Traffic and Transit Management Center Jayanagarurbantransport.kar.gov.in/TRAFFIC IMPACT STUDY REPORT -TTMC... · DRAFT TRAFFIC IMPACT STUDY REPORT Traffic and Transit Management Center

DRAFT TRAFFIC IMPACT STUDY REPORT

Traffic and Transit Management Center

Jayanagar

May 2013

DIRECTORATE OF URBAN LAND TRANSPORT

TABLE OF CONTENTS

List of Figures

List of Tables

Executive Summary ................................................................................ I

Chapter 1 -Introduction .......................................................................... 1

Background ................................................................................................................................. 1

Objective ..................................................................................................................................... 2

Project Scope .............................................................................................................................. 2

Organization of the Report.......................................................................................................... 3

Chapter 2- Existing Conditions .............................................................. 4

Existing Landuse ......................................................................................................................... 4

Land Use – Area Surrounding the Project Site .................................................................................... 5

Existing Depot Schedules ........................................................................................................... 6

Existing Study Roadway Network and Intersections.................................................................. 6

Roadway Network ................................................................................................................................ 6

Study Intersections ............................................................................................................................... 7

Existing Site Access and Circulation Pattern.............................................................................. 8

Significance Criteria ................................................................................................................... 8

Roadway Segments .............................................................................................................................. 9

Intersections ......................................................................................................................................... 9

Existing Operation Conditions .................................................................................................... 9

Roadway Segments .............................................................................................................................. 9

Intersections ....................................................................................................................................... 12

EXISTING PEDESTRIAN FACILITY ............................................................................................. 14

Footpath Connectivity .................................................................................................................................................... 14

Pedestrian Crossings ...................................................................................................................................................... 14

Chapter 3 - Proposed Project ............................................................... 16

Proposed Land Use ................................................................................................................... 16

Trip Generation ......................................................................................................................... 17

Trip Distribution ....................................................................................................................... 17

Concept Plan for the Proposed TTMC...................................................................................... 18

Site Access and Circulation Pattern .......................................................................................... 19

Site Access ......................................................................................................................................... 19

Site Circulation Pattern ...................................................................................................................... 20

Existing Plus Proposed Project Conditions- LOS Analysis ...................................................... 23

Roadway Segments ............................................................................................................................ 23

Intersections ....................................................................................................................................... 24

Chapter4- Future Operating Conditions ............................................ 26

Future Volume Development .................................................................................................... 26

Near Term Los Anlaysis ........................................................................................................... 26


Intersections ....................................................................................................................................... 27

Cumulative Year 2025- Level of Service ................................................................................. 29


Year 2025- Operating Conditions ............................................................................................. 31

Delay .................................................................................................................................................. 31

Pedestrian Facilities .................................................................................................................. 33

Intermediate Public Transport................................................................................................... 33

Chapter 5 - Mitigation Measures ......................................................... 34

OPERATING CONDITIONS .................................................................................................. 36

Mitigation Measure 1: 25th Main Road- One Way ............................................................................. 36

Mitigation Measure 2: 39th Cross Road - One Way .......................................................................... 37

Alternative Routes .............................................................................................................................. 37

Mitigation Measure 3: Underpass At 36th Cross Road ..................................................................... 38

Mitigation Measure 4: Provision Of Storage Space ........................................................................... 40

Mitigation Measure 5: Without Median Opening .............................................................................. 42

Scenario 1 ........................................................................................................................................... 43

Scenario 2 ........................................................................................................................................... 44

Scenario 3 ........................................................................................................................................... 46

Scenario 4 ........................................................................................................................................... 47

Chapter 6 - Recommendations ............................................................. 50

Interventions ............................................................................................................................. 52

LIST OF FIGURES

figure 1: Map Representing The Location of the Project Site ........................................................ 1

Figure 2: Study Area - Jayanagar .................................................................................................... 4

Figure 3: Land Use Area Surrounding The Project Site ................................................................. 5

Figure 4: Study Road Network at Jayanagar .................................................................................. 7

Figure 5: Circulation Pattern Of The Buses at The Entry/Exit Of The Depot ................................ 8

Figure 6: Existing Operating Los Conditions ............................................................................... 12

Figure 7: The Existing Turning Movements (Pcu/Hr) At The Study Intersections During Peak

Hour ...................................................................................................................................... 13

Figure 8: Existing Footpath Network ........................................................................................... 15

Figure 9: Trip Distribution ............................................................................................................ 18

Figure 10 : Proposed Concept Plan ............................................................................................... 19

Figure 11: Site Access .................................................................................................................. 20

Figure 12: Site Circulation Pattern ............................................................................................... 20

Figure 13: Bus Circulation Pattern After The Construction Of Ttmc ........................................ 21

Figure 14: Existing Bus Circulation ............................................................................................. 21

Figure 15: Conflict Points At The Project Site ............................................................................. 22

Figure 16: Capacity Of The Roadway Segment- Existing Plus Project Scenario ........................ 24

Figure 17: Level Of Service-2015 ................................................................................................ 27

Figure 18: Operating Condition-2015 ........................................................................................... 29

Figure 19: Level Of Service-2025 ................................................................................................ 31

Figure 20: Operating Conditions-2025 ......................................................................................... 33

Figure 21: Mitigation Measures .................................................................................................... 35

Figure 22: Mitigation Measures 6 And 7 ...................................................................................... 36

Figure 23: Alternative Routes Towards North Bound Direction .................................................. 37

Figure 24 : Alternative Routes Towards East Bound Direction ................................................... 38

Figure 25: Proposed Underpass Location ..................................................................................... 39

Figure 26: Cross Section At A-A For Underpass With One-Lane ............................................... 39

Figure 27: The Existing Section Along 26th

Main Road .............................................................. 40

Figure 28: Proposed Cross Section Along 26th

Main Road .......................................................... 41

Figure 29: Proposed Cross Section Along 26th

Main Road Without Median Opening ................ 42

Figure 30: Mitigation Measures Considered For Scenario 1 ........................................................ 44




Figure 34: Pedestrian Access Points ............................................................................................. 51

Figure 35: The Existing Location Of The Transformer ................................................................ 52

LIST OF TABLES

table 1: BMTC Schedules and Trips at Jayanagar Bus Depot ........................................................ 6

Table 2: V/C and Level of Service Chart ...................................................................................... 10

Table 3: Existing Capacity of the Intersection along Project Corridor ......................................... 11

Table 4: Operation Condition at the Study Intersections .............................................................. 14

Table 5: Proposed Land Use for Project Site ................................................................................ 16

Table 6: Potential Trip Generation at TTMC During Peak Hour ................................................. 17

Table 7: Operating Conditions- Existing Plus Project Scenario ................................................... 23

Table 8: Operating Conditions- Existing Plus Project Scenario ................................................... 25

Table 9: Level of Service-2015 ..................................................................................................... 26

Table 10: Operating Conditions-2015 .......................................................................................... 28

Table 11: Level of Service-2025................................................................................................... 30

Table 12 : Operating Conditions-2025 ......................................................................................... 32

Table 13: Operation Conditions – Scenario 1 ............................................................................... 43




Table 17: List of Proposals with Implementing Agencies ............................................................ 53

I

Directorate of Urban Land Transport

EXECUTIVE SUMMARY

INTRODUCTION

Bangalore Metropolitan Transport Corporation (BMTC) has proposed to construct a Traffic and

Transit management Center (TTMC) at the existing Jayanagar 4th ‘T’ Block Bus Depot. The

proposed TTMC at Jayanagar would enhance the reach and effectiveness of the public transport

through integration of local and long distance bus services, and provision of park and ride

facilities and passenger amenities at the TTMC facility.

The proposed TTMCs would include bus terminal, commercial and office spaces, and parking

facility. The change in land use from the existing bus depot facility to the TTMC would generate

new bus schedules, private and IPT vehicular traffic, and pedestrian traffic, which would have an

impact on the traffic conditions in the nearby roadway network and at the access points of the

TTMC. Hence, there is a need to address the traffic impacts of the TTMCs facility not only with

respect to vehicular traffic but also pedestrian traffic for accessibility and circulation.

OBJECTIVE OF THE STUDY

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

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

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

pedestrian traffic on the roadway networks near the proposed TTMC facility.

