IT PARKS IN BANGALORE
these land parcels and carving out a Pedestrian friendly Bicycle network and so As a result, all the major destinations such as Tourist spots, Market areas and

does the IT Parks are another major nodes in the city. As there are many Public or Semi-public lands lie within the CBD area, it becomes an integral part

employee in the Park, a demand of environment friendly bicycle network is to look into the CBD area while framing a network.

demanded.
From the analysis of above layers, it was found that most of the present day

transport hubs rest either on the lakes or along the Nala/drains. Nalas or the

Drain system flows independently irrespective of the road network and

orientation.

Drains take storm water away from present day city centre (consisting of

Chikpete and the British cantonment area). Drains form an important skeletal

system for Bangalore apart from roads.

Hence the Nala system of the Bangalore is considered as one of the important

MAP 10: MARKET AREAS IN BANGALORE layer/parameter in identification of bicycle network.

MAP 9: TOURIST SPOTS IN BANGALORE

The map above comprises of tourist places (shown in Red points) concentrated

in the CBD of the city. These tourist places are the attraction point of public and

therefore the carving out networks for Bicycle network through these tourist

places can be interlinked.

The market areas as shown in the Map above also, are the areas that public

prefer traveling for their day to day needs, linking these areas by the bicycle

network can encourage the citizens to travel using Bicycle, same goes with the

tourist spots.


Lake series of Bangalore The lakes in Bangalore form a chain of hydrological connection through them.

During monsoons the surplus water from the upstream lakes flows down into the
The topographic setting of the city has radial slopes towards east and west with
next lakes in the chain and from there further down.
a smooth ridge running north to south; rainfall over the ridge area gets divided

This connectivity did not allow an overflow of water out of the lake into the

surrounding area. These lakes themselves are interlinked to each other through

a series of chain of lakes giving a cascading effect to the whole system.

YELLAMALLAPPA

VARTHUR
CHETTY MADAVARA

HULIMAVU
FIGURE 2:SIX MAJOR LAKE SERIES OF BANGALORE
and flows east or west into the three gentle slopes and valleys of Koramangala–

Challagatta, Hebbal and Vrishabavathi. These naturally undulating terrain of

BYRAMANGALA

PUTTENAHALLI
hills and valleys, lends itself perfectly to the development of lakes that can

capture and store rainwater. Small streams are formed by each valley starting

with the ridge at the top. A series of shallow tanks varying in size are

developed.
Why central zone

These 2 rajakaluves run along the boundary of CBD area, cutting through major

roads and connecting the neighbourhoods and important destinations such as

MG road, Residency road, Richmond road, Brigade road, St.Mark’s road,

Kamaraja road, Cubbon Park, Chinnaswamy stadium, Commercial street,

Cunningham road, Infantry road, Church street, Kanakapura road, UB city,

Race course road and the Ulsoor lake, Koramanagala, Hosur road, Langford

town, Lalbagh road, Double road, Sarjapur main road, Madivala road, Inner

ring road, Seshadripuram, and Sankey Tank.

12.19KM
CITY MARKET TO BELLANDUR

21.89KM

SANKEY TANK/
LINGARAJPURAM TO
BELLANDUR
Study area: Nala Stretch 2 : Sankey Tank /Lingarajapuram to bellandur via Ulsoor
Nala Stretch 1: City Market series to bellandur
Lake

This section consists of documentation of Kormangala nala stretch. The study

This section consists of documentation of the nala stretch extending from
stretch starts from Kalasipalayalam and connects about 20 neighbourhoods
Sankey tank to Bellandur lake. This nala series connects about 37
namely Sudhama Nagar, NGO colony, Vinayak Nagar, JP Nagar, Gajendra
neighbourhoods namely JC Nagar, ITI Colony, Pottery Town, PUlikeshi Nagar,
Nagar, Nanpnalli, Venkataswamy Layout, Ambedkar Nagar, KHB Games
Sindhi Colony, BMP Pak, Hermit Colony, Rukmuni Colony, Yellappa Chetty
village, Andra colony, Gowda Muniswamy Garden, Aswini Layout, Venkappa
Layout, Dodakattappa, LBS Layout, Appaiah Garden, New Akash Nagar,
Garden, AVS Layout, New Friends Colony, Ejipura, Kormangala 4-c Block,
Doddaiah Layout, Saraswathipuram, Indiranagar, Someshvarapuram Layout,
Cauvery Colony, and Teachers Colony .
Defence Colony, DOS/ISRO Housing Colony, Domlur ll Stage, BDA Colony,

