Majestic - Final Report - Cycle Dayurbantransport.kar.gov.in/Better Access to Majestic...

Consultancy Assignment for the Rapid Assessment Studies and Scheme Formulation Final Report For Priority Projects in Bangalore Metropolitan Region

CRAPHTS Consultants (I) Pvt. Ltd. DULT

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1. INTRODUCTION 1.1 General

The Majestic Area with its focus on Kempe Gowda Bus Station and the Railway Station

automatically qualifies as one of the most active transport nodes (for both intra-city and

intercity traffic) with intense transit activities (Plate 1.1). The area swarms with users and

transport modes of a very mixed description. Worse, each one scrambles for the apparently

inadequate circulation / distribution area available within the nearby vicinity. Congestion is

further compounded with confusion and conflicts (Plates 1.2 - 1.3).

The pedestrians (very large numbers) and the NMTs (comparatively fewer) clearly come out

as the most vulnerable traffic units in this madness. Lack of definition of use of space

renders indiscipline as the ruling trait for survival. There are certain planning related issues

along with regulation that only make the whole situation even more chaotic.

Understandably, the objective of this study was to restore safety and efficiency of operations

of all modes of traffic and prima facie, there is an urgent need for better space management

towards bringing in higher levels of safety and efficiency for all categories of users of this

area.

An earlier study carried out by the CRAPHTS Consultants (I) Pvt. Ltd. for KRDCL (2001)

recommended a comprehensive traffic management scheme for this area. However, with

passage of time, the problems have become more intense and a re-look into this was desired

by the DULT-Bangalore.

The core area is actually accessed from all directions and the T.O.R makes a mention of this

while describing the study area. A specific mention is also made about seamless integration

of pedestrian facilities that understandably, holds the key to any satisfactory solution to the

traffic problems plaguing the Majestic Area of the city of Bangalore. It is generally with such

objectives that the present study has been initiated by the Directorate of Urban Land

Transport of Bangalore.



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Plate 1.2: View showing traffic chaos within the study area

Plate 1.3: Another view showing traffic congestion in Majestic Circle area



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1.2 The Study Area

As per the T O R, the study area is the area that could be thought to be cordoned by the

following intersections:

• Mysore Bank Circle

• Anand Rao Circle

• Central Talkies Intersection (Natraj Theatre)

• Leprosy Hospital Junction

• Binny Mill Circle

• Mysore Road – T. C. M. Royan Road Intersection

• Briand Square

In effect, the above intersections occur on the following roads:

• K. G. Road

• S. Chattram Road

• Platform Road

• Old Mysore Road

• T. C. M. Royan Road

• Mysore Road

• Avenue Road

The area inscribed within the road segments as mentioned above witnesses intense

movement of people and vehicles. Figure 1.1 shows the Study Area in the form of a key

plan. Figure 1.2 shows the key index map of the Majestic area.



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Figure 1.2 Key Plan showing the Majestic area



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Figure 1.1 Key Plan showing the Study Area

1.3 Objective and Scope of the work 1.3.1 Objective

The primary objective of this study was to evolve implementable solutions towards enhancing

the accessibility of the area as a whole along the major approach roads for all categories of

traffic (with special emphasis on safe pedestrian movement) while simultaneously ensuring

higher degree of mobility within the designated area.

1.3.2 Scope of Work

Towards achieving the above objectives the T O R outlines the scope of work in the following

manner

• Reviewing the existing traffic situation in the Study area as bounded by Entry and

Exit points as stated earlier.

• Consultation with all stakeholders to gather perspectives and preferences.



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• Conceptualizing and evolving appropriate solution for both motorized and non-

motorized traffic.

• Recommendation of appropriate financing mechanism for the proposed schemes

including costing of the proposals.

• Appropriate recommendation for the construction and management of the proposed

facilities.

• Any other recommendation deemed fit by the Consultant.

1.4 Field surveys carried out Figure 1.3 shows the locations for carrying out 16 hours category wise traffic volume

surveys. Additional sample traffic volume surveys were carried out at some of the other

important intersections within the study area. Figure 1.4 shows the links and nodes covered

under speed and delay survey. On- street parking is rampant around the bus/rail station and

parking surveys were carried out at all such major parking pockets. Pedestrian volume survey

was carried out along/ around the FOBs and underpasses in addition to some of the more

critical intersections. Signal timings and queue lengths were studied at all the designated

intersections.

Figure 1.3 Key Plan showing the Traffic Survey Locations



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Figure 1.4 : Key Plan showing Links and Nodes selected for Speed and Delay Survey

The surveys that had been carried out were:

• Traffic Volume Survey for 16 hours at seven designated intersections. Five additional

intersections were also considered by the consultants towards imparting

comprehensiveness in the traffic volume data for the study area as a whole.

• Speed and Delay survey over the entire designated road network within the study

area along with signal time and queue length surveys at intersections

• Pedestrian volume survey at locations of critical pedestrian activity

• Parking survey at areas with significant parking demand

• Topographic survey of roads and intersections within the study area

• Stake holders’ opinion survey

1.5 Work done prior to submission of Final Report

The Inception Report and the Database Report on this study have already been submitted by

the Consultants. Database Report gives the detailed data base that has been created by the

consultants on the basis of actual field surveys carried out (above mentioned Traffic surveys)

during December 2008.



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2. EXISTING SYSTEM OF TRAFFIC OPERATION AND PROBLEM DEFINITION

2.1 General

The Majestic is the main central core area of Bangalore city. It has KSRTC, the BMTC Bus

stations, South-Western railway station and activities related to administrative, commercial,

entertainment and law located around this area. These activities generate heavy traffic

demands within the study area.

2.2 Road network characteristics within the study area

The road widths within the study area are not at all consistent. The central core being

essentially a transport hub, all the streets seem to literally radiate to / from this area. The

Right of Way (ROW) widths are also not defined. Many of the intersections have more than

four arms and quite a few of the others are skew intersections. There is a huge

concentration of activities along the road corridors and further widening of roads is often

impossible without affecting the adjoining structures. In other words, the network capacity

towards cannot be altered very easily. One could of course resort to construction of two tier

roads as a long term measure. But even then, many of the roads would not offer any space

for provision of ascending and descending ramps which would otherwise be vital towards

providing accessibility and connectivity to such facilities. In the urban context (and

particularly in core areas) accessibility is of paramount importance even if it comes at the

cost of a certain degree of loss in mobility.

2.3 Existing traffic circulation

Presently, several major roads in Majestic area are operating under one-way system of

circulation. Subedar Chatram Road is one-way between Anandrao circle to KG circle (towards

KG circle). Seshadri road is one-way between Khoday Circle and Anandrao circle (towards

Anandrao circle). KG road is one-way between Mysore Bank Circle and KG Circle (towards KG

Circle). Avenue Road is one-way between City Market Intersection and Mysore Bank Circle

(towards Mysore Bank Circle). Bhashyam Road is one-way between Shantala Intersection

and Briand square (towards Briand Square). TCM Royan road is one-way between Mysore

Road-TCM Road intersection and Shantala Intersection (towards Shantala Intersection).

Nagappa Road is one-way between Swastic Intersection and Central Talkies (towards Central

Talkies). Loop Road is one-way towards Race course. Road at Briand Square going towards

Chamarajpet is one-way towards Chamarajpet. Palace Road operates as one-way in the



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direction away from the Mysore Bank Circle. District Road is one-way towards Mysore Bank

Circle. Road from KG Circle towards Upperpet Police Station is one-way towards Upperpet

Police Station. Road from KG Circle towards Elite Hotel is one-way towards Elite Hotel. KR

road is one-way towards City Market Intersection. The existing traffic flow pattern is shown

in Figure 2.1.

