Transportation Planning For New Commercial Areas of Bhopal

Transportation planning for new commercial areas of Bhopal
Contents
1 2 Introduction to the problem: - ................................................................................................. 4 Synopsis: -............................................................................................................................... 4 2.1 Title of the project:-.......................................................................................................... 4
Transportation planning for new commercial areas of Bhopal (A case of Bhopal CBD) ........... 4 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 3 Motive to take the project:- .............................................................................................. 4 Introduction:-.................................................................................................................... 4 Background:- .................................................................................................................... 5 Need:- ............................................................................................................................... 5 Aim:- ................................................................................................................................ 5 Objective:- ........................................................................................................................ 5 Expected outcome:- .......................................................................................................... 5 Scope:-.............................................................................................................................. 6 Limitations:- ................................................................................................................. 6 Methodology: - ............................................................................................................. 7
Relevance: - ............................................................................................................................ 8 3.1 The Land Use - Transportation Cycle: -........................................................................... 8
4 5 6
Profile of the given area (pilot study): - .................................................................................. 9 Details of the case study:- ..................................................................................................... 11 Data analysis: -...................................................................................................................... 12 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 Basis of plot study:-........................................................................................................ 12 Collected secondary data: - ............................................................................................ 12 Survey method for Primary data of traffic volume:- ...................................................... 12 Distribution of model trips by purpose:- ........................................................................ 13 Vehicular Ownership...................................................................................................... 15 Comparison of traffic volume between 2009 and 2011 at D.B mall:- ........................... 16 Comparison between daily traffic composition of 2009 and 2011 at D.B Mall ............ 18 Parking on front of db mall: - ......................................................................................... 20 Direct entry and exit to the D.B mall from the road:- .................................................... 21 Traffic count analysis for south T.T Nagar Gammon Site: - ...................................... 22 1
Transportation planning for new commercial areas of Bhopal 6.11 6.12 6.13 7 Road Section at Gammon Site: - ................................................................................ 23 Proposed parking positions in master plan: -.............................................................. 24 Pedestrian crossway analysis: - .................................................................................. 25
Proposals: -............................................................................................................................ 26 7.1 7.2 7.3 7.4 7.5 Shield parking on front of D.B Mall: - ........................................................................... 26 Improvement of road geometry at D.B mall: - ............................................................... 27 Foot over bridge on front of D.B City: - ........................................................................ 29 An improved pedestrian friendly cross-section for the road of D. B. mall: -................. 30 Looping of the internal roads to avoid direct entry and exit: ......................................... 32
7.6 Proposal of subway or over bridge for incoming and outgoing traffic at heavy commercial structural: - ............................................................................................................ 33 7.7 7.8 Pick and drop for point such heavy structures: - ............................................................ 33 Policy based proposals: - ................................................................................................ 34 Free parking at private commercial complexes and paid at public place: - ............ 34 Create an environment that provides a unique pedestrian friendly district: - ......... 35
7.8.1 7.8.2
7.8.3 Encourage the compatibility between the central business district and the surrounding residential and commercial neighborhood: - .................................................... 35 7.8.4 Cycle track along the road having high demand from non motorized transport mode: - 35 8 Annexture: - .......................................................................................................................... 36 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 9 The central business district (C.B.D.) has the following characteristics - ..................... 36 Traffic volume data: -..................................................................................................... 37 Base map of D.B mall section:- ..................................................................................... 45 Distance from proposed parking of D.B mall: - ............................................................. 46 Present and proposed section of the road at D. B city: - ................................................ 47 Present and proposed road geometry at D. B mall: - ..................................................... 48 Proposal of foot over bridge at D.B mall: - .................................................................... 49 Photographs of problems at D.B mall: -......................................................................... 50 Base map of New Market with traffic volume data: - .................................................... 51
Bibliography: - ...................................................................................................................... 52
List of figures: Figure 3.1, Landuse cycle ............................................................................................................... 9 Figure 4.1, Base Map Of D.B Mall Area ..................................................................................... 10 Figure 5.1, Base map of South T.T Nagar Gammon Site ............................................................. 11 Figure 6.1, Scatter diagram of trip distribution............................................................................. 13 Figure 6.2 Surface diagram and Pie Chart distribution of model trips purpose ........................... 14 Figure 6.3, Pie Chart distribution of model trips purpose............................................................. 14 Figure 6.4, Comparison of traffic volume between 2009 and 2011 ............................................. 16 Figure 6.5, Percentage increase in traffic volume (2009-2011).................................................... 16 Figure 6.6, Location of traffic volume count of D.B mall ............................................................ 17 Figure 6.7, Comparison of daily traffic composition .................................................................... 19 Figure 6.8, Parking on front of D.B mall in section AB ............................................................... 20 Figure 6.9, Location of direct entry and exit to the D.B mall from the road ................................ 21 Figure 6.10, Location of traffic count analysis for south T.T Nagar Gammon Site ..................... 22 Figure 6.11, Road Section XY at Gammon Site ........................................................................... 23 Figure 6.12, Road Section AB at Gammon Site ........................................................................... 23 Figure 6.13, Proposed parking positions in master plan ............................................................... 24 Figure 6.14, Graph for pedestrian crossway analysis ................................................................... 25 Figure 7.1, Location of shield parking on front of D.B Mall........................................................ 26 Figure 7.2, Present and proposed section for shield parking ........................................................ 27 Figure 7.3, Existing road geometry on Front of D.B mall ............................................................ 28 Figure 7.4, Proposed road geometry for traffic management at D. B city .................................... 