Traffic Impact Study, KATHRIGUPPE

TABLE OF CONTENTS

EXECUTIVE SUMMARY ..........................................................I

CHAPTER 1- INTRODUCTION ............................................... 1

Background 1

Project Objective 2

Scope of Work 2

Organization of the Report 2

CHAPTER 2-EXISTING CONDITIONS .................................. 4

Existing Land use 4

Land use - Area Surrounding the Project Site 5

Existing depot schedules 6

Existing Roadway Network and Intersections 6

Roadway Network 6

Study Intersections 6

Existing Site Access 11

Significance Criteria 12

Roadway Segments 12

Intersections 12

Existing operation Conditions 12

Roadway Segments 12

Intersections 17

Existing Pedestrian Facilities 18

Footpath connectivity 18

Pedestrian Crossings 18

CHAPTER 3-PROPOSED PROJECT .................................... 19

Proposed Land Use 19

Traffic Generation 20

Trip Distribution 20

Concept Plan 21

Site Access and Circulation Pattern 23

Site Access 23

Site Circulation Pattern 23

Existing Plus Proposed Project Conditions 25

Roadway Segments 25

Intersections 28

CHAPTER 4-FUTURE OPERATING CONDITION............. 30

Infrastructure Developments 30

Future Volume Development 31

Near Term 2015 - LOS 31

Roadway Segments 31

Intersections 34

Cumulative Year 2025- LOS 36

Roadway Segments 37

Intersections 40

Pedestrian Facilities 42

Intermediate Public Transport (IPT) 43

CHAPTER 5 –MITIGATION MEASURES ............................ 44

Operating Conditions 44

Mitigation Measure 1: Overpass at Kamakaya 44

Mitigation Measure 2: Change in Traffic Circulation Pattern 48

Mitigation Measure 3: Overpass at Kathriguppe Main Road and Outer Ring Road

Intersection (Food World Junction) 50

CHAPTER 6 –RECOMMENDATIONS .................................. 52

LIST OF FIGURES

Figure 1: Location of the Project Site 1

Figure 2: Study Area – Kathriguppe 4

Figure 3: Land use pattern 5

Figure 4: Study Roadway Network and Intersections 7

Figure 5: Geometric Configuration at 30th Main and Outer Ring Road Intersection 8

Figure 6: Roadway Geometric Configuration at Kamakya 9

Figure 7: Geometric Configuration at Kathriguppe – Outer Ring Road Intersection 10

Figure 8: Site Access to Kathriguppe Bus Depot 11

Figure 9: Existing operating LOS conditions 16

Figure 10: Existing Footpath Facilities 18

Figure 11: Trip distribution 20

Figure 12: Concept Plan 22

Figure 13: Site Access to the Proposed TTMC 23

Figure 14: Site Circulation Pattern for the proposed TTMC 24

Figure 15: Conflict Points at the Project Site 25

Figure 16: Existing plus Project Operating LOS conditions 28

Figure 17: Infrastructure Developments proposed on Outer Ring Road. 31

Figure 18: Level of Service-2015 34

Figure 19: Operating Condition-2015 36

Figure 20: Level of Service-2025 40

Figure 21: Operating Condition-2025 42

Figure 22: Mitigation Measure 1- Overpass at Kamakya 46

Figure 23: BBMP Proposed Design of the Kamakaya Overpass 46

Figure 24: Revised Proposal Plan of the Kamakya Overpass 47

Figure 25: Mitigation Measure 2- Change in Traffic Circultion Pattern 49

Figure 26: Mitigation 3- Underpass at Food World Junction 51

Figure 27: Proposed Pedestrian Improvements 53

LIST OF TABLES

Table 1: Study Area Boundaries 4

Table 2: Existing BMTC Schedules 6

Table 3: Signal Phasing Timing Plan at 30th Main and Outer Ring Road Intersection 8

Table 4: Signal Phasing Timing Plan at Kamakya Intersection 10

Table 5: Existing Signal Phasing Timing Plan at Kathriguppe Intersection 11

Table 6: Existing V/C and Level of Service for Roadway Segments 13

Table 7: Existing V/C and Level of Service for the Study Corridors for PM Peak 14

Table 8: Existing Operation Conditions at the Study Intersections 17

Table 9: Applicable Zoning Regulations for Project Site 19

Table 10: Traffic Generated from TTMC during Peak Hour 20

Table 11: Operating conditions- Existing plus Project Scenario 27

Table 12: Operating conditions- Existing plus Project Conditions 29

Table 13: Roadway Improvements Proposed on Outer Ring Road 30

Table 14: Level of Service 2015 32

Table 15: Operating Condition 2015 35

Table 16: Level of Service-2025 38

Table 17: Operating Condition 2025 41

Table 18 : Design Specifications for the Kamakaya Overpass 45

Table 19: Operation Conditions – Mitigation Measure 1 48

Table 20: Operation Conditions – Mitigation Measure 1 + 2 50

Table 21: Operation Conditions – Mitigation Measure 1 + 2 + 3 51

Table 22: Proposed Improvements with the Implementing Agencies 54

ANNEXURE

Data Collection

Traffic Volume Count

Speed and Delay

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EXECUTIVE SUMMARY

INTRODUCTION

BMTC has proposed to develop a Traffic and Transit Management Center (TTMC) at the

existing Kathriguppe Bus Depot located on Outer Ring Road. The proposed TTMC will cater

to commuters residing along Kathriguppe, AGS Layout & Banashankari, etc thus enhancing

the overall reach and effectiveness of the public transport system.

The proposed TTMC includes facilities like bus terminals, commercial and office spaces,

parking facility, drop off zone, IPT stand, etc. This change in land use from the bus depot to

the TTMC would not only generate new bus schedules but also generate private and

intermediate vehicular traffic along with increase in pedestrian traffic. The proposed

development will impact the traffic circulation pattern and flow on the surrounding roadway

segments due to the increase in vehicular traffic. Hence, there is a need to study and analyze

the impacts from the proposed TTMC on the overall roadway network as well as address the

issues related to the access points of TTMC with respect to buses, private vehicles and

pedestrian access.

OBJECTIVE OF THE STUDY

The objective of the study is to identify the Traffic Impacts of the proposed TTMC on the

surrounding roadway network, intersections and access points of the TTMC and propose

mitigation measures for the effective traffic operations conditions and circulation of vehicle

and pedestrian traffic.

METHODOLOGY

The methodology adopted is to estimate the project generated traffic and its impact on the

roadway segments and intersections surrounding the project site for:

1. Existing Conditions

2. Project Opening Year (2015) Conditions

3. Cumulative Year (2025) Conditions

The methodology adopted includes the following steps:

1. Analysis of existing operation conditions of the roadway network, intersections and

access point of the existing depot.

2. Estimate the number of vehicular trips generated by the proposed TTMC facility based

on the proposed land use.

EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE

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Directorate of Urban Land Transport, UDD

3. Analysis of Existing + Project Traffic operation conditions of the roadway network,

intersections and access points of the proposed TTMC facility.

4. Develop Future Base Traffic volumes near the study area for the project opening Year

2015 conditions and future cumulative Year 2025 conditions using Travel Demand Model

developed for the Bangalore City for Comprehensive Traffic and Transportation Plan

(CTTP) study.

5. Analysis of Operational Conditions of the study roadway networks and intersections

surrounding the study area with and without project for Year 2015 and 2025 conditions.

6. Identification of Mitigation Measures required for the effective traffic operation

conditions and circulation in the study area under each scenario.

The Roadway Segments capacity and Level of Service (LOS) were computed based on the

Indian Roads Congress (IRC) standards sourced from Guidelines for Capacity of Urban

Roads in Plain Areas IRC 106- 1990.The delay and queue lengths at the intersections were

estimated using VISSIM software, which is a micro simulation based software.

EXISTING LAND USE

The study area is a single parcel of land spread over an area of 5.5 acres located in

Kathriguppe along the Outer Ring Road in the Southern quadrant of Bangalore.

STUDY ROADWAY NETWORK AND INTERSECTIONS

Roadway Segments

The Kathriguppe Main Road, Outer Ring Road, and 30th

Main Road roadway segments

identified for the study are four lane divided roadway where as the 5th Main Road, 4E Main

Road, 7th Cross Road, and 1st Main Road are two lane undivided roadway. The following are

the roadway segments identified for the study

Outer Ring Road (Kathriguppe Main Road - 30th Main Road)

1st Main Road ( 5th Main Road - Outer Ring Road)

4E Main Road (5th Main Road - Outer Ring Road)

7th Cross Road (5th Main Road - Outer Ring Road)

5th Main Road (4 E Main Road - 1st Main Road)

Collector Street (4E Main Road-7th

Cross Road)

Study Intersections

The following intersections were identified for the study which would be impacted by the

proposed project:


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Kathriguppe Main Road / Outer Ring Road (Food World Junction)

4 E Main Road / Outer Ring Road (Kamakaya Junction)

7th Cross Road / Outer Ring Road

1st Main Road / Outer Ring Road

30th main / Outer Ring Road (Kittur Rani Chennamma Circle)

5th Main / 1st Main Road (Opp Venkatadri Kalyana Mandapa)

5th Main / 7th Cross Road

Figure A shows the study roadway segments and intersections along with control type in the

study area.

Figure A: Study Roadway Network and Intersection

SIGNIFICANCE CRITERIA

The following significance criteria have been adopted to analyze the traffic Impact for the

study at the roadway segments and intersection.

Roadway Segments

If the existing roadway segment is operating at an acceptable Level of Service (LOS) D or

better and if the addition of project volume reduces the roadway segment LOS to E or F

then it’s considered to be significant impact.


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If the existing roadway segment is operating at LOS E or F and if the addition of project

volume increases the volume to capacity ratio (v/c) of the roadway segment by 0.01, then

it’s considered to be significant impact.

Intersections

If the maximum queue length at the intersections exceeds the available storage length

blocking the adjacent major intersection, then it’s considered to be significant impact.

EXISTING OPERATING CONDITIONS

Roadway Segments

During the existing conditions, all the study roadway segments were found to operate at an

acceptable LOS D or better. The Outer Ring Road which is the major access corridor for the

Project Site had a volume to capacity ratio varying from 0.56 to 0.80 on the study roadway

segments. Table I shows the Existing v/c ratios and LOS conditions at the study roadway

segments.