Figure 2.1 : Existing system of Traffic Circulation within the Study Area

2.4 Traffic Characteristics

2.4.1 Critical Intersection Traffic Volumes

Intersection Traffic Volume survey was carried out for sixteen hours at 7 Intersections, as

mentioned in the TOR on an average working day. Additionally this was also carried out for

five more intersections within the study area as mentioned elsewhere in this report. The

morning and evening traffic peaks are generally spread over between 9:30 AM – 11:30 AM

and 5:00 PM – 8:00 PM at almost all the locations. The Mysore Bank Circle with 10298 PCUs

in the morning has been observed to receive the highest morning peak hour traffic flow. The

Platform Road – Old Mysore Road Junction with 14314 PCUs in the evening has been



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observed to receive the highest evening peak hour traffic flow. Tables 2.1 - 2.2 show the

morning and evening Peak hour traffic flow characteristics at various intersections.

Table 2.1: Peak Hour Traffic at Intersections in descending order (Morning)

Morning P/H* Traffic Sr. No. Intersection Vehicles PCUs

1 Mysore Bank Junction 9415 10298 2 Briand Square 7122 7683 3 Anandrao Circle 7032 7063 4 Leprosy Junction 6512 6803 5 Central Talkies Junction 5770 6770 6 Binny Mill Junction 5767 5787

7 TCM Royan Road-Mysore Road Junction 5345 5665

Table 2.2: Peak Hour Traffic at Intersections in descending order (Evening)

Evening P/H** Traffic Sr. No. Intersection

PCUs 1 Platform road – Old Mysore Road Jn 14314 2 Mysore Bank Junction 12023 3 Briand Square 9751 4 City Market Jn 9190 5 Shantala 9103 6 KG Circle 8083 7 Leprosy Junction 7777

8 TCM Royan Road-Mysore Road Junction 7726

9 Anandrao Circle 6966 10 Central Talkies Junction 6403 11 Binny Mill Junction 5994 12 Ayurvedic Hospital 2514

2.4.2 Traffic Volume – Capacity Ratios along major corridors

Congestion Index is estimated by dividing the peak hour traffic volume in PCUs with the

practical capacity in PCUs. The practical capacity is the multiple of the actual width of the

road and the design service volume (1200 PCU/lane). Table 2.3 shows the Intersection wise

Congestion Index (Volume-Capacity ratio) of the roads.



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Table 2.3: Congestion Index (Volume-Capacity ratio) of the roads

Link

SNO Road

From To

Existing Traffic

Orientation Direction

No of Equivalent

Lanes

Peak Hour Traffic

Volume in PCUs (V)

PCU per equivalent lane width

of Road

Practical Capacity in PCUs

Congestion Index (V/C)

Average Peak

Running Speed

(Kmph)

Average Peak

Journey Speed

(Kmph)

Time difference between

actual travel time and

time to travel at 30kmph speed (sec)

1 Seshadri Road Anandrao Circle Ayurvedic

Hospital One-way To Anandrao Circle

4.6 2950 641 5520 0.53 29 9.5 77.94

To Andrao Circle2 2151 1076 2400 0.90 21.5 14 205

2 SC Road Anandrao Circle Central Talkies Two-way To Central

Talkies 2 1416 708 2400 0.59 28.5 28 50.72

3 Loop Road Anandrao Circle Race Course One-way To Race Course4.7 295 63 5640 0.05

To Anandrao Circle 2 1866 933 2400 0.78 4 Seshadri Road Anandrao Circle KR Circle Two-way

To KR Circle 2 892 446 2400 0.37

5 SC Road Anandrao Circle

KG Circle One-way To KG circle

4 4364 1091 4800 0.91 22.5 16 65.06

To Binny mill 1.75 3458 1976 2100 1.65 23.75 23.75 23.24 6 Tank Bund Road Leprosy Hospital Junction Binny Mill Two-way

To Leprosy 1.75 2468 1410 2100 1.18 22 15 113.32 7 Old Mysore Road Leprosy Hospital Platform rd-Old Two-way To Leprosy 2.4 2514 1048 2880 0.87 22.75 21 123.94



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Junction Mysore rd Junction

To Platform rd-Old mysore rd

Junction 1.84 1832 996 2208 1.14 22 16.75 174.28

To Magadi Road1.7 3486 2051 2040 0.90

8 Magadi Road Leprosy Hospital Junction

Magadi Road-Rajkumar Road

Junction Two-way

To Leprosy 1.7 1805 1062 2040 0.88

To Binny Mills 1.75 3458 1976 2100 1.65 23.75 23.5 23.24 9 Tank Bund Road Binny Mill Circle Leprosy Hospital Junction Two-way

To Leprosy 1.75 2468 1410 2100 1.18 22 15 113.32 To Binny Mills 1.7 1724 1014 2040 0.85 10 Tank Bund Road Binny Mill Circle Mysore Road Two-way To Mysore road 1.7 2246 1321 2040 1.10 To Binny Mills 1.37 1326 968 1644 0.81 17.75 17.25 45.96

11 Binny Mill Circle TCM Royan Road Two-way To TCM Royan Road 1.37 1961 1431 1644 1.19

To Briand Square2 4176 2088 2400 1.74

12 Mysore Road Briand Square

TCM Royal Road - Old Mysore

Road Intersection

Two-way To TCM - Mysore

Junction 1.5 2460 1640 1800 1.37 25 25 10.16

13 Bhashyam Road Briand Square Majestic

One-way To Briand Square2 2206 1103 2400 0.92

To Briand Square2.5 2197 879 3000 0.73 22 18.75 59.38 14 Mysore Road Briand Square City Market Two-way

To City Market 2 4199 2100 2400 1.75 20.5 12 174.8

15 Sultan Road Briand Square Chamarajpet One-way To Chamarajpet 2 3380 1690 2400 1.41

16 SC Road Central talkies Junction

Swastic Intersection One-way To Central

Talkies 4.5 3917 870 5400 0.73 2.5 50.72



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To Central Talkies 1.72 2857 1661 2064 1.38 28.5 28.5 2

17 Platform Road Central talkies Junction

Platform Road-Old Mysore Road

Junction Two-way To Platform

Road- Old Mysore Jn 2.18 4100 1881 2616 1.57 22.25 19.5 118.3

18 Central talkies Junction Malleshwaram One-way To Malleshwaram

4.8 4255 886 5760 0.74

19 KG Road Mysore Bank Circle KG Circle

One-way To KG circle 4.1 8309 2027 4920 1.69 20.75 14.25 95.22

20 Palace Road Mysore Bank Circle Palace Road

One-way To Palace Road 4 2297 574 4800 0.48

To KR Circle 1.9 1068 562 2280 0.47 21 Post Office Road Mysore Bank

Circle KR Circle Two-way To Mysore Bank Circle 1.9 2050 1079 2280 0.90

22 District Office Road

Mysore Bank Circle Hudson Circle

One-way To Mysore Bank Circle 6.7 7945 1186 8040 0.99

23 Avenue Road Mysore Bank Circle City Market One-way To Mysore Bank

Circle 2.4 2064 860 2880 0.72 17.25 9.5 292.2

To TCM - Mysore Junction

1.5 2460 1640 1800 1.37 25 25 10.16 24 Mysore Road TCM Royal Road

- Old Mysore Road Junction

Briand Square Two-way

To Briand Square2 4176 2088 2400 1.74

To TCM-Mysore Junction

2 5266 2633 2400 2.19 25 Mysore Road TCM Royal Road


Mysore Two-way

To Mysore

1.85 1697 917 2220 0.76 26.5 21



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26 TCM Royal Road TCM Royal Road


