Feasibility Report For Integrated Mobility & Services - Final PDF

FEASIBILITY REPORT ON
“INTEGRATED MOBILITY AND SERVICE PLAN FOR

TUMAKURU ABD AREA”
Project Management Consultant for

Implementation of Smart City Mission Project of
Tumakuru City
December2017
Submitted to: Tumakuru Smart City Limited
Submitted by:
IPE Global Limited Grant Thornton India LLP Aryavartha Design
Consultants LLP
DISCLAIMER
This report is a feasibility report and basic data produced, analyzed and
synthesized are obtained from the secondary sources like CMP, site visits,
surveys and consultation with the stakeholders. Every effort has been taken to
check the accuracy of the data source however this cannot be construed as fully
reliable. The objective of the report is to firm up the policy level decision making
for the project. However, IPE Global in association with Grand Thornton and
Aryavatha Design Consultants LLP cannot be held responsible for the decision
taken solely based on this report.
Document Control
Document Title Feasibility Reoprt for Integrated Mobility & Services for Tumakuru ABD Area
Document Number
Prepared By Durgaprasad V., Anand Kr. Pandey, E.Pramod Kumar
Checked By Pawan Kr. Saini, Arun Savi, Dilip MG
Submitted on 27th Dec 2017
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Project Management Consultant for Implementation of Smart City Mission Project of Tumakuru City
Contents
EXECUTIVE SUMMARY ................................................................................................................. 11
OBJECTIVE ........................................................................................................................ 11
REVIEW OF SECONDARY DATA .................................................................................................. 12
ENGINEERING SURVEYS, INVESTIGATION & ANALYSIS ........................................................ 13
EXISTING SITUATION .................................................................................................................... 13
ROADS .............................................................................................................................................. 13
BUS SHELTERS ............................................................................................................................... 15
TOILETS ........................................................................................................................................... 15
WATER SUPPLY .............................................................................................................................. 15
SEWERAGE SYSTEM ...................................................................................................................... 16
ELECTRICAL & ICT .......................................................................................................................... 16
PROPOSED SYSTEM ..................................................................................................................... 17
CATEGORY OF ROADS .................................................................................................................. 17
ROAD IMPROVEMENTS .................................................................................................................. 17
COMPLETE STREET ....................................................................................................................... 17
NMT ................................................................................................................................................... 18
JUNCTION IMPROVEMENTS .......................................................................................................... 19
VISUAL IMPROVEMENT .................................................................................................................. 19
UTILITY CORRIDOR ........................................................................................................................ 19
PROPOSED SERVICES IN ROADS ................................................................................................ 19
PROJECT COST ........................................................................................................................ 20
PROJECT TENDERING .................................................................................................................. 21
CHAPTER: 1 INTRODUCTION & PROJECT APPRECIATION .......................................... 23
1.1 THE SMART CITIES MISSION............................................................................................. 23
1.2 TUMAKURU AND THE SMART CITIES MISSION .............................................................. 24
1.3 TUMAKURU CITY – AN INTRODUCTION ........................................................................... 25
1.4 VISION AND OBJECTIVES .................................................................................................. 27
1.4.1 ENHANCE HEALTH + WELLNESS OF CITIZENS .......................................................... 27
1.4.2 REDUCE TRAFFIC CONGESTION.................................................................................. 27
1.4.3 ENSURE PUBLIC SAFETY .............................................................................................. 28
1.4.4 CLEANING + GREENING THE CITY ............................................................................... 28
1.5 SCOPE OF WORK ............................................................................................................... 28
1.6 PROJECT STAGES .............................................................................................................. 28
CHAPTER: 2 CITY PROFILE ............................................................................................... 29
2.1 BACKGROUND..................................................................................................................... 29
2.2 ECONOMIC SNAPSHOT ...................................................................................................... 29
2.3 AGRICULTURE IN FOCUS .................................................................................................. 29
2.4 INDUSTRIAL LANDSCAPE .................................................................................................. 29
2.5 TOPOGRAPHY ..................................................................................................................... 30
2.6 WATER RESERVES ............................................................................................................. 30
2.7 POWER SUPPLY ................................................................................................................. 30
2.8 KNOWLEDGE CAPITAL ....................................................................................................... 30
2.9 CLIMATE ............................................................................................................................... 30
2.10 RAINFALL ............................................................................................................................. 31
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2.11 TEMPERATURE ................................................................................................................... 31
2.12 HUMIDITY ............................................................................................................................. 31
2.13 WINDS .................................................................................................................................. 31
2.14 LAND USE ............................................................................................................................ 32
2.15 TRANSPORT CONNECTIVITY ............................................................................................ 34
2.15.1 BY ROAD ...................................................................................................................... 35
2.15.2 BY RAIL ......................................................................................................................... 35
2.15.3 BY AIR ........................................................................................................................... 35
2.16 PROJECT AREA ................................................................................................................... 35
2.16.1 ABD AREA .................................................................................................................... 36
CHAPTER: 3 EXISTING SYSTEM AND ANALYSIS ........................................................... 39
3.1 INTRODUCTION ................................................................................................................... 39
3.2 ROAD HIERARCHY .............................................................................................................. 39
3.3 RECONNAISSANCE SURVEY............................................................................................. 41
3.3.1 SALIENT OBSERVATIONS .......................................................................................... 42
3.3.2 TRAFFIC VOLUME COUNT ......................................................................................... 42
3.3.3 ON STREET PARKING ................................................................................................ 49
3.3.4 JUNCTIONS WITHIN THE PROJECT ABD: ................................................................ 50
3.3.5 RECONNAISSANCE OUTPUT..................................................................................... 52
3.3.6 PUBLIC TRANSPORT SYSTEM – CITY BUS ............................................................. 52
3.4 EXISTING BUS SHELTERS ................................................................................................. 54
3.4.1 EXISTING SITUATION ANALYSIS............................................................................... 58
3.4.2 CONCLUSIONS ............................................................................................................ 58
3.5 EXISTING SANITATION ....................................................................................................... 58
3.5.1 EXISTING SITUATION ANALYSIS............................................................................... 59
3.5.2 CONCLUSIONS ............................................................................................................ 60
3.6 EXISTING PUBLIC UTILITIES.............................................................................................. 60
3.6.1 WATER SYSTEM.......................................................................................................... 60
3.6.2 SEWERAGE SYSTEM .................................................................................................. 63
3.6.3 DRAINAGE SYSTEM .................................................................................................... 67
3.6.4 EXISTING ELECTRICAL POWER DISTRIBUTION & ICT IN SMART ROAD: ........... 69
3.7 CONCLUSION OF EXISTING SYSTEM AND ANALYSIS ................................................... 70
CHAPTER: 4 DESIGN STANDARDS & SPECIFICAITON ................................................. 73
4.1 DESIGN BASIS ..................................................................................................................... 73
4.2 DESIGN ELEMENTS ............................................................................................................ 73
4.3 COMPLETE STREET COMPONENT ................................................................................... 73
4.4 SALIENT FEATURES OF COMPLETE STREET ................................................................. 73
4.5 GEOMETRIC DESIGN STANDARDS .................................................................................. 74
4.5.1 GENERAL CONSIDERATIONS.................................................................................... 74
4.5.2 GUIDING STANDARDS FOR ROAD DESIGN ............................................................. 74
4.5.3 TERRAIN CLASSIFICATION ........................................................................................ 75
4.5.4 ROAD CLASSIFICATION ............................................................................................. 75
4.6 OTHER FEATURES – STREET FURNITURE & SUPPORT FACILITIES ........................... 76
4.7 DESIGN OF ROAD SIGNS, MARKINGS, SAFETY FEATURES & OTHER ACCESSORIES
77
4.7.1 TRAFFIC SIGNS ........................................................................................................... 77
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4.7.2 MANDATORY / REGULATORY SIGNS ....................................................................... 77
4.7.3 WARNING / CAUTIONARY SIGNS .............................................................................. 77
4.7.4 INFORMATORY SIGNS ............................................................................................... 77
4.7.5 ROAD MARKINGS ........................................................................................................ 77
4.7.6 KILOMETER STONES .................................................................................................. 77
4.7.7 DELINEATORS ............................................................................................................. 77
4.8 TRAFFIC SAFETY MEASURES ........................................................................................... 77
4.8.1 GUARDRAILS ............................................................................................................... 77
4.8.2 CONCRETE CRASH BARRIERS ................................................................................. 78
4.8.3 LIGHTING ..................................................................................................................... 78
4.9 CARRIAGEWAY CAPACITY ................................................................................................ 78
4.10 JUNCTION IMPROVEMENTS .............................................................................................. 78
4.11 JUNCTION DESIGN ELEMENT ........................................................................................... 78
4.11.1 CROSSWALKS ............................................................................................................. 79
4.11.2 CORNER RADII ............................................................................................................ 79
4.11.3 SIGHT DISTANCE ........................................................................................................ 79
4.11.4 TRAFFIC SIGNS &SIGNALS ........................................................................................ 80
4.12 DESIGN OF ROAD JUNCTION ............................................................................................ 81
4.12.1 INTERSECTION............................................................................................................ 81
4.12.2 DESIGN FACTORS ...................................................................................................... 82
4.12.3 DESIGN STANDARDS ................................................................................................. 82
4.12.4 DESIGN TRAFFIC VOLUME ........................................................................................ 82
4.12.5 DESIGN VEHICLE ........................................................................................................ 82
4.12.6 DESIGN CURVES......................................................................................................... 82
4.12.7 TRAFFIC SIGNS AND MARKINGS AT INTERSECTIONS .......................................... 82
4.13 DESIGN STANDARDS & METHODOLOGY ADOPTED FOR CYCLE TRACKS ................ 82
4.13.1 GENERAL INFORMATION ABOUT CYCLE TRACKS................................................. 82
4.13.2 JUSTIFICATION FOR THE PROVISION OF CYCLE TRACKS ................................... 83
4.13.3 CAPACITY .................................................................................................................... 83
4.13.4 TYPES OF CYCLE TRACKS ........................................................................................ 83
4.13.5 HORIZONTAL CURVES ............................................................................................... 84
4.13.6 VERTICAL CURVES ..................................................................................................... 84
4.13.7 GRADIENTS ................................................................................................................. 84
4.13.8 SIGHT DISTANCES ...................................................................................................... 85
4.13.9 LANE WIDTH ................................................................................................................ 85
4.13.10 WIDTH OF PAVEMENT ............................................................................................ 85
4.13.11 VERTICAL CLEARANCES ....................................................................................... 85
4.13.12 HORIZONTAL CLEARANCES .................................................................................. 85
4.13.13 CYCLE TRACKS ON BRIDGES ............................................................................... 85
4.13.14 ROAD CROSSINGS ................................................................................................. 86
4.13.15 CYCLE TRACKS AT INTERSECTIONS/JUNCTIONS ............................................. 86
4.13.16 RIDING SURFACE AND LIGHTING ......................................................................... 87
4.14 DESIGN STANDARDS AND METHODOLOGY ADOPTED FOR FOOTPATHS ................. 87
4.14.1 GENERAL INFORMATION ABOUT FOOTPATHS ...................................................... 87
4.14.2 CLEARING WALKING ZONE FOR FOOTPATHS ....................................................... 88
4.14.3 CLEAR HEIGHT ............................................................................................................ 89
4.14.4 WIDTH........................................................................................................................... 89
4.14.5 FRONTAGE ZONE OR DEAD WIDTH ......................................................................... 90
4.14.6 SURFACE QUALITY ..................................................................................................... 90
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4.14.7 CROSS FALLS.............................................................................................................. 91
4.14.8 SERVICE COVERS ...................................................................................................... 91
4.14.9 PEDESTRIAN GUARDRAILS ....................................................................................... 92
4.14.10 KERBS ...................................................................................................................... 93
4.14.11 CONTINUITY AND CONSISTENCY......................................................................... 94
4.14.12 MAINTENANCE ........................................................................................................ 95
4.14.13 STREET FURNITURE .............................................................................................. 95
4.14.14 LIGHTING ................................................................................................................. 97
4.14.15 WASHROOMS AND TOILETS ................................................................................. 98
4.14.16 SCHOOL ZONE IMPROVEMENTS .......................................................................... 98
4.14.17 PEDESTRIAN FACILITIES-PARKING...................................................................... 99
CHAPTER: 5 COMPLETE STREET DEVELOPMENT ...................................................... 100
5.1 COMPLETE STREET COMPONENTS .............................................................................. 100
5.2 SMART ROADS AND CONCEPT OF ROAD DIET ............................................................ 100
5.2.1 SMART ROADS OBJECTIVES .................................................................................. 101
5.2.2 KEY STRATEGIES ..................................................................................................... 104
5.3 TYPICAL CROSS SECTIONS WITH PROPOSED COMPLETE STREET ELEMENTS ... 107
5.4 NMT FACILITY - FOOTPATH ............................................................................................. 109
5.5 CYCLE TRACK NETWORK................................................................................................ 110
5.5.1 SUB GRADE SOIL CHARACTERISTICS FOR CYCLE TRACK ALIGNMENT ......... 110
5.5.2 PROPOSED CYCLE TRACK NETWORK .................................................................. 110
5.5.3 PAVEMENT COMPOSITION FOR VARIOUS PAVEMENT TYPES FOR CYCLE TRACK
112
5.5.4 DESIGN STANDARD FOR PAVEMENT TYPES FOR CYCLE TRACK .................... 112
5.5.5 PUBLIC BICYCLE SHARING SYSTEM ..................................................................... 115
5.6 JUNCTION IMPROVEMENTS ............................................................................................ 116
5.7 VISUAL IMPROVEMENT .................................................................................................... 118
5.7.1 SMART BUS SHELTERS ........................................................................................... 118
5.7.2 BOLLARDS ................................................................................................................. 125
5.7.3 SEATING / BENCHES ................................................................................................ 126
5.7.4 TREE GRATING ......................................................................................................... 127
5.7.5 SIGNAGE & WAY FINDING ....................................................................................... 128
5.7.6 DUSTBINS .................................................................................................................. 128
5.8 STREET LIGHTS ................................................................................................................ 129
5.9 STORM WATER COLLECTION NETWORK...................................................................... 130
5.9.1 REFFERED CODES/ MANUALS:- ............................................................................. 130
5.9.2 TYPE OF FLOW .......................................................................................................... 130
5.9.3 RAINFALL INTENSITY ............................................................................................... 131
5.10 UNDERGROUND CABLE CORRIDOR .............................................................................. 131
5.10.1 TYPES OF CABLE ...................................................................................................... 132
5.10.2 TYPES OF UNDERGROUND UTILITY CORRIDOR ................................................. 133
5.10.3 UTILITY TUNNEL:- ..................................................................................................... 133
5.10.4 UTILITY DUCT:- .......................................................................................................... 134
5.10.5 ELECTRICAL & ICT TRENCH:-.................................................................................. 135
5.10.6 HDPE /PVC PIPE DUCT:- .......................................................................................... 136
5.11 SIZING AND ARRANGEMENT OF PVC/HDPE DUCT BANK ........................................... 137
5.12 DUCT BANK ARRANGEMENT .......................................................................................... 137
5.13 CABLE MANHOLE .............................................................................................................. 138
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CHAPTER: 6 PRELIMINARY COST ESTIMATE .............................................................. 139
6.1 WORK PROGRAM ............................................................................................................. 139
6.2 ESTIMATION OF QUANTITIES.......................................................................................... 139
6.3 CONCLUSION .................................................................................................................... 148
CHAPTER: 7 FINANCIAL FRAMEWORK ......................................................................... 149
7.1 FINANCING OPTIONS ....................................................................................................... 149
CHAPTER: 8 INSTITUTIONAL FRAMEWORK ................................................................. 150
CHAPTER: 9 STATUTORY AND LEGAL FRAMEWORK ................................................ 151
9.1 LEGAL AND REGULATORY FRAMEWORK ..................................................................... 151
9.2 LOCAL REGULATORY FRAMEWORK .............................................................................. 151
CHAPTER: 10 INDICATIVE SOCIAL AND ENVIRONMENTAL IMPACTS........................ 152
10.1 INTRODUCTION ................................................................................................................. 152
10.2 AIR QUALITY ...................................................................................................................... 152
10.2.1 IMPACTS DURING CONSTRUCTION FOR PROPOSED PROJECT ....................... 152
10.2.2 IMPACTS DURING OPERATION ............................................................................... 152
10.2.3 MITIGATION MEASURES .......................................................................................... 152
10.3 NOISE QUALITY ................................................................................................................. 153
10.3.2 IMPACTS DURING OPERATION ............................................................................... 153
10.4 WATER QUALITY ............................................................................................................... 154
10.5 LAND ENVIRONMENT ....................................................................................................... 154
10.5.1 IMPACTS OF CONSTRUCTION WASTES ................................................................ 154
10.6 SOCIO ECONOMIC IMPACTS FOR PROPOSED PROJECT ........................................... 155
10.7 POTENTIAL ENVIRONMENTAL IMPACT MATRIX ........................................................... 155
10.8 CONCLUSION .................................................................................................................... 159
CHAPTER: 11 OPERATING FRAMEWORK ....................................................................... 161
11.1.1 MILESTONES ............................................................................................................. 161
11.1.2 OPERATION AND MAINTENANCE ........................................................................... 161
11.2 RISKS AND MITIGATION ................................................................................................... 161
11.2.1 RISKS .......................................................................................................................... 161
11.2.2 MITIGATION ............................................................................................................... 161
CHAPTER: 12 WAY FORWARD AND CONCLUSIONS ..................................................... 162
12.1 GENERAL ........................................................................................................................... 162
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List of Figures:
FIGURE 1: INFRSTRUCTURE IN A SMART CITY ............................................................................................ 23
FIGURE 2: TUMAKURU CITY...................................................................................................................... 25
FIGURE 3: MAP OF KARNATAKA SHOWING LOCATION OF TUMAKURU........................................... 26
FIGURE 4 : TUMAKURU MASTER PLAN LAN USE 2031 ............................................................................... 32
FIGURE 5: TUMAKURU TRANSPORT CONNECTIVITY.................................................................................... 34
FIGURE 6 : PROJECT AREA ...................................................................................................................... 35
FIGURE 7 : PROPOSED LAND USE OF ABD AREA ....................................................................................... 37
FIGURE 8 : KEY AREAS MARKED IN ABD IN FIGURE 3 ........................................................................... 37
FIGURE 9 : ABD AREA PROPOSED PROJECTS........................................................................................... 38
FIGURE 10: HOURLY DISTRIBUTION OF VEHICLES...................................................................................... 45
FIGURE 11: V/C RATIO OF MG, ASHOKA, BH, JC & MANDIPETE ROAD ...................................................... 46
FIGURE 12: TRAFFIC COMPOSITION ON RESPECTIVE ROADS ..................................................................... 48
FIGURE 13 : ONSTREET PARKING ALONG MAJOR ROAD WITHIN ABD .......................................................... 49
FIGURE 14: MAJOR JUNCTION LOCATIONS WITHIN ABD ............................................................................ 51
FIGURE 15: JUNCTION SNAPSHOTS .......................................................................................................... 51
FIGURE 16: CITY BUS ROUTES IN TUMAKURU ........................................................................................... 53
FIGURE 17 : BUS SHELTERS WITHIN ABD AREA....................................................................................... 56
FIGURE 18 : PHOTOS OF EXISTING BUS SHELTERS ................................................................................... 58
FIGURE 19: SMART BIO-TOILET IN TCC .................................................................................................... 59
FIGURE 20 : OHT'S IN ABD AREA ............................................................................................................ 62
FIGURE 21 : EXISTING SITUATION OF POWER TRANSMISSION LINES ............................................................. 69
FIGURE 22 : SCHEMATIC REPRESENTATION OF ROAD CLASSIFICATION ...................................................... 75
FIGURE 23: SCHEMATIC REPRESENTATION OF JUNCTION .......................................................................... 79
FIGURE 24 : SIGHT DISTANCE .................................................................................................................. 80
FIGURE 25: TRAFFIC SIGNS AND SIGNALS ................................................................................................ 81
FIGURE 26: CYCLE TRACK DIMENSIONS: BEST PRACTICES ........................................................................ 83
FIGURE 27: CYCLE TRACKS ON BRIDGE..................................................................................................... 86
FIGURE 28: ROAD MARKINGS ON CYCLE TRACK AT ROAD CROSSING .......................................................... 86
FIGURE 29: ROAD MARKINGS ON CYCLE TRACK AT ROAD INTERSECTIONS .................................................. 87
FIGURE 30 : LIGHTING ON CYCLE TRACK ................................................................................................... 87
FIGURE 31: CLEAR W ALKING ZONE IS SEPARATE FROM PLANTING ZONE : .................................................. 88
FIGURE 32: MINIMUM W IDTH OF CLEAR FOOTPATH .................................................................................. 89
FIGURE 33: REQUIREMENT OF FIRM EVEN PAVED SURFACES ...................................................................... 91
FIGURE 34: CROSSFALL FOR DRAINAGE ................................................................................................... 91
FIGURE 35: CYCLE WHEEL STUCK IN SERVICE COVER WITH LARGE GRATINGS ............................................. 92
FIGURE 36: SERVICE COVERS IN FLUSH WITH PAVEMENT SURFACE ............................................................ 92
FIGURE 37: GUARD RAIL .......................................................................................................................... 93
FIGURE 38: KERB DEMARCATED WITH YELLOW PAINT FOR SAFETY ............................................................. 93
FIGURE 39: SIGNALISED LEFT TURNING POCKET....................................................................................... 94
FIGURE 40: KERB RAMPS ......................................................................................................................... 94
FIGURE 41: CONTINUITY IN PEDESTRIAN TRACK........................................................................................ 95
FIGURE 42: STREET LIGHTING .................................................................................................................. 98
FIGURE 43: TOILETS ................................................................................................................................ 98
FIGURE 44: SCHOOL ZONE TRAFFIC SIGNS ............................................................................................... 99
FIGURE 45: PARKING FACILITIES............................................................................................................... 99
FIGURE 46: VISION FOR SMART STREET – “STREET FOR ALL” ............................................................................... 102
FIGURE 47: MORPHOLOGY OF A SMART STREET – COMPONENTS BELOW GRADE, AT-GRADE AND ABOVE GRADE
.................................................................................................................................................... 103
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FIGURE 48: PROPOSED SMART ROAD NETWORK WITHIN ABD AREA ......................................................... 106
FIGURE 49: TYPICAL CROSS-SECTION OF ROAD WITH ROW 15M.............................................................. 107
FIGURE 53: FOOTPATH FACILITY ............................................................................................................ 109
FIGURE 54: CYCLE TRACK FACILITY ........................................................................................................ 111
FIGURE 55 : PBS DOCKING STATION LOCATIONS ..................................................................................... 116
FIGURE 56: SCHEMATIC DESIGN OF JUNCTIONS ...................................................................................... 117
FIGURE 57: DETAIL DESIGN OF MG-VIVEKANANDA JUNCTION .................................................................. 117
FIGURE 58: FLOWCHART FOR SMART BUS SHELTER COMPONENTS ......................................................... 118
FIGURE 59: SMART BUS SHELTER .......................................................................................................... 119
FIGURE 60: INTERACTIVE MAPS WITH BUS ROUTES .................................................................................. 120
FIGURE 61: CCTV SURVALIENCE ........................................................................................................... 120
FIGURE 62: REAL TIME PIS ................................................................................................................... 121
FIGURE 63: VENDING KIOSK & W ATER ATM ........................................................................................... 121
FIGURE 64: SMART BUS SHELTER LOCATIONS WITHIN ABD ..................................................................... 125
FIGURE 65: BOLLARDS .......................................................................................................................... 126
FIGURE 66: STREET FURNITURE ............................................................................................................ 126
FIGURE 67: SEATING / BENCHES ............................................................................................................ 127
FIGURE 68: TREE GRATINGS .................................................................................................................. 127
FIGURE 69: VARIOUS SIGNAGE & W AY FINDING REPRESENTATIONS......................................................... 128
FIGURE 70: DUSTBINS ........................................................................................................................... 128
FIGURE 71: STREET LIGHTING FIXTURES ................................................................................................ 130
FIGURE 72: UTILITY TUNNEL ................................................................................................................... 134
FIGURE 73: TYPICAL LAYOUT OF UTILITY TUNNEL ................................................................................... 135
FIGURE 74: PROJECT PACKAGES ........................................................................................................... 140
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List of Tables:
TABLE 1: TUMAKURU - KEY FACTS ........................................................................................................... 26
TABLE 2: EXISTING & PROPOSED LANDUSE DATA OF TUMAKURU CITY ...................................................... 32
TABLE 3: PROJECT ABD AREA BOUNDARY ............................................................................................... 36
TABLE 4: PCU FACTORS FOR DIFFERENT MODES ...................................................................................... 43
TABLE 5: CLASSIFIED VOLUME COUNT OF VEHICLES .................................................................................. 45
TABLE 6: V/C RATIO OF MG, ASHOKA, BH, JC & MANDIPETE ROAD: .......................................................... 46
TABLE 7:IDENTIFIED ON-STREET PARKING LOCATIONS WITHIN PROJECT ABD ............................................ 49
TABLE 8:MAJOR JUNCTIONS IDENTIFIED WITHIN THE PROJECT ABD ........................................................... 50
TABLE 9: EXISTING CITY BUS ROUTES FOR TUMAKURU CITY .................................................................... 52
TABLE 10: LIST OF EXISTING BUS STOPS WITH SHELTERS ......................................................................... 54
TABLE 11: EXISTING BUS SHELTERS WITH IN ABD AREA .......................................................................... 55
TABLE 12: DETAILS OF EXISTING SMART BIO-TOILETS ............................................................................... 59
TABLE 13 : STORAGE CAPACITY OF OHT UNDER ABD AREA .................................................................... 62
TABLE 14 : WATER BALANCE SHEET ....................................................................................................... 62
TABLE 15 : PROJECTION OF TOTAL SEWERAGE GENERATED. ...................................................................... 64
TABLE 16: SEWER LINE DETAILS IN TUMAKURU......................................................................................... 64
TABLE 17 : SLB OF TUMAKURU SEWERAGE SYSTEM ................................................................................. 66
TABLE 18: PROJECT ROAD PROVISIONS ................................................................................................... 70
TABLE 19: DESIGN SPEED AND CARRIAGEWAY WIDTH RECOMMENDED FOR VARIOUS ROAD CATAGORY ....... 76
TABLE 20: CARRIAGEWAY CAPACITY ........................................................................................................ 78
TABLE 21: CAPACITY OF CYCLE TRACK .................................................................................................... 83
TABLE 22: GRADIENT............................................................................................................................... 84
TABLE 23: CAPACITY OF FOOTPATH: ........................................................................................................ 89
TABLE 24: REQUIRED W IDTH OF FOOTPATH AS PER ADJACENT LAND USE .................................................. 90
TABLE 25: LIST OF PROPOSED SMART ROAD NETWORK ........................................................................... 106
TABLE 26: PAVER BLOCK PAVEMENT DESIGN STANDARDS ...................................................................... 112
TABLE 27: FLEXIBLE PAVEMENT DESIGN STANDARDS ............................................................................. 112
TABLE 28: CONCRETE PAVEMENT DESIGN STANDARDS........................................................................... 112
TABLE 29: PAVEMENT COMPOSITION FOR CYCLE TRACKS ....................................................................... 113
TABLE 30: PAVER BLOCK PAVEMENT DESIGN STANDARDS ...................................................................... 113
TABLE 31: PAVEMENT COMPOSITION FOR FOOTPATH .............................................................................. 113
TABLE 32: COMPARISON OF DIFFERENT PAVEMENT TYPE ........................................................................ 114
TABLE 33: CYCLE STAND LOCATIONS ..................................................................................................... 115
TABLE 34: COMPARISION OF SMART BUS SHELTER WITH CONVENTIONAL BUS SHELTERS .. 122
TABLE 35: LOCATION AND FUNCTIONAL REQUIREMENTS OF SMART BUS SHELTERS ................................. 123
TABLE 5-36: SMART BUS SHELTERS WITHIN ABD ................................................................................... 124
TABLE 37: STREET LIGHT ILLUMINATION LEVEL ....................................................................................... 129
TABLE 38: VALUE OF CO-EFFICIENT ....................................................................................................... 131
TABLE 39: RECOMMENDED DEPTH FOR UNDERGROUND DUCTING ............................................................ 137
TABLE 40: RECOMMENDED DIAMETER OF PIPES AT UNDERGROUND DUCT ............................................... 138
TABLE 41: COMPARISION OF PACKAGES ................................................................................................. 139
TABLE 42: PACKAGE 1- SMART ROAD NETWORK ..................................................................................... 140
TABLE 43: PACKAGE 2- SMART ROAD NETWORK ..................................................................................... 141
TABLE 44: PROJECT ROAD PROVISIONS ................................................................................................. 141
TABLE 45: COST ESTIMATE FOR PACKAGE -1.......................................................................................... 143
TABLE 48: INSTITUTIONAL FRAMEWORK .................................................................................................. 150
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TABLE 49: POTENTIAL ENVIRONMENTAL IMPACT MATRIX FOR TUMAKURU CITY ........................................ 156
TABLE 50: SUMMARY OF ENVIRONMENTAL MANAGEMENT PLAN ............................................................... 156
TABLE 51: MAJOR MILESTONES AND TIME ALLOCATED ............................................................................ 161
TABLE 52: MAJOR MILESTONES AND TIME ALLOCATED ............................................................... 162
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EXECUTIVE SUMMARY
Smart City Mission, launched by Government of India, focuses on development of

