A case study on options to improve

road corridor in Hyderabad (India)

Jürgen Reith

Tanja Schäfer
 Content

1. Introduction ____________________________________________________________ - 5 -

2. Case Study Activities _____________________________________________________ - 6 -

2.1. Overview of Tasks __________________________________________________________ - 6 -

2.2. Selection and Description of Corridor __________________________________________ - 7 -
2.3. Data Collection and Analysis of Existing Conditions _______________________________ - 9 -
2.3.1. Inventory of Existing Road Designs __________________________________________________ - 9 -
2.3.2. Private Traffic Volumes ___________________________________________________________ - 9 -
2.3.3. Public Transport ________________________________________________________________ - 11 -
2.3.4. Travel Time Measurements and Queue Length Survey _________________________________ - 12 -
2.4. Deficiency Characterization for Existing Conditions ______________________________ - 13 -
2.5. Development of Two Options for Optimization of Traffic Conditions ________________ - 15 -
2.5.1. Option 1 ______________________________________________________________________ - 16 -
2.5.2. Option 2 ______________________________________________________________________ - 18 -
3. Impacts _______________________________________________________________ - 20 -

3.1. Impact Analysis of Options __________________________________________________ - 20 -

3.2. Overall Impacts & Results ___________________________________________________ - 26 -
4. Bibliography __________________________________________________________ - 27 -

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 Figures

Fig1. Location map of study area (based on google map).......................................................... - 7 -

Fig 2. Traffic volume counts and traffic compositions.............................................................. - 10 -
Fig 3. Schematic map of existing bus services and bus stops in the study area (based on google
map) ........................................................................................................................................... - 11 -
Fig 4. Average travel speeds for bus and cars during peak hours............................................ - 12 -
Fig 5. International Benchmarking of operational bus speeds, (Bus Master Plan Dubai) ...... - 14 -
Fig 6. Overview of options ........................................................................................................ - 15 -
Fig 7. Composition of measures for option 1 (based on google map) ...................................... - 17 -
Fig 8. Concept of a queue jumping lane and pre signal for buses in the western approach of
intersection 1 (based on google map) ....................................................................................... - 17 -
Fig 9. Composition of measures for option 2 (based on google map) ...................................... - 19 -
Fig 10. Central bus stop at Raju colony for exclusive bus lanes in the median ....................... - 19 -
Fig 11. Comparison of field and simulation data for calibration of the simulation model ...... - 20 -
Fig 12. Simulation results: Graphical comparison of delay times for present conditions and
options ....................................................................................................................................... - 21 -
Fig 13. Simulation results: Comparison of average speeds and travel times for present conditions
and options ................................................................................................................................ - 23 -
Fig 14. Comparison of operating hours .................................................................................... - 23 -
Fig 15. Comparison of total travel times .................................................................................. - 24 -
Fig 16. Fuel consumption savings............................................................................................. - 24 -

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 List of Abbreviations
APSRTC Andrah Pradesh State Road Corporation
CC Climate Change
C02 Carbon Dioxide
CTS Comprehensive Transport Study
EP Evening Peak
EPTRI Environment Protection Training and Research Institute
GHG Greenhouse Gas
GHMC Greater Hyderabad Municipal Corporation
GoAP Government of Andrah Pradesh
GoI Government of India
IPCC Intergovernmental Panel on Climate Change
IPT Individual Private Traffic (Paratransit)
HGV Heavy Goods Vehicle
HIS H ousehold Interview Survey
HMA Hyderabad Metropolitan Area
HMDA Hyderabad Metropolitan Development Authority
HMR Hyderabad Metro Rail
HUDA Hyderabad Urban Development Authority
LGV Light Goods Vehicle
MMTS Multi-Modal Transport System
MP Morning Peak
MRTS Mass Rapid Transit System - Hyderabad Metro Rail see above HMR
MoUD Ministry of Urban Development
NITW National Institute of Technology Warangal
OECD Organisation for Economic Co-operation and Development
PIK Potsdam Institute for Climate Impact Research
PP Pilot Project
PrT Private Transport
PuT Public Transport
RBE Route-based equilibrium method
ROW Right of Way
STPT Strategic Transport Planning Tool
SUV Sports Utility Vehicle
TCM Turning Count Movements
VOC Vehicle Operation Costs

