contents · pedestrian friendly urban transport for thiruvananthapuram national transportation...

Pedestrian Friendly Urban Transport for Thiruvananthapuram

National Transportation Planning and Research Centre i

Contents 1. INTRODUCTION ......................................................................................................... 1

2. SCOPE AND OBJECTIVES OF THE STUDY ............................................................. 2

3. METHODOLOGY ........................................................................................................ 4

3.1. Start-up activities and reconnaissance survey ...................................................... 4

3.2. Review of past study reports/development schemes ............................................. 4

3.3. Collection of secondary data ................................................................................. 5

3.4. Design and conduct of primary surveys ................................................................ 5

3.5. Road inventory survey .......................................................................................... 5

3.6. Traffic volume survey ............................................................................................ 6

3.7. Pedestrian volume survey ..................................................................................... 6

4. STUDY AREA PROFILE - THIRUVANANTHAPURAM ............................................... 7

4.1. Physical features................................................................................................... 7

4.2. Historical Evolution ............................................................................................... 7

4.3. Profile of Study Area ............................................................................................. 8

4.3.1. Industrial sector ............................................................................................. 9

4.3.2. Educational Institution .................................................................................. 10

4.3.3. Medical facilities ........................................................................................... 10

4.3.4. Land use Pattern ......................................................................................... 10

4.3.5. Tourism ........................................................................................................ 11

4.4. TransportationNetwork ........................................................................................ 11

4.4.1. Road network .................................................................................................. 11

4.4.2. Rail transport ................................................................................................... 12

4.4.3. Air transport ..................................................................................................... 13

4.4.4. Road transport ................................................................................................. 13

4.4.5. Water transport ................................................................................................ 14

4.5. Vehicle population............................................................................................... 14

4.6. Accidents in the study area ................................................................................. 15


National Transportation Planning and Research Centre ii

4.7. Major traffic generators in the study area ............................................................ 15

5. COLLECTION OF DATA ........................................................................................... 17

5.1. Reconnaissance survey ...................................................................................... 18

5.2. Collection of data from secondary sources.......................................................... 18

5.3. Collection of data from primary surveys .............................................................. 18

5.3.1. Road inventory surveys ............................................................................... 18

5.3.2. Inventory of pedestrian infrastructures ......................................................... 20

5.3.3. Pedestrian movement surveys ..................................................................... 20

5.3.4. Opinion survey of pedestrians ...................................................................... 20

5.3.5. Traffic volume surveys ................................................................................. 20

6. BASE YEAR PEDESTRIAN INFRASTUCTURES IN THIRUVANANTHAPURAM ..... 22

6.1. Road characteristics ........................................................................................... 22

6.2. Availability of pedestrian facilities ........................................................................ 22

6.2.1. Footpath ...................................................................................................... 22

6.3. Pedestrian Facility Rating ................................................................................... 26

6.4. Walkability Index ................................................................................................. 26

7. LEVEL OF SERVICE OF PEDESTRIAN FACILITIES IN THIRUVANANTHAPURAM 30

7.1. Volume-capacity Ratio ........................................................................................ 30

7.2. Pedestrian-vehicle conflict .................................................................................. 30

7.3. Walkability index ................................................................................................. 30

7.4. Transit time Map ................................................................................................. 31

7.5. Level of Service .................................................................................................. 32

7.6. Pedestrians at intersections ................................................................................ 32

7.7. Pedestrian-Vehicle conflicts ................................................................................ 33

8. GUIDELINES FOR PEDESTRIAN INFRASTRUCTURES ......................................... 36

8.1. Pedestrian-vehicle conflicts ................................................................................. 36

8.2. Inclusive Planning ............................................................................................... 36

8.3. Pedestrian Safety................................................................................................ 36

8.4. Design standards for Pedestrian facilities............................................................ 37


National Transportation Planning and Research Centre iii

8.4.1. Pedestrian footpaths .................................................................................... 37

8.4.2. Clear walking zone....................................................................................... 38

8.4.3. Clear height ................................................................................................. 39

8.4.4. Width of footpath .......................................................................................... 39

8.4.5. Frontage zone or dead width ....................................................................... 40

8.4.6. Surface condition of Footpaths .................................................................... 40

8.4.7. Cross falls .................................................................................................... 41

8.4.8. Service covers ............................................................................................. 42

8.4.9. Other obstructions on the footpath ............................................................... 42

8.5. Pedestrian guard-rails ......................................................................................... 43

8.5.1. Design of guard-rails .................................................................................... 43

8.5.2. Locations of Guard rails ............................................................................... 44

8.5.3. Guidelines for installation of Guard-rails ....................................................... 44

8.6. Covered walkways .............................................................................................. 45

8.7. Curbs .................................................................................................................. 45

8.7.1. Curb radius and slip road ............................................................................. 45

8.7.2. Curb ramps .................................................................................................. 46

8.8. Marked cross walks and enhancements ............................................................. 47

8.8.1. Crosswalk materials ..................................................................................... 47

8.8.2. Continuity and Consistency .......................................................................... 48

8.9. Pedestrian Crossings .......................................................................................... 49

8.9.1. Principles of pedestrian crossings ................................................................ 49

8.9.2. Guidelines .................................................................................................... 49

8.9.3. Zebra crossing ............................................................................................. 52

8.10. Traffic signals .................................................................................................. 54

8.11. Refuge islands................................................................................................. 55

8.12. Types of pedestrian crossings ......................................................................... 57

8.12.1. At-grade pedestrian crossings ....................................................................... 57

8.12.2. Uncontrolled crossings .................................................................................. 58


National Transportation Planning and Research Centre iv

8.12.3. Controlled crossings ...................................................................................... 59

8.12.4. Pedestrian safety at roundabouts .................................................................. 61

8.12.5. Grade separated pedestrian crossing facilities............................................... 63

8.12.6. Subway and foot over bridges (FOB) ............................................................. 65

8.13. Pedestrian Actuated Signal or Pelican Crossing .............................................. 66

8.14. Pedestrian amenities ....................................................................................... 66

8.15. Traffic calming ................................................................................................. 67

8.16. Cleanliness and maintenance of pedestrian infrastructures ............................. 67

8.17. Educating the public ........................................................................................ 68

9. PLANNING FOR BICYCLE TRAFFIC ....................................................................... 70

9.1. General ............................................................................................................... 70

9.2. Recommended practice for the design and layout of cycle tracks ....................... 70

9.2.1. Planning and Design Guidelines ...................................................................... 71

9.2.2. Alignment of cycle track on curves .................................................................. 72

9.2.3. Alignment of cycle track in underpasses and on bridges.................................. 72

9.2.4. General Guidelines .......................................................................................... 72

9.3. Recommended Practice for Planning Non Motorized Transport facilities ............ 73

9.4. Rewiew of Good Practices around the World ...................................................... 73

9.5. Existing bi-cycle traffic in Thiruvananthapuram ................................................... 74

10. PROPOSED PEDESTRIAN FACILITIES FOR THIRUVANANTHAPURAM CITY .. 75

10.1. Pedestrian friendly streets ............................................................................... 75

10.2. Proposed pedestrian facilities .......................................................................... 75

10.2.1. Pedestrian friendly measures ................................................................... 77

10.2.2. Phasing of schemes ................................................................................. 78

10.3. Improvement of pedestrian infrastructures ....................................................... 78

10.3.1. Footpaths/Sidewalks ................................................................................ 78

10.3.2. Marked crosswalks and enhancements .................................................... 78

10.3.3. Grade separated Pedestrian facilities ....................................................... 78

10.3.4. Covered Skywalk...................................................................................... 80


National Transportation Planning and Research Centre v

10.3.5. Pedestrian Streets .................................................................................... 83

10.3.6. Bicycle Streets (Vehicle free zone) ........................................................... 84

11. IMPROVEMENT PROPOSALS .............................................................................. 87

11.1. MG road from LMS to Manacaud (3.69 km) ..................................................... 87

11.2. War Memorial to Kochulloor via Pattom (5.18 km) ........................................... 91

11.3. SC Bose to Sasthamangalam via Vellayambalam (2.54 km) ........................... 93

11.4. Over Bridge to Karamana via Thampanoor (2.58 km) ...................................... 95

11.5. Thampanoor Fly-over to Kaudiar via Vazhuthacaud (4.28) .............................. 98

11.6. Thampanoor to Chaka via Palayam (5.64 km) ............................................... 100

11.7. AKG to DPI/ Idappazhanji via Vazhuthacaud (3.66 km) ................................. 103

11.8. Kaudiar to Ulloor via Pattom (5.10 km) .......................................................... 105

11.9. Killipalam to Eanchakkal via Attakulangara (2.72 km) .................................... 107

11.10. Killipalam to East Fort via Chala (0.99 km) .................................................... 109

11.11. Nalumukku to Over Bridge via Uppidamoodu (2.03 km) ................................ 111

11.12. Vanchiyoor (Nalumukku rd) to General Hospital (1.06 km) ............................ 113

11.13. Murinjapalam to Kumarapuram (0.81 km) ...................................................... 115

11.14. Pallimukku to Medical College via Kumarapuram (3.18 km) .......................... 117

11.15. Kesavadasapuram to Nalanchira (1.74 km) ................................................... 119

11.16. Public Library to Kanakakunnu via Nandavanam (0.72 km) ........................... 121

11.17. VJT to Aasan Square (0.19 km) .................................................................... 123

11.18. Vettimurichan Kotta to Eanchakkal via West fort (1.83 km)............................ 125

11.19. Valiyathura to Kochuveli Railway Station (7.91 km) ....................................... 127

11.20. Kumarichanda to Thiruvallam NH bypass (1.17 km) ...................................... 129

11.21. Eanchakkal to Chaka NH bypass (1.81 km) .................................................. 130

11.22. Attinkuzhi to Kazhakkoottam NH bypass (1.71 km) ....................................... 131

11.23. East fort One-Way around Gandhi Park (0.27 km) ........................................ 133

11.24. Temple Roads (1.02 km) ............................................................................... 135

11.25. Other Minor Roads ........................................................................................ 137

12. ROUGH COST ESTIMATE AND PROJECT IMPLEMENTATION ........................ 140


National Transportation Planning and Research Centre vi

12.1. Cost Estimate ................................................................................................ 140

12.2. Maintenance of pedestrian infrastructures ..................................................... 141

12.3. Implementation plan ...................................................................................... 142

13. CONCLUSION ..................................................................................................... 144

14. APPENDIX ........................................................................................................... 145


National Transportation Planning and Research Centre vii

List of Tables

Table 4.1Decadal growth of population in Thiruvananthapuram City ................................... 8

Table 4.2 Demographic details of neighboring panchayaths included as part of the

Corporation (2001) .............................................................................................................. 9

Table 4.3 Land use pattern in Thiruvananthapuram City, 2003 ......................................... 11

Table 4.4 Growth in motor vehicles in Thiruvananthapuram district (2000-13) .................. 14

Table 4.5 Total Accident Injury (2008-12) .......................................................................... 15

Table 5.1 List of roads selected for survey in Thiruvananthapuram ................................... 17

Table 6.1 Availability of foot path along the major corridors in the study area ................... 23

Table 6.2 Classification of footpath according to the available width ................................. 24

Table 6.3 Rating of Pedestrian Facility .............................................................................. 26

Table 6.4 Estimated Walkability in the major roads ........................................................... 27

Table 7.1 Percentage of LOS for Pedestrian Facilities in Thiruvananthapuram City .......... 32

Table 7.2 Peak Pedestrian Volume of Cross Movement ................................................... 33

Table 7.3 Intensity of Pedestrian-Vehicle conflict .............................................................. 34

Table 8.1 Capacity of Sidewalks/Footpath ........................................................................ 37

Table 8.2 Design capacity of Footpath .............................................................................. 40

Table 8.3 Required width of Footpath as per adjacent Land-use ....................................... 40

Table 8.4 Recommended Materials for Pedestrian Facility in urban context ...................... 41

Table 8.5 Standards for Mid-Block Pedestrian Crossing ................................................... 50

Table 8.6 Criteria for Signalised Pedestrian cycle ............................................................. 54

Table 8.7 Width of Pedestrian Refuge ............................................................................... 55

Table 8.8 Requirements of Pedestrian Subway................................................................. 64

Table 9.1 Capacity of cycle track....................................................................................... 71

Table 9.2 Maximum lengths for different gradient .............................................................. 71

Table 10.1 Zebra crossing width for pedestrian cross walk ............................................... 77

Table 12.1 Pedestrian and NMT cost estimate for Thiruvananthapuram City .................. 140

Table 12.2 Pedestrian and NMT implementing agencies for Thiruvananthapuram City ... 142

Table 14.1 Pedestrian involved Injuries in major Locations (2008-12) ............................. 145

Table 14.2 Pedestrian volume in Thiruvananthapuram City ............................................ 147

Table 14.3 Link volume (Vehicular volume) in Thiruvananthapuram City ........................ 152

Table 14.4 Peak hour Pedestrian volume at major intersections in Thiruvananthapuram City

....................................................................................................................................... 156

Table 14.5 Pedestrian-Vehicle conflict at problematic locations in Thiruvananthapuram City

....................................................................................................................................... 161

Table 14.6 Estimated Peak hour bicycle number in Thiruvananthapuram ....................... 166


National Transportation Planning and Research Centre viii

List of Figures

Figure 5:1 Road selected for Inventory in Study Area ....................................................... 19

Figure 5:2 Intersections/Places selected for Pedestrian Cross Walk in Study Area ........... 21

Figure 6:1 Existing Available Length of Footpath in Study Area ........................................ 25

Figure 6:2 Walkability Rating of Footpath in Study Area .................................................... 29

Figure 7:1 Level of Service of Pedestrian Infrastructures in Study Area ............................ 35

Figure 8:1 Clear Walking Zone is separate from Planting Zone ......................................... 38

Figure 8:2 Minimum width of a clear footpath .................................................................... 39

Figure 8:3Placement of obstacles outside path of travel and Undetectable Obstacles to

project a maximum distance of 100mm into the footpath ................................................... 43

Figure 8:4 Placement of protruding objects, Protruding obstacles placed in a Niche and

Protruding objects to be avoided in Line of Travel ............................................................. 43

Figure 8:5 Typical Design of Guard-rail ............................................................................. 45

Figure 8:6 Pedestrian guard-rails ...................................................................................... 45

Figure 8:7Curb Ramp Details ............................................................................................ 46

Figure 8:8 Different Cross Walk Markings Pattern ............................................................. 48

Figure 8:9 Continuity in pedestrian track ........................................................................... 49

Figure 8:10 Midblock crossing Curb Extensions ................................................................ 50

Figure 8:11 A Midblock crossing with a Median Refuge .................................................... 50

Figure 8:12 Curb Ramp with Flared Sides and Tactile Pavers .......................................... 52

Figure 8:13 Raised Pedestrian Crossings (Table Top) ...................................................... 52

Figure 8:14 Dropped Curb with Raised Crossings ............................................................. 53

Figure 8:15 Type Design of Four Arm Intersection showing Zebra Crossing and Pedestrian

Phases .............................................................................................................................. 54

Figure 8:16 Pedestrian Refuge on Two way Road ............................................................ 56

Figure 8:17 Pedestrian Refuge on Two way Road ............................................................ 56

Figure 8:18 Median Pedestrian Refuge on Two way Road ................................................ 57

Figure 8:19 Median Pedestrian Refuge at Signal-Controlled Junction ............................... 57

Figure 8:20 Mid-Block Uncontrolled Crossing across Two-Way Street .............................. 59

Figure 8:21 Mid-Block Controlled Crossing across Two-Way Street .................................. 59

Figure 8:22Extending the Footpath out Across Parking Lanes at a Crossing .................... 61

Figure 8:23 Example of Extending the Footpath at a Crossing .......................................... 61

Figure 8:24 Pedestrian facilities at Roundabout ................................................................ 62

Figure 8:25 Curb Ramps and Crossings at Roundabout ................................................... 62

Figure 8:26 Foot over bridge ............................................................................................. 65

Figure 8:27 Pelican crossing ............................................................................................. 66

Figure 10:1 Conceptual representation of the model road (Section) .................................. 76


National Transportation Planning and Research Centre ix

Figure 10:2 Conceptual representation of the model road (Perspective view) ................... 76

Figure 10:3 Conceptual View of Overpass in Eastfort ....................................................... 80

Figure 10:4 Typical cross section of skywalk ..................................................................... 81

Figure 10:5 Conceptual View of Skywalk Thampanoor to East Fort .................................. 82

Figure 10:6 Conceptual View of Skywalk Thampanoor to East Fort .................................. 82

Figure 10:7 Alignment of proposed skywalk from Thampanoor to East Fort ...................... 83

Figure 10:8 Pedestrian over/underpass, skywalk and pedestrian streets .......................... 85

Figure 10:9 Locations of bicycle track areas ..................................................................... 86

Figure 11:1 Proposed Cross section of MG Road ............................................................. 88



Figure 11:4 Proposed Cross section of War Memorial – Kochulloor .................................. 92

Figure 11:5 Proposed Cross section of SC Bose - Sasthamangalam Road ...................... 94

Figure 11:6 Proposed Cross section of Overbridge - Karamana Road .............................. 96

Figure 11:7 Proposed Cross section of Overbridge - Karamana Road .............................. 97

Figure 11:8 Proposed Cross section of Thampanoor Flyover - Kaudiar Road ................... 99

Figure 11:9 Proposed Cross section of Thampanoor - Chakka Road .............................. 101

Figure 11:10 Proposed Cross section of Thampanoor - Chakka Road ............................ 102

Figure 11:11 Proposed Cross section of AKG to DPI/ Idappazhanji ................................ 104

Figure 11:12 Proposed Cross section of Kaudiar - Ulloor Road ...................................... 106

Figure 11:13 Proposed Cross section of Killipalam - Eanchakkal Road........................... 108

Figure 11:14 Proposed Cross section of Killipalam - East Fort Road .............................. 110

Figure 11:15 Proposed Cross section of Nalumukku - Over Bridge Road ....................... 112

Figure 11:16 Proposed Cross section of Vanchiyoor (Nalumukku rd) - General Hospital

Road ............................................................................................................................... 114

Figure 11:17 Proposed Cross section of Murinjapalam - Kumarapuram Road ................ 116

Figure 11:18 Proposed Cross section of Pallimukku - Medical College Road .................. 118

Figure 11:19 Proposed Cross section of Kesavadasapuram - Nalanchira Road.............. 120

Figure 11:20 Proposed Cross section of Public Library - Kanakakunnu Road ................. 122

Figure 11:21 Proposed Cross section of VJT Hall - Aasan Square Road ........................ 124

Figure 11:22 Proposed Cross section of Vettimurichan Kotta - Eanchakkal Road ........... 126

Figure 11:23 Proposed Cross section of Valiyathura - Kochuveli Railway Station Road .. 128

Figure 11:24 Proposed Cross section of Kuamarichanda - Thiruvallam, Eanchakkal -

Chakka & Attinkuzhi - Kazhakkoottam Road ................................................................... 132

Figure 11:25 Proposed Cross section of East fort One-Way around Gandhi Park ........... 134

Figure 11:26 Proposed Cross section of Temple Road ................................................... 136

Figure 11:27 Proposed Cross section of Other Minor Roads ........................................... 138


National Transportation Planning and Research Centre x

Figure 11:28 Proposed Cross section of Other Minor Roads ........................................... 139


National Transportation Planning and Research Centre 1

1. INTRODUCTION

The Department of Town and Country Planning has conducted extensive studies in

the process of preparation of Development Plans for various corporations of the state

of Kerala. Throughout this study, there has been consistent demand for

transportation systems with higher and better carrying capacity. The roads in the city

corporations of the state are facing congestion during major parts of the day due

unpreccented growth of motor vehicles.

One of the most efficient ways to provide better transportation facility for a city is to

keep the private vehicles away from the roads of the city. The numbers of vehicles in

commutation need to be reduced as much as possible so as to have a sustainable

transportation system within given infrastructural limitations. One of the ways in

achieving the same is to promote Pedestrian and Bicycle transportation in cities of

Kerala.

Pedestrians are an important component of road users. In urban areas, an ideal

situation is that a significant proportion of trips are to be performed by walk. People

often do not walk when walking itself is not a pleasant experience with heavy motor

vehicle traffic and crowded narrow lanes. Safe and convenient non motorized travel

provides many benefits, including reduced traffic congestion, reduced air and noise

pollution, road and parking facility savings, increased social interaction, financial

savings and increased public health. This also gives opportunities for planning of

additional planting areas and improving street furniture and landscaping. Hence there

is a need for improving the pedestrian environment on a street-by-street basis and

neighbourhood level, on priority basis to promote non-motorized transport.

At the instance of Town and Country Planning Department, Government of Kerala

NATPAC has carried out a detailed study to promote Pedestrian and Bicycle Friendly

Urban Transport system for five major city corporations in Kerala.

Based on detailed field studies carried out in Thiruvananthapuram urban area, this

report is prepared. The report contains the background information of the study area,

scope and objectives of the study, details of tasks carried out, analysis and findings

of the study and general guidelines for improving pedestrian facilities in the study

area.



2. SCOPE AND OBJECTIVES OF THE STUDY

The broad objective of the study is to formulate strategies and action plan for a

pedestrian and bicycle friendly transportation system facilitating movement of non

motorised transport modes in areas of intense activity and also for improving the

accessibility to public transport like LRT /MRTS in the study region.

The study is conducted for selected roads in Thiruvananthapuram corporation area.

The specific objectives of the study are given below:

(i) To obtain information on pedestrians including demographic information,

origin and destination of trips, purpose of trip, locations of intense pedestrian

and bicycle activities, road conditions, traffic conditions, identifying vehicle-

pedestrian conflict points, critical areas of pedestrian related accidents,

pavement conditions, street lighting, on street parking facilities, cleanliness

and aesthetic conditions, factors that affect travel choice etc and assess the

current pedestrian & bicycle travel demand and the factors that affect their

travel andpedestrian flow pattern at different locations.

(ii) To conduct inventory of the existing pedestrian and bicycle facilities like

footpaths, cycle tracks, effective width, shoulder width, surface conditions,

continuity, sight distances, pedestrian crossing facilities and identify factors

that act as constraint in promoting pedestrian & bicycle traffic.

(iii) To prepare strategies, and action plan for drawing projects promoting

pedestrian and bicycle movement and for making the city pedestrian and

bicycle friendly, including the following specific proposals:

Proposals for improving pedestrian access to major work centres like public

institutions, transport terminals (road, rail and water transport), markets, shopping

areas, recreation areas etc, with focus on multi modal integration as well as

safety and security of pedestrians.

Proposals to reduce vehicle-pedestrian conflicts at busy areas, widening of

footpaths, provision of new footpaths, reallocation of road space for pedestrians,

pedestrianization of road corridors, integration of pedestrian access with public

transport systems including metro, space for street vending, improving pavement

conditions, street furniture, landscaping, resting places for pedestrians, drinking

water facilities at important locations etc.

Proposals of signages, traffic signs, road markings, traffic signalling etc to

improve pedestrian and cyclist safetyat critical points.

Proposals for pedestrian underpass/ overbridges, skywalks etc with integration to

multi modal transportation systems.

Providing disabled friendly footpaths and other facilities, wherever possible.



Detailing of projects with sufficient maps, layouts and drawings including

expected flow and classification of flow.

Prioritization of projects with respect to its importance and relevance.

Proposing measures for imposing restrictions on on-street parking and turning

movements, traffic calming measures, junction improvement, traffic management

measures etc.

Providing cost estimates for the suggested schemes.

Presentation and submission of a project report as per the Guidelines of JnNURM

outlining the methodology, data analysis and findings, strategies, action plan and

broad project outline.

Schematic plan and implementation strategy for the proposed schemes.

The schemes and plan has been prepared in consultation with local self government

bodies and Regional Town Planner, Thiruvananthapuram.The report suggests those

schemes that are implementable and in tune with the Development Plan of the city

region.



3. METHODOLOGY

Keeping in mind the broad objectives, the following tasks were performed for the

study area.

(i) Site appreciation and reconnaissance survey;

(ii) Collection of secondary data and review of earlier study reports/

development proposals;

(iii) Conducting pedestrian surveys, traffic surveys, and road inventory surveys;

(iv) Analysis and interpretation of data - identification of shortcomings in the

existing pedestrian facilities;

(v) Preparation of improvement schemes for streamlining pedestrian flow in

CBD area. These include segregation measures (by space, time, and

physical means), surface treatment (channelizers, zebra crossing, footpaths

etc), and grade separation (subway, foot over bridge, skywalk etc)

(vi) Evaluation of pedestrian facilities in the study region using walkability

criteria, zonation map for walking etc.

(vii) Integration of pedestrian access with major transport centres, work centres,

educational institutions, shipping and recreational areas.

(viii) Evaluation of innovative schemes to improve walkability in the study region

(ix) Prioritisation and phasing of the schemes for implementation.

Various tasks involved in each stage of the study are explained in the following

paragraphs.

3.1. Start-up activities and reconnaissance survey

Based on discussion with District Town Planner, the study area for the present study

was finalized. Reconnaissance survey was carried out in the study area to identify

major roads in the study area, divide them into various homogeneous sections,

identify locations for traffic surveys and plan the survey and activity schedule.

3.2. Review of past study reports/development schemes

Reports and documents comprising earlier studies, on-going transport projects and

other relevant documents containing transport or related information pertaining to the

study area and relevant for this study were collected and cataloged. The following

study reports/documents were compiled in this regard.

(i) ‘Optimization of bus depots, terminals, and nodal points in

Thiruvananthapuram city’, National Transportation Planning and Research

Center, December 2003.



(ii) ‘Parking Management Plan for MG Road in Thiruvananthapuram City’,

National Transportation Planning and Research Center, March 2004.

(iii) ‘Feasibility study for exploring the need for LRT for Thiruvananthapuram City

and sub-urbs’.

(iv) Jawaharlal Nehru National Urban Renewal Mission (Jnnurm), ‘City

Development Plan, Thiruvananthapuram’, Thiruvananthapuram Municipal

Corporation & Local Self Government Department, Government of Kerala,

December 2006

(v) Improvement proposals for various intersections located in

Thiruvananthapuram study area, prepared by NATPAC during the last 10

years.

(vi) Map of Thiruvananthapuram Corporation, sourced from Thiruvananthapuram

Corporation

(vii) Maps and roads details of Sreekariyam, Kazhakkoottam, Vattiyoorkavu,

Kudappanakunnu and Vizhinjam panchayats from respective local bodies.

3.3. Collection of secondary data

Apart from collection and review of earlier study reports, the following secondary data

were collected from various sources.

Maps showing locations and other characteristics of existing and proposed

transport facilities.

Population and socio-economic characteristics

Vehicle population details

Data pertaining to rail, water and air transport services in the town

3.4. Design and conduct of primary surveys

Traffic studies were carried out to ascertain the intra-city and inter-city travel

characteristics, parking demand, pedestrian flow, goods movement, traffic flow

pattern, level of service and volume-capacity of different roads. The following

surveys were organized for Thiruvananthapuram study area.

3.5. Road inventory survey

An understanding of the extent and quality of road network is very important to

formulate plans for the future. A detailed inventory of existing road network was

carried out to obtain information like road length, cross-sections, hierarchical pattern

of roads, surface condition, intersections, street furniture, parking area, bus bays etc.



3.6. Traffic volume survey

Knowledge of the traffic volume using a road network is important to understand the

efficiency at which the system works and the general quality of service offered to

road users. Classified traffic volume counts were carried out at mid blocks on

important corridors and important intersections.

3.7. Pedestrian volume survey

Pedestrians are an important component of road users. Pedestrian traffic survey was

carried out at important areas where the lateral as well as crossing movements of

pedestrians takes place frequently.



4. STUDY AREA PROFILE - THIRUVANANTHAPURAM

The study area is delineated in consultation with City Town Planner and Regional

Town Planner, Thiruvananthapuram.A map showing the study area is presented as

Figure 4.1. Thiruvananthapuram city is spread over an area of 215 sq km. with a

resident population of more than 7.5 lakhs as per the 2011 census. The City is well

served by three dominant modes of transport viz. road, rail and air. Of these, road

network has a wider presence throughout the city region. In the case of rail network,

it has a dominant role in carrying commuter traffic. It has a good influence on the

overall transportation system of the Capital City. There is a significant proportion of

floating population in the city, which requires adequate transport infrastructures to

cater to the travel needs of the people.

