Académique Documents
Professionnel Documents
Culture Documents
May 2013
TABLE OF CONTENTS
List of Figures
List of Tables
Executive Summary ................................................................................ I
Chapter 1 -Introduction.......................................................................... 1
Background ................................................................................................................................. 1
Objective ..................................................................................................................................... 2
Project Scope .............................................................................................................................. 2
Organization of the Report.......................................................................................................... 3
INTRODUCTION
Bangalore Metropolitan Transport Corporation (BMTC) has proposed to construct a Traffic and
Transit management Center (TTMC) at the existing Jayanagar 4th ‘T’ Block Bus Depot. The
proposed TTMC at Jayanagar would enhance the reach and effectiveness of the public transport
through integration of local and long distance bus services, and provision of park and ride
facilities and passenger amenities at the TTMC facility.
The proposed TTMCs would include bus terminal, commercial and office spaces, and parking
facility. The change in land use from the existing bus depot facility to the TTMC would generate
new bus schedules, private and IPT vehicular traffic, and pedestrian traffic, which would have an
impact on the traffic conditions in the nearby roadway network and at the access points of the
TTMC. Hence, there is a need to address the traffic impacts of the TTMCs facility not only with
respect to vehicular traffic but also pedestrian traffic for accessibility and circulation.
METHODOLOGY
The methodology adopted for the study is to identify the project generated traffic volumes and its
impact on the roadway network surrounding the project site for existing, project opening Year
2015, and Cumulative Year 2025 conditions. The methodology includes the following
Identification of the number of vehicle trips generated by the proposed TTMC facility
based on the proposed land use.
Analysis of existing plus project traffic operations conditions of the roadway network,
intersections and access points of the proposed TTMC facility.
Develop future base traffic volumes near the study area for the project opening Year 2015
conditions and future cumulative Year 2025 conditions using Travel Demand Model
developed for the Bangalore City for Comprehensive Traffic and Transportation Plan
(CTTP) study.
Analysis of operation conditions of the study roadway networks and intersections in the
study area with and without project for Year 2015 and 2025 conditions.
Identification of mitigation measures required for the effective traffic operation
conditions and circulation in the study area under each scenario.
The Roadway Segments capacity and Level of Service (LOS) were computed based on the
Indian Roads Congress (IRC) standards sourced from Guidelines for Capacity of Urban Roads in
Plain Areas IRC 106-1990. Whereas, the delay and queue lengths at the intersections were
estimated using VISSIM software, which is a micro simulation based software.
Roadway Segments
All the roadway segments identified for the study are four lane divided roadway except the 39th
Cross Road and 22nd Main Road which are two lane undivided roadway. The following are the
roadway segments considered for the study
II
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
Intersections
All the intersections in the study area currently are uncontrolled (un-signalized) intersections.
The following are the study intersections identified for the project:
SIGNIFICANCE CRITERIA
The following are the significance criteria adopted for the study at the roadway segments and
intersections.
III
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
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.
The delay and queue lengths were computed at the study intersections and it was found that all
the study intersections had a delay less than 5 seconds per vehicle except the 39th Cross Road and
26th Main Road Intersection which has a delay of 13.4 seconds per vehicle. The maximum queue
lengths at the intersection were found to be less than the available storage length at the
intersections. Table II shows the delay and queue lengths at the study intersections.
IV
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
Existing (PM)
Direction of Traffic Peak Hour V/C LOS
Road Name Segment
Flow Volume (PM) (PM)
(PCU/Hr)
East Bound (LCW) 1854 0.74 D
22nd Main - 26th
32nd Cross Road
Main West Bound (RCW) 1266 0.51 C
East Bound (LCW) 665 0.41 C
36th Cross Road 22nd Main-26th Main
West Bound (RCW) 696 0.43 C
North Bound (LCW) 50 0.05 A
32nd Cross-36th
22nd Main Road
Cross South Bound (RCW) 55 0.06 A
North Bound (LCW) 394 0.16 A
32nd Cross-Depot
26th Main Road
Entrance South Bound (RCW) 660 0.25 B
North Bound (LCW) 604 0.24 B
Depot Entrance -36th
26th Main Road
Cross South Bound (RCW) 637 0.24 B
North Bound (LCW) 589 0.24 B
26th Main Road 36th Cross-39th Cross
South Bound (RCW) 1003 0.38 B
nd th
22 Main -26 Main East Bound (LCW) 555 0.74 D
39th Cross Road
Road West Bound (RCW) 708 0.94 E
V
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
PROPOSED PROJECT
The proposed TTMC facility would include BMTC and KSTRC Bus Terminal, Bus Depot,
private vehicles parking facility and commercial development. The BMTC and KSTRC Bus
Terminal include 15 bus platforms each and 25 and 10 idle parking spaces respectively. The
BMTC and KSTRC bus depot would house around 150 and 75 number of bus parking slots
respectively. The commercial development is planned in a 5,75,000 sqft area proposed to include
Hypermarket, Multiplex, retail and restaurants.
The number of vehicle trips generated by the facility was estimated based on the proposed land
use, number of existing bus services near the facility, existing bus depot arrival and departure
schedule, and proposed bus bays at the terminal. The number of total vehicle trips that would be
generated by the TTMC facility during the peak hour condition was found to be 858 passenger
car units (PCU) with 425 and 433 PCUs entering and exiting the facility respectively. The
estimated number of vehicle trips also includes bus and auto rickshaw trips to the facility.
As per the concept plan, the TTMC buses entry point is proposed on 36th Cross Road & and the
exit on the 26th Main Road and the private vehicles entry and exit point is proposed on the 26th
Main Road. Figure b shows the entry and exit points for the proposed TTMC facility.
