Area Traffic Management Plans PDF

Hyyderab
bad Me
etropolitan De
evelopm
ment A
Authoriity

IMMEEDIATTE ACTTION PLAN

N

Comp
prehenssive Transporta
ation Study (CTTS) for
H
Hyderabbad Metropolittan Areaa (HMAA)
www..ctshma201
11.com

AREA
A TRAFFIC M
MANA
AGEME
ENT P LANS

Deccember 2011

LEA Asssociatess South A Asia Pvt., Ltd., Ne
ew Delhii, India
in Join
nt Venturre with
LEA
A Internaational LLtd., Cana ada
IMMEDIATE ACTION PLAN: Consultancy Services for
Comprehensivve Transportation
n Study (CTS)
Area Traffic Managem
M ment Planns for Hyderabaad Metropolitan Area (HMA)
Table o
of Conten
nts

1. IN
NTRODUCTIO
ON ........................................................................................................................ 1
1..1 The Conntext ........................................................................................................................... 1
1..2 on of Area ................................................................................................................... 2
Selectio
1..3 This Report ............................................................................................................................ 3
1..4 Report Structure .................................................................................................................... 3
2. FIIELD STUDIESS .......................................................................................................................... 5
2..1 Reconn naissance ..................................................................................................................... 5
2..2 Area Prrofile ............................................................................................................................ 5
2.2.1 Secundera abad ........................................................................................................ 5
2.2.2 Mehdipatnam ........................................................................................................ 6
2.2.3 Kukatpallyy ............................................................................................................... 6
2.2.4 Vanasthalipuram .................................................................................................... 7
2.2.5 Malkajgiri ............................................................................................................... 7
2..3 Field Su
urveys Underrtaken ...................................................................................................... 7
2..4 Major Issues ........................................................................................................................ 10
2.4.1 Secundera abad ...................................................................................................... 10
2.4.2 Mehdipatnam ...................................................................................................... 12
2.4.3 Kukatpallyy ............................................................................................................. 15
2.4.4 Malkajgiri ............................................................................................................. 17
2.4.5 Vanasthalipuram .................................................................................................. 19
3. REESULTS OF FFIELD STUDIE ES ...................................................................................................... 21
3..1 Secunderabad ...................................................................................................................... 21
3.1.1 Network C Characteristi cs ...................................................................................... 21
3.1.2 Traffic Cha aracteristics ......................................................................................... 22
3.1.3 Other Trafffic Characteeristics: .............................................................................. 23
3.1.4 Land use C Characteristiics: .................................................................................... 23
3.1.5 Pedestrian n Volume: .............................................................................................. 24
3.1.6 Parking ch haracteristicss: ....................................................................................... 25
3.1.7 Speed & D Delay studiess: ....................................................................................... 34
3..2 Mehdip patnam ...................................................................................................................... 35
3.2.3 Land use ccharacteristi cs: ..................................................................................... 37
3..3 Kukatpaally ............................................................................................................................ 39
3.3.1 Network ccharacteristiccs ...................................................................................... 39
3.3.2 Traffic cha aracteristics ........................................................................................... 40
3.3.3 Land use ccharacteristi cs ...................................................................................... 41

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3..4 Malkajggiri ............................................................................................................................. 43
3.4.1 Network C Characteristi cs: ..................................................................................... 43
3.4.3 Land Use C Characterist ics ..................................................................................... 45
3.4.4 Pedestrian n Volume ............................................................................................... 46
3.4.5 Parking Ch haracteristicss ........................................................................................ 46
3.4.6 Speed and d Delay ................................................................................................... 46
3..5 Vanasthhalipuram ................................................................................................................. 47
3.5.3 Land use C Characteristiics ..................................................................................... 49
3.5.4 Pedestrian n Volume ............................................................................................... 50
3.5.5 Parking Ch haracteristicss ........................................................................................ 50
3.5.6 Speed and d Delay ................................................................................................... 50
4. PRROPOSED IM MPROVEMEN NT ..................................................................................................... 52
4..1 Secunderabad ...................................................................................................................... 52
4.1.1 Overall Traffic Circulattion Plan ........................................................................... 52
4.1.2 Junction // Road sectioon Improvem ment: ............................................................... 53
4.1.3 Public Transport Faciliities improve ements: .......................................................... 60
4.1.4 Pedestrian n facilities .............................................................................................. 62
4.1.5 Parking Prricing & Reguulations ............................................................................. 63
4.1.6 Regulation ns/ Road maarking signages .................................................................. 64
4.1.7 Long‐Term m improvemeent linkages ...................................................................... 64
4..2 Mehdip patnam Area ............................................................................................................. 67
4.2.2 Junction/R Road sectionn Improveme ent ................................................................. 68
4.2.3 Public Transport Faciliities & impro ovements ....................................................... 74
4.2.4 Pedestrian n facilities .............................................................................................. 74
4.2.5 Parking Im mprovementss ........................................................................................ 75
4.2.6 Regulation ns and Road Signage’s: ........................................................................ 75
4.2.7 Long‐Term m improvemeent linkages ...................................................................... 76
4..3 Kukatpaally ............................................................................................................................ 77
4.3.1 Overall cirrculation pla n ....................................................................................... 77
4.3.2 Junctions / Road sectioon improvem ment .............................................................. 78
4.3.3 Public tran nsport facilitties .................................................................................... 83
4.3.4 Parking im mprovement ......................................................................................... 83
4.3.5 Regulation ns and Road Marking and d Signages ..................................................... 84
4.3.6 Long term m Improvemeents and Linkkages .............................................................. 84
4..4 Malkajggiri ............................................................................................................................. 84
4.4.2 Junction/R Road sectionn Improveme ent ................................................................. 86
4.4.3 Public Transport Faciliities ................................................................................... 89
4.4.4 Pedestrian ns Facilities ............................................................................................ 89
4.4.5 Parking Im mprovementss ........................................................................................ 90
4.4.6 Regulation n /Road Marrking Signage es ................................................................... 90

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4.4.7 Long Termm Measures ............................................................................................ 91
4..5 Vanasthhalipuram Arrea ......................................................................................................... 92
4.5.2 Junction/RRoad sectionn Improveme ents ................................................................ 92
4.5.3 Public Transport Improovements ......................................................................... 96
4.5.4 Pedestriann Facilities ............................................................................................. 97
4.5.5 Parking Im
mprovementss: ....................................................................................... 97
4.5.6 Regulationns/Road marrking signage es ................................................................... 98
4.5.7 Long‐Termm improvemeent linkages .................................................................... 100
5. PRRELIMINARY Y COST ESTIMMATES ............................................................................................. 101
6. CO
ONCLUSIONS AND RECO
OMMENDATIIONS ............................................................................ 102

List of TTables
Table 2‐1:: Traffic Management Areas: D Details of Field surveys underttaken .............................................................................. 8
nts in Malkajgiri Area .............. ............................................................................................................. 18
Table 2‐2:: List of Acciden
Table 3‐1:: Secunderabad urning movemeent counts ............................................................................................ 22
d area: Traffic tu
Table 3‐2:: Secunderabad d Area: Traffic M
Mid‐block volum mes. ...................................................................................................... 23
Table 3‐3:: Terminal wise Bus routes from Secunderabaad Station area .................................................................................... 23
Table 3‐4:: Pedestrian flowws in the Secun nderabad area . ............................................................................................................. 24
Table 3‐5:: Mode wise Ho ourly Variation oof Vehicles on bboth sides of M M.G. road ...................................................................... 26
Table 3‐6:: Mode wise Ho ourly Variation oof Vehicles on bboth sides of S..D. Road ....................................................................... 27
Table 3‐7:: Mode wise Ho ourly Variation oof Vehicles on bboth sides of R.P. Road ....................................................................... 29
Table 3‐8:: Mode wise Ho ourly Variation oof Vehicles on bboth sides of Paark Lane ....................................................................... 31
Table 3‐9:: Mode wise Ho ourly Variation oof Vehicles neaar Passport Office ................................................................................. 33
Table 3‐100: Speed & Delaay studies resullts during the PPeak hour .............................................................................................. 34
Table 3‐122: Mehdipatnam m Area: Traffic Turning movem ment flows. ........................................................................................... 36
Table 3‐133: Mehdipatnam m area: Traffic Mid‐Block flow ws ........................................................................................................... 37
Table 3‐144: Bus routes frrom Mehdipatn nam terminal ... ............................................................................................................. 37
Table 3‐155: Pedestrian floows in the Meh hdipatnam areaa ............................................................................................................ 38
Table 3‐166: Parking charaacteristics in Mehdipatnam arrea. ........................................................................................................ 38
Table 3‐199: Kukatpally arrea: Traffic Turnning movementt flows. ................................................................................................. 40
Table 3‐200: Kukatpally arrea: Traffic Midblock flows ..... ............................................................................................................. 41
Table 3‐211: Pedestrian floows in the Kuka atpally area ..... ............................................................................................................. 42
Table 3‐222: Parking charaacteristics in Kuukatpally area .. ............................................................................................................. 42
Table 3‐255: Malkajgiri: Tuurning Moveme ent Counts ...... ............................................................................................................. 45
Table 3‐266: Malkajgiri: Trraffic Mid‐Blockk flows ............. ............................................................................................................. 45
Table 3‐277: Pedestrian Fllows in Malkajggiri study area .. ............................................................................................................. 46
Table 3‐288: Parking charaacteristics in Malkajgiri study aarea ...................................................................................................... 46
peed and Delayy (Up Stream) .. ............................................................................................................. 46
Table 3‐299: Malkajgiri: Sp
Table 3‐300: Malkajgiri: Sp
peed and Delayy (Down Stream m) ........................................................................................................... 47
Table 3‐311: Vanasthalipu uram area: Trafffic Turning movvement counts .................................................................................... 49
Table 3‐322: Vanasthalipu uram: Traffic Mid‐block volumees. ........................................................................................................ 49
Table 3‐333: Vanasthalipu uram area: Pede estrian ............. ............................................................................................................. 50
Table 3‐344: Vanasthalipu uram area: Parkking .................. ............................................................................................................. 50
Table 3‐355: Vanasthalipu uram area: Spee ed and Delay (U Up Stream) ............................................................................................ 50

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Table 3‐366: Vanasthalipuuram area: Speeed and Delay (D Down Stream) ....................................................................................... 51
Table 4‐1:: Comparison off Level of Servicce with proposeed One way circulation ....................................................................... 53
Table 5‐1:: Preliminary co ns ................................................................................ 101
ost estimates off Area level Impprovement Plan
List of FFigures
Figure 2‐11: Heavy Pedesttrian flow at Rathifile Bus statiion ........................................................................................................ 10
Figure 2‐22: Buses taking Right turns at R Rathifile stationn ............................................................................................................ 11
Figure 2‐33: Vendors Occu upied Footpaths ..................... ............................................................................................................. 11
Figure 2‐44: Encroahmentt of foot paths b by Shops.......... ............................................................................................................. 11
Figure 2‐55: On street Parrking along R.P. Road .............. ............................................................................................................. 12
Figure 2‐66: On street parrking along M.G G. Road ............ ............................................................................................................. 12
Figure 2‐77: Improper geo ometrics at KEYES high school ............................................................................................................. 12
Figure 2‐88: Unorganised Bus terminal att Mehdipatnam m ............................................................................................................ 13
Figure 2‐99: Overview of M Mehdipatnam B Bus terminal .... ............................................................................................................. 13
Figure 2‐110: Buses takingg U-turn at P-23 3 ...................... ............................................................................................................. 14
Figure 2‐111: Pedestrian m moving across tthe road .......... ............................................................................................................. 14
Figure 2‐112: Pedestrian m moving the carrriage way due tto lack of facilities ................................................................................ 14
Figure 2‐113: Heavy Parkin ng demand infrront of the mossque at P‐5 ............................................................................................ 14
Figure 2‐114: Idle Parking activity on NH9 9 RoW. ............ ............................................................................................................. 15
Figure 2‐115: Right turn off bus from Rem medy Hospital Juunction ................................................................................................. 15
Figure 2‐116: Haphazard C Crossing of pedestrians againsst the moving trraffic at JNTU ju unction ................................................. 16
Figure 2‐117: Conflict b/ww Vehicles at An nutex Intersectioon ......................................................................................................... 17
Figure 2‐118: Location of AAccidents in Ma alkajgiri Area ... ............................................................................................................. 18
Figure 2‐119: Location of LLevel Crossingss, Underpasses and Rail Over B Bridges in Malka ajgiri Area ............................................ 18
Figure 2‐220: Congestion ttakes at Safilguda Railway Levvel Crossing ........................................................................................... 19
Figure 2‐221: Congestion ttakes at Safilguda Underpass . ............................................................................................................. 19
Figure 2‐222: Lack of Peddestrian Facilitiees ..................... ............................................................................................................. 19
Figure 2‐223: Location and d List of Accidents .................. ............................................................................................................. 20
Figure 2‐224: Hawkers at Rythu Bazar ............................ ............................................................................................................. 20
Figure 3‐11: Road Networrk of Secunderabad area ......... ............................................................................................................. 21
Figure 3‐22: Parking Comp position on M.G G. Road (Both s ides) ..................................................................................................... 25
Figure 3‐33: Parking Accum mulation on bo oth sides of M.G G. Road.................................................................................................. 26
Figure 3‐44: Parking Durattion on M.G. Ro oad .................. ............................................................................................................. 26
Figure 3‐55: Mode Split off Parking Composition on bothh sides of S.D. R Road ............................................................................. 27
Figure 3‐66: Parking Accum mulation on bo oth sides of S.D.. Road ................................................................................................... 28
Figure 3‐77: Hourly variatiion of parking o on S.D. Road .... ............................................................................................................. 28
Figure 3‐88: Mode Split off Parking Composition on bothh sides of R.P. R Road.............................................................................. 29
Figure 3‐99: Parking Accum mulation on bo oth sides of R.P.. Road ................................................................................................... 30
Figure 3‐110: Hourly variaation of parking on R.P. Road .. ............................................................................................................. 30
Figure 3‐111: Mode Split o of Parking Composition on botth sides of Parkk Lane Road .................................................................. 31
Figure 3‐112: Parking Accu umulation on both sides of Pa rk Lane Road ........................................................................................ 31
Figure 3‐113: Hourly variaation of parking on Park Lane RRoad ..................................................................................................... 32
Figure 3‐114: Mode Split o of Parking Composition at Passsport Office .......................................................................................... 33
Figure 3‐115: Parking Accu umulation at Pa assport Office .. ............................................................................................................. 33
Figure 3‐116: Hourly variaation of Parking at Passport Offfice ....................................................................................................... 34
ulation pattern in Mehdipatnaam area ................................................................................................ 36
Figure 3‐117: Existing circu
pattern in Kukattpally area ............................................................................................ 40
Figure 3‐118: Existing trafffic circulation p
Figure 3‐119: Existing Circulation of Malkkajgiri Area ...... ............................................................................................................. 44
Figure 3‐220: Existing Circulation of Vana asthalipuram Arrea ........................................................................................................ 48
Figure 4‐11: The overall Trraffic circulation in Secundera bad Area .............................................................................................. 53
Figure 4‐22: Proposed rearrangement of Clock Tower juunction Option::1 .................................................................................. 54
Figure 4‐33: Proposed rearrangement of Clock Tower juunction Option::2 .................................................................................. 54
Figure 4‐44: Proposed San ngeeth Junction n Arrangement ............................................................................................................. 54
Figure 4‐55: Proposed Keyyes High school Junction Arranngement ............................................................................................... 55
Figure 4‐66: Proposed Ratthifile Junction Arrangement .. ............................................................................................................. 55
Figure 4‐77: Proposed red design of Patny Junction ......... ............................................................................................................. 56

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Figure 4‐88: Proposed reddesign of Paradiise Junction ..... ............................................................................................................. 56
Figure 4‐99: Proposed reddesign of Rasoolpura Junction. ............................................................................................................. 56
Figure 4‐110: Proposed reedesign of CTO JJunction .......... ............................................................................................................. 57
Figure 4‐111: Proposed reedesign of Harih hara Kalabhava n Junction ............................................................................................ 58
Figure 4‐112: Proposed reedesign of YMCA A Junction ....... ............................................................................................................. 58
Figure 4‐113: Proposed reedesign of Karba ala Junction..... ............................................................................................................. 59
Figure 4‐114: Proposed reedesign of Aluga addabavi Junctiion ........................................................................................................ 59
Figure 4‐115: Proposed reedesign of Chilakalaguda Juncttion ....................................................................................................... 60
Figure 4‐116: Proposed Seecunderabad Bu us Terminal reaalignment .............................................................................................. 61
Figure 4‐117: Proposed Gu urudwara Bus T Terminal realignnment ................................................................................................... 61
Figure 4‐118: Proposed Up ppal Bus Terminal Realignmennt .......................................................................................................... 62
Figure 4‐119: Proposed Raathifile Bus Term minal realignm ent ....................................................................................................... 62
Figure 4‐220: Proposed Skkywalk connecting all the bus tterminals .............................................................................................. 63
Figure 4‐221: On street paarking spaces allong R.P. Road. ............................................................................................................. 63
Figure 4‐222: Proposed Ch hilakalaguda bu us terminal ...... ............................................................................................................. 64
Figure 4‐223: Option1: Prooposed Long‐te erm Parking on north of S.P. Ro oad .............................................................................. 65
Figure 4‐224: Option 2: Prroposed Long‐te erm Parking onn North of S.P. R Road. ............................................................................ 65
Figure 4‐225: Proposed paarking lot at Passsport office .... ............................................................................................................. 65
Figure 4‐226: Proposed prepaid auto stand at Secunderabbad Station ........................................................................................... 66
Figure 4‐227: proposed ovverall circulationn plan for the M Mehdipatnam arrea ................................................................................ 68
Figure 4‐229: Proposed reedesign of Humayun nagar Junnction .................................................................................................... 69
Figure 4‐229: Proposed reddesign of Rethibowli Junctionn ............................................................................................................. 70
Figure 4‐330: Proposed reedesign of Nana al nagar Junctioon .......................................................................................................... 71
Figure 4‐331: Proposed reedesign of Tolichowki Junction ............................................................................................................ 72
Figure 4‐332: Proposed reedesign of Laxm minagar Junctionn ........................................................................................................... 73
Figure 4‐333: Proposed reedesign of Padm manabhanagar JJunction ............................................................................................... 73
Figure 4‐334: Proposed bu us terminal devvelopment at M Mehdipatnam ......................................................................................... 74
Figure 4‐335: Proposed On n street parkingg at Humayunnnagar ..................................................................................................... 75
Figure 4‐336: Proposed Circulation Plan in Kukatpally sttudy area............................................................................................... 77
Figure 4‐337: Proposed Co oncept of JNTU Intersection ... ............................................................................................................. 79
Figure 4‐338: Proposed Co oncept of Ushamullapudi Interrsection ................................................................................................ 79
Figure 4‐339: Proposed Co oncept of Vivekkananda Nagar Intersection (O Option 1) ....................................................................... 80
Figure 4‐440: Proposed Co oncept of Vivekkananda Nagar Intersection (O Option 2) ....................................................................... 80
Figure 4‐441: Proposed Co oncept of Balajii Nagar Intersecction ..................................................................................................... 81
Figure 4‐442: Proposed Co oncept of Nizam mpet Intersectioon ......................................................................................................... 81
Figure 4‐443: Proposed Seervice road Trea atment on NH‐99 ........................................................................................................... 82
Figure 4‐444: Proposed On ne‐Way Circulation at Malkajggiri Bus Stop .......................................................................................... 85
Figure 4‐445: Proposed Co oncept of Mettuguda Intersecttion ...................................................................................................... 86
Figure 4‐446: Proposed Co oncept of Tarna aka Intersectionn ........................................................................................................... 86
Figure 4‐447: Proposed Co oncept of Habsiguda Intersecttion ....................................................................................................... 86
Figure 4‐448: Proposed Co oncept of Anute ex Intersection ............................................................................................................. 87
Figure 4‐449: Proposed Co oncept of Safilgguda Intersectioon .......................................................................................................... 87
Figure 4‐550: Proposed Co oncept of NFC Intersection ..... ............................................................................................................. 88
Figure 4‐551: Proposed Co oncept of Nacharam Intersectiion ........................................................................................................ 88
Figure 4‐552: Proposed Co oncept of H B CColony Intersecttion ....................................................................................................... 89
Figure 4‐553: Proposed Co oncept of ZTC In ntersection ..... ............................................................................................................. 89
Figure 4‐554: Portal need install at the Enntrances .......... ............................................................................................................. 90
Figure 4‐555: Proposed siggn Boards need d to installed in the study area .................................................................................... 90
Figure 4‐556: Proposed Co onnectivity betw ween Mallapurr and Moula‐Ali Roads ......................................................................... 91
Figure 4‐557: Proposed Loong‐term Conce epts of Anutex IIntersection .......................................................................................... 91
Figure 4‐558: Proposed Co oncept of L B Nagar Intersectioon ......................................................................................................... 92
Figure 4‐559: Proposed Co oncept of Chintthalakunta Inte rsection ................................................................................................ 93
Figure 4‐660: Proposed Co oncept of Panama Intersectionn ........................................................................................................... 94
Figure 4‐661: Proposed Co oncept of Sushm ma Theatre Inteersection .............................................................................................. 94
Figure 4‐662: Proposed Co oncept of Bairamalguda Interssection .................................................................................................. 95
Figure 4‐663: Proposed Co oncept of Innerr Ring Road (IRRR) Intersection ...................................................................................... 95
Figure 4‐664: Proposed Co oncept of NH‐9 Corridor ......... ............................................................................................................. 95

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Figure 4‐665: Proposed Cooncept of Rythu u Bazar ............ ............................................................................................................. 96

Figure 4‐666: Proposed Cooncept Bus Stop ps on NH‐9 ...... ............................................................................................................. 97
Figure 4‐667: Proposed Paarking Spaces on NH‐9 ............ ............................................................................................................. 98
Figure 4‐668: Portal need install at the En
ntrances .......... ............................................................................................................. 98
Figure 4‐669: Proposed siggn Boards need d to installed in the study area .................................................................................... 99
VI

1. INTRODU
UCTION
1.1 T
The Conttext
HMDA1, with the ap pproval of UMTA (and G overnment o of Andhra Pradesh) and in consultattion with
and support from th he stake‐holdders viz. GHMMC, Traffic Police, HMRL,, APSRTC, etcc., have take en up the
mandatee of preparing a Compprehensive TTransportatio on Study forr Hyderabadd Metropolittan Area
(HMA). Governmentt of India, MoUD
M has a greed to exxtend advice and part fuunding to th
his major
2
study . TTowards thiss major and important efffort, HMDA has retained d LEA Group as the Consu ultants3.
The studdy aims at deevelopment of short term m and long tterm transpoort strategiess for the HMMA. CTS is
divided suitably into
o different phases in ordder to effectively addresss the variouss identified a
activities.
Activity 2 is the Imm
mediate Actiion Plan (IA P) phase of the project whose mainn goal is brie efly given
below:
Hyderab bad city as a
a whole has witnessed sspurt in trave
el demand, increase in vvehicular ow wnership,
spatial ggrowth and population density.
d Thiss has contrib
buted to increase in levvels of conge
estion on
roads an nd junctions.. The supply of transportt unfortunate ely never me et the demannd requirements. It is
thereforre the keen desire of va
arious stake holders to have immed diate roadwaay improvem ment and
traffic m
managementt plans which h will bring ssome respite e to the exissting traffic ooperations a at critical
areas off transport neetwork for H HMA. The IA P phase of th he CTS has fo ocus on this..
As agreeed in the Conntract and based on the further disccussions4, the
e IAP is to coover the follo
owing six
areas off concern as per the term
ms of referen ce for the prroject.
1. Juncction Improvvement Planss ( 30 No’s)
Juncction improvvement planss for 30 seleccted intersecctions are to be preparedd. The impro ovements
wouuld include hard
h geome
etric improveements and soft measu ures such ass traffic con
ntrol and
regu
ulatory meassures.
2. Trafffic Managem
ment Schemes for 5 areaas (each abo
out 5 sqkm area)
Five (5) areas arre to be sele
ected for thee preparatio anagement sschemes such as one
on traffic ma
wayy/contra flow
w movement, restricting movements at intersectiions, restrictting particula
ar modes

1
HMDA apaart from addresssing many issues and mandates rrelated to transp port sector within its jurisdiction
n and at times ass advised by
GoAP, has ffurther been con ntemplating to ad ddress the ever ggrowing travel de emand in Hyderabad Metropolitann Area. UMTA which was set
up by Goveernmen0t of Andhra Pradesh is m more than concer ned and seized w with the problems. HMDA on obtaaining clearance from UMTA
has soughtt participation an
nd support from the stake‐holderrs viz. GHMC, Trraffic Police, HMR
RL, APSRTC, etc.,, to take up the mandate of
preparing aa Comprehensivee Transportation SStudy for Hyderaabad Metropolitaan Area (HMA), by y informing that Government of India, MoUD
has agreed to extend advicee and part fundin ng to this major sstudy. In this collective effort all tthe stake‐holderss are keenly taking part with
continuouss advice and monitoring by the Technical Advisory Committee (TAC C) that is being sett up for this purppose.
2
HMDA haad approached G GoI for the advice e and support onn this major efforrt. With consent and approval off UMTA (and Govvernment of
Andhra Praadesh), HMDA seent proposal to and followed withh MoUD, GoI for consideration an nd support. GoI hhas kindly agreed d to support
and advise this effort. Finan ncial assistance is being given by thhe GoI.
3
LEA Group Companies viz.. LEA Associates South Asia Privatte Limited (LASA) and LEA Interna ational Limited (LLIL), joint venture e is selected
to undertakke this major stud dy and prepare transportation plaan for HMA.
4
Extensive discussions are held with Technical Advisory Com mmittee (TAC) an nd subsequently with HMDA and GHMC the locattions and/or
areas for IA
AP are finalised.

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of trransport at aall times or certain time pperiods, developing trafffic signage annd marking sschemes,
provviding road furniture, traffic
t calm ing measurees etc. Sele
ected five ((5) areas sh
hould be
meaasuring up to o 5 sq km.
3. Corrridor Improvvement Plan (15 km)
Corrridor(s), extending over length off 15 km to o be selecteed for prepparation of corridor
improvement plan(s). This is to includde re‐distribu
ution of ava
ailable spacee for variou
us needs,
minoor widening of roads to meet the deemands of trraffic, minim mizing the boottle necks, rreview of
location of bus sstops etc.
4. Pedeestrian facilitties ( Up to 5
50 km)
Pedeestrian imprrovement plans for at leeast 50 km of length arre to be preepared. This is to be
undertaken as p part of the T
Traffic Managgement Sche emes of the selected Areeas, to maximize the
beneefits to commmunity and rroad users.
5. On‐ Street Parking Areas (10
0 km) and Off
ff Street Parkking ( 6 locations)
On‐SStreet Corrid
dors (of 10 KKm) and Off‐‐street locatiions (of 6 no
o’s) are agreeed to be takken up to
deveelop parkingg plans depen and generallyy consistent with the
nding upon tthe availabiliity of space a
parkking demand d for the land
d use activitiees.
6. Onee Intercity Bu
us terminal to
o assess Parkking and Circculation requ
uirements
For the selected d Intercity Bus
B terminall it is requirred to study the existingg circulation n plan to
provvide improvved access to t the term minal, improvved circulation system for Buses, IPT and
pedeestrians. It is further required to asssess the existing parkin
ng supply forr different modes
m of
tran
nsport and to o study the im mpact of thee terminal on n the surroun nding transpoort system.
This repport is the paart of Immed affic Management Sche mes’ of five selected
diate Action Plan “on Tra
Traffic M
Managementt Areas (TM MAs). Exponeential demoggraphic and economic ggrowth in th
he recent
years, hhas laid prrecedence on addresssing the traansportation n concerns in the Hyyderabad
Metropo olitan Area. Under this ssection of th e Immediatee Action Plan
n, Traffic Maanagement A Areas are
discusseed.
The main objectives are to foccus on the eexisting circu
ulation, trafffic, and peddestrian aspe
ects in a
specific area with a goal of improving
i aand upgradin ng the existting transpoortation facilities by
providinng solutionss in the neear‐short teerm timeframes, keepin ng in persppective the existing
transporrtation demand in the system.
s As ssuch, low‐co ost improvem ments are pproposed tha at would
fetch immmediate retturns on inve estment andd help alleviaate traffic co ongestion annd improve ssafety for
all transport users in
n the system.
1.2 S
Selection
n of Area
As a parrt of the pro
oposal for th
he Area Trafffic Managem ment scheme es, the followwing five areeas were
selectedd based on th
he diversity o
of their dem ographics, profiles, traffiic problems aand travel in
ntensities
in close consultation
n with the Traffic police, GHMC, and HMDA;
 underabad;
Secu

2

n Study (CTS)
 Mehhdipatnam;
 Kukaatpally;
 Vanasthalipuram
m; and
 Malkajgiri.
The seleected TMAs with their varying
v charaacteristics, both
b profile‐wise and traaffic‐wise ha
ave been
dealt inndividually, to understtand the eexisting pro oblems/issue es and adddress the required
improveements, as and
a where necessary.
n Sttudies alongg these selecct TMA incluuded reconn naissance
and field surveys, identificatioon of majoor issues, and the recommendatioon of improvement
proposaals.
In broadd, three aspeects were givven due conssideration, w whilst, prepaaring the impprovement p proposals
in each of these seelect areas. The three aspects included the overall
o Circuulation, Corridor and
Intersecctions improovements. To address tthese aspects, travel patterns, lan e managem ment and
improveements at criitical intersections were considered, mitigating tthe existing bbottlenecks, severely
impedinng the traffic and pe edestrian m ovements, alike. Activvities causeed by the auxiliary
ommodated by reorganizing the
transporrtation faciliities such ass parking, vvendors, etc. were acco
availablee space, thuss, compleme enting the abbove‐mentioned three asspects.
There arre other areeas in the Hyyderabad Meetropolitan A Area, which match up m more or less with the
similar p
profile of trafffic problems/issues to tthat of the se
elected areass. Traffic prooblems in the
ese areas
could grreatly benefitt by replicatiing similar prroposal imprrovements in
n their respeective area.
1.3 T
This Repo
ort
This report details th he procedures and methhods adopted d in preparinng the improovement proposals at
each of these TMAss. The study, aimed at adddressing the problems on hand, in an effort to mitigate
them byy recommen nding low‐coost, short‐te rm and feassible solutions that cateer to the ne
eeds and
necessitties of the specific
s a, whilst beiing consistent with the best engin eering and planning
area
practices.
1.4 R
Report Sttructure
This secction of the rreport discusses the Areea Improvem ment Plans under the Im mmediate Acttion Plan
for the above‐seleccted Traffic Manageme nt Areas within the Hyyderabad MMetropolitan Area. It
comprises of the field survey ressults and finddings, identiified problem
ms and propoosed concep
pts in line
with thee area needss and necessiity in a shortt‐term timeframe. The broad structuure of the rep
port is as
follows:
Chapterr Two brieflyy describes the
t data colllection efforrts carried out in each oof these area
as as per
their neeeds and requ uirements, bbased on the reconnaissaance surveys conducted.
Chapterr Threepreseent the results of the fieeld surveys fo or each of th he five areass. These results shall
address traffic charaacteristics and engineerring characte
eristics and discuss the major conce
erns that
need to be addresseed in the devvelopment off the propose ed conceptual plans.
Chapterr Fourpresen nts in detail tthe improveement plans in each of th he selected aareas addressing the
proposeed circulationn plans in a comprehennsive way annd geometric characterisstics propossed in an

3

n Study (CTS)
effort to
o solving thee near short‐term/interim
m issues. Most of these
e solution prroposed are low‐cost
and can n be accommodated within
w the exxisting right‐of‐way, witth minimal destructions to the
surrounding propertties.
Chapterr Five presen
nts the prelim
minary cost eestimates of the propose ments by the selected
ed improvem
area.

4

2. FIELD STU
UDIES
2.1 R
Reconnaiissance
As a preecursor to th
he data collection effortts, Reconnaissance survveys at each of the five selected
areas haave been un ndertaken. The objectivee of this preliminary survey was to eexamine the e general
networkk and traffic characteristics of the areea for the pu urpose of deetermining thhe extent of the data
collectioon efforts that need to b be undertakeen to suffice the analysiss in addressiing the area’’s overall
need and necessity.
These suurveys were helpful in geetting a broaad understannding of the area, trip maaking characcteristics,
and the land uses abutting the ttransportatioon network. These surve eys were carrried out in rrelatively
short peeriod of time and on a selective basiss to addressin
ng problems in hand in mmore detail.
The following details, a brief description
d oof the outco
ome of these surveys inn each of th
he traffic
management areas.
2.2 A
Area Proffile
2.2.1 Secundera
abad
Secundeerabad area,, under study has diverssified land usses i.e. resid
dential, comm mercial, edu
ucational,
and tran
nsportation iin concentrated pockets of the area. As per the latest informmation obtainned from
the censsus, a total o
of 1, 15,000 people resi de in this arrea. Approximately, 8, 000,000 vehicuular trips
enter an
nd exit the arrea on a dailyy basis.
The areaa also consists of one of the oldest, bbusiest and largest Railw way Station, i n the countrry known
as Secun nderabad Railway Stationn. Surroundi ng area of th his Railway S major hubsfor the city
Station is a m
buses seerving the 32 % of the u urban bus rooutes in Hyd derabad Metropolitan Reegion. The city buses
are servved at five bus
b terminals located in the vicinity of the railw
way Station, resulting in a major
transfer point for the commuterrs.
Commerrcial activitiees ranging frrom small too heavy retail prevails ad djacent to thhe major corrridors in
the existing conditioons. The major corridorss currently serve
s not on
nly the passeer‐by trips but also a
substanttial amount of shoppingg trips in thee area. Parking demand in these roaad segmentss is often
mically aggravvated by theese activities spilling
not mett with a defficit supply. Problems arre astronom
over and d reducing th he effective ccarriageway .
The areaa also consissts of many reputed eduucational insttitutions succh as St.Ann’’s High School, Keyes
High School, St. Maary's High School,
S St. FFrancis High School, St. Francis Co llege, PG Co
ollege of
Science,, Mehboob H High school & & college, an d Wesley Schools & colle eges.
The exissting transpoortation netw work is inadeequate in terms of its ca apacity and pproblems are e further
compouunded with the
t misuse and unregu lated auxiliaary transporttation facilitties such as parking,
hawkerss etc. Peak activity
a is ve
ery concentraated with its diversified land use, ooften resultin
ng in the
road nettwork in the area experie ence long deelays and sevvere congestion.