Thiruvananthapuram district has five urban areas, namely, Thiruvananthapuram City,

Neyyattinkara, Nedumangad, Attingal and Varkala towns. Neyyattinkara and Attingal

towns are located on the NH 47 towards the south of the city and north of the city

respectively. Nedumangad town is located towards the north eastof the city along the

Shencottah road (State Highway – SH).While Varkala is situated towards the

northwest of the city on the coastal belt. Thiruvananthapuram city and a few adjoining

Panchayat areas around the city are considered together as the jurisdictional area of

Thiruvananthapuram Development Authority (TRIDA) with a total area of 296 sq km.

4.1. Physical features

Thiruvananthapuram City can be divided into two geographical regions, the midlands

and the lowlands. The midland region comprises low hills and valleys adjoining the

Ghats. The lowland is a narrow stretch comprising shorelines, rivers and deltas,

dotted with coconut palms. Vellayani Lake, the largest freshwater lake in the district,

is in the suburbs of the city. The major rivers that flow through the city are the

Karamana River and the Killi River.

4.2. Historical Evolution

Thiruvananthapuram is an ancient city with trading traditions dating back to 1000 BC.

It was a trading post for spices like the rest of ancient Kerala. The rise of modern

Thiruvananthapuram began with accession of Marthanda Varma in 1729 as the

founding ruler of the princely State of Thiruvithamkoor (Travancore).

Thiruvananthapuram was made the capital of Travancore in 1745. The city

developed into a major intellectual and artistic center during this period. The golden

age in the city's history was in the middle of 19th century during the reign of Maharaja

Swathi Thirunal and Maharaja Ayilyam Thirunal. This era saw the establishment of

http://en.wikipedia.org/wiki/Karamana



the first English school (1834), the Observatory (1836), the General Hospital (1839)

and the University College (1873).

The early 19th century was an age of tremendous political and social changes in the

city. The Sree Moolam Assembly, established in 1904 was the first democratically

elected legislative council in any Indian State. Despite not being under direct control

of the British Empire at anytime, the city however featured prominently in India's

freedom struggle. The Indian National Congress had a very active presence in the

city. This era also saw the establishment of the University of Travancore in 1937

which later became the Kerala University.

After the withdrawal of the British in 1947, Travancore chose to join the Indian union.

In 1949 Thiruvananthapuram became the capital of capital of Kerala when the State

of Kerala was formed on November 1, 1956.

With the establishment of Thumba Equatorial Rocket Launching Station in the 1960s,

Thiruvananthapuram became the cradle of India's ambitious space program. The first

Indian space rocket was developed and launched from the Vikram Sarabhai Space

Centre (VSSC) located in the outskirts of the city in 1966. Several establishments of

the Indian Space Research Organization (ISRO) were later established in

Thiruvananthapuram.

A major milestone in the city's recent development was the establishment of

Technopark in 1995. This placed the city on the IT map of India.

4.3. Profile of Study Area

The study area consists of Thiruvananthapuram Corporation and five adjacent

panchayaths namely Sreekariyam, Kazhakkoottam, Kudappanakunnu,

Vattiyoorkavu, and Vizhinjam. The study region is spread over an area of 296 Sq. km

with a total population of 9.6lakhs as per 2011 census. The city has registered a

steady growth of population since 1901. The decadal growth of population of

Thiruvananthapuram is given in Table 4.1.

Table 4.1Decadal growth of population in Thiruvananthapuram City

Census year Population Decadal growth rate (%)

1901 57,882 -

1911 63,561 9.81

1921 72,784 14.51

1931 96,016 31.92

1941 128,365 33.69

1951 186,931 45.62

1961 239,815 28.29



1971 409,627 70.81

1981 499,531 21.95

1991 699,872 40.11

2001 744,983 27.11

2011 752,490 10.08

Source: District Census Hand Book,Thiruvananthapuram District, 2011

The area and population of adjoining five panchayaths (as per 2001 census) are

presented in Table 4.2. It can be seen that these five panchayaths together had an

area of 74.12 sq km with a total population of 210,511.

Table 4.2 Demographic details of neighboring panchayaths included as part of the Corporation (2001)

Sl.

No.

Name of

Panchayath

Area (in

hectares)

No. of

house-

holds

Population

Total Male Female

1 Sreekaryam 2,373 11,794 49,145 24,088 25,057

2 Kazhakkoottam 1,947 7,755 34,131 16,826 17,305

3 Kudappanakunnu 769 9,263 38,175 18,643 19,532

4 Vattiyoorkavu 1,061 9,996 41,890 20,433 21,457

5 Vizhinjam 1,262 9,273 47,170 23,922 23,248

Total 7,412 48,081 210,511 103,912 106,599

4.3.1. Industrial sector

Thiruvananthapuram study region has many large and medium scale industries

which include:

(i) Techno Park

(ii) Travancore Titanium Products, Veli

(iii) English India Clays, Veli

(iv) Thiruvananthapuram Rubber Works; Chakai

(v) Thiruvananthapuram Spinning Mills; Balaramapuram

(vi) The Kerala Automobiles Ltd; Aralumoodu

(vii) Kerala State Electronics Development Corporation (KELTRON)

(viii) Hindustan Latex Ltd ; Poojappura

(ix) Vijaya Mohini Mills, Thirumala etc.

In Thiruvananthapuram district, there were 25,655 small–scale Industrial units

registered as on 31 March, 2001. Of these, 1,271 units were promoted by Scheduled

Castes/Scheduled Tribes, 5,102 units by women and 19,282 by others.



4.3.2. Educational Institution

Thiruvananthapuram is a Centre of higher learning where the University of Kerala is

located. There are many professional colleges including fifteen engineering colleges,

three medical colleges, three Ayurveda colleges, two Homeopathy colleges, six para

medical colleges, and two law colleges in the city and its suburbs.

Thiruvananthapuram Medical College is the premier health institute of the State.

Apart from these, there are a lot of educational institution of higher learnings

likeAsian School of Business, IIITM-K, Indian Institute of Space Science and

Technology, Centre for Development Studies, Kerala Technological University, etc.

Thiruvananthapuram is a Research and Development hub in the fields of Science

and Technology, Bio-technologyand so on. It is home to a cluster of research

centres, which include the Indian Institute of Science Education and Research,

Vikram Sarabhai Space Centre , Liquid Propulsion Systems Centre , Thumba

Equatorial Rocket Launching Station , Indian Institute of Space Science and

Technology , Rajiv Gandhi Centre for Biotechnology, Tropical Botanical Garden and

Research Institute , Centre for Development of Advanced Computing , National

Institute of Interdisciplinary Science and Technology , Free Software Foundation ,

Kerala State Council for Science, Technology and Environment , Regional Cancer

Centre , Sree Chitra Thirunal Institute of Medical Sciences and Technology , Centre

for Earth Science Studies , Central Tuber Crops Research Institute , Kerala Highway

Research Institute , Kerala Fisheries Research Institute, etc.

4.3.3. Medical facilities

All streams of medical facilities, including allopathy, ayurvedic, homeopathic are

available in Thiruvananthapuram both in the Government and private sector.

Thiruvananthapuram Medical College Hospital, General Hospital and Eye Hospital

are the major medical institutions run by the Government providing health care in

Allopathy stream of medicine. Apart from these, the city region accommodates a

large number of reputed private hospitals like SUT Hospital, Ananthapuri Hospital,

KIMS Hospital, Al Arif Hospital, Chaithanya Eye Hospital, and also many medical

research institutions which offer a fairly high level of medical services, even attracting

foreigners to the medical facilities in the city region. Government Ayurveda College

Hospital and Homeopathic College Hospital are the medical facilities provided in the

other streams of medicine.

4.3.4. Land use Pattern

Thiruvananthapuram City has 71 per cent of its area under residential uses in 2003.

Public and semi-public land uses constituted 7.5 percent and hardly 4.5 per cent of

http://en.wikipedia.org/wiki/University_of_Kerala

http://en.wikipedia.org/wiki/Trivandrum_Medical_College

http://en.wikipedia.org/wiki/Asian_School_of_Business

http://en.wikipedia.org/wiki/Indian_Institute_of_Space_Science_and_Technology

http://en.wikipedia.org/wiki/Indian_Institute_of_Space_Science_and_Technology

http://en.wikipedia.org/wiki/Centre_for_Development_Studies

http://en.wikipedia.org/wiki/Space_science

http://en.wikipedia.org/wiki/Space_science

http://en.wikipedia.org/wiki/Information_technology

http://en.wikipedia.org/wiki/Bio-technology

http://en.wikipedia.org/wiki/IISER

http://en.wikipedia.org/wiki/Vikram_Sarabhai_Space_Centre

http://en.wikipedia.org/wiki/Liquid_Propulsion_Systems_Centre

http://en.wikipedia.org/wiki/Thumba

http://en.wikipedia.org/wiki/Thumba

http://en.wikipedia.org/wiki/Indian_Institute_of_Space_Science_and_Technology_Thiruvananthapuram

http://en.wikipedia.org/wiki/Indian_Institute_of_Space_Science_and_Technology_Thiruvananthapuram

http://en.wikipedia.org/wiki/Rajiv_Gandhi_Centre_for_Biotechnology

http://en.wikipedia.org/wiki/Tropical_Botanical_Garden_and_Research_Institute

http://en.wikipedia.org/wiki/Tropical_Botanical_Garden_and_Research_Institute

http://en.wikipedia.org/wiki/National_Institute_of_Interdisciplinary_Science_and_Technology

http://en.wikipedia.org/wiki/National_Institute_of_Interdisciplinary_Science_and_Technology

http://en.wikipedia.org/wiki/Free_Software_Foundation

http://en.wikipedia.org/wiki/Regional_Cancer_Centre

http://en.wikipedia.org/wiki/Regional_Cancer_Centre

http://en.wikipedia.org/wiki/Sree_Chitra_Thirunal_Institute_of_Medical_Sciences_and_Technology

http://en.wikipedia.org/wiki/Centre_for_Earth_Science_Studies

http://en.wikipedia.org/wiki/Centre_for_Earth_Science_Studies

http://en.wikipedia.org/wiki/Trivandrum_Medical_College



the area is devoted for transport use. Land use pattern of Thiruvananthapuram City is

presented in Table 4.3.

Table 4.3 Land use pattern in Thiruvananthapuram City, 2003

Sl. No. Land use Percent of developed area

1 Residential 71.00

2 Commercial 1.65

3 Industry 1.70

4 Public/ semi-public 7.50

5 Transport 4.50

6 Others 13.65

Total 100.00

4.3.5. Tourism

There are a number of tourist attractions in Thiruvananthapuram study area. The

major tourist attraction is Sree Padmanabha Swamy temple, located in the heart of

the city. Besides this magnificent temple, Thiruvananthapuram houses many tourist

attractions. There is the observatory, Zoo and museum, Attukal Temple, Kovalam,

Veli Tourist Village, etc.

4.4. TransportationNetwork

Thiruvananthapuram City is served by three dominant modes of transport viz. road,

rail, and air transport network. Of these, road network has a wide presence

throughout the study area, In the case of rail network, it has a limited but dominating

influence while the air network has a role in long distance travel needs. Inland water

transport is in vogue but has very limited role in catering to the needs of tourists.

4.4.1. Road network

A well-defined hierarchy of roads is totally lacking in Thiruvananthapuram City.

However, the city has a partial ring and radial type of road network. The major radial

roads are:

(i) National Highway-47, passing through the heart of the city and covering

important traffic generating points like Pappanamcode, Karamana,

Killippalam, MG road, Pattom, Kesavadasapuram, Sreekariyam and

Kazhakkoottam

(ii) Main Central Road (M.C. Road), originating from Kesavadasapuram

(iii) Thiruvananthapuram-Shencottah Road (T.S. Road), originating from PMG

junction on NH 47

(iv) Kattakkada Road originating from Thampanoor Jn on NH 47

(v) Palayam - Airport road



(vi) East Fort - Thiruvallam road

These are the major arterials of the city. Apart from these major radial roads most of

them being inter-city links, there are a large number of intra-city link roads. They are;

(i) NH bypass between Kazhakkoottam and Kovalam

(ii) Medical college - Pattom road via Pottakuzhy

(iii) Pattom -Kowdiar road via Kuravankonam

(iv) Mannanthala - Peroorkada - Vattiyoorkavu - Pangode - Karamana road

(v) Overbridge - Pallimukku road

(vi) Pallimukku - Medical college - Ulloor road

There are no well-defined ring roads for the city as a whole but the above links can

be said to serve the purpose of ring roads which have partially insulated the CBD

areas of the city from the influence of local traffic.

Under the Thiruvananthapuram city road development project (TCRIP), various roads

in and around the city are being developed in to a ring and radial pattern of network.

The project involves development of 42 kms stretch of roads in to four ring roads as

given below.

Ring road – 1: Inner Ring Road Corridor: Thampanoor - Bakery (flyover)- Palayam

(underpass) - Pattoor - Vanchiyoor - Overbridge - Thampanoor.

Ring road - 2: First Intermediate Ring Road Corridor: Choorakkattupalayam -

Thycaud - Vellayambalam - PMG - Thekkummood -Kannammoola - Nalumukku -

Uppidamoodu - Sreekanteswaram -Melepazhavangadi (flyover) -

Choorakkattupalayam.

Ring road - 3: Second Intermediate Ring Road Corridor: Killippalam - Jagathy -

Edappazhanji - Sasthamangalam - Pippinmood -Kowdiar - Pattom - Kumarapuram -

Eanchakkal - Attakulangara - Killippalam.

Ring road - 4: Outer Ring Road Corridor: Thiruvallam - Kaimanam -

Pappanamcode - Thrikkannapuram - Thirumala -Vattiyoorkavu - Peroorkada -

Ambalamukku - Paruthipara - Kesavadasapuram - Ulloor - Pulayanarkotta - NH

Bypass.

4.4.2. Rail transport

Thiruvananthapuram is connected by a broad gauge railway line running north-south,

linking Nagercoil / Kanyakumari in Tamil Nadu on the south to Kollam /

Thiruvananthapuram on the north. The city is well connected to other parts of the

State and the country through the rail network. The central railway station is located

at Thampanoor in the heart of the city, 8 km from the airport. It is a very important

terminus which handles over 50 trains daily. The daily commuter traffic coming from



the north and south of the city mainly depend upon the rail transport system. The

second satellite station Kochu Veli was opened in 2005 near the

Thiruvananthapuram International Airport.

Apart from Thiruvananthapuram Central and Kochu Veli Railway stations, the

following stations are located in the Thiruvananthapuram area.

Thiruvananthapuram-Eranakulam section

1. Thiruvananthapuram Pettah

2. Veli

3. Kazhakkoottam

Thiruvananthapuram-Kanyakumari section

1. Nemom

4.4.3. Air transport

Thiruvananthapuram international airport, is located within the corporation limits of

Thiruvananthapuram. The airport with direct flights from the Middle East, Singapore,

Maldives and Sri Lanka is the gateway to the tourism-rich State of Kerala. Indian

Airlines and Jet Airways are the domestic airlines operating from here. Air India, Gulf

Air, Kuwait Airways, Silkair, Srilankan Airlines and Air Maldives are operating the

international flights. There are also two military airports one near the civilian airport

and the other at the Southern Air Command of the Indian Air Force in Akkulam.

The airport is well connected to the city centre and the sorrounding regions by well

laid road network. A new terminal for the airport has come up opposite to the existing

terminal with direct access from the NH bypass.

4.4.4. Road transport

Thiruvananthapuram City is served by both public and intermediate public modes of

transport. The intra-city and inter-city public transport is dominated by the State-

owned Kerala State Road Transport Corporation (KSRTC). There are also private

bus services, but are limited in number. The city services of KSRTC are operated

from four depots namely, the City depot, Vikas Bhavan, Peroorkada, and

Pappanamcode. These services were revamped in 2005 with the introduction of

modern buses and electronic ticketing mechanisms. The central city bus terminal is

located at East Fort, near the Padmanabha Swamy temple. The long-distance bus

station is located at Thampanoor, 1 km away from the City bus terminal. Buses from

it go to all major towns and villages in the State as well as big cities in India such as

Thiruvananthapuram, Bangalore and Chennai.

Intermediate public transport modes like autorikshaws and taxis also have a limited

role in providing public transport facilities within the City. Two-wheelers, especially



scooters and motorcycles are the favored means of personal transportation on the

roads mainly owing to the narrow nature of the roads.

4.4.5. Water transport

Thiruvananthapuram is linked to Hosdurg in North Malabar by West Coast Canal

navigable waterway network. The 560-km Travancore - Shoranur Canal (TS Canal)

which was constructed in the 18th and 19th centuries, was used for passenger and

goods traffic. Due to long neglect of waterways and competition from speeder modes

of transport, the TS Canal is not in uasable condition.

The Parvathy – Puthanar canal, once the pride of the city, is today its curse.

Considerable quantity of the city's sewage and waste water drains into this canal.

Heavy siltation and proliferation of weeds have contributed to the slow death of the

canal. There is a proposal to extend the National Waterway to Kovalam in the south

and further to Colachel in Tamil Nadu. If the route is made operational, it would

develop as an alternative mode of travel to both road and rail and reduce the traffic

congestion.

4.5. Vehicle population

Growth trend: The vehicle population in Thiruvananthapuram district has increased

by nearly 2.8 times during the last 10 years. The growth of motor vehicles in

Thiruvananthapuram district during the period from 2000 to 2013 is given in Table

4.4.

Table 4.4 Growth in motor vehicles in Thiruvananthapuram district (2000-13)

Year No. of vehicles Groth of Vechicle Growth index

2000 2,66,174 - 100.00

2002 3,20,061 53887 120.25

2003 3,50,455 30394 131.66

2004 3,88,763 38308 146.06

2005 4,33,468 44705 162.85

2006 4,90,306 56838 184.21

2007 5,56,109 65803 208.93

2008 6,07,393 51284 228.19

2009 6,63,566 56173 249.30

2010 7,21,786 58220 271.17

2011 7,99,220 77437 300.26

2012 8,96,681 97461 336.88

2013 9,71,104 74423 364.84

Source: Economic Review, State Planning Board, Kerala, 2013



It is found that the vehicle population in the district has been growing at alarming

proportions. During the period between 2000 and 2013 the vehicles population

multiplied by nearly 4 folds. It is seen that motor vehicles are getting doubled every

seven years. Currently the number of motor vehicles in the district is closer to 10

lakhs.

4.6. Accidents in the study area

Kerala leads the country in certain social and health indicators like high literacy

rate,100 percent road connectivity to villages, better health care system, and high

density ofpopulation distribution. At the same time Kerala leads the country in risk

factors like high rate ofroad accidents and high injury rate due to road traffic crashes.

Road accidents are considered tobe the third major cause of death. Kerala has

nearly 3% of thecountry’s population but it has recorded about 10 % of the country’s

road traffic accidents.

The accident involved and the Pedestrian injury detail during the 5 year period from

2008 to 2012 is given in Table 4.5

Table 4.5 Total Accident Injury (2008-12)

Year Accidents

Victims

Dead Greivous Minor Total

2008 388 25 294 105 424

2009 459 37 374 130 541

2010 405 36 340 150 526

2011 549 49 475 235 759

2012 508 46 414 146 606

Grand Total 2309 193 1,897 766 2,856

Pedestrian involved injury and the total accident injury from 2008 to 2012 for major

locations is given in the Appendix Table 13.1. Major pedestrian involved injuries

have happened in the following places;

- All Saints, Bakery, Chettikulangara, Eanchakal, Chaka, Eastfort, General Hospital,

Kannammoola, Karamana, Kaudiar, Killipalam, Kochulloor, Kumarapuram, Medical

College, Nalanchira, Palayam, Pattom, Pattoor, Petta, PMG, Statue,

Sasthamangalam, Shanghumugham, Thampanoor, Thiruvallam, Thycaud, Ulloor,

Uppidammodu, Valiyathura, Vellayambalam and VSSC.

4.7. Major traffic generators in the study area

With high concentration of trade and commercial, activities and public & semi public

institutions, the study area is the nerve centre of business activities in the city of



Thiruvananthapuram. The major traffic generating points of the city are discussed

below:

Transport terminals –Thampanoor and Eastfort area.

Commercial activitiy areas –Chali Bazar, Killipalam,MG Road, Kesavadasapuram

and Peroorkada areas.

Educational institutions –University College, MG College, Mar Ivanious, Womens

College, SMV School, Model School, Cotton Hill School, Kendriya Vidhyalayam,

St Mary’s School, GHS Pattom, St Joseph’s School, Cordova Public School etc

Public institutions –Corporation office, Secretariat, Vikhas Bhavan, General

Hospital, Medical College, Ayurveda College, PSC Office, Planning Board, LIC,

Assembly Complex, Forest Office, Tourism Office, Zoo and Museum, Traffic

Police Station etc.

With the intense development of activities, the study area generates a substantial

vehicular and pedestrian traffic throughout the day.

Thiruvananthapuram City has six Primary roads which link the city to the surrounding

regions. They not only provide intra city connectivity but also link the capital city to

the other districts.



5. COLLECTION OF DATA

List of major roads for field surveys is shown in table 5.1.

Table 5.1 List of roads selected for survey in Thiruvananthapuram

Sl. No Road Selected Length of Road (km)

1 MG road ( LMS to Manacaud) 3.694

2 War Memorial to Kochulloor via PMG 5.179

3 SC Bose to Sasthamangalam viaVellayambalam 2.535

4 Over Bridge to Karamana via Thampanoor 2.579

5 Thampanoor Fly-over to Kaudiar via Mettukkada 4.283

6 Thampanoor to Chaka via General Hospital 5.639

7 AKG to DPI/ Idappazhanji via Vazhuthacaud 3.658

8 Kaudiar to Ulloor via Pattom 5.095

9 Killipalam to Eanchakkal via Attakulangara 2.717

10 Killipalam to East Fort via Chalai 0.993

11 Nalumukku to Over Bridge via Uppidamoodu 2.029

12 Uppidamoodu to Churakaatu Palayam via Sreekandeswaram 1.885

13 Vanchiyoor (Nalumukku rd) to General Hospital 1.060

14 Pattoor to Vanchiyoor 0.497

15 Pulimoodu to Uppilamoodu 0.931

16 Ayurveda College to Old GPO 0.388

17 Ayurveda College to Chettikulangara 0.266

18 Petta to Uppidamoodu via kaithamukku 1.696

19 Murinjapalam to Kumarapuram 0.812

20 Pallimukku to Medical College via Kumarapuram 3.183

21 Railway Station West Entrance to West Fort via Pazhavangadi 1.141

22 Sreekumar to Vanross 1.389

23 Kesavadasapuram to Nalanchira 1.740

24 Palayam to DPI via Women's college 1.676

25 Public Library to Kanakakunnu via Nandavanam 0.718

26 VJT to Aasan Square 0.193

27 VJT to Statue south via Jacobs 1.229

28 Vettimuricha Kotta to Eanchakkal via West fort 1.833

29 Valiyathura to Kochuveli Railway Station 7.912

30 Kumarichanda to Thiruvallam NH bypass 1.172

31 Eanchakkal to Chaka NH bypass 1.808

32 Attinkuzhi to Kazhakkoottam NH bypass 1.708

33 Manacaud to Attukkal 1.291

34 AG's Office to Central Stadium - Statue area 0.187

35 East fort One-Way around Gandhi Park 0.274

36

Temple Road 1 - Entrance from East Fort

Temple Road 2 - RT office to Ramachandra

Temple Road 3 - By the northern side of Padmatheertha Kulam

0.120

0.458

0.442



5.1. Reconnaissance survey

A team of officers from NATPAC visited the study area for identifying locations of

intense pedestrian and cycle movements and drawn up a detailed survey plan for

inventories and field surveys. A brief description of the various surveys conducted is

given in the following sections.

5.2. Collection of data from secondary sources

The following plans and maps were collected from various secondary sources.

Map of study area showing wards and roads.

Earlier study reports and publications on profile of the study region.

Proposals regarding development schemes, new road construction & widening of

existing highways, parking management, pedestrian facilities and capital city

development proposals.

Road accident details for the last five years.

Terminal area development – boat jetty, bus stand, railway station, mobility hub,

metro stations.

Detailed Project Report on Monorail Project (now revised as Light Rail Transit

System).

5.3. Collection of data from primary surveys

The following primary surveys were conducted in the study area:

5.3.1. Road inventory surveys

Road inventory helps to assess the geometric profile of roads, identify deficiency of

roads and junctions, and also the existing utilisation of the roadway. Detailed

inventory of roads in the study area was carried out to obtain information like road

length, cross-sectional components, road geometris, type of intersections, street

furniture, parking supply, location of bus bays, road conditions etc.

Capacity of roads is assessed using Road Inventory details as per the guidelines of

Indian Roads Congress/Ministry of Road Transport & Highways, Government of

India.Road inventory survey has is conducted in all major road covering:

All major and important roads in the CBD area of Thiruvananthapuram city.

Activity areas where pedestrian movement is intense.

Major traffic generating points like transport terminals, educational institutions,

commercial complexes, cinema halls, important religious places, recreational

centres etc

Roads identified for detailed road inventory are shown in Figure 5.1 and Table 5.1.



Figure 5:1 Road selected for Inventory in Study Area



5.3.2. Inventory of pedestrian infrastructures

An assessment of pedestrian infrastructures was carried out to obtain present

condition of pedestrian facilities like walkways/footpaths, effective width of pavement,

surface condition, walkway continuity, sight distance, cross-walk facilities and identify

constraints for streamlining the pedestrian traffic. It also assessed the geometric

deficiencies of the pedestrian infrastructures in the study region. The survey was

carried out in all major roads where road inventory was carried out. Roads selected

for pedestrian infrastructure inventory for the study area is shown in Figure 5.1.

5.3.3. Pedestrian movement surveys

Pedestrian survey was carried out at locations where the pedestrian movements

(lateral and cross) are highly emcentrated. The locations identified for survey of cross

walk and lateral pedestrian movement are shown in Figure 5.2.

5.3.4. Opinion survey of pedestrians

An opinion survey was carried out to find out socio-economic and demographic

profile of pedestrians like age, gender, residence location, employment status,

income and travel characteristics like origin and destination of trips, purpose of trip,

factors that affect route choice etc. The opinion survey was carried out

simultaneously at locations where pedestrian movement survey was conducted.

5.3.5. Traffic volume surveys

Knowledge of traffic volume using a road network is important to understand the

efficiency at which the road system works and the general quality of service offered

to road users. Traffic surveys on major roads in the study area were carried out to

assess vehicle-pedestrian conflict points. Road sections selected for traffic volume

count in study area is shown in Figure 5.1.



Figure 5:2 Intersections/Places selected for Pedestrian Cross Walk in Study Area



6. BASE YEAR PEDESTRIAN INFRASTUCTURES IN THIRUVANANTHAPURAM

6.1. Road characteristics

As part of the study, detailed inventory of the road network in the study area was

carried out to assess the roadway characteristics and available pedestrian facilities.

The information collected included the cross sectional details of the roads such as

Right of way width,

Carriage way,

Presence of pedestrian walkway,

Cross-walk facilities,

Street lighting,

Traffic control measures,

Signage,

Road side appurtenances,

Abutting land use, etc.

Detailed inventory of available pedestrian facilities like foot path width, type of

surface, footpath condition, number of access streets, number of openings to

buildings, pedestrian control measures, pedestrian amenities and dis-amenities etc.

were collected during the survey.76 km of road length corresponding to 36 important

roads in the study area were considered for the survey.

6.2. Availability of pedestrian facilities

6.2.1. Footpath

Footpath is normally kept at a higher level than the road and is intended exclusively

for pedestrian. It can include paths within an urban area that offer more expedient or

safer routes for pedestrians. It is important especially in cities to have footpaths to

encourage and support pedestrian activity and to ensure pedestrian safety. Many

pedestrian deaths occur not during crossing the road, but while standing beside the

road or during the lateral movement along the road as there is either no designated

footpath or footpath are in very poor condition. The ideal pedestrian facility is to have

footpaths on both sides of the street. By providing sidewalks on both sides of the

street, people would not be forced to walk on the road.

In the study area, of the 36 road selected for the study, almost 90% of the roads have

footpath. However, the quality of the footpath remains much to be desired.

Availability of footpath along the major roads in the study area is presented in Table

6.1 andFigure 6.1illustrates the available length of footpaths in the study area.



Table 6.1 Availability of foot path along the major corridors in the study area

Sl.

