TRAFFIC IMPACT STUDY REPORT - TTMC - Jayanagar PDF

DRAFT TRAFFIC IMPACT STUDY REPORT
Traffic and Transit Management Center

Jayanagar
DIRECTORATE OF URBAN LAND TRANSPORT
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
Chapter 2- Existing Conditions.............................................................. 4

Existing Landuse ......................................................................................................................... 4
Land Use – Area Surrounding the Project Site .................................................................................... 5
Existing Depot Schedules ........................................................................................................... 6
Existing Study Roadway Network and Intersections.................................................................. 6
Roadway Network ................................................................................................................................ 6
Study Intersections ............................................................................................................................... 7
Existing Site Access and Circulation Pattern.............................................................................. 8
Significance Criteria ................................................................................................................... 8
Roadway Segments .............................................................................................................................. 9
Intersections ......................................................................................................................................... 9
Existing Operation Conditions .................................................................................................... 9
Roadway Segments .............................................................................................................................. 9
Intersections ....................................................................................................................................... 12
EXISTING PEDESTRIAN FACILITY ............................................................................................. 14
Footpath Connectivity .................................................................................................................................................... 14
Pedestrian Crossings ...................................................................................................................................................... 14
Chapter 3 - Proposed Project ............................................................... 16

Proposed Land Use ................................................................................................................... 16
Trip Generation ......................................................................................................................... 17
Trip Distribution ....................................................................................................................... 17
Concept Plan for the Proposed TTMC...................................................................................... 18
Site Access and Circulation Pattern .......................................................................................... 19
Site Access ......................................................................................................................................... 19
Site Circulation Pattern ...................................................................................................................... 20
Existing Plus Proposed Project Conditions- LOS Analysis ...................................................... 23
Roadway Segments ............................................................................................................................ 23
Intersections ....................................................................................................................................... 24
Chapter4- Future Operating Conditions ............................................ 26

Future Volume Development .................................................................................................... 26
Near Term Los Anlaysis ........................................................................................................... 26
Intersections ....................................................................................................................................... 27
Cumulative Year 2025- Level of Service ................................................................................. 29
Year 2025- Operating Conditions ............................................................................................. 31
Delay .................................................................................................................................................. 31
Pedestrian Facilities .................................................................................................................. 33
Intermediate Public Transport................................................................................................... 33
Chapter 5 - Mitigation Measures ......................................................... 34

OPERATING CONDITIONS .................................................................................................. 36
Mitigation Measure 1: 25th Main Road- One Way ............................................................................. 36
Mitigation Measure 2: 39th Cross Road - One Way .......................................................................... 37
Alternative Routes .............................................................................................................................. 37
Mitigation Measure 3: Underpass At 36th Cross Road ..................................................................... 38
Mitigation Measure 4: Provision Of Storage Space ........................................................................... 40
Mitigation Measure 5: Without Median Opening .............................................................................. 42
Scenario 1 ........................................................................................................................................... 43
Scenario 2 ........................................................................................................................................... 44
Scenario 3 ........................................................................................................................................... 46
Scenario 4 ........................................................................................................................................... 47
Chapter 6 - Recommendations ............................................................. 50