28 Figure 7.5, Location of proposed foot over bridge in section AB ................................................ 29 Figure 7.6, Distance of proposed parking from the main market near D.B mall.......................... 30 Figure 7.7, Existing and proposed section of road at New Market............................................... 32 Figure 7.8, Proposal of looping of local roads .............................................................................. 32 Figure 7.9, Design of subway/ over bridge for commercial structure .......................................... 33 Figure 7.10, On street parking at D.B Mall .................................................................................. 34 Figure 8.1, Base map of D. B city................................................................................................. 45 Figure 8.2, Distance from proposed parking of D.B mall ............................................................ 46 Figure 8.3, Present and proposed section of the road at D. B city ................................................ 47 Figure 8.4, Present and proposed road geometry at D. B mall ..................................................... 48 Figure 8.5, Proposal of foot over bridge at D.B mall ................................................................... 49 Figure 8.6, Problems of transportation at D.B city ....................................................................... 50 Figure 8.7, Base map of New Market with traffic volume data ................................................... 51
1 Introductiontotheproblem:
In my thesis work there are two sites has been taken. In these two given sites the first one would be my pilot study and it is the road patch between Board Offices rotary to Gupt Dev rotary. And my case study would be another site and it is Gammon India site in South T.T Nagar. The whole transportation study would be based on lanuse aspect. Transportation problems due to sudden change of landuse characteristics will be the main focus point. On the basis of inferences (pilot study) the final proposals for case study (Gammon site) would be declared. The main objective is to develop an efficient transportation network in such a manner that in future problems can be minimized and traffic flow would be in appropriate manner.
2 Synopsis:
2.1 Title of the project:Transportation planning for new commercial areas of Bhopal (A case of Bhopal CBD)
2.2 Motive to take the project:Bhopal the lake capital city of Madhya Pradesh continuously losing its grace and beauty under the growing pressure of up gradation and densification activities. Increased population growth rate of 36.64% per decade changing the land use of the city rapidly and direct effect can be seen on the whole transportation network of the city. It is important to understand these interrelated issues and planning decisions can be coordinated accordingly to have efficient transportation. Land use patterns affect accessibility, which refers to peoples general ability to reach desired goods, services and activities, and therefore affects mobility, volume and character of traffic.
2.3 Introduction:There are some case studies of Bhopal transportation network which shows various problems related to transportation. A report of Lea-Associates says that the transportation system is not efficient and some serious changes are required in whole transportation network of Bhopal. The problems are numerous and some are presented below; Lack of integration between land use and transportation. High growth rate of vehicles. No organized parking space Lack of street furniture
2.4
Background:-
Bhopal is the second largest city in the state in the Madhya Pradesh. The city, with time has been transforming to multi- functional regional growth centre. Being one of the nerve centers of sociopolitical and economic activities the primacy of city in the state shall remain forever. The government of India, Ministry of urban development and poverty alleviation in its report of national commission on urbanization has classified Bhopal, rightly so, as a national priority city. Bhopal like other cities facing the increased population pressure on resources and infrastructural systems. Due to increase in population and increase in per capita income of Bhopal citizen, traffic on roads are continuously growing. Some new landuse changes like D.B city and proposed Gammon site in new market may be the basic cause of direct effect on transportation due to change landuse.
2.5 Need:There are various problems related to transportation in Bhopal urban area. The core Bhopal city is facing a crucial situation in transportation and circumstances are not good. Transit oriented development and its directed effect on transportation can be easily seen and its adverse effect creating problem for the whole transportation system. Lack of parking and pedestrian encroachment on road are other defined problems for the transportation so there is a requirement of revised study of landuse and transportation study for Bhopal urban area.
2.6 Aim:To evaluate the present situation in context of transportation network and landuse system with appropriate proposal for effective and efficient working system.
2.7 Objective:The major objectives of study are:To evolve transportation system for selected area of Bhopal. (Given its physical environmental and socioeconomic constraints.) Change in traffic volume and character due to landuse changes with its positive and negative aspects. To develop a efficient transportation network in such a manner that in future problems can be minimized and traffic flow would be in appropriate manner.
2.8 Expected outcome:A specified proper pattern and direction of network may be come as an outcome. A working transportation model for both long term and short term aspect for site is an expected outcome. 5
2.9 Scope:Study of existing landuse pattern of some selected pockets of Bhopal urban area like D.B Mall and New Market Gammon proposed site to identify the problems related to transportation and landuse. It is a relative study of lanuse and transportation of two areas which quite similar in its landuse characteristics. D.B Mall would be a pilot study and Gammon site will be a case study. The case study will include all aspects of transportation like traffic volume, road geometry, fuel conservation and related environmental issues.
2.10 Limitations:Lack of man power is a basic factor so only some basic possible primary surveys will be conducted. The entire work has to do individually and there are so many surveys have to complete. Time is another factor and the study has to be complete within a limited time period.
2.11 Methodology: -
METHODOLOGY
IDENTIFICATION OF AREA OF INTEREST
FORMATION OF TOPIC SYNOPSIS SELECTION OF SITE
DATA COLLECTION
PRIMARY DATA SURVEY/OBSERVATION
SECONDARY DATA CONTACT AND REFRENCES
DATA ANALYSIS
COMPARISON AND EVALUATION
PREPARATION OF CONCLUSION
PREPARATION OF PROPOSALS
FINAL DRAFT THESIS
3 Relevance:
3.1 The Land Use - Transportation Cycle: How we use our land (i.e., for agriculture, residential, commercial, industrial development) impacts our transportation facilities, modes of travel (i.e., cars, buses, bicycles or walking), services and vice versa. This land use-transportation relationship or cycle is illustrated by describing what commonly occurs when a road is built or improved. Land along the road becomes more accessible. This increased accessibility makes the land more valuable and attractive to developers. As land along the road is developed, traffic volumes and the number of driveways increase. This results in more congestion and a deterioration of the road's capacity to efficiently move people and goods. The reduced efficiency of the road eventually necessitates roadway capacity improvements that may encourage additional development and the start of a new cycle. Growth point of the city always suffers from the problem of overcrowding and congestion due to natural growth for example Bhopal core city area. It does not just affects the nearby areas but also affect the whole transport network. Travel impacts vary much depending on the type of trip and traveler. For example, increasing mix land use and walk ability tends to be particularly effective at reducing automobile travel for shopping and recreational activities, while increasing regional accessibility and improved transit accessibility tend to reduce automobile commute trips. This study of land use and transportation will not just going to reduce the traffic load from a particular place as well as it also define the profound relationship between land use and transportation of the city which will provide a guide line for decision making in physical planning.
Transpo ortation pla anning for new n commer rcial areas of o Bhopal
"The land nd use-transp portation cyc ycle continue es until l it is physica cally or econo nomically impos ssible to furt rther expand d highway capacity. Access Man anagement, together t with th good lan nd use contro ol, can prese erve highway ay capacity and a effective vely slow dow wn or halt th he developm ment cycle." " The aver rage single f family hous sehold gener rates appr roximately 1 10 vehicle tr rips per day y. A Street with 30 hou ouses would d generate an d 300 vehicle le trips per day. d estimated The aver rage comme ercial drive-t through fast tfood rest taurant gene erates appro oximately 49 96 vehicle trips tr per day y per 1,000 sq.ft. sq of gros ss floor area a. The aver rage office g generates ap pproximately ly 3.32 trips s per employ yee per day. (Trip Gen eneration Ma anual, 1997)
Figure 3.1 1, Landuse cyc cle
4 Pr rofileof fthegive enarea(pilotstudy): s

