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CHAPTER I:
The inner ring road [IRR] was only briefly touched upon in the first module. We shall now sharpen our focus upon the IRR. As mentioned earlier, this IRR does not correspond to that being worked upon by the GHMC. It almost closely follows the railway tracks in the centre of the city which connect the railway stations Nampally, Secunderabad and Kacheguda. The figures shown in ROBS-2, 1 to 9 contain details of the IRR. The IRR is depicted as a dark blue line in these figures.
Because of road width constraints, traffic moving in opposite directions along the IRR route has to diverge at certain sections.
Let us now see the route taken by the traffic moving along the IRR in the clockwise fashion.
Starting from Nampally, the traffic proceeds along the Public Garden road towards Lakdi-ka-pul, Khairatabad, Punjagutta, Ameerpet, Begumpet, Shyamlal, Paradise, Patny bus stop and then on to the Secunderabad YMCA junction. There it turns right and then turns left at the clock tower to enter the SD road. At Sangeeth junction it turns right towards Rathfile i.e. Secunderabad station. From Rathfile the traffic proceeds towards Chilakalaguda X roads where it takes a right turn to enter the Boyiguda road and goes along the Mushirabad, Chikadpally
and Narayanaguda main roads to reach the Maheshwari theatre crossroads. There it turns left to enter the Kacheguda station road to reach the Kacheguda Railway station. From there the traffic proceeds towards the Chaderghat crossroads where it travels straight along the Maulvi Aladdin road. Passing through Ranga Mahal it turns left to reach Afzalgunj, passing by the Gowliguda bus depot. From Afzalgunj the traffic reaches the Zambagh crossroads after passing along the Siddiamber Bazaar main road. From here the traffic proceeds along the Nizam Shahi and Mukhram Jahi roads to enter the
Let us now see how the traffic moves in the anticlockwise direction upon the IRR. Starting from Nampally station, it proceeds towards Mozamjahi Market crossroads where it turns right to enter the Siddiamber Bazaar main road. After reaching Afzalgunj the traffic proceeds towards Chaderghat crossroads passing by Gowliguda bus depot. From there the traffic proceeds towards Maheshwari theatre crossroads after passing through Kacheguda Railway station. Here it turns right and proceeds towards Chikadpally and Mushirabad. Passing beneath the Oliphant tunnel it turns left to reach the Secunderabad station. Here it turns right to reach the clock tower island via St. Mary’s Road. At the clock tower roundabout it turns right and then turns left to reach the YMCA crossroads. At the crossroads it turns left to enter the SP road. It travels along this road to touch Patny,
From the description given of the routes taken by the traffic traveling in opposite directions upon the IRR, it should be observed that there are three places where these two sections of traffic diverge. The first place of divergence is at Lakdi-ka-pul. ROBS-2, figures 6 and 7 show this place of divergence. The second place where the divergence occurs is between Rathfile junction at Secunderabad station and the roundabout at the clock tower. ROBS-2, fig 3 shows this place of divergence. The third place where the clockwise and anticlockwise traffic diverge from one another is at the Afzalgunj bus stop. ROBS-2, fig 5 shows this place of divergence.
It should be observed that all the routes taken by the traffic moving in either the clockwise or anticlockwise direction upon the IRR are upon existing bus routes, very busy routes at that. It has been pointed out in an earlier article that a huge chunk of city bus routes [? 70%] are centered at Secunderabad railway station. Nampally station also is the originating point for a minor chunk of city bus routes. A few bus routes start out from Kacheguda station. Thus the IRR connects all the three long distance train stations of Secunderabad,
This matter has been written for ROBS-2. Some concepts may have been changed at the present moment of time.
CHAPTER VIII: FEEDER BUS SERVICES
Let me first describe the features of a ‘model’ feeder bus service.
Feeder buses have to operate in both clockwise and anticlockwise directions in the area selected.
Figures 10a and 10b, of ROBS-2 shows the details of the feeder bus services in the feeder area selected. The feeder area selected, which may be called as F 1 feeder area, includes the following areas: SR Nagar, Ameerpet, Kundanbagh, Balkampet and Sanatnagar.
Let us first see the route taken by the feeder buses that travel in the anticlockwise direction. This route [Figure 10a] is depicted by the numbers 1 to 42.