METHODOLOGY

The methodology adopted for the study is to identify the project generated traffic volumes and its

impact on the roadway network surrounding the project site for existing, project opening Year

2015, and Cumulative Year 2025 conditions. The methodology includes the following

Identification of the number of vehicle trips generated by the proposed TTMC facility

based on the proposed land use.

Analysis of existing plus project traffic operations conditions of the roadway network,

intersections and access points of the proposed TTMC facility.

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

EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY

II


developed for the Bangalore City for Comprehensive Traffic and Transportation Plan

(CTTP) study.

Analysis of operation conditions of the study roadway networks and intersections in the

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

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. Whereas, the delay and queue lengths at the intersections were

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

EXISTING LAND USE

The proposed TTMC project site in Jayanagar 4th ‘T’ Block is spread over 9.78 acres. The

existing land use includes a BMTC Bus Depot and Karnataka State Road Transport

Corporation’s (KSRTC) staff hospital, staff quarters & guest houses.

STUDY ROADWAY NETWORK AND INTERSECTIONS

The Figure a shows the project site location and the identified roadway network and intersections

surrounding the project site for the study.

Roadway Segments

All the roadway segments identified for the study are four lane divided roadway except the 39th

Cross Road and 22nd Main Road which are two lane undivided roadway. The following are the

roadway segments considered for the study

1. 32nd

Cross Road (Between 22nd

and 26th

Main Road)

2. 36th


and 26th

Main Road)

3. 39th


and 26th

Main Road)

4. 39th

Cross Road (Between 26th

and28th

Main Road)

5. 22nd

Main Road (Between 32nd

and 36th

Cross Road)

6. 26th


and 36th

Cross Road)

7. 26th

Main Road (Between36th

and39th

Cross Road)


III


Intersections

All the intersections in the study area currently are uncontrolled (un-signalized) intersections.

The following are the study intersections identified for the project:

1. 36th

Cross Road/22nd

Main Road.

2. 36th

Cross Road/26th

Main Road.

3. 32nd

Cross Road/26th

Main Road.

4. 39th

Cross Road/26th

Main Road.

Figure a: Study Roadway Network and Intersections

SIGNIFICANCE CRITERIA

The following are the significance criteria adopted for the study at the roadway segments and

intersections.


IV


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


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 OPERATING CONDITIONS

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

acceptable LOS D or better except the 39th

Cross Road which was operating at LOS E with a v/c

ratio of 0.94 in the westbound direction. Table I shows the Existing v/c ratios and LOS

conditions at the study roadway segments.

The delay and queue lengths were computed at the study intersections and it was found that all

the study intersections had a delay less than 5 seconds per vehicle except the 39th

Cross Road and

26th

Main Road Intersection which has a delay of 13.4 seconds per vehicle. The maximum queue

lengths at the intersection were found to be less than the available storage length at the

intersections. Table II shows the delay and queue lengths at the study intersections.


V


Road Name Segment Direction of Traffic

Flow

Existing (PM)

Peak Hour

Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

32nd Cross Road 22nd Main - 26th

Main

East Bound (LCW) 1854 0.74 D

West Bound (RCW) 1266 0.51 C

36th Cross Road 22nd

Main-26th

Main

East Bound (LCW) 665 0.41 C

West Bound (RCW) 696 0.43 C

22nd Main Road 32nd Cross-36th

Cross

North Bound (LCW) 50 0.05 A

South Bound (RCW) 55 0.06 A

26th Main Road 32nd Cross-Depot

Entrance

North Bound (LCW) 394 0.16 A

South Bound (RCW) 660 0.25 B

26th Main Road Depot Entrance -36th

Cross

North Bound (LCW) 604 0.24 B


26th Main Road 36th Cross-39th Cross

North Bound (LCW) 589 0.24 B


39th

Cross Road 22

nd Main -26

th Main

Road


West Bound (RCW) 708 0.94 E

39th

Cross Road 26

th Main -28

th Main

Road


West Bound (RCW) 773 0.76 D

Intersections Delay

(Sec/Veh)

Queue Length

(m)

Throughput

(Vehicles)

36th

Cross/ 22nd

Main Road 2 38.4 (NB) 2092

36th

Cross/ 26th

Main Road 3.5 34.2 ( SB) 3227

32nd

Cross/26th

Main Road 2.7 57.9 (EB) 4640

39th Cross/26th Main Road 13.4 96.8 (EB) 3478

Depot Entrance 0.4 21.3 (SB/NB) 1355

Table II: Existing Operating Conditions at the Study Intersections

Table I: Existing LOS Conditions at the Study Roadway Segments


VI


PROPOSED PROJECT

The proposed TTMC facility would include BMTC and KSTRC Bus Terminal, Bus Depot,

private vehicles parking facility and commercial development. The BMTC and KSTRC Bus

Terminal include 15 bus platforms each and 25 and 10 idle parking spaces respectively. The

BMTC and KSTRC bus depot would house around 150 and 75 number of bus parking slots

respectively. The commercial development is planned in a 5,75,000 sqft area proposed to include

Hypermarket, Multiplex, retail and restaurants.

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 858 passenger

car units (PCU) with 425 and 433 PCUs entering and exiting the facility respectively. The

estimated number of vehicle trips also includes bus and auto rickshaw trips to the facility.

As per the concept plan, the TTMC buses entry point is proposed on 36th

Cross Road & and the

exit on the 26th Main Road and the private vehicles entry and exit point is proposed on the 26th

Main Road. Figure b shows the entry and exit points for the proposed TTMC facility.

Figure b: Access Points of Proposed Facility


VII


EXISTING PLUS PROPOSED PROJECT

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

operate at an acceptable LOS D or better except the 39th

Cross Road which was operating at LOS

E with a v/c ratio of 0.96 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 39th

Cross Road segment (between 22nd

Main and 26th

Main Road),

since the v/c ratio would increases from 0.94 in the existing conditions to 0.96 in existing plus

project conditions which is currently operating at LOS E conditions. The project would also have

a significant impact on the 39th

Cross Road segment in westbound direction between 26nd

Main

and 28th

Main Road, since the v/c ratio would increases from 0.76 in the existing conditions to

0.80 in existing plus project conditions also reducing the LOS from D to E.

Table III: Existing Plus Project LOS Conditions

Road Name SegmentDirection of Traffic

Flow

Existing Condition Existing plus Proposed 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)

32nd Cross

Road

22nd Main - 26th

Main

East Bound (LCW) 1854 0.69 D 1876 0.69 D

West Bound (RCW) 1266 0.47 C 1288 0.48 C

36th Cross

Road 22nd Main-26th Main

East Bound (LCW) 665 0.35 B 686 0.36 B

West Bound (RCW) 696 0.37 B 719 0.38 B

22nd Main

Road

32nd Cross-36th

Cross

North Bound (LCW) 50 0.06 A 50 0.06 A

South Bound (RCW) 55 0.06 A 55 0.06 A

26th Main

Road

32nd Cross-Depot

Entrance

North Bound (LCW) 394 0.18 A 448 0.21 B

South Bound (RCW) 660 0.29 B 716 0.31 B

26th Main

Road

Depot Entrance-

36th Cross

North Bound (LCW) 604 0.27 B 765 0.34 B


26th Main

Road

36th Cross-39th

Cross


South Bound (RCW) 1003 0.43 C 1103 0.48 C

39th Cross

Road

22nd Main - 26th

MainEast Bound (LCW) 555 0.74 D 566 0.75 D

West Bound (RCW) 708 0.94 E 719 0.96 E

39th Cross

Road26th Main-28th Main

East Bound (LCW) 625 0.61 D 668 0.65 D

West Bound (RCW) 773 0.76 D 818 0.80 E


VIII


During the existing plus project conditions, all the study intersections would have a delay less

than 5 seconds per vehicle except the 39th

Cross Road and 26th

Main Road Intersection where the

delay would increase from 13.4 seconds per vehicle in existing conditions to 18.8 seconds per

vehicle during existing plus conditions. However, the maximum queue lengths at the intersection

were found to be less than the available storage length at the intersections, hence the project

would not have a significant impact at the intersections. Table IV shows the delay and queue

lengths at the study intersections.