5

n Study (CTS)
2.2.2 Mehdipatn
nam
Although, different in the comp position of tthe land‐usee mix, Mehd
dipatnam likee Secunderaabad,also
has a diversified land uses i.e. residen tial, comme ercial, educcational, andd transporttation in
concentrated pockeets. As per th he latest infoormation ob btained from the census,, a total of 1 1, 05,818
people rreside in thiss area. Adveent of the IT industry in tthe past decade and the area’s proxiimity has
increaseed the propoortion of the originatingg work tripss in Mehdipatnam. App roximately,4 4, 00,000
vehiculaar trips enterr and exit thee area on a ddaily basis.
Chaotic operations at the Me ehdipatnam Bus terminal due to the t prevailinng bus demmand, its
interfereences with unregulated d IPT and a djacent Rythu bazaar activities
a weelcome trafffic users,
ng from the NMDC, into the area. A
travellin All of these activities
a occcur alongsid e Vikarabadd Road, a
major co orridor in the area. The buses at thiss terminal operate with an exclusivee arrangement which
severelyy hampers all the transpo ortation userrs (vehicles aand pedestria ans alike) invvolved in the
e system.
Pedestriian safety, eespecially in tthis section of the carriaageway, nee eds to be adddressed with h utmost
significance. The co
ommercial annd educationnal institutio ons are present in the aarea and havve direct
access oonto the major corridors..
A large n
number of trrips pass thro
ough this areea and experrience severe
e congestionn and problem
ms.
2.2.3 Kukatpally
y
Kukatpaally, over a reelatively short period ha s been developed as a m major residenntial land‐use. As per
the latesst informatio on obtained from the ceensus, a total of 99,256 p people residee in this area a. Recent
years haas demanded d a change in its land uuse due to proximity andd increased attractiveness in the
usage oof the IT hub (Hi‐tech City)
C employyees as their residentiall base. Empployees base ed in the
surrounding networrks also utilizze the road network in tthis area as passer‐by trraffic. This ggrowth in
attractivveness has also propelled d increases iin the comm mercial land‐uuses in the aarea. Similar to other
areas in
n Hyderabad, these commercial landd‐uses are heavy h traffic generators with a direcct access
e area. Sma ll retail and road side activities
onto thee major corridors in the a findd their way into the
system, with a mind‐full intent o of benefit andd a constantt effort of encroachmentts.
During tthe evening p peak hours, tthe area expperiences an influx of inte er‐city busess passing through the
area and p passengers. This dema nd overlaps with the area’s peak hoour demand and the
d picking up
concentrated comm mercial peak often causinng ridiculouss travel time
e over shortt stretches along
a the
major coorridors.
This area also is the home of a rrenowned teechnological university, JJNTU, locateed in the hea
art of the
area. R
Residential, Commerciall, Educationn, and Passer‐by tripss are serveed by the existing
transporrtation netwwork that oftten experiennces heavy ccongestion due to the efffective carriage way
availablee.
Furthermmore, NH‐9 and JNTU, the major coorridors in th he area, attra acts a heavyy demand of crossing
pedestriians by the vvirtue of the adjacent lannd‐uses. No ffacilities currrently, exist iin the area tto ensure
a safe m
mobility of these pedestrians.
6

n Study (CTS)
2.2.4 Vanasthaliipuram
Vanasth halipuram is predominan ntly a residenntial commu unity, facilitating the neeeds of its pattrons. As
per the latest inform
mation obtaained from t he census, a
a total of 75
5,186 peoplee reside in this
t area.
Surrounded by majo or corridors, the area weelcomes its rresidents to a residentiaal outlook an nd profile
in the in
nternal areass. The area is further co mplemented d by the presence of striip commercial (small
retail) and a Rythu B Bazaar to cater to the neeeds of its residents. In spite of preddominant re esidential
land‐usee, this area lacks sufficcient provisi on of pede
estrian facilitties to ensuure their safety and
mobilityy.
To the n
north of thee area, lies Bairamalgud
B a By‐pass ro
oad with a direct
d conneectivity betw ween two
major reegional corridors; Sagar Road and NNH‐9. The paasser‐by trucck traffic usees this road without
altering the profile in the area.
2.2.5 Malkajgiri
Although, Malkajgiri is similar to Vanasthal ipuram in being a residential the n etwork conn nectivity,
accessib
bility, and the traffic characteristics llargely vary in their resp pective profilles. As per the latest
informattion obtaineed from the ccensus, a tottal of 2, 70,0 035 people re eside in this area. Malkajgiri area
is maroooned by railwway lines, wiith the crosss connectivityy provided b by rail over bbridges, unde erpasses,
Major Roadss within the area are nott connected forcing the majority of the trips
and leveel crossing. M
onto thee Malkajgiri Road. In ad
ddition, this road also, provides priimary accesss for the Bu
us routes
served in the area.
Although, commercial land‐use is present inn the area, it is not pred dominant annd it mostly caters to
the needs of the daaily amenitie
es of the areea residents.. Being dominated by a residential land‐use,
l
this areaa lacks sufficient provisioon of pedestrrian facilitiess to ensure th heir safety a nd mobility.
2.3 F
Field Survveys Und
dertaken
n
To quan nterpret the reconnaissaance in speccific areas, the followingg field surve
ntitatively in eys were
conductted:
1. Mid‐Block Traffic Volume Co ounts
2. Intersection Trafffic Volume C
Counts
3. Landd use and Rooad Inventoryy
4. Pedeestrian Volume Counts
5. Parkking Studies; and
6. Speeed and Delayy study.
These d
data collectio
on efforts were
w carried outbased on
o the need d and requirrements of the area
understuudy, to undeerstand the o overall netwoork and trafffic characteriistics and rellated.
Table 2‐1Illustratesthe field survveys underta ken:
ons based oon the diurnal traffic
Turning movement counts were conducteed at the critical junctio
demand d; likewise, the
t mid‐blo ock counts wwere conducted to quaantify trips ggenerated from
f the
adjoining land uses aalong the critical segmennts.
7

n Study (CTS)
On the whole, the above

a two surveys
s weree carried out to obtain a
a gist of trafffic composiition and
their traavel patternss in the area.
ng land usess along the primary trannsportation network in the area haave been thoroughly
Adjoinin
sketchedd up. This data
d along with
w the trafffic data, he
elped to und
derstand thee deficiencie es in the
existing capacity witth an effort to address thhe need and requirementtsof the existting demand d.
Pedestriian traffic surveyswere
s e conducted at critical locations an
nd intersecttions of the area to
understaand the pedestrian move ements and their directional demand d. Also, in eaach of these areas an
inventorry of the avaailable pedesstrian faciliti es was made to identifyy and recomm mend impro ovements
where and as requirred.
Existing parking demmand was asssessed at reelevant segm ments in the area. Parkinng characteristics are
more coomplex and demanding in the Secunnderabad arrea. This is because,
b perr our reconn
naissance
survey, it was deterrmined that along comm mercial stretcches in Secunderabad (RR.P. Road, M M.G.Road,
S.D.Road d and Passport Office)high parkin g demand exists throu ughout the day with the main
carriageeway operations being afffected by itts spill over. Hence, a mo ore detailed parking ana alysis per
uration and accumulatio
their du a n was carrieed out in the Secundera
abad area. D
Discussions regarding
r
this effo
ort are explaiined more in
n detail in thee parking surveys section n under Secuunderabad a area.
Speed aand delay characteristic
c cs along thee critical roaad sections of the areaa were colle
ected by
“Movingg car” metho od. The journey times allong each off these critical road sectiions were quantified
by consiidering the rrunning timee, control/stoop time and d the delays experiencedd. This data provided
the basis for better u
understandinng and identtifying the traaffic bottlenecks in the ccorridor.
Tablle 2‐1: Traffic Managementt Areas: Deta
ails of Field su
urveys underttaken
SI.
Type of Survey Se
ecunderabad Mehdipatnam
m Kukatpally Malkajgiri
M Vanasthalip
puram
No.
Road Network
1 11 12.22 6.7 5.1 11
1.86
ntory (Kms)
Inven
Traffiic Volume
13 locations ffor 1hr‐
2 Count: mid‐ 7 llocations for 2 hrrs. 11 locations 1hr 2 locations 1hr
2 2 locations 1hr
2hrs
blockks
Raathifile (HMR) Rethibowli JNTU Malkajgiri L.B. Nagar JJn.

Saangeeth (HMR) Nanal Nagar Nijampet Lalaguda gate Sushma The eatre Jn.
Vanasthalippuram T Jn
CTTO (HMR) Laxmi Nagar Usham
mullapudi Safilguda
S .at NagarjunaSagar
Road
Safilguda Railway
S y
Paaradise Gudimalkapuur Vivekaananda Nagar B.N Reddy T
T Junction
Station
S
Red Water Tank T
YM
MCA (HMR) Meraj Café Lalaguda Junction at NGOs
Traffiic Volume Colony
3
Count: Junctions Panama Go odown
Raanigunj Asifnagar Nacharam
Junction
NagarjunaSSagar Rd
Kaarbala Tolichowki Anandbaugh
A Bairamalguuda Y
Junction
NH 9 Bairam
malguda
Bib
ble House Tarnaka(HMR)
T
Bypass Y Junction
Raasoolpura (HMR) Mettuguda (HMR
M R)
Habsiguda(HMR)
H )
4 Signaal Time Raathifile Junction Rethibowli Juunction JNTU JJunction No locations L.B. Nagar JJn.

8

n Study (CTS)
SI.
Type of Survey Se
M Vanasthalip
puram
No.
Surveey Saangeeth Junction Laxminagar Juunction Sagar X Roa
ad
Baata Junction
CTTO Junction
Paaradise Junction
YM
MCA Junction
Raanigunj Junction
Kaarbala Junction
Bibble House

Junction
Raasoolpura Junctioon
5 Pedesstrian Count 7 llocations 9locations 3 locations 5 Locations
5 8 locations
Broadd Land use
6 1 km
11 5.2km 6.69km
m 5.1km
5 5.67km
Surveey
Usha MMullapudi
Minister Road Vanasthalip
puram Road
NMDC to Toliichowki Junction to JNTU Malkajgiri Road
(2hrs) Towards Ryythu Bazar
Junction (NH‐9)
JNTU JJunction to Vanasthalip
puram Main
Mahatma Gandhi
Rethibowli too Attapur KPHB IX Phase Road Towards NGO
oad(12hrs)
Ro
Circle Colony
Usha MMullapudi
Raashtrapathi Nanal nagar tto
Junction to B.N. Reddy Road
Rooad(12Hrs) Langarhouse
Mahakali Nagar
Parking Inventory Vivekaananda Nagar
7
mand
/Dem Saarojinidevi Devi Meraj Café too Junction to

Rooad (12Hrs) Khadims Jeweellers Bhashhyam Public
Schoool
Nizammpet Junction
Staation Road Pallavi Gardeens To
to Ramm Naresh
(12Hrs) Gudimalkapuur
Colonyy
Nizammpet Junction

to Vassanth Nagar
Vasanth Nagar to
KPHB IX Phase
Circle
Metro o to Nizampet Mettuguda Jn. ‐ L.B. Nagar JJn to
Minister Road NMDC to Toliichowki
Junction Lalaguda gate Jn.. Sushma The eatre
JNTU JJunction to
Mahatma Gandhi Lalaguda gate Jn.. – Sushma Theeatre to
Rethibowli too Attapur KPHB IX Phase
oad
Ro Malkajgiri Jn. Nagarjuna SSagar Road
Circle
Vanasthalippuram Road
Speedd and Delay Vivekaananda Nagar
Nanal nagar tto Malkajgiri Jn. ‐ T‐ Junction to
Surveey Raashtrapathi Road Jun. to
o Bhashyam
Langarhouse Malkajgiri PS NagarjunaSSagar X‐
Publicc School
Road

Saarojinidevi Devi Nijampet Junction
Padmanabhaa Nagar Malkajgiri PS ‐ NagarjunaSSagar X‐
Rooad (three to Ramm Naresh
to Laxmi Nag ar Anand Bagh Jn.
A Road to L.B
B. Nagar Jn
sections) Colonyy

Laxmi Nagar tto Nijampet Junction Anandbaugh v ‐
A Bairamalgu
uda Bypass
8. Prendergast Road
Gudimalkapuur to Vassanthnagar Safilguda Jn.
S Road

Vasanthnagar to Lalaguda Gate ‐
Reezimental Bazar Gudimalkapuur to Panama Goodown Jn to
KPHB IX Phase Safilguda Rly Stat
S tion
Rooad Miraj café Red water ttank
Cirlce Jn.
J

Meraj Café too Asif Usham mullapudi to Safilguda Rly Stat
S tion Red water ttank to B.N.
Raailnilayam Road
Nagar Junctioon Mahakali Nagar ‐ Safilguda Jn.
‐ Reddy Roadd Junction

Neew Boiguda ‐ Asif Nagar Junnction to Anand Bagh ‐ ZTC
A C
FCI Colony Road
Booiguda Tappachabuttra Jn.
J
ZTC Jn. ‐ NFC Jn.
Z TV Colony R
Road
NFC Jn. –

Nacharam Jn.
Nacharam Jn. –

Habsiguda Jn.

9

n Study (CTS)
SI.
Type of Survey Se
M Vanasthalip
puram
No.
Habsiguda Jn. –

Tarnaka Jn.
T
Tarnaka Jn. ‐
T

Lalaguda Jn.
Lalaguda Jn. –

Malkajgiri Jn.
Lalaguda Jn. ‐ ZTCC

Jn.
J
Tarnaka Jn. –
T

Mettuguda Jn.
2.4 M
Major Issues
2.4.1 Secundera
abad
Based o
on the recon
nnaissance suurveys, invesstigations an
nd our thoro
ough undersstanding of the
t area,
discusseed below aree the identifie
ed problemss considered for review.
2.4.1.1 Heavy Ped
destrian flow
w
Currentlly, the Secunderabad station

area is a major hu ub for trip transfers,
t
provided d by five adjacently lo ocated to
Bus terrminals nam mely Secun nderabad,
Rathifilee, Gurudw wara, Uppa al, and
Chilakalaaguda. Large no of commuters
accessinng the statiion are serrviced at
these bus terrminals. However, H
constrained road geometry compounded
with thee illegal actiivities encrooachment
on the eexisting pedeestrian facilitties result
in th
he spillo
over of these
Figure 2‐1:: Heavy Pedesstrian flow at Rathifile Bus station
commutters/Pedestrrians on to the t main
carriageeways. Pedesstrian movem ments can bee described ranging from m unsafe to cchaotic in the station
area.
Based oon our Pedesstrian surveyy results, it has been noted that approximatelyy 13000 ped destrians
o this problem, not only seriously im
relate to mpeding the ttraffic movem ments but allso risking thheir lives.
Furthermmore, it haas been observed thatt the Pedesstrian move ements alonng the othe er major
intersections in the area, especcially at the ones located
d along the commercial strips also lack safe
Pedestriian access. FFigure 2‐1illu
ustrates the hheavy pedesstrian flow att Rathifile staation.
2.4.1.2 U‐turns of
f Buses
The thrree major bus
b terminals located a long St. Maary’s Road providing
p priimary accesss to the
Secundeerabad statio on. As such, given the addjoining landd uses, high ttraffic activitty levels exisst for the
most of the day on this stretch of the road. At these ro
oad segments, Secunderaabad and Gu urudwara
10

n Study (CTS)
Bus termminals can on nly facilitate a U –turn foor the entry bbuses under the existing g arrangemen nt. These

U‐turns are encountered with h heavy
opposing flow of vehicular trafffic and
operate as uncontrolled and
unregulaated movem ments. Furthe ermore,
lack off traffic discipline
d on
o this
constrained road geometry
g results in
long qu a vehicles in the
ueues for all
networkk. In additio on, the ped destrian
activity further impedes the
operatioonal standaards on thiis road
segmentt. The Ratthifile term minal is
seriouslyy inadequatte in termss of its
capacityy and the busses originating from Figure 2‐2
2: Buses taking
g Right turns at Rathifile sttation
minal indulgee in manoeuvring a rightt turn, hindering the trafffic operationn, even furth
this term her in the
area.
Approximately, 1000 00 bus trips contribute too this proble
em causing ““Ripple effectt” resulting iin severe
congestiion along Stt. Mary’s Road segmentt from Rathifile to Clockk Tower. Shoown below in Figure
2‐2are tthe irregular and chaoticc vehicular m
movements aat Rathifile w when the proohibited righ ht turn is
negotiatted.
2.4.1.3 n facilities
Pedestrian
Field surrveys indicatte that the p
pedestrian faacilities are e
either lacking g, misused oor have been partially
developedthroughout the Secun nderabad arrea. Most off these facilities are unuusable due to lack of
mainten nance (deteriiorated) and/or unauthoorized encroaachments.
The enccroachmentss primarily occur
o in the proximity of the areas where the aattractivenesss of the
m is high. Foor example, the comme
land usee/transportaation system ercial stretchhes along S.D. Road,
R.P.Road d, and M.G.RRoad; and Seecunderabadd station. The ese conditionns force the pedestrians onto the
main carriageway not only endangering theeir lives but also impeding the trafffic operationns. Figure
2‐3andFFigure 2‐4sho ow the encrooachment off the vendorss on the ped destrian facil ities near the station
area.
Figgure 2‐3: Vendors Occupie
ed Footpaths Figgure 2‐4: Encrroahment of ffoot paths byy Shops

11

n Study (CTS)
2.4.1.4 On Street P
Parking:
Intense commercial land‐use exists on R.P. Road, M.G.R Road, and S.D D. Road in thhe area. The
ese roads
attract aa lot of commercial trafffic for procu rement of various typess of goods. TThe on‐streett parking
often sp
pills over onto the major carriagewayy due to the lack of enforrcement andd limited paid d parking
stretchees, on an already
a con
nstrained rigght of wayy. Shown below inFiguure 2‐5 and d Figure
2‐6respeectively, is unauthorized parking/spiill over alongg frontage off commerciaal strips on R
R.P. Road
and M.G G. Road.
Figurre 2‐5: On street Parking along R.P. Roaad Figure 2‐6: On street parkinng along M.G.. Road
2.4.1.5 Improper d
design of Inttersection att KEYES high
hschool
Traffic aat KEYES higgh school ju

unction currrently
operates as a contrra flow systtem. The coonflict
points are uncon ntrolled and d have seerious
implications with regards to the safetty of
vehicles and pedesttrians, alike. As shown i n the
diagramm, this stretchh of a road has been des igned
w three permitted movem
to allow ments merginng on
to their respective side of the carriagewayywith
minimum m considerration being providedd for
weavingg, sight distance and safety causinng an
unsafe m manoeuvre. As shown in n Figure 2‐7, such
designs and movem ments would result in serrious,
Figure 2‐7: Im
F proper geom
metrics at KEYE
ES high
if not,ffatal accideents in anyy transporttation school
system.
2.4.2 Mehdipatn
nam
Followinng are the id
dentified pro oblems basedd on field investigations, reconnaisssance surveyy and our
overall kknowledge oof the area.
12

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2.4.2.1 Bus termin
nal Organisa
ation & Abseence of main
ntenance
Approximately, 20% % of bus routtes operatedd in HMA either originate e/destine or pass by thro ough the
MPT areea. 170 bus rroutes, consttituting to appproximatelyy 7200 bus ttrips on a daaily basis are serviced
through this termin nal. Currently, this termminal attractss a lot of pedestrians ( adjacent loccation of
Rythu Bazaar). Subssequent IPT m mode in servved at the same premises in additioon to the reggular bus
routes. All of these activities arre accommoodated in constrained arrea, lacking oorder, discip pline and
the neceessary trafficc rules. This unorganize d bus terminal causes a a lot of confflicts points between
different modes of ttravel resulting in spill ovvers and unsaafe condition ns for one annd all.
Given th
he ROW avaailable and by developiing an organized structture, this teerminal could d largely
benefit in its capaciity and operration. The ppresence of Rythu bazar, unregulateed vendors, and the
random parking of the IPT resultt in an utter cchaos and m mayhem at th his terminal.
Furthermmore the alighting and boarding off passengerss for the rou utes service d at this terminal is
located along the opposite
o sidees of the roaads at two different
d poiints. In otheer words, pa assengers
needingg to board the bus rou ute from M MPT towardss Lakdikapool would bee required to cross
approximmately eightt lanes of co
ontinuous floow of traffic resulting in a very unsaafe moveme ent.Often
times th
he pedestriaans are stucck in betweeen two lane es of trafficc waiting fo r gaps to cross this
continuoous flow.
Priority access to th
he public transport is laccking in this unorganizedd transport ssystem often n, forcing
the pedestrians to rrisk their life in a trade‐ooff to board their buses..Figures2.8.aand2.9.illustrrates the
ill organised bus termminal operattions of all thhe transportaation modess.
Figure 2‐8: Uno
organised Buss terminal at Figu
ure 2‐9: Overv
view of Mehddipatnam Bus terminal
M
Mehdipatnam
2.4.2.2 Bus U‐turn
ns
As explaained above,, such an arrangement oof bus terminals is unique in its natture and is bound
b to
incur mo ore disbeneffits in any traansportationn system. One of them be eing, forcing g the buses to o make a
U‐turn aalong the maain carriagew ng of passengers. It shouuld be noted that this
way, prior, too the boardin
U‐turn o operation is un‐controlle ed, forcing thhe through vvehicles on main carriaggeway to a ccomplete
stop nott only causinng an unsafe manoeuvre but also impeding the ttraffic operattions on old Mumbai
road.
13

n Study (CTS)
Currentlly this unsafee operation occurs at pi llar‐3 and

Pillar‐233 of PVNR Expresswa ay along t he main
Carriageeway, allowwing 1554 and 675 bbus trips
respectively on a daily
d basis.Figgure 2‐10 s hows the
bus takking U‐turn movementt at pillar no.23 In
addition n to the abovve, constrainned RoW at pillar no.
23 compounded with high traffic generatting land‐
uses w worsens thee traffic op perations a long the
corridorr, even furtheer.
2.4.2.3 Pedestrian
n Facilities Figure 2‐10: Buses takking U-turn at
a P-23
The land uses pressent in and around thee terminal are a major generators oof heavy ped destrians
demand d such as buus terminal, Rythu Bazaar etc. This area either lacks pede strian facilitties or is
encounttered by road d side vendo or constant eeffort of occuupying everyy bit of the ddeveloped pe edestrian
facilitiess. Given this scenario, th
he pedestria ns are force
ed to walk on the majorr Carriagewa ay risking
their livves. The randomness, uncertainty aand hastinesss of the vehicular userss force a ha aphazard
movemeent of the peedestrians, e endangeringg their lives. FollowingFig gure 2‐11 annd Figure 2‐1 12 shows
the irreggular pedestrian moveme ent on carriaageway, due to the lack o of pedestriann facilities.
Figuree 2‐11: Pedesttrian moving across the rooad Figurre 2‐12: Pedestrian movingg the carriage
e way due
to lack of faci
t ilities
2.4.2.4 Parking att Humayunnagar junctioon:
Presence of Religioous Structuree (Azazia m
mosque)
generatees heavy paarking dema and near Huumayun
uring the Fridays and ffestival
nagar, eespecially du
seasons. This demaand is astronnomically higgh and
during these periodss forcesthe p parking to sppill over
on to th
he main carriageway. It iis noteworthhy, that
regulateed parking is absen nt hinderin g the
operatio O MumbaiRoad. The heavy
ons along Old
Figure 2‐13: He
eavy Parking ddemand infro
ont of the
parking demand neear Azazia mosque
m nea r pillar mosque aat P‐5
no.5 on a Friday can be seen inFigure 2‐13.

14

n Study (CTS)
2.4.3 Kukatpally
y
Based upon reconnaaissancesurvveys, field invvestigations, and our thrrough undersstanding of tthe area,
listed beelow are the major problems identifieed.
2.4.3.1 Access alo
ong frontage
e of NH‐9
NH‐9, a National Higghway flows through thee heart of
the Kukaatpally area.. Heavy commercial activvity exists
between n JNTU and d Ushamullapudi interseection on
both siddes of the carriagewayy. These coommercial
activities are serviceed by all mod des of transpportation,
i.e., Buses, Privatee vehicles, Intermediatte Public
Transpo ortation etc.,, lacking control, regulaation and
designatted service aareas. The avvailable roadd space is
utilised by these mo odes in a ran ndom, first ccome first
served, proximity of o the activvity, and frree space Figure 2‐14: Idle Parking activity on N
NH9 RoW.
availablee at that po
oint of time.Figure 2‐14iillustrates
this unreegulated and d uncontrolle ed access aloong the corriidor.
With thiis corridor atttracting lot o
of personalissed travel, th here is a growwing interestst among the e vendors
wkers to opeerate their businesses
and haw b allong the roaad side fronttage by meaans of encroachment
and usaage of any available
a peedestrian faccilities. Thesse roadside activities arre unauthorised and
unregulaated, occupyying the publlic road spacce.
2.4.3.2 Remedy H
Hospital
Vehiculaar access froom the Reme edy hospital causes a
lot of d
disruptions to
t the throu ugh traffic oon NH‐9.
Currentlly this accesss is unconttrolled and iis closely
spaced to the JN NTU interse ection, a c ongested
intersection in the aarea. The geometric alig nment of
this acceess is sub‐paar as the app proach leg is at a level
difference of approxximately 1.5 meters to thhat of the
main carriageway NH‐9. This ressults in sightt distance
issues caausing an unnsafe manoeuvre of the vvehicles.
Majorityy of the buses termin nating at thhe KPHB
Temple bus stop, in
n an effort to reduce th eir travel Figure 2‐15: Right turn oof bus from R
Remedy
Hospital Juunction
distancee, access thiss road for thheir out bounnd travel.
These buses and rem minder of ve ehicles head ing on to the NH9 carria ageway bloc k all the lanes of the
NH9 trafffic causing tthe major traffic disruptiion. This pro oblem is,further, aggravaated by the U U‐turning
of heavyy goods vehiccles resultingg in an utter chaotic operation.
Under eexisting cond
ditions, the u
upstream JN TU intersecttion serves h heavy vehicuular demand d with an
inadequ
uate intersecction capacity. The disrruptions cau
used to the
e traffic flow
w on NH‐9 corridor

15

n Study (CTS)
adversely affect thee JNTU interssection resullting in bottlenecks for mmost part off the day.Figgure 2‐15
depicts tthe helter‐skkelter nature
e of the operrations at this access.
Also, this section beeing a heavyy commerciaal land‐use attracts
a a lo
ot of pedestrrians. Due to
o lack of
pedestriian facilities, pedestrianss cross the N H‐9 carriage eway risking ttheir lives.
2.4.3.3 d crossing off pedestrianss
Haphazard
High Peedestrian deemand preva ails at Ryth u bazaar

along JNTU corrido or; KPHB village bus sstop and
commerrcial strip along the NH‐9 corrridor.The
adjoining land uses at these secctions are abbutting to
heavy pedestrian flows. As discussed earlier,
pedestriian involve in n crossing th
hese high speeed roads
in a haphazard maanner due to o lack of peedestrian
facilitiess, often, endangering
e their livess. These
movemeents are botth unsafe forr the vehiclees as well Figure 2‐16: Haphazard CCrossing of pedestrians
as pedeestrians and d there in an urgent need to against the moving trafffic at JNTU ju
unction
provide,, regulate and con ntrolled peedestrian
movemeents in the area.Figure 2‐16 portrayss the irregulaar and unsafe e crossing off pedestrianss at JNTU
junction n
2.4.3.4 Intercity B
Buses
Commerrcial activity in the area reaches its peak duringg the evening g hours and has an overrlap with
the inteercity bus operations
o occurring at the same time.
t At this concentraated peak hour,
h the
availablee and road network catters to the nneeds and demand of all transport users in the
e system,
comprising of maxiimum levelss of operati on of intercity buses, city buses, Intermediatte Public
Transpoort, Private Vehicles and p pedestrian m movements. All of the roa ad users seeek to priority over the
other, ccreating chaootic conditio
on whereby, the networrk experiences maximum m delays, dissruptions
and safeety concerns//issues.
Under tthe existing arrangeme ent, operatioons for the intercity buses
b are n ot catered to by a
designatted service aarea allowingg them to paark at their w will and wishh. Also, the sservice timess are not
regulateed and they tend to parkk on the roaad space till ttheir financial targets arre met. By occupying
this road space, thee network capacity
c is rreduced. This, compounded by spilllover of the e stop‐go
traffic frrom the serrvice road creates
c nigh tmare drivinng conditionns for all traansport userrs in the
system
2.4.3.5 Connectiviity
Majorityy of the trafffic flowing through
t the area, are work
w trips Hi‐‐tech city boound, and under the
existing conditions u utilize at JNT
TU intersectioon. Alternate e routes in the area are not available e to ease
this load
d on the JNTTU intersection. Their reeverse comm mute experie ences even llonger delayys due to
the location of the JNTU gate.
16

n Study (CTS)
This gate has a direct access on nto the JNTU U intersection n and its dem mand loads up one of th he major

legs in o
one directionn, especially in the peak hours. The ttraffic imped des the vehiccular flow op perations
he corridor. In other wo
along th ords the thiss traffic, contributes to a
a virtual fift h leg of inte
ersection
demand d and the coombined trafffic, along w with all of the e Hi‐tech cityy traffic neeeds to be serrved by a
single ap
pproach, app proximately 5m from thee stop line.
2.4.4 Malkajgiri
ntioned abovve, Malkajgiri is predo minantly re
As men esidential area marooneed by railway lines.
Malkajgiri road in the
t area pro ovides the m
main lifeline
e for the tra
ansportationn network, providing
p
primary access to itss residential trips. Based on the recoonnaissancesurveys, site vvisits and ou ur overall
knowleddge of the arrea the followwing problem ms have been n identified uunder the exxisting condittions.
2.4.4.1 High Density of Bus Stops
Malkajgiri road cateers to majo or transportaation

demand d in the area and per our field invenntory;
this roadd has varyingg width ranging from eigght to
20.4 meeters. Given its constraintt width, this road
also carrries majoritty of the bu
us routes inn the
area. Paassengers waalk to/from the surrounnding
residenttial coloniees to acce ess the ppublic
transporrt facilities.
Serving the passengger demand d, numerouss bus
Figgure 2‐17: Conflict betweeen Vehicles at Anutex
stops are located on this stretch. Howeever,
Intersectioon
these bus stops loccated in a co
onstrained R
RoW,
resultingg in a stop annd go condittions for the traffic alongg this road annd experienccing long que eues and
delays.
2.4.4.2 Safety
Accidentt data for th he past 5 yeaars in the stuudy area has been collected from thhe Cyberaba ad Police.
The loccation and the descriiption of tthese accide ents are shown inFiggure 2‐18 andTable
a
2‐2,resp pectively. Thee pedestrians are forced onto the maain carriagew way due to t he lack of pe
edestrian
facilitiess, creating an
a unsafe condition
c foor their movvements. Also, a consttraint RoW and the
inadequ uate capacitieesof the carrriageway to m meet the traaffic demand adversely efffects the op
perations
in the arrea causing ssafety concerns for both the vehicless and pedestrrians, alike.
17

n Study (CTS)
Tootal Non No. of No. of

Y
Year Fatal
acciddents fatal deaths Injured
2
2007 4
47 15 32 15 38
2
2008 4
40 10 30 11 31
2
2009 4
47 19 28 19 38
22010 4
45 12 33 13 36
U to
Up
13 5 8 5 9
Marrch 2011
ad Police Statiion
Sourrce: Cyberaba
Figure 2‐18: Location of Accidents in Malkajgiri Area Table 2‐2: List

T t of Accidentss in Malkajgirii Area
2.4.4.3 Accessibiliity and Cong
gestion
Marooned by Railway lines all o over the are a, Malkajgiri has numerous level croossings, und
derpasses
and Rail Over Bridgees as shown iinFigure 2‐199.
FFigure 2‐19: Lo
ocation of Levvel Crossings, Underpassess and Rail Ove
er Bridges in M
Malkajgiri Are
ea
The con
nstrained Ro oW at these locations, ooften, resultts in long queues for thhe vehicles at these
bottleneecks. As sho e 2‐20 and Figure 2‐21,, the operattions are hi ndered at the
own inFigure t Level
Crossinggs and consstraint ROB’ss. Vehicular flow at these location ns experiencce significan
nt delays

18

n Study (CTS)
affectingg their respeective operattional standaards. Currenttly, the residential comm munity locate ed on the

west sid de of Moula‐‐Ali Road has to travel aa long distan nce, due to tthe lack of cconnectivity between
e, access is cconstrained at these
the inteernal and disstributed/collector roadss in this area. Therefore
bottleneecks in addition to the isssues experieenced by the e residents ddue to insuffficient conne ectivity in
the areaa.
Figure 22‐20: Congesttion takes at SSafilguda Rail way Figurre 2‐21: Conge

estion takes aat Safilguda U
Underpass
Le
evel Crossing
2.4.5 Vanasthaliipuram
Drawingg on the results from

reconnaaissancesurveeys, field visiits and a thoorough
understaanding of Study Area a, the folllowing
ms have been identified in the
problem
Vanasth
halipuram areea.
Safety: Vanasthalipuram predo ominantly beeing a
residenttial area lackks both the pedestrian faccilities
and the necessary traffic calmin ng measures . Also,
high sp peeds on NH‐9 contrribute to uunsafe
conditioons for both, pedestria ans and ve hicles,
alike.Figgure 2‐23deepicts the location andd the Figure 2‐222: Lack of Peddestrian Faciilities
descripttion of the accidents
a occurred in thhe past five years. Even though, thee vehicular flow
f and
carriagee way utilizattion in the arrea are not ssignificant, this area experiences, ap proximately, 50 fatal
accidentts on an aveerage, annua ally. This couuld be attributed to lackk of Speed reegulation an
nd Traffic
Calmingg Measures in n the area.
19

n Study (CTS)
Sou
urce: Cyberaabad Police Station
S
Figgure 2‐23: Loccation and Lisst of Accidentss
Spillover of Unregulated Activitties: Over saaturated con nditions prevvail at the Ryythu bazar under the
existing arrangement, especiallly during thhe peak hou urs and the weekends. Unorganize ed stalls,
unregulaated parkingg, and heavy pedestrian ddemand ofte en, spills over its activity onto the Wa ater tank
Road. Need for reorganizing the e space and enforcing a
a regulated parking
p can be considerred as an
urgent nneed to imprrove the trafffic flow alonng the
surrounding road network. Also, A unreguulated
parking alon
truck p ng the Bairamalguda B Bypass
Road, offten effects the traffic operations
o oon this
particulaar road segmment.
Inter‐Citty Buses: In
ntercity bus operations occur
along NH‐9, due to the lack of a designateed bus
terminal. The busses park randomly att any
availablee space on NH‐9, pickin
ng up passeengers,
prior, to
o heading in
n their resp
pective direcctions.
This acctivity occurrs from ea arly eveningg and Figure 2‐‐24: Hawkers at Rythu Bazzar
reachingg its peak aro ound 17:00 and continu ing till
midnigh ht.
The peaak hour of this activityy overlap w
with vehiculaar traffic pe
eak compou nding to thhe traffic
operatioonal problemms in the area. Spillover oof the busess not only hin nders the traaffic flow alo
ong NH‐9
but also
o the safetyy of the botth passengeers and ped
destrians. Sp peeds along NH‐9 are relatively
r
considerred to be on a higher ran nge worseninng the safetyy aspect in th heir section eeven further.
20

3. RESULTS
S OF FIELD STUDIESS
3.1 S
Secunderrabad
3.1.1 Network Characteris
C tics
The road networkinn the Secund
derabad areaa serves a siignificant nu
umber of woork, educatio
onal, and
shopping trips. St. M
Mary’s Road facilitates thhe primary access to and from the Seecunderabad d station;
the Eastt‐West conneectivity in th
he area is proovided by S.P P. Road, and d S.D. Road; wwith R.P. Rooad, M.G.
Road, M
Ministers Roaad, Regimenntal Bazaar Road, and Krishnadevar
K raya Road, pproviding th
he north‐
south coonnectivity in
n the area. C
Critical interssections are formed alon ng these roadd stretchesto o control
and effeectively mannage the movvement of t raffic with in n the area.Figure 3‐1deppicts the Ne etwork of
Secundeerabad Studyy area and th he existing trraffic circulattion of in the
e area.
Also, invventory stud dies detailingg the existingg roadways, determining g the effectivve transport network
along th
he prominen nt roads and
d critical secctions were conducted in the study
y area. The following
f
inventorry efforts included, but were not liimited to; building
b line (BL)‐BL meaasurements,, existing
transporrt utilities, existing carrriageway uttilisation, annd pedestria
an facilities inventory and this
informattion was useed to develo op the existinng cross secctions in the area. Existinng cross secttions are
attached d in Annexurre 3.1.

Figure 3‐1: Road N
Network of Secunderabad area
To assesss the trafficc flows, parkking demandd and pedesttrian flow ch haracteristicss in the area
a, studies
were conducted and d their resultts are discusssed in the following sub ssections.
21

n Study (CTS)
3.1.2 Traffic Cha

aracteristic
cs
S.P.Roadd, S.D.Road, Minister Ro oad, M.G.Rooad, R.P.Road, St. Mary’s Road, Reggimental bazzar Road,
Krishnaddewaraya Ro oad (Rail Nilaayam Road) and Boigudaa Road are tthe major coorridors thatt cater to
the existting traffic n
needs in the Secunderabaad area. The ese roads forrma importa nt intersections such
as Rasooolpura, CTO, Hariharakalabhavan, YM MCA, Maredp pally, Paradisse, Patny, Cloock tower, Sangeeth,
Alugadddabavi, Rathiifile, Chilakalaguda and Karbala. It has
h been esttimated thatt a total of 8,
8 00,000
vehicles enter and exit the area on a daily baasis.
3.1.2.1 Movement Co
Turning M ounts
With thee exception of Karbala, R
Ranigunj andd Biblehouse intersection ns, the turninng movemen nt counts
were conducted for 12‐hourdura ation at the other intersections in th
he area. For cconsistency purpose,
the turn
ning movemeent counts att the three a bove‐mentio oned intersections were derived for 12 hrs.
Morningg and Evenin
ng peak hour volumes ( PCU’s) are listed inTable
e 3‐1 and thhe details off 12‐hour
volumess at each inteersection are
e attached inn Annexure 3 3.2.
Table 3‐1: Se
ecunderabad area: Traffic turning move
ement counts
s
Peak Hour Junction volumee (in PCU's)
S.No Junction
Morn
ning Peak Evening Peak
k
1. Rasoolpura 10207
1 12176
2. CTO 9420
9 8619
3. Parade grouunds 3332
3 4060
4. Hariharakalaabhavan 8099
8 9784
5. YMCA 9243
9 11843
6. Maredpally 9056
9 9195
7. Sangeeth 8878
8 7920
8. Alugaddabavi 8515
8 8216
9. Chilakalagudda 7371
7 8311
10. Keyes high sschool 4403
4 5543
11. Rathifile 5533
5 5959
12. Clock tower 1 6504
6 7430
6 5373
5 6013
15. Patny 6953
6 6007
16. Paradise 5981
5 5473
17. Ministers ro
oad 3546
3 3947
18. Ranigunj 6304
6 5784
19. Karbala 8052
8 7388
20. Bible house 5502
5 5047
3.1.2.2 Mid‐Block Counts
The midd‐block volum mes, along m major traffic corridor in the area havve been coll ected namely;1) S.P.
3) Ministers Road, 4) M .G.Road, 5) R.P.Road, 6)) Regimenta l Bazaar Roa
Road, 2)) S.D. Road,3 ad, 7) St.
Mary’s RRoad, and 8) Krishnadew waraya Road.
The peaak Hour Trafffic flows were
w convertted into passsenger car equivalent uunits (PCU) for each
segmentt. Also, the existing leve els of servicee on these segments we ere calculateed from the available
capacitiees and are in
ndicated inTa able 3‐2.