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 1. Introduction
Transport problems of fast growing cities often get evident along major road corridors
connecting suburbs and central city areas. Historically grown road links often cannot cope
with continuously growing travel demand hence congestions and sinking average travel speeds
occur. As a consequence, neighborhoods of major corridors are exposed to massive noise and
air pollution; non-motorized traffic modes are repressed and usually very unattractive. With
reference to sustainable development extensions of such corridors mainly focused on
increasing capacity for motorized private transport modes – as it often happens - are not
desirable. On the contrary: solutions for densely populated areas that are viable for the future
require a consistent support for public transport and non-motorized modes.

Main factor for heightening the attractiveness of public transport modes is an increase
of their average travel speeds. For congested corridors, which are not suitable for rail based
mass transport systems, upgrading of existing bus systems is the only possibility to enlarge the
overall transport capacity. And while improving public transport, attractive and safe access of
pedestrians to the stations or stops needs to be considered as well, to strengthen the acceptance
of the improvement action.

Main objectives of the road corridor study are therefore the identification of measures
to improve road based public transport operations in a selected corridor and subsequently the
quantification of potentials to mitigate climate change (CC). This case study is part of the pilot
project “Integration of energy-efficiency and climate change aspects into the strategic
transport planning process by the means of a strategic transport planning tool (STPT)”.

And this pilot project is again linked to the city-wide and multi-modal strategic
transport planning process, which is currently under way in Hyderabad in the form of a
Comprehensive Transport Study (CTS).

Goal of the CTS is to evolve a long term strategic Transportation Plan for Hyderabad
Metropolitan Area (HMA), by “developing a transportation network and comprehensive
mobility plan for all modes including pedestrians, cyclists and IPT to achieve convenient and
cost effective accessibility to places of employment and education”

The task to prepare this strategic Transportation Plan for HMA has been assigned to
Hyderabad Metropolitan Development Authority (HMDA) and it is HMDA’s mandated to
plan and develop HMA in a balanced way. But the task is carried out in close collaboration
with GHMC, HMR, APSRTC, Traffic Police and Government of India as major public stake
holder in the transport sector.

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 2. Case Study Activities
2.1. Overview of Tasks
The general approach to implement the study comprised the following tasks which are
described in detail in the following sections:
- Selection of an appropriate study area with HMDA and NITW
- Data collection and analysis of existing conditions:
- Inventory of existing design (e.g. cross sections, junction designs)
- Private Transport: Traffic volumes, traffic composition, through traffic volumes, peak
hour turning volumes at main intersections etc.
- Public Transport: Existing PuT lines, PuT frequency and PuT stops
- Pedestrians: existing facilities for pedestrians
- Travel time measurements for PrT and PuT – vehicles
- Deficiency characterization for existing conditions
- Development of 2 options for optimization of the corridor including a combination of
following elements
- New assignment of road space (exclusive bus lanes, sufficient pedestrian paths and
crossings, road dividers)
- Improvement of PuT facilities (e.g. exclusive bus lanes, new organisation of bus
stops)
- Optimization of junction design and traffic signal control
- Impact analysis by microscopic traffic flow simulation
- Setup of a microscopic simulation model for existing conditions
- Calibration of the model based on measurements
- Setup of models for proposed options
- Evaluation of characteristic traffic performance figures (avg. travel times, avg.
speeds, no. of stops, waiting times) of all transport modes for existing conditions
and proposed options
- Proposal of strategies to scale up results to strategic and city-level.