VI
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
Based on the significance criteria adopted for the study, the proposed project would have a
significant impact on the 39th Cross Road segment (between 22nd Main and 26th Main Road),
since the v/c ratio would increases from 0.94 in the existing conditions to 0.96 in existing plus
project conditions which is currently operating at LOS E conditions. The project would also have
a significant impact on the 39th Cross Road segment in westbound direction between 26nd Main
and 28th Main Road, since the v/c ratio would increases from 0.76 in the existing conditions to
0.80 in existing plus project conditions also reducing the LOS from D to E.
VII
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
During the existing plus project conditions, all the study intersections would have a delay less
than 5 seconds per vehicle except the 39th Cross Road and 26th Main Road Intersection where the
delay would increase from 13.4 seconds per vehicle in existing conditions to 18.8 seconds per
vehicle during existing plus conditions. However, the maximum queue lengths at the intersection
were found to be less than the available storage length at the intersections, hence the project
would not have a significant impact at the intersections. Table IV shows the delay and queue
lengths at the study intersections.
NOTE: TTMC-1*- Includes Bus Exit & Private Vehicle Entry/Exit Points.
TTMC-2**- Bus Entry point.
Roadway Segments
Year 2015 Conditions
During the Year 2015 conditions it was found that all the roadway segments would operate at an
acceptable LOS D conditions except the 39th Cross Road, which would operate at LOS F
conditions. The project would have a significant impact on the 39th Cross Road segment, since
the addition of project volume increases the v/c ratio of the roadway segments by around 0.05 at
the roadway segments that would operate at LOS E and F conditions
VIII
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
Intersections
Year 2015 Conditions
During the Year 2015 conditions, addition of project volumes increased the delay by 0.2 seconds
to 5.5 seconds at the intersections. The most significant change was observed at the 39th Cross
Road and 26th Main Road Intersection where the delay would increase from 20.1 seconds per
vehicle in Year 2015 without Project conditions to 25.6 seconds per vehicle during Year 2015
without Project conditions and the queue length increased from 97 meters to 135 meters.
However, the maximum queue lengths at the intersections were found to be less than the
available storage length at the intersections, hence the project would not have a significant
impact at the intersections.
IX
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
During the Year 2025 without project conditions most of the intersections would have a
maximum queue length varying from 141 meters to 284 meters. However, the most significant
one would be 39th Cross and 26th Main Road intersection where the queue lengths almost
spillover to the adjacent intersection i.e. to 36th Cross and 26th Main Road Intersection.
During the Year 2025 with project conditions, the 39th Cross and 26th Main Road intersection is
very critical, since the queue length starts building up from this intersection in the southbound
direction and blocks the whole 26th Main Road in the South Bound direction impacting the 36th
Cross and 26th Main Road intersection, TTMC Exit Point and 32th Cross and 26th Main Road
intersection.
During the Year 2025 with project conditions, the queue length at the TTMC entrance point
along 36th Cross road would also exceed the available storage length in the westbound direction
from the buses accessing the project site with spill over to the 36th Cross and 26th Main Road
intersection.
The project would have a significant impact during Year 2025 conditions at 39th Cross and 26th
Main Road intersection, 36th Cross and 26th Main Road intersection and TTMC entrance point,
since the queue length would exceed the available storage lengths at the study intersections.
Table VI shows the delay and queue lengths at the study intersections.
X
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
Table V: Future LOS Conditions for Year 2015 and 2025 With and Without Project Conditions
2015 ( Without Project) 2015 ( With Project) 2025 ( Without Project) 2025 ( With Project)
Direction of Traffic Peak Hour Peak Hour Peak Hour Peak Hour
Road Name Segment V/C LOS V/C LOS V/C LOS V/C LOS
Flow Volume Volume Volume Volume
(P.M) (P.M) (P.M) (P.M) (P.M) (P.M) (P.M) (P.M)
(PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr)
32nd Cross 22nd Main - East Bound (LCW) 2132 0.79 D 2154 0.80 D 3059 1.13 F 3081 1.14 F
Road 26th Main West Bound (RCW) 1456 0.54 D 1478 0.55 C 2089 0.78 D 2111 0.78 D
36th Cross nd
22 Main-26 th East Bound (LCW) 765 0.41 C 786 0.42 C 1097 0.58 C 1119 0.59 C
Road Main West Bound (RCW) 800 0.42 C 823 0.44 C 1148 0.61 D 1171 0.62 D
22nd Main 32nd Cross-36th North Bound (LCW) 58 0.06 A 58 0.06 A 83 0.09 A 83 0.09 A
Road Cross South Bound (RCW) 63 0.07 A 63 0.07 A 91 0.10 A 91 0.10 A
26th Main 32nd Cross- North Bound (LCW) 453 0.21 B 507 0.23 B 650 0.30 B 704 0.32 B
Road TTMC Exit South Bound (RCW) 759 0.33 B 815 0.35 B 1089 0.47 C 1145 0.50 C
26th Main TTMC Exit- North Bound (LCW) 695 0.31 B 856 0.39 B 997 0.45 C 1158 0.52 C
Road 36th Cross South Bound (RCW) 733 0.32 B 900 0.39 B 1051 0.46 C 1218 0.53 C
26th Main 36th Cross-39th North Bound (LCW) 677 0.31 B 774 0.36 B 972 0.45 C 1069 0.50 C
Road Cross South Bound (RCW) 1153 0.50 C 1253 0.54 C 1655 0.72 D 1755 0.76 D
th
39 Cross 22nd Main - East Bound (LCW) 638 0.85 E 649 0.86 E 916 1.22 F 927 1.23 F
Road 26th Main West Bound (RCW) 814 1.08 F 825 1.10 F 1168 1.55 F 1179 1.57 F
th
39 Cross th
26 Main-28 th East Bound (LCW) 719 0.70 D 762 0.75 D 1186 1.16 F 1229 1.20 F
Road Main West Bound (RCW) 889 0.87 E 934 0.92 E 1467 1.44 F 1511 1.48 F
XI
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
Table VI: Future Year Operation Conditions- With and Without Project
32nd Cross/26th Main Road 4.4 70.2 EB 5.2 90 EB 23.1 141 EB 65.5 230.2 EB
39th Cross/26th Main Road 20.1 97 EB 25.6 134.8 SB 79.6 284 SB 81.7 2892 SB
NOTE: TTMC-1*- Includes Bus Exit & Private Vehicle Entry/Exit Points.