Domlur Layout, ISRO Colony, NR Layout, Jogupalya, DOmlur Village, Deena

Bandu Nagar, Challagatta, Sadashiva Nagar, Guttahalli, Chakravarthy Layout,

Rajiv Gandhi Colony, Swamy Shivanandapuram, Shivaji Nagar, Bharati Nagar.

Nala Stretch 1: City Market series to bellandur

NGO Colony
3
3

4
5

1 INFRONT OF SHANTHIINAGAR VINAYAK NAGAR

4

5 VINAYAK NAGAR

2 NGO COLONY
6
7 9
8

J P NAGAR
6

LAKSHMAN RAONAGAR
9
GAJENDRA NAGAR
7

NEAR RAJENDRA NAGAR

10

NATIONAL INSTITUTE OF ANIMAL NUTRITION AND PHYSIOLOGY

 11
14

12
15

13

17

15

11 NEAR KHB GAMES

NEAR KHB GAMES

12

16 ANDHRA COLONY

MUNNISWAMY GARDEN

13

RAJENDRA NAGAR
NEAR MUNNISWAMY GARDEN 17

14
 18
INTERMEDIATE RING ROAD
20

19

20

21

22
23 21 STBD

AVS LAYOUT
19

22
NEAR JAKASANDRA

18
VENKAPPA GARDEN

23
KORAMANGALA 1st BLOCK
Nala Stretch 2 : Sankey Tank /Lingarajapuram to bellandur via Ulsoor

3
2

1
 6

5
7
9
4

8
6 7

9
10
12

11

12

13

14

10

13

11

14
 17

16 TERI INSTITUTE

18

17

RESIDENTIAL TERI INSTITUTE

15 RESIDENTIAL

19

18
BBMP PLAYGROUND

15
DOMLUR SAARC

RESIDENTIAL

RESIDENTIAL

16
NEAR DOMLUR BUS 19
CAMBRIDGE LAYOUT

RESIDENTIAL RESIDENTIAL

RESIDENTIAL
v

22

DODDA KATAPPA ROAD

20

RESIDENTIAL
RESIDENTIAL

23

21 24

22 23
MV GARDEN

20 APPAIAH GARDEN

RESIDENTIAL

RESIDENTIAL RESIDENTIAL

24
ULSOOR
21 LHB LAYOUT

RESIDENTIAL
RESIDENTIAL

RESIDENTIAL RESIDENTIAL
 25

26 26

27

26
GOLF COURSE

27

MIXED USE
 29

30
28

31

32

30
POTTERY LANE ROAD STEPHEN’S CROSS ROAD
28

32 ASSAYE ROAD
31
29
ASSAYE ROAD
MOORE ROAD
ANALYSIS AND FINDINGS (NALA): 6. Right of way (ROW) of roads along nala

Parameters selected for analysis: A right of way is a type of easement granted or reserved over the land

for transportation purposes, this can be for a highway, public footpath, rail
1.Availability of carriageway along the rajakaluve
transport, canal, as well as electrical transmission lines, oil and gas pipelines. A
1.1 Both sides – paved carriageways are available along both sides of the nala
right-of-way can be used to build a bike trail. A right-of-way is reserved for the
in good condition.
purposes of maintenance or expansion of existing services with the right-of-way.

1.2 One side- paved carriageway is available only along one side of the nala. In the case of an easement, it may revert to its original owners if the facility is

1.3 No road or encroached– no carriageways along the nala or the other way abandoned.

the nala edges are encroached with buildings.

2.Availability of buffer zone along the rajakaluve.

Buffer zone is like a vacant land or unused land other than carriage way and

footpath or pedestrian walkage.

3. Stretches accessible to pedestrians along the rajakaluve

Stretches along the rajakaluve that is accessible to pedestrians and stretches

having dedicated footpath are identified.