Interventions ............................................................................................................................. 52
LIST OF FIGURES
figure 1: Map Representing The Location of the Project Site ........................................................ 1
Figure 2: Study Area - Jayanagar.................................................................................................... 4
Figure 3: Land Use Area Surrounding The Project Site ................................................................. 5
Figure 4: Study Road Network at Jayanagar .................................................................................. 7
Figure 5: Circulation Pattern Of The Buses at The Entry/Exit Of The Depot ................................ 8
Figure 6: Existing Operating Los Conditions ............................................................................... 12
Figure 7: The Existing Turning Movements (Pcu/Hr) At The Study Intersections During Peak
Hour ...................................................................................................................................... 13
Figure 8: Existing Footpath Network ........................................................................................... 15
Figure 9: Trip Distribution ............................................................................................................ 18
Figure 10 : Proposed Concept Plan ............................................................................................... 19
Figure 11: Site Access .................................................................................................................. 20
Figure 12: Site Circulation Pattern ............................................................................................... 20
Figure 13: Bus Circulation Pattern After The Construction Of Ttmc ........................................ 21
Figure 14: Existing Bus Circulation ............................................................................................. 21
Figure 15: Conflict Points At The Project Site ............................................................................. 22
Figure 16: Capacity Of The Roadway Segment- Existing Plus Project Scenario ........................ 24
Figure 17: Level Of Service-2015 ................................................................................................ 27
Figure 18: Operating Condition-2015 ........................................................................................... 29
Figure 19: Level Of Service-2025 ................................................................................................ 31
Figure 20: Operating Conditions-2025 ......................................................................................... 33
Figure 21: Mitigation Measures .................................................................................................... 35
Figure 22: Mitigation Measures 6 And 7 ...................................................................................... 36
Figure 23: Alternative Routes Towards North Bound Direction .................................................. 37
Figure 24 : Alternative Routes Towards East Bound Direction ................................................... 38
Figure 25: Proposed Underpass Location ..................................................................................... 39
Figure 26: Cross Section At A-A For Underpass With One-Lane ............................................... 39
Figure 27: The Existing Section Along 26th Main Road .............................................................. 40
Figure 28: Proposed Cross Section Along 26th Main Road .......................................................... 41
Figure 29: Proposed Cross Section Along 26th Main Road Without Median Opening ................ 42
Figure 30: Mitigation Measures Considered For Scenario 1 ........................................................ 44
Figure 34: Pedestrian Access Points ............................................................................................. 51
Figure 35: The Existing Location Of The Transformer ................................................................ 52
LIST OF TABLES
table 1: BMTC Schedules and Trips at Jayanagar Bus Depot ........................................................ 6

Table 2: V/C and Level of Service Chart...................................................................................... 10
Table 3: Existing Capacity of the Intersection along Project Corridor ......................................... 11
Table 4: Operation Condition at the Study Intersections .............................................................. 14
Table 5: Proposed Land Use for Project Site ................................................................................ 16
Table 6: Potential Trip Generation at TTMC During Peak Hour ................................................. 17
Table 7: Operating Conditions- Existing Plus Project Scenario ................................................... 23
Table 8: Operating Conditions- Existing Plus Project Scenario ................................................... 25
Table 9: Level of Service-2015..................................................................................................... 26
Table 10: Operating Conditions-2015 .......................................................................................... 28
Table 11: Level of Service-2025................................................................................................... 30
Table 12 : Operating Conditions-2025 ......................................................................................... 32
Table 13: Operation Conditions – Scenario 1 ............................................................................... 43
Table 17: List of Proposals with Implementing Agencies ............................................................ 53
EXECUTIVE SUMMARY
INTRODUCTION
Bangalore Metropolitan Transport Corporation (BMTC) has proposed to construct a Traffic and
Transit management Center (TTMC) at the existing Jayanagar 4th ‘T’ Block Bus Depot. The
proposed TTMC at Jayanagar would enhance the reach and effectiveness of the public transport
through integration of local and long distance bus services, and provision of park and ride
facilities and passenger amenities at the TTMC facility.
The proposed TTMCs would include bus terminal, commercial and office spaces, and parking
facility. The change in land use from the existing bus depot facility to the TTMC would generate
new bus schedules, private and IPT vehicular traffic, and pedestrian traffic, which would have an
impact on the traffic conditions in the nearby roadway network and at the access points of the
TTMC. Hence, there is a need to address the traffic impacts of the TTMCs facility not only with
respect to vehicular traffic but also pedestrian traffic for accessibility and circulation.
OBJECTIVE OF THE STUDY

The objective of this study is to identify the Traffic Impacts of the proposed TTMC on the
surrounding roadway network, intersections and at access points of the TTMC and to propose
mitigation measures for the effective traffic operations conditions and circulation of vehicle and
pedestrian traffic on the roadway networks near the proposed TTMC facility.
METHODOLOGY
The methodology adopted for the study is to identify the project generated traffic volumes and its
impact on the roadway network surrounding the project site for existing, project opening Year
2015, and Cumulative Year 2025 conditions. The methodology includes the following
 Identification of the number of vehicle trips generated by the proposed TTMC facility
based on the proposed land use.
 Analysis of existing plus project traffic operations conditions of the roadway network,
intersections and access points of the proposed TTMC facility.
 Develop future base traffic volumes near the study area for the project opening Year 2015
conditions and future cumulative Year 2025 conditions using Travel Demand Model
Directorate of Urban Land Transport I