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 2.2. Selection and Description of Corridor
For the present study an appropriate corridor was selected in consultation with HMDA
and Prof. CSRK Prasad (Transportation Division). The picture below shows details of the
selected corridor. The numbers in the lower picture indicate main intersections.

Fig1. Location map of study area (based on google map)

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 For selection of the corridor the following boundary conditions had to be taken into
account:
- The corridor should be of great importance for public transport as well as for
private transport
- The corridor should face typical problems of urban traffic in Hyderabad
- The corridor should not be directly affected by planning for Hyderabad Metro and
should not be focused by currently developed CTS for Hyderabad.

Subject to these conditions one coridor north of Hyderabad old airport was selected.
This corridor is part of the important connection between the sub-centers of Secunderabad and
Kukatpally in the east of Hyderabad city area and has a local concentration of plenty of
APSRTC bus lines. Furthermore the eastern section of the corridor is part of the National
Highway 7 (NH7), which is a main line for regional and interurban traffic form Hyderabad
center towards north.

Total length of the selected corridor is 6.3 km and five main intersections are located in
the corridor, of which four intersections are controlled by traffic signals.

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 2.3. Data Collection and Analysis of Existing Conditions
Precondition for any traffic planning activities is an extensive knowledge of current
traffic conditions in the planning area. For a corridor study this comprises information on the
travel demand as well as information on existing infrastructure and transport supply. The data
collection methods and main findings are briefly summarized in the chapters below.

2.3.1. Inventory of Existing Road Designs

As there was no availability of cadaster or as-built plans for the selected corridor and
conventional cadastral survey for a corridor of this length would be very costly, for physical
inventory a new Mobile Video Mapping technology (MVM) was used. This task was assigned
to the Indian based specialized company GeoVISTA. For the survey a minivan equipped with
high resolution cameras and high resolution distance measurement systems tracks the
predefined route. After software based pre- and post-processing of recorded data, the
information is converted into AutoCAD drawings. These AutoCAD drawings show complete
corridor profiles including details as Right of way (ROW), carriage width and median width,
dimensions of pedestrian facilities and position of road equipment or obstacles.

Main results of the physical inventory are:

- Existing road in the corridor has two carriageways divided by a median.
Carriageway width is not uniform – it ranges between 8 – 10 m in the western and
the central part of the corridor and 5 to 9 m in the eastern sections. Bottlenecks
with carriageway widths around 5 m are located in Bowenpally district between
intersections no. 3 and 4 (seeFig. 1).
- At intersections usually there are no systematic extensions of carriage width for
approaches. At intersection no. 1 there is a huge enlargement – but utilization of
the area is not controlled.
- Only few sections of the corridor are equipped with facilities for pedestrians. The
total length of regular footpaths sums to approx. 1.8 km, which means that only 15
% of carriageways are equipped.

2.3.2. Private Traffic Volumes

Private traffic volume data was collected by turning volume counts at the five main
intersections. All counts were carried out for morning peak and evening peak situations.
Evening peak volumes usually were slightly higher compared to morning peak. Highest traffic
loads were determined in the western part of the corridor for intersection no. 2 with total
volume above 12.000 veh/h during evening peak. At intersection no.1 total volumes for peak
hours are close to 10.000 veh/h. By comparison traffic volumes in the eastern part of the
corridor with values close to 7.000 veh/h are lower.

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 Considering the direction of main traffic flows, following correlations can be found:

- In the western section of the corridor the main east-west direction is overlapped by
a strong north-south direction, which comes from Jedimadlah Main Rd at
intersection 1 and turns south to Fathe Nagar Main Rd at intersection 2.
- At intersection no. 3 the predominant relation is from south to east respectively
opposite direction. This means, that major traffic flows have to do turning
movements in an acute angle. Furthermore also relations following on NH7
towards north have high traffic volumes.
- At intersection no. 5 the predominant relation is from east to south respectively
opposite direction. Again here as an acute angle for major traffic flows.