Majestic One-way To Majestic

2 1853 927 2400 0.77

27 KG Circle KG Circle Upperpet Police

Station (Shantala)

One-way To Upperpet Police Station

(Shantala) 2.7 4235 1569 3240 1.31 28.75 24.5 262.6

28 KG Circle Elite Hotel One-way To Elite Hotel 2.7 3848 1425 3240 1.19 11.25 24.64 29 SC Road KG Circle Andrao Circle One-way To KG circle 4 4364 1091 4800 0.91 22.5 16.25

30 KG Road KG Circle Mysore Bank Circle One-way To KG circle

4.1 8309 2027 4920 1.69 20.75 14.25 95.22

31 Bhashyam Road Shantala Circle Briand Square One-way To Briand Square

2 2206 1103 2400 0.92

32 TCM Royan Road Shantala Circle

TCM Royan Road - Old Mysore

Road Intersection

One-way To Shantala

2.73 4432 1623 3276 1.35

33 Gubbi-Thotadappa Road Shantala Circle Railway Station Two-way To Railway

Station

8.4 4611 549 10080 0.46 19 12 115.6

Two-way To Upperpet Police Station

4.9 1956 399 5880 0.33 8.5 9 40.86 34 Tank Bund Road Shantala Circle Upperpet Police Station

Two-way To Shantala 4.3 4670 1086 5160 0.91 22 9.5 262.6



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To Platform-Old Mysore Jn

2.7 6117 2266 3240 1.89 19.75 21.25 174.28 35 Old Mysore Road

Platform Road-Old Mysore

Road Junction Rajaji Nagar Two-way

To Rajaji Nagar 2.2 6187 2812 2640 2.34 23 18.75 123.94

To Railway station 2.2 5279 2400 2640 2.00 19 18 40.73 36

Platform Road-Old Mysore

Road Junction Railway Station Two-way

To Platform road-Mysore Jn 1.95 4100 2103 2340 1.75

To Central Talkies 1.72 2857 1661 2064 1.38 28.5 28.5 2

37 Platform Road Platform Road-

Old Mysore Road Junction

Central Talkies Two-way To Platform Road- Old Mysore Jn 2.18 4100 1881 2616 1.57 22.25 19.5 118.3

Two-ways To City Market 2 4199 2100 2400 1.75 20.5 12 174.8 38 Mysore Road City Market

Junction Briand Square Two-ways To Briand Square

2.5 2197 879 3000 0.73 21.5 18.75 59.38

39 KR Road City Market Junction KR Road One-way To City Market

3.66 6347 1734 4392 1.45

40 Avenue Road City Market Junction

Mysore Bank Circle One-way To Mysore Bank

Circle 2.4 2064 860 2880 0.72 17.25 9.5 292.2

41 Seshadri Road Ayurvedic Hospital Junction

Anandrao Circle One-way To Anandrao circle

1.8 156 87 2160 0.07

To Platform Road

2.78 1552 558 3336 0.47 42 Ayurvedic Hospital Junction

Platform Road Two-way

To Majestic 2.78 807 290 3336 0.24



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2.4.3 Peak hour – peak direction delay and average journey speeds along corridor segments

Table 2.4 gives the running and journey speeds offered by different roads (between nodes)

within the study area. The node identification numbers are given in the Index plan of the

area (Ref: Figure 1.2).

Table 2.4 Peak hour peak direction Running and Journey speeds

SL. No. Start Node

End Node

Delay (Sec)

Average Running Speed

(Kmph)

Average Journey Speed

(Kmph)

1 8 19 0 28.3 28.3

2 19 20 0 21.5 21.5

3 20 21 0 2.5 2.5

4 21 22 30 27.0 19.3

5 22 1 46 22.3 19.5

6 1 24 2 21.8 21.3

7 24 23 46 25.0 15.3

8 23 25 16 22.8 20.0

9 25 26 0 23.8 23.8

10 26 26A 4 14.3 14.0

11 26A 28 38 15.5 12.5

12 28 30 118 20.5 12.0

13 30 29 203 17.3 9.5

14 29 6 51 20.8 14.3

15 6 4 13 28.8 24.5

16 4 3 210 22.0 9.5

17 3 2 65 19.0 12.0

18 2 7 0 25.0 25.0

19 7 8 66 23.3 9.5

20 8 6 37 22.5 16.3

21 6 5 14 17.5 11.5

22 5 7 0 26.8 26.8

23 7 22 5 25.8 24.3

24 1 2 5 19.0 18.0

Peak hour peak direction running and journey speeds along different road segments are

shown in Figures 2.2 – 2.3.



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2.4.4 Critical pedestrian activity areas

Presence of BMTC bus station, Kempegowda bus station, railway station, many administrative

offices, entertainment facilities and commercial areas in and around the study area results in

generation of considerable volume of pedestrian traffic. Pedestrian volume survey had been

carried out along/ around the FOBs and underpasses in addition to some of the more critical

intersections. Figure 2.4 shows the intense pedestrian activity areas within the Majestic

area.



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Figure 2.2: Running speeds of various roads in the study area



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Figure 2.3: Journey speeds of various roads in the study area



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Figure 2.4 Key plan showing areas of intense pedestrian activity

2.4.5 Role of Slow Traffic

The details of peak hour traffic compositions at various intersections are given in Table 2.5.

It is observed that the percentage share of light fast vehicles varies from 85% to 95% of the

total traffic.

Table 2.5: Peak Hour Traffic Composition at Intersections

Heavy fast traffic (PCUs)

Light fast traffic (PCUs)

Slow traffic (PCUs) Total (PCUs)

Intersection Veh. % Veh. % Veh. % Veh. %

Leprosy Junction 655 9.12 5790.3 90.17 51 0.71 7777 9.41

Binny Mill Junction 447 7.2 5108 89.14 175 3.05 5994 8.34

Anandrao Circle 268 3.81 6734 95.76 30 0.43 7032 8.87

Briand Square 502 5.28 8945 94 69 0.73 9516 9.75

Mysore Bank Junction 722 6.38 10561 93.28 39 0.34 11322 8.92 Central Talkies Junction 680 11.93 4994 87.61 26 0.46 5700 9.02 TCM-Mysore Road Junction 495 6.76 6747 92.16 79 1.08 7321 NA

KG Circle 538 7.40 6730 92.52 6 0.08 7274 NA



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Ayurvedic Hospital 360 19.85 1452 80.04 2 0.11 1814 NA

Shantala 266 3 8558 96.61 34 0.38 8858 NA Platform road – Old Mysore Road Jn 794 6.05 12322 93.85 17 0.13 13129 NA

City Market Jn 818 1045 6908 88.24 103 1.32 7829 NA

2.4.6 Critical Parking Demand

Parking survey was carried out towards gathering information on parking demand, extent of

usage of parking facility and availability of parking space. Parking surveys were carried out at

Railway station at 10 AM and 6 PM for two days. Table 2.6 shows the total number of

parked vehicles at Railway station.

