JNNURM-Funded Non-Motorized Transit Plan for Mysore

Jawaharlal Nehru National Urban Renewal Mission
Government of India
DETAILED PROJECT REPORT

Non-Motorized Transit infrastructure
facility near proposed PBS locations in
Mysore
Directorate of Urban Land Transport

Urban Development Department, GOK
BMTC TTMC ‘B’ Block
4th Floor, Shantinagar
KH Road, Bangalore-560027
Prepared by,
Transport Training Institute & Consultancy

No.188, 4th Main, Sadanandanagar, NGEF Layout,
Bangalore-500038,
Tele fax: 91-080-25383819,
Email:tticbangaloreplanning@gmail.com
Table of Contents
Executive Summary ............................................................................................................................................... E1-E5
Chapter 1 City/Study Area Profile ........................................................................................................................... 1-11

1.1 Background............................................................................................................................................................. 1
1.2 Spatial Growth and Regional Setting ...................................................................................................................... 1
1.3 Climate ................................................................................................................................................................... 2
1.4 Linkages and Connectivity ...................................................................................................................................... 2
1.5 Demographic Profile ............................................................................................................................................... 3
1.6 Urban Economy ...................................................................................................................................................... 4
1.7 Land Use Distribution ............................................................................................................................................. 5
1.8 Transport Network Characteristics ......................................................................................................................... 6
1.9 Traffic Management - parking ................................................................................................................................ 8
1.10 Traffic Safety......................................................................................................................................................... 9
1.11 Vehicular Growth and Composition ..................................................................................................................... 9
1.12 Primary data collection from Mysore PBS study ............................................................................................... 10
1.13 Organization of Chapters.................................................................................................................................... 11
Chapter 2 Planning of NMT Facilities .................................................................................................................... 12-13

2.1 Introduction.......................................................................................................................................................... 12
2.2 Design Elements ................................................................................................................................................... 13
Chapter 3 Planning and Designing Bi-cycle Network............................................................................................. 16-33

3.1 Introduction.......................................................................................................................................................... 16
3.2 Bicycle................................................................................................................................................................... 16
3.3 Bicycle User .......................................................................................................................................................... 16
3.4 Types of Facilities ................................................................................................................................................. 17
3.5 Selection of Bicycle Facility ................................................................................................................................... 19
3.6 Bicycle Corridors ................................................................................................................................................... 20
3.7 Special Considerations ......................................................................................................................................... 32
3.8 Shared Lane Marking ............................................................................................................................................ 33
Chapter 4 Components of Bi – Cycle Network ...................................................................................................... 34-37

4.1 Introduction.......................................................................................................................................................... 34
4.2 Pigmented Bicycle Lane ........................................................................................................................................ 34
4.3 Lane Separators .................................................................................................................................................... 35
4.5 Signs and Pavement Markings.............................................................................................................................. 36
4.6 Bicycle Lane Pavement Markings ......................................................................................................................... 36
Chapter 5 Walkway Network Design ..................................................................................................................... 38-41

5.1 Introduction.......................................................................................................................................................... 38
5.2 The Kerb Zone ...................................................................................................................................................... 38
5.3 The Furniture Zone ............................................................................................................................................... 38
5.4 The Pedestrian Zone............................................................................................................................................. 39
5.5 The Frontage Zone ............................................................................................................................................... 39
5.5 The Buffer Zone .................................................................................................................................................... 39
5.6 Recommendations for Walkways (Footpaths) ..................................................................................................... 40
Chapter 6 Costing and Implementation ................................................................................................................ 42-42

6.1 Financial Plan ........................................................................................................................................................ 42
6.2 Implementation ................................................................................................................................................... 42
List of Annexure .............................................................................................................................................................

List of Figures .................................................................................................................................................................
List of Tables ...................................................................................................................................................................
List of Abbreviations .......................................................................................................................................................
List of Annexures
Annexure 1 Cycle route Plans .......................................................................................................................................
Annexure 2 Cross sectional Drawings...........................................................................................................................
Annexure 3 Detailed Cost Estimates ............................................................................................................................
Annexure 4 Survey Formats .........................................................................................................................................
Annexure 3 Primary data collection .............................................................................................................................
List of Figures
Figure 1.1 Spatial Expansion of Mysore City ............................................................................................................... 1
Figure 1.2 Road Connectivity – Mysore City ............................................................................................................... 2
Figure 1.3 Rail Connectivity – Mysore City ................................................................................................................. 3
Figure 1.4 Population Forecast ................................................................................................................................... 3
Figure 1.5 Land Use Map 2011 ................................................................................................................................... 5
Figure 1.6 Highway roads in Mysore .......................................................................................................................... 6
Figure 1.7 Ring Roads ................................................................................................................................................. 7
Figure 1.8 Classification of Roads ............................................................................................................................... 7
Figure 1.9 Major Roads............................................................................................................................................. 10
Figure 1.10 Growth of Vehicles over Years ................................................................................................................ 10
Figure 1.11 Public Transport Coverage ...................................................................................................................... 10
Figure 1.12 Bus Terminals and Depots ....................................................................................................................... 10
Figure 3.1 Bicycle Design standards .......................................................................................................................... 16
Figure 3.2 Types of facility and design standards....................................................................................................... 17
Figure 3.3 Typical bicycle route signing ..................................................................................................................... 18
Figure 4.1 Sample cross section drawing ................................................................................................................... 41
List of Tables
Table 1.1 Growth of Residential Areas .................................................................................................................... 2
Table 1.2 Climate data for Mysore ........................................................................................................................... 2
Table 1.3 Population Growth .................................................................................................................................... 3
Table 1.4 Industrial Classification of Workers........................................................................................................... 4
Table 1.5 2001 Land Use Details ............................................................................................................................... 5
Table 1.6 2011 Land Use Details ............................................................................................................................... 5
Table 1.7 Road Transport Characteristics ................................................................................................................. 6
Table 1.8 Major Roads .............................................................................................................................................. 7
Table 1.9 Some of the Major Intersections ................................................................................................................ 8
Table 1.10 Accident Data ............................................................................................................................................ 9
Table 1.11 Vehicular Growth ...................................................................................................................................... 9
Table 1.12 Growth Rate and Share in total Vehicles for Different Modes ................................................................. 9
Table 3.1 List of bus stops proposed for improvements ........................................................................................ 33
Table 6.1 Summary of Costs ................................................................................................................................... 42
Table 6.2 Implementation Plan............................................................................................................................... 42
List of Abbreviations
AAI -Airport Authority of India
BRT-Bus Rapid Transit
CBD-Central Business Development
CDP-Comprehensive Development Plan
CTTS-Comprehensive Traffic and Transportation Plan
C/W – Carriage Way
DULT-Directorate of Urban Land Transport
GOK-Government of Karnataka
IPT - Intermediate Public transport
IRC – Indian Roads Congress
JnNURM – Jawaharlal Nehru National Urban Renewal Mission
KSRTC-Karnataka state Road Transport Corporation
MCTC - Mysore City Transport Corporation
MUDA – Mysore Urban Development Authority
NMT- Non Motorized Transport
NMV- Non Motorized Vehicle
ORR - Outer Ring Road
PBS-Public Bicycle Sharing
PCU-Passenger car Unit
PT-Public Transport
ROW – Right of Way
TTIC-Transport training Institute and Consultancy
Key References
Comprehensive Traffic and Transportation Study for Mysore
Indian Meteorological Department
Master Plan for Mysore-Nanjangud Local Planning Area-2031
Mysore City Police
Setting up of Public Bicycle Sharing Programme for Mysore
Non-Motorized Transit Infrastructure facility near proposed PBS locations in Mysore Detailed Project
Report
Executive Summary
About this Study
Mysore is the third-largest city in the state of Karnataka, India. The city
has expanded spatially in a concentric manner since 1971.
Mysore has a semi-arid climate The city's average annual rainfall
is 804.2 mm (31.7 in).
and the main seasons are summer from March to June, the
monsoon season from July to November and winter from
December to February. The highest temperature recorded in
Mysore was 38.5 °C (101 °F) on 4 May 2006, and the lowest was
7.7 °C (46 °F) on 16 January 2012.
The city is located in the southern part of Karnataka. The city is well connected by road, rail and
airport. Mysore is connected by National Highway NH-212 to the state border town of
Gundlupet, where the road forks into the states of Kerala and Tamil Nadu. State Highway 17,
which connects Mysore to Bangalore.
According to the provisional results of the 2011 census of India, Mysore had a population of 887,446,
consisting of 443,813 males and 443,633 females. The population density is 6,910.5 per square kilometer
(17,898 /sq mi). As of 2011, the literacy rate of the city is 86.84 per cent. The population of Mysore has
experienced a spike in the last 5 decades with the population increasing to 8.87 lakhs in 2011 from 3.56
lakhs in 1971. According to the 2001 census data in Mysore urban area, there were 265.973 workers,
which costituted 33.28% of the total population.
More than 20 lakh tourists visit the city annually. Every year, about 5 lakh foreign tourists and dignitaries
visit Mysore from Countries like UK, USA, France, Germany, Netherlands, Italy, Japan, China, Korea,
Srilanka, Maldives etc.
The general landuse pattern in 2011, total land area usage in Mysore city was 43.45% residential, 16.1%
roads, 7.52% parks and open spaces, 13.22% industrial, 8.41% public property, 2.45% commercial, 6.41%
agriculture and 1.27 water.
Mysore city has radial and grid-iron pattern road network with arterial roads originating from the city
centre.
The total no. of intersections in Mysore city is 210 out of which 30 have traffic signal lights, 22 have
blinkers and 158 are controlled manually by policemen.
Various modes of vehicles have grown from 4 times to 25 times with the highest growth seen in two
wheelers and cars. The rate of accidents in Mysore has increased many folds over the years
Primary data collection
A set of primary surveys such as opinion survey/interviews, traffic volume counts, Road network
inventory/Topographical survey was carried out for feasibility study for setting up of the Public Bicycle
sharing for Mysore city and from the opinion survey, it is clear that people are willing to shift to cycles and
pay a sum of Rs. 5/- per hour and majority (92%) is willing to use cycles.
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Planning of NMT Facility:
It is important to have the NMT network well

integrated with the other road network
within the study area. The integrated
network should strive for the following Goals:
Design Elements
The key design components of this project are cycle tracks, walkways,
drainage, officially-designated parking, access management,
streetscaping/landscaping, room for utilities, and quality of
workmanship. Junction design is critical for safety and movement.
Planning and designing bicycle network
The bicycle corridors can, either be as “exclusive bicycle lanes” or as

“mixed lanes”. The differentiation is purely based on the available road
widths and the constraints they have. The corridors with exclusive
bicycle lanes will have separate lane(s) for the movement of bicycles.
There could be a single wider bicycle lane accommodating bi-

directional cycle movement, or one lane on each side of the road for
each direction of bicycle travel.
The mixed lane corridors will not have any exclusive cycle lanes. The cyclists share their space with other
vehicles.
Bicyclists are made to travel behind the bus stops by shifting the
bus stops from the kerb edge to the edge of the carriageway
lane; the bicycle lane is then combined with the footpath and
taken behind the bus stop.
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For this study, Green color pigmented material surface is recommend to be used for the bicycle lanes
and suggested Kerbs as physical separation barriers on all the dedicated cycle corridors.
The corridors will have separate signage and road markings to indicate that they are cycle routes.
Corridor Plan
NMT Infrastructure Facility near the Proposed PBS Locations,