cities that provide core infrastructure and give a decent quality of life to its citizens, a
clean and sustainable environment and application of ‘Smart’ Solutions. The focus is
on sustainable and inclusive development and the idea is to look at compact areas,
create a replicable model which will act like a light house to other aspiring cities.
Smart Cities Mission of the Government is a bold, new initiative. It is meant to set
examples that can be replicated both within and outside the Smart City, catalyzing the
creation of similar Smart Cities in various regions and parts of the country.
The core infrastructure elements in a smart city would include:
i. Adequate water supply,
ii. Assured electricity supply,
iii. Sanitation, including solid waste management,
iv. Efficient urban mobility and public transport,
v. Affordable housing, especially for the poor,
vi. Robust IT connectivity and digitalization,
vii. Good governance, especially e-Governance and citizen participation,
viii. Sustainable environment,
ix. Safety and security of citizens, particularly women, children and the elderly, and
x. Health and education.
Project Management Consultant for Tumakuru Smart City Limited is proposing the
“Development of Smart Roads in Tumakuru Smart City”. In the proposed scenario the
road named as Field Marshal Gen. Cariappa Road has been taken up for providing
better solution for “Efficient Urban Mobility and Public Transport, Adequate Water
Supply, Assured Electricity Supply and Proper Sanitation”.
OBJECTIVE
The objective of the project is to provide following services to the citizen along with
the better quality of road.
1. Better Footpath
2. Dedicated Cycle Track
3. Under Ground Services
a. Water Supply
b. Sewerage Collection Network
c. Strom Water Drainage
d. Utility Ducts for electrical and telecommunication services
4. Street Lights
5. Street Furniture
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REVIEW OF SECONDARY DATA
The following data / documents have been collected and also discussions were carried
out with Tumakuru Smart City Limited Personnel to have the knowledge of project
influence area.
A. Data related to Climate
B. Topographical survey maps
C. Road inventory
D. Traffic Survey Data (Classified Volume Count)
E. Soil Investigations Data
F. Comprehensive Mobility Plan for Tumakuru City
G. Development plans of various cities / towns within the project influence area
H. Master Plan and Report, prepared by Tumakuru Urban Development Authority
(TUDA)
I. Vehicle Registration from Regional Transport Office (RTO), to find out the
traffic growth rate
J. Fuel sales data from Fuel stations on the project stretch, to identify the
seasonal factors
K. Accident data from Police department, to identify Black spots in the project
stretch
Also, the SCP document was collected from the SPV to assess the fund available for
the road improvement projects.
As per the SCP, the following components have been considered for the road
improvements works in Tumakuru.
PROJECT SCP BUDGET SMART CITY
GRANT (INR CR.)
(INR CR.)
Junctions Improvement & Redesign 24 22
Footpath & Walkways 81 78
Bicycle Lanes 9 7
On-Street Parking 1
Under Ground Drainage 223 12
Storm Water Drains 62 3
Under Ground Ducting 196 196
Multi-Level car parking 26 22
Total 340
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ENGINEERING SURVEYS, INVESTIGATION & ANALYSIS
The Consultants have carried out various field studies, engineering surveys and
investigations to collect the necessary data for the project. The investigations were
carried out to generate adequate supportive database for preparing the most
appropriate proposal to meet the functional and structural efficiency and safety
requirements.
The various investigations and surveys, which have been carried out by the
Consultants, are as follows:
 Inventory and condition survey of culverts and other cross-drainage structures
 Topographic Survey
 Pavement Investigations
 Soil and Material Investigations
 Traffic Survey
a. Topographic Survey:
The consultants have carried out extensive topographical survey using total
station, Auto level and GPS instruments. Based on the survey, contours have been
generated for 0.5 intervals and the same has been used for the preliminary
planning of the road network improvements in Tumakuru city.
b. Traffic Survey:
Apart from the Topographical survey, Consultant have also carried out Traffic
surveys for Tumakuru City ABD area and have prepared a traffic study.
EXISTING SITUATION
ROADS
The 90.9 km road stretch within the ABD area comprises of the following road hierarchy,
which is being observed during the reconnaissance and the topographical survey:
Table 4: Roads Classification in ABD Area

ROW Road Length in KMs
0-5 7.0
6.00-8.00 15.8
9.00-12.00 52.4
13.00-15.00 6.0
16.00-20.00 0.3
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21.00-26.00 4.1
27.00-35.00 4.2
36.00-45.00 2.1
Total 90.9
The major roads of the ABD Area are:-

Sl.No Road Name
1 Ashoka Rd
2 JC Rd
3 Field Marshal Cariappa Road
4 MG Rd
5 BH Rd
During the Road Inventory the notified on-street parking locations are tabulated
below. Among the on street parking locations, majorly congested areas include the
commercial areas like, MG road, BH road, Ashoka road, JC road, Mandipete road and
Someshwarapuram Main Road. They are listed below
Sl. No. On-street Parking Location
1 MG road
2 BH road
3 Ashoka road
4 JC road
5 Mandipete road
6 Someshwarapuram Main Road
7 Railway Station road
8 Ammanikere road (Old NH 4)
Within Tumakuru ABD area, there are 12 junctions identified as major junctions which
need an immediate response towards their improvement. These junctions are
identified for improvements considering the following parameters:
 Number of traffic legs connecting.
 Prevailing traffic during peak hours
 Traffic signal condition
 Surrounding land use
 Future developments
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Sl.No Name of Junction No of Arms Typology Status
1 Shivkumara swamy circle 4 Signalized Under Amrut
2 Bhadrama chaultry circle 4 Signalized Under Amrut
3 Call Tax Circle 4 Signalized Under Amrut
4 Gubbi gate circle 3 Un-Signalized Under Amrut
5 Kodi Basveshwara circle 3 Signalized Under Amrut
6 Gr. Carriappa - BH Junction 3 Un-Signalized -
7 Town hall circle 4 Signalized -
8 Mandipete junction 3 Un-Signalized -
9 Church circle 4 Rotary -
10 Gumchi circle 4 Un-Signalized -
11 Sarvodaya PU collage circle 3 Un-Signalized -
12 Kothithoppu circle 3 Un-Signalized -
BUS SHELTERS
Total there are 11 bus shelters existing within ABD area. Some bus stops have proper
shelters while some bus stops need improvement.
Sl.No Bus Shelter (within ABD area)
1 Siddaganga High School
2 Siddaganga College
3 Caltex (North)
4 Gubbi Gate Circle B/S
5 DC Office B/S
6 Caltex (South)
7 Bhadramma Choultry (South)
8 Bhadramma Choultry (North)
9 Amanikere B/S
10 Kothithopu B/S
11 Tuda Office
TOILETS
Tumakuru has both bio e-toilets and general public toilets in ABD Area, whose
ownership is with TCC. The latest one bio toilet has been installed recently under SCM
as a pilot project.
WATER SUPPLY
Water supply services in the Tumakuru are a mix of surface and ground water. The
water supply system in the Tumakuru City is under the responsibility of KUWS&DB.
Page | 15
The scope of its responsibilities includes planning, design, construction,
implementation, operation and maintenance of water supply system.
At present, the entire city is divided into 37 zones (DMA) out of which 09 reservoirs
comes under ABD area. The details of OHT’s are given in table below
DMA Name DMA NO TANK CAP. (LL)
Santhemaidana Zone 13 5
Shishuvihar Zone 14 10
Total Supply direct feeding to OHT from 50 MLD
Court Compound Zone 12 7.5
Bar Lane Zone 17 7.5
Total Supply from Santheimaidena Sump & PH
Water Works Zone 9 10
NR Colony Zone 11 7.5
Total Supply from Water Work Sump & PH
SS Puram Zone 18 10
Gandhinagara Zone 23 10
CMC Premises Zone 24 10
Total Supply from C.M.C Park Sump & PH
SEWERAGE SYSTEM
At present, Tumakuru city is partly covered by underground sewerage system. The
system is still under execution phase. In absence of compete sewerage network in the
city individual households have septic tanks for collection of waste water. The night
soil is collected from septic tank by suction tanks and disposed into the manholes. In
the present situation, it is the individual household responsibility to construct toilet
along with septic tank as per the specifications given in building bylaws.
The existing UGD system was implemented in two phases during 1998 and maintained
by TCC and other is still in execution since 2011.
Sewer Line Details of Tumakuru in Phase-2

Name of Zone Length of sewer Line (in Kms.) No. of Manhole
Zone-1 234.114 7980
Zone-2 124.106 4487
Zone-3 53.074 1875
ELECTRICAL & ICT
The Tumakuru city’s average Power demand is 100MW and Peak demand is 160MW.
80% of the ABD area power supply is through overhead transmission lines.
The in charge of electricity supply is BESCOM. The city is having 95023 domestic
connections, 16976 commercial connections and 3367 industrial power connection.
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The entire electricity supply is divided into 07 electricity sub division. The existing
situation of power supply lines has been analysed by carrying out reconnaissance
survey, stakeholder interactions and topographical surveys.
PROPOSED SYSTEM
CATEGORY OF ROADS
Roads are broadly grouped in to following 8 categories based on existing ROW. Roads
are categorized as per IRC guidelines and listed below.
Road width (ROW) above 36m ROW
Road width (ROW) between 27-35m
Road width (ROW) less than 6m
The selection of components for complete streets formation for various category of
roads have been made based on the availability of funds, land, viability etc (category);
roads (more than 16m ROW) may have all the components and some may have none.
ROAD IMPROVEMENTS
Around 80 % of the project road stretches are not having any road markings, lane
markings and necessary traffic signs. Only very few facilities are available for the
pedestrian crossings and other relevant movements. It is proposed to implement /
erect all the necessary traffic signs and Road markings on the road stretches with the
ABD area, particularly for road width more than 16m ROW.
COMPLETE STREET
The Project road facility along the road is proposed to meet the requirement of Smart
City. The major project components proposed includes the following components:
Development of cycle tracks (NMT facility)
Additional space allocated towards the footpaths
Road Improvements such as Traffic signs, Safety Barriers, Rehabilitation works
and Road markings.
Junction Improvements.
Visual Improvements like Tree lane / plantations, Railing, Bollards etc.
Beautification and Landscaping of the footpath, junctions and Open spaces
within the ROW.
Construction Smart Bus Shelters, Bus bays, Auto bays wherever essential.
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Public Amenities like E-Toilet, Dust Bins etc
Utility Corridor / spaces and provision for underground ducting.
Strom Water Drains
Provision for Pedestrian footpath LED lights and Street lightings
Provision for Smart Poles / CCTV and other ICT components wherever
essential.
NMT
Cycle tracks provide a safe and segregated space for the movement of bicycles. Cycle
tracks provide space that is intended to be exclusively or primarily for bicycles, and
are separated from vehicle travel lanes, parking lanes and sidewalks. Cycle tracks can
be either one-way or two-way, on one side or both sides of the street, and are
separated from vehicles and pedestrians by pavement markings or colouring, bollards,
curbs/medians or a combination of these elements. The preferred width for the cycle
Track should be minimum 1.4 m.
Non-motorised forms of transport are predominantly represented by walking and

cycling. As such, the strategies formulated focus on the needs of pedestrians and
cyclists. Detailed design and implementation of a NMT system would improve
universal access for users such as the disabled, elderly, parents using prams,
commuters with suitcases and shopping trolleys, etc.
To promote Bicycle sharing project; various location have been identified for
installation of cycle stands, the list of such locations inside ABD area are
Docking Station Land Available
Sl.No
KSRTC Bus Stand YES
1
Railway Station YES
2
Sarvodaya PU College Circle YES
3
Shivkumar Swamy ji Circle YES
4
Town Hall YES
5
Gumchi Circle YES
6
2nd Main Road (Mandipete Circle) YES
7
Bhadramma Chowltry YES
8
Ammanikere YES
9
Page | 18
JUNCTION IMPROVEMENTS
Intersections are designed as per IRC: SP-41-1994 “Guidelines for Design of At-Grade
Intersections in Rural & Urban Areas”. The major junctions identified above would
undergo the junction improvements as per the requirements.
VISUAL IMPROVEMENT
Though visual improvements are required to be carried out for all the ABD roads, in
one form or another, major visual improvements can be provided to wider road where
there is sufficient ROW available. The project roads such as Category A and Category
B roads have the scope for the provision of visual improvements.
Major Visual Improvements which is intended to be provided along with road are:
Smart Bus Shelters
Street Furniture
Bollards
Railing
Seating Arrangement / Benches
Tree Pit Grating
Passenger Information Portal
Dustbins
Horticulture
Skywalk (Foot-over Bridge)
E – Toilet
UTILITY CORRIDOR
Dedicated utility corridor shall be proposed on either side of the road, this will
enhance the life of the road by avoiding digging of the road for utility laying or also
during its operation and maintenance.
Pipe ducts for ICT & Electrical cables and buried utilities for water supply with
dedicated corridors instead of going with the RCC Duct owing to high initial capital
cost.
The proposed project elements for the ABD area are represented below under the
classification of various ROW of the Project roads.
PROPOSED SERVICES IN ROADS
The proposed smart features for various categories of road includes the followings
Road Length in Drain Cover Drain Cycle
ROW Footpath
KMs Slabs Construction Track
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ----
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13.00-15.00 6.00 YES ---- YES YES
16.00-20.00 0.3 YES ---- YES YES
21.00-26.00 4.1 YES ---- YES YES
27.00-35.00 4.2 YES ---- YES YES
36.00-45.00 2.1 YES ---- YES YES
Total in Kms 90.9
Road
Visual Underground Road Junction
ROW Length in
Improvements Ducting Improvements Improvement
KMs
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- YES ---- ----
13.00-15.00 6.00 YES YES YES ----
16.00-20.00 0.3 YES YES YES YES
21.00-26.00 4.1 YES YES YES YES
27.00-35.00 4.2 YES YES YES YES
36.00-45.00 2.1 YES YES YES YES
Total in Kms 90.9
ROW Road Smart Bus Bio E- Street Auto PBS

Length Shelters Toilets Lighting stand
in KMs Poles
0-5 7 ---- ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 ---- ---- YES ---- ----
16.00-20.00 0.3 ---- YES YES YES YES
21.00-26.00 4.1 YES YES YES YES YES
36.00-45.00 2.1 ---- YES YES YES YES
Total in Nos 90.9
PROJECT COST
The project preliminary cost estimates have been prepared considering various items
of works associated with the identified improvements based on the similar works
executed by us in the region.
Page | 20
The block costs estimated for the road improvements of Tumakuru ABD area is
provided in the following table; the detailed cost estimates will be provided at the DPR
stages.
Total cost of the Project Cost in Lakhs
PBS 675
Auto Stand 100
Safety & Security 300
Smart Street Lighting Poles 677.5
Drain Cover Slabs 471
Footpath 785
Cycle Track 377
Visual Improvements 2004
Underground Ducting 18791
Road Improvements 4932
Junction Improvement 540
Smart Bus Shelters 125
Bio E-Toilets 240
Retro Fitting Existing Bus Stands 54
Total in Lakhs 30071
Total in Cr. 300.71
Tender Premium in Cr. 30.07
Contingencies@3% in Cr. 9,02
Total cost of the Project in Cr. 340.00
PROJECT TENDERING
Based on the above cost estimates, various options for tendering have been worked
out for implementation works i.e Single tender v/s multiple tender. The detailed
analysis of the same has been worked out in the report. Based on the preliminary
assessment it is found that, the entire ABD area can be divided into 3 stages for speedy
execution. However, it is expected that SPV would take a decision in this regards and
conclude the same with the
consultants.
The advantages and

disadvantages of single package
and multiple packages are
provided below
Page | 21
Package Advantages Disadvantages
Type
Single • Large construction players • Approval from the GoK / KUIDFC would
Package will be interested to be difficult and time consuming.
participate in bid • Will affect the local economy and
• As there is also an ongoing employment.
project of 24x7 water • Cost of bid may increase; there by
supply for entire Tumakuru increasing the cost of project as players
city; TSCL interaction can are not well versed with the local
be limited and restricted. conditions.
• Co-ordination with can be
restricted to two- three
agency during execution –
will reduce the risk factor.
Multiple • DPR approvals would be • Large construction players will not be
Package easy and fast. interested to participate in bid
• Small local construction • Quality may be compromised by
companies will be engaging local players
interested to participate in • As there is also an ongoing project of
the bid. 24x7 water supply for entire Tumakuru
• Will boost the local city; TSCL interaction is bound to
economy and employment increase many folds.
• Cost of bid may not • Co-ordination with multiple agency
increase as local players are during execution work is a big challenge
well versed with the local – will increase the risk factor.
conditions;
Based on the above, the preliminary cost estimates for all the 4 packages have been
provided suitably in the report.
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CHAPTER: 1 INTRODUCTION & PROJECT
APPRECIATION
1.1 THE SMART CITIES MISSION

Rapid growth in small and medium scale urban centers plays an important role in economic
and societal progress. However, it also strains a city’s infrastructure. Key challenges, such as
traffic congestion, energy usage, public safety, and the building of sustainable communities
are top of mind. Such challenges need to be addressed through the development and
implementation of intelligent solutions. Smart cities are measured by the integration of their
infrastructure and the intelligent ways by which they tackle challenges. A smart city puts
emphasis on creating a system of networks to allow for a systematic flow of information and
effective management of resources. Enabling integration and convergence with organizations
and local authorities to provide solutions for the development of a smart city is crucial.
A Smart City offers decent living options to every resident. This would mean that it will have
to provide a very high quality of life i.e. good quality but affordable housing, cost efficient
physical infrastructure such as 24 x 7 water supply, sanitation, 24 x 7 electric supply, clean air,
quality education, health care, security, entertainment, sports, robust and high speed
interconnectivity, fast & efficient urban mobility etc.
Adequate
Water
Inclusive and Supply
Sustainable Proper
Developmen Sanitation
t
Social Efficient
Infrastructure
Infrastructur Urban
e in a Smart City Motility
Assured
E-
Electricity
governance
Supply
Robust IT
Connectivity
Figure 1: Infrstructure in a Smart City
Page | 23
Nearly 31% of India's current population currently resides in cities and contribute 63% of GDP
(Census 2011). Urban areas are expected to house 40% of India's population and contribute
75% of India's GDP by 2030. This requires comprehensive development of physical,
institutional, social and economic infrastructure. All are important in improving the quality of
life and attracting people and investment, setting in motion a virtuous cycle of growth and
development. Development of Smart Cities is a step in that direction.
The Smart Cities Mission is an innovative and new initiative by the Government of India to
drive economic growth and improve the quality of life of people by enabling local
development and harnessing technology as a means to create smart outcomes for citizens.
The objective of the Smart Cities Mission is to promote cities that provide core infrastructure
and give a decent quality of life to its citizens, a clean and sustainable environment and
application of 'Smart' Solutions. The focus is on sustainable and inclusive development and
the idea is to look at compact areas, create a replicable model, which will act like a lighthouse
to other aspiring cities. The Smart Cities Mission aims to set examples that can be replicated
both within and outside the Smart City, catalyzing the creation of similar Smart Cities in
various regions and parts of the country.
The Smart Cities Mission is being operated as a Centrally Sponsored Scheme (CSS) and the
Central Government proposes to give financial support to the Mission to the extent of ₹
48,000 crores over five years i.e. on an average ₹ 100 Crores per city per year. An equal
amount, on a matching basis, will be contributed by the State/ULB; therefore, nearly INR One
Lakh Crore of Government/ULB funds will be available for Smart cities development.
Accordingly, the purpose of the Smart Cities Mission is to drive economic growth and improve
the quality of life of people by enabling local area development and harnessing technology,
especially technology that leads to Smart outcomes.
1.2 TUMAKURU AND THE SMART CITIES MISSION
The Government of Karnataka has accorded approval for implementation of Smart Cities
Scheme in the State. The High Power Steering Committee (HPSC) for Smart Cities Scheme has
also been constituted under the Chairmanship of Chief Secretary with representatives of
various State Government departments to guide the mission in the State.
The Government of Karnataka has nominated the Karnataka Urban Infrastructure
Development & Finance Corporation (KUIDFC) as the State Level Nodal Agency (SLNA) and
Mission Directorate.
The High Powered Steering Committee (HPSC) had recommended selection of six cities, viz.,
Belagavi, Tumakuru, Mangaluru, Hubbali Dharwad, and Tumakuru & Davanagere for
development under the Smart Cities Scheme based on the guidelines issued by the Ministry
of Urban Development (MoUD), GoI.
These 6 Smart Cities prepared their “Smart City Proposal” for participation in the “City
Challenge” and submitted the same to MOUD.
Page | 24
Tumakuru has been selected as one among the 100 Smart Cities to be developed in India
under the Smart Cities Mission of the Government of India.
Tumakuru was selected in the second round of the challenge through its proposal that aimed
at “Transforming Tumakuru from a mere EDGE CITY OF BENGALURU to the MOST PREFERRED
DESTINATION within the region with a strong focus on economic development and provision
of enhanced CONNECTIVITY, high QUALITY OF LIFE, ECOLOGICAL integration, and INCLUSIVE
development”. Tumakuru’s Area-based development (ABD) proposal revolved around a
retro-fitting of about 1400 Acres in the CBD area along with the Ammanikere Lake to be an
inclusive and thriving space catering to all user groups with the aim of decongesting the city
Centre, upgrading the available infrastructure & services, and integrating the built space and
the environment.
To implement the above projects, a Special Purpose Vehicle (SPV) named Tumakuru Smart
City Limited (TSCL) has been incorporated.
A consortium of IPE Global Pvt Limited, Grant Thornton India LLP and Aryavartha Design
Consultants LLP has been appointed as the Project Management Consultants (PMC) for
implementation of the Smart City Mission Project of Tumakuru City. The consortium has
entered into agreement with TSCL for the aforementioned consultancy.
One of the projects identified by the Board, as part of the Tumakuru Smart City Plan is the
Integrated Bus Terminal Redevelopment on PPP Mode. Accordingly, the PMC is presenting
this Draft Pre-Feasibility Report for the development of the project.
1.3 TUMAKURU CITY – AN INTRODUCTION
Figure 2: Tumakuru City
Tumakuru, the district headquarters of Tumakuru district in South East Karnataka, is an

industrial city spread over about 48 Square Kilometres, popularly known as the City of
Education and the City of Coconuts. Almost 7 years ago, Tumakuru was accorded the status
Page | 25
of a City Corporation. Tumakuru is in close proximity to the Karnataka State Capital, Bengaluru
which is located just 70 km South West of Tumakuru.
The following table summarizes some key facts about Tumakuru City.
Table 1: Tumakuru - Key Facts
Tumakuru City 305821 (2011 Census)

Population
Area 48.21 Sq. Km.
Population Density 6300/km2
Population of the ABD 43,941
Area
ABD Area 5.48 Sq. Km.
Number of Properties 93494
Number of Wards 35
Length of Roads 575 Km
Sex Ratio 976
Literacy 88.91%
Total Water Supply 46-47 MLD
Per Capita Water 115 – 120 LPCD
Supply
Temperature Summer: 32°C – 40°C Winter: 17°C – 30°C
Elevation 822 m Figure 3: Map of
Latitude 13.34°N 77.1°E Karnataka showing
Distance from 70 KM location of Tumakuru
Bangalore
Connectivity Nearest Airport – Kempegowda
International Airport, Bengaluru (86 KM)
Nearest Railway Station: Tumakuru
Railway Station
Nearest Major Railway Station:
Yeshwantpur Railway Station, Bangalore
(63 KM)
Page | 26
Tumakuru District is an administrative district in the state of Karnataka in India. It was
formerly the part of old Mysuru State.
The district occupies an area of 10,598 km² and had a population of 2,584,711, of which
19.62% were urban as of 2001. It is a one-and-a-half-hour drive from Bangalore, the capital
of Karnataka. It is the only discontinuous district in Karnataka (Pavagada Taluk has no
geographical continuity with the rest of the district).
As of 2011 India census, Tumakuru had a population of 305,821. There are more than 5,
00,000 people are live in corporation limit. At the 2001 census, males constitute 52% of the
population and females 48%. Tumakuru has an average literacy rate of 75%, higher than the
national average of 59.5%: male literacy is 79%, and female literacy is 70%. About 11% of the
population is under 6 years of age. The most common language in the city is Kannada.
Tumakuru is a knowledge hub in the south interior Karnataka and boasts of its own Tumakuru
University, two medical colleges, five engineering colleges, 38 degrees and post-graduate
colleges, one dental college and many polytechnics, high schools and primary schools
imparting top level education to all classes of citizens. Tumakuru is a good study center from
primary education to higher education. It has its own university. Within this town, there are
two medical and one dental institution.
1.4 VISION AND OBJECTIVES

The objective of the consultancy is to prepare Feasibility Report followed by Detailed Project
Report (DPR) for the “Integrated Mobility and Services plan for Tumakuru ABD area”.
The Feasibility report is the initial deliverable to the TSCL for the purpose of firming up the
Authority’s requirements in respect of development of Integrated Mobility and Services plan
for Tumakuru ABD area” with a vision to ensure:
1.4.1 Enhance Health + Wellness of Citizens
 Reduce vehicular congestion and in return the pollution.
 Promote healthier mobility options – like walking, Bi-cycles.
 Introduce vehicle free zones at markets, schools and incrementally expand in strategic
locations throughout the city.
 Participation by citizens in biking culture.
 Healthier and more active lifestyle.
 Improve health metrics.
1.4.2 Reduce Traffic Congestion