The feeder bus starts from the Umesh Chandra statue at Sanjeeva Reddy Nagar junction [1] and proceeds east along the SR Nagar main road. After passing the SR Nagar Police station on its right, the bus turns right at the T-junction ahead to enter the Balkampet Main road [2]. Going southwards it turns right again to enter the road that goes towards Maithrivanam [3]. When it reaches the Maithrivanam junction, it turns left to rejoin the main road [4]. After reaching the Ameerpet crossroads the bus turns left to enter the Sheesh Mahal road [5]. Proceeding along that road [IRR] it turns left to enter the Balkampet main road [6]. At [7] it turns right to enter the road that leads to the Guru Nanak municipal playground junction [8]. Here it turns right and travels along the Dharam Karan road to reach the Sheesh Mahal road [9]. At Lal Bungalow [10] the bus takes the mild right curve to reach Greenlands junction [11] where it turns left. Traveling along the road adjoining the Greenlands flyover it
reaches the sub-flyover road [12] where it turns right and enters the Kundanbagh road. Proceeding along this road it passes the
It should be observed that this anticlockwise feeder bus route serves mostly the interior locations of the feeder area. Hence it would be apt to call the feeder buses going along the anticlockwise route as inner feeder buses.
Inner feeder buses may be given a light blue external color for identification purposes.
Let me now describe the route to be followed by feeder buses which proceed in the clockwise direction in the service of the public in F-1. Kindly study ROBS-2, fig 10b to follow the description below:
These feeder buses start out from the Sanatnagar bus terminus and proceed towards the Sanatnagar main road where they turn right [1] to reach the Fatehnagar flyover. Upon this tri-road flyover, at [2], they take a left turn and travel straight along the Fatehnagar main road to reach the Balanagar main road [NH 9]. At this junction [3], they turn left to reach the Balanagar crossroads where they turn left [4]. Going along this road they take two left turns [5 & 6] and join the Fatehnagar main road at [7].
[The road just proximal to [6] has a causeway that runs on the bed of a nala that goes to the Hussein Sagar. During the rainy seasons, flooding may render this stretch of road non-motor able. Construction of a bridge over the nala at this place is necessary.]
At the Fatehnagar main road [7] the feeder buses take a right turn and reach the Fatehnagar flyover once again. They travel straight upon this flyover to reach the Yellamma temple crossroads where they turn left at [8] and reach the
Feeder buses operating in the clockwise direction do so mainly in the outer boundaries of the feeder area and hence may be also called as outer feeder buses.
Giving outer feeder buses a dark green color helps for ready identification.
Smaller sized buses should be planned for such feeder areas where the population density is high and the lanes very narrow. In all other areas it is considered best to have higher capacity buses [44-seater] which can effectively meet the transportation needs of the commuters during peak hours.
Wherever possible, the roads/lanes upon the route taken by the feeder bus in the interiors of the feeder area are made one-way.
All the roads/lanes traversed by the feeder bus in the interiors of the feeder area are to be declared to be under ‘no parking’ category for personal vehicles.
All the feeder bus roads/lanes are carefully maintained, freed from pot holes and ditches. Crudely constructed speed breakers are demolished and vehicle-friendly speed breakers of international specifications alone are constructed wherever needed.
Good street lighting is to be provided upon the feeder route. Fused bulbs are immediately replaced.
Traffic regulations upon the feeder bus routes should be in favor of the feeder buses. Upon 2-way roads feeder buses have the right of way. At smaller intersections located in the interiors of the feeder area, feeder buses are given priority.
[While on this matter, I feel it pertinent to point out two needful traffic regulatory measures which need to be implemented upon the tri-road Fatehnagar flyover. Traffic coming up upon the flyover from Fatehnagar and Sanatnagar should be denied taking a right turn upon the flyover. This measure will greatly reduce the traffic congestion being regularly witnessed at this flyover at the present moment of time. Banning movement of cyclerikshaws upon this flyover during peak hours should also be considered.]
Sounding of horns is prohibited upon feeder roads/lanes.
Traffic speeds should not exceed 20 kmph.
CONNECTIVITY WITH NEIGHBORING FEEDER AREAS:
Where road connectivity between adjacent feeder areas is denied by the presence of rail tracks and lack of level crossings and where flyovers are the only means of road-interconnectivity between the neighboring feeder areas, the outer feeder buses should be sent upon the flyovers to have a brief point of contact with the neighboring feeder area and then return back to their own feeder area.