Table 2.6: Parking survey at Railway station

Day 1 Day 2 10Am 6PM 10Am 6PM

Total 198 197 233 180

2.5 Problem Definition

2.5.1 Stake Holder’s Opinion

The stake holders namely, BMTC, KSRTC, BMRCL, BDA, BBMA, SWR, Traffic Police, Traders’

Association, BESCOM, BWSSB, RTO and Auto & Taxi Associations were approached for their

observations and suggestions towards resolving the existing traffic problems within the study

area. Table 2.7 lists the suggestions / observations of the stake holders.

Table 2.7: Stake Holder discussion summary

SNO DESCRIPTION COMMENTS

1 Pedestrian

Observations

1. Problems in free movements of pedestrians 2. Footpaths are occupied by the shops at all the important

intersections and at various places in Majestic area

Suggestions

1. Underpass and skywalks should be provided for free movements of pedestrians at suitable places wherever the pedestrian traffic is significant

2. Laying of footpaths on all the roads according to requirements



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3. Encroachments (Shops located on footpaths) to be removed

2 Congestion at Intersections

Observations 1. Congestion at all times of the day at all the intersections 2. Intersections are located very close to each other 3. Traffic congestion along all the roads around the

Majestic area 4. Buses (BMTC & KSRTC) stop in the middle of the roads

Suggestions 1. Separate bus lanes on every road should be provided 2. Elevated roads required at all the intersections 3. Elevated roads over existing roads to avoid congestion 4. Decentralization of the bus station to decrease number

of buses to Majestic area 5. Mini-bus stations should be constructed to de-centralize

the Majestic area 6. Flyover at KSRTC bus station towards Mysore road 7. Flyover at KSRTC bus station to towards Nilmangla 8. Private buses should have their own bus station 9. Separate bus corridors (Elevated flyovers) purely for

buses (KSRTC and BMTC) 10. Proper Traffic Management to decongestion the area 11. Signal system should be properly revamped 12. Widening of roads as much as possible should be

attempted for all the roads near the Majestic area 13. Capacity of buses should be increased to take in more

traffic 14. Separate Bus Bays should be provided for BMTC and

KSRTC 15. Work- at - home facility should be implemented 16. Film theatre should be removed from the Majestic area 17. Malls, Big Bazars should not be allowed any more

3 Parking

Observations 1. On street parking of vehicles reduces the effective

carriageway width of the road. This leads to congestion of roads. Suggestions

1. More number of parking lots around the Majestic area has to be provided to meet the parking demand

2. One side parking facility to be provided at wider roads 3. Proper education of people and drivers about road

usage and safety 4. Multi-storey parking should be developed

4 Bus Stops/Bus Bays

Observations 1. Buses (BMTC & KSRTC) stop in the middle of the roads 2. No travel bus terminals (stations)



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Suggestions 1. Separate bus lanes on every road should be provided 2. Separate Bus Bays should be provided for BMTC and

KSRTC 3. BMTC buses should travel from destination to

destination without connecting Majestic area 4. Private bus pick-up area for private buses should be

provided 5. Private buses should have their own bus station 6. Trained drivers should be employed by BMTC and

KSRTC 7. De-centralization of bus station should be done

2.5.2 Traffic problems as revealed from the study

A total of 12 intersections have been taken up for study in the Majestic Circle area. Highest

peak hour volume of 14314 passenger car units has been recorded at Platform road – Old

Mysore road junction followed by 12023 passenger car units at Mysore Bank circle and 9751

passenger car units at Briand Square intersection. As much as 5 out of 12 intersections

recorded peak hour traffic volumes over 9000 PCUs while another 6 intersections recorded

peak hour traffic volumes between 5000 – 9000 PCUs. Only one intersection i.e. Ayurvedic

Hospital junction recorded less than 5000 PCUs.

Journey speeds on most of the roads in Majestic Circle area are below 20 Kmph. Of the 36

road links studied, journey speeds along 25 road links are below 20 Kmph. Lowest journey

speeds of 2.5 Kmph was observed along SC Road from Anandarao circle to Central Talkies.

Journey speeds along Seshadri Road, Avenue Road and Dharmambudi Road were observed

to be less than 10 Kmph during peak traffic periods. The journey speeds are low mainly

because of inconsistent road widths and excessive delays at intersections.

It is observed that the degree of congestion at the approach roads at several intersections in

the study area is very high. Some of the roads which were observed to have very high

degree of congestion are Platform road, Old Mysore road, KG road, Magadi road, Road

leading to Elite hotel junction from KG circle, KR road, Seshadri road, Avenue road, Mysore

road, Bhashyam road mainly due to inadequate road width and lack of segregation between

opposing direction traffic.



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3.0 TRAFFIC PROJECTIONS

In an endeavor to get an insight into the existing traffic characteristics at different

intersections, the Consultants conducted intersection turning movement and volume survey

during December 2008 as mentioned elsewhere in the report. The survey was carried out for

sixteen hours at 7 intersections (from 7Am to 11PM), as mentioned in the TOR on an average

working day. Additionally one hour traffic volume survey was also carried out during peak

hour i.e. 5PM to 6PM for five more intersections within the study area. The data collected

through above survey were analysed. The consultants are in possession of peak hour traffic

volume data for most of these intersections for the year 2001. Trend analysis of the data for

2001 and 2008 indicates that the peak hour traffic volumes of these intersections remained

practically unchanged at most locations. There are a few locations where the peak hour

traffic volumes had indeed gone down marginally during the course of the last seven years.

This was primarily due to the one way system of traffic circulation introduced on the basis of

the recommendations made by the CRAPHTS during 2001. Trend analysis at this juncture is

therefore not going to be a useful tool for projecting the traffic volumes within the study

area. Projection of traffic through other sophisticated modeling techniques are also not

applicable for a mall isolated pocket in a metropolitan city. The consultants have vast

experience in projecting traffic under similar situations for other Metro Cities like Delhi,

Hyderabad etc. It is observed that under conditions of stable land use, the growth in traffic is

usually 1.5% p.a. In absence of any other information therefore, the consultants have

projected the traffic at the study locations @1.5% p.a (compound). The international practice

these days is to revalidate the traffic data every five years. Hopefully the same could be one

in the case of the Majestic area too. Table 3.1 gives the projected traffic volumes at

different time slabs at all the intersections within the study area.

Table 3.1: Projected traffic volumes at different time slabs at intersections under

study

Sr. No. Intersection

Peak hour Traffic

volumes in PCUs (2008)

Peak hour Traffic


Peak hour Traffic


Peak hour Traffic


1 Leprosy Junction 7777 8631 9298 10017

2 Binny Mill Junction 5994 6652 7167 7720

3 Anandrao Circle 6966 7731 8329 8972



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4 Briand Square 9751 10822 11658 12559

5 Mysore Bank Junction 12023 13344 14375 15486

6 Central Talkies Junction 6403 7106 7656 8247

7

TCM Royan Road-Mysore Road Junction 7726 8575 9237 9951

8 KG Circle 8083 8971 9664 10411

9 Ayurved Hospital 2514 2790 3006 3238

10 Shantala 9103 10103 10884 11725

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Platform road – Old Mysore Road Jn 14314 15886 17114 18437

12 City Market Jn 9190 10199 10988 11837



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4. INTERSECTION IMPROVEMENT SCHEMES AND PEDESTRIAN FACILITIES

4.1 General

To get on with the task of preparing improvement plans for the Majestic Circle area towards

improving its accessibility, the consultants first evaluated the efficiency of traffic operation

under the system in vogue (do nothing option). It was found that pedestrian movements are

hazardous at a few locations and are inefficient between the railway station and bus stand.

Vehicular traffic faces problems mainly in terms of mid block congestion (due to inconsistent

carriageway widths) and delays at signals. Movement of slow traffic is not a major issue

(because of very low volumes within the study area.