Mysore
Proposed Cycle Track
Sl No Road Name Length in kmt
1 Albert Victor Road 0.775
2 BN Road 1.050
3 Chamaraja Double Road 1.700
4 Devraj Urs Road 1.000
5 Krishna Raja Boulevard Road 1.050
6 New Kantha Raj Urs Road 1.165
7 Sayaji Rao Road 0.585
8 Vani Vilas Road 2.050
9 Vishwamanava Double Road 3.280
10 JLB Road 2.720
11 Mananthavadi Road 5.385
12 Hunsur Road 5.600
Total 26.360
13 Maharana Prathap Road 2.440
Grand Total 28.800
Vani Vilas Road:
Vani Vilas Road is a 4-lane divided arterial road with paved footpath and tree line on either side of the
roadway between City Civil Court and Thyagaraja Road / Sayyaji Rao Road junction. The existing right-of-
way allows for accommodating a two-way cycle track of 3.0 m width on one side of the roadway for up
to 1.35 kilometers (km). Most on-street parking for cars and motorcycles along this stretch is provided
across the street (i.e. opposite side from cycle tracks). However, beyond CH: 1,350 meters until the end
of the arterial, the cycle track is proposed to be one-way due to limitations of right-of-way and presence
of existing public facilities. All existing bus stops located on Vani Vilas Road have been redesigned as bus
bays to facilitate free flow of vehicular traffic on the main carriageway. The cycle tracks at bus bays have
been planned to traverse behind the bus shelter to avoid conflicts of any kind. However, at these bus
stop locations the cycle tracks share the right-of-way with pedestrians.
Chamaraja Road:
Chamaraja Road, another key arterial in the heart of the city aligned east-west is a 4-lane roadway with
paved footpath and tree line. It traverses past Maharaja’s College at the west end and merges with State
Highway 212 (Bangalore-Nilgiri Highway) at its east end. A one-way cycle track is proposed on either
side of the roadway.
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The possibility of proposing a two-way (3.0 m width) cycle track on one side of the roadway was
reviewed during the planning stage but was determined in the process that such a plan would have
impacted the width of the existing footpath compromising safety and movement of pedestrians.
Proposing a one-way cycle-track also allowed for protecting the existing tree line and incorporating a
buffer zone between the cycle track and footpath. A variable width of buffer zone is proposed at some
locations where existing trees are haphazardly present. All bus stops are proposed to be redesigned as
bus bays on this arterial.
Kantharaj Urs Road:
Kantharaj Urs Road in its existing form is a narrow arterial with less than standard lane widths, multitude
of land uses on both sides of the road, and a variety of obstructions within the right-of-way. After a close
review of the entire stretch from K.G.Koppal Circle to Madavachar Road, a one-way cycle track is
proposed from CH: 0 m to CH: 600 m and a two-way cycle track for the remainder of the roadway. The
underlying rationale was to ensure minimal impact on accessibility to abutting properties and tree lines.
A single-lane of 5 meters was provided in each direction of travel with generous space for buffer zone
and pedestrian footpath on both sides of the roadway.
Hunsur Road:
Hunsur Road is part state highway and part major arterial in the city. The segments closer to the city
center provide sufficient right-of-way to accommodate cycle tracks adjacent to the carriageway without
compromising on footpath widths or any other public utility feature. However, as the roadway type
reaches the outer fringes of the city, there is no clear delineation of the right-of-way or presence of any
pedestrian facilities. The footpaths are neither continuous nor conspicuous at many locations implying
low levels of pedestrian activity and sparsely populated areas. The cycle tracks were proposed to abut
the existing carriageway with little or no space available for incorporating buffer zones on most
segments. A one-way cycle track is the only option that can be implemented on either side of this
roadway with provision for accommodating footpaths and bus bays.
Vishwamanava Road:
Vishwamanava Road is a major north-south arterial linking Ring Road in the south with Bogadi Road in
the north near Kukkarahalli Lake. The roadway is divided with a wider than normal median width that is
typically observed across most arterials in the city. However, the median is not located along the
centerline of the existing right-of-way and divides it in to two uneven longitudinal sections. Only one
side of the roadway provides a wider area than the other and hence a two-way cycle track is proposed
on this side. The two-way cycle track is consistent for the entire length of the roadway with a provision
for buffer zone between the carriageway and footpath at some segments. Parking provision for both
cars and motorcycles are available at select locations.
Mananthawadi Road
Mananthawadi Road is another major arterial oriented north-south linking Ring Road in the south and
JLB Road in the north. The roadway traverses through densely populated neighborhoods with many
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different types of land uses that restrict the clear right-of-way space at many locations. The bottlenecks
along this arterial pose many challenges to accommodate a two-way cycle track on one side of the
roadway and contiguous buffer zones. The width of the paved carriageway also varies along its
alignment due to the presence of culverts and a bridge structure. Given the constricted profile of this
roadway, a one-way cycle track is the only alternative option to implement without compromising
existing pedestrian facilities and bus stop locations.
Bangalore Nilgiri Road
The Bangalore Nilgiri Road is another major road oriented in the north-south direction and located in
the center of the city. The road has important landmarks such as Gandhi Square, Woodland Theatre,
CSI Church etc and is partly 2 lane moving onto a 4 lane divided carriageway. The cycle track is provided
along the sidewalk and is proposed to be on either side of the road.
Devraj Urs Road
Devraj Urs Road is located in the heart of the city and oriented in the east-west direction. The traffic
flow is uni-direction with provision for parking on either side of the road. The road is a 4 lane undivided
carriageway and it is proposed to provide the cycle lane on either side of the road abutting the
sidewalks. The cycle track is provided between JLB Circle and KR Circle.
Krishna Raja Boulevard Road
Krishna raja Boulevard Road is located in the heart of the city and oriented in the north-south direction.
The traffic flow is bi-direction and the carriageway is a 4 lane with a median being present partly and the
other part being divided with precast mountable medians. It is proposed to provide the cycle lane on
either side of the road abutting the sidewalks and a buffer zone being provided at specific locations. The
cycle track is provided between New Kantharaj Urs Road and Ramavilas Road Intersection.
Sayyaji Rao Road
Sayyaji Rao Road is connecting Irwin Road and Albert Victor Road and is oriented in the north-south
direction. The traffic flow is bi-direction and the carriageway is a 4 lane with a median being present. It is
proposed to provide the cycle lane on either side of the road abutting the sidewalks and a buffer zone
being provided at specific locations. The cycle track is provided between KR Circle and Sir M.V. Circle.
Jhansi Lakshmi Bai Road
JLB Road is connecting Irwin Road and Nilgiri Road and is oriented in the north-south direction. The traffic
flow is bi-direction and the carriageway is 4 lane divided. It is proposed to provide the cycle lane on either
side of the road abutting the sidewalks and a buffer zone being provided at specific locations. The cycle
track is provided between Mysore Railway Station and Mananthawadi Road.
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Costing and Implementation
The cost for implementing the NMT Network is 26 Crores.

A tentative Implementation Plan is enclosed below and the time scheduled for launch is 5 months.
The project will be implemented by Mysore Mahanagara Palike. It is requested that the project will be
funded fully under JNNURM. However if any additional funds required will be borne out of State Urban
Transport Fund/Mysore City Corporation.
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Non-Motorized Transit Infrastructure facility near proposed PBS locations in Mysore Draft Detailed
Project Report
Chapter 1:
City Profile
1.1 Back Ground
Mysore is the third-largest city in the state of Karnataka, India,

which served as the capital city of Mysore Princely Kingdom
(Kingdom of Mysore) for nearly six centuries, from 1399 until 1947.
Located at the base of the Chamundi Hills about 146 km (91 mi)
southwest of the state capital Bangalore, it is spread across an area
of 128.42 km2 (50 sq mi). The cultural ambience and achievements
of Mysore earned it the sobriquet Cultural capital of Karnataka.
Mysore is noted for its palaces, including the Mysore Palace, and for
the festivities that take place during the Dasara festival when the
city receives a large number of tourists. The growth of the
information technology industry in the first decade of the 21st
century has resulted in the city emerging as the second largest
software exporter in Karnataka, next to Bangalore.
1.2 Spatial Growth and Regional Settings
In 2011, total land area usage in Mysore city was 43.45% residential, 16.1% roads, 7.52% parks and open
spaces, 13.22% industrial, 8.41% public property, 2.45% commercial, 6.41% agriculture and 1.27 water.
Mysore City has expanded spatially in a concentric manner since 1971, as shown in the figure below. The
Mysore Urban Development Authority has comprehended the future growth of Mysore in three
directions, commercial development in north western part of the city, commercial and industrial
development in southern apts of the city and residential development in central part of the city. The
spatial expansion from 1971 to 2009 is given in the following figure 1.1.
Fig 1.1: Spatial expansion

Source: Mysore Urban Development Authority
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The residential areas which were developed in different periods are as follows:
Table 1.1 Growth of residential areas
Growth of Residential Areas Period

Nazarbad, old and new Agrahara, Santhepet, Sivarampet, Mandi,
Lashkasr, Devaraj, Chama raja, Fort, Irangere Mohallas 1799-1890
Lakshmi Puram, ,jalpuri,Ediga,K.R Mohalla, Chamundipuram,
Ashokapuram, Agraharas, Chatanahalli, DoddaHolegeri, Bannimantap, 1900-1915
Krishnamurthy puram, Jayanagar, Vanivilas puram, Gokulam and
Padavarahalli, Yadavagiri, Narasimhraja Mohalla, Saraswathipuram 1915-1935
Jayalakshipuram, Brindavan extension, Mahadevapura, Kesare,
Kuvempunagar, Kurubarahalli, Gayathripuram, Bannimantap 1947 to date
1.3 Climate
Mysore has a semi-arid climate and the main seasons are summer from March to June, the monsoon
season from July to November and winter from December to February. The highest temperature recorded
in Mysore was 38.5 °C (101 °F) on 4 May 2006, and the lowest was 7.7 °C (46 °F) on 16 January 2012. The
city's average annual rainfall is 804.2 mm (31.7 in).
Table 1.2 Climate data Mysore

Climate data for Mysore (1901–2000)
Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
Average high 28.6 31.1 33.6 34.3 32.9 29.2 27.7 28 28.9 28.8 27.9 27.5 29.87
°C (°F) -83.5 -88 -92.5 -93.7 -91.2 -85 -81.9 -82 -84 -83.8 -82.2 -81.5 -85.74
Average low 16.2 17.9 20.1 21.2 21 20.1 19.6 19.5 19.3 19.5 18.2 16.5 19.09
°C (°F) -61.2 -64.2 -68.2 -70.2 -70 -68 -67.3 -67.1 -66.7 -67.1 -64.8 -61.7 -66.39
Rainfall mm 4.8 5.1 11.6 62.4 145.7 67.3 74.3 78.6 118 158.7 63.8 14.3 804.2
(inches) -0.19 -0.2 -0.46 -2.46 -5.74 -2.7 -2.93 -3.09 -4.63 -6.25 -2.51 -0.56 -31.66
Source: India Meteorological Department
1.4 Linkages and Connectivity
The city is located in the southern part of Karnataka. The city is well connected by road, rail and airport.
Mysore is connected by National Highway NH-212 to the state border town of Gundlupet, where the road
forks into the states of Kerala and Tamil Nadu. State Highway 17, which connects Mysore to Bangalore,
was upgraded to a four-lane highway in 2006, reducing travel time between the two cities. State
Highways 33 and 88 connect Mysore to H D Kote and Madikeri respectively. The Karnataka State Road
Transport Corporation (KSRTC) and other private agencies operate buses both within the city and
between cities. A new division of KSRTC called Mysore City Transport Corporation (MCTC) has been
proposed. Within the city, buses are cheap and popular means of transport, auto-rickshaws are available,
and tongas (horse-drawn carriages) are popular. Mysore also has a 42.5-kilometre (26.4 mi) long ring road
that is being upgraded to six lanes by the MUDA.
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Mysore railway station has three

lines, connecting it to Bangalore,
Hassan and Chamarajanagar. The
first railway line established in the
city was the Bangalore–Mysore
Junction metre gauge line, which
was commissioned in 1882.All
railway lines that serve the city are
single track, impeding faster
connections to the city. All trains
that connect to Mysore are
operated by Indian Railways. The
fastest train to serve the city is the
Shatabdi Express.
Fig. 1.3 Rail Connectivity – Mysore City

Mysore Airport has scheduled
commercial air services. Spice Jet began operating flights from Mysore to Chennai via Bangalore from 14
January 2013. The airport, which was unused for many years, was put back into use in October 2010,
when Kingfisher Airlines started a daily service to Bangalore. However, this flight was cancelled in
November 2011 because of low profitability. Spice Jet now flies alternative day flights from Bangalore to
Mysore.
1.5 Demographic Profile
Popu la t ion foreca st

1.5.1 Population
40
Population (in
According to the provisional results of the 2011

30
lakhs)
census of India, Mysore had a population of 20

887,446, consisting of 443,813 males and 10
0
443,633 females, The total Population of Urban
2001
2006E
2010E
2020E
2030E
Agglomeration(U/A) is 9,83,893 making it the
second most populous city in Karnataka.
2.5% 3.5% 4.5%
Tourist Population
Fig 1.4: Population Forecast
More than 20 lakh tourists visit the city annually.
Every year, about 5 lakh foreign tourists and dignitaries visit Mysore from Countries like UK, USA, France,
Germany, Netherlands, Italy, Japan, China, Korea, Srilanka, Maldives etc. The foreign dignitaries include
State leaders, Members of Trade Committee, Members of Parliament, and Heads of Global Companies
etc.
A minimum of 2500 to 3000 visitors including overseas tourists visit Mysore everyday. The highest tourist
inflow into the City is during the Dasara festival time and in the months of December and April.
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1.5.2 Population growth rate
The population of Mysore has experienced a spike in the last 4 Table 1.3 Population Growth
decades with the population increasing to 8.87 lakhs in 2011
(Census, 2011) from 3.56 lakhs in 1971 (Census, 1971). Year Population Growth rate
1921 84,000 -
While the growth in the period up to 1971 is attributable to 1931 1,07,000 27.38%
industrialization like automobile and engineering, the growth in the
1941 1,50,000 40.19%
period from 1971 to 1991 is due to the increase in heritage, culture,
1951 2,44,000 62.67%
spiritual tourism and Mysore becoming a regular feature on the
1961 2,54,000 4.10%
tourism circuit.
1971 3,56,000 40.16%
1981 4,79,000 34.55%
Mysore has multiple industrial zones such as Hebbal, Metagalli,
1991 6,53,000 36.33%
Belagola, Belavadi and Hootagalli etc. The growth in the decade of
1991-2001 and in the last five years is largely due to the growth of 2001 7,86,000 20.37%
IT and ITeS industry in the city. The table 1.3 depicts the historical 2011 8,87,000 12.85%
population trends.
1.5.3 Population Density
The population density is 6,910.5 per square kilometer (17,898 /sq mi). The population exceeded 100,000
in the census of 1931 and grew by 20.5 per cent in the decade 1991–2001. According to the census of
2001, 76.8% of the population are Hindus, 19% are Muslims, 2.8% are Christians, members of Scheduled
Castes and Scheduled tribes constitute 15.1% of the population. Approximately 19% of the population lives
below the poverty line, and 9% live in slums.
1.5.4 Gender ratio and age profile
The gender ratio of the city is 1000 females to every 1000 males.
1.5.5 Literacy rate
As of 2011, the literacy rate of the city is 86.84 per cent, which is higher than the state's average of 75.6
per cent. Kannada is the most widely spoken language in the city, while other languages such as Tulu, Tamil
and Hindi are also spoken.
1.6 Urban Economy
1.6.1 Employment distribution
According to the 2001 census data in Mysore urban area, there were 265.973 workers, which costituted
33.28% of the total population. The main workers (i.e. 253,518) accounted for 95.31%. The component of
other main workers (242,237) is 95.55%.(see table 1.4).
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Table 1.4: Industrial classification of workers-mysore-2001