TTMC-2**- Bus Entry point.
MITIGATION MEASURES
The mitigation measures proposed are based on the analysis of the Existing, Year 2015 and Year
2025 conditions. The mitigation measures includes the following for the effective traffic operation
and circulation in the study area with the entry of the buses on 36th Cross Road and Exit on the 26th
Main Road
1. 25th Main Road: Converting the existing two way movement between the 39th Cross and 43th
Cross Road to one way movement in the south bound direction.
2. 39th Cross Road: Converting the existing two way movement between the 26th Main and 18th
Main Road to one way movement in the west bound direction.
3. TTMC Buses Entry Point: Construction of one lane of around 4 meters underpass along
the 36th Cross Road, so that the buses on 36th Main Road can make a right turn to access
the TTMC without coming in conflict with other vehicles.
4. TTMC Private Vehicles Entry Point: It is proposed to provide an additional lane along
32nd Cross Road in the south bound direction, to act as a storage space for the vehicles
making right turn to access the TTMC parking facility.
An analysis was also done by altering the entry/exit of the proposed TTMC and identifying the
variation in the traffic patterns in and around the proposed TTMC. It was suggested to provide
XII
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
the Entry for the Buses to access the terminal on 26th Main Road and Exit for the Buses from the
terminal to be on 22nd Main Road.
5. Proposing one-way in East bound direction along 36th Cross Road from 22nd Main Road
till 28th Main Road and one way along 39th Cross Road along West bound direction from
22nd Main Road till 28th Main Road.
6. Distribution of the schedules of the buses to 50% plying towards Jayanagar 9th block and
Carmel convent.
RECOMMENDATIONS
The following recommendations were made with respect to the Project Site and the surrounding
roadway network to improve the pedestrian connectivity to the TTMC and also to improve the
vehicle circulation pattern in the study area.
Proposed Project
The proposed TTMC entrance point for the buses should be provided on 26th Main Road and the
TTMC exit point for the buses should be provided on 22nd Main Road. The entry and exit for the
pedestrians accessing the terminal is recommended to be provided at either corner of the site
facing the 26th Main Road to reduce the pedestrians coming in conflict with vehicles accessing
the facility.
Table Top crossing should be provided at all the vehicles access points for the proposed TTMC
facility and the Pedestrian Access to the Bus Terminal should be kept at grade, since pedestrians
will be accessing the terminal from entrance of the TTMC. The entry and exit for the pedestrians
accessing the terminal is recommended to be provided at either corner of the site facing the 26 th
Main Road, since this would reduce the pedestrians coming in conflict with vehicles accessing
the facility.
XIII
Directorate of Urban Land Transport
EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
Traffic Circulation
The 25th Main Road should to be made one way along southbound direction between the 39th
Cross Road and 43rd Cross Road and the 39th Cross Road should to be made one way along
westbound direction between the 26th Main Road and 18th Main Road to reduce the delay at the
study intersections and to prevent spillover of the vehicles to adjacent intersections.
The On-Street Parking has to be prohibited and enforced along the study roadway segments of
26th Main Road (between 32nd Cross Road to 39th Cross Road), 32nd Cross Road (between 22nd
Main Road and 28th Main Road), 36nd Cross Road (between 22nd Main Road and 28th Main
Road), and 39th Cross Road (between 22nd Main Road and 26th Main Road).
XIV
Directorate of Urban Land Transport
This page has been intentionally left blank.
CHAPTER 1 -INTRODUCTION
BACKGROUND
Traffic and Transit Management Centers (TTMC) is an outcome of Bangalore Metropolitan
Transport Corporation (BMTC) envisaged combined transit management centre for addressing
bus transportation issues of Bangalore in an attempt to enhance the reach and effectiveness of the
public transport system. The Bangalore Metropolitan Transport Corporation (BMTC) has
planned 45 Traffic & Transit Management Centers (TTMCs) in & around Bangalore to cater the
growing number of bus commuters and to provide them with modern amenities.
BMTC has initiated a project for developing TTMC at Jayanagar 4th ‘T’ Block in Bangalore.
The Project Site is a single parcel of land spread over an area of 9.78 acres in Jayanagar 4th “T”
Block. The map below presents the location of the Project Site with respect to the city.
TTMCs results in new Bus terminal and also includes commercial office space resulting in new
vehicular and pedestrian traffic generated by the facility, which would have an impact on the
traffic conditions of the surrounding roadway network and at access points to the facility. The
proposed TTMC will also have an impact on the existing traffic circulation patterns and at
intersections surrounding the project site. Hence there is a need to conduct a Traffic Impact study
on the roadway segments and intersections near the proposed TTMC at Jayanagar. In addition,
the pedestrian and vehicle entry/exit should also be suggested in order to reduce the vehicles and
pedestrian conflicts near the project site.