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.

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 39th

Cross Road, which would operate at LOS F

conditions. The project would have a significant impact on the 39th

Cross Road segment, since

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

the roadway segments that would operate at LOS E and F conditions

NOTE: TTMC-1*- Includes Bus Exit & Private Vehicle Entry/Exit Points.

TTMC-2**- Bus Entry point.

Table IV: Operating conditions: Existing Plus Project LOS Conditions

Intersections

Existing Scenario Existing plus Proposed Project

Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(Meters)

Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(Meters)

36th Cross/ 22nd Main Road 2 2092 38.4 NB 1.9 2165 39.7 NB

36th Cross/ 26th Main Road 3.5 3227 34.2 SB 4 3733 34.6 NB

32nd Cross/26th Main Road 2.7 4640 57.9 EB 3.7 4862 76.9 EB

39th Cross/26th Main Road 13.4 3478 96.8 WB 18.8 3740 94.2 EB

TTMC -1* 0.4 1355 21.3 EB 1.7 1982 35.9 EB

TTMC- 2** - - - - 1.2 1537 27.6 NB


IX





Cross Road and 32nd

Cross Road which would

operate at LOS F conditions. The project would have a significant impact on the 39th

Cross Road

and 32nd

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

roadway segments by 0.04 and 0.01 respectively at the roadway 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.

Intersections


During the Year 2015 conditions, addition of project volumes increased the delay by 0.2 seconds

to 5.5 seconds at the intersections. The most significant change was observed at the 39th

Cross

Road and 26th

Main Road Intersection where the delay would increase from 20.1 seconds per

vehicle in Year 2015 without Project conditions to 25.6 seconds per vehicle during Year 2015

without Project conditions and the queue length increased from 97 meters to 135 meters.

However, the maximum queue lengths at the intersections were found to be less than the

available storage length at the intersections, hence the project would not have a significant

impact at the intersections.


During the Year 2025 without project conditions, all the intersections would have a delay

varying from 23.1 seconds per vehicle to 79.6 seconds per vehicle. During the project conditions,

due to the changes in the circulation pattern in the study area when compared to the without

project condition the delay at the some of the intersections are reduced and others increased

based on the circulation pattern form the vehicles accessing the project site, for example delay

during the Year 2025 with project conditions at 36th

Cross Road and 26th

Main Road intersection

would be 4 seconds per vehicle when compared to the 45.3 seconds per vehicle during Year

2025 without project conditions, and delay during the Year 2025 with project conditions at

32nd

Cross Road and 26th

Main Road intersection would be65.5 seconds per vehicle when

compared to the 23.1 seconds per vehicle during Year 2025 without project conditions.


X


During the Year 2025 without project conditions most of the intersections would have a

maximum queue length varying from 141 meters to 284 meters. However, the most significant

one would be 39th

Cross and 26th

Main Road intersection where the queue lengths almost

spillover to the adjacent intersection i.e. to 36th

Cross and 26th

Main Road Intersection.

During the Year 2025 with project conditions, the 39th

Cross and 26th

Main Road intersection is

very critical, since the queue length starts building up from this intersection in the southbound

direction and blocks the whole 26th

Main Road in the South Bound direction impacting the 36th

Cross and 26th

Main Road intersection, TTMC Exit Point and 32th

Cross and 26th

Main Road

intersection.

During the Year 2025 with project conditions, the queue length at the TTMC entrance point

along 36th

Cross road would also exceed the available storage length in the westbound direction

from the buses accessing the project site with spill over to the 36th

Cross and 26th

Main Road

intersection.

The project would have a significant impact during Year 2025 conditions at 39th

Cross and 26th

Main Road intersection, 36th

Cross and 26th

Main Road intersection and TTMC entrance point,

since the queue length would exceed the available storage lengths at the study intersections.

Table VI shows the delay and queue lengths at the study intersections.


XI


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


Flow

2015 ( Without Project) 2015 ( 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)

32nd Cross

Road

22nd Main -

26th Main

East Bound (LCW) 2132 0.79 D 2154 0.80 D

West Bound (RCW) 1456 0.54 D 1478 0.55 C

36th Cross

Road

22nd Main-26th

Main

East Bound (LCW) 765 0.41 C 786 0.42 C

West Bound (RCW) 800 0.42 C 823 0.44 C

22nd Main

Road

32nd Cross-36th

Cross



26th Main

Road

32nd Cross-

TTMC Exit



26th Main

Road

TTMC Exit-

36th Cross



26th Main

Road

36th Cross-39th

Cross



39th Cross

Road

22nd Main -

26th Main

East Bound (LCW) 638 0.85 E 649 0.86 E

West Bound (RCW) 814 1.08 F 825 1.10 F

39th Cross

Road

26th Main-28th

Main

East Bound (LCW) 719 0.70 D 762 0.75 D

West Bound (RCW) 889 0.87 E 934 0.92 E


Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

3059 1.13 F 3081 1.14 F

2089 0.78 D 2111 0.78 D

1097 0.58 C 1119 0.59 C

1148 0.61 D 1171 0.62 D

83 0.09 A 83 0.09 A

91 0.10 A 91 0.10 A

650 0.30 B 704 0.32 B

1089 0.47 C 1145 0.50 C

997 0.45 C 1158 0.52 C

1051 0.46 C 1218 0.53 C

972 0.45 C 1069 0.50 C

1655 0.72 D 1755 0.76 D

916 1.22 F 927 1.23 F

1168 1.55 F 1179 1.57 F

1186 1.16 F 1229 1.20 F

1467 1.44 F 1511 1.48 F


XII


MITIGATION MEASURES

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

2025 conditions. The mitigation measures includes the following for the effective traffic operation

and circulation in the study area with the entry of the buses on 36th Cross Road and Exit on the 26th

Main Road

1. 25th Main Road: Converting the existing two way movement between the 39th Cross and 43th

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

2. 39th Cross Road: Converting the existing two way movement between the 26th Main and 18th

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

3. TTMC Buses Entry Point: Construction of one lane of around 4 meters underpass along

the 36th

Cross Road, so that the buses on 36th

Main Road can make a right turn to access

the TTMC without coming in conflict with other vehicles.

4. TTMC Private Vehicles Entry Point: It is proposed to provide an additional lane along

32nd

Cross Road in the south bound direction, to act as a storage space for the vehicles

making right turn to access the TTMC parking facility.

An analysis was also done by altering the entry/exit of the proposed TTMC and identifying the

variation in the traffic patterns in and around the proposed TTMC. It was suggested to provide

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



Intersections

2015-Without project 2015-With project

Delay

(Sec/Veh)

Queue Length

(meters)

Delay

(Sec/Veh)

Queue Length

(meters)

36th Cross/ 22nd Main

Road2.3 40.2 NB 2.5 38.1 NB

36th Cross/ 26th Main Road 4 35.5 NB 4.7 42.2 SB

32nd Cross/26th Main Road 4.4 70.2 EB 5.2 90 EB

39th Cross/26th Main Road 20.1 97 EB 25.6 134.8 SB

TTMC 1* 0.5 21.9 SB 1.6 21.3 NB

TTMC 2** - - - 3.8 77.2 WB


Delay

(Sec/Veh)

Queue Length

(meters)

Delay

(Sec/Veh)

Queue Length

(meters)

45.3 143.6 EB 4 52.8 WB

62.9 229.3 EB 60.4 264.6 SB

23.1 141 EB 65.5 230.2 EB

79.6 284 SB 81.7 2892 SB

27.7 231.5 SB 119.7 210 SB

- - - 5.8 178.1 WB


XIII


the Entry for the Buses to access the terminal on 26th

Main Road and Exit for the Buses from the

terminal to be on 22nd

Main Road.

5. Proposing one-way in East bound direction along 36th

Cross Road from 22nd

Main Road

till 28th

Main Road and one way along 39th

Cross Road along West bound direction from

22nd

Main Road till 28th

Main Road.

6. Distribution of the schedules of the buses to 50% plying towards Jayanagar 9th

block and

Carmel convent.

RECOMMENDATIONS

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

roadway network 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 point for the buses should be provided on 26th

Main Road and the

TTMC exit point for the buses should be provided on 22nd

Main Road. The entry and exit for the

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

facing the 26th

Main Road to reduce the pedestrians coming in conflict with vehicles accessing

the facility.