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Table I: Existing Level of Service at the Study Roadway Segments

Road Name Segment Direction of Flow

Peak Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Outer Ring Road Kathriguppe Main

Road-4 E Main Road

East Bound (LCW) 2175 0.70 D

West Bound (RCW) 2454 0.80 D

Outer Ring Road 4 E Main Road-1st

Main Road


West Bound (RCW) 1743 0.56 C

Outer Ring Road 1st Main Road-30th

Main Road


West Bound (RCW) 2254 0.77 D

1st Main Road

Outer Ring Road-5th

Main Road

North Bound (LCW) 201 0.11 A

South Bound (RCW)

4 E Main Road 5th Main Road-4th

Main Road

North Bound (LCW) 1340 0.27 B

South Bound (RCW)

4 E Main Road 4th Main Road-

Collector Street

North Bound (LCW) 810 0.19 A

South Bound (RCW)

4 E Main Road Collector Street-

Outer Ring Road South Bound (RCW) 714 0.38 B

7th Cross Road

5th Main-Outer Ring

Road North Bound (LCW) 724 0.40 C

5th Main Road 4E Main Road- 7th

Cross Road

East Bound (LCW) 1751 0.39 B

West Bound (RCW)

5th Main Road 7th Cross Road-1st

Main Road

East Bound (LCW) 1138 0.29 B

West Bound (RCW)

Collector Street 4 E Main Road-7th

Cross Road

East Bound (LCW) 128 0.05 A

West Bound (RCW)


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Intersections

During the existing conditions, the delay at the study intersections was found be less than 31

seconds or less except the Kathriguppe Main Road and Outer Ring Road Intersection, and

30th

Main Road and Outer Ring Road intersection, which had a significant delay at the

intersections greater than 1 minute. The delay at Kathriguppe Main Road and Outer Ring

Road Intersection was found to be 71 seconds per vehicle, whereas the delay at 30th

Main

Road and Outer Ring Road intersection was found to be 123 seconds per vehicle.

The maximum queue lengths at the study intersections were found to be less than the

available storage length at the intersections, however the 30th

Main Road and Outer Ring

Road intersection had a maximum queue length of around 500 meters in the eastbound

direction blocking some residential streets and the 7th

Cross Road and Outer Ring Road

intersection had a maximum queue length of 120 meters in westbound direction blocking

access to the Bus Depot. Table II shows the delay and queue lengths at the study

intersections.

Table II: Existing Operating Conditions at the Study Intersections

Intersection Delay

(Sec/Veh)

Queue Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main Road / Outer Ring Road 71 198 (WB) 6205

4 E Main Road / Outer Ring Road 31 112 (EB) 4986

7th Cross Road / Outer Ring Road 23 120(WB) 4680

30th Main Road / Outer Ring Road 123 499 (EB) 7843

5th Main Road / 1st Main Road 0 0 1636

4E Main Road /5th Main Road 0 0 2848

Connector Street

(4th Main – 7th Cross Road) 0 0 785

PROPOSED PROJECT

The proposed TTMC facility would include BMTC Bus Terminal, Bus Depot, private

vehicles parking facility and commercial development. The BMTC Bus Terminal will include

12 bus platforms with 15 bus idle parking spaces and Depot with 150 of bus parking slots.

The commercial development is planned in a 393,300 sqft area proposed to include

Hypermarket, Multiplex, retail and restaurants.


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The number of vehicle trips generated by the facility has been estimated based on the

proposed land use, number of existing bus services near the facility, existing bus depot arrival

and departure schedule and proposed bus bays at the terminal. Based on which the number of

total vehicle trips that would be generated by the TTMC facility during the peak hour

condition was found to be 840 passenger car units (PCU) with 418 and 422 PCUs entering

and exiting the facility respectively. The estimated number of vehicle trips includes bus,

private vehicles and auto rickshaw trips using the facility.

The proposed concept plan as shown in Figure B has five access points. The entry and exit of

buses for the bus terminal and also for the bus depot will be through access points 1 and 2,

entry and exit of four wheeler parking will be from 7th

cross road at access point 3, the drop

off zone, IPT stand as well as two wheeler parking will be at access point 4 and the access

point 5 serves as an exit to the buses existing the Bus Depot.

Figure B: Site Access

EXISTING PLUS PROPOSED PROJECT

Roadway Segments

During the existing plus project conditions, all the study roadway segments were found to

operate at an acceptable LOS D or better except the Outer Ring Road segment which would


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operating at LOS E with a v/c ratio of 0.82 in the westbound direction. Table III shows the

v/c ratios and LOS conditions at the study roadway segments.

Based on the significance criteria adopted for the study, the proposed project would have a

significant impact on the Outer Ring Road segment, since the LOS gets reduced at from

existing LOS D to E along Outer Ring Road in the westbound direction.

Table III: Existing Plus Project LOS Conditions

Intersections

During the existing plus project conditions, the delay and queue length at the study

intersections would vary compared to the existing conditions due to the buses, IPTs and

Road Name SegmentDirection of Traffic

Flow

Existing Condition Existing + Project Condition

Existing

(PM) Peak

Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Existing

(PM) Peak

Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Outer Ring

Road

Kathriguppe Main

Road-4 E Main

Road

East Bound (LCW) 2175 0.70 D 2264 0.73 D

West Bound (RCW) 2454 0.80 D 2545 0.82 E

Outer Ring

Road

4 E Main Road-1st

Main Road

East Bound (LCW) 2393 0.73 D 2482 0.76 D

West Bound (RCW) 1743 0.56 C 1834 0.59 C

Outer Ring

Road

1st Main Road-

30th Main Road

East Bound (LCW) 2054 0.69 D 2126 0.71 D

West Bound (RCW) 2254 0.77 D 2327 0.80 E

1st Main RoadOuter Ring Road-

5th Main Road

North Bound (LCW)

201 0.11 A 229 0.13 ASouth Bound (RCW)

4 E Main Road5th Main Road-4th

Main Road

North Bound (LCW)

1340 0.27 B 1364 0.28 BSouth Bound (RCW)

4 E Main Road4th Main Road-

Collector Street

North Bound (LCW)

810 0.19 A 848 0.20 BSouth Bound (RCW)

4 E Main RoadCollector Street-

Outer Ring RoadSouth Bound (RCW) 714 0.38 B 881 0.47 C

7th Cross Road5th Main-Outer

Ring RoadNorth Bound (LCW) 724 0.40 C 889 0.50 C

5th Main Road4E Main Road- 7th

Cross Road

East Bound (LCW)

1751 0.39 B 1777 0.39 BWest Bound (RCW)

5th Main Road7th Cross Road-1st

Main Road

East Bound (LCW)

1138 0.29 B 1152 0.29 BWest Bound (RCW)

Collector Street4 E Main Road-7th

Cross Road

East Bound (LCW)

128 0.05 A 307 0.13 AWest Bound (RCW)


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private vehicles accessing the project site. The project would add delay at three of the

intersections near the project site where these intersections didn’t have any delay during

existing conditions. The significant change with respect to delay and queue lengths were

found at the 30th

Main Road and Outer Ring Road intersection where the delay gets reduced

from 123 seconds per vehicle during existing conditions to 117 seconds per vehicle during

existing with project conditions and the queue length gets reduced from 499 m during

existing conditions to 337 m during existing with project conditions and at the 4E Main Road

and Outer Ring Road intersection the delay gets increased from 31 seconds per vehicle during

existing conditions to 47 seconds per vehicle during existing with project conditions and the

queue length gets increased from 112 m during existing conditions to 127 m during existing

with project conditions these changes in delay and queue length would be due to the

congestion near the project site from the vehicles accessing the proposed TTMC.







intersection had a maximum queue length of 89 meters in eastbound direction blocking the

4E Main Road. The project would have a significant impact at the intersections, since the

queue length from 7th

Cross Road and Outer Ring Road intersection exceeds the available

storage capacity blocking the 4E Main Road traffic. Table IV shows the delay and queue

lengths at the study intersections.


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Table IV: Operating conditions - Existing plus Project Scenario

Note:*, ** - TTMC Bus Entry and Exit to BMTC Buses, ***- Access to four wheeler parking

FUTURE OPERATING CONDITIONS

The future Project Opening Year 2015 and Cumulative Year 2025 conditions were evaluated

for the future operation conditions of the study roadway segments and intersections with and

without project to propose roadway improvements that need to be in place for the effective

traffic operations and circulation in the study area.

As a part of the roadway improvement proposal, a four lane divided flyover is proposed along

the Outer Ring Road at the 30th

Main Road and Outer Ring Road Junction by Bruhat

Bangalore Mahanagara Palike (BBMP) is considered to be build by Year 2015 i.e. project

opening Year conditions since the flyover project has already been tendered out with

construction duration of two years.

Roadway Segments

Year 2015 Conditions

During the Year 2015 conditions it was found that all the roadway segments would operate at

an acceptable LOS D conditions except the Outer Ring Road segment, which would operate

at LOS E conditions. The project would have a significant impact on the Outer Ring Road

segment, since the addition of project volume increases the v/c ratio of the roadway segments

Intersections

Existing Existing + Proposed Project

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main Road – Outer

Ring Road 71 192 (WB) 6205 74 205 (WB) 6186

4 E Main Road – Outer Ring Road 31 112 (EB) 4986 47 127 (EB) 5164

7th Cross Road –Outer Ring Road* 23 120 (WB) 4680 14 89 (EB) 4891

30th Main Road – Outer Ring Road 123 499 (EB) 7843 117 337 (EB) 8002

5th Main Road – 1st Main Road 0 0 1636 0 0 1444

4E Main Road -5th Main Road 0 0 2848 5 0 2844

Connector Street ***

(4th Main – 7th Cross Road)0 0 785 6 85 (NB) 1165

1st Main Road – Outer Ring Road ** - - - 4 80 (WB) 4493


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by around 0.03 when compared to the Year 2015 without project conditions which would

operate at LOS E conditions.


During the Year 2025 conditions it was found that all the roadway segments would operate at

an acceptable LOS D conditions except the Outer Ring Road which would operate at LOS F

conditions. The project would have a significant impact on the Outer Ring Road, since the

addition of project volume increases the v/c ratio of the roadway segments by 0.02 to 0.05 at

the Outer Ring Road segments that would operate at LOS F conditions.

Table V shows the v/c ratios and LOS conditions at the study roadway segments for the Year

2015 and 2025 Conditions.