4. On-street parking along the rajakal

5. Location of Bridges

Locations of bridges or connections across the nala connecting the

neighborhoods on either side of the nala to get information about access

across the nala.

Criteria Selected for Weighted Overlay Analysis it so you can evaluate multiple factors at once. By identifying and rating areas

Green color is provided as the indicator for the desirable feasibility conditions, based on criteria, you can discover opportunities, risks, and constraints in an

orange color is indicator for average feasibility conditions and red indicates for area. Weighted overlay analysis produces suitability models. Suitability models

undesirable feasibility conditions along the rajakaluve. help answer questions like “Where are the greatest risks for insect damage?” or

“Where are optional locations for commercial development?”. The answers to

these questions depend on your input data and the criteria you define for that

data.

UNDRSTANDING STEPS IN THE PROCESS

Weighted Overlay Analysis Of Rajakaluve

All the input layers required for the analysis were identified. The input layers

includes availability of carriageway, stretches accessible to pedestrians, ROW

of carriageway, availability of buffer zone and on-street parking availability.

These layers are of polyline format which is converted to raster.

WEIGHTED OVERLAY PROCESS

Weighted overlay is a type of suitability analysis that helps you to analyse

site conditions based on multiple criteria. Weighted overlay analysis allows you

to combine weight and rank several different types of information and visualise
step 1 : click on Arc toolbox > To Raster > Polyline to Raster value of 1, average desirable conditions are given a value of 2and undesirable

In this process every layer values are classed by providing ranges in 1,2 and 3 and conditions are given the scale value of 3.

corresponding color coding.

Step 2: click on Arc toolbox > Spatial Analyst Tool > Overlay > weighted Overlay

In weighted overlay tool all those input rasters were added into weighted

overlay table and scale values are set. Desirable conditions are given a scale
ANALYSIS OF NALA STRETCH 1 : CITY MARKET TO BELLANDUR From KH Double road till Vinayak nagar the carriageway is on the right side

5 VINAYAK NAGAR
1 Availability of Carriageway along the Rajakaluve

of the nala while going from KH Double road along it and while going from

Andra Colony till KHB Games village the carriageway is on the right side of

the nala.

2 NGO COLONY

1.1 Road on both sides

From Kalasipalyam to KH Double road and from Vinayak nagar to Hosur Rosd Both side
road
carriageway is available on both sides of the nala. 18%

One side
1.2 Road on one side road
11%
The orange colored stretches given on the map are stretches where Encroach
ed
carriageway is available only on one side of the rajakaluve. 71%
1.3 Encroached 2. Availability of buffer zone along the rajakaluve

The red colored stretches on the map indicates encroached areas. From

Vinayak Nagar to Gajendra Nagar and from KHB Games village to

Kormangala there are no roads available along the nala and most of the

area is residential with building walls touching the nala edge.

VINAYAK NAGAR

7 GAJENDRA NAGAR

The green colored stretches are those stretches of the rajakaluve where

buffer zones are available.From KH Double Road to Vinayak Nagar there is

shoulder or buffer zone or vaccant available along the nala which is poorly

maintained and dumped with solid wastes along with trees.

2 NGO COLONY

BUFFER

ZONE
3. Stretches accessible to Pedestrians along the rajakaluve 4. On-street parking along

the rajakaluve

The green colored stretches are

those having on-street parking

along the rajakaluve.

The green coloured stretches on the map are that having dedicated

pedestrian footpaths

Those stretcheswith orange colour are mearly accessible to pedestrians.

2 NGO COLONY
INFRONT OF SHANTHIINAGAR TTMC
1

BUFFER

ZONE
5. ROW of carriageway along the rajakaluve 6.Location of Bridges

There are total 17 Bridges which cut across Rajakaluve stretch City Market to

Bellandur.

The orange colored stretches are roads along the rajakaluve having an ROW of

2-5 meters and stretches with green color have ROW varying from 5-15 meters.