On – street parking is found to erode road capacity at a few locations (in front of the railway

station for example).

The stake holders have generally suggested provision of elevated roads, more parking lots,

wider footpaths, and removal of cinema theatres and other uses towards decongesting the

study area. The consultants have considered these suggestions seriously. The consultants

also tried to consider the scenarios that could be expected after construction of the Metro rail

terminal and shifting of some of the buses from the Majestic area. These unfortunately could

not be considered in the manner these should have been imply because the concerned

agencies could not make the required information available with the consultants.

The study is restricted within the Majestic Circle area. It is not merely the local activities that

affect such central core areas; any other major city level development too shall have its

bearing on the traffic operation within this area. If the comprehensive transportation

planning study suggests shifting of the bus station, the whole complexion of the problem

would undergo very significant changes. The congestion within the Majestic area could be

significantly reduced if, as a part of a long term plan, the urban managers decide to develop

directional corridors that could take away the through traffic passing through this area.

However, such issues were well beyond the scope of the present task.

Land is the single most important resource for any urban area. Unfortunately, in the case of

Bangalore, land reserves for roads are not well defined. The road cross sections not only vary

in width, there is also no scope for widening the roads because of the highly built up abutting

land use. Under the circumstances, even the minimum required improvements become



28

difficult if not, impossible. On most road segments there is no pace available to even provide

recessed bus bays and one has to essentially do with on – road bus stops alone.

These are of course, banes of any existing urban metropolis. Also, speed in excess of 25-30

Kmph within the core area is neither desirable nor, attempted in an urban area. Under the

circumstances and, within the scope of work assigned to the consultants, the possible

improvements would mostly be in terms of:

• Provision of pedestrian facilities wherever possible

• Reduction in intersection delay and improving safety aspects

• Relocation of bus stops etc. at certain locations

• Prohibition of on – street parking where it adversely affects the corridor capacity.

It may be noted that the consultants have carefully examined the existing one way system of

traffic circulation vis - a – vis other systems. But with the flyovers and underpasses

constructed around the study area, changing the present system of traffic operation does not

improve the accessibility to Majestic Area.

The base plan showing the existing physical features, morning and evening peak hour traffic

flow diagrams and the proposed improvement plans of all the intersections are placed in

Volume II of this Report.

4.2 Anandrao Circle

4.2.1 Physical Features

This is a five-arm intersection formed at the junction of Seshadri road, Subedar Chatram road

and Loop road. The salient features around the intersection are hotels, ATMs, markets,

commercial and residential buildings. An eastern arm of Seshadri road is provided with

14.16m carriageway with central median. The Loop road has a carriageway of 9.05m and for

the remaining part it has fly-over ramp. Northern arm of Subedar Chatram road has a

carriageway of 14.17m with central median. Southern arm has a total carriageway of 13.7m.

Western arm of the circle has a total of 31.21m carriageway out of which 20.40m is occupied

by the Fly-over.



29

4.2.2 Existing Traffic Characteristics

Southern arm of Subedar Chatram road, western arm of Seshadri road and Loop roads are

operating as one-way roads and remaining roads are operating as two-way roads. The peak

hour traffic volume at this intersection is 6966 PCUs. While 3190 PCUs come from northern

arm of Subedar Chatram road, 2950 PCUs come from western arm of the circle.

4.2.3 Improvement Schemes

The existing flow pattern is proposed to be retained. The central median is extended to

separate the incoming and out going traffic from northern arm of SC road. The road section

has been widened wherever feasible.

4.3 Central Talkies Intersection


This is a three arm ‘Y’ intersection formed at the junction of Subedar Chatram road, Platform

road and Venkata Ranga Iyengar road. The salient features of this intersection are National

Textile Corporation, Natraj Cinema and Swastic complex. Two petrol pumps are located

nearby the intersection. The SC road has a carriageway of 16.25m. Platform road has a

carriageway of 14.10m. Venkata Ranga Iyengar road has a carriageway 14.11m.


South-east arm of Subedar Chatram road, Venkata Ranga Iyengar roads are operating as

one-way road and the Platform road is operation as two-way road. The peak hour traffic

volume at this intersection is 6403 PCUs. While 4052 PCUs come from Subedar Chatram

road, 2485 PCUs come from platform road.


The existing flow pattern is proposed to be retained. The shape and size of the central island

is improved. Left turning radius of SC road to Platform road is proposed to be improved to

facilitate the easy entry and clearance of vehicles from intersections.



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4.4 Platform Road-Old Mysore Road Junction


This is a three arm intersection formed at the junction of Platform road and Old Mysore road.

The salient features of this intersection are Railway quarters, church, park and Indian Oil

pump. North-east arm of the Platform road has a carriageway of 12.15m with central

median. South-west arm of the same road has a carriageway of 12.15m with central median.

Western arm of the intersection has a carriageway of 16.5m.


All the arms are operating as two-way roads. Traffic movement from South-west arm to

North-east arm of Platform road is prohibited. The peak hour traffic volume at this

intersection is 14314 PCUs. While 6100 PCUs come from north-west arm of road, 4100 PCUs

come from south-west arm of Platform road and 4100 PCUs from north-east arm of Platform

road.


The existing flow pattern is proposed to be retained. Two channelised islands are proposed

to introduce at this intersection. The road section has been widened wherever feasible.

4.5 Leprosy Hospital Junction


This is a three arm intersection formed at the junction of Magadi road, old Mysore road and

road leading to Binny Mill Circle. The salient features of this intersection are Leprosy hospital,

residential and commercial building. North-east arm of the Old Mysore road has a

carriageway width of 15.87m with central median. Western arm of the Magadi road has a

carriageway of 12.68m with central median. South-east arm road to Binny Mill circle has a

total carriageway of 12.81m. It has a circle island located at the centre of the junction.


All the arms at this intersection are operating as two-way roads. The peak hour traffic

volume at this intersection is of 7777 PCUs. While 3458 PCUs come from south-east arm



31

road, 3064 PCUs come from western arm of Magadi road and 2514 PCUs come from northern

arm of Old Mysore road.


The existing flow pattern is proposed to be retained. The central island is proposed to

remove. The all roads are proposed to widen to some extend.

4.6 Binny Mills Circle


This is also a three arm intersection formed at a junction of Kempapura Agrahara Tank Bund

road, Road from Leprosy Hospital and road to TCM Royan Road. Kempapura Agrahara Tank

Bund road has a carriageway width of 11.90m. Road to Leprosy Hospital has a carriageway

width of 12.48m. Road to TCM Royan road has a carriageway of 9.58m.


All the arms are operating as two-way roads. The peak hour traffic volume at this

intersection is of 5944 PCUs. While 2444 PCUs north-east arm road of the circle, 2397 PCUs

come from Kempapura Agrahara Tank Bund road and 1326 PCUs come from south-east arm

road of the circle.


Roundabout system is proposed to introduce at this intersection. Channelised islands are also

proposed to provide at this intersection. The service road at north east direction is proposed

to close to avoid any conflict of traffic.

4.7 TCM Royan Road - Old Mysore Road Junction


This is also a three arm intersection formed at a junction of Mysore road, TCM Royan road.

The salient features of this intersection are park, Govt. Urdu School and commercial shops.

Mysore road has a total carriageway width of 16.77m. The TCM Royan road has a

carriageway width of 7m and remaining part it has fly-over ramp.