OBJECTIVE
The objective of this study is to assess the potential impact of traffic generated by the proposed
TTMC on the roadway segments, intersections and at access points of the TTMC and to
recommend various roadway improvements and mitigation measures required to ensure safe and
efficient vehicular and pedestrian circulation in the study area upon the completion of project.
PROJECT SCOPE
1. To analyze the existing and future year operation conditions of the roadway segments and
intersections surrounding the project site.
2. Identify Traffic Impacts from the proposed TTMC on the roadway segments and
intersections in the study area.
3. Propose mitigation measures i.e. roadway improvements required to achieve acceptable
operating conditions of the roadway segments and junctions, and efficient circulation
patterns in the study area.
4. Suggest vehicles and pedestrian entry and exit to the TTMC to reduce vehicular and
pedestrian conflicts.
Chapter 1 provides introduction about the project and need for the study. It also
identifies the objective and scope of the study, and location of the project site.
Chapter 2 provides an overview of the Project site, its land use pattern & the major
landmarks near the project site. This chapter briefs the salient features of the Jayanagar
Depot including the existing circulation pattern near the project site. Identifies study
roadway segments, intersections and its configuration and peak hour turning movement
volumes at the intersections. The Existing operating conditions of the study roadway
segments and intersections are also discussed in this chapter.
Chapter 3 gives an insight into the proposed land use and potential trip generation &
distribution due to the proposed project. It also illustrates the concept plan of the
Proposed Jayanagar TTMC along with the site access and the circulation pattern. The
operating conditions for the Existing plus project scenario for the study roadway
segments and intersections are also discussed in this chapter.
Chapter 4 provides an insight into the future operating conditions for Year 2015 and
2025 conditions with and without the project and as well as the analysis of the impact of
the proposed project on the study roadway network and intersections.
Chapter 5 identifies the mitigation measures required to negate the impacts at the study
roadway network and intersections for the future year conditions.
Chapter 6 highlights the recommendations required for the effective operation of study
intersections, access points of the TTMC and to improve pedestrian circulation pattern.
Figure 2 shows the study area considered for the project and project site location with respect to
various landmarks in the Jayanagar Area.
The project site is surrounded by Jayanagar General Hospital & Rajiv Gandhi Institute of
Medical Sciences to the North, 36th Cross Road to the South, 26th Main Road to the East and
22nd Main Road to the West. The 26th Main Road and 36th Cross Road are the major roads that
provide access to the existing facility.
4|P a g e
Directorate of Urban Land Transport
EXISTING CONDITIONS TRAFFIC IMPACT STUDY
6|P a g e
Directorate of Urban Land Transport
EXISTING CONDITIONS TRAFFIC IMPACT STUDY
Study Intersections
The critical Intersections were identified around the proposed project site which would affect
the traffic circulation pattern of the area. All the intersections in the study area currently are
uncontrolled (un-signalized) intersections. Figure 4 shows the Study Roadway segments along
with the intersections. The following are the study intersections identified for the project:
SIGNIFICANCE CRITERIA
The following are the significance criteria adopted 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.
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.
1. Roadway Segments
Volume to Capacity Ratio and LOS
2. Intersections
Delay and Queue Length
3. Existing Pedestrian facilities
Footpath Connectivity and Pedestrian Crossings
Roadway Segments
The Level of Service (LOS) and the capacity of the Roadway segments computed is based on the
Indian Roads Congress (IRC) standards sourced from Guidelines for Capacity of Urban Roads in
Plain Areas IRC 106- 1990. Table 2 provides the LOS standards adopted based on the volume to
capacity (V/C) ratios at the intersections. Table 3 shows the Existing traffic operation conditions
of the study roadway segments in the study area.
22nd Main - 26th East Bound (LCW) 7.28 2.1 Arterial (4L,D,2W) 1300 2704 1854 0.69 D
32nd Cross Road
Main West Bound (RCW) 7.25 2.1 Arterial (4L,D,2W) 1300 2693 1266 0.47 C
East Bound (LCW) 6.28 1.8 Sub-Arterial (4L,D,2W) 1050 1884 665 0.35 B
36th Cross Road 22nd Main-26th Main
West Bound (RCW) 6.3 1.8 Sub-Arterial (4L,D,2W) 1050 1890 696 0.37 B
North Bound (LCW) 3.7 1.1 Sub-Arterial (4L,UD,2W) 850 893 50 0.06 A
22nd Main Road 32nd Cross-36th Cross
South Bound (RCW) 3.7 1.1 Sub-Arterial (4L,UD,2W) 850 893 55 0.06 A
32nd Cross-Depot North Bound (LCW) 7.3 2.1 Sub-Arterial (4L,D,2W) 1050 2175 394 0.18 A
26th Main Road
Entrance South Bound (RCW) 7.7 2.2 Sub-Arterial (4L,D,2W) 1050 2304 660 0.29 B
Depot Entrance-36th North Bound (LCW) 7.4 2.1 Sub-Arterial (4L,D,2W) 1050 2220 604 0.27 B
26th Main Road
Cross South Bound (RCW) 7.6 2.2 Sub-Arterial (4L,D,2W) 1050 2289 637 0.28 B
North Bound (LCW) 7.2 2.0 Sub-Arterial (4L,D,2W) 1050 2151 589 0.27 B
26th Main Road 36th Cross-39th Cross
South Bound (RCW) 7.7 2.2 Sub-Arterial (4L,D,2W) 1050 2310 1003 0.43 C
22nd Main - 26th East Bound (LCW) 3.1 0.9 Sub-Arterial (4L,UD,2W) 850 753 555 0.74 D
39th Cross Road
Main West Bound (RCW) 3.1 0.9 Sub-Arterial (4L,UD,2W) 850 753 708 0.94 E
East Bound (LCW) 4.2 1.2 Sub-Arterial (4L,UD,2W) 850 1020 625 0.61 D
39th Cross Road 26th Main-28th Main
West Bound (RCW) 4.2 1.2 Sub-Arterial (4L,UD,2W) 850 1020 773 0.76 D
NOTE:
V= Volume in PCU’s/hr & C= Capacity in PCU’s/ hr.