EXECUTIVE SUMMARY TRAFFIC IMPACT STUDY
developed for the Bangalore City for Comprehensive Traffic and Transportation Plan
(CTTP) study.
 Analysis of operation conditions of the study roadway networks and intersections in the
study area with and without project for Year 2015 and 2025 conditions.
 Identification of mitigation measures required for the effective traffic operation
conditions and circulation in the study area under each scenario.
The Roadway Segments capacity and Level of Service (LOS) were computed based on the
Indian Roads Congress (IRC) standards sourced from Guidelines for Capacity of Urban Roads in
Plain Areas IRC 106-1990. Whereas, the delay and queue lengths at the intersections were
estimated using VISSIM software, which is a micro simulation based software.
EXISTING LAND USE

The proposed TTMC project site in Jayanagar 4th ‘T’ Block is spread over 9.78 acres. The
existing land use includes a BMTC Bus Depot and Karnataka State Road Transport
Corporation’s (KSRTC) staff hospital, staff quarters & guest houses.
STUDY ROADWAY NETWORK AND INTERSECTIONS

The Figure a shows the project site location and the identified roadway network and intersections
surrounding the project site for the study.
Roadway Segments
All the roadway segments identified for the study are four lane divided roadway except the 39th
Cross Road and 22nd Main Road which are two lane undivided roadway. The following are the
roadway segments considered for the study
1. 32nd Cross Road (Between 22nd and 26thMain Road)

2. 36th Cross Road (Between 22nd and 26thMain Road)
4. 39th Cross Road (Between 26thand28thMain Road)
5. 22nd Main Road (Between 32nd and 36th Cross Road)
6. 26th Main Road (Between 32nd and 36th Cross Road)
7. 26th Main Road (Between36thand39thCross Road)
II
Directorate of Urban Land Transport
Intersections
All the intersections in the study area currently are uncontrolled (un-signalized) intersections.
The following are the study intersections identified for the project:
1. 36th Cross Road/22nd Main Road.

2. 36th Cross Road/26th Main Road.
3. 32nd Cross Road/26th Main Road.
4. 39th Cross Road/26th Main Road.
Figure a: Study Roadway Network and Intersections
SIGNIFICANCE CRITERIA
The following are the significance criteria adopted for the study at the roadway segments and
intersections.
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Roadway Segments
 If the roadway segment is operating at an acceptable Level of Service (LOS) D or better,
then if addition of project volume reduces the roadway segment LOS to E or F then it’s
considered to be significant impact.
 If the roadway segment is operating at LOS E or F, then if addition of project volume
increases the volume to capacity ratio (v/c) of the roadway segment by 0.01 then it’s
Intersections
 If the maximum queue lengths at the intersections exceed the available storage lengths
blocking the adjacent major intersection, then it’s considered to be significant impact.
EXISTING OPERATING CONDITIONS

During the existing conditions, all the study roadway segments were found to operate at an
acceptable LOS D or better except the 39thCross Road which was operating at LOS E with a v/c
ratio of 0.94 in the westbound direction. Table I shows the Existing v/c ratios and LOS
conditions at the study roadway segments.
The delay and queue lengths were computed at the study intersections and it was found that all
the study intersections had a delay less than 5 seconds per vehicle except the 39th Cross Road and
26th Main Road Intersection which has a delay of 13.4 seconds per vehicle. The maximum queue
lengths at the intersection were found to be less than the available storage length at the
intersections. Table II shows the delay and queue lengths at the study intersections.
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Table I: Existing LOS Conditions at the Study Roadway Segments
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
26th Main -28th Main East Bound (LCW) 625 0.61 D

39th Cross Road
Road West Bound (RCW) 773 0.76 D
Table II: Existing Operating Conditions at the Study Intersections
Delay Queue Length Throughput