 Design streets for uniformity in vehicular and pedestrian zones for increased
efficiency.
Page | 27
 Reduction in traffic lane widths in order to prioritize pedestrian movement and right
of way.
 Provide citizens’ choice of mobility to reduce dependence on privately owned
vehicles.
 Improve existing public transport and provide smart bus stops.
1.4.3 Ensure Public Safety
 Slower traffic speeds by introducing traffic calming methods.
 Providing pedestrians a safe walking environment by designing adequate road
crossings, signalized junctions with blinkers and visible signage.
 Use of technology to monitor traffic patterns, disasters, security breaches and respond
accordingly.
 Crime prevention and monitoring, and protecting citizens and public assets.
 Street lighting to ensure walkable and safe environment.
 Law enforcement for traffic rules, pedestrian rights and safeguarding right of way for
bike riders.
1.4.4 Cleaning + Greening the City
 Integrated solid waste management strategy especially for public places.
 Sustainable choices for water management on roads and public places like rain
gardens, rain harvesting pits and usage of pervious materials.
 Alternative sources of energy for public space lighting - 10% of the Smart City’s energy
requirement should come from solar energy.
 Landscaped streets, shaded walkways for better walkable experience while creating
reducing urban heat island effects.
1.5 SCOPE OF WORK
The project scope for Feasibility studies includes the following Primary Tasks:
 Traffic surveys and assessment of demand and the travel characteristics
 Identification of possible improvements and new elements required in the project ABD
area
 Preliminary Design of transportation elements like: Pavement, Footpath, Cycle track and
other Civil and street scape structures coming up in this project proposal
 Location and layout of Utility Ducts & other Pavement Components proposed
1.6 PROJECT STAGES
Refined methodology is followed in submitting the Project deliverables in accordance with
the following stages:
 Deliverable 1: Feasibility Report
 Deliverable 2: Draft DPR
 Deliverable 3: Final DPR
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CHAPTER: 2 CITY PROFILE
2.1 BACKGROUND
Tumakuru is one of the busiest industrial cities located in the State of Karnataka. The city
has a cluster of small-scale industries, which include a tool factory, soap works, and rice
and oil mills. The chief industries are the one making coarse cotton cloth, woollen blankets,
ropes, watches (Hindustan Machine Tools) along with WIPRO, TVSE.
Tumakuru is situated at a distance of 70 km North West of the city of Bangalore. This is a

city surrounded by mountains and hills. Tumakuru is known as the gateway of Karnataka
as it provides passage to at least fifteen districts to access the State capital-Bangalore. This
city is also famous for its shrines like Kaidala Temple, Devarayana Durga, Namada Chilume,
Shiva Gange, Goravanahalli MahaLakshmi Temple etc. Additionally the availability of water
resources due to the supply from river Hemavathy by the canals to the nearby tanks has
resulted in an assured source of drinking water to the city. Tumakuru is undoubtedly
emerging as a key place for the new economy.
2.2 ECONOMIC SNAPSHOT

Tumakuru’ s total GDP stands at ₹ 100.75 billion contributing 3.4% to state GSDP. It’s per
capita annual income in the district being ₹ 50,906. However, the GDDP trend has been
growing at 6% CAGR from 2007-08 to 2012-13, with the Agriculture and Allied sector as the
highest contributors at 6.1% for 2012-13.
2.3 AGRICULTURE IN FOCUS

Tumakuru has 46% of its land under cultivation. The region`s top three cultivated crops
include Cereals with 51% of Net Sown Area, Oilseeds with 25% and Pulses with 16% of the
cultivated land. It is famous for cultivation of Hybrids in Paddy. It grows flowers like Aster,
Crossandra, Jasmine, and Chrysanthemum. Tumakuru has a Flower market at
Badavanahalli in Madhugiri. Other crops grown are Mango, Banana, Pomegranate, Tomato,
Brinjal, Cucumber, Tamarind and Ginger.
2.4 INDUSTRIAL LANDSCAPE

Tumakuru has a ready Industrial infrastructure spread across 7 Industrial Parks and 7
Industrial Estates that serve 37 large and medium industries with an investment of
₹113.916 billion and 27322 SSI that have an aggregate investment of ₹456.47 billion.
Agro & Food Processing Industry is a highly focused sector. A 103-acre Food Park at
Vasanthanarsapura is set to ignite the sector with not just infrastructure and food
processing equipment, but the technology up-gradations and better techniques of
production and knowledge transfer on grading, processing, packing and marketing being
Page | 29
given impetus here. Rice mills, Coir industries, Oil extraction mills are the other major agro
based industries in the region. A Flower Auction Centre with an investment of US$ 3.12
million and a Fish Seed Farm at Markonahalli is on the anvil too.
The district has a thrust on textiles with a proposed Textile Park, An Apparel Zone, A
Readymade Garments Zone and a Handloom Cluster in the district. The district also has
plans for an Integrated Machine Tool Industry Park and Machine tools focused technology
Incubation Centre in association with GoK on PPP mode.
Tumakuru is strategically located at the Centre of fast growing domestic car markets in
Gujarat, Maharashtra and Tamil Nadu and has been identified as part of Electronics
Manufacturing Cluster in under M-SIP (Modified Special Incentive Package) scheme which
provide financial incentive. Establishment of Flower Auction Centres in Tumakuru with an
investment of US$ 3.12 million (₹15 crores) is also proposed.
2.5 TOPOGRAPHY
Tumakuru is situated at attitude of 813.31 m (2669 feet) above the Mean Sea Level (MSL).
The eastern parts of Tumakuru Amanikere are at a higher level compared to the western
parts of the city. The configuration of the land is such that the land gently slopes west
wards.
2.6 WATER RESERVES

Tumakuru has major seven lakes/ water reservoirs namely Amanikere Tank, Baddihalli
Tank, Shettihalli Tank, Maralenahally tank, Heggere Tank, Bheemasandra tank and Maralur
Amanikere Tank.The area coming under water sheet is totally 691.68 hectares. The water
sheets which are coming within Corporation limits are Amanikere tank, Baddihalli tank,
Shettihalli tank. Rest of them are outside the Corporation limit.
2.7 POWER SUPPLY

Tumakuru power supply transmission is done by Bangalore Electricity Supply Company Ltd.
(BESCOM). The Average annual consumption of power in the district is 1826.08 LU
(Domestic) and 2456.07 LU (Industrial)
2.8 KNOWLEDGE CAPITAL

Tumakuru has good network of educational institutions with 15 ITI College, 2 Medical, and
6 Engineering Colleges present in the district. It also has 6 polytechnics and 5 Degree
colleges operational. Some of the key institutes include Tumakuru University, Siddganga
Institute Of Technology, Siddhartha Institute of Technology.
2.9 CLIMATE
Page | 30
Tumakuru is situated in the semi-arid climatic zone of the tropics. During the summer, the
temperature will be between 35° to 38° Celsius and in winter will be between 10° to
22°Celsius. The climate of the district, excluding the northern most part, is similar to that
of Bangalore district and is generally agreeable. The year may be divided into four seasons;
the dry season, with clear bright weather is from December to February. The period from
March to May constitute the hot season and the south – west monsoon season is from June
to September, October and November may be termed the post monsoon season.
2.10 RAINFALL
Tumakuru has an average annual rainfall of 687.90mm in the district. The rain fall is mostly
confined to the period from May to November. On an average, there are 45 rainy days in a
year.
The city’s traffic flow pattern and the roads condition is almost inversely proportional to
the rainfall.
2.11 TEMPERATURE
The period from March to May is one of the continuous rise in temperature. April is usually
the hottest month. Maximum temperature may sometimes reach 40 0C - 410C.
With the advance of the south-west monsoon, over the district in June, the temperature
drops appreciably and throughout the monsoon season, the weather is pleasant.
After October, temperature decreases steadily and the weather remains cool in February.
December is generally coolest month of the year. The daily minimum temperature in the
cold season sometimes goes down to 90C to 100C
This variation in the temperature also results in the flow pattern of the traffic in the city.
2.12 HUMIDITY
Relative humidity high during the south-west monsoon period and are generally moderate
in the rest of the year. The humidity in the summer afternoon are comparatively lower.
2.13 WINDS
Winds are generally moderate with some increase in strength in the monsoon months.
From May to September, wind are mainly south – westerly or westerly, and on some
afternoons north – westerly and these predominate till the end of January. There is a
gradual shift of wind in clockwise directions from February and by April winds are mainly
south – westerly to westerly in the mornings and between south – east and south – east in
the afternoon.
Page | 31
2.14 LAND USE
Spatial arrangements of activities determine the travel pattern in the city. Out of the total
developable land at city level of Tumakuru; Industries cover 8.74 percent of the area. 21.1
percent of the developable area is under residential use, whereas 22 percent of the
developable area is under transportation network. Commercial area is only 3.1 percent
with regulated market in Tumakuru.
To boost the economic

activities, medium and
small scale industries
have been developed at
the various locations
mentioned at above
section titled as
“Industrial Landscape”.
In this category major
area is covered by KIADB
and by HMT factory,
Next stands. TVS
electronic Pvt. Ltd., area.
Situated in south eastern
part, near N.H.4 at
Figure 4 : Tumakuru Master Plan Lan Use 2031

Pandithanahally. In addition to these many small scale industrial like oil mills, rice mills area
located on B.H.Road & N.H.4 towards Sira. Similarly saw mills are situated along B.H.Road.
Industries like Chamundi Mopeds, Titan springs, re-rolling mills and other small & medium
industries are located in Hirehalli Industrial estate.
Table 2: Existing & Proposed LandUse Data of Tumakuru City

Sl. Land use category Existing Land use (2008) Proposed Land use (2031)
No. Area (in Percentage Area (in Percentage
Hectares) Hectares)
1. Residential 1057.37 27.13 6617.99 55.39
2. Commercial 122.07 3.13 479.99 4.02
3. Industrial 340.22 8.74 1002.41 8.39
4. Public & Semi public 383.40 9.84 872.80 7.31
5. Parks, Open spaces & 142.61 3.66 998.27 8.36
Burial ground
6. Public Utilities 29.74 0.76 44.41 0.37
Page | 32
7. Transportation & 885.52 22.72 1931.46 16.16
Communication
8. Vacant 935.95 24.02 11947.33 100.00
Total 3896.88 100.00 691.68 --
9. Water Sheet 305.67 -- 484.64 --
Grand Total 4202.55 -- 13123.65 --
Residential
Area (in Hect)
Commercial
24% 27%
Industrial
Public & Semi public
23% 9%
Parks, Open spaces &
10% 3% Burial ground
3%
Public Utilities
1% Transportation &
Communication
Vacant
Graph 1: Existing City Land Use
Page | 33
Residential
Area (in Hect)
Commercial
Industrial
24% 27%
Public & Semi public
9% Parks, Open spaces & Burial

23%
3% ground
3% 10% Public Utilities
Transportation &
Communication
1%
Vacant
Graph 2: Proposed City Land Use
2.15 TRANSPORT CONNECTIVITY

Tumakuru is well connected across Road, Rail, Air and Sea. 221 km of National Highway and
980 km of State Highways pass through the district with a Railway route length of 130.88
km passing through the region too.
The city’s very own upcoming Airport is a Greenfield project made available for enhanced
connectivity. The nearby International airports are at Mangalore and Bangalore. Tumakuru
has access to Port infrastructure at Mangaluru, Karwar, Goa and Chennai that ensures high
accessibility to the region.
Figure 5: Tumakuru Transport Connectivity
Page | 34
2.15.1 BY ROAD
Tumakuru city Region is served by two National Highways (31.83 Km) and two State
Highways (24.26 Km).
The National Highways and State Highways are:
 NH-4 which enters TUDA Region and passes through Tumakuru city and then
goes to Mumbai.
 NH-206 which starts at Tumakuru and connects Honnavar via Shimoga
 SH-33 which connects Koratagera with Bavali via Tumakuru
 SH-94 -Highway connecting Bagepalli with Halagur
2.15.2 BY RAIL
Tumakuru Railway station is the main Station of Tumakuru city. Tumakuru Railway Station
is served by the South Western Railways. It is on Shivamogga-Bangalore rail route. The main
trains that runs include Siddhaganga Express, Bangalore-Hubli Jan Shatabdi Express,
Chalukya Express, Rani Chennamma Express and Jodhpur-Bangalore Express.
2.15.3 BY AIR
At present, there is no airport facility in Tumakuru. The nearest airport is Bangalore
International Airport which is located at a distance of 71 km from Tumakuru city.
2.16 PROJECT AREA

Project ABD area of Tumakuru Smart City is around 1354.97 acres (11% of city area) and
the ABD area population as per 2011 census is 42,941 (14.4% of city population). The
Project ABD is located in Figure 6.
Figure 6 : Project Area
Page | 35
Figure 6: Project Area
2.16.1 ABD AREA

The effective boundary of the project ABD Area is as follows:
Table 3: Project ABD Area Boundary

Direction Location
North Amanikere Lake
East Shiv Kumar Swamy Circle
West Gubbi Gate Circle
South Govt. PU College – Railway Station Road
Page | 36
Figure 7 : Proposed Land use of ABD Area
Figure 8 : Key
Areas Marked in ABD in
figure 3
Page | 37
Figure 9 : ABD Area Proposed Projects
Page | 38
CHAPTER: 3 EXISTING SYSTEM AND ANALYSIS
3.1 INTRODUCTION
Project ABD area fall under the jurisdiction of City Corporation area and has been taken for
improvements under Smart City Project. This report is prepared by capturing the existing
features of the project area, analyzing the existing salient features, along with suitable
solutions for proposing and implementing with complete mobility and non-mobility
components meeting the underground utility requirement. As a separate Smart road
project, General Cariappa road (from KR extension Bus stop to Tumakuru Rural Police
station) has been prepared and submitted to client already, the same has been excluded in
the present studies. The following studies and surveys were conducted for the preparation
of this report:
 Reconnaissance Survey
 Review of Secondary Data
 Topographical Surveys
 Traffic Surveys
 Public Utility Surveys
 Road Inventory
 Estimation of Quantities and Project Costing
3.2 ROAD HIERARCHY
The 90.9 km road stretch within the ABD area comprises of the following road hierarchy,
which is being observed during the reconnaissance and the topographical survey:
Table 4: Roads Classification in ABD Area

ROW Road Length in KMs
0-5 7.0
6.00-8.00 15.8
9.00-12.00 52.4
13.00-15.00 6.0
16.00-20.00 0.3
21.00-26.00 4.1
27.00-35.00 4.2
36.00-45.00 2.1
Total 90.9
Page | 39
Percentage of Roads
5% 2% 8%
4%
0% 0-5
7% 6.00-8.00
17%
9.00-12.00
13.00-15.00
16.00-20.00
21.00-26.00
27.00-35.00
36.00-45.00
57%
Graph 3: Precentage of Roads in ABD Area
Figure 10: Road Network in ABD Area
Page | 40
The city has a total of 663 Kms of roads, of which 170 km is CC and BT roads. In ABD area
of total 90.9 Kms of road length, out of which the major 46% of total road length is having
ROW of 9.00 meters to 11 meters.
3.3 RECONNAISSANCE SURVEY

The detailed ground reconnaissance was undertaken under guidance of Tumakuru City
Corporation (TCC) officials and collected relevant data from TCC. Identified alignments
were visited to carry out ground reconnaissance survey. The data collected from the
reconnaissance surveys was used for planning and programming the detailed surveys and
investigations. All field studies are being undertaken on the basis of information derived
from the reconnaissance surveys. Details of Project Roads which can be developed as Smart
Roads are provided in below table.
Photographs taken during the Reconnaissance Survey are provided below:
Figure11: Site Photo
Page | 41
3.3.1 SALIENT OBSERVATIONS
During the reconnaissance, various salient observations made about the site
conditions are as follows:
 Unauthorized road side vendors with temporary shops are observed along
the commercial area
 There is no segregated lane / corridor available for the NMT movement
within the whole city
 Existing Carriageway is not in good condition in few stretches with minor
cracks, few potholes, minor rutting, edge drop at shoulders and water
logging observed at few locations
 At most of the stretches there are no road markings, bus bay markings,
proper signage boards and surveillance
 All the commercial area roads are occupied with the on-street parked
vehicles causing serious congestion to the through moving traffic and also
to the pedestrians
 There is no continuous connectivity of the public transport system (city
buses). At many places the existing bus shelters are in worn-out conditions.
There is no bus bay found within the whole ABD area.
 There are bus shelters missing in bus stops at few locations and few bus
shelters are close to junctions, which reduce the speed of through moving
traffic and increases journey time.
 There are few Major junctions and several minor cross roads within the ABD
 There are few existing trees / shrubs on either side of the road. The
plantation within the median in many roads is not maintained properly.
 There are existing auto stands present at few locations in the ABD area
particularly on road RoW
 Public toilet facility is rarely available at the user end perspective
3.3.2 TRAFFIC VOLUME COUNT
3.3.2.1 PCU FACTORS ADOPTED FOR THE STUDY
For making capacity computations under mixed traffic conditions, the different types of
vehicles will have to be converted to a common unit known as Passenger Car Unit “PCUs”
by multiplying their number with relevant equivalency factors. The PCU factors for different
vehicle type are presented in the table.
Page | 42
Table 4: PCU factors for different modes
Sl. No. VEHICLE TYPE PCU Factors

A. Fast Vehicles
1. Two wheelers motor cycle or scooter 0.5
2. Passenger car/van/jeep 1.0
3. Three Wheeler 1.0
4. Tempo/Light Commercial vehicle (LCV) 1.5
5. Truck (2 & 3-axle) or Bus 3.0
6. MAV 4.5
7. Agricultural tractor without trailer unit 1.5
8. Agricultural tractor-trailer unit 4.5
B. Slow Vehicles
9. Cycle 0.5
10. Cycle rickshaw 2.0
11. Animal Drawn /hand Cart 6.0
Source: IRC: 64 – 1990
3.3.2.2 CLASSIFIED TRAFFIC VOLUME COUNTS
Under the present study, the manual traffic counts were carried out for successive 15
minutes intervals at selected locations on project road. The classified Traffic volume count
(TVC) survey at the above mentioned locations was organized. At these locations, the
counts have been taken as per the following vehicle classifications:
Motorized Vehicle
 Passenger Vehicles
- Car/Van/Jeep
- Mini Bus
- Standard Bus
 Goods Vehicles
- Light Commercial Vehicle /Tempo (LCV)
- Truck (2-Axle)
- Truck (3-Axle)
- MAV (up to 6 Axles)
- HEM (Above 6 Axles)
 Toll Exempted Vehicles
- Two wheelers
- Three wheelers
- Car/Jeep
Non-Motorized Vehicles
Page | 43
 Bicycle
 Cycle Rickshaw
 Animal Drawn/Hand Cart
3.3.2.1 TRAFFIC VOLUME CHARACTERISTICS
The appreciation of traffic volume/characteristics is done essentially to evaluate the traffic

load of the existing network and identify the major issues so as to develop a rational policy
for designing various components of the proposed project corridor. The classified traffic
volume count data collected has been analyzed by location and include – hourly variation
of total traffic, vehicular composition, peak hour traffic etc. The traffic data has been
converted into Passenger Car Unit (PCU) to include the relative effect and impact of
different types of vehicle on the traffic flow as compared to car as a standard vehicle.
Page | 44
Table 5: Classified Volume count of vehicles
Fast Vehicles Slow
Vehicles
MAV Trucks (4 Axle & Above)

Auto Rickshaw (Passenger)
Auto (Goods)/ Mini LCV

Road Name
Peak Hour
PCU/ Hr.
2 & 3 Axle Trucks
Two Wheeler
Bus (Private)
Bus (KSRTC)
Bus (city)
Car/ Van
Tractor
Tempo
Cycle
LCV
12:00 - MG 61 40 98 1 0 0 0 1 0 0 10 0 10 11
13:00 Road 3 6 39
10:00 - Ashoka 11 37 41 14 64 21 30 31 11 4 42 24 6 60
11:00 Road 69 20 5 6 8 24
12:15 - BH 23 22 88 17 68 84 15 77 29 9 156 44 15 60
13:15 Road 03 56 8 4 99
11:30 - JC Road 12 65 12 3 0 0 0 11 2 2 120 8 15 22
12:30 86 2 5 24
12:45 - Mandipe 90 34 78 0 0 0 0 10 11 4 92 12 14 14
13:45 te Road 4 2 68
Hourly Variation (PCU)

7000
6000
5000
4000
3000
2000
1000
0
MG Road Ashoka Road BH Road JC road Mandipete Road
Figure 10: Hourly Distribution of Vehicles
Page | 45
Table 6: V/C ratio of MG, Ashoka, BH, JC & Mandipete road:
Divided/Undivid
ROAD NAME
MOVEMENT
NO OF LANE
carriageway
(PCU/Hr.)
PCU/Hr.
V/C Ratio
Capacity
TRAFFIC
width
ed
MG RD 3 10.5 UD ONE WAY 1139 2900 0.4
ASHOKA RD 4 14 D TWO 6024 3600 1.7
WAY
BH RD 6 21 D TWO 6099 5400 1.1
WAY
JC ROAD 4 14 D TWO 2224 3600 0.6
WAY
MANDIPETE 2 7 UD ONE WAY 1468 1900 0.8
RD
Figure 11: V/C ratio of MG, Ashoka, BH, JC & Mandipete road
The Ashoka road & BH Road is already operating at a Level of Service of F. This is because
of On-street parking of vehicles and unorganized, hazardous movement of traffic. With
gradual vehicular growth over the years, the road would exceed its design service volume
by 2020, therefore it would need capacity augmentation by 2020.
The overall transportation mobility plan will be developed & submitted once the integrated
bus terminal project is finalized.
Page | 46
1%
0% 0% Ashoka Road
1% 0%
0%
1% 4% Two Wheeler
0% 5% Auto Rickshaw (Passenger)

19% Car/ Van
7% Tempo
Bus (Private)
Bus (city)
Bus (KSRTC)
LCV
2 & 3 Axle Trucks
62% Auto (Goods)/ Mini LCV
Tractor
Cycle
0%
1% 0%
0% JC Road
0% 1%
0%
Two Wheeler
0%
5%
0% Auto Rickshaw (Passenger)
6%
Car/ Van
Tempo
Bus (Private)
Bus (city)
Bus (KSRTC)
29%
58% LCV
2 & 3 Axle Trucks
Tractor
Cycle
Page | 47
0% 3%
1% 0%
1% BH Road
1% 0%
3%
1%
Two Wheeler
0%
Auto Rickshaw (Passenger)
Car/ Van
Tempo
15% 38% Bus (Private)
Bus (city)
Bus (KSRTC)
LCV
2 & 3 Axle Trucks
Tractor
37%
Cycle
Figure 12: Traffic Composition on Respective Roads
Page | 48
3.3.3 ON STREET PARKING
During the Road Inventory the notified on-street parking locations are tabulated
below. Among the on street parking locations, majorly congested areas include the
commercial areas like, MG road, BH road, Ashoka road, JC road, Mandipete road
and Someshwarapuram Main Road. The identified on-street parking location in ABD
area is provided in Table
Table 7:Identified On-street Parking Locations within Project ABD
Sl. No. On-street Parking Location
1 MG road
2 BH road
3 Ashoka road
4 JC road
5 Mandipete road
6 Someshwarapuram Main Road
7 Railway Station road
8 Ammanikere road (Old NH 4)
Figure 13 : Onstreet Parking along major road within ABD
Page | 49
3.3.4 JUNCTIONS WITHIN THE PROJECT ABD:
During this preliminary survey precise conditions and traffic movement were observed
at every junction and median openings. Within the Tumakuru ABD area, the following
junctions are identified as the major junctions, which need an immediate response
towards their improvement. These junctions were identified as major junctions
considering following parameters:
 Number of traffic legs connecting
 Prevailing traffic during peak hours
 Traffic signal condition
 Surrounding land use
 Future developments
Table 8:Major Junctions identified within the Project ABD

Sl.No Name of Junction No of Arms Typology Status
1 Shivkumara swamy circle 4 Signalized Under Amrut
2 Bhadrama chaultry circle 4 Signalized Under Amrut
3 Call Tax Circle 4 Signalized Under Amrut
4 Gubbi gate circle 3 Un-Signalized Under Amrut
5 Kodi Basveshwara circle 3 Signalized Under Amrut
6 Gr. Carriappa - BH Junction 3 Un-Signalized -
7 Town hall circle 4 Signalized -
8 Mandipete junction 3 Un-Signalized -
9 Church circle 4 Rotary -
10 Gumchi circle 4 Un-Signalized -
11 Sarvodaya PU collage circle 3 Un-Signalized -
12 Kothithoppu circle 3 Un-Signalized -
The locations of the above mentioned major junctions in the ABD area are shown in
the figure below:
Page | 50
Figure 14: Major Junction Locations within ABD
Site observations about these Major Junctions are depicted through the photographs
below:
Figure 15: Junction Snapshots
Page | 51
3.3.5 RECONNAISSANCE OUTPUT
The Primary tasks accomplished after the reconnaissance survey included:
 Topographical survey of the area
 Typical physical features along the existing alignment within and outside ROW i.e.
land use pattern
 Alignment requirements identification, including the provision of Cycle Track,
Footpath, Culverts, Utility Ducts, Landscaping, Smart features, Junction
Improvements (Proposal of Rotary or Signalised Junctions) etc., with possible
alternatives
 Sections through congested areas
 Inventory of major aspects including land width, terrain, pavement types,
carriageway, bridges and structures (type, size and location), intersections (type,
cross-road category, location), urban areas (location, extent), geologically
sensitive areas, environmental features
 Critical areas requiring detailed investigations
 Type and extent of existing utility services along the alignment (within ROW)
3.3.6 PUBLIC TRANSPORT SYSTEM – CITY BUS

The existing bus stops were surveyed to comprehend the existing facilities in the area.
Some bus stops have proper shelters while some bus stops in the area require proper
shelters. The prevailing KSRTC and City Bus routes within the ABD area are shown in
the Figure below:
Table 9: Existing City Bus Routes for Tumakuru City
Sl.N Route Route From - To Rout Total No Bus Peak
o No e Of Trips/D Hour
Leng Passeng ay Frequen
th ers /Day cy
1 201 Kyathsandra - Tumakuru - Heggere 13.3 13687 304 5 Min
2 Tumakuru - SIT Back gate - 6.7 1245 50 Min
Devarayapatna
3 Tumakuru - DC Office - Siddaganga 8.2 2786 55 Min
Mutt
4 202 Shettihalli - Tumakuru - Yellapura 10.7 14304 270 5 Min
5 203 Oorukere - Tumakuru - Maralur 11.5 6304 112 10 Min
Dinne
6 Tumakuru-Maralur Dinne- 11.9 999 50 Min
Oorukere
7 205 Tumakuru - Upparahalli - Goolarive 5.5 2433 68 8 Min
8 206 Tumakuru - Gulur - Ethenahalli 9.4 3502 64 25 Min
Page | 52
9 209 Tumakuru - Kesaramadu- 10 1988 46 45 Min
Basavanna Temple
10 210/1 Tumkur-Swandenahally 10.4 1240 30 45 Min
AB
11 204 Gangasandra - Tumakuru - 12 5036 127 55 Min
Belagumba
12 Tumakuru-Gangasandra-SLN 4.6 1110 45 Min
Chowtry
13 301AB Tumakuru-Tumakuru (Round Trip) 20.5 1230 18 1 Hr.
14 302AB Tumakuru-Tumakuru 20.5 1052 19 1 Hr.
15 303 Tumakuru-Baddihalli 6.6 1150 20 1 Hr.
Figure 16: City Bus Routes in Tumakuru
Page | 53
3.4 EXISTING BUS SHELTERS
shelters. The list of bus stops with shelters is shown in Error! Reference source not
ound. and the list without shelters is shown in Error! Reference source not found..
The photographs of the locations of existing bus shelters are provided in Error!
eference source not found., Error! Reference source not found., Error! Reference
source not found., Error! Reference source not found. and Error! Reference source
not found.. Map showing existing bus stops in Tumakuru is shown in Error! Reference
source not found..
Table 10: List of Existing Bus stops with Shelters