XII | P a g e Directorate of Urban Land Transport, UDD


Flow

2015 (Without Project) 2015 (With Project) 2025 (Without Project) 2025 (With Project)

Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

Outer Ring

Road

Kathriguppe Main

Road-4 E Main Road

East Bound (LCW) 2399 0.77 D 2488 0.80 D 3442 1.11 F 3532 1.14 F

West Bound (RCW) 2717 0.88 E 2808 0.91 E 3899 1.26 F 3992 1.29 F

Outer Ring

Road

4 E Main Road-1st

Main Road

East Bound (LCW) 2650 0.81 E 2739 0.84 E 3802 1.16 F 3965 1.21 F

West Bound (RCW) 1900 0.61 D 1991 0.64 D 2726 0.87 E 2893 0.93 E

Outer Ring

Road

1st Main Road-30th

Main Road

East Bound (LCW) 2280 0.76 D 2352 0.79 D 3272 1.10 F 3344 1.12 F

West Bound (RCW) 2508 0.86 E 2581 0.89 E 3599 1.24 F 3673 1.26 F

1st Main RoadOuter Ring Road-5th

Main Road

North Bound (LCW)231 0.13 A 259 0.14 A 332 0.18 A 360 0.20 A

South Bound (RCW)


Main Road

North Bound (LCW)1541 0.31 B 1565 0.32 B 2211 0.45 C 2235 0.45 C

South Bound (RCW)


Collector Street

North Bound (LCW)932 0.22 B 970 0.23 B 1337 0.32 B 1375 0.33 B

South Bound (RCW)


Outer Ring RoadSouth Bound (RCW) 821 0.44 C 988 0.53 C 1178 0.63 D 1345 0.72 D

7th Cross Road5th Main-Outer Ring

RoadNorth Bound (LCW) 833 0.47 C 998 0.56 C 1195 0.67 D 1360 0.76 D


Cross Road

East Bound (LCW)2014 0.45 C 2040 0.45 C 2889 0.64 D 2915 0.65 D

West Bound (RCW)

5th Main Road7th Cross Road – 1st

Main Road

East Bound (LCW)1309 0.33 B 1323 0.34 B 1878 0.48 C 1892 0.48 C

West Bound (RCW)

Collector Street4 E Main Road- 7th

Cross Road

East Bound (LCW)147 0.06 A 326 0.14 A 211 0.09 A 390 0.16 A

West Bound (RCW)

Table V: Future LOS Conditions for Year 2015 and 2025 with and Without Project

Conditions


XIII | P a g e Directorate of Urban Land Transport, UDD

Intersections


During the Year 2015 conditions, addition of project volumes would increase the delay by

5 second to 57 seconds at the intersections except the 7th

Cross Road and Outer Ring

Road intersection where delay gets reduced by 20 seconds due to changes in traffic

circulation from the proposed project. The most significant change was observed at the 4th

E Main Road and 5th

Main Road intersection where the delay would increase from no

delay in Year 2015 without Project conditions to 57 seconds per vehicle during Year 2015

with Project conditions and the queue length increased from 0 meters to 237 meters in the

westbound direction. The project would have significant impact at the 4E Main Road and

5th

Main Road intersection and Connector Street and 7th

Cross Road intersection since the

maximum queue lengths at the intersections were found to exceed the available storage

length at the intersections blocking the adjacent intersection.

The buses exiting the TTMC which were bound towards Kathriguppe Main Road would

not be able to find the minimum gaps required between the vehicles on Outer Ring Road

to merge on to the main line due to the increased vehicle density near the project site. It

was found that the maximum queue length of buses would be around 243 meters which

would impede the smooth operation of TTMC Bus Terminal.






circulation from the proposed project. The most significant change was observed at the 1st

Main Road and Outer Ring Road intersection where the delay would increase from no




5th

Main Road intersection and 1st Main Road and Outer Ring Road intersection since the







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Table VI shows the delay and queue lengths at the study intersections for the Year 2015

and Year 2025 conditions.


XV | P a g e Directorate of Urban Land Transport, UDD

Table VI: Future & Cumulative Year Operation Conditions- With and Without Project

Intersections

2015 (Without Project) 2015 (With Project) 2025 (Without Project) 2025 (With Project)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main

Road / Outer Ring

Road

81 183 (SB) 6501 81 193 (WB) 6709 125 253 (SB) 6648 125 259 (SB) 6937

4 E Main Road /

Outer Ring Road42 126 (EB) 5288 47 135 (EB) 5545 50 140 (EB) 5641 51 215 (EB) 6014

7th Cross Road

/Outer Ring Road*44 289 (WB) 4993 24 243(SB) 5308 51 512 (SB) 5369 28 106 (SB) 5817

30th Main Road /

Outer Ring Road 47 199 (SB) 8968 47 189(SB) 9098 71 354 (SB) 9750 82 354 (SB) 9960

5th Main Road / 1st

Main Road 0.0 0 1558 26 75 (WB) 1472 45 76 (WB) 1715 73 75 (WB) 1447

4E Main Road / 5th

Main Road 0 0 3056 57 237 (WB) 2862 63 237 (WB) 3263 77 237 (WB) 2967

Connector Street

/7th Cross Road)***0 35 (EB) 806 5 163(NB) 1223 0 37 (EB) 802 5 25 (WB) 1216

1st Main Road /

Outer Ring Road **- - - 11 126 (WB) 4870 - - - 42 452 (WB) 5417


XVI | P a g e Directorate of Urban Land Transport, UDD

MITIGATION MEASURES

The mitigation measures proposed are based on the analysis of the Existing, Year 2015

and Year 2025 conditions with and without project conditions. The following mitigation

measures have been suggested to bring about effective operation of the proposed TTMC

as well as the roadway segments surrounding the project site.

1. Fly over at Kamakya Junction

Implementation of BBMP proposed 4 lane divided flyover along the Outer Ring

Road

Increase the length of the BBMP proposed flyover by 100 m from existing 216 m

to 316 m

Change flyover design from proposed retaining wall structure to column based

structure. This would provide roadway width of around 10 meter on either side of

the flyover in front of the TTMC.

Minimum column spacing of 12 m should be provided between the columns at

the roadway intersections and at the access point of the TTMC.

2. Traffic Circulation Pattern

At 4E Main Road changing the existing two way movement between the 1st Main

Road and 4th

Main Road to one way movement in the south bound direction.

At Connector Street changing the existing two way movement between 7th

Cross

Road and 4E Main Road to one way movement in the westbound direction.

3. Underpass at Food World Junction

Implementation of BBMP proposed 4 lane divided underpass along the Outer

Ring Road.

Table VII shows the operation conditions at the study intersections for Year 2025 with

project conditions before and after implementation of mitigation measures. After the

implementation of mitigation measures the delay at the intersections would be

significantly reduced and the queue lengths at the intersections would be within the

available storage capacity at the intersections.


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Table VII: Improved Operational Efficiency on the Implementation of Mitigation

Measures

Intersections

2025 (With Project) Mitigation Measure 1+2+3

Delay

(Sec/Veh)

Queue

Length

(m)

Throughput

(Veh)

Delay

(Sec/Veh)

Queue

Length

(m)

Throughput

(Veh)

Kathriguppe Main

Road / Outer Ring

Road

125 259 (SB) 6937 62 168 (NB) 8175

4 E Main Road /

Outer Ring Road 51 215 (EB) 6014 23 178 (EB) 7125

7th Cross Road

/Outer Ring Road * 28 106 (SB) 5817 4 98 (SB) 6551

30th Main Road /

Outer Ring Road 82 354 (SB) 9960 78 355 (SB) 9991

5th Main Road / 1st

Main Road 73 75 (WB) 1447 0 0 1994

4E Main Road / 5th

Main Road 77 237 (WB) 2967 0 0 3892

Connector Street

/7th Cross Road*** 5 25 (WB) 1216 1 23 (WB) 1597

1st Main Road /

Outer Ring Road ** 42 452 (WB) 5417 1 39 (SB) 5789

NOTE: *, **- TTMC Entry/Exit; ***- Entry/Exit to Four Wheeler parking.

RECCOMMENDATIONS

The following recommendations with respect to the Project Site and the surrounding

roadway network are suggested to improve the pedestrian connectivity to the TTMC and

also to improve the vehicle circulation pattern in the study area.

Proposed Project

The proposed TTMC entrance and exit point for the buses should be provided on Outer

Ring Road as considered in the Concept Plan. The entry and exit for the pedestrians

accessing the terminal is recommended to be provided at either corner of the site facing

the Outer Ring Road to reduce the pedestrians coming in conflict with vehicles accessing

the facility.


XVIII | P a g e


The private vehicle access including two wheelers should be provided on the 7th

Main

Road as proposed in the concept plan since this would reduce the additional conflicting

movements on the outer ring road.

Roadway Network

Implementation of the BBMP proposed 4 Lane divided Overpass at Kamakaya junction.

The proposed flyover will remove through vehicles and also reduce the vehicle density

near the proposed TTMC providing smooth traffic circulation near the TTMC.

The proposed flyover at Kamakaya Junction should be extended by 100 meters to provide

required additional opening for vehicle access near the project site. The flyover should be

redesigned from retaining wall structure to column based structure, since this would

provide additional openings required for the buses accessing the TTMC and also provide

a minimum roadway width of 10 meters on either side of the flyover on front of the

TTMC. The recommended column based structure design of flyover will also ensure that

the existing footpath width of 5 meters can be in front of the TTMC when compared to

the proposed design which reduces the footpath width to 2 meters.

Implementation of underpass at Food World Junction along Outer Ring Road will provide

a signal free through movement for vehicles along Outer Ring Road and reduce the

intersection delay for the other movements at the intersection.

Traffic Circulation Pattern

The 4E Main Road between the 1st Main Road and 4

th Main Road and Connector Street

between 7th

Cross Road and 4E Main Road should be made one way from existing two

way traffic movements in southbound and westbound direction respectively. This change

in Traffic Circulation Pattern will increase the capacity of these roads to handle the

increase in vehicular volume expected from the proposed TTMC.

Pedestrian Facility Network

Provision of footpath connectivity on the roadway networks surrounding the project site.

The Table Top crossing should be provided at all the vehicles access points for the

proposed TTMC facility and at the approaches of the uncontrolled intersections.

The provision of subway connecting the platforms as proposed in the concept plan is not

recommended, since the pedestrians were found to be averse for using the subways for a

short span of length.


XIX | P a g e


Parking Management

On street parking on all study corridors must be restricted. This should be strictly

enforced on 4E cross road and 7th cross road as these roads have roadway width less than

8 meters and parking of vehicles will further reduce the capacity leading to congestion.

The provision for bicycle parking should be provided at the entrance of the plaza where

currently two wheelers parking is proposed to encourage and promote Non motorized

transport.

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1 | P a g e Directorate of Urban Land Transport, UDD

CHAPTER 1- INTRODUCTION

BACKGROUND

The National Urban Transport Policy notified by Government of India (GOI) in 2006

specifies measures that should be taken up to ensure a good transportation system in

urban areas. Traffic and Transit Management Centers (TTMC) is one such attempt made

by the Bangalore Metropolitan Transport Corporation (BMTC) to address bus transit

issues of Bangalore.

BMTC has proposed to develop a TTMC at the existing Kathriguppe Bus Depot located

on Outer Ring Road in Bangalore. The Project Site is a single parcel of land spread over

an area of 5.5 acres. The Figure 1 below presents the location of the Project Site with

respect to the city. The TTMC will cater to commuters residing along Kathriguppe, AGS

Layout & Banashankari.

Figure 1: Location of the Project Site

INTRODUCTION TRAFFIC IMPACT STUDY, KATHRIGUPPE

2 | P a g e


TTMCs results in new Bus terminal and commercial office space resulting in new

vehicular and pedestrian traffic generated by the facility, which would have an impact on

the traffic conditions of the surrounding roadway network and at access points to the

facility. The proposed TTMC will also have an impact on the existing traffic circulation

patterns and at intersections surrounding the project site. Hence there is a need to conduct

a Traffic Impact study on the roadway segments and intersections near the proposed

TTMC. In addition, the pedestrian and vehicle entry/exit should also be suggested in

order to reduce the vehicles and pedestrian conflicts near the project site.