5
VINAYAK NAGAR

NGO COLONY
2

ROW = 15 m
7. Availability Of Carriageway One block Away along The VINAYAK NAGAR
4

Rajakaluve

Carriageway one block away parallel to the nalas were identified. Parallel

roads were found at maximum distance of 513 m

7 GAJENDRA NAGAR

222 m

513 m

72m

282 m

439 m
8. Overall Feasibility Level of the rajakaluve from City Market The red colored stretches are those which are undesirable for providing bicycle

track along the rajakaluve. It will require rehabilitation and high level policy
to Bellandur
measures to increase the feasibility.

To order to achieve the desirable feasibility level of the nala or rajakaluve the

first process to be done should be the cleaning process of the nala.

The green colored stretches are those parts of the rajakaluve that are desirable

or feasible with immediate effect in context of the parameters selected for the

analysis for providing bicycle track along the rajakaluve.

The orange colored stretches are those that are of average feasible where the

feasibility can be increased by policy measures.

ANALYSIS OFRAJAKALUVE STRETCH 2 : SANKEY TANK/
5

LINGARAJPURAM TO BELLANDUR

1. Availability of Carriageway along the Rajakaluve

1.2 Road on one side

The orange colored stretches are those stretches of the rajakaluve having road

or carriageway only on one side.

1.1 Road on both sides Both side

road
14%
The green colored stretches on the

map are stretches of rajakaluve

One Side
road
having carriageways on both sides of 37%
Encroach
ed
the rajakaluve. 49%
1.3 Encroached

The rajakaluve stretches having building to the edge of the nala is given in red. 2. Availability of buffer zone along the rajakaluve

The green colored stretches are rajakaluve stretches having buffer zone along
7
it.Rajakaluve stretches from Sankey tank to Abshot Layout and stretch from

Pulikesh Nagar to Yellappachetty Layout have buffer zones along the nala.

Buffer zone (Near Ulsoor lake)

3. Stretches accessible to Pedestrians along the rajakaluve 4. On-street parking along the rajakaluve

The green coloured stretches on the map are that having dedicated The green colored stretches are those rajakaluve stretches that are having on-

pedestrian footpaths and those with orange colour are mearly accessible to street parking along the nala.

pedestrians.
Covered Nala with Parking on top

6
5. ROW of roads along the rajakaluve 6. Location of Bridges

The green colored stretches represents carriages along the nala with an ROW

of about 13-24 meters

There are a total of 30 bridges which cut across the rajakaluve.
14

ROW = 18-22 m
The orange colored stretches on map represents carriageway along the nala

with an ROW of about 6-12 meters.

4

ROW = 12
8. Overall Feasibility Level of the rajakaluve from City Market

to Bellandur

The green colored stretches are those parts of the rajakaluve that are desirable

or feasible with immediate effect in context of the parameters selected for the

analysis for providing bicycle track along the rajakaluve.

The orange colored stretches are those that are of average feasible where the

feasibility can be increased by policy measures.

The red colored stretches are those which are undesirable for providing bicycle

track along the rajakaluve. It will require rehabilitation and high level policy

measures to increase the feasibility.

To order to achieve the desirable feasibility level of the nala or rajakaluve the

first process to be done should be the cleaning process of the nala.

ACCESS DENSITY STUDY With time, any increased capacity follows the land use cycle and eventually

INTRODUCTION results in reduced level of service and thus once again requiring new arterial

Number of Access density is defined as the access points per km is represented improvements. Access management techniques break this cycle to achieve

by access density of the arterial and it potentially measures the performance improved efficiency by effectively managing the existing access points and

and conveys the safety and operational impact of the roadway. developing guidelines, policies, regulations and geometric design requirements

to achieve benefits.
Access management involves balancing the two competing functions of

roadways – providing mobility for through traffic and providing accessibility to Broadly access points include all openings like driveways, intersections or

property. The mobility function is defined as the provision of capacity for median openings along the arterial; however, many times they are divided into

through traffic traveling along a roadway from point to point. The accessibility various terms as shown in Figure 1 such as Signal density, driveway density,

function of a roadway is defined as the provision of ingress and egress for median density, intersection density, midblock density, private access density,

adjacent property. The most basic example of the accessibility function is a public access density, etc. to study the individual impact of these points.