Industrial Classifivation of Workers - Mysore 2001
Main Workers Marginal Workers
Total Workers
Non Workers
Agricultureal
Agricultural
Main Other
Workers in
Workers in
Population
Cultivators
Cultivators
Household
Household
Total Main
Labourers
Labourers
Marginal
Marginal
Marginal
Marginal
Marginal
Workers
Workers
Workers
Workers
Other
Main
Main
Main
Total
Total
Area
MysoreUrban 799,228 265,973 253,518 1,383 1,013 8,885 242,237 12,455 50 152 2,110 10,143 533,255
Percentage
Total Main
Workers 33.28
Percentage
Total Main
Workers 100 0.55 0.4 0.35 95.55 0.4 1.22 16.94 81.44
Source:Master Plan for Mysore-Nanjanagud Local Planning Area-2031
1.7 Land Use Distribution
The general land use pattern of Mysore city owes its origin to its past. The old city is predominantly the
central business district, which scattered around the palace and it is also the heart of the city. The total
area of Mysore city, which was 7569 hectares in 1995, has increased to 15669 hectares in 2011 (see fig
1.5). The growth in recent years is skewed towards Southern Mysore i.e. towards Nanjangud. MUDA/
private developers have developed new layouts in the area like, Vijayanagar and J.P. Nagar. Besides, the
residential layouts the private developers have lined up an array of proposals to develop malls, convention
centres and golf course etc. The land use pattern in 2001 and 2011 are presented below.
Table 1.5:2001 Land use details Table 1.6: 2011 Land use details
Area in % Area Area in % Area
Category Category
hectares 2001 hectares 2011
Residential 2849.91 39.9 Residential 6097.87 43.45
Commercial 215.95 3.02 Commercial 344.07 2.45
Industrial 962.61 13.48
Industrial 1855.05 13.22
Park and open spaces 981.7 13.74
Park and open spaces 1055.05 7.52
Public semi-public 639.69 8.96
Public and semi-public 1180.78 8.41
Transportation 1150.27 16.1
Traffic and Transportation 2380.56 16.96
Public utility 36.48 0.51
Public utility 43.35 0.31
Water sheet 143.99 2.02
Agricultural 162.33 2.27 Water sheet 178.95 1.27
Total 7142.93 100 Agricultural 898.99 6.41
Nehru Loka 2078.14 Nehru Loka 1634.82 -
Total 9221.07 Total 15669.49 100
Fig 1.5: Land use distribution map
5 DULT TTIC
Project Report
1.8 Transport Network Characteristics
1.8.1 Road Network Characteristics
Mysore city has radial and grid-iron pattern road network with arterial roads originating from the city
centre. Palace is the focal point of origin of all arterial roads running radically to outer areas of the city.
The city has 5 main arterial roads, which are also the State Highways (See Fig 1.6) connecting,
Bangalore and Ooty - SH-17

Hunsur and Mangalore - SH-88
H.D. Kote and Manandavady - SH-33
The road network of the city includes three ring roads (refer figure 1.7) viz. outer ring road, intermediate
ring road and inner ring road and also arterials roads, sub-arterial roads, collector roads and others. The
three ring roads not only collect traffic from other roads but also act as by-pass roads at their respective
locations in order to avoid congestion especially at the core of the city. The details are as follows:
LEGEND
Zonal Boundary
LEGEND
Roads
Zonal Boundary
SH- 17
SH-17 - Bangalore and Ooty Rd

SH-88 - Hunsur and Mangalore Rd Roads
SH-33 - H.D.Kote and Manandawadi Rd Outer Ring Rd
NH-212 Nanjangudu Rd
Intermediate Ring Rd
Inner Ring Rd
Rd
KRS Rd
SH- 17
KR S
Rd
Bangalo
Hebbalu
Lake
i
d
hall
Outer Ring Rd Hebbalu
lli R
Lake
gun
Dodda Kere
Outer Ring Rd
nha
re - Oo
Ring Rd Ring Rd
SH
Na
Dodda Kere
- 88
gu
Columbia Asia
Ring Rd
KRS Rd
KRS Rd
Na
Hospital
25
ty Rd
th
Cr
Columbia Asia
Hu
os
25
s Rd
Hospital
nsu
Mysore Ban
Intermediate
Ou
Ring Rd
th
rR ter Hu
d
Cr
Mysore
Rin Rd nsu
r Rin
os
SH
SH- 17
ra Rd
Ja
Ring Rd
-8
Hi Tension Double Rd
w
aM
g
sR
Rd pu gR Rd
d
ain
Te
8 va
lli R
d
Rd
Vijaynagar
na
ra
d
Kannada Parishath Rd
li Ra
de
KRS Rd
pu
Water Tank
Ja
ma
alli Rd
Bangalo
ha
Te
nha
w
va
Rd
galore
Vijaynagar
na
Ma
aM
li
Hu de
Devarahere
Nagunh
Sayyaji Rao Rd
Ra
Gen
Water Tank
ma
e
Contour Rd
nsu ha
KRS Rd
ain
er
gu
at
Lake
Rd
al
ji R
Rd
Ma
Th
i
r R Devarahere Sayyaji Rao Rd
Rd edi
ivaj
Contour Rd
Rd
a
im
Gen
Na
Sh
d Lake
m
o Rd
Shiv
ai
er
g Rd
Rd
ng m
ah
re Rd
al
Ra
T hi
Rd
Ri ter
Rd
aji
m
Kalidasa Rd
Main Rd
m
SH
Sayy
ai
Rd
ra
In
Outer
ah
-8
Outer Rin
a Rd
Kalidasa Rd
Rd
Rd
pu
Ring Rd
ur
8
o Rd
m
Pulkeshi Rd ap
va
Rao
ev
la
ad
Rd
Bogadi 2nd Stage Main Rd
de
Ra
Mah
Pulkeshi Rd
aji
ku
Dr.Rajkumar Rd
e Rd
ha
KR
aji
Inner
pl
yy
S Rd
e
Ring
Ring
m
yy
Go
Sawday Rd
Ma
pl
Dr.Rajkumar Rd
Sa
Te
Hu
Ashoka Rd
Bogadi 2nd Stage
Sa
Sawday Rd
d
m
SR
Hy
Ring Rd nsu Sawday Rd

de
Campus Rd
Te
Chaduranga Rd
KR
SH- 17
rR
Vin
Ashoka Rd
ra
obha Sawday Rd
o Rd
Rd
li
Rd
Rd
SH- 88 d
Rd
Hy
Irwin Rd
Ra
Campus Rd
Vin
de
aji
obh
Chaduranga
Irwin Rd
ra
yy
aR
Sa
li R
Kukkarahalli
JLB Rd
JLB Rd
Bogadi
Ring Rd
DD Urs Rd Alb d
d
Post Office Kere Kere ert Melapur Project
Inner
Victor Bannur Rd
NS Rd
Highway 33
Mirza Rd
Bogadi Rd Bogadi Rd
di Rd
Ramavilas
Rd Rd
Lokaranjan Mahal Rd
Water Tank State Post Office
Bogadi Kukkarahalli
Kere
DD Urs Rd Alb
ert Bannur Rd Melapur Project
Ramavila
Kere Victor
NS Rd
Boga s Rd
Rd
Ramavilas
Mirza Rd
JLB Rd
Rd Water Tank
Inner
Rd
Rd
Karanji Tank
Rd
Bogadi
SH
State Highway 33
Karanji Kere
Rd
Lokaranjan Mahal Rd
BN T.N Bogadi Rd
Double
Chamara Ramavila
Sayyaji Rao Rd
SH- 33
JLB Rd
Bund Rd
jChamaraj
Double s Rd
Ring Rd
Rd Rd
Double
Adichunchanagiri Rd
Bogadi Rd
-1
Rd
Rd
Karanji Tank
ar
Rd
NS Rd
BN
Karanji Kere
Oute
aji Rao
Chama raj
as T.N
7
Double
Vanivilas
Bund Rd
ip
Chamaraj
Double Rd Double
anava
Double Rd
Intermediate Rd
Sayy
MG Rd Lalitadripura Rd
ar
NS Rd
ur as
aR
r Rin
Vanivilas
New Kantharaj Urs Rd
Ring Rd Double Rd
MG Rd ipu
Vishwam
anava
a Rd
Rd
d N La
New Kantharaj Urs Rd lita ra
Ramanuj
H-
SH- 33
Ring
d Rd
Vishwam
Rd
NS Rd
g Rd
3
Rd
21 rip
y3
Ramanuja
Rd
ura
Ambedkar
2
agiri Rd
33
ble
JL
NS Rd
Rd
Dou Rd
B
wa
JL
Rd
ava Rd
S H-
Ambedkar
B
Adichunchan
an Udayaravi Rd ble d
Kollegal Hwy
Nilgiri Rd
igh
hw
am
ava
Dou Rd lR
Hil
Vis
Udayaravi Rd
te H
an
NH-212
Nilgiri Rd
di
am
hw
4th Main 16th Cross Rd Vis n Rd
mu Hill
Chamundi Hill Rd
Sta
Chamundi Hill Rd
g Rd a ndi
Outer Ring Rd
Rin Ch
4th Main 16th Cross Rd
mu
Cha
3
Kozhikode-Mysore-
y3
33
wa
Sewage Treatment
SH-
Ring Rd
igh
Lingambudhi Plant
Sewage Treatment
Kere
te H
NH-212
Lingambudhi Plant
Prasunayakana
Kere
Sta
e Rd Kere
HD Kot
Prasunayakana
Rd
e Rd Kere
Rin HD Kot
i
ad
gR
d
Uttarahalli Rd
d
av
d
iR
Utanahalli
gR
nd
ad
Kere
Rin Utt
na
av
g Rd a ra Utanahalli
Outer Rin
Ma
nd
Dalwayi Lake hall Kere

na
iR
NH-212
Ma
d
33
Dalwayi Lake
Ring Rd
SH-
Fig. 1.6 Ring roads in Mysore Fig. 1.7 Ring Roads
The existing road details in the city are provided in the table 1.6 below:
Table 1.7 Road Transport Characteristics
Road and road transport

Municipal Roads (km.) 1,093
PWD (km.) 57.78
NH (km.) 5
SH (km.) 45
Outer Ring Road (km.) 32.2
Intermediate Ring Road (km) 21.7
Inner Ring Road (km) 7.12
Public Transport
6 DULT TTIC
Project Report
- Number of Buses (both inter and intra city) 767

- Bus Capacity / passengers(Ratio) 255
Private Registered Vehicles 2,89,278
Source: Mysore-City Development Plan
Roads form an important component of physical infrastructure to promote economic development and
growth. The status of roads is therefore a significant indicator of the economic well being of the society.
About 1176 km (MC + PWD + NH) of road network connects various parts in Mysore. The city has a road
density of 8.58 km per sq. km and 1.45 km road length per 1000 persons. City’s main road network
comprises the following roads and intersections.
Major roads forming the main road network in the city are as follows (refer table 1.7 and figure 1.9) LEGEND
Zonal Boundary
Roads
Lakes
Arterial Roads
SH-17 - Bangalore and Ooty Rd

SH-88 - Hunsur and Mangalore Rd
SH-33 - H.D.Kote and Manandawadi Rd
Outer Ring Rd
Intermediate Ring Rd
Table 1.8 Major Roads Inner Ring Rd