S. Bus Shelter List S. Bus Shelter List S. Bus Shelter
No. No. No. List
1 Kyathsandra 21 Kundur Cr 41 Jayanagara
2 Batavadi 22 Dibbur 42 Shettihalli
3 Batavadi 23 Banshankari Circle 43 Kaidala
4 SIT College 24 Sadashivnagar 44 Bheemasandr
a
5 SIT College 25 Ramkrishna Ashram 45 Medical
College
6 Tumakuru University 26 Shettihalli Gate
7 Siddaganga High School 27 Shettihalli Gate Road
Stop
8 Siddaganga High School 28 Belagumba
9 Bhadramma Choultry 29 Puttaswamayyana
palya
10 Bhadramma Choultry 30 Sira Gate
11 Siddaganga College 31 Sira Gate
12 Caltex Circle 32 Sridevi College
13 Caltex Circle 33 Rangapura
14 Caltex Circle 34 P & T Quarters
15 Gubbi Gate Circle 35 SSIT Main Gate
16 Kote AnjaneyaSwamy 36 SSIT Main Gate
Temple
17 Amanikere Circle 37 Saraswathipuram
18 Bypass 38 Maralurdinne
19 Tuda Office 39 Nrupatunga
20 Hanumanthpura 40 Bharadwaj Towers
Page | 54
Table 11: Existing Bus Shelters with in ABD Area
Sl.No Bus Shelter (within ABD area)
3 Caltex (North)
5 DC Office B/S
6 Caltex (South)
7 Bhadramma Choultry (South)
8 Bhadramma Choultry (North)
9 Amanikere B/S
10 Kothithopu B/S
11 Tuda Office
Page | 55
Figure 17 : Bus Shelters within ABD Area
Page | 56
Page | 57
Figure 18 : Photos of Existing Bus Shelters
3.4.1 EXISTING SITUATION ANALYSIS

The existing bus shelters in Tumakuru partially cater to the traffic demand in the city.
The buses have stops at locations where there are no shelters as well. The bus shelter
at most of the places has become redundant due to difficulty in manoeuvrability for
the buses in the existing location. Certain bus stops do not have a designated bus stop.
Hence, it is essential to revamp the bus shelters so that the commuters can have
comfort during travel. Connected bus shelters will allow commuters to identify real
time bus timings to users.
As part of the survey, the open spaces that are available were being identified. One of
the major causes of concern is limited number of open spaces availability in the ABD
area. The community uses available open spaces for either some social or cultural
activities. The community engagement in this project should willing let bus shelters be
constructed in such spaces. This is an important aspect, which has to be tackled with
the community by TSCL.
3.4.2 CONCLUSIONS
After reconnaissance survey, the deficiencies in the existing bus stop spaces were
identified. The existing bus stops were identified and segregated to the ones with bus
shelters and the ones without bus shelters. The condition of bus shelters was analysed
and tabulated. The KSRTC bus routes were identified and tabulated. The safety and
comfort of bus travellers will be enhanced by implementing better waiting spaces in
Tumakuru
3.5 EXISTING SANITATION
Page | 58
 Many parts of the city do not have access to sanitation infrastructure and
facilities.
 Sanitation facilities are available
to 70% of the city's population.
Present Scenario:-
 96% of the city/ properties have
individual sanitary latrines; only 29% are
however connected on the sewerage
network, a bare 18% collection (15429
no’s), and 48% treatment.
 High dependency on the onsite
sanitation systems - Private players
provides the sucking machine facilities
on call from the year 2010.
At many locations in city TCC has public
toilets. These toilets are on pay and use
basis. But these toilets are insufficient
to meet the requirement. The disposal
from toilets is to the nearest UGD Line.
Figure 19: Smart Bio-Toilet in TCC
Table 12: Details of existing Smart Bio-Toilets

SL NO LOCATION CONDITION
1 Tumakuru City Corporation in good condition
2 Near Siddganga College In good condition
3.5.1 EXISTING SITUATION ANALYSIS

The condition of the community toilets is very poor, with lack of regular maintenance
and cleaning. Some even lack doors, adequate water supply, electricity connection,
etc.
The public sanitation system in Tumakuru is inadequate as open defecation and
urination is still rampantly followed in public spaces. There is an absolute lack of
adequate toilet facility at public places like Bus Stand, Railway Stations, Vegetable
Market, and commercial streets etc. where floating population assemble for public
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transportation, marketing, festivities and recreational purposes. In the absence of
proper toilet facilities at these places, people perforce had to defecate and urinate
wherever they could. Defecating and urinating on the road, open lanes, bye lanes,
parks, streets, by the roadside, and railway tracks are very common phenomenon.
Provision of Smart Bio-Toilets at these locations is required not only to provide clean
sanitation facility for the floating population but also to maintain a cleaner
environment.
3.5.2 CONCLUSIONS
The reasons for open defecation is non-availability of community toilets, facilities not
meeting the demand, proximity to open areas which encourage open defecation,
reluctance for pay and use toilets or have their own toilets; cleanliness in the existing
toilets. The environmental condition in these areas is unsatisfactory with regard to
discharged water, improper services and unhygienic conditions. The lines that are
connected to open nala get blocked frequently causing overflow of waste water
leading to environmental crisis leaving with severe health hazards. Faecal matter in
the places where toilets are connected to open nala is quite common sight. The
complaints are not addressed on time which causes severe problems to the residents
of these localities. Hence, the city needs a proper Sanitation system in terms of Toilet
facilities which is neat clean and hygienic.
3.6 EXISTING PUBLIC UTILITIES
3.6.1 WATER SYSTEM
Water supply services in the Tumakuru are a mix of surface and ground water. The
water supply system in the Tumakuru City is under the responsibility of KUWS&DB.
The scope of its responsibilities includes planning, design, construction,
implementation, operation and maintenance of water supply system.
3.6.1.1 SOURCE OF WATER
The primary source of water supply to the Tumakuru City is the surface water from
Hemavathy Canal, which is about 6 KMs away from the city. The first stage of the
existing Hemavathy canal scheme was commissioned in 1998 with Bugudanahally
Tank as the impounding reservoir. The second stage of the scheme with Hebbaka tank
as impounding reservoir was commissioned in 2011.
Currently, the stage-I 30 MLD water treatment plant at Bugudanahally Tank is not
operational due to multiple bursts in 900mm PSC rising main from the clear water
sump of water works. The entire demand of the city is presently being serviced
through the Stage-II 51.5 MLD Treatment Plant at PN Palya.
Ground Water Source:-
In certain areas of the city ground water serves as an alternate source of the water
supply. There are around 612 bore wells fitted with power pumps as per TCC records.
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The TCC claims to have pumps of 7.5HP to 15HP capacities with total extracted
quantity of about 10 MLD from bore wells in the city.
3.6.1.2 EXISTING TRANSMISSION, DISTRIBUTION AND STORAGE CAPACITIES
Water Treatment Plant

The designed capacity for the present Hemavathy Surface water scheme at
Bugudanahally Tank is 30 MLD (in stage –I) and at PN Palya is 51.5 MLD (in stage –II).
The combined capacity of both water treatment plants is 81.5 MLD.
In stage –I water supply scheme, raw water is drawn/ pumped from Hemavathy canal
and then stored in Bugudanahally tank nearby. Further, raw water is pumped from the
tank to a water treatment plant of 30 MLD capacity nearby and is subsequently
transmitted through pumping main(s) to service reservoirs of Tumakuru City.
In stage –II scheme, a new impounding reservoir i.e Hebbaka tank is being used for
additional storage of raw water (surplus) drawn from Hemavathy canal along with the
existing Bugudanahally tank. Raw water will be pumped from Bugudanahally tank to
Hebbaka tank and stored, further raw water will be transmitted back to Bugudanahally
tank through gravity main. Separate head works are provided at Bugudanahally tank
to pump raw water to the WTP of 51.50 MLD capacity at PN Palya.
Distribution System
The existing distribution system of the city comprises of DI pipe as mains and PVC pipes and
CI pipes for branch distribution. Some portion of the city is fed directly from the rising mains
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or gravity mains, but most of the areas have partial network connected to service reservoir.
There are 04 numbers of pumping stations in the city.
Figure 20 : OHT's in ABD Area
Storage Capacity
At present, the entire city is divided into 37 zones (DMA) out of which 09 reservoirs comes
under ABD area. The details of OHT’s are given in table below.
Table 13 : Storage capacity of OHT under ABD Area
DMA Name DMA NO TANK CAP. (LL)
Santhemaidana Zone 13 5
Shishuvihar Zone 14 10
Total Supply direct feeding to OHT from 50 MLD
Court Compound Zone 12 7.5
Bar Lane Zone 17 7.5
Total Supply from Santheimaidena Sump & PH
Water Works Zone 9 10
NR Colony Zone 11 7.5
Total Supply from Water Work Sump & PH
SS Puram Zone 18 10
Gandhinagara Zone 23 10
CMC Premises Zone 24 10
Total Supply from C.M.C Park Sump & PH
OTHER PROJECTS & SCHEMES

There are two major projects regarding water supply are under implementation in
Tumakuru I.e.,
 27 x 7 water supply project
 Augmentation of Transmission main network under AMRUT
The stage-II of the project is undergoing scheme and it has been awarded to L&T
Constructions Water and Effluent Treatment IC.
Table 14 : Water Balance Sheet

WATER BALANCE SHEET FOR TUMAKURU
POPULATION FORECAST
YEARS 2016 2031 2046
POPULATION 346180 462900 591300
Per Capita Water Demand Liters 135 135 135
LOSSES 20% 20% 20%
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SERVICE LPCD Liters 162 162 162
TOTAL DEMAND MLD 56.08 74.99 95.79
Annual Water Demand ML 20469.6 27371.3 34963.6
ALLOCATED WATER
MCFT TMC LTS ML
Avg. Water Drawn From Tumakuru 564.652 0.564652 15989164062 15989.1641
Canal in last 10 yrs
RESERVOIR CAPACITY
MCFT TMC LTS ML
Bugudanahalli 240 0.24 6796043182 6796.04318
Hebbaka 190.55 0.19055 5395775118 5395.77512
Total Capacity of Reservoir 430.55 0.43055 12191818300 12191.8183
WATER DEMAND OF TUMAKURU

2046 2031 2016
95.7906
Demand In MLD 74.9898
56.08116
0 20 40 60 80 100 120
Demand In MLD
2046 95.7906
2031 74.9898
2016 56.08116
Graph 4 : Water Demand of Tumakuru

To meet the demand of intermediate population i.e. 2031 the Deeping of
Bugudanahally Tank has been already tendered and awarded. As per directions of
Board this project has been funded by Smart City Mission.
3.6.2 SEWERAGE SYSTEM
At present, Tumakuru city is partly covered by underground sewerage system. The
system is still under execution phase. In absence of compete sewerage network in the
city individual households have septic tanks for collection of waste water. The night
soil is collected from septic tank by suction tanks and disposed into the manholes. In
the present situation, it is the individual household responsibility to construct toilet
along with septic tank as per the specifications given in building bylaws.
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The existing UGD system was implemented in two phases during 1998 and maintained
by TCC and other is still in execution since 2011.
Table 15 : Projection of total sewerage generated.
YEARS 2016 2031 2046
POPULATION 346180 462900 591300
Per Capita Water Demand Liters 135 135 135
LOSSES 20% 20% 20%
SERVICE LPCD Liters 162 162 162
TOTAL DEMAND MLD 56.08 74.99 95.79
Waste Water Generated MLD 44.9 60.0 76.6
WASTEWATER TREATMENT IN TUMAKURU

The sewer line of entire city is laid into
two phases. Phase-I was executed in year
1998, named as “Providing UGD System
to Tumakuru City of KUID Project with
ABD Assistance”. This covers the 19
wards of the city majorly lying between
B.H.Road to Amanikere Tank.
For Phase-II the rest of the wards were
taken up. Apart from rest of the wards
the wards like 4,7,8,12,11 were also
taken as sewer missing link were there.
Phase-II was divided into three zones.
Shown in figure.
Table 16: Sewer Line Details in Tumakuru
Sewer Line Details of Tumakuru in Phase-2

Name of Zone Length of sewer Line (in Kms.) No. of Manhole
Zone-1 234.114 7980
Zone-2 124.106 4487
Zone-3 53.074 1875
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Length of sewer Line (in Kms.)
13%
30% 57%
Zone-1 Zone-2 Zone-3
Graph 5 : Sewer Line Details in Tumakuru
The city is not fully covered with UGD system. The old part and some of the old
extensions are having this facility. At present UGD covers less than 40% of the city.
Only 15,429(17%) houses are provided with UGD House Service Connection. Within
ABD area, around 80% of project area is covered with sewer network laid in phase-I in
1998.
Present generation of sewage is 18 to 22 MLD, for this a treatment plant is installed at
Bheemasandra tank with a capacity of 24.57 MLD, out of this 24 MLD, five (05) MLD
sewerage is proposed to be tapped at park near Amanikere to fill the Amanikere tank
under Smart City Scheme. In addition to this, another STP of 25.5 MLD Capacity is
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proposed at Bheemasandra Tank. The Board is having a proposal of additional
treatment plants at Kuppur with 4.71 MLD and at Maralur Tank with 13.4 MLD
capacities.
There is no infrastructure is present for recycling of the treated waste water.
SEPTAGE MANAGEMENT
Tumakuru has its own cess-pool machine which is used to clean the septic tank sludge
from the households. An amount of Rs. 1500 is charged from the HHs at the time of
clearance. The machines transport the sludge to the nearest manhole and dispose it
there. The septic tanks are not cleared at regular intervals, but only cleaned when they
are full or any complaint logged by public.
STANDARDIZED SERVICE LEVEL BENCHMARKING INDICATORS

The service level benchmark for Tumakuru city is provided in Table below.
Table 17 : SLB of Tumakuru Sewerage System
Sl.no Indicators Benchmarks Present
Status
1 Coverage of toilets 100% 70%
2 Coverage of sewage network services 100% 40%
3 Collection efficiency of the sewage networks 100% 18%
4 Adequacy of sewage treatment capacity 100% 0%
5 Quality of sewage treatment 100% 0%
6 Extent of reuse and recycling of sewage 20% 0%
7 Efficiency in redressal of customer complaints 80% 75%
8 Extent of cost recovery in sewage management 100% 0%
9 Efficiency in collection of water supply related 90% 0%
charges
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SLB of Tumakuru Sewage Sysytem
Efficiency in collection of water supply related charges
Extent of cost recovery in sewage management
Efficiency in redressal of customer complaints
Extent of reuse and recycling of sewage
Quality of sewage treatment
Adequacy of sewage treatment capacity
Collection efficiency of the sewage networks
Coverage of sewage network services
Coverage of toilets
0% 20% 40% 60% 80% 100% 120%
Present Status Benchmarks
Graph 6 : SLB of Tumakuru Sewerage System
3.6.3 DRAINAGE SYSTEM

Natural Drainage:
The general slope of the land differs at different location. Basically it slopes towards
different lakes present in three directions of city mainly North, West and South. The
southern part of city has 6 lakes, thus the natural flow of city’s southern area is
towards those lakes. Similarly due to presence of Bheemashandra Lake at the western
part of city, the gradient of slope is also towards it. And in north it is sloped towards
Amanikere Tank.
Existing Drainage Network:

There are 11 major storm water drains in the city. The coverage of storm water drains
is about 70%. They are listed in below table.
There are 6 nos storm water drain feeding valley to Bheemsandra Tank.
 From Sewerage treatment plant to Bheemsandra
 From SSIT collage to danah palce and from masjid to heggede colony
 From sacred heart school to maraluru tank
 From Thailk police station backside to bheemsandra tank
 From ksrtc depot to gubbighate, bibi jaan layout to BH Road (via Dibbur Road),
Bhavikatte Kalyana mantap to Dibbur shanidevara temple.
 From murthinagar via basaveshwaranagar to opp kyatasandra police station.
There are 5 nos storm water drain feeding valley to Tumakuru Amanikere.
 Jaganathapura
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 S.I.T via NEPS
 Navila halli
 Anethota
 Antharasanahalli via P.S.Palya
 The storm water drain from Jaganathapura to Amanikere is included in the
plan 2015-16.
There are four branches in the Jaganathapura feeder
 SWD from Gangamma halla
 SWD from Kudur valley
 SWD from Bagya nagar
The storm water collection system comprises of kutcha as well as pucca drains. The
drains are made of Stone masonry & also of RCC.
Due to improper maintenance of the drains, their water carrying capacities have been
reduced considerably and have become places of dumping garbage’s and discharging
sewage by nearby area. With gradual increase of intensity of rainfall and reduction in
the absorption capacity of the soil together with formation of more built up areas
through construction of pucca roads, covered places etc. the runoff has increased
considerably. On one side, there is increase in flood flow and on the other side there
is reduction in channel section, due to dumping of garbage and due to drain bed
siltation intern causing reduction in discharge capacity of the drain. In absence of
regular cleaning and de-silting activity, the drainage channel has been filled up to
considerable depth rendering acute flooding problem of adjoining areas. Hence there
is need for upgradation of existing drain network.
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WATER LOGGING AND FLOODING AREAS
In Tumakuru, there are several areas where flooding occurs annually. This is mainly
due to the encroachment of the natural drains of the city. The ULB has taken efforts
to de-silt the drains pre and post monsoons.
Besides these, there are several low-lying areas across the city where water logging
occurs annually.
3.6.4 EXISTING ELECTRICAL POWER DISTRIBUTION & ICT IN SMART ROAD:
The Tumakuru city’s average Power demand is 100MW and Peak demand is 160MW.
80% of the ABD area power supply is through overhead transmission lines.
The in charge of electricity supply is BESCOM. The city is having 95023 domestic
connections, 16976 commercial connections and 3367 industrial power connection.
The entire electricity supply is divided into 07 electricity sub division. The existing
situation of power supply lines has been analysed by carrying out reconnaissance
survey, stakeholder interactions and topographical surveys.
Existing Power Transmission Line
The power supply to ABD area at present is carried out by dividing the area into 2
units. Based on the site survey conducted along with the discussions with the BESCOM
authorities, there is no underground ducting is present in city.
Photographs of existing overhead transmission lines of some areas within ABD area
are shown below.
Figure 21 : Existing situation of power transmission lines
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Existing Situation Analysis
In Tumakuru 100% of the ABD area consists of overhead transmission line. Some
stretches of 11Kv overhead transmission lines along roads. It is found essential to
underground all overhead transmission lines & cables, whether it is power, internet,
cable TV, fibre optic or any other utility cables or wires. This not only reduces the
outages during strong winds and inclement weather but also to improve the aesthetics
of the city.
As part of the survey, the stretch of the existing overhead transmission lines along
with poles and transformer locations were identified. Also, right of way of the roads
along with the space available alongside the road were identified for proposing the
ducts suitably.
Apart from the above, there are many ICT cables laid underground already by the
following agencies:
 Idea
 AIrcel
 Airtel and many other local operators.
In Tumakuru 100% of the electrical lines are presently above ground. As power
reliability may be at stake for the implementation of 24X 7 power supply in ABD area,
with the existing above ground power cables, it is felt necessary and appropriate to
undertake the project of underground ducting of all electrical cables for assured
power supply to the residents of Tumakuru.
3.7 CONCLUSION OF EXISTING SYSTEM AND ANALYSIS
As all the road features cannot be addressed in the present scope of smart city works
due to the financial constraints, the Infrastructure and other miscellaneous
components within the Tumakuru ABD area that can be covered are shown below.
Based on the road classification; components requirements have been addressed
suitably.
Table 18: Project Road Provisions
Road Length in Drain Cover Drain Cycle
ROW Footpath
KMs Slabs Construction Track
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ----
13.00-15.00 6.00 YES ---- YES YES
16.00-20.00 0.3 YES ---- YES YES
21.00-26.00 4.1 YES ---- YES YES
27.00-35.00 4.2 YES ---- YES YES
36.00-45.00 2.1 YES ---- YES YES
Total in Kms 90.9
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Road
Visual Underground Road Junction
ROW Length in
Improvements Ducting Improvements Improvement
KMs
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- YES ---- ----
13.00-15.00 6.00 YES YES YES ----
16.00-20.00 0.3 YES YES YES YES
21.00-26.00 4.1 YES YES YES YES
27.00-35.00 4.2 YES YES YES YES
36.00-45.00 2.1 YES YES YES YES
Total in Kms 90.9
ROW Road Smart Bus Bio E- Street Auto PBS

Length Shelters Toilets Lighting stand
in KMs Poles
0-5 7 ---- ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 ---- ---- YES ---- ----
16.00-20.00 0.3 ---- YES YES YES YES
36.00-45.00 2.1 ---- YES YES YES YES
Total in Nos 90.9
Following are the conclusions drawn based on the analysis of the existing system:
 For the existing traffic, major roads within the ABD areas have reached the
saturation level and are operating at Level of Service “D”. Hence the existing
on-street parking should be removed to provide the NMT facilities (TSCL to
address these aspects suitably through suitable legislation) and also improve
the service level.
 There are no basic road infrastructure facilities such as cycle track, tree lane,
utility ducts / dedicated corridor on either side of the road. Though at
maximum location footpaths are present over the SWDs, their present physical
condition is found to be good but at various locations its condition needs to be
improved.
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 Junctions are not in scientific condition or as per standards, need to be
improved as per the standards for smooth traffic flow at junctions where ever
feasible.
 There are no pedestrian crossing facilities at junctions. Provisions to be made
for crossings at suitable locations
 There is no road furniture / visual improvements present in the city. Same shall
be included in the project proposal
 Bus shelters, Road markings, Bus bays, Public / E-Toilets, Street lighting and
Sign boards, etc., shall be upgraded with smart features
 Smart street components such as Smart poles, CCTV, VMS, and other ICT
components shall be included in the development of Project stretch.
 Water Supply network is being laid by KWS&DB under AMRUT Scheme.
 At maximum location sewer line is existing and new is being laid by AMRUT.
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CHAPTER: 4 DESIGN STANDARDS &
SPECIFICAITON
4.1 DESIGN BASIS

The General Technical Specification adopted for the design of roads are the
specification for Road and Bridge works (Fifth Revision April 2013) of MORT&H and
Institute of Urban Transport (IUT), Ministry of Urban Development (MoUD) guidelines.
The following guiding principles are considered during evolving the designs for the
project stretches under this package.
An application of design standards for any area is essential from the viewpoint of road
safety and smooth flow of traffic. The selection of optimum design standards reduces
the possibility of early obsolescence of the facility. The design should, thus be
consistent within any area and the standards proposed for different elements should
be compatible with one another. It is sometimes necessary to reduce the selected
design speed for economic reasons but any abrupt changes in the design speed should
be avoided.
The selected design will minimize the total transportation cost, including initial
construction cost, cost for maintenance of the facility and the cost borne by the road
users. Safety is built-in into design elements following the recommendations given in
Manual for Safety in Road Design. "Ruling" standards would be followed as a matter of
routine. "Minimum" standards would be followed only where serious restrictions are
imposed by technical or economic considerations.
4.2 DESIGN ELEMENTS
The design of following elements has been considered:
a. Road Links - Cross-section
b. Road Junction - At-grade Junctions
c. Structures - Culverts, cross drainage works, utility cross ducts etc.
d. Road Signs, Markings, Safety Features and Other Fixtures
e. Cycle Tracks
f. Footpaths
g. Utility Ducts
4.3 COMPLETE STREET COMPONENT

The objective of these Smart Street standards is to make road for longer duration usage
and to be free from zig-zag movement of vehicles, to ease out the pedestrian
movement, and for the safety of children and elderly.
4.4 SALIENT FEATURES OF COMPLETE STREET
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 Uniform Carriage Way width along the length of the road
 Additional space towards provision of wide footpaths
 Development of cycle tracks / NMT
 Layering/ Sequencing of Services
 Clear labelling of the trenches for maintenance
 Provision for New utility networks
 Construction of Bus bays, Auto bays wherever essential
 Beautification and Landscaping of the footpath, junctions
 Street furniture (Signage’s, Lane marking)
 Pedestrian footpath LED lights
 Installation of CCTV wherever necessary
 Installation of ICT components, Smart poles and controlling at command centre
4.5 GEOMETRIC DESIGN STANDARDS
4.5.1 GENERAL CONSIDERATIONS

Geometric design for the project road shall cover alignment, profile, widening, cross-
sections of the road, improvement of existing carriageway and design of high
embankments etc.
4.5.2 GUIDING STANDARDS FOR ROAD DESIGN
The design of various elements of highways for 6-laning road shall be governed by the
provisions of the following IRC Codes / Guidelines / Manuals:
IUT:1 Cross Sections
IUT:2 Intersections
IUT:3 Road Marking
IUT:4 Signages
IUT:5 Traffic Calming
IRC: 11-2015 – Design & Layout of Cycle Tracks
IRC: 35-2015 – Code of Practice for Road Markings
IRC: 37-2012 - Guidelines for the Design of Flexible Pavement
IRC: 38-1998 - Guidelines for Design of Horizontal Curves for Highways & Design Tables
IRC: 54-1974 - Lateral and Vertical clearances at Underpasses for Vehicular Traffic
IRC: 62-1976 - Guidelines for Control of Access in Highways
IRC: 106-1990 - Guidelines for capacity of Roads in Urban Areas
IRC: 65-1976 - Recommended Practice for Traffic Rotaries
IRC: 66-1976 - Recommended Practice for Sight Distance in Rural Highways
IRC: 67-2012 - Code of Practice for Road Signs
IRC: 69-1977 - Space Standards for Roads in Urban Areas
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IRC: 73-1980 - Geometric Design Standards for Rural (Non-Urban) Highways
IRC: 75-2015 - Guidelines for Design of High Embankments
IRC: 86-1983 - Geometric Design Standards for Urban Roads in Plains
IRC: 92-1985 - Guidelines for the Design of Interchanges in Urban Areas
IRC: 103-2012 - Guidelines for Pedestrian Facilities
IRC: SP: 23-1983 - Vertical curves for Highways
IRC: SP: 41-1994 - Guidelines for the Design of At-Grade Intersections in Rural & Urban
Areas
IRC: SP: 50-2013 - Guidelines on Urban Drainage
IRC: SP: 44-1994 - Highways Safety Code
IRC: SP: 19-2001 - Manual for Survey, Investigation and Preparation of Road Projects
MORT&H - Pocket book for Highway Engineers, 2002 (2nd Revision)
MORT&H - Type Designs for Intersections on National Highways, 1992
Manual for Safety in Road Design
Institute of Urban Transport
4.5.3 TERRAIN CLASSIFICATION
The project road lies in plain terrain. The geometric standards relevant to plain terrain
as contained in IRC: 86-1983, is adopted.
4.5.4 ROAD CLASSIFICATION
The hierarchy is based on the function the road is expected to perform, and the type
of traffic & the road users. The design speed, road widths & other geometric features
are adapted to suit the road function.
Classification of urban road is as follow:
 Arterial Roads
 Sub Arterial Roads
 Distributor/ Collector Roads
 Access Streets
The Schematic representation is shown below:
Figure 22 : Schematic representation of Road classification
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Arterial Road Sub-Arterial Road Distributor Road Access Road
(ROW-50mto80m) (ROW-30mto50m) (ROW-12mto30m) (ROW-6mto15m)
50km/h 50km/h 30km/h 15km/h
According to IUT guidelines the urban roads other than express ways are classified in four
main categories
Table 19: Design Speed and Carriageway width recommended for various Road
catagory
Road Typology Right of Way-ROW (m) Design speed (km/hr)
(IRC: 86) (IUT – 1)
Arterial Roads 50 - 60 50
Sub Arterial Roads 30 - 40 50
Distributor/Collector Roads 20 - 30 30
Access Streets 10 - 20 15
4.6 OTHER FEATURES – STREET FURNITURE & SUPPORT FACILITIES