No Road Selected

Road

Length

(km)

Available

length (km)

Average

width (m)

1 MG road ( LMS to Manacaud) 3.694 7.243 2.05

2 War Memorial to Kochulloor via PMG 5.179 6.972 1.77

3 SC Bose to Sasthamangalam via Vellayambalam 2.535 4.870 2.00

4 Over Bridge to Karamana via Thampanoor 2.579 4.466 2.35

5 Thampanoor Fly-over to Kaudiar via Mettukkada 4.283 6.103 1.46

6 Thampanoor to Chaka via General Hospital 5.639 8.612 1.84

7 AKG to DPI/ Idappazhanji via Vazhuthacaud 3.658 2.482 0.62

8 Kaudiar to Ulloor via Pattom 5.095 9.826 1.84

9 Killipalam to Eanchakkal via Attakulangara 2.717 4.069 1.07

10 Killipalam to East Fort via Chalai 0.993 0.000 0.00

11 Nalumukku to Over Bridge via Uppidamoodu 2.029 1.387 0.47

12 Uppidamoodu to Churakaatu Palayam via Sreekandeswaram 1.885 2.099 0.80

13 Vanchiyoor (Nalumukku rd) to General Hospital 1.060 1.340 0.78

14 Pattoor to Vanchiyoor 0.497 0.994 1.70

15 Pulimoodu to Uppilamoodu 0.931 1.242 0.60

16 Ayurveda College to Old GPO 0.388 0.310 0.40

17 Ayurveda College to Chettikulangara 0.266 0.512 0.90

18 Petta to Uppidamoodu via kaithamukku 1.696 0.490 0.15

19 Murinjapalam to Kumarapuram 0.812 1.624 1.75

20 Pallimukku to Medical College via Kumarapuram 3.183 2.045 0.32

21 Railway Station West Entrance to West Fort via Pazhavangadi 1.141 1.160 0.45

22 Sreekumar to Vanross 1.389 1.317 0.91

23 Kesavadasapuram to Nalanchira 1.740 3.180 1.78

24 Palayam to DPI via Women's college 1.676 2.278 0.92

25 Public Library to Kanakakunnu via Nandavanam 0.718 1.263 1.65

26 VJT to Aasan Square 0.193 0.290 0.80

27 VJT to Statue south via Jacobs 1.229 2.240 1.47

28 Vettimuricha Kotta to Eanchakkal via West fort 1.833 3.284 1.15

29 Valiyathura to Kochuveli Railway Station 7.912 2.780 0.32

30 Kumarichanda to Thiruvallam NH bypass 1.172 0.200 0.09

31 Eanchakkal to Chaka NH bypass 1.808 0.200 0.09

32 Attinkuzhi to Kazhakkoottam NH bypass 1.708 0.605 0.29

33 Manacaud to Attukkal 1.291 0.200 0.10

34 AG's Office to Central Stadium - Statue area 0.187 0.374 1.85

35 East fort One-Way around Gandhi Park 0.274 0.452 2.15

36

Temple Road 1 - Entrance from East Fort 0.120 0.240 1.50

Temple Road 2 - RT office to Ramachandra 0.458 0.640 1.15

Temple Road 3 - By the northern side of Padmatheertha Kulam 0.442 0.800 1.35

Source: NATPAC primary survey, 2014

As revealed, the main concern about the footpath is the inadequate width and

the quality of the surface. Approximately all footpaths do not have clear width



walkway at par with the standards specified in IRC 103: 2012. Classification of

footpath according to available width is presented in Table 6.2. It is evident

from the table that nearly 57% of the footpaths have width less than 1.5m.

Inadequate width of footpaths put pedestrians at risk as they tend to walk on

the carriageway alongside vehicular traffic.

Table 6.2 Classification of footpath according to the available width

Average Width

of Footpath (m)

Footpath Length in

km (LHS)

Footpath Length

in km (RHS)

Total Length of

Footpath (km)

Availability of

Footpath (%)

0.0– 1.0 37.535 38.799 76.333 51.29

1.0– 1.5 4.312 5.062 9.374 6.30

1.5 – 2.0 12.070 11.472 23.542 15.82

2.0– 2.5 16.862 16.029 32.891 22.10

2.5 – 3.0 3.342 1.974 5.316 3.57

> 3.0 0.290 1.074 1.364 0.92




Figure 6:1 Existing Available Length of Footpath in Study Area



6.3. Pedestrian Facility Rating

For rating the pedestrian facility, road inventory and pedestrian opinion survey was

carried out. The pedestrian facility rating is given in Table 6.3.

Table 6.3 Rating of Pedestrian Facility

Availability of

walkway

Crossing

facilities Amenities

Overall

Experience

Total

Average

Facility Rating (%) 64.05 59.61 58.75 61.22 60.91


The average rating of footpath facility is 61% which is considered as not satisfactory.

Almost 80% of footpath facility has rating below acceptable level and 10% of footpath

has very bad rating.

6.4. Walkability Index

“Walkability” is a term used to describe and measure the quality of walkways,

footpaths, or sidewalks in cities. It can be measured through an assessment of

available infrastructure for pedestrians.

Walkability index was used in the studies commissioned by the Ministry of Urban

Development (MoUD). The index was a function of the availability of footpaths and a

pedestrian facility rating. The perception of pedestrians was gauged based on the

availability and quality of footpaths, obstructions, maintenance, lighting, security,

safety of crossings, and other qualitative factors.

Walkability Index is calculated as [(W1 x Availability of footpath) + (W2 x Pedestrian

Facility rating)]

Where, W1 and W2: Assumed weightage (50% for both, in this case)

Availability of footpath: Footpath length /Length of major roads in the city X Average

available width of footpath/Standard width as per IRC

Pedestrian Facility Rating: Score estimated based on opinion on available pedestrian

facility

Walkability derived for different corridors of the study region is given in Table 6.4.



Table 6.4 Estimated Walkability in the major roads

Sl

No Road Selected

Avera

ge L

ength

(km

)

Length

of

Road (

km

)

Availa

ble

Length

(%

)

Avera

ge W

idth

(m

)

Wid

th a

s p

er

IRC

(m

)

Availa

ble

Wid

th (

%)

Facili

ty R

ating (

%)

Walk

abili

ty (

%)

1 MG road ( LMS to Manacaud) 3.62 3.69 98 2.05 2.50 82 56 68

2 War Memorial to Kochulloor via PMG 3.49 5.18 67 1.77 2.50 71 68 58

3 SC Bose to Sasthamangalam via

Vellayambalam 2.44 2.54 96 2.00 2.50 80 70 73

4 Over Bridge to Karamana via

Thampanoor 2.23 2.58 87 2.35 3.00 78 61 64

5 Thampanoor Fly-over to Kaudiar via

Mettukkada 3.05 4.28 71 1.46 2.50 58 61 51

6 Thampanoor to Chaka via General

Hospital 4.31 5.64 76 1.84 2.50 73 64 60

7 AKG to DPI/ Idappazhanji via

Vazhuthacaud 1.24 3.66 34 0.62 2.50 25 62 35

8 Kaudiar to Ulloor via Pattom 4.91 5.10 96 1.84 2.50 73 65 68

9 Killipalam to Eanchakkal via

Attakulangara 2.03 2.72 75 1.07 2.50 43 53 43

10 Killipalam to East Fort via Chalai 0.00 0.99 0 0.00 4.00 0 45 23

11 Nalumukku to Over Bridge via

Uppidamoodu 0.69 2.03 34 0.47 2.50 19 69 38

12 Uppidamoodu to Churakaatu Palayam

via Sreekandeswaram 1.05 1.89 56 0.80 2.50 32 70 44

13 Vanchiyoor (Nalumukku rd) to General

Hospital 0.67 1.06 63 0.78 1.80 43 64 46

14 Pattoor to Vanchiyoor 0.50 0.50 100 1.70 1.80 94 77 86

15 Pulimoodu to Uppilamoodu 0.62 0.93 67 0.60 1.80 33 66 44

16 Ayurveda College to Old GPO 0.16 0.39 40 0.40 2.50 16 58 32

17 Ayurveda College to Chettikulangara 0.26 0.27 96 0.90 2.50 36 73 54

18 Petta to Uppidamoodu via

kaithamukku 0.25 1.70 14 0.15 1.80 8 69 35

19 Murinjapalam to Kumarapuram 0.81 0.81 100 1.75 2.50 70 77 74

20 Pallimukku to Medical College via

Kumarapuram 1.02 3.18 32 0.32 2.50 13 61 32

21 Railway Station West Entrance to

West Fort via Pazhavangadi 0.58 1.14 51 0.45 3.00 15 50 29

22 Sreekumar to Vanross 0.66 1.39 47 0.91 2.50 36 54 36

23 Kesavadasapuram to Nalanchira 1.59 1.74 91 1.78 2.50 71 79 72

24 Palayam to DPI via Women's college 1.14 1.68 68 0.92 2.50 37 65 45



25 Public Library to Kanakakunnu via

Nandavanam 0.63 0.72 88 1.65 1.80 92 68 74

26 VJT to Aasan Square 0.15 0.19 75 0.80 2.50 32 66 45

27 VJT to Statue south via Jacobs 1.12 1.23 91 1.47 2.50 59 52 53

28 Vettimuricha Kotta to Eanchakkal via

West fort 1.64 1.83 90 1.15 2.50 46 50 46

29 Valiyathura to Kochuveli Railway

Station 1.39 7.91 18 0.32 3.00 11 81 41

30 Kumarichanda to Thiruvallam NH

bypass 0.10 1.17 9 0.09 2.50 3 35 17

31 Eanchakkal to Chaka NH bypass 0.10 1.81 6 0.09 2.50 4 73 37

32 Attinkuzhi to Kazhakkoottam NH

bypass 0.30 1.71 18 0.29 2.50 12 63 33

33 Manacaud to Attukkal 0.10 1.29 8 0.10 1.80 6 50 25

34 AG's Office to Central Stadium -

Statue area 0.19 0.19 100 1.85 2.50 74 52 63

35 East fort One-Way around Gandhi

Park 0.23 0.27 82 2.15 3.00 72 43 51

36

Temple Road 1 - Entrance from East

Fort 0.12 0.12 100 1.50 4.00 38 45 41

Temple Road 2 - RT office to

Ramachandra 0.32 0.46 70 1.15 4.00 29 45 32

Temple Road 3 - By the northern side

of Padmatheertha Kulam 0.40 0.44 90 1.35 1.80 75 54 61


The average walkability of footpath is 48% which is considered very bad. Any rating

below 50% is bad, between 50% and 70% is satisfactory, above 70% and below 90%

is fair and above 90% is good. Almost 92% of footpath has walkability rating below

70%.Figure 6.2 shows the walkability index of various roads identified for the study.



Figure 6:2 Walkability Rating of Footpath in Study Area



7. LEVEL OF SERVICE OF PEDESTRIAN FACILITIES IN THIRUVANANTHAPURAM

The constraints faced by pedestrians in the CBD area of Thiruvananthapuram have

been examined through site investigations and collection of data from field surveys.

From the analysis of data, a set of indicators has been evolved for quantifying the

traffic congestion and level of service of pedestrian facilities in the study region. The

following indices are used to identify the problematic locations in the study area:

i) Volume-Capacity Ratio

ii) Pedestrian-Vehicle conflict index

iii) Walkability index

iv) Transit time Map

7.1. Volume-capacity Ratio

Congestion can be measured by volume-to-capacity ratio (V/C Ratio). It is the ratio of

demand flow rate to capacity for a traffic facility. For the purposes of congestion

calculations in this analysis, congestion levels are defined as:

V/C Ratio ≥ 1.0 Severe congestion

V/C Ratio 0.75 to 1.0 Moderate congestion

V/C Ratio 0.5 to 0.74 Limited congestion

V/C Ratio < 0.5 No congestion

7.2. Pedestrian-vehicle conflict

It reflects the intensity of pedestrian-vehicle conflicts on a link and is represented by

PV2 values where P is the number of pedestrians crossing a link during peak hour

and V is the number of vehicles passing through the link during peak hour. For a road

section with refuge, a value of PV2 greater than 2x108 and for a road section without

refuge, PV2 value greater than 108 indicates a higher level of conflicts and warrants

grade-separated pedestrian facilities. It implies that a divided carriageway could be

considered to have reduced impact of PV2 value by 50%. Based on the above

criterion, the critical locations where pedestrians are in sharp conflict with vehicular

traffic have been identified.

7.3. Walkability index

Walkability is a measure of how friendly an area is to walking of people. Factors

affecting walkability include: presence or absence of quality footpaths, sidewalks or

pedestrian right of way, traffic and roadway conditions, land use pattern, building

accessibility and safety among others. Walkability is an important concept in

sustainable urban transport system. Walkability indicates the extent to which the built

environment is friendly to the presence of people - living, shopping, visiting, enjoying

or spending time - in an area.



One way of assessing and measuring walkability is to undertake a ‘walking audit’. To

determine the walkability of a road or neighborhood, the number of people walking,

lingering, and engaging in optional activities within a space need to be counted. The

idea of optional activities may be different for different regions. In any case, the

diversity of people, especially the presence of children, senior citizens, people with

disabilities etc denotes the quality, completeness and health of a walkable place.

7.4. Transit time Map

A newly developed concept is the ‘transit time map’ (sometimes called a transit-shed

map). These are isochrome maps that display the areas of a city which can be

reached from a given stating point in a given amount of travel time say (30 minutes).

Such maps are useful for evaluating how well connected a given place is to other

possible destinations.

The important infrastructure factors that influence the walkability are given below:

Access to public transport services

Presence of quality footpaths

Street furniture

Traffic volume, speed and wind conditions

Buffers to moving traffic (curb side parking)

Pedestrian crossings

Aesthetics to nearby local destinations

Shade or sun shine in appropriate seasons

Walkability has also been found to have economic benefits, including accessibility,

cost savings to individuals and the community, increased livability, improved public

health and economic development, among others. The benefits of walkability are best

granted if the entire system of public corridors is walkable, not limited to certain

routes alone.

Walkability indices have been found to correlate with Body Mass Index (BMI) and

physical activity of local people. Improved walkability has proven to have many other

individual and community benefits such as opportunities for increased social

interaction, reduced crime rate, increased sense of pride of the place, increased

volunteerism etc. One of the important benefits of walkability is the decrease of the

automobile foot-print in the community. Carbon emissions can be reduced if more

people choose to walk to their destinations rather than drive.



7.5. Level of Service

For understanding the major pedestrian use of each section of the road connecting

major intersection the peak pedestrian volume is taken. Pedestrian volume and the

capacity of footpath in the study area along with LOS of the footpath are appended in

Appendix Table 14.2 and Figure 7.1. Similarly vehicular traffic and capacity of road

in the study area have been analysed and LOS of roads are arrived at Appendix

Table 14.3 that gives the V/C Ratio and LOS of selected roads in

Thiruvananthapuram City.Table 7.1 gives the percentage of LOS for pedestrian

facilities in the study area.

Table 7.1 Percentage of LOS for Pedestrian Facilities in Thiruvananthapuram City

LOS A B C D E F No Footpath

Footpath (km) 23.73 4.01 0.95 0.71 1.52 2.25 41.72

% 31.69 5.35 1.26 0.96 2.03 3.00 55.71 Source: NATPAC primary survey, 2014

More than 55% of the road length has no footpath. LOS for pedestrian facilities is

classified into six (A, B, C, D, E& F). Each of these are taken from the V/C Ratio of

pedestrians were pedestrian facilities are available.

LOS – A = V/C Ratio below 0.5

LOS – B = V/C Ratio between 0.5 and 0.6

LOS – C = V/C Ratio between 0.6 and 0.7

LOS – D = V/C Ratio between 0.7 and 0.8

LOS – E = V/C Ratio between 0.8 and 0.9

LOS – F = V/C Ratio Above 0.9

Pedestrian facility is considered Good if it has LOS A / LOS B, Average if it

has LOS C / LOS D and Bad if it has LOS E / LOS F.

7.6. Pedestrians at intersections

Intersections are the places where diverge movements of traffic take place, causing

traffic hold-up. Most of the intersections along major road had high level of vehicular

conflicts. In order to assess the congestion level at the intersections and priorities the

intersections for proposing traffic improvement schemes, the peak hour traffic volume

and pedestrian crossing in each arm is taken for computing. The values of peak hour

junction volume computed for major intersections and road sections in

Thiruvananthapuram city are given in Appendix Table 14.4. Table 7.2 gives the

volume of pedestrians crossing at the intersections in peak hour.



Table 7.2 Peak Pedestrian Volume of Cross Movement

1. Pedestrian Volume Less than 800

AirPort LIC Sasthamangalam

Asan Square LMS SC Bose

Attakulangara Manacaud Shanghumugham

Bakery Marappalam Spencer

Chaka Murinjapalam Statue North

Chala Museum Statue South

Churakaatu Palayam Nalanchira Thiruvallam

Eanchakkal Old GPO Thiruvallam(towards Eastfort)

Forest Office Padmanabha Theatre Ulloor

General Hospital Pallimukku Uppidamoodu Over-bridge

Kaithamukku Paruthipara Valiyathura

Kanakakunnu Pattom Vanchiyoor

Kannammoola Pattoor Vazhuthacaud

Karamana Petta Veli Tourist Home

Kaudiar Petta Jn Vellayambalam

Kazhakkoottam PMG Vettimuricha Kotta

Kesavadasapuram PRS War memorial

Killippalam Public Library WC Hospital

Kochulloor Railway Station West Entrance West fort

Kumarapuram RTO Office Womens College

Kumarichanda

2. Pedestrian Volume between 800 and 1600

Ayurveda College Over Bridge Statue

Chala (Market) Palayam Techno Park

Mar Ivanious Plammod Thampanoor

Medical College Sreekumar Theatre VJT Hall

3. Pedestrian Volume between 1600 and 2400

East Fort Pazhavangadi Vettucaud

4. Pedestrian Volume Above 2400

East fort (Chala deviation) Holy Angels Convent St Mary's School

7.7. Pedestrian-Vehicle conflicts

Both lateral and cross movements of pedestrians were observed along the major

travel corridors, adequate facilities for pedestrians were lacking in almost all major

pedestrian intensive locations in the city. This has resulted in delay to traffic along

major travel corridors of the city, leading to high pedestrian-vehicle conflicts and

pedestrian casualties. The indicator of pedestrian-vehicle conflicts namely PV2 value



has exceeded the critical value of 2x108 in almost all major locations in the city with

high PV2 values. The details of locations are given in Appendix Table 14.5.

Locations were the PV2 value is less than the critical value of 2x108 doesn’t need

controlled crossing for the pedestrians and locations that have value above the

critical value need controlled crossing for the pedestrians. Locations having critical

value can be classified into 1) Critical Location - PV2 value between 2x108 and

10x108, 2) Moderately Critical Location - PV2 value between 10x108 and 100x108 and

3) Most Critical Location - PV2 value above 100x108. Table 7.3 gives the pedestrian-

vehicle conflict location and the intensity.

Table 7.3 Intensity of Pedestrian-Vehicle conflict

No Controlled Crossing Locations

AirPort Kumarapuram Shanghumugham

Kaithamukku Pattoor Veli Tourist Home

Kannammoola

1. Controlled Crossing – Critical Locations

Chala Murinjapalam Uppidamoodu Over-bridge

Chala (Market) Old GPO Valiyathura

Eanchakkal Padmanabha Theatre Vanchiyoor

Kochulloor Petta Jn Vettucaud

Manacaud Public Library West fort

Marappalam Statue North

2. Controlled Crossing – Moderate Critical Locations

Asan Square Medical College Sreekumar Theatre

Attakulangara Museum Statue South

Bakery Nalanchira Techno Park

Chaka Pallimukku Thiruvallam

Churakaatu Palayam Paruthipara Thiruvallam (East fort deviation)

East Fort Petta Ulloor

Forest Office PMG Vazhuthacaud

General Hospital PRS Vellayambalam

Kanakakunnu Railway Station West Entrance Vettimuricha Kotta

Karamana RTO Office VJT Hall

Kaudiar Sasthamangalam War memorial

Kazhakkoottam SC Bose WC Hospital

Killippalam Spencer Womens College

Kumarichanda

3. Controlled Crossing – Most Critical Locations

Ayurveda College LMS Pazhavangadi

East fort (Chala deviation) Mar Ivanious Plammod

Holy Angels Convent Over Bridge St Mary's School

Kesavadasapuram Palayam Statue

LIC Pattom Thampanoor



Figure 7:1 Level of Service of Pedestrian Infrastructures in Study Area



8. GUIDELINES FOR PEDESTRIAN INFRASTRUCTURES

8.1. Pedestrian-vehicle conflicts

Accidents involving pedestrians are a regular phenomenon in the study region. Some

of the pedestrian crashes are associated with defective roadway designs.

Pedestrians and motorists often conflict with each other in Central business area of

the city. The consequences of these conflicts are exacerbated by speeding, failing to

yield, or failing to check both directions of traffic. Most conflicts are a result of human

error, which cannot be completely eliminated as long as pedestrians and vehicles

share the same space,so appropriate segregation measures are needed to reduce

the conflict between pedestrians and motorists.

Arterial streets should accommodate both vehicles and pedestrians. Therefore the

design should include: sidewalks, crosswalks, and sometimes grade separations for

pedestrian-vehicle segregation. Pedestrian facilities and control measures will vary,

depending largely on the volume of pedestrian traffic, volume of vehicular traffic,

number of lanes to be crossed, and number of vehicles turning at intersections.

8.2. Inclusive Planning

Creating a pedestrian environment involves more than laying down a sidewalk or

installing a signal. A truly viable pedestrian system involves both macro-level

planning to micro-level detailing, from how a walkway is built to what materials are to

be used under our feet. Pedestrian Infrastructures should be accessible to all

pedestrians, including those with disabilities. Inclusive planning is essential for all

pedestrian infrastructure design and the facilities to be usable by all categories of

users.

8.3. Pedestrian Safety

Pedestrians are more vulnerable to traffic hazards than any other category of road

users. Therefore, it is necessary to provide facilities for pedestrian traffic as a

measure of road safety. Various pedestrian safety improvements include:

Provision of pedestrian facilities, such as sidewalks and crosswalks,

completely segregated from vehicular interference to minimize risk while

crossing.

Engineering measures, such as traffic control devices, proper lighting, and

safe design standards to be implemented on streets and highways for both

pedestrian and vehicular movements.



Safety of pedestrians can be ensured by appropriate enforcement measures

such as speed restrictions on vehicles, voluntary yielding to pedestrians at

zebra crossings, traffic signal compliance etc.

8.4. Design standards for Pedestrian facilities

Pedestrian facilities and its design standards are stipulated by Indian Roads

Congress (IRC 103-2012) and Ministry of Road Transport and Highways (MoRTH)

guidelines. These are discussed in the following sections.

8.4.1. Pedestrian footpaths

Foot paths and walkways are exclusive space for pedestrian movement within the

public right-of-way. An adequately designed pedestrian footway helps to segregate

the vehicular and pedestrian traffic and gives a sense of safety and protection to the

pedestrians. Footpaths are associated with significant reductions in pedestrian

collisions with motor vehicles. Such facilities also improve mobility for pedestrians

and provide access for all types of pedestrian travel: to and from home, work,

schools, business, shopping areas, transit stops, etc.

Sidewalks should be provided on both sides of the road and above the level of the

carriageway separated by curbs. Height of the curb at the edge should, however, not

exceeding the height of a standard public step riser i.e. 150 mm.

The width of footpaths depends upon peak hour pedestrian flows expected to use the

facility and could be fixed with the help of guidelines given in Table 8.1 below subject

to minimum width of 1.5 m.

Table 8.1 Capacity of Sidewalks/Footpath

Width of Sidewalk (m) Capacity of Footpath in number of pedestrians per hour

All in one direction In both directions

1.5 1200 800

2.0 2400 1600

2.5 3600 2400

3.0 4800 3200

4.0 6000 4000

Source: Pocket book for Highway Engineers (2nd Edition), Ministry of Road Transport and

Highways, Govt. of India

In urban areas, a minimum width of 1.5m for a sidewalk, which allows two people to

pass comfortably or to walk side-by-side, is recommended. Wider sidewalks should

be provided near schools, at bus stops, in commercial areas, or where high

concentration of pedestrians exists. Sidewalks should be continuous along both sides

of a street and it should be fully accessible to all pedestrians, including those in



wheelchairs. A buffer zone of 1.2 to 1.8 m is desirable and should be provided to

separate pedestrians from the street. The buffer zone will vary according to the street

type. Parked cars and/or bike lanes can provide an acceptable buffer zone. Careful

planning of sidewalks and walkways is important in a neighborhood or area in order

to provide adequate safety and mobility.

8.4.2. Clear walking zone

In order to accommodate wheelchair users and persons with vision impairments

assisted by a sighted person, footpaths should be at least 1.8 m wide. It will also

allow, for instance, an adult and child to walk together. If existing paths are less than

1.80m wide, provision of passing places, 1.8m wide and 2.5m long, shall be made at

a reasonable frequency, depending on intensity of use. This will allow group of

persons to pass each other, particularly on busy routes. Where the effective width is

constricted by, for example, existing trees or walls, footpaths may reduce to 1.2m for

short distances. A 1.2m wide path is too narrow for persons to pass each other;

hence provision of passing places should be made to a greater frequency. A change

in surface at the edge, such as a grass or ground or a verge, which often occurs

naturally anyway, will help to prevent persons from straying off the path.

The minimum 1.8 m (width) with 2.2 m (height) walking zone should be clear of all

obstructions-both horizontally and vertically. No utility ducts, utility poles, electric,

water pipes or telecom boxes, trees, signage or any kind of obstruction should be

placed within the “Walking Zone” as illustrated in Figure 8.1.

Figure 8:1 Clear Walking Zone is separate from Planting Zone



8.4.3. Clear height

A clear height of 2.2 m is required for the entire width of the footpath walking zone.

No obstructions like tree branches, utility poles, electric/water/telecom boxes or

signage should be placed within the clear height and width of the Walking Zone.

8.4.4. Width of footpath

The width of a footpath is fundamental to the effective functioning of the pedestrian

system. Without an optimum width, footpath will not help move enough pedestrian

and will discourage them from walking. The width of side-walks depends upon the

expected pedestrian flows and could be fixed with the help of guidelines given in

Table 8.2. The minimum width of a clear unobstructed pathway should be 1.8m in

roads of right of way of 10 m and above. This allows two wheelchairs to pass each

other comfortably (Figure 8.2). In case of road with right of way less than 10 m or in

the areas with light pedestrian traffic, a width of 1.5 m is regarded as the minimum

acceptable, giving enough space for a wheelchair user and a walker to pass each

other. As an exception, the width of the footpath may be considered as 1.5 m. The

full width of footpath should be maintained consistently, even behind bus shelters

and in front of shop.

Figure 8:2 Minimum width of a clear footpath

Footpaths should normally be designed for a pedestrian Level of service B, thereby

providing wide pedestrian facilities for pleasant and comfortable walking. Under

resource constraint, Level of Service C can be adopted for deciding width of footpath.

The width of the footpaths depends upon the expected pedestrian traffic and may be

fixed with the help of the following guidelines subject to not being less than 1.8 m.

Table 8.2presents the design capacity of footpaths for different level of service as

recommended by IRC: 103-2012 ‘Guidelines for Pedestrian facilities’.



Table 8.2 Design capacity of Footpath

Width of sidewalk (m)

Design Flow in number of persons per hour

In both directions All in one direction

LOS B LOS C LOS B LOS C

1.8 1350 1890 2025 2835

2 1800 2520 2700 3780

2.5 2250 3150 3375 4725

3 2700 3780 4050 5670

3.5 3150 4410 4725 6615

4 3600 5040 5400 7560

Note: LOS – Level of Service

The land use adjacent to roads significantly influences generation of pedestrian

traffic. Recommended widths of footpath along with various land-uses are given in

Table 8.3.

Table 8.3 Required width of Footpath as per adjacent Land-use

Type of Land Use Minimum obstacle free walkway width

Residential/Mixed use Areas 1.8 metre

Commercial/Mixed use Areas 2.5 metre

Shopping frontages 3.5 to 4.5 metre

Bus stops 3 metre

High Intensity Commercial Areas 4 metre

8.4.5. Frontage zone or dead width

For footpaths in shopping areas, an extra 1 m should be added to the stipulated 4 m

width. This extra width is called “Dead Width”. In other situations where footpaths

pass next to buildings and fences, a dead width of 0.5 m can be added. In busy

areas like bus stops, railway stations, recreational areas, the width of footpath should

be suitably increased to account for accumulation of pedestrian.

8.4.6. Surface condition of Footpaths

Evenly paved surfaces are important to people using walking aids or wheelchairs, or

people with walking disability. Removal of obstacles like pot-holes, tree roots and

storm water drains crossing the walkway will make it safe and usable. Where grates

over storm water drains are in place, the gratings should be aligned across the

direction of travel to prevent wheelchairs getting stuck. The gap between paving

slabs or any vertical deviation between slabs should not exceed 5 mm. Table 8.4

shows materials recommended for footpath surface in urban situations.