Fig 2. Traffic volume counts and traffic compositions

Predominant vehicle class in traffic composition is motorised 2-wheeler with a share

between 52 % to 65 %. The share of cars varies between 14 % and 25 %, Auto rickshaws
share is close to 10 %. While in eastern part of the corridor (east of Intersection no. 3) 7-
seater autos are prohibited, in the western part they contribute 2 % of traffic composition.

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 2.3.3. Public Transport
Approximately 40 different APSRTC bus lines travel on the corridor. The bus lines
differ concerning the destinations in the west and north of the corridor. For reasons of clarity
the bus routes were aggregated according to the four main directions of the corridor. Most
important is east – west relation from Y-junction (Kukatpally) to Secunderabad with a
frequency of 43 buses per hour and direction. Heading towards north at Jedimetla there are 24
buses per hour coming from Y-junction and 11 buses per hour coming from Secunderabad. On
relation Medchal to Secunderabad there are 19 buses per hour and direction.

Routing of bus lines and position of bus stops is shown in Fig. 3 below. Some bus
stops are provided only for one direction of travel. The accessibility of the bus stops for bus
passengers is very poor, as footpath and secured pedestrian crossing are not existent.

Fig 3. Schematic map of existing bus services and bus stops in the study area (based on
google map)

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 2.3.4. Travel Time Measurements and Queue Length Survey
Peak hour travel times for buses and cars were collected by GPS-based travel time
measurement (floating car data method). Based on six trips per direction, vehicle class and
observation interval (morning and evening peak) average travel times were calculated as
follows. Average travel speed for buses for both directions and both observation interval range
between 16 km/h and 18 km/h. Compared to this cars have significantly higher average travel
speeds. They range between 20 km/h and 25 km/h.

Maximum vehicle queue length was observed at all approaches of intersections no. 1
and 2 during peak hours. For main directions maximum queues reach up to length between
150 and 250 m. Highest values were observed for driving direction west at intersection no.2
during morning peak. For minor road approaches queue length is mainly below 100 m.

Fig 4. Average travel speeds for bus and cars during peak hours

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 2.4. Deficiency Characterization for Existing Conditions
Based on the results of the data collection deficiencies of existing traffic conditions in
observed corridor can be summarized as follows:
- Although the corridor has high travel demand and vital functions for the connection
of important sub centers of Hyderabad, current state of road infrastructure does not
comply with this important network functions.
Coming from Tad Band to Bowenpally there is no clear alignment of the corridor:
main direction traffic has to wind through sharp curves.
- Pedestrian facilities in the corridor are very poor: only short passages of the
corridor are equipped with footpaths. Crossing facilities for pedestrians are
completely missing. Moving in existing road space for pedestrians is neither
attractive nor safe.
- Despite the fact that there is already a considerable supply of bus transport along
the corridor, the usage of public transport modes is not attractive at all. Bus stop
locations are not visible and not easy accessible for bus passengers.
Bus stops are not adequately equipped with shelters and passenger information.
Furthermore average travel speeds for buses are significantly lower compared to
private traffic.
A comparison with international bench marks for operational bus speeds shows on
the on one hand that current bus speeds in the corridor are not at an alarming level
(see Fig. 5 below). But on the other hand, parts of the surveyed corridor are outside
of built up area, meaning that speeds above overall city average can be expected.
Hence it can be concluded that there is room and necessity for improvements (See
figure below).

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Fig 5. International Benchmarking of operational bus speeds, (Bus Master Plan Dubai)

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 2.5. Development of Two Options for Optimization of Traffic
Conditions
Based on the results of the data collection and deficiency analysis two options for
optimization of traffic conditions were developed.

The focus here was on improvements for public transport services, but other transport
modes and possibilities for urban development are considered as well. For the development of
the options different limiting conditions concerning the availability of additional land were
considered: Option 1 is based on the assumption, that acquisition of additional land for road
widening is not possible generally. So suggested changes are basically restricted to existing
ROW. Whereas for option 2 it is assumed, that land acquisition for required extensions of
ROW is possible.