driveway. A roadway can be very good at either of these functions, but it

cannot perform both functions optimally at the same time. For example, a
FIGURE 3: ACCESS DENSITY
roadway lined with commercial driveways provides maximum access to Access density is used to predict crashes,

adjacent businesses, but traffic entering and exiting these businesses creates to study operational effects on travel

congestion and driver frustration and significantly decreases the mobility times, delays, vehicle emissions and to

function of the roadway. develop planning guidelines and

standards. Here with the help of Access

Traditional approach to deal with congestion and poor level of service is to
Density, the access from the roads of
widen the existing lanes and increase roadway capacity; however, these
different hierarchy will be carved out to
solutions are not always feasible due to limited land availability and huge
the streets giving access to the bicycle
capital investments required to purchase right of way for road widening.
tracks.
Types of Access Density BENEFITS

Commercial Driveway Density: Number of an entrance to, or exit from, any 1. Below are some of the benefits that have been realized in communities with

commercial, business, or similar type establishment effective access management policies:

2. Internal street layout and connections to the maximum extent feasible

Field Driveway Density: A limited use driveway for the occasional/infrequent use
3. Shared access to the maximum extent feasible
by equipment used for the purpose of cultivating, planting, and harvesting or
4. Delaying or preventing costly improvements
maintenance of agricultural land, or by equipment used for ancillary mineral
5. Improving roadway safety conditions
production
6. Reducing traffic delay and congestion, which has a positive economic
Full Median Opening Density: In a non-traversable median, an opening that
effect on market areas.
allows all turning movements from the highway and the adjacent connection, as
7. Improving the appearance of transportation corridors
well as crossing movements.
8. Providing property owners and customers with safe access to roadways
Median Density: That portion of a divided highway/Roads separating the
9. Reducing air pollution, and
opposing traffic flows. A median may be traversable or non-traversable
10.Making pedestrian and bicycle transfer safer.
Intersection Density: Any at grade connection with a roadway, including two APPROACH
roads or a driveway and a road.
The Central Business District (CBD) zone of Bangalore is considered as the study

Private Driveway Density: An entrance to or exit from a residential dwelling, farm, area. The CBD of Bangalore is considered as the study area because in an

or ranch for the exclusive use and benefit of the permittee. attempt of connecting the two drainage network stretches, of Bellandur lake to

Public Driveway Density: An approach from a publicly maintained street, road, City Market and the second stretch Bellandur to Sankey Tank via Ulsoor lake.

or highway. The selection of the possible routes which act as the major spine for the CBD

zone is undertaken to carve out the bicycle networks keeping away the heavy

traffic flow on the Major roads and ensuring safety. Marking of all the road

access and property access on both sides along the selected route.
Collection of the left and right side of the road properties & road access density 2. Left side property access density:
Image showing LHS and
by walk through particular stretches so that we get number of access point of
RHS considered while
Access Density survey
road access and property access on either of the side.

ANALYSIS

The Method of Analysis is done on GIS, where the Road access and Property

access of the Right hand side and Left hand side of the Road is inputted. The
Image showing Property
access (in Blue) and Road
collected data in to GIS attribute table are as follows:
access (in Red)
Left side property access density: Left side property access/Length of stretch
1.Name of the Roads
3. Right side property access density:
2. Length of the stretches

3.Right side property access Right side property access density: Right side property access/length of stretch

4.Right side road access DATA COLLECTION:

5.Left side property access
ACCESS DATA:
6. Left side road access
Access details for the selected roadway segment are obtained from Google
7 Right of way
: Earth, Google Maps and on-field Survey (Observatory). The whole network is

1. Calculate total access density classified into different classes. The access details are represented in GIS maps.

About 48 stretches are identified and the access density along the Property line
Access density :( Left density +right density)/ total length of stretch
are identified as shown in the table
 Left side Left side Right side Right side
Total Access Right side
Sr. No Name length(km) Property Road Property Road Left side Density ROW
Density Density
Access Access Access Access