Major Roads
Rd
KRS
Rd
Hebbalu
Sl. Length Lake
i
hall
Ring Rd Ring Rd
gun
Dodda Kere
Ring Rd
Na
KRS Rd
No Major Road in Kms Columbia Asia
25
Hospital
Ring Rd
th
Hu
Cr
Mysore
nsu
os
rR Rin
d
1 M.G Road 1.62
sR
gR
Rd
Rd
d
d
Hi Tension Double Rd ra
i
pu
Ja
hall
Bangalo
Te
w
va
Vijaynagar
na
aM
li Ra
Hu Water Tank
de
gun
m
nsu ha
a Rd
KRS Rd
ain
Rd
2 Vani Vilas Road 1.14 r R Devarahere Contour Rd Sayyaji Rao Rd aji Ma
Rd
Gen
Na
d Lake
Shiv
er
re Rd
al
Th
Rd
im
Rd
m
aiah
Rd
Kalidasa Rd ra
Rd
pu
Ring Rd
Rd
m
Main
a
ev
ao
la
d
Jhansi Rani Lakshmi Bai
R
Pulkeshi Rd
eR
d
ku
ha
aji
Ring
Sayy
Go
Ma
Dr.Rajkumar Rd
pl
Hu d
Bogadi 2nd Stage
m
nsu SR
2.78 Sawday Rd
Te
rR KR
Ashoka Rd
Sawday Rd
Rd
Rd
d
Hy
ao
Campus Rd
Vin
3 (JLB) Road
de
aji
obh
Chadurang
Irwin Rd
ra
Sayy
a
li R
Rd
JLB Rd
d
Bogadi Kukkarahalli
Post Office Kere Kere
DD Urs Rd Alb
ert Victor
Bannur Rd Melapur Project
NS Rd
4 Chamaraja Double Road 2.56 Ramavilas
Rd Rd Mirza Rd
Water Tank
Rd
Bogadi State Highway 33
Rd
Lokaranjan Mahal Rd
Bogadi Rd a Rd Ramavil
Sayyaji Rao Rd
as Rd
JLB Rd
Bogadi Rd
Adichunchanagiri Rd
Rd
Karanji Tank
BN
Chamaraj Karanji Kere
T.N
Double
Bund Rd
Chamaraj
DoublDouble
e RdRd
ar
NS Rd
as
5 Devaraja Urs Road 0.95
Vanivilas
MG Rd ipu
Double Rd
anava
Rd
La
New Kantharaj Urs Rd lita ra
Ring
Vishwam
Rd
Rd
dr
3
ipu
Ramanuja
y3
ra
NS Rd
Rd
Rd
wa
JL
6 Kantharaja Urs Raod 5.7 Rd
Ambedkar
ble B d
Kollegal Hwy
igh
ava
Dou Rd lR
Udayaravi Rd Hil
te H
an Nilgiri Rd
di
am
hw
Vis
un Rd
Hill
Sta
g Rd am ndi
7 Lokaranjan Mahal Road 0.72 Rin 3
Ch
Cha
mu
Kozhikode-Mysore-
y3
wa
Ring Rd
Maharana Pratapa
igh
Sewage Treatment
te H
Plant
2.54
Lingambudhi
Kere
Sta
Prasunayakana
8 Simhaji Raod Rin

gR
HD Kot
e Rd Kere
d
d
iR
d
gR
ad
Rin Utt
av
a rah Utanahalli
nd
9 T.Narsipura Road 2.48 alli Kere

na
Rd
Ma
Dalwayi Lake
Ring Rd
10 Vinoba Road 0.94

11 Dhanvantri Road 0.8 Fig. 1.8 Classification of roads
12 Ramanuja Road 1.72 LEGEND
Zonal Boundary
13 Sayyaji Rao Road 5.11

Rd
Roads
KRS
Arterial Rd
Sub-Arterial Rd
14 Ashoka Road 1.37
Rd
Hebbalu
Lake
i
hall
Ring Rd Ring Rd
15 Irwin Road 1.5
gun
Dodda Kere
Ring Rd
Na
KRS Rd
Columbia Asia
25
Hospital
Ring Rd
16 Karanki Tank Bund Road 0.74

th
Hu
Cr
Mysore
nsu
os
r Rd Rin
sR
gR
Rd
Rd
d
d
Hi Tension Double Rd ra
i
17 Dr. B.R Ambedkar Road 2 pu

hall
Bang
va
Vijaynagar
Hu Water Tank e
gun
nsu ad
KRS Rd
Rd ah
alore Rd
r Devarahere
Rd Lake Contour Rd Sayyaji Rao Rd aji
Na
M
Shiv
18 Race Course Road 1.26 Rd
Main Rd
Rd
Kalidasa Rd ra
pu
Ring Rd
va
la
de
eR
ku
ha
Ring
Go
19 A.V Road 0.75 a

Dr.Rajkumar Rd
pl
Hu d
Bogadi 2nd Stage
M
Ashoka Rd
m
nsu SR
d
Te
oR
r KR
Rd
Rd
Ra
Campus Rd
Vin
yaji
obh
Chadurang
Say
20 Mirza Road 0.72 aR

JLB Rd
d
Bogadi Kukkarahalli DD Urs
Kere
Rd Al
bert Bannur Rd Melapur Project
NS Rd
Post Office Kere Victo

Rd r Rd
Ramavilas
Water Tank
Rd
Bogadi State Highway 33
21 Seshadri Iyer Road 0.56
Rd
a Rd
Bogadi Rd
JLB Rd
Adichunchanagiri Rd
Bogadi Rd
BN
Chamaraj Karanji Kere

Double Rd
Chamaraj Double
Rd T.N
ar
Vanivilas as
Double Rd MG Rd ip
Rd
22 Ramavilas Road 2.76 New Kantharaj Urs Rd

La
lita ur
aR
Ring
dr
3
d ipu d
y3
le R
NS Rd
Rd
ub ra
Do Rd
wa
Ambedkar
PROPOSED CLASSIFICATION va JL
23 Adichunchanagiri Road 1.83 na B
Rd
Kollegal Hwy
igh
OF ARTERIAL AND ma Rd ll
wa Udayaravi Rd Hi
te H
SUB-ARTERIAL ROADS h Nilgiri Rd

Vis di
un l Rd
Sta
ARTERIAL ROADS
g Rd am nd i Hil
24 Sawday Road 1.83 OUTER RING ROAD Rin 4th Main16th Cross Rd
Ch
Cha
mu
3
Kozhikode-Mysore-
ay 3
INTERMEDIATE RING ROAD

INNER RING ROAD
hw
Ring Rd
25 Lalith Mahal Road 2.47

Hig
RADIAL ROADS Sewage Treatment

Lingambudhi Plant
te
SUB-ARTERIAL ROADS Kere

Sta
Prasunayakana
26 Chamundi Hill Road 12.9 DEVARAJ URS ROAD

RAM VILLAS ROAD Rin
gR
HD Kot
e Rd Kere
d
d
iR
d
gR
ad
SAYYAJI ROAD
Rin Utt
av
ara Utanahalli
27 Madhavachari Road 0.88

nd
VISHWAMANAVA ROAD hall Kere

na
i Rd
Ma
ASHOKA ROAD Dalwayi Lake

MG ROAD Ring Rd
BANNUR ROADS
LALITH MAHAL ROAD
UDAYARAVI ROAD
TITLE :
SUCE ROAD
ARTERIAL AND SUB-ARTERIAL
ADICHUNCHUNAGARI ROAD
Fig. 1.9 Major roads ROADS
7 DULT TTIC
Project Report
1.8.2 Major Intersections
The total no. of intersections in Mysore city is 210 out of which 30 have traffic signal lights, 22 have
blinkers and 158 are controlled manually by policemen. Table 1.8 shows some of the major intersections:
Table 1.9 Some of the major intersections
Sl. No Name of Intersection No. of Arms

1 Nazarabad Circle 5
2 FTS Circle 6
3 Five Light Heritage Circle 5
4 Gun House Circle 5
5 Chamundipuram Circle 4
6 Krishnadevaraya Circle 4
7 Balal Circle 4
8 Harding Circle 6
9 Rana Circle 4
10 Kempegowda Circle (Gokulam Circle) 4
11 Trinetra Circle 4
12 Surya Bakery Circle 4
13 Lokaranjan Circle 4
14 Tipu Circle 3
15 LIC Circle (Millennium Circle) 3
16 KR Circle 4
1.9 Traffic Management- Parking
The parking areas are an important component in the urban transportation network. The parking areas
become very important in the commercial activity areas and public activity area, where the traffic
movement will be heavy. The location of parking area facility in demarcated areas are at six places and are
identified by the Mysore city traffic police which have a total Two wheeler capacity of 1435 and LMV
vehicle capacity of 540 and Heavy vehicle capacity of 50. Apart from the above demarcated parking area
identified, the off street parking facilities are available where heavy traffic movement or public activity is
observed.
Regarding on street parking as many as 22 roads have been identified by the Mysore traffic police where
total parking capacity of 6,305 two wheelers, 660 number of LMV vehicle are available.
1.10 Traffic Safety
The rate of accidents in Mysore has increased many folds over the years. The following table shows the
fatal and injured type of accidents for the year 2001-2012.
Table 1.10 Accident data

Year Number of Cases Number of persons Total
Fatal Non Fatal Killed Injured cases
2003 77 514 90 618 591
8 DULT TTIC
Project Report
Year Number of Cases Number of persons Total

Fatal Non Fatal Killed Injured cases
2004 95 614 101 773 709
2005 102 768 106 995 870
2006 151 754 154 1014 905
2007 156 899 164 1126 1055
2008 164 805 171 1011 969
2009 128 832 136 887 960
2010 132 794 137 1031 926
2011 108 825 111 1049 933
2012 130 754 137 948 884
1.11 Vehicular Growth and Composition
1.11.1 Vehicular Growth
Growth of Vehicles over the Period 1970-2007 (in Thousands) is presented in the table 1.10 below. Figure
1.10 is the graphical representation of vehicular growth rate.
Table 1.10 Vehicular growth

Vehicles 1970 1976 1981 1986 1989 1996 2003 2007 2008
4 Wheelers 2.1 2.8 3.3 4.8 5.7 11.3 26.1 35.5 38
2 Wheelers 2.6 8.2 18 45.1 68.1 128.3 223.3 290.2 320.8
Truck 0.9 1.2 1.4 2.1 2.3 3.7 5.1 6.2 6.8
Bus/Minibus 0.5 0.7 0.7 1 1.3 1 3.6 4.8 5.2
Auto - - - - - - 12.2 14.8 16.2
Others - - - - - - 6.9 8.96 9.2
Total 6.1 12.9 23.3 53.1 77.4 144.3 277.2 360.5 398.6
Table 1.1: Growth Rate and Share in Total Vehicles for Different Modes:
Vehicle GR.RATE
(in thousands) 2002 2003 2004 2005 2006 2007 2008 (%)
2 Wheeler 221.6 223.3 240.4 242.2 263.5 290.2 320.8 5.5
Car 23.9 24.2 26.7 26.9 29.6 33.2 37.1 6.7
Taxi 1.2 1.2 1.2 1.3 1.4 1.7 1.9 6
Auto 12.1 12.2 13 13 13.7 14.8 16.1 4.1
Buses 2 2 2.3 2.3 2.5 2.8 3 6.8
Omni Bus 2.3 2.3 2.4 2.4 2.6 2.8 2.9 4.3
Goods 11.8 11.9 10.2 10.3 11.9 14.5 16.1 4.2
Others 0.6 0.6 0.7 0.7 0.7 0.7 0.7 3
Total 275.5 277.7 296.8 299 325.8 360.6 398.6 5.5
It can be seen that two wheelers have the maximum share which is 80-81% of the total vehicles. Share of
cars have increased from 8.7% to 9.2 %. There is marginal increase of 0.1% in share of buses over the
period. Various modes of vehicles have grown from 4 times to 25 times with the highest growth seen in
two wheelers and cars. The growth of private vehicle suggests the lack of public transport which is not
able to suffice the needs of the citizens combined with increased average per capita income of the
residents.
9 DULT TTIC
Project Report
As a number of layouts have been

developed during the period 1981-91 the
total road network exceeds 600 kilometers.
The road capacity in older part of the city
has remained same while the quantum of
traffic has increased significantly. Few
statistics on the current status are as above.
1.11.2 Major Transportation Nodes

Fig. 1.10 Growth of vehicles over years
Figure 1.11 illustrates public transport coverage and 1.12 illustrates major transportaion nodes in the city.
EXISTING BUS TERMINALS

1. CENTRAL BUS STATION
KRS Rd
SH- 17
2.CHAMUNDI HILL BUS STATION
Rd
d
Hebbalu 3.KUVEMPUNAGARA BUS STATION

lli R
KRS
Lake
Outer Ring Rd
ha
4.MOFFUSIL BUS STATION

gun
Dodda Kere
Outer Ring Rd
Rd
Hebbalu
SH
Na
5.RSN BUS STATION

- 88 Lake
alli
Columbia Asia
KRS Rd
Hospital
Ring Rd Ring Rd
unh
25
th
Dodda Kere 6.SATHGALLI BUS STATION