22

n Study (CTS)
Table 3‐2
2: Secunderabbad Area: Trafffic Mid‐block
k volumes.
S.N Peak Hourr
Road Name Stretch nam
me Capacity V/C LOS
o. PCU’s
Rasoolpura to CTO 10741 7200 1.49 F
CTO to Paared Ground 6755 7200 0.94 E
1. S.P
P.Road Pared Groound to Hariharrakalabhavan 6168 7200 0.86 D
Hariharakkalabhavan to YYMCA 7102 7200 0.99 E
YMCA to Maredpally Jn. 9990 7200 1.39 F
Sangeeth to Clock towerr 2444 4800 0.51 A
2. S.D
D.Road
Patny to P
Paradise 2025 4800 0.42 A
3. Minister's Road Rasool pu
ura to Rani gunjj 3478 4800 0.72 C
4. M.G.Road Ranigunj tto Karbala 4776 4800 1.00 E
5. R.P.Road Karbala to
o Bible house 3591 4800 0.75 C
Maredpally Jn to Sangeeeth 5753 7200 0.80 C
Reezimental bazarr
6. Sangeeth to Keys High scchool 4943 4800 1.03 F
Rooad
Keys High
h school to Rathhifile 3956 4800 0.82 D
Krrishna devarayaa
7. Alugaddabavi to Sangeetth 6922 7200 0.96 E
Rooad
8. St.Mary's Road Clock tow
wer to Rathifile 4243 4800 0.88 D
Chhilakalaguda
9. Chilakalagguda to Alugad dabavi 3136 4800 0.65 B
Rooad
As show
wn in the abo
ove table, hiigh traffic deemand existsin both dire
ections betwween Rasoolp pura and
CTO, and
d YMCA and Maredpally resulting in unacceptable service levvels of trafficc operations.
3.1.3 Other Trafffic Charactteristics:

In addittion to thesse, Secunderrabad statioon is a majo
or transfer point, conn ected with five bus
terminals. These bus terminals are spatiallyy segregated in operation n and serve a staggeringg total of
32% of bus routes in Hyderabad Metropoolitan Area.TTheTable 3‐3 3shows, totaal number of
o routes
served aat each terminal and theiir respective ly percentagge share in th he Secunderaabad area.
Taable 3‐3: Term
minal wise Buus routes from
m Secunderabad Station areea
S.No Name of the Bus Terminal % Share oof Bus Routes Total n
number of Routtes using the te
erminal
1 Secunderabad Station 27% 669
2 Gurudwara 26% 667
3 Uppal 20% 551
4 Rathifile 17% 444
5 Chilakalaguda 11% 228
TOTAL 1100% 259 of 810 (32%
%) Routes in HM
MA
3.1.4 Land use Characteris

C stics:
Secundeerabad area consists of a mixed lannd use profile, concentrated at diffeerent pockets in the
area. In particular th ominant landd‐uses can be categorised as
he four predo
1. Densee Commerciial: Secunde erabad area has been eaarmarked fo or its commeercial establiishments
along MM.G. Road, R.P. Road and a ng's Way alsso called R.PP. Road, is a major
S.D. Ro ad. The Kin
commerrcial road in heart of the e city with vvarious businnesses such as Electroni c goods, Hotels, and
Shoppin ng Malls. M.G G. Road, popularly know wn as Jamess Street, is also a hub foor major com
mmercial
activities with a varriety of busin
nesses. Eachh commerciaal activity is specific
s and concentrate ed in the

23

n Study (CTS)
area it iis catered to

o. For example, Fashionn and Computer Periphe
eral stores aalong Parklane road,
Garments along Patn ny and comm mercial shopps and IT shops at the Swapnalok com mplex.
2. Educaational Instittutions: The
e Secunderabbad area con nsists of a number of reenowned edu ucational
institutio
ons; St. Ann's High Schoool, St. Patricck's High Sch
hool, St. Marry's High Schhool, St. Fran
ncis High
School, SSt. Francis College, PG Co
ollege of Scieence, Key's H
High School, Mehboob H High school && college,
and Wessley schools and collegess.
3. Recreeational: Paarade groun nds, controll edby the Union
U Defence Ministry y and servess as the
designatted venue foor all official events andd ceremonie
es like Indeppendence Daay and Repu ublic Day
parade and celebraations. Gym mkhana grouunds, a sign nificant porttion of whicch is leased d to the
Hyderab bad Cricket AAssociation for sporting aactivities is o occasionally, rented out ffor various o occasions
such as exhibitions, trade fairs, musical conncerts. Abuttting the Parrade groundds, is a Polo Ground,
which iss used primaarily for Milittary and NCCC training pu urposes, and d holds Polo matches and annual
Polo touurnaments.
4. Strip Commercial: Adding to the above, small scale industrial an
nd retail succh as Monda
a market,
hardwarre stores aree also promin
nent in the a rea.
In addittion to thee above fouur, a majorr transportaation termin nal is preseent in formm of the
Secundeerabad Railw way Station. G
Growth in thhe traffic trends in the pa ast couple off decades ha as seen a
major in
nflux of its demand
d with
h concentratted peaks from all the above
a land uuses, requiring to be
served aat their peak hours of operation durinng a specific period of tim me.
Furtherm more, some of these land uses have a uniform ddemand mostly throughoout the day, resulting
in a resid
dual demand
d left un‐servved in the neetwork, priorr to the conccentrated peeak happenin
ng.
3.1.5 Pedestrian
n Volume:
Pedestriian crossing activity is prredominant iin transport zones and th he commerccial zones in tthe area.
The tran
nsportzone includes are ea in and arround Secunnderabad staation, encom mpassing thee activity
occurrin
ng between the
t five bus terminals aand the statiion. The ped
destrian dataa has been collected
c
and analysed along aall of the folllowing criticaal sections and their resu
ults are listedd inTable 3‐4
4.
As showwn in Table 3‐4,heavy hourly flows off 12,837 ped destrians occurs in and arround Secun nderabad
station area. Thesee findings were used too design, faccilitate and encourage tthe develop
pment of
pedestriian facilities within the e
existing transsportation innfrastructure e, ensuring ppedestrian sa
afety and
mobilityy.
Table 3
3‐4: Pedestriaan flows in the
e Secunderabad area
Road Nam me Pedestria
ans/Hour
Rathifile Junction 6802
Secunderaabad Station(front) 12837
Bata Juncttion 835
CTO Juncttion 2655
Paradise Junction 2872
YMCA Jun nction 2462
Old Gandh hi Hospital 2110
24

n Study (CTS)
3.1.6 Parking ch
haracteristiics:
In line w
with the adjooining land‐uses, the seleected Secund derabad area a attracts a ssignificant am
mount of
parking demand. On n‐street parkking along thhe commerccial stretchess and an excclusive parking lot at
the passsport office cater to the needs of the existingg parking de
emand in thhe area. Thee parking
demand d has been observed alon ng the majo r corridors ssuch as M.G.Road, S.D.Rooad and R.P.Road. In
an effort to understaand the parkking characteeristics alongg the corridors 12 hours parking survveys have
been conducted along these den nse, commerrcial activitie es on these rooads respecttively.
ded hourly variations of the de
The analysis includ emand, vehiicle compossitions and parking
accumulations over the durationn of the surveey.
Discusseed below, peer each stretcch is a summ
mary of the findings
M.G. Ro oad: Mahatm ma Gandhi Road
R geway with a dense com
has a ffour lane divvided carriag mmercial
land usee existing on
n both sides.Table 3‐5 inndicates the hourly varia ations of thee parked vehicles on
both siddes, split by mmode. As ind dicated, the ppeak parkingg demand occcurs betweeen 12:00‐13:00 hours
with a total of 311 ECS required d to meet thhe existing d demand. The e compositioon of vehicle es parked
over 12 hour duration is illustrrated inFigurre 3‐2. Apprroximately, on o an avera ge, 700 veh hicles are
parked at any givven point of o time wheen commerrcial activity is in ope ration. The parking
accumulation along the M.G. Road
R ure 3‐3. The existing dem
is illusttrated inFigu mand is servved by a
deficit n
number of available
a parrking spaces,, often caussing major disruption
d too the traffic flow. To
understaand the nature of this parking
p demmand the cum mulative Perrcentage of vehicles parrked was
plotted against their duration as shown inFFigure 3‐4.From the figure it can be seen there is a high
proportiion of short term deman nd for parkinng i.e. less tthan 2 hrs. T There are few w vehicles w which are
parked ffor more thaan 3 hrs.
Of the p
parking demaand observed
d on the M.GG. Road, it haas been obse
erved that a significant amount is
redundaant, caused b
by the shop owners, appproximating to 28% of th
he two‐wheeelers and 12 2% of the
cars.
Compo
osition of Paarked vehiccles on M.G. Road
LCV
CYCCLE 4%
8%%
CAR
15%
AUTO
6% 2W
67%
Figure 3‐2
2: Parking Com
mposition on M.G.Road (B
Both sides)

25

n Study (CTS)
Table 3‐5: Mode wise Hourly Vaariation of Veh
hicles on both
h sides of M.G
G. road
Time Interval 2W Auto Car Cyccle LCV Total vehiccles Total ECS
10:000‐11:00 281 15 49 455 39 429 1955
11:000‐12:00 416 34 74 444 33 601 2433
12:000‐13:00 559 49 121 511 26 806 3111
13:000‐14:00 538 36 89 622 35 760 2899
14:000‐15:00 486 28 108 644 20 706 2655
15:000‐16:00 471 35 130 711 32 739 3111
16:000‐17:00 449 39 91 522 22 653 2477
17:000‐18:00 442 50 125 633 21 701 2844
18:000‐19:00 459 42 130 711 26 728 3000
19:000‐20:00 455 49 95 488 27 674 2666
20:000‐21:00 299 25 101 255 14 464 2022
Total 4855 402 11113 596 295 7261 291
12
Pa
arking Accuumulation o
on M.G. Roa
ad
10000
8
800
Vehicles
6
600
LCV
4
400 CYCLE
2
200 CAR
AUTO
0
2W
TTime period
Figure 3‐3:: Parking Accuumulation on both sides off M.G.Road
Parking du
uration on M.G. Road
d
10
00%
Cumulative % of Vehicles
880%
660% 2W
440% AUTO
220% LCV
0% CAR
0 1 2 3 4 5 6 7 8 9 10 11
Time durattion
Figure 3‐4: Parrking Duration on M.G.Roa
ad
26

n Study (CTS)
a) Saro
ojinidevi Roaad:
Sarojinid
devi Road (SS.D.Road) is a four‐lanee, partially divided,partlyy single carrriageway witth dense
commerrcial land usse on both sides. In adddition to th his, number of Educatioonal institutions and
Residenttial land‐usees are locate
ed along thiis road.Table e 3‐6 indicates the houurly variation
ns of the
parked vvehicles on bboth sides, sp plit by modee. As indicate ed, the peak parking dem mand occurs between
18:00‐199:00 hours w with a total oof 835 ECS reequired to meet the existting demandd. The compo osition of
vehicles parked over 12 hour du uration is illuustrated inFiggure 3‐5. Approximately,, on an avera age 1300
vehicles are parked d during thhe time whhen commerrcial activityy is in opeeration. The parking
accumulation along the S.D. Ro oad is illustrrated inFigure 3‐6. The existing demmand is servved by a
deficit o
of available p
parking space es, often cauusing major disruption to o the traffic flow. To understand
the natuure of this paarking demand the cumuulative Perce entage of veh hicles parkedd was plotted d against
their duration as sho own inFigure e 3‐7.It is ob served that 90percent of the vehiclees are parked d for less
than 2hrrs. There aree few vehicle es which are parked for lo onger duration i.e. more than 4hrs.
Of the pparking demaand observed D. Road, it has been observed that a cconsiderable
d on the S.D e amount
is redundant, causedd by the shop owners, appproximatingg to 36% of tthe two‐wheeelers and 26
6% of the
cars.
Mode
e split of Paarked Vehiccles on S.D. Road
CYCLE CV
LC
6% 4%
4
CCAR
2W
228%
54%
AUTO
8%
Figu
ure 3‐5: Mode
e Split of Parkking Composittion on both ssides of S.D.RRoad

Table
e 3‐6: Mode w
wise Hourly Vaariation of Ve
ehicles on both sides of S.D
D.Road
Time Interval 2W Auto Caar Cycle
e LCV Total vehiccles Total ECS
10:00‐11:000 820 90 2998 98 68 1374 647
6
11:00‐12:000 718 102 3558 93 73 1344 700
7
12:00‐13:000 721 116 3778 86 72 1373 724
7
13:00‐14:000 709 123 3998 97 63 1390 728
7
14:00‐15:000 690 169 3885 76 67 1387 734
7
15:00‐16:000 741 171 4331 101
1 74 1518 809
8
16:00‐17:000 768 112 3776 76 63 1395 710
7
17:00‐18:000 865 122 4775 85 42 1589 792
7
18:00‐19:000 984 97 5111 63 40 1695 835
8
19:00‐20:000 820 82 4004 73 30 1409 670
6
20:00‐21:000 530 81 2555 41 28 935 455
4
Total 8366 1265 42669 889
9 620 15409 7804
27

n Study (CTS)
Parking Acc
P cumulation on S.D. Road
18800
16600
14400
12200
Vehicles
10000 LCV
8800
CYCLE
6600
4400 CAR
2200 AUTO
0 2W
Time period
Figure 3‐6
6: Parking Acccumulation on
n both sides o
of S.D.Road
Ho
ourly Va
ariation of Parkking on SS.D. Roaad
10
00%
880%
660%
2W
AUTO
440%
LCV
220% CAR
0%
0 1 2 3 4 5 6 7 8 9 10 11
TTime Duration
n
Figure
e 3‐7: Hourly vvariation of p
parking on S.D
D. Road
b) Rasshtrapathi Ro
oad:
Rashtrap pathi Road (R.P.Road) is a four‐lane divided carrriageway with dense com mmercial land use on

both sid
des.Table 3‐7 7indicates th
he hourly vaariations of the parked vehicles on both sides,, split by
mode. A As indicated, the peak pa arking demannd occurs be etween 13:00 0‐14:00 hourrs with a total of 545
ECS reqquired to meet the exissting demannd. The com mposition off vehicles paarked over 12 hour
durationn is illustrateed inFigure 3‐‐8.Approxim mately, on an average 110 00 vehicles aare parked du uring the
time whhen commerrcial activity is in operaation. The parking accum mulation aloong the R.P.. Road is

28

n Study (CTS)
illustrateed inFigure 3
3‐9. The exissting demandd is served b by a deficit oof available pparking spaces, often
causing major disruption to the w. To understtand the natture of this parking dem
e traffic flow mand the
cumulattive Percentage of vehiccles parked was plotted heir durationn as shown inFigure
d against th
3‐10.Froomthe figuree it can be nooted that aboout 90 perce ent of vehicle es are parkedd for more tthan 3hrs
indicatinng long term parking.
Of the p erved that a significant amount is
parking demaand observed on the R.PP. Road, it haas been obse
redundaant, caused b
by the shop owners, appproximating to 35% of th
he two‐wheeelers and 22 2% of the
cars.
Mo
ode Splitt of Parkked Veh
hicles on
n R.P. Rooad
CCYCLELCV
5% 3%
R
CAR
20%
%
2W
W
AUTO
69
9%
3%
Figu
ure 3‐8: Mode
e Split of Parkking Composittion on both ssides of R.P.RRoad
Table
e 3‐7: Mode w
wise Hourly Vaariation of Ve
ehicles on both sides of R.PP.Road
Time Interval 2W Auto CCar Cycle LCV
L Total vehicles Tottal ECS
10:00‐11:000 599 19 117 59 26 8820 304
11:00‐12:000 754 35 195 67 36 11087 441
12:00‐13:000 778 46 221 60 40 11145 483
13:00‐14:000 825 25 266 59 48 11223 545
14:00‐15:000 846 34 240 59 35 11214 500
15:00‐16:000 823 26 247 55 26 11177 481
16:00‐17:000 791 38 241 60 26 11156 474
17:00‐18:000 674 36 238 55 28 11031 450
18:00‐19:000 716 28 240 62 37 11083 476
19:00‐20:000 683 46 218 44 24 11015 427
20:00‐21:000 471 33 143 34 20 7701 295
Total 7960 366 2366 614 346 111652 4876
29

n Study (CTS)
Parkin
ng Accumulatio
on on R..P. Roadd
14400
12200
10000
Vehicles
8800 LCV
6600
CYCLE
4400
2200 CAR
0 AUTO
2W
Time Period
d
Figure 3‐9
9: Parking Acccumulation on
n both sides o
of R.P.Road
H
Hourly va
ariation
nof Parkking on R
R.P. Roaad
10
00%
880%
660% 2W
440% AUTO
220% LCV
0% CAR
0 1 2 3 4 5 6 7 8 9 10 11
me duration
Tim
Figure 3‐10: Hourly
y variation of p
parking on R.P.Road
c) Park Lane Road
d:
Park lan
ne Road is a
a two lane single
s carriaageway with dense com
mmercial landd use on bo
oth sides
comprising primarilyy of compute er hardware peripherals shops.
Table 3‐‐8indicates the
t hourly variations
v off the parked
d vehicles on both sidess, split by mode.
m As
indicated, the peakk parking demand occurrs between 13:00‐14:00 0 hours withh a total of 202 ECS
required d to meet the existing de emand. The composition n of vehicles parked ove r 12 hour du uration is
illustrateed inFigure 3‐11. Appro oximately, o n an averagge 250 vehiccles are parkked during the time
when co ommercial activity
a is in operation. TThe parkingg accumulation along th e Park Lane e Road is
3‐12. The exiisting demannd is served by a deficit o
illustrateed inFigure 3 of available pparking spaces, often
causing major disruption to the e traffic flow
w. To understtand the natture of this parking dem mand the
cumulattive Percentage of vehiccles parked was plotted heir durationn as shown inFigure
d against th
3‐13.Froom the figuree it can be in nferred that 10‐15 percent of the private vehicle s are parked d for long
term.

30

n Study (CTS)
Mod
de Split of Parkked Vehiicle on P
Parklanee Road
V
LCV
CYCLE
3%
%
4%
CAAR 2W
377% 51%
AUTO
5%
Figure 3
3‐11: Mode Split of Parkingg Composition on both sides of Park Lanne Road
Table 3‐8: Mode w
wise Hourly Vaariation of Vehicles on both
h sides of Parrk Lane
Time Interval 2W Auto CCar Cyccle LCV Total vehiccles Total ECS
10:00‐11:000 49 9 221 6 8 93 51
11:00‐12:000 123 13 441 9 2 188 76
12:00‐13:000 156 13 1109 15
5 8 301 163
1
13:00‐14:000 207 11 1135 13
3 10 376 202
2
14:00‐15:000 162 12 1142 10
0 10 336 201
2
15:00‐16:000 184 19 1128 9 4 344 182
1
16:00‐17:000 152 22 1160 11
1 2 347 205
2
17:00‐18:000 158 20 1140 12
2 2 332 185
1
18:00‐19:000 191 15 1134 10
0 9 359 198
1
19:00‐20:000 140 14 1113 8 6 281 160
1
20:00‐21:000 104 22 661 8 21 216 134
1
Total 1626 170 11184 111 82 3173 1755
Paarking A
Accumulation o
on Parklane roaad
400
Vehicles
200 LCV
CYCLE
CAR
0
AUTO
2W
TTime period
F
Figure 3‐12: P
Parking Accum
mulation on bo
oth sides of P
Park Lane Roaad
31

n Study (CTS)
Hourly Varia
ation off Parkin
ng on Pa
arklane rroad
1
100%
Cummulative % Vehicles
80%
60% 2W
2
40% AUTO
A
CAR
C
20%
LCV
L
0%
0 1 2 3 4 5 6 7 8 9 10 11
me Duration
Tim
Figure 3‐1
13: Hourly varriation of parking on Park Lane Road
d) Passsport office:
On the station roadd, in front off the Passpoort Office Ro
oad authorize
ed parking sspace is provvided for
passportt office as well
w as othe er surroundiing land use es. Furtherm
more, a parkking lot existts on St.
Mary’s Road near Passport
P o this parking lot oftenn interferes with the
offiice. Access iin and out of
through traffic, with h its demand being unmeet under the existing conditions. Thiss parking lot caters to
the dem
mand of passp port office ass well as thee surroundingg commercia al land uses.
Table 3‐‐9 indicates the hourly variations oof the parked d vehicles on
o both sidees, split by mode.
m As
indicated, the peakk parking demand occurrs between 15:00‐16:00 0 hours withh a total of 234 ECS
required d to meet the existing de emand. The composition n of vehicles parked ove r 12 hour du uration is
illustrateed inFigure 3‐14. Appro oximately, o n an averagge 150 vehiccles are parkked during the time
when co ommercial activity
a is in operation. TThe parkingg accumulation along th e Park Lane e Road is
3‐15. The exiisting demannd is served by a deficit o
illustrateed inFigure 3 of available pparking spaces, often
causing major disruption to the e traffic flow
w. To understtand the natture of this parking dem
mand the
cumulattive Percentage of vehiccles parked was plotted d against th
heir durationn as shown inFigure
3‐16.Froom the figuree it can be sseen that 5‐110 percent o of private veehicles are pparked for more than
4hrs.
Of the p
parking dem
mand observeed at the Paassport office, it has bee
en observedd that a conssiderable
amount is redundan nt, caused by the shop oowners, app proximating tto 15% of thhe two‐whee elers and
18% of tthe cars.
32

n Study (CTS)
Modee Split o
of Parked
d vehiclles at Pa
assport Office
cycle lcvv
1% 2%
%
2w
car
46%
40%
auto
11%
Figure 3‐14: M
Mode Split off Parking Com
mposition at Pa
assport Officee
Table 3‐9: Mode
e wise Hourlyy Variation of Vehicles near Passport Off
ffice
Time Interval 2W
2 Auto Car Cycle LCV Tottal vehicles TTotal ECS Auto
10:00‐11:000 7
75 9 0 79 0 1 164 100
11:00‐12:000 8
86 17 0 82 2 2 189 110
12:00‐13:000 6
69 14 0 71 2 6 162 103
13:00‐14:000 7
75 15 0 62 3 8 163 99
14:00‐15:000 9
92 19 0 82 3 5 201 118
15:00‐16:000 1
110 33 0 81 6 4 234 125
16:00‐17:000 9
96 23 0 69 2 4 194 106
17:00‐18:000 7
70 10 2 48 2 6 138 83
18:00‐19:000 3
34 12 2 39 2 0 89 56
19:00‐20:000 2
25 11 0 27 1 0 64 37
20:00‐21:000 3
37 12 0 21 0 2 72 37
Total 7
769 175 4 661 23 38 1670 973
Paarking A
Accumulation a
at Passp
port Offiice
40
00
Vehicles
20
00 lcv
cycle
0 car
auto
2w
Time eriod
Figure 3‐15: Parkingg Accumulatio
on at Passport Office
33

n Study (CTS)
Hourrly Varia
ation off Parkingg at Passsport ooffice
100%
80%
60% 2w
40% auto
20% car
0% lcv
0 1 2 3 4 5 6 7 8 9 10 11
Ti me Duration
Figure 3‐16: Hourly vaariation of Parrking at Passp
port Office
3.1.7 Speed & Delay

D studie
es:
The Speeed and Delaay studies ha ave been carrried out along the majo or corridors iin the area. The field
data cap ptured the running
r spee eds and the spot delayss along these stretches. This study not only
aimed aat identifying the majorr delay locaations but also surrogatted in develloping the proposed
p
concepts.The speed and delay studies
s carriied out alon
ng these impportant strettches in the area are
summarrised inTablee 3‐10 and Table 3‐11, pper direction, respectively.It can be ssummarised that the
delays o m unregulatted moveme
occur mainlyy due to disrruptions from ents and auxxiliary transp
portation
facilitiess such as parking, and roa adside activi ties.
experienced is maximum
It is noteeworthy thatt, the delay e m (48%) alongg the three sstretches of (Karbala‐
CTO (Both directio ons)and Miinister Roadd‐Paradise all of whicch form a dense com mmercial
neighbo ourhood
Table 3‐10: Speed & Delaay studies ressults during th
he Peak hour
Jou
urney Time Journey Speeed
Direction Distancce (Km) % Delay
(hh:mm:ss) (Kmph)
Karbala to
o CTO 1.990 0:14:05 8 48%
4
Ranigunj tto Rasoolpura 1.440 0:02:55 29 0%
Karbala to
o Hari Hara Kalaabavan 2.000 0:08:52 14 34%
3
Minister R
Road to Paradisse 1.110 0:06:31 10 48%
4
Paradise tto Patny 0.885 0:01:09 44 6%
Patny to C
Clock Tower 0.441 0:02:54 8 42%
4
Clock Tow
wer to Sangeet 0.771 0:01:35 27 23%
2
Sageet to Alluguda Bhavi 1.110 0:02:58 22 0%
Marredpaally to New Bho oiguda 1.880 0:09:26 11 41%
4
YMCA to R Retifile Bus Stan
nd 1.440 0:06:36 13.6 28%
2
he Peak hour
Journ
ney Time Journey Speed
J
Direction Distancee (Km) % Delay
(hh:m
mm:ss) (Kmph)
(
CTO to Karbala 1.90 0:10:03 10
1 47%
Rasoolpurra to Ranigunj 1.40 0:03:12 26
2 16%
Harihara KKalabavan to Kaarbala 2.00 0:07:57 15
1 29%
Paradise tto Minister Road 1.10 0:04:33 15
1 33%

34

n Study (CTS)
Journ
ney Time Journey Speed
J
Direction Distancee (Km) % Delay
(hh:m
mm:ss) (Kmph)
(
Patny to PParadise 0.85 0:04:07 12
1 26%
Clock Towwer to Patny 0.53 0:02:54 11
1 0%
Sangeeth to Clock Towerr 0.71 0:01:35 27
2 0%
Alugaddab bavi to Sangeetth 1.10 0:02:02 30
3 0%
New Boigu uda to Maredpally 1.80 0:07:40 14
1 21%
Rathifile B
Bus Stand to YM
MCA 1.52 0:06:56 13.7
1 28%
3.2 M
Mehdipattnam
C tics
Mehdipaatnamarea is i a mix of land uses ccontaining educational,
e shopping, aand large re
esidential
complexxes. Considerable trip tra ansfers occurr at the Meh hdipatnam bus terminal. Major accesss for the
externall through trips is provideed by the twwo thoroughffares namelyy; 1) Vikarabaad Road, and 2) Ring
Road. W
While, Vikaraabad Road foorms the Eaast‐West connnector and the North‐SSouth conne ectivity is
providedd by the Ringg Road in thee area.
Addition
nally, Circulation within tthe area is pprovided by GGudimalkapu ur, Laxminaggar, Asifnagar, Langar
House rooads functiooning as distrributors/colleectors in the
e area. These
e roads form
m important jjunctions
with onee another, acccommodating the vehiccular access iin the area.
With thee advent of IT industry in the past ddecade,traffic demand in n the area haas increased d in leaps
and bouunds. Howevver, the existting road neetwork was p planned prio or to this dem mand generration, as
such not able to meeet the curre ent demand.. The presen nt traffic circculation plann in the stud
dy area is
shown innFigure 3‐17
7.
Also, invventory stud dies detailingg the existingg roadways, determining g the effectivve transport network
along th
he prominen nt roads and
d critical secctions were conducted in the study
f
inventorry efforts included, but were not liimited to; building
b line (BL)‐BL meaasurements,, existing
transporrt utilities, existing carrriageway uttilisation, an an facilities inventory and this
nd pedestria
informattion was useed to develo op the existinng cross secctions in the area. Existinng cross secttions are
attached d in Annexurre 3.3.
35

n Study (CTS)

Figure 3‐17
7: Existing circculation patte
ern in Mehdip
patnam area
3.2.2 Traffic Cha

aracteristic
cs
ntify the trafffic characteristics in thee area turnin
To quan nt and mid‐bblock volume counts
ng movemen
were conducted at judiciously se elected criticcal locations in the area.
3.2.2.1 Movement Co
Turning M ounts
Table 3‐‐12summarisses the AM a and PM peakk turning mo ovement cou unts conductted at the im mportant
intersections in the area. The fiigures are inn PCU’s derivved by applyying relevannt PCU factors to the
observed vehicular ttraffic. Also, for consisteency purpose es, these cou unts where dderived for an eight‐
hour stretch in a dayy using the diurnal factorrs in the areaa and are attached in An nexure 3.4.
Table 3‐12: M
Mehdipatnam
m Area: Trafficc Turning mov
vement flows .
Hou
urly PCU's
Junction
AM pe
eak PPM Peak
Tolichowkki Junction 5806
6 5902
Nanalnagaar junction 7465
5 7465
Rethibowli Junction 12239 12239
Meraj caféé Junction 2375
5 2447
Gudimalkaapur Junction 2690
0 2785
Laxminagaar Junction 3018
8 3092
Asifnagar Junction 1730
0 1698
3.2.2.2 Midblock V
Volume Coun
nts:
Mid‐blocks counts w were carried out at critic al locations along major traffic corriddors in the a
area. The
traffic ccorridors incclude Old Mumbai
M Roaad, Vikarabaad Road, Ring Road, G Gudimalkapu ur Road,

36

n Study (CTS)
Laxminaagar Road an nd Asifnagarr Road. The ssummary off these results are tabulaated inTable e 3‐13.As
indicated in table, these countts were usedd to analyse e the existin
ng quality oof operationss on the
corridorr. The operattional levels between N MDC to Rethibowli are far worse thhan the projected ‘E’
Level off service as the operations of this road is furtther impede ed by the prresence of hawkers,
vendorss, spillover of
o pedestrian ns and Ryth u bazaar acctivities etc., which are discussed in n “Major
Issues” ssection of this report.
Table 3‐‐13: Mehdipa tnam area: Trraffic Mid‐Blo
ock flows
S. No RRoad Name Peak Hour PC
CU's Capacities V/C LOS
1 NNMDC to Rythubazar 7309 7200 1.02 F
2 RRythubazar to R
Rethibowli 7193 7200 1.00 E
3 RRethibowli to Nanal nagar 5966 9600 0.62 B
4 RRethibowli to Atttapur 5120 7200 0.71 C
5 NNanal nagar to TTolichowki 5005 7200 0.70 B
6 NNanal nagar to LLangar house 2965 4800 0.62 B
7 PPadmanabhanagar to Laxmi Na agar 1410 4800 0.29 A
8 LLaxmi Nagar to Gudimalkapur 1606 2400 0.67 B
9 GGudimalkapur to NMDC 1330 2400 0.55 A
Like Secunderabad, the demand d for bus trannsport is in ssignificant in Mehdipatnaam. The Bus terminal

operates around 20% of the buss routes in tthe Hyderabaad Metropollitan Area. TThe percenta age share
of the to
otal number of routes at this terminaal is shown innTable 3‐14.
Table 3‐14: Bus rouutes from Meh
hdipatnam te
erminal
Total Numbe
er of Bus Routes in Total number of rou
utes which use
S.No % Share off Mehdipatnam
m Terminal
Hyd
derabad Mehdipatnam
1 810 170 20
3.2.3 Land use characteris

c stics:
Mehdipaatnam is prredominantly residentiaal in character. Also, th here are siggnificant am
mount of
shopping and educational activitties mostly aalong frontagge of the majjor corridorss. The broad land‐use
characteeristics in th
he area can
n be definedd as residen
ntial land‐usse mixed heeterogeneou usly with
commerrcial and insttitutional land‐uses.
Also catering to the needs of
o the low‐‐income ressidential lan
nd‐use, two vegetable markets
(Humayunnagar and d Gudimalkappur) and a floower markett are presentt in the area .
3.2.4 Pedestrian
n Volume:
Based on the reconnaissance su urvey, pedesstrian characcteristics werre analysed aat the follow
wing four
major lo
ocations in th
he area.
a) Bus terminal Areea
b) Mehhdipatnam R Rythu bazar
c) Gud
dimalkapur veegetable ma arket
d) Merraj café Juncttion
37

n Study (CTS)
The ped
destrian volu ume data has been analyysed for the
ese locationss and their rrespective pe
eak hour
demand d is indicateed inTable 3‐15.
3 Heavy pedestrian flows are observed,
o att Mehdipatn nam bus
terminal and Rythu Bazar Sections.
dings of this ssurvey will be used to deesign, and de
The find evelopment of pedestria n facilities w
within the
existing transportatiion infrastructure to ensuure their safety and mob
bility.
Table 3‐15: Pedestriaan flows in th
he Mehdipatnam area
Road Namme Pedestriians/Hour
Bus terminal area 77704
Mehdipattnam Rythu bazzar 42243
Gudimalkaapur flower maarket 8846
Meraj caféé Junction 19960
3.2.5 Parking ch
haracteristiics:
Even tho ough the roaads of Mehd dipatnam areea possess w wide Right off Way, the eeffective carriageway
being avvailable is lesss due to the e spill over oof parked vehhicles on to the carriageeway. In particular, at
the Meh hdipatnam Bus
B terminal, the shopp ers park the eir vehicles per
p their likiing, unregula
ated and
unautho orized, encrroaching on the main carriage way. w The absence of regularised parking
facilitiessresult in irregular parkking behavioour, which is dismissing at congesstions.To asssess the
parking characteristics in the stu udy area, thee Parking demand surveyys were carrried out on the major
roads, i.e. Old Mumbai road, Vikkarabad roadd, Gudimalkaapur road, H Humayun naggar road for an hour,
the resu ults of parkin ng studies arre tabulatedd inTable 3‐1
16. High parkking demandd has been o observed
along NM MDC to Tolicchowki, and Humayun Naagar to Gudimalkapur ro oad sections.
Table 3‐1
16: Parking chharacteristics in Mehdipatn
nam area.
Stretch Naame Length Peak Hour ECS
NMDC To Flyover Startin ng Point 620 165
5
Flyover Sttarting Point To
o Rythubazar 600 272
2
Rythubazaar To Rethibow wli Junction 780 216
6
Rethibowli Junction To N Nanal Nagar Junnction 400 223
3
Nanal Naggar Junction To Tolichowki 1550 348
8
Nanal Naggar Junction Too Langarhouse 1800 322
2
Rethibowli to Laxmi Nagaar 900 168
8
Laxmi Naggar to Attapur 900 171
1
Humayun Nagar to Meraaj café 150 129
9
Gudimalkaapur to Balaji NNagar(Pallavi ga
ardens) 650 189
9
3.2.6 Speed & Delay

D studie
es:
To accesss the curren
nt operatingg speeds of tthe vehicles and their respective delaays experien
nced, the
journey time, runnin
ng time has been surveyyed along the critical secctions of thee area. The rresults of
this stud
dy are summmarised inTabble 3‐17and TTable 3‐18peer direction, respectivelyy.
Traffic m
moving from NMDC to To olichowki exxperiences delay at three e major inte rsections. Sp
peed and
delay stuudies were cconducted along each of the road strretches, sepa
arately. In thhe opposite d
direction,
however the traffic from Tolicho
owki to NMD DC is not siggnal controlle
ed and hencce for the pu urpose of
the survveys has beenn conducted as one strettch, starting from Tolicho
owki to NMD DC.
38

n Study (CTS)
As showwn in the Tabble 3‐17Hummayun Nagar r to Rethibowwli stretch exxperiences ssignificant am
mount of
delays, ppredominantly, due to the one‐way
t m Meraj‐caffé to Mehdippatnam bus terminal
y stretch from
area exxperiencing unregulated IPT parkinng and road oachments. Maximum speed is
d side encro
observed on Padmaanabhanagar to Langar hhouse while least delays are experiennced on Nan nal nagar
to Tolich
howki section of old Mummbai Road.
he Peak hour
Direction Distance (Km
m) Journey Time (hh:mm:ss)) Journey Speeed (Kmph) % of Delay
NMDC to Rethibowli 2.2 0:05:14 25 19%
Rethibowli to Nanalnagar 0.4 0:01:43 13 37%
Nanalnagaar to Tolichowkki 1.3 0:04:10 19 10%
Humayun Nagar to Gudim malkapur 1.7 0:04:34 22 1%
Gudimalkaapur to Padmanabha Nagar 1.9 0:07:50 15 23%
Padmanab bha Nagar to Nanalnagar 0.3 0:00:52 21 0%
Padmanab bha Nagar to Laangarhouse 2.0 0:02:55 41 0%
Humayun Nagar to Rethiibowli 1.3 0:03:47 21 31%
Rethibowli to Maruthi Naagar 2.1 0:05:37 22 14%
Rythu Bazzar to Indira Naggar 0.8 0:02:26 20 8%
Indira Naggar to Kishan Naagar 2.0 0:06:23 19 0%
he Peak hour
Distance Journey Timee Journey SSpeed
Direction % o
of Delay
(Km) (hh:mm:ss) (Kmp h)
Tolichowkki to NMDC 3.9 0:07:55 30 0%
Gudimalkaapur to Humayyun Nagar 1.7 0:05:22 19 2%
Padmanab bha Nagar to Gudimalkapur 1.9 0:05:07 22 1%
Nanalnagaar to Padmanab bha Nagar 0.3 0:00:48 23 0%
Langar Hoouse to Padman nabha Nagar 2.0 0:03:21 36 3%
Maruthi NNagar to Rethibowli 2.1 0:05:00 25 36%
Indira Naggar to Rythu Bazar 0.8 0:02:05 23 6%
Kishan Naagar to Indira Naagar 2.0 0:07:03 17 7%
3.3 K
Kukatpallly
3.3.1 Network characteristtics
Kukatpaally area provvides access to major poortion of educational, com mmercial, reesidential and
d passer‐
by trips. Major accesss for the external throu gh trips is prrovided by thhe two main corridors naamely; 1)
NH‐9, annd 2) KPHB Main Road ((JNTU).Whilee, NH‐9 corridor forms the East‐Wesst connectorr and the
North‐Soouth connecctivity is provvided by the JNTU corrido or in the area.
Internal circulation wwithin the arrea is provideed by Balaji Nagar, Road no 1, Road nno 4, 9th Pha ase Road,
th
6 Phasse Road, Dharma Reddyy colony Roaad, Vasanthnagar Road,, Nizampet Road, Praga athinagar
Road, Ushamullapud di Road, and d Vivekanandda Nagar Roaad functionin ng as distrib utor/collectoor roads.
These rooads form im mportant junctions with oone anotherr, accommod dating the veehicular acceess in the
area. Th
he area’s pro
oximity to th
he Hi‐Tech CCity and its existing land
d‐use, have propelled th
he traffic
demand d in the area by leaps and d bounds. Thhe existing trraffic circulattion in the sttudy area is sshown in
Figure 3‐18.
39

n Study (CTS)
Also, invventory studdies detailingg the existingg roadways, determining g the effectivve transport network

along th
he prominen nt roads and d critical secctions were conducted in the study y area. The following
f
inventorry efforts inccluded, but w were not lim mited to; BL‐B BL measurem ments, existinng transportt utilities,
existing carriagewayy utilisation, and pedestrrian facilitiess inventory a and this info rmation wass used to
develop the existingg cross sections in the aarea. Existingg cross sections of this aarea are atttached in
Annexure 3.5.