 Street furniture may comprise of light poles, bollards, traffic signs, seating, trash
bins, parking meters, information panels etc. These elements should be planned &
placed out of the line of movement, so that commuters do not bump into them.
 In urban scenario, street vendors operating on major streets become part of service
providers to bus commuters, cyclists & pedestrians, and most of the time, they
occupy the space on pathways as encroachment. This forces pedestrians & cyclists
into the MV lanes causing major safety hazards.
 Integrating road infrastructure with hawker spaces would ease this issue and would
ensure safety and order on city streets.
 Along with the above mentioned facilities, cycle & three wheeler parking bays
should be planned near junctions, allowing better modal integration.
 Space for hawkers can be integrated with rickshaw parking & junction corners
where pedestrians wait for signals, this would leave the carriageway free for
moving vehicles.
Suggestive Image Suggestive Image

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4.7 DESIGN OF ROAD SIGNS, MARKINGS, SAFETY FEATURES & OTHER
ACCESSORIES
4.7.1 TRAFFIC SIGNS
To ensure safe and efficient flow of traffic in the project corridor, traffic shall be
regulated through system guidance and control systems. Accordingly traffic signs,
both post and gantry-mounted, of retro-reflective types, as per IRC: 67:2012 shall be
provided as follows: -
4.7.2 MANDATORY / REGULATORY SIGNS
Violation of these signs is legal offence e.g. stop signs, speed limits near schools,
villages etc.
4.7.3 WARNING / CAUTIONARY SIGNS
These signs are to warn the road users of existence of certain restrictions / hazardous
conditions.
4.7.4 INFORMATORY SIGNS
These signs are for information purposes e.g. petrol pump, hospitals, direction signs,
route number etc.
4.7.5 ROAD MARKINGS
Road markings with thermoplastic paint shall be adopted for traffic lane markings,
edge markings, arrows, kerbs etc. as per IRC 35-1997.
4.7.6 KILOMETER STONES
Kilometre stones shall be provided along the highway on either side as follows: -
 5th kilometre stones as per IRC: 8-1980.
 Kilometre stone as per IRC: 8-1980.
 Hectometre stone as per IRC 26-1967
4.7.7 DELINEATORS
Road delineators shall be provided as visual aids for safety at night at approaches of
bridges, high embankments, culverts etc as per IRC 79-1981.
4.8 TRAFFIC SAFETY MEASURES

4.8.1 GUARDRAILS
Guardrails shall be installed on road edges with embankment (>3m) and on River
bridge approaches and on sharp horizontal curves to prevent vehicles leaving the
highway accidentally.
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4.8.2 CONCRETE CRASH BARRIERS
Concrete Crash Barriers shall be provided to prevent vehicles going out of control at
bridge locations as per MORT&H specifications.
4.8.3 LIGHTING
Provision of solar powered lighting at major bridges, villages, accident-prone spots
shall be kept in view during planning the road cross-sections.
4.9 CARRIAGEWAY CAPACITY

The capacity of different type of carriageway as given in IRC: 106-1990 has been
undertaken to get the capacity per day for Arterial and Sub Arterial roads with respect
to various Level of Service. The Carriageway capacities (peak hour) of various lanes are
provided in Error! Reference source not found..
Table 20: Carriageway Capacity
4.10 JUNCTION IMPROVEMENTS

The road intersections / Junctions are the most challenging aspect of the street design
in an urban environment. Junctions are a focal point of activity & decision, and a
critical part of the city streetscape & transportation network. The function of a
designed intersection is to control conflicting and merging streams of traffic, to
minimize the delay including pedestrian and bicycle traffic.
4.11 JUNCTION DESIGN ELEMENT
Successful intersection design addresses all mobility and safety goals as well as
opportunities to enhance the public realm. This section explores intersection design
and operation, from signal timing to crosswalks, and investigates each concept as it
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relates to citywide goals for safety, mobility, and more vibrant, accessible public
spaces.
4.11.1 CROSSWALKS
Crosswalks should be applied where pedestrian traffic is observed and anticipated.
Safe and frequent crosswalks support a walkable urban environment. Intersections
are a critical aspect of street design as the point where motorist, bicycle, and
pedestrian movements converge. Junction crossings should be kept as compact as
possible, facilitating eye contact by moving pedestrians directly into the driver’s field
of vision.
 Zebra crossing need to be marked in all signalized crossings to reinforce
yielding of vehicles turning during a green signal phase
 Mark the crosswalk as wide as possible
 High-visibility ladder, zebra, and continental crosswalk markings are preferable
to standard parallel or dashed pavement markings
Figure 23: Schematic Representation of Junction
4.11.2 CORNER RADII

Corner radii directly impact vehicle turning speed and pedestrian crossing distances.
Minimizing the size of a corner radius is critical in creating compact intersections with
safe turning speeds. According to IRC SP-41(1994), to ensure efficient traffic operation
on arterial & sub-arterial streets common radii of 4.5 - 7.3 m for passenger cars and 9
- 15m for trucks and buses is recommended. In urban settings, smaller corner radii are
preferred.
4.11.3 SIGHT DISTANCE

The sight distance is one of the major factors in safety at intersections. Junction design
should facilitate eye contact between street users, ensuring that motorists, bicyclists,
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pedestrians, and transit vehicles intuitively read intersections as shared spaces.
Visibility can be achieved through a variety of design strategies, including intersection

“day lighting,” design for low-speed intersection approaches, and the addition of
traffic controls that remove trees or amenities that impede standard approach,
departure, and height sight distances.
Figure 24 : Sight Distance

For priority intersections IRC : 66 – 1976 recommends a minimum visibility of 15 m
along the minor road while for major roads, sight distance equal to 8 sec travel at
design speed is recommended.
4.11.4 TRAFFIC SIGNS &SIGNALS

To properly guide and control the traffic approaching junctions, traffic signs and
signals are installed. IRC: 67 – 1977 provides the methodology for the application of
traffic signs at relevant positions and requirements. The posting of traffic sign boards
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must be done with adequate care so that they perform their intended function most
effectively.
IRC: 93 – 1985 “Guidelines on design and installation of road traffic signals”, suggests
that before the traffic design process, it must be determined whether or not the
volume of traffic entering the intersection warrants signalisation. The need for Traffic
signal at a junction can be evaluated in relation to the following warrants:
 Warrant 1 – Minimum vehicular volume
 Warrant 2 –Interruption of continuous traffic
 Warrant 3 – Minimum pedestrian volume
 Warrant 4 – Accident experience
 Warrant 5 – Combination of warrants
The satisfaction of warrants however, does not always completely justify signal
installation. Engineering judgement must be exercised to ensure that the signal could
not increase the hazards or cause unnecessary delay.
Figure 25: Traffic Signs and Signals
4.12 DESIGN OF ROAD JUNCTION

4.12.1 INTERSECTION
The Road Intersections are the critical elements of the Road sections and the function
of a designed intersection is to control conflicting and merging streams of traffic, to
minimize the delay including pedestrian and bicycle traffic. Intersection design
influences the capacity of the corridor and the safe movement of conflicting
directions. The pattern of the traffic movements at the intersection and the volume
of traffic on each approach, during one peak period of the day determine the lane
widths required including the auxiliary lanes, traffic control devices and
channelization, wherever necessary. The arrangement of the islands and shape, length
of the auxiliary lanes also differs based upon the type of intersection.
The general design principles of intersection design are the approach speeds,
restriction on available land, sight distance available and the presence of larger
volume of all the road users in urban areas, although it is necessary for the users of
these guidelines that there should be an application of the knowledge about the local
conditions while interpreting and arriving at the solution in terms of design.
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4.12.2 DESIGN FACTORS
The following factors shall be considered for design of at-grade intersections:
 Human factors: such as driving habits, reaction time, decision-making ability,
pedestrian habits etc.
 Traffic factors: such as design and actual capacity, size and operating
characteristics of vehicles, vehicle speeds, accident statistics etc.
 Physical Elements: include vertical alignment, sight distance, angle of
intersection, adjoining properties, traffic control system etc.
 Economic factors: such as cost of improvements, effects of controlling ROW on
abutting properties, energy consumption, etc.
4.12.3 DESIGN STANDARDS
Guidelines given in IRC: SP: 41-1994 for design of at-grade intersection in rural & urban
areas shall be followed in general.
4.12.4 DESIGN TRAFFIC VOLUME
The traffic volume in terms of AADT in PCUs at 20 years for flexible pavement shall be
taken for design. Peak hour traffic shall be taken into account. . Seasonal Correction
Factor (SCF) will be derived and AADT should be projected for the design period.
4.12.5 DESIGN VEHICLE
Single unit truck shall be the design vehicle for feeder road junctions and semi-trailers
will be the design vehicle for all other junctions designed with necessary
channelization.
4.12.6 DESIGN CURVES
Simple curve with offset and taper or 3-centred compound curve with offset shall be
designed for turning movement as per IRC: SP: 41-1994.
4.12.7 TRAFFIC SIGNS AND MARKINGS AT INTERSECTIONS
Type and installation of signs at intersections shall be governed by guidelines in IRC:
SP: 41-1994 and IRC: 67-1997. Markings shall be governed by provisions in IRC: 35-
1997.
4.13 DESIGN STANDARDS & METHODOLOGY ADOPTED FOR CYCLE TRACKS

4.13.1 GENERAL INFORMATION ABOUT CYCLE TRACKS
A cycle track is a way or a part of a roadway designed and constructed for the use of
pedal bicycles, and over which a right of way exists.
tracks should be continuous along the corridor, and free from obstacles. There should
be no breaks in cycle tracks for property access: vehicles should use a ramp to cross
the cycle track. The problem of encroachment by motorized vehicles can be mitigated
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by provision of physical impediments (such as guardrails, bollards and high curbs), as
long as they do not impede non-motorized modes. It is unreasonable to expect cyclists
to comply with one-way cycle tracks. It is also unreasonable to expect the police to
enforce such restrictions. Sufficient space should therefore be provided to allow for
the anticipated two-way movements of bicycles on both sides of the corridor, with a
recommended minimum cycle track width of 2.5m. Best practices of cycle track
dimensions are shown in below Error! Reference source not found..
Figure 26: Cycle Track Dimensions: Best Practices
4.13.2 JUSTIFICATION FOR THE PROVISION OF CYCLE TRACKS

 Separate cycle track may be provided when the peak hour cycle traffic is 400 or more
on routes with traffic of 100 motor vehicles or more but not more than 200 per hour.
When the number of motor vehicles using the route is more than 200 per hour,
separate cycle tracks may be justified even if the cycle traffic is only 100 per hour as
per IRC 11-1962”Recommended practice for the design and layout of cycle Tracks.
4.13.3 CAPACITY
Capacities of cycle tracks shall be provided as Error! Reference source not found.
iven below as per as per IRC 11-1962.
Table 21: Capacity of Cycle Track
Capacity in number of cycles per day

Width of cycle track
One way traffic Two way traffic
Two lanes 2000 to 5000 500 to 2000
Three lanes over 5000 2000 to 5000
four lanes - over 5000
4.13.4 TYPES OF CYCLE TRACKS

Cycle tracks are classified into the following two groups:
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Cycle tracks which run parallel to or along a main carriageway.
These are further sub divided into three classes:
 Adjoining cycle tracks are completely fit in with the carriageway and are
adjacent to and on the same level with it.
 Raised cycle tracks are also adjoining the carriageway but are at a higher level.
 Free cycle tracks are separated from the carriageway by a verge and may be at
the same level as the carriageway or at a different level.
Those cycle tracks which are constructed independent of any carriageway.
A free one way cycle track on each side of the carriageway is to be preferred. Adjoining
cycle tracks should not be provided as far as possible as per IRC 11-1962.
4.13.5 HORIZONTAL CURVES
As per IRC 11-1962,a cycle track should be so aligned that the radii of the horizontal
curves are not less than 10 M (33 ft).Where the track has a gradient steeper than 1 in
40, the radii of the horizontal curves should not be less than 15 M (50 ft).
The radii of horizontal curves for independent cycle tracks should be as large as
practicable.
4.13.6 VERTICAL CURVES
As per IRC 11-1962, Vertical curves at changes in grade should have a minimum radius
of 200 metres (656 ft) for summit curves and 100 metres (328 ft) for valley curves.
4.13.7 GRADIENTS
As per IRC 11-1962, the length of grade should not exceed the following Error!
eference source not found.:
Table 22: Gradient
Gradient Maximum Length(m) Maximum Length(ft)
1 in X (Y)
1 in 30 90 (295)
1 in 35 125 (410)
1 in 40 160 (500)
1 in 45 200 (656)
1 in 50 250 (820)
1 in 55 300 (984)
1 in 60 360 (1181)
1 in 65 425 (1394)
1 in 70 500 (1640)
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Gradients steeper than 1 in 30 should generally be avoided. Only in exceptional cases,
gradients of 1 in 20 and 1 in 25 may be allowed for lengths not exceeding 20 metre
(65 ft) and 50 metre (164 ft) respectively.
Where the gradient of a carriageway is too steep for a parallel cycle track the latter
may have to be taken along a detour to satisfy the requirements of this standard.
4.13.8 SIGHT DISTANCES
It is desirable that a Cyclist should have a clear view of not less than 25 metres (82 ft).
In the case of cycle tracks at gradients of 1 in 40 or steeper, cyclist should have a clear
view of not less than 60 metres (197 ft).
4.13.9 LANE WIDTH
The width of a cycle at the handle bar, the widest portion ranges from 45 centimetres
to 50 centimetres (1 ft 6 in. to 1 ft 9 in). It is generally not possible for a cyclist should
to drive in perfectly straight path. Therefore, allowing for a clearance of 25
centimetres (9 in.) on either side, the total width of pavement required for the
movement of one cycle is one metre (3 ft 3 in.).
4.13.10 WIDTH OF PAVEMENT
The minimum width of pavement for a cycle track should not be less than 2 lanes, i.e.,
2 metres (6 ft 6 in,). If overtaking is to be provided for, the width should be made 3
metres (9.8 ft.). Each additional lane where required should be 1 metre (3 ft 3 in.)
wide.
4.13.11 VERTICAL CLEARANCES
The minimum head-room provided should be 2.25 metres (7.38 ft).
4.13.12 HORIZONTAL CLEARANCES
At underpasses and similar other situations a side clearance of 25 centimetres should
be allowed on each side. The minimum width of an underpass for a two lane cycle
track would be 2.5 metres (8.2 ft). In such situations it would be desirable to increase
the head room by another 25 centimetres so as to provide a total vertical clearance of
2.5 metres (8.2 ft).
4.13.13 CYCLE TRACKS ON BRIDGES
Where a road provided with cycle tracks foes over a bridge, full width cycle tracks
should be provided over the bridge also. Where the cycle track is located immediately
next to bridge railing or parapet, the height of the railing or parapet should be kept
15cm higher than required.
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Figure 27: Cycle tracks on bridge
4.13.14 ROAD CROSSINGS

Where a cycle track crosses a road, the carriageway should be marked with
appropriate pavement markings and grade separation to indicate that the cycle track
has the right-of-way.
Figure 28: Road markings on cycle track at road crossing
4.13.15 CYCLE TRACKS AT INTERSECTIONS/JUNCTIONS

Junctions are the most common location for collisions. A well-designed junction
reduces the number of decisions that need to be made by each road user. Providing
space for cycling, that minimises conflict points, will prevent collision black spots.
Allocation of dedicated space for cycling must continue through the junction, so that
people experience a joined-up route that avoids unnecessary mixing with traffic.
Cycle lanes should be marked across the junction to indicate the space a cyclist
requires and to reduce the likelihood of collisions with right-turning vehicles.
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x
Figure 29: Road markings on cycle track at road intersections
4.13.16 RIDING SURFACE AND LIGHTING

To attract cyclists to use a cycle track, it is essential that cycle tracks should be
constructed and maintained with care and should have riding qualities and lighting
standard equal to or better than those of the main carriageway.
Figure 30 : Lighting on Cycle track
4.14 DESIGN STANDARDS AND METHODOLOGY ADOPTED FOR FOOTPATHS

4.14.1 GENERAL INFORMATION ABOUT FOOTPATHS
Pedestrian footpaths are defined as any area primarily used by 'all' pedestrian. They
can be adjacent to roadways, or away from the road. Footpaths should be regarded
as a transportation system which is connected and continuous, just like the roadways
and railways. They should not be sporadically placed where ever convenient, but
instead should be provided consistently between all major attractions, trip generators,
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and other locations where people walk. In order to be effective, the sidewalks should
be provided on both sides of the road and above the level of the carriageway
separated by kerbs. Height of the kerb at the edge should however, not exceeds the
height of a standard public step riser i.e. 150 mm,
4.14.2 CLEARING WALKING ZONE FOR FOOTPATHS
In the natural and tempered landscapes, paths should be at least 1800 mm wide in
order to accommodate wheelchair users and persons with vision impairments assisted
by a sighted person or guide dog.
The minimum 1.8 m (width) x 2.2 m (Height) Walking Zone should be clear of all
obstructions- both horizontally and vertically. No utility ducts, utility poles, electric
water or telecom boxes, trees, signage or any kind of obstruction should be placed
within the "Walking Zone" as explained in given Error! Reference source not found.:
Figure 31: Clear Walking Zone is separate from Planting Zone :
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4.14.3 CLEAR HEIGHT
A clear height of 2.2 m is required for the entire width of the footpath walking zone.
No tree branches, trees, utility poles, electric/water/telecom boxes or signage should
be placed within the clear height and width of the Walking zone.
4.14.4 WIDTH
The width of a footpath is fundamental to the effective functioning of the pedestrian
system. Without an optimum width, footpath will not help move enough pedestrian
and will discourage them from walking. The width of side-walks depends upon the
expected pedestrian flows and could be fixed with the help of guidelines given in
Error! Reference source not found.:
Table 23: Capacity of Footpath:
The minimum width of a clear unobstructed pathway should be 1800 mm in roads of

right of way of 10 m and above. This allows two wheelchairs to pass each other
comfortably (Error! Reference source not found.)
Figure 32: Minimum Width of Clear Footpath

In case of road with right of way less than 10 m or in the areas with light pedestrian
traffic, a width of 1500 mm is regarded as the minimum acceptable, giving enough
space for a wheelchair user and a walker to pass each other. As an exception, the
width of the footpath may be considered as 1500 mm. The full width of footpath
should be maintained consistently, even behind bus shelters and in front of shop. For
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the actual length or width of people and equipment, the clearance lengths and clear
outdoor passage widths needed for those people and equipment (Refer IRC: 103-
2012: Annexure I).
Footpath should normally be designed for a pedestrian Level of Service B, thereby
providing wide pedestrian facilities for pleasant and comfortable walking. Under
resource constraint, Level of Service C can be adopted for deciding width of footpath
as explained in Table 4.4.
The width of the footpaths depends upon the expected pedestrian traffic of the
following guidelines subject to not being less than 1.8 m as explained in given.
Table 24: Required Width of Footpath as per Adjacent Land use

Minimum obstacle free walkway width and Residential/ Mixed Use Areas 1.8 m
Commercial/Mixed Used Areas 2.50 m
Shopping frontages 3.5 m to 4.5 m
Bus Stops 3m
High Intensity Commercial Areas 4m
4.14.5 FRONTAGE ZONE OR DEAD WIDTH

The footpaths in shopping areas, an extra 1m should be added to the stipulated 4 m
width. This extra width is called "Dead Width". In other situations where footpaths
pass next to buildings and fences, a dead width of 0.5 m can be added. In busy area
like bus stops, railway stations, recreational areas, the width of footpath should be
suitably increased to account for accumulation of pedestrian.
4.14.6 SURFACE QUALITY
Firm, even paved surfaces are important to people using sticks or crutches or
wheelchairs, or people walking with difficulty. The removal of obstacles like potholes,
tree roots and storm water drains crossing the walkway will make it safe and usable.
Paving should have an even surface to prevent tripping, and be laid to even falls to
allow proper drainage and prevent the formation puddles. The gap between paving
slabs or any vertical deviation between slabs should not exceed 5 mm.
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Figure 33: Requirement of firm even paved surfaces
4.14.7 CROSS FALLS

Cross falls should only be provided where absolutely necessary for drainage purposes
and should be 1:50 maximum. Steeper gradients tend to misdirect buggies and
wheelchairs. Where falls are not adequate, silt will accumulate after rain and cause
the surface to become slippery. Any break in the surface, e.g. drainage channels or the
gaps between boards on a walkway, should not be greater than 12 mm and should
cross perpendicular to the direction of movement.
Figure 34: Crossfall for drainage
4.14.8 SERVICE COVERS

Service covers to manhole and inspection chambers should not be positioned on
footpaths, particularly at dished crossings. They can be dangerous when opened for
inspection, forming a tripping hazard and reducing the clear width. Covers and
gratings should be non-slip, flush with the footpath surface, and be such that openings
are not more than 10 mm wide. Gratings and slot type drainage should be sited away
from pedestrian flows and perpendicular to the main line of pedestrian flows so as not
to trap small wheels.
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Figure 35: Cycle wheel stuck in Service cover with large gratings
Figure 36: Service covers in flush with pavement surface
4.14.9 PEDESTRIAN GUARDRAILS

Pedestrian Guardrails are an important design element to prevent indiscriminate
crossing and spilling over of pedestrian on to the carriageway. The judicious use can
help to ensure that pedestrian Service cross the streets at determined and safe
locations. As the guard rails would continue the movement of pedestrian to the
footpath, it is obligatory that sufficient width of footpath be made available.
Pedestrian guard rails should be considered at Hazardous locations on straight
stretches, At junctions/ Intersections , Schools/Colleges, Bus stops, railway stations,
Overpass, subway, Central reserves and high volume pedestrian generating areas
such as bus stops, markets, terminals, recreational areas, etc.
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Figure 37: Guard rail
4.14.10 KERBS
 Kerb Height
Maximum height of a pavement (including kerb, walking surface, top of paving) shall
not exceed 150 mm from the road level. Medians should be maximum 250mm high or
be replaced by crash barriers. Only along Segregated Bus ways/BRT corridors, the kerb
height of the Bus Stop could match the height of the bus floor.
Figure 38: Kerb demarcated with yellow paint for safety
 Kerb radius and slip road (left turning pocket)

Smaller turning radii increase pedestrian safety in terms of reduction of crossing
distances, increasing pedestrian visibility for drivers, decreasing vehicle turning speed;
and making drivers look out for pedestrian while taking the turn as explained in Error!
eference source not found.:
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Figure 39: Signalised Left Turning Pocket
Maximum corner radius of kerb shall be 12 m, as this allows movement of the largest
size of trucks, buses and emergency vehicles. Corner kerb radius may be reduced to
60 in residential areas to slow down turning buses, trucks etc. with the provision of a
mountable kerb for turning of emergency vehicles.
For details please refer IRC: 103 2012: Guidelines for pedestrian facilities.
 Kerb ramps
Kerb ramp is useful for a smooth transition, to overcome changes in level between the
footpath and the road carriageway, at each pedestrian crossing on opposite sides of
the street and in the vicinity of building entrances. Absence of kerb ramps prevents
persons with disabilities and reduced mobility from crossing streets.
Figure 40: Kerb ramps
4.14.11 CONTINUITY AND CONSISTENCY

It is mandatory for footpaths to be continuous between junctions or where at-grade
crossing is provided. A change in colour of pavers can emphasize and highlight the
crossing area to all users. Consistency of design elements, colour and texture should
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provide visual continuity. Footpath interruptions must be avoided by minimizing cuts
in kerbs. These acts traffic calming measures and make such conflict points safer.
Entrances, exits, side properties, gates and service lanes shall be accommodated by
following points:
 Raised crossings, where the car lanes are raised by ramps of slope (1:10) and brought
to the level of the footpath (+150 mm from carriageway).
 The pavers on the footpath should continue over the raised crossings with vehicle
load taken in to account for the area subjected to vehicular traffic.
 Minimize the number of driveways crossing the footpath should be minimized to
support pedestrian safety and continuous footpath.
 The continuity of footpath in the public right of way should be maintained,
incorporating existing wall openings, steps and other features that might obstruct
the walkway.
 Connection for missing link should be provided by installing footpath to connect
pedestrian areas to each other.
 Every change in level on the footpath (steps, kerbs or road-works) should be made
clearly visible through the use of bright contrasting colours and tactile pavers for
persons with low vision impairment.
4.14.12 MAINTENANCE
Regular maintenance of footpath will ensure uninterrupted accessibility. Maintenance
should prevent or replace cracked and uneven paving slabs and those with loose
joints, as they become tripping hazards and are difficult to walk on. They also cause
puddles to form and can become slippery. The selection of paving materials should
therefore be guided by the ease of repair and maintenance. These should be regularly
checked before, during and after rains.
Figure 41: Continuity in Pedestrian Track
4.14.13 STREET FURNITURE

Furniture in the external environment consists of elements such as light post, seats,
Kiosks, hawker zones, bins, information panels, traffic signs, parking meters and post
boxes etc, often placed independently over time and without co-ordination. In urban
environments, the complexity of the layering of these elements can result in unsafe
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movements for most persons, particularly for persons with visual impairments and
those using a wheelchair or pushing a pram/buggy. Integration of road infrastructure
will surely reflect a safer and functional design. The sheer advantage of integration of
such demand as part of road infrastructure is that they cater to cyclists, pedestrian
including bus commuters.
In both rural and urban situations, proper placement of furniture out of the line of
movement is necessary so that persons do not bump into it. Good placing and co-
ordination of furniture will result in a tidy, legible pathway or street that is easy to
move along.
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4.14.14 LIGHTING
Personal security is especially important to vulnerable groups such as elderly people
and women (including girls and women with disabilities) more than men and good
lighting is particularly necessary for pedestrian crossings, public transport facilities and
for car parks. Concentrated lighting is especially required where congregation of
pedestrian is expected i.e. at bus stops, near crosswalks, near street furniture. Lighting
should be accentuated at all intersections and hazard prone areas.
Pedestrian lighting should illuminate the pedestrian walkway; appropriate lighting
fixtures not exceeding a height of 4 m from ground grade level should be provided.
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Figure 42: Street lighting
4.14.15 WASHROOMS AND TOILETS

Unisex accessible public toilets (multi-use toilets) should be provided preferably at
every 5 km distance for use by pedestrians.
Figure 43: Toilets
4.14.16 SCHOOL ZONE IMPROVEMENTS

Traffic safety around schools is an important concern to parents, school official, and
communities. Improvements should start at the planning level; when new elementary
schools are sited, they should be located inside neighbourhoods to minimize the need
for young children to cross busy arterial streets. School officials need to review
attendance boundaries and walking attendance boundaries so that young children do
not have to face unnecessary challenges on their way to and from school.
School should plan for "Safe Routes to School". Walking and bicycle plans to serve all
residences within the walking attendance boundary and work with local agencies to
identify and correct traffic problem areas.
A number of roadway improvements can be used to enhance the safety and mobility
of children walking to or from school. Footpaths need to be kept clear of obstructions
and should be promptly repaired when damaged. Wider footpaths should be used
closer to schools where larger groups of students are walking.
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Figure 44: School Zone traffic signs
4.14.17 PEDESTRIAN FACILITIES-PARKING

Adequate parking places shall be provided to discourage indiscriminate parking, as this
can obstruct building access. Where parking is provided, priority should be given to
the persons with impaired mobility, so that they can park their vehicles as convenient
to entrance as possible.
Figure 45: Parking facilities
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CHAPTER: 5 COMPLETE STREET DEVELOPMENT
5.1 COMPLETE STREET COMPONENTS