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

facility and the Pedestrian Access to the Bus Terminal should be kept at grade, since pedestrians

will be accessing the terminal from entrance of the TTMC. The entry and exit for the pedestrians

accessing the terminal is recommended to be provided at either corner of the site facing the 26th

Main Road, since this would reduce the pedestrians coming in conflict with vehicles accessing

the facility.

Pedestrian Facility Network

The transformer present at the south east corner of the project site has to be re-located, since the

transformer is blocking the whole pedestrian footpath and the relocation would free up the space

for pedestrian usage.


XIV


Traffic Circulation

The 25th

Main Road should to be made one way along southbound direction between the 39th

Cross Road and 43rd

Cross Road and the 39th

Cross Road should to be made one way along

westbound direction between the 26th

Main Road and 18th

Main Road to reduce the delay at the

study intersections and to prevent spillover of the vehicles to adjacent intersections.

The On-Street Parking has to be prohibited and enforced along the study roadway segments of

26th

Main Road (between 32nd

Cross Road to 39th

Cross Road), 32nd

Cross Road (between 22nd

Main Road and 28th

Main Road), 36nd


Main Road and 28th

Main

Road), and 39th


Main Road and 26th

Main Road).

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CHAPTER 1 -INTRODUCTION

BACKGROUND

Traffic and Transit Management Centers (TTMC) is an outcome of Bangalore Metropolitan

Transport Corporation (BMTC) envisaged combined transit management centre for addressing

bus transportation issues of Bangalore in an attempt to enhance the reach and effectiveness of the

public transport system. The Bangalore Metropolitan Transport Corporation (BMTC) has

planned 45 Traffic & Transit Management Centers (TTMCs) in & around Bangalore to cater the

growing number of bus commuters and to provide them with modern amenities.

BMTC has initiated a project for developing TTMC at Jayanagar 4th ‘T’ Block in Bangalore.

The Project Site is a single parcel of land spread over an area of 9.78 acres in Jayanagar 4th “T”

Block. The map below presents the location of the Project Site with respect to the city.

Figure 1: Map representing the location of the Project Site

Map not to scale

INTRODUCTION TRAFFIC IMPACT STUDY

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TTMCs results in new Bus terminal and also includes 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 at Jayanagar. 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.

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 to

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.

PROJECT SCOPE

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

intersections surrounding the project site.

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

intersections in the study area.

3. 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.

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

pedestrian conflicts.

INTRODUCTION TRAFFIC IMPACT STUDY

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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 need for the study. It also

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

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 Jayanagar

Depot including the existing circulation pattern near the project site. Identifies study

roadway segments, intersections and its configuration and peak hour turning movement

volumes at the intersections. The Existing operating conditions of the study roadway

segments and intersections are also discussed in this chapter.

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

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

Proposed Jayanagar 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 in this chapter.

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

2025 conditions with and without the project and as well as the analysis of 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.

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CHAPTER 2- EXISTING CONDITIONS

EXISTING LANDUSE

The proposed project site is of 9 acres and 31 guntas of which BMTC owns 4 acres 18 guntas

and (KSTRC) owns 5 acres 13 guntas of land. The existing land use of the proposed project site

includes a BMTC Bus Depot and KSRTC’s Staff Hospital, Staff quarters and guest houses.

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

various landmarks in the Jayanagar Area.

Figure 2: Study Area - Jayanagar

The project site is surrounded by Jayanagar General Hospital & Rajiv Gandhi Institute of

Medical Sciences to the North, 36th Cross Road to the South, 26th Main Road to the East and

22nd Main Road to the West. The 26th Main Road and 36th Cross Road are the major roads that

provide access to the existing facility.

EXISTING CONDITIONS TRAFFIC IMPACT STUDY

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Land Use – Area surrounding the Project Site

Figure 3 shows the existing land use type surrounding the project site within 0.5 Km and 1.0 Km

radius of the Project site. The land use within 500 m radius catchment area of the project site

includes mostly residential and also includes Sanjay Gandhi Hospital and SSMRV College

located to the north and south of the project site respectively. The area within 1 km radius

surrounding the TTMC site extends up to Jayanagar 2nd

Block in the north, Gurappanpalya in the

east, Jayanagar 4th

Block in the west and Jayanagar 9th

Block in the south, this area houses many

important public utility & academic establishments which includes the famous Jayanagar

Shopping complex, Garuda Swagath Mall, Vijaya College, SSMRV, BES College, etc.

Figure 3: Land use Area Surrounding the Project Site

Project Site and its 500m and 1 Km Catchment

Area

Source: Bangalore Revised Master Plan

2015


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EXISTING DEPOT SCHEDULES

The existing Bus depot (Depot- 4) in Jayanagar currently has 439 BMTC city schedules of

which270 are depot schedules and the rest 169 of the schedules are from passing services. This

would translate into 2421 BMTC trips per day of which 540 trips starts from the depot and 1881

trips are of passing bus trips. The passing services ply towards Jayanagar 9th

Block and Carmel

Convent. Table 1 shows the detailed number of schedules and trips at the Jayanagar Bus depot.

Table 1: BMTC Schedules and Trips at Jayanagar Bus Depot

EXISTING STUDY ROADWAY NETWORK AND INTERSECTIONS

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

intersections.

Roadway Network

All the roadway segments identified for the study are four lane divided roadway except the 39th

Cross Road and 22nd Main Road which are two lane undivided roadway. The following are the

roadway segments considered for the study:

1. 32nd


and 26th

Main Road)

2. 36th


and 26th

Main Road)

3. 39th


and 26th

Main Road)

4. 39th

Cross Road (Between 26th

and 28th

Main Road)

5. 22nd


and 36th

Cross Road)

6. 26th


and 36th

Cross Road)

7. 26th

Main Road (Between 36th

and 39th

Cross Road)

Service Type No. of Schedules No. of Trips

Starting from Jayanagar Bus

Depot 270 540

Passing City Routes 169 1881

TOTAL 439 2421


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Figure 4: Study Road Network at Jayanagar

Study Intersections

The critical Intersections were identified around the proposed project site which would affect

the traffic circulation pattern of the area. All the intersections in the study area currently are

uncontrolled (un-signalized) intersections. Figure 4 shows the Study Roadway segments along

with the intersections. The following are the study intersections identified for the project:

1. 36th

Cross Road/22nd

Main Road

2. 36th

Cross Road/26th

Main Road

3. 32nd

Cross Road/26th

Main Road

4. 39th

Cross Road/26th

Main Road


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EXISTING SITE ACCESS AND CIRCULATION PATTERN

The BMTC buses access the Depot through 26th

Main Road. The passing by services buses uses

36th

Cross Road and 32 Cross Road to reach Jayanagar 9th

Block and Carmel Convent

respectively. The peak hour bus movement in and out of the depot is during the night and early

in the morning, so there is minimum conflict between the buses and the other vehicles using 26th

Main Road. The buses use the median opening in 26th Main Road to access the Depot. Figure5

shows the buses circulation pattern at the Entry/Exit point of the depot. The gate openings are

used only by the people to access the Quarters/ Hospital.

Figure 5: Circulation Pattern of the Buses at the Entry/Exit of the depot

SIGNIFICANCE CRITERIA

The following are the significance criteria adopted for the study at the roadway segments and

intersections


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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


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


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 and Pedestrian Crossings

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 2 provides the LOS standards adopted based on the volume to

capacity (V/C) ratios at the intersections. Table 3 shows the Existing traffic operation conditions

of the study roadway segments in the study area.