Figure 3‐18: Existing traffiic circulation pattern in Ku
ukatpally areaa
3.3.2 Traffic cha

aracteristic
cs
To quan
ntify the trafffic characteristics in thee area turnin nt and mid‐bblock volume counts
ng movemen
were conducted at ccritical locations along m ajor corridors in the area a.
3.3.2.1 Turning M
Movement Vo
olume Countts:
Table 3‐‐19 summarise the morn ning and eveening peak turning
t movvement counnts conducte ed at the
promineent intersecttions in the area. Thesee figures are in PCU’s de
erived by appplying relevvant PCU
factors tto the observed vehicullar composittion. Also fo
or consistenccy purposes these countts where
derived for 8 Hour sttretch in a day using the diurnal factors in the area attached in Annexure e 3.6
Table 3‐19: Kukatpally aarea: Traffic T
Turning movem
ment flows.
Peak Hour Flow
P w (In PCU’s)
Sl. No Name of the
e Intersection
Morniing Evenin
ng
1 JNTU Junctio
on 6099
9 7594
2 Nizampet Junction 5261
1 6016
3 Usha Mullap
pudi Junction 7602
2 8779
4 Vivekanandaa Nagar Junctio
on 7061
1 8779

40

n Study (CTS)
3.3.2.2 Midblock V
Volume Coun
nts
Mid‐blocks counts w were carried out at criticaal locations aalong elevenn traffic corriidors in the aarea. The
th
traffic corridor inclu
udes major arterial NH‐‐9, JNTU roaad, Road No
o.1, Road Noo.4, IX Phaase road,
Vasanth hnagar road, Nijampet road, Ushaamullapudi Road, and Vivekanand a nagar Ro oad. The
summarry of these results are ta abulated inTaable 3‐20. AAs indicated iin table, thesse counts were used
to analyyse the opeerational standards on tthe corridorr. The road segment beetween Bhaggyanagar
colony tto Mahakaliinagar Road (Ushamullaapudi Road) operating at a a ‘F’ Levvel of service, traffic
operatio on on this strretch is furth
her impededd by on stree et parking, annd pedestriaans spill overr which is
discusseed in major isssues section n of this repoort.
Table 3‐20: Kukatppally area: Tra
affic Midblock
k flows
Peak H
Hour
Sl. No Name of the Section Cappacity V/C
C LOS
PCU
U’s
1 KPHB IX phase to KPHB main road 1,44
48 44800 0.30
0 A
2 Rajiv Gandhi Ciircle To Vasanth
hnagar 761 44800 0.16
6 A
3 Vasanthnagar tto Nizampet Junction 443 44800 0.09
9 A
4 Nizampet Junction to Ram Na aresh Colony 2,49
97 44800 0.52
2 A
5 JNTU to KPHB IIX Phase 2,15
55 77200 0.30
0 A
6 Bhagyanagar CColony to Maha akalinagar 1,42
28 22400 0.60
0 A
7 Bhashyam scho ool to Vivekanaandanagar colonny 1,42
21 44800 0.30
0 A
8 Temple Bus Stoop to KPHB maiin road 834 22400 0.35
5 A
9 METRO to KPHB 5,92
26 77200 0.82
2 D
10 KPHB Bus Stop to JNTU 5,68
83 77200 0.79
9 C
11 Nizampet Junction to Hyderna agar 4,71
12 77200 0.65
5 B
3.3.3 Land use characteris

c stics
Kukatpaally predominantly consists of ressidential lan
nduse. Therre is a siggnificant am
mount of
commerrcial and eduucational (ne
ear KPHB Vil lage Bus Sto ops) trips mo
ostly along frrontage of th he major
corridorrs.
By the nature of it commerccial land‐usee profile on
n the major corridors, unauthorizzed strip
commerrcial land‐usse in form of
o Hawkers, Vendors arre present along
a the mmajor corrido
ors. Also
cateringg to the need
ds of the residential land‐‐use, a Rythu
u bazaar is present in thee area
3.3.4 Pedestrian
n Volume:
Based on the reconn naissance survey, pedesttrian charactteristics were
e analysed aat the followiing three
major lo
ocations in th
he area.
a) JNTUU intersectio
on
b) Nijampet Interseection
c) KPHB bus stop to JNTU section
The peddestrian dataa has been analysed for this location ns and their respective ppeak hour de emand is
indicated inTable 3‐‐21 Heavy pedestrian
p fl ows are obsserved at all the three locations with JNTU
intersection standing at top
41

n Study (CTS)
The find
dings of thee survey willl be used too design, facilitate and encourage the developpment of
pedestriian facilities within the eexisting transsportation in nfrastructure e to ensure ppedestrian sa
afety and
mobilityy.
Table 3‐21: Pedesttrian flows in tthe Kukatpallly area
Sl.No Location Peak Hour Flow of Pedesttrians
1 JNTU Juncttion 4610
2 Nizampet JJunction 3182
3 KPHB Bus Stop 2470
3.3.5 Parking ch
haracteristiics:
The majjor arterial NH‐9
N has been providedd with servicce roads on either side oof carriagewway. With
level diffference of 2m
2 on south hern side of NH9, this sttretch is awa
ay from its i ntended use
e, as it is
severelyy affected with
w the on street park ing. On the North direction, with the major shopping
s
centers, often the p parked vehicles spills oveer to the carrriageway red ducing the eeffecting the through
movemeent vehicles especially at a the KPHB B Bus stop area. Also on n JNTU roadd at Rythu bazar
b the
shopping commuterrs park their vehicles ass and they like, encroaching on thee Carriage way. w The
absencee of regularissed parking facilities aree resulting to
t the irregu ular parking behaviour, which is
dismissing at congesstions.The m maximum deemand has b been observe ed along Ushhamullapudi junction
to JNTU section. To assess the p parking charaacteristics in the study area, the Parkking demand d surveys
were carried out on the major roads, i.e. NH H‐9, JNTU Ro oad, Nijampe et Road, Viveekanandanaggar Road,
Ushamu ullapudi Road d for an hourr, the resultss of parking sstudies are ta abulated inTTable 3‐22.
Table 3
3‐22: Parking characteristiccs in Kukatpally area
Length of the Stretch Peak Deemand
Sl.No Location
(in m
mts) (EC
CS)
1 Y Junction – K
KPHB main Road 1060 10
08
2 Bhagyanagar colony (TEMPLLE) to Bhagyanaagar lake 68
80 57
7
3 Vivekanandan nagar Junction to Bhashyam SSchool 88
80 15
56
5 Nijampet road 90
00 20
01
7 JNTU Road 14000 38
81
9 IX PHASE to KKPHB 40000 15
57
10 Usha Mulapudi to JNTU(NH9 9) 20000 51
14
3.3.6 Speed & Delay

D studie
es:
To assesss the currennt operating speeds of t he vehicles and their respective delaays experien nced, the
journey time, runninng time has been surveyyed along th ections of thee area. The result of
he critical se
dy carried out
the stud o in the area are suummarised inTable
i 3‐233 and Tablee 3‐24 per direction
respectively.It can b
be summarise ed that the ddelays occurr mainly due to disruptioons from unrregulated
pedestriian movements and auxiliary transpoortation facilities such as parking andd controlled d delay.
Traffic m
moving fromm Metro to Nizampet
N junnction on NH nces control delay at four major
H‐9 experien
intersections. Hencee speed and d delay studdies were coonducted alo
ong each off this road stretches
s
separateely. It is noteeworthy thatt, the more tthan 50% dellay is experie enced on maajor arterial N NH9 with
maximum along threee stretchess of road (Usshamullapudi Junction to o JNTU, JNTUU‐Nizampet JJunction,
(Both d directions) and Usham mullapudi too Metro) all a of whicch from a dense com mmercial
neighbo ourhood. Trafffic delays arre very pronoounced at JN NTU with 60‐‐65%.

42

n Study (CTS)
he Peak hour
Journney
Distance Journey Time Perce
entage of
Sl. No. Direction (Up) Speeed
(Km) (hh:mm:sss) Delay
D
(Kmpph)
1 Metro to Usha Mullapudi 2.0 00:05:18 22 3.77%
2 Usha Mullapu udi to JNTU 1.0 00:05:18 12 62.58%
%
3 JNTU to Nizammpet cross roadds 0.8 00:05:09 9 65.70%
%
4 Rajiv Gandhi R
Roundabout to JNTU (NH9) 1.5 0:03:57 23 15.61%
%
NH9 (Vasantth Nagar) to Rajiv Gandhi
5 2.4 0:05:28 26 0.00%
Roundabout
6 Rajiv Gandhi R
Roundabout to Road No 1 2.2 0:05:15 25 0.00%
7 VI Phase to Vaasanth nagar 1.0 0:03:10 19 0.00%
8 Nizampet Junnction to Nizampet 2.2 00:05:38 23 0.59%
9 NH9 to Vivekaananda Nagar 1.5 0:03:32 25 0.00%
Usha Mullappudi to Bhagyaa Nagar lake
10 0.9 00:01:57 28 0.00%
(One‐Way On nly)
he Peak hour
Distance Journey Time Jourrney Perccentage of
Sl. No Direction (Do
own)
(Km) (hh:mm:sss) Speed ((Kmph) Delay
1 Usha Mullapuudi to Metro 2.0 00:07:40
0 155 44.57%
4
2 JNTU to Usha Mullapudi 1.0 00:05:04
4 1 2 62.17%
6
3 Nizampet cross roads to JNT TU 0.8 00:04:55
5 100 65.42%
6
4 JNTU (NH9) too Rajiv Gandhi Roundabout 1.5 0:03:03 300 0.00%
Rajiv Gandh hi Roundabou ut to NH9
5 2.4 0:05:56 244 0.00%
(Vasanth Naggar)
6 Road No 1 to Rajiv Gandhi Roundabout 2.2 0:05:16 255 8.23%
7 Vasanth Nagaar to VI Phase 1.0 0:03:03 200 0.00%
8 Nizampet to NNizampet Juncttion 2.2 00:05:38
8 233 0.00%
9 Vivekananda Nagar to NH9 1.5 0:03:25 266 0.00%
3.4 M
Malkajgirri
C tics:
Malkajgiri area is su
urrounded byKrishna
b Deeva Raya Road, Malllapuur Road, ZTCC Road, Anandhbagh
Road an
nd Dayanand dnagar Roadd. The resid ential comm
munity is maarooned by Railway line es and a
number of Rail Oveer Bridges (ROB), Undeerpasses and d Level Crossing locatio ns exist in the area
providin
ng the crosss connectivitty across thhe Railway lines.
l The main
m lifeline of this are
ea is the
Malkajgiri Road, prroviding access to the majority of the commuters in thiss area. Norrth‐South
connectivity in the aarea is providded by three major roadss; Malkajgiri,, Moula‐ Ali aand Malllapu ur Roads.
Howeveer, these road nterconnecteed forcing the commuterrs to use inteernal routes onto the
ds are not in
Malkajgiri Road. Peerhaps, for this very rreason, the residential dwellings hhave predominantly
developed adjacent to Malkajgirri Road, overr the years.
The threee north‐souuth connecto ors, althoughh present inn the same area,
a cater tto the needss of their
respective land‐uses present in n different ppockets in the community; Moula‐A Ali Road serrving the
north reesidential po
opulation, Mallapur
M roadd serving the
e industrial traffic
t from Nacharam industrial
area and d Malkajgiri road, as men ntioned befoore, catering to the need of residentiial commuters. Given
its naturre the Malkaajgiri road, iss also called the main sp pine of the co ommunity. Itt is noteworrthy, that

43

n Study (CTS)
majorityy of the bus routes are served by thi s corridor. O Of 3704 Bus ttrips passingg through thiis area, a

total demand of 842 2 Bus trips haave been obbserved on th he Malkajgirii Road. Also,, the area is provided
with fou
ur MMTS railway stations for caterring to the needs
n of ressidential poppulation in the
t area.
Figure 3‐19illustratees the existing road netw
work in the M Malkajgiri stud dy Area.

Figure 3‐19: Existinng Circulation
n of Malkajgiri Area
Also, invventory studies detailing the existing roadways, d determining the effectivee transport nnetwork
along thhe prominentt roads and ccritical sectioons were con nducted in thhe study areaa. The follow
wing
inventorry efforts inccluded, but w
were not limiited to; BL‐BL measurements, existinng transport utilities,
existing carriagewayy utilization, and pedestr ian facilities inventory an nd this inform
mation was used to
develop the existingg cross sectioons in the areea. Existing ccross sections are attacheed in Annexuure 3.7.
3.4.2 Traffic Cha

aracteristic
cs
of 2, 80, 000
A total o dy area on daily basis. Too assess the traffic in
0 vehicle trips enter and exit the stud
the areaa Turning Mo ovement and Mid‐Block k Volume Counts data were conducteed in major roads of
the areaa.
3.4.2.1 Turning M
Movement Vo
olume Countts
Turning Movement Counts werre conductedd at the crittical Intersecctions in thee area. However, for
consisteency purposees, these co
ounts were derived for a 12–hour time periodd. The morn ning and
44

n Study (CTS)
evening Peak hourr volumes (in PCUs) aare listed inTable

i 3‐25, and theeir detailed 12‐hour
represen
ntation is atttached in Annexure 3.8.
Table
e 3‐25: Malkajjgiri: Turning Movement C
Counts
Peak Ho
our Flow (In PCCU’s)
Sl.no Name of the In
ntersection
Morning
M Evening
1 Anandbagh 2799 3144
2 Safilguda Railw
way Station 1564 1756
3 Safilguda X Roaads 2737 3074
4 ZTS X Roads 3072 3451
5 HB Colony 3054 3409
6 Nacahram 4086 3514
7 Lalapet 3873 4324
8 Malkajgir 1763 1981
9 Lalaguda Gate 2515 2825
10 Mettuguda Inttersection 8105 8543
11 Tarnaka Intersection 7920 8050
12 Habsiguda Inteersection 10195
1 9668
3.4.2.2 Mid‐Block Volume Cou
unt
Mid‐Block counts alo ong critical traffic corridoors in the are ea have been n gathered; nnamely Krish hna Deva
Raya Rooad, Malkajggiri Road, Maalllapur Roadd, Moula‐Ali Road and Dayanand
D Naagar Road. The
T peak
hour vehicular trafffic flows were convertedd into PCU’ss for each segment.
s Deetailed resultts of the
surveys are attached in Annexu ure 3.8. Alsoo, the existin
ng levels of service
s on thhese segments were
analysed d from available road w way capacitiees and are in ncluded inTable 3‐26. Ass shown in the table,
the operational leveels along Maalkajgiri to SSafilguda Raiilway Station n road are ccurrently low w. This is
further deterred byy the presence of a Leveel Crossing along
a this ro
oad segmentt. Krishna De eva Raya
Road beetween Tarn naka and Habsiguda inteersections exxperienced a a high influxx of traffic using
u the
upstream m and down nstream interrsections forr their respecctive directio onal travel, hhence, worse ened V/C
ratios.
Tab
ble 3‐26: Malkkajgiri: Trafficc Mid‐Block flows
Sl. No NName of the Section Peak H
Hour PCU’s Capacity V/C LOS
1 NNFC Road (NFC X Roads to Cha arlapally) 1498 2,400 0.62 B
DDayanandnagar Road (Mettugguda to
2
DDayanandnagar) 907 2,400 0.38 A
3 MMoula Ali Roadd (Tarnaka Jn to Moulali) 3409
3 4,800 0.71 C
MMalkajgiri Roadd (Malkajgiri to Safilguda Rly
4
SStation) 1415 2,400 0.59 A
5 AAnandhbagh Ro oad (Safilguda tto ZTC Cross Rooads) 1367 2,400 0.57 A
6 MMalllapur Roadd (Habsiguda to NFC X Roads) 2531
2 4,800 0.53 A
KKrishna Devaraya Road
7 8657
8 7,200 1.20 F
((Tarnak Jn to Habsiguda Jn)
KKrishna Devaraya Road
8 7492
7 7,200 1.04 F
((Mettuguda Jn to Tarnaka Jn)
3.4.3 Land Use Characteri

C stics
Residenttial land‐usee is predominnant, comprrising of manny residentia
al colonies inn the Malkajgiri area.
This land
d‐use is facilitated by the mercial and retail land u ses primarilyy located
e presence oof strip comm
45

n Study (CTS)
along MMalkajgiri road. Also, sparrsely locatedd are educational instituttions and othher land uses such as
Librariess etc compleementing thee predominannt land use in the area.
3.4.4 Pedestrian
n Volume
With thee area beingg residential, utmost signnificance to tthe pedestriaans is neede d. Based on the field
observations and ro oad inventorry data it hass been obse
erved that th
he area lack pedestrian facilities.
The peddestrian dataa has been collected andd analysed att the critical section andd their corressponding
results aare listed inTTable 3‐27.
Table 3
3‐27: Pedestriian Flows in M
Malkajgiri study area
Sl.No Location Peak Hour Floww of Pedestrians
1 Anandhbagh Intersection 4462
2 Mettuguda In ntersection 22034
3 Tarnaka Interrsection 33086
4 Habsiguda Inttersection 11706
5 Malkajgiri Circle 22652
3.4.5 Parking Ch
haracteristtics
Strip commmercial and small retaiil shops serv e this residential neighborhood withh insignificant parking
demand d. Exceptionss are concenntrated comm nts (Malkajgiiri Bus Stop, Anutex Inte
mercial poin ersection
etc), experiencing some
s ng demand during theiir peak operations. Parrking Deman
parkin nd along
Malkajgiri Road wass estimated b based on thee field obserrvation and tthe results aare tabulated d inTable
3‐28.
Table 3‐28: Parking chaaracteristics iin Malkajgiri sstudy area
Sl.No Location Leength of the Strretch (in mts) Pea k Hour Demand (ECS)
1 Malkajgiri Roaad 1400 0 536
3.4.6 Speed and

d Delay
The speed and delaay studies ha ave been carrried for majjor roads of the area. Sixxteen corridors were
identifieed and theirr respective results are tabulated inTable 3‐29
9 and Table 3‐30, per direction,
d
respectively. It hass been obse erved that tthe stretch between Anandhbagh intersection n to ZTC
intersections experiences significant amounnt of delay, predominantly contributted by the adjoining
a
land‐usees and the prresence of Le evel Crossingg along this sstretch.
Table 3
3‐29: Malkajggiri: Speed and Delay (Up S
Stream)
Distance Journey Time Journeey Speed Pe
ercentage
Sl.No Direction (UP
P)
(Km) (hh:mm:sss) (Kmmph) of Delay
1 Mettuguda ‐ Lalaguda Gate 0.97 00:01:57
7 299.87 0%
2 Lalaguda Gatee – Malkajgiri 0.5 00:01:28
8 200.58 0%
3 Malkajgiri ‐ M
Malkajgiri PS 1.45 00:03:14
4 277.39 1%
4 Malkajgiri PS ‐ Anand Bagh 1.5 00:03:28
8 266.72 0%
5 Anandbagh ‐ Safilguda X Rds 0.25 00:01:01
1 199.06 2%
6 Lalaguda Gatee ‐ Safilguda Rlyy Station 3 00:08:47
7 200.53 2%
46

n Study (CTS)
Distance Journey Time Journeey Speed Pe

ercentage
Sl.No Direction (UP
P)
(Km) (hh:mm:sss) (Kmmph) of Delay
7 Safilguda Rly Station ‐ Safilgu
uda X Rds 0.35 00:01:26
6 144.75 2%
8 Anand Bagh ‐‐ ZTC X Rds 2.15 00:07:37
7 200.18 34%
9 ZTC X Rds ‐ N
NFC X Rds 2.2 00:04:37
7 288.84 0%
10 NFC X Rds – Nacharam 3.1 00:06:40
0 288.78 0%
11 Nacharam – H Habsiguda 2.15 00:06:11
1 200.84 16%
12 Habsiguda – TTarnaka 1.4 00:03:15
5 255.78 22%
13 Tarnaka ‐ Lalaguda 1.4 00:03:22
2 255.44 1%
14 Lalaguda – Malkajgiri 1.3 00:03:26
6 222.81 1%
15 Lalaguda ‐ ZTCC X Rds 2.8 00:04:45
5 355.53 1%
16 Tarnaka – Meettuguda 2.15 00:02:52

2 455.50 0%
Table 3‐‐30: Malkajgirri: Speed and Delay (Down Stream)
Journeyy
Distance Journey Time
T Percen
ntage
Sl.No Direction (Do
own) Speed
(Km) (hh:mm:ss) of Dela
ay
(Kmph))
1 Lalaguda Gatee – Mettuguda 0.97 00:02:02 28.64 0%
2 Malkajgiri ‐ Laalaguda Gate 0.5 00:01:25 21.28 0%
3 Malkajgiri PS – Malkajgiri 1.45 00:03:07 27.95 2%
4 Anand Bagh ‐‐ Malkajgiri PS 1.5 00:03:30 26.18 0%
5 Safilguda X Rd ds ‐ Anand Baghh 0.25 00:01:20 20.08 3%
6 Safilguda Rly Station ‐ Lalagu
uda Gate 3 00:07:35 23.71 1%
7 Safilguda ‐ Safilguda Rly Stattion 0.35 00:01:28 14.31 0%
8 ZTC X Rds – AAnandbagh 2.15 00:10:42 19.58 48%
9 NFC X Rds ‐ ZTTC X Rds 2.2 00:04:46 28.14 0%
10 Nacharam ‐ N NFC X Rds 3.1 00:05:37 33.48 0%
11 Habsiguda – N Nacharam 2.15 00:06:28 20.25 8%
12 Tarnaka – Habsiguda 1.4 00:02:31 33.89 0%
13 Lalaguda – Taarnaka 1.4 00:03:41 24.02 2%
14 Malkajgiri – Lalaguda 1.3 00:03:25 22.95 1%
15 ZTC X Rds – Laalaguda 2.8 00:04:48 35.64 2%
16 Mettuguda – Tarnaka 2.15 00:02:53 48.22 0%
3.5 V
Vanastha
alipuram
C tics
The roaad network in the Van nasthalipuram m area pre edominantly serves resiidential trafffic. It is
surrounded by majo or roads wa
ays providingg regional access
a through NH‐9 (Viijayawada Highway),
H
Sagar Ro oad, and Inn ner Ring Road. In additioon to these e external Passser‐by trips, the local tra
affic uses
these ro oads for acccessing the Vanasthalippuram localitty. Vanasthaalipuram Rooad, Prasanthi Nagar
Road, FC CI colony ro he connector roads withhin the area forming
oad and TV colony road serve as th
critical in
ntersection w with the aboove mentioneed major corrridors.
The inteensity of thee trips that are genera ted is relatiively low pe er unit area.. The transpportation
networkk under the eexisting cond ditions lackss the necessaary facilities for a smootth, efficient, and safe
movemeent of its residents. The e Bairamalguuda bypass carries
c ge portion oof truck traffic with a
a larg

47

n Study (CTS)
direct connectivity between Sa

agar Road annd NH‐9, allowing the truck
t traffic
c to bypass the area
without affecting the
t environmment of ressidential lan
nd‐use.Figuree 3‐20show ws the existing road
networkk and its resp
pective circulation in the area.

Figure 3‐‐20: Existing CCirculation of Vanasthalipu
uram Area
Also, a ttotal of 271 b bus trips on daily basis. O
buses serve the study arrea performing to 2935 b Of these,
1175 buus trips cater to the patro
onage demannd in the areea.
Also, invventory studdies detailingg the existingg roadways, determining g the effectivve transport network
along th
he prominen nt roads andd critical secctions were conducted in the study
f
inventorry efforts inccluded, but wwere not lim mited to; BL‐BBL measurem ments, existinng transportt utilities,
existing carriagewayy utilization, and pedestrrian facilitiess inventory a
and this info rmation wass used to
develop the existingg cross sectioons in the areea. Existing ccross sections are attacheed in Annexu ure 3.9.
3.5.2 Traffic Cha

aracteristic
cs
A total o o assess the ttraffic characteristics
of 2,50,000vvehiclesenterr and exit thee area on daaily basis. To
in the aarea Turningg Movementt Counts andd Mid‐Blockk Volume Co ounts data w
was collecteed at the
critical ssections.

48

n Study (CTS)
3.5.2.1 Turning M
Movement Co
ount at Juncttions:
Turning Movement Counts at critical inteersections were
w conduccted in the area. Howe ever, for
consisteency purposees, the Turning Movemeent Count att the study intersections
i s was derive
ed for 12
hours. TThe morningg and eveninng Peak houur volumes (in
( PCUs) are listed inTaable 3‐31, with
w their
detailed
d 12‐hour rep presentation attached in Annexure 3 3.10.
Table 3‐31: Vanasthalipuram
m area: Traffiic Turning mo
ovement counnts
Peak Hour Jun
nction Volume (In PCU’s)
Sl. No Junction
Morning
M Evening
1 L B Nagar 8725 9560
2 Bairamalguda YY‐Junction 4942 5216
3 Chinthalakuntaa Check post 7722 7946
4 Panama Go doown 6536 6875
5 Sushma Theatrre 4492 4670
6 Water Tnak 1100 1161
7 B N Reddy 900 942
8 Hasthinapuram
m Junction 2129 2242
3.5.2.2 Midblock V
Volume Coun
nts
Mid‐Block counts alo ong major trraffic corridoors namely N NH 9, Inner Ring Road, Naagarjuna Saggar Road,
Bairamaalguda Bypasss Road, Prassanthi Nagarr Road and V Vanasthalipuram Road inn the area ha ave been
conductted. Detailed
d results of the
t survey aare provided in Annexurre 3.11. The peak hour vehicular
v
traffic flo
ows were co
onverted into o PCU’s for eeach segmen existing levells of service on these
nt. Also, the e
segmentts were anaalysed from available rooad way cappacities and are includeed inTable 3‐32.
3 The
effectivee carriagewaay capacitiess is inadequaate to cater tto the trafficc needs on BBairamalguda Bypass
Road, arre, indicated by the service levels of ooperation.
Table 3‐3
32: Vanasthallipuram: Trafffic Mid‐block volumes.
Sl.no Road Name Peak Hour PCCU’s Capaccity V/C LOS
1 Vanasthalipuraam Main Road ((Panama to NG GO’s Colony) 2,161 2,4000 0.91 E
2 NH‐9 (L B Nagaar Jn to Sushma
a Theatre Jn) 6,357 4,8000 1.12 F
3 Inner Ring Road (L B Nagar Jn to IRR Jn) 4,059 7,2000 0.34 A
Bairamalguda Bypass (Chinthhalakunta Jn to
4 3,641 2,4000 1.36 F
Bairamalguda JJn)
5 Sagar Road (Baairamalguda Jn to Hasthinapurram Jn) 3,504 7,2000 0.60 A
Vanasthalipuraam Road (Sushm ma Theatre Jn tto
6 2,024 2,4000 0.95 E
Hasthinapuramm Jn)
3.5.3 Land use Characteris

C stics
Vanasth halipuram iss the primaary residenttial colony, located in the south ‐eastern se ection of
Hyderab bad Metropo olitan Area. Over the yeears, it has been
b built up as a well planned community
with thee broad residdential land use. Strip coommercial along NH‐9 and the retai l land use in n form of
Rythu bbazaar exist catering to
o the need s of this re esidential area. Also, ssparsely locaated are
recreatio uch as Parks,, Movie Theaatres, and Religious Placces etc, com
onal uses su mplementing the area
profile.
49

n Study (CTS)
3.5.4 Pedestrian
n Volume
With thee area beingg residential,, utmost atteention to the pedestrian n traffic is neeeded. Based on the
field observations and
a road invventory dataa, it has bee en observedd that the a rea lacks peedestrian
facilitiess. The pedesstrian data has been coollected and
d analysed at the criticaal sections and
a their
correspo onding resultts are listed inTable 3‐333.
Tab
ble 3‐33: Vanaasthalipuram area: Pedestrian
Sl.No Location Peak Hour Floww of Pedestrians
1 Panama Go down 11372
2 Sushma Theatre 6632
3 Rythu Bazar 11520
4 B N Reddy 4480
5 Hasthinapuraam Junction 4438
3.5.5 Parking Ch
haracteristtics
Commerrcial strip and small retaiil shops servve this reside ential neighborhood withh insignificant parking
demand d occurring in the area. Exceptions aare the conccentrated commercial acctivity pointss such as
Vanasthhalipuram Ryythu bazaar, Prasanthi N Nagar Road and
a Vanasth halipuram Rooad. To estim
mate the
parking demand, su urveys were conducted at these locations, and d results aree summarize
ed in the
Table 3‐34.
Ta
able 3‐34: Va nasthalipuram
m area: Parking
Sl.No Location Leength of the Strretch (in mts) Pea k Hour Demand (ECS)
1 Vanasthalipurram Road 720
0 132
2 B N Reddy Roaad 900
0 186
3 At Rythu Bazar 150
0 151
4 FCI Colony Road 970
0 30
3.5.6 Speed and

d Delay
The speeed and delayy studies havve been carriied out for crritical segme ents of the arrea. Nine corrridors in
the areaa were identtified and the eir respectivve results are
e tabulated inTable 3‐355 and Table 3 3‐36, per
n, respectiveely. As indiccated, none of these corridors expe
direction erience signiificant delayy with an
average speed of 200 Kmph preva ailing in the aarea.
It is notteworthy, th
hat the land use concenntrated alon
ng the Vanassthalipuram road is den
nse from
Sushma Theatre to R Rythu bazar,, and sparse between Ryythu bazaar a and the Hastthinapuram junction.
The speeeds of travell is low but th he delays aree not noticeaable.
Table 3‐35: V
Vanasthalipurram area: Spe
eed and Delay
y (Up Stream))
Distancee Journey Time Joourney Percentage
Sl. No. Direction (UP)
(Km) (hh:mm
m:ss) Speedd (Kmph) of Delay
1 NH ‐9 (L B Naggar Jn to Sushma Theatre Jn) 2.81 00:07:27 222.79 19.41%
2 IRR (L B Nagar Jn to Inner Ringg Road Jn) 0.62 00:01:37 224.80 25.71%
Sagar Road (Baairamalguda Jn to
3 2.87 00:05:08 333.55 0.65%
Hasthinapuramm Jn)
Bairamalguda Bypass (Chinthalakunta Jn to
4 1.12 00:03:30 119.20 22.14%
Bairamalguda Jn )
Prasanthi Nagaar Road (Panam ma Jn to Water
5 0.97 00:02:15 225.87 0.00%
Tank Jn)
50

n Study (CTS)
Distancee Journey Time Joourney Percentage

Sl. No. Direction (UP)
(Km) (hh:mm
m:ss) Speedd (Kmph) of Delay
Vanasthalipuraam Road (Sushm ma Theatre Jn
6 3.23 00:08:25 223.03 0.00%
to Hasthinapurram Jn)
BN Reddy Rd (A Arunodaya Colony to Kamala
7 1.24 00:03:28 221.46 2.29%
Nagar)
TV Colony Rd ((V Puram Rd to Bairamalguda
8 2.63 00:07:35 220.81 0.00%
Rd)
FCI Colony Rd (Parasanthi naggar rd to N
9 2.49 00:07:16 220.56 0.00%
Sagar Rd)
T
Table 3‐36: Va
anasthalipuraam area: Spee
ed and Delay ((Down Stream
m)
Dista
ance Journey Time JJourney Percentag
Sl. No Direction (Down)
(Km) (hh:m
mm:ss) Speeed (Kmph) e of Delay
1 NH ‐9 (Sushm
ma Theatre Jn to
o L B Nagar Jn) 2.81 00:0
07:20 22.01 16.57%
2 IRR (Inner Rin
ng Road Jn to L B Nagar Jn) 0.62 00:0
02:32 19.39 37.66%
Sagar Road (HHasthinapuram Jn to Bairamalgguda
3 2.87 00:0
05:54 29.20 16.67%
Jn)
Bairamalgudaa Bypass (Bairammalguda Jn to
4 1.12 00:0
03:29 19.29 0.00%
Chinthalakunta Jn)
Prasanthi Naggar Road (Wate er Tank Jn to Paanama
5 0.97 00:0
02:27 23.76 19.69%
Jn)
Vanasthalipuram Road (Hastthinapuram Jn to
6 3.23 00:0
08:53 21.82 0.00%
Sushma Theatre Jn)
BN Reddy Rd (Kamala Nagarr to Arunodaya
7 1.24 00:0
03:26 21.67 0.49%
Colony)
8 TV Colony Rd (Bairamalguda a Rd to V Puramm Rd) 2.63 00:0
07:39 20.63 0.00%
FCI Colony Rdd (N Sagar Rd to
o Parasanthi na gar
9 49
2.4 00:0
07:17 20.51 0.00%
rd)

51

4. PROPOSEED IMPRO
OVEMENT
4.1 S
Secunderrabad
The pro
oposed impro ovements in n the area w
were concepptualized taking into connsideration, the field
data, traaffic hotspots and best engineering ppractices. The overall imp provement pplan in Secun nderabad
aims at oorganizing th
he current trransport systtem per the area needs a and requirem ments, to faccilitate all
the road users. Thhis effort fo
ocused on m he short term needs, but where deemed
mitigating th
necessary, long‐term m proposals h have been reecommended.
The imp
provements under the proposed cooncepts are categorized
d into the foollowing asp
pects for
better understandin
ng and implementation.
4.1.1 Ove Circulation P lan
erall Traffic C
4.1.2 Juncction/Road ssection Imprrovement
4.1.3 Public Transport Facilities: i mprovemen
nt
4.1.4 Pedestrian Facillities
4.1.5 Parkking improve
ement
4.1.6 Regulations/ Ro
oad marking signages
4.1.7 Longg‐Term imprrovement linnkages
4.1.1 Overall Tra

affic Circullation Plan
As a neear‐short term solution n, one‐way circulation has been proposed aloong St.Maryy’s Road,
S.D.Road d, Rezimentaal bazar Road in the clocckwise directtion. Per the e existing circculation and d keeping
in view tthe disruptio ons to the th hrough trafficc from the auxiliary supp porting facilitties such as hawkers,
side shoops and vend dors etc. the bidirectionaal flow, most often than n not, results i n significant capacity
reductioon. Hence, to o address th his issue it haas been proposed that a a unidirectioonal flow, along with
re‐organ nizing the auuxiliary facilitieswould yyield a much els of operaation in the area. As
h better leve
indicated in Table 4 4.1,all of the five critical segments o operate at an n acceptablee level of service per
the prop posed circulaation plan. A As shown in FFigure. 4.1, w with the exce eption of thiis section, th he rest of
the circu
ulation in th
he area rema ains unchan ged. Propossed cross‐secctions in thee Secunderabad area
are attacched in Anne exure 4.1.
52

n Study (CTS)