Table 8.4 Recommended Materials for Pedestrian Facility in urban context

Sl. No Areas Desirable materials Undesirable

materials

(1) Footpath

Non-skid/matt finish tiles, interlocking

paving tiles, sandblasted Stone,

unpolished Stone, checkered tiles,

Pavement Quality Concrete

Polished Stone

finish

(2) Curb ramps Anti skid/matt finish tiles; flared sides with

tactile paving, exposed Cement Concrete

Polished Stone

finish

(3) Tactile paving

Vitrified unglazed paves in bright colour

contrast to the flooring surface (preferable

canary yellow

Stainless steel or

metal pavers in

dull/slippery finish

(4) Signage

Bright colour contrast big font signage on

non-glare surface-acrylic, retro reflective

sheets as pe IRC:67-2012

Dark contrast

colour, Glaring

sheets

(5) Bus Stop

flooring

Anti skid/matt finish tiles with vitrified

unglazed tactile pavers in bright colour

contrast to the flooring surface

Glazed vitrified

tiles, Granite,

polished Kota

stone

(6) Street-lights White colour, mercury lights-full cutoff

fixtures Yellow lights

(7) Handrails Stainless steel 304/3016, OD-40-45mm,

scotch-brite or matt finish

(8) Light signals Audio signals with time display Normal light

signals

(9) Table top Any load bearing anti-skid pavers, tiles Cobble stone

(10)

Table top

slopes (on

road side)

Cobble stone may be provided

Polished granite or

any other Slippery

Surface

(11) Median

refuges Any load bearing anti-skid pavers, tiles Cobble stone

(12) Cycle tracks Preferred Pavement Quality Cement

Concrete

CC Paver Tiles

and Polished

finishes

8.4.7. Cross falls

Cross falls should only be provided where absolutely necessary for drainage

purposes and should be 1:50 maximum. If the change in cross fall is so severe that

one wheel of a wheelchair or one foot of a walker leaves the ground, it may cause

the user of the wheelchair or walker to fall. Steeper gradients tend to misdirect the



wheelchairs. Where falls are not adequate, silt will accumulate after rain and cause

the surface to become slippery. Puddles also cause the footpath to become slippery,

lead to glare in bright sunshine after other parts of the footpath have become dry and

become a hazard in frosty weather. Any break in the surface, e.g. drainage channels

or the gaps between boards on a walkway, should not be preventing walking sticks

and wheels getting caught in the gaps.

8.4.8. Service covers

Service covers to manhole and inspection chambers should not be positioned on

footpaths, particularly at crossings. They can be dangerous when opened for

inspection, forming trap for pedestrian fatality. Covers and gratings should flush with

the footpath surface, and be such that openings are not more than 10 mm wide.

Gratings and slot type drainage should be sited away from pedestrian flows and

perpendicular to the main line of pedestrian flows so as not to trap small wheels.

8.4.9. Other obstructions on the footpath

Obstructions on the footpath surface should be adequately distinguished by adopting

following design elements:

A straight shape rising from the footpath.

A 100 mm raised platform.

Tactile warning marking on the ground around the obstruction. The warning

marking should extend over a width of at least 600 mm outside the projected

area.

Overhanging and other obstructions (man holes, trees etc.) should be outside the

path of travel (Figure 8.3) or should be placed along one continuous line.

Overhanging signs or vegetation should be mounted at a minimum height of 2.20 m.

Undetectable obstacles mounted lower than 2.20 m may project a maximum distance

of 100 mm into the footpath (Figure 8.4). Protruding elements should be avoided

(Figure 8.4). Bicycle stands should be located on a raised platform.

Others obstructions like fixed poles should have contrasting colour marking strips of

300 mm in length, placed with the centre line at a height between 1.40 m – 1.60 m.

Garbage bins attached to lampposts should not face the line of pedestrian flow so as

to minimize collisions and should be painted in a contrasting colour for easy

identification by persons with low vision. Bollards should be painted in a contrasting

colour or in coloured strips



Figure 8:3Placement of obstacles outside path of travel and Undetectable Obstacles to project a maximum distance of 100mm into the footpath

Figure 8:4 Placement of protruding objects, Protruding obstacles placed in a Niche and Protruding objects to be avoided in Line of Travel

8.5. Pedestrian guard-rails

Pedestrian guard-rails are an important design element to prevent indiscriminate

crossing and spilling over of pedestrian on to the carriageway. Pedestrian guard-rail

separates the pedestrian completely from the road and ensures their safety. Their

judicious use can help to ensure that pedestrian cross the streets at predetermined

and safe locations. As the guard-rails would confine the movement of pedestrian to

the footpath, it is necessary that sufficient width of footpath be made available.

Guard-rails are also needed for guiding pedestrians to surface crossings, subways,

foot bridges and for preventing them from spilling over to the carriageway.

8.5.1. Design of guard-rails

Design of guard-rails should be simple in appearance and, as far as possible, vandal

proof. Two aspects which need special consideration are the height of hand-rail and

the obstruction to visibility. The height should be sufficient so as to deter people from

climbing over it. The visibility of the approaching vehicles by the pedestrian as well as

the visibility of the pedestrian by the drivers of the approaching vehicles should be



adequate. The railings should not, therefore, have any thick horizontal member, other

than the baluster to achieve the desired objective. Above all, the guard-rails should

be sturdy but of slender design.

Pedestrian guard-rails in reinforced cement concrete have been extensively used in

rural and semi-urban areas. However these occupy more space than steel channeled

sections, polymer fiber railings and pipes. These can, however, be costly and may

also need higher level or maintenance.

8.5.2. Locations of Guard rails

Use of pedestrian guard-rails should be considered under the following situations:

(i) Hazardous locations on straight stretches

(ii) At junctions/Intersections

(iii) Colleges

(iv) Bus stops, Railway stations, Boat jetty approaches etc

(v) Overpass, Subway, etc.

(vi) Central reserves

(vii) Pedestrian generating areas such as bus stops, shopping mall, super-

markets, recreational areas and transit centres.

8.5.3. Guidelines for installation of Guard-rails

Guard-rails help to improve pedestrian safety at road intersections in cities

where poor road user discipline is the cause of many accidents.

Gaps in guard-rails can be utilized to accommodate trees, piller boxes, sign

posts, electrical control boxes, etc., located near the side-walk.

Guard-rails should be set back from edge of the carriageway by at least 150

mm, for increased life and better appearance.

Guard-rails should be 1100 mm high from the median level and painted in

canary yellow colour as it is easily detectable by persons with low vision.

Guard-rails on the footpath should have rounded top to prevent injuries.

Figure 8.5 shows typical design of guard-rail.



Figure 8:5 Typical Design of Guard-rail

A view of pedestrian guard rails is given in Figure 8.6.

Figure 8:6 Pedestrian guard-rails

8.6. Covered walkways

In Kerala, two monsoon seasons bring rainfall for almost 120 days a year. Covered

walkways protect the pedestrians from hot sun and raining. Sheltered walkways

induce the pedestrians to use the walkway instead of walking on street. It can be

made environment friendly by planting climbers to cover the roof of the walkway.

8.7. Curbs

Maximum height of a pavement (including curb, walking surface, top-of-paving) shall

not exceed 150 mm from the road level, which is the standard height of a public

step/riser. Medians should be maximum 250 mm high or be replaced by crash

barriers. Only along segregated bus bays, the curb height could match the height of

the bus floor.

8.7.1. Curb radius and slip road

Smaller turning radius at junction increase pedestrian safety in terms of reduction of

crossing distances, increasing pedestrian visibility for drivers, decreasing vehicle

turning speed; and making drivers look out for pedestrian while taking the turn.



Maximum corner radius of curb shall be 12 m, as this allows movement of the largest

size of trucks, buses and emergency vehicles. Corner curb radius may be reduced to

6m in residential areas to slow down turning buses, trucks etc. with the provision of

the mountable curb for turning of emergency vehicles.

Left turning slip roads at road junctions are meant for free movement of vehicular

traffic. However, such left turning slip roads may make crossing by pedestrian and

cyclists unsafe. Therefore, from safety of pedestrian point of view, slip roads are not

desirable. Slip roads are not recommended wherever crossing pedestrian and NMV

volumes are high. In such situations corner radius of curb can be reduced to slow

the movement traffic. The slip road crossing can be signalized fully or pelican signal

may be provided.

8.7.2. Curb ramps

Curb ramp is useful for a smooth transition, to overcome changes in level between

the footpath and the road carriageway or in the vicinity of building entrances.

Absence of curb ramp restricts the mobility of person with disabilities from crossing

streets.

Standard curb ramps are cut back into the footpath (flush with roadway), at

a gradient not greater than 1:12 (Figure 8.7), with flared sides providing

transition in three directions.

Width of the curb ramp should not be less than 1200 mm.

Tactile warning strip should be provided on the curb side edge of the slope,

so that persons with vision impairment do not accidentally walk onto the

road.

It is desirable to provide two curb cuts per corner. Single ramp located in

the center of a corner is less desirable. Separate ramps provide greater

information to pedestrian with vision impairment in street crossings.

Figure 8:7Curb Ramp Details



Curb ramps for persons with disabilities are not limited to intersections and marked

cross walks. Curb ramps should also be provided at other appropriate or designated

points of pedestrian concentration. Warning signs should be installed at these points

because non intersection pedestrian crossings are generally unexpected by the

motorist, and parking should be prohibited to ensure adequate visibility. Side walk

curb ramp at the middle of a curve radius of road is discouraged where pedestrian

and / or vehicular volumes are moderate to high.

8.8. Marked cross walks and enhancements

Marked crosswalks indicate optimal or preferred locations for pedestrians to cross

and help designate right-of-way for motorists to yield to pedestrians. Crosswalks are

often installed at signalized intersections and other selected locations.

Marked crosswalks are desirable at some high pedestrian volume locations to guide

pedestrians along a preferred walking path. In some cases, they can be raised and

should often be installed in conjunction with other enhancements that physically

reinforce crosswalks and reduce vehicle speeds.

It is also sometimes useful to supplement crosswalk markings with warning signs for

motorists. Pedestrians are sensitive to out-of-the-way travel, and reasonable

accommodation should be made to make crossings both convenient and safe at

locations with adequate visibility. Pedestrian actuated signals should be considered

at high pedestrian volume locations such as schools, hospitals, etc.

8.8.1. Crosswalk materials

It is important to ensure that crosswalk markings are visible to motorists, particularly

at night. Crosswalks should not be slippery or create tripping hazards. Even though

granite or cobblestones are aesthetically appealing materials, they are generally not

appropriate for crosswalks. One of the best materials for marking crosswalks is inlay

tape, which is installed on new or repaved streets. It is highly reflective, long-lasting,

and slip-resistant, and does not require a high level of maintenance. Although initially

more costly than paint, both inlay tape and thermoplastic are more cost-effective in

the long run. Inlay tape is recommended for new and resurfaced pavement; while

thermoplastic may be a better option on rougher pavement surfaces. Both inlay tape

and thermoplastic are more visible and less slippery than paint when wet. Different

cross walking patterns are shown in Figure 8.8.



Figure 8:8 Different Cross Walk Markings Pattern

8.8.2. Continuity and Consistency

It is mandatory for footpaths to be continuous between junctions or where at-grade

crossing is provided. A change in colour of pavers can emphasize and highlight the

crossing area to all users. Consistency of design elements, colour and texture

should provide visual continuity. Footpath interruptions must be avoided by

minimizing cuts in curbs. These act as traffic calming measures and make such

conflict point safer. Entrance/exits, side properties, gates and service lanes shall be

accommodated by following provisions:

Raised crossings, where the car lanes are raised by ramps of slope (1:10) and

brought to the level of the footpath (+150 mm from carriageway).

The pavers on the footpath should continue over the raised crossings with

vehicle load taken into account for the area subjected to vehicular traffic.

Minimize the number of driveways crossing the footpath should be minimized to

support pedestrian safety and continuous footpath.

The continuity of footpath in the public right-of-way (Figure 8.9) should be

maintained, incorporating existing wall openings, steps and other features that

might obstruct the walkway.

Connections for missing links should be provided by installing footpath to

connect pedestrian areas to each other.

Every change in level on the footpath (step, curb or road-works) should be made

clearly visible through the use of bright contrasting colours and tactile pavers for

persons with low vision and vision impairment.



Figure 8:9 Continuity in pedestrian track

8.9. Pedestrian Crossings

8.9.1. Principles of pedestrian crossings

Pedestrian must be given the shortest possible direct route to cross the street;

therefore the most preferred crossing for them is “at-grade”. Mid Block Crossings

must be provided for people to cross the street safely between building entries or bus

stop locations or active land uses on opposite sides of the street. Crossings must be

provided at all T-junctions. At grade crossing both near intersection and mid-block,

raised pedestrian crossing (table top) should be made mandatory in case of multilane

roads with heavy volume of vehicular traffic.

8.9.2. Guidelines

Guidelines recommended for pedestrian crossings are discussed below:

Minimum 3 m wide pedestrian crossing should be provided at all road

crossings.

All crossings should have universal accessibility features (for persons with

disabilities, reduced mobility, vision and hearing impairment) and street

directional signage.

At-grade crossings are preferable in pedestrian priority areas and streets.

If grade separation is required in a high pedestrian and non motorised

transport (NMT) mode zone (e.g. near Metro or bus stations), the pedestrian

and NMT must be kept at grade.

Midblock crossing curb extensions provide better visibility for motorists and

pedestrian (Figure 8.10). This kind of curb extension of the street will be

provided whenever the street is characterised by curb side parting facility.



Figure 8:10 Midblock crossing Curb Extensions

A midblock crossing with a median refuge allows the pedestrian to look for

gaps in only one direction at a time (Figure 8.11)

Figure 8:11 A Midblock crossing with a Median Refuge

Mid-block crossings must be provided at regular intervals (Table 8.5)

Table 8.5 Standards for Mid-Block Pedestrian Crossing

Residential Areas

Spacing Range: Every 80-250 m

Coordinated with entry points of complexes;

location of bus/train stops, public facilities,

etc.

Commercial/Mixed Use Areas Spacing Range: Every 80-150 m

High Intensity Commercial Areas Pedestrianisation if possible



Crossing roads is one of the major deterrents to pedestrian with disabilities

and reduced mobility. At main crossing points, curb ramp should be provided

to facilitate persons with buggies or using wheelchairs. Curb ramps should be

located away from corners, on both sides of the street, flush with the road.

With crossings at grade, pedestrian experience a continuous pathway that will

connect them with different destinations, including transit stations and

commercial districts, safely.

Curbs are the best indicators for persons with vision impairments to detect the

edge of the footpath. So curb ramps/footpath must always have tactile

pavers/tiles with flared sides of 1:10 gradient (Figure 8.12). Curb ramps

should be 1200 mm, minimum 900 mm wide. The gradient of the ramp

should ideally be 1:20, and not to exceed 1:12 in any case. It can be difficult

in existing situations to achieve a dropped curb with a gradient of 1:20 across

a footpath and still leave a clear corridor of movement along the footpath. For

persons with visual impairment, crossing should be marked with tactile

paving.

Different materials should also be used to indicate the change in function

between the footpath and carriageway.

Make sure the crossing point is always well drained. Avoid gullies in the

immediate area of the crossing. However, the slight curb lip required to

facilitate roadway drainage should be maximum 20 mm high and chamfered

in section.

Raised crossings for pedestrian footpath across property entrances, petrol

pump entrances, minor roads, service lane access and un-signalized

intersections should be provided.

In busy streets, safe crossing areas with pedestrian operated traffic signals

should be provided.

Audible crossing signals (pelican crossings) help everyone, as well as being

essential for persons with vision impairments. Pedestrian traffic lights should

be provided with clearly audible signals to facilitate safe and independent

crossing of pedestrian with low vision impairment. Acoustic devices should

be installed on a pole at the point of origin of crossing and not at the point of

destination.



Figure 8:12 Curb Ramp with Flared Sides and Tactile Pavers

8.9.3. Zebra crossing

A zebra crossing is clearly specified pedestrian track across the carriageway and is

delineated with the help of alternate black and white strips, which should have

embossed texture for easy detection by persons with vision impairment.

Thermoplastic paint with +5 mm embossed texture can be used and raised

pedestrian crossings (table top) be provided (Figure 8.13). Alternatively dropped

curb can be provided (Figure 8.14). A zebra crossing must always be accompanied

by a “STOP” line as per IRC: 35-1970 ‘Code of Practice For Road Markings (First

Revision)’.

Figure 8:13 Raised Pedestrian Crossings (Table Top)



Figure 8:14 Dropped Curb with Raised Crossings

Siting zebra crossing: A zebra crossing should not be sited within 150 m of another

such crossing. Provision of zebra crossings at short intervals adversely affects the

overall efficiency of traffic operation in the area. For safety reasons, the zebra

crossing should be somewhat set back from the carriageway line. However, the

setback distance should not be so much as to cause an appreciable increase in

walking distance for the pedestrian. Pedestrian guard-rails may be necessary where

the setback distance is appreciable or at the skew crossings.

Width of zebra crossing: The width of the zebra crossing must be adequate and

should generally lie within a range of 2-4m. For divided carriageways, the crossing

should, as far as possible, proceed uninterrupted through the median strip. In the

event of the median strip being used as pedestrian refuge, adequate width of median

must be provided. In case of raised medians, such portion could be suitably

depressed with curb height not exceeding 150 mm.

Guard-rails and lighting: Guard-rails in the vicinity of zebra crossing should be of

sufficient length to deter pedestrian from crossing the road at any arbitrary point

along the road. Night time visibility of zebra crossing is of vital importance and this

can be achieved through proper lighting of the intersection area.

Zebra crossing at signalized intersection: Unlike in the case of un-signalized

intersections where the pedestrian uses the zebra crossings through judicious gap



selection, a signalized intersection could allow exclusive time phase signals, an “all

red” phase could be inserted to ease pedestrian movements. In case of intersections

controlled by three or four phase signals, zebra crossings could be utilized in such

manner that pedestrian could move across the road in a direction parallel to the

movement of vehicular traffic during a particular green phase. If an exclusive time

slot for movement of pedestrian is not available, use of zebra crossings at such

locations would also warrant judicious gap selection. It is a good idea to install a

flashing warning signal for pedestrian and left turning vehicular traffic at such

intersections that permit uninterrupted infiltration to the left for vehicular traffic.

Wherever pedestrian signal is provided, Stop Line should be provided to stop the

vehicles. The physical design features of zebra crossings at signalized intersections

will be similar to those at un-signalized intersections.

Figure 8.15shows zebra crossings and other details for a typical four arm signalized

intersection.

Figure 8:15 Type Design of Four Arm Intersection showing Zebra Crossing and Pedestrian Phases

8.10. Traffic signals

Keeping in mind the volume of pedestrian traffic, general design criteria for signalized

crossings on different rights-of way are as under:

Table 8.6 Criteria for Signalised Pedestrian cycle

Right of way

less than

30m

A Pedestrian cycle should be added to all at-grade signalized crossings.

At mid-block, signalized pedestrian only crossings need to be provided as

required.

Right of way

greater than

30m

Separate pedestrian cycle is not necessary at all at-grade signalized

crossings. However, Median Refuge Islands as per Figure 6.14 should be

provided at all signalized crossings and mid-block pedestrian only

crossings.



In a traffic signal, the road phase should keep traffic stopped for minimum 12

seconds for a 7.5m crossing to allow disabled pedestrian to complete their crossing.

Signals that can be activated by the pedestrian using a push button box (Pelican

signal) are useful, particularly at mid-block crossings. A large diameter (up to 50mm)

raised button that can be activated by a closed first will be usable by most people.

Traffic signal poles and push buttons should also be colour contrasted. At signalized

intersections audible signals can be very useful to pedestrian with vision impairment.

Audible signals may encourage safer crossing behavior among children. These

signals have a beep which sounds during the first part of the green phase to indicate

when it is safe to cross the road. To help pedestrian with vision impairment, the push

button box should be located consistently at crossings. The push button box should

have go and so on. It is also important to place the traffic signals in conformity with

pedestrian sign (Refer IRC: 67-2010: Code of Practice for Road signs (Second

Revision) to enable pedestrian to cross the road in safer manner. Also, variable

message signage including the options of pedestrian timing can be displayed.

8.11. Refuge islands

The provision of pedestrian refuges and traffic islands is a useful traffic management

technique on pedestrian routes near junctions or roundabouts enabling the

pedestrian to deal with one lane particular direction of traffic at a time. Pedestrian

refuges are, an effective way to help disabled and elderly pedestrian. They do reduce

pedestrian accidents. This should be mandatory on all roads with four lanes or more.

Traffic island and medians should be adequate in size to accommodate the length of

a pram or wheelchair and pusher. The recommended with is, therefore 2 m (Table

8.7). At staggered pelican crossings including those without guardrails, two courses

of tactile paving linking the two curbs edges should be provided with the rest of the

central reserve paved normally. Traffic islands and medians should be accompanied

by dropped curbs on both footpaths.

Table 8.7 Width of Pedestrian Refuge

Median (Pedestrian Refuge/Island)

Width of Median Absolute minimum 1200 mm

Centre of a staggered crossing Minimum clear width between guard rails 2 m to allow

two wheelchair users to pass one another.

The safety of pedestrian is enhanced by the provision of pedestrian refuge islands on

roads having wide carriageway (Figure 8.16 and 8.17). The main function of a refuge

island is to provide a place of safety for pedestrian who cannot cross the entire



carriageway at one time in safety. At-grade Median Refuges allow pedestrian to wait

safely for crossing wide streets with long signal rotations (Figure 8.18 and 8.19). The

best use of medians is planting of trees and bio swales to create on conducive

temperature for the street & increasing its ecological value b treating and filtering

storm water on site. Medians can be designed to retain, cleanse, and infiltrate storm

water runoff from the road way, replenishing ground water and decreasing the peak

flow burden on storm water infrastructure.

Figure 8:16 Pedestrian Refuge on Two way Road

Figure 8:17 Pedestrian Refuge on Two way Road



Figure 8:18 Median Pedestrian Refuge on Two way Road

Figure 8:19 Median Pedestrian Refuge at Signal-Controlled Junction

8.12. Types of pedestrian crossings

Pedestrian crosswalks should be provided at all important intersections and such

other locations where substantial conflict exists between vehicular and pedestrian

movements. Wherever possible the cross-walks should be at right angles to the

carriage-way and properly marked so that the pedestrian are subjected to minimum

inconvenience. Cross-walks should not substantially increase the walk distance for

pedestrian. Adequate visibility, freedom from obstructions and sufficient space for

waiting are the other important requirements for location of cross-walks. Pedestrian

crossings can be broadly classified as:

(a) At-grade crossings

(b) Grade separated crossings

8.12.1. At-grade pedestrian crossings

At-grade pedestrian crossings are those where the pedestrian cross the carriage way

at the same level as that of vehicular movement. Grade separated crossings are



those where the pedestrian are required ato cross the carriageway at a level different

from that of vehicular movement. Thus, the latter may be in the form of a pedestrian

subway or a foot over bridge across the road. At-grade pedestrian crossings are of

common occurrence in cities and towns. With respect to locational aspects, such

crossings could be classified as:

(i) Pedestrian crossings at intersections

(ii) At-grade pedestrian crossing away from intersection (e.g.) mid-block

crossings).

(iii) At-grade pedestrian crossing at Intersections could be uncontrolled or

controlled.

Uncontrolled crossings are those where the pedestrian cross-walk is marked by studs

or paint line but not controlled by system of signals. Provision of uncontrolled

pedestrian crossings must, as far as possible, be avoided except where the

intersection itself is left uncontrolled because of extremely low volumes of both

vehicular and pedestrian traffic even during peak hours and where accident records

do not indicates any need to segregate vehicular traffic from cross pedestrian traffic.

Controlled crossings are achieved normally through provision of zebra crossings

whether at an unsignalized or signalized intersection. Once a pedestrian is on a

zebra crossing, she/he gains priority of movement with respect to vehicular traffic.

Pedestrian crossings must inevitable be integrated with the overall design of the

intersection.

8.12.2. Uncontrolled crossings

Mid-block zebra crossings are to be provided only when the distance between two

consecutive intersections is more than 300 m and simultaneously, there is a genuine

demand for such a facility (e.g. shopping or commercial area being located within this

area).

It must be noted that mid-block crossings are more difficult to control and frequently

warrant provision of additional safety measures. All such crossings must be properly

maintained with respect to painting, marking, etc., and must always be accompanied

by suitable “pedestrian cross” signs. These signs must be so located that their

visibility is not impaired by road side trees, overhead service poles, bends, humps or

any other physical obstruction. For undivided carriageways, mid-block crossings

should be accompanied by “STOP” lines with central barrier line marking being

continued on either side of the crossing up to a certain distance on each side. Figure

8.20shows a typical layout plan for such a crossing. In case of two way streets, the

“STOP” line will be on one side of the crossing only as shown in, Figure



8.21Beacons or flashing signals may be used with advantage in conjunction with

pedestrian cross signs at such locations. In the case of mid-block crossings, the

guard-rail must open at the crossing only. Guard-rails are rather essential for

satisfactory operation mid-block crossings. All other physical design considerations in

this case remain same as in the case of zebra crossings at intersection.

Figure 8:20 Mid-Block Uncontrolled Crossing across Two-Way Street

Figure 8:21 Mid-Block Controlled Crossing across Two-Way Street

8.12.3. Controlled crossings

Control measures at mid-block crossings may be warranted when one or more of

following conditions exist:

(i) Peak hour volumes of pedestrian (P) and vehicles (V) are such that

PV2>108 for undivided carriageways and PV2 >2*108 for divided carriage

ways;



(ii) Approach speeds of vehicles exceed 65 kph;

(iii) Waiting time for pedestrian /vehicles becomes too long;

(iv) Accident records indicate 5 or more injuries to pedestrian in a year due to

collision with vehicles.

The control measure usually adopted in such cases is a traffic signal with exclusive

pedestrian phase. In certain cases, where the warrants are met only during peak

hours, police control could also be introduced. Pedestrian operated pelican signals

could also be introduced at such locations where the vehicular volume is too larger

even though the volume of pedestrian may be low. Unless judiciously used, pelican

crossings are known to cause undesirable impediments to the flow of vehicular traffic.

The design of street crossings should aim for simplicity and consistency. The

recommended minimum width of a street crossing is 1800 mm. Where the pedestrian

has to cross multiple lanes of traffic, central islands are extremely helpful because

they reduce the distance that the pedestrian have to walk on the road at one time

without protection. Central islands convert two-way roads into two separate one- way

roads, which are much easier to cross. They can also help slow the movement of

traffic and reduce vehicle speeds. Centre islands should be at least 2 m wide across

the direction of the road to cater for wheelchairs, with a cut through at the surface

level of the crossing, preferable 5 m wide along the length of the road.

The safety of a crossing can be significantly improved by extending the footpath out

across any parking lanes (Figure 8.22 and Figure 8.23). This has the triple purpose

of reducing the width of roadway to be crossed, slowing vehicular traffic and

improving the ability of pedestrian and drivers to see each other. Crossings should be

laid out with ample space, especially at the top of the curb ramp to allow easy

passage for pedestrian who are not crossing the road.

It is important to design crossings with consistent patterns, to enable visually

impaired users to orient themselves easily. For instance, the traffic signal pole should

always be on the left (or the right) of the crossing; and the push button at the same

height (about 1000 mm above the ground). With respect to design speed to be

considered at crossings, the following are recommended;

15th percentile speed (approx. 0.95 m/s) should be used for the design of

pedestrian crossing facilities

If older pedestrian are high in proportion a crossing speed of 0.79 m/s should

be used

In educational and recreational areas it can taken as 0.98 m/s



Figure 8:22Extending the Footpath out Across Parking Lanes at a Crossing

Figure 8:23 Example of Extending the Footpath at a Crossing

8.12.4. Pedestrian safety at roundabouts

Roundabouts are used at intersections in place of signals and can handle significant

traffic volumes. Although their primary purpose is to provide free flowing mobility to

motor vehicles, properly designed roundabouts can create a positive environment for

pedestrian, as well as a unique design treatment. Roundabouts have lower vehicle

speeds and fewer pedestrian collisions than standard signalized or un signalized

intersections, and experience has demonstrated that vehicular crashes are

significantly reduced when low-speed, single lane roundabouts replace four-way

intersections.