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Table 2: V/C and Level of Service Chart

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


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Table 3: Existing Capacity of the Intersection along Project Corridor

NOTE:

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

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

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


Flow

Avg. Width of

Carriageway (m)

No. of Lanes

based on

width

Road HierarchyDesign

capacity/ laneCapacity

Existing Peak

Hour Volume

(PCU/Hr)

V/C

(PM)

LOS

(PM)

32nd Cross Road22nd Main - 26th

Main

East Bound (LCW) 7.28 2.1 Arterial (4L,D,2W) 1300 2704 1854 0.69 D

West Bound (RCW) 7.25 2.1 Arterial (4L,D,2W) 1300 2693 1266 0.47 C

36th Cross Road 22nd Main-26th MainEast Bound (LCW) 6.28 1.8 Sub-Arterial (4L,D,2W) 1050 1884 665 0.35 B

West Bound (RCW) 6.3 1.8 Sub-Arterial (4L,D,2W) 1050 1890 696 0.37 B

22nd Main Road 32nd Cross-36th CrossNorth Bound (LCW) 3.7 1.1 Sub-Arterial (4L,UD,2W) 850 893 50 0.06 A

South Bound (RCW) 3.7 1.1 Sub-Arterial (4L,UD,2W) 850 893 55 0.06 A

26th Main Road 32nd Cross-Depot

Entrance

North Bound (LCW) 7.3 2.1 Sub-Arterial (4L,D,2W) 1050 2175 394 0.18 A

South Bound (RCW) 7.7 2.2 Sub-Arterial (4L,D,2W) 1050 2304 660 0.29 B

26th Main Road Depot Entrance-36th

Cross

North Bound (LCW) 7.4 2.1 Sub-Arterial (4L,D,2W) 1050 2220 604 0.27 B

South Bound (RCW) 7.6 2.2 Sub-Arterial (4L,D,2W) 1050 2289 637 0.28 B

26th Main Road 36th Cross-39th CrossNorth Bound (LCW) 7.2 2.0 Sub-Arterial (4L,D,2W) 1050 2151 589 0.27 B

South Bound (RCW) 7.7 2.2 Sub-Arterial (4L,D,2W) 1050 2310 1003 0.43 C

39th Cross Road22nd Main - 26th

Main

East Bound (LCW) 3.1 0.9 Sub-Arterial (4L,UD,2W) 850 753 555 0.74 D

West Bound (RCW) 3.1 0.9 Sub-Arterial (4L,UD,2W) 850 753 708 0.94 E

39th Cross Road 26th Main-28th MainEast Bound (LCW) 4.2 1.2 Sub-Arterial (4L,UD,2W) 850 1020 625 0.61 D

West Bound (RCW) 4.2 1.2 Sub-Arterial (4L,UD,2W) 850 1020 773 0.76 D


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Figure 6: Existing Operating LOS Conditions

All the study roadway segments were operating at an acceptable LOS D or better during existing

peak hour conditions with v/c ratio equal to or less than 0.76, except the westbound 39th

Cross

Road Segment between 22nd

Main to 26th

Main Road which was found to be operate with LOS E

conditions during peak hour with a V/C of 0.94. Figure 6 depicts the LOS conditions of the study

roadway segments.

Intersections

All the study intersections are uncontrolled (unsignalized) intersections. Figure 7 shows the

existing peak hour turning movement volumes at the study intersections. The east - west

connecting roadway segments of 32nd Cross Road had a total traffic volume of around 3,100

PCUs, 36th

Cross Road had a total traffic volume of around 1,350 PCUs and 39th

Cross Road had

a total traffic volume of around 1250 PCUs, whereas the north - south connecting roadway

segments 26th

Main Road and 22nd

Main Road carried a total volume of around 1,350 PCUs and


13 | P a g e


100 PCUs respectively, indicating higher flow if traffic was in the east-west direction in the

study area.

Figure 7: The Existing Turning Movements (PCU/hr) at the Study Intersections during

Peak hour

To evaluate the existing operation conditions, the delay and queue lengths at the study

intersections were evaluated. The existing peak hour delay and queue lengths were computed for

the following intersections:

1. 36th

Cross Road & 22nd

Main Road

2. 36th

Cross Road & 26th

Main Road

3. 32nd

Cross Road & 26th

Main Road


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4. 39th

Cross Road & 26th

Main Road

5. Depot Entrance

The existing peak hour delay (seconds per vehicle) and the maximum queue length (meters) at

the study intersections are shown in Table 4. All the intersections had a delay less than 5 seconds

per vehicle except the 39th Cross and 26th Main intersection which had a delay of 13.4 seconds per

vehicle. The delay of 13.4 seconds per vehicle at 39th Cross and 26th Main intersection can be

attributed to reduced number of available gaps between the vehicles at 39th Cross Road segment

which is operating at LOS E. The maximum queue lengths at the study intersections were found to be

less than the available storage capacity between the intersections.

Table 4: Operation Condition at the Study Intersections

Existing Pedestrian Facility

Footpath connectivity

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

footpath network in the Study area for the pedestrian movement. However, the major obstacle

was the transformer located on the south east side of the project site occupying the whole

footpath blocking the pedestrian walkway.

Pedestrian Crossings

Table top crossings were found at every study intersection, ensuring the safety of the pedestrians.

Figure 8 shows the existing footpath connectivity along with the Table top crossings in the study

area.

IntersectionDelay

(Sec/ Veh)

Queue Length

(m)

Throughput

(Vehicles)

36th Cross/ 22nd Main Road (North Bound) 2 38.4 2092

36th Cross/ 26th Main Road ( South Bound) 3.5 34.2 3227

32nd Cross/26th Main Road (East Bound) 2.7 57.9 4640

39th Cross/26th Main Road (East Bound) 13.4 96.8 3478

Depot Entrance (SB/NB) 0.4 21.3 1355


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Figure 8: Existing Footpath Network

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CHAPTER 3 - PROPOSED PROJECT

PROPOSED LAND USE

The proposed land use includes BMTC Bus Terminal, KSRTC Bus Terminal, BMTC Bus Depot,

KSRTC Bus Depot, and a commercial development. The BMTC Bus Terminal would include 15

numbers of Bus Platforms and 25 number of bus idle parking slots, whereas the KSRTC

Terminal would include 15 number of Bus Platforms and 10 number of bus idle parking slots.

The BMTC and KSRTC Depot would have 150 and 75 numbers of bus parking slots

respectively. The commercial development is planned in an around 5,75,000 sq.ft area, proposed

to include hypermarket, multiplex, retail, restaurants and food court. Table 5 shows the detailed

proposed land use for project site.

Table 5: Proposed Land Use for Project Site

PROPOSED PROJECT TRAFFIC IMPACT STUDY

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TRIP 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 858 passenger

car units (PCU) with 425 and 433 PCUs entering and exiting the facility respectively. The

estimated number of vehicle trips also includes bus and auto rickshaw trips to the facility.

Table 6 shows the estimated number of vehicle trips for the proposed project site during peak

hour conditions.

Table 6: Potential Trip generation at 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. It was estimated that around 45 percent of the trips

would be generated from the east side of the project site, around 25 percent of the trips would be

generated from the west side of the project site, around 10 percent of the trips would be

generated from the north side of the project site, and around 20 percent of the trips would be

SN. Vehicle Type IN OUT

1 Two Wheelers 68 77

2 Cars/ 4 Wheelers 140 141

3 Taxis 7 12

4 Autos 34 31

Total no. of private vehicles 249 261

5 Buses (BMTC+KSRTC) 70 70

Total Vehicles 319 331

Total PCUs 425 433


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generated from the south side of the project site. Figure 9 shows the trip distribution pattern in

the study area and the roadways used to access the project site.

Figure 9: Trip distribution

CONCEPT PLAN FOR THE PROPOSED TTMC

The following section describes the proposed concept plan for the TTMC. The Concept plan

proposes to segregate the functional space of the TTMC into 3 floors. Each of these floors is

proposed to handle certain kind of function.

1. The basement floor would comprise car parking space to accommodate 1300 cars.

2. The lower ground floor would accommodate the KSRTC Depot and BMTC Depot, fuel

refilling station and other services.


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3. The upper ground floor which will be the ground level would accommodate the BMTC

Bus platforms, KSRTC Bus platforms and idle parking space. Along with these, space for

Commercial Development is provided at this level.

The concept plan is illustrated in Figure 10.

