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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
I | P a g e Directorate of Urban Land Transport, UDD
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.
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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.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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Directorate of Urban Land Transport, UDD
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
East Bound (LCW) 2393 0.73 D
West Bound (RCW) 1743 0.56 C
Outer Ring Road 1st Main Road-30th
Main Road
East Bound (LCW) 2054 0.69 D
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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Directorate of Urban Land Transport, UDD
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.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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Directorate of Urban Land Transport, UDD
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.
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 337 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 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.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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Directorate of Urban Land Transport, UDD
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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Directorate of Urban Land Transport, UDD
by around 0.03 when compared to the Year 2015 without project conditions which would
operate at LOS E conditions.
Year 2025 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.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
XII | P a g e Directorate of Urban Land Transport, UDD
Road Name SegmentDirection of Traffic
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)
4 E Main Road5th Main Road-4th
Main Road
North Bound (LCW)1541 0.31 B 1565 0.32 B 2211 0.45 C 2235 0.45 C
South Bound (RCW)
4 E Main Road4th Main Road-
Collector Street
North Bound (LCW)932 0.22 B 970 0.23 B 1337 0.32 B 1375 0.33 B
South Bound (RCW)
4 E Main RoadCollector Street-
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
5th Main Road4E Main Road- 7th
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
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
XIII | P a g e Directorate of Urban Land Transport, UDD
Intersections
Year 2015 Conditions
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.
Year 2025 Conditions
During the Year 2025 conditions, addition of project volumes would increase the delay by
1 second to 42 seconds at the intersections except the 7th
Cross Road and Outer Ring
Road intersection where delay gets reduced by 23 seconds due to changes in traffic
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
delay in Year 2025 without Project conditions to 42 seconds per vehicle during Year 2025
with Project conditions and the queue length increased from 0 meters to 452 meters in the
westbound direction. The project would have significant impact at the 4E Main Road and
5th
Main Road intersection and 1st Main Road and Outer Ring 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
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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Directorate of Urban Land Transport, UDD
was found that the maximum queue length of buses would be around 106 meters which
would impede the smooth operation of TTMC Bus Terminal.
Table VI shows the delay and queue lengths at the study intersections for the Year 2015
and Year 2025 conditions.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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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.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
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Directorate of Urban Land Transport, UDD
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.
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY, KATHRIGUPPE
XIX | P a g e
Directorate of Urban Land Transport, UDD
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.
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
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Directorate of Urban Land Transport, UDD
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
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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
Directorate of Urban Land Transport, UDD
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
5 | P a g e Directorate of Urban Land Transport, UDD
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 CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
6 | P a g e Directorate of Urban Land Transport, UDD
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
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
7 | P a g e Directorate of Urban Land Transport, UDD
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.
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
8 | P a g e Directorate of Urban Land Transport, UDD
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
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
9 | P a g e Directorate of Urban Land Transport, UDD
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.
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
10 | P a g e Directorate of Urban Land Transport, UDD
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
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
11 | P a g e Directorate of Urban Land Transport, UDD
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
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
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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.
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
13 | P a g e Directorate of Urban Land Transport, UDD
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
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
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Directorate of Urban Land Transport, UDD
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
East Bound (LCW) 9.4 2.5 Arterial (4L,D,2W) 1300 3266 2304 0.71 D
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
East Bound (LCW) 8.6 2.3 Arterial (4L,D,2W) 1300 2981 1983 0.67 D
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
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
15 | P a g e Directorate of Urban Land Transport, UDD
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.**
EXISTING CONDITION TRAFFIC IMPACT STUDY, KATHRIGUPPE
16 | P a g e Directorate of Urban Land Transport, UDD
Figure 9: Existing operating LOS conditions
EXISTING CONDITION TRAFFICIMPACT STUDY, KATHRIGUPPE
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Directorate of Urban Land Transport, UDD
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 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
18 | P a g e Directorate of Urban Land Transport, UDD
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
19 | P a g e Directorate of Urban Land Transport, UDD
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
20 | P a g e Directorate of Urban Land Transport, UDD
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
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
21 | P a g e Directorate of Urban Land Transport, UDD
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.
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
22 | P a g e Directorate of Urban Land Transport, UDD
Figure 12: Concept Plan
Lower Ground
Floor Plan
Upper Ground
Floor Plan
First Floor
Plan
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
23 | P a g e Directorate of Urban Land Transport, UDD
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
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
24 | P a g e Directorate of Urban Land Transport, UDD
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
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
25 | P a g e Directorate of Urban Land Transport, UDD
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
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
26 | P a g e Directorate of Urban Land Transport, UDD
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.