Fig 6. Overview of options

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 2.5.1. Option 1
The concept for bus priority in option 1 is based on an access control for private
transport in advance to the densely populated and congested sections of the corridor in
Balanagar and Bowenpally. Private transport flows will be metered by new traffic signals.
Traffic inflow is supposed to be limited at a level, which does not exceed general capacity of
the corridor. By this queues and congestion will be relocated from populated areas to areas
outside of the built up area.

For buses there will be “queue jumping lanes” at the pre signals, which allows them to
get prioritized access into the controlled area. The queue jumping lane is displayed as red lane
in Fig. 8. On both sides of the corridor suitable locations for this access control facilities are
available.

Coming from west the pre signals can be positioned approx. 300 m ahead of
intersection 1. For opposite direction the position of the pre signals is in the southern approach
to intersection 5. Between intersection 1 and intersection 5 no dedicated bus lanes are required
in option 1. In this section public transport as well as private transport will benefit from
general measures for improvement of traffic flow conditions.

For this purpose the following measures are considered at signalized intersections:
- limiting of signal cycle times to a maximum of 120 s
- optimization of signal phasing
- optimization of green time distributions
- introduction of signal coordination (green wave) for major traffic flows at closely
matched intersections (intersection 1 and 2, 3 and 4).

Furthermore all signalized intersections will be equipped with full pedestrian crossing
facilities. New pedestrian signals also will be introduced at bus stops in the center part of the
corridor in order to offer secure access to public transport. In this connection also position of
bus stops is optimized.

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 Fig 7. Composition of measures for option 1 (based on google map)

Fig 8. Concept of a queue jumping lane and pre signal for buses in the western approach of
intersection 1 (based on google map)

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 2.5.2. Option 2
In contrast to option 1 option 2 is based on extensive infrastructural measures, which
require extension of the ROW and additional land acquisition. Basically option 2 is
characterized by two main infrastructural elements:

1. In the eastern part of the corridor a new bypass link will be introduced. By this
bypass link transit traffic can be kept out of the narrow and curvy corridor segments in
Bowenpally. The new link will start at the northeastern corner of the old airport area and will
than head west parallel to the border strip of the airport area. After crossing the old airport
road it will head towards northwest and connect to the existing corridor. Additionally the
bypass will be connected towards direction north NH7 using the alignment of the old airport
road.

All new bypass roads will have a dual carriageway with 2x2 lanes. Removing the
transit traffic from the town roads of Bowenpally will create the opportunity for upgrading the
road space there. This will be used for improvement of the pedestrian facilities, parking
facilities and enhancements to adjacent public spaces. The routing of bus lines will remain on
the old corridor, as for the local population nearby access to public transport services has to be
secured.

2. For the eastern part of the corridor no favorable possibility for new bypass links
exist. Here the corridor has to be upgraded in the existing alignment. It is suggested to
implement a corridor cross section with 2x2 lanes for private traffic and exclusive bus lanes in
the median.

Required width for the carriageway including pedestrian paths is 26 – 28 m. An

additional width of 6 to 10 m is required at the positions of the bus stops and as widening for
turning movement lanes at the intersection.

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 Fig 9. Composition of measures for option 2 (based on google map)

Fig 10. Central bus stop at Raju colony for exclusive bus lanes in the median

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 3. Impacts
This chapter firstly describes the impacts directly connected with the suggested
options. At the end more general results of the study will be named briefly.

3.1. Impact Analysis of Options

For assessment of the traffic engineering aspects of suggested options, microscopic
traffic simulation models, based on PTV software VISSIM (see chapter 2.1) were used. In a
first step, a simulation model representing current traffic conditions in the corridor was set up.
This step is required for calibration of the model based on collected field data. For the
comparison average speed data and queue length data at intersections are used. The
comparison displayed in Fig. 11 below shows that the model can be used, as there is an
adequate correlation between field data and simulation results.