Intersections
(Sec/Veh) (m) (Vehicles)
36th Cross/ 22nd Main Road 2 38.4 (NB) 2092
36th Cross/ 26th Main Road 3.5 34.2 ( SB) 3227
32nd Cross/26th Main Road 2.7 57.9 (EB) 4640
39th Cross/26th Main Road 13.4 96.8 (EB) 3478
Depot Entrance 0.4 21.3 (SB/NB) 1355
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PROPOSED PROJECT
The proposed TTMC facility would include BMTC and KSTRC Bus Terminal, Bus Depot,
private vehicles parking facility and commercial development. The BMTC and KSTRC Bus
Terminal include 15 bus platforms each and 25 and 10 idle parking spaces respectively. The
BMTC and KSTRC bus depot would house around 150 and 75 number of bus parking slots
respectively. The commercial development is planned in a 5,75,000 sqft area proposed to include
Hypermarket, Multiplex, retail and restaurants.
The number of vehicle trips generated by the facility was estimated based on the proposed land
use, number of existing bus services near the facility, existing bus depot arrival and departure
schedule, and proposed bus bays at the terminal. The number of total vehicle trips that would be
generated by the TTMC facility during the peak hour condition was found to be 858 passenger
car units (PCU) with 425 and 433 PCUs entering and exiting the facility respectively. The
estimated number of vehicle trips also includes bus and auto rickshaw trips to the facility.
As per the concept plan, the TTMC buses entry point is proposed on 36th Cross Road & and the
exit on the 26th Main Road and the private vehicles entry and exit point is proposed on the 26th
Main Road. Figure b shows the entry and exit points for the proposed TTMC facility.
Figure b: Access Points of Proposed Facility
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EXISTING PLUS PROPOSED PROJECT

During the existing plus project conditions, all the study roadway segments were found to
operate at an acceptable LOS D or better except the 39th Cross Road which was operating at LOS
E with a v/c ratio of 0.96 in the westbound direction. Table III shows the v/c ratios and LOS
conditions at the study roadway segments.
Based on the significance criteria adopted for the study, the proposed project would have a
significant impact on the 39th Cross Road segment (between 22nd Main and 26th Main Road),
since the v/c ratio would increases from 0.94 in the existing conditions to 0.96 in existing plus
project conditions which is currently operating at LOS E conditions. The project would also have
a significant impact on the 39th Cross Road segment in westbound direction between 26nd Main
and 28th Main Road, since the v/c ratio would increases from 0.76 in the existing conditions to
0.80 in existing plus project conditions also reducing the LOS from D to E.
Table III: Existing Plus Project LOS Conditions
Existing Condition Existing plus Proposed Project

Direction of Traffic
Road Name Segment Peak Hour V/C LOS Peak Hour V/C LOS
Flow
Volume (PCU/hr) (P.M) (P.M) Volume (PCU/hr) (P.M) (P.M)
32nd Cross 22nd Main - 26th East Bound (LCW) 1854 0.69 D 1876 0.69 D
Road Main West Bound (RCW) 1266 0.47 C 1288 0.48 C
36th Cross East Bound (LCW) 665 0.35 B 686 0.36 B
22nd Main-26th Main
Road West Bound (RCW) 696 0.37 B 719 0.38 B
22nd Main 32nd Cross-36th North Bound (LCW) 50 0.06 A 50 0.06 A
Road Cross South Bound (RCW) 55 0.06 A 55 0.06 A
26th Main 32nd Cross-Depot North Bound (LCW) 394 0.18 A 448 0.21 B
Road Entrance South Bound (RCW) 660 0.29 B 716 0.31 B
26th Main Depot Entrance- North Bound (LCW) 604 0.27 B 765 0.34 B
Road 36th Cross South Bound (RCW) 637 0.28 B 804 0.35 B
26th Main 36th Cross-39th North Bound (LCW) 589 0.27 B 686 0.32 B
Road Cross South Bound (RCW) 1003 0.43 C 1103 0.48 C
22nd Main - 26th East Bound (LCW) 555 0.74 D 566 0.75 D
39th Cross
Main
Road West Bound (RCW) 708 0.94 E 719 0.96 E
39th Cross East Bound (LCW) 625 0.61 D 668 0.65 D

26th Main-28th Main
Road West Bound (RCW) 773 0.76 D 818 0.80 E
VII
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.
Table IV: Operating conditions: Existing Plus Project LOS Conditions
Existing Scenario Existing plus Proposed Project

Intersections Delay Throughput Queue Length Delay Throughput Queue Length
(Sec/Veh) (Vehicles) (Meters) (Sec/Veh) (Vehicles) (Meters)
36th Cross/ 22nd Main Road 2 2092 38.4 NB 1.9 2165 39.7 NB
36th Cross/ 26th Main Road 3.5 3227 34.2 SB 4 3733 34.6 NB
32nd Cross/26th Main Road 2.7 4640 57.9 EB 3.7 4862 76.9 EB
39th Cross/26th Main Road 13.4 3478 96.8 WB 18.8 3740 94.2 EB
TTMC -1* 0.4 1355 21.3 EB 1.7 1982 35.9 EB
TTMC- 2** - - - - 1.2 1537 27.6 NB
NOTE: TTMC-1*- Includes Bus Exit & Private Vehicle Entry/Exit Points.
TTMC-2**- Bus Entry point.
FUTURE OPERATING CONDITIONS