When vehicular volumes are low to moderate, roundabouts allow pedestrian to cross

frequently without waiting for vehicles to stop. However, crossing pedestrian are not

protected since vehicles are free flowing. Modern roundabout incorporate splitter

islands to provide crossing refuge for pedestrian and deflect the path of motor

vehicles. This deflection reduces vehicle speeds making it easier for pedestrian to



cross. Because they introduce non-standard geometry to the intersection,

roundabouts can be confusing to pedestrian with visual impairments and special care

must be taken to provide way finding cues such ad tactile pavers/audio cues.

Roundabouts are safer for pedestrian than conventional intersections. Pedestrian

generally walk on footpaths around the perimeter of the circular roadway and

roundabout. If they require traveling across the roadway, they move across only one

direction of traffic at a time. In addition, crossing distances are relatively short, and

traffic speeds are lower than at conventional intersections.

Studies indicate that, on average, converting conventional intersections to

roundabouts can reduce the magnitude of pedestrian crashes by about 75 percent.

Single-lane roundabouts, in particular, have been reported to cause substantially

lower pedestrian crash rates than comparable intersections with traffic signals.

Roundabouts have fewer conflicts.

For example, four legged uncontrolled junction offers 32 vehicle-vehicle conflicts and

24 vehicle-pedestrian conflicts while roundabout offers 8 vehicle-vehicle and 8

vehicle-pedestrian conflicts. Figure 8.24 and 8.25 shows pedestrian facilities at

round-about in which all the approach arms can be used to provide zebra crossings

with table top facilities.

Figure 8:24 Pedestrian facilities at Roundabout

Figure 8:25 Curb Ramps and Crossings at Roundabout



8.12.5. Grade separated pedestrian crossing facilities

A grade-separated pedestrian facility allows pedestrians and motor vehicles to cross

at different levels, either over or under a roadway. It provides pedestrians with a safe

refuge for crossing the roadway without vehicle interference. Thus, it may be in the

form of a pedestrian subway or a foot over bridge across the road. Pedestrian

separations should be provided where pedestrian volume, traffic volume, intersection

capacity and other conditions favor their use.

Warrants

Provision of a grade separated pedestrian facility may be warranted at locations

where one or more of the following conditions exist:

(1) Volumes of pedestrian and vehicular traffic are so large that insertion of an

exclusive pedestrian phase will increase the cycle time of traffic signals

beyond 120 seconds;

(2) Vehicular traffic demands uninterrupted flow as associated with major arterial

roads and expressways;

(3) Control at-grade pedestrian crossing decisively fails to mitigate the problems

of pedestrian-vehicle collection. Viability of a grade separated pedestrian

facility must be checked against delay costs for both pedestrian and vehicle

drivers/ users including increase in vehicle operating cost inflicted by

increased delays. Effectively law enforcement is necessary to control

incidental crossing of Stop line by vehicles.

Layout of grade separated pedestrian facilities

Most pedestrian consider that the shortest and quickest way to cross a road is at

grade (at level) – in the absence of traffic. This perception is heightened under

mobility impairment. The reasons are various, for instance, tortuous routes confuse

blind people, additional distances hamper frail people, steps, escalators and steep

ramps are problematic, if not physically impossible, to several groups. Descending

into badly lit, insanitary subway is unpleasant, as well as adding to fears (real or

imaginary) of being attacked especially to children, girls and women with disability.

Hence, at grade pedestrian crossings are the shortest, quickest and the most

comfortable way to cross a road by any pedestrian. The ideal situation is one where

the pedestrian does not have to change level and this should be seriously considered

in planning new facilities. If this cannot be achieved, the height that the pedestrian

must rise or fall should be minimized. Generally, wub way more easily solves this

problem then a FOB, as the headroom to be accommodated is less. The layout of the

flyover is so prepared that it does not end at preferred mode of crossing not

embankment falls in the preferred mode of crossing. Elevated portion may be



extended or pedestrian subway should invariable be planned through the

embankment. Table 8.8 gives requirements of pedestrian subways.

Table 8.8 Requirements of Pedestrian Subway

Pedestrian Subway

Width 4.8 m

Vertical

Clearance 2.75m

Visibility There should be clear view from one end to the other and a good level

of lighting, at least 50 lux.

Security

CCTV cameras placed in subways will enhance security and should be

located so as to provide full coverage. Notices to the effect the CCTV is

in operation should deter vandals and provide a measure of comfort to

pedestrian. Small shops shall be encouraged and set up as it gives

sense of safety to pedestrians during night time also.

Options given below are prioritized in order of pedestrian friendliness:

Foot Over Bridge (FOB): This is of least priority, since the walking length

increases considerably.Under ordinary circumstances such bridges are provided

not far away from the intersection and across a straight portion of any approach

arm. A serious problem associated with pedestrian overcrossings is vandals

dropping objects in to the path of traffic moving under the structure. The

consequences of objects being thrown from bridges can be very serious. This can

lead to fatal and major injuries. There is no practical device or method yet devised

that can be universally applied to prevent a determined individual from dropping

an object from the overpass. Wire meshes and solid plastic enclosures can be

used against this. Plastic enclosures are expensive and can be very hot in

summer. They also obscure and darken the pedestrian traveled way, which may

be conducive to other criminal activity. Any completely enclosed pedestrian

overpass has an added problem that children may walk or play on top of the

enclosure.

The general need for economy in design and the desire to preserve the clear lines

of a structure unencumbered by screens should be carefully balanced against the

need to provide safe operations for both motorists and pedestrians.A view of foot

over bridge is shown in Figure 8.26.



Figure 8:26 Foot over bridge

Full subways: Pedestrian paths are lowered to a depth where a clear height of

2.75 m minimum cab is achieved using 1:20 slope ramps with appropriate

landings. The car lanes encounter no level change and maintain the same level.

Small shop may be included in the planning of subway which may provide a sense

of safety to the pedestrian traffic during night time. This will also help maintain the

subway. Even cost of construction and maintenance of subway may be recovered

by allowing shops to operate in the subways. Subway with 40 m length should be

provided with forced ventilation facilities in busy areas. While planning and

designing the subway, an attempt should be made to ensure natural lighting and

ventilation as much as possible.

8.12.6. Subway and foot over bridges (FOB)

Approach to subways and footbridges should comprise of ramps/elevator or

inclinators and steps, except than in the subway situation. The widths should be as

generous as possible.A slope of 5 per cent (1 in 20) on footbridge ramps with

appropriate resting places/landings is preferable. With the subway, a handrail set

760mm-900mm above the walking surface should be provided. To assist visually

impaired people, tactile paving/tiles and a colour contrast should be provided 300mm

before and after i.e. at the top and bottom of the flight of steps and these areas

should be well it. Ramp/lift is mandatory and steps/ escalators can be provided. Lift

should be provided on both the entrance/exit and should have minimum internal

dimensions of 150cm X 150cm. More natural light for the subways should be

provided. Safety can be achieved by having hawker spaces in subways and/or

surveillance camera. Minimum width of the FOB should be 1.8 m.



8.13. Pedestrian Actuated Signal or Pelican Crossing

A pelican crossing is a popular type of pedestrian actuated signal crossing,which is

operated by a push button control. The pedestrian lights are situated on the far side

of the road to the pedestrian. Pelican type crossings sometimes have beep, vibrating

button or tactile rotating cone in order to assist blind or partially sighted pedestrians.

Pedestrian operated pelican signals could be introduced at such locations where the

vehicular volume is too large even though the volume of pedestrians may be low.

Unless judiciously used, pelican crossing are known to cause impediments to free

flow of vehicular traffic.

The Indian Standard on Traffic Signals prescribes the following symbols for

pedestrians. The red standing man represents the ‘don’t cross’ indication and the

green walking man represents ‘cross’ indication. A conceptual view of pelican

crossing is shown in Figure 8.27.

Figure 8:27 Pelican crossing

8.14. Pedestrian amenities

Pedestrians travel using their own power, it’s important to provide opportunities for

them to rest, to shield themselves from the weather or sun, to refresh them with a

drink of water or to provide an illuminated route of travel. Therefore, amenities that

provide these benefits should be considered and included as essential components

of every project.



Following pedestrian amenities are needed to improve comfort, sense of security and

convenience of bicyclists and pedestrians:

Lighting.

Dustbin / Waste disposal box.

Information and directional sign board.

Benches and street furniture.

Information kiosks.

Drinking water.

Public telephones.

Shelters or Shady trees.

Distance markers.

Restrooms.

Textured walkway surfaces.

8.15. Traffic calming

Traffic calming is a set of measures or design changes to street geometry to reduce

speed of vehicles and to give the pedestrian psychological precedence. Traffic

calming measures increase safety and improved benefits to residents, pedestrians,

bicyclists, and businesses.

Traffic calming programs can help to:

Increase the comfort and security for non-motorized street users thereby

improving safety and making streets more attractive for bicyclists and

pedestrians.

Reduce conflicts between vehicle users including pedestrians, bicyclists, public

transit, freight carriers, and motorists.

Balance access and mobility for all highway users, including pedestrians and

bicyclists.

Reduce vehicle-related conditions that adversely affect the environment

including traffic congestion, air pollution, accidents, and noise.

Enhance the aesthetics of highway corridors.

Preserve the historic character of villages, towns and neighbourhoods.

Increase neighbourhood interaction.

Increase economic vitality and property values.

8.16. Cleanliness and maintenance of pedestrian infrastructures

Like all transportation infrastructure, pedestrian facilities are subject to debris

accumulation, surface deterioration, and other maintenance issues that can limit their



functionality if not addressed. Maintenance protects the investment of public funds in

pedestrian facilities, so they can continue to be used safely. Poorly maintained

facilities becomes unusable and a potential legal liability, as pedestrians who

continue to use them may risk personal injury and equipment damage. Others will

choose not to use the facilities at all.

Regular maintenance of footpath will ensure uninterrupted accessibility.

Maintenance should prevent or replace cracked and uneven paving slabs and those

with loose joints, as they become tripping hazards and are difficult to walk on. They

also cause puddles to form and can become slippery. They selection of paving

materials should therefore be guided by the ease of repair and maintenance. These

should be regularly checked before, during and after rains.

Every agency, municipality or organization that is responsible for maintaining a facility

should establish maintenance standards, identify how users should report

maintenance needs, and prioritize special activities such as snow clearing and debris

removal. Maintenance inspections should be routinely performed in combination with

a spot improvement program.

Consider costs and responsibility for maintenance when projects are planned and

budgets are developed. A good rule of thumb is that 3-5 percent of infrastructure

replacement costs should be spent on annual maintenance. Preventive maintenance

reduces hazards and future repair costs. Life cycle cost analysis can be used to

evaluate expenditures, such as the net value of using a higher quality, longer-lasting

material initially. It is essential that maintenance aspects are considered during the

planning and design stage of a project to ensure that a capable maintenance entity is

identified and the full cost of maintenance activities are considered before embarking

on the types of improvements described in this manual.

8.17. Educating the public

Due to the rampant encroachment of the limited road space available in the urban

centres by street vendors, commercial establishments, haphazard parking of

vehicles, dumping wastes, etc. pedestrians are forced to use the carriage-way

thereby exposing themselves to vehicle hit.

.

Research studies conducted elsewhere have shown that in countries with high level

of road accidents, low cost solutions such as creating better public awareness on

road safety reduce accidents to a great extent. As pedestrians are the most

vulnerable sections of road user, campaign or training aimed at enhancing safe

behavior on the roads has to be provided regularly. This is required more so in the



case of school children who have to be trained on safe road crossing practices like

curb drill, meanings of various traffic signs etc. at an early stage of learning. Apart

from including the lessons of road safety practices in the regular curriculum, short

audio-visual modules with captive animation can be regularly screened in schools so

that the message of road safety make and indelible imprint in their mind.

Students themselves should be deputed on roads for guiding fellow pedestrians by

which they gain on the spot experience. At major junctions and other important

pedestrian corridors, arrangements can be for public announcements regarding safe

road crossing practices. An exclusive pedestrian safety week and periodical vehicle

free day can be observed for educating the general public on road safety principles.

Road safety education materials aimed at various sections of pedestrians have to

prepared and widely distributed. Wide coverage must be given through print and

visual media so that the message of pedestrian safety gets its due publicity.



9. PLANNING FOR BICYCLE TRAFFIC

9.1. General

Bicycles are in extensive use for urban transport in many countries. They are the

principal means of transportation in many regions. Theseare the principle means of

transportation in many regions and also provide a popular form of recreation, use as

children's toys, general fitness machine and bicycle racing.

Cycling is an activity that requires physical activity and remains one of the safest. It is

also capable of reducing the greenhouse gas (GHG) emissions. Indeed, each modal

transfer from a car to a bicycle is all the more interesting as it represents not only a

reduction, but the elimination of these gasses. Bicycles allow for travel over greater

distances than walking does. However, over a period of time, with the advent of

automobiles, there is a constant decline of bicycle movement especially the young

people in the age group of 18-24 years.A community’s infrastructure can have an

impact on its citizens’ health, especially in regard to obesity and physical

activity. Cities that incorporate bicycle routes have a higher percentage of bicycle

commuters. Studies have shown that even moderate increases in physical activity

can have a substantial impact on health. Bicycling to work has been shown to

decrease mortality by as much as 40%. Bicycling also can be an excellent mode of

transportation for people of all ages. In fact, bicycling to school has been shown to

improve cardiovascular fitness and overall health among children and adolescents.

9.2. Recommended practice for the design and layout of cycle tracks

Cyclists, using the same carriageway along with motor vehicles and other road traffic,

cause hazards for themselves as well as for others and also impede the free flow of

traffic. Hence, it is necessary to segregate cyclists from other traffic by providing a

separate cycle track. Indian Road Congress have laid down design standards for

laying cycle tracks (See Recommended Practice for design and layout of Cycle

tracks – IRC: 11:1962, 1975).

Cycle tracks are classified into three types, namely:

Adjoining cycle tracks: - These completely fit in with the carriageway and are

adjacent to and on the same level with it.

Raised cycle tracks: - These are also adjoining the carriageway but are at a

higher level.

Free cycle tracks: - These are separated from the carriageway by a verge

and may be at the same level as the carriageway or at a different level.

http://en.wikipedia.org/wiki/Mode_of_transport

http://en.wikipedia.org/wiki/Obesity

http://en.wikipedia.org/wiki/Physical_activity

http://en.wikipedia.org/wiki/Physical_activity



9.2.1. Planning and Design Guidelines

Separate cycle tracks may be provided when the peak hour cycle traffic is 400 or more

on routes with traffic of 100 motor vehicles or more but not more than 200 per hour.

When the number of motor vehicles using the route is more than 200 per hour, separate

cycle tracks may be justified even if the cycle traffic is only 100 per hour.The minimum

width of pavement for a cycle track should not be less than 2 lanes. If overtaking is to be

provided for, the width should be made 3 m. Each additional lane where required

should be 1 m wide.

Capacity of cycle track (in number of cycles per day) depending on the width of the track

is shown in the Table 9.1.

Table 9.1 Capacity of cycle track

Width of cycle track Capacity (number of cycles per day)

One – Way traffic Two-way traffic

Two lanes 2000 to 5000 500 to 2000

Three lanes Over 5000 2000 to 5000

Four lanes - Over 5000

Maximum lengths to be provided for different gradient are shown in the Table 9.2.

Table 9.2 Maximum lengths for different gradient

Gradient ( 1 in X) Maximum Length (Y) (in m)

1 in 30 90

1 in 35 125

1 in 40 160

1 in 45 200

1 in 50 250

1 in 55 300

1 in 60 360

1 in 65 425

1 in 70 500

The value of the maximum length may be approximately obtained from the formula:

𝒀 = 𝑿𝟐𝟏𝟎⁄

Where Y= the maximum length in m, and

X= the reciprocal of the gradient

Gradients steeper than 1 in 30 should generally be avoided. Only in

exceptional cases, gradients of 1 in 20 & in 25 may be allowed for lengths

not exceeding 20 m & 50 m respectively.Where the gradient of a carriageway



is too steep for a parallel cycle track the latter may have to be taken along a

detour to satisfy the requirements of this standard.

It is desirable that a cyclist should have a clear view of not less than 25 m. In

the case of cycle tracks at gradients of 1 in 40 or steeper, cyclists should have

a clear view of not less than 60 m. The minimum head room provided should

be 2.25 m.

9.2.2. Alignment of cycle track on curves

A cycle track should be so aligned that the radii of the horizontal curves are

not less than 10m. Where the track has a gradient steeper than 1 in 40, the

radii of the horizontal curves should not be less than 15 m. Subject to the

above mentioned minimum standards the radii of horizontal curves for

independent cycle tracks should be as large as practicable.

Vertical curves at changes in grade should have a minimum radius of 200 m

for summit curves and 100 m for valley curves.

9.2.3. Alignment of cycle track in underpasses and on bridges

At underpasses and similar other situation a side clearance of 25 cm should

be allowed on each side. In such situations, it would be desirable to increase

the head room by another 25 cm.

Where road provided with cycle tracks goes over a bridge, full width cycle

tracks should be provided over the bridge also. Where the cycle track is

located immediately next to bridge railing or parapet, the height of the railing

or parapet should be kept 15 cm higher than required otherwise.

9.2.4. General Guidelines

A free one-way cycle track on each side of the carriageway is to be preferred over

adjoining cycle tracks.

It is desirable that cycle track should be provided on both sides of a road and

should be separated from the main carriageway by a verge or a berm of as much

width as possible, the minimum width of the verge being 1 metre.

Where possible, cycle tracks should be located beyond the hedge, tree line, or

footpath.

Cyclists are influenced considerably by obstructions near the side of the track like

kerbs, hedges, ditches; tree roots etc and these should be avoided as far as



possible. A clearance of at least 50 cm should be provided near hedges and 1 m

from trees or ditches.

Where a cycle track crosses a road, the carriageway should be marked with

appropriate road marking.

To attract cyclist to use a cycle track, it is essential that cycle track should be

constructed and maintained with care and should have riding qualities and lighting

equal to or better than those of the main carriageway.

9.3. Recommended Practice for Planning Non Motorized Transport facilities

The guidelines are drawn from Handbook on Service level Benchmarks for Urban

Transport prepared by the Ministry of Urban Development Govt of India. It indicates

the percentage of dedicated cycle lane/track along all the roads with a minimum

width of 2.5 m. It can also be determined by the indicators like continuous length,

encroachment on NMT lane and the parking facilities of the cycle. The indicators for

calculating NMT facilities are given below,

1. NMT Coverage (% of network covered):- At least 25% network within a year. The

width of pedestrian path and cycle track can be combined if the roads are too narrow.

2. Encroachment on NMT roads by Vehicle parking (%):- Not more than 30% of NMT

roads encroached within a year.

3. NMT parking facilities at interchanges (%):- NMT parking near all major bus stops,

terminals and railway stations within a year.

9.4. Rewiew of Good Practices around the World

Only one percent of all daily trips in the United States are made by bicycle, many

more trips could be made by bicycle, as 40 percent of trips made in the United States

are shorter than two miles, which is a reasonable bicycling distance for most

people.There are towns in some countries where bicycle culture has been an integral

part of the landscape for generations, even without much official support. That is the

case of Ílhavo, in Portugal.

A number of cities around the world have implemented schemes known as bicycle

sharing systems or community bicycle programs. The first of these was the White

Bicycle plan in Amsterdam in 1965. It was followed by yellow bicycles in La

Rochelle and green bicycles inCambridge. These initiatives complement public

transport systems and offer an alternative to motorized traffic to help reduce

congestion and pollution. In Europe, especially in the Netherlands and parts of

Germany and Denmark, bicycle commuting is common. In Copenhagen, a cyclists'

organization runs a Cycling Embassy that promotes biking for commuting and

http://en.wikipedia.org/wiki/Bicycle_culture

http://en.wikipedia.org/wiki/%C3%8Dlhavo_Municipality

http://en.wikipedia.org/wiki/Bicycle_sharing_system

http://en.wikipedia.org/wiki/Bicycle_sharing_system

http://en.wikipedia.org/wiki/Amsterdam

http://en.wikipedia.org/wiki/La_Rochelle

http://en.wikipedia.org/wiki/La_Rochelle

http://en.wikipedia.org/wiki/Cambridge

http://en.wikipedia.org/wiki/Copenhagen



sightseeing. The United Kingdom has a tax break scheme that allows employees to

buy a new bicycle tax free to use for commuting.

In the Netherlands all train stations offer free bicycle parking, or a more secure

parking place for a small fee, with the larger stations also offering bicycle repair

shops. Cycling is so popular that the parking capacity may be exceeded, while in

some places such as Delft the capacity is usually exceeded. In Trondheim in Norway,

the Trampe bicycle lift has been developed to encourage cyclists by giving

assistance on a steep hill. Buses in many cities have bicycle carriers mounted on the

front.

In cities where bicycles are not integrated into the public transportation system,

commuters often use bicycles as elements of a mixed-mode commute, where the

bike is used to travel to and from train stations or other forms of rapid transit. Some

students who commute several miles drive a car from home to a campus parking lot,

and then ride a bicycle to class. Folding bicycles are useful in these scenarios, as

they are less cumbersome wh en carried aboard. Los Angeles removed a

small amount of seating on some trains to make more room for bicycles and wheel

chairs.

9.5. Existing bi-cycle traffic in Thiruvananthapuram

It is seen that fewer number of cycles are plying on the roads in Thiruvananthapuram

City.In order to popularize this mode, there could be infrastructure creation on one

side by developing cycle track on selected roads and propagate the advantages of

cycling on the other hand. The numbers of bicycles on selected road sections are

shown in Appendix Table 14.6.

http://en.wikipedia.org/wiki/Trondheim

http://en.wikipedia.org/wiki/Trampe_bicycle_lift

http://en.wikipedia.org/wiki/Bicycle_carrier

http://en.wikipedia.org/wiki/Mixed-mode_commuting

http://en.wikipedia.org/wiki/Folding_bicycle



10. PROPOSED PEDESTRIAN FACILITIES FOR THIRUVANANTHAPURAM CITY

10.1. Pedestrian friendly streets

Pedestrians are the most neglected lot in the traffic dominated urban environment.

Pedestrians are pushed aside of the traffic stream, thereby leaving little space for

their mobility. Lack of shaded place and discontinuity in walkway facilities act as a

deterrent for pedestrians to use walk as a mode of transport. Hard barricaded

medians are increasingly erected to ensure smooth vehicular traffic. The pedestrian

environment is so severely vitiated that walking has become an extremely unpleasant

experience.

A pedestrian-friendly street is interactive, achieving a balance among the various

forms of transit and are often the most attractive and memorable streets in our

communities. Pedestrians are attracted to these streets not only because they are

safe and accessible, but also because they are lively places.Various types of

pedestrian friendly streets are found in communities throughout the world. They

convey a strong sense of place, and accommodating pedestrians is the main focus.

Charecteristics of a pedestrian street are given below.

It must be accessible and permeable, safe and inviting

It must be comfortable for users to walk on – should have enough shade and

cover

It must provide users with a pleasant view making a route enjoyable

It must be well-maintained.

The need for Pedestrian friendly streets in Thiruvananthapuram city is imperative due

to very moderate to pedestrian density in the CBD area and the increasing statistics

of pedestrian casualties.

10.2. Proposed pedestrian facilities

In the light of problems facing the pedestrians, it is essential that the pedestrian

facilities are improved to the extent that they are people friendly as well they attract a

large number of pedestrians who otherwise opt for personalized and IPT modes for

their last mile connectivity.

Continuous, safe and comfortable walkways will be the major pedestrian friendly

measures for any urban area. Ensuring clean walk-able environment for pedestrians,

effective implementation of traffic regulations, eviction of encroachments, proper

maintenance of footpaths etc. are essential to make the city livable place. Pedestrian-

friendly footpaths and road crossings would encourage people to rely on public

transport. Footpaths should have adequate width as per the land use requirements



and height of the paved walkway should be 150mm from top of road surface. It is

noticed that pedestrians are reluctant to use concrete slab covered footpath, due to

the uneven nature of such surfaces. It is necessary to cover the footpath with proper

interlocking tiles to encourage the pedestrians to use footpath. Proper lighting must

be provided at pedestrian crossing facilities. Better traffic regulation is needed to

make the roads in the CBD area pedestrian friendly. Awareness programs should be

conducted to advice the vehicle users to give priority to pedestrians crossing the

roads.

In order to ensure Thiruvananthapuram city a pedestrian friendly environment, an

improvement plan worked out. This involves development of adequate walkways,

crossing facilities, and integration of pedestrian facilities with transit centres. The

following sets of improvement schemes/ amenities are recommended for the project

area namely 1) At-grade improvements and 2) grade-separated pedestrian facilities

for various road corridors.

Figure 10.1 and Figure 10.2illustrate a conceptual representation of the model road.

Figure 10:1 Conceptual representation of the model road (Section)

Figure 10:2 Conceptual representation of the model road (Perspective view)



10.2.1. Pedestrian friendly measures

To make the footpath pedestrian friendly, the following measures are suggested in

the proposals.

1. Finished level of footpath should not exceed 150mm from the finished road

surface.

2. Footpaths should have a vertical clearance of 2.2m with hand rail (Figure8.1)

3. Greening of pedestrian walkways is an essential component for all streets to

provide shade to pedestrians and reduce heat radiation. Open tree pits on the

footpath are essential for providing breathing space for the trees, but not

pedestrian friendly. In such situations, porous cement concrete tree grating are

recommended

4. Bus shelter along the footpath to be designed in such a way that it ensures a

minimum 1.8m clear walking space for the pedestrians. Segregated bus buys

are recommended to avoid least obstruction to other traffic.

5. Zebra crossings should end at footpath and have a width of 2 to 4 metre

depending upon the number of pedestrian crossings. The broad criteria that is

considered in this regard is given below:

Table 10.1 Zebra crossing width for pedestrian cross walk

No. of pedestrian crossings Proposed width of zebra crossing (m)

<1,000 2

1,000 to 2,000 3

>2,000 4

1. Kerb ramps should be provided at locations where zebra crossing meets the

footpath to make the road pedestrian friendly to all walks of people including

handicapped people.

2. Pedestrian guidance measures like pedestrian oriented street lighting,

pedestrian oriented directional, service, warning and tourist signage need to be

installed without hindering the clear walking zone of the pedestrians.

3. Bus bays, signage, drinking water facility, pedestrian amenities etc need to be

provided at appropriate places.

Street lighting should be provided at a gap of 30m in all the pedestrian intense areas.



10.2.2. Phasing of schemes

Development schemes proposed for transport sector involve considerable land

acquisition which is a difficult task considering the non-availability of land due to

densely built-up commercial areas in cities. Hence, while formulating pedestrian and

cycle friendly transport development schemes, phasing of schemes is visualized. As

per the phasing program, all the schemes which do not involve land acquisition are

proposed to be taken in the short time span of oneyear while schemes involving land

acquisition are proposed as long-term schemes to be completed in a time horizon of

three to five years.

10.3. Improvement of pedestrian infrastructures

The pedestrian facilities that are required for improving the walkability of the study

area include:

1. Adequate width of Walkway/footpaths

2. Designated Crosswalk facilities

3. Designation of Pedestrian only Streets

4. Grade separated Pedestrian facilities etc.

10.3.1. Footpaths/Sidewalks

Considering the pedestrian traffic intensity, sidewalk/footpaths with a width of 1.8 m

to 4 m is proposed for different roads. Sidewalks or footpaths should have a clear

walking zone of 2.2m. Guard rails need to be provided to segregate the moving

vehicle and pedestrians and also to discourage the encroachments by street vendor.

10.3.2. Marked crosswalks and enhancements

Cross walk markings are proposed at all approach arms of intersections. Apart from

these intersections, cross walk are proposed near educational institutions, hospitals

and commercial centre. The design standards for pedestrian crosswalks can be seen

in Indian Road Congress Code of Practice (IRC 103-2012). Other than the

intersections, major pedestrian demand locations like schools, parks, religious

places, commercial centres in Thiruvananthapuram city need to be provided with

road markings.

10.3.3. Grade separated Pedestrian facilities

Grade separated Pedestrian facilities include: underpass, foot over bridge, skywalks

etc. Pedestrian overpasses and underpasses allow for the uninterrupted flow of

pedestrian movement, separated from the vehicle traffic. However, they should be a

measure of last resort, and it is usually more appropriate to use traffic-calming

measures or install a pedestrian-activated signal that is accessible to all pedestrians.



This is also an extremely high-cost and visually intrusive measure. Such a facility

must accommodate all persons. These measures include ramps or escalators.

Extensive ramping will accommodate wheelchairs, but results in long crossing

distances and steep slopes that discourage use. Studies have shown that many

pedestrians will not use an overpass or underpass if they can cross at street level in

about the same amount of time. Overpasses work best when the topography allows

for a structure without ramps. Underpasses work best when designed to feel open

and accessible. Grade separation is most feasible and appropriate in extreme cases

where pedestrians must cross roadways of high speed, high-volume arterials.