Fig 11. Comparison of field and simulation data for calibration of the simulation model

Based on the parameter settings for calibrated simulation models of present conditions,
simulation models for suggested options were developed. These models take into account all
road infrastructure changes as well as changes of traffic signal control. For assessment of
traffic impacts of the supposed options, link based loss times, average speeds and average
travel times are evaluated and compared. The following image shows a graphical evaluation of
link segment based vehicle loss times. The red and orange color indicates link segments with
high proportion of vehicle loss times. At these locations predominantly congested traffic
conditions including queues and stop and go traffic can be expected. Connected to these
conditions negative environmental are effects like noise and air pollution.

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Fig 12. Simulation results: Graphical comparison of delay times for present conditions and
options

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 The comparison clearly shows improvement of the level of service (LOS) for both
options. Link segments facing congested traffic condition are significantly reduced in the
options. As expected, option 2 shows better results than option 1. Advantageous for option 2 is
especially the effect, that environmental pollutions in the central settlement area of
Bowenpally can be reduced significantly.

For comparison of average speeds and average travel times vehicle classes car and bus
are considered separately. For cars slight reductions of average travel times in option 1
compared to present condition can be observed. Measured time saving ranges between 1.5 and
3 min for the passage of the complete corridor.

This means, that loss times introduced by the access control and new pre signals is
overcompensated by time savings at intersections inside the corridor.

Option 2 has a more pronounced effect on car travel times. Compared to present
conditions savings of 5 to 9 minutes are measured. Beside improved traffic flow conditions at
intersections the shortening of the route length has an additional positive effect: the route via
new bypass is approx. 400 m shorter than the old route.

Focusing on the simulation results for bus operations, following conclusions can be
drawn:

- For option 1 average bus speeds significantly rise to a level between 22 km/h to 24
km/h. Which is a good value compared with PuT-benchmarks. But which is also a
speed competitive with speeds of private transport and therefore contributes
significantly to improve the attractiveness of public transport services.

- Option 2 facilitates even further improvements of bus speeds up to a level between

25 and 30 km/h.

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 Fig 13. Simulation results: Comparison of average speeds and travel times for present
conditions and options

By improvement of the bus speeds total required operating hours and total operating
costs can be reduced for the bus provider. The following table roughly shows the effects on
operating hours - only related to the route segments of the study area, assuming, that bus
frequencies retain unchanged. Savings in operation costs are not displayed here, as they are
treated as confidential information.

Fig 14. Comparison of operating hours

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 Additionally time saving of public transport passengers but also private transport users
is also an important economic effect usually taken into account when assessing impacts of
different designs. When up-scaling the results to strategic level in the next work-step this
effect will be quantified and monetarised, as travel time and esp. demand data beyond the
study corridor are necessary for this working step, which were not necessary for the main
purpose of this study.

In order to get a first rough estimate on the environmental impacts of the options, total
travel time savings for classified vehicle classes are considered. For saved delay times in the
options compared to present conditions, fuel consumption savings are estimated using vehicle
class specific idle fuel consumption coefficients (ICLEI 2004). By this approach annual fuel
savings are calculated at 365t per year for option 1 and 885 t per year in option 2.

As fuel consumption is directly linked to CO2-emissions, the savings in fuel results in

approx. 1.010 t CO2 per year for option 1 and approx. 2.640 t CO2 per year for option 2.
Conversion is based on factors derived from the European handbook of emission factors for
road transport for the year 2010 (Keller et. al 2010). The general approach to calculate
transport emissions is described in detail in the manual for the assessment procedure (module
two of the STPT) which will be available soon.