Cr
Hu 7
os
s Rd
Ring Rd
Nag
Mysore
nsu
Intermediate
Ou
KRS Rd
rR ter
d d
Columbia Asia 7.YELLAWALLA BUS STATION
25
Rin
aR
Hospital
SH 3
SH- 17
Ja
Ring Rd
th
Ring Rd
-8
w
aM
g Rd ur Hu
Bangalo
ai
ap
Cr
Te
Mysore
n
8 Vijaynagar Rd
nsu
na
ev 5
li Ra
os
r Rin
Bogadi 2nd Stage Main Rd
KRS Rd
Water Tank
d Rd
alli Rd
ma
ha
sR
gR
Rd
Rd
d
Ma d aR EXISTING BUS DEPOTS
Devarahere
Nagunh
Sayyaji Rao Rd
d
Gen
e
ur
Contour Rd
i
er
at
Lake
re Rd
Jaw
hall
al
Bangalor
i Rd
ap
Te
Th
Rd edi
ivaj Vijaynagar
na
im
ev
a
li Ra
o Rd
Sh
m
Hu
ai
M
g Rd
Water Tank
un
ng m
ad
ah
ma
1
Ra
nsu
KRS Rd
1.BANIMANTAPPA
ain
Rd
Rd
Rd
Ri ter
ah
aji
Kalidasa Rd
Nag
SH r R Devarahere Sayyaji Rao Rd aji
Sayy
Contour Rd
Rd
Ge
In
M
Outer
d Lake
Shiv
ne
-8
Outer Rin
a Rd
Rd
ra
ur
2. KUVEMPUNAGAR
l Th
8 Pulkeshi Rd
e Rd
ap
Rao
ev
im
ad
d
Rd
m
aR
Mah
aiah
Rd
aji
3
Dr.Rajkumar Rd
e Rd
ur
KR
Inner Kalidasa Rd
pl
yy
Rd
3. SATHGALLI
Chaduranga Rd
S Rd
Ring
m
Ring Rd
o Rd
Sawday Rd
ap
lam
Main
Sa
Te
Ashoka Rd
Sawday Rd
ev 6
Hy
Rd
Ring Rd
Ra
Pulkeshi Rd
de
ad
ku
Campus Rd
aji
SH- 17
Vin
ra
ple
obha
h
Ring
Sayy
Rd
li
Go
Ma
Dr.Rajkumar Rd
Rd
SH- 88 Hu
Rd
Irwin Rd
PROPOSED BUS TERMINALS
Bogadi 2nd Stage
d
m
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Sawday Rd
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Bogadi Rd Lokaranjan Mahal Rd
d 2. SACHANAND ROAD
Rd
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Karanji Tank
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Ring Rd Kere
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-1
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as Bogadi State Highway 33

7
Vanivilas
Rd
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Bogadi Rd
Ramavil
Double Rd
ipu
Sayyaji Rao Rd
anava
MG Rd
Intermediate
JLB Rd
as Rd
Sayy
Lalitadripura Rd
Adichunchanagiri Rd
Bogadi Rd
Rd
Rd
Karanji Tank
ra
BN
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r Rin
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New Kantharaj Urs Rd
Ring Rd T.N
Double
Rd PROPOSED BUS DEPOTS

a Rd
Vishwam
Bund Rd
Chamaraj
DoublDouble
e RdRd
NS Rd
NH ar
Ramanuj
as
SH- 33
Vanivilas
NS Rd
g Rd
-2
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anava
Double Rd
ip
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li 1. VIJAY NAGAR
33
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ava rip
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av
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an
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Nilgiri Rd
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g Rd
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Sewage Treatment Roads

SH-
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Lingambudhi Plant Arterial Roads

Kere 2
Ring Rd
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igh
Prasunayakana Sewage Treatment

Sub-Arterial Roads
te H
e Rd Kere
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d
iR
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ad
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av
Utanahalli e Rd Kere EX.BUS TERMINALS

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nd
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d
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d
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g Rd d PR.BUS TERMINALS
Outer Rin gR
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ad
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av
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ara Utanahalli EX.BUS DEPOTS

nd
33
h all Kere
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NOT TO SCALE
Fig. 1.11 Public Transport Coverage Fig. 1.12 Bus terminals and Depots
1.12 Primary data collection
A set of primary surveys such as opinion survey/interviews, traffic volume counts, Road network
inventory/Topographical survey was carried out for feasibility study for setting up of the Public Bicycle
sharing for Mysore city and the high lights of the same is presented in the following sub sections.
1.12.1 Opinion Survey:

Opinion survey of about 1000 samples was conducted around the study area which included Tourist place,
Parks, and major commercial centers etc which had the following questions in it,
Incidence of short trips and the mode of transportation used

awareness of the public bicycle concept
interest in using public bicycles, if they were available
willingness to pay for using public bicycles, if they were available
support for increased outdoor advertising to help fund for public bicycles
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From the opinion survey, it is clear that people are willing to pay a sum of Rs. 5/- per hour and majority
(92%) is willing to use cycles.
1.12.2 Traffic Count Survey
The objective of the survey is to estimate the classified vehicular volumes on the main radial roads in the
study area. The counts were conducted for 12 hours through Metro count vehicle classifier system.
From the traffic count data it is evident that the traffic density on the identified locations (all major radial
roads) is moderate and hence creating Public bicycle sharing programme at Mysore is feasible.
1.12.3 Bus Stop Interview Survey
The objective of the survey was to establish user potential for setting up of PBS. Findings of the bus stop
interview survey conducted at several locations on the selected stretches in the study area are given below.
The Questionnaire includes origin, destination, distance travelled trip purpose, trip frequency, monthly
tarvel expense, mode of travel, use of cycles, and willingness to shift mode.
From the opinion survey, it is clear that people are willing to shift to cycles mainly for short trips. The CDP
for Mysore is a statutory document which addresses the city’s growth up to 2015 by facilitating and
regulating the development in an orderly and sustainable manner.
Survey formats used for collection of primary data is presented as Annexure 4 and the survey details are
presented in Annexure 5.
1.13 Organistaion of chapters
The rest of this document is divided into the following chapters

Overview of the planning of NMT facilities; goals and objectives are given in this
Chapter 2 chapter
Gives information about the general principles involved in the planning of NMT
facilities. Types of bicycle facilities, their selection criteria; importance of
pedestrian facilities, their integration with the bicycle facilities are described.
This chapter also provides the corridor-wise planning, shared routes, safe routes
Chapter 3 and Design of the bicycle facility.
Chapter 4 Components of bicycle network.
Chapter 5 Design of walkway network.
Chapter 6 Costing and Implementation Plan.
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Chapter 2:
Planning of NMT facilities
2.1 Introduction
Conventional traffic/transport studies focus on vehicular movement rather than NMT. While large
investment was made to improve vehicular traffic flow,
minimal budget has been allocated to improve the
convenience/safety of NMT. The importance of pedestrians
and NMVs in Indian cities has largely been neglected in
planning for mobility improvement, and Mysore is no
exception to that. Motorized trips, however, also involve
walking and cycling as feeder or transfer. A high percentage
of trips below 3 to 4 kilometers in Mysore are performed by
walking or NMVs, such as bicycles and Tangos there is an
acute need to improve NMT facilities and safety
considerations.
It is important to have the NMT network well integrated with the other road network within the study area.
The integrated network should strive for the following Goals:
GOAL 1:
Mobility and Accessibility –Maximum number of people should be able to move fast, safely and
conveniently through the integrated network.
GOAL 2:
Safety and Comfort –Make streets safe clean and walkable, create climate sensitive design.
GOAL 3:
Ecology –Reduce impact on the natural environment; and Reduce pressure on built infrastructure.
The planning of NMT network should consider the following principles:
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All roads within the network under consideration should be made pedestrian, disabled and bicycle
friendly.
All transit stations and stops need to be connected to the local streets by adequate pedestrian facilities.
Provision for introducing cycle lanes, pedestrian and disabled friendly features on roads.
There are many specific ways to improve non-motorized transportation:
Improve sidewalks, crosswalks, paths and cycle lanes.
Correct specific roadway hazards to non-motorized transport (sometimes called “spot improvement”
programs).
Improve NMT Facility Management and Maintenance, including reducing conflicts between users, and
maintaining cleanliness.
Increase road and path Connectivity, with special non motorized shortcuts, such as mid-block
pedestrian links etc.
Street furniture (e.g., Signages and street poles).
Traffic Calming, Streetscape Improvements, Traffic Speed Reductions, Vehicle Restrictions and Road
Space Reallocation.
Safety education, law enforcement and encouragement programs.
The roads within the study area are mainly arterial roads. The road hierarchy guidelines mandate inclusion
of cycle lanes and footpaths as part of the road cross-section. These are streets where the through traffic is
high, especially during peak periods; as they connect to the higher volume, higher speed arterials. Besides,
these roads serve commercial as well as institutional traffic.
Buses also ply on most of the roads under consideration. These roads have high level of activity, as they
serve commercial needs like big retail outlets, banks, restaurants, etc. They also support and enhance the
social life of the area. Residents should feel safe and comfortable and the area needs to be connected to the
rest of the City by public transit and pedestrian and non-motorized modes.
Source: World Wide Web
2.2 Design Elements
The Consultants will focus on several design elements while planning the NMT network. The key design
components of this project are cycle tracks, walkways, drainage, officially-designated parking, access
management, streetscaping/landscaping, room for utilities, and quality of workmanship. Junction design is
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critical for safety and movement. A brief description of each element is followed by a more in-depth
discussion in the later sections:
1. Drainage: Critical to the success of the project, good drainage will eliminate a major obstacle to comfort
and attractiveness: standing water and splashing from passing traffic. A reduced curb height makes the
cycle tracks and walkways more accessible and inviting, and it helps with driveway and access design.
2. Cycle tracks: Separation creates a more attractive

environment for cyclists; elevation makes cyclists more
visible to motorists.
3. Walkways: Pedestrians need a clear, obstacle-free area

with a smooth surface
4. Property access: Multiple poorly designed accesses to

private property create obstacles for walkers; they also
create inefficient access and drainage problems for
adjacent properties.
5. Designated parking: On-street parking is located directly

at the back of walk for short-term customer use; long-
term employee use must also be regulated so valuable
space is not taken from pedestrians, cyclists and other
users.
6. Bus Stops: Buses operate on several of the streets in

mixed traffic, and pull over to the curb to pick up and
drop off passengers. The proposed bus stop designs will
make it easier for operators to stop and pull back into
traffic, and easier for passengers to board and alight.
7. Streetscaping/landscaping: Street/landscaping provides

opportunities for beautification and for stakeholders to
express their creativity and imagination, adding
spontaneity and charm to the street.
8. Quality of workmanship: All of the recommendations

are accepted practices that have proven successful
elsewhere and will improve the quality of the experience for users, but only on the condition they are
well-constructed and maintained. NMT users have very little tolerance for uneven surfaces, so the final
product depends on contractors and inspectors being conscientious and understanding the end-users’
needs.
9. Junction and midblock crossing design: Most crashes occur at junctions, and most of those involve
turning movements. Junctions are also where most traffic back-ups occur. Junction designs must
carefully balance safety for all users and capacity.
10. Midblock crossing design: Long distances between junctions limit crossing opportunities, so it is also
vital to provide legitimate midblock crossings with median breaks between junctions.
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Issues relating to non motorized vehicles and pedestrians are addressed in this report separately as the
nature of their movement and requirements are different. There is no single correct solution to providing
suitable infrastructure for NMVs. Strategies that emphasize traffic restraint, speed reduction and
promotion of environmentally friendly modes will tend to benefit NMVs. Different scenarios for NMVs
require the consideration of techniques for managing them. In the end, the success of the chosen scenario
will depend upon the effectiveness of the techniques for implementing it. It is important to regularly review
NMV transport in order to monitor flows and usage characteristics for future planning and for evaluating the
effectiveness of any measures.
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Chapter 3:
Planning and
Designing of Bicycle Network
3.1 Introduction
Bicyclists have the same mobility needs as every other user of

the transportation system and use the roadway system as their
primary means of access to jobs, services and recreational
activities. Planning for potential bicycle use should be integrated
into the overall transportation planning process.
Plans for implementing bicycle projects should be consistent

with community’s transportation plan and should reflect overall
community goals. Some zoning ordinances and subdivision
regulations inhibit bicycle use and may need to be amended to
support shared use paths and bicycle-compatible roadway
design, bicycle parking and land use policies.
Figure 3.1 – Bicycle Design Standards
Source: Bicycle design facility, Tool kit
3.2 Bicycle
As shown in Figure 3.1, bicyclists require at least 2 ft (0.6m) of essential physical space based solely on
their profile. An operating space of 4ft (1.5m) is assumed as the minimum width for any facility designed
for exclusive or preferential use by bicyclists. Where the bicyclists have to travel adjacent to other motor
vehicles, a more comfortable operating space of 2 m is desirable.
The Indian Road Congress (IRC: 11- Design and Layout of Cycle Tracks) states that the minimum width
required for one cycle is one meter and it recommends that the minimum width of the cycle track be 2
meters. When an additional lane is provided for the bi-directional movement of the cycles, the total
minimum width of the bicycle lane is 3 meters.
3.3 Bicycle User
Three categories (A, B and C) of bicycle users normally use the bicycles.
They include:
Advanced or experienced riders generally use their bicycles as they