Figure 10 : Proposed Concept Plan

SITE ACCESS AND CIRCULATION PATTERN

Site Access

The Proposed Jayanagar TTMC has a segregated access for the buses, private vehicles and

pedestrians with a total of 6 access points as shown in Figure 11. Access points 1 and 2 open on

to the 36th

Cross road, while all other access points open on to the 26th

Main road. Access point 1

is for the entry of buses into the terminal while access point 6 is for the exit of buses from the

terminal. Access points 2 and 3 are meant exclusively for entrance into the commercial complex

for the pedestrians. Access point 5 is for the private vehicles entry and exit to the parking lots,

while access point 4 is exclusively meant for the pedestrians to access the Bus terminal and the

Commercial Complex.


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Site Circulation Pattern

The TTMC bus terminal has 3 bus bays with 15

platforms dedicated to handle the BMTC bus

services. KSRTC Bus Bay is segregated from

the BMTC bus bays. Fifteen angular parking

platforms are provided for KSRTC intercity bus

services. The site circulation pattern is

illustrated in Figure 12.

The BMTC buses that would access this facility

is assumed to be from the following routes,

1. Buses plying towards Jayanagar 9th

Block.

2. Buses plying towards Carmel Convent.

The BMTC and KSRTC buses would access the

facility from the 36th Cross Road and exit on

Figure 11: Site Access

Figure 12: Site Circulation pattern


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the 26th Main road. There would be a change in the bus circulation pattern in and around the

study area once the TTMC is operational. Figure 13 shows the existing bus circulation near the

project site while Figure 14 shows the bus circulation pattern after the construction of TTMC.

Based on the concept plan for the Jayanagar 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

provided better circulation near the study area. Figure 15 depict the conflicting movements at the

access points of the proposed TTMC.

1. Conflict point at the TTMC Exit on 26th Main Road

Conflict point would arise at the exit point of the TTMC, where the buses making a right turn

from the TTMC Exit point on to 26th

Main Road would be in conflict with the northbound i.e.

through movement vehicles.

Figure 14: Existing Bus Circulation Figure 13: Bus Circulation pattern after

the construction of TTMC


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2. Conflict Point at the TTMC Entrance on 36th

Cross Road

At the TTMC Entrance point, buses making a right turn (westbound) from 36th

Cross Road on

to the TTMC Entrance Point would be in conflict with the eastbound through movement on

36th

Cross Road.

3. Conflict Point at the Private vehicles Entry and Exit on 26th

Main Road

The private vehicles making a right turn (south bound) from 26th

Main Road on to TTMC

Parking Entry point and right turning vehicles from the TTMC Parking Exit point on to 26th

Main Road would be in conflict with the with the northbound vehicles i.e. through movement

vehicles.

Figure 15: Conflict Points at the Project Site


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EXISTING PLUS PROPOSED PROJECT CONDITIONS- LOS ANALYSIS

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 39th

Cross Road which was operating at LOS

E with a v/c ratio of 0.96 in the westbound direction. Table 7 shows the v/c ratios and LOS

conditions at the study roadway segments and Figure 16 depicts the LOS at the study roadway

segments.

Table 7: Operating conditions- Existing plus Project Scenario

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

significant impact on the 39th

Cross Road segment (between 22nd

Main and 26th

Main Road),

since the v/c ratio would increases from 0.94 in the existing conditions to 0.96 in existing plus

project conditions which is currently operating at LOS E conditions. The project would also have

a significant impact on the 39th

Cross Road segment in westbound direction between 26nd

Main

and 28th

Main Road, since the v/c ratio would increases from 0.76 in the existing conditions to

0.80 in existing plus project conditions also reducing the LOS from D to E


Flow

Existing Condition Existing plus Proposed 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)

32nd Cross

Road

22nd Main - 26th

Main

East Bound (LCW) 1854 0.69 D 1876 0.69 D

West Bound (RCW) 1266 0.47 C 1288 0.48 C

36th Cross

Road 22nd Main-26th Main

East Bound (LCW) 665 0.35 B 686 0.36 B

West Bound (RCW) 696 0.37 B 719 0.38 B

22nd Main

Road

32nd Cross-36th

Cross



26th Main

Road

32nd Cross-Depot

Entrance

North Bound (LCW) 394 0.18 A 448 0.21 B


26th Main

Road

Depot Entrance-

36th Cross



26th Main

Road

36th Cross-39th

Cross



39th Cross

Road

22nd Main - 26th

MainEast Bound (LCW) 555 0.74 D 566 0.75 D

West Bound (RCW) 708 0.94 E 719 0.96 E

39th Cross

Road26th Main-28th Main

East Bound (LCW) 625 0.61 D 668 0.65 D

West Bound (RCW) 773 0.76 D 818 0.80 E


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Figure 16: Capacity of the Roadway segment- Existing plus Project Scenario

Intersections

During the existing plus project conditions, all the study intersections would have a delay less

than 5 seconds per vehicle except the 39th

Cross Road and 26th

Main Road Intersection where the

delay would increase from 13.4 seconds per vehicle in existing conditions to 18.8 seconds per

vehicle during existing plus conditions. However, the maximum queue lengths at the intersection

were found to be less than the available storage length at the intersections, hence the project

would not have a significant impact at the intersections. Table 8 shows the delay and queue

lengths at the study intersections.


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Table 8: Operating conditions- Existing plus Project Scenario



Intersections

Existing Scenario Existing plus Proposed Project

Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(Meters)

Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(Meters)

36th Cross/ 22nd Main Road 2 2092 38.4 NB 1.9 2165 39.7 NB

36th Cross/ 26th Main Road 3.5 3227 34.2 SB 4 3733 34.6 NB

32nd Cross/26th Main Road 2.7 4640 57.9 EB 3.7 4862 76.9 EB

39th Cross/26th Main Road 13.4 3478 96.8 WB 18.8 3740 94.2 EB

TTMC -1* 0.4 1355 21.3 EB 1.7 1982 35.9 EB

TTMC- 2** - - - - 1.2 1537 27.6 NB

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CHAPTER4- FUTURE OPERATING CONDITIONS

FUTURE VOLUME DEVELOPMENT

The future peak hour traffic volumes for the project opening year and cumulative year for the

study roadway sections and at intersections 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 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 9 shows the LOS for the study roadway segments for the

same.

Table 9: Level of Service-2015


Flow


Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

32nd Cross

Road

22nd Main -

26th Main

East Bound (LCW) 2132 0.79 D 2154 0.80 D

West Bound (RCW) 1456 0.54 D 1478 0.55 C

36th Cross

Road

22nd Main-26th

Main

East Bound (LCW) 765 0.41 C 786 0.42 C

West Bound (RCW) 800 0.42 C 823 0.44 C

22nd Main

Road

32nd Cross-36th

Cross



26th Main

Road

32nd Cross-

TTMC Exit



26th Main

Road

TTMC Exit-

36th Cross



26th Main

Road

36th Cross-39th

Cross



39th Cross

Road

22nd Main -

26th Main

East Bound (LCW) 638 0.85 E 649 0.86 E

West Bound (RCW) 814 1.08 F 825 1.10 F

39th Cross

Road

26th Main-28th

Main

East Bound (LCW) 719 0.70 D 762 0.75 D

West Bound (RCW) 889 0.87 E 934 0.92 E

FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY

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During the Year 2015 Without Project conditions, it was found that all the roadway segments

would operate at an acceptable LOS D conditions except the 39th

Cross Road segment between

22nd

and 26th

Main Road, and 26nd

and 28th

Main Road which would operate at LOS ‘ F ‘ and

LOS ‘E’ during peak hour conditions. The project would have a significant impact on the 39th

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

segments by 0.01 at the roadway segments that would operate at LOS E and F conditions.

Figure17 depicts the level of service in the Year 2015 with and without the project of the study

roadway segments.

Figure 17: Level of Service-2015

Intersections

During the Year 2015 conditions, addition of project volumes increased the delay by 0.2 seconds

to 5.5 seconds at the intersections. The most significant change was observed at the 39th

Cross

Road and 26th

Main Road Intersection, where the delay would increase from 20.1 seconds per


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vehicle in Year 2015 without Project conditions to 25.6 seconds per vehicle during Year 2015

with Project conditions and the queue length increased from 97 meters to 135 meters. However,

the maximum queue lengths at the intersections were found to be less than the available storage

length at the intersections, hence the project would not have a significant impact at the

intersections. Table 10 shows the delay and queue lengths at the study intersections for the Year

2015 with and without project conditions.