1 Vitthal malia Road 0.72 8 0 1 0 13 11 1 12

2 Grant Road 0.74 11 4 9 5 39 20 19 15

3 Victoria Road 1.10 7 1 16 7 28 7 21 15

4 St.Marks Road 0.58 14 6 9 4 57 35 22 15

5 Leonard Lane 1.75 9 5 14 5 19 8 11 12

6 Kamraj Road 1.85 6 8 9 7 16 8 9 18

7 Rest house cresent Road 0.35 6 1 9 0 46 20 26 10

8 Musem Road 0.63 9 3 15 5 51 19 32 15

9 Brigade Road 0.79 9 7 7 5 36 20 15 10

10 Markham Road 0.45 4 7 7 4 49 24 24 10

11 Castle Streets 0.38 8 4 10 1 61 32 29 10

12 Rest house Road 0.41 10 0 7 1 43 24 19 10

13 Brigade Road 0.21 4 1 3 1 43 24 19 10

14 lavella Road 0.74 9 3 6 2 27 16 11 12

15 Residency Road 0.54 11 3 4 4 41 26 15 16

16 Primrose Road 0.47 8 3 9 1 45 23 21 12

17 Residency Road 0.50 3 1 6 1 22 8 14 18

18 Residency Road 0.76 9 1 10 1 28 13 14 16

19 Garuda Mall Road 0.45 13 6 8 3 67 42 24 15

20 Magrath Road 0.49 9 2 6 2 39 23 16 12

21 Bruton Road 0.49 11 2 10 2 51 27 25 12

22 Church street 0.58 20 2 18 1 71 38 33 10

23 Madras Bank Road 0.22 2 0 3 0 22 9 13 12

24 Musem Road 0.30 10 1 9 1 70 37 33 10

25 St.Marks Road 0.27 3 0 2 0 18 11 7 16

26 Bowring Institute Road 0.18 2 0 3 0 28 11 17 10

27 lavella Road 0.28 1 1 7 3 43 7 36 10

28 lavella Road 0.30 8 2 5 2 58 34 24 12

29 Commistionarate Road 0.36 13 0 9 0 62 36 25 12

30 cubbon Road 1.05 6 2 0 2 10 8 2 22

31 Richmond Road 1.53 15 4 10 6 23 12 10 21

32 Double Road 1.27 29 4 17 5 43 26 17 26

33 Richmond Road 1.47 0 0 6 0 4 0 4 18

34 Housur main Road 0.63 1 1 11 0 20 3 17 15

35 Housur main Road 0.59 11 6 2 7 44 29 15 15

36 J.C Road 1.63 38 11 15 7 44 30 14 18

37 D.C office 0.93 0 0 4 1 5 0 5 15

38 Road

39 Palace Road 1.46 12 1 7 3 16 9 7 25

40 Palace Road 0.67 9 3 3 1 24 18 6 15

41 Cunningham Road 0.50 2 11 3 2 36 26 10 13

42 Miller's Road 0.63 3 11 7 0 34 22 11 15

43 Contnment Road 0.47 0 4 3 2 19 9 11 21

44 Queens Road 1.14 21 14 12 6 46 31 16 15

45 InfantryRoad 0.82 31 8 7 4 61 48 13 15

46 InfantryRoad 0.48 5 2 8 4 39 14 25 16

47 M.G Road 0.92 17 2 15 6 43 21 23 21

48 Kanakapura Road 1.54 0 0 1 1 1 0 1 22

49 Hosur Road 0.90 3 2 1 2 9 6 3 28

50 Rhenius St.Road 0.57 3 3 13 6 44 10 33 10

51 Nruptanga Road 0.99 5 0 3 0 8 5 3 15

52 Queen Road 0.90 4 1 0 0 6 6 0 16

53 Dr.Ambedkar Road 1.45 2 4 3 3 8 4 4 32

54 Raja Rammohanroy Road 1.07 7 7 7 1 21 13 7 15

55 Langford Road 1.30 15 11 22 16 49 20 29 14

56 Mission Road 1.32 1 6 10 3 15 5 10 18

57 Wind tunnel Road 1.31 0 0 33 26 45 0 45 18

58 Victoria Road 0.38 0 2 2 2 16 5 10 15

59 Lower Agaram Road 0.94 2 1 7 2 13 3 10 21

60 Lower Agaram Road 0.59 7 4 4 15 51 19 32 16

61 Lower Agaram Road 0.86 13 7 15 11 54 23 30 16

62 St.Johns Rd 0.81 9 4 10 2 31 16 15 16

63 Roberstone Rd 0.82 21 9 16 4 61 37 25 12

64 Jaymahal Rd 1.22 18 1 1 0 16 16 1 15

65 Miller Rd 1.25 23 3 11 1 30 21 10 13

66 Along Ulsoor 0.66 15 2 0 0 26 26 0 13

67 Haines Rd 0.22 10 2 7 3 101 55 46 10

68 Haines Rd 0.81 2 10 6 4 27 15 12 10

69 Wheeler Rd 0.64 6 3 15 3 42 14 28 10

70 kensington Rd 0.76 10 3 8 5 34 17 17 18

71 Trinity Chrch Road 0.56 8 0 5 1 25 14 11 18

72 Old Airport Road 0.88 2 2 4 1 10 5 6 21

 73 Cambridge Road 0.49 4 0 4 1 18 8 10 15

74 Sai baba Mandir Road 0.82 4 12 2 8 32 20 12 12

75 Inner Ring Road 0.87 9 10 3 3 29 22 7 28