PROJECT OBJECTIVE

The objective of this study is to assess the potential impact of traffic generated by the

proposed TTMC on the roadway segments, intersections and at access points of the

TTMC and recommend various roadway improvements and mitigation measures required

to ensure safe and efficient vehicular and pedestrian circulation in the study area upon the

completion of project.

SCOPE OF WORK

To analyze the existing and future year operation conditions of the roadway segments

and intersections surrounding the project site.

Identify Traffic Impacts from the proposed TTMC on the roadway segments and

intersections in the study area.

Propose mitigation measures i.e. roadway improvements required to achieve

acceptable operating conditions of the roadway segments and junctions, and efficient

circulation patterns in the study area.

Suggest vehicles and pedestrian entry and exit to the TTMC to reduce vehicular and

pedestrian conflicts.

ORGANIZATION OF THE REPORT

The report is organized into five chapters, providing an insight about the project location,

need for the study, existing traffic operation conditions, future traffic operation

conditions, and identified mitigation measures and recommendations for study area.

Chapter 1 provides introduction about the project and the need for the study. It also

identifies the objective and scope of the study, and location of the project site.

INTRODUCTION TRAFFIC IMPACT STUDY, KATHRIGUPPE

3 | P a g e


Chapter 2 provides an overview of the Project site, its land use pattern & the major

landmarks near the project site. This chapter briefs the salient features of the existing

Kathriguppe Depot including the existing circulation pattern near the project site.

Identified study roadway segments, intersections and its configuration and peak hour

turning movement volumes at the intersections have been represented along with the

Existing operating conditions of the study roadway segments and intersections.

Chapter 3 gives an insight on the proposed land use and potential trip generation &

distribution due to the proposed project. It also illustrates the concept plan of the

Proposed Kathriguppe TTMC along with the site access and the circulation pattern. The

operating conditions for the Existing plus project scenario for the study roadway

segments and intersections are also discussed.

Chapter 4 provides an insight into the future operating conditions for Year 2015 and

2025 conditions with and without the project and the analysis on the impact of the

proposed project on the study roadway network and intersections.

Chapter 5 identifies the mitigation measures required to negate the impacts at the study

roadway network and intersections for the future year conditions.

Chapter 6 highlights the recommendations required for the effective operation of study

intersections, access points of the TTMC and to improve pedestrian circulation pattern.

4 | P a g e


CHAPTER 2-EXISTING CONDITIONS

EXISTING LAND USE

The study area is a single parcel of land spread over an area of 5.5 acre located in

Kathriguppe in the Southern quadrant of Bangalore. The existing land use includes a

BMTC Bus Depot.

Figure 2 shows the study area considered for the project and project site location with

respect to roadway network and various trip attractors.

Figure 2: Study Area – Kathriguppe

The details of the roadway network surrounding the project site is provided in Table 1.

Table 1: Study Area Boundaries

North 5th Main Road

South Outer Ring Road (Provides access to the project site)

West 7th Cross Road

East Drain and 1st Main Road

EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE


Land use - Area Surrounding the Project Site

Kathriguppe is a well-established residential neighborhood connected to the commercial

cum residential areas of Banashankari, Jayanagar and Hoskerahalli. The area surrounding

the project site is mainly residential. The area within 1 km radius surrounding the project

site houses many public utility and academic establishments like KIMS, BDA,

Kamakaya, Mega Mart, etc. Figure 3 shows the existing land use type surrounding the

project site within 1.0 Km radius of the Project site. Outer Ring Road, Kathriguppe Main

Road and 30th Main road are the major arterials in the study area, whereas the

surrounding roads i.e. 4E Main Road, 5th Main Road, 7th Cross are either sub arterial or

collector streets.

Figure 3: Land use pattern



EXISTING DEPOT SCHEDULES

The existing Bus Depot (Depot 13) operates 433 city schedules of which 174 are depot

schedules and the rest 259 schedules are passing routes/services. This would translate into

2028 BMTC trips per day of which 348 trips starts from the depot and 1680 trips are

passing bus trips. BMTC Operations at the Kathriguppe Depot is summarized in Table 2.

Table 2: Existing BMTC Schedules

Service Type No. of Schedules No. of Trips

Starting from Kathriguppe Bus Depot 174 348

Over all 259 1680

TOTAL 433 2028

EXISTING ROADWAY NETWORK AND INTERSECTIONS

The Figure 4 shows the project site location and the identified study roadway network and

intersections.

Roadway Network

The Kathriguppe Main Road, Outer Ring Road, and 30th

Main Road roadway segments

identified for the study are four lane divided roadway where as the 5th Main Road, 4E

Main Road, 7th Cross Road, and 1st Main Road are two lane undivided roadway. The

following are the roadway segments identified for the study

Outer Ring Road (Kathriguppe Main Road - 30th Main Road)

1st Main Road ( 5th Main Road - Outer Ring Road)

4E Main Road (5th Main Road - Outer Ring Road)

7th Cross Road (5th Main Road - Outer Ring Road)

5th Main Road (4 E Main Road - 1st Main Road)

Collector Street (4E Main Road-7th

Cross Road)

Study Intersections

The study intersections surrounding the proposed project site were identified based on the

impact by the proposed project. The Kathriguppe Main Road and Outer Ring Road, 4 E

Main Road and Outer Ring Road (Kamakya Junction), and 30th main and Outer Ring

Road intersections are signal controlled intersections whereas the other identified study



intersections are currently uncontrolled (un-signalized) intersections. The following are

the study intersections identified for the project:

Kathriguppe Main Road / Outer Ring Road (Food World Junction)

4 E Main Road / Outer Ring Road (Kamakaya Junction)

7th Cross Road / Outer Ring Road

1st Main Road / Outer Ring Road

30th main / Outer Ring Road (Kittur Rani Chennamma Circle)

5th Main / 1st Main Road (Opp Venkatadri Kalyana Mandapa)

5th Main / 7th Cross Road

Figure 4: Study Roadway Network and Intersections

The signalized intersections existing geometry and phasing plan are provided below;

30th

Main and Outer Ring Road (Deve Gowda Petrol Bunk) Intersection

This intersection is also known as Kittooru Rani Chenamma Circle and it’s a four arm

signalized intersection. Figure 5 shows the existing geometric configuration at the

intersection along with the traffic movements.



Figure 5: Geometric Configuration at 30th Main and Outer Ring Road

Intersection

The intersection has a cycle length of around 267 seconds with 5 phases including a

pedestrian phase of 10 second. The Existing Signal Phasing Timing Plan at 30th Main

and Outer Ring Road intersection is as shown in Table 3.

Table 3: Signal Phasing Timing Plan at 30th Main and Outer Ring Road

Intersection

From Existing Phase Timings (Seconds)

GREEN Yellow RED

PHASE -1 70 3 194

PHASE -2 10 (Pedestrian)

PHASE -3 60 3 204

PHASE -4 90 3 174

PHASE -5 25 3 239

Cycle Length 267



4 E Main Road and Outer Ring Road (Kamakya) Intersection

The Kamakya junction is adjacent to the proposed project site on Outer Ring Road. This

intersection controls the access for the westbound buses and private vehicles accessing

the existing Depot and 7th

Cross Road respectively through the median opening on outer

ring road. Figure 6 shows the existing geometric configuration and traffic movements at

the intersection.

Figure 6: Roadway Geometric Configuration at Kamakya

Kamakya Intersection has a cycle length of around 140 seconds with 4 phases including a

pedestrian phase of 10 seconds. Table 4 shows the existing signal timing plan at the

intersection.



Table 4: Signal Phasing Timing Plan at Kamakya Intersection

Kathriguppe and Outer Ring Road Intersection

It is a four legged signalized intersection. Figure 7 shows the existing geometric

configuration at the intersection along with the traffic movements.

Figure 7: Geometric Configuration at Kathriguppe – Outer Ring Road

Intersection

Kathriguppe and Outer Ring Road Intersection has a cycle length of around 223 seconds

with a total of 5 phases including a pedestrian phase of 10 seconds. Table 5 shows the

existing signal timing plan at the intersection.

PHASES Existing Phase Timings (Seconds)

GREEN Yellow RED

PHASE -1 60 5 75

PHASE -2 25 5 110

PHASE -3 30 5 105

PHASE -4 10 (Ped Signal)

Cycle Length 140



Table 5: Existing Signal Phasing Timing Plan at Kathriguppe Intersection

EXISTING SITE ACCESS

The BMTC buses access the Depot through Outer Ring Road. The passing bus services

use Outer Ring Road to reach towards Mysore Road and Banashankari. The bus

movement i.e in and out of the depot is during the off peak hours (night and early

morning), so there not much congestion near the study area from buses accessing the

Depot and the other vehicles using Outer Ring Road.

The westbound (from 30th

main Road) buses use the median opening on Outer ring Road

to access the Depot. The westbound (from 30th

main Road) Private vehicles also use the

same median opening on the Outer Ring Road to access 7th

cross road. Figure 8

illustrates the existing vehicular movements in front of the Depot.

Figure 8: Site Access to Kathriguppe Bus Depot

PHASES

Existing Phase Timings (Seconds)

GREEN Yellow RED

PHASE -1 45 3 175

PHASE -2 75 5 143

PHASE -3 25 5 193

PHASE -4 50 5 168

PHASE -5 10 (Ped Signal)

Cycle Length 223



SIGNIFICANCE CRITERIA

The following significance criteria have been adopted to analyze the traffic impact for the

study at the roadway segments and intersections

Roadway Segments

If the roadway segment is operating at an acceptable Level of Service (LOS) D or

better, then if addition of project volume reduces the roadway segment LOS to E or F

then it’s considered to be significant impact.

If the roadway segment is operating at LOS E or F, then if addition of project volume

increases the volume to capacity ratio (v/c) of the roadway segment by 0.01 then it’s

considered to be significant impact.

Intersections

If the maximum queue lengths at the intersections exceed the available storage lengths

blocking the adjacent major intersection, then it’s considered to be significant impact.

EXISTING OPERATION CONDITIONS

The existing operation conditions of the study roadway networks and intersections near

the proposed project site were evaluated with respect to the following to identify the

deficiencies with respect to vehicle and pedestrian traffic

1. Roadway Segments

Volume to Capacity Ratio and LOS

2. Intersections

Delay and Queue Length

3. Existing Pedestrian facilities

Footpath Connectivity

Roadway Segments

The Level of Service (LOS) and the capacity of the Roadway segments computed is

based on the Indian Roads Congress (IRC) standards sourced from Guidelines for

Capacity of Urban Roads in Plain Areas IRC 106- 1990. Table 6 provides the LOS

standards adopted based on the volume to capacity (V/C) ratios at the intersections and its

performance.