would a motor vehicle. They ride for convenience and speed and want
direct access to destinations with a minimum of detour or delay. They
are typically comfortable riding with motor vehicle traffic.
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Basic or less confident adult riders may also be using their bicycles for transportation purposes, e.g., to
get to the store or to visit friends, but prefer to avoid roads with fast and busy motor vehicle traffic unless
there is ample roadway width to allow easy overtaking by faster motor vehicles.
Children may not travel as fast as their adult counterparts but still require access to key destinations in
their community, such as schools, convenience stores and recreational facilities.
3.4 Types of Facilities
Selection of a bicycle facility type is dependent on many factors, including the ability of the users, specific
corridor conditions and facility cost. The descriptions below provide an overview of each facility type and
general design.
Least protected Most protected
Figure 3.2 – Types of Facility and General Design
3.4.1 Shared Roadway (No Bikeway Designation)
Most bicycle travel now occurs on streets without bikeway designations. This probably will be true in the
future as well. In some instances, the existing street network may be fully adequate for efficient bicycle
travel and signing and striping for bicycle use may be unnecessary. In other cases, some streets may be
unsuitable for bicycle travel at present, and it would be inappropriate to encourage bicycle travel by
designating the routes as bikeways. These types of streets offer shared roadway to the cyclists without
any bikeway designation.
Width is the most critical variable affecting the ability of a roadway to accommodate bicycle traffic. In
order for bicycles and motor vehicles to share the use of a roadway without compromising the level of
service and safety for either, the facility should provide sufficient paved width to accommodate both
modes.
Shared roadways without any bikeway designation is not safe for the bicycle riders and will discourage
them from using cycles. Hence, we will not be recommending this type of facility in the present study.
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3.4.2 Signed Shared Roadway
Signed shared roadways are those that have been identified by

signing as preferred cycleroutes. There are several reasons for
designating signed cycleroutes:
a. The route provides continuity to other bicycle facilities such

as cyclelanes and shared use paths.
b. The road is a common route for bicyclists through a high
demand corridor.
c. The route extend along local neighborhood streets and
collectors that lead to an internal neighborhood
destination such as a park, school or commercial district.
Signing of shared roadways indicates to cyclists that there are

particular advantages to using these routes compared to alternate
routes. This means the responsible agencies have taken action to
ensure these routes are suitable as shared routes and will be
maintained.
The following criteria should be considered prior to signing a
route:
a. The route provides through and direct travel in bicycle-

demand corridors.
b. The route connects discontinuous segments of shared
use paths, cyclelanes and/or other cycleroutes.
c. An effort has been made to adjust traffic control devices
to give greater priority to bicyclists on the route, as
opposed to alternative streets. Figure 3.3 Typical bicycle route signing
d. A smooth surface has been provided (e.g., adjust utility Source: Bike Book, AASHTO 1999
covers to grade, install bicycle-safe drainage grates, fill
potholes, etc.)
e. Maintenance of the route will be sufficient to prevent accumulation of debris (e.g., regular street
sweeping).
Typical bicycle route signing is shown in figure 3.3 for these signs to be more functional, supplemental
destination plates should be placed beneath them when located along routes leading to high demand
destinations. The signs must be placed at every 500 meters, every turn and at intersections.
3.4.3 Cycle Lane or Bicycle Lane
Cyclelanes are established with appropriate pavement markings and signing

along streets in corridors where there is significant bicycle demand and where
there are distinct needs that can be served by them.
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Cyclelanes are intended to delineate the right of way assigned to bicyclists and motorists and to provide for
more predictable movements by each. Cyclelanes also help to increase the total capacities of highways
carrying mixed bicycle and motor vehicle traffic. Another important reason for constructing cyclelanes is to
better accommodate bicyclists where insufficient space exists for comfortable bicycling on existing streets.
This may be accomplished by reducing the width of vehicular lanes or prohibiting parking in order to
delineate cyclelanes. In addition to lane striping, other measures should be taken to ensure that bicycle
lanes are effective facilities.
3.4.4 Cycle Track
Cycle Tracks are different from Cycle Lanes in that they are
physically segregated from motorized traffic. This is achieved by
either a kerb with a level change, bollards etc. They have limited
points of access and egress and therefore these locations need to
be carefully detailed.
Cycle tracks are generally for situations where the traffic regime is
unsuitable for cycling and cannot be otherwise mitigated. For this
Source: Bike Book, AASHTO 1999
reason, it is important that cycle tracks retain their function at all
times – otherwise cyclists may be forced into an unsuitable traffic regime.
3.4.5 Cycle Trail
The Typical Road Environment for cycle trails are Parks, and green areas. Green Route cycle facilities along
railways, canals, waterways, and shore-lines
They are provided Off-road and remote from vehicular traffic. It

can be a Mixed/shared use with other “soft” transport modes. The
cycle trails Functions primarily as leisure facility with high comfort
levels due to absence of motorized traffic. Pedestrian priority is
must in all cases of potential conflicts. The key considerations are
the Shared use is clearly legible, social safety issues, including
lighting, access and egress for cyclists including possible
requirement to dismount in cases of high pedestrian volumes Source: Bike Book, AASHTO 1999
3.5 Selection of the Bicycle Facility
Many factors should be considered in determining the

appropriate bicycle facility type:
Crash Reduction—The reduction or prevention of bicycle crashes

(i.e., bicycle/motor vehicle, bicycle/bicycle, bicycle/pedestrian
and single bicycle crashes) is important. Therefore, the potential
for reducing crash problems through the improvement of a
facility should be assessed. Plans for constructing new bicycle
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facilities should be reviewed to identify and resolve potential safety issues.
Accessibility—In locating a bicycle facility, consideration should be given to the provision for frequent and
convenient bicycle access. Adequate access for emergency, maintenance and service vehicles should also
be considered. Other major traffic generators such as educational facilities, office buildings, shopping
areas, parks etc. should also be considered when evaluating bicycle accessibility.
Motor Vehicle Parking—The density of on-street parking can affect bicyclist safety (e.g., opening car doors
and cars leaving parallel parking spaces). Diagonal and perpendicular parking arrangements are not
compatible with bicycle facilities because of restricted sight
distance and the related potential for bicycle-motor vehicle
conflicts. They should be avoided wherever possible.
Pavement surface quality—Bikeways should be free of

bumps, holes and other surface irregularities if they are to
attract and satisfy the needs of bicyclists. Utility covers and
drainage grates should be at grade and, if possible, outside
the expected path of travel.
Directness—Particularly for utilitarian bicycle trips, facilities

should connect traffic generators and should be located along
a direct line of travel that is convenient for users.
Intersection Conditions—A high proportion of bicycle

crashes occur at intersections. Facilities should be selected
so as to minimize the number of crossings, or intersections
should be improved to reduce crossing conflicts. At-grade
intersections on high-volume (or high-speed) roadways and
mid-block crossings should be analyzed with bicyclists’ needs
in mind to determine the most appropriate crossing design
treatments.
Bus Stops —When bus stops are located along a bicycle route, conflicts with bus loading and unloading and
pavement deterioration, such as asphalt pavement shoving, may be problems.
3.6 Bicycle Corridors
The bicycle corridors can, either be as “exclusive bicycle lanes” or as “mixed lanes”. The differentiation is
purely based on the available road widths and the constraints they have. The corridors with exclusive
bicycle lanes will have separate lane(s) for the movement of bicycles.
There could be a single wider bicycle lane accommodating bi-directional cycle movement, or one lane on
each side of the road for each direction of bicycle travel.
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The mixed lane corridors will not have any exclusive cycle lanes. The cyclists share their space with other
vehicles. However, these corridors will have separate
signage and road markings to indicate that they are
cycle routes.
There are several advantages as well as disadvantages

in having exclusive cycle lanes on these corridors.
Advantages of cycle lanes:
They provide greater sense of security to NMV user

They can allow for two-directional NMV travel even on one way roads.
They ensure that NMV users will not make sudden movements into the motor vehicle lanes or obstruct
motorists
Disadvantages:
If the lane is obstructed, it is inconvenient to go around the obstruction

They are more prone to filling with debris, vendors etc.
They can make truck deliveries to the storefronts less convenient
The identified dedicated cycle corridors are as follows:
Albert Victor Road (from Hardinge Circle and KR Circle)