The wh hole patch fr from Gupt dev d rotary to o Board Of ffice rotary has h been ta aken for the case study. After the t construction of D. D B mall transportati ion pattern n of this area is bein ng changed d automat tically. Du ue to sudde en change in transportation patt tern there are variou us problems s generated. For exa ample sudde en increased d traffic volume, traffi ic congestio on, lack of parking p etc. e best exam mple of chan nged transpo ortation pat ttern for new w commerc cial areas of f Bhopal on n it is the landuse e aspect. Du ue to emerg gence of D. B mall all nearby com mmercial ar reas has bee en affected. This stu udy will in nclude all other aspect ts of surrou unded area including landuse l and d pedestrian n behavio or on road.
Transportation T p planning for new w commercial are eas of Bhopal
Figure e 4.1, Base Map Of D.B Mall Are
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5 De etailsof fthecas sestudy y:

In conti inuation of the pilot st tudy Gamm mon India sit te in South T.T Nagar r can be a best b case for r study on landuse aspect. a This s area is goi ing to impro ove in futur re and defin nitely it wou uld work as s f the city in future. So the t problem ms which are e actually f facing by D.B mall this s main CBD area of e repeated fo or Gammon n Site area. So as a pla anner we sho ould keep a tab on this s time should not be ping site and d its upcom ming problem ms. develop
Figure 5.1 1, Base map of f South T.T Na agar Gammon Site
11
6 Dataanalysis:
6.1 Basis of plot study:Plot study has been done on the basis of following aspects1. 2. Settlement Area
On settlement level the data would required as: Population - census Development phases master plan Vehicle characteristics (qualitative and quantitative) On area level data would be: Base map of both sites NRSA cad image Road geometry (section of road) Survey: (traffic volume and transportation)
6.2 Collected secondary data: Traffic volume data of D. B mall was being collected by construction authority of D.B mall in 2009. The survey has been conducted by the 2nd year B. Plan students under the guidance of transport planner Mr. Anuj Jaiswal. Distribution of model trips by purpose and vehicular ownership data has been taken from LEE Associates report and projection of vehicular ownership data has also been taken from same report.
6.3 Survey method for Primary data of traffic volume:In week days there are 15 students of 2nd year B.plan conducted the whole traffic volume survey on 13 April 2009 for five locations around D.B Mall. The Performa used for survey has been taken from book L.R Kadiyali. It was a 12 hour survey from 9AM to 9 PM. Same method has been adopted for the traffic volume survey for new market area. The survey has been conducted on 22 April 2010. The data of paring survey and other observations has been collected by me on site in different times. For my primary data collection my friends were with me at site. 12
6.4 Distribution of model trips by purpose:It is data of Distribution of model trips by purpose according to LEE Associates report. It shows the mode of travel of the people for different purposes.
DISTRIBUTIONOFMODELTRIPSBYPURPOSE Tempo Car Cycle Texi MiniBus 3.3 1.2 5.2 0.1 9.6 4.3 0.3 2.1 0.1 10.6 0.2 0.3 0.4 0 0.6 0.5 0.2 0 0 1.5 2.1 0.2 0.1 0.1 5.1 1.1 0.7 0.2 0.1 1.8 0.5 0 0.1 0 1.00 0.3 0 0.3 0 0.6 12.3 2.9 8.4 0.4 30.8
Twowheeler Auto Work 24.7 0.4 Education 3.8 0.9 Business 2.7 0.1 Social 0.4 0.8 Shopping 1.3 2.1 Recreation 1.1 0.4 Halth 0.3 0.4 Other 0.1 0 Total 34.4 5.1 Source- LEE Associates Report
30 25 20 Percentage 15 10 5 0 0 1 2 5
Figure 6.1, Scatter diagram of trip distribution
Bus 0.5 4.5 0 0 0 0.1 0 0 5.1
Notstated 0.2 0.3 0 0 0.1 0 0 0 0.6
Total 45.2 26.9 4.3 3.4 11.1 5.5 2.3 1.3 100
Work Education Business Social
24.7
9.6 3.3 0.4

3 4
Shopping Recreation Halth
5.2 1.2
5 6
0.1
7 8
0.5
9
0.2
10
Other
13

SURFAC CEDIAGRAMDIST TRIBUTIONOFMODEL M TRIPS BYPURPOSE P
Other Halth 2025 1520 1015 510 05 Recreation Shopping Social Business Education Work
TRIP PSANDPURPOS SE
2.30% 5.50%
1.30%
Work Edu ucation
11.10% 3.40% % 4.30% 45.20% %
Bus siness Social Sho opping Rec creation Halt th
26.90%
Oth her
Figure F 6.2, Surface diagram and Pie Cha art distribution of mo odel trips purpose
Promoting P public transport and increasing its share s to 60% m 2021 necessita ates a shift from m other modes is i transition from m walk to publ lic tr ransport. The ba ase year distribu ution of trips by mode and purpo ose Is given In Table T 1. It is see en from the table e that work (reg gular) trips by tw wo wheelers w and cyc cles constitute 2 24.7% and 5.2% % of total trips re espectively. The ey thus contribu ute above 30% of o the total trips. By provision of o better b public tran nsport systems, i it is envisaged to t reduce this sh hare gradual to 18.5% 1 in 2021 and a thus achieve e a public transport share of 60% %. The T non- public transport t share w would thus be 40 0% In the horizo on year 2021.
Source: S - LEE Asso ociates Report
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6.5 Vehicular Ownership