Pedestrian underpass/overpasses are recommented at the following locations in

Thiruvananthapuram City:

- St Mary’s School, Pattom

- Kesavadasapuram Junction

- Ulloor – Medical College (skywalk Facility)

- Palayam – VJT Hall

- Overbridge Junction

- Thampanoor Railway & Bus terminals (skywalk facility)

- Vazhuthacaud Junction

- East fort – Railway Station (skywalk facility)

A typical design of pedestrian underpass/overpass is illustrated in Figure 8.26.

All foot bridges, elevated walkways, pedestrian subways and their associated ramps

and stairways in the urban area shall be covered.Wide approaches, subway

alignments with good through visibility and good lighting, all within the view of

passing pedestrians and passing traffic, will help to minimize pedestrians’ fears for

their personal safety. Subways and their access should be designed to avoid places

of concealment in the interest of personal security.

Attractiveness and good design are important factors in developing the use of a

subway. It has been found that frequent cleaning and maintenance to preserve

appearance are vital in this respect. Finishes should be of high standards, good in

appearance and easy to maintain throughout the life of the subway and foot over-

bridge.

Integrating pedestrian access with metrorail stations along its route is advised for

improving the mobility of Pedestrians. Combined Pedestrian access toLRT stations

are to be provided in the following metro stations, namely at

- Kazhakkoottam

- Ulloor

- Kesavadasapuram



- Pattom

- Plammod

- Legislative Complex

- Statue (Secretariat)

- Thampanoor (skywalk connected)

- Killipalam

- Karamana

Conceptual view of Overpass in Eastfort which connects the skywalk from

Thampanoor is shown in Figure 10.3.

Figure 10:3 Conceptual View of Overpass in Eastfort

10.3.4. Covered Skywalk

In Kerala, due to extreme climatic conditions, covered skywalk is preferred.

Covered skywalk is proposed in various locations in the study area of

Thiruvananthapuram city where pedestrian volume is high due to presence of

transit areas. Covered Skywalk will connect the pedestrians with different

modes of public transport such as metro stations, bus stations and railway

stations. Thus covered skywalk enables intermodal connectivity between the

transit terminals.

Minimum width of Skywalk:



1. Only for pedestrians:2.5 m to 3m

2. For pedestrians and cyclists:3.5 m

Minimum width of staircase:2.5m

Vertical clearance :5.5m

Figure 10:4 Typical cross section of skywalk

Following components have to be considered for the provision of pedestrian facilities at transit

areas:

Walkable area within the transit area

The permissible walking distance in transit area is 400 m and the sufficient area for

pedestrian to be aware of other pedestrian is required to be 1.9-3.3 sq.m per person.

The maximum flow of pedestrian for public transit occurs when transit stops are within

a 10 minute walking distance from source.

Direct pedestrian paths make it easier for people to walk.

Walkways

Pedestrian walkways should be planned with minimum width of 2 m with accessible

grade changes.

Pedestrians should not have to walk more than 200 m to ramp to change floor level to

access transit.

Footpath

1.8- 2 m footpath for light pedestrian traffic.

5 m footpath for heavy pedestrian traffic.

Crosswalks

Crosswalks should be provided at every 30m on the pedestrian sreets.

Ramps

For ramps maximum permissible slope is 8.33 % with minimum width of 1 m



Other pedestrian facilities

Signage can increase the pedestrian friendliness of transit areas.

Use of special paving to break up an expanse or to link pedestrian path with the

transit stop restricting pedestrian and vehicular conflict is recommended.

Tentative locations identified for covered skywalk are;

- Thampanoor Railway Station to Bus terminal connecting metro Station

- Thampanoor to Eastfort along Power house road (over the canal)

- East Fort to Attakulangara bus stand

- Ulloor LRT station to Medical College

- Techno ParktoKazhakkoottam Bus terminal connecting metro station

Conceptual view of Skywalk in Tampanoor which connects the Overpass and the

metro Station is shown in Figure 10.5 and Figure 10.6. Alignment of proposed

skyway is shown in Figure 10.7.

Figure 10:5 Conceptual View of Skywalk Thampanoor to East Fort

Figure 10:6 Conceptual View of Skywalk Thampanoor to East Fort



Figure 10:7Alignmentof proposed skywalk from Thampanoor to East Fort

10.3.5. Pedestrian Streets

In Thiruvananthapuram city the following streets are required to be designated as

Pedestrian Streets to enhance walkability in those areas. However bicycles can be

allowed in these Streets:

- Chala Road (Killipalam to Gandhi Park)

- East Fort to Padmanabha Temple Entrance gate

- RTO office to Ramachandra

- North of Padmatheertha Kulam

Figure 10.8shows the location of pedestrian over/underpass, skywalk and pedestrian

streets in Thiruvananthapuram City.



10.3.6. Bicycle Streets (Vehicle free zone)

Thiruvananthapuram city needs to promotenon motorised mode of transport to

enhance the Walkability and livability of the city environment. Cycling helps in

reducing the congestion on the road. It also reduces travel cost and improves health

condition of people. Bicycle streets of 2 m width may be provided on either side of the

road. It should be segregated from the main carriage-way and must be near

pedestrian facility. Areas were cycle tracks are recommented includes;

- Chala Road (Killipalam to Gandhi Park)

- East Fort One-way around Gandhi Park

- East Fort to Padmanabha Temple Entrance gate

- RTO office to Ramachandra

- North of Padmatheertha Kulam

- RTO office to Eanchakkal via West Fort

- Attinkuzhi to Kazhakkoottam

- Kumarichanda to Thiruvallam

- LMS to Manakkad

- War Memorial to PMG (Planetarium)

- Plammood to Ulloor

- Kesavadasapuram to Nalanchira

- SC Bose to Sasthamangalam

- Public Library to Kanakakunnu

- Thycaud to Kaudiar

- Vazhuthacaud to Idappazhanji

- Kaudiar to Ulloor via Pattom, Medical College

- Pallimukku to Medical College

- Murinjapalam to Kumarapuram

- Overbridge to Thampanoor

- Churakaatu Palayam to Karamana

- Thampanoor to Chaka via Bakery, Palayam, General Hospital

- VJT Hall to Asan Square

- General Hospital to Vanchiyoor

- Nalumukku to Vanchiyoor

- Valiyathura to Kochuveli

Figure 10.9 gives the segregated bicycle track areas.



Figure 10:8 Pedestrian over/underpass, skywalk and pedestrian streets



Figure 10:9Locations of bicycle track areas



11. IMPROVEMENT PROPOSALS

Improvement proposals for pedestrian and bicycle facilities in Thiruvananthapuram

city are discussed in this chapter. The proposals are suggested for different road

corridors as given in succeeding section.

11.1. MG road from LMS to Manacaud (3.69 km)

MG Road (from LMS junction to Manacaud junction)is a major arterial road corridor in

the city. A large number of major and minor roads leading to major activity nodes

intersect the MG road. Over 4000pedestrians per hour were observed on the section

between Overbridge Jn and East Fort. The width of footpath is quite inadequate

resulting in pedestrian spilling over to the carriageways. On street parking and bus

stops invade into the footpath resulting in congestion and crowding in the footpath,

which restricts the free flow of pedestrian movements. Pedestrian-Vehicle conflict

PV2value, have crossed the threshold value of 10^8 at almost all the crossing

location on the MG Road.

Considering the present pedestrian flow pattern and land-use along this road the

following proposals for MG Road are suggested.

Segregation of road space for vehicular traffic, cyclist and footpath with road

markings – Ban on roadside parking.

4 Lane divided carriage way with lane width of 3.5 m each.

3 m wide footpath with vertical clearance of 2.2 m and handrail to be provided.

2 m wide bicycle lane to be provided each side.

Zebra crossing of width ranging between 2.5 to 3 m to be provided at 17

locations.

Appropriate sign boards and pedestrian oriented signals at 4 locations.

Bus shelters with segregated bus bay, drinking water, seating, public

convenience facilities and information signs.

Existing cross sections of MG Road and short term/long term proposals for

improving the walkability are presented in Figure11.1to Figure 11.3.



Figure 11:1 Proposed Cross section of MG Road



11.2. War Memorial to Kochulloor via Pattom (5.18 km)

The MG Road further takes off from War Memorial junction to

Kesavadasapuramjunction andextends toward Kochulloor which passesthrough

schools,govt/semi govt institutions and private commercial establishments. A large

number of major and minor roads leading to major activity nodes intersect withthis

road. The traffic from/toward these roads affects the free flow of traffic along the the

road resulting congestion. Lateral movements of 6500 pedestrians per hour were

observed between Pattom and Kesavadasapuram junction. Pedestrian-Vehicle

conflict (PV2 value) is very high due to heavy interferences from pedestrian cross

movement. The PV2 value have crossed the threshold value of 10^8 at almost all the

pedestrian crossing locations.

The following improvement proposals are suggested.

Segregation of road space for vehicular traffic and pedestrian flow with road

markings – Ban on parking on roadside near intersections.

4 Lane divided carriage-way with lane width of 3.5 m each.


2 m wide bicycle lane to be provided each side from War Memorial to PMG and

Plammood to Ulloor.


locations.




Existing cross sections of the road and short term/long term proposals for

improving the walkability are presented in Figure 11.4.



Figure 11:4 Proposed Cross section of War Memorial – Kochulloor



11.3. SC Bose to Sasthamangalam via Vellayambalam (2.54 km)

This road section starts from SC Bose junction to Sasthamangalamjunction which

passesthrough major city area covering commercial and recreational areas.A large

number of major and minor roads leading to major activity nodes intersect withthis

road. The traffic from/toward these roads affects the free flow of traffic along the the


observed between Vellayambalam junction and Sasthamangalam junction. Bus stops

invade into the footpath resulting in congestion and crowding in the footpath, which

restricts the free flow of pedestrian movements. Pedestrian-Vehicle conflict (PV2

value) is very high due to heavy interferences from pedestrian cross movement. The

PV2 value have crossed the threshold value of 10^8 at almost all the pedestrian

crossing locations.


Segregation of road space for vehicular traffic and footpath with road markings –

Ban on parking on roadside near intersections.




Zebra crossing of width ranging between 2.5 to 3 m to be provided at 8 locations.








Figure 11:5 Proposed Cross section of SC Bose - Sasthamangalam Road



11.4. Over Bridge to Karamana via Thampanoor (2.58 km)

This road section starts from Over-briddge junction to Karamana junction that passes

through areas covering bus terminal, railway station, hospital, commercial and

recreational areas. The traffic from/toward these roads affects the free flow of traffic

along this road resulting congestion. Lateral movements of 3500 pedestrians per

hour were observed between Sreekumar theatre and Thampanoor junction. Bus



(PV2 value) is very high due to heavy interferences from pedestrian cross movement.

The PV2 value have crossed the threshold value of 10^8 at almost all the pedestrian

crossing locations.






2 m wide bicycle lane to be provided each side from Overbridge to Thampanoor

and from Churakaatu Palayam to Karamana.






improving the walkability are presented in Figure 11.6 & Figure 11.7.



Figure 11:6 Proposed Cross section of Overbridge - Karamana Road



Figure 11:7 Proposed Cross section of Overbridge - Karamana Road



11.5. Thampanoor Fly-over to Kaudiar via Vazhuthacaud (4.28)

This road section starts from Thampanoor fly-over to Kaudiar junction those

passesthrough areas covering college, hospital, Policehead-quarters, commercial

and recreational areas. The traffic from/toward these roads affects the free flow of

traffic along this road resulting congestion. Lateral movements of 850 pedestrians per

hour were observed between Vellayambalam junction and Kowdiyar junction. Bus



(PV2 value) is very high due to heavy interferences from pedestrian cross movement.

The PV2 value have crossed the threshold value of 10^8 at almost all the pedestrian

crossing locations.





Thampanoor flyover is 2 lane undivided carriage way with lane width of 3.5 m.


2 m wide bicycle lane to be provided each side from Thycaud to Kaudiar.


locations.

Appropriate sign boards and pedestrian oriented signals at 1 location.







Figure 11:8 Proposed Cross section of Thampanoor Flyover - Kaudiar Road



11.6. Thampanoor to Chaka via Palayam (5.64 km)

This road section starts from Thampanoor junction to Chaka junction that

passesthrough areas covering schools, hospital, commercial and recreational areas.

The traffic from/toward these roads affects the free flow of traffic along this road

resulting congestion.Lateral movements of 1400 pedestrians per hour were observed

between Model School junction and Panavila junction. Bus stops invade into the

footpath resulting in congestion and crowding in the footpath, which restricts the free

flow of pedestrian movements. Pedestrian-Vehicle conflict (PV2 value) is very high

due to heavy interferences from pedestrian cross movement. The PV2 value have

crossed the threshold value of 10^8 at almost all the pedestrian crossing locations.





2 Lane divided carriage way with each lane width of 3.5 m from Petta Railway

Station to Petta.




locations.








Figure 11:9 Proposed Cross section of Thampanoor - Chakka Road



Figure 11:10 Proposed Cross section of Thampanoor - Chakka Road



11.7. AKG to DPI/ Idappazhanji via Vazhuthacaud (3.66 km)

This road section starts from AKG centre to DPI junction and Forest office to

Idappazhanji that passes through areas covering school, college, commercial and

recreational areas. The traffic from/toward these roads affects the free flow of traffic

along this road resulting congestion.Lateral movements of 500 pedestrians per hour

were observed between Vazhuthacaud junction and DPI junction.Lateral movements

of 750 pedestrians per hour were observed between Vazhuthacaud junction and

Idappazhanji junction. Bus stops invade into the footpath resulting in congestion and

crowding in the footpath, which restricts the free flow of pedestrian movements.

Pedestrian-Vehicle conflict (PV2 value) is very high due to heavy interferences from

pedestrian cross movement. The PV2 value have crossed the threshold value of 10^8

at almost all the pedestrian crossing locations.





2 Lane undivided carriage way with each lane width of 3.5 m one-way fron

Bakery to Vazhuthacaud.

4 Lane divided carriage way with each lane width of 3.5 m from Vazhuthacaud

Forest Office to Idappazhanji.


3 m wide footpath with vertical clearance of 2.2 m and handrail to be providedon

Vazhuthacaud – Idappazhanji road.

2 m wide bicycle lane to be provided each side on Vazhuthacaud – Idappazhanji

road.









Figure 11:11 Proposed Cross section of AKG to DPI/ Idappazhanji



11.8. Kaudiar to Ulloor via Pattom (5.10 km)

This road section starts from Kaudiar junction to Ulloor junction that passes through

areas covering school, college, hospitals and commercial areas.The traffic

from/toward these roads affects the free flow of traffic along this road resulting

congestion.Lateral movements of 2700 pedestrians per hour were observed between

Medical College junction and Ulloor junction. Bus stops invade into the footpath

resulting in congestion and crowding in the footpath, which restricts the free flow of

pedestrian movements. Pedestrian-Vehicle conflict (PV2 value) is very high due to

heavy interferences from pedestrian cross movement. The PV2 value have crossed

the threshold value of 10^8 at almost all the pedestrian crossing locations.















Figure 11:12 Proposed Cross section of Kaudiar - Ulloor Road



11.9. Killipalam to Eanchakkal via Attakulangara (2.72 km)

This road section starts from Killipalam junction to Eanchakkal junction that passes

through major city areas covering commercial and residential areas. The traffic



Killipalam junction and Attakulangara junction. Bus stops invade into the footpath



heavy interferences from pedestrian cross movement. The PV2 value have crossed

the threshold value of 10^8 at almost all the pedestrian crossing locations.










Cross sections of the short term/long term proposals for improving the walkability

are presented in Figure 11.13.



Figure 11:13 Proposed Cross section of Killipalam - Eanchakkal Road



11.10. Killipalam to East Fort via Chala (0.99 km)

This road section starts from Killipalam junction to Eastfort junction that passes

through area covering market area and major commercial area. The traffic



Gandhi Park and Chala junction. On street parking invade into the footpath resulting

in congestion and crowding in the footpath, which restricts the free flow of pedestrian

movements. Pedestrian-Vehicle conflict PV2 value, have crossed the threshold value

of 10^8 at almost all the crossing location on the MG Road.

Considering the present pedestrian flow pattern and land-use along this road the

following proposals for MG Road are suggested.

Ban of roadside parking.

Fully pedestrianized road with vehicular entry restricted.

Cycle entry permitted for any time.

Vehicular entry permitted before 07:00 am in the morning and after 09:00 pm in

the evening.

Existing cross sections the road and short term/long term proposals for




Figure 11:14 Proposed Cross section of Killipalam - East Fort Road



11.11. Nalumukku to Over Bridge via Uppidamoodu (2.03 km)

This road section starts from Nalumukku junction to Over-bridge junction that passes

throughhigh-court, commercial and residential areas. The traffic from/toward these

roads affects the free flow of traffic along this road resulting congestion.Lateral

movements of 600 pedestrians per hour were observed between Chettikulangara

junction and Over Bridge junction.Pedestrian-Vehicle conflict (PV2 value) is very high

due to heavy interferences from pedestrian cross movement. The PV2 value have

crossed the threshold value of 10^8 at almost all the pedestrian crossing locations.





2 Lane undivided carriage way with each lane width of 3.5 m (one-way from

Chettikulangara to Over Bridge)








Figure 11:15 Proposed Cross section of Nalumukku - Over Bridge Road



11.12. Vanchiyoor (Nalumukku rd) to General Hospital (1.06 km)

This road section starts from Vanchiyoor junction to General Hospital Junctionthat

passes through school, high-court, commercial and residential areas. The traffic

from/toward General Hospital and Vanchiyoor affects the free flow of traffic along this


observed between Vanchiyoor junction and General Hospital junction. Pedestrian-

Vehicle conflict (PV2 value) is very high due to heavy interferences from pedestrian

cross movement. The PV2 value have crossed the threshold value of 10^8 at almost

all the pedestrian crossing locations.






2 m wide bicycle lane to be provided each side from Vanchiyoor to General

Hospital.







Figure 11:16 Proposed Cross section of Vanchiyoor (Nalumukku rd) - General Hospital Road



11.13. Murinjapalam to Kumarapuram (0.81 km)

This road section starts from Murinjapalam junction to Kumarapuram junction that

passes through areas covering commercial and residential areas. The traffic

from/toward these nodes affects the free flow of traffic along this road resulting

congestion. Lateral movements of 300 pedestrians per hour were observed between

Murinjapalam junction and Kumarapuram junction. Pedestrian-Vehicle conflict (PV2

value) is very high due to heavy interferences from pedestrian cross movement. The

PV2 value have crossed the threshold value of 10^8 at almost all the pedestrian

crossing locations.





2 Lane undivided carriage way with each lane width of 3.5 m one-way fron

Bakery to Vazhuthacaud.

4 Lane divided carriage way with each lane width of 3.5 m from Vazhuthacaud

Forest Office to Idappazhanji.




Appropriate sign boards.





Figure 11:17 Proposed Cross section of Murinjapalam - Kumarapuram Road



11.14. Pallimukku to Medical College via Kumarapuram (3.18 km)

This road section starts from Pallimukku junction to Medical College junction that

passes through areas covering nursing college, commercial and residential areas.

The traffic from/toward these roads affects the free flow of traffic along this road

resulting congestion. Lateral movements of 100 pedestrians per hour were observed

between Kumarapuram junction and Medical College junction. Bus stops invade into

the footpath resulting in congestion and crowding in the footpath, which restricts the

free flow of pedestrian movements. Pedestrian-Vehicle conflict (PV2 value) is very

high due to heavy interferences from pedestrian cross movement.




2 Lane divided carriage way with each lane width of 3.5 m from Pallimukku to

Kumarapuram.

4 Lane divided carriage way with each lane width of 3.5 m from Kumarapuram to

Medical College.











Figure 11:18 Proposed Cross section of Pallimukku - Medical College Road



11.15. Kesavadasapuram to Nalanchira (1.74 km)

This road section starts from Kesavadasapuram junction to Nalanchira junction which

is the extension of MC roadthat passes through areas covering school, colleges,

commercial and residential areas. The traffic from/toward these nodes affects the

free flow of traffic along this road resulting congestion. Lateral movements of 1000

pedestrians per hour were observed between Kesavadasapuram junction and

Paruthipara junction. Bus stops invade into the footpath resulting in congestion and



pedestrian cross movement.















Figure 11:19 Proposed Cross section of Kesavadasapuram - Nalanchira Road



11.16. Public Library to Kanakakunnu via Nandavanam (0.72 km)

This road section starts from Public library to Kanakakunnu junction that passes

through commercial, residential and public office areas. The traffic from/toward these

nodes affects the free flow of traffic along this road resulting congestion. Lateral

movements of 4000 pedestrians per hour were observed between Public Library

junction and Kanakakunnujunction. Pedestrian-Vehicle conflict (PV2 value) is very














Figure 11:20 Proposed Cross section of Public Library - Kanakakunnu Road



11.17. VJT to Aasan Square (0.19 km)

This road section starts from VJT junction to Aasan Square junction that passes

through University College, commercial and religious areas. The traffic from/toward

these nodes affects the free flow of traffic along this road resulting congestion.

Lateral movements of 700 pedestrians per hour were observed between VJT Hall

and Aasan Square. Bus stops invade into the footpath resulting in congestion and







2 Lane carriage way with lane width of 3.5 m each (One way).











Figure 11:21 Proposed Cross section of VJT Hall - Aasan Square Road



11.18. Vettimurichan Kotta to Eanchakkal via West fort (1.83 km)

This road section starts from Vettimurichan Kotta to Eanchakkal junction that passes

through areas covering public offices, commercial and residential areas. The traffic

from/toward these roads and nodes affects the free flow of traffic along this road

resulting congestion. Lateral movements of 1200 pedestrians per hour were

observed between RTO Office and West Fort junction. Bus stops invade into the

footpath resulting in congestion and crowding in the footpath, which restricts the free

flow of pedestrian movements. Pedestrian-Vehicle conflict (PV2 value) is very high

due to heavy interferences from pedestrian cross movement.




2 Lane undivided carriage way from Vettimurichan Kotta to RTO Office (One

way).

2 Lane divided carriage way from RTO Office to West fort

4 Lane divided carriage way from West fort to Eanchakkal with each lane width

of 3.5 m.











Figure 11:22 Proposed Cross section of Vettimurichan Kotta - Eanchakkal Road



11.19. Valiyathura to Kochuveli Railway Station (7.91 km)

This road section starts from Valiyathura junction to Kochuveli Railway Stationwhich

passes outside city area that covers school, college, Air-Port, commercial, residential

and recreational areas (like beach, tourist home & park). The traffic from/toward

these roads affects the free flow of traffic along this road resulting congestion. Lateral

movements of 2900 pedestrians per hour were observed between Air Port and

Shangumugam. Bus stops invade into the footpath resulting in congestion and








4 Lane divided carriage way with each lane width of 3.5 m from Air Port to

Shangumugam.











Figure 11:23 Proposed Cross section of Valiyathura - Kochuveli Railway Station Road



11.20. Kumarichanda to Thiruvallam NH bypass (1.17 km)

This NH bypass road section starts from Kumarichanda junction to Thiruvallam

Schoolwhich passes ouside city area that covers school, commercial and residential

areas. The traffic from/toward these roads affects the free flow of traffic along this


observed between Thiruvallam (before East Fort deviation) and Thiruvallam junction.

Bus stops invade into the footpath resulting in congestion and crowding in the

footpath, which restricts the free flow of pedestrian movements. Pedestrian-Vehicle

conflict (PV2 value) is very high due to heavy interferences from pedestrian cross

movement.





2 Lane undivided carriage way for service lane each lane width of 3.5 m.











11.21. Eanchakkal to Chaka NH bypass (1.81 km)

This NH bypass road section starts from Eanchakkal junction to Chaka junction which

passes outside city area that covers hospital, commercial and residential areas. The

traffic from/toward these nodes affects the free flow of traffic along this road resulting

congestion. Lateral movements of 450 pedestrians per hour were observed between

Eanchakkal junction and Ananthapuri Hospital. Bus stops invade into the footpath



heavy interferences from pedestrian cross movement.
















11.22. Attinkuzhi to Kazhakkoottam NH bypass (1.71 km)

This NH bypass road section starts from Attinkuzhi junction to Kazhakkoottam

junction that passes outside city area and covers techno-park and commercial area.

The traffic from/toward these nodes affects the free flow of traffic along this road

resulting congestion. Lateral movements of 1600 pedestrians per hour were

observed between Attinkuzhi junction and Techno Park main gate. Bus stops invade

into the footpath resulting in congestion and crowding in the footpath, which restricts

the free flow of pedestrian movements. Pedestrian-Vehicle conflict (PV2 value) is very

















Figure 11:24 Proposed Cross section of Kuamarichanda - Thiruvallam, Eanchakkal -

Chakka & Attinkuzhi - Kazhakkoottam Road



11.23. East fort One-Way around Gandhi Park (0.27 km)

One-way road around Gandhi Park which surrounds with bus stops, recreational

centres. Lateral movements of 2350 pedestrians per hour were observed between

Padmanabha theatre and Eastfort.Bus stops invade into the footpath resulting in

congestion and crowding in the footpath, which restricts the free flow of pedestrian

movements. Pedestrian-Vehicle conflict (PV2 value) is very high due to heavy

interferences from pedestrian cross movement.




2 Lane carriage-ways with lane width of 3.5 m each (One way).












Figure 11:25 Proposed Cross section of East fort One-Way around Gandhi Park



11.24. Temple Roads (1.02 km)

Roadsthatare in front of Padmanabha Temple that covers commercial and

recreational areas. Three roads that has been identified are a) Temple Road 1 -

Entrance from East Fort (0.12 km), b) Temple Road 2 - RT office to Ramachandra

(0.46 km) and c) Temple Road 3 - By the northern side of Padmatheertha Kulam

(0.44 km).Lateral movements of 2250 pedestrians per hour were observed between

Eastfort and Padmanabha temple, 1800 pedestrians per hour were observed

between RTO Office and Pazhavangadi road and700 pedestrians per hour were

observed between northern side of Padmatheertha Kulam and SP Fort Hospital road.




Ban of roadside parking.

Fully pedestrianized road with vehicular entry restricted (except for one-way

around Gandhi Park).

Cycle entry permitted for any time.

Vehicular entry permitted before 07:00 am in the morning and after 09:00 pm in

the evening.





Figure 11:26 Proposed Cross section of Temple Road



11.25. Other Minor Roads

The minor roads that have been selected are also considered in the pedestrian

development proposal. The minor roads selected are 1) Uppidamoodu to Churakaatu

Palayam via Sreekandeswaram, 2) Pattoor to Vanchiyoor, 3) Pulimoodu to

Uppilamoodu, 4) Ayurveda College to Old GPO, 5) Ayurveda College to

Chettikulangara, 6) Petta to Uppidamoodu via kaithamukku, 7) Railway Station West

Entrance to West Fort via Pazhavangadi, 8) Sreekumar to Vanross, 9) Palayam to

DPI via Bakery, Women's college, 10) VJT to Statue south via Jacobs, 11) Manacaud

to Attukkal and 12) AG's Office to Central Stadium - Statue area. The following

improvement proposals are suggested for almost every road.


Ban on roadside parking.

2 Lane divided carriage way with each lane width of 3.5 m.

2 Lane undivided carriage way with each lane width of 3.5 m one-way from SP

Fort Hospital to Pazhavangadi.

4 Lane divided carriage way with each lane width of 3.5 m from Palayam to

Bakery.

2 Lane divided carriage way with each lane width of 3.5 m from Bakery to

Womens College.

2 Lane undivided carriage way with each lane width of 3.5 m from DPI to

Womens College (One way).

2.4 m wide footpath with vertical clearance of 2.2 m and handrail to be provided.

Zebra crossing of width ranging between 2.5 to 3 m at intersections.



convenience facilities and information signs were ever there are bus stops.

Cross sections ofroads with short term/long term proposals for improving the

walkability are presented in Figure 11.27 & Figure 11.28.