The future Project Opening Year 2015 and Cumulative Year 2025 conditions were evaluated for
the future operation conditions of the study roadway segments and intersections with and without
project to propose roadway improvements that need to be in place for the effective traffic
operations and circulation in the study area.
Roadway Segments
Year 2015 Conditions
During the Year 2015 conditions it was found that all the roadway segments would operate at an
acceptable LOS D conditions except the 39th Cross Road, which would operate at LOS F
conditions. The project would have a significant impact on the 39th Cross Road segment, since
the addition of project volume increases the v/c ratio of the roadway segments by around 0.05 at
the roadway segments that would operate at LOS E and F conditions
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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 V shows the v/c ratios and LOS conditions at the study roadway segments for the Year
2015 and 2025 Conditions.
Intersections
During the Year 2015 conditions, addition of project volumes increased the delay by 0.2 seconds
to 5.5 seconds at the intersections. The most significant change was observed at the 39th Cross
Road and 26th Main Road Intersection where the delay would increase from 20.1 seconds per
vehicle in Year 2015 without Project conditions to 25.6 seconds per vehicle during Year 2015
without Project conditions and the queue length increased from 97 meters to 135 meters.
However, the maximum queue lengths at the intersections were found to be less than the
available storage length at the intersections, hence the project would not have a significant
impact at the intersections.

During the Year 2025 without project conditions, all the intersections would have a delay
varying from 23.1 seconds per vehicle to 79.6 seconds per vehicle. During the project conditions,
due to the changes in the circulation pattern in the study area when compared to the without
project condition the delay at the some of the intersections are reduced and others increased
based on the circulation pattern form the vehicles accessing the project site, for example delay
during the Year 2025 with project conditions at 36th Cross Road and 26th Main Road intersection
would be 4 seconds per vehicle when compared to the 45.3 seconds per vehicle during Year
2025 without project conditions, and delay during the Year 2025 with project conditions at
32ndCross Road and 26th Main Road intersection would be65.5 seconds per vehicle when
compared to the 23.1 seconds per vehicle during Year 2025 without project conditions.
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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
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
Table VI: Future Year Operation Conditions- With and Without Project
2015-Without project 2015-With project 2025-Without project 2025-With project

Intersections Delay Queue Length Delay Queue Length Delay Queue Length Delay Queue Length
(Sec/Veh) (meters) (Sec/Veh) (meters) (Sec/Veh) (meters) (Sec/Veh) (meters)
36th Cross/ 22nd Main
2.3 40.2 NB 2.5 38.1 NB 45.3 143.6 EB 4 52.8 WB
Road
36th Cross/ 26th Main Road 4 35.5 NB 4.7 42.2 SB 62.9 229.3 EB 60.4 264.6 SB
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
TTMC 1* 0.5 21.9 SB 1.6 21.3 NB 27.7 231.5 SB 119.7 210 SB
TTMC 2** - - - 3.8 77.2 WB - - - 5.8 178.1 WB
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
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.
Pedestrian Facility Network

The transformer present at the south east corner of the project site has to be re-located, since the
transformer is blocking the whole pedestrian footpath and the relocation would free up the space
for pedestrian usage.
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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).
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CHAPTER 1 -INTRODUCTION
BACKGROUND
Traffic and Transit Management Centers (TTMC) is an outcome of Bangalore Metropolitan
Transport Corporation (BMTC) envisaged combined transit management centre for addressing
bus transportation issues of Bangalore in an attempt to enhance the reach and effectiveness of the
public transport system. The Bangalore Metropolitan Transport Corporation (BMTC) has
planned 45 Traffic & Transit Management Centers (TTMCs) in & around Bangalore to cater the
growing number of bus commuters and to provide them with modern amenities.
BMTC has initiated a project for developing TTMC at Jayanagar 4th ‘T’ Block in Bangalore.
The Project Site is a single parcel of land spread over an area of 9.78 acres in Jayanagar 4th “T”
Block. The map below presents the location of the Project Site with respect to the city.
Figure 1: Map representing the location of the Project Site
Map not to scale
Directorate of Urban Land Transport 1|Page