Year 1994 1995 1996 1997 1998 1999 2000 TwoWheeler 128994 140876 156861 171619 188145 205812 237000 Car 12300 13080 15305 16948 18378 20196 22500 Total 141294 153956 172166 188567 206523 226008 259500
Vehicular ownership levels in the future based on the existing growth rates are projected to forecast the modal split of private modes. The vehicular growth trend in Bhopal district from 1994 to 1999 has been given in Table-2. The car and two wheeler ownership revels have been increasing around 7-10 % per annum. It is assumed that the growth of cars will be at an average of 8% per annum over the projected period while that of two wheelers will decline marginally.
TOTALPROJECTEDTRAFFICCOUNTOFBHOPAL
700000 600000 500000 165,294 178,923 199,272 217,694 400000 300000 200000 100000 0 237,693 259,155 y=674.3x2 +14252x+14956
Total Poly.(Total)
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Figure 6.3, Projected 2nd order polynomial graph of traffic volume
The growth rates assumed for two wheelers are 10% per annum till 2006, 8% per annum from 2006-20011, 7% per annum from 2011-2016 and 5% per annum from 2016-2021. 15
2011
6.6 Compariso C on of traffi ic volume between b 2 2009 and 2011 2 at D.B B mall:66,025
COMP PARISONOF FTRAFFICVOLUME V BE ETWEEN200 09 AND20 011

70000 0 50000 0 40000 0 30000 0
4,904 42518
60000 0
Acco ording to o this bar b diagram there is a hu uge erence can be b seen in the t diffe traff fic volume of year 200 09 and 2011 that is i before D.B l and after D.B D mall. mall A lit ttle increase in mornin ng peak k hours can n be seen but b even ning peak hour h affect ted and a drastic ch hange can be seen n in evening g peak hours s.
Year20 009
6,607 3713 4224
20000 0 10000 0 0 TotalPCU P
Year20 011
MorningPeak Eve eningpeak ho hours ours
Figure 6.4 4, Comparison n of traffic volu ume between 2009 2 and 2011
Source- Primary s survey PERCENTAGEINCREASE(2009 ( 2011 1)

60.0 50.0 40.0 30.0 20.0 10.0 0.0 0 16.00 32.08 Total lPCU Morn ningPeakhour rs Eveningpeakhours s Traff ficofthewhole ecity 55.29 6.40 56
TotalPCU M Morning Eve ening Trafficof pe eak thewhole Peak ho ours city hours
Incre ease in traf ffic of Bhop pal in tw wo years is 16% which h is very y less in co omparison to incre ease in traff ffic of relative site. Now this s compariso on ws that th he growth at show D.B mall is no ot but natur ral ead of so ome extern nal inste facto or involved d like chan nge in la anduse char racteristics of this p particular place. p
Figure 6.5 5, Percentage increase i in tra affic volume (20 009-2011)
In following pictur re change in n traffic volu ume can be easily seen n but this pla ace is not ju ust a case of f e in traffic v volume but it is a case of time shif fting of pea ak hours. In 2009 at D.B B mall peak k increase hours were w 6:30 pm m to 7:30 pm m but at pre esent it is sh hifted to 7:3 30 pm to 8:3 30 pm that means m night t life of the t city is in ncreasing and a these ar re direct effe fect of such heavy com mmercial stru uctures like e D.B ma all.
16
Transportation T p planning for new w commercial are eas of Bhopal LOCATION L OFTR RAFFICVOLUME ECOUNTOFD.B BMALL
Figure F 6.6, Location of o traffic volume cou unt of D.B mall
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6.7 Comparison between daily traffic composition of 2009 and 2011 at D.B Mall
If we talk about the daily traffic composition of both years 2009 and 2011 at D.B mall then it is absolutely clear that more than 90% traffic mode is either two wheeler or four wheeler. According to LEE Associates report about 43% people use mini-buses for the shopping purpose but this data is for whole city and this place having different characteristics where more than 90% people use their own private vehicle for shopping purpose. It is the main central characteristic of CBD.
TIME
9:009:930 9:3010:00 10:0010:30 10:3011:00 11:0011:30 11:3012:00 12:0012:30 12:3013:00 13:0013:30 13:3014:00 14:0014:30 14:3015:00 15:0015:30 15:3016:00 16:0016:30 16:3017:00 17:0017:30 17:3018:00 18:0018:30 18:3019:00 19:0019:30 19:3020:00 20:0020:30 20:3021:00
PEAKHOUR TRAFFICIN 2009
PEAKHOUR TRAFFICIN2011
3713
4904
4224

5708 6607
18
Transpo ortation pla anning for new n commer rcial areas of o Bhopal In 2009 9 when D.B B mall was not constructed, c , traffic compos sition was s almost same d due to pri ivate and governm ment offic ces. Here people were use their t own vehicle for trip purpose. Compo osition of buses b and mini-bu uses are very v low and cycle is almost ble. Auto riksha r has negligib some quantitative q figure on chart. In 20 011 two wheelers increase ed drastical lly with a huge a acceleration n and it was th he main cause of traffic m also. problem er of buses increased Numbe a little bit due to upcoming u a if we BRTS proposal and er a successful BRTS conside proposa al then public transpo ort should in ncrease in future.
1% 1% 4%
0% 0% 3% 0%
DA AILYTRAFFIC CCOMPOSITION2009
0% 3% 0% 0%
Car TW AutoRick
22%
Minibus Bus Tempo LCV Truck MultiAxle
66% %
OthersFast Bicycle
0% % 1% 1% 3% %
DAILYTRAFFICCOMPOSIT TION2011
2% 0% 0%
Car TW AutoRick Minibus Bus Tempo LCV Truck
22%
71 1%
MultiAxle e
40000 30000
12826 13558
39278
50000
44639
20000 10000
TOTALBO OTHDIRIN2009 TOTALBO OTHDIRIN2011