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
27 | P a g e Directorate of Urban Land Transport, UDD
Table 11: Operating conditions- Existing plus Project Scenario
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
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)
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)
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
28 | P a g e Directorate of Urban Land Transport, UDD
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.
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 337 meters in the eastbound
direction blocking some residential streets and the 7th
Cross Road and Outer Ring Road
PROPOSED PROJECT TRAFFIC IMPACT STUDY, KATHRIGUPPE
29 | P a g e Directorate of Urban Land Transport, UDD
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
Connector Street ***
(4th Main – 7th Cross Road)0 0 785 6 85 (NB) 1165
1st Main Road – Outer Ring Road ** - - - 4 80 (WB) 4493
30 | P a g e Directorate of Urban Land Transport, UDD
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
31 | P a g e Directorate of Urban Land Transport, UDD
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
FUTURE OPEARTING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
32 | P a g e Directorate of Urban Land Transport, UDD
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)
FUTURE OPEARTING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
33 | P a g e Directorate of Urban Land Transport, UDD
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
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)
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
34 | P a g e Directorate of Urban Land Transport, UDD
Figure 18: Level of Service-2015
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.
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
35 | P a g e Directorate of Urban Land Transport, UDD
Table 15: Operating Condition 2015
Intersections
2015 (Without Project) 2015 (With Project)
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
Connector Street ***
(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.
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
36 | P a g e Directorate of Urban Land Transport, UDD
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
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
37 | P a g e Directorate of Urban Land Transport, UDD
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.
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
38 | P a g e Directorate of Urban Land Transport, UDD
Road Name Segment Direction of Traffic
Flow
2025 (Without Project) 2025 (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) 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
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
39 | P a g e Directorate of Urban Land Transport, UDD
Road Name Segment Direction of Traffic
Flow
2025 (Without Project) 2025 (With Project)
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)
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
40 | P a g e Directorate of Urban Land Transport, UDD
Figure 20: Level of Service-2025
Intersections
During the Year 2025 conditions, addition of project volumes would increase the delay by
1 second to 42 seconds at the intersections except the 7th
Cross Road and Outer Ring
Road intersection where delay gets reduced by 23 seconds due to changes in traffic
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
delay in Year 2025 without Project conditions to 42 seconds per vehicle during Year 2025
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
41 | P a g e Directorate of Urban Land Transport, UDD
with Project conditions and the queue length increased from 0 meters to 452 meters in the
westbound direction. The project would have significant impact at the 4E Main Road and
5th
Main Road intersection and 1st Main Road and Outer Ring 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 106 meters which
would impede the smooth operation of TTMC Bus Terminal.
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
2025 (Without Project) 2025 (With Project)
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
Connector Street ***
(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
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
42 | P a g e Directorate of Urban Land Transport, UDD
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.
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY, KATHRIGUPPE
43 | P a g e Directorate of Urban Land Transport, UDD
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.
44 | P a g e Directorate of Urban Land Transport, UDD
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
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.
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
45 | P a g e Directorate of Urban Land Transport, UDD
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
MITIGATION MEASURES TRAFFIC IMPACT STUDY, KATHRIGUPPE
46 | P a g e Directorate of Urban Land Transport, UDD
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
MITIGATION MEASURES TRAFFIC IMPACT STUDY, KATHRIGUPPE
47 | P a g e Directorate of Urban Land Transport, UDD
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
MITIGATION MEASURES TRAFFIC IMPACT STUDY, KATHRIGUPPE
48 | P a g e Directorate of Urban Land Transport, UDD
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
MITIGATION MEASURES TRAFFIC IMPACT STUDY, KATHRIGUPPE
49 | P a g e Directorate of Urban Land Transport, UDD
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
MITIGATION MEASURES TRAFFIC IMPACT STUDY, KATHRIGUPPE
50 | P a g e Directorate of Urban Land Transport, UDD
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.
MITIGATION MEASURES TRAFFIC IMPACT STUDY, KATHRIGUPPE
51 | P a g e Directorate of Urban Land Transport, UDD
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
52 | P a g e Directorate of Urban Land Transport, UDD
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
53 | P a g e Directorate of Urban Land Transport, UDD
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
Main Road to one way movement in the south bound direction.
2. 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. 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
54 | P a g e Directorate of Urban Land Transport, UDD
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