INTRODUCTION TRAFFIC IMPACT STUDY
TTMCs results in new Bus terminal and also includes commercial office space resulting in new
vehicular and pedestrian traffic generated by the facility, which would have an impact on the
traffic conditions of the surrounding roadway network and at access points to the facility. The
proposed TTMC will also have an impact on the existing traffic circulation patterns and at
intersections surrounding the project site. Hence there is a need to conduct a Traffic Impact study
on the roadway segments and intersections near the proposed TTMC at Jayanagar. In addition,
the pedestrian and vehicle entry/exit should also be suggested in order to reduce the vehicles and
pedestrian conflicts near the project site.
OBJECTIVE
The objective of this study is to assess the potential impact of traffic generated by the proposed
TTMC on the roadway segments, intersections and at access points of the TTMC and to
recommend various roadway improvements and mitigation measures required to ensure safe and
efficient vehicular and pedestrian circulation in the study area upon the completion of project.
PROJECT SCOPE
1. To analyze the existing and future year operation conditions of the roadway segments and
intersections surrounding the project site.
2. Identify Traffic Impacts from the proposed TTMC on the roadway segments and
intersections in the study area.
3. Propose mitigation measures i.e. roadway improvements required to achieve acceptable
operating conditions of the roadway segments and junctions, and efficient circulation
patterns in the study area.
4. Suggest vehicles and pedestrian entry and exit to the TTMC to reduce vehicular and
pedestrian conflicts.

INTRODUCTION TRAFFIC IMPACT STUDY
ORGANIZATION OF THE REPORT

The report is organized into five chapters, providing an insight about the project location, need
for the study, existing traffic operation conditions, future traffic operation conditions, and
identified mitigation measures and recommendations for study area.
 Chapter 1 provides introduction about the project and need for the study. It also
identifies the objective and scope of the study, and location of the project site.
 Chapter 2 provides an overview of the Project site, its land use pattern & the major
landmarks near the project site. This chapter briefs the salient features of the Jayanagar
Depot including the existing circulation pattern near the project site. Identifies study
roadway segments, intersections and its configuration and peak hour turning movement
volumes at the intersections. The Existing operating conditions of the study roadway
segments and intersections are also discussed in this chapter.
 Chapter 3 gives an insight into the proposed land use and potential trip generation &
distribution due to the proposed project. It also illustrates the concept plan of the
Proposed Jayanagar TTMC along with the site access and the circulation pattern. The
operating conditions for the Existing plus project scenario for the study roadway
segments and intersections are also discussed in this chapter.
 Chapter 4 provides an insight into the future operating conditions for Year 2015 and
2025 conditions with and without the project and as well as the analysis of the impact of
the proposed project on the study roadway network and intersections.
 Chapter 5 identifies the mitigation measures required to negate the impacts at the study
roadway network and intersections for the future year conditions.
 Chapter 6 highlights the recommendations required for the effective operation of study
intersections, access points of the TTMC and to improve pedestrian circulation pattern.

CHAPTER 2- EXISTING CONDITIONS
EXISTING LANDUSE
The proposed project site is of 9 acres and 31 guntas of which BMTC owns 4 acres 18 guntas
and (KSTRC) owns 5 acres 13 guntas of land. The existing land use of the proposed project site
includes a BMTC Bus Depot and KSRTC’s Staff Hospital, Staff quarters and guest houses.
Figure 2 shows the study area considered for the project and project site location with respect to
various landmarks in the Jayanagar Area.
Figure 2: Study Area - Jayanagar
The project site is surrounded by Jayanagar General Hospital & Rajiv Gandhi Institute of
Medical Sciences to the North, 36th Cross Road to the South, 26th Main Road to the East and
22nd Main Road to the West. The 26th Main Road and 36th Cross Road are the major roads that
provide access to the existing facility.
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EXISTING CONDITIONS TRAFFIC IMPACT STUDY
Land Use – Area surrounding the Project Site

Figure 3 shows the existing land use type surrounding the project site within 0.5 Km and 1.0 Km
radius of the Project site. The land use within 500 m radius catchment area of the project site
includes mostly residential and also includes Sanjay Gandhi Hospital and SSMRV College
located to the north and south of the project site respectively. The area within 1 km radius
surrounding the TTMC site extends up to Jayanagar 2nd Block in the north, Gurappanpalya in the
east, Jayanagar 4th Block in the west and Jayanagar 9th Block in the south, this area houses many
important public utility & academic establishments which includes the famous Jayanagar
Shopping complex, Garuda Swagath Mall, Vijaya College, SSMRV, BES College, etc.
Figure 3: Land use Area Surrounding the Project Site
Source: Bangalore Revised Master Plan