5361
2192 1926
1733 709
INCREASEDTRAFFIC
362 828
0
266 1024
221 93
732
466
Car
10000
6.7, Comp parison of dail ly traffic comp position
AutoRick
19
Minibus
Tempo
TW
Bus
128
6.8 Parking on front of db mall: There is a legal authorized parking available in D.B mall basement but despite of every facility people park his vehicle (especially twowheeler) on front of D.B mall in open space. There are some specific reasons observed behind it as follows. Time consuming parking in basement of D.B mall. It takes 3 to 5 minutes in parking. In case of technical fault it takes 5 to 7 minutes. More parking fare in D.B mall. It is Rs. 5/- per two-wheeler and Rs. 10/- to Rs. 100/- for four-wheelers according to time. For incoming traffic from Gupt Dev rotary to Board office Rotary a far distance has to cover for the parking of D.B mall. It is a big problem because it creates a lot of problems and mismanagement on roads. On front of D.B mall there are so many commercial buildings and this parking place has been provided for them. But these commercial shops continuously losing their income and facing parking congestion on front of their shops. This is also not good for the venders in this locality and they are also losing their business.
Figure 6.8, Parking on front of D.B mall in section AB
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6.9 Direct entry and exit to the D.B mall from the road:The entry and exit point of D.B mall is direct from the main road and it is a big reason of traffic congestion on the road. The frequency of traffic at exit point is 4 vehicles per minute and they always take a right turn from the rotary and it is a big confliction point in the road which delays the traffic for one or two minutes
Figure 6.9, Location of direct entry and exit to the D.B mall from the road
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6.10 Traffic T cou unt analysi is for south h T.T Nag gar Gamm mon Site: -
Figure 6.1 10, Location of f traffic count analysis for so outh T.T Nagar r Gammon Sit te
Gammo on India si ite is situat ted in the main mark ket of T.T Nagar and d it is surr rounded by y resident tial and oth her mix land duses. At Li ink Road nu umber-1 tra affic volume e is 31837 PCU which h is a den nse traffic volume v for any a comme ercial area. PCU P per lan ne per hour r per directi ion for Link k Road nu umber-1 is 442 and sta andard for urban u road is 800 PCU. . Same case e for main road at Tean n Shed he ere PCU is 395. In both h cases num mber of veh hicles on roa ad is dense. These are the t analysis s of traffi fic before th he construct tion of Gam mmon site. After the construction c n of Gammo on Site it is s very ob bvious that traffic t woul ld increase drastically and it woul ld also incre ease the tra affic volume e and par rking deman nd.
22
6.11 Road R Sectio on at Gam mmon Site: In the given g plan r road section n XY at Tea an Shed has s been show wn in the fo ollowing fig gure and we e can see e the lack o of vegetatio on in the given section n. This plac ce is not to otally comm mercial, it is s surroun nded by com mmercial an nd mix landu use so here vegetation is required. Condition of footpath h is also not n good an nd it is a nec cessary part for transpo ortation plan nning.
Figure 6.1 11, Road Section XY at Gam mmon Site
f Nankey Petrol It is the e section AB B of Link Road R numbe er-1 near Ga ammon Site e on front of P pump. This road contains s thick vege etation and there is no requiremen nt of big ch hange in thi is road. But t oot path is not in good d condition on this roa ad. This roa ad contains a huge traf ffic volume e again fo amount t and an exte ernal factor r for that is adjacent a pet trol-pump.
Figure 6.1 12, Road Section AB at Gam mmon Site
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6.12 Proposed parking positions in master plan: -
On these two places a multi level parking has been proposed in master plan Bhopal. In New Market, proposed parking place is very close to main commercial area and it is easy to park and take a walk for market place but circumstances are not similar in case of near D.B mall. Here proposed parking is so far from the main commercial market area and there is no facility for pedestrian walking on roads. So here feasibility chances is very low and may be this parking area would be unused in future. So only facility of parking is not a solution but the place of parking is also an important factor in commercial CBD.
Figure 6.13, Proposed parking positions in master plan
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6.13 Pedestrian P crossway analysis: According to C. Alexander A (P Pattern lang guage) Roa ads which li ies under th he hatched area in this s r a special ped destrian cro ossway. Bot th of the si ites come under u the hatches h area a graph, requires which shows s the potential of Foot F over br ridge or sub bway requir rement.
Figure 6.1 14, Graph for pedestrian cro ossway analysis
At the site s of D.B mall numbe er of vehicl les per hour r is around 304 3 and roa ad width is 15.2 meters s where at a New Mar rket Nankey y Petrol pum mp number r of vehicles s per hour i is around 32 20 and road d width is i 18.2 me eters. In bo oth cases th here is a special s cros ssway for pedestrian is required d accordin ng to the gi iven graph.
25
7 Proposa als:
7.1 7 Shield parking on front t of D.B Mall: Shield parking is very ant in case of importa comme ercial landuse. In n the given figure 3.1 red marked d line on fron nt of D.B mall has b been propose ed for sh hield parking g. Put all a parking lots s, or parking g garages be ehind some kind k of natural w wall, so that the cars and par rking structur re cannot be seen from outside. o (A Pa attern
language e by C. Alexander)
Figure F 7.1, Location of o shield parking on front of D.B Mall
Due D to shield par rking a psycholo ogical cause dev velops in the hum man mind for pa arking and bothe eration. For new w visitor this par rking place woul ld be b absolutely out t of the vision an nd they park thei ir vehicle at the correct place, th hey came actually y for.
26
Prop oposal shield parking:p Shie eld parking is s a very good short s term pro oposal for par rking manage ement. It is jus st a psycholog gical effect to the vehicle owner r to divert traf ffic from this place p to the co orrect place of parking.
7.2, Prese ent and propos sed section for shield parking g
In the given g sectio on AB, locat tion of shie eld parking has been sh hown. It is a very good d short term m proposa al and definitely, parkin ng from this s place wou uld decrease e.
7.2 Im mproveme ent of road d geometry y at D.B mall: m At D.B mall entry and exit is s direct on the t main ro oad and due e to which t the whole patch p of this s roblem of tr raffic conge estion. At pr resent there e are four co onfliction points p at the e road is facing a pr D mall du ue to misma anaged traff fic and road d geometry. In figure 3.3 it can be e easily seen n exit of D.B that the ere is no div vider from Gupt Dev rotary to ex xit point of f D.B mall. Due to ava ailability of f puncher r on road a at the exit point p of the D.B mall r riders take a right turn n from their r instead of f going straight s from m Vyapam m Rotary an nd it stops the traffic flow of m main road for f a while. Frequen ncy of outg going traffi ic from D.B B mall is t three vehicles per min nute and it delays the e flowing g traffic of t the main ro oad for 7 to o 10 second ds per vehic cle. It is the e main caus se of traffic c congest tion on the road r at peak k hours. 27
7.3, Existi ing road geom metry on Front of D.B mall
For such ki ind of probl lems we can n propose so ome change es in road ge eometry to r reduce the traffic t cong gestion on the road d. Problems have been generated by b the riders s due to the eir inappropr riate behavi ior on road and it can be solv ved. The w whole patch should be puncher fre ee and a sin ngle puncher should be b given ne ear the entry of the e D.B city w which is giv ven in figure e 3.4. In this s condition people have to acquire e the straigh ht path to Gupt Dev v rotary at the t time of exit.
7 Proposed road geometry for traffic man 7.4, nagement at D. D B city
There is no o confliction n point in th he proposed d road geom metry for the e whole patc ch of the road. For Linc Road No 1 riders s can take a left turn fr rom Gupt de ev rotary an nd that road d will merge e to the Lin nc Road at Vypam V Rotary. Thi is road geo ometry will be also ben neficial for the incomi ing traffic f from Gupt Dev D rotary to D.B mall. In the e existing road r geometry they ha ad to travel up to Boar rd office rot tary and then they too ok a UTurn for D.B mall par rking. It was s a long dis stance they had to trave el and thats why they park their vehicle v o escape fro om these bot theration. on front of D.B mall to
28
7.3 Foot over bridge on front of D.B City: -
In the analysis part for pedestrian crossway it was explained that both of the locations required a special pedestrian crossway. It is the standard graph which was given by C. Alexander. It was explained in previous chapter. At the site of D.B mall number of vehicles per hour is around 304.
7.5, Location of proposed foot over bridge in section AB
At the front of D.B mall pedestrian movement is very high and for the future aspect it is necessary that we should plan a pedestrian friendly transportation network for all CBD. So it is important to provide a pedestrian foot over bridge at front of D.B mall for road crossing. Pedestrian on road is also a cause of traffic congestion. It is the best way to protect pedestrian from overwhelming traffic.
29
7.4 7 An impro oved pedestria an friendly cross-section for the road of D. B. mall: -
According to Maslow safety is the 2nd most impo ortant requireme ent for human after Food and s shelter. Pedestrians do o not want to tra avel on the present uns safe road due to fear of accident and comfort levels on n roads are for pedestri ian also not good d.
7.6, 7 Distance of propo osed parking from th he main market near D.B mall
