Transportation

The ABD area is well connected by MG Road, Jawahar Marg, Netaji Subhash
Marg and Biyabani Road with surrounding areas. At present, all streets are
vehicular. Road widths range from as narrow as 5 m (streets) and as wide as 24 m (Main
roads). As the ABD area is only accessible by road, as of now,
transportation use is assigned to roads and parking areas. Road network and
parking covers an area of 44.4 Ha, which is 16% of the total ABD area. This also includes
very narrow pedestrian streets which are as narrow as 1.5 m in some cases. The following
map shows the road network and parking areas in the ABD area.

Traffic and Transportation

Background
With increasing population and economic base, Indore has witnessed a
tremendous increase in the vehicular growth. Annual average growth rate of
registered vehicles in Indore experienced an increase of 10% which results in
pressure on road space, deteriorating level of Service and difficult traffic
conditions. Traffic condition in the study area found to be severe on many
major corridors and meanwhile effective capacity of road section is reduced as a cause of
parking issue. The level of service of road sections almost reached its threshold limit.
Nonetheless, there is an urgent pressure to find the solution both short term and long-term,
that can engage to solve the issues of complex demands of traffic and transport management.

Current Scenario
Total number of registered vehicles in Indore has increased at an annual
average growth rate of 10%. Base year total registered vehicles in Indore is
17,02,672, projected to 20,19,812 and 36,05,512 in 2021 and 2041 respectively.

There is no data regarding number of vehicles in our area of consideration i.e.

ABD area. To find out existing volume of traffic in ABD area primary surveys has
been conducted which include:
Traffic Volume Count Survey
Parking Survey
Pedestrian Count Survey
A reconnaissance survey has been done to identify the issues relating to
capacity constraints, parking, etc. as well as circulation pattern in and around study area. The
collected data was analysed to identify the capacity
constraints, threshold limit and level of service (LOS) based on the IRC 106-1990. Primarily,
Base year fully loaded network has been created by developing a fuzzy-based prediction
model framing relation between abutting land use and road width as input parameter. The
next step was to calculate the theoretical and effective capacity of road sections, from which
the roads that require serious attentions are identified for improvement.

Traffic Volume Count Analysis

Average Peak hour flow:
The survey was conducted on major road network where the classified traffic
volume count has been recorded for the duration of 12 hours. The overall peak hour is
identified to be 11:00 AM to 12:00 PM in the morning and 5:30 to 6:30 PM in the evening.
The average peak hour volume on the locations for both side is 1608 PCUs/hr. The peak hour
volume of traffic contributes to 25% of the overall traffic on these locations. The maximum
flow was observed in TVC location 11 which is from Sanjay Setu to Veer Sawarkar Market.
Whereas, the maximum peak hour flow is observed in Gurudwara to Narsingh Bazar Chowk
on Jawahar Road which is 3887 PCUs/hr.
Mode Share :
The mode share shows the most dominant mode as two wheeler which
contributes to 58% of the overall traffic. Auto rickshaw and Cars comprises of
17% and 16% respectively, followed by cycle which is 5%. The figure below
represents the mode composition of the traffic on the surveyed locations.
The figure below shows the average composition of the passenger traffic on the surveyed
locations, which shows the private vehicles are predominant with 84% contribution in the
overall traffic. Public transport shows a negligibly small whereas, intermediate public
transport contributes to 16%.

The figure below shows the share of fast and slow moving traffic for 12 hours
volume count. 96% of the overall traffic is motorised vehicles which is fast
moving. Whereas, only 4% of the traffic comprises of non-motorized traffic which is slow
moving.
Volume Capacity ratio:
The average volume of the locations during 12 hours is 14457PCUs. The average peak hour
flow is 1608 PCUs/hr and the average V/C ratio is 0.96 which falls under level of service F.
58% of the network falls under the LOS F, 33 of the network falls under the LOS C and only
9% of the network falls under LOS B. LOS F which is predominant on major road network
do not ensure a safe and convenient traffic flow.

Parking Survey
An on-street parking survey was conducted at 9 locations in the ABD area,
focusing specifically on the core area or ‘Heritage Precinct Area’, which
experiences traffic congestion and low level of service on many roads.

The survey was conducted by number-plate method, which involves recording last 4-digits on
the number plate of each vehicle on a given stretch at a regular interval. Nine stretches were
identified and the observations were recorded separately for each vehicle type. It was found
that of all the vehicles parked on the surveyed locations, 2-wheelers form the largest share i.e
83% of total number of vehicles.
Parking volume for the core area of the ABD area is 2757 ECS. This high volume of parking
can be attributed to type of activity in the area which is
predominantly commercial and mixed use.
Correlation with Surrounding Land Use
Parking demand is heavily influenced by surrounding land use. Each land use
attracts and generates different levels of traffic and hence, generates different level of parking
demand. Parking demand survey was integrated with land use survey of surrounding plots to
calculate parking demand standard for each land use. It was assumed that an area of influence
around each parking stretch is around 1-2 plot depth of the parking stretch. Six out of nine
stretches have use dominated by a single type and hence these six stretches were considered
to calculate the standard. Stretch number 1 and 9 are dominated by commercial use, while
stretch number 4 and 5 are dominated by mixed use. Stretch 3 and 7 are dominated by
commercial and mixed use if taken together. The parking volume is the actual volume in
terms
of ECS as derived from the parking survey conducted. This shows actual number with types
of vehicle on the stretches used in calculation. Further average of demand considering all the
stretches together i.e. 1.05 ECS
per 100 sqm may be considered as standard demand with standard deviation of ±0.33. The
standard for residential and PSP use is extrapolated w.r.t URDPFI guidelines.
Night Parking in No Vehicle Zone
Once the parking demand in no-vehicle zone is calculated, it is a must to
analyse parking load in night time in this zone. The zone is densely developed
and a significant number of residents are parking their vehicle on roads in the
night. In day time the same road stretches are used by the traffic flow due to
commercial activities in the area. To find out the number of vehicles parked in night, a survey
was conducted early morning from 5:00 am to 8:00 am. The zone was divided three sub-
zones A, B & C.
It should be noted that the area serves as a commercial centre/market in the
day time, while congestion on road reduces in night. The parking demand
calculated for non-motorized zone is capable of handling the demand during night time in this
zone.