Figure 11:27 Proposed Cross section of Other Minor Roads



Figure 11:28 Proposed Cross section of Other Minor Roads



12. ROUGH COST ESTIMATE AND PROJECT IMPLEMENTATION

12.1. Cost Estimate

Rough cost estimates for implementation of pedestrian facilities in

Thiruvananthapuram city has been worked out using Kerala PWD Schedule of Rates

and /orbased on prevailing market rate for those items not listed in PWD schedule. It

is estimated that a total cost of Rs. 120 crores will be required for implementation of

pedestrian and NMT infrastructure in the city. The cost estimates include i) Provision

of pedestrian walkway/ footpaths and bicycle tracks for major road corridors ii)

Provision of pedestrian cross-walk facilities iii) Provision of street furniture, pedestrian

amenities and landscaping of central dividers, traffic islands etc. iv) construction of

side drains, rehabilitation of existing drains v) Junction improvements at selected

locations and vi) maintenance of pedestrian and bicycle infrastructures for three

years.

An abstract of cost estimate for providing pedestrian and NMT infrastructures in

Thiruvananthapuram City is presented in Table 12.1.

Consideration of costs and responsibility for maintenance when projects are planned

and budgets are earmarked. A good rule of thumb is that 3-5 percent of infrastructure

replacement costs should be spent on annual maintenance. Preventive maintenance

reduces hazards and future repair costs. Life cycle cost analysis can be used to

evaluate expenditures, such as the net value of using a higher quality, longer-lasting

material initially. It is essential that maintenance considerations be considered during

the planning and design stages of a project to ensure that a capable maintenance

entity is identified and the full cost of maintenance activities are considered before

embarking on the improvements

Table 12.1 Pedestrian and NMT cost estimate for Thiruvananthapuram City

Sl

N

o

Items Description Unit Quantity

Unit

Rate

(Rs)

Total Cost

(Rs)

1 Pedestrian

walkway

Construction of footpath by

providing a compacted sub

grade laid over with pre-cast

interlocking paving tiles of

80mm

Sq

m 4,54,876 740 33,14,35,979

Construction of cement

concrete kerb at pavement

edge-side and boundary-side

of footpath

m 1,49,778 750 11,23,33,500



Providing, fixing and erecting

pedestrian hand rail of height

1.20m above footpath level

m 1,49,778 1,700 25,46,22,600

2 Bicycle track

Construction of bicycle track

by providing a compacted

sub grade laid over with pre-

cast interlocking paving tiles

of 80mm

Sq

m 3,52,278 740 15,85,08,757

Construction of cement

concrete kerb at pavement

edge-side of cycle track

m 74,889 750 5,61,66,750

3 Pedestrian

crosswalks

Road Marking with Hot

Applied Thermoplastic

Compound with

Reflectorising Glass Beads

on Bituminous Surface

sq

m 9,573 400 38,29,200

Electrical/Solar powered

Pedestrian pelican signals No 31 5,00,000 1,55,00,000

4 Street

furniture

Providing and fixing of retro-

reflectorised Pedestrian

cautionary warning and

informatory signs No

494 7,000 34,58,000

Providing and erecting

pedestrian oriented street

light mounted on a steel

circular hollow pole of

standard specifications, 4 m

high spaced 30 m interval No

4,993 20,000 9,98,52,000

Construction of Pedestrian

amenities - e toilets, wash

room and bus sheltered bus

bays

Lumpsum 3,75,00,000

Landscaping of medians,

traffic islands, channelizers

and open areas

Lumpsum 1,24,86,510

5

Maintenance

of pedestrian

and bicycle

track facilities

10% of total cost Lumpsum 10,85,69,330

Total Estimated Cost 1,19,42,62,625

12.2. Maintenance of pedestrian infrastructures

Like all transportation infrastructure, pedestrian and bicycle facilities are subject to

debris accumulation, surface deterioration, and other maintenance issues that can



limit their functions, if not addressed. Maintenance protects the pedestrian facilities,

so they can continue to be used safely. Poorly maintained facilities becomes

unusable and a potential legal liability, as pedestrians who continue to use them may

risk personal injury and equipment damage. Others will choose not to use the

facilities at all.

Regular maintenance of footpath and bicycle tracks will ensure uninterrupted

accessibility. Maintenance should prevent or replace cracked paving slabs and those

with loose joints, as they become potential hazards for pedestrians to walk on. The

selection of paving materials should therefore be guided by the ease of repair and

maintenance. These should be regularly checked before, during and after rains.

Every agency, municipality or organization that is responsible for maintaining a facility

should establish maintenance standards, identify how users should report

maintenance needs, and prioritize special activities such as clearing and debris

removal. Maintenance inspections should be routinely performed in combination with

a spot improvement program.

12.3. Implementation plan

As the implementation of the above project requires the active participation and co-

operation of various agencies like Thrissur Corporation, Thrissur Urban Development

authority, Kerala Public Works Department, Police, Kerala State Electricity Board,

KELTRON, an implementation plan is worked out for execution of the schemes. It

involves identification of various tasks and assignment of responsibilities for timely

completion of the project. Table 12.2 presents implementing agencies for the project

in Thiruvananthapuram city.

Table 12.2 Pedestrian and NMT implementing agencies for

Thiruvananthapuram City

Sl

N

o

Items Description Implementing

Agency

Implementation

Cost

1 Pedestrian

walkway

Construction of footpath by

providing a compacted sub grade

laid over with pre-cast interlocking

paving tiles of 80mm

State PWD,

Kerala Road

Fund Board

(KRFP)

69,83,92,079 Construction of cement concrete

kerb at pavement edge-side and

boundary-side of footpath

State PWD,

KRFP

Providing, fixing and erecting

pedestrian hand rail of height

State PWD,

KRFP



1.20m above footpath level

2 Bicycle

track

Construction of bicycle track by

providing a compacted sub grade

laid over with pre-cast interlocking

paving tiles of 80mm

State PWD,

KRFP

21,46,75,507

Construction of cement concrete

kerb at pavement edge-side of

bicycle track

State PWD,

KRFP

3

Pedestrian

crosswalk

s

Road Marking with Hot Applied

Thermoplastic Compound with

Reflectorising Glass Beads on

Bituminous Surface

State PWD,

KRFP

1,93,29,200

Electrical/ solar powered

Pedestrian pelican signals

State PWD,

KELTRON,

Traffic Police

4 Street

furniture

Providing and fixing of retro-

reflectorised Pedestrian cautionary

warning and informatory signs

State PWD

15,32,96,510

Providing and erecting pedestrian

oriented street light mounted on a

steel circular hollow pole of

standard specifications, 4 m high

spaced 30 m interval

State PWD,

KSEB

Construction of Pedestrian

amenities - e toilets, wash room

and bus sheltered bus bays

State PWD,

Private

Sponsors

Landscaping of medians, traffic

islands, channelizers and open

areas

State PWD,

Private

Sponsors

5

Maintenan

ce of

pedestrian

facilities

1% of total cost State PWD,

KRFP

10,85,69,330

Grand Total 1,19,42,62,625



13. CONCLUSION

Rapid increase in motorization in Kerala combined with limited attention to pedestrian

and public transport facilities has inadvertently resulted in a decrease in the overall

pedestrian and NMT mode share.

Pedestrians are considered as the most vulnerable road users in the entire traffic

stream. It has been estimated that pedestrians are involved in about 30 percent of

accidents. Considerable resources have been spent on trying to reduce this problem

through education and development of counter measures.

To maintain and improve walkability, pedestrian facilities should be planned as an

integral part of urban transport system. In urban areas, it is difficult for pedestrians to

move around safely and comfortably. Every effort has to be made to make

pedestrians’ movement safe, convenient and enjoyable.

In this context, National Transportation Planning and Research Centre (NATPAC),

carried out detailed studies pertaining to Pedestrian and bicycle friendly urban

transport for four corporations on behalf of Town and country Planning Department,

Government of Kerala and based on that the problems faced by the pedestrians in

central areas of these cities were identified and suggested suitable improvement

proposals.

Keeping the long term transportation goals of the city, an integrated pedestrian and

NMT infrastructure has been proposed. The improvement schemes include:

footpaths/walkways, cross walk facilities, grade-separated facilities, skywalk,

pedestrian guidance measures, pedestrian amenities, bicycle tracks etc.

Detailed cost estimate for undertaking various schemes for improving pedestrian and

NMT infrastructure in the city has been worked out along with an implementation plan

involving various agencies.

It is hoped that early implementation of the proposals suggested in this report will go

a long way in evolving a pedestrian friendly transport system for these cities. This will

also reduce the traffic congestion on the city roads and also increase the patronage in

public transport system in the region.



14. APPENDIX Table 14.1 Pedestrian involved Injuries in major Locations (2008-12)

Places

Pedestrian involved Injury Total Injuries

2008 2009 2010 2011 2012 2008 2009 2010 2011 2012

AIRPORT 0 4 4 0 0 12 14 11 0 3

AKG CENTRE 1 0 1 3 0 5 0 8 7 25

ALL SAINTS 4 2 3 0 1 20 6 9 2 8

ANANTHAPURI 1 8 3 1 3 24 18 16 17 45

ANAYARA 0 2 2 4 0 5 2 4 10 14

ARISTO 0 0 0 4 1 1 0 2 4 7

ATTAKULANGARA 0 2 1 4 1 19 12 5 19 17

ATTUKAL 1 3 0 5 1 1 5 0 15 20

AYURVEDA COLEEGE 0 1 1 4 3 15 11 10 9 20

BAKERY 2 0 6 2 7 13 11 6 9 23

CHAKA 8 8 10 15 5 64 56 30 110 102

CHALA 0 0 2 4 1 4 2 6 14 15

CHETTIKULANGARA 2 5 0 0 1 3 5 4 2 2

DPI 0 2 2 0 1 6 10 8 4 8

EANCHAKKAL 2 3 7 11 3 16 55 21 30 32

EAST FORT 12 4 5 46 7 22 24 15 72 30

EDAPAZHANJI 0 0 3 7 3 12 6 13 18 30

FORT HOSPITAL 0 2 0 1 1 5 5 1 1 6

GENERAL HOSPITAL 1 2 1 2 4 6 22 13 22 18

KAITHAMUKKU 0 1 1 1 3 1 3 1 2 15

KANNAMMMOOLA 4 2 6 10 1 23 12 14 20 11

KARAMANA 13 10 5 27 7 44 33 26 97 64

KAUDIYAR 2 7 5 11 17 47 64 41 58 109

KESAVADASAPURAM 2 3 1 2 1 19 23 7 10 12

KILLIPALAM 3 7 0 1 1 30 34 13 21 13

KOCHULLOOR 8 3 1 4 2 59 19 43 12 18

KOCHUVELI 2 1 1 1 0 10 1 2 2 5

KUMARAPURAM 6 1 4 6 3 13 13 13 14 16

MANACAUD 0 3 1 6 6 8 33 12 8 26

MEDICAL COLLEGE 4 11 0 2 7 18 34 6 13 41

METTUKADA 2 1 0 0 2 4 1 0 0 13

MUSEUM 1 0 4 0 1 17 14 8 4 7

NALANCHIRA 2 4 2 13 5 19 21 17 42 35

OOTUKUZHI 0 0 5 0 0 0 0 5 0 0

OVER BRIDGE 1 2 0 2 2 13 10 14 4 12

PALAYAM 3 10 14 2 5 45 23 31 24 22

PANAVILA 1 1 0 3 2 15 16 4 25 27

PARUTHIPPARA 1 2 5 2 1 6 22 17 20 9

PATTOM 5 10 15 11 4 55 47 41 34 83

PATTOOR 7 3 2 10 3 11 30 10 18 65

PAZHAVANGADI 0 3 5 1 7 5 8 5 5 25

PETTA 7 11 14 13 16 50 38 51 66 94

PLAMOODU 0 5 3 3 1 11 31 24 26 58

PMG 7 3 2 2 9 23 30 9 10 28

POWER HOUSE 2 0 0 0 4 4 0 0 2 4

PRS HOSPITAL 4 0 1 2 5 9 8 5 6 25

PULIMOODU 1 2 6 1 0 5 7 21 1 21

RAJ BHAVAN 6 0 0 2 0 55 1 0 6 1



SASTHAMANGALAM 1 4 2 2 2 10 21 18 11 32

SHANGHUMUGHAM 1 1 1 6 6 14 20 8 56 42

SMV SCHOOL 0 0 3 0 1 16 6 3 6 1

SREEVARAGAM 0 1 1 6 0 4 1 3 10 2

STATION KADAVU 2 0 6 0 0 4 4 16 3 5

STATUE 9 7 10 14 5 27 11 21 34 54

THAMPANOOR 13 21 25 23 8 52 96 70 49 25

THIRUVALLAM 15 26 8 11 25 66 118 56 53 63

THUMBA 1 0 1 2 0 3 4 2 6 0

THYCAUD 5 0 4 1 2 21 24 25 19 10

ULLOOR 7 5 8 0 7 33 30 13 26 18

UPPIDAMMOODU 2 4 1 7 1 4 6 13 7 56

VALIYATHURA 5 6 0 1 10 40 24 4 7 60

VANCHIYOOR 2 1 2 4 5 4 11 10 17 43

VAZHUTHACAUD 1 6 0 7 9 31 23 17 41 36

VELLAYAMBALAM 1 6 14 3 5 49 18 43 31 49

VIKAS BHAVAN 0 0 0 4 0 4 2 0 8 0

VJT 0 3 0 3 0 3 14 3 7 10

VSSC 2 5 4 3 0 15 5 14 8 0

WORLD MARKET 0 2 2 5 2 9 16 8 14 12

Source: Traffic Police Station, Thiruvananthapuram



Table 14.2Pedestrian volume in Thiruvananthapuram City

Sl. N

o.

Name of road section

Length

(m

)

No o

f Lanes

Avera

ge F

ootp

ath

Wid

th (

m)

Pedestr

ian v

olu

me

Pedestr

ian C

apacity

Pedestr

ian

Volu

me/c

apacity

ratio

LO

S

1. MG road from LMS to Manakkad

1 LMS - Palayam 535 4 LD 2.00 3680 3200 1.15 F

2 Palayam - VJT Hall 240 4 LD 1.90 1993 1600 1.25 F

3 VJT Hall - Statue North 419 4 LD 1.90 836 1600 0.52 B

4 Statue North - Statue 85 4 LD 2.25 840 3200 0.26 A

5 Statue - Statue South 160 4 LD 2.00 2332 3200 0.73 D

6 Statue South - Pulimoodu 148 4 LD 2.00 973 3200 0.30 A

7 Pulimoodu - Ayurveda College 464 4 LD 2.00 1306 3200 0.41 A

8 Ayurveda College - Over Bridge 293 4 LD 1.90 2383 1600 1.49 F

9 Over Bridge - Mele

Pazhavangadi 181 4 LD 2.40 1512 3200 0.47 A

10 Mele Pazhavangadi -

Pazhavangadi 198 4 LD 2.20 4262 3200 1.33 F

11 Pazhavangadi - East fort (Chala

deviation) 128 4 LD 2.50 2592 4800 0.54 B

12 East Fort (Chala deviation) -

East Fort 144 4 LD 1.00 1942 1600 1.21 F

13 East fort - Vettimuricha Kotta 162 4 LD 3.35 1035 6400 0.16 A

14 Vettimuricha Kotta -

Attakulangara 170 4 LD 2.00 1940 3200 0.61 C

15 Attakulangara - Manakkad 366 4 LD 2.00 543 3200 0.17 A

2. War Memorial to Kochulloor

16 War Memorial - SC Bose 404 4 LD 2.00 1138 3200 0.36 A

17 SC Bose - PMG 242 4 LD 2.00 947 3200 0.30 A

18 PMG - Plammood 1123 4 LD 0.00 239 0 - -

19 Plamood - Pattom 669 4 LD 2.50 312 4800 0.07 A

20 Pattom - LIC 513 4 LD 2.50 1495 4800 0.31 A

21 LIC - Chalakuzhy 368 4 LD 2.50 987 4800 0.21 A

22 Chalakuzhy - Kesavadasapuram 413 4 LD 2.60 6599 4800 1.37 F

23 Kesavadasapuram - Ulloor 1088 4 LD 2.00 358 3200 0.11 A

24 Ulloor - Kochulloor 359 4 LD 2.00 316 3200 0.10 A

3. SC Bose to Sasthamangalam

25 SC Bose - LMS 259 4 LD 2.00 791 3200 0.25 A

26 LMS - Museum 115 4 LD 1.90 1070 1600 0.67 C

27 Museum - Kanakakunnu 432 4 LD 2.00 1210 3200 0.38 A

28 Kanakakunnu - Vellayambalam 661 4 LD 2.00 710 3200 0.22 A



29 Vellayambalam -

Sasthamangalam 1068 4 LD 2.00 1576 3200 0.49 A

4. Over Bridge to Karamana

30 Over Bridge - Sreekumar 194 4 LD 2.00 1928 3200 0.60 B

31 Sreekumar - Thampanoor 405 4 LD 2.50 3477 4800 0.72 D

32 Thampanoor - Thampanoor Fly-

over 304 2 LUD 1.95 2547 1600 1.59 F

33 Thampanoor Fly-over -

Churakaatu Palayam 183 2 LUD 2.00 614 3200 0.19 A

34 Churakaatu Palayam -

Killippalam 518 4 LD 2.50 853 4800 0.18 A

35 Killippalam - PRS 173 4 LD 2.25 1184 3200 0.37 A

36 PRS - Karamana 802 4 LD 2.50 436 4800 0.09 A

5. Thampanoor Fly-over to Kaudiar

37 Thampanoor Fly-over -

Mettukkada 558 2 LUD 0.10 586 0 - -

38 Mettukkada - Thycaud 559 4 LD 0.00 120 0 - -

39 Thycaud - Womens College 389 4 LD 1.60 456 1600 0.29 A

40 Womens College -

Vazhuthacaud 336 4 LD 1.70 433 1600 0.27 A

41 Vazhuthacaud - Forest Office 128 4 LD 2.00 735 3200 0.23 A

42 Forest Office - Vellayambalam 1105 4 LD 2.10 762 3200 0.24 A

43 Vellayambalam - Kowdiyar 1207 4 LD 2.00 862 3200 0.27 A

6. Thampanoor to Chaka

44 Thampanoor - Model School 626 4 LD 1.90 671 1600 0.42 A

45 Model School - Panavila 643 4 LD 1.75 1423 1600 0.89 E

46 Panavila - Bakery (Flyover) 282 4 LD 1.90 384 1600 0.24 A

47 Bakery - Asan Square

(undepass) 539 2 LD 1.00 703 0 - -

48 Aasan Square - General hospital 966 4 LD 2.00 533 3200 0.17 A

49 General Hospital - Pattoor 824 4 LD 1.90 898 1600 0.56 B

50 Pattoor - Pallimukku 593 4 LD 2.00 541 3200 0.17 A

51 Pallimukku - Petta Rly 74 4 LD 2.00 883 3200 0.28 A

52 Petta Rly - Petta 333 2 LUD 1.60 96 1600 0.06 A

53 Petta - Chaka 758 4 LD 2.10 563 3200 0.18 A

7. AKG to DPI

54 AKG - Spencer 249 2 LUD 0.50 85 0 - -

55 Spencer - Bakery 583 2 LUD 0.90 365 0 - -

56 Bakery - Vazhuthacaud 628 2 LUD 0.43 170 0 - -

57 Vazhuthacaud - DPI 723 2 LUD 0.00 517 0 - -

58 Vazhuthacaud - Idappazhanji 1476 4 LUD 0.90 757 0 - -

8. Kaudiar to Ulloor

59 Kaudiar -Kuravankonam 844 4 LD 1.80 921 1600 0.58 B



60 Kuravankonam - Marappalam 1067 4 LD 1.50 241 1600 0.15 A

61 Marappalam - Pattom 363 4 LD 1.95 603 1600 0.38 A

62 Pattom - Pottakuzhy 641 4 LD 2.00 536 3200 0.17 A

63 Pottakuzhy - Murinjalapalam 386 4 LD 1.90 715 1600 0.45 A

64 Murinjapalam - Medical College 914 4 LD 1.90 664 1600 0.42 A

65 Medical College - Ulloor 880 4 LD 2.00 2756 3200 0.86 E

9. Killipalam to Eanchakkal

66 Killipalam - Attakulangara 1210 4 LD 0.45 336 0 - -

67 Attakulangara - Sreevaraham 563 4 LD 1.70 326 1600 0.20 A

68 Sreevaraham - Eanchakkal 945 4 LD 1.50 233 1600 0.15 A

10. Killipalam to East Fort

69 Killipalam - Chala 742 2 LUD 0.00 782 0 - -

70 Chala - East Fort 250 2 LUD 0.00 1321 0 - -

11. Nalumukku to Over Bridge

71 Nalumukku - Uppidamoodu 1274 2 LUD 0.35 288 0 - -

72 Uppidamoodu - Chettikulangara 517 2 LUD 0.60 525 0 - -

73 Chettikulangara - Over Bridge 237 2 LUD 0.85 584 0 - -

12. Uppidamoodu to Churakaatu Palayam

74 Uppidamoodu Over-bridge -

Sreekanteshwaram 681 2 LUD 0.75 172 0 - -

75 Sreekanteshwaram - Mele

Pazhavangadi 367 2 LUD 0.10 134 0 - -

76 Mele Pazhavangadi - Railway

Station West Entrance 255 2 LUD 0.63 400 0 - -

77 Railway Station West Entrance -

Churakaatu Palayam 582 2 LUD 1.35 613 0 - -

13. Vanchiyoor (Nalumukku rd) to General Hospital

78 Vanchiyoor (Nalumukku rd)-

Vanchiyoor 364 2 LUD 0.35 241 0 - -

79 Vanchiyoor - General Hospital 699 2 LUD 1.00 635 0 - -

14. Pattoor to Vanchiyoor

80 Pattoor - Vanchiyoor 497 2 LUD 1.70 365 1600 0.23 A

15. Pulimoodu to Uppilamoodu

81 Pulimoodu - Old GPO 642 2 LUD 0.80 490 0 - -

82 Old GPO - Uppidamoodu Over-

bridge 289 2 LUD 0.15 529 0 - -

16. Ayurveda College - Old GPO

83 Ayurveda College - Old GPO 388 2 LUD 0.40 849 0 - -

17. Ayurveda College - Chettikulangara

84 Ayurveda College -

Chettikulangara 266 2 LUD 0.90 381 0 - -

18. Petta to Uppidamoodu

85 Petta(Main Road) - Petta 192 2 LUD 0.00 741 0 - -



Railway Station

86 Petta Jn - Kaithamukku 1027 2 LUD 0.10 282 0 - -

87 Kaithamukku - Uppidamoodu 670 2 LUD 0.25 234 0 - -

19. Murinjapalam - Kumarapuram

88 Murinjapalam - Kumarapuram 812 4 LUD 1.75 279 1600 0.17 A

20. Pallimukku to Medical College

89 Pallimukku - Kannammoola 940 2 LUD 0.10 132 0 - -

90 Kannammoola - Kumarapuram 1299 2 LUD 0.15 197 0 - -

91 Kumarapuram - Medical College 944 4 LD 0.75 817 0 - -

21. Railway Station West Entrance to Eanchakkal


Pazhavangadi 302 2 LUD 0.00 490 0 - -

93 Pazhavangadi - Railway Station

West Entrance 282 2 LUD 0.00 526 0 - -

94 Pazhavangadi - SP Fort Hospital 639 2 LUD 0.70 982 0 - -

95 SP Fort Hospital - West Fort 201 2 LUD 0.90 777 0 - -

22. Sreekumar to Vanross

96 Sreekumar - Housing board 778 2 LUD 0.95 2132 0 - -

97 Housing Board - Vanross 611 2 LUD 0.85 390 0 - -

23. Kesavadasapuram to Nalanchira

98 Kesavadasapuram - Paruthipara 701 4 LD 2.00 980 3200 0.31 A

99 Paruthipara - Mar invious 930 4 LD 1.65 914 1600 0.57 B

100 Mar Ivanious - Nalanchira 109 4 LD 1.45 196 1600 - -

24. Palayam to DPI

101 Palayam - Bakery 539 4 LD 1.75 845 1600 0.53 B

102 Bakery - Womens College 500 2 LUD 0.25 1155 0 - -

103 Womens College - DPI 636 2 LUD 0.75 102 0 - -

25. Public Library - Kanakakunnu

104 Public Library - Kanakakunnu 718 2 LUD 1.65 374 1600 0.23 A

26. VJT Hall - Aasan Square

105 VJT Hall - Aasan Square 193 2 LUD 0.80 695 0 - -

27. VJT to Statue south

106 VJT Hall - Jacabs 339 2 LUD 1.20 566 0 - -

107 Jacabs - Central Stadium 229 2 LUD 0.90 550 0 - -

108 Central Stadium - Statue south 662 2 LUD 1.80 985 1600 0.62 C

28. Vettimuricha Kotta to Eanchakkal via West fort

109 Vettimuricha Kotta - RTO Office 99 2 LUD 1.35 608 0 - -

110 RTO Office - West fort 753 2 LUD 1.00 1174 0 - -

111 West Fort - Eanchakkal 981 2 LUD 1.25 128 0 - -

29. Valiyathura to Kochuveli Railway Station

112 Valiyathura - Air Port 1482 2 LUD 0.40 774 0 - -

113 Air Port - Shangumugam 1255 2 LUD 1.05 2903 0 - -

114 Shanghumugham - Vettukkad 1916 2 LUD 0.05 201 0 - -



115 Vettucaud - Veli Tourist Village 2147 2 LUD 0.20 1078 0 - -

116 Veli Tourst Village - Kochuveli

Railway Station 1112 2 LUD 0.10 342 0 - -

30. Kumarichanda to Thiruvallam

117 Kumarichanda - Thiruvallam

(before East Fort Deviation) 863 4 LD 0.10 148 0 - -

118 Thiruvallam (before East Fort

deviation) - Thiruvallam 310 4 LD 0.05 445 0 - -

31. Eanchakkal to Chaka

119 Eanchakkal - Ananthapuri 980 4 LD 0.00 458 0 - -

120 Ananthapuri - Chaka 828 4 LD 0.20 266 0 - -

32. Attinkuzhi to Kazhakkoottam

121 Attinkuzhi - Techno Park 780 4 LD 0.40 1585 0 - -

122 Techno Park - Kazhakkoottam 929 4 LD 0.20 972 0 - -

33. Manakkaad-Attukkal

123 Manakkaad-Attukkal 1291 2 LUD 0.10 340 0 - -

34. AG's Office to Central Stadium - Statue area

124 AG's Office to Central Stadium 187 2 LUD 1.85 788 1600 0.49 A

35. East fort One-Way around Gandhi Park

125 East fort (Chala deviation) -

Padmanabha theatre 128 2 LUD 2.00 1859 3200 0.58 B

126 Padmanabha theatre - East fort 147 2 LUD 2.25 2358 3200 0.74 D

36. Temple Road

127 Temple Road 1 - Entrance from

East Fort 120 2 LUD 1.50 2242 1600 1.40 F

128 Temple Road 2 - RTO office to

Ramachandra 458 2 LUD 1.15 1815 0 - -

129

Temple Road 3 - By the

northern side of Padmatheertha

Kulam

442 2 LUD 1.35 689 0 - -




Table 14.3Link volume (Vehicular volume) in Thiruvananthapuram City

Sl. N

o.