n the given figu ure 3.6 proposed parking at Bhop pal Haat is 200 meters m away fro om the main mar rket of this area and present road condition is no ot In as a good that peop ple walk from th hat point to the main m market on road r and in that situation this pa arking area would be unused in f future so it is ver ry im mportant that th he pedestrian pa athway on road should improve ed in such a ma anner that pedes strian wants to walk w on that wi ithout any fear of o tr raffic. Along the e road a raised pedestrian footpa ath should be pro ovided in both si ides of the road. 30
Transportation T p planning for new w commercial are eas of Bhopal An A improved pe edestrian friendly y cross-section for f the roads of New N Market: Pr roposed Gammon India site is surrounded by mix lan nduse and its ch haracteristics is quite q different fr rom D.B m site. Here thi mall is site entirely su urrounded by residential an nd commercial landuse both. So o this site requir red some different aspect for transportati ion planning. H Here on ro oads, a level of vegetation is ne ecessary and for r this an in ntegrated environ nmental transpo ort planning is r required. Af fter the constru uction of Gamm mon Site in So outh T.T Na agar this place would w be a main n node of the city and it wi ill affect the wh hole New Marke et area. In the main New M Market area th here are huge e venders and d small sh hopkeepers involved in their bu usiness. Direct a affect of th his construction would w be on the business of ven nders and sm mall shopkeepers. This place will w suffer with t the same pr roblem of Bittan n Market after the emergence of D.B M Mall. For the development of o venders and d small sh hopkeepers the only solution is i to improve t the road se ection and make e it pedestrian fr riendly because venders ar re entirely depen ndent on movin ng pedestrian cro owed on ro oad. The proposed roads shou uld be comfortable for pe edestrian and for this vegetation n is necessary o on roads. Ve egetation is not just good for pedestrian p comfo ort but it also improve the environmental quality of road ds. Link ro oad is the live example in Bhopal.
31
7.7, Existing and proposed section of road r at New Market M
According to C. Alexender A fo residenti for ial area urb ban roads sh hould be gr reen. It prot tects the househo old from no oise and po ollution. For good and d healthy en nvironment this is a im mportant step for r future.
7.5 Looping L of f the intern nal roads to t avoid di irect entry y and exit: :
Looping g of the internal roads is a good strategy y of traff ffic manage ement. At A Gammo on India site s there are a so man ny local roads r are available for f looping g but they ar re not in goo od conditio on. Rather than t divertin ng the who ole traffic load l on ma ain road it is i good to divert d them in differen nt local inte ernal roads by b looping g. So the en ntry and ex xit of Gam mmon site should s not be direct on o main road d instead of f it should be from back sid de. Looping g of the internal roads is not ju ust good for speci ial commer rcial structu ure but it al lso good for nearby y residenti ial areas.
7.8, Pro oposal of loopi ing of local roa ads
32
7.6 P Proposal of f subway or o over bridge for in ncoming and outgoin ng traffic at h heavy comm mercial str ructural: For a special s com mmercial stru ucture like D.B mall and Gamm mon India a design of subway/ over bri idge should d be compul lsory for ex xit and entry y of the veh hicle from th he other sid de of the road. Fo or such a big b construc ction subwa ay/ over brid dge is not a very expe ensive propo osal and 50% co ost of the construction should s be pa aid by owne er of the com mmercial st tructure.
7.9, Desig gn of subway/ over o bridge for r commercial structure s
In the given g figur re 8.8 of ro oad geometr ry there is no conflict tion point o on the road d due to incomin ng traffic fr rom the othe er side of th he road and d they can ex xit also wit thout any di ifficulty. Constru uction of th he proposed d subway/ over bridge e will be according a to o feasibility y of the structur re at the site e. If site is feasible f for the constru uction of sub bway then i it is good ot therwise over br ridge is a go ood option. . Proposed subway/ ov ver bridge should s also be integrat ted with pedestri ian path wa ay. There sh hould be a footpath f alo ong the subw way/ over b bridge so th hat it can tackle problems, p p pedestrian a vehicle and e. If pedestr rian movem ment would d be happen n in this subway y then, this area a can be e used for venders and small shopkeepers. It will be a go ood step to enco ourage the business b of venders an nd small shopkeepers in i main CB BD. In case e of D.B mall wh here structu ure has been n already fin nished it is difficult to execute su uch proposals but in case of f Gammon India I South T.T Nagar where construction is under proc cess it can be b easily implem mented.
7.7 Pick P and dr rop for po oint such heavy h struc ctures: There should be a pick p and dr rop point on n front of su uch heavy co ommercial s structure. In n case of D.B ma all people park p his veh hicle on the road for picking & dro opping purp pose. This is i a very short tim me parking g but it affe ect the whol le flowing traffic. t In th he given fig gure 7.10 it can be
33
Transpo ortation pla anning for new n commer rcial areas of o Bhopal seen tha at people di irect park th heir vehicle e on the stre eet due to lack of pick k and drop point. p In the inne er
7.10, On street s parking at D.B Mall
corridor r they use as a a parking g space for the t office worker w of D. B mall bu ut they have e already provide ed a parking g in the basement so th his parking space is un nnecessary. They can use u it for the pick k and drop point. p There e should be a un obstru ucted road should s be av vailable at the t front of such heavy struc ctures.
7.8 Policy P base ed proposa als: 7.8.1 Free parkin ng at privat te commerc cial complex xes and pai id at public place: Parking g at private commercial c l complexes s should be free becaus se at the tim me of constru uction it was me entioned in its approva al that they have h to pro ovide a thres shold parkin ng space fo or such a big com mmercial str ructure. At present par rking space of these co ommercial structures has h been commer rcialized fo or profit bu ut due to co ommercializ zation of su uch parking g spaces, th he other public parking p spa aces sufferi ing from th he problem of overcro owding and d high park king fare charges s. For exam mple on fron nt of D. B mall m the park king fare ware w Rs. 2/- per vehicle e for two wheeler rs but now it i is Rs. 5/- per vehicle. So in case e of Gammo on site parki ing should be b free.
34
7.8.2 Create an environment that provides a unique pedestrian friendly district: Small shopkeepers and venders are directly depends upon the pedestrian movement of the area. Actually they are directly interlinked with middle class income group. But due to emergence of new commercial structure in these small developed areas they are continuously losing their business as well as costumers. Due to glamorous identity, brand and quality assurance, availability of the multi-products under one roof, customers prefer the mall like structures first. At present the quality of the road infrastructure and facility for pedestrian movement is not in good condition. This is the main cause that people do not want to walk at all on roads. To encourage the pedestrian movement a designed pedestrian pathway on roads is necessary. With the specified pedestrian pathway an integrated environment planning is also required to provide comfort on the pedestrian pathway. It is necessary to make a live pedestrian movement on roads.
Encourage the compatibility between the central business district and the surrounding residential and commercial neighborhood: Due to emergence of new commercial area in main CBD there are so many things begins to change but the nearby commercial and residential area affected more. In case of Bittan Market in Bhopal it is the live example of deterioration of business. Before the construction of D. B mall Bittan circle was one of the main nodes of the city but at present it is deserted. For Bittan Market renovation of this site has been proposed but it is too late and it will take a long time span. These proposals should be come in mind of planners at the time of emergence of such big commercial structure. So an impact analysis of such big commercial area is required. In case of Gammon site a proposal of the renovation of new market should be given. It is required to maintain the balance between main CBD and surrounding structures.
7.8.3
7.8.4
Cycle track along the road having high demand from non motorized transport mode: It is a long term proposal for urban roads. In future non motorized vehicle would be in high demand because of climatic and environmental condition of the city. According to the upcoming situation of the city, environment is the main factor of concern and it is important to encourage the non motorized vehicle. CBD act always as a main node of the city so it would better to encourage the non-motorized vehicle near the CBD area.
35
8 Annexture:
8.1 The central business district (C.B.D.) has the following characteristics Has the departmental shops, large offices, main railway and bus stations, many churches, pubs, clubs and cinemas and the town hall The main roads head into the C.B.D. The value of the land is greatest here Due to the high cost of the land buildings are built upwards C.B.D.s suffer from the worst traffic congestion It is often the oldest part of the city It may have a grid-iron street pattern, that is parallel straight roads and other roads running at right angles
36
8.2 Traffic volume data: Location No. 1 Road from Board office choraha to Guru Gupt Dev Circle
MORNING EVENING 1030-1130 1845-1945 Car 1030-1130 1845-1945 1095 1344 3713 4224 TW 3550 3889 Auto Rick 210 193 Minibus 139 149 Bus 30 35 Tempo 7 41 LCV 83 82 Truck 17 10 MultiAxle 0 0 Others Fast 3 0 Bicycle 62 119 Slow goods 7 12 Slow others 0 5 TOTAL 3695 5879 PCU 3713 4224
PEAK HOUR TRAFFIC AT MID BLOCK SECTIONS