2015
Project Site and its 500m and 1 Km Catchment
Area

EXISTING DEPOT SCHEDULES

The existing Bus depot (Depot- 4) in Jayanagar currently has 439 BMTC city schedules of
which270 are depot schedules and the rest 169 of the schedules are from passing services. This
would translate into 2421 BMTC trips per day of which 540 trips starts from the depot and 1881
trips are of passing bus trips. The passing services ply towards Jayanagar 9th Block and Carmel
Convent. Table 1 shows the detailed number of schedules and trips at the Jayanagar Bus depot.
Table 1: BMTC Schedules and Trips at Jayanagar Bus Depot
Service Type No. of Schedules No. of Trips

Starting from Jayanagar Bus
270 540
Depot
Passing City Routes 169 1881
TOTAL 439 2421
EXISTING STUDY ROADWAY NETWORK AND INTERSECTIONS

The Figure 4 shows the project site location and the identified study roadway network and
intersections.
Roadway Network
All the roadway segments identified for the study are four lane divided roadway except the 39th
Cross Road and 22nd Main Road which are two lane undivided roadway. The following are the
roadway segments considered for the study:
1. 32nd Cross Road (Between 22nd and 26thMain Road)

4. 39th Cross Road (Between 26thand 28thMain Road)
5. 22nd Main Road (Between 32nd and 36th Cross Road)
6. 26th Main Road (Between 32nd and 36th Cross Road)
7. 26th Main Road (Between 36thand 39thCross Road)
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Figure 4: Study Road Network at Jayanagar
Study Intersections
The critical Intersections were identified around the proposed project site which would affect
the traffic circulation pattern of the area. All the intersections in the study area currently are
uncontrolled (un-signalized) intersections. Figure 4 shows the Study Roadway segments along
with the intersections. The following are the study intersections identified for the project:
1. 36th Cross Road/22nd Main Road

2. 36th Cross Road/26th Main Road
3. 32nd Cross Road/26th Main Road
4. 39th Cross Road/26th Main Road

EXISTING SITE ACCESS AND CIRCULATION PATTERN

The BMTC buses access the Depot through 26th Main Road. The passing by services buses uses
36th Cross Road and 32 Cross Road to reach Jayanagar 9th Block and Carmel Convent
respectively. The peak hour bus movement in and out of the depot is during the night and early
in the morning, so there is minimum conflict between the buses and the other vehicles using 26th
Main Road. The buses use the median opening in 26th Main Road to access the Depot. Figure5
shows the buses circulation pattern at the Entry/Exit point of the depot. The gate openings are
used only by the people to access the Quarters/ Hospital.
Figure 5: Circulation Pattern of the Buses at the Entry/Exit of the depot
SIGNIFICANCE CRITERIA
The following are the significance criteria adopted for the study at the roadway segments and
intersections

Roadway Segments
 If the roadway segment is operating at an acceptable Level of Service (LOS) D or better,
then if addition of project volume reduces the roadway segment LOS to E or F then it’s
 If the roadway segment is operating at LOS E or F, then if addition of project volume

increases the volume to capacity ratio (v/c) of the roadway segment by 0.01 then it’s
Intersections
 If the maximum queue lengths at the intersections exceed the available storage lengths
blocking the adjacent major intersection, then it’s considered to be significant impact.
EXISTING OPERATION CONDITIONS

The existing operation conditions of the study roadway networks and intersections near the
proposed project site were evaluated with respect to the following to identify the deficiencies
with respect to vehicle and pedestrian traffic
1. Roadway Segments
 Volume to Capacity Ratio and LOS
2. Intersections
 Delay and Queue Length
3. Existing Pedestrian facilities
 Footpath Connectivity and Pedestrian Crossings
Roadway Segments
The Level of Service (LOS) and the capacity of the Roadway segments computed is based on the
Indian Roads Congress (IRC) standards sourced from Guidelines for Capacity of Urban Roads in
Plain Areas IRC 106- 1990. Table 2 provides the LOS standards adopted based on the volume to
capacity (V/C) ratios at the intersections. Table 3 shows the Existing traffic operation conditions
of the study roadway segments in the study area.