Bangalore Nilgiri Road (from Hardinge Circle to Five Light circle)
Chamaraja Double Road (from Krishnaraja Boulevard Road Intersection to Hardinge circle)
Devraj Urs Road (between JLB Circle and KR Circle)
Krishna Raja Boulevard Road (New Kantharaj Urs Road and Ramavilas Road Intersection)
New Kantharaj Urs Road (Krishnaraja Boulevard Road (K.G Koppal Circle) to Madhava Char Road
Intersection)
Sayyaji Rao Road(between KR Circle and Sir M.V. Circle)
Vani Vilas Road (from Krishnaraja Boulevard Road Intersection Kozhikode Highway Intersection
Vishwamanava Double Road (between Ram Vilas road and Ring Road circle
JLB Road (from Mysore Railway Station and Mananthavadi Road)
Mananthavadi Road(between JLB road and Ring Road circle)
Hunsur Road (between JLB road and Ring Road circle)
The rest of the roads within the network have been identified as mixed lanes. The bicycle network (See A0
Size) and layout plans is shown in Annexure 1.
General principles adopted for this study for the design of bicycle network include:
The NMV lane should be constructed with smooth-finished cement Concrete or Asphalt in order to ensure a
low maintenance and smooth riding surface. In the absence of this, cyclists will tend to move into the MV
lanes which may be more comfortable. Since, in this study, a portion of the existing carriageway itself will be
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marked as bicycle lane, no further treatment to the surface is needed except providing pigmentation to the
bicycle lane.
Minimum width of NMV lane is 2m if the cycle travel is unidirectional or, 3m if it is bidirectional.
The bicycle lanes are proposed only on one side of the street in some corridors and on both sides of the
street in some other corridors. The location of the bicycle lane is decided based on the characteristics of the
street, location of bus stops, existing on-street parking etc.
 A 0.1m buffer is kept between NMV and MV lanes in order to provide safety feeling to the cyclists and to
maximize the speed, efficiency and capacity of the NMV Lane. This buffer space has been utilized for
installing ‘barriers’ to segregate the cyclists from the motorists.
 Special interventions at the junctions have been proposed for the safe passage of NMV users, including
new signal timings and phases.
 Bicycle stand locations have been identified at appropriate places.
 Necessary on-street parking management measures have been suggested for the smooth flow of all road
users by designing Cycle tracks on one side of the road with unidirectional cycle movement and parking
on the other side where the space permits.
3.6.1 Corridor Plans
The following sections present proposed plans and design elements of cycle tracks for the 12 study corridors
based on three key attributes: right-of-way, land uses, and current activity along roadways. These attributes
directed the placement and directionality of cycle tracks in addition to dictating potential modifications to
existing public facilities such as footpaths, bus stops, on-street parking, tree lines, utilities, and street
furniture. A number of study corridors was found to have restricted right-of-way and varied land use types
to be able to accommodate two-way cycle tracks running along one side of the roadway. On such roadways,
a one-way cycle track of width 1.5 meters (m) is proposed on either side of the roadway with due
consideration to safety of all three types of users: pedestrian, cyclist, and motorist.
Detailed plans showing the proposed bicycle corridor network have been presented in the following section;
1. Vani Vilas Road
Vani Vilas Road is a 4-lane divided arterial road with paved footpath and tree line on either side of the
roadway between City Civil Court and Thyagaraja Road / Sayyaji Rao Road junction. The existing right-
of-way allows for accommodating a two-way cycle track of 3.0 m width on one side of the roadway for
up to 1.35 kilometers (km). Most on-street parking for cars and motorcycles along this stretch is
provided across the street (i.e. opposite side from cycle tracks). However, beyond CH: 1,350 meters
until the end of the arterial, the cycle track is proposed to be one-way due to limitations of right-of-way
and presence of existing public facilities. All existing bus stops located on Vani Vilas Road have been
redesigned as bus bays to facilitate free flow of vehicular traffic on the main carriageway. The cycle
tracks at bus bays have been planned to traverse behind the bus shelter to avoid conflicts of any kind.
However, at these bus stop locations the cycle tracks share the right-of-way with pedestrians.
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CAR PARKING
ROAD
VANIVILA
S DOUBLE
ROAD
SRI KANTESHWARA
IYER CIRCLE
VANIVILA
S DOUB
LE ROAD
ROAD
ROAD
BEDKAR
B.R AM
D
ROA
ROAD
AD
RO
 Detailed bicycle route plan of Vani Vilas Road is presented in Annexure 1.
2. Chamaraja Road
Chamaraja Road, another key arterial in the heart of the city aligned east-west is a 4-lane roadway with
paved footpath and tree line. It traverses past Maharaja’s College at the west end and merges with
State Highway 212 (Bangalore-Nilgiri Highway) at its east end. A one-way cycle track is proposed on
either side of the roadway.
The possibility of proposing a two-way (3.0 m width) cycle track on one side of the roadway was
reviewed during the planning stage but was determined in the process that such a plan would have
impacted the width of the existing footpath compromising safety and movement of pedestrians.
Proposing a one-way cycle-track also allowed for protecting the existing tree line and incorporating a
buffer zone between the cycle track and footpath. A variable width of buffer zone is proposed at some
locations where existing trees are haphazardly present. All bus stops are proposed to be redesigned as
bus bays on this arterial.
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ROAD
ROAD
RAMASWAMY
ROAD
CIRCLE
BUS STO
P
AD
RO
HA
ET
ROAD
GE
ROAD
ROAD
ROAD
 Detailed bicycle route plan of Chamaraja Road is presented in Annexure 1.
3. New Kantharaj Urs Road
Kantharaj Urs Road in its existing form is a narrow arterial with less than standard lane widths,
multitude of land uses on both sides of the road, and a variety of obstructions within the right-of-way.
After a close review of the entire stretch from K.G.Koppal Circle to Madavachar Road, a one-way cycle
track is proposed from CH: 0 m to CH: 600 m and a two-way cycle track for the remainder of the
roadway. The underlying rationale was to ensure minimal impact on accessibility to abutting properties
and tree lines. A single-lane of 5 meters was provided in each direction of travel with generous space
for buffer zone and pedestrian footpath on both sides of the roadway.
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R ROAD
DR.BR AMBEDKA
ASHOKA CIRCLE
ROAD
SRI VEDANTHA
HAMMIGE CIRCLE
R STREET
D
EDKAR ROA
RAMA IYE
DR.BR AMB
x
x
x
x
ROAD
x x
x
x
x
x
x
ROAD
ROAD
50. K.G.Koppal
(Opp Chamundeshwari
Temple)
KG KOPPAL
CIRCLE
ROAD
 Detailed bicycle route plan of is Kantharaj Urs Road presented in Annexure 1.
4. Hunsur Road
Hunsur Road is part state highway and part major arterial in the city. The segments closer to the city
center provide sufficient right-of-way to accommodate cycle tracks adjacent to the carriageway without
compromising on footpath widths or any other public utility feature. However, as the roadway type
reaches the outer fringes of the city, there is no clear delineation of the right-of-way or presence of any
pedestrian facilities. The footpaths are neither continuous nor conspicuous at many locations implying
low levels of pedestrian activity and sparsely populated areas. The cycle tracks were proposed to abut
the existing carriageway with little or no space available for incorporating buffer zones on most
segments. A one-way cycle track is the only option that can be implemented on either side of this
roadway with provision for accommodating footpaths and bus bays.
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BUS
STOP
ROAD
 Detailed bicycle route plan of Hunsur Road is presented in Annexure 1.
5. Vishwamanava Road
Vishwamanava Road is a major north-south arterial linking Ring Road in the south with Bogadi Road in
the north near Kukkarahalli Lake. The roadway is divided with a wider than normal median width that is
typically observed across most arterials in the city. However, the median is not located along the
centerline of the existing right-of-way and divides it in to two uneven longitudinal sections. Only one
side of the roadway provides a wider area than the other and hence a two-way cycle track is proposed
on this side. The two-way cycle track is consistent for the entire length of the roadway with a provision
for buffer zone between the carriageway and footpath at some segments. Parking provision for both
cars and motorcycles are available at select locations.
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ROA
D
x
ROAD
x
x x
x
x
x
x
x x
x
ROAD
x
x
x
x
 Detailed bicycle route plan of Vishwamanava Road is presented in Annexure 1.
6. Mananthawadi Road
Mananthawadi Road is another major arterial oriented north-south linking Ring Road in the south and
JLB Road in the north. The roadway traverses through densely populated neighborhoods with many
different types of land uses that restrict the clear right-of-way space at many locations. The bottlenecks
along this arterial pose many challenges to accommodate a two-way cycle track on one side of the
roadway and contiguous buffer zones. The width of the paved carriageway also varies along its
alignment due to the presence of culverts and a bridge structure. Given the constricted profile of this
roadway, a one-way cycle track is the only alternative option to implement without compromising
existing pedestrian facilities and bus stop locations.
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--> CLE
MARBLE CIR
RAJASTHAN
-->
SRI.BASAVALINGAPPA
LE
RC
CIRCLE
CI
E
LIG
MA
U
NJ
NA
<-- B.R AMBE
SRINIVASA DKAR ROAD
CIRCLE
RAMANUJA
ROAD -->
MEDARAKERI -->
ST
O
P
CH
AM
U
ND
I FO
OT
HI
LL
S-
->
 Detailed bicycle route plan of Mananthawadi Road is presented in Annexure 1.
7. Albert Victor Road
Albert Victor Road is another major road oriented in the east-west direction and located in the center
of the city. The road traverses in front of Town Hall and City Bus Stand. The road is a 4 lane divided
sidewalks. The cycle track is provided between Hardinge Circle and KR Circle on Albert Victor Road.
ROAD
-->
E
OR
AL
NG
BA
ROAD ROAD
ROAD
ROAD
ROAD
ROAD
K.R. HARDINGE
CIRCLE CIRCLE
31.Hardinge
ROAD
Circle
ROAD
CLE
RA CIR
RAHA
<-- AG
x x
x
NA
RA
S IP
UR
A -->
 Detailed bicycle route plan of Albert Victor Road is presented in Annexure 1.
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8. Bangalore Nilgiri Road
The Bangalore Nilgiri Road is another major road oriented in the north-south direction and located in
the center of the city. The road has important landmarks such as Gandhi Square, Woodland Theatre,
CSI Church etc and is partly 2 lane moving onto a 4 lane divided carriageway. The cycle track is provided
along the sidewalk and is proposed to be on either side of the road.
IRWIN ROAD
TALU
K OFF
ICE
 Detailed bicycle route plan of Bangalore Nilgiri Road is presented in Annexure 1.
9. Devraj Urs Road
Devraj Urs Road is located in the heart of the city and oriented in the east-west direction. The traffic
flow is uni-direction with provision for parking on either side of the road. The road is a 4 lane undivided
sidewalks. The cycle track is provided between JLB Circle and KR Circle.
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OP
TOP
BUS ST
BUS S
x
x
ROAD
x
x
ROAD
x
x
x
x
x
x
x
ROAD
ROAD
 Detailed bicycle route plan of Devraj Urs Road is presented in Annexure 1.
10. Krishna Raja Boulevard Road
Krishna raja Boulevard Road is located in the heart of the city and oriented in the north-south direction.
The traffic flow is bi-direction and the carriageway is a 4 lane with a median being present partly and the
other part being divided with precast mountable medians. It is proposed to provide the cycle lane on
either side of the road abutting the sidewalks and a buffer zone being provided at specific locations. The
cycle track is provided between New Kantharaj Urs Road and Ramavilas Road Intersection.
49.Court
Road Park
 Detailed bicycle route plan of Krishnaraja Boulevard Road is presented in Annexure 1.
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11. Sayyaji Rao Road
Sayyaji Rao Road is connecting Irwin Road and Albert Victor Road and is oriented in the north-south
direction. The traffic flow is bi-direction and the carriageway is a 4 lane with a median being present. It
is proposed to provide the cycle lane on either side of the road abutting the sidewalks and a buffer
zone being provided at specific locations. The cycle track is provided between KR Circle and Sir M.V.
Circle.
DHANVANTRI ROAD
ROAD
VISHWESHWARIAH
CIRCLE
ROAD
ROAD
ROAD
 Detailed bicycle route plan of Sayyaji Rao Road is presented in Annexure 1.
12. Jhansi Lakshmi Bai Road
JLB Road is connecting Irwin Road and Nilgiri Road and is oriented in the north-south direction. The
traffic flow is bi-direction and the carriageway is 4 lane divided. It is proposed to provide the cycle lane
on either side of the road abutting the sidewalks and a buffer zone being provided at specific locations.
The cycle track is provided between Mysore Railway Station and Mananthawadi Road.
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ROAD -->
ST AT ION
RA ILWAY
5.Mysore
Railway Station
ROAD
 Detailed bicycle route plan of JLB Road is presented in Annexure 1.
3.7 Special Considerations
3.7.1 Bicyclists at Bus Stops
Since the bus stops are located at the curb side, and the bicycle lanes
also run along the curb side, there always exists a conflict between the
buses entering the shelter and the cyclists on the bicycle lanes. This is
normally handled by breaking the bicycle lane as the bus stop
approaches, providing warning signage for the cyclists and continuing
the lane after the bus stop. The buses enter and leave the shelters at
the section where the bicycle lane is broken. This is a very dangerous
preposition in Indian conditions as the safety of the cyclists is
compromised.
Under these circumstances, the best solution is to take the bicycle lane behind the bus stops and pull back
the footpath also. However, non availability of additional right of way to take the bicycle lane behind the
existing location of the bus stops in the study area under consideration needs an alternative solution.
Accordingly, it is recommended that the bus stops be pulled from the kerb edge to the edge of the
carriageway lane. The bicycle lane is then combined with the footpath and taken behind the bus stop. After
clearing the bus stop, the bicycle lane is again pulled back separately to its original alignment.
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Table 3.2: List of Bus Stops proposed for improvement
Bus stop
Name of the Road
LHS Landmarks Chainage RHS Landmarks Chainage Shifting location
1.#44/1
Vani Vilas Double Road 1 Service Station 800 2 2.Shantala Theatre 4,50,950 front
1.University
Chamaraja Double 2.vishnu Bhavan Sweets 300, 750, 1.Ananthalaya
Road 3 3.Golden Bakery 1250 2 2.Government College 800, 1200 front
1.Maharani College
1.Hotel Mayura 2.University of Mysore
2.Maharana college hostel 250, 500, 3.seetha Raghava Vidya 500, 1150 ,
JLB Road 3 3.S.C.V.D.S School 1450 3 Shala 1700 front
1.Hotel Rigalise 1.Regional Secretary Office

2.Seetharama temple 50, 2750, 2.Taluka Office
3.Green Hotel 4.Suraksha 3200, 3. Mukkanadu Bhavan 100,
Residency 5.Sri Ranga 3950, 4. sri Naryananda ashrama 3250,3750,
Hunsur Road 5 Meedicans 5100 4 Road 5350 Left
1.B.R.Ambedkar road
2.Railway Colony
3.nachanahalli 4.Toll Gate 750, 1900,
Circle 5.Balaji Tea Corner 2850, 3350,
central Silk Board and 6.Diwakar Rig Service 4050, 4250 ,
Manandavadi Road 1 Ministry Textiles 4350 7 7.Sri Krishna jewellary 5150 front
New Kantharaj Urs 1.Medal Clumax 2.Brand Music and Performing Arts
Road 2 Factory 50,300 1 University 500 front
Bangalore - Nilgiri Road 1 Horticultural Department 800 front
3.8 Shared Lane Marking
Shared lane marking provide increased visibility and awareness for motorists to be aware of the likelihood
of cyclists along the route. The use of signage or shared lane markings also serve to guide cyclist along
designated bicycle routes.
The shared/mixed lane corridor in the DPR is proposed for Maharana Prathap Road
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Chapter 4:
Components of
Bicycle Network
4.1 Introduction
A well designed and executed alternative transportation network is comprised of many elements that
combine to ensure a safe, efficient, and pleasant bicycling experience for residents and visitors to reach
desired destinations. A bicyclist must feel safe in order to utilize a cycling network and they must have clear
direction and system information. A well-utilized bicycle facility must be free of too many physical barriers,
provide as much separation from motorists as possible, present a clear understanding of bicycling options,
and lastly, to the best extent possible, be comprised of fairly continuous and direct routes.
Bicycle facilities must be designed and constructed to meet different physical and site characteristics and
must consider multiple user types and comfort levels.
An overview of the components necessary to create a safe and effective bicycle network are presented
below.
4.2 Pigmented Bicycle Lane
Pigmented bicycle lanes are common in many cities throughout the world. The colored bicycle lanes which
differ from the motor vehicle lanes have the following benefits:
Increase driver and cyclist awareness of a bicycle lane, and to discourage drivers from encroaching
into a bicycle lane.
Highlight the presence of a bicycle lane to reduce the potential for conflict between bicycles and
other vehicles;
Motor vehicle parking is discouraged
Material for NMT lanes: In general, to attract NMT users, the cycle lanes should have good riding qualities
and reflecting qualities, better than the carriageway. This would mean, same materials that are used for the
carriageway could be used for NMT lanes, but care and maintenance of these lanes need to be of higher
priority. However, a colored surface treatment needs to do more than just provide a color contrast. It must
be designed to function like any other road surfacing, providing a sound, durable surface layer, which
maintains the required texture and skid resistance for its design life. The design and specification of a
colored surface treatment for bicycle lanes should ensure the suitability of the existing surface to support
and bond with the color treatment; and provide a surface texture and skid resistance suitable for bicycle
use, including in wet conditions; and limit differential skid resistance between the bicycle lane and adjacent
traffic lanes.
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A range of products of varying cost are available for