Figure 4‐1: T
The overall Trraffic circulatiion in Secunderabad Area

Table 4‐1: Comparison of Level oof Service witth proposed O
One way circuulation
Existing LO
OS Propoosed LOS
S.No. Road Name
Volume Capacity V/C LO
OS Volum
me Capacityy V/C LOS
1. Clock tower –
2444 4800 0.51 A
A 3747
7 4800 0.78 C
Saangeeth
2. Saangeeth to
4800
Keys High 4943 1.03 F 6457
7 7200 0.90 D
scchool
3. Keys High
4800
scchool to 3956 0.82 D 4057
7 4800 0.85 D
Rathifile
4. Rathifile –
3600
Seecunderabad 2277 0.63 B 4222 3600 1.22 F
sttation
5. Seecunderabad
4800
sttation to 4243 0.92 E 5843 6000 0.97 E
Clock tower
4.1.2 Junction / Road secttion Improv

vement:
The inteersections are
a redesign ned, where applicable, to suit the
e proposed one‐way circulation
Clock Tower, Sangeeth, KEYES high sschool, and Rathifile. Alll of the intersections
patternss, including C
are pro
oposed to operate
o with
h a signal ccontrolled by
b appropria
ate signal pphases serviing their
respective demandss.
53

n Study (CTS)
Also, thee critical inteersections in
n the area h ave been re
econfigured, where apprropriate, to m
meet the
demand d requiremen nts. The peak hour volum mes at the junctions were considereed, as a consservative
estimatee, to proposee the improvvements at thhe intersectiions.
4.1.2.1 Clock Tower intersectiion
Figure 44‐2andFiguree 4‐3illustrattes the propposed modiffications at thisintersect
t tion. Whilst, both of
them mmeet the demmand requirements, thee only difference is that the vehiclees would be heading
straight towards YMMCA junction n served by aan exclusive signal phase (protectedd phase) in O Option 1,
and wou uld be requirred to travel around the Clock Tower and be servved by a perrmitted movement in
Option 22. Currently, existing dem mand at this intersection n already warrrants a signaal and is proposed to
be contrrolled by a signal with mo odifications tto its phasing to accomm modate the oone‐way ope erations.
Figure 44‐2: Proposed rearrangeme ent of Clock Toower Figu

ure 4‐3: Propo
osed rearrangeement of Clocck Tower
juncction Option:1
1 junction Optiion:2
4.1.2.2 Sangeeth JJunction
Approacch leg of Sanngeeth from Clock toweer would suppport the on
ne‐way circu lation. Based on the
proposeed Intersectio on design, as
a shown inFFigure
4‐4, acccess from the otherr three leggs is
prohibited on to thiss approach leg. It is propposed
to modiify the signaal phasing att this interseection
to accoommodate the one way circulaation.
Existing four phaase signal arrangemennt is
proposeed to be mod dified to a thhree phase ssignal
control, providing surplus green n capacity foor the
proposeed movemen nts.
Based o
on Road inveentory surve ey, six clear lanes
are avaiilable betweeen Sangeethh and Keyess High
School. Bus trips forrm a significa
ant portion oof the
Figure 4‐4: Proposed Saangeeth Juncttion
modal ssplit of the vvehicles rerouted througgh the Arrangemeent
one‐wayy circulation n. Per the proposed ssignal
design, tthe right turrning movem ment from Saangeeth tow wards KEYES high school would be se erved on

54

n Study (CTS)
two conncurrent phaases one as a protected and the othher an overlap phase, g reatly beneffiting the
one‐wayy circulating vehicles. Wh hen the greeen phase serrving the veh hicles from ISSKON is in op peration,
the crosssing pedestrians are served on a cooncurrent ph
hases ensuriing their saffe mobility. Also,
A the
cross peedestrian mo
ovements alo ong other leegs would be
e served when the conccurrent signa al phases
are in operation. Such an arranggement wouuld improve the overall intersection operation le evels and
provide relief to whaat was underr existing connditions, a co ongested inttersection.
4.1.2.3 KEYES high
h school juncction
It is pro
oposed thatt the Mothe er Teresa sttatue be
retained d and length of median be shorteneed at this
intersection. The one way circulation
c aand the
Mother Teresa statu ue helps segrregate the roouting of
the busses by theeir terminal. Buses boound to
Gurudw wara would stack
s up on the
t right moost three
lanes w with the onnes needing to be serrviced in
Secundeerabad on th he left most tthree lanes. A Also, the
Uppal bus terminal is nearby this intersectioon and it
has been n proposed tthat its operations be seggregated
from thee traffic floww. Sign boards are propossed to be
installed d prior to the approa ach of inteersection
informin ng the bus drivers the t usage of the
designatted bus laanes toward ds Gurudwaara and
Secundeerabad S
Station, respectively.
r This Figure 4‐5: Prroposed Keyees High school Junction
intersection is proposed to operate
o as a signal Arrangem ment
control also providing access frrom St.Franccis Road. Figgure 4‐5illusttrates the pproposed red
design of
KEYES high school ju unction.
4.1.2.4 Rathifile Ju
unction
Unautho orized right m
movements would
be prohhibited by the provision n of a
raised island in the junction n box.
Movemeents towards Secunde erabad
station would be provided as a
permitteed flow movement
m at this
intersection. Olipheenta bridge traffic
predominantly, consists of Bus
flows, p
traffic entering th he Rathifilee Bus
terminal. Pedestriian safety and
mobilityy are provid
ded by mea ans of
crosswalks. Figure 4‐6illustrate es the
layout oof proposed R Rathifile juncction.
Figure 4‐6
6: Proposed Rathifile Junctiion Arrangem
ment

55

n Study (CTS)
In addition to the above,

a important interseections in th
he
area haave been reeconfigured, based on tthe vehiculaar
flow, avvailable Rightt of way and d their vehic ular demand d.
Listed below is a detailed descriptiion of th he
improveements prop posed at eacch of these intersections.
Utmost priority haas been pro ovided in ddeveloping a
pedestriian friendlyy system providing cross walks,
concurreent pedestrrian phases,, where apppropriate to t
ensure ttheir safety aand mobility.
4.1.2.5 Patny Juncction
Retainin ng the exissting intersection conffiguration, a
channelized free lefft turn from Clock towerr approach o on
to the R
R.P.Road hass been propo
osed.Figure 4‐7illustrate
ed
the reco onfigured Pattny junction.. Figure
e 4‐7: Proposeed redesign o
of Patny
Junnction
4.1.2.6 Paradise Ju
unction
Giving the conssideration to heavy

pedestriians flow, cross
c walks have been
proposeed with concurrent sign nal phases.
Also, it iis proposed for the upgradation of
sidewalkks at this inttersection. It is highly
recomm mended thaat as a long term
measuree, to reconffigure this in ntersection
as a jun
nction box, providing an n exclusive
pedestriian signal phase to meet the
pedestriian demand. The proposed
reconfiggured Parradise jun nction is
illustrateed inFigure 4 4‐8. Figure
e 4‐8: Propose
ed redesign off Paradise Jun
nction
4.1.2.7 Rasoolpurra Junction
Figure 4‐9illustrates the proposed
p
design of Rasoolp pura junctio on. This
intersection has been propo osed to
operate as a signal ccontrolled byy a three
phase system to o achieve optimal
conditioons. Left turn channelize edislands
have beeen proposeed to maxim mize the
efficienccy of through flow of ve
ehicles at
this inteersection. Duue considera ation was Figure 4‐9: Proposed rredesign of Raasoolpura Jun
nction
given tto the ped destrian sa afety by
proposin ng crosswalkks and concurrent signal phases.

56

n Study (CTS)
4.1.2.8 CTO junctiion
In an efffort to increease the ove
erall efficienccy at this inttersection, two
t left‐turnn channelized islands
have beeen proposed d to segrega
ate the turn ing vehicles from the th hrough traffiic at their re
espective
approacch legs. The access to th he existing PPetrol pump p has been retained.
r It iis proposed that the
centrelin ne be re‐aliggned betwee en Paradise aand CTO to aaccommodatte three lanees in both diirections.
The conceptual plan n illustrating the proposeed improvem ments at this intersectioon is shown in Figure
4‐10. Saafe pedestriaan movemen nts were prooposed at th his intersection by meanns of cross walks
w and
concurreent signal ph hases.
Figu
ure 4‐10: Propposed redesiggn of CTO Juncction
4.1.2.9 Harihara K
Kalabhavan JJunction:
This junction has beeen properlyy treated wiith the provvision of Ped
destrians siddewalks/crossings for
their saffe manoeuvrring. Existingg lane usage and intersection contro ol features haave been rettained at
this inteersection. Figgure 4‐11 illustrates thesee proposed iimprovemen nts at this inttersection.
57

n Study (CTS)
Figure 4‐11: Proposed reddesign of Hariihara Kalabha
avan Junction
n
4.1.2.100 YMCA Juncction
While reetaining the majority of the existing configuratio
on,it is propo
osed to prohhibit access from the
West Maredpally Ro oad, Currentlly, this road operates as a fifth arm to this interseection. Access to this
road, un
nder the proposed arraangements, would be provided
p by making a r ight turn att Ganesh
temple aaccess.
Through h and right turning move ements from m St. Mary’s road approa ach is curren tly prohibite
ed at this
intersection. Howevver, this is currently enfo rced by a baarricade allowwing the twoo‐wheeler ve ehicles to
make aillegal U‐turnn, disrupting through trafffic flow at this intersecttion. Hence iit has been p
proposed
to consttruct a raised
d central meedian to proohibit this mo ovement.Figure 4‐12illusstrates the p proposed
design aat the YMCA junction.
Figurre 4‐12: Propoosed redesign
n of YMCA Jun
nction
58

n Study (CTS)
4.1.2.111 Karbala Ju
unction
Geomettric configuraation at the
e intersectio n has been improved by
b the proviision of channelizing
pedestriian sidewalks and cross w walks. The prroposed inte ersection layout is illustraated inFigure
e 4‐13.

Figure
e 4‐13: Propo sed redesign of Karbala Junction
4.1.2.122 Alugaddab
bavi Junction
n
The jun nction desiign has be een

proposeedin accordaance with the
Hyderab bad Metro Rail
R design. The T
layout p he provision of
proposed th
channelizing free leeft turns frrom
Railnilayyam to Meettuguda. Also,
pedestriian crosswalks and
a
sidewalkk to ensu ure pedestrrian
safety h
have been proposed at the
intersection. Thee propossed
intersection layout is illustrated
d in FFigure 4‐14: P
Proposed rede
esign of Alugaaddabavi Juncction
Figure 44.14.
4.1.2.133 Chilakalag
guda Junction
In confo
ormitywith th heHyderabad d Metro Raill design, thiss intersection
n has been rredesigned to handle
the trafffic demand. This intersecction is propposed as a signalized inteersection by removing thhe rotary
and redu n box for an effective gre
ucing the sizze of junction een clearance. It is propoosed that the
e median
channelizers be provvided for saffe vehicular movement. Also, to servve the heavyy pedestrians flow at
59

n Study (CTS)
this inteersection, crrosswalks an

nd the up grradation of sidewalks
s ha
ave been prroposed. Figgure 4.15
illustratees the propo osed redesign n of the Juncction.

Figure 4‐15: Proposedd redesign of C
Chilakalaguda
a Junction
4.1.3 Public Transport Fac

cilities imprrovements
s:
Five maajor bus term
minals arounnd the Secuunderabad station
s have been reorgganized to meet
m the
demand d of the busees in the near‐short term m conditions.. Minor modifications to the existingg Right of
way havve been con nsidered to achieve thiss capacity, where
w feasible. Detailedd description of the
proposeed layout of eeach of these wing sub sectiions:
e terminals i s discussed iin the follow
4.1.3.1 Secundera
abad bus term
minal:
On a daiily basis, appproximately, 5400 bus tri ps are served at this term minal. Adjaceent to the te erminal is
an undeerutilized carr parking lot. Giving due cconsideratio on to the Buss demand, it is proposed that the
bus terminal be expanded
e in
nto some pportion of this
t lot, to facilitate aadditional bus bays,
increasin ngthe bus teerminal capacity. With thhe proposed layout, 24 p platforms aree available to service
the dailyy demand off the buses. In order to eefficiently seerve all of thhe bus routess, it is propo osed that
three‐m minuteservicee/terminal time be reguulated and enforced.
e An
ny exceptionns to this ru
ule could
potentiaally result in the spill oveer of buses w
waiting to be served on to o the carriagge way, thus affecting
its trafficc flow.
Furtherm more unregulated parkiing of Priva te, Intermediate public transport, has led to increase
congestiion level along main carrriage way. Inn an effort to o solve this p
problem, it hhas been proposed to
reroute the intermeediate transp portation fro m behind th he car parking lot exiting on to a ram mp, which
would bbe exclusively used to discharge
d prrivate, Interm
mediate & Public trans port vehiclees. These
vehicles would furth
her merge on o reach theirr respective destinations. Figure
o to St. Maary’s road to
4.16 illustrates the p
proposed reo organised Seecunderabad bus termina al
60

n Study (CTS)
Figure 4‐16:: Proposed Seecunderabad B
Bus Terminal realignment
4.1.3.2 Gurudwarra Bus termin
nal:
Bus rouutes bound to and from m North, N orth‐West

quadran nt of the cityy,and origina ating/termin ating near
Secundeerabad statiion are serrviced at G Gurudwara
terminal. Taking advvantage of the
t surplus extra lane
in the one way circu ulation and relocating thhe existing
control point,this terminal
t has been prooposed to
service 21 buses att a given po oint of time.. To avoid
backloggging of the buses,
b a six meters cleaar way has
been pro ovided in beetween the b bus platformss, allowing
sufficien
nt space forr a bus to overtake
o whhen bus in
front is picking up th
he passengers. These prooposed 21
platformm’s operatingg with an enforced threee minute
dwell times would efficiently cater the 33700 daily
demand d of buses at this terrminal. A ssurplus of
additionnal 500 bus routes can n be served with the
Figure 4‐17: Proposeed Gurudwara
a Bus
proposeed bus layo out at this facility. Figgure 4.17
Terminal reaalignment
depicts the proposed Gurudwara G terminal
reorganization.
4.1.3.3 Uppal Buss terminal
Operatioons, at the Uppal bus terminal inn their entirrety, are segregated froom the carriageway
operatioon. Experiencing a daily demand of 2400 bus trrips, this terminal’s propposed layoutt has the
capacityy to service 3
3200 bus trip ps at the pro posed 16 plaatforms. It iss noteworthyy that, while meeting
an accep ptable level of service on the carriagge way, a su urplus of 300 0 additional bus demand ds can be
accommmodated at this terminal. Keeping th e routing paattern in perspective it iss recommended, this
61

n Study (CTS)
surplus capacity faccilitate some portion of Chilakalagud da bus

demand d, hence prooviding relieff to the oveerall system.Figure
4‐18shoows the proposed Uppal b bus terminall realignment.
4.1.3.4 bus terminal
Rathifile b
Structurrally, no layo
out improve ement has bbeen propossed at
this term o its constraint on Rightt of way. However
minal due to
the buses terminating at Rathifile would bbe required to go
around one way cirrculation, adding a bit mmore kilometterage
to the total Vehiclle kilometerrage travelleed. In the better
interest of the area, under the existingg conditionss, the
average vehicular delay experienced alo ng this stre etches
resultingg in long queues, lost time in th e system can be
compensated by th his extra kilometerage travelled by b the
Rathifilee buses in providing time
t savingss, reliabilityy, and
attractivveness of ovverall Secunderabad nettwork.Figure e 4‐19
illustratees the opeerational arrrangement at the pro oposed Figure 4‐18: PProposed Upp
pal Bus
Terminaal Realignmennt
Rathifilee bus terminaal.
Figure 4‐19: Proposedd Rathifile Buss Terminal rea
alignment
4.1.3.5 Chilakalag
guda Bus Terminal
Currentlly there is no
o designated bus terminaal for the rou
utes served a
and its operaations are carried out
on the ccarriageway. Detailed deescription of the propose guda Bus terrminal is described in
ed Chilakalag
“Long‐teerm improve ement linkagges” of this rreport.
4.1.4 Pedestrian
n facilities
h the land usse andtheir needs,impro
Keepingg in line with ovements ha ave been prooposed to make
m this
area frieendly for ped destrian usagge. Sidewalkss of minimum m 2m width have been pproposed thrroughout
the areaa,and crossw walks for saffe pedestriaan movemen nts have bee
en designed at all intersections;
both signalized & un nsignalised.
62

n Study (CTS)
Figure 4‐20:: Proposed Skkywalk conneccting all the b
bus terminals
At Secun nderabad staation, a hub for major trrip transfers,,a skywalk co onnecting thhe access poiints from

all the bus terminals to the station areea has been n proposed,as an immeediate requ uirement.
Furtherm more, this skywalk is prroposed to bbe integrateed with the Hyderabad Metro Rail, once its
operatioon commencces. Figure 4.20
4 posed pedesstrian facilit ies in Secun
illustrattes the prop nderabad
station aarea.
4.1.5 Parking Prricing & Re

egulations
In the Secunderabad area, co ommercial aactivity is prominent

along thhe major tho oroughfares such as R.P. Road, M.G.R Road, and
S.D.Road d. On‐street parking form ms an imporrtant compo onent of a
transporrtation systeem in the com mmercial areeas of Secun nderabad.
Proper rregulations aand enforcem ment be adm ministered to confine
the userrs for its misuse. There is an immeddiate requirement to
regulatee its usage in an effo ort to give precedence e to the
operatioons on the C Carriageway. Therefore, tthe following parking
regulatioons have beeen structurred in the aarea addresssing their
needs, ddemand, and d overall susttainability.Fi gure 4‐21 deepicts the
arrangem ment of on sstreet parking along R.P. Road
It is prop
posed that p parking pricin ng be implem mented to discourage
the shop p owners and other redu undant vehiccular parkingg, for long
duration ns. The enfo
orcement should be striictly adminisstered on
the durration for which
w the vehicles
v are parked an
nd where
necessary tow aw way the ve ehicles that parked over long
stretchees.Giving duee considerattion to the Value ofTimme (VOT), Figure 4‐221: On street p
parking
these paarking spacees along the frontage of commercial strip will spacess along R.P. Road
be chargged at premium prices that would teelescopicallyy increase
after cerrtain limit off their parking duration.
63

n Study (CTS)
4.1.6 Regulation
ns/ Road marking
m sig
gnages
It has b
been propossed that the e speeds on major thorroughfares be b maintaineed at 40 KM MPH and
regulateedat 30KMPH on the in nternal roadss. These spe eed limit sig
gns are to bbe placed att regular
intervalss informing tthe drivers o of the same. To ensure saafety in the a area,informaatory, cautionary and
regulato ory signs, ass per IRC sttandards, arre installed well in advvance, infor ming the drivers of
pedestriian crossings, road side e activities, sspeed obstrructions etc. Lane markkings and crosswalks
consisteent with the IRC standards have beeen proposed throughou ut the area in the studyy, where
applicab ble. Also,neaar the school areas, warnning signs an nd speed tables are prooposedto enssure safe
manoeu uvring of peddestrians.
4.1.7 Long-Term
m improvem
ment linkag
ges
4.1.7.1 Chilakalag
guda Bus terminal
It is prop
posed that aas a long‐term measure uupon land acquisition, th he operationns at this terrminal be
relocateed to a desiggnated facilitty. Thisefforrt requires in
nputs from the
t concern ed governin ng bodies
(GHMC, HMDA and Secunderab bad Cantonm ment Authorrity) regardin ng the viabillity, feasibilitty of the
selectedd site/s. Two o sites have
e been conssidered unde er the long term propoosal, the old d railway
quarterss being one of them and d space nextt to the parccel office on south side oof the Secun nderabad
railway station beingg the other.IIf agreed in pprinciple, on ne of these sites could prrovide sufficient land
for integgrating the operations of the adjaccent three bus termina als (Chilakalaaguda, Rathiifile, and
Uppal). Also, this study
s would require thee evaluation n of the traffic operatioons along Oliphenta
O
Bridge.
This pro
oposed bus terminal site would not oonly eliminatte the one‐w way circulatioon but also ssolve the
problemms encounterred at RathiffileBus Term
minal. Also, th his proposal would effecctively addreesses the
U‐ turrn issues at
Secundeerabad and
Gurudw wara under the
t
existing circulation. It
h emphasiziing
is worth
that such initiativee,if
feasible,, could be
achievedd in an interrim
to long‐term
timeframmesand,
hence,coould not be
Figuure 4‐22: Prop
posed Chilakalaguda bus teerminal
considerred in
Immediaate Action Pllan.
If, any o
of the abovve mentione ed sites are selected ass a viable ca
andidate forr improveme ent, it is
imperative to consid der the integgration of H yderabad M Metro Rail forr a smooth ttransition off vehicles
and ped destrians alikke. Figure 4‐‐22 shows t he proposedd two sites for developiing a integrated bus
terminal.
64

n Study (CTS)
4.1.7.2 Off street p
parking faciilities
To meeet the existin ng parking deemand, it is proposed as a long term m measure tto provide lo ong term
parking lots, at a sub e along S.P.R oad. Two sittes have been chosen as possible alte
bsidised rate ernatives
for these long term parking lots. It is propossed that a sh huttle service
e be operateed from thesse lots at
regular iintervals enccompassing tthe commerrcial activity along S.P. Ro oad, M.G. Rooad, and S.P. Road to
facilitatee the remind ng demand iin the area. This would iinvolve land acquisition with the
der of parkin
approvaal from theirr governing bodies, prioor to detailin esign conceppts. Figure 4‐23
ng out thede 4 and
Figure 44‐24illustratees the propossed long term m parking op ptions.
Figure 44‐23: Option1
1: Proposed Lo ong‐term Parrking Figu
ure 4‐24: Optiion 2: Proposeed Long‐term
m Parking
on noorth of S.P. Ro
oad on
n North of S.PP. Road.
4.1.7.3 Passport o
office Parking
g:
Random mness, uncerttainty and ch haos prevail near the Paassport office
e Parking lott.In line with
h the one
way circculation, acccess in and out of the pparking lot has
h been
reorganized and resttructured for efficient opperational standards.
oteworthy that
It is no t the parking acceess and egress are
segregatted from main Carriage eway operattions. Also, premium
p
parking spaces havee been desiggnated adjaccent to the passport
office bu
uilding with the passporrt office resttructured paarking lot
cateringg to the neeeds for lonng term paarking demaand. The
proposeed parking lo ot has been e expanded too more than twice its
existing capacity, accommoda ating more vehicles. Adjoining
A
religiouss restructurees were also considered while propo osing the
improveements at this lot.Figu ure 4‐25deppicts the proposed
p
reorganised parking lot at passport office.
4.1.7.4 Auto stand
d
Figure 4‐25:: Proposed pa
arking lot
Strict eenforcementts need to be adminnistered to prohibit
at PPassport office
e
unregulaated operations of the intermediatte transporttation. It
has been proposed that the auttos enter thee Secunderabad facility tthrough theiir designated d parking

65

n Study (CTS)
stands. Plans havee been

conceptualised for the
autos to be seerviced
through a “First In,First
Out (FIFFO) arrangeement”.
Passenggers optingg this
travel mode wou uld be
served tthrough a Prepaid
P
system in a desiignated Figure 4‐266: Proposed prepaid
p auto stand at Secuunderabad Sttation
area, th
hus, minimizing their conflicts.Figu
c ure 4‐26shoows the auto stand arrrangement and its
movemeent pattern.
4.1.7.5 ugaddabavi Junction
RUB at Alu
d be noted that the pro
It should oposal of prroviding an additional vent
v at RUB of Alugadda abavi for
improvin ng its operaations has be
een approveed. The Secu underabad Circulation
C ccould greatlyy benefit
from thiis approval. In line with this approvaal, the trafficc circulation in the area ccould greatlyy benefit
by proviiding uniform mity in the traffic flow inn form of an n additional vvent betweeen Chilakalagguda and
Alugadd dabavi road segments be b proposedd as a longg‐term meassure to elim minating the existing
bottleneeck.
66

n Study (CTS)
4.2 M
Mehdipattnam Are
ea
The focu
us of the prroposed concepts plans was to provvide relief to
o the congesstion spots, facilities
misuse, and the diso order in the ssystem whilsst educating of the beneffits,if adhereed to the trafffic rules,
regulatio
ons,discipline and orderr. Analysis, however, was confined to the avaiilable RoW and was
proposeed to addresss the short tterm needs cconsidering m minimal acquisitions. In an effort to mitigate
the overrall deficienccy in the system, long teerm solutions where app plicable and absolutely n necessary
are reco
ommended.
The imp d into the foollowing asp
pects for
better understandin
4.2.1 Ove
erall Traffic C
Circulation P lan
nt
ement
4.2.1 Overall Tra

Existing circulation hhas been reta ained for thee majority off the area with the excepption of circu ulation at
the Mehdipatnam Bus Terminal. The exissting ‘U’‐turns would be avoided aand their re espective
movemeents will be aallowed at th he proposedd signal contrrolled junctio on near Hum mayunnagar. Detailed
descripttion of the junction layyout and its configuration will be discussed inn the follow
wing sub‐
sectionss.
Traffic p
patterns of the pass byy busses woould be retained as the existing aarrangementt. Busses
originatiing/destinedd, from/to Lakdikapooll would en nter the terminal facil ity from th he main
carriageeway, alight//board passeengers at thee terminal faacility (3 minutes dwell time), accesssing the
Humayu unnagar road d to the newwly proposedd signalized junction and exiting tow wards their re espective
destinattions.
Buses originating/deestined,fromm/to the Toli chowki are proposed to
o make a rig ht turn at th
he newly
proposeed signalised junction at the Humayuunnagar Juncction and takke Asifnagar Road to get serviced
in front of the propo pective destinnations.
osed sidewalks prior to e xiting towards their resp
Such an arrangemen nt would sign nificantly, re duced numb ber of pedesttrians needinng to cross the major
carriageeway as boarrding and alighting wou ld occur at the
t same location. Also,, currently there is a
RoW co onstraint in front of Ryythu bazar entrance crreating a traffic bottlenneck in the existing
conditioons. It is proposed to accquire minimmal bit of lan
nd to facilita
ate smooth ooperations along
a old
Mumbai highway. Furthermore,
F , the propossed circulatio
on eliminate es the need for ‘U’‐turns and by
segregatting the bus traffic from m the regularr traffic flow, the operations are imm mensely ben nefited in
an aroun nd terminal ffacility.
67

n Study (CTS)
The parrking deman nd for both the IPT annd Private vehicles
v has been met by the provvision of
designatted parking lots at Humayunnagarr junction.Fiigure 4.27 illustrates thhe proposed d overall
circulation plan in Mehdipatna am area. Prroposed cro oss‐sections in the Mehhdipatnam area are
attachedd in Annexurre 4.2.
Figure 4‐27: proposed overall circulation plan

p for the Mehdipatnam
M m area
4.2.2 Junction/R
Road sectio
on Improve
ement
The crittical intersecctions in the area havee been recoonfigured, where
w necesssary, to me eet their
demand d requiremen nt. The peakk hour volum
mes at the junctions we
ere considereed as a consservative
estimatee to proposee their respective improvvement plans. Also the junctions we re redesigne ed where
applicabble to facilitate the propo osed circulat ion patternss.
4.2.2.1 Humayun Nagar juncttion
Taking aadvantage off the gap be
etween pillarrs a signalise
ed junction has been prroposed at Humayun
H
nagar to
o effectively sserve the tra affic demandd at this junction.
Currentlly, there is blip
b in the RoW
R and it iis proposed to acquire additional tw
wo lanes capacity in
northern n section of this junction. This juncttion will ope erate as a three phase siignal system m with an
exclusivee right turn phase for th he right turnning vehicles on to Huma ayun nagar rroad. Predom minantly,
as the demand co onsists of th
he busses, aappropriate bus turning radius foor their com mfortable
manoeu ox has been proposed. The
uvring in the junction bo T approach leg of Hum mayunnagar junction
will be sserved underr split phase with a perm mitted left turrn movemen nt yielding too the pedestrrians and
vehiculaar flow. Conccurrent signa al phases acccommodating the pedesttrian movem ments comple emented
by pedeestrian facilities such as
a sidewalkss, pedestrian n waiting isslands have been appropriately
designed d.
68

n Study (CTS)
Approprriately the M
Merajcafe inte
ersection ha s been recon
nfigured to aaccommodatte the movements to
and from
m Humayunn nagar junctio
on and the p roposed buss terminal. Fiigure 4.28 poortrays the p
proposed
redesign
n of Humayun nagar Juncction.
Figure 4‐2
28: Proposed rredesign of H
Humayun naga
ar Junction
4.2.2.2 Rethibowlli Junction
nction has been
This jun b reconffigured to m maximize thhe operation ns allowing safe move ement of
pedestriians. Locatio
ons of the pillars
p dered in thee design and where
have been effecttively consid
necessary, unregulated access in n to adjoininng land‐uses((petrol pump p) has been restricted. CCurrently,
vehicles take the advantage
a of the gap bbetween pillars to negootiate unsafee manoeuvrres. Such
situation
ns are prohibited by the e provision oof raised medians indirecctly complem menting the junction
operatioons.
Left turnn vehicular access from LLaxminagar hhave been prroperly channelized priorr to their me erge in to
through traffic. Similar to the Humayunnag
H gar junction, a three pha ase signal syystem is proposed at
this inteersection. Su manoeuvringg of pedestrrians, concuurrent signal phases,
ubsequently, for safe m
accomm modating thee pedestrian movement s are propo osed, compleemented by pedestrian facilities
such as sidewalks, pedestrian refuge
r t parking of the IPT from
islandds.It is also proposed, the f the
central m median be rrelocated to left most sidde of the carriageway. F Figure 4.29 ddepicts the p proposed
redesign n of Rethibow wli Junction.
69

n Study (CTS)
Figure 4
4‐29: Propose d redesign off Rethibowli Junction
J
4.2.2.3 Nanal nag
gar Junction
Nanalnaagar junction n currently operates
o as a rotary witth an uncontrolled acceess, constrain
ned by a
structure in the cen
ntralised meedian. The ccurrent locattion of the approaches,
a when in op
peration,
result in
n unsafe manoeuvring. Design
D cons iderations have been un ndertaken too push the stop line
towardss the junction n box allowin ng safe and eeffective manoeuvring ass a three lanee rotary.
Furtherm on, it is proposed that appropriate phasing
more, to atttain the opttimal levels of operatio
system be developed to contrrol this Juncction as a signalised
s junction. Channnelizers haave been
proposeed to accomm modate safe manoeuvrinng of the leftt turn vehicles prior to thheir merge o on to the
main carriageway. Itt is notewortthy that the bus stop locations servin ng the routess towards To olichowki
are veryy closely sp
paced to thee stop line and hence,, is propose ed to relocaate these bus stops
approximmately 80m m to allow for less hiindrances to through traffic. Subbsequently, for safe
manoeu uvring of ped oncurrent siggnal phases accommoda
destrians, co ating the peddestrian mo
ovements
complem mented by pedestrian facilities succh as sidew walks, pedestrian refugee islands ha ave been
approprriately design ned.Figure 4.30 illustratees the propossed redesign n of Nanalnaggar Junction.
70

n Study (CTS)
Figure 4
4‐30: Proposedd redesign off Nanal nagar Junction
4.2.2.4 Tolichowkki Junction
The juncction box at the intersecttion is very cconstrained in terms of itts operation due to the p presence
of two religious structures. It should
s be nooted that ass a long term proposalss a flyover has
h been
approveed for construction at this junction. H Hence, propo osals have be een made too address the e optimal
operatinng conditions in the nea ar short term
m, the long term propo osals would be discusseed in the
under thhe “Long‐term Linkages” chapter.
This jun
nction is pro
oposed to operate
o as aa three lane
e roundabouut controlledd by a signa
al.Phases
accomm modating thee traffic flow and the peddestrian safe ety are proposed for thee optional op perations
at this ju
unction.Figurre 4‐30 showws the propoosed redesign n of Tolichow
wki Junction..
71

n Study (CTS)
Figure 4
4‐31: Proposeed redesign off Tolichowki JJunction
4.2.2.5 Laxminaga
ar Junction
Geomettric characteeristics have e been reddesigned at this interse ection conssidering the current
on and sightt distance feeatures. Exissting configuration of thhis intersection has a
approacch leg locatio
large jun
nction box inncreasing the e lost time, hhence,reducing its operattional standaards.
The exissting deficien dressed by g eometricallyy aligning the
ncies are add e intersectio n, providing left turn
channelizers, wheree applicable, and the prrovision of concurrent signal phasess for safe pe
edestrian
movemeent. Figure 4 4‐32 shows th
he proposedd redesign of Laxminagar junction.
72

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Figure 4
4‐32: Proposeed redesign off Laxminagar JJunction
4.2.2.6 Padmanab
bhanagar Junction
This inteersection waas reconfigured to avoidd confusion of the through movem
ment on Langgarhouse
from geetting on to Laxminagarr Road. Propper Channelizers, directing specific movementss in their
respective directions have be een propossed. Figure 4‐33portrays the prooposed rede esign of
Padman nabhanagar junction.

Figure 4‐33: Proposed reedesign of Pad
dmanabhanag
gar Junction

73

n Study (CTS)

cilities& im
mprovementts
The buss terminal neear Rythuba azar per its pproposed layyout has been redesign ed to accom mmodate
sixteen bus platformms with a dw
well time of f three minu
utes, to cater to the neeeds of appro
oximately
3200 daily bus trips.. In addition to these excclusive bus‐b bays are provvided for thee passer by rroutes. It
is propo
osed that dwwell time of three minuutes be stricttly enforcedd to avoid thhe spillover of these
busses o on to the maain carriagew way. Furtherrmore to com mplement th he patronagee travel interrmediate
transporrtation has been
b properrly allocatedd near Humaayunnagar and pillar no..23, accessed by the
proposeed sidewalks (2m width), in prinnciple, incre easing the affordabilityy, accessibiility and
attractivveness of thee bus terminal.
Also somme of the bu us locations are not pro perly spaced d from the a approach leggs at the jun nctions in
the exissting arranggement. Theese stops hhave been relocated,
r keeping in mmind the proximity,
addition wing sufficiennt distance for their
nal walkabilitty and the safety to avvoid conflictts and allow
merge, d diverge of thhe Bus opera ations.Figuree 4‐34, below w depicts the e proposed rreorganisatio on of bus
terminal area.

F
Figure 4‐34: P
Proposed bus terminal devvelopment at Mehdipatnam
m
4.2.4 Pedestrian
n facilities
In additiion to the pedestrian facilities, desccribed in the earlier sectiions, a minim
mum sidewa alk of 2m
width haas been recoommended throughout t he study are he areas (Fruuit market located on
ea. Also, in th
Gudimalkapur Road d) where peedestrian acctivities are high, speed
d humps an d tables haave been
proposeed at approppriate intervaals to ensuree safe mano oeuvring of p pedestrians. Pedestrian safety at
each of proposed juunction has b been given uutmost priorrity in form o of crosswalkks, pedestrian phases
and theiir connectivitty to sidewalks.

74

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One of the significcant location

ns in the arrea which requires
r tho
orough inputt is the cro
ossing of
pedestriian at Rythubazar bus te erminal on tto the other side of the road. It hass been propo osed in a
ort term this movement be operatedd by an exclusive pedestrian signal to ensure their safety.
near sho
4.2.5 Parking Im
mprovemen
nts
The parrking deman nd at the Mehdipatnam
M m bus termin nal and its surrounding g activities would
w be
complem mented by the provision n of paid on street parking along the e frontage off the Humayyunnagar
road. WWith its directt access to/frrom main caarriageway, it is proposed d that the ennforcement by mean
of video ng personne l be strictly administrate
o surveillancee and parkin ed to avoid spill overs o
on to the
main carrriageway.Figure 4‐35illu ustrates the pproposed on n street parking at Humayyunnagar.

Figure 4‐3
35: Proposed On street parrking at Huma
ayunnagar
4.2.6 Regulation
ns and Roa
ad Signage
e’s:
It has beeen proposed that the sp peeds on hig hway be limited at 50 KM MPH and an enforced speed limit
of 40KMMPH on the internal roaads. These sspeed limit signs are to
o be placed at regular intervals
informin ng the driverrs of the sam
me. Informatoory, Cautionaary and Regu ulatory signs as per IRC standards
are prop posed well ahead inform ming the drivvers of poten ntial pedestrian crossingss, road side activities
and speed obstructiions to ensure safety in the area. Laane markingss and crossw walks consisttent with
the IRC sstandards haave been pro oposed throuughout the area in the study.