32


South-west and north-east arms of Mysore road are operating as two-way road and TCM

Royan road is operating as one-way road. The peak hour traffic volume at this intersection is

of 7725 PCUs. While 4176 PCUs come from west arm of Mysore road, 2460 PCUs come from

north-east arm of Mysore road.


The existing flow pattern is proposed to be retained. Signal system is introduced at this

intersection synchronized with signal system at Briand square as the two intersections are

located at very nearer to each other. A channelised island is proposed to provide at this

intersection to direct the left turn traffic from Mysore road to TCM Royan road.

4.8 Briand Square Intersection


This is a four-arm intersection formed at a junction of Mysore road, Bhashyam road and road

leading to Chamarajpet. The salient features of this intersection are church, Central crime

branch, Dhanvantri Enterprises and commercial shops. Two Petrol pumps are located at this

intersection. Mysore road has a total carriageway of 17.61m with central median. Road

leading to Chamarajpet has a carriageway of 7.78m and remaining part it has fly-over ramp.

Bhashyam road has a carriageway of 12.90m.


Both the arms of Mysore roads at this intersection are operating as two-way road and

remaining roads are operating as one-way road. The peak hour traffic volume at this

intersection is of 9757 PCUs. While 4136 PCUs come from south-west arm of Mysore road,

4040 PCUs come from Bhashyam road and 1575 PCUs come from east arm of Mysore road.


The existing flow pattern is proposed to be retained. Signal system is proposed to

synchronized with signal system at TCM Royan Road - Old Mysore Road Junction as the two

intersections are located at very nearer to each other. Two channelised islands are also

proposed to provide at this intersection one at near Bhashyam road and other at south west

arm road going to Chamarajpet.



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4.9 City Market Intersection


This is a six-arm intersection formed at a junction of Mysore road, KR road, Avenue road,

Nawab Hyder Ali road, Narsimharaja road, and SJP road. The salient features of this

intersection are City market, Victoria Hospital, Apsara talkies, Bus station, a Dargah and

commercial shops. KR road has a total carriageway width of 12.82m. Nawab Hyder Ali road

has a carriageway of 10.88m. SJP road has a carriageway of 12.10m. Avenue road has a

carriageway of 8.41m.


West arm of Mysore road is operating as two-way road and remaining roads are operating as

one-way road. The peak hour traffic volume at this intersection is of 9190 PCUs. While 6347

PCUs come from KR road, 2843 PCUs come from west arm of Mysore road.


Roundabout system is proposed to introduce at this intersection. The position of this

Roundabout is decided on the basis of the available space after the metro station

constructed. The island shape at the Nawab Hyder Ali road is proposed to change depending

on the roundabout traffic movement.

4.10 Mysore Bank Circle


This is a five-arm intersection formed at a junction of Avenue road, KG road, Palace road,

Post office road and District office road. The salient features of this intersection are State

bank of Mysore, Allahabad Bank, Indian Council of Historical Research, Canara Bank School

of Management and City Civil Court Complex. Two temples are located at centre of this

intersection. KG road has a carriageway of 14.14m. District Office Road has a carriageway of

23.38m. Avenue Road has carriageway of 15.23m. Post office road has a carriageway of

14.53m. Palace road has a carriageway of 13.67m.



34


Post office road is operating as two-way road and remaining roads are operating as one-way

road. The peak hour traffic volume at this intersection is 12023 PCUs. While 7945 PCUs

come from District Office road, 2234 PCUs come from Avenue road and 2050 PCUs come

from Post Office road.


The existing flow pattern is proposed to be retained. The carriageway width of District Office

road (DO road) is proposed to make 16.5m to accommodate Pedestrian sub-way facility

across DO road. The service road between Post office roads to Palace road is proposed to

close. Another Pedestrian sub-way system is proposed to provide across the KG road as the

pedestrian movement at this intersection is predominant.

4.11 KG Circle


This is a four-arm intersection formed at a junction of KG road, SC road, Elite hotel junction

road and Dhanvantri road. The salient features of this intersection are City Central Mall,

Santosh Talkies, Aparna Talkies, dargah and Commercial Shops. KG road has a carriageway

of 15.05m. SC Road has carriageway width of 8.84m. Elite hotel junction road has a

carriageway of 9.57m. Road leading to Upperpet Police station has carriageway 9.54m.


All arms of roads at this intersection are operating as one-way road. The peak hour traffic

volume at this intersection is 8083 PCUs. While 6196 PCUs come from KG road, 1888 PCUs

come from north arm of Subedar Chatram road.


Roundabout system is proposed to introduce at this intersection. The already existing Foot

Over Bridge is extended so that the entry/exit arm falls out of the roundabout section.



35

4.12 Shantala Intersection


This is a four-arm intersection formed at a junction of TCM Royan road, Bhashyam road,

Dhanvantri road and Railway station road. The salient features of this intersection are Hotel

Adarsh, Hotel City Centre, KSRTC bus station and few Commercial shops. TCM Royan road

has a carriageway of 6.20m. Bhashyam Road has a carriageway of 6.92m. Dhanvantri road

has a carriageway of 32.14m with central median. Railway station road has a carriageway of

50.65m with median.


TCM Royan road and Bhashyam roads are operating as one-way road and remaining roads

are operating as two-way road. The peak hour traffic volume at this intersection is of 9103

PCUs. While 4670 PCUs come from Tank Bund road, 4432 PCUs come from TCM Royan road.


The existing traffic flow pattern is proposed to be retained. It is proposed to reshape the

channelised island. It is proposed to make the Bhashyam road for only Light Fast Motorized

vehicles. The bus entry to Bhashyam road is restricted. It is proposed to widen the Tank

Bund road as well as Railway station road to maximum extent.

4.13 Ayurvedic Hospital


This is a grade separated four-arm intersection with slip roads on four sides formed at a

junction of Seshadri road and Dhanvantri road. The salient features of this intersection are

Ayurvedic Medical collage, Kaveri hotel, Rajmahal hotel and Railway residential building.

Seshadri road has a carriageway of 17.96m. Dhanvantri road has a divided carriageway of

20.50m.


Both arms of Dhanvantri roads are operating as two-way road and remaining roads are

operating one-way road. Dhanvantri road is operating in right hand traffic movement. The

peak hour traffic volume at this intersection is of 2514 PCUs.



36


The existing traffic flow pattern is proposed to be retained.

4.14 Other Intersection Improvements

Roundabout system is proposed to introduce at Khodai circle. The position of the median is

shifted according to the proposed improvement. At Swastic intersection, a central island is

proposed. The road section has been widened wherever feasible. A directional median is

proposed on SC road.

4.15 Pedestrian crossings, Traffic signs and Markings

Appropriate pedestrian zebra crossings have been proposed at the intersections as per IRC

guidelines. Sidewalks have been proposed along with railing barriers for better management

of pedestrian traffic. Road markings and signages have been indicated along approach arms

to each intersection. Pedestrian subways have been proposed across District Office road and

across KG roads at Mysore Bank circle. The existing pedestrian FOB has to be extended

across KG road at KG Circle. The transfer area between the landing from the FOB towards

the railway station and the entry to the pedestrian subway has been proposed to be

integrated. Typical cross sections of roads at intersections are placed in Volume II of this

report.

4.16 Removal of Encroachments

Encroachments on the footpaths have been proposed to be removed and the paving of footpaths improved.

4.17 Parking facilities

Parking is not a serious problem within the study area except near the railway station and

certain other pockets in a very localized manner. The scenario is likely to change with the

commissioning of the Metro Rail Station as and when it materializes. The demand for parking

may not go down with the Metro Rail coming in (even if some of the buses are shifted out).