LCW-Left of Carriageway, RCW-Right of Carriageway, 4L-Four Lane, D-Divided, UD- Undivided, 2W-Two-way.
Capacity of the roadways was based on the IRC 106- 1990.
All the study roadway segments were operating at an acceptable LOS D or better during existing
peak hour conditions with v/c ratio equal to or less than 0.76, except the westbound 39th Cross
Road Segment between 22nd Main to 26th Main Road which was found to be operate with LOS E
conditions during peak hour with a V/C of 0.94. Figure 6 depicts the LOS conditions of the study
roadway segments.
Intersections
All the study intersections are uncontrolled (unsignalized) intersections. Figure 7 shows the
existing peak hour turning movement volumes at the study intersections. The east - west
connecting roadway segments of 32nd Cross Road had a total traffic volume of around 3,100
PCUs, 36th Cross Road had a total traffic volume of around 1,350 PCUs and 39th Cross Road had
a total traffic volume of around 1250 PCUs, whereas the north - south connecting roadway
segments 26th Main Road and 22nd Main Road carried a total volume of around 1,350 PCUs and
12 | P a g e
Directorate of Urban Land Transport
EXISTING CONDITIONS TRAFFIC IMPACT STUDY
100 PCUs respectively, indicating higher flow if traffic was in the east-west direction in the
study area.
Figure 7: The Existing Turning Movements (PCU/hr) at the Study Intersections during
Peak hour
To evaluate the existing operation conditions, the delay and queue lengths at the study
intersections were evaluated. The existing peak hour delay and queue lengths were computed for
the following intersections:
The existing peak hour delay (seconds per vehicle) and the maximum queue length (meters) at
the study intersections are shown in Table 4. All the intersections had a delay less than 5 seconds
per vehicle except the 39th Cross and 26th Main intersection which had a delay of 13.4 seconds per
vehicle. The delay of 13.4 seconds per vehicle at 39th Cross and 26 th Main intersection can be
attributed to reduced number of available gaps between the vehicles at 39th Cross Road segment
which is operating at LOS E. The maximum queue lengths at the study intersections were found to be
less than the available storage capacity between the intersections.
36th Cross/ 26th Main Road ( South Bound) 3.5 34.2 3227
Pedestrian Crossings
Table top crossings were found at every study intersection, ensuring the safety of the pedestrians.
Figure 8 shows the existing footpath connectivity along with the Table top crossings in the study
area.
16 | P a g e
Directorate of Urban Land Transport
PROPOSED PROJECT TRAFFIC IMPACT STUDY
TRIP GENERATION
The number of vehicle trips generated by the facility was estimated based on the proposed land
use, number of existing bus services near the facility, existing bus depot arrival and departure
schedule, and proposed bus bays at the terminal. The number of total vehicle trips that would be
generated by the TTMC facility during the peak hour condition was found to be 858 passenger
car units (PCU) with 425 and 433 PCUs entering and exiting the facility respectively. The
estimated number of vehicle trips also includes bus and auto rickshaw trips to the facility.
Table 6 shows the estimated number of vehicle trips for the proposed project site during peak
hour conditions.
1 Two Wheelers 68 77
3 Taxis 7 12
4 Autos 34 31
5 Buses (BMTC+KSRTC) 70 70
TRIP DISTRIBUTION
The project trip distribution was based on the exiting travel pattern in the study area and also the
project site surrounding catchment area. It was estimated that around 45 percent of the trips
would be generated from the east side of the project site, around 25 percent of the trips would be
generated from the west side of the project site, around 10 percent of the trips would be
generated from the north side of the project site, and around 20 percent of the trips would be
generated from the south side of the project site. Figure 9 shows the trip distribution pattern in
the study area and the roadways used to access the project site.
3. The upper ground floor which will be the ground level would accommodate the BMTC
Bus platforms, KSRTC Bus platforms and idle parking space. Along with these, space for
Commercial Development is provided at this level.
the 26th Main road. There would be a change in the bus circulation pattern in and around the
study area once the TTMC is operational. Figure 13 shows the existing bus circulation near the
project site while Figure 14 shows the bus circulation pattern after the construction of TTMC.
Based on the concept plan for the Jayanagar TTMC, the conflict points are created at the access
points of the TTMC facility. The concept plan entrance and exit points were retained, since it
provided better circulation near the study area. Figure 15 depict the conflicting movements at the
access points of the proposed TTMC.
At the TTMC Entrance point, buses making a right turn (westbound) from 36th Cross Road on
to the TTMC Entrance Point would be in conflict with the eastbound through movement on
36th Cross Road.
3. Conflict Point at the Private vehicles Entry and Exit on 26thMain Road
The private vehicles making a right turn (south bound) from 26th Main Road on to TTMC
Parking Entry point and right turning vehicles from the TTMC Parking Exit point on to 26th
Main Road would be in conflict with the with the northbound vehicles i.e. through movement
vehicles.