Table 10: Operating Conditions-2015

Figure 18 depicts the Delay and Queue length at the Study intersections for the Year 2015

conditions.



Intersections


Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(meters)

Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(meters)

36th Cross/ 22nd Main Road 2.3 2377 40.2 NB 2.5 2456 38.1 NB

36th Cross/ 26th Main Road 4 3671 35.5 NB 4.7 4201 42.2 SB

32nd Cross/26th Main Road 4.4 5310 70.2 EB 5.2 5527 90 EB

39th Cross/26th Main Road 20.1 4002 97 EB 25.6 4260 134.8 SB

TTMC -1* 0.5 1545 21.9 SB 1.6 2273 21.3 NB

TTMC-2** - - - - 3.8 2244 77.2 WB


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Figure 18: 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 near the access points

of the proposed TTMC.

Roadway Segments



Cross Road and 32nd

Cross Road which would

operate at LOS F conditions. The project would have a significant impact on the 39th

Cross Road

and 32nd

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

roadway segments by 0.04 and 0.01 respectively at the roadway segments that would operate at

LOS F conditions.


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Table 11 shows the v/c ratios and LOS conditions at the study roadway segments for the Year

2025 With and Without Project Conditions.

Table 11: Level of Service-2025

Road Name SegmentDirection of

Traffic Flow


Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

Peak Hour

Volume

(PCU/hr)

V/C

(P.M)

LOS

(P.M)

32nd Cross Road22nd Main - 26th

Main

East Bound (LCW) 3059 1.13 F 3081 1.14 F

West Bound (RCW) 2089 0.78 D 2111 0.78 D

36th Cross Road 22nd Main-26th

Main

East Bound (LCW) 1097 0.58 C 1119 0.59 C

West Bound (RCW) 1148 0.61 D 1171 0.62 D

22nd Main Road32nd Cross-36th

Cross



26th Main Road 32nd Cross-TTMC

Exit



26th Main Road TTMC Exit-36th

Cross

North Bound (LCW) 997 0.45 C 1158 0.52 C


26th Main Road 36th Cross-39th

Cross

North Bound (LCW) 972 0.45 C 1069 0.50 C

South Bound (RCW) 1655 0.72 D 1755 0.76 D

39th Cross Road22nd Main - 26th

Main

East Bound (LCW) 916 1.22 F 927 1.23 F

West Bound (RCW) 1168 1.55 F 1179 1.57 F

39th Cross Road 26th Main-28th MainEast Bound (LCW) 1186 1.16 F 1229 1.20 F

West Bound (RCW) 1467 1.44 F 1511 1.48 F


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Figure 19: Level of Service-2025

YEAR 2025- OPERATING CONDITIONS

Delay

During the Year 2025 without project conditions, all the intersections would have a delay

varying from 23.1 seconds per vehicle to 79.6 seconds per vehicle. During the project conditions,

due to the changes in the circulation pattern in the study area when compared to the without

project condition, the delay at the some of the intersections are reduced and others increased

based on the circulation pattern form the vehicles accessing the project site.

During the Year 2025 without project conditions, most of the intersections would have a

maximum queue length varying from 141 meters to 284 meters. However, the most significant


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one would be 39th

Cross and 26th

Main Road intersection where the queue lengths almost spills

over to the adjacent intersection i.e. to 36th

Cross and 26th

Main Road Intersection.

During the Year 2025 with project conditions, the 39th

Cross and 26th

Main Road intersection is

very critical, since the queue length starts building up from this intersection in the southbound

direction and blocks the whole 26th

Main Road in the South Bound direction impacting the 36th

Cross and 26th

Main Road intersection, TTMC Exit Point and 32th

Cross and 26th

Main Road

intersection.

During the Year 2025 with project conditions, the queue length at the TTMC entrance point

would also exceed the available storage length in the westbound direction from the buses

accessing the project site with spill over to the 36th

Cross and 26th

Main Road intersection.

The project would have a significant impact during Year 2025 conditions at 39th

Cross and 26th

Main Road intersection, 36th

Cross and 26th

Main Road intersection and TTMC entrance point,

since the queue length would exceed the available storage lengths at the study intersections.

Table 12 shows the delay and queue lengths at the study intersections.

Table 12 : Operating Conditions-2025

Figure 20 depicts the Delay and Queue length at the Study intersections for the Year 2025

conditions.



Intersections


Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(meters)

Delay

(Sec/Veh)

Throughput

(Vehicles)

Queue Length

(meters)

36th Cross/ 22nd Main Road 45.3 2960 143.6 EB 4 3281 52.8 WB

36th Cross/ 26th Main Road 62.9 4535 229.3 EB 60.4 4850 264.6 SB

32nd Cross/26th Main Road 23.1 7217 141 EB 65.5 5311 230.2 EB

39th Cross/26th Main Road 79.6 4844 284 SB 81.7 4860 289.2 SB

TTMC -1* 27.7 1969 231.5 SB 119.7 2093 210 SB

TTMC-2** - - - - 5.8 2935 178.1 WB


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Figure 20: Operating Conditions-2025

PEDESTRIAN FACILITIES

The Proposed Project site has a well-connected footpath network surrounding the project site and

also table top crossings at the intersections. However, at the South East corner of the project site

the transformer occupies whole footpath width, which needs to be relocated for unobstructed

movement of pedestrians.

INTERMEDIATE PUBLIC TRANSPORT

The location of the IPT stand is not dealt in this report, which would be recommended only when

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

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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 following mitigation measures are proposed for the study area with the entry of the buses on 36th

Cross Road and Exit on the 26th Main Road:

1. 25th Main Road is proposed to be made one-way in south bound direction between 39th Cross

and 43th Cross Road.

2. 39th Cross Road is proposed to be made one-way in west bound direction between the 26th

Main and 18th Main Road.

3. Construction of underpass along 36th

Cross Road, so as to remove conflict point with the

through movement from the buses making a right turn to the TTMC entrance.

4. Provision of storage lane along 26th

Main Road in front of the Project Site in the south

bound direction, so that the through south bound movements would not be blocked by the

private vehicles making right turn through the median opening to the TTMC facility.

5. Closing the median for the south bound movements and taking the vehicles further down

at the 36th Cross/26th Main junction and making them take U turn to access the

commercial complex.

MITIGATION MEASURES TRAFFIC IMPACT STUDY

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Figure 21: Mitigation Measures

An analysis was also done by altering the entry/exit of the proposed TTMC and identifying the

variation in the traffic patterns in and around the proposed TTMC. It was suggested to provide

the Entry for the Buses to access the terminal on 26th

Main Road and Exit for the Buses from

the terminal to be on 22nd

Main Road.

The following are the mitigation measures proposed with the change in the access:



Main Road

till 28th



22nd

Main Road till 28th

Main Road.


block and

Carmel convent.


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Figure 22 represents the mitigation measures 6 and 7.

Figure 22: Mitigation Measures 6 and 7

OPERATING CONDITIONS

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

measures are provided below;

Mitigation Measure 1: 25th

Main Road- One Way

This mitigation measure was aimed at reducing delay and queue length at the 39th Cross Road and

26th Main Road intersection, since the queue length from this intersection in the south bound

direction would exceed the available storage length and spill over blocking adjacent intersection of

36th Cross Road and 26th Main Road intersection, which in turn would block the TTMC-1 access

point increasing the delay at the study intersection in the study area.

The implementation of mitigation measure 1 would reduce the delay and queue length at four of the

six intersections.


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Mitigation Measure 2: 39th Cross Road - One Way

This mitigation measure, which is a combination of mitigation measures 1 and 2, was also aimed at

reducing delay and queue length at the 39th Cross Road and 26th Main Road intersection.

The implementation of mitigation measures 1 and 2 would reduce the delay and queue length at 39th

Cross Road and 26th Main Road intersection from 81.7 seconds per vehicle to 43.9 seconds per

vehicle and the queue length would also get reduced from 289 meters to 179 meters. The queue

length would be within the available storage length without spilling over to the 36th Cross Road and

26th Main Road intersection.

Alternative Routes

The alternative routes are proposed once 25th

Main Road is made one way. The northbound

vehicles at 25th

Main Road would either make a left turn or right and use 22nd

or 28th

Main Road

to reach their destination.