75

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4.2.7 Long-Term
m improvem
ment linkag
ges
4.2.7.1 Signal coo
ordination
Signaliseed junctionss along the old Mumb ai highway are recomm mended to be improve ed to an
actuated d, coordinatted signallingg system; thhis would re
equire the inntroduction of up grade ed signal
controlleers, loop deetection systems and aan extensive e corridor trravel time ssurvey, detailing the
control delay and the total delay experien ced along th his stretch. Appropriatee tweak in th
he signal
timings proposed fo or different time periods in a day would effective ely result in i ncrease to the green
capacityy, hence improving the ovverall througghput along this corridorr.
4.2.7.2 n subway
Pedestrian
Keepingg in mind thee heavy pedestrian dem and in betw ween the two o terminals aand accountting for a
further increase in demand, it is recommeended to prropose a sub‐way as a long‐term measure.
m
Provision of this faciility can onlyy be achievedd in a longerr time frame and hence iis not included in the
prelimin
nary cost estiimates.
4.2.7.3 TolichowkkiJunction
Two dessign plans haave been devveloped to i mprove the operations at the Tolichhowki junctio on, given
its consstraint Right of way and the unto uchable layo out of the religious strructures;it has
h been
proposeed to build a flyover seerving the thhrough trafffic over thiss intersectioon.Another approach
a
proposees the religio ous structure e be engulfedd by the app proach end a and exit legss of the flyovver. Both
of this design conccepts would still accommmodate the e proposed intersectionns improvem ments as
discusseed earlier with a fewer number of mmovements needing to be served, hhence increa asing the
operatio onal capacityy at this interrsection.
4.2.7.4 Land acqu axminagar – Gudimalkap

uisition on La pur road
ommodatingg a smooth turning
For acco t oods vehicles of Rythubaazar and buses from
radiuus for the go
Attapur on to Gudimalkapur Road,
R land aacquisition along
a Gudim
malkapur Roaad stretch has
h been
proposeed between LLaxminagar jjunction andd Jamsingh te emple. The pproposed acqquisition wou uld allow
varying cross‐sectio oad way wiith the miniimum being 5.5m. The road way width at
on on the ro
Jamsingh temple is a constrainnt by the prresence of another religious structture in the opposite
direction
n. Further continuation
c n of the roaad way accommodates a less widder road wid dths but
confirmiing to a miniimum requirement of 3.55m per lane in both direcctions.
76

n Study (CTS)
4.3 K
Kukatpallly
Further to our findings on the identified pproblems, proposed con ncepts have e been developed to
address the overall transportation needs in the area. These efforts are focusseed on recommending
improveements for a a near‐shortt to interim conditions. However, where
w approopriate and deemed
necessary, long term m proposals have also beeen recommended as a p part of this eexercise. It should be
noted th hat since thee implementtation and c onstruction times do no ot fall under the IAP tim me scales,
their co
osts have beeen excluded
d from the ppreliminary cost estimattes. The prooposed conccepts are
broadly categorised into the following aspeccts starting frrom
4.3.1 Ove
erall Traffic C
Circulation P lan
nt
ement
4.3.1 Overall cirrculation pllan

Fortunattely, Kukatpaally area hass sufficient R ight of way aalong majority of roadwaays to achievve a road
hierarch
hy in the areea. The prop
posed circulaation plan in
n the area co
onforming too the proposed road
hierarch
hy is illustrateed inFigure 44‐36.
Figure 4‐36:: Proposed Cirrculation Plan
n in Kukatpally study area
77

n Study (CTS)
NH‐9, thhe major carrriage way, w will be desiggnated as a mmajor arteriaal serving thhe vehicular traffic in

the areaa. Road no.4 /IX Phase ro oad, Vasanthhnagar/IX Phase Road, an nd the existinng JNTU corridor will
act as th
he sub‐arteriials in the region. Internaal circulation
n in the area will be prim
marily served
d through
a series of local roaads namely EE‐Seva lane, Road no. 4, Dharma Reddy colony road, VI pha ase road,
Nizampeet Road, and d Pragathinaggar, Ushamuullapudi Road d, and Viveka
anandanagarr Road.
In an efffort to delineate the serrvice road trraffic, and th
heir operatio ons from thee NH‐9, the ddesign of
service road accom mmodating the
t existing land‐uses in
i an orderly fashion hhas been given due
considerration.Also, it is propose
ed that the s ervice road operations b be confined tto a one way system
to effecttively increasse the opera
ational stand ards at the ccritical junctions in the arrea.
Priority was given to
t through flow
f on the sub‐arterials, it is prop
posed to resstrict the nu
umber of
access point from the distrib butors/collecctors onto arterial(NH‐‐9). Connecctivity betw ween the
SardarpaatelnagarRoad and Vasanthnagar Rooad has been n the proposed. This con nectivity is p proposed
to increease the throughput on this road, primarily se
erving the Hi‐Tech City traffic and ease the
intersection load at a JNTU. Also,
A this c onnectivity would pro opel the fuull‐fledged usage
u of
SardarpaatelnagarRoad, as the fourth leg of t he intersectiion at Nizam mpet intersecction.
Access ffrom the Rem medy hospita al is proposeed for closure e and the related traffic w
would be req quired to
re‐routee along the JNTU corrid
dor prior to taking a rigght turn and
dtravel towaards their re
espective
destinattions. Such aan arrangementhas beenn proposed tto eliminate direct accesss onto the p proposed
major arterial in thee area from the residenttial land‐use es. Proposed cross‐sectioons in the Ku ukatpally
area aree attached in Annexure 4 4.3.
4.3.2 Junctions / Road sec

ction impro
ovement
Critical intersectionss along NH‐9 and JNTU corridors have
h been apppropriatelyy, considered
d for the
proposeed improvem ments. Descrribed below is also, the service road treatmentt provided along
a the
NH‐9 corridor. It sho ould be noted that detailled descriptions of the proposed inteersection layyouts and
the corrridor treatmeent along JN NTU has bee n discussed in “Corridorr ‐1 – JNTU ccorridor” and hence,
has been n excluded in
n this section
n of the repoort.
As descrribed earlier,, full vehicular access in and out of tthe NH‐9 corrridor have bbeen proposeed at the
Nizampeet, JNTU, Ushamullapudii, and Vivekaanandanagarr intersections. Similarly, y, vehicular a
access on
to the JN
NTU corridorr has been re estricted to EE‐seva lane aand Dharma Reddy colonny Road.
4.3.2.1 JNTU Junction
Direct acccess to and
d from the Prragathinagarr Road and e existing JNTU gate onto tthe JNTU inte ersection
have beeen prohibiteed to achieve e efficient leevel of operaation as this intersectionn. Under thee existing
arrangemment signal system has been install ed that is no ot functioninng. It is propposed that th
his signal
be functtional with an effective three‐phase ooperation.
Vehicless to and from Pragathin
nagar will bee served at this intersection with aa left‐in and
d left‐out
arrangem ment. Accordingly, vehiccular access from the po olice station a and its adjoiining land arre (petrol
pump) h has been app propriately trreated. Thesse vehicles arre proposed to merge wiith the Praga athinagar
traffic prior to merging onto NH‐9 and head ing towards their respecctive destinattions. To enssure safe
78

n Study (CTS)
pedestriian movemments, crossswalks at tthis

intersection havve been propossed,
complimmented by concurrent signal phasses.
Followin
ngFigure 4‐3
37portrays the redesign of
JNTU junnction.
4.3.2.2 Ushamulla
apudi Junctio
on
As show wn inFigure 4‐38,access frrom the servvice
road and NH‐9 9 corridorr into tthe
Ushamu ullapudi Roaad have be een propos ed.
Pedestriian crosswalks and con ncurrent siggnal
phases have beeen proposed at tthis
intersection to ensuure pedestrians safety aand
mobilityy. Approach h leg on NH‐9 headding
towardss KPHB Village Bus stop, wo uld
encountter two mergges (Exclusivve Bus lane aand
service road trafficc), and one diverge (NH H‐9
traffic to
owards Ushaamullapudi).. Traffic exitting Figurre 4‐37: Propo
osed Conceptt of JNTU Intersection
Ushamu ullapudi would be directe ed onto NH‐‐9 prior to m
make their desired directtional movements at
this inteersection.
The eexclusive bus lane

mergess with the NH‐9
traffic, approoximately
100mt rs from the
interseection approach.
Also, tthe provision
n for the
servicee road veh hicles to
merge with NH‐9 9 traffic
has beeen provided d for the
commeercial traffiic upon
compleeting their activities
to heead toward ds their
respectctive destinattion.
On thee southern en nd of the
interseection, currently,
c
there is no adjoining
a
commeercial land‐use and
Fiigure 4‐38: Prroposed Conceept of Usham
mullapudi Inteersection hence,, the buses
operattions are proposed to
be serveed in their exxclusive lane without inteerfering with
h the intersecction operattions.
79

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It is pro

oposed that the existingg defunct traaffic signal be
b made fun nctional andd a modified phasing
system be designed d to accomm modate the ttraffic flow demand
d in th
heir respectiive direction
n. Proper
channelizing islands have been proposed too suffice the one‐way service road syystem and a a smooth
transitio on of traffic aat this interse
ection.
4.3.2.3 Vivekanan
ndanagar Jun
nction
It is proposed that tthe intercity bus deman d be service ed in the pro oposed desiggnated facilitty at this
intersection.Figure 4 4‐39 and Figure 4‐40 illuustrate the tw wo candidates for the p roposed pro ovision of
this term
minaland the correspon nding interseection propo osals to suitt this arranggement. To our best
knowled dge, the areaa identified for this term
minal under option 1, is currently bbeing occupie
ed by an
unautho orised activitty. Provenottherwise, it iis recommended that th his terminal be designed d on the
service rroad prior too the Vivekan nandanagar R Road junctio
on
On the southern end
e of the intersection,, currently, there are no n adjoiningg land‐uses, with an
exceptio on of a com
mmunity hosp pital. Accesss to this facility has bee
en provided through the e service
road. Bu us operation ns and the otther traffic/ppedestrian m movements a at this interssection are ssimilar in
their treeatment as U Ushamullapudi intersectioon.
Figure 4‐‐39: Proposed d Concept of V
Vivekananda Nagar Figure 4‐40: Prroposed Conccept of Viveka ananda
Interse
ection (Option 1) Nagarr Intersectionn (Option 2)
4.3.2.4 Balajinaga
ar Junction
Balaji Naagar access iis located, oppposite to thhe Kukatpallyy village bus stop, and hhas been iden ntified as
crucial rroad conneccting the APPHB residennts to NH‐9. This interssection is p roposed as a signal
controlleed with a 3 phase operations.Conn ectivity to the pedestria
ans facilities has been efficiently
e
designed d with the cross walkss to facilitatte their movements and concurrennt signal ph hases for
ensuringg their safetyy. Proposed layout of thiss intersecting is illustrate
ed inFigure 44‐41.
It is also
o noteworthyy that the rigght of way unnder existingg conditions tapers downn from a 60m m to 50m
near Kukkatpally village bus terminal. Consideering negligible commerccial activity aat this intersection, it
is propo osed that buss only and se ervice lanes be merged ddownstream m heading tow wards the Ku ukatpally
village bbus stop.All ttraffic, JNTU bound, wouuld merge prior to the a approach legg, redirected into the
designatted lanes aftter exiting the intersectioon.

80

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Figure 4‐4
41: Proposed Concept of Balaji Nagar Intersection
4.3.2.5 Nijampet
Nizampeet junction h has been reco onfigured wiith proper left turn chann

nelizers, in aan effort to retain the
existing temple itt has been n
proposeed to be relo
ocated on too
the left tturn channelizer island.Itt
is pro oposed thaat existingg
defunct traffic signalbe made e
functionn with the reecommended d
signal p
phases for efficient
e and
d
smooth operation ns at thiss
intersection. Propossed layout of
this inttersecting iss illustrated
d
inFiguree 4‐42.
4.3.2.6 Service Ro
oad
To achhieve better levels of
operatio
ons along NH H‐9 corridorr,
service rroad has been proposed d
along th
his stretch to o cater to thee
needs o
of the stop and
a go trafficc Fiigure 4‐42: Proposed Conce
ept of Nizamppet Intersection
and commmercial actiivity.
81

n Study (CTS)
4.3.2.7 Northern SStretch
On the northern seection, the seervice road iis provided bbetween JNT TU intersectiion and KPHB Village
m width of 6 meters hhas been pro
Bus stop. A uniform oposed as BUS
B ONLY laane for its exclusive
e
operatioons. The busses would merge
m onto the NH‐9 traffic, appro
oximately, 1000 meters from
f the
approacch leg of the proposed in ntersections and furtherr, enter into their exclus ive lane afte er exiting
the intersection.
Intermediate Publicc Transportation has beeen accomm modated adja acent to thee proposed bus‐stop
locations for passennger safety and
a conveni ence. Current parking demand
d and requiremen nts along
this streetch have been met by th he provisionn of designatted parking sspaces, leavi ng a clear w
width of 5
meters o on the servicce road for vehicular travvel.
Not much of comm mercial activvity exists beetween Vive
ekanandanag gar to Balaj inagar interrsections.
Hence, tthe currentlyy unregulated inter‐city bbus operatio ons have beeen allocated iin a designatted area.
Also, priior to the Baalaji Nagar in
ntersection aapproach, ke u the land‐usse requirements and
eeping in lieu
the tapeering down o of the existin
ng RoW from m 60 to 50 mmeters, the exclusive buss lane is merrged with
the servvice road trafffic. Access to
o and from tthe by‐lanes along the se ervice road hhave been co onsidered
in the prroposed conceptual Plan ns as shown iin Figure 4‐443.
Figure 4
4‐43: Proposeed Service roa
ad Treatment on NH‐9
4.3.2.8 Southern SSection of Se
ervice Road:‐‐Southern Sttretch
As descrribed in the eearlier sectio
on, the servicce road betw ween KPHB b bus stop to J NTU intersecction has
been prooposed on the southern section alonng the NH‐9 corridor. Alsso, a uniform m width of six meters
has beenn proposed aas BUS ONLY Y lane for its exclusive op
perations.
The busses would merge
m t NH‐9 traaffic, similar to the nortthern sectioon arrangement. It is
onto the
noteworrthy that thee land‐uses aare not yet ffully develop
ped along the e southern eend and thatt the Bus
would mmerge with tthe through traffic only aat the Balajinagar and JN NTU intersecctions. The lone land

82

n Study (CTS)
use, a co
ommunity hospital oppo osite to the VVivekanandaanagar is pro ovided asa leeft‐in, left‐ou
ut access
from service road. HHence, throu
ughout this sstretch from m Balajinagarrto Ushamulllapudi, exclu usive Bus
lanes aree proposed w
without any interruptionns in their op
perations.
A ramp is provided ffor vehicles and buses too exit upstre eam of Ushamullapudi inntersection o on to the
service rroad to be eeither accesss the commeercial zones or Road No o.1. Currentlyy there is an
n intense
commerrcial land usee along this sstretch and iss level separrated by approximately tw wo metersnear Road
no.1, grradually increasing to th
he same leveel near JNTU
U intersectio
on.This geom
metric constrraint has
been fullly taken advvantage in se egregating thhe service roaad activity frrom NH‐9 traaffic.
Pedestriian facilities andInterme
ediate Publicc Transportation have be
een thorougghly provided
d in area
to compplement the commercial activity. Thee service road on the Sou uthern stretcch also conta
ains a lot
of road side activitiees such as Hawkers and Vendors. De esignated areeas have beeen allocatedd to carry
out their businesses with minimal disruptionns to the servvice road traffic.
of 3 subwayys are proposed across N
A total o NH‐9 to ensuure pedestrian safety annd mobility, of which
two would require immediate attention foor implemen
ntation name
ely one at RRemedy hosp
pital and
another at Kukatpally village buss stop.
4.3.3 nsport facilities

Public tran
The movement of Public
P Transport would be greatly benefited byy the provission of excluusive bus
ong the currrently conge
lanes alo ested NH‐9 ccorridor. The
ese bus lane
es are propoosed for a sixx meters
width allowing a buss to overtake e the other w
when it is beiing serviced.
Intermediate transp port facilities have been pprovided on service road ds adjacent t o the bus stoops in an
o complemen
effort to nt proposed system. Passsengers accessing to the ese bus stopps are facilita
ated with
adequatte pedestrian or their safe movementss. Attractiven
n facilities fo ness of thesee pedestrian facilities
are greaatly improveed by the provision of adjacently placed
p Hawkkers and venndors zone, in turn,
proving beneficial foor all the users involved. These exclussive bus lane
es will be sepparated fromm the NH‐
9 traffic by the provision of a 0.5 5 meters soliid median. TThis median h
has been prooposed to disscourage
the usagge of other trransportatio on modes.
The bus shelters in the rest of tthe area havve been prop posed at the e existing buus stops. Add
ditionally
intercityy bus operattions will be facilitated bby provision of an exclussive bus term
minal designed to be
for the ccurrent demaand.
4.3.4 Parking im
mprovemen
nt
Re‐arrannging the available service road spacce and allocaating designa ated spaces for various activities
was prooposed to brring in order and discippline in the area. Two exclusive
e parrking lots ha
ave been
proposeed at the Sou uthern sectio on of servicee road. Vehiccle users afte er parking thheir vehicles are well
connected to their places of intterest by thee proposed pedestrian ffacilities. Furrthermore, a ample on
street p
parking has been provided on thee frontage of o the commercial stripp for the shopper’s
convenieence and easy
e access. The propoosed parkingg allotment features d esignated areas a for
intermediate transp port accessibble to the shhoppers, bu us passengerrs and patroons in the area. It is
noteworrthy that thee proposed p parking facilitties meet the e current demand.
83

n Study (CTS)
On streeet parking along the JNTTU corridor hhave also been proposed d and a moree detailed discussion
orridor as a road space iss reported inn Corridor Im
of this co mprovement Plan Corridoor 1 of this report.
Commerrcial strip exxists along the frontage of Road no
o.1 in‐betwee
en the serviice roads an
nd E‐seva
lane. Paarking spacees for both h car and ttwo‐wheelerr have been proposedd and are arranged
a
alternatively along this stretch to o serve its reequired demand.
4.3.5 ns and Roa

Regulation ad Marking
g and Signa
ages
Lane maarkings, pedestrian crosswalks and regulatory sign
s boards, informing ddrivers the maximum
m
allowable speed in the area ha
ave been prroposed perr IRC Guidelines and at t appropriate
e places,
respectively.
Pavements markings featuring ““BUS ONLY” text have b
been proposed at regulaar intervals a
along the
bus wayy.
nformed where approprriate about the no parkking zones bby the installation of
Vehicle users are in
respectively sign boaards.
Regulatiions and roaad marking signages ar e proposed in complian
nce with thee IRC standa
ards and
guidelines in the areea.
4.3.6 Long term Improvem

ments and L
Linkages
As a long term meassure it is proposed to connstruct the tthird subwayy near Road nno.1 across tthe NH‐9
carriageeway. The co
ost associated with thesee long term measures arre excluded ffrom the pre eliminary
cost estiimates.
The Sard
darpatelnagaar road is pro oposed to bee extended to join Vasanthnagar roadd. This would d require
land acq m an existingg GHMC par k. This conne
quisition from ectivity would provide a n alternative
e parallel
road to the JNTU coorridor, provviding relief aat the JNTU intersection
n for the trafffic moving between
Nizampeet and Hi‐tecch city. It is also proposeed to acquirre additional lane capaciity at HT meedians on
Vasanthhnagar road tto develop th his road as a two lane miinor arterial on both sidees.
Bhagyan nagar colonyy and Vivekanandanagar roads caterr to the need ds of very deense residen ntial area
and it iss proposed that as a longg‐term meassure, acquisition should be considereed on eitherr sides of
the road d to accommmodate for a 2‐lane dual carriage waay, thus, actiing as distribbutor/collecttor roads
for the nnorthern secctions in the area.
It is prop
posed that the Miyapur bus termina l would com me to existence and woul d eliminate tthe need
of a designated intter‐city term
minal in the area, which
h could efficciently be h andled by enforcing
e
regulateed service tim
mes. Alternaatively, this designated intercity terminal could only be use
ed for by
City buses, in turn inncreasing theeir attractiveeness.
4.4 M
Malkajgirri
on the trafficc surveys and our broadd knowledge of the area
Based o a, best enginneering and planning
practices were adop pted to develop the propposed concep pts in the Malkajgiri areaa. Analysis, h however,
was connfined to thee available RoW and wass proposed tto address th he short term m needs connsidering
84

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minimal acquisitionss. In an efforrt to mitigatee the overall deficiency in
n the system
m, long term ssolutions
where applicable and absolutelyy necessary aare recomme ended.
The imp
d into the foollowing asp
pects for
better understandin
4.4.1 Overall Traffic Circulation Plaan
4.4.2 Juncction/Road section Improovement
4.4.3 Public Transportt Facilities: im
mprovementt
4.4.4 Pedestrian Faciliities
ement
4.4.6 Regulations/ Road marking ssignages
4.4.7 Longg‐Term imprrovement lin kages
4.4.1 Overall Tra

With tthe exception of

Malkajgiri bus sto op area
(proposeed for minimal
modificaations to
o the
vehiculaar movemen nts) rest
of trafffic in the area is
proposeed to continue the
existing circulatio on, as
shown in n theFigure 44‐44.
In the existing co onditions,
only th he buses heading
towardss Mettuguda are
routed along the Gandhi
Park wiith the restt of the
traffic travelling on the
Malkajgiri Road. Alll of the
reverse traffic, inclu
uding the Figure 4‐‐44: Proposed
d One‐Way Circulation at M Malkajgiri Buss Stop
buses u uses the Malkajgiri
M Note: Whitte Colour Arroow in the Figuure representss One-Way Ciirculation.
Road toowards Safilguda for
their moovements.It has been prroposed thatt this section n of the Roa ad operate aas a one‐wayy loop by
re‐routee all the veh ng towards Mettuguda around the Gandhi Parkk and the Malkajgiri
hicles headin M
Road caatering to northbound
n traffic towaards Safilgud
da. An interrnal two waay linkage has
h been
provided d between th hese one‐wa ay loop circu lating roads for allowing g a smooth trransition of vvehicular
movemeent. Proposeed cross‐sections in the M Malkajgiri are
ea are attachhed in Annexxure 4.4.
85

n Study (CTS)
4.4.2 Junction/R
Road sectio
on Improve
ement
4.4.2.1 Mettuguda Intersectio
on:
The exissting two ch
hannelisers at this interrsection
have beeen redesiggned to allow for a smooth
movemeent of left turning vehiccles. In an eeffort to
discouraage the paarking on the approaach leg
towardss Secunderabad, it has been propoosed to
construcct concrete barriers. Pedestrian croosswalks
and conncurrent signnal phasing has been prroposed
at this intersectionn to ensuree their safeety and
mobilityy. Proposed iintersection layout is illuustrated
inFiguree 4‐45.
4.4.2.2 ntersection
Tarnaka In
Figure 4‐45: Proposed Cooncept of Metttuguda
Intersecttion
Land accquisition is proposed at all of thhe four
corners of this interrsectionto immprove the ooverall operational stand dards. Also, to accommo odate an
efficientt operation at this inttersection, cchannelisers have beenn proposed for free le eft turns
movem ments. Pedestrian crosswalkks and
concurrrent signal phasing havve been proposed at
this intersection to ensuree their safety and
mobility. Proposed d intersectionn layout is illustrated
inFigurre 4‐46.
4.4.2.3 a Intersectionn
3 Habsiguda
Under the proposed conceptss, traffic to and
a from
Habsigguda Street No.1 leg hass been prohibited to
Figurre 4‐46: Propoosed Conceptt of Tarnaka
Inttersection
have diirect accesss into the intersectionn. To
accomm modate this arrangemen nt, a left in and
left outt access has been pro oposed with the
provision of a conttinuous sepa arator. Also, two
n channeliseers are pro
left‐turn oposed on the
Nacharaam leg to facilitate free left turn
movemeents as illustratted inFiigure
4‐47.Ped destrians cross
c walkks have bbeen
Figure 4‐47: P
Proposed Conncept of Habsiguda
proposeed to ensure Pedestrians safety and Intersectioon
86

n Study (CTS)
mobilityy.
4.4.2.4 Anutex Inttersection
Under the existing aarrangementt this interseection has a constrained d
RoW annd Sight Disttance concerns. This, unnconvention
nally laid outt
intersection, providees access fro
om two minoor approach legs that are e
staggereed in nature. To compliccate issues, aall the move
ements from m
these ap
pproach legss are allowed d resulting inn multiple co
onflict points,
also the distance beetween these e two approaaches are clo osely placed,
compou unding the prroblem even further.
In an effort to mittigate this in
ntersection a central median
m (Bulbb
Shape) hhas been prroposed, pro oviding sufficcient turningg radius and d
width ffor the Busses. The tw wo staggereed approaches at thiss
intersection are pro oposed to operate
o withh a left in and
a left outt
movemeent, reducin ng the conflict points. PPedestrians cross walkss
have b been propo osed to en nsure their safety an nd mobility.
Furtherm more speed tables are proposed appproximately 40 meterss Figure 4‐‐48: Proposed
d Concept
from thee junction ap pproaches in n an effort too reduce the e speed cand d of Annutex Interse
ection
ensure ssafety. Prop
posed interse ection layouut is illustrated in Figuree
4.48.
4.4.2.5 Safilguda IIntersection
The Safilguda intersection is pro oposed to opperate
as a siggnalised as compared
c to
o an unconttrolled
intersection under tthe existing cconditions. PProper
treatmeent at thee intersectio on for eff fficient
movemeent of the veehicles has b been addresssed by
recomm mending geometric
g elements i.e.
channelisers. Curren ntly, access to a petrol pump
operates as a forth leg to this intersectionn. This
land‐usee is proposed to be shiftted and its aaccess
closed tto improve the overall efficiency oof the
intersection operations in the lo ong run. But in the
short teerm entry an nd exits are permitted tto the
petrol pump. Also, tthe existing sstatue is prooposed Figure 4‐49:: Proposed Cooncept of Safilguda
to be shifted onto th he proposed island. Pedeestrian Intersectiion
cross wwalks and concurrent signaling
s phhasing has been
b providded to ensuure safe Pe edestrian
movemeent and mob bility as showwn in the Figuure 4.49.

87

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4.4.2.6 NFC Interssection
The currrent intersection layout has beeen

modified d and redesigned to serrve the trafffic
demand d. At the NFFC intersecttion, free leeft
turn chhannelisers have been proposed tto
ensure efficient discharge off heavy lefft‐
turning vehicular deemand. It is p proposed thaat
this intersection be operated as a sign al
controlleed by a a two‐pha ase system m.
Pedestriians cross waalks and concurrent sign al
phasing has been proposed
p to
o ensure saffe
movemeent of pedesstrians and vvehicles, alikke.
Proposeed intersection layout is illustrateed
inFiguree 4‐50.
4.4.2.7 Nacharam
m Intersection
n
Nacharaam intersectiion has been n reconfigureed
to cater to the need d and require ements of thhe Figurre 4‐50: Propo
osed Conceptt of NFC Interssection
traffic d
demand. Thee intersectio on operationns
at this in
ntersection is proposed tto be operateed by a signaal control op perated with a two phase e system.
Proposaals include reelocating the existing reli gious onto the wide left turning channneliser provvided for
accomm modated a heeavy movem ment of vehiccles structure e heading to
owards Nachharam. Also,, another
left turn
n channeliseer has been recommendded at the
approacch leg from N Nacharam to o accommoddate heavy
truck traaffic volumees. Pedestria
an safety annd mobility
have beeen propossed at this intersectioon by the
provision of crosswalks, waiting
w isla nds, and
concurreent signal phases. Proposed layout is
illustrateed in theFiguure 4‐51.
4.4.2.8 HB Colonyy and ZTC Inttersections
Both, thhe HB colonyy and ZTC intersections aare closely
spaced tto one anoth her, with the major direcction of the
ng left at HB colonyy and an
traffic fflow, turnin
immediaate right att Anandhbagh, prior too heading
towardss their respective destina ation. Simila r demand,
but in the opposite direction n is observeed in the
reverse commute. In addition to provviding the
connectivity to both h these stagggered legs, tthe Moula‐
Ali Roadd on a daiily basis, ca
aters to thee need of
Figure 4‐5
51: Proposed CConcept of Na
acharam
considerrable amoun nt of truck traaffic. Interseection

88

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Under tthe existing conditions both of theese intersecttions operate as unconttrolled interrsections.
Keepingg in mind thee safety and for ensuringg a smooth trraffic flow ba ased on the vehicular de emand, it
has been n proposed tto operate th hese interse ctions with aa signal, conttrolled by a ssingle contro oller. The
offset between thesse two interrsections co uld be used as a waitin
ng/queuing aarea for the vehicles
prior to the right turrn phases be
eing served. SSafe movem ments of pede estrian are pprovided by m means of
sidewalkks and crossw walks, controlled by conncurrent sign nal phases in the intersecction block. A Also, it is
imperative that to aachieve acceptable levelss of service, appropriate signal phasiing be designed with
an assumption of a a conventionnal four leg intersectionn.Figure 4‐52 2 and Figuree 4‐53 illusttrate the
proposeed intersectio on improvem ments at bothh of these intersections.

Figurre 4‐52: Propo
osed Conceptt of H B Colonny Figu
ure 4‐53: Prop
posed Conceppt of ZTC Intersection
In
ntersection

cilities
Designatted bus shellters are proposed at exiisting Bus sto ops to improove the safetty and attracctiveness
compon nent of the Public Transport facility inn the area. TTo ensure saffety at thesee bus stops th
he speed
humps aare provided d ranging fro
om 75 to 1500 meters. AAlso, to avoid d hindrancess with througgh traffic
flow, existing bus stop at the An nutex interseection has be een shifted uupstream. Itt is noteworrthy that,
pedestriian facilities complementting the pubblic transportt facilities have been worrked out.
4.4.4 ns Facilities
Pedestrian s
Proposeed as a “Trafffic Calmed N Neighbourhoood” utmost priority is givven for pedeestrian’s safe ety in the
Malkajgiri area. Oveerall, a total o
of 28 KM of sidewalks haave been pro oposed in th is area in adddition to
considerring their connectivity elements at ccritical junctiions complementing a u niform flow for both
hicles, alike. Crosswalkss have been proposed per
pedestriians and veh p IRC stan dards/guide elines. To
ensure safe pedesttrian movem ments speedd control measures for the vehiclees i.e. speedd tables,
humps, regulatory sspeed signs e etc have alsoo been proposed at regu ular intervalss in the area
a. Drivers
89

n Study (CTS)
are also informed off these spee
ed control m easures by tthe installation of sign b oards at app propriate
locations. Mini roun
ndabouts ha
ave been prooposed as a
a traffic calm
ming devicess in the area
a, where
approprriate, to enhaance the aesthetic featurres and profiile of this Tra
affic Calmed Neighbourh hood.
4.4.5 Parking Im
mprovemen
nts
Although existing parking
p facilities are su fficient to handle
h the parking demmand, enforrcements
should b dministered to avoid sppillover of th
be strictly ad his parking demand
d on tto the main carriage
way. Enfforcements can be achie eved by the provision off video surve eillance or byy designated d parking
officials..
4.4.6 n /Road Ma
Regulation arking Sign
nages
Entry into the Malkkajgiri area from

f all inteernal
roads wwould welco ome its residents by the
installations of “Trafffic Calmed N Neighbourhoood”
portals as shown inFigure 4‐54. This poortal
would aalso inform the
t driver of o the maxim mum Figure 4‐54: Po
ortal need insttall at the Enttrances
allowable speed lim
mit of 40 KMMPH in the aarea.
Speed taables are pro ovided at reggular intervaals ranging frrom 75 mete ers to 150 mmeters based on their
need and appropriatteness.
As shoown inFigure 4‐55, the

following list of siggns boards are
proposeed to be in nstalled in the
area, where ap ppropriate. A
dance on where
briefguid w to insstall
such signs is mentioned below.
Give waay Sign: Thiss shall be ussed
on a minnor road at tthe entrance e to
an inteersection of major ro oad
where aa stop is no
ot necessary all
me. The siggn should be
the tim
located in advancee of 25 to 50
meters tto the point where vehiccles
uested to stop to yield the
are requ
posed sign Boa
ards need to iinstalled in th
he study
ROW. area
a
Stop Siggn: This sign is intended ffor use on rooads where tthe traffic is required to stop before entering
into a m
major road. TThese signs should be insstalled, approoximately, 1.5 to 3 mete rs in advance of Stop
line.
Speed LLimit Sign: This
T sign sha
all be locateed at the be t section of the road
eginning of the d or area
covered by a speed restriction.
90

n Study (CTS)
Speed BBreakers: Thiis sign is use
ed to warn thhe driver of the presence of the speeed breaker ahead. It
should b
be posted 50
0 to 60 meterrs in advancee of speed breaker locatiion.
Pedestriian Crossingg: This should be postted in advaance on both approachhes to unco
ontrolled
pedestriian crossing.
School ZZone: This siign should be posted whhere ever school building
g or groundss are adjacent to the
road.
Level Crrossing: These signs shou
uld be poste d before the
e level crossings.
4.4.7 m Measures
Long Term s
Similar tto the discussion provid
ded in Sectioon 4.2.7 of Mehdipatnam
M m, it is propposed as a lo
ong term
measuree that all the
t intersecctions alongg KrishnaDevva Raya Ro oad, be opeerated as actuated‐
a
coordinaated signal system.
Under tthe existing conditions, this area la cks the connectivity between Mallaapur and Moula‐
M Ali
roads. Itt has been proposed that connectivitty be provided between two partiallly developed d existing
roads att the locationn as shown iinFigure 4‐566.This impro ovement needs to considder the desiggning and
construcction of engineering, geo ometric, and pavement e elements.
Traffic o
operations at Anutex inttersection w
would greatlyy benefit fro
om surroundding land acq quisition.
Hence, aas a long‐term measure, it is proposeed to acquire e the land as shown inFiggure 4‐57. Giiving due
considerration to exxisting geommetric constrraints and th
he sight disttance issuess, this acquired land
could ad ddress, if nott all, the majority of operrational probblems at this intersectionn.
Figure 4‐56: Proposed Connecttivity betwee n Figurre 4‐57: Propo
osed Long‐terrm Concepts o
of Anutex
Mallapur aand Moula‐Ali Roads Intersectioon
Notee: Blue colourr hatch part in the figuree need for
Landd Acquisition
91

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4.5 V
Vanastha
alipuram Area
In an efffort to keep the existing profile as a residential land use, imp provements have been p proposed
by meetting the trafffic demand b but at the saame time not altering the e residentiall outlook in tthe area.
Over alll improvemeents propose ed in this a rea are cate
egorized und
der followin g aspects fo
or better
understaanding.
4.5.1 Ove
erall Traffic C
Circulation P lan
nt
ements
4.5.1 Overall Tra

The exissting circulattion in the area,
a would be sufficien
nt to facilitatte the propoosed traffic demand.
Howeveer, the existiing circulatio on pattern nneeds be further compllimented by y the introdu uction of
junctionn improvemeents, Traffic Calming Meeasure/Speed d Regulatoryy signs in labbelling this area
a as a
Traffic C
Calmed Neighborhood.Prroposed cro ss‐sections iin the Vanassthalipuram area are atttached in
Annexure 4.5.
4.5.2 Road sectio

Junction/R on Improve
ements
4.5.2.1 LB Nagar IIntersection
Currentlly, statuesarre located on
o the centrral
rotary m
median obstrructing a sm mooth flow ffor
ht turning veehicles. It iss proposed to
the righ
reduce the diameeter of thiis rotary ( to
accomm modate the existing sta atue) for thhe
efficientt operations of the rightt‐turns at thhis
intersection. The intersection iss proposed to
be operaated by a siggnal control, modifying thhe
existing phasing to o achieve optimal
o trafffic
flow conditions. Four channelizers, a re
proposeed to accom mmodate a safe left tu rn
movemeentas shown n inFigure 4‐5 58.
Existing intersection arrangem ment provid es
access tto Saroornaggar, formingg a fifth leg at
this inntersection. Keeping the overaall
intersections operattions in perspective, it h as Figure 4‐58: P
F roposed Conccept of L B Na
agar
Intersectionn
been pproposed to o close thiss access annd

92

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reroute the trips acccordingly att a different access poin

nt. Connectivvity to sidew
walks and co
oncurrent
signal ph
hases are reccommended d to ensure saafe pedestriaan movemen nts at this inttersection.
4.5.2.2 Chinthalakkunta Interse
ection
It has been proposeed that this

intersection be signal operated
with a ttwo phase system.
s The
traffic vvolumes acccessing the
Bairamaalguda bypasss road leg
are p predominantly trucks.
Hence, sufficient tu urning radii
to suit the heavvy vehicles
movemeents enteering and
exiting out of th his leg are
proposeed. Taking ad dvantage of
the add ditional right of way
along thhe NH‐9, a satellite
s bus
terminal north of the Figurre 4‐59: Propo
osed Concept of Chinthalakkunta Intersection
intersection, median n separated
has been proposed for the interr‐city bus op erations. Th he terminal h
has been dessigned so as that the
intercityy buses do not
n affect the intersectioon operation d merge ontto the NH‐9 carriage
ns and would
way at eexit leg of thee intersection.
4.5.2.3 Panama G
Godown and Sushma Theeatre Interse
ections
High den nsity of resid
dential dwellings in the aarea is prese ent to the soouth of NH‐99 corridor. Th he traffic
originatiing from this section makes a perm
mitted left tu
urn onto the
e carriage w way, with the
e reverse
traffic entering the ccommunity by either onne of the righ ht turn pocke ets (Panamaa Godown orr Sushma
theatre)), based on ttheir proximities. Both oof these intersections pro ovide direct access into the area
with weell‐connected d road netwwork to reacch their desiired destination/s. It is proposed that both
these intersections be operated d with signal for optimal operating conditions, coontrolled byy a three‐
phase operation. Peedestrian crosswalks and concurrent signal phase es have beenn proposed tto ensure
their saffety and mob bility.
93