Since the area is served by proper pedestrian facilities, it would be a good idea to have a

centralized multi – storey parking lot constructed in the space between the railway station

and the bus station. The number of auto rickshaws queuing up along the road between the

railway station and the bus station is quite high. This parking shall have to be shifted in the

parking lot in front of the railway station till such time as is required to develop an integrated

parking facility in this area. This regulation must be strictly enforced.



37

5. PRELIMINARY COST ESTIMATES The Cost estimate is based on the approved drawings and design. The following items have been

provided in the estimate as per provision made in the drawings:-

• Widening of existing road as per the MOST&H and IRC specifications and as per

approved drawings.

• Provision for strengthening of existing road has been made as per the requirement at

site and as per approved design and specifications.

• M.S. Railing has been provided as per the requirement at the site.

• Provision of Foot-path has been made for the convenience of the pedestrian.

• Pedestrian Underpass has been provided at two places for crossing the busy road.

• One FOB has been provided for the pedestrian.

• Provision for Bus Shelter has been made at four places.

• Provision of Street Lights and Traffic Lights has been made as per design and

requirement at the site.

• Provision has also been made for the standard type of Drain wherever it is felt

necessary.

• Greenery and plantation has been provided for islands and medians.

The Rates adopted for the calculation of cost depends on the prevailing market rates and schedule

rates of the area. Lumpsum rates have been provided for evaluating the civil cost for the

improvement of Intersections and various arms connecting the Intersections. The Project cost

covering all the relevant components is estimated to Rs. 21.00 Crores. The detailed cost estimate is

given in the summary of cost attached with the estimate.

Table 5.1: Summary of Preliminary Cost Estimates

ESTIMATE FOR WIDENING & IMPROVEMENT OF INTERSECTIONS FOR BETTER ACCESSIBILITY OF MAJESTIC AREA IN BANGALORE

Sl. No. Description of Item Unit Quantities Rate Amount

1 Clearing and grubbing road land including uprooting rank vegetation, grass, bushes, shrubs, saplings and trees girth up to 300 mm, removal of stumps of trees cut earlier and disposal of unserviceable materials and stacking of serviceable material to be used or auctioned, up to a lead of 1000 metres including removal and disposal of top organic soil not exceeding 150 mm in thickness.

Hect. 1.4 36000 50400



38

2 Dismantling of existing structures like Drain, culverts, bridges, retaining walls and other structure comprising of masonry, cement concrete, wood work, steel work, including T&P and scaffolding wherever necessary, sorting the dismantled material, disposal of unserviceable material and stacking the serviceable material with all lifts and lead of 1000 metres.

LS 150000

3 Dismantling / scarifying of flexible pavements and disposal of dismantled materials up to a lead 1000metres, stacking serviceable and unserviceable materials separately.

Sqm 93790.13 5 468951

4 Removal of telephone / Electric poles including excavation and dismantling of foundation concrete and lines under the supervision of concerned department, disposal with all lifts and up to a lead of 1000 metres and stacking the serviceable and unserviceable material separately.

LS 100000

5 Dismantling kerb stone by manual means and disposal of dismantled material with all lifts and up to a lead of 1000 metre.

LS 20000

6 Construction of Flexible pavement road as perMOST&H and IRC specification. Sqm 13587 1800 24457284

7 Improvement of existing road with overlay as per MOST&H and IRC specification and approver design. Sqm 93790 1200 112548156

8 Providing and laying 25 mm thick mastic asphalt wearing course with paving grade bitumen meeting the requirements given in table 500-29, prepared by using mastic cooker and laid to required level and slope after cleaning the surface, including providing antiskid surface with bitumen precoated fine grained hard stone chipping of 13.2 mm nominal size at the rate of 0.005 cum per 10 sqm and at an approximate spacing of 10 cm center to center in both directions, pressed into surface when the temperature of surfaces is not less than 1000C, protruding 1 mm to 4 mm over mastic surface, all complete as per clause 515.

Sqm 20000.00 204 4080000

9 Providing and laying of footpath / separator as per approved drawing and specifications. Sqm 14795.00 508 7515860

10 Providing and laying of cement concrete kerb with channel with top and bottom width 115 and 165 mm respectively, 250 mm high in M 20 grade PCC on M10 grade foundation 150 mm thick, kerb channel 300 mm wide, 50 mm thick in PCCM20 grade, sloped towards the kerb, kerb stone with channel laid with kerb laying machine, foundation concrete laid manually, all complete as per MORTH Specification clause 408.

RMT 15107.00 455 6873685



39

11 Supplying and installation of delineators (road way indicators, hazard markers, object markers), 80-100 cm high above ground level, painted black and white in 15 cm wide strips, fitted with 80×100 mm rectangular or 75 mm dia circular reflectorised panels at the top, buried or pressed in the ground and conforming to IRC-79 and the drawings.

Each 750.00 497 372750

12 Providing / Road Marking with Hot Applied Thermoplastic Compound with reflectorising Glass Beads on Bituminous Surface. Providing and laying of hot applied thermoplastic compound 2.5 mm thick including reflectorising glass beads @ 250 gms per sqm area, thickness of 2.5 mm is exclusive of surface applied glass beads as per IRC:35 .The finished surface to be level, uniform and free from streaks and holes.

Sqm 8596.25 528 4538820

13 Providing and fixing of road stud 100x 100 mm, die-cast in aluminium, resistant to corrosive effect of salt and grit, fitted with lense reflectors, installed in concrete or asphaltic surface by drilling hole 30 mm up to a depth of 60 mm and bedded in a suitable bituminous grout or epoxy mortar, all as per BS 873 Part 4:1973

Each 500.00 475 237500

14 Providing and fixing of retro-reflectorised cautionary, mandatory and informatory sign as per IRC: 67, made of high intensity grade sheeting vide clause 801.3, fixed over aluminum sheeting, 1.5 mm thick supported on a mild steel angle iron post 75 mm × 75 mm ×6 mm firmly fixed to the ground by means of properly designed foundation with M15 grade cement concrete 45 cm × 45 cm × 60 cm, 60 cm below ground level as per approved drawing.

No. 28.00 2700 75600

15 Providing and erecting direction and place identification retro-Reflectorised sign as per IRC: 67 made of high intensity grade sheeting vide clause 801.3, fixed over aluminium sheeting, 2 mm thick with area not exceeding 0.9 sqm supported on a mild steel single angle iron post 75 × 75 × 6 mm firmly fixed to the ground by means of properly designed foundation with M15 grade cement concrete 45 × 45 × 60 cm, below ground level as per approved drawing.

Each 30.00 5197 155910

16 Providing and erecting overhead / gantry Boards with a corrosion resistant 2mm thick aluminium alloy sheet reflectorised with high intensity retro-reflective sheeting of encapsulated lense type with vertical and lateral clearance given in clause 802.2 and 802.3 and installed as per clause 802.7 over a designed support system of aluminium alloy or galvanised steel trestles and trusses of sections and type as per structural design requirements and approved plans.

No. 6.00 250000 1500000



40

17 Providing & fixing M.S. railing for traffic island/ median/ including foundation concrete and painting with approved paint etc. all complete as per drawing and Technical Specification Sections 300, 808 & 1700.

RMT 8690.00 1800 15642000

18 Providing and erecting street light mounted on a steel circular hollow pole of standard specifications for street lighting, 9 m high spaced 40 m apart, 1.8 m overhang on both sides if fixed in the median and on one side if fixed on the footpath, fitted with sodium vapour lamp and fixed firmly in concrete foundation.