Fig 15. Comparison of total travel times

Fig 16. Fuel consumption savings

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 Summary:

The corridor study shows two possible options for a viable development of an
exemplary road corridor in Hyderabad. While option 1 gets along with comparatively low
investments, for option 2 comprehensive infrastructural measures are required. The main
objective, namely a substantial enhancement of average travel speeds for public transport and
improvement of accessibility of bus stops, can be fulfilled by both options. Hence
attractiveness and competiveness of public transport modes compared to private transport can
be increased.

Furthermore the service can be provided more efficiently from the operators point of
view. The higher investments for option 2 can be justified as it offers additional development
opportunities. By introduction of exclusive bus lanes, the upgrading of bus stop facilities and
the shifting of private transport to bypass roads, pre-conditions for a BRT-like operating mode
of bus services in the corridor are established.

For future development this would also allow the use of larger vehicle types for the bus
fleet (articulated buses) and an increase of bus service frequencies. Hence the potential for
noticeable enlargement of transport capacities in the corridor is given. Besides this, option 2
gives further opportunities for urban development in the area of Bowenpally. By shifting
transit traf fic to a bypass road, pollution and road space consumption in central commercial
and residential areas of Bowenpally are reduced, and free scope for upgrading of public spaces
is given.

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 3.2. Overall Impacts & Results
Besides the direct results of the study described in the chapter above, the following
general results and impacts can be stated briefly:
- Set-up and application of tool (VISSIM) helped to identify options to improve
travel speed of public transport within the corridor while also improving the
accessibility of the bus stops (allocation of appropriate road space for PuT and non-
motorized modes etc.).
- Conceptualisation and implementation process of measure has created capacities
regarding different options to improve an existing corridor for public transport
services and non-motorized transport, but it has also helped to stress again the also
importance and potentials of PuT and non-motorized modes for an energy-efficient
transport system.
- Research activity has given another proof that VISSIM software allows for realistic
modelling, forecast and assessment of different measures in the Indian context of
nonlane-based travel behaviour, due to substantial software improvement,
implemented earlier in the course of the research project. Hence methodology and
software can be transferred to other parts of the city, other cities in India and to
other emerging or developing countries.
- 3D-visualisations of new concepts or measures, provided by VISSIM, shows high
potential for participatory planning approach in Indian context.
- More general: application of improved microscopic simulation allows the planners
to forecast and compare ex ante: ecological impacts (e.g. GHG-emissions, air-
pollution), economic impacts (average speeds, Level-of-service, travel times, bus
operating hours) and social impacts (e.g. accessibility) for different esp. small-scale
measures.
- In the long-term it is generally expected that the results of the measure
(methodologies, know-how) will enable the planning bodies to develop by
themselves small-scale improvement plans (e.g. traffic circulation plans, bus
priority schemes) that support and encourage the use of energy-efficient modes.

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 4. Bibliography
I. BOGGARAPU RAM KUMAR (2012):”Corridor Improvements: Identification and
quantification of mitigation potentials by different Road designs”, Dissertation Work at
NIT Warangal Government of India (without date): National Action Plan on Climate
Change, Prime Minister’s Council on Climate Change, New Delhi

II. ICLEI – International Council for Local Environmental Initiatives (2004): Traffic
Management Measures for Better Environment, A Case Study of Greenlands Area,
Cities for Climate Protection, Municipal Cooperation of Hyderabad, supported by
USAID, Hyderabad

III. Keller et al. (2010): Handbook emission factors for road transport (version 3.1), Bern
2010 Ministry of Urban Development (2006): National Urban Transport Policy, New
Delhi

IV. Ministry of Urban Development (2008): Guidelines and Toolkits for Urban Transport
Development in Medium Sized Cities in India. Module 1: Comprehensive Mobility

V. Plans (CMPs): Preparation Toolkit, August 2008, Tokyo, Japan

VI. Environment Protection Training and Research Institute (2005): Integrated

Environmental Strategies (IES), Study for City of Hyderabad, Hyderaba

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