The F 1 feeder area detailed above has three flyovers that get the road traffic over the rail tracks: Greenlands/Begumpet flyover, Fatehnagar flyover and the Bharatnagar flyover. The F 1 outer feeder buses are however not sent over all these three flyovers but over only one of them: the Fatehnagar flyover. At the two other flyovers, the outer feeder buses from the adjacent feeder areas should be given the task of providing interconnectivity. Outer feeder buses from the Begumpet feeder area should come over the Begumpet flyover and return after having a point of contact in Ameerpet. Likewise, outer feeder buses from the Bharatnagar area should come over the Bharatnagar flyover and return after a point of contact in Erragadda. In feeder areas where the over-rail road flyovers are more than the available adjoining feeder areas, outer feeder buses need to ply over two or more flyovers as the need be.
Planning for the bus stops has to be done keeping the commuters’ convenience in mind. As many bus stops as needed should be provided. Commuters should be able to walk ‘walk able’ distances to get to their bus stops. Inconveniently located bus stops or insufficient numbers of bus stops should not be inhibiting factors for patronage of bus services.
Upon the peripheral boundary of the feeder area, existing bus stops continue as usual. Additional bus stops need to be provided if felt desirable or upon request of the public.
Inter-connectivity between feeder bus services and bus services being run upon RTR and IRRs have to be ensured. Bringing feeder bus services and their bus stops in close proximity with RTR-IRR bus stops/bays will ensure that the feeder area is connected to the rest of the city. Under ROBS, a very high level of connectivity between all parts of the city will be achieved by the feeder, RTR and IRR buses.
Interconnectivity between feeder bus services and rail services has to be provided wherever possible.
Attention is to be given to the Sanatnagar bus terminus. Presently buses from many bus terminals in the city have Sanatnagar as one of their terminating points and many buses pass through this terminus. Under ROBS, only F 1 buses, outer and inner, would be using the services of this place. Available space can be built up to provide maintenance and repairs for the buses, refreshment and toilet facilities for the bus drivers and office space for administrative purposes.
During peak hours feeder buses run non-stop. During the slack hours of the day bus drivers are allowed to have rest at this Sanatnagar terminus where parking of buses will not pose a problem. During nights, buses are not to be totally withdrawn but a minimum level of services has to be extended to the public. Service is 24x7.
With this I feel I should come to the conclusion of this chapter upon feeder bus services. The details of the feeder areas to be developed all over the city needs a lot of time and I feel it should be dealt with in a separate module. I want to make one final observation before closing this chapter. Present day emphasis is upon speed [rapid transit]. This speed is desirable upon the RTR and IRR roads. The heavy flow of traffic upon arterial roads may be likened to the flow of blood in the arteries pumped out forcefully from one’s heart. The speed of blood flow is high so as to reach the target organ on time. Once within the organ, the blood velocity slows down greatly at the capillary level where exchange of gases and liquids take place between the blood and the tissues. The slow flow of blood in the capillaries may be likened to the slow speeds of feeder buses. More importance is given for picking up and dropping of commuters at or near to their originating or destination points. Authorities concerned with providing public transport services need to give as much importance to ‘slow’ feeder services as they give to ‘rapid’ services. Concentrating merely upon ‘rapid’ services results in an imperfect public transportation and will have poor public patronage of the bus services as a consequence.
The above write up belongs to my article ROBS, module 2.
I have not mentioned the role of the feeder bus in this aspect of transporting of solid wastes. One relevant point which remained unmentioned in Troff's document needs to be mentioned: use of the luggage carriers affixed to the bus' top [see last two lines on page 9 of TROFF]. the luggage carriers atop buses could be utilized to transport 'commercial dry waste' i.e. plastic bottles, paper, cardboard, metal etc. from the LPCs [local processing centers] to the end-users directly...a role being shown to be played by the 'other vehicles' in our LPC figure. This adds to the bus' revenue, decreases the numbers of smaller vehicles upon the roads, [reduction in traffic congestion and air pollution levels], enables end-users of commercial waste to get their 'raw materials' at lower transportation costs.
Large sized plastic bags of different colors for identification purposes have to be deployed: this will allow for efficient movement of the goods and also be of an aesthetic value.