Name of road section

No o

f Lanes

Tra

ffic

volu

me (

PC

U /

hour)

Road T

ype

Capacity (

PC

U / h

our)

Volu

me-c

apacity r

atio

LO

S

1. MG road from LMS to Manacaud

1 LMS - War Memorial 4 LD 3209 Arterial 3600 0.89 E

2 War Memorial - Palayam 4 LD 5770 Arterial 3600 1.60 F

3 Palayam - Statue 4 LD 5045 Arterial 3600 1.40 F

4 Statue - Over Bridge 4 LD 3523 Arterial 3600 0.98 F

5 Over Bridge - East fort 4 LD 4292 Arterial 3600 1.19 F

6 East fort - Manacaud 4 LD 2169 Arterial 3600 0.60 B


7 War Memorial - SC Bose 4 LD 3501 Arterial 3600 0.97 F

8 SC Bose - Plammood 4 LD 3758 Arterial 3600 1.04 F

9 Plamood - Pattom 4 LD 5209 Arterial 3600 1.45 F

10 Pattom - Kesavadasapuram 4 LD 4180 Arterial 3600 1.16 F

11 Kesavadasapuram - Ulloor 4 LD 2295 Arterial 3600 0.64 C

12 Ulloor - Kochulloor 4 LD 2561 Arterial 3600 0.71 D


13 SC Bose - LMS 4 LD 2142 Sub Arterial 2900 0.74 D

14 LMS - Vellayambalam 4 LD 3940 Sub Arterial 2900 1.36 F

15 Vellayambalam - Sasthamangalam 4 LD 5709 Sub Arterial 2900 1.97 F


16 Over Bridge - Thampanoor 4 LD 3065 Arterial 3600 0.85 E

17 Thampanoor - Thampanoor Fly-over 2 LUD 2931 Arterial 1500 1.95 F

18 Thampanoor Fly-over - Churakaatu

Palayam 2 LUD 3853 Arterial 1500 2.57 F

19 Churakaatu Palayam - Killippalam 4 LD 4080 Arterial 3600 1.13 F

20 Killipalam - Karamana 4 LD 3457 Arterial 3600 0.96 F


21 Thampanoor Fly-over - Mettukkada 2 LUD 2667 Sub Arterial 1200 2.22 F

22 Mettukkada - Womens College 4 LD 3442 Sub Arterial 2900 1.19 F

23 Womens College - Vazhuthacaud 4 LD 3885 Sub Arterial 2900 1.34 F

24 Vazhuthacaud - Vellayambalam 4 LD 3269 Sub Arterial 2900 1.13 F

25 Vellayambalam - Kowdiyar 4 LD 3403 Sub Arterial 2900 1.17 F

6. Thampanoor to Chaka

26 Thampanoor - Bakery (Flyover) 4 LD 1200 Arterial 3600 0.33 A

27 Bakery - Asan Square (undepass) 2 LD 2029 Arterial 1500 1.35 F

28 Aasan Square - General hospital 4 LD 3008 Arterial 3600 0.84 E

29 General Hospital - Pallimukku 4 LD 3092 Arterial 3600 0.86 E



30 Pallimukku - Petta 4 LD 3778 Arterial 3600 1.05 F

31 Petta - Chaka 4 LD 2580 Arterial 3600 0.72 D

7. AKG to DPI

32 AKG - Spencer 2 LUD 383 Sub Arterial 1200 0.32 A

33 Spencer - Bakery 2 LUD 246 Sub Arterial 1200 0.21 A

34 Bakery - Vazhuthacaud 2 LUD 2081 Sub Arterial 1200 1.73 F

35 Vazhuthacaud - DPI 2 LUD 1631 Sub Arterial 1900 0.86 E

36 Vazhuthacaud - Idappazhanji 4 LUD 5259 Sub Arterial 2900 1.81 F


37 Kaudiar -Kuravankonam 4 LD 1746 Collector 1800 0.97 F

38 Kuravankonam - Marappalam 4 LD 1723 Collector 1800 0.96 F

39 Marappalam - Pattom 4 LD 1750 Collector 1800 0.97 F

40 Pattom - Pottakuzhy 4 LD 1876 Sub Arterial 2900 0.65 C

41 Pottakuzhy - Murinjalapalam 4 LD 1940 Sub Arterial 2900 0.67 C

42 Murinjapalam - Medical College 4 LD 1736 Sub Arterial 2900 0.60 B

43 Medical College - Ulloor 4 LD 2581 Sub Arterial 2900 0.89 E


44 Killipalam - Attakulangara 4 LD 2207 Sub Arterial 2900 0.76 D

45 Attakulangara - Sreevaraham 4 LD 2271 Sub Arterial 2900 0.78 D

46 Sreevaraham - Eanchakkal 4 LD 1426 Sub Arterial 2900 0.49 A


47 Killipalam - Chala 2 LUD 523 Collector 1400 0.37 A

48 Chala - East Fort 2 LUD 798 Collector 1400 0.57 B


49 Nalumukku - Uppidamoodu 2 LUD 1256 Collector 900 1.40 F

50 Uppidamoodu - Chettikulangara 2 LUD 515 Collector 900 0.57 B

51 Chettikulangara - Over Bridge 2 LUD 764 Collector 900 0.85 E


52 Uppidamoodu Over-bridge -

Sreekanteshwaram 2 LUD 734 Collector 900 0.82 E

53 Sreekanteshwaram Park - Mele

Pazhavangadi 2 LUD 710 Collector 900 0.79 D

54 Mele Pazhavangadi - Railway Station

West Entrance 2 LUD 672 Collector 900 0.75 D


Churakaatu Palayam 2 LUD 1674 Collector 900 1.86 F


56 Vanchiyoor (Nalumukku rd)-

Vanchiyoor 2 LUD 1850 Collector 900 2.06 F

57 Vanchiyoor - General Hospital 2 LUD 1234 Collector 900 1.37 F


58 Pattoor - Vanchiyoor 2 LUD 1000 Collector 900 1.11 F




59 Pulimoodu - Old GPO 2 LUD 1057 Collector 900 1.17 F

60 Old GPO - Uppidamoodu Over-bridge 2 LUD 2564 Collector 900 2.85 F


61 Ayurveda College - Old GPO 2 LUD 932 Collector 900 1.04 F


62 Ayurveda College - Chettikulangara 2 LUD 475 Collector 1400 0.34 A


63 Petta - Petta Railway Station 2 LUD 508 Collector 900 0.56 B

64 Petta Jn - Kaithamukku 2 LUD 689 Collector 900 0.77 D

65 Kaithamukku - Uppidamoodu 2 LUD 953 Collector 900 1.06 F


66 Murinjapalam - Kumarapuram 4 LUD 1370 Sub Arterial 2400 0.57 B


67 Pallimukku - Kannammoola 2 LUD 1256 Sub Arterial 1200 1.05 F

68 Kannammoola - Kumarapuram 2 LUD 1431 Sub Arterial 1200 1.19 F

69 Kumarapuram - Medical College 4 LD 1491 Sub Arterial 2900 0.51 B



Pazhavangadi 2 LUD 1035 Collector 900 1.15 F

71 Pazhavangadi - Railway Station West

Entrance 2 LUD 1060 Collector 900 1.18 F

72 Pazhavangadi - SP Fort Hospital 2 LUD 1295 Collector 900 1.44 F

73 SP Fort Hospital - West Fort 2 LUD 837 Collector 900 0.93 F


74 Sreekumar - Housing board 2 LUD 678 Collector 900 0.75 D

75 Housing Board - Vanross 2 LUD 999 Collector 900 1.11 F


76 Kesavadasapuram - Nalanchira 4 LD 3798 Arterial 3600 1.06 F

24. Palayam to DPI

77 Asan Square - Palayam 4 LD 1085 Sub Arterial 2900 0.37 A

78 Palayam - Bakery 4 LD 2101 Sub Arterial 2900 0.72 D

80 Bakery - Womens College 2 LUD 2751 Sub Arterial 1900 1.45 F

81 Womens College - DPI 2 LUD 1548 Sub Arterial 1200 1.29 F


82 Public Library - Nandavanam 2 LUD 1002 Collector 900 1.11 F

83 Nandavanam - Kanakakunnu 4 LD 2217 Collector 1800 1.23 F


84 VJT Hall - Aasan Square 2 LUD 1202 Collector 1400 0.86 D


85 VJT Hall - Jacabs 2 LUD 481 Collector 900 0.53 B

86 Jacabs - Central Stadium 2 LUD 895 Collector 900 0.99 F

87 Central Stadium - Statue south 2 LUD 1867 Collector 900 2.07 F

28. Vettimuricha Kotta to Eanchakkal via West fort



88 Vettimuricha Kotta - RTO Office 2 LUD 910 Collector 1400 0.65 C

89 RTO Office - West fort 2 LUD 1487 Collector 900 1.65 F

90 West Fort - Eanchakkal 2 LUD 2266 Collector 900 2.52 F


91 Valiyathura - Air Port 2 LUD 700 Collector 900 0.78 D

92 Air Port - Shangumugam (O) 2 LUD 362 Collector 900 0.40 A

93 Shanghumugham - Vettukkad 2 LUD 517 Collector 900 0.57 B

94 Vettucaud - Veli Tourist Village 2 LUD 439 Collector 900 0.49 A

95 Veli Tourst Village - Kochuveli

Railway Station 2 LUD 403 Collector 900 0.45 A

96 Air Port - Shangumugam (N) 4 LD 546 Collector 1800 0.30 A

97 Beemapalli - Valiyathura 2 LUD 896 Collector 900 1.00 F


98 Kumarichanda - Thiruvallam (before

East Fort Deviation) 4 LD 2953 Arterial 3600 0.82 E

99 Thiruvallam (before East Fort

deviation) - Thiruvallam 4 LD 1960 Arterial 3600 0.54 B

31. Eanchakkal to Chaka

100 Eanchakkal - Chaka 4 LD 2582 Arterial 3600 0.72 D


101 Attinkuzhi - Techno Park 4 LD 2804 Arterial 3600 0.78 D

102 Techno Park - Kazhakkoottam 4 LD 3510 Arterial 3600 0.98 F

33. Manacaud-Attukkal

103 Manacaud-Attukkal 2 LUD 1429 Collector 900 1.59 F

34. AG's Office to Central Stadium - Statue area

104 AG's Office to Central Stadium 2 LUD 786 Collector 900 0.87 E

35. East fort One-Way around Gandhi Park

105 East fort (Chala deviation) -

Padmanabha theatre 2 LUD 1427 Collector 1400 1.02 F

106 Padmanabha theatre - East fort 2 LUD 1820 Collector 1400 1.30 F

36. Temple Road

107 Temple Road 1 - Entrance from East

Fort 2 LUD 1813 Collector 900 2.01 F

108 Temple Road 2 - RTO office to

Ramachandra 2 LUD 1325 Collector 900 1.47 F

109 Temple Road 3 - By the northern side

of Padmatheertha Kulam 2 LUD 313 Collector 900 0.35 A




Table 14.4 Peak hour Pedestrian volume at major intersections in Thiruvananthapuram City

Sl.

No. Location/Junction Road Arm/Section

Peak

Pedestrian

volume

1 LMS To Public Library 336

2 Public Library To Nandavanam 563

3 War memorial To PMG 342

To Palayam 179

4 Palayam

To War Memorial 1088

To Asan Square 945

To Bakery 506

5 VJT Hall

To Jacabs 1139

To Asan Square 798

To Palayam 1042

6 Spencer

To Vandross 380

To AKG 365

To Palayam 454

7 Statue North To Cantonment 614

8 Statue

To Ayurveda College 2345

To VJT Hall 1074

To General Hospital 1124

9 Statue South To YMCA 720

10 Ayurveda College Overbridge - Statue Road 1005

11 Over Bridge


To East fort 1162

To Thampanoor 1669

To Chettikulangara 940

12 Pazhavangadi

To East fort 3538

To Overbridge 1748

To SP Fort Hospital 1224

To Railway Station West Entrance 1914

13 East fort (Chala

deviation)

To Overbridge 2325

To Padmanabha theatre 3001

14 East Fort To Padmanabha theatre 2498

To Attakulangara 1326

15 Vettimuricha Kotta East fort - Attakulangara Road 353

To RTO 160

16 Attakulangara

To East fort 126

To Manacaud 268

To Killipalam 482

To Sreevaraham 261

17 Manacaud To East fort 116



To Attukkal 115

18 SC Bose To PMG 294

19 PMG To SC Bose 485

To Plammod 351

20 Plammod To Pattom 1270

21 Pattom

To Medical College 655

To Marappalam 423

To Plammod 554

To LIC 1080

22 LIC Pattom - Kesavadasapuram Road 548

23 St Mary's School LIC - Kesavadasapuram Road 4093

24 Kesavadasapuram

To LIC 1658

To Ulloor 204

To Paruthipara 285

25 Ulloor

To Kochulloor 68


To Kesavadasapuram 163

26 Kochulloor To Ulloor 81

27 Museum LMS - Kanakakunnu Road 340

28 Kanakakunnu To Nandavanam 543

Museum - Vellayambalam Road 253

29 Vellayambalam

To Sasthamangalam 324

To Kanakakunnu 254

To Kaudiar 268

To Vazhuthacaud 249

30 Sasthamangalam To Vellayambalam 296

31 Sreekumar Theatre To Housing board 2338

Overbridge - Thampanoor Road 478

32 Churakaatu Palayam

To Thampanoor 110

To Killipalam 129

To Railway Station West Entrance 84

33 Killippalam

To Chala 486

To Karamana 92

To Churakaatu Palayam 160

To Attakulangara 222

34 PRS Killipalam - Karamana Road 419

35 Karamana To Killipalam 336

36 WC Hospital Thampanoor Flyover - Mettukada Road 359

37 Womens College

To Thycaud 86

To DPI 107

To Bakery 234

Womnes College - Vazhuthacaud Road 539

38 Vazhuthacaud To Womens College 147



To Vellayambalam 173

To DPI 591

To Bakery 98

39 Forest Office Vazhuthacaud - Vellayambalam Road 132

To Idapazhanji 296

40 Kaudiar To Vellayambalam 200

To Kuravankonam 223

41 Thampanoor

To Thampanoor Flyover 1577

To Model School 806

To Overbridge 2008

42 Bakery

To Womens College 111

To Vazhuthacaud 428

To Thampanoor 270

To Palayam 242

To Spencer 259

43 Asan Square To Palayam 466

To General Hospital 363

44 General Hospital

To Asan Square 329

To Vanchiyoor 208

To Pallimukku 173

45 Pattoor To Vanchiyoor 73

46 Pallimukku

To Petta 510

To Pattoor 123

To Vanchiyoor 326

To Kannammoola 206

47 Petta

To Petta Railway Station 469

To Pallimukku 109

To Petta Jn 314

48 Petta Jn To Petta 74

To Kaithamukku 78

49 Chaka To Petta 98

To Ananthapuri 415

50 Marappalam To Kuravankonam 68

To Pattom 148

51 Murinjapalam


To Pattom 184

To Kumarapuram 102

52 Medical College

To Kumarapuram 886

To Murinjapalam 268

To Ulloor 1573

53 Eanchakkal

To Thiruvallam 190

To Ananthapuri 282

To West fort 72



To Sreevaraham 68

54 Padmanabha Theatre

To Chala 955

To East fort (Chala deviation) 1001

To East fort 364

55 Uppidamoodu Over-

bridge

To Kaithamukku 65

To Sreekanteshwaram 32

To Nalumukku 116

To Old GPO 65

To Chettikulangara 82

56 Railway Station West

Entrance

To Churakaatu Palayam 465

To Mele Pazhavangadi 213

57 Vanchiyoor To Uppidamoodu 105

To Pattoor 119

58 Holy Angels Convent Vanchiyoor - General Hospital Road 4053

59 Old GPO

To Uppidamoodu 39


To Pulimood 129

60 Kaithamukku Petta - Uppidamoodu Road 90

61 Kumarapuram


To Murinjapalam 43

To Kannammoola 51

62 Kannammoola To Pallimukku 42

To Kumarapuram 47

63 West fort

To RTO 322

To Eanchakkal 127

To SP Fort Hospital 225

64 Paruthipara Kesavadasapuram - Nalanchira Road 427

65 Mar Ivanious Paruthipara - Nalanchira Road 902

66 Nalanchira To Mar Ivanious 429

67 RTO Office To Ramachandrans 437

To West fort 732

68 Valiyathura East fort - Airport Road 77

69 AirPort Valiyathura - Shanghumugham Road 43

70 Shanghumugham

To Beach 145

Shanghumugham Beach Road 1900

To Vettucaud 325

71 Vettucaud Shanghumugham - Veli Tourist Home Road 2051

72 Veli Tourist Home Vettucaud - Veli Railway Station Road 293

73 Thiruvallam To Thiruvallam (East fort deviation) 341

74 Thiruvallam (East fort

deviation) Kumarichanda - Thiruvallam Road 247

75 Kumarichanda To Thiruvallam 147

76 Techno Park To Attinkuzhi 926



To Kazhakkoottam 717

77 Kazhakkoottam To Techno Park 87

78 Chala Pandmanabha theatre - Killipalam Road 782

79 Chala (Market) Pandmanabha theatre - Killipalam Road 1321




Table 14.5 Pedestrian-Vehicle conflict at problematic locations in Thiruvananthapuram City

No Location/ Junction Road Arm/Section

PV2 index

(expressed in

108

1 LMS To Public Library 322.00

2 Public Library To Nandavanam 6.62

3 War memorial To PMG 62.30

To Palayam 79.70

4 Palayam

To War Memorial 485.00

To Asan Square 7.96

To Bakery 35.70

5 VJT Hall

To Jacabs 5.04

To Asan Square 13.50

To Palayam 181.00

6 Spencer

To Vandross 0.38

To AKG 1.13

To Palayam 78.90

7 Statue North To Cantonment 6.94

8 Statue

To Ayurveda College 238.00

To VJT Hall 187.00

To General Hospital 3.05

9 Statue South To YMCA 42.30

10 Ayurveda College Overbridge - Statue Road 102.00

11 Over Bridge


To East fort 178.00

To Thampanoor 152.00

To Chettikulangara 8.47

12 Pazhavangadi

To East fort 541.00

To Overbridge 267.00

To SP Fort Hospital 29.00

To Railway Station West Entrance 142.00

13 East fort (Chala

deviation)


To Padmanabha theatre 21.00

14 East Fort To Padmanabha theatre 72.10

To Attakulangara 94.70

15 Vettimuricha Kotta East fort - Attakulangara Road 25.20

To RTO 2.10

16 Attakulangara

To East fort 9.00

To Manacaud 19.10

To Killipalam 34.90

To Sreevaraham 16.40

17 Manacaud To East fort 8.29



To Attukkal 4.00

18 SC Bose To PMG 53.80

19 PMG To SC Bose 88.80

To Plammod 64.20

20 Plammod To Pattom 452.00

21 Pattom

To Medical College 34.80

To Marappalam 21.70

To Plammod 197.00

To LIC 238.00

22 LIC Pattom - Kesavadasapuram Road 121.00

23 St Mary's School LIC - Kesavadasapuram Road 902.00

24 Kesavadasapuram

To LIC 365.00

To Ulloor 14.20

To Paruthipara 55.80

25 Ulloor

To Kochulloor 5.57


To Kesavadasapuram 11.40

26 Kochulloor To Ulloor 6.63

27 Museum LMS - Kanakakunnu Road 69.10

28 Kanakakunnu To Nandavanam 48.90

Museum - Vellayambalam Road 51.40

29 Vellayambalam

To Sasthamangalam 48.30

To Kanakakunnu 51.60

To Kaudiar 43.10

To Vazhuthacaud 40.00

30 Sasthamangalam To Vellayambalam 44.20

31 Sreekumar Theatre To Housing board 20.80

Overbridge - Thampanoor Road 43.70

32 Churakaatu Palayam

To Thampanoor 24.90

To Killipalam 37.20

To Railway Station West Entrance 4.18

33 Killippalam

To Chala 2.10

To Karamana 17.80

To Churakaatu Palayam 46.20

To Attakulangara 16.10

34 PRS Killipalam - Karamana Road 80.90

35 Karamana To Killipalam 64.90

36 WC Hospital Thampanoor Flyover - Mettukada Road 37.30

37 Womens College

To Thycaud 15.90

To DPI 3.83

To Bakery 28.60

Womnes College - Vazhuthacaud Road 135.00

38 Vazhuthacaud To Womens College 36.90



To Vellayambalam 27.80

To DPI 30.10

To Bakery 7.34

39 Forest Office Vazhuthacaud - Vellayambalam Road 21.20

To Idapazhanji 121.00

40 Kaudiar To Vellayambalam 32.10

To Kuravankonam 8.56

41 Thampanoor

To Thampanoor Flyover 160.00

To Model School 11.90


42 Bakery

To Womens College 13.60

To Vazhuthacaud 32.00

To Thampanoor 3.97

To Palayam 3.05

To Spencer 0.25

43 Asan Square To Palayam 3.93

To General Hospital 43.90

44 General Hospital

To Asan Square 39.80

To Vanchiyoor 5.19

To Pallimukku 21.90

45 Pattoor To Vanchiyoor 1.25

46 Pallimukku

To Petta 103.00

To Pattoor 15.60

To Vanchiyoor 5.58

To Kannammoola 5.60

47 Petta

To Petta Railway Station 2.02

To Pallimukku 22.00

To Petta Jn 33.70

48 Petta Jn To Petta 7.94

To Kaithamukku 0.64

49 Chaka To Petta 10.50

To Ananthapuri 34.30

50 Marappalam To Kuravankonam 3.65

To Pattom 7.59

51 Murinjapalam


To Pattom 9.43

To Kumarapuram 2.77

52 Medical College

To Kumarapuram 28.90

To Murinjapalam 11.30

To Ulloor 132.00

53 Eanchakkal

To Thiruvallam 8.36

To Ananthapuri 23.30

To West fort 4.82



To Sreevaraham 2.10

54 Padmanabha Theatre

To Chala 4.69

To East fort (Chala deviation) 7.01

To East fort 10.50

55 Uppidamoodu Over-

bridge

To Kaithamukku 0.97

To Sreekanteshwaram 0.26

To Nalumukku 3.06

To Old GPO 7.71

To Chettikulangara 0.35

56 Railway Station West

Entrance

To Churakaatu Palayam 23.20

To Mele Pazhavangadi 1.34

57 Vanchiyoor To Uppidamoodu 5.16

To Pattoor 2.04

58 Holy Angels Convent Vanchiyoor - General Hospital Road 101.00

59 Old GPO

To Uppidamoodu 4.63


To Pulimood 2.69

60 Kaithamukku Petta - Uppidamoodu Road 1.35

61 Kumarapuram


To Murinjapalam 1.17

To Kannammoola 1.20

62 Kannammoola To Pallimukku 1.14

To Kumarapuram 1.10

63 West fort

To RTO 9.32

To Eanchakkal 8.51

To SP Fort Hospital 2.48

64 Paruthipara Kesavadasapuram - Nalanchira Road 83.60

65 Mar Ivanious Paruthipara - Nalanchira Road 177.00

66 Nalanchira To Mar Ivanious 84.00

67 RTO Office To Ramachandrans 12.50

To West fort 21.20

68 Valiyathura East fort - Airport Road 3.76

69 AirPort Valiyathura - Shanghumugham Road 0.33

70 Shanghumugham

To Beach 0.26

Shanghumugham Beach Road 3.43

To Vettucaud 1.44

71 Vettucaud Shanghumugham - Veli Tourist Home Road 9.07

72 Veli Tourist Home Vettucaud - Veli Railway Station Road 1.30

73 Thiruvallam To Thiruvallam (East fort deviation) 11.20

74 Thiruvallam (East fort

deviation) Kumarichanda - Thiruvallam Road 26.30

75 Kumarichanda To Thiruvallam 15.70

76 Techno Park To Attinkuzhi 61.20



To Kazhakkoottam 83.40

77 Kazhakkoottam To Techno Park 10.10

78 Chala Pandmanabha theatre - Killipalam Road 3.39

79 Chala (Market) Pandmanabha theatre - Killipalam Road 5.72




Table 14.6 Estimated Peak hour bicycle number in Thiruvananthapuram Sl.

No. Name of road section

No of vehicles

(peak hour)

No of Bicycle

(peak hour)

1. MG road from LMS to Manacaud

1 LMS - War Memorial 3094 6

2 War Memorial - Palayam 6673 22

3 Palayam - Statue 4168 13

4 Statue - Over Bridge 3183 20

5 Over Bridge - East fort 3911 29

6 East fort - Manacaud 2673 93


7 War Memorial - SC Bose 4267 3

8 SC Bose - Plammood 4278 4

9 Plamood - Pattom 5968 18

10 Pattom - Kesavadasapuram 4694 35

11 Kesavadasapuram - Ulloor 2640 19

12 Ulloor - Kochulloor 2861 13


13 SC Bose - LMS 2394 7

14 LMS - Vellayambalam 4507 11

15 Vellayambalam - Sasthamangalam 3863 19


16 Over Bridge - Thampanoor 3022 24

17 Thampanoor - Thampanoor Fly-over 3181 19

18 Thampanoor Fly-over - Churakaatu Palayam 4759 49

19 Churakaatu Palayam - Killippalam 5371 65

20 Killipalam - Karamana 4394 51


21 Thampanoor Fly-over - Mettukkada 3223 45

22 Mettukkada - Womens College 4306 14

23 Womens College - Vazhuthacaud 5008 13

24 Vazhuthacaud - Vellayambalam 4006 12

25 Vellayambalam - Kaudiar 4008 14

6. Thampanoor to Chakka

26 Thampanoor - Bakery 1213 14

27 Bakery - Asan Square (underpass) 2611 3

28 Aasan Square - General hospital 3478 25

29 General Hospital - Pallimukku 3557 25

30 Pallimukku - Petta 4496 44

31 Petta - Chakka 3275 52

7. AKG to DPI

32 AKG - Spencer 557 23

33 Spencer - Bakery 315 15



34 Bakery - Vazhuthacaud 2736 15

35 Vazhuthacaud - DPI 2255 18

36 Vazhuthakkad - Idappazhanji 6398 29


37 Kaudiar -Kuravankonam 1959 9

38 Kuravankonam - Marappalam 2316 7

39 Marappalam - Pattom 2264 13

40 Pattom - Pottakuzhy 2304 8

41 Pottakuzhy - Murinjalapalam 2277 5

42 Murinjapalam - Medical College 2057 9

43 Medical College - Ulloor 2892 26


44 Killipalam - Attakulangara 2690 63

45 Attakulangara - Sreevaraham 2508 22

46 Sreevaraham - Eanchakkal 1756 39


47 Killipalam - Chala 658 66

48 Chala - East Fort 701 27


49 Nalumukku - Uppidamoodu 1624 13

50 Uppidamoodu - Chettikulangara 656 33

51 Chettikulangara - Over Bridge 949 14


52 Uppidamoodu Over-bridge - Sreekanteshwaram 899 36

53 Sreekanteshwaram Park - Mele Pazhavangadi 946 37

54 Mele Pazhavangadi - Railway Station West Entrance 792 12

55 Railway Station West Entrance - Churakaatu Palayam 2232 94


56 Vanchiyoor (Nalumukku rd)- Vanchiyoor 2216 20

57 Vanchiyoor - General Hospital 1579 13


58 Pattoor - Vanchiyoor 1308 29


59 Pulimoodu - Old GPO 1443 20

60 Old GPO - Uppidamoodu Over-bridge 3444 21


61 Ayurveda College - Old GPO 1213 5


62 Ayurveda College - Chettikulangara 621 6


63 Petta - Petta Railway Station 656 20



64 Petta Jn - Kaithamukku 912 70

65 Kaithamukku - Uppidamoodu 1223 9


66 Murinjapalam - Kumarapuram 1647 2


67 Pallimukku - Kannammoola 1649 30

68 Kannammoola - Kumarapuram 1532 15

69 Kumarapuram - Medical College 1806 14


70 Railway Station West Entrance - Pazhavangadi 1336 26

71 Pazhavangadi - Railway Station West Entrance 1392 29

72 Pazhavangadi - SP Fort Hospital 1540 43

73 SP Fort Hospital - West Fort 1049 15


74 Sreekumar - Housing board 943 21

75 Housing Board - Vanross 1409 8


76 Kesavadasapuram - Nalanchira 4426 11

24. Palayam to DPI

77 Asan Square - Palayam 918 1

78 Palayam - Bakery 2658 8

80 Bakery - Womens College 3498 10

81 Womens College - DPI 1892 2


82 Public Library - Nandavanam 1084 2

83 Nandavanam - Kanakakunnu 3001 12


84 VJT Hall - Aasan Square 1302 3


85 VJT Hall - Jacabs 665 4

86 Jacabs - Central Stadium 1196 3

87 Central Stadium - Statue south 2424 8

28. Vettimurichan Kotta to Eanchakkal via West fort

88 Vettimurichan Kotta - RTO Office 1145 16

89 RTO Office - West fort 1701 43

90 West Fort - Eanchakkal 2588 26


91 Valiyathura - Air Port 876 56

92 Air Port - Shangumugam (O) 425 8

93 Shanghumugham - Vettukkad 665 39

94 Vettucaud - Veli Tourist Village 506 4

95 Veli Tourst Village - Kochuveli Railway Station 428 6

96 Air Port - Shangumugam (N) 657 16




97 Kumarichanda - Thiruvallam (before East Fort Deviation) 3264 17

98 Thiruvallam (before East Fort deviation) - Thiruvallam 1816 25

31. Eanchakkal to Chakka

99 Eanchakkal - Chakka 2874 33


100 Attinkuzhi - Techno Park 2570 15

101 Techno Park - Kazhakkoottam 3410 12

33. Manacaud-Attukkal

102 Manacaud-Attukkal 1866 39

34. Other Roads in East Fort & Statue area

103 AG's Office to Central Stadium 1063 4

104 East fort (Chala deviation) - Padmanabha theatre 837 7

105 Padmanabha theatre - East fort 1699 55

106 Temple Road 1 - Entrance from East Fort 2153 45

107 Temple Road 2 - RTO office to Ramachandra 1692 53

108 Temple Road 3 - By the northern side of Padmatheertha

Kulam 429 12


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