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Figure 4‐60: Proposed Concep pt of Panama Figu
ure 4‐61: Prop
posed Conceppt of Sushma Theatre
ntersection
In Intersectioon
4.5.2.4 Inner Ring
g Road and B
Bairamalgudda By‐pass Ro
oad intersecctions
Existing geometric alignment
a of the Bairam
malguda inte
ersection proovides confuusion amongg vehicle
users wiith regards to o their direction of moveements. The major flow is towards Saagar Road, a and there
is a posssibility that the traffic heading strai ght towardss Sagar road would end up on Baira amalguda
Bypass R Road with a blink of an e eye. Therefoore, this intersection hass been realiggned at the m mouth to
form rigght angle app proaches, improving the sight distancce and geom metric eleme nts. This inte ersection
osed to opeerate as a signal controolled interse
is propo ection. Figure 4‐62 illusttrates the proposed
p
improveements at Baairamalguda By‐pass Roa d intersectio on.
Not far from this intersection n lies, Innerr Ring Road
d which forrms a criticaal intersection with
Bairamaalguda By‐pass Road, in the area. Thiss intersection has been improved by y the provisioon of two
left turnn channeliserrs along the Inner Ring R Road to effeectively serve
e and segreggate the inte ersection
traffic. TThis intersecttion is also p
proposed as aa signal conttrolled interssection.Figurre 4‐63 illustrates the
proposeed improvem ments at Inne er Ring Road intersection.
94

n Study (CTS)
Figure 4‐62: Proposed Concept of Bairamalgudda Figu
ure 4‐63: Prop
posed Conceppt of Inner Rin
ng Road
ntersection
In (IRR) Intersect
( ction
Based o on their proxximity, it is p
proposed thaat both of th
hese intersections be opperated with
h a single
signal co
ontroller as aa long‐term mmeasure.
4.5.2.5 NH ‐9 Servvice Road Tre
eatment
Currentlly small strip
p of comme ercial land‐usse is located
d along the frontage of f the NH ‐9 corridor.
Although, this activvity is not intense
i ons, it has the potentiial being
undder the existting conditio
developed into one in the near future. For these very reasons, the e proposed cconcepts incclude the
provision of a service road alongg this stretch .
Keepingg in mind thee

future parkingg
demand d, once thee
heavy commerciaal
land‐usee developss,
regulateed parkingg
have beeen proposed d
along the servicee
road as shown in thee
Figure 44‐64. Detailedd
discussioon of thee
proposeed bus bayys
are reported in thee
Section 4.5.3 of this
posed Concept of NH‐9 Corrridor
report.
Due con nsideration is given to the existingg commerciaal strip with
h regards too their accesss, while
developing the serviice road improvement. Itt is notewortthy that the Panama Goddown be relo ocated in
future, aas the accesss proposed tto this facilityy is a bit con
nstraint and unconventioonal. Minimu um width

95

n Study (CTS)
of five m
meters for the
t service road
r was acchieved after the inclusion of the a uxiliary facillities like
parking, hawkers zone, etc. Servvice road trafffic would be e merged onto NH‐9 corrridor, approxximately,
100 meters prior to o the intersections for smooth opeerations. Serrvice road t raffic predo ominately
being sttop and go w would have m minimal, if n ot no influence on the N NH‐9 traffic fflow, thus, p providing
an unintterrupted flo ow of traffic aalong NH 9.
4.5.2.6 Vanasthallipuram Ryth
hu Bazaar
Keepingg in mind thee patterns off mobility, paarking
requiremments and the
t hawkerss, the Rythu bazar
has beeen reorganized accordingly. Designnated
parking spaces for both cars and two wheeelers
have beeen provided d to meet thheir demandd and
access rrequirements. Additional Hawker’s zone
has been proposed at the frontage of the faacility
to avoid d spillover of its activvities on too the
surrounding road neetwork. Pede estrian safetty and
mobilityy has been proposed in form of sidew walks,
crosswalks and speeed tables in this are a. As
shown in Figure 4‐65, the area a around the R Rythu
bazaar has been developed
d as
a a pedesstrian‐
friendly space and catering
c to its
i transporttation
need and requiremeent.
4.5.3 Public Transport Imp

provements
s
Public Transportan nd their auxiliary
a su pport
facilitiess, where app plicable, cateering to the nneeds
of the p
patrons havee been careffully addresssed in
the prop posed conceeptual plans. As shown iin the
Figure 44‐66, exclusivve bus bays are propossed at
Figure 4‐65: P
F Proposed Con cept of Rythu u Bazar
all the b
bus stops along the NH‐9 corridor to be
serviced d without intterfering witth the throu gh traffic. Geometric
G chharacteristicss were consiidered in
detail su uch as length h of the flare e, diverge, mmerge etc. accommodatiing a smoothh merge and d diverge
have been worked o out as a partt of this exerrcise. Parking for the Inttermediate PPublic Transp portation
has been n provided aadjacent to the bus stopss complimenting the passsenger’s mo bility feature e. Also, it
is notew worthy that, such an arra angement w would segreggate the stop p and go trafffic with NH‐9 traffic
flows. Itt is proposed
d that the existing bus sstop near Paanama Godo own be reloccated, given its close
proximitty to the inteersection.
Designatted bus shellters are proposed at exiisting Bus sto ops to impro ove the safetty and attracctiveness
compon nent of the Public Transport facility inn the area. TTo ensure saffety at thesee bus stops th he speed
humps aare provided d at spacing o
of 75 to 100 meters. Also o, for the bus stops locatted at the mid blocks
of NH‐99 corridor crosswalks
c with
w a centrral refuge issland (Pedestrians waitting area) has
h been
96

n Study (CTS)
proposeed. This island would be used by the pedestrians to wait in a safe area unntil they find
d suitable
ow, prior to ccrossing the major carriaageway.
gaps in tthe traffic flo
As discuussed earlier,, a terminal ffor inter‐cityy buses has b been propose ed to avoid i nterference with the
NH‐9 op perations. Th his terminal is proposed tto have 10 b bus bays with h an option oof overtakingg the bus
in front while the other
o is being serviced. A
Also, at this specified bu
us terminal and other bus
b stops
along NNH‐9 corrido or; hawkerss/vendor deesignated areas have been propoosed to enhance a
passengger‐friendly eenvironment.
Figure
e 4‐66: Propossed Concept B
Bus Stops on NH‐9
4.5.4 Pedestrian
n Facilities
Proposeed as a “Trafffic Calmed N Neighbourhoood” utmost priority is givven for pedeestrian’s safe ety in the
area. Ovverall, a tottal of 24 KM of sidewwalks have been
b propossed in this area including their
connectivity at criticcal junctions complemennting a unifo orm flow. Cro osswalks aree designed as per IRC
standard ds. To ensure safe pedesstrian movem ments speed d control measures for thhe vehicles h have also
been reecommended d i.e. speed tables, hum
mps, regulato
ory speed siigns etc are provided at regular
intervalss in the area. Drivers are also inform ed of these sspeed contro ol measures by the installation of
sign boaards at appro opriate locations.
Bairamaalguda Bypass Road predominantlyy accessed by the truccks, currenttly, lacks pe
edestrian
facilitiess along this rroad segmen
nt. Hence, twwo meter raaised sidewalks (15cms) have been p proposed
to ensurre safe pedesstrian mobiliity along thee road segme
ent.
4.5.5 Parking Im
mprovemen
nts:
The parkking requirement in the area is met at the adjoining residen ntial land‐us es. Bearing in mind,
the posssibility of a cconcentrated d commerciaal activity alo ong the NH‐9 corridor inn future, parrking lots
have beeen proposed d to meet the futuristicc demand, while
w conceptualizing thee service roa
ad plans.
oposed parking lots wou
The pro uld efficientlyy meet the current parking demandd and requirements.
Also, faccilitating thee future demand, designaated spaces in the servicce roads havve been alloccated for
Intermediate Public Transportattion near thee proposed bus stops, a along the NH H 9. The rand dom and
97

n Study (CTS)
sporadicc existing parking

p stru
ucture at t he Rythu bazaar
b has been orgaanized and requires
enforcemment on its rregulations tto facilitate tthe needsof the present demand.
Figu
ure 4‐67: Propposed Parkingg Spaces on N
NH‐9
4.5.6 Regulation
ns/Road ma
arking sign
nages
n to the Vanasthalipura

Entry in am area froom all
major innternal roadss would welccome its resi dents
by thee installatiions of “Traffic
“ Caalmed
Neighbo ourhood” ass shown inFFigure 4‐68.. This
portal wwould also inform the driver off the Figure 4‐68: Po
ortal need insstall at the En
ntrances
maximum allowablee speed limit of 40 km ph in
the areaa. Speed tablles are provided at regul ar intervals ranging fromm 75 meters to 100 mete ers based
on their need and ap ppropriatene
ess.
As show
wn inFigure 4‐69the
4 follo
owing list off signs board
ds are propo
osed to be iinstalled in the
t area,
where appropriate. A briefguidance on wherre to install ssuch signs is mentioned bbelow.
98

n Study (CTS)
Fiigure 4‐69: Prroposed sign B
Boards need tto installed in
n the study are
rea
Give waay Sign: This shall be use
ed on a minoor road at th he entrance to an interseection of maajor road
where aa stop is not necessary alll the time. TThe sign shou ed in advancce of 25 to 50 meters
uld be locate
to the point where vvehicles are rrequested too stop to yield the ROW.
Stop Siggn: This sign is intended ffor use on rooads where tthe traffic is required to stop before entering
into a m
major road. TThese signs should be insstalled, approoximately, 1.5 to 3 mete rs in advance of Stop
line.
Speed LLimit Sign: This
T sign sha
all be locateed at the be
eginning of the
t section of the road
d or area
covered by a speed restriction.
Speed BBreakers: Thiis sign is use
ed to warn thhe driver of the presence of the speeed breaker ahead. It
should b
be posted 50
0 to 60 meterrs in advancee of speed breaker locatiion.
Pedestriian Crossingg: This should be postted in advaance on both approachhes to unco
ontrolled
pedestriian crossing.
School ZZone: This siign should be posted whhere ever school building
g or groundss are adjacent to the
road.
99

n Study (CTS)
4.5.7 Long-Term
m improvem
ment linkag
ges
Similar tto the discussion provid
ded in Sectioon 4.2.7 of Mehdipatnam, it is propposed that as
a a long
term m
measure, all the interse ections alonng NH‐9 be operated as a actuatedd coordinate ed signal
controlleers.
Considering close proximity
p of Bairamalgguda Bypasss and Inner Ring Roadd intersectio ons, it is
recommmended that as a long te erm measuree; operate th heir respective phases w with single co ontroller.
Standaloone operatio
on at each of
o these inteersections could result in vehicles w
waiting on approach
a
potentiaally queuing up the vehiccles along thee same direcction at the o
other interseection.
100

5. PRELIMIN
NARY COS
ST ESTIMAATES
Prelimin
nary Cost esttimate have been carriedd out for the e proposed iimprovemennts and the ssame are
tabulateed below at TTable 5‐1. Th he estimate iincludes connstruction of foot paths, JJunction treatments,
new signnals to be insstalled, lane markings, si gnage’s, and
d sign boardss.
Taable 5‐1: Prelim
minary cost eestimates of A
Area level Imp
provement Plaans
Preliiminary Estimaated Cost in Rs..Crs
S. No. Item
Secunderabbad Mehdipa
atnam Kukattpally Malkaajgiri Vanastthalipuram
1 Junction Improvvements 2.04 1.20
0 1.5
51 2.116 3.78
2 RRoad section Im
mprovement 0.15 0.40
0 13.83 0.003 0.14
PPublic Transporrt Facilities:
3 0.20 0.05
5 0.19 0.116 0.07
improvement
4 PPedestrian Facilities 13.25 2.40
0 12.40 3.664 3.12
RRegulations/ Ro
oad marking 0.75
5 4.30
0 0.7
74 1.227 0.60
ssignages
TTotal Cost 16.39 8.35
5 28..67 7.226 7.72

101

6. CONCLUS
SIONS AN
ND RECOM
MMENDATTIONS
 Areaa Traffic Man nagement studies have bbeen carried out for five selected areeas:
o Secunderab bad
o Mehdipatnaam
o Kukatpally
o Vanasthalip puram
o Malkajgiri
 Fieldd surveys in
ncluded reco
onnaissance, Road inven ntory, Trafficc Volume Coounts at mid‐blocks,
Trafffic Volume Counts at in
ntersections,, Parking surveys, Pedesstrian Surveyys, Speed an nd Delay
Studdies.
 On tthe basis of the field surveys and thhe data analyysis traffic problems thaat require im mmediate
atteention have been identiffied and posssible improvvement prop posals that ccan provide relief to
thesse problems were identiffied.
 The identified im mprovement proposals a re detailed o out in this report.
 The following arre briefly thee proposed im mprovementts for each off the areas.
DERABAD:
SECUND
 The area under the study iss surroundedd by Sardar Patel Road in the northh, Rail Nilayaam Road
(Krisshnadewarayya Road) in tthe east, Mi nisters Road d in the westt, and Boigudda Road and d Railway
track in the soutth.
 The area is serrved by the Rail Nilaya m Road, Saadar Patel Road,
R Ministters Road, RP
R Road,
M.GG.Road, St. MMary’s Road, Sarojinidevi Road, Rezim mental Bazar Road, and BBoiguda Road d.
 Almost all the rooads are thoroughfares ccarrying the ttraffic movin ng across thee city. The prroportion
of thorough traaffic is relatiively less onn St. Mary’s Road, Rezimental Bazaar Road, Sarrojinidevi
Road d.
 The major probllems in the a area are inaddequate ped destrian facilities at railw
way station aas well as
commmercial areaas, ill organissed bus term minals resulting in U turn ns blocking t raffic on main roads,
Intense parking on thorough hfares like R P road, MG road resultin ng in heavy rreduction in carriage
wayy capacities.
 In order to easee the traffic problems, trraffic circulation in the vvicinity of Seecunderabad d Railway
Station is propo
osed for reo organisation into one way system in n the clockw
wise directio
on on St.
Marry’s Road, SD D Road, Regim mental Bazarr Road and road in front of the Northhern gate of station.
 The bus terminaals are to be reorganised basically in terms of layout and capaacity. The ca apacity of
bus terminal at railway station is propo sed to be increased by ttaking out soome portion of land/
spacce under carr parking lot and auto ricckshaw bayss as they are less utilisedd at present. The bus
termminal space is totally inad dequate as itt exists todayy.
 Guru udwara bus terminal is to be provideed with en‐ro oute bus stops along thee road for serving the
busees passing thhrough the sttation area.
102

n Study (CTS)
 The Uppal bus stop near Keyes

K High SSchool will be
b totally segregated froom the carriageway.
Rath hifile bus station will servve the busess as they are e today, but the buses w will move tow wards the
station in one w way direction instead of taaking right tu urn blocking the traffic oon station roa ad.
 On C Chilakalagud da side the te erminal faciliity doesn’t e exist and as ssuch the busses are parke ed on the
road d side at thee periphery of the rotaary hinderingg the traffic movementss. For this case
c it is
prop posed to develop a term minal next too the parcel office or by acquiring the old qua
arters of
railwways to the ssoutheast corner of undeerpass (Oliph henta bridge).
 Linkking all the bu us terminals a pedestriann skywalk is also suggested.
 All tthe junctionns formed byy the roads proposed for f one wayy operation are propose ed to be
redeesigned to faacilitate the p proposed opperation.
 All tthe junctions in the areea are propoosed for sign nal controls and this inccludes Chilakalaguda
Trafffic Rotary w which presenttly has 5 appproaches. Th he rotary is re ecommendeed for removval as the
intersection is go oing to be 5‐‐arm signalissed junction.
 On all the road mum of 2m side walk iss suggested and this sh
ds in the arrea a minim hould be
main ntained free of encroach hments.
 To mminimise thee impact of On‐Street Paarking and discourage
d ong‐term paarking particularly on
lo
MG Road and RP P Road, telesscopic pricingg along with time (Duration) restrictiion is propossed.
 To m meet the parrking demand of the futuure as well aas the presen nt, off street parking faciilities are
sugggested to thee north of SP P Road in thee corners of tthe intersecttions
 With h the introduction of one way syste m the parkin ng area at passport officce can accom mmodate
morre vehicles th han today this parking arrea has been redesigned..
 The need for increasing the e capacity off underpass from Chilakkalaguda to A Alugaddabavvi is very
highh and as such h it is recommmended thaat additional underpass may be provvided to the south of
the existing underpass which h can increasse the capaccity by two fo olds
 It is noted that aadditional un nderpasses aare approved and work is to commeence at Aluga addabavi
and Rail Nilayam m.
 For Auto rickshaw parking the space iis already designated an nd the samee is proposeed to be
reorrganised to d develop into prepaid servvice facility.
MEHDIP
PATNAM:
 Meh hdipatnam area
a is basically resideential and interluded
i with
w educattional and shopping
s
facillities.
 The area is seerved by Vikarabad Rooad (Old Bo ombay Road mbay Road towards
d), Old Bom
Gachibowli, Gud dimalkapur R Road, Ring Rooad, Laxminaagar Road, Asifnagar Roaad.
 The thoroughfarres are Vikarrabad Road, Old Bombayy road, and Ring Road w while the othher roads
funcction as Distrributors and Collectors.
 The major problems observe ed in the areea are
 Highh volumes of
o bus traffic taking U ‐turns at Pillar no.3 an
nd 23. The uncontrolledd and ill
orgaanised auto rrickshaws pa arked/ waitinng everywhere.
 The absence of m maintenance e and upkeepp of the bus terminal.
 The restrictions on boardingg at the preseent Bus Term minal point.
 Totaal absence of pedestria an sidewalkks and unco ontrolled zebra crossinggs across Vikarabad
V
Road d/Old Bombay Road.

103

n Study (CTS)
 The narrow widtth of Carriagge‐way at Rytthu bazar coupled with h hawkers all aalong the old Bombay
Road d.
 In order to minimise the pro oblems it is proposed to o reorganise the bus circculation plan n so as to
avoiid U‐turns.
 Re‐d designing of the junction n at Humayunn Nagar to faacilitate right turns of traaffic from Re ethibowli
to M
Miraj café jun nction. Acquisition of lannd towards ccantonment area to provvide addition nal traffic
lanees for straight going and right turningg traffic from m Rethibowli.
 Provvision of sideewalks alongg old Bombaay road, Gud dimalkapur RRoad, Laxminnagar Road, andRing
Road d, Asifnagar Road, Ring R Road.
 Redesigning off major ju unctions att Tolichowki, Nanalna agar, Rethiibowli, Laxminagar,
Padm manabhanaggar, Miraj café etc.
 All tthe junctionss are controlled with siggnals to ensu ure the safetty of pedesttrians and to o achieve
efficciency at the Junctions.
 Trafffic calming m measures alo ong Laxmina gar and Gud dimalkapur R Road are sugggested to en nsure the
safeety of pedesttrians and no on‐vehicle occcupants.
 To ffacilitate pedestrians crossings acrooss old Bom mbay Road and
a PVNR Exxpressway a a pelican
crosssing (signal)) is suggested in the viciinity of the Bus Termina
al. In the lonng term a pe
edestrian
subw way is recom mmended.
 At aall the median openingss and interssection approaches the height of thhe medians is to be
redu uced to 0.5m m up to a length of 60m aand 0.15 m aat the mouth h of the opeening/interse ection so
to in
ncrease the vvisibility, faciilitate pedes trians to cro oss and improove the safetty.
KUKATP
PALLY:
Keepingg in tune withh the service
e provided byy the roads passing through and term minating in tthe area,
the trafffic operation ed and modiified for operation.
ns on each off the road linnks have been restructure
 The NH‐9, havin ng wide RoW W has been R Re‐designed to have servvice roads onn either side e and bus
wayys throughou ut the area frrom Nijampeet Junction to o BJP office. The entry annd exits of thhe traffic
are so designed d to have smooth funcctioning and ensure min nimum interrruption to the long
distaance traffic m moving on NH‐9.
 The major road ds namely JNTU
J Road, Road No. 1 and Phasse 9 Road oof KPHB ha ave been
redeesigned to efffect the disttribution of ttraffic passing through an nd destined tto KPHB.
 All tthe buses originating an nd terminatiing at KPHBB are diverte
ed to JNTU road for fin
nding the
acceess to NH‐9 tthrough the jjunction at J NTU.
 The Sardar Pateel Nagar road d is proposeed to be exte ended to join n Vasanth N agar Road. T This is to
provvide an alterrnative parallel road to J NTU road an nd relieve JNNTU road froom the trafficc moving
betw ween Nijamp pet and Hi‐Tech City. An existing H.TT tower in Sa ardar Patel NNagar approach road
need ds to be shiftted in the long‐run.
 Utiliising the avaailable space
e in RoW aloong NH‐9 an
nd JNTU road, adequatee on street/o off street
parkking spaces aare provided in the servicce roads and d adjoining laand.
 Keep ping in view
w the deman nd for the h awkers, dessignated hawwker zones hhave been iddentified
alonng the servicee roads, so a as to avoid thheir interfereence with ma ain traffic.
104

n Study (CTS)
 Commmensurate with the proposed/m modified traaffic operattional planss, the intersections
treatment at JN NTU Road, Nijampet Roaad, Ushamulllapudi Road,, Vivekanandda Nagar Ro oad, Rajiv
Gandhi rotary haave been addressed.
 The three main roads of KPH HB namely, ee‐seva Road, Road No. 4 4, Dharmaredddy colony R Road will
act aas collector//distributor roads in the aarea.
 Keep ping in mindd the requirements of pprivate long distance buses operatinng from/thro ough the
areaa a separatee pickup point has bee n identified and designed near to Vivekanand da statue
juncction.
 The road leadingg to Balaji Na agar joins thhe NH‐9 at a point close tto the bus seervice point opposite
to CCMR. In view w of the nece essity, this juunction has been design ned with apppropriate geometrics
withh control measures.
 unctions are designed to meet the present and im
All the critical ju mmediate futture requirements of
the ttraffic in thee area as demmanded by thhe proposed new circulation plans. A All junctions a
are to be
conttrolled with h appropriattely designeed traffic siignals to en nsure safetyy and efficiency of
operations.
 Keep ping in view
w the heavy demand fo r pedestrian n movementts across NH H‐9 three pe
edestrian
subw ways (two in n between JN NTU junctionn and Usham mullapudi jun nction Kukatppally Housing, one at
at Kukatpally village) are pro oposed, thesse subways in n Kukatpally area are inttegrated with h parking
spacces.
 Provviding trafficc calming meeasures like speed table mit signs aloong internal roads of
es, speed lim
KPHB and Pragathi Nagar, Viivekananda N Nagar Road, Pipeline Roa ad.
 “No parking” resstrictions on n Road No. 44, Phase IX Road, E‐seva Lane, Dharm mareddy colo ony Road
are ssuggested.
MALKAJJGIRI:
 Malkajgiri area is surrounded by Mallaapur Road, Krishna
K Dew
waraya Road,, Anandbauggh Road,
Dayaanandnagar road and ma ajorly maroooned by railw way tracks.
 Prim
marily the areea contains rresidential laand use. Witth commercial establishm ments locate ed on the
fron
ntage of Anan ndbaugh Roa ad, Malkajgirri Road.
 The area is serveed mainly byy Malkajgiri R Road, liking tto Krishna Deewaraya roadd at Mettugu uda.
 Malkajgiri road is the main life line for tthe area and d carries larg
ge number oof bus routess passing
thro
ough and linkking Secunde erabad with SSafilguda, MMoula Ali Hou using Board, ECIL, Neredm met etc.
 Generally the road
r network is inadeqquate in terms of ROW W’s and othher street furniture.
f
Expaansion of roaads is technically not praactical becau use of properties developped on eithe er side of
the roads.
 Keep ping the buus traffic along Malkajjgiri road and
a Anandb baugh road, in view necessary
n
improvements h have been prroposed alonng these road ds.
 The improvements are main nly limited too providing sidewalks on both sides ffor ensuring safety of
pedeestrians and appropriate e Bus Stop loocations.
 To iimprove thee safety of traffic
t movinng on Malkaajgiri road a notional seeparator in terms of
mou untable kerbb stone is suggested
s inn the centree for separa
ating the traaffic movingg in two
directions.
105

n Study (CTS)
 To mmanage the traffic moving in congessted markett one way syystem is pro posed in the e market
areaa. At presentt only buses a are moving iin one way syystem.
 To iimprove thee operations at the inteersections, lo ocated at An nutex and SSafilguda, ha ave been
improved in term ms of geome etrics and phhysical separaators.
 In o
order to improve the saffety of pedeestrian movin ng in the residential col onies trafficc calming
meaasures have been suggested. These traffic calming devices include postting speed limit sign
boards and speeed tables at rregular intervval of 75‐150 0 m as per th he ground sittuations.
 To eensure the saafety of trafffic moving onn main road particularly on Mallapurr Road media an height
at th he openings is recomme ended for reeduction to 0.5m. This w
0 will improve visibility of the road
userrs and enhan nce safety.
 All tthe junctionss, both interrnal and extternal, are proposed for signalisationn with appropriately
designed geomeetrically.
 NTC C Junction is rredesigned a as a signaliseed T‐Junction n.
 Nacharam juncttion has be een redesignned to effe ect safety and efficienccy of operations by
provviding channelizing island ds and signall controls.
 To im mprove acceessibility with h in the area requires connectivity in form of RUBBs and ROBs.
VANASTTHALIPURAM
M:
 Vanasthalipuram m area is parrticularly ressidential colo ony, surrounded by threee major road ds, NH‐9,
Nagarjuna Sagarr Road, Ring Road.
 The area has acccess from NH H‐9 and Naggarjuna Sagarr road, apartt from minorr access road ds, There
are 4 importan nt junctions through whhich the are ea is accessed. They arre Panama junction,
Sushhma Theatree junction, BN N Reddy coloony Junction and FCI Colo ony Junctionn.
 To ffacilitate thee trucks to bypass
b the LLB Nagar jun
nction, Sagarr Road and NH‐9 are co
onnected
throough Chinthalakunta byypass (Baira malguda Ro oad). The juunctions at either end assume
impo ortance by virtue
v of mo ovement of heavy comm mercial vehiccles bypassinng LB Nagar junction
throough this roaad.
 The roads/streeets in the are ea are void ooff pedestrian facilities and appropriiate traffic re egulating
meaasures are su uggested to e ensure safe aand efficient movementss of traffic annd pedestrian alike.
 In o
order to improve the traffic
t flow on major corridor
c on NH‐9, Sagaar Road, Rinng Road,
juncctions/accessses have be een restricteed to the 4
4 important junctions oonly and acccordingly
juncction have beeen designed d to suit the traffic needss of through traffic as weell as accessing traffic
on mmain roads.
 To improve ped destrian safe ety and env ironment, sidewalks of minimum 22m width ha ave been
prop posed along all the roadss that are runnning acrosss the area.
 To eeffect traffic calming in tthe area speeed tables haave been sug ggested at rregular intervvals 75 –
150m m as per thee field situation and thesee Speed Tables will assistt in crossing of Pedestria ans.
 The speed calming zone siggns are prop osed to be iinstalled at tthe entrancees of the fou ur access
roadds/junctions..
 Speeed limit siggns indicating restricti on of 40km mph speed are propoosed to be e posted
appropriately on n the roads.
106

n Study (CTS)
 To aappropriatelly handle th he heavy veehicular trafffic on Baira

amalguda Rooad (Chinth halakunta
Checkpost – Saggar Road jun nction) juncttion designs have been ssuitably upggraded and a along the
bypaass road sideewalks have been provid ed to ensure e the safety o
of pedestrianns.
 A su
uitable junction design is also suggestted at the crossing of Sag gar Road witth Ring Road.
 At p
present Rythu u bazar surro
oundings aree ill organised d and uncontrolled resullting in chaottic traffic
movvements. To bring the order
o to thiss area and to
t accommo odate the unnavoidable hawkers,
suitaable platform ms are propoosed and suittable parkingg has been p provided.
 To m meet the traffic accessing the prope rties on eith her sides of NNH‐9 servicee roads are p proposed
withh limited parking facilitiess.
 As aa part of imp a LB Nagar junction, Saaroor Nagar Road meeti ng at the junction is
provement at
prop posed to be closed and ttraffic on thiis road will b be handled bby a `T’ juncttion existing on NH‐9
towards Dilsukhnagar before e the stadium m.
107

ANNEXURES
Annexure 3.1 - Existing Cross Sections in Secunderabad Area
Min
1 Max
2.5 2.5 14 3 14 7 2.5
Krishna devaraya road
0.9 10.5 1.5
Paradise to Sindhi colony
1.5
45.5 14.4
Min Krishna devaraya road Max Sindhi Colony to Minister Road

7 3.4 10.5 1.2 7 0.5 7 1.1 1.5
1.7 1.5 3.3
23.8 21.9
Max Min
Sangeeth To Clocktower Sindhi colony to minister road
10.5 2 1.5 10.5 1.5 1.5
2.5 2.5
17
15.5
Min
Sangeeth To Clocktower Max Rasulpura Jn. To. Rani gunj
2 1.5 7 0.5 7 1.5 1.8 1.5 1.7 7 1 7 1 1.5
21.3 20.7
Max Min
Clock Tower to Patny Rasulpura Jn. To. Rani gunj
2 2 10.5 0.4 10.5 2.8 2 2 1 10.5 1 10.5 1.8 2
30.2 28.8
Min Max
Clock Tower to Patny CTO To General Bazar
1.51.5 11 1.51.5 1.8 10.5 0.5 10.5 2
25.3
17
Max Min
Patny to Paradise CTO to MG Statue
2 1.8 7 0.4 7 2.3 1.5 7 0.4 7
2.8 3.3
20.5
22
Min Max
Patny to Paradise
1.50.9 3.5 3.5 3.1 1.5 2 0.9 7 0.9 2
0.4
14.4 12.8
5 Min
Max
Paradise to Sindhi Colony
4.5 7 0.5 7 0.6 7 0.4 7 0.8
1.5 1.5 1.5 2 4
23.5 21.8
1 Note: All Dimensions are in Meters

Annexure 3.1 - Existing Cross Sections in Secunderabad Area
Iskon temple to keyes high school

Max Harihara Kala bhavan to RUB 2.5 1.5 14 1.5 14 1.5 1.5
2 5.8 7 0.5 10.5 7.7 2.2 Max 36.5
35.7
10
Min
7 0.5 7
Harihara Kala bhavan to RUB 15 Min Iskon Temple to keyes high school
3 2.2 2 3 2.1 10.5 2 14 0.5 1.5
24.7
30.6
Max Regimental bazar road

Max 1.5 7
11 2 4.1 7 2 14 4.1 2
Bible House to Karbala
10
35.2
16
Min
Min Regimental bazar road
2 7 1.5
Bible House to Karbala
2 7 2 7 2 10.5
1.5
21.5
Max Keyes High school to Rathifile

1.2 14 1.2
Max Passport office to YMCA Jn.
2 10.5 1.4 2 16.4
1.7
17.6
12 17
Min Keyes High school to Rathifile

Min Passport office to YMCA Jn. 2 14 2
1.5 2.5 10 15 10 2 2 18
43
Max
Max Pass port office to Gurudwar 17.5

1.5 0.9 10.5 1.5 2.45 2.45
22.4
14.4
13 18
Min
2 10.4 7 3.6
Min Passport office to Gurudwar
17.5 0.4
3.05 3.05
23.4
23.6
Max Max Alugadda bavi

0.2 7 1
Sec'bad station to rathifile 8.2
1.5 1.5 10.5 0.5 10.5 1.1 1.5
27.6
14 19
Min Min Alugadda bavi

Sec'bad station to rathifile 3 10.5 10.5 3
0.3 1 0.3
0.8 5.5 5.5 28.6
0.5 2.2
14.5

Annexure 3.2
Comprehensive Transportation Study (CTS) for Hyderabad Metropolitan Area (HMA)
CLASSIFIED TRAFFIC VOLUME COUNT DATA AT VARIOUS INTERSECTIONS IN SECUNDERABAD AREA
Ranigunj Intersection Karbala Intersection Biblehouse Intersec on

Sl.no Time
Vehicles PCUs Vehicles PCUs Vehicles PCUs
1 08:00 09:00 6954 4977 10061 6358 6546 4343
2 09:00 10:00 10491 6304 15178 8053 9875 5502
3 10:00 11:00 10666 6151 15432 7858 10040 5369
4 11:00 12:00 9642 5744 13949 7338 9075 5013
5 12:00 13:00 8716 5472 12610 6991 8204 4776
6 13:00 14:00 8538 5450 12353 6962 8037 4756
7 14:00 15:00 8362 5562 12098 7106 7871 4855
8 15:00 16:00 7972 5205 11534 6649 7504 4542
9 16:00 17:00 7910 5139 11444 6565 7446 4485
10 17:00 18:00 8994 5783 13012 7388 8466 5047
11 18:00 19:00 9493 5620 13734 7180 8935 4905
12 19:00 20:00 9322 5458 13487 6973 8775 4763
Total 107061 66864 154890 85421 100774 58356
Annexure 3.3 - Existing Cross Sections in Mehdipatnam Area
MIN Tolichowki MIN Laxminagar

7 10.5 3.6 14 6.2
2.4 1.5 4.8
2.2 2
25.6 28.6
TO
TO
1 MAX 6 MAX
4.2 14 14 3 7 4.8 10.5 7 3.2 Attapur
2 2.4 2.8
Kakatiya Nagar 3.5 1 4
39.4 44
MIN Kakatiya Nagar MIN Nanal nagar

2.7 2.5 2.2
2 14 10.5 7 7
33.9 2.4 0.4 1.2
18
TO
TO
2 MAX 7 MAX Langar House

2 17.5 21 3.9 Rethibowli 10.5 10.5
2.5 7.5 2.6 2.8 2.6
54.4 29
Miraj cafe
MIN Rethibowli MIN
2.6 4.8 10.5 1.6 8.7 1
10.5
9.7
30
TO
TO
Gudimalkapur Junction
MAX Mehdipatnam Busstop
3 3.3
8 MAX
21 4.8 24.5 4 2 14 3
1.5 1.5
22
57.6
Padmanabhanagar
MIN Mehdipatnam Busstop MIN
2 7 7 3.5 7
0.5 2
2 1.5 2
23.5 0.9 0.9
12.8
TO
TO
4 MAX 9 MAX
1.1 14 14
3.5 2.5 Laxmi Nagar
2.5 10 NMDC 14 2
1.3
47.6 2 1.3
20.6
MIN Rethibowli MIN Laxmi Nagar

0.8 7
10.5 14 1.3 1.3 2
2.4 4.8 2.5 2
13.6
35
TO TO
5 MAX 10 MAX
Laxmi nagar
3.1 14 10.7 7 2.5 7 7 Gudimalkapur
2.6 2 2.5
2.5 4.8 1 3 3 2.1
48.6 26.2
Humayan nagar
MIN MIN Miraj Cafe
3.3 7 10.5 1.5 11.5
2.1 1.5
24.4 1.5
TO 14.5
TO
MAX MAX
11 3.6
7 10.5
1.2
3.4 11 7 7 Mehdipatnam Bus Stop
Miraj cafe 0.5 2
25.7 0.7
2 0.7
20
Note: All Dimensions are in Meters

Annexure 3.4
CLASSIFIED TRAFFIC VOLUME COUNT DATA AT VARIOUS INTERSECTIONS IN MEHDIPATNAM AREA
Rethibowli Nanalnagar Miraj café Gudimalkapur Laxminaagr Tolichowki Mallepalli

Sl.no Time
Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs
1 08:30 09:30 11253 7148 6694 5279 2818 1805 3572 2044 3523 2294 6687 4413 2131 1325
2 09:30 10:30 15131 8609 9001 6358 3789 2174 4803 2462 4738 2762 8991 5315 2566 1596
3 10:30 11:30 16134 9406 9598 6946 4040 2375 5122 2690 5052 3018 9587 5806 2848 1743
4 11:30 12:30 13234 8612 7873 6360 3314 2175 4201 2463 4144 2763 7864 5316 2567 1596
5 16:00 17:00 14886 8612 6788 5253 2960 1722 3721 1960 3713 2176 7137 4153 1908 1195
6 17:00 18:00 18140 10339 8272 6307 3607 2067 4534 2353 4525 2612 8568 4986 2290 1434
7 18:00 19:00 19682 12239 8975 7465 3913 2447 4920 2785 4909 3092 10143 5902 2711 1698
8 19:00 20:00 18052 12025 8232 7335 3589 2404 4512 2736 4503 3038 9966 5799 2664 1668
Total 126512 76990 65432 51304 28030 17169 35386 19491 35106 21754 68943 41690 19685 12254
Annexure 3.5 - Existing Cross Sections in Kukatpally Area
N.H.9 NIZAMPET
MIN
9 9.5 2 9.5 11
41
TO
MAX
7 27 9.25 2 9.25 27 3.5 BJP OFFICE
85
9TH PHASE
MIN 2 7.13 0.75 7.13 2
19
TO
MAX
8 5.13
0.75
5.13 8 VASANTH NAGAR
27
ROAD NO 1
MIN
4 4.75 1.5 4.75 4
19
TO
MAX RAJIV GANDHI CIRCLE