Table 6: Existing V/C and Level of Service for Roadway Segments

Note: V= Volume in PCU’s/hr& C= Capacity in PCU’s/ hr

During the existing conditions all the study roadway segments are operating at an

acceptable LOS D or better during existing peak hour conditions with V/C ratio equal to

or less than 0.77. Outer Ring Road is the main access to the proposed TTMC is operating

at a LOS D with its V/C ratio ranging from 0.67-0.78. Whereas, the internal roadway

network are have been operating at a LOS C or better with a V/C ratio less than 0.40.

Table 7 shows the Existing traffic operation conditions of the study roadway segments in

the study area and Figure 9 depicts the same.

V/C LOS Performance

0.0 - 0.2 A Excellent

0.2 - 0.4 B Above Average

0.4 - 0.6 C Average

0.6 - 0.8 D Below Average

0.8 - 1.0 E Poor

1.0 - 1.2 F Very Poor


14 | P a g e


Road

Name Segment

Direction of

Traffic Flow

Avg. Width

of

Carriageway

(m)

No. of

Lanes

based

on

width

Road

Hierarchy

Design

capacity

per lane

Capacity

Peak Hour

Volume

(PCU/Hr)

V/C LOS

Outer Ring

Road

Kathriguppe

Main Road-4 E

Main Road

East Bound (LCW) 9.0 2.4 Arterial (4L,D,2W) 1300 3111 2086 0.67 D

West Bound (RCW) 8.9 2.4 Arterial(4L,D,2W) 1300 3085 2363 0.77 D

Outer Ring

Road

4 E Main Road-

1st Main Road


West Bound (RCW) 9.0 2.4 Arterial(4L,D,2W) 1300 3120 1652 0.53 C

Outer Ring

Road

1st Main Road-

30th Main Road


West Bound (RCW) 8.4 2.2 Arterial(4L,D,2W) 1300 2912 2181 0.75 D

1st Main

Road

Outer Ring

Road-5th Main

Road

North Bound (LCW)

5.2 1.4 Collector

(2L,UD,2W) 1300 1803 201 0.11 A

South Bound (RCW)

4 E Main

Road

5th Main Road-

4th Main Road

North Bound (LCW)

10.9 2.9

Sub-Arterial

(2L,UD,2W)

1700 4919 1340 0.27 B

South Bound (RCW)

4 E Main

Road

4th Main Road-

Collector Street

North Bound (LCW)

9.3 2.5

Sub-Arterial

(2L,UD,2W)

1700 4225 810 0.19 A

South Bound (RCW)

Table 7: Existing V/C and Level of Service for the Study Corridors for PM Peak



Road

Name Segment

Direction of

Traffic Flow

Avg. Width

of

Carriageway

(m)

No. of

Lanes

based

on

width

Road

Hierarchy

Design

capacity

per lane

Capacity

Peak

Hour

Volume

(PCU/Hr)

V/C LOS

4 E Main

Road

Collector Street-

Outer Ring Road South Bound (RCW) 7.0 1.9 Collector (2L,1W) 1000 1867 714 0.38 B

7th Cross

Road

5th Main-Outer

Ring Road North Bound (LCW) 6.7 1.8 Collector (2L,1W) 1000 1789 724 0.40 C

5th Main

Road

4E Main Road-

3rd Main Road

East Bound (LCW)

9.9 2.6 Sub-Arterial

(2L,UD,2W) 1700 4502 1751 0.39 B

West Bound (RCW)

5th Main

Road

3rd Main Road-

1st Main Road

East Bound (LCW) 8.6 2.3

Sub-Arterial

(2L,UD,2W) 1700 3917 1138 0.29 B

West Bound (RCW)

Collector

Street

4 E Main Road-

7th Cross Road

East Bound (LCW) 6.8 1.8 Collector (2L,2W) 1300 2364 128 0.05 A

West Bound (RCW)

NOTE: *Capacity of the roadways was based on the IRC 106- 1990.*

**LCW-Left of Carriageway, RCW-Right of Carriageway, 4L-Four Lane, D-Divided, UD- Undivided, 2W-Two-way.**



Figure 9: Existing operating LOS conditions

EXISTING CONDITION TRAFFICIMPACT STUDY, KATHRIGUPPE

17 | P a g e


Intersections

During the existing conditions, the delay at the study intersections was found be less than

31 seconds or less except the Kathriguppe Main Road and Outer Ring Road Intersection,

and 30th

Main Road and Outer Ring Road intersection, which had a significant delay at

the intersections greater than 1 minute. The delay at Kathriguppe Main Road and Outer

Ring Road Intersection was found to be 71 seconds per vehicle, whereas the delay at 30th

Main Road and Outer Ring Road intersection was found to be 123 seconds per vehicle.







intersection had a maximum queue length of 120 meters in westbound direction blocking

access to the Bus Depot. Table 8 shows the delay and queue lengths at the study

intersections.

Table 8: Existing Operation Conditions at the Study Intersections

Note:*, ** - TTMC Bus Entry and Exit to BMTC buses; *** - Four Wheeler parking entry/exit

Intersections Delay

(Sec/Veh)

Queue Length

(m)

Throughput

(Vehicles)

Kathriguppe Main Road/ Outer Ring Road 71 198 (WB) 6205

4 E Main Road / Outer Ring Road 31 112 (EB) 4986

7th Cross Road /Outer Ring Road 23 120 (WB) 4680

30th Main Road / Outer Ring Road 123 499 (EB) 7843

5th Main Road / 1st Main Road 0 0 1636

4E Main Road /5th Main Road 0 0 2848

Connector Street between 4th Main / 7th

Cross Road 0 0 785

EXISTING CONDITION TRAFFICIMPACT STUDY, KATHRIGUPPE


Existing Pedestrian Facilities

Footpath connectivity

The existing study roadway network has a well-connected and continuous footpath

network along the Outer Ring Road of varying width from 2 m to 5 m in the Study area

for the pedestrian movement. However, the other minor streets surrounding the project

site has discontinuous footpath network and has widths varying from 1 to 2 meters.

Figure 10 shows the existing footpath network and its missing links.

Pedestrian Crossings

Table top crossings were not found in the study area at the unsignalized intersections and

at pedestrian crossings, which would increase the safety for pedestrians crossing the

roadway.

Figure 10: Existing Footpath Facilities


CHAPTER 3-PROPOSED PROJECT

PROPOSED LAND USE

Transportation and land use are interrelated and new developments tend to change traffic

behavior as well as land-use patterns. As per the Revised Master Plan 2015, Project Site

is zoned for Traffic & Transportation use.

The proposed land use includes BMTC Bus Terminal, a Bus Depot and commercial

development. The BMTC Bus Terminal will include 12 Bus Platforms with 15 bus idle

parking slots and the Depot includes 150 bus parking slots. The commercial development

is planned in an area of 3,93,300 sq.ft and will include hypermarket, multiplex, retail,

restaurants and food court. Table 9 shows the detailed proposed land use for project site.

Table 9: Applicable Zoning Regulations for Project Site

Sl no Particulars Applicable DCR

1 Plot Area (acres) 6.35 (5.5 acres available for

development)

2 Permissible FAR 3.25 (FAR for commercial area

considering Mutation Corridor)

3 Permissible Maximum Built-Up Area (sq. ft) 8,98,973

4 Total Built-Up Area for ancillary use excl. Kalyana

Mandapa (sq. ft.) 3,93,298

BMTC BUS TERMINAL

Sl no Particulars Minimum Nos./Area/ Capacity

1 BMTC Bus Platforms (parallel parking type) 12 nos.

2 BMTC Bus Idle Parking 15 nos.

3 Commercial facilities located in Bus Terminal Total 3200 sq. ft.

BMTC DEPOT

1 BMTC bus parking slots 150 nos.

2 Fuel Station 1 no. with multiple dispensers

3 Bus Washing Platforms (with provision for

mechanized / automatic washing) 2 nos.

4 Workshop/ repair centre 4 nos. repair bays

PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE


Traffic Generation

The number of vehicle trips generated by the facility was estimated based on the proposed

land use, number of existing bus services near the facility, existing bus depot arrival and

departure schedule, and proposed bus bays at the terminal. The number of total vehicle

trips that would be generated by the TTMC facility during the peak hour condition was

found to be 840 passenger car units (PCU) with 418 and 422 PCUs entering and exiting

the facility respectively. The estimated number of vehicle trips also includes bus, private

vehicles and auto rickshaw trips to the facility. Table 10 shows the estimated number of

vehicle trips for the proposed project site during peak hour conditions.

Table 10: Traffic Generated from TTMC during Peak Hour

Trip Distribution

The project trip distribution was based on the exiting travel pattern in the study area and

also the project site surrounding catchment area. Major trip attractor corridors like Outer

Ring Road, 30th Main Road and Kathriguppe Main Road are estimated to generate

around 90% of the trips. On the other hand, the roadway segments surrounding the

proposed TTMC will contribute about 10% of the traffic volume with 3% from the west

side of the project site and 8% from the north side of the project site. The distribution of

the trips along the roadway segments during the peak hour is shown in the Figure 11.

Sl

no. Vehicle Type In Out

1 Two Wheelers 56 64

2 Cars/ 4 Wheelers 116 116

3 Taxis 6 6

4 Autos 28 28

Total no. of Private Vehicles 206 214

5 Buses 80 80

Total Vehicles 286 294

Total PCUs 418 422



Figure 11: Trip distribution

Concept Plan

The conceptual plan of the proposed TTMC has three levels which include lower ground,

upper ground, and first floor and has been split into two sections with section one being

BMTC Depot and the other section would be the TTMC with bus terminal and

commercial development.

The lower ground floor at the TTMC section would accommodate the BMTC Bus

Terminal, two wheeler Parking and entrance lobby to commercial development and at the

BMTC Bus Depot section includes bus parking, canteen, toilets, fuel station and depot

offices.

The upper ground floor and the first floor of the proposed concept plan each include

commercial establishments in the TTMC section and at the BMTC Bus Depot section

which includes parking for 38 BMTC buses.

The proposed concept plan of the project area is illustrated in Figure 12.



Figure 12: Concept Plan

Lower Ground

Floor Plan

Upper Ground

Floor Plan

First Floor

Plan



SITE ACCESS AND CIRCULATION PATTERN

Site Access

The proposed TTMC has a segregated access for the buses and private vehicles with a

total of 5 access points as shown in Figure 13. Access points 1, 2 and 4 open on to the

Outer Ring Road, while access points 3 and 5 opens on to the 7th

Cross Road and 5th

Main

Road, respectively. Access points 1 and 2 provide access to the buses accessing the bus

terminal and also for the buses accessing the depot. Access points 4 provide access to two

wheelers and IPT parking, whereas access point 3 on 7th

cross roads provides access to

four wheeler parking. Access point 5 is an exit point for the buses exiting the depot.