The Project road facility along the road is proposed to meet the requirement of Smart
City. The major project components include:
 Development of cycle tracks (NMT facility)
 Additional space allocated towards the footpaths
 Road Improvements such as Traffic signs, Safety Barriers, Rehabilitation works
and Road markings
 Junction Improvements
 Visual Improvements like Tree lane / plantations, Railing, Bollards etc.
 Beautification and Landscaping of the footpath, junctions and Open spaces
within the ROW
 Construction Smart Bus Shelters, Bus bays, Auto bays wherever essential
 Public Amenities like E-Toilet, Dust Bins etc
 Utility Corridor / spaces
 Strom Water Drains
 Provision for Pedestrian footpath LED lights and Street lightings
5.2 SMART ROADS AND CONCEPT OF ROAD DIET

Urban streets are where living, working, and socializing happen. Well designed and
successful streets are socially comfortable, economically viable, functionally sound and
aesthetically pleasant. They are not just about the functionality of services/utilities
running below grade or about moving people or cars from destination A to point B but
they are social and celebratory spaces which have an image and bring about a sense of
place for a city. In the context of Tumakuru, the lager part of the vision established
under the Smart Cities Mission is achieved by designing successful streets for people
and implementing them under the designated timelines.
“Smart Roads” are understood as more efficient version of urban roads making them
Leaner, Safer and More Efficient using the concept of “Road Diet”. Motor vehicle lane
width is reduced or carriageway lanes are removed to create wider sidewalk space for
pedestrians, bicycle lanes, bulb-outs, safer on-street parking and increased landscape
zones for shaded walking experience. Implementation of the concept results in making
streets “complete” in design, catering to accommodate all potential users including
bicyclists, drivers, transit riders and pedestrians of every age and ability. The concept
of Road Diet has many advantages apart from increased efficiency of road space
including increased safety for all roadway users, street beautification and greater
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numbers of people preferring to use alternative and more active modes of mobility
such as bicycles and walking.
The following design considerations are kept in mind while designing Smart Roads:
• Accessibility and Inclusion for all

• Safety and comfort comes first
• Integration and planning for future
• Efficiency and Continuity
5.2.1 SMART ROADS OBJECTIVES
A Smart Road can be safely crossed and travelled upon and alongside by all users of
the roadway, regardless of their age, ability or mode of transportation. All streets that
aim to maximize livability and humanize the scale for people are successful urban
streets. Safe mobility for all people needs slowing of traffic speeds, creation of
dedicated right of ways for all and carving our spaces for people to walk, talk, play,
interact and conduct business, formal and informal both.
In order to create a safer and more pleasant street environment for everyone the
designs focus needs to shift from private motor vehicles towards prioritizing other
functions of the street. Currently on Indian streets pedestrians, cars, trucks, cyclists,
carts, animals, and parking all happen in a shared space. Automobiles clearly dominate
that shared space while other functions suffer in existence. By removing pedestrian
footpaths, pedestrians cannot be removed or by not providing cycle tracks, cyclists are
only forced to ride along cars in unsafe environment as they the most vulnerable users
of the streets. The lack of proper pedestrian infrastructure forces people to walk on
the carriageway and the same is true for cyclists, street vendors, and informal public
transport options like auto and cycle rickshaws. When all modes of transportation are
sharing the space that is designed primarily for cars, it ends up reducing the capacity
of the carriageway causing traffic congestion and extended travel times for people.
The vision while planning to create or re-establish successful streets in Tumakuru is to

understand streets are not just linear passage for movement or vehicles and people
but as evolving, vibrant places that set the stage for urban life to play out. Well-
designed streets do not happen by chance; they evolve based on sound planning and
design principles. Street’s well-designed physical environment along with social and
economic drivers of urban form, which change over time determine how it becomes
successfully accepted by the citizens as a public realm for activities not just movement.
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The role of an Urban Street is more than a carrier for vehicles. A Complete Street can
be defined as a:
 Street for walking

 Street for active mobility – cycling
 Street for social interaction
 Street for public amenities
 Street for access and movement of people and goods from point A to B
 Street for parking
 Street for services
 Street for hawkers and business
 Street for landscape - improving air quality and recharging rainwater
Figure 46: Vision for Smart Street – “Street for all”
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Figure 47: Morphology of a Smart Street – Components below grade, at-grade and
above grade
Page | 103
5.2.2 KEY STRATEGIES
5.2.2.1 ACCESSIBILITY: CREATING MORE PEOPLE FRIENDLY STREETS
 To foster a pedestrian oriented environment based on human metrics, where

walking and cycling is seen as a priority method of moving about the city in
conjunction with a seamless transportation network.
 Human metrics incorporated in design include:
 Walkability: Dedicated Right of way for pedestrians (1.8 M minimum on both
sides of the road)
 Cyclability: Dedicated Cycle Tracks for active mobility options (1.2 M minimum
on both sides of the road)
 Democratic Space for all: Universal Accessibility for elderly, children and
people with special abilities
 Micro-climate design: Providing adequate shade for walking using elements
like trees and rest shelters
 Sense of Place Creation
 Wayfinding: Adequate signage and well-designed human scale cohesive street
furniture for sense of orientation and belonging
Ensure friendly access to pedestrians and cyclists and maximizing space for them by
using the following strategies:
 Traffic calming measure like speed bumps and table top crossings
 Reduction in speed to maximum of 30 Kms/hr.
 Pedestrian Crossings at intersections for safe pedestrian access
 Ensuring pedestrian arcades and shaded streets
 Barrier free design of sidewalks
 Provide Dedicated Cycle Track on both sides running between the landscape
buffer / parking areas and the sidewalk
 Adequate landscape buffer between vehicular travel lanes and sidewalk / cycle
tracks
 Maintaining uniform grade throughout the sidewalk and providing adequate
Ramps at all junction crossings for universal accessibility.
 For visually impaired people adequate signals, a locator tone at the pedestrian
detector and a tactile strip across the width of the sidewalk at the kerb line and
at pedestrian refuge islands have been provided.
 Dedicated on-street parking space separated by adequate buffer features from
the sidewalk zone
Page | 104
 Use of bollards at all vehicular access points to ensure safe crossings for
pedestrians adding colour and interest to streetscape and helping deﬁne
pedestrian spaces
5.2.2.2 CONTEXT SENSITIVE DESIGN
Bring the essence of the local context and place into the street design through balance
in carriageway planning and urban design of public realm ensuring:
 Safety
 Mobility
 Community objectives
 Environment
 Involve public, stakeholders involving interdisciplinary teams to ensure

exchange and feedback to design at all stages.
 Ensure flexibility in design to allow future growth and changes in street usage.
As vacant plots get occupied in the future the streetscape should adapt to
ensure cohesiveness.
 Incorporate aesthetics of the existing features on the street and ensure an
interrelated street architecture is established to form the structure of the
street. Continuity at the ground level develops a pleasant pedestrian
streetscape experience. Some elements that reinforce this are materials that
are continuous yet allow for variation, the relationship between plot openings
and positioning of streetscape elements.
All the major roads within ABD area having ROW 15m and above have been selected
to be developed as Smart road. During the inventory survey, it is observed that 80 %
of the project road stretches are not having any road markings, lane markings and
necessary traffic signs. It is also being observed that only very few facilities are
available for the pedestrian crossings and other relevant movements. It is proposed
to implement / erect all the necessary traffic signs and Road markings on the road
stretches along with safe and user friendly pedestrian crossing and improve the
aesthetics of the street through street scaping & landscaping within the ABD area.
Page | 105
Figure 48: Proposed Smart road network within ABD area
Table 25: List of Proposed Smart road network

Sl.No Road Name Length (M) Master plan Functional
ROW (M) Classification
1 Kothithopu Rd 1117 45 Sub-Arterial
2 JC Rd 710 30 Sub-Arterial
3 BH Rd 3115 30 Sub-Arterial
4 Garden Rd 774 30 Sub-Arterial
5 Belagumba Rd 910 30 Sub-Arterial
6 Ashoka Rd 1232 24 Collector
7 Railway Station Rd 550 24 Collector
8 DC Office Rd 439 24 Collector
9 Barline Rd 800 18 Collector
10 Railway Station Rd Parallel 735 18 Collector
11 Dr. Radhakrishna Rd 645 18 Collector
12 Mandipete Rd 893 18 Collector
13 Stadium Rd 573 18 Collector
14 MG Rd 800 15 Collector
15 Horrpete Rd 813 15 Collector
16 Vivekananda Rd 962 15 Collector
17 Chamundeshwari Temple Rd 678 15 Collector
Total 15.75 KM
Page | 106
5.3 TYPICAL CROSS SECTIONS WITH PROPOSED COMPLETE STREET
ELEMENTS
Typical ROW sections (for major roads) have been developed for various roads as per
the width available. The details of the same is provided in the figure below
Figure 49: Typical cross-section of road with ROW 15m
Page | 107
Page | 108
5.4 NMT FACILITY - FOOTPATH
The Footpath Proposal is given according to the land use pattern and the ROW
availability. Roads having ROW ≥ 12 m are chosen for the proper Footpath Proposal.
Currently the existing storm water drains are covered with stone slabs and are used as
footpaths, lacking proper gradient, walking surface and safety aspects. These footpaths
need proper rehabilitation with smooth footpath surface, hence the removal of existing
cover slabs and laying of new RCC slabs over the existing drains are suggested which
will provide smooth walking surface over the existing drains which can act as a foot
path and will also provide safety for the residents.
Figure 53: Footpath Facility
Page | 109
5.5 CYCLE TRACK NETWORK
tracks provide space that is intended to be exclusively or primarily for bicycles, and
are separated from vehicle travel lanes, parking lanes and sidewalks. Cycle tracks can
be either one-way or two-way, on one or both sides of the street, and are separated
from vehicles and pedestrians by pavement markings or colouring, bollards,
curbs/medians or a combination of these elements. The preferred width for the cycle
Track should be minimum 1.5 m.
As per CMP, the public opinion on the necessity of having a separate cycle track
showed that (about 52%) feel that separate cycle track is very essential. About 24%
feel that it is desirable to have a separate cycle track.
5.5.1 SUB GRADE SOIL CHARACTERISTICS FOR CYCLE TRACK ALIGNMENT
In-order to assess the strength of the existing natural soil at the location of the
additional/new Carriageway, test pit investigation needs to be conducted.
However, we have adopted 10% CBR value for Cycle Track design for the present
analysis.
5.5.2 PROPOSED CYCLE TRACK NETWORK
The intent is to provide Non-motorized transportation corridors within the Tumakuru
ABD area without compromising the existing traffic pattern and pedestrian
movement.
The following are the two types of cycle track network that can be proposed to be
developed:
 2 way closed loop (dedicated) cycle track: This is proposed where the road
widths could be able to accommodate dedicated cycle tracks on either side of
the road. This kind of cycle track network provides clear segregation of cycle
and motorized vehicular movement.
 2 way open loop (on footpath) cycle track: This is proposed on roads which
cannot accommodate dedicated cycle track but connectivity of NMT along
these roads is essential. The cycles and Pedestrians would share the same
footpath with clear marking showing the cycle track lane.
As the road width available in Tumakuru ABD area is very less to accommodate the
proposed cycle track as two way closed loops, 2 way open loop cycle tracks are
proposed for the road width having less than 15m ROW networks.
Page | 110
Cycle Track Marking at Road Intersections
Cycle track marking at road crossings Implemented cycle track at Bangalore
Figure 54: Cycle track facility
Page | 111
5.5.3 PAVEMENT COMPOSITION FOR VARIOUS PAVEMENT TYPES FOR CYCLE TRACK
The choice for the type of pavement shall be governed by the type of traffic,
availability of materials and parent ground conditions. Considering these factors, it has
been decided to study Paver Block pavement, Flexible pavement and rigid pavement
options for proposed Cycle Track to find the most effective solution in the present site
condition and for better riding surface.
5.5.4 DESIGN STANDARD FOR PAVEMENT TYPES FOR CYCLE TRACK

5.5.4.1 CYCLE TRACK WITH PAVER BLOCKS
Following standards are normally used for the design of Paver Block pavement as
indicated Error! Reference source not found. below:
Table 26: Paver Block Pavement Design Standards
Sr. No. Item Standards
1 Design Methodology IRC:SP:63-2004: " Guide lines for the use of Interlocking Concrete
Block Pavement"
2 Design Life 10-15 years

3 Design Traffic Number of Million Standard Axle (msa) repetitions in Design life
4 Soil CBR of subgrade Corresponding to soaked laboratory CBR value
5.5.4.2 CYCLE TRACK WITH BITUMINOUS CONCRETE
Following standards are normally used for the design of Flexible pavement as
Table 27: Flexible Pavement Design Standards
S.No. Item Standards
1 Design Methodology IRC: 37-2012 : " Tentative Guide lines for the Design of Flexible
Pavements
2 Design Life 20 years
5.5.4.3 CYCLE TRACK WITH CONCRETE PAVEMENT
Following standards are normally used for the design of “Concrete pavement as
Table 28: Concrete Pavement Design Standards
Concrete Pavement Design for Cycle Track
1 Design Methodology IRC 58:2015”Guidelines for the design of plain jointed
rigid pavements for highways
Page | 112
2 Composition of Layers PCC(M40 Grade), GSB, Sub grade
3 Separation Layer 125 micron thick plastic sheet
4 Grade for Pavement Quality Concrete M 40
Pavement compositions are assumed as per available information and soil sub-grade
CBR assuming 2 msa traffic for cycle track pavement.
Table 29: Pavement Composition for Cycle Tracks

Pavement Composition for Difference Types of Cycle Track
Pave Block Thickness Flexible Thickness RCC Thickness
Cycle Track (mm) Cycle Track (mm) Cycle Track (mm)
Paver Block 60 BC 20 PCC(Cement Concrete 150
Sand bed 30 DBM 50 M40 Grade)
WMM 225 WMM 225 Dry lean concrete 225
GSB 150 GSB 150 GSB 150
Subgrade 500 Subgrade 500 Subgrade 500
(CBR 10 %) (CBR 10 %) (CBR 10 %)
5.5.4.4 PAVEMENT COMPOSITION FOR VARIOUS PAVEMENT TYPES FOR FOOTPATH
The choice for the type of pavement shall be governed by the type of traffic,
availability of materials and parent ground conditions. Considering these factors, it has
been decided to study Paver Block pavement options for proposed Footpath to find
the most effective solution in the present site condition and for better riding surface.
5.5.4.5 DESIGN STANDARD FOR PAVEMENT TYPES FOR FOOTPATH
Footpath with paver blocks

Following standards are normally used for the design of Paver Block pavement as
indicated in Error! Reference source not found.:
Table 30: Paver Block Pavement Design Standards
1 Design Methodology IRC:SP:63-2004: " Guidelines for the use of Interlocking Concrete
Block Pavement"
IRC: 103-2012 "Guidelines for Pedestrian Facilities"
2 Design Life 10-15 years

Pavement compositions are assumed as per available information and soil sub-grade CBR
assuming 2 msa traffic for cycle track pavement.
Table 31: Pavement Composition for Footpath

Footpath Thickness (mm)
Paver Block 60
Sand bed 50
Page | 113
PCC 75
Murrum 20
Subgrade 500
(CBR 10 %)
Comparison of Various Pavement Types is as indicated in Error! Reference source not
ound. given below:
Table 32: Comparison of different Pavement type
Paver Blocks Bituminous concrete Concrete Pavement
Initial costs are somewhat higher Initial construction cost low Rigid lasts much, much longer
than Bituminous concrete as i.e. 30+ years compared to 5-
Construction of block pavement is 10 years of flexible
labour-intensive pavements.
Life span is more but pavement Life span is less as compare to In the long run it is about half
undulations occurs in time Concrete Pavement(High the cost to install and
Maintenance Cost) maintain. Rigid pavement has
the ability to bridge small
imperfections in the
subgrade.
The cost of maintenance is much High maintenance/repairing cost Less Maintenance cost and
lower than a bituminous surface. Continuous Flow.
Less efficiency in terms of High efficiency compared ot High efficiency in terms of
functionality paver and less efficiency functionality
compared ot concrete
Surface can be laid directly on Surfacing cannot be laid directly Surfacing can be directly laid
subgrade on the sub grade but a sub base is on the sub grade
needed
Road can be used for traffic within Road can be used for traffic within Road cannot be used until 14
24 hours 24 hours days of curing
These pavements are unaffected Damaged by Oils and Certain No Damage by Oils and
by the spillage of oil from vehicles, Chemicals Greases
and are ideal for bus stops, bus
depots and parking areas.
The riding quality is reasonably Riding surface is good Better Riding surface
good for low-speed traffic, but is
inferior to that observed on a
machine laid bituminous or
concrete pavement.
The noise generated is high, 5-8 dB The noise generation is less The noise generation is high
(A) higher than bituminous
surfaces.
A very good attention to pavement Pavement drainage is good Pavement drainage is good
drainage is needed because the
water can seep through the joints.
After comparison of all the pavement options though concrete pavement offer better
riding surface and higher efficiency in terms of its functionality for Proposed Cycle
Track alignment. Above the utility corridor in view of the future O&M requirement it
is suggested to use paver blocks for the cycle tract corridor
Bituminous concrete is not recommended as operation and maintenance cost is high.
Page | 114
5.5.5 PUBLIC BICYCLE SHARING SYSTEM
In order to have a free flow of NMT and to promote non-motorized transportation and
to encourage PPP investment in the cycle sharing system, cycle stands are proposed
along with the network of important locations like transit hubs, educational
institutions, commercial establishments and industrial units etc,. The locations of such
cycle stands proposed are provided in the Error! Reference source not found.
Table 33: Cycle Stand Locations

Docking Station Land Available Users Surrounding Land
Sl.No Use
KSRTC Bus Stand YES General Public Commercial
1
Railway Station YES General Public Public/Semi-Public
2
Sarvodaya PU College Circle YES College Students/ Institutional/
3 Park visitors Recreational
Shivkumar Swamy ji Circle YES College Students Institutional/
4 Commercial
Town Hall YES General Public, Public/Semi-Public
5 Students
Gumchi Circle YES Government Public/Semi-Public
6 Officials, leisure
2nd Main Road (Mandipete YES Leisure/ Commercial
7 Circle) Commercial
Bhadramma Chowltry YES College Students Institutional/
8 Residential
Ammanikere YES Leisure/ Institutional/
9 Commercial Recreational
Page | 115
Figure 55 : PBS docking station locations
5.6 JUNCTION IMPROVEMENTS

Intersections will be designed as per IRC: SP-41-1994 “Guidelines for Design of At-
Grade Intersections in Rural & Urban Areas”. The proposed Junction Infrastructure
following major components follow:
 Channelized traffic lanes as per the proposed ROW for specific road widths
 Provision of raised pedestrian crossings at regular intervals on road, and a
dedicated zebra- crossing at the junctions
 Provision of continuous footpath for seamless pedestrian movement
 Provision of Auto Rickshaw stands at a rational distance from the junction
 Traffic Calming measures like speed breakers
 Signage and Road Markings
 Traffic Islands wherever necessary & feasible
 Traffic signal & CCTV facilities at necessary junctions
 Street furniture – dustbins, bollards, ramps
 Provision of shared surface at necessary & feasible junctions
Page | 116
Figure 56: Schematic Design of Junctions
As a pilot project the MG road – Vivekananda road intersection was selected and the junction
was redesigned with geometric design interventions as per the standards.
The interventions incorporated within the design were provision of minimum 1.8m clear
footpath, dedicated Cycle track of 1.4m width, street signage and underground utility ducts
for electrical lines, Optical fibre cable, Telecom, Natural Gas etc.
Figure 57: Detail design of MG-Vivekananda Junction
Page | 117
5.7 VISUAL IMPROVEMENT
Though visual improvements are required to be carried out for all the ABD roads, in
one form or another, major visual improvements can be provided to wider road where
there is sufficient ROW available. The project roads which are of 16 km length have
the scope for the provision of visual improvements.
Major Visual Improvements which is intended to be provided along with road are:
 Smart Bus Shelters
 Street Furniture
 Bollards
 Railing
 Seating Arrangement / Benches
 Tree Pit Grating
 Passenger Information Portal
 Dustbins
 Landscaping (with drip irrigation as applicable)
 E – Toilet
5.7.1 SMART BUS SHELTERS
shelters.
A smart bus shelter can also be termed as an innovative urban installation that
changes the typical experience of the passenger by providing facilities like passengers
information systems, water ATM, e-toilets, charging points, CCTV cameras, solar
panels etc. which results in increased safety, comfort & convenience of commuters on
the go . In addition Smart bus shelters will encourage & influence people to adopt
public transport as a favourable mode of travel.
Figure 58: Flowchart for Smart Bus shelter Components
Page | 118
5.7.1.1 SMART BUS SHELTER- COMPONENTS
A smart bus shelter is an urban installation that changes the typical experience of
wasting time in bus stands waiting for buses. It involves smart features designed to
facilitate passengers to make travel using public transportation comfortable. This will
further encourage the citizens to make use of public transport system for daily plying.
Figure 59: Smart Bus Shelter
Smart Bus shelters are to be placed at locations that are accessible for people with
motor disabilities, differently-abled passengers, with a tactile path for the visually
impaired. These shelters can have an information display unit connected to a central
network to show the arrivals of buses and their routes. The route information is
announced using interactive maps or display boards. The boarding level for buses are
incorporated to speed up the process of getting on or getting off a bus, as well as
reduce the effort taken in doing so.
Smart Bus Shelters will be a smart approach towards connecting businesses with the
target audience in a particular bus shelter. This focus is expected to contribute to new
smart advertising opportunities that create value for stakeholders. The integration of
IoT in the smart bus shelter involves the use of sensors that collect contextual data
from the commuters as well as the environment. Another aspect that utilizes the
sensors concerns automation of the bus shelter. This reduces unnecessary energy
consumption by different appliances such as lights, display screens or heating in the
bus shelter. Motion sensors; for instance, influence the dimming of lights whenever
the bus shelter is not in use for a set period of time.
Page | 119
5.7.1.2 FEATURES OF SMART BUS SHELTER
Bus Schedules: The users, who may be of varying age groups and varied ability can be
well informed to easily identify bus routes and schedules through static or interactive
maps of the city. It provides transit data like route number of next bus, arrival time for
the next bus etc. or even available seats in the next bus. It improves the experience of
bus travel. It interacts with users by way of bus route guide, digital map, destination
search, traffic broadcasting station, weather forecast etc.
Figure 60: Interactive maps with bus routes
Passengers Safety Facilities - These facilities include proper Bus Bay for the safety of
the passengers to avoid the pedestrian-vehicular conflict, also avoiding blockage of
regular ongoing traffic. & which provides a proper place for bus to approach the
waiting passengers. The CCTV Cameras are also provided for the vigilance to prevent
crimes & provide safety to the passengers, especially women’s & children. These
camera can additionally be used to monitor the bus services, maintenance of the
shelter & safety of the services at the shelter.
Figure 61: CCTV survalience
Page | 120
Information to Passengers- These facilities include some ICT components like real
time information which displays the current status of the buses, scheduling which
displays the overall routes and time of the buses & information display which displays
the arrival of the next buses. These facilities provide clarity to the passengers thus
removing the uncertainty factor.
Figure 62: Real Time PIS

Basic Facilities – Basic facilities are provided for the refreshment, kill the boredom
& provide recreational facilities to the passengers. These facilities include water
ATM, smart toilets, free Wi-Fi zone, charging points, board games, vending kiosks,
integrated seating area. These facilities break the monotonous approach of
planning a bus shelter & increasing the safety & comfort of the riders.
Figure 63: Vending Kiosk & Water ATM

Aesthetically Pleasant & Environmentally Friendly – A bus shelter should be
aesthetically pleasant & should reflect the local culture & environment of the
place. Such shelter should be designed or retrofit accordingly. The shelters should
also be environmentally friendly i.e. made from local materials & use of
components like Solar panel which should make the shelter self-sustainable & roof
Page | 121
top water harvesting which will help in reuse of rain water for toilets or drinking
facilities.
Other Facilities – Smart facilities includes facilities like Bus Routes maps, speakers, solar
panels & napkin dispenser. Facilities like solar panels helps in making the shelter self-
sustainable since the shelter itself generates enough electricity to cater the need of the
appliances. Additional services like bus route maps & speakers helps the passengers & they
are better informed about the bus arrival.
Table 34: COMPARISION OF SMART BUS SHELTER WITH CONVENTIONAL BUS

SHELTERS
Features Smart Bus Shelter Conventional Bus
Sl Shelter
No.
Convenience Shows bus routes, bus timings and interactive -
1 city maps for easy navigation
Smart features Wi-Fi and charging features help users make -
2 better use of waiting time
Aesthetics Better aesthetics due to interior and external No efforts taken to
3 finish in pre fabrication improve appearance
Vehicle Real time information of buses furnished to users -
4 Tracking by establishing ICT enabled linkages with buses
through GPS tracking and RFID tags
Public safety CCTV cameras installed to safeguard users -
5
Ease of use Announcements of bus arrival for visually -
6 impaired Boarding level fixed for easy alighting
Use of Solar Panels may be used to power the Energy
7 Alternate applications requirements for
Energy sources advertisement used
from conventional
sources
5.7.1.3 IDENTIFIED LOCATIONS
Based on the demand survey and above-mentioned guidelines, the following sites
have been identified, where construction of smart bus shelters is found to be feasible.
Page | 122
The details of identified locations are given in Error! Reference source not found.The
roposed locations of Smart Bus Shelters have been marked in the map shown in Table
5-36. The implementation of smart bus shelters in the identified locations shall be
integrated with other projects like NMT, underground ducting, etc.
Table 35: Location and Functional Requirements of Smart Bus Shelters
S.no Bus Shelter Location No Total Bus Trip

Routes Buses Stoppage Character
Passing passing
1 Kyathsandra Highway 4 69 62% High Transfer Pan city
2 Batavadi Arterial 7 108 60% Generation Pan city
3 SIT College Arterial 3 62 74% Attraction Pan city
4 SIT College Arterial 3 47 77% Attraction Pan city
5 Tumakuru College Arterial 6 57 84% Generation + Pan city

Attraction
6 Siddaganga High Arterial 6 76 46% Attraction ABD

school
7 Siddaganga Arterial 7 63 90% High Transfer ABD

College
8 Caltex Circle Arterial 7 58 20% Attraction ABD
9 Gubbi Gate Arterial 4 39 59% Attraction ABD
10 DC Office Arterial 4 56 84% Generation + ABD

Attraction
11 Sri Devi College Arterial 2 90 36% Generation + Pan city

Attraction
Page | 123
12 Banashankari Highway 3 64 79% Generation + Pan city
Circle Attraction
13 Sadashivnagar Highway 3 70 79% Generation + Pan city

Attraction
14 SSIT Main Gate Highway 2 63 56% Generation + Pan city

Attraction
15 P & T Quarters Sub Arterial 1 15 100% Generation Pan city
After some essential Bus Route and the Bus shelter inventory, Smart Bus Shelters are
planned to be provided at 5 locations within the ABD area. Bus stop at junctions should be
minimum 75 m away from the junction. The locations of the proposed smart bus shelters
are shown in the following table: Table 5-36
Table 5-36: Smart Bus Shelters within ABD