ROAD TIME Car M. P. NAGAR ROAD TW Auto Rick Minibus Bus Tempo LCV LOCATION: Truck MultiAxle Others Fast Bicycle NEAR D B MALL Slow goods Slow others TOTAL PCU
D B Mall rotary DIR: FROM: TO Board office chouraha
1030-1130 1845-1945 DIR:
514 548 FROM:
1634 1378
88 78
52 61
15 30
3 30
26 28
7 6
0 0
3 0 TO
34 61
3 12
0 5
2379 2237
1676 1714
board office chouraha
D B Mall rotary
37

1030-1130 1845-1945 581 796 1916 2511 122 115 87 88 15 5 4 11 57 54 10 4 0 0 0 0 28 58 4 0 0 0 2824 3642 2038 2510
TOTAL BOTH DIRECTIONS 1030-1130 1845-1945 1095 1344 3550 3889 210 193 139 149 30 35 7 41 83 82 17 10 0 0 3 0 62 119 7 12 0 5 5203 5879 3713 4224
PEAK HOUR TRAFFIC COMPOSITION (%)
1030-1130 1845-1945 DAILY TRAFFIC D B Mall rotary board office chauraha Board office chaurahaD B Mall rotary TOTAL BOTH DIR
21.0 22.9
68.2 66.2
4.0 3.3
2.7 2.5
0.6 0.6
0.1 0.7
1.6 1.4
0.3 0.2
0.0 0.0
0.1 0.0
1.2 2.0
0.1 0.2
0.0 0.1
100 100
71 72
5601
16549
1034
800
199
166
231
74
599
55
26
25337
18584
7225
22729
1158
933
163
55
528
64
941
35
12
33843
23934
12826
39278
2192
1733
362
221
759
138
1540
90
38
59180
42518
DAILY TRAFFIC COMPOSITION
38