Based on the significance criteria adopted for the study, the proposed project would have a
significant impact on the 39th Cross Road segment (between 22nd Main and 26th Main Road),
since the v/c ratio would increases from 0.94 in the existing conditions to 0.96 in existing plus
project conditions which is currently operating at LOS E conditions. The project would also have
a significant impact on the 39th Cross Road segment in westbound direction between 26nd Main
and 28th Main Road, since the v/c ratio would increases from 0.76 in the existing conditions to
0.80 in existing plus project conditions also reducing the LOS from D to E
Figure 16: Capacity of the Roadway segment- Existing plus Project Scenario
Intersections
During the existing plus project conditions, all the study intersections would have a delay less
than 5 seconds per vehicle except the 39th Cross Road and 26th Main Road Intersection where the
delay would increase from 13.4 seconds per vehicle in existing conditions to 18.8 seconds per
vehicle during existing plus conditions. However, the maximum queue lengths at the intersection
were found to be less than the available storage length at the intersections, hence the project
would not have a significant impact at the intersections. Table 8 shows the delay and queue
lengths at the study intersections.
NOTE: TTMC-1*- Includes Bus Exit & Private Vehicle Entry/Exit Points.
TTMC-2**- Bus Entry point.
Roadway Segments
The study roadway segments were evaluated for the future Year 2015 conditions with and
without the proposed project. Table 9 shows the LOS for the study roadway segments for the
same.
Table 9: Level of Service-2015
2015 ( Without Project) 2015 ( With Project)
Direction of Traffic
Road Name Segment Peak Hour Peak Hour
Flow V/C LOS V/C LOS
Volume Volume
(P.M) (P.M) (P.M) (P.M)
(PCU/hr) (PCU/hr)
32nd Cross 22nd Main - East Bound (LCW) 2132 0.79 D 2154 0.80 D
Road 26th Main West Bound (RCW) 1456 0.54 D 1478 0.55 C
36th Cross nd
22 Main-26 th East Bound (LCW) 765 0.41 C 786 0.42 C
Road Main West Bound (RCW) 800 0.42 C 823 0.44 C
26 | P a g e
Directorate of Urban Land Transport
FUTURE OPERATING CONDITIONS TRAFFIC IMPACT STUDY
During the Year 2015 Without Project conditions, it was found that all the roadway segments
would operate at an acceptable LOS D conditions except the 39th Cross Road segment between
22nd and 26th Main Road, and 26nd and 28th Main Road which would operate at LOS ‘ F ‘ and
LOS ‘E’ during peak hour conditions. The project would have a significant impact on the 39th
Cross Road segment, since the addition of project volume increases the v/c ratio of the roadway
segments by 0.01 at the roadway segments that would operate at LOS E and F conditions.
Figure17 depicts the level of service in the Year 2015 with and without the project of the study
roadway segments.
Intersections
During the Year 2015 conditions, addition of project volumes increased the delay by 0.2 seconds
to 5.5 seconds at the intersections. The most significant change was observed at the 39th Cross
Road and 26th Main Road Intersection, where the delay would increase from 20.1 seconds per
vehicle in Year 2015 without Project conditions to 25.6 seconds per vehicle during Year 2015
with Project conditions and the queue length increased from 97 meters to 135 meters. However,
the maximum queue lengths at the intersections were found to be less than the available storage
length at the intersections, hence the project would not have a significant impact at the
intersections. Table 10 shows the delay and queue lengths at the study intersections for the Year
2015 with and without project conditions.
36th Cross/ 22nd Main Road 2.3 2377 40.2 NB 2.5 2456 38.1 NB
36th Cross/ 26th Main Road 4 3671 35.5 NB 4.7 4201 42.2 SB
NOTE: TTMC-1*- Includes Bus Exit & Private Vehicle Entry/Exit Points.
TTMC-2**- Bus Entry point.
Figure 18 depicts the Delay and Queue length at the Study intersections for the Year 2015
conditions.
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 39th Cross Road and 32nd Cross Road which would
operate at LOS F conditions. The project would have a significant impact on the 39th Cross Road
and 32nd Cross Road segment, since the addition of project volume increases the v/c ratio of the
roadway segments by 0.04 and 0.01 respectively at the roadway segments that would operate at
LOS F conditions.
Table 11 shows the v/c ratios and LOS conditions at the study roadway segments for the Year
2025 With and Without Project Conditions.
32nd Cross-36th
North Bound (LCW) 83 0.09 A 83 0.09 A
22nd Main Road
Cross
South Bound (RCW) 91 0.10 A 91 0.10 A
22nd Main - 26th East Bound (LCW) 916 1.22 F 927 1.23 F
39th Cross Road
Main
West Bound (RCW) 1168 1.55 F 1179 1.57 F
East Bound (LCW) 1186 1.16 F 1229 1.20 F
39th Cross Road 26th Main-28th Main
West Bound (RCW) 1467 1.44 F 1511 1.48 F
one would be 39th Cross and 26th Main Road intersection where the queue lengths almost spills
over to the adjacent intersection i.e. to 36th Cross and 26th Main Road Intersection.
During the Year 2025 with project conditions, the 39th Cross and 26th Main Road intersection is
very critical, since the queue length starts building up from this intersection in the southbound
direction and blocks the whole 26th Main Road in the South Bound direction impacting the 36th
Cross and 26th Main Road intersection, TTMC Exit Point and 32th Cross and 26th Main Road
intersection.
During the Year 2025 with project conditions, the queue length at the TTMC entrance point
would also exceed the available storage length in the westbound direction from the buses
accessing the project site with spill over to the 36th Cross and 26th Main Road intersection.
The project would have a significant impact during Year 2025 conditions at 39th Cross and 26th
Main Road intersection, 36th Cross and 26th Main Road intersection and TTMC entrance point,
since the queue length would exceed the available storage lengths at the study intersections.
Table 12 shows the delay and queue lengths at the study intersections.