Each 50.00 35000 1750000

19 Providing Painting two coats on kerbs after filling the surface with synthetic enamel paint in all shades on new plastered concrete surfaces as per PWD specification

Sqm 2000.00 45 90000

20 Providing plantation in median/Island and open space. LS 650000

21 Providing drain of standard size as per drawing & specification MORTH m 4440.00 2000 8880000

22 Construction of Median and Island with Soil Taken from Roadway Cutting (Construction of Median and Island above road level with approved material deposited at site from roadway cutting and excavation for drain and foundation of other structures, spread, graded and compacted as per clause 407)

CUM 8000.00 91 728000

23 Road Traffic Signals fixed and electrically operated as per manufacturer specification and as per MORTH/IRC Specification & as desined by the Engineer in Charge.

No. 6.00 400000 2400000

24 Providing and constructing pedestrian Subways as per approved drawings and specifications Sqm 230.00 25000 5750000

25 Providing and construction of Bus Shelters as per approved drawings and specifications. No. 4.00 250000 1000000

26 Providing and constructing FOB as per approved drawings and specifications. No. 1.00 100000

00 10000000

TOTAL COST 210034916



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6. FINANCIAL MECHANISM FOR IMPLEMENTATION OF PROPOSED SCHEME

6.1 General

The introduction of liberalization in 1991 has opened up the possibility of private sector

participation in the construction of capital intensive projects in transport sector in India. The

internal resources to be generated by allowing them to adjust their passenger fares in

relation to input costs from time to time, by discarding subsidies and concessions to traveling

public altogether and by introducing professional management in day to day administration.

Private capital has to be attracted in infrastructure projects encouraging the same in different

optional schemes presently available like BOOT (Build, Own, Operate & Transfer), BOT

(Build, Operate & Transfer) etc. For this purpose necessary amendments, if required, in

Industrial Policy Resolution and other legislations are to be made in order to launch the

project for private sector construction and operation. Various tax and fiscal benefits are also

to be extended to projects under BOOT scheme. Necessary provisions in project cost should

also be made in all projects of BOOT for adjusting the risk of devaluation of Indian Rupee in

respect of borrowings in foreign currency.

The success of road projects involves private sector participation through the BOT format

depends on:

• An objective assessment and analysis of various risks.

• Adoption of appropriate and pragmatic risk sharing and risk mitigating measures.

• Formulating and abiding by a set of key agreements laying down the contractual

structure of project, stipulating terms, rights and obligations of various parties

involved in implementation of the projects.

Global experience suggests that for facilitating road projects, it may be necessary to ensure

the following:

• Thorough project preparation for encouraging greater competition and reducing the

risk of re-negotiation.

• Simple and transparent criteria for bidding

• Spelling out clearly and well in advance the rules and procedures for negotiating

contracts and providing there by a level playing field for all participants and

• Having in place an efficient and effective institutional as well as legal framework for

coordination at various levels as well as speedy dispute resolution.



42

The funds also can be generated by imposing surcharge on passengers whenever new

services are opened and/ or service improvements are undertaken. In addition to surcharge

to users, levies on non-users who are benefited due to improvement and expansion of

transport services are also justified. Such levy can be in the form of pay roll tax, surcharge

on road tax leviable on private vehicles and surcharge on property tax either generally or

more specifically location related. The passenger fare should be allowed to be regularly

adjusted according to the increase in input costs from time to time. This fare box revenue

has to be supplemented by commercial exploitation of railways and road transport wherever

feasible.

For raising debt finance, the selection of debt instruments with appropriate tax exemptions in

the Indian context is needed. The public can be approached to purchase debt instruments,

such as Deep Discount Bonds with substantial tax benefits.

Equity contribution from different sections for funding projects in road passenger transports

has to be tapped. This will come from the promoters, the governments, the contractors

building the projects and supplying machinery etc., property developers and the private

investors like the Banks and other Financial Institutions in India. Public issues for capital

projects when backed by the Government can also attract good response from investors in

India. For any type of funding measures full support and co-operation from the Central and

the State Government is very much essential. This support will be mainly in the form of

timely clearance of the various procedures and formalities in the preparation of BOOT

projects. Such projects have to be declared by the Government as of national importance and

all possible concessions and attractions to be provided for.

New and novel methods of supporting capital requirements to be searched out and adopted.

The expansion and development of transport should be need and commercial- based and not

to be on political considerations. This will remove wastes and losses of scarce resources and

ensure efficient management, commercial outlook and sound economic development of the

country.



43

7. RECOMMENDATIONS

The feasible and implementable improvement schemes that could be derived from this study

comprise mainly of intersection improvements, augmentation of pedestrian facilities and

general improvement in the road architecture. Any long term proposal consisting of

structural change of any kind shall have to get itself integrated with possible city level long

term improvement plans. In the long run it would be desirable to have partially access

controlled directional corridors (perhaps at a different level) to take care of the demands of

through traffic that has nothing to do with the core area. Examining such a scenario more

critically is of course beyond the scope of the present study. “Central area road pricing” will

be another option to keep the by-passable traffic away from the core area road network.

However, any road pricing scheme is considered an inherently unpopular method of traffic

management. Such a measure needs to be adequately supplemented by improvement in

level of service along the roads peripheral to the area. Considering the urban character and

ambience of the city of Bangalore, “travel demand management options” would be better as

compared to major structural changes.

Some of the more specific recommendations derived from the present study are:

• Intersection improvement schemes, as proposed, must be implemented towards

reducing intersection delays. The curb lines could be modified with the help of movable curb stones in the beginning for trial runs.

• Pedestrian facilities as indicated in this report must be developed on a priority basis.

• Traffic signs and pavement markings must follow the IRC guidelines.

• Traffic volumes must be revalidated at every five year interval and the efficiency of the designs checked against the changed traffic volumes.

• The cost of the project being what it is, the total project could be divided in two packages. One package could be for road works (intersection improvements, footpaths, signages and markings) and the other for structural works (pedestrian subways, FOBs etc.).

• The works could be implemented through PPP mode or through the road owning and maintenance agencies.

• Latest construction technology must be adapted to minimize inconvenience to the traveling public during construction. Towards ensuring quality of civil works, it is strongly recommended that the builders make use of latest machinery and equipments including automatic paver finisher etc.

• Long term plans must be implemented only after the city level transportation plan has been finalized.



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8. TOWARDS LONG TERM SOLUTION Developing Long Term Solution was not actually included in the TOR. However, the

Consultants felt that certain planning directions could be indicted here towards imparting

a sense of comprehensiveness to the study. The views of the Consultants are

summarized in the following:

Interactions had been held at different forums and the plans for some of the common

areas developed by the BBMP also came under consideration. The Consultants examined

the relative impacts of such plans for the common areas and the findings are briefly

mentioned hereinafter.



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Volume – Capacity Ratios along Major Directional Corridors

Idealized Concept for Traffic Restraint Measures



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Conceptual Directional Corridors for Through Traffic

Combination of Capacity Augmentation and Traffic Restraint Measures



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DULT & BBMP Study Area

Comparison of Improvement Plans for Anand Rao Circle



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Comparison of Improvement Plans for Mysore Bank Circle

Comparison of Improvement Plans for Shantala Circle



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Comparison of Improvement Plans for Khodai Circle

Perusal of the above would clearly indicate that the proposal made out by the DULT follows the

theme of balanced urban traffic and transportation development more closely as compared to

the schemes forwarded by the BBMP.

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