Figure 22 depicts the proposed alternative route when 25th

Main Road is made one way.

Figure 23: Alternative Routes towards North Bound direction


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Similarly when 39th

Cross Road is made one way, the alternative routes which can be opted by

the vehicles are along 36th

Cross, 38th

Cross & 43rd

Cross Road. Figure 23 illustrates the

alternative route when 39th

cross Road is made one way.

Figure 24 : Alternative Routes towards East Bound direction

Mitigation Measure 3: UNDERPASS at 36th Cross Road

This mitigation measure is a combination of mitigation measure 1 and 2 and 3. The mitigation

measure 3 was aimed at reducing the queue length at the TTMC-2 access point, which would

have a queue length 178 meters exceeding the available storage length and with spill over blocking

adjacent intersection of 36th Cross Road and 26th Main Road intersection. The proposed location of

the underpass is shown in Figure 24.


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The proposed underpass is of one lane of width around 4 m. Figure 25 illustrates the proposed

roadway cross section at in front of the project site at 36th

Cross Road with underpass.

Figure 25: Proposed Underpass location

Figure 26: Cross section at A-A for Underpass with One-Lane

Underpass


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The implementation of this mitigation would significant reduce the delay and queue lengths at all

the study intersections, with queue lengths within the available storage lengths.

Mitigation Measure 4: Provision of Storage Space

This mitigation measure is proposed to provide a storage lane of length of minimum 35 meters

on 26th

Main Road in the southbound direction for private vehicles making a right turn to the

TTMC facility. This was based on the analysis which showed the maximum queue length formed

at this access point by the south bound private vehicles making a right turn to the TTMC facility

is around 35 meters (see Table 15, TTMC -1 intersection). The provision of the storage space

would reduce blocking of through movement vehicles by the vehicle making a right turn on to

the TTMC facility. The existing roadway configuration and cross section of the roadway is

depicted in the Figure 26 and the proposed roadway configuration and cross section is depicted

in Figure 27.

Figure 27: The Existing section along 26th

Main Road


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Figure 28: Proposed Cross section along 26th

Main Road

openi

Cross Section at A-A


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Mitigation Measure 5: Without Median opening

Another alternate is proposed by closing the median at the Commercial entry/exit and taking the

vehicles further down at the 36th Cross/26th Main junction and making them take U turn to

access the commercial complex as depicted in Figure 29.

Figure 29: Proposed Cross section along 26th

Main Road without median opening

Cross Section at B-B


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Scenarios

Various scenarios were evaluated and analyzed in order to get the best possible solutions for the

proposed TTMC for an effective traffic operation conditions and circulation of vehicle and

pedestrian traffic on the roadway networks.

Scenario 1:

Scenario 1 is a combination of four mitigation measures. This scenario was taken into

consideration based on the analysis, in order to reduce the queue length and delay at the access

points of the TTMC. The entry of the buses considered in this scenario is on 36th Cross Road and

Exit on the 26th Main Road. Following are the mitigation measures considered for scenario 1:





3. Construction of underpass along 36th

Cross Road, so as to remove conflict point with the

through movement from the buses making a right turn to the TTMC entrance.

4. Provision of storage lane along 26th Main Road in front of the Project Site in the south bound

direction, so that the through south bound movements would not be blocked by the private

vehicles making right turn through the median opening to the TTMC facility.

The implementation of this mitigation would significant reduce the delay and queue lengths at all

the study intersections, with queue lengths within the available storage lengths. Table 13

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

Mitigation Measures 1, 2 and 3 and 4.Scenarios considered are depicted in Figure 30.

Table 13: Operation Conditions – Scenario 1


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Figure 30: Mitigation measures considered for scenario 1

Scenario 2:

Scenario 2 was evaluated with different operating conditions. In this scenario, the entry of the

buses was considered on 26th

Main Road and exit on to the 22nd

Main Road. It was proposed to

consider the exit on the 22nd

Main Road since the analysis showed a major chaos of traffic on the

36th

Cross/ 26th

main road junction when the exit was provided on the 36th

Cross road. Following

are the mitigation measures considered for scenario 1:







Main Road

till 28th



22nd

Main Road till 28th

Main Road.


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commercial complex.

The scenarios considered are depicted in Figure 31. The resulting traffic conditions are shown below.




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Scenario 3:

Scenario 3 is similar to scenario 2 with the only variation of the distribution of the buses based

on the existing schedules which are divided into 50% with the number of buses going towards

Jayanagar 9th

Block and 50% going towards Carmel convent. In this scenario also, the entry of

the buses was considered on 26th


Main Road. Following are

the mitigation measures considered for scenario 1:







Main Road

till 28th



22nd

Main Road till 28th

Main Road.



commercial complex.


block and

Carmel convent.

Table 15 represents the analysis of implementation of these mitigation measures combined together.

The scenarios considered are depicted in Figure 32.



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Scenario 4:

Scenario 4 was analyzed based more on the traffic circulation pattern of the surrounding area of

the proposed TTMC. In this, the one ways along the 36th

Cross and 38th

Cross road were

eliminated in order to check the efficiency of the system. However, the one ways proposed along

25th Main Road & 39th Cross road were retained. In this scenario also, the entry of the buses was

considered on 26th


Main Road. Following are the mitigation

measures considered for scenario 4:






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commercial complex.


block and

Carmel convent.

Table 16 represents the analysis of implementation of these mitigation measures combined together.

The scenarios considered are depicted in Figure 33.



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Based on the results as shown in Table 13 to 16 depicting the operating conditions, Scenario 4

with its mitigation measures is recommended.

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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. On 26th

Main Road, the spacing between Exit point of Buses and Entry/Exit of private

vehicles should be spaced at least 50 meters apart and Entry/Exit of private vehicles

should be at least 50 m from the 26th

Main Rd and 36th

Cross Road intersection (see

Figure 27).

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

TTMC facility.

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

accessing the terminal from entrance of the TTMC. The provision of subway as shown in

the concept plan is not recommended, since the pedestrians were found to be averse for

using the subways.

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

provided at either corner of the site facing the 26th

Main Road as shown in the Figure 28.

This would reduce the pedestrians coming in conflict with vehicles accessing the facility.

Roadway Network

5. Construction of an underpass along 36th

Cross Road for Buses making a right turn for

accessing the TTMC (see Figure 24).

6. Provision of storage space along 26th

Main Road for private vehicles accessing the

TTMC facility (see Figure 27).

Pedestrian Facility Network

7. The transformer present at the South east corner of the project site has to be relocated,

since it’s currently blocking the whole footpath and the relocation would free up the

space for pedestrian usage and provide connectivity. The existing location of the

transformer is as shown in the Figure 29.

RECOMMENDATIONS TRAFFIC IMPACT STUDY

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Traffic Circulation

8. 25th

Main Road is recommended to be made one way along southbound direction

between the 39th

Cross Road and 43rd

Cross Road.

9. 39th

Cross Road is recommended to be made one way along westbound direction

between the 26th

Main Road and 18th

Main Road.

10. On Street Parking has to be prohibited and enforced along the study roadway segments

26th

Main Road (between 32nd

Cross Road to 39th

Cross Road), 32nd

Cross Road (between

22nd

Main Road and 28th

Main Road), 36nd


Main Road and 28th

Main Road), and 39th


Main Road and 26th

Main Road).

Figure 34: Pedestrian Access points


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Figure 35: The Existing location of the Transformer

INTERVENTIONS

The following are also the interventions required once the project is operational to have an

effective operational condition near the study area;

1. The following intersections need to be evaluated to know if the intersections needs to be

signalized using the Traffic Signal Warrants for once every two years from Year 2015

and also when metro construction begins for phase II:

32nd

Cross /26th

Main Road.

36th

Cross /26th

Main Road.

39th

Cross /26th

Main Road.

The Table 16 below shows the proposed improvements in the study area based on the location type

and the agencies responsible for implementing the same.


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Table 17: List of Proposals with Implementing Agencies

Documents

Traffic and Transit Management Center Jayanagarurbantransport.kar.gov.in/TRAFFIC IMPACT STUDY REPORT -TTMC... · DRAFT TRAFFIC IMPACT STUDY REPORT Traffic and Transit Management Center