36th Cross/ 22nd Main Road 45.3 2960 143.6 EB 4 3281 52.8 WB
36th Cross/ 26th Main Road 62.9 4535 229.3 EB 60.4 4850 264.6 SB
32nd Cross/26th Main Road 23.1 7217 141 EB 65.5 5311 230.2 EB
39th Cross/26th Main Road 79.6 4844 284 SB 81.7 4860 289.2 SB
TTMC -1* 27.7 1969 231.5 SB 119.7 2093 210 SB
TTMC-2** - - - - 5.8 2935 178.1 WB
NOTE: TTMC-1*- Includes Bus Exit & Private Vehicle Entry/Exit Points.
TTMC-2**- Bus Entry point.
Figure 20 depicts the Delay and Queue length at the Study intersections for the Year 2025
conditions.
PEDESTRIAN FACILITIES
The Proposed Project site has a well-connected footpath network surrounding the project site and
also table top crossings at the intersections. However, at the South East corner of the project site
the transformer occupies whole footpath width, which needs to be relocated for unobstructed
movement of pedestrians.
The following mitigation measures are proposed for the study area with the entry of the buses on 36th
Cross Road and Exit on the 26th Main Road:
1. 25th Main Road is proposed to be made one-way in south bound direction between 39th Cross
and 43th Cross Road.
2. 39th Cross Road is proposed to be made one-way in west bound direction between the 26th
Main and 18th Main Road.
3. Construction of underpass along 36th Cross Road, so as to remove conflict point with the
through movement from the buses making a right turn to the TTMC entrance.
4. Provision of storage lane along 26th Main Road in front of the Project Site in the south
bound direction, so that the through south bound movements would not be blocked by the
private vehicles making right turn through the median opening to the TTMC facility.
5. Closing the median for the south bound movements and taking the vehicles further down
at the 36th Cross/26th Main junction and making them take U turn to access the
commercial complex.
34 | P a g e
Directorate of Urban Land Transport
MITIGATION MEASURES TRAFFIC IMPACT STUDY
An analysis was also done by altering the entry/exit of the proposed TTMC and identifying the
variation in the traffic patterns in and around the proposed TTMC. It was suggested to provide
the Entry for the Buses to access the terminal on 26th Main Road and Exit for the Buses from
the terminal to be on 22nd Main Road.
The following are the mitigation measures proposed with the change in the access:
6. Proposing one-way in East bound direction along 36th Cross Road from 22nd Main Road
till 28th Main Road and one way along 39th Cross Road along West bound direction from
22nd Main Road till 28th Main Road.
7. Distribution of the schedules of the buses to 50% plying towards Jayanagar 9th block and
Carmel convent.
OPERATING CONDITIONS
The operation conditions at the study intersection after the implementation of mitigation
measures are provided below;
The implementation of mitigation measures 1 and 2 would reduce the delay and queue length at 39th
Cross Road and 26th Main Road intersection from 81.7 seconds per vehicle to 43.9 seconds per
vehicle and the queue length would also get reduced from 289 meters to 179 meters. The queue
length would be within the available storage length without spilling over to the 36 th Cross Road and
26th Main Road intersection.
Alternative Routes
The alternative routes are proposed once 25th Main Road is made one way. The northbound
vehicles at 25th Main Road would either make a left turn or right and use 22nd or 28th Main Road
to reach their destination.
Figure 22 depicts the proposed alternative route when 25th Main Road is made one way.
Similarly when 39thCross Road is made one way, the alternative routes which can be opted by
the vehicles are along 36th Cross, 38th Cross & 43rd Cross Road. Figure 23 illustrates the
alternative route when 39th cross Road is made one way.
The proposed underpass is of one lane of width around 4 m. Figure 25 illustrates the proposed
roadway cross section at in front of the project site at 36th Cross Road with underpass.
Underpass
The implementation of this mitigation would significant reduce the delay and queue lengths at all
the study intersections, with queue lengths within the available storage lengths.
openi
Figure 29: Proposed Cross section along 26th Main Road without median opening
Scenarios
Various scenarios were evaluated and analyzed in order to get the best possible solutions for the
proposed TTMC for an effective traffic operation conditions and circulation of vehicle and
pedestrian traffic on the roadway networks.
Scenario 1:
Scenario 1 is a combination of four mitigation measures. This scenario was taken into
consideration based on the analysis, in order to reduce the queue length and delay at the access
points of the TTMC. The entry of the buses considered in this scenario is on 36th Cross Road and
Exit on the 26th Main Road. Following are the mitigation measures considered for scenario 1:
1. 25th Main Road is proposed to be made one-way in south bound direction between 39th Cross
and 43th Cross Road.
2. 39th Cross Road is proposed to be made one-way in west bound direction between the 26th
Main and 18th Main Road.
3. Construction of underpass along 36th Cross Road, so as to remove conflict point with the
through movement from the buses making a right turn to the TTMC entrance.
4. Provision of storage lane along 26th Main Road in front of the Project Site in the south bound
direction, so that the through south bound movements would not be blocked by the private
vehicles making right turn through the median opening to the TTMC facility.
The implementation of this mitigation would significant reduce the delay and queue lengths at all
the study intersections, with queue lengths within the available storage lengths. Table 13
represents the operation conditions of the study intersections after the implementation of
Mitigation Measures 1, 2 and 3 and 4.Scenarios considered are depicted in Figure 30.
Scenario 2:
Scenario 2 was evaluated with different operating conditions. In this scenario, the entry of the
buses was considered on 26th Main Road and exit on to the 22nd Main Road. It was proposed to
consider the exit on the 22nd Main Road since the analysis showed a major chaos of traffic on the
36th Cross/ 26th main road junction when the exit was provided on the 36th Cross road. Following
are the mitigation measures considered for scenario 1:
1. 25th Main Road is proposed to be made one-way in south bound direction between 39th Cross
and 43th Cross Road.