S.No. Smart Bus Shelter Location
3 Caltex (North)
5 DC Office B/S
Page | 124
Figure 64: Smart Bus shelter Locations within ABD
5.7.2 BOLLARDS
Bollards help in demarcation of spaces/ zones and also help in maintaining a factor of
safety for the pedestrians. They should be aesthetically pleasing and amenable to
multiple uses in public areas. The spacing should be thoughtfully designed for an
inclusive approach and convenience to differently-abled people.
5.7.2.1 PROPOSED BOLLARDS PLACEMENT
On the major Road Stretches in ABD area, bollards needs to be provided as they are
durable as well as vandal free. They can be provided along the entry to the property
to have a property entry indication. They can also be provided at junctions near zebra
crossings and other pedestrian movement areas.
Page | 125
Figure 65: Bollards
5.7.3 SEATING / BENCHES

The location of benches is determined by analysing public gathering areas, sun path,
tree locations, etc.
Benches are usually placed in the public space near recreational areas in clusters.
Shelter is intended to provide to give protection from sun and rain.
5.7.3.1 PROPOSED SEATING ARRANGEMENT
Benches are planned in the public

space in clusters. Generally, such
clusters can be placed at regular
intervals of 200-300m, or as per
the local context.
Figure 66: Street Furniture
Page | 126
Figure 67: Seating / Benches
5.7.4 TREE GRATING

Tree pit grate covers are used in highly pedestrian area such as footpath.
The design of the tree pit grate is accessible for wheelchair, pram and high heels.
Grates can be of metal or concrete. A concrete grate cover of 1 x 1 m is proposed as
per design.
5.7.4.1 PROPOSAL
The number of existing trees within the ABD area which are coming within the
pedestrian areas will be taken a count during the topographic survey. All these existing
and the proposed tree plantations will be provided with the suitable tree grating.
Figure 68: Tree Gratings
Page | 127
5.7.5 SIGNAGE & WAY FINDING
There are other signage’s as well such as:
 Descriptive information Board
 Digital Information Signage
 Street Maps
 Parking Information Signage
 Advertising and Branding
Figure 69: Various Signage & Way Finding representations
5.7.6 DUSTBINS
Dual system Litter Bins: provision of separate dry waste bin and wet waste bin are to
be provided so as to ensure segregation at source
Dustbins shall be provided at Bus stops & Kiosks of minimum spacing at 400m c/c
Figure 70: Dustbins
Page | 128
5.8 STREET LIGHTS
Lighting is required for visibility of a roadway and it adds to the safety of all features of a road
design.
To minimize the effect of glare and to provide the most economical lighting installation,
luminaires are mounted at heights of at least 9 m [30 ft]. Lighting uniformity is improved with
higher mounting heights, and in most cases, mounting heights of 10 to 15 m [35 to 50 ft] are
usually preferable. High mast lighting, special luminaires on masts of 30 m [100 ft], is used to
light large highway areas such as interchanges and rest areas. This lighting furnishes a uniform
light distribution over the whole area and may provide alignment guidance. However, it also
has a disadvantage in that the visual impact on the surrounding community from scattered
light is increased.
Table 37: Street Light Illumination Level

Particulars Illumination Level
Roads 30 lux
Pedestrian crossings 50 lux
Residential street lighting 1 -10 lux
Cycle track 20 lux
Facilitation of the above mentioned lighting levels would be done with the use of the
luminaire mounted at an appropriate height and horizontal distance. The location of poles is
depending on the category of the road. It could be the central verge or the sides where a
segregated cycle facility is available. Two luminaires can be mounted on a pole located
between the carriageway and the cycle track at different heights to light the required area
with the required lux levels. This would also reduce the number of poles required and the
vertical clutter on any given road.
The visibility of the course of a cycle track is determined not so much by the amount of light
that falls on it but by the amount of light that is reflected by the road surface (luminance).1
With the view of luminance, the use of concrete is the preferred choice. The disadvantage of
using concrete paving is the glare it would produce during the day in harsh Indian summers.
Special treatment should be done that would help cyclists to use a segregated cycle facility.
These treatments could include plantations providing shade and will also help reduce glare.
This is a level of service (LOS) prerequisite for riding comfort.
Page | 129
Street lighting should produce enough intensity required for face recognition and objects
from a particular sight distance. Especially for the purpose of social safety, women and
children are a special group for whom the color of light is of added importance. White light is
a preferred choice. The advantages of white light are as follows:
 In a segregated facility, it easily distinguishes between the fast and slow moving zone.
 It easily creates contrast for pedestrians also with tactile paving provided for the
differently-abled and the visually impaired.
 It increases annual savings.
Figure 71: Street Lighting Fixtures
5.9 STORM WATER COLLECTION NETWORK

5.9.1 REFFERED CODES/ MANUALS:-
The following codes has been taken into consideration for hydraulic design of
storm water drains:-
 Manual on Sewage & Sewage Treatment by Central Public Health and
Environmental Engineering Organization (MoUD)
 IRC SP 50: Guidelines on Urban Drainage
 IRC SP 42: Guidelines on Road Drainage
 Manual on Artificial Recharge of Ground Water by (MoUD)
DESIGN CONSIDERATION FOR RUNOFF:-
5.9.2 TYPE OF FLOW

Flow in drain is steady during dry weather flow and turbulent during wet weather
flow.
Page | 130
FORMULA FOR RAIN WATER DISCHARGE
As per section 3.9.1 of CPHEEO Manual on Sewage & Sewage Treatment, the rational formula
for the relationship between peak runoff and the rainfall is given below:
Q = 10 * C*i*A
Where, Q is Runoff is CuM/Hr.
C is Dimensionless Runoff Coefficient
i is Peak Hour Rainfall intensity in mm/hr.
A is catchment area in hectares.
The value of Runoff coefficient “C” depends upon the nature of surface/ material.
With reference to Table 4.4 of Manual on Artificial Recharge of Ground Water the usual value
of coefficients are as follows:
Table 38: Value of Co-efficient

TYPE OF CATCHMENT AREA RANGE (C)
FOREST 0.05-0.2
URBAN RESIDENTIAL 0.3-0.5
COMMERCIAL & INDUSTRIAL 0.9
PARK, FARMS & PASTURES 0.05-0.3
ASPHALT OR CONCRETE PAVEMENT 0.75-0.9
5.9.3 RAINFALL INTENSITY

Annual rainfall of the city is around 900mm. As per Section 3.9.2.3 “Intensity of
precipitation “of Manual on Sewage & Sewage Treatment by CPHEEO, In Indian
conditions, intensity of rainfall adopted in design is usually in the range of 12 mm/hr.
to 20 mm/hr.
Considering the safe side for design basis the intensity of rainfall adopted here is
25mm/hr. and 75mm/Hr.
5.10 UNDERGROUND CABLE CORRIDOR

A utility corridor is a passage built underground to carry utility lines such as electricity, steam,
water supply pipes, and sewer pipes. Communications utilities like optical fiber
Page | 131
cable, television cable, and telephone cables are also sometimes carried. One may also be
referred to as a services tunnel, services trench, services vault, or cable vault. Smaller cable
containment is often referred to as a cable duct or underground conduit. Direct-buried
cable is a major alternative to ducts or tunnels.
In normal Indian context all underground utilities are being laid as and when requited where
ever space is available, fulfilling basic technical norms. In dense areas or say highly populated
areas, various utilities are laid in mesh from without keeping allowances for other utilities and
its technical norms. Particularly at the time of operations and maintenance, this will became
most difficult and disturbing road or footpath while digging/ excavating these roads to open
the underground utility and also damages other nearby utilities.
Utility tunnels are also often common on large industrial, institutional or commercial sites,
where multiple large-scale services infrastructure (gas, water, power, heat, steam,
compressed air, telecommunications cable etc.) are distributed around the site to multiple
buildings, without impending vehicular or pedestrian traffic above ground. Due to the nature
of these services, they may require regular inspection, repair, maintenance or replacement
and therefore accessible utility tunnels are preferred instead of direct burying of the services
in the ground. Utility tunnels range in size from just large enough to accommodate the utility
being carried, to very large tunnel that can also accommodate human and even vehicular
traffic.
At General Cariappa Road the utility corridor is planned below proposed cycle track on either
side of the carriage way. The utility corridor will have mainly electrical and communication
services. The services like water supply and sewerage network has separate arrangements,
thus making the utility corridor mainly as cable corridor. The following cables will be
accommodated in the planned cable corridor:
 High Tension (HT) Power Cables

 Low Tension (LT) Power Cables
 Communication Cables
5.10.1 TYPES OF CABLE

In the city, power supply distribution is carried out at following voltage levels.
 11 kV supply to feed distribution transformers and HT consumers.
 415 V supply to feed LT consumers.
 240 V supply to small consumers and street lighting.
11 kV power lines, 415/240 V power lines are laid overhead on poles. Platform mounted
transformers are provided to covert to 11 kV to 415 V level. Power supply to consumers is
provided, by directly tapping from the overhead lines.
While envisaging underground cable corridor, provision will be made to carry the following
cables.
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 11 kV cables from switching station to Ring main units
 11 kV cables from Ring main units to Package substation and HT consumers
 415 V cables from Distribution boards of RMU to feed feeder pillars
 415/240 V service cables from feeder pillars to individual consumers
 Telecom cables / Fiber optic cables from service providers to consumers with
necessary Junction box
5.10.2 TYPES OF UNDERGROUND UTILITY CORRIDOR

Underground utilities can be done in the following ways:-
 Utility tunnel for road width > 12 meters
 Utility duct for road width > 09 meters
 Electrical & ICT Duct
 Pipe Ducting
5.10.3 UTILITY TUNNEL:-
Utility Tunnel can carry all the utility services such as electricity, water, solid waste, district
cooling supply pipes, etc. to various blocks all over the city. A utility tunnel is considered an
optimal solution to avoid underground crowding of utilities in narrow right of way.
It is built to avoid the disruption caused by recurring construction, repair and upgrading of
cables and pipes in direct burial trenches.
The precast duct will be of rectangular in shape with lid, made of precast concrete. Typical
size of the concrete duct will be about 1.5 M long, 300 to 500 mm depth and 300 to 500 mm
width.
The ducts will be laid buried continuously over PCC concrete bedding and joints will be made
water proof. The ducts will be terminated at electric man-hole. From electric man-hole, PVC
conduits will be provided to individual buildings for power & communication cables.
The concrete duct lid can match with surface of footpath/ paved area. Alternatively, the
concrete duct will have sufficient soil cover over the lid to suit the level of footpath/ paved
area/Road.
A separate duct is proposed for HT cable, LT cable and communication cable to avoid
interference.
In this arrangement, as duct length is not more than 1.5 M, more joints will be required. As
the ducts are heavy, handling at site will be cumbersome, in the existing roads.
In this arrangement, laying of cables will be convenient, as the cables can be laid by removing
lid of the duct. It will be ensured that the lids are placed back correctly and are not broken, to
ensure smooth and even surface, as the surface serves as pavement also.
However, for laying service cables from feeder pillar to individual dwelling units, a separate
set of PVC/HDPE pipes need to be provided, which will require corridor additionally
Page | 133
A typical layout diagram and snapshot of a utility tunnel are indicated in figure below
Figure 72: utility tunnel
Advantages of Utility Tunnels:

 Easier accessibility to utilities for maintenance and Upgrading.
 Environmental impacts are minimized: such as traffic disruption
 Location information is made more accessible.
 An adequate airflow in ducts allows better heat transmission from electricity cables
than in direct trenched / buried situations.
 Utility tunnels range in size from just large enough to accommodate the utility being
carried, to very large tunnels that can also accommodate human and even vehicular traffic.
Dis-advantages of Utility Tunnels:

 High initial construction cost as compared to traditional open excavation methods.
 Space required for utility tunnel is more compared to other underground services.
 Only suitable for green field projects having wider roads.
5.10.4 UTILITY DUCT:-

In Utility Duct all the services will be located along with Electrical cables which MI be placed
in separate electrical trench
The Duct will be of circular pipe made of reinforced concrete. Typical size of the pipe will be
200 to 400 mm. Separate pipes will be provided for group of HV cables, group of LV cables
and group of communication cables. The pipes are available in standard lengths of 2 to 2.5 M.
The ducts will be laid buried continuously over PCC concrete bedding. The ducts will be
terminated at electric man-hole. The concrete pipe will have sufficient soil cover over it to
suit the level of footpath/ paved area/Road.
For laying service cables from feeder pillar to individual dwelling units, a separate set of
PVC/HDPE pipes need to be provided, which can be laid over the soil cover of concrete pipes.
Page | 134
In this arrangement, as pipe length is not more than 2.5 M, more joints will be required. As
the pipes are heavy, handling at site will be cumbersome, in the existing roads.
Though initial laying of cables will be easier, subsequent pulling cables in the same pipe will
be harder. Further, replacement of cables will not be viable, as the cables will be surrounded
by other service cables.
A typical layout diagram and snapshot of a utility tunnel are indicated in figure below
 This type of arrangement carries all the
utility supplies in a well-structured
manner. It allows space for operation,
maintenance etc.

 It consumes about 5 meters of
space. It is more costly. So this type is
more preferable for roads having
more ROW. High maintenance
Figure 73: Typical Layout of Utility Tunnel
5.10.5 ELECTRICAL & ICT TRENCH:-

In this type of underground system, cables are laid in cable trays, either perforated or
ladder type in closed ducts. Cable trays are mounted in the concrete duct with the
help of angles and channel. In this type, dedicated trays are provided for HT, LT & ICT
cables.
A typical layout diagram and
snapshot of a utility tunnel are
indicated in figure.
 This can be used for
narrow roads. The overall width
of this duct is less than 2m and it
is cheaper compared to others. Since Manhole provision is there, this is better than
directly buried systems in terms of maintenance. Road cutting and hence the traffic
disruption can be avoided in this system.
Page | 135
 It consumes about 2 meters of space. Also construction of concrete ducts for
installation of trays makes it costly.
5.10.6 HDPE /PVC PIPE DUCT:-

Electrical and ICT cables are directly carried through pipes of various diameters which are
directly buried into the ground. This can carry utilities such as power cables, ICT cables but
cannot be used as multipurpose for water supply, gas supply etc. Cable Pull chamber is
provided at every 50m interval of length which helps in maintenance and fault clearance.
In the duct bank arrangement, multiple PVC/HDPE pipes will be installed together with spacer.
Each pipe can be dedicated for specific cable. Typical size of the pipe will be 32 mm to 200
mm. A separate set of pipe can be provided for HV cables, LV cables and communication
cables. The pipes are available in standard lengths of 6 M.
The duct bank will be formed in multi tiers using spacers, outside the cable corridor and the
complete set will be laid in cable corridor over continuous PCC concrete bedding followed by
filling and compacting of soil around the pipes.
The cable ducts will be terminated at electric man-hole / Telecom man-hole. Spacers will be
used to arrange pipes in multi-tiers. The pipe will have sufficient soil cover over it to suit the
level of footpath/ paved area/Road.
For laying electrical service cables and communication cables from feeder pillar / telecom JB
to individual dwelling units, a separate set of PVC pipes will be integrated with the above duct
bank.
In this arrangement, joints will be lesser. As the pipes are lighter, handling at site will be easier.
Dedicated spare pipes can be provided for addition of cables in future.
This arrangement will be economical too, compared to other types. Hence PVC/HDPE pipe
duct bank arrangement is proposed to be adopted.
 A typical layout diagram and snapshot of a utility tunnel are indicated in Figure.
Page | 136
Advantages of Utility Tunnels.
 Less cost, easy construction and less space consumption

 Maintenance provision is less compared to ducts & C-pipe.
5.11 SIZING AND ARRANGEMENT OF PVC/HDPE DUCT BANK

The PVC/HDPE Pipes in the duct bank will be of schedule 40, PN-6, sized for each type
& size of cable. The duct bank will be provided below proposed cycle track on left side
and as well right side cycle track.
5.12 DUCT BANK ARRANGEMENT

As per IRC 98-1997, Guidelines on Accommodation of utility services on roads in urban
areas, the depth of installation should not be less than 0.6 meters.
As per Table 4-8 Broad recommendations about depth of laying (denoting the bottom
of trench) of services, of Code of Practice (Part -1) by Institute of Urban Transport
(MoUD), following values has been taken into consideration during design of cable
bank duct:
Table 39: Recommended depth for Underground Ducting
Sr.No Types of Utility Depth (in

Meters)
1 Trunk Sewer Line 2.0 to 6.0
2 Water Supply Line 1.0 to 1.5
WS Service Line 0.6 to 1.0
WS Trunk Line 1.0 to 1.5
3 Electric Cable 1.0 to 1.5
LT Cable 0.6 to 1.0
HT Cable 1.5 to 2.0
4 Telecommunication Cables 2.0 to 3.0
Directly Laid 0.6 to 1.0
Laid in ducts 2.0 to 3.0
5 Gas Mains and lines carrying combustible 2.0 to 3.0

materials
Page | 137
Taking all the above mention guidelines into consideration duct bank has been
designed.
The pipes provided in duct bank is of following diameter:-
Table 40: Recommended Diameter of pipes at Underground duct
Sr.No. Type of Utility Pipe Diameter in

mm
1. LT Cable 150 mm
2. HT Cable 150 mm
3. Optical Fiber Cable 150 mm
4. Power Cables 75 mm
5. Telecommunication Cable 75 mm
5.13 CABLE MANHOLE

Cable manholes are envisaged at an interval of about 50 M to suit power distribution
system in the road. The duct bank will terminate at manhole on either side. Power
cables to individual consumers will be provided through PVC pipe from manhole.
Communication cable man holes are envisaged at an interval of about 25 M to suit
layout of buildings in the road. The duct bank will terminate at man hole on either side.
Communication cables to individual consumers will be provided through PVC conduit
from man hole
Manhole will be of RCC construction with lid and will be of following sizes.
 1400X2000X2550 mm (LXWXD) for handling power cables.

 1400X2000X2550 mm (LXWXD) for handling communication cables.
Feeder pillars will be located close to manhole.

Telecom JBs will be located close to man hole.
Page | 138
CHAPTER: 6 PRELIMINARY COST ESTIMATE
6.1 WORK PROGRAM

The project cost estimates are prepared considering various items of works associated with
the identified improvements and based on the rates calculated as per Dharwad Circle
Schedule of Rates 2016-17 for Tumakuru district. The rates for the items of work not
included in Dharwad Schedule of Rates have been assessed from MoRT&H Standard data
book / from current market rates. Loading unloading and lead from source to site is added
on the SOR rate and final rate used for generating the project cost.
6.2 ESTIMATION OF QUANTITIES
The block costs estimated for the transportation and system improvements of Tumakuru
ABD area is provided in the following table; the detailed cost estimates will be provided at
the DPR stages. The project cost estimated for single package is provided in the table below
However for analysis, the entire ABD area road component is planned to be divided into 4
logical phases based on the site suitability for easy execution. The detailed analysis of single
package tender V/s multiple package tender is provided below.
Table 41: Comparision of Packages
Package Type Advantages Disadvantages
Single • Large construction players • Approval from the GoK / KUIDFC

Package will be interested to would be difficult and time consuming.
participate in bid • Will affect the local economy and
• As there is also an employment.
ongoing project of 24x7 • Cost of bid may increase; there by
water supply for entire increasing the cost of project as
Tumakuru city; TSCL players are not well versed with the
interaction can be local conditions.
limited and restricted.
• Co-ordination with can be
restricted to two- three
agency during execution –
will reduce the risk
factor.
Multiple • DPR approvals would be • Large construction players will not be
Package easy and fast. interested to participate in bid
• Small local construction • Quality may be compromised by
companies will be engaging local players
interested to participate in • As there is also an ongoing project of
the bid. 24x7 water supply for entire Tumakuru
• Will boost the local city; TSCL interaction is bound to
economy and employment increase many folds.
Page | 139
• Cost of bid may not • Co-ordination with multiple agency
increase as local players during execution work is a big
are well versed with the challenge – will increase the risk factor.
local conditions;
Figure 74: Project Packages
Package 1:
Table 42: Package 1- Smart Road network

Sl.No Road Name Length (M)
1 Ashoka Rd 1232
2 JC Rd 710
3 Field Marshal Gen. Cariappa 800
4 MG Rd 800
5 BH Rd 3115
6 Horrpete Rd 813
7 Vivekananda Rd 962
Total Length 8.4 Km
Page | 140
Package 2:
Table 43: Package 2- Smart Road network

Sl.No Road Name Length (M)
1 Kothithopu Rd 1117
2 Garden Rd 774
3 Belagumba Rd 910
4 Railway Station Rd 550
5 DC Office Rd 439
6 Railway Station Rd Parallel 735
7 Dr. Radhakrishna Rd 645
8 Mandipete Rd 893
9 Stadium Rd 573
10 Chamundeshwari Temple Rd 678
Total Length 7.3 Km
For package -3 all the roads with ROW of 9-12 m will be taken up for underground ducting only
and road resurfacing as required.
Cost Estimate for Single Package

Table 44: Project Road Provisions
Drain
Road Length in Drain Cycle
ROW Cover Footpath PBS
KMs Construction Track
Slabs
0-5 7 ---- ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 12 ---- 12 12 ----
16.00-20.00 0.3 0.6 ---- 0.6 0.6 2
21.00-26.00 4.1 8.2 ---- 8.2 8.2 4
27.00-35.00 4.2 8.4 ---- 8.4 8.4 4
36.00-45.00 1.1 2.2 ---- 2.2 2.2 5
Total in Kms 90.9 31.4 0 31.4 31.4 15
Unit Rate in INR Lakhs 15 100 25 12 45
Total Cost in INR Lakhs 471 0 785 376.8 675
Page | 141
ROW Road Visual Undergroun Road Junction Auto
Lengt Improvement d Ducting Improvement Improvemen Stan
h in s s t d
KMs
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- 65.5 104.8 ----
13.00-15.00 6.00 12 12 12.00 ----
16.00-20.00 0.3 0.6 0.6 0.60 2 4
21.00-26.00 4.1 8.2 8.2 12.30 3 4
27.00-35.00 4.2 8.4 8.4 16.80 5 10
36.00-45.00 2.1 4.2 4.2 12.60 2 2
Total in Kms 90.9 33.4 98.9 159.1 12 20
Unit Rate in INR 60 190 31 45 5
Lakhs
Total Cost in INR 2004 18791 4932.1 540 100
Lakhs
ROW Road Length in Smart Bus Bio E- Smart Retro Safety

KMs Shelters Toilets Street Fitting &
Lighting Existing Security
Poles Bus
Stands
0-5 7 ---- ---- ---- ---- ----

6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 ---- ---- 600 ---- ----
16.00-20.00 0.3 ---- 30 ---- ----
21.00-26.00 4.1 2 4 410 2 ----
27.00-35.00 4.2 3 7 210 2 ----
36.00-45.00 2.1 4 105 2 ----
Total in Kms 90.9 5 15 1355 6 Nil
Unit Rate in INR Lakhs 25 16 0.5 9
Total Cost in INR Lakhs 125 240 677.5 54 300

PBS 675
Auto Stand 100
Footpath 785
Cycle Track 377
Page | 142
Bio E-Toilets 240
Total in Cr. 300.71
Tender Premium in Cr. 30.07
Contingencies@3% in Cr. 9,02
Cost Estimate for Package -1:

Table 45: Cost Estimate for Package -1
Drain
Drain Cycle
ROW Road Length in KMs Cover Footpath PBS
Construction Track
Slabs
0-5 7 ---- ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 ---- ---- ---- ---- ----
16.00-20.00 0.3 0.6 ---- 0.6 0.6 2
21.00-26.00 4.1 8.2 ---- 8.2 8.2 4
27.00-35.00 4.2 8.4 ---- 8.4 8.4 4
36.00-45.00 1.1
Total in Kms 90.9 17.2 0 17.2 17.2 10
Page | 143
Road
Visual Road Junction Auto
Lengt Undergroun
ROW Improvement Improvement Improvemen Stan
h in d Ducting
s s t d
KMs
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ----
13.00-15.00 6.00 ---- ---- ---- ----
16.00-20.00 0.3 0.6 0.6 0.60 2 4
21.00-26.00 4.1 8.2 8.2 12.30 3 4
27.00-35.00 4.2 8.4 8.4 16.80 5 10
36.00-45.00 2.1
Total in Kms 90.9 17.2 17.2 29.7 10 18
Unit Rate in INR
60 190 31 45 5
Lakhs
Total Cost in INR
1032 3268 920.7 450 90
Lakhs
Retro
Smart
Fitting Safety
Road Length in Smart Bus Bio E- Street
ROW Existing &
KMs Shelters Toilets Lighting
Bus Security
Poles
Stands
0-5 7 ---- ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 ---- ---- ---- ---- ----
16.00-20.00 0.3 ---- ---- 30 ---- ----
21.00-26.00 4.1 2 4 410 2 ----
27.00-35.00 4.2 3 7 210 2 ----
36.00-45.00 2.1 ---- ----
Total in Kms 90.9 5 11 650 6 Nil
Unit Rate in INR Lakhs 25 16 0.5 9
Total Cost in INR Lakhs 125 176 325 54
Page | 144
PBS 450
Auto Stand 90
Safety & Security 0
Smart Street Lighting Poles 325
Footpath 430
Cycle Track 206
Bio E-Toilets 176
Total in Lakhs 7785
Total in Cr. 77.85
Tender Premium@10% in Cr. 7.79
Contingencies@3% in Cr. 2.33
Page | 145
Cost Estimate for Package -2:
ROW Road Length in Drain Drain Footpath Cycle PBS
KMs Cover Construction Track
Slabs
0-5 7 ---- ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 12 ---- 12 12 ----
16.00-20.00 0.3 ---- ---- ---- ---- ----
21.00-26.00 4.1 ---- ---- ---- ---- ----
27.00-35.00 4.2 ---- ---- ---- ---- ----
36.00-45.00 1.1 2.2 ---- 2.2 2.2 5
Total in Kms 90.9 14.2 0 14.2 14.2 5

h in s s t d
KMs
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- ----
13.00-15.00 6.00 12 12 12.00 ----
16.00-20.00 0.3
21.00-26.00 4.1
27.00-35.00 4.2
36.00-45.00 2.1 4.2 4.2 12.60 2 2
Total in Kms 90.9 16.2 16.2 24.6 2 2
Lakhs
Total Cost in INR 972 3078 762.6 90 10
Lakhs
Page | 146
ROW Road Length in Smart Bus Bio E- Smart Retro Safety
KMs Shelters Toilets Street Fitting &
Lighting Existing Security
Poles Bus
Stands
0-5 7 ---- ---- ---- ---- ----

6.00-8.00 15.8 ---- ---- ---- ---- ----
9.00-12.00 52.4 ---- ---- ---- ---- ----
13.00-15.00 6.00 ---- ---- 600 ---- ----
16.00-20.00 0.3 ---- ---- ---- ----
21.00-26.00 4.1 ---- ----
27.00-35.00 4.2 ---- ----
36.00-45.00 2.1 4 105 ----
Total in Kms 90.9 4 705 Nil
Unit Rate in INR Lakhs 25 16 0.5
Total Cost in INR Lakhs 0 64 352.5 0 300

PBS 225
Auto Stand 10
Footpath 355
Cycle Track 170
Bio E-Toilets 64
Total in Lakhs 6593
Total in Cr. 65.93
Tender Premium @10% in Cr. 6.59
Page | 147
Cost Estimate for Package -3
h in s s t d
KMs
0-5 7 ---- ---- ---- ----
6.00-8.00 15.8 ---- ---- ---- ----
9.00-12.00 52.4 ---- 65.5 104.8 ----
13.00-15.00 6.00 ----
16.00-20.00 0.3
21.00-26.00 4.1
27.00-35.00 4.2
36.00-45.00 2.1
Total in Kms 90.9 0 65.5 104.8 0 0
Lakhs
Total Cost in INR 0 12445 3248.8 0 0
Lakhs