achieving colored surfaces on roads. Specialist line
marking companies offer surface treatments, which may
include cold or hot colored thermosetting, thermoplastic
or epoxy binders, with natural or synthetic colored
aggregates. A colored bituminous seal or asphalt layer, or
colored concrete, may also have application in some
circumstances. The colored binder, and any colored
surface coating on the aggregate, will wear and expose
more of the base aggregate color over time. Use of a
product incorporating a clear synthetic aggregate with
colored surfaces can enhance color retention. (Source: Pedestrian guidelines, DULT)
For this study, Consultants recommend Green color to be used for the bicycle lanes.
4.3 Lane Separators
Bicycle paths often need some form of physical barrier at roadway to prevent motor vehicles from entering.
Listed below are some possible examples of physical barriers.
Bollards
Kerb Plantation
In the DPR we have suggested Kerbs as physical separation barriers on all the dedicated cycle
corridors.
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4.4 Signs and Pavemant Markings
The design of signs and marking must be consistent with the standards of IRC or any other international
standards like MUTCD.
The three sign categories affecting motorists, pedestrians and cyclists are:
Regulatory
Warning
Guidance
Regulatory signs
The regulatory signs convey traffic laws or regulations which would not otherwise be apparent. Designated
bicycle lane signs should be located prior to the beginning of a marked designated bicycle lane to warn
motorists of the presence of cyclists.
Warning Signs
These signs warn motorists and cyclists of potential hazardous

conditions on or adjacent to the road. The use of warning signs
must be limited to areas where the condition might not be
apparent to avoid over use of a sign.
Guidance Signs
These provide cyclists with information relating to route identification

and direction to ensure that the route is accurately followed
4.5 Bicycle Lane Pavement Markings
The following pavement markings as illustrated in the diagram below

shall be used for bicycle lanes on roads:
1. Lane Line Marking - The bicycle lane line shall be placed between the bicycle lane and lanes of moving
traffic and where appropriate, a parking lane. It shall be a white unbroken line 100mm wide.
2. Continuity Line - A continuity line comprising of white 100mm wide broken line with 1m line segments
and 3m gaps shall replace the bicycle lane line.
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Where motor traffic must enter or cross an exclusive bicycle lane when making a turn at an
intersection or major driveway; and
To show the continuity of a bicycle lane where it continues through an intersection without signals.
It can also be a parking lane to demarcate the parking area.
3. Edge Line - A white edge line 100mm width line shall be provided towards the edge of the carriageway
and bicycle track.
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Chapter 5:
Walkway Network Design
5.1 Introduction
A clear, wide, obstacle-free walkway area with a smooth surface is needed to attract pedestrians. An
idealistic footpath (commonly seen in all developed countries) is the one that has five zones embedded in
to it. The four zones are:
The Kerb zone

The furniture zone
The pedestrian/walking zone
The frontage zone
Buffer Zone
Each zone has its function, and omitting a zone compromises the quality of the walking experience. The
zone system makes it easier to provide a continuous, smooth and level sidewalk free of obstacles as it’s
easier to keep the sidewalk level across driveways, and all potential obstructions (poles, signs, trees,
drinking fountains, benches, etc.) can be placed in the furniture or frontage zones. Separation from the
roadway also places pedestrians further from traffic, increasing comfort and security.
5.2 The Kerb Zone
A vertical (barrier) kerb channelizes drainage and prevents people from parking their cars on the Side-walk.
The Kerb zone is where a sidewalk transitions to the street at junctions. For this project a 400 mm vertical
Kerb is recommended, so pedestrians don’t have to step up too high to access the Side-walk. This also
facilitates cyclist access to the cycle track, and driver access to private properties.
5.3 The Furniture Zone
The furniture zone is located between the kerb and pedestrian zones and has many functions:
Room for street trees, landscaping and street furniture, bicycle and two-wheeler parking, poles,
posts, mailboxes, parking meters, etc. They are no longer obstructions if placed out of the walking
zone.
Pedestrians are separated from traffic, increasing a walker's sense of security and comfort.
The sidewalk stays level across driveways.
Improved drainage: prevents water in puddles from splashing onto pedestrians.
The furniture zone should be 1.5 m wide or more. Where constraints preclude the use of the same
width throughout a street segment, the furniture zone can be interrupted and resumed where the
constraint ends.
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5.4 The Pedestrian Zone
This is where people walk. The design and construction documents should clearly state the pedestrian zone
dimension is to be clear of obstructions.
The ITDP Street Design Manual minimum pedestrian zone width is 2 m; 2.5 m is preferred. This width allows
to people walk side by side, or to pass each other comfortably. Clearance to vertical obstructions (signs, tree
limbs, etc.) must be at least 2.1 m. At no point should the pedestrian zone be less than 1.5 m wide at pinch
points such as around poles. The pedestrian zone should be straight, but can meander occasionally to avoid
large obstacles such as mature trees or other objects too big to move.
5.5 The Frontage Zone
The frontage zone is located between the pedestrian zone and

the right-of-way. Some street furniture can be placed there,
but in this project, its primary function is to provide room for
storefront businesses to display their goods and for shoppers
to browse. It’s where people enter and exit buildings. The
recommended width is 1 m or greater. The total
recommended width for the furniture, walking and frontage
zones is 5 m; the nominal dimensions of these zones indicate
they can vary, as long as there is always a clear walking path at
least 2 m wide.
5.6 Buffer Zone
Buffer zone is a neutral area that separates the dedicated cycle tracks from footpaths along public streets.
It serves as a barrier to protect pedestrians from passing cyclists and facilitate a conflict-free environment
along footpaths. It physically isolates cyclists from pedestrians and offers an independent and contiguous
pathway for both users. It also prevents pedestrians, especially patrons of abutting businesses and
commercial establishments, from randomly or unexpectedly crossing the cycle tracks or stepping in to the
main carriageway. In addition, the buffer zone enhances the overall aesthetics of footpaths by providing an
opportunity for the city to incorporate landscaping elements that complement existing street tree lines.
This visual appeal can be accomplished by providing a planting strip or incorporating hardscape features
such as stone-cladding for the prescribed length of the buffer zone.
In this study, buffer zones are recommended only along streets where cycle tracks are proposed for
implementation and sufficient right-of-way is available under existing conditions. However, there are some
streets or segments of streets where a buffer zone cannot be incorporated because of prevailing physical
limitations such as constricted right-of-way, reduced footpath width, presence of bus stops, major
pedestrian activity centers, unauthorized encroachments, and building deviations. In such instances,
preference was given to retaining or improving existing footpath facilities while accommodating cycle
tracks. Free movement or safety of pedestrians was not compromised during the process of locating and
planning cycle tracks in this study.
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Graphics below present some examples of buffer zone types.
5.7 Recommendations for Walkways (Footpaths)
Sidewalks and Cycle Lanes are regarded as a transportation system which is connected and continuous, just
like roadways and railways.
Key Design Guidelines:
Avoid sidewalk interruptions by minimizing kerb cuts i.e. Minimize the number of driveways
that cross the sidewalk – in order to support pedestrian safety and a continuous sidewalk.
Maintain an even surface and elevation of the pavement at 150 MM or less from surrounding
road level.
At entry points of properties – introduce “raised driveway” or “table-top” details – where
pedestrian and cycle tracks continue at their same level, but the motorized vehicles have to
move over a gentle ramp to enter the property.
Remove all obstructions from the sidewalks.
Consistency of design elements, color and texture, help provide visual continuity and calm
traffic, even at crossings.rationale
It is recommended that a minimum of 2 m wide footpath be maintained on all the corridors
within the study area.
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th th
The lane widths are not consistent throughout the stretch on corridors like 14 main and 27
main Road. It is recommended that a constant carriageway width accommodating four lanes be
maintained throughout the stretch, and any additional available space be given up for NMT
users.
Street Furniture—Street furniture makes the pedestrian experience comfortable and
encourages using the pedestrian/NMT walkway. All street furniture should be relocated.,
electric poles, trees, trash cans (in mixed use/commercial areas), informational as well as
directional signage, so that the minimum 2m width of pedestrian through zone is maintained.
Trash cans should be placed at every 100 m in crowded commercial areas.
*In order to provide well connect NMT network a minimum of 2m wide paved footpath is necessray.
Coprridors with less then 2m wide side walks need improvement. Care has to be taken to shift the
encroachement within ROW.
Property Line
Property Line
Maharaja
College
Kerb Kerb Kerb

Zone Zone Zone
Pedestrian zone Frontage
Frontage Pedestrian zone Furniture
Existing Carriageway Cycle Track Furniture Buffer Zone Modified Footpath Zone
Buffer Zone Cycle Track Carriageway
Zone Modified Footpath Zone Median Zone
Drain to be
Covered
5.00 3.00 1.50 8.00 0.94 8.00 1.50 2.00 4.00
J Cross-Section of Chamaraja Road at Chainage 50 m (J-J')

J'
Fig 4.1: Sample cross section drawing
The cross sectional drawings for all the cycle corridors has been provided in Annexure 2.
41 DULT TTIC
Project Report
Chapter 6:
Costing and Implementation
6.1 Financial plan
A detailed cost estimate has been prepared for implementing the NMT Network. This includes the costs
for introducing the bicycle network, as well as for improving the pedestrian walkways.
The cost for implementing the NMT Network is 26 Crores.
The detailed cost is presented in Annexure 3 and the summary of costs is presented in table 6.1.
Table 6.1: Summary of Cost Estimates
NMT Infrastructure Facility near the Proposed PBS Locations, Mysore

Proposed Cycle Track
Sl Cost in
Road Name Length in mts Length in kmt
No Crores
1 Albert Victor Road 775 0.775 0.46
2 BN Road 1050 1.050 0.78
3 Chamaraja Double Road 1700 1.700 1.41
4 Devraj Urs Road 1000 1.000 0.40
5 Krishna Raja Boulevard Road 1050 1.050 1.03
6 New Kantha Raj Urs Road 1165 1.165 2.68
7 Sayaji Rao Road 585 0.585 0.66
8 Vani Vilas Road 2050 2.050 1.93
9 Vishwamanava Double Road 3280 3.280 3.76
10 JLB Road 2720 2.720 2.64
11 Mananthavadi Road 5385 5.385 5.57
12 Hunsur Road 5600 5.600 4.65
Total 26360 26.360 25.95
Share the Road
13 Maharana Prathap Road 2440 2.440 0.061
Grand Total 28800 28.800 26.01
6.2 Implementation
The project will be implemented by Mysore Mahanagara Palike. It is requested that the project will
be funded fully under JNNURM. However if any additional funds required will be borne out of State
Urban Transport Fund/Mysore City Corporation.
A tentative Implementation Plan is prepared and the time scheduled for launch is 5 months. (See
Table 6.2)
42 DULT TTIC

JNNURM-Funded Non-Motorized Transit Plan for Mysore

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Jawaharlal Nehru National Urban Renewal Mission

DETAILED PROJECT REPORT

Directorate of Urban Land Transport

Transport Training Institute & Consultancy

Executive Summary ............................................................................................................................................... E1-E5

Chapter 1 City/Study Area Profile ........................................................................................................................... 1-11

Chapter 2 Planning of NMT Facilities .................................................................................................................... 12-13

Chapter 3 Planning and Designing Bi-cycle Network............................................................................................. 16-33

Chapter 4 Components of Bi – Cycle Network ...................................................................................................... 34-37

Chapter 5 Walkway Network Design ..................................................................................................................... 38-41

Chapter 6 Costing and Implementation ................................................................................................................ 42-42

List of Annexure .............................................................................................................................................................

Primary data collection

Planning of NMT Facility:

It is important to have the NMT network well

Planning and designing bicycle network

The bicycle corridors can, either be as “exclusive bicycle lanes” or as

There could be a single wider bicycle lane accommodating bi-

NMT Infrastructure Facility near the Proposed PBS Locations,

Vani Vilas Road:

Kantharaj Urs Road:

Bangalore Nilgiri Road

Devraj Urs Road

Krishna Raja Boulevard Road

Sayyaji Rao Road

Jhansi Lakshmi Bai Road

Costing and Implementation

The cost for implementing the NMT Network is 26 Crores.

Mysore is the third-largest city in the state of Karnataka, India,

1.2 Spatial Growth and Regional Settings

Fig 1.1: Spatial expansion

Growth of Residential Areas Period

Table 1.2 Climate data Mysore

1.4 Linkages and Connectivity

Mysore railway station has three

Fig. 1.3 Rail Connectivity – Mysore City

1.5 Demographic Profile

Popu la t ion foreca st

According to the provisional results of the 2011

census of India, Mysore had a population of 20

1.5.2 Population growth rate

1.5.3 Population Density

1.5.4 Gender ratio and age profile

1.5.5 Literacy rate

1.6 Urban Economy

1.6.1 Employment distribution

Table 1.4: Industrial classification of workers-mysore-2001

Source:Master Plan for Mysore-Nanjanagud Local Planning Area-2031

1.7 Land Use Distribution

Fig 1.5: Land use distribution map

1.8 Transport Network Characteristics

1.8.1 Road Network Characteristics

Bangalore and Ooty - SH-17

SH-17 - Bangalore and Ooty Rd

Outer Ring Rd Hebbalu

Bogadi 2nd Stage

Ring Rd nsu Sawday Rd

Dalwayi Lake hall Kere

Fig. 1.6 Ring roads in Mysore Fig. 1.7 Ring Roads

Table 1.7 Road Transport Characteristics

Road and road transport

- Number of Buses (both inter and intra city) 767

Source: Mysore-City Development Plan