76 Ejjipura Road 1.02 1 2 0 0 3 3 0 28

77 Ejjipura Road 1.07 5 7 4 4 19 11 8 26

78 80 feet Road 0.76 14 5 11 4 45 25 20 18

79 Indiranagar Double Road 2.21 4 11 7 8 14 7 7 21

80 Ganpati temple Road 1.50 20 11 24 17 48 21 27 16

81 Bangalore Football Stad.Road 1.10 3 2 3 0 7 5 3 15

82 o'shaughnessy Road 1.75 9 2 2 3 9 6 3 18

83 campbell Road 1.75 1 0 0 0 1 1 0 12

84 Alexenderia Strret 1.75 0 1 1 0 1 1 1 15

85 1.75 4 0 6 1 6 2 4 10

86 St.Philomeena Road 1.75 3 0 5 0 5 2 3 12

87 Kamraj Road 1.85 3 2 0 1 3 3 1 18

88 Kamraj Road 1.85 2 0 7 6 8 1 7 18

Conclusion:

• The stretches that have least access density does not need any intervention and can be used directly for implementation, but as per the policies and
regulations.
• The stretches that have medium access density, needs intervention before implementation.
• The stretches that have maximum access density, have to be looked into alternatives like different roads, and Nalas.
Overall Access Density Left side Access Density

This map shows overall access density of CBD area which shows that three
This map shows overall access density of CBD area which shows that three
category of roads.
category of roads.

Total 30 stretches have a least access density from 0 to19

Total 35 stretches have a least access density from 0 to13

Total 22 stretches have a medium access density from 19-39

Total 36stretches have a medium access density from 13-28

Total 35 stretches have a medium access density from 39-101

Total 12 stretches have a medium access density from 28-55
 Right side Access Density Left side Property Access Density

Left si

This map shows overall access density of CBD area which shows that three
This map shows overall access density of CBD area which shows that three
category of roads.
category of roads.

Total 31stretches have a least access density from 0 to 6

Total 24 stretches have a least access density from 0 to 8

Total 33 stretches have a medium access density from 7-17

Total 35 stretches have a medium access density from 8-21

Total 8 stretches have a medium access density from 17-38

Total 24 stretches have a medium access density from 21-46
Right side Property Access Density Left side Road Access Density

This map shows overall access density of CBD area which shows that three This map shows overall access density of CBD area which shows that three

category of roads. category of roads.

Total 26 stretches have a least access density from 0 to 5 Total 30 stretches have a least access density from 0 to 3

Total 33 stretches have a medium access density from 6-13 Total 11 stretches have a medium access density from 4-8

Total 11 stretches have a medium access density from 14-33 Total 9 stretches have a medium access density from 9-14
Right side Road Access Density Right of Way

This map shows overall access density of CBD area which shows that three This map shows overall ROW of CBD area which shows that two category of

category of roads. roads.

Total 29 stretches have a least access density from 0 -3 Total 30 stretches have a ROW from 10-18

Total 17 stretches have a medium access density from 4-11 Total 22 stretches have a ROW from 18-32

Total 4 stretches have a medium access density from 12-28