Total in Cr. 156.94
Tender Premium @10% in Cr. 15.69
6.3 CONCLUSION
The overall project cost for Integrated Mobility & Services Plan for ABD Area of Tumakuru City is
340.00 Cr. INR. The said cost shall be divided into three packages, out of these Package-1 &
Package-2 comprises mostly of Smart Road Components along with underground ducting.
Package -3 comprises of underground ducting and allied works.
The said cost doesn’t include the cost of shifting of electrical and telecom services. However the
service duct for the over ground utility has being provided in this project.
The water supply and sewerage system in the project area is already taken up under
convergence schemes and are under implementation phase.
Page | 148
CHAPTER: 7 FINANCIAL FRAMEWORK
PROJECT SCP BUDGET SMART CITY GRANT

(INR CR.)
(INR CR.)
Junctions Improvement & Redesign 24 22
Footpath & Walkways 81 78
Bicycle Lanes 9 7
On-Street Parking 1
Under Ground Drainage 223 12
Storm Water Drains 62 3
Under Ground Ducting 196 196
Multi-Level car parking 26 22
Total 340
The cost of the project, 340.00 Crores, thus may be met from the above funding.
The common infrastructure projects like 24 x 7 Water Supply shall be fully funded under AMRUT
Scheme of ADB through KUIDFC. The smart road funding will be done under smart city fund.
7.1 FINANCING OPTIONS
The Cost of the Project works to Rs. 340.00 crores. Considering the nature of the work proposed
and the fact that the revenue potential is limited, the feasibility of executing the project under a
PPP arrangement is non-existent. The project is expected to be executed under EPC. Though the
project can technically be executed with loan/ grant funds. There are no revenue streams for TSCL
that can be escrowed for debt financing. Banks/financial institutions are unlikely to show much
interest in financing the project. The option of funding the project out of grants or own resources
is a feasible alternative. However, funding for utilities can be explored through convergence from
concerned service providers.
Page | 149
CHAPTER: 8 INSTITUTIONAL FRAMEWORK
The institutional framework for carrying out of smart road and services proposal are as follows:-
Table 48: Institutional Framework
Sr. No Sector Institute
Ownership Implementation
1. Road  Tumakuru City  Tumakuru City
Corporation Corporation
 National Highway  National Highway
Authority of India Authority of India
 State Public Works  State Public Works
Department Department
 Tumakuru Urban  Tumakuru Urban
Development Authority Development
Authority
2. Water Supply Network Tumakuru City Corporation KUWS&DB
3. Sewerage Network Tumakuru City Corporation Tumakuru Smart City

Limited
4. Storm Water Network Tumakuru City Corporation Tumakuru Smart City

Limited
5. Electrical Supply BESCOM Tumakuru Smart City

Limited
Page | 150
CHAPTER: 9 STATUTORY AND LEGAL FRAMEWORK
9.1 LEGAL AND REGULATORY FRAMEWORK

The proposed complete street element designs, Transportation and System
improvements should be integrated with any existing / immediate start activities.
The construction activity can be on open bid system with a maintenance period of 5-7
years under the overall supervision of SPV / PMC.
 A Joint meeting with stake holders (TCC, TUDA, PWD, NHAI, KUWS&DB, BESCOM,
BSNL and other private telecom operators) , TSCL and citizen repetitive/ forum is
hereby requested to freeze the work plan accordingly
 There is a separate on-going project under for up-scaling of 24x7 water supply
system, sewerage network and PNG line etc. for entire Tumakuru City Corporation
under Central government funding the tenders have been floated and the works
are already awarded. It is advisable if execution of utility pipelines are taken up in
consultation with TSCL before the start of the project/ work (ongoing) in ABD area,
these are very much important for the success of the project
9.2 LOCAL REGULATORY FRAMEWORK
As per the Environmental regulations in India, Environmental clearance is required for
these types of works.
Page | 151
CHAPTER: 10 INDICATIVE SOCIAL AND
ENVIRONMENTAL IMPACTS
10.1 INTRODUCTION
In this Chapter potential impacts on the environment from the proposed Roads and
Transportation System Improvement project in the project location are identified based
on the nature and extent of various activities associated during construction and after
completion of the project. The proposed road widening project activities will have impact
of varying magnitude on environmental components both beneficial (positive) and
adverse (negative) impacts. Both these (positive and negative) impacts are considered for
the impact prediction studies.
10.2 AIR QUALITY
10.2.1 IMPACTS DURING CONSTRUCTION FOR PROPOSED PROJECT
The potential ambient air quality impacts arising from the proposed project would occur
mainly during construction phase. During construction, the project would have two major
impacts on ambient air quality due to an increase in gaseous emissions by construction
equipment’s and vehicles, and increase in dust by construction activities due to digging of
roads and excavation of earth. Earth excavation work, foundation work, superstructure
work, material storage, transportation and handling of construction materials, and wind
erosion are the major factors that would produce a temporary, localized increase in SPM
and RPM levels. The increased movement of heavy vehicles carrying construction
materials, operation of DG sets as standby power back up would generate gaseous
emissions. However as DG sets are used as standby, the impacts are insignificant. Air
quality may get affected during the mixing of Asphalt. The degree of dust generated would
depend on the soil compaction and moisture content of the ground surface during
construction. Dust and exhaust particulate emissions from equipment operations would
temporarily degrade air quality in the immediate construction zone. The increase in air
particulates would be minimized by the performance of the work. The construction
contractor shall visually monitor dust levels on the site during construction. Dust
suppression needs to be instituted, using water tankers mounted on tractors, sprinklers
and other means as necessary.
10.2.2 IMPACTS DURING OPERATION
The Structures at the project site would be expected to have no impact on air quality
during their normal operation.
10.2.3 MITIGATION MEASURES
The impact on the air quality due to the operation of construction machineries in the site
is found to be insignificant. However, the negative impacts created as a result of
movement of construction vehicles needs critical attention. For mitigation of these
impacts, following measures are suggested:
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 Vehicles transporting construction materials prone to fugitive dust emissions
should be covered.
 Trucks carrying sand should be provided with tarpaulin sheets to cover the bed and
sides of the trucks.
 Idling of delivery trucks or other equipment should not be permitted during loading
and unloading
 All construction vehicles should comply with air emission standards and be
maintained properly.
 Dust suppression measures in addition to the traffic management should be
followed on these roads
 Contractor shall ensure that existing plants are licensed and authorised for
operation by PCB / concerned authorities and shall intimate PP prior to procuring
materials from them.
10.3 NOISE QUALITY
The potential source of noise associated in the construction of project elements may
include the excavation, utility shifting, laying, movement of dumpers, transporting
construction material, street scape features etc. Pumping of water seeping during
construction and transportation of muck material could also be the potential source for
noise pollution. Therefore, properly maintained machines and equipment’s should be
used to minimize the impact of noise on the surrounding environment. Trucks used for
transportation of muck material shall be lined with rubber or equivalent material that will
minimize the noise generated during the dropping and loading and unloading operation
of muck materials.
10.3.1.1 IMPACTS DURING CONSTRUCTION
Construction activities normally result in temporary and short duration increase in noise
level. The main sources of noise during construction period include movement of vehicles
for loading and unloading of construction materials, fabrication, handling of equipment
and materials, operation of concrete mixing plants, generators, welding machines etc. The
areas affected are those close to the site. Under the worst case scenario, considered for
prediction of noise levels during construction phase, it has been assumed that all these
equipment’s generate noise from a common point at an average noise level of less than
85 dB.
10.3.2 IMPACTS DURING OPERATION
The proposed structure at the project site is not expected to have any impact on Noise
during their normal operation.
Restriction on the usage of noise generating activities and traffic movement in the
Residential areas to day light hours to avoid high noise and sleep disturbance to residents
during construction phase.
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Generator sets should be provided with noise shields around them.
Vehicles used for transportation of construction material should be well maintained.
10.4 WATER QUALITY
The proposed project will cause minimal effect on the water quality. As the workers
employed in the construction phase will be housed locally, and will be few in number,
there will not be substantial quantity of waste water generated by them.
High pressure hose should be used for cleaning and dust suppression purposes.
Discharge of construction wastes to surface water bodies or ground water should not be
allowed during construction. It can be diverted to nearest sewer.
During Construction period in rainy season, the water quality is likely to be affected due
to the construction work and loosening of topsoil. This is likely to increase the suspended
solids in the run – off during heavy precipitation. It is envisaged that the monsoon period
will be avoided for cutting and filling of earthwork.
10.5 LAND ENVIRONMENT
The environmental impacts on land environment have been classified primarily into two
aspects namely i.e., direct impact on soil and land in the area. Land environment in the
area has potential for contamination if there are wastewater discharges directly on to the
land and from impacts arising out of solid waste discharge on to the land. The proposed
project is of very small scale and the discharges on land from construction activity are
minimal.
The Project Management Consultants (PMC) will adopt good construction practices that
will ensure the environmental impacts of waste effluents generated on-site during
construction will be minimized.
10.5.1 IMPACTS OF CONSTRUCTION WASTES
The generation of waste material is inevitable during the construction phase of the
development. Waste is generated at different stages of construction process. Waste
during construction activity relates to excessive cement mix, Asphalts or concrete left after
work is over, rejection caused due to change in design or wrong workmanship etc.
Excavation of earth and rock generates muck. Other wastes include top soil, clay, sand,
and gravel. These are normally re-used as filler at the same site after completion of
excavation work. Construction waste is bulky and heavy and is mostly unsuitable for
disposal by incineration or composting.
The solid waste generated during the construction phase is usually excavated earth
material and construction debris. Excavated earth material will be reused for backfilling
between foundations; to fill up the low-lying areas and whereas, topsoil will be reused for
Landscaping / Greenbelt development purpose. The asphalts shall be sent to the nearby
Page | 154
land fill site after with proper treatment at site as per the directions of the Environmental
Engineer of the Proponent / PMC
10.6 SOCIO ECONOMIC IMPACTS FOR PROPOSED PROJECT
The project can improve the service of the public transport system by making the road
travel more users friendly. The positive impact of the proposed activity is expected during
the start-up of construction activities as well as through its life. Besides the local
population can enjoy the service provided in these road. Local markets can be boosted by
better advertising opportunities at the facility. The project will lead to better commuting
environment. The commuters will have safe and comfortable facilities during travel.
10.7 POTENTIAL ENVIRONMENTAL IMPACT MATRIX
This methodology incorporates a list of project activities with a checklist of environmental
components that might be affected. Matrix method incorporates environmental
conditions on one axis and proposed actions on the other.
The impact of each action on various environmental components are filled in a tabular
format to estimate the impacts which may be either qualitative, insignificant, high,
adverse, beneficial or quantitative by assessing a numerical score, but in the end there
should be a grand total to signify the magnitude of the impact. The activities discussed
above are likely to affect the environment in varying degrees. Relevant components of
environment, which are likely to experience some impacts due to the proposed project
activities, have been identified.
Environmental parameters are broadly classified under three following groups considering
the cause - effect relationship:
 Physical Environment
 Biological Environment
 Non Biophysical Components (NBP)
The parameters selected for impact identification are site activities and project specific.
Different parameters considered under the said groups are as follows:
 Ambient Air Quality
 Noise
 Soil stability / erosion
 Vegetation
 Resource use
 Health
 Socio economic
The interaction between project activities and environmental parameters described above
are shown in the impact matrix in Error! Reference source not found., the matrix points
ut each activity and its impact on specific environmental parameters. This is a qualitative
work and does not indicate quantitative impact. Some of the impacts are temporary and
localized and some impacts are short term and long term in the matrix.
Page | 155
The predicted impacts of the proposed project have been discussed Error! Reference
ource not found.. The environmental management measures to reduce the adverse
impacts are detailed in this Section
Table 49: Potential Environmental Impact Matrix for Tumakuru City
Project Activities Physical Biological Non Biophysical
Components (NBP)
(Population, Community
Soil stability / erosion
Health (Individual
Socio economic
Infrastructure,
Occupational)
Water Quality
Employment)
/Community,
Vegetation
Air Quality
Noise
Implementation Phase
Construction of
ST, ST, ST, -
Roads Excavation, Nil ST, -ve Nil LT, +ve
-ve -ve ve
and construction
Operation of Project LT,
Nil Nil Nil Nil ST, +ve LT, +ve
Roads +ve
Note: ST – Short Term, LT – Long Term, +ve – Potential Positive Impact, -ve – Potential
Negative Impact (requires mitigation measures)
Table 50: Summary of Environmental Management Plan
Environmental Mitigation Measures Time Frame Responsibility
Issues Implementation Supervision
Local Traffic Detailed local traffic management Before Contractor/ PMC-TSCL/
management plan shall be implemented well in Construction of Implementing TSCL/ Govt.
advance prior to commencement of relevant Agency Body
works. The traffic control plans shall section
be reviewed and revised periodically
depending upon site conditions.
Safety to Special consideration shall be given Before Contractor/ PMC-TSCL/
pedestrians in preparation of traffic management Construction Implementing TSCL/ Govt.
plan to the safety of pedestrians. The and during Agency Body
temporary pathways for pedestrians construction
within RoW shall be kept free of
encroaches and commercial
activities.
Traffic control & The contractor shall take all Before start of Contractor/ PMC-TSCL/
safety necessary measures for the safety of construction at Implementing TSCL/ Govt.
traffic during construction and relevant Agency Body
provide, erect and maintain such section
barricades, including signs, markings,
flags, lights and flagmen as may be
required by the engineer for the
information and protection of traffic.
All such measures should be as per
requirement of MORTH.
Ecological Trees falling within the alignment Before start of Contractor/ PMC-TSCL/
impacts such which are to be removed before construction of Implementing TSCL/ Govt.
as tree cutting commencement of construction shall Agency Body
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be identified to and approved by relevant
Forest Dept. Prior permission shall section
be obtained.
Resettlement The entitlement framework of the Before start of PP Govt.
and project shall be in accordance with construction of Authorities
rehabilitation the RAP. It shall be ensured that all relevant
R&R activities be reasonably section.
completed as per RAP, before the
construction activity starts in the
relevant section.
Utility relocation All utilities, such as electrical Before/ During Contractor/ PMC-TSCL/
installations, telephone lines etc. to construction of Implementing TSCL/ Govt.
be shifted after prior approval of relevant Agency Body
agencies. Shifting shall be carried out section
in shortest possible duration to avoid
inconvenience to public.
Relocation of All cultural properties that have been Before start of PP Relevant
Cultural identified as affected shall be construction Govt.
property relocated as per the action plan and Authorities
Rehabilitation Implementation Plan
(RIP)
Noise control Construction activities viz. drilling and During Contractor/ PMC-TSCL/
plan foundation works that might produce construction Implementing TSCL/ Govt.
high noise levels shall be carried out Agency Body
in planned manner as directed by PP.
If needed Noise control plans shall be
prepared taking into account the site
conditions. The construction noise
level shall adhere to local laws.
Land use Parking of construction vehicles and During entire Contractor/ PMC-TSCL/
outside PRoW stacking/ storage of materials shall be site clearance Implementing TSCL/ Govt.
preferably restricted within PRoW. and Agency Body
construction
phases
Dust while All vehicles delivering material to the During Contractor/ PMC-TSCL/
transporting site shall be covered to avoid material construction Implementing TSCL/ Govt.
materials spillage. Agency Body
Dust from The unpaved roads, if any, used by During Contractor/ PMC-TSCL/
unpaved roads the contractor shall be sprinkled with construction Implementing TSCL/ Govt.
water at least once in a day to control especially Agency Body
fugitive dust emissions. material/
vehicle
movement
Operation of It is understood from the During entire Contractor/ PMC-TSCL/
Hot- implementing authorities, that the construction Implementing TSCL/ Govt.
mix/concrete/ contractor will utilise the existing phase Agency Body
asphalt plants Concrete, Asphalt and Hot Mix
Plants. Contractor shall ensure that
existing plants are licensed and
authorised for operation by PCB/
concerned authorities and shall
intimate PP prior to procuring
materials from them.
Fugitive dust Construction site to be watered During entire Contractor/ PMC-TSCL/
from site periodically to minimize fugitive dust construction Implementing TSCL/ Govt.
generation. phase Agency Body
Hazardous Contractor shall ensure that the During entire Contractor/ PMC-TSCL/
conditions of transport vehicles used to ferry construction Implementing TSCL/ Govt.
roads used by materials and dispose debris does phase Agency Body
Page | 157
contractor not create hazardous conditions for
vehicles general traffic using the roadway.
Regulation of Night time construction operations During Contractor/ PMC-TSCL/
working hours shall be as carried out as approved construction Implementing TSCL/ Govt.
by PP. phase Agency Body
Removal of Periodic inspection at construction During pre- Contractor/ PMC-TSCL/
construction site shall be carried out to ensure construction Implementing TSCL/ Govt.
debris removal of excess construction debris and Agency Body
to the municipal landfill sites. construction
phase
Idling of Idling and parking of vehicles, During pre- Contractor/ PMC-TSCL/
delivery trucks construction machines/ equipments construction Implementing TSCL/ Govt.
near temple and School shall be and Agency Body
prohibited during entire construction construction
phase phase
Valid PUC Contractor shall ensure that all During entire Contractor/ PMC-TSCL/
certificates for construction vehicles that uses hold a project Implementing TSCL/ Govt.
construction valid Pollution Under Control (PUC) implementation Agency Body
vehicles Certificate issued by the competent phase
authority
Construction Exhaust and noise emissions of During Contractor/ PMC-TSCL/
equipment construction equipment shall adhere construction Implementing TSCL/ Govt.
exhaust to emission norms as laid out by phase Agency Body
MoEF/ CPCB.
Damaged noise All vehicle and construction During Contractor/ PMC-TSCL/
silencer equipment shall be fitted with exhaust construction Implementing TSCL/ Govt.
silencers. Damaged silencers to be Agency Body
promptly replaced by contractor.
Noise impact All construction equipment During Contractor/ PMC-TSCL/
due to (particularly DG sets, shall adhere to construction Implementing TSCL/ Govt.
operation of DG noise standards of Ministry of Agency Body
sets Environment and Forests (MoEF)).
Noise levels Contractor shall take adequate pre- During Contractor/ PMC-TSCL/
near residential cautionary measures as directed by construction Implementing TSCL/ Govt.
areas PP to dampen high noise generation Agency Body
from construction activities. The
mitigation measures could include
regulating operation hours in day time
only; intermittent operation,
temporary noise barrier etc.
Noise due to Operation hours for noise generating During Contractor/ PMC-TSCL/
foundation equipment such as pile driving, construction Implementing TSCL/ Govt.
works concrete and drilling etc. shall be pre- Agency Body
approved by PP. Depending on site-
conditions, regulate and restrict
operation hours.
Workers Workers exposed to loud noise (As During Contractor/ PMC-TSCL/
exposed to loud per Factory Act requirements) shall construction Implementing TSCL/ Govt.
noise wear earplugs/ earmuffs Agency Body
Blockage and Construction material containing fine During Contractor/ PMC-TSCL/
change in particles shall be stored, such that construction Implementing TSCL/ Govt.
drainage sediment-laden water does not drain Agency Body
pattern into nearby storm water drains.
Soil erosion Embankments, slopes shall be During Contractor/ PMC-TSCL/
stabilised. The work shall consist of construction Implementing TSCL/ Govt.
measures as per design, or as Agency Body
directed by the engineer to control
soil erosion, sedimentation and water
pollution, through use of berms,
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dikes, sediment basin, mulches,
grasses, slope drains and other
devices.
Foundation Bentonite slurry or similar debris During Contractor/ PMC-TSCL/
excavation generated from pile driving or other construction Implementing TSCL/ Govt.
debris construction activities shall be Agency Body
disposed such that it does not form
mud puddles in the area.
Soil Oil and fuel spills from construction During Contractor/ PMC-TSCL/
contamination equipment shall be minimized by construction Implementing TSCL/ Govt.
by construction good O&M practices. Soils Agency Body
wastes, fuel contaminated by such spills shall be
etc. disposed as per MoEF requirements.
Land Sand and stones shall be sourced During Contractor/ PMC-TSCL/
degradation in from only approved and licensed construction Implementing TSCL/ Govt.
quarry quarries. Agency Body
Occupational The contractor is required to comply During pre- Contractor/ PMC-TSCL/
Health and with all the precautions as required construction Implementing TSCL/ Govt.
Safety for the safety of workmen as per the and Agency Body
International Labour Organisation construction
(ILO) Convention No. 62, as far as
those are applicable to the contract.
Provision of The contractor shall supply all During Contractor/ PMC-TSCL/
Safety necessary safety appliances such as Construction Implementing TSCL/ Govt.
accessories/ safety goggles, helmets, safety belts, Agency Body
appliances to ear plugs, masks etc. to the worker
each worker and staff. All laws related to safe
scaffolding, ladders, working platform,
gangway, stairwells, excavations,
safety entry and exit etc. shall be
complied with.
Safety Adequate precautions shall be taken During Contractor/ PMC-TSCL/
precautions to prevent danger from electrical Construction Implementing TSCL/ Govt.
equipment. All machines/ equipment Agency Body
used shall conform to the relevant
Indian Standards (IS) codes and shall
be regularly inspected by the
engineer.
Availability of A readily available first aid unit During Contractor/ PMC-TSCL/
first aid kit at including an adequate supply of Construction Implementing TSCL/ Govt.
construction sterilized dressing material and Agency Body
site appliances shall be provided as per
the requirements under the Factory
Act.
10.8 CONCLUSION
To summarize; from the proposed Road, Transportation and system improvements in
Tumakuru city’s ABD area, the following beneficial impacts, and mitigation measures for
adverse impacts can be attributed,
The proposed project will have positive impacts on the socio-economic environment of
the study area. The project will provide direct and indirect employment for Skilled, and
unskilled personnel, hence providing a boost to the local economy.
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Improvement of public safety: The commuters will have safe and comfortable facilities
during travel.
Dust suppression measures in addition to the traffic management should be
followed.
Waste water discharged from the construction activities shall be diverted to the nearest
sewer.
Noise produced from vehicular movement and construction activities can be curbed to
minimal by making use of noise shields for machinery, carrying out maintenance of
vehicles, and by restricting construction activity to day time.
Regular monitoring of air, water and noise parameters shall be carried out to keep a check
on routine compliance of statutory requirements.
The proponent strongly believes in the concept of sustainable development and
understands the impacts as identified above from the proposed project and will take all
measures to mitigate such negative impacts and also lay emphasis on the implementation
of the Recommendations of the Environmental Management Plan in true spirits.
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CHAPTER: 11 OPERATING FRAMEWORK
11.1.1 MILESTONES
The major milestones and time allocated for the completion of each milestone is tabulated
in
Table 51: Major Milestones and Time Allocated
Sl. Milestone Time Required (Months) Cumulative Period
No. (months)
1 Mobilisation 1.0 1.0
2 Site Visit & Survey 1.5 2.5
3 Design 4 6.5
4 Implementation 24 30.5
The capital costs and financial aspects of the project have been detailed in Chapter 7.
11.1.2 OPERATION AND MAINTENANCE
Proper O&M has to be taken care of by the City authorities; as this is intended to be
constructed under smart city funds alternatively; the O&M can be sublet to a private
agency who will maintain the system as per relevant standards.
11.2 RISKS AND MITIGATION
11.2.1 RISKS
Since a large capital will be invested on the construction and maintenance of the project
roads, it is important to check that the road components / street furniture are used
properly
The ignorance among people may lead to non-usage of all the complete smart features
that these road offer.
Possibility of theft of public infrastructure systems
Lack of awareness of Utility ducts and its usage
11.2.2 MITIGATION
Authority should ensure for proper operation and maintenance of project roads
Bringing awareness among citizens about the smart technology used in this road by
educating them through social media, newspapers and notices. This will prevent misuse
Making sure proper security measures (CCTV camera installation) are provided. The
defaulters must be levied huge penalties so that such undesirable situations do not arise
in the future
Smart bus shelters open larger possibilities for advertising. Larger revenue generation can
be done. City space also gets livelier due to digital advertising
Page | 161
CHAPTER: 12 WAY FORWARD AND CONCLUSIONS
12.1 GENERAL
Based on the above Feasibility report, it is expected that, TSCL accords their approval for
the development of Complete Streets in Tumakuru ABD area at the proposed locations
along with the conformation on the lands available for the junction improvements at the
proposed locations.
This will also help the project to be implemented without any land issues and the project
can be expected to be completed as per the schedule provided below
Table 52: MAJOR MILESTONES AND TIME ALLOCATED
Description Tentative Approval Date Submission of
Submission Date tender documents
Feasibility Report 27-12-2017 11-01-2018
Submission of DPR Package-1 15-02-2018 15-03-2018 30-03-2018
Page | 162
Page | 163

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FEASIBILITY REPORT ON

“INTEGRATED MOBILITY AND SERVICE PLAN FOR

Project Management Consultant for

Prepared By Durgaprasad V., Anand Kr. Pandey, E.Pramod Kumar

Checked By Pawan Kr. Saini, Arun Savi, Dilip MG

Submitted on 27th Dec 2017

Smart City Mission, launched by Government of India, focuses on development of

Junctions Improvement & Redesign 24 22

Footpath & Walkways 81 78

Under Ground Drainage 223 12

Storm Water Drains 62 3

Under Ground Ducting 196 196

Multi-Level car parking 26 22

Table 4: Roads Classification in ABD Area

The major roads of the ABD Area are:-

Sewer Line Details of Tumakuru in Phase-2

Non-motorised forms of transport are predominantly represented by walking and

ROW Road Smart Bus Bio E- Street Auto PBS

The advantages and

1.1 THE SMART CITIES MISSION

Figure 1: Infrstructure in a Smart City

1.3 TUMAKURU CITY – AN INTRODUCTION

Figure 2: Tumakuru City

Tumakuru, the district headquarters of Tumakuru district in South East Karnataka, is an

Table 1: Tumakuru - Key Facts

Tumakuru City 305821 (2011 Census)

1.4 VISION AND OBJECTIVES

1.4.2 Reduce Traffic Congestion

Tumakuru is situated at a distance of 70 km North West of the city of Bangalore. This is a

2.2 ECONOMIC SNAPSHOT

2.3 AGRICULTURE IN FOCUS

2.4 INDUSTRIAL LANDSCAPE

2.6 WATER RESERVES

2.7 POWER SUPPLY

2.8 KNOWLEDGE CAPITAL

To boost the economic

Figure 4 : Tumakuru Master Plan Lan Use 2031

Table 2: Existing & Proposed LandUse Data of Tumakuru City

Public & Semi public

Graph 1: Existing City Land Use

9% Parks, Open spaces & Burial

Graph 2: Proposed City Land Use

2.15 TRANSPORT CONNECTIVITY

Figure 5: Tumakuru Transport Connectivity

2.16 PROJECT AREA

Figure 6 : Project Area

2.16.1 ABD AREA

Table 3: Project ABD Area Boundary

Table 4: Roads Classification in ABD Area

Graph 3: Precentage of Roads in ABD Area

Figure 10: Road Network in ABD Area

3.3 RECONNAISSANCE SURVEY

Photographs taken during the Reconnaissance Survey are provided below:

Figure11: Site Photo

3.3.2.1 PCU FACTORS ADOPTED FOR THE STUDY

Sl. No. VEHICLE TYPE PCU Factors

3.3.2.2 CLASSIFIED TRAFFIC VOLUME COUNTS

3.3.2.1 TRAFFIC VOLUME CHARACTERISTICS

The appreciation of traffic volume/characteristics is done essentially to evaluate the traffic

MAV Trucks (4 Axle & Above)

Auto (Goods)/ Mini LCV

Hourly Variation (PCU)

MG Road Ashoka Road BH Road JC road Mandipete Road