Figure 13: Site Access to the Proposed TTMC

Site Circulation Pattern

At present, the buses plying are passing services and do not stop inside the BMTC bus

Depot. The bus movement into the depot is only during the night and early in the

morning. Hence, the Depot bus movements do not cause congestion near the project site

on Outer Ring road.

The proposed TTMC has a bus terminal with 2 bus bays with a total of 12 platforms with

each bus bay with 6 platforms to handle the BMTC bus services. Access points 1and 2 are



the common access to buses entering or exiting the bus terminal in the TTMC and also for

the buses entering and exiting the Bus depot bound towards the outer ring road.

The BMTC buses that access the TTMC facility are:

Buses bound towards Banashankari (Kittur Rani Chennamma Circle)

Buses Bound towards Mysore Road

The buses bound towards Banashankari will access the Bus Terminal through access

point 1 and exit through access point 2, whereas buses bound towards Mysore Road will

access the Bus Terminal through access point 2 and exit through access point 1. Based on

the concept plan for the Kathriguppe TTMC, the conflict points are created at the access

points of the TTMC facility. The concept plan entrance and exit points were retained,

since it was the best option for the proposed project. Figure 14 represent the site

circulation pattern at the proposed TTMC and the conflicting movements at the access

points of the proposed TTMC.

Figure 14: Site Circulation Pattern for the proposed TTMC



Identification of Traffic Conflict Points and Problem Areas

a. Conflict point at TTMC Entry & Exit on Outer Ring Road

Conflict point would arise at the entry and exit point of the TTMC, when the buses

bound towards Mysore Road would enter (access point 2) and exit (access point 1) the

TTMC which would be in conflict with the eastbound vehicles on the Outer Ring

Road.

b. Conflict Point at TTMC Entry & Exit of the Commercial Establishment

Conflict point would be created at the access point 4 between the through movement

vehicles (Northbound) and vehicles existing the TTMC (Westbound).

Figure 15 is an illustration of the identified conflicts points at the project site.

Figure 15: Conflict Points at the Project Site

EXISTING PLUS PROPOSED PROJECT CONDITIONS

Roadway Segments

During the existing plus project conditions, all the study roadway segments were found to

operate at an acceptable LOS D or better except the Outer Ring Road segment which

would operating at LOS E with a v/c ratio of 0.82 in the westbound direction. Table 11



shows the v/c ratios and LOS conditions at the study roadway segments. Figure 16

depicts the LOS conditions on the study roadway segments.

Based on the significance criteria adopted for the study, the proposed project would have

a significant impact on the Outer Ring Road segment, since the LOS gets reduced at from

existing LOS D to E along Outer Ring Road in the westbound direction.



Table 11: Operating conditions- Existing plus Project Scenario


Flow

Existing Condition Existing + Project Condition

Existing

(PM) Peak

Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Existing

(PM) Peak

Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Outer Ring

Road

Kattriguppe Main

Road-4 E Main

Road

East Bound (LCW) 2175 0.70 D 2264 0.73 D

West Bound (RCW) 2454 0.80 D 2545 0.82 E

Outer Ring

Road

4 E Main Road-1st

Main Road

East Bound (LCW) 2393 0.73 D 2482 0.76 D

West Bound (RCW) 1743 0.56 C 1834 0.59 C

Outer Ring

Road

1st Main Road-

30th Main Road

East Bound (LCW) 2054 0.69 D 2126 0.71 D

West Bound (RCW) 2254 0.77 D 2327 0.80 E

1st Main RoadOuter Ring Road-

5th Main Road

North Bound (LCW)

201 0.11 A 229 0.13 ASouth Bound (RCW)


Main Road

North Bound (LCW)

1340 0.27 B 1364 0.28 BSouth Bound (RCW)


Collector Street

North Bound (LCW)

810 0.19 A 848 0.20 BSouth Bound (RCW)


Outer Ring RoadSouth Bound (RCW) 714 0.38 B 881 0.47 C

7th Cross Road5th Main-Outer

Ring RoadNorth Bound (LCW) 724 0.40 C 889 0.50 C


Cross Road

East Bound (LCW)

1751 0.39 B 1777 0.39 BWest Bound (RCW)

5th Main Road7th Cross Road-1st

Main Road

East Bound (LCW)

1138 0.29 B 1152 0.29 BWest Bound (RCW)

Collector Street4 E Main Road-7th

Cross Road

East Bound (LCW)

128 0.05 A 307 0.13 AWest Bound (RCW)



Figure 16: Existing plus Project Operating LOS conditions

Intersections

During the existing plus project conditions, the delay and queue length at the study

intersections would vary compared to the existing conditions due to the buses, IPTs and

private vehicles accessing the project site. The project would add delay at three of the

intersections near the project site where these intersections didn’t have any delay during

existing conditions. The significant change with respect to delay and queue lengths were

found at the 30th

Main Road and Outer Ring Road intersection where the delay gets

reduced from 123 seconds per vehicle during existing conditions to 117 seconds per

vehicle during existing with project conditions and the queue length gets reduced from

499 m during existing conditions to 337 m during existing with project conditions and at

the 4E Main Road and Outer Ring Road intersection the delay gets increased from 31

seconds per vehicle during existing conditions to 47 seconds per vehicle during existing

with project conditions and the queue length gets increased from 112 m during existing

conditions to 127 m during existing with project conditions these changes in delay and

queue length would be due to the congestion near the project site from the vehicles

accessing the proposed TTMC.









intersection had a maximum queue length of 89 meters in eastbound direction blocking

the 4E Main Road. The project would have a significant impact at the intersections, since

the queue length from 7th

Cross Road and Outer Ring Road intersection exceeds the

available storage capacity blocking the 4E Main Road traffic. Table 12 shows the delay

and queue lengths at the study intersections.

Table 12: Operating conditions- Existing plus Project Conditions

Note: *, ** - TTMC Bus Entry and Exit to BMTC buses; *** - Entry/Exit Four Wheeler parking

Intersections

Existing Existing + Proposed Project

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kattriguppe Main Road – Outer

Ring Road 71 192 (WB) 6205 74 205 (WB) 6186

4 E Main Road – Outer Ring Road 31 112 (EB) 4986 47 127 (EB) 5164

7th Cross Road –Outer Ring Road* 23 120 (WB) 4680 14 89 (EB) 4891

30th Main Road – Outer Ring Road 123 499 (EB) 7843 117 337 (EB) 8002

5th Main Road – 1st Main Road 0 0 1636 0 0 1444

4E Main Road -5th Main Road 0 0 2848 5 0 2844


(4th Main – 7th Cross Road)0 0 785 6 85 (NB) 1165

1st Main Road – Outer Ring Road ** - - - 4 80 (WB) 4493


CHAPTER 4-FUTURE OPERATING

CONDITION

INFRASTRUCTURE DEVELOPMENTS

BBMP has proposed over pass and under pass projects along the Outer Ring Road for

signal free movement of the through movement vehicles along the Ring Road. Table

13 provides the details of the proposed over pass and under pass projects at the study

intersections.

Table 13: Roadway Improvements Proposed on Outer Ring Road

Intersection

Kittur Rani

Chennamma

Circle

Kamakya

Junction

Food World

Junction

Type of Grade Separator Overpass/Flyover Overpass/Flyover Underpass

Direction East- West East- West East- West

No. of Lanes 4 Lane 4 Lane 4 Lane

Overall Length 352.00 m 216.23 m 185.85 m

Vertical Clearance 4.50m 4.50m 4.50m

Gradient 5% (1 in 20) 5% (1 in 20) 5% (1 in 20)

Implementing Agency BBMP BBMP BBMP

Figure 17 provides a pictorial representation of the Roadway Improvements proposed by

BBMP along Outer Ring Road.

FUTURE OPEARTING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE


Figure 17: Infrastructure Developments proposed on Outer Ring Road.

FUTURE VOLUME DEVELOPMENT

The future peak hour traffic volumes for the future Year 2015 and 2025 conditions were

developed using the Bangalore City Travel Demand Model developed by RITES Ltd. The

growth rate obtained from the Travel Demand Model was used to forecast the future year

traffic volumes at the study roadway segments and intersections. The future traffic

projection was done for the Near Term (project opening Year 2015) conditions as well as

10 years from then Cumulative Year (Year 2025) conditions.

NEAR TERM 2015 - LOS ANLAYSIS

The near term traffic analysis was done for the Year 2015 conditions, since the project is

expected to be built and operational by Year 2015.

Roadway Segments

The study roadway segments were evaluated for the future Year 2015 conditions with and

without the proposed project. Table 14 shows the LOS for the study roadway segments

and Figure 18 depicts the same.

During the Year 2015 conditions it was found that all the roadway segments would

operate at an acceptable LOS D conditions except the Outer Ring Road segment, which

would operate at LOS E conditions. The project would have a significant impact on the

Outer Ring Road segment, since the addition of project volume increases the v/c ratio of

the roadway segments by around 0.03 when compared to the Year 2015 without project

conditions which would operate at LOS E conditions.

`

STUDY AREA

Food World Junction Kittur Rani

ChennammaCircle

KamakyaJunction

Flyover / Overpass

LEGEND

Underpass



Table 14: Level of Service 2015

Road

Name Segment

Direction of Traffic

Flow

2015 (Without Project) 2015 (With Project)

Peak Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Peak Hour

Volume

(PCU/Hr)

V/C

(PM) LOS (PM)

Outer Ring

Road

Kathriguppe Main

Road-4 E Main

Road

East Bound (LCW) 2399 0.77 D 2488 0.80 D

West Bound (RCW) 2717 0.88 E 2808 0.91 E

Outer Ring

Road

4 E Main Road-1st

Main Road

East Bound (LCW) 2650 0.81 E 2739 0.84 E

West Bound (RCW) 1900 0.61 D 1991 0.64 D

Outer Ring

Road

1st Main Road-

30th Main Road

East Bound (LCW) 2280 0.76 D 2352 0.79 D

West Bound (RCW) 2508 0.86 E 2581 0.89 E

1st Main

Road

Outer Ring Road-

5th Main Road

North Bound (LCW)

231 0.13 A 259 0.14 A

South Bound (RCW)

4 E Main

Road

5th Main Road-4th

Main Road

North Bound (LCW)

1541 0.31 B

1565 0.32 B

South Bound (RCW)

4 E Main

Road

4th Main Road-

Collector Street

North Bound (LCW) 932 0.22 B 970 0.23

B

South Bound (RCW)



NOTE: *Capacity of the roadways was based on the IRC 106- 1990.*

**LCW-Left of Carriageway, RCW-Right of Carriageway, 4L-Four Lane, D-Divided, UD- Undivided, 2W-Two-way.*

Road

Name Segment

Direction of Traffic

Flow


Peak Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Peak Hour

Volume

(PCU/Hr)

V/C

(PM) LOS (PM)

4 E Main

Road

Collector Street-

Outer Ring Road South Bound (RCW) 821 0.44 C 981 0.53 C

7th Cross

Road

5th Main-Outer

Ring Road North Bound (LCW) 833 0.47 C 996 0.56 C

5th Main

Road

4E Main Road- 3rd

Main Road

East Bound (LCW)

2014 0.45 C 2040 0.45 C

West Bound (RCW)

5th Main

Road

3rd

Main Road-1st

Main Road East Bound (LCW)

1309 0.33 B 1323 0.34 B

West Bound (RCW)

Collector

Street

4 E Main Road-7th

Cross Road East Bound (LCW) 147 0.06 A 326 0.14 A

West Bound (RCW)

FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY,KATHRIGUPPE


Figure 18: Level of Service-2015

Intersections





circulation from the proposed project. The most significant change was observed at the 4th

E Main Road and 5th

Main Road intersection where the delay would increase from no




5th

Main Road intersection and Connector Street and 7th

Cross Road intersection since the








Table 15 shows the Delay and Queue length at the Study intersections for the year 2015

with and without the project and Figure 19 depicts the same.

FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE


Table 15: Operating Condition 2015

Intersections


Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main Road

– Outer Ring Road 81 183 (SB) 6501 81 193 (WB) 6709

4 E Main Road – Outer

Ring Road 42 126 (EB) 5288 47 135 (EB) 5545

7th Cross Road –Outer

Ring Road * 44 289 (WB) 4993 24 243(SB) 5308

30th Main Road – Outer

Ring Road 47 199 (SB) 8968 47 189(SB) 9098

5th Main Road – 1st

Main Road 0.0 0 1558 26 75 (WB) 1472

4E Main Road -5th Main

Road 0.2 0 3056 57 237 (WB) 2862


(4th Main – 7th Cross

Road)

0.2 35 (EB) 806 5 163(NB) 1223

1st Main Road – Outer

Ring Road ** -

- - 11 126 (WB) 4870

Note: *,** - TTMC Bus Entry and Exit to BMTC buses, ***- Entry and Exit to four wheeler

Parking.



Figure 19: Operating Condition-2015

CUMULATIVE YEAR 2025- LEVEL OF SERVICE

The cumulative year traffic analysis was done for the Year 2025 conditions, to identify

the future traffic operation conditions in the study area and also to identify impacts caused

by proposed TTMC on the surrounding roadway network



Roadway Segments

During the Year 2025 conditions it was found that all the roadway segments would

operate at an acceptable LOS D conditions except the Outer Ring Road which would

operate at LOS F conditions. The project would have a significant impact on the Outer

Ring Road, since the addition of project volume increases the v/c ratio of the roadway

segments by 0.02 to 0.05 at the Outer Ring Road segments that would operate at LOS F

conditions.

Table 16 shows the LOS for the study roadway segments for Year 2025 conditions and

Figure 20 depicts the same.



Road Name Segment Direction of Traffic

Flow


Peak Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Peak

Hour

Volume

(PCU/Hr)

V/C (PM) LOS

(PM)

Outer Ring Road

Kathriguppe Main Road-

4 E Main Road

East Bound (LCW) 3442 1.11 F 3531 1.13 F

West Bound (RCW) 3899 1.26 F 3990 1.29 F

Outer Ring Road

4 E Main Road-1st Main

Road

East Bound (LCW) 3802 1.16 F 3891 1.19 F

West Bound (RCW) 2726 0.87 E 2817 0.90 E

Outer Ring Road

1st Main Road-30th

Main Road

East Bound (LCW) 3272 1.10 F 3343 1.12 F

West Bound (RCW) 3599 1.24 F 3671 1.26 F

1st Main Road

Outer Ring Road-5th

Main Road

North Bound (LCW) 322 0.18 A 360 0.20

A South Bound (RCW)

4 E Main Road

5th Main Road-4th Main

Road

North Bound (LCW) 2211 0.45 C 2235 0.45

C South Bound (RCW)

Table 16: Level of Service-2025



Road Name Segment Direction of Traffic

Flow


Peak Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

Peak

Hour

Volume

(PCU/Hr)

V/C (PM) LOS

(PM)

4 E Main Road

4th Main Road-Collector

Street

North Bound (LCW) 1337 0.32 B 1375 0.33 B

South Bound (RCW)

4 E Main Road

Collector Street- Outer

Ring Road South Bound (RCW) 1178 0.63 D 1338 0.72 D

7th Cross Road

5th Main-Outer Ring

Road North Bound (LCW) 1195 0.67 D 1358 0.76

D

5th Main Road

4E Main Road- 3rd Main

Road

East Bound (LCW) 2889 0.64 D 2915 0.65 D

West Bound (RCW)

5th Main Road

3rd Main Road-1st Main

Road

East Bound (LCW) 1878 0.48 C 1892 0.48 C

West Bound (RCW)

Collector Street

4 E Main Road-7th Cross

Road

East Bound (LCW) 211 0.09 A 390 0.16 A

West Bound (RCW)



Figure 20: Level of Service-2025

Intersections





circulation from the proposed project. The most significant change was observed at the 1st

Main Road and Outer Ring Road intersection where the delay would increase from no






5th

Main Road intersection and 1st Main Road and Outer Ring Road intersection since the








Table 17 shows the delay and queue lengths at the study intersections for the Year 2025

conditions and Figure 21 depicts the same.

Table 17: Operating Condition 2025

Intersections


Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main Road

– Outer Ring Road

125 253 (WB) 6648 125 259 (SB) 6666

4 E Main Road – Outer

Ring Road

50 140(EB) 5641 51 215 (EB) 5344

7th Cross Road –Outer

Ring Road *

51 512 (WB) 5369 28 106 (WB) 5078

30th Main Road – Outer

Ring Road

71 354 (EB) 9750 82 354 (EB) 7565

5th Main Road – 1st

Main Road

45 76 (WB) 1715 73 75 (WB) 1504

4E Main Road -5th Main

Road

63 237 (WB) 3263 77 237 (WB) 2816


(4th Main – 7th Cross

Road)

0 37 (NB) 802 5 25 (NB) 1049

1st Main Road – Outer

Ring Road **

- - - 42 452 (WB) 4639

Note: *,** - TTMC Bus Entry and Exit to BMTC buses, ***- Entry and Exit to four wheeler

Parking



Figure 21: Operating Condition-2025

Pedestrian Facilities

The roadway network surrounding the Project site has a non uniform walkway network

and missing footpath links on the 1st Main Road. The footpath network surrounding the

project site need to be redone to provide uniform walkway network and also to provide a

footpath width of minimum 2.0 meters on either side of the Roadway with a table top

crossing facility at the unsignalized intersection approaches.



Intermediate Public Transport (IPT)

The location of the IPT (Auto) stand is proposed in front of the TTMC on the Outer Ring

Road. This would impact the traffic movement in front of the TTMC. The location of the

IPT stand need to be revisited and the IPT stand location would be recommended only

when the plan for the TTMC facility would be finalized to be built.


CHAPTER 5 –MITIGATION MEASURES

Based on the analysis, mitigation measures were proposed to improve the traffic

operation conditions in study area. The mitigation measures were proposed to reduce the

overall delay and queue lengths at the intersections. The mitigation measures were also

proposed to reduce the delay and queue lengths at the access points of the TTMC, such

that the impact form the vehicles entering and exiting the facility would have a minimal

impact on the adjacent street roadway network.

The mitigation measures proposed are based on the analysis of the Existing, Year 2015

and Year 2025 conditions with and without project conditions. The following mitigation

measures have been suggested to bring about effective operation of the proposed TTMC

as well as the roadway segments surrounding the project site.

1. Fly over at Kamakaya Junction

Implementation of BBMP proposed 4 lane divided overpass along the Outer Ring

Road.

2. Traffic Circulation Pattern

At 4E Main Road changing the existing two way movement between the 1st Main

Road and 4th


At Connector Street changing the existing two way movement between 7th

Cross


3. Underpass at Food World Junction

Implementation of BBMP proposed 4 lane divided underpass along the Outer

Ring Road.

OPERATING CONDITIONS

The operation conditions at the study intersection after the implementation of each

mitigation measures are provided below;

Mitigation Measure 1: Overpass at Kamakaya

As a part of roadway improvement, BBMP have proposed an overpass at the Kamakaya

Junction for a length of 216m in the east-west direction with opening adjacent to 4E Main

road and 7th

Cross Road along the north-south direction. The overpass will extend from

4E Main Road to 1st Main Road.

MITIGATION MEASURES TRAFFIC IMPACT STUDY, KATHRIGUPPE


The proposed BBMP overpass at the Kamakaya Junction should be implemented with the

following changes in design to improve the traffic operation conditions near the study

area and also to provide access for buses accessing the TTMC;

Increasing the length of the BBMP proposed flyover by 100 m from existing 216

m to 316 m to increase the width of the roadway near the project site and to

provide access to the TTMC.

Change flyover design from proposed retaining wall structure to column based

structure. This would provide roadway width of around 10 meter on either side of

the flyover in front of the TTMC.

Minimum column spacing of 12 m should be provided between the columns at

the roadway intersections and at the access point of the TTMC.

Table 18 shows the BBMP Proposed Design and the Recommended Design for the

overpass at the Kamakaya Junction.

Table 18 : Design Specifications for the Kamakaya Overpass

Specifications BBMP Proposed Design Recommended Design

Overall Length 216 m 316m

Type of Structure Retaining Wall Column/pier based

Slip Road 5.5 m on either side. 10 m on either side near the TTMC.

Footpath 2m wide on either side 3.5 – 4m wide on either side

Column Opening for

traffic flow to

4E Main Road =12 m

7th Cross Road= 12m

4E Main Road =12 m

7th Cross Road= 24m

2nd Main Road = 12m

Figure 22 shows the proposed mitigation measure location. The Figure 23 depicts the

BBMP Proposed Design for the Over Pass at the Kamakaya Junction along with the

roadway cross-section , where as the Figure 24 depicts the Recommended Design for the

Over Pass at the Kamakaya Junction along with the roadway cross-section



Figure 22: Mitigation Measure 1- Overpass at Kamakya

Figure 23: BBMP Proposed Design of the Kamakaya Overpass

`

STUDY

AREA

Food World Junction

Kittur RaniChennamma

CircleKamakyaJunction

Mitigation Measure 1

– Kamakya Overpass

TTMC

Overpass- 4 Lane Road

1stM

ain

Road

7thCr

oss

Road

4E M

ain

Road

Stro

m W

ater

Dra

in

Overall Length=216 m

7.5

m7.