2. 39th Cross Road is proposed to be made one-way in west bound direction between the 26th
Main and 18th Main Road.
3. Proposing one-way in East bound direction along 36th Cross Road from 22nd Main Road
till 28th Main Road and one way along 39th Cross Road along West bound direction from
22nd Main Road till 28th Main Road.
44 | P a g e
Directorate of Urban Land Transport
MITIGATION MEASURES TRAFFIC IMPACT STUDY
4. Closing the median for the south bound movements and taking the vehicles further down
at the 36th Cross/26th Main junction and making them take U turn to access the
commercial complex.
The scenarios considered are depicted in Figure 31. The resulting traffic conditions are shown below.
Scenario 3:
Scenario 3 is similar to scenario 2 with the only variation of the distribution of the buses based
on the existing schedules which are divided into 50% with the number of buses going towards
Jayanagar 9th Block and 50% going towards Carmel convent. In this scenario also, the entry of
the buses was considered on 26th Main Road and exit on to the 22nd Main Road. Following are
the mitigation measures considered for scenario 1:
1. 25th Main Road is proposed to be made one-way in south bound direction between 39th Cross
and 43th Cross Road.
2. 39th Cross Road is proposed to be made one-way in west bound direction between the 26th
Main and 18th Main Road.
3. Proposing one-way in East bound direction along 36th Cross Road from 22nd Main Road
till 28th Main Road and one way along 39th Cross Road along West bound direction from
22nd Main Road till 28th Main Road.
4. Closing the median for the south bound movements and taking the vehicles further down
at the 36th Cross/26th Main junction and making them take U turn to access the
commercial complex.
5. Distribution of the schedules of the buses to 50% plying towards Jayanagar 9th block and
Carmel convent.
Table 15 represents the analysis of implementation of these mitigation measures combined together.
The scenarios considered are depicted in Figure 32.
Scenario 4:
Scenario 4 was analyzed based more on the traffic circulation pattern of the surrounding area of
the proposed TTMC. In this, the one ways along the 36th Cross and 38th Cross road were
eliminated in order to check the efficiency of the system. However, the one ways proposed along
25th Main Road & 39th Cross road were retained. In this scenario also, the entry of the buses was
considered on 26th Main Road and exit on to the 22nd Main Road. Following are the mitigation
measures considered for scenario 4:
1. 25th Main Road is proposed to be made one-way in south bound direction between 39th Cross
and 43th Cross Road.
2. 39th Cross Road is proposed to be made one-way in west bound direction between the 26th
Main and 18th Main Road.
3. Closing the median for the south bound movements and taking the vehicles further down
at the 36th Cross/26th Main junction and making them take U turn to access the
commercial complex.
4. Distribution of the schedules of the buses to 50% plying towards Jayanagar 9th block and
Carmel convent.
Table 16 represents the analysis of implementation of these mitigation measures combined together.
The scenarios considered are depicted in Figure 33.
Based on the results as shown in Table 13 to 16 depicting the operating conditions, Scenario 4
with its mitigation measures is recommended.
The following are the recommendations for the proposed project and study area for the effective
operation of study roadway segments, intersections, access points of the TTMC, and pedestrian
accessibility and circulation.
Proposed Project
1. On 26th Main Road, the spacing between Exit point of Buses and Entry/Exit of private
vehicles should be spaced at least 50 meters apart and Entry/Exit of private vehicles
should be at least 50 m from the 26th Main Rd and 36th Cross Road intersection (see
Figure 27).
2. Table Top crossing should be provided at all the vehicles access points for the proposed
TTMC facility.
3. Pedestrian Access to the Bus Terminal should be kept at grade, since pedestrians will be
accessing the terminal from entrance of the TTMC. The provision of subway as shown in
the concept plan is not recommended, since the pedestrians were found to be averse for
using the subways.
4. The entry and exit for the pedestrians accessing the terminal is recommended to be
provided at either corner of the site facing the 26th Main Road as shown in the Figure 28.
This would reduce the pedestrians coming in conflict with vehicles accessing the facility.
Roadway Network
5. Construction of an underpass along 36th Cross Road for Buses making a right turn for
accessing the TTMC (see Figure 24).
6. Provision of storage space along 26th Main Road for private vehicles accessing the
TTMC facility (see Figure 27).
7. The transformer present at the South east corner of the project site has to be relocated,
since it’s currently blocking the whole footpath and the relocation would free up the
space for pedestrian usage and provide connectivity. The existing location of the
transformer is as shown in the Figure 29.
50 | P a g e
Directorate of Urban Land Transport
RECOMMENDATIONS TRAFFIC IMPACT STUDY
Traffic Circulation
8. 25th Main Road is recommended to be made one way along southbound direction
between the 39th Cross Road and 43rd Cross Road.
9. 39th Cross Road is recommended to be made one way along westbound direction
between the 26th Main Road and 18th Main Road.
10. On Street Parking has to be prohibited and enforced along the study roadway segments
26th Main Road (between 32nd Cross Road to 39th Cross Road), 32nd Cross Road (between
22nd Main Road and 28th Main Road), 36nd Cross Road (between 22nd Main Road and 28th
Main Road), and 39th Cross Road (between 22nd Main Road and 26th Main Road).
INTERVENTIONS
The following are also the interventions required once the project is operational to have an
effective operational condition near the study area;
The Table 16 below shows the proposed improvements in the study area based on the location type
and the agencies responsible for implementing the same.