Pedestrian Count Survey

Pedestrian count was also conducted to assess the movement and pedestrian behavior in the
area proposed as ‘No Vehicle Zone’ in the SCP. It was found that maximum pedestrian
movement is in Bada Sarafa and especially during evenings. Bada Sarafa is also popular with
pedestrians during night time, when it transforms into a Street Food Market. Even though
pedestrian volume is generally in Pedestrian LOS A to B, pedestrian facilities are missing on
most roads. Pedestrian footpaths, street furniture is almost non-existent in most streets. The
figure below shows Pedestrian Flow in persons per minute per feet (p/min/ft) and Pedestrian
LoS for each survey location.
Existing Traffic management
In ABD area traffic congestion mostly occur in MG road, Jawahar marg and
Rajwada circle which is predominantly commercial and mixed land use. Review of existing
traffic management and traffic calming measures within the study area has indicated a
number measures that have already been installed in some places.
Some of the management measures adopted includes:
2 signalised intersection in study area are found to be operating, located
on Jawahar marg and Mau Naka Chowk.
Traffic measures such as segregation of left turning movements are
observed in some major intersections such as Mau Naka Chowk, Bada
Ganapati chowk etc effectively reducing the conflict points to large
extend in off peak hour.
Traffic police are deployed on Rajwada signalised intersection and other
major intersections in Jawahar Marg.
One way regulations to cut down the traffic congestion and smooth flow
of traffic.
Traffic calming measures such as providing channelization for merging
and diverging traffic are provided in some locations namely Mau naka
chowk, Bada Ganapti etc.

signs or speed limit lacks throughout the network.

Road side encroachments lead to reduce the capacity of network there
by resulting into congestion. Proper management and regulative
measures lacks in case of illegal encroachment.

Lack in pedestrian infrastructure and crossings and intersections. Essential

aspects such as zebra crossings, table tops near intersections, warning
Suggested traffic management measures
Providing median to segregate two-way traffic will improve the capacity
as well as the driving behavior. More than 30% of the theoretical capacity
for the existing network are under-utilized as cause of undivided-carriage
way and illegal encroachments.
Congestion on MG road and jawahar marg can be reduced once the
proposed widening of Dhar road is implemented.
As a part of short term measure, to protect pedestrians from the high
speed vehicular traffic at the intersection, a traffic calming measure of
provision of curb ramps has been suggested. This will limit vehicular right of
way as well as the speed while giving pedestrians a refuge island at the
intersection.
Proper signage to be put up near the heavy pedestrian movement areas
such as schools, hospitals, bus stops and intersections.
In order to avoid the perpendicular conflicts, mini roundabouts are
necessary on intersections to ensure safety as well as reducing the overall
conflicts.
Footpath to be designed as Table top before intersections, which needs
to be provided to reduce the vehicular speed at the intersection.

Proposals for Traffic and Transportation in Indore Smart City

Transit Oriented Development (TOD)
Transit Oriented Development (TOD) means integrated urban places designed to bring
people, activities, buildings, and public space together, with easy walking and cycling
connection between them and near-excellent transit service to the rest of the city. It brings
compact, mixed use development within walking distance of high capacity rapid transit. TOD
features vibrant streetscapes, pedestrian oriented built forms, and land use characteristics that
make it convenient and safe to walk, cycle and use public transport. A global shift from urban
sprawl to inclusive TOD is a most urgent matter. It is, however, more easily conceptualized
than executed. Multiple complex and interdependent elements must be aligned and brought
together. Diverse participants with disparate world views and interests are involved: decision
and policy makers from many institutions, professional technicians of various disciplines,
developers and investors, future tenants and residents, people attached to car-based suburban
lifestyles, people in communities set to be transformed by redevelopment and densification,
and grassroots and civic organizations. In this context, a large-scale shift to TOD must begin
with the building of a common understanding and a conceptual framework for collaboration.

Proposed Road Development

The Indore Smart City Proposal has emphasized core infrastructure improvement and one of
the major intervention under the same is the development of Smart Roads. Smart Roads will
be free from any of the overhead utility cables & poles and provides for adequate spacing for
any future work. The Smart Roads will provide better road surface and RCC
(RollerCompacted Concrete) utility trench.The scope of the work for Smart Road includes:
• Construction of CC (Cement Concrete) roads
• Construction of RCC utility trench
• Laying of all utility services and providing house connections
• Providing proper central median, street-lighting

Improved Intersections and Street design :

1. Pedestrian Crossing
2. Bio swales for storm water management
3. Bollards to protect pedestrians