5 m

17.0

0 m

12 m

12 m

AA



Figure 24: Revised Proposal Plan of the Kamakya Overpass

The implementation of mitigation measure 1 would reduce the delay at six of the eight

intersections. The decrease delay on the application of Mitigation Measure-1 is significant

at the junctions on Outer Ring Road near the project site where the delay at the 4E Main

Road and Outer ring Road intersection would reduce from 51 seconds per vehicle to 21

seconds per vehicle, at the 7th

Cross and Outer Ring Road intersection the delay would

reduce from 28 seconds per vehicle to 2 seconds per vehicle and at the 1st Main Road and

Outer Ring Road intersection the delay would reduce from 42 seconds per vehicle to 1

TTMC

Overpass- 4 Lane Road

1st

Ma

in R

oa

d

7th

Cro

ss R

oa

d

4E

Ma

in R

oa

d

Stro

m W

ate

r D

rain

Overall Length=316 m

12 m 24 m 12 m

AA

15

.50

m 7.0

m7

.0 m



second per vehicle. Table 19 tabulates the queue length and delay at the study

intersections after the implementation of Mitigation measure 1.

Table 19: Operation Conditions – Mitigation Measure 1

Intersections

2025 (With Project) Mitigation Measure 1

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main

Road / Outer Ring

Road

125 259 (SB) 6937 135 359 (WB) 6979

4 E Main Road /

Outer Ring Road 51 215 (EB) 6014 21 123(SB) 6552

7th Cross Road

/Outer Ring Road 28 106 (WB) 5817 2 47(EB) 6174

30th Main Road /

Outer Ring Road 82 354 (SB) 9960 78 355(SB) 9979

5th Main Road /

1st Main Road 73 75 (WB) 1447 0 0 1732

4E Main Road / 5th

Main Road 77 237 (WB) 2967 31 133(WB) 3181

Connector Street

/7th Cross Road)* 5 25 (WB) 1216 26 148(NB) 1297

1st Main Road /

Outer Ring Road ** 42 452 (WB) 5417 1 33 (WB) 569

NOTE: *,**- TTMC Entry/Exit; ***- Entrance to parking.

Mitigation Measure 2: Change in Traffic Circulation Pattern

This mitigation measure is aimed at reducing delay and queue length at the roadway

segments surrounding the project site other than the Outer Ring Road and also at the

TTMC access point for private vehicles at 7th Cross Road.

The mitigation measure include changing the existing two way movement between the 1st

Main Road and 4th

Main Road at 4E Main Road to one way movement in the south bound

direction and changing the existing two way movement between 7th

Cross Road and 4E

Main Road at Connector Street to one way movement in the westbound direction.

Implementation of the above mitigation measure would reduce the delay at the study

intersections surrounding the project site. At the 4E Main Road and Outer Ring Road

intersection the delay gets reduced to 19 seconds per vehicle, the 4E Main Road and 5th

Main Road intersection would operate without any delay at the intersection, and at the



Connector Street and 7th

Cross Road intersection (at the access point to TTMC) the delay

gets reduced to 1 second per vehicle.

Figure 25 is an illustration of the change in traffic circulation pattern and Table 20

represents the operation conditions of the study intersections after the implementation of

Mitigation Measures 1 and 2.

Figure 25: Mitigation Measure 2- Change in Traffic Circultion Pattern



Table 20: Operation Conditions – Mitigation Measure 1 + 2

Intersections

2025 (With Project) Mitigation Measure 1 + 2

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main

Road / Outer Ring

Road

125 259 (SB) 6937 139 408 (WB) 7044

4 E Main Road /

Outer Ring Road 51 215 (EB) 6014

19 112(SB) 6874

7th Cross Road

/Outer Ring Road 28 106 (WB) 5817 3 32(WB) 6367

30th Main Road /

Outer Ring Road 82 354 (SB) 9960 76 355(SB) 10101

5th Main Road /

1st Main Road 73 75 (WB) 1447

0 0 1982

4E Main Road / 5th

Main Road 77 237 (WB) 2967

0 0 3795

Connector Street

/7th Cross Road)* 5 25 (WB) 1216

1 23 (WB) 1471

1st Main Road /

Outer Ring Road ** 42 452 (WB) 5417

1 27 (SB) 5775

NOTE: *, ***- TTMC Entry/Exit; **- Entrance to parking.

Mitigation Measure 3: Overpass at Kathriguppe Main Road and Outer Ring Road

Intersection (Food World Junction)

This mitigation is proposed to reduce the delay and queue length at the Kathriguppe Main

Road and Outer Ring Road intersection and also improve the traffic flow conditions near

the study area. The mitigation measure includes implementation of BBMP proposed

overpass at the intersection along the Outer Ring Road. Figure 26 shows the proposed

location of the underpass at the study Intersection.

Implementation of this mitigation measure would reduce the delay at the Kathriguppe

Main road and Outer Ring Road Intersection from 125 seconds per vehicle to 62 seconds

per vehicle and the through put through the system would increase from 6,937 vehicles to

8,175 vehicles.

Table 21 represents the operation conditions of the study intersections after the

implementation of Mitigation Measures 1, 2 and 3.



Figure 26: Mitigation 3- Underpass at Food World Junction

Table 21: Operation Conditions – Mitigation Measure 1 + 2 + 3

NOTE: *, **- TTMC Entry/Exit; ***- Entry/Exit to four wheeler parking.

Intersections

2025 (With Project) Mitigation Measure 1 + 2 +3

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Delay

(Sec/Veh)

Queue

Length

(Meters)

Throughput

(Vehicles)

Kathriguppe Main

Road / Outer Ring

Road

125 259 (SB) 6937 62 168 (NB) 8175

4 E Main Road /

Outer Ring Road 51 215 (EB) 6014 23 178 (EB) 7125

7th Cross Road

/Outer Ring Road 28 106 (WB) 5817 4 98 (WB) 6551

30th Main Road /

Outer Ring Road 82 354 (SB) 9960 78 355 (SB) 9991

5th Main Road /

1st Main Road 73 75 (WB) 1447 0 0 1994

4E Main Road / 5th

Main Road 77 237 (WB) 2967 0 0 3892

Connector Street

/7th Cross Road)* 5 25 (WB) 1216 1 23 (WB) 1597

1st Main Road /

Outer Ring Road ** 42 452 (WB) 5417 1 39 (SB) 5789


CHAPTER 6 –RECOMMENDATIONS

The following are the recommendations for the proposed project and study area for the

effective operation of study roadway segments, intersections, access points of the TTMC

and pedestrian accessibility and circulation.

Proposed Project

1. The Entry and Exits for the Buses accessing the terminal should be provided on

the Outer Ring Road as proposed in the Concept Plan.

2. The Entry/Exit of private vehicles should be provided on the 7th

Main Road as

proposed in the concept plan and the two wheeler parking (proposed to be

provided at the entrance of the plaza in the Concept Plan) should also be provide

along with the four wheeler parking, since this would reduce the additional

conflicting movements on the outer ring road.

3. Table Top crossing should be provided at all the vehicles access points for the

proposed TTMC facility.

4. The entry and exit for the pedestrians accessing the terminal is recommended to

be provided at either corner of the site facing the Outer Ring Road to reduce the

pedestrians coming in conflict with vehicles accessing the facility.

5. Pedestrian Access to the Bus Terminal should be kept at grade, since pedestrians

will be accessing the terminal from entrance of the TTMC.

6. The provision of subway as between the bus bays as shown in the concept plan is

not recommended, since the pedestrians were found to be averse for using the

subways.

7. The removal of the two wheeler parking from the entrance of the plaza and using

the parking space to provide bicycle parking to encourage and promote Non

motorized transport.

Roadway Network

1. Implementation of BBMP proposed over pass at Kamakaya Junction along the

Outer Ring Road with some design changes as recommended in Table xx.

2. Implementation of BBMP proposed underpass at Kathriguppe and Outer Ring

Road (Food World) Junction along the Outer Ring Road.

RECCOMMENDATIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE


Pedestrian Facility Network

1. Provision of footpath connectivity on the roadway networks surrounding the

project site to provide access to the commuters and patrons accessing the TTMC.

2. Provision of Table Top crossing at the approaches of the uncontrolled

intersections. Figure 27 shows the proposed pedestrian network improvements in

the study area.

Figure 27: Proposed Pedestrian Improvements

Traffic Circulation

1. At 4E Main Road changing the existing two way movement between the 1st Main

Road and 4th


2. At Connector Street changing the existing two way movement between 7th

Cross


3. On street parking on all study corridors must be restricted. This should be strictly

enforced on 4E cross road and 7th cross road as these roads have roadway width

less than 8 meters and parking of vehicles will further reduce the capacity leading

to congestion.

Table 22 lists out the proposed improvements in the study area based on the location

and the agencies responsible for the implementation of the same.

RECCOMMENDATIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE


Table 22: Proposed Improvements with the Implementing Agencies

Sl

No

RecommendationsImplementing

Agencies

PROPOSED PROJECT

1The Entry and Exits for the Buses accessing the terminal should be provided on the Outer Ring

Road as proposed in the Concept Plan.BMTC

2

The Entry/Exit of private vehicles should be provided on the 7th Main Road as proposed in the

concept plan and the two wheeler parking (proposed to be provided at the entrance of the plaza

in the Concept Plan) should also be provide along with the four wheeler parking, since this

would reduce the additional conflicting movements on the outer ring road

BMTC

3Table Top crossing should be provided at all the vehicles access points for the proposed TTMC

facility.BMTC

4

The entry and exit for the pedestrians accessing the terminal is recommended to be provided at

either corner of the site facing the Outer Ring Road to reduce the pedestrians coming in conflict

with vehicles accessing the facility

BMTC

5Pedestrian Access to the Bus Terminal should be kept at grade, since pedestrians will be

accessing the terminal from entrance of the TTMC.BMTC

6The provision of subway as between the bus bays as shown in the concept plan is not

recommended, since the pedestrians were found to be averse for using the subways.BMTC

7The removal of the two wheeler parking from the entrance of the plaza and using the parking

space to provide bicycle parking to encourage and promote Non motorized transport.BMTC

ROADWAY NETWORK

8 Implementation of BBMP proposed over pass at Kamakaya Junction along the Outer Ring Road BBMP

9Implementation of BBMP proposed underpass at Kathriguppe and Outer Ring Road (Food

World) Junction along the Outer Ring Road.BBMP

PEDESTRIAN FACILITY NETWORK

10Provision of footpath connectivity on the roadway networks surrounding the project site to

provide access to the commuters and patrons accessing the TTMC.BBMP

11 Provision of Table Top crossing at the approaches of the uncontrolled intersections. BBMP

TRAFFIC CIRCULATION

12At 4E Main Road changing the existing two way movement between the 1st Main Road and 4th

Main Road to one way movement in the south bound direction.Traffic Police

13At Connector Street changing the existing two way movement between 7th Cross Road and 4E

Main Road to one way movement in the westbound direction.Traffic Police

14

On street parking on all study corridors must be restricted. This should be strictly enforced on 4E

cross road and 7th cross road as these roads have roadway width less than 8 meters and parking

of vehicles will further reduce the capacity leading to congestion

Traffic Police

Traffic Impact Study, KATHRIGUPPE

Documents

Transcript of Traffic Impact Study, KATHRIGUPPE