(%) 21.7 66.4 3.7 2.9 0.6 0.4 1.3 0.2 0.0 0.0 2.6 0.2 0.1 100
HOURLY VA RIA TION OF TRA FFIC

board office choraha to Guru Gupt Dev Circle
4500
4000
3500
3000
P C U
2500
2000
1500
1000
500
0 7 -8 8 -9 9 -1 0 1 0 -1 1 1 1 -1 2 1 2 -1 3 1 3 -1 4 1 4 -1 5 1 5 -1 6 1 6 -1 7 1 7 -1 8 1 8 -1 9 1 9 -2 0 2 0 -2 1
HOUR OF DA Y
DAILY TRAFFIC COMPOSITION

Vehicles Car/Van/ Jeep 22 Scooter/M.Cycle Auto Rick 4 Minibus Bus Tempo Goods Vehicles 2 Slow Vehicles 3
Composition
66
39
DA ILY TRA FFIC COMPOSITION Board office choraha to Guru Gupt Dev Circle
Goods Vehicles 1.5%
T empo 0.4% Bus 0.6% Minibus 2.9%
Slow Vehicles 2.8% Car/Van/ Jeep 21.7%
Auto Ricksha 3.7%
Scooter/M.Cycle 66.4%
40
Transportation planning for new commercial areas of Bhopal Location 3 Road from Guru Gupt Dev Circle to Bhopal Haat
MORNING 10151115 18151915 Car/Van / Jeep 1015-1115 1815-1915 1140 1375 3374
EVENING
4817 Auto Rick 256 304 Mini bus 6 63 Tem po 3 51 MultiAxle 1 1 Other s Fast 0 0 Slow goods 1 10 Slow others 0 0
TW 3387 4842
Bus 14 27
LCV 58 157
Truck 25 27
Bicycle 115 201
TOTAL 3565 7058
PCU 3374 4817
PEAK HOUR TRAFFIC AT MID BLOCK SECTIONS ROAD Car/Van / Jeep FROM: 598 943 Ballabh Bhawan road Auto Rick Mini bus Tem po LOCATION: MultiAxle Other s Fast TO 4 59 5 25 0 51 32 118 21 19 0 1 0 0 Bhopal Haat Slow goods Slow others
TIME
TW
Bus
LCV
Truck
Bicycle
TOTAL
PCU
DIR: 1015-1115 1815-1915
Bhopal Haat 1548 3158 154 203
Board office chauraha 73 105 0 10 0 0 2435 4692 1697 3297
Board office chouraha DIR: FROM: TO Bhopal Haat
1015-1115
542
1839
102
26
42
2571
1677
41

1815-1915 432 1684 101 4 2 0 39 8 0 0 96 0 0 2366 1520
TOTAL BOTH DIRECTIONS 1015-1115 1815-1915 1140 1375 3387 4842 256 304 6 63 14 27 3 51 58 157 25 27 1 1 0 0 115 201 1 10 0 0 5006 7058 3374 4817
PEAK HOUR TRAFFIC COMPOSITION (%) 1015-1115 1815-1915 22.8 19.5 67.7 68.6 5.1 4.3 0.1 0.9 0.3 0.4 0.1 0.7 1.2 2.2 0.5 0.4 0.0 0.0 0.0 0.0 2.3 2.8 0.0 0.1 0.0 0.0 100 100 67 68
DAILY TRAFFIC bhopal haat-board office chauraha board office chaurahabhopal haat TOTAL BOTH DIR
7424
26482
1707
171
99
110
735
135
14
1299
31
38207
25444
5580
18442
1163
35
97
400
101
10
613
26456
17606
13004
44924
2870
206
196
119
1135
236
24
1912
37
64663
43050
DAILY TRAFFIC COMPOSITION (%) 20.1 69.5 4.4 0.3 0.3 0.2 1.8 0.4 0.0 0.0 3.0 0.1 0.0 100
42
HOURLY VA RIA TION OF TRA FFIC

Guru Gupt Dev Circle to Bhopal Haat)
6000
5000
4000
PC U
3000
2000
1000
0 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19 19-20 20-21
HOUR OF DAY
43

DAILY TRAFFIC COMPOSITION Vehicles Car/Van/ Jeep 20 Scooter/M.Cycle Auto Rick 4 Minibus Bus Tempo Goods Vehicles 2 Slow Vehicles 3
Composition
69
DA ILY TRA FFIC COMPOSITION (Guru Gupt Dev Circle to Bhopal Haat)
Tempo 0.2% Bus 0.3% Minibus 0.3% Goods Vehicles 2.2% Slow Vehicles 3.0%
Car/Van/ Jeep 20.1%
Auto Ricksha 4.4%
Scooter/M.Cycle 69.5%
44
8.3 Base B map of o D.B mal ll section:-
8.1, Base e map of D. B city c
45
8.4 Distance D fr rom proposed parkin ng of D.B mall: -
8.2, Distance from prop posed parking of o D.B mall
46
8.5 Present and proposed section of the road at D. B city: -
8.3, Present and proposed section of the road at D. B city
47
8.6 Present and proposed road geometry at D. B mall: -
8.4, Present and proposed road geometry at D. B mall
48
8.7 Proposal of foot over bridge at D.B mall: -
8.5, Proposal of foot over bridge at D.B mall
49
8.8 Photographs of problems at D.B mall: -
8.6, Problems of transportation at D.B city
50
8.9 Base map of New Market with traffic volume data: -
8.7, Base map of New Market with traffic volume data
51
9 Bibliography:
Christopher Alexender. 1977. A Pattern Language. Sara Ishikawa Murry Silverstein with Max Jacobson Ingrid Fiksdahl- King Shlomo Angel
th
Approach. Paper presented at the 8 international conference on computers in urban planning and urban management, May 27-29, in Sendai, Japan.
Clay, Michael J. and Robert A. Johnston. 2006. Multivariate uncertainty analysis of an integrated land use and transportation model: MEPLAN. Transportation Research, Part D: Transport and Environment 11D(3): 191-203.
Comprehensive traffic and transportation study for Bhopal urban area- A final report by LEE Associates south Asia Pvt. Ltd.
Levinson, David M. and Wei Chen. 2005. Paving new ground: a Markov Chain model of the change in transportation networks and land use. In Access to destinations, eds. David M. Levinson and Kevin J. Krizek, 243-266. Amsterdam: Elsevier Science Publishers.
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Transportation Planning For New Commercial Areas of Bhopal

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Transportation planning for new commercial areas of Bhopal

Relevance: - ............................................................................................................................ 8 3.1 The Land Use - Transportation Cycle: -........................................................................... 8