10 5.75 1.5 5.75 10
33
VASANTHNAGAR
MIN
1 3 1
5
TO
MAX RAJIV GANDHI CIRCLE

5.5 5.25 0.5 5.25 5.5
22
NH-9
MIN 4 0.5 4 1.5
10
TO
MAX NIZAMPET ROAD

2.5 9.5 0.5 7.5 2
22
NH-9
MIN
0.5 11.5 0.5
12.5
TO
MAX USHAMULLAPUDI ROAD

2.5 17.5 3
23
NH-9
MIN
1 11 1
13
TO
MAX VASANTHNAGAR ROAD

6 25 4
35

Annexure 3.6
CLASSIFIED TRAFFIC VOLUME COUNT DATA AT VARIOUS INTERSECTIONS IN KUKATPALLY AREA
Ushamullapudi
JNTU Nizampet Vivekananda Nagar
Sl.no Time Junction
Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs
1 08:30 09:30 10738 6695 9424 5910 11731 7602 11251 7061
2 09:30 10:30 10621 6512 9321 5748 11603 7393 11129 6868
3 10:30 11:30 10418 6632 11381 7530 11381 7530 10916 6994
4 11:30 12:30 9854 6621 8648 5844 10765 7517 10325 6983
5 16:00 17:00 8744 6156 7674 5434 9552 6989 9162 6493
6 17:00 18:00 10077 6816 8844 6016 11008 7739 10559 7189
7 18:00 19:00 11883 7732 10429 6825 12981 8779 12451 8155
8 19:00 20:00 11814 7450 10369 6576 12906 8459 12379 7857
Total 84149 54612 73853 48205 91927 62008 88172 57600
Annexure 3.7 - Existing Cross Sections in Malkajgiri Area
Max CW
8
Malkajgiri Raod
(Mettuguda
to
Min FP CW M CW FP
Safilguda RS)
S
1.4 2.5 0.5
6 8.6 1.4
20.4
Max CW
6 Anandhbagh Road
(Anandhbagh Jn
S CW S to
Min 6.3 ZTC X Roads)
17 7
30.3
Max S CW M CW
1 0.5
6 6.5
14 ZTC Road
(H B Colony Jn
to
Min S CW CW S NFC Jn)
2 5.2
6.5 6.2 7
26.9
Max
CW Mallapur Road
9.6
(NFC Jn
to
Min M
Habsiguda Jn)
S CW CW S
2 6
14 7 7
36
CW
Max S
2.8
9 Moula Ali Road
11.8
(H B Colony Jn
to
M
Min S CW CW S arnaka Jn)
3 1 5
6.9 8
23.9
S CW S
Max
Dayanandhnagar Road
2.8 4.8 2.19
9.79
(Lalaguda Gate
to
Safilguda RS)
CW
Min S S
3.7 4.8 4.29
12.79
Max S CW S
1 4 1 Sardar Patel Road
6
(Moula Ali Road

to
CW
Min S S Malkajgiri BS)
5.7 5.4 3.1
14.2

Annexure 3.8
CLASSIFIED TRAFFIC VOLUME COUNT DATA AT VARIOUS INTERSECTIONS IN MALKAJGIRI AREA
Anandhbagh Safilguda Railway Safilguda X Roads ZTC H B Colony Nacharam Lalaguda Gate Malkajgiri Lalaguda

Sl.no Time
Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs
1 08:00 09:00 4553 2342 2381 1393 3911 2129 3700 2390 3886 2503 3873 2960 5664 3191 2549 1637 3515 2104
2 09:00 10:00 5438 2454 2843 1460 4671 2231 4419 2505 4670 3054 5099 4086 6806 3873 3044 1716 4198 2205
3 10:00 11:00 5544 2799 2899 1564 4762 2737 4505 3072 4584 2868 4763 3773 6681 3656 3103 1763 4280 2515
4 11:00 12:00 4917 2416 2571 1437 4224 2196 3996 2465 4300 2797 4148 3441 6268 3566 2752 1689 3796 2170
5 12:00 13:00 4624 2334 2418 1388 3972 2122 3758 2383 3743 2353 3944 3514 5456 3000 2588 1632 3570 2097
6 13:00 14:00 4356 2312 2278 1375 3742 2102 3540 2359 3418 2113 3393 3091 4982 2694 2438 1616 3363 2077
7 14:00 15:00 4116 2235 2152 1329 3536 2032 3345 2281 3097 2032 3243 3396 4515 2591 2304 1562 3178 2008
8 15:00 16:00 4197 2191 2194 1303 3605 1992 3410 2236 3277 2254 2795 2701 4776 2874 2349 1532 3240 1968
9 16:00 17:00 4289 2233 2243 1328 3684 2030 3485 2279 3566 2372 3062 2968 5197 3024 2400 1561 3311 2006
10 17:00 18:00 5221 2476 2730 1473 4485 2251 4243 2527 4329 2762 3406 3152 6310 3521 2922 1731 4031 2225
11 18:00 19:00 5858 2640 3063 1570 5032 2400 4760 2694 5213 3409 4102 3287 7599 4324 3279 1845 4522 2372
12 19:00 20:00 6227 3144 3256 1756 5349 3074 5060 3451 4963 2861 4385 3514 7234 3648 3485 1981 4808 2825
Total 59339 29576 31028 17376 50973 27296 48220 30642 49046 31378 46213 39885 71489 39962 33213 20265 45813 26573
Annexure 3.9 - Existing Cross Sections in Vanasthalipuram Area
M
Shoulder CW CW Shoulder
Min 22 7.25 2 6.5 8
NH 9
45.75
(L B Nagar
to
Shoulder CW
M
CW Shoulder
Sushma Theatre)
21 8 2 8 21
Max
60
CW M CW
Shoulder Shoulder
Min 5.77 1.5 13 2 12.5 1.5 6.88
43.15
Inner Ring Road
(L B Nagar
to
Shoulder CW M CW Shoulder IRR Jn)
Max
7 1.5 13 2 12.5 1.5 8
45.5
M
Min CW CW
8,07 2 8,36 Sagar Road
(Bairamalguda Jn
to
FP CW
M
CW FP Hashinapuram Jn)
2 10.5 2 10.5 1.9
Max
27.9
CW
Min
S S
3 8 2.7
Bairamalguda
13.7 Bypass Road
(Chinthalkunta Jn
to
S CW S Bairamalguda Jn)
Max 2.97 8 10
20.97
S CW S
Min 3 8.5 3.5
15 Prasanthi Nagar Road
(Panama Godown
M to
S CW CW S
Max 1.7 7.1 2.3 7.2 1.9
Water Tank Jn)
20.2
CW
Min
S S
1.98 7.02 1.57 Vanasthalipuram Road
10,55
(Sushma Theatre
to
Hasthinapuram Jn)
S CW S
Max 3.4 15 2
20.4
CW
Min S S
2.98 7.72 1.07
B N Reddy Road
11,75
(FCI Colony Road

to
CW
V Puram Road)
Max 5,1
S
10
S
2,6
17,65
Min S CW S
2.25 6.42 2.21
Water Tnak Road
10.88
(B N Reddy
to
V Puram Road)
Max S CW S
2,7 12,5 3
18,2
S CW S
Min 2.14 5.34 2.03
FCI Colony Road
(Ganesh Temple
9.53
to
Sagar Road)
S CW S
Max 4 4.3 5.78
14.1
S CW S
Min 1.03 T V Colony Road
0.94 4.34
6.33
(V Puram Road
to
Bairamalguda Road)
S CW S
Max 3 4.6 5.78
13.4

Annexure 3.10
CLASSIFIED TRAFFIC VOLUME COUNT DATA AT VARIOUS INTERSECTIONS IN VANASTHALIPURAM AREA
L B Nagar Chinthalakunta Bairamalguda Panamagodown Sushma Theatre Water Tank Hasthinapuram B N Reddy

sl.no Time Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection
Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs Vehicles PCUs
1 08:00 09:00 10835 8725 6713 7722 5487 4845 6949 6536 5484 4326 1899 1054 2682 2129 1358 900
2 09:00 10:00 11044 7988 6842 7705 5593 4942 7083 6374 5589 4492 1936 1100 2734 2125 1384 893
3 10:00 11:00 10279 7853 6368 6951 5206 4362 6592 5883 5202 3894 1802 949 2544 1917 1288 810
4 11:00 12:00 9859 7944 6108 7031 4993 4412 6323 5951 4990 3939 1728 960 2440 1939 1236 820
5 12:00 13:00 9581 7509 5936 6646 4852 4170 6145 5625 4849 3723 1679 907 2371 1833 1201 775
6 13:00 14:00 9212 7261 5707 6427 4665 4033 5908 5439 4662 3601 1614 877 2280 1772 1155 749
7 14:00 15:00 8842 7014 5478 6208 4478 3895 5671 5254 4475 3478 1550 848 2189 1712 1108 724
8 15:00 16:00 8473 6766 5250 5988 4291 3758 5434 5068 4288 3355 1485 818 2097 1651 1062 698
9 16:00 17:00 9203 7992 5702 7074 4661 4439 5902 5987 4658 3963 1613 966 2278 1951 1154 825
10 17:00 18:00 10447 8614 6473 7624 5291 4784 6700 6453 5287 4272 1831 1041 2586 2102 1310 889
11 18:00 19:00 11655 9560 7221 7946 5903 5216 7475 6875 5899 4670 2043 1161 2885 2242 1461 942
12 19:00 20:00 9972 8046 6178 7121 5050 4469 6395 6027 5047 3990 1748 972 2468 1964 1250 830
Total 119402 95273 73977 84443 60470 53324 76575 71472 60429 47703 20927 11653 29553 23336 14967 9853
Annexure 4.1 - Proposed Cross Sections in Secunderabad Area
1 Max
2.5 2.5 14 3 17.5 3.5 2.5
Krishna devaraya road
Min 1.5 5.5 0.4 5.5 1.5
Paradise to Sindhi colony
45.5 14.4
Max
Min Krishna devaraya road Sindhi Colony to Minister Road
7 3.4 10.5 1.4 2 2.8 7 0.5 7 1.5
1.7 1.2
24 22
6
Min
Sangeeth To Clocktower Min Sindhi colony to minister road
2 1 5.5 0.5 5.5 1 1.5
1 10.5 2 1.5
17
14
Max Min
Sangeeth To Clocktower Rasulpura Jn. To. Rani gunj
1.5 17.5 1.5 2 1.5 7 1 7 1 1.5
0.5
0.5 21
21.5
Max Max
Clock Tower to Patny Rasulpura Jn. To. Rani gunj
2.5 1.5 10.5 0.4 10.5 2.3 2.5 2 10.5 1 10.5 1 2
2
30.2 29
Max
Min Clock Tower to Patny CTO To General Bazar
1.5 1.5 10.5 1.5 2 2 0.25 10.5 0.5 10.5 0.25 2
26
17
Max Min
Patny to Paradise CTO to MG Statue
2 1.8 7 0.4 7 2.3 1.5 0.3 7 0.4 7 0.3
3 3
22 21
Min Patny to Paradise Min

1.5 5.5 0.4 5.5 1.5 1.5 1 3.75 0.5 3.75 1 1.5
14.4 13
5 Max Max
Paradise to Sindhi Colony RUB to Karbala
3 7 0.5 7 3 1.8 7 0.4 7 1.8 2
1.5 1.5 2
23.5 22

Annexure 4.1 - Proposed Cross Sections in Secunderabad Area
10 Max Harihara Kala b to RUB 15 Max

2.5 1.5 14 1.5 14 1 2
Iskon to keyes high school
2 1.6 14 0.5 14 1.6 2
35.7 36.5
Min Harihara Kala b toRUB Min

Iskon to keyes high school
2 3.2 7 0.5 7 3 2 3 1 24.5 0.3 2.3
24.7 30.8
Max Min
2 0.6 17.5 2 10.5 0.6 2
Bible House to Karbala 16 1.5 7 1.5
Regimental bazar road
35.2 10
11
Min Max
Bible House to Karbala Regimental bazar road
2 7 2 7 2 2 7 1.5
1.5
21.5 10.5
Min
2 10.5 1.4 2
Passport office to YMCA Jn. 17 1.5 1 10.5 0.9 2.5
Keyes High school to Rathifile
1.7
17.6 16.4
12
Max Max
Passport office to YMCA Jn. Rathifile To RUB
2.5 35 1.5 2.5 3 0.5 7 5 7 1.5 3
1.5
43 27
Min
1.5 0.45 10.5 0.45 1.5
Gurudwar - Passport office 18 2 7 0.4 7 2
Boiguda road
2 2
22.4
14.4
13
Max Max
Gurudwar - Passport office Boiguda road
0.6 17.5 0.5 2.5 7 0.4 7 2.5
2.5 2.5 2 2
23.6 23.4
Max Min
2.5 1 21 1 2.5
Rethifile to Station 19 0.6 7 0.6
Alugadda bavi RUB
8.2
28
14
Max Alugadda bavi To Mettuguda

Rethifile to Station
0.5 10.5 0.4 3 2.5 0.8 10.5 1 10.5 0.8 2.5
14.4 28.6

Annexure 4.2 - Proposed Cross Sections in Mehdipatnam Area
Tolichowki Laxminagar
MIN
3
14
2.4
10.5 1.5 MIN 2.7 10.5 4.8 10.5 1.5
2.5 2 2
32
36.5 TO
1 TO
Kakatiya Nagar
MAX 6 MAX
2.8 2.4 10.5 10.4 2.3 10.5 13.99 Attapur
2.4 14 4
2 4.8 3.2
3
45.4 51
MIN Kakatiya Nagar Nanal nagar

MIN
14 1.2
2.5 14 7 7
2 2 2.4 1.2
3.7 0.4
40 TO 18
2 TO
Rethibowli
MAX
7 MAX Langar House
10.5 10.5
2.5 17.5 14 2.6 2.6
2 2.8 2.6
3.8 2 29
45
Miraj cafe
MIN Rethibowli
MIN 1
7.0 10.5
2.1 1.6 9.8
2.5 4.8 1.8
3 30
TO TO
MAX Mehdipatnam Busstop 8 MAX Gudimalkapur Junction

2 0.5 1.5
1.5 2.5
10.5 17.5 7 7
2.5
10 4.8 22
45.6
Mehdipatnam Busstop
Padmanabhanagar
MIN MIN 7 2
2 10.5 7 2
0.8 0.8 0.9 0.9
0.5 1.4
23.0 12.8
4 TO
TO
MAX 9 MAX 14
Laxmi Nagar
NMDC 2
17.5 10.5 1.5 1.3 1.3
7.7 2
4 4.8 9.5 20.6
55.5
Rethibowli Laxmi Nagar
MIN 1.5 MIN 1.3 7

14 4.8 14 2 2
7.7 1.5 1.3
2 13.6
45.5
TO
TO
5
10 MAX 7 7 2.5
MAX Laxminagar
3
2.6 2 Gudimalkapur
17.5 2.1
6 17.5 1.5 26.2
2 4.8 0.7
50
Humayunnagar
MIN 2 10.5 7 2
1.5 3.5 Miraj Cafe
0.5 2 7.5 1.5
25.5 MIN 1.5 0.5
14.5
6 TO
TO
MAX
1.2 2
1.5 10.5 0.5 10.5 1.3 Miraj cafe
11 MAX 7 7
0.7 2 Mehdipatnam Busstop
27.5 2 0.7
0.5
20

Annexure 4.3 - Proposed Cross Sections in Kukatpally Area
9TH PHASE
MIN 2 7 7 2
0.25 0.5 0.25
19
1 TO
MAX
2 0.75 10.5
0.5
10.5
0.75
2 VASANTH NAGAR
27
ROAD NO 1
MIN 1.75 7 7 1.75
1.5
19
2 TO
MAX 3 2.2510.5 1.5 10.52.25 3

CIRCLE
33
VASANTHNAGAR
MIN 0.75 3.5 0.75
5
3 TO
MAX 2.5 7
1.25
0.57
1.25 2.5 CIRCLE
22
KKP MAIN ROAD

MIN 2
0.5 3.5 0.5 3.5
10
4
TO
MAX
2.5 2.5 7
0.5
7 2.5
NIZAMPET ROAD
22
KKP MAIN ROAD

MIN 3.5 0.5 3.5
2.5 2.5
12.5
5 TO
MAX 2.5 1.75 7

0.5
7 1.75 2.5 USHAMULLAPUDI ROAD
23
KKP MAIN ROAD

MIN 7
2.50.5 0.5 2.5
13
6 TO
MAX 3 3.5 10.5 10.5 3.5 3 VASANTHNAGAR ROAD

1
35

Annexure 4.3 - Proposed Cross Sections in Kukatpally Area
ON N.H.9 NIZAMPET TO JNTU

3 23 8 14 12
61
N.H.9 AT NEAR JNTU

14 13 8 14 12
61
HAWKER ZONE
P
0.25 0.5
N.H.9 AT REMEDY HOSPITAL
0.5 0.25
1.5 8 13 6 11 8 11 6 7 2
76
8
P
P 10.8 6
ON N.H.9 AT RD. NO.1
6
1.8 0 10.8 0.25 0.57
11.79
1.5 5 2
72
P
0.25 0.25 0.25 0.2
ON N.H.9 AT BEFORE BALAJI NAGAR
2 7.25 6 10.8 8 10.8 6.3 7 2
61
ON N.H.9 AT KUKATPALLY VIL. BUS STOP

0.25 0.25
2 6 6 10.8 8 10.8 7.75 2 7 2 (MAXIMUM)
63
ON N.H.9 AT KUKATPALLY VIL. BUS STOP

0.25 0.25
2 6 6 10.8 8 10.8 6 2 (MINIMUM)
52
ON N.H.9 AT BJP OFFICE

0.25 0.25
7.1 10.8 8 10.8 3.8
41.01

Annexure 4.4 - Proposed Cross Sections in Malkajgiri Area
2 2
Malkajgiri Road
5.5 5.5
(Sai Baba Temple to
15.5 Safilguda RS Intersection)
2.5
7
2.5 Malkajgiri Road
12 (Mettuguda Jn to Sai Baba Temple)
2 2
Anandhbagh
11 (Anadhbagh Jn to ZTC X Road)
15
2
7 7
2
ZTC Road
(HB Colony Jn to NFC Jn)
18.5
2 2 Mallapur Road
7 7 (NFC Jn to Habsiguda Jn)
18.5
2 2 Moulali Road
7 7 (HB Colony Jn to Tarnaka Jn)
18.5
2 2 Dayanandhnagar
7 (Lalaguda Gate to Safilguda RS)
11
2
Sardar Patel Nagar Road
2
7 (Moula Ali Road to Malkajgiri BS)
11
2 2 Baba Nagar Road

7 (Mallapur Road to Moula Ali Road)
11

Annexure 4.5 - Proposed Cross Sections in Vanasthalipuram Area
A-A'
3 8.3 6.1 0.5 11.1 2 11.1 0.5 2 6.4 3
60 NH 9
(L B Nagar to
Sushma Theatre)
3 8.3 6.1 0.5 11.1 2 11.1 0.5 6 2 6.4 3 B-B'

60
14 14
2 2 Inner Ring Road C-C'
1
(L B Nagar to IRR
33
Jn)
10.5 10.5
Sagar Road
2.5 2 2.5 (Bairamalguda Jn to D-D'
28
Hashinapuram Jn)
Bairamalguda
2 2 Bypass Road
5.5 5.5 Chinthalkunta Jn to E-E'
16 Bairamalguda Jn)
11 Prasanthi Nagar Road

(Panama Godown Jn to F-F'
2,5 2,5
T V Colony Road)
16
2 7 2 7 2 Prasanthi Nagar Road G-G'

(T V Colony Road to
20
Water Tank Jn)
7 Vanasthalipuram Road H-H'

2 2 (Sushma Theatre to
V Puram Park)
11
11 Vanasthalipuram Road I-I'

2 2 (V Puram Park to
Shivasindu Bus Stop)
15
Vanasthalipuram Road J-J'

2 7 7 2 ( Shivasindu Bus Stop
18,5 to Hasthinapuram Jn)
BN Reddy Road
2 2 (FCI Colony Road to V K-K'
5.5 5.5 Puram Road)
16
7
Water Tank Road L-L'
2 2
(B N Reddy to V
11
Puram Road)
5.5
FCI Colony Road M-M'
2 2
(Ganesh Temple to
10
Sagar Road)
1.5
TV Colony Road N-N'
(V Puram Road to
1.5
8
Bairamalguda Road)

PROPOSED
AREA IMPROVEMENT PLANS
TRAFFIC MANAGEMENT AREA - SECUNDERABAD
40
40
STOP STOP STOP
40
STOP
STOP
STOP
STOP
STOP
40 EXIT
STOP
STOP
STOP
40
STOP
OP
STOP
ST
40
OP
PARADE GROUND
ST
STOP
STOP
40
STOP STOP STOP
40
STOP
40
STOP
STOP
STOP
STOP
40 40
STOP
STOP
STOP STOP STOP
STOP
40 P
STO
P
STO
STO
P
STO
P
STO
P
STO
P
STOP
STOP
STOP
40
STOP
STOP
STOP
STOP
STOP
STOP
30
STOP
STOP
40 STO
P
STOP STO
STOP OP P
ST
OP
ST
STOP
STOP
School
Go
Slow Zone
STOP
STOP
STOP
STOP
STOP
40
STOP
STOP
STOP
STOP
STOP
40
STOP
STOP
30
STOP
ST
OP
ST
P
OP
STO
STO
P
P
STO
40 BUS STOP
A
P
STO
30
P
STO
40
STO
P
STO
40
40
30
School
Zone
30
ara
To Gurudw
40
Stn
To Sec'
guda
To Chilaka
40
School
Zone
ONLY
BUS
ST
OP
ST
OP
40 ST
OP
40
BUS ONLY
STOP
OP STOP
ST
STOP
STOP
OP
ST STOP STOP STOP
P
STO
30
REGIMENTAL BAZAR RLY. COLONY

30
GENERAL BAZAR
30
40
STOP
STOP
Monda Market
STOP
STOP
STOP
STOP
STOP
STO
STOP
P
D
STAN
AUTO
Room
Control
KING
PAR AUTO
LANE
CAR
E
O LAN
AUT
40
LANE
AUTO
id
Prepa
Auto
er
Count
al
Proposed Bus Termin
Option-2
30
u s
ed B
pos
Pro inal
Term n-1
io
Opt
10.6894
Ranigunj PAIGAH COLONY
30
30
CHILKALGUDA
21.6674
PADMARAO NAGAR
40
LEGEND
}
IMMEDIATE ACTION PLAN (IAP) R0
HYDERABAD METROPOLITAN LEA Associates South Asia Pvt. Ltd.

B-1/E-27, IInd Floor, Mohan Cooperative
DEVELOPMENT AUTHORITY Industrial Estate, Mathura Road,
STOP
New Delhi-110044 PROPOSED IMPROVEMENT CONCEPT PLAN
FOR SECUNDERABAD AREA
TRAFFIC MANAGEMENT AREA - MEHDIPATNAM
40
50
40
Tolichowki
40
a nd 40
d L
ose ion
50
r op isit
STOP
OP
ST
OP
STOP
ST
OP
ST
P qu
STOP
OP
ST
ST
OP
STOP
ST
OP
ST
OP
STOP STOP STOP
ST
OP
Ac
ST
OP
50
STOP
STOP
STOP
STOP
OP
ST
OP
ST
STOP
OP
ST
OP
STOP STOP STOP

ST
OP
ST
STO
P
STO
P
PT Humayun
ting I
Auto Stand
Nanal Nagar 50 STOP STOP STOP
50
Exisi Nagar
40
Rethibowli stand
BUS
ON
LY
BUS Y
ONL
Raithu
ONLY
BUS
BUS
ONLY
ONLY
BUS
BUS
ONLY
ONLY
BUS
40
50 Auto Sta
nd
Bazar
Propos
ed
bussto Miraj Cafe
ps
30
OP
ST
OP
ST
ST
OP
ST
OP
P
STO
30
Padmanabha
nagar
OP
ST
STOP
STOP STOP
40
30
OP
ST
OP
ST
OP
ST
OP
ST
LAXMINAGAR
ST
OP
ST
OP
ST
OP
ST
OP
30
30
30
GUDIMALKAPUR
40
LEGEND
}

STOP
FOR MEHDIPATNAM AREA
TRAFFIC MANAGEMENT AREA - KUKATPALLY
mple
Te
STOP STOP
STOP
STOP
STOP
STOP
STOP
STOP
STOP
STOP
STOP
TOWER TO BE RELOCATED
3
29
,0
9
.
RD
AR
G
NA
P.
PET
ROL
3 017.9
PUM
P
S.
65
TEM
PLE 3 000
13
ECH L
ONLY
A
BUS
.
NEH AHAR L
RU T
JAW
33
ONL
BUS
Y
ONE
WAY
ONE
WAY
199
ONE
WAY
900
37
WA E
Y
ON
rkin
ON S
BU
K
LY
BAN I
t Pa
ICIC
Ca
tree
ing
rP
ark
Park
On-S
ing
BA IAN
Lo
WA E
NK
t
tree
Y
ON
IND
On-S
KE
CLEAEP HA
R WK
ER
'S Z
ing
ON
in
E
E
WAY
ON
Park
ON
Park
LY
2
800
t
tree
E
tree
WAY
ON
ONL S
BU
Y
On-S
On-S
TEMPLE
E
WAY
ON
g
in
131
Park
t
E
tree
WAY
ON
On-S
g
in
E
HA
Park
WAY
ON
W KE
ONL S
2
R
BU
'S Z
0,5
Y
ON
7
tree
E
6
On-S
I'S
2
EV
700
6,09
I'SL
LEV
Pa
rkin
E
WAY
ON
gL
ot
P
STO
g
in
Park
6
t
tree
On-S
CC
KEEP
CLEA HA
R WK
ER 'S
ZO
NE
DI
UM
AN
e
s Zon
P
IM
STO
2
600
ker'
I BJ
ND SA
Haw
MA
AR
e
s Zon
BJI
ker'
SA
e
s Zon
Haw
ker'
AG
Haw
AR
HN
AG
ing
rk
o-Pa
Aut
N
4.5
NT
s Zon
2
2
500
ker'
Haw
A
SA
D
AN
g
rkin
o-Pa
VA
Aut
N
g
rkin
o-Pa
A
Aut
ONL
Y
BU
S
CI
EK
TY
IN
TE
R
2
V
VI
400
king
A
AL
t Par
JW .
JUN
Stree
ONL
On-
Y
BU
S
CI
TY
IN
TE
R
OP
ST
STATE
BANK SERVICE
ROAD
TRAFFIC
11PM - 6PM
KU
KA
TPA
LLY
OP
ST
OP
O.4
ST
OP
ST
2
300
N
AD
RO
2
200
TBM-1
RL-90.182
.1
NO
STOP
P
STO
P
STO
Se
rv
ice
ON
BU LY
Ro
STO
P S
ad
STO
P
STO
P
AD
2
100
TBM-2
RL-88.096
RO
ES
D
EV
g
rkin
A
AL
o-Pa
Aut
AN
Se
O
rv
ON
ice
BU LY
Ro
2 S
ad
000
E
R
AY
AY
SE
SB
SB
AY
BU
STOP
BU
SB
BU
RAH
APA UL
RTM
king
ENT
t Par
A
tree
S
On-
H
1
900
Serv
ON
ice
LY
BU
Roa
S
d
P
king
t Par
Stree
king
On-
t Par
H
Stree
7
,49
568
7
On-
2
T
king
6
Par
king
t
tree
t Par
S
On-
Stree
1
800
<<
On-
VA
SH
AN
ON
TV
LY
BU
S
IH
AR
m
king
60
RO
t Par
AD
Stree
HOS PAMA
On-
AL
STO
P
ST
PIT
K
OP
ST
NE
OP
ANU
ST
OP
ST
OP
1 OP
<<
ST
OP
700 ST
9
P
STO
PH P
LA
STO
A SE
KPH
B RO int.
AD
e po
erg
ffic m
ing
rk
o-Pa
tra ane
Aut
linenly l
ICE
ce o
rvi us
GEETANJALI
TBM-3
RL-78.282 se nd b
a
m
50
1
FF
600
STOP
STOP
O
NL
STOP STOP STOP
KP
HP
CO
L ON
1 YR
500
D.
>>
BS
UN
DE
R
NST.
CO
NS
CO
T.
DER
UN
ine
OA D
nl
itio
UN
ER
DE
ns
R
CO
S
400
NS
tra
HA
T.
9THP
.
CONST
m
40
UNDER
Shoulder
Foot
Path
Median
1 300
200
1
LEGEND TBM-5
RL-88.416
ELECTRIC
POWER
PLANT
TBM-6
100 RL-88.879
1
}
000
1

STOP
FOR KUKATPALLI AREA
Safilguda Rly Station Jn
TRAFFIC MANAGEMENT AREA - MALKAJGIRI
Safilguda Railway
Station Intersection
Safil
guda
RS
Dayanandhnagar
40
Safilguda Jn
,6
11
40
da
gu
fil
Sa
Sa
fil
gu
da
RS
Pet
rol
Ne Pu
be ed mp
Sh to
ifte
d
Safilguda Rly Station
M
alka
jgiri
Anand Bagh Jn
40
40
Saf
I
ilgud
40
a
Anandhbagh
I'
40
Dhayanandna
gar
Malkajgiri
40 40
40
40
40
40
40
40
40
40
Ali
H B Colony
ula
Mo
Intersection
5,5 HB
Colony
anaka
Tar
5,5
40
40
ZTS X Roads
Intersection
40 40
Malkajgiri 40
Under Pass 40
40
40
G
G'
ZTC Jn
40
40
50
50
ZTC J'
RO
A
y
HB Colon
D
NFC
Mou
la Ali
40
SAIRAM
40
40
40
THEATRE
NUCLEAR FUEL COMPLEX
Option-2 40
F
40
40
F'
40
a
ud
Safilg
40
Malkajgiri
40 Proposed Cross Sections @ 17th Nov
40 5,5
40 1,7
14,9
40
40 7
2,2
40 11,4
11
2
15
40
da
filgu
7
Sa
2 0.5
18,5
Rd
Ali
ula
Mo
40 7
2
0,5
40
18,5
Malkajgiri
2
0,5
Malkajgiri PS
18,5
7
40 2
11
Rly Station circle

40
HMT
uda
ttug
Me
Safilguda
NF
5,5
C
5,5
E'
da
sigu
Hab
40
40
40
ST. ANNS
40
NFC
ROB
HIGH SCHOOL
50
40 50
50
40
50
NACHARAM
Moulali
ROB
INDUSTRIAL AREA
40
40
40
40
40
40
40
Nile Limited
50
40 50
C'
40
Maula Ali Rly Station
40
50
H
50
H'
40
40
A'
40
40
Lalaguda Gate Jn
ar
50
nag
Malkajgiri
and
yan
Dha
50
40 50 50
5,6
1,7
B
Malakajgiri
5,6
a
Mettugud
Intersection
1,7
B'
40
Mettuguda
Junction C
C'
Lalaguda
South ROB
Malkajgiri Jn 40
40
40
40
B
B'
iri
Malkajg
40
A
Se
c'B
ad 40
40
A' 50
40
50
Upp
al
D
D'
Nacharam Jn
Lalaguda
Intersection 50
50
Nacharam
Nacharam Cheruvu
Intersection
Lalaguda Jn
Na
Temple
ch
ar
ZTS
am
uda
Habsig
Lalapet
ROB
Lalaguda
40
Intersection
40
50
50
50
50
IRISET Tarnaka Junction
40
40
NIN
50
50
40
40
40
40
i
Al
la
ou
M
Sec'B
ad
Up
pa
l
y
sit
iver
Un
50
50
HMDA
IICT
LEGEND OSMANIA UNIVERSITY
50
50
Habsiguda
Junction
}
am
ar
ch
Na
Upp
al
E
Se
c'B
ad

E
E
E
STOP E
FOR MALKAJGIRI AREA
TRAFFIC MANAGEMENT AREA - VANASTHALIPURAM
Bu
5
3,7
s Sh
elte
r
NH
Pa
rk
ing -9
Bu
s Sh
elte
r
3,5
AU
TO
STA
ND
AU
TO
ST
AN
R
D
IR Pa
rk
ing
6,14
T
L B owa
Na rds
ga
r
ga s
Na ard
r Jn
LB Tow
1
T
Vij ow
ay ard
Towards aw s
ad
Bairamalguda a
5,5
T
Ch ow
am ard
pa s 5,5 Naga
pe 5,5
rju
t Saga na
r
CHINTALKUNTA
CHECK POST JN
5,5
Toward
s
NH9
ad
in ds
Ro
r R war
g
ute o
O T
STO
P
STO
P
P
STO
Tow gar
N Sa
ards
AUTO
STAN
D
STOP
STOP
STOP
Bairamalguda Bus Shel

ter
Road AUTO
6,1
STAN
D
Bus Shel
ter
3,8
AUTO PARKIN
STAND G
HAWKER
'S ZONE
NH-9 Park
ing
6,1
Par
king
40
40
FP CW M CW FP
HA
WK
ER
'S
ZO
NE
1 in 20
Bus
r Shelter
elte
5,1
s Sh
Bu
1 in 15
Towa
LB rds
Naga
r
Chintalkunta TV Station
Towa
Na
Vijay rds
awad
a
ga
rju
n
Two
Whe
Park eler STOP
ing STOP
?
Sa
Sri
Tow Naga
Ram ny
g
Colo
ards r
ar
Towards
V Puram
Traffic-calmed
Rd
Neighbourhood 40
Panama
PANAMA GODOWN JN
Park
ing
Towards
L B Nag
ar
Godown Towards
Vijayawa
da
Towa
LB Na rds
gar Jn
Tow ram
V Pu
ards
40 40
Shushma
Theatre
TV 7
FCI Co
C olon lon
yR yR 40
oad oa
d
FP CW M CW FP
40
40 40
40
40
40
11,5
40
40
40
40
40
40
40
40
40
R12
40
40 40
40
40 40
40 40
40
40 Rythu
Bazar
40
Existing 2w Parking
Plat Form for Shops

Existing 2w Parking
40
Car Parking
Rythu Bazar
Pedestrian
40 3 Path Way
Na
40 40
ga
rju
n
40 40
Sa
ga
40
rR
12
40
40
2
40
d
7
40
Red Water Tank

40
40 40
40
40
15,5
11,5
40
40
NGO's Colony
Bus Depot NGO Bus Stand
40 40
40
40
LEGEND
40
40
40
40
}

STOP
FOR VANASTHALIPURAM AREA

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Hyyderab

IMMEEDIATTE ACTTION PLAN

3.3.6 Speed & D Delay studiess: ....................................................................................... 42

Figure 4‐665: Proposed Cooncept of Rythu u Bazar ............ ............................................................................................................. 96

On the whole, the above

Raathifile (HMR) Rethibowli JNTU Malkajgiri L.B. Nagar JJn.

Currentlly, the Secunderabad station

Bus termminals can on nly facilitate a U –turn foor the entry bbuses under the existing g arrangemen nt. These

Figurre 2‐5: On street Parking along R.P. Roaad Figure 2‐6: On street parkinng along M.G.. Road

Traffic aat KEYES higgh school ju

Currentlly this unsafee operation occurs at pi llar‐3 and

High Peedestrian deemand preva ails at Ryth u bazaar

This gate has a direct access on nto the JNTU U intersection n and its dem mand loads up one of th he major

Malkajgiri road cateers to majo or transportaation

Tootal Non No. of No. of

Figure 2‐18: Location of Accidents in Malkajgiri Area Table 2‐2: List

affectingg their respeective operattional standaards. Currenttly, the residential comm munity locate ed on the

Figure 22‐20: Congesttion takes at SSafilguda Rail way Figurre 2‐21: Conge

Drawingg on the results from

3.1.2 Traffic Cha

3.1.3 Other Trafffic Charactteristics:

3.1.4 Land use Characteris

area it iis catered to

Rashtrap pathi Road (R.P.Road) is a four‐lane divided carrriageway with dense com mmercial land use on

3.1.7 Speed & Delay

3.2.2 Traffic Cha

Like Secunderabad, the demand d for bus trannsport is in ssignificant in Mehdipatnaam. The Bus terminal

3.2.3 Land use characteris

3.2.6 Speed & Delay

Also, invventory studdies detailingg the existingg roadways, determining g the effectivve transport network

3.3.2 Traffic cha

3.3.3 Land use characteris

3.3.6 Speed & Delay

majorityy of the bus routes are served by thi s corridor. O Of 3704 Bus ttrips passingg through thiis area, a

3.4.2 Traffic Cha

evening Peak hourr volumes (in PCUs) aare listed inTable

3.4.3 Land Use Characteri

3.4.6 Speed and

Distance Journey Time Journeey Speed Pe

16 Tarnaka – Meettuguda 2.15 00:02:52

direct connectivity between Sa

3.5.2 Traffic Cha

3.5.3 Land use Characteris

3.5.6 Speed and

Distancee Journey Time Joourney Percentage

4.1.1 Overall Tra

4.1.2 Junction / Road secttion Improv

Figure 44‐2: Proposed rearrangeme ent of Clock Toower Figu

In addition to the above,

Giving the conssideration to heavy

The jun nction desiign has be een

this inteersection, crrosswalks an

4.1.3 Public Transport Fac

Bus rouutes bound to and from m North, N orth‐West

surplus capacity faccilitate some portion of Chilakalagud da bus

At Secun nderabad staation, a hub for major trrip transfers,,a skywalk co onnecting thhe access poiints from

4.1.5 Parking Prricing & Re

In the Secunderabad area, co ommercial aactivity is prominent

stands. Plans havee been