Table 2: V/C and Level of Service Chart
V/C LOS Performance
0.0 - 0.2 A Excellent
0.2 - 0.4 B Above Average
0.4 - 0.6 C Average
0.6 - 0.8 D Below Average
0.8 - 1.0 E Poor

1.0 - 1.2 F Very Poor
Directorate of Urban Land Transport 10 | P a g e

Table 3: Existing Capacity of the Intersection along Project Corridor
No. of Lanes Existing Peak

Direction of Traffic Avg. Width of Design V/C LOS
Road Name Segment based on Road Hierarchy Capacity Hour Volume
Flow Carriageway (m) capacity/ lane (PM) (PM)
width (PCU/Hr)
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.

Figure 6: Existing Operating LOS Conditions
All the study roadway segments were operating at an acceptable LOS D or better during existing
peak hour conditions with v/c ratio equal to or less than 0.76, except the westbound 39th Cross
Road Segment between 22nd Main to 26th Main Road which was found to be operate with LOS E
conditions during peak hour with a V/C of 0.94. Figure 6 depicts the LOS conditions of the study
roadway segments.
Intersections
All the study intersections are uncontrolled (unsignalized) intersections. Figure 7 shows the
existing peak hour turning movement volumes at the study intersections. The east - west
connecting roadway segments of 32nd Cross Road had a total traffic volume of around 3,100
PCUs, 36th Cross Road had a total traffic volume of around 1,350 PCUs and 39th Cross Road had
a total traffic volume of around 1250 PCUs, whereas the north - south connecting roadway
segments 26th Main Road and 22nd Main Road carried a total volume of around 1,350 PCUs and
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100 PCUs respectively, indicating higher flow if traffic was in the east-west direction in the
study area.
Figure 7: The Existing Turning Movements (PCU/hr) at the Study Intersections during
Peak hour
To evaluate the existing operation conditions, the delay and queue lengths at the study
intersections were evaluated. The existing peak hour delay and queue lengths were computed for
the following intersections:
1. 36th Cross Road & 22nd Main Road

2. 36th Cross Road & 26th Main Road
3. 32nd Cross Road & 26th Main Road

4. 39th Cross Road & 26th Main Road

5. Depot Entrance
The existing peak hour delay (seconds per vehicle) and the maximum queue length (meters) at
the study intersections are shown in Table 4. All the intersections had a delay less than 5 seconds
per vehicle except the 39th Cross and 26th Main intersection which had a delay of 13.4 seconds per
vehicle. The delay of 13.4 seconds per vehicle at 39th Cross and 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.
Table 4: Operation Condition at the Study Intersections
Delay Queue Length Throughput

Intersection
(Sec/ Veh) (m) (Vehicles)
36th Cross/ 22nd Main Road (North Bound) 2 38.4 2092
36th Cross/ 26th Main Road ( South Bound) 3.5 34.2 3227
32nd Cross/26th Main Road (East Bound) 2.7 57.9 4640
39th Cross/26th Main Road (East Bound) 13.4 96.8 3478

Depot Entrance (SB/NB) 0.4 21.3 1355
Existing Pedestrian Facility

Footpath connectivity
The existing study roadway network has a well-connected, continuous and well maintained
footpath network in the Study area for the pedestrian movement. However, the major obstacle
was the transformer located on the south east side of the project site occupying the whole
footpath blocking the pedestrian walkway.
Pedestrian Crossings
Table top crossings were found at every study intersection, ensuring the safety of the pedestrians.
Figure 8 shows the existing footpath connectivity along with the Table top crossings in the study
area.

Figure 8: Existing Footpath Network

CHAPTER 3 - PROPOSED PROJECT
PROPOSED LAND USE

The proposed land use includes BMTC Bus Terminal, KSRTC Bus Terminal, BMTC Bus Depot,
KSRTC Bus Depot, and a commercial development. The BMTC Bus Terminal would include 15
numbers of Bus Platforms and 25 number of bus idle parking slots, whereas the KSRTC
Terminal would include 15 number of Bus Platforms and 10 number of bus idle parking slots.
The BMTC and KSRTC Depot would have 150 and 75 numbers of bus parking slots
respectively. The commercial development is planned in an around 5,75,000 sq.ft area, proposed
to include hypermarket, multiplex, retail, restaurants and food court. Table 5 shows the detailed
proposed land use for project site.
Table 5: Proposed Land Use for Project Site
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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.
Table 6: Potential Trip generation at TTMC during Peak Hour
SN. Vehicle Type IN OUT
1 Two Wheelers 68 77
2 Cars/ 4 Wheelers 140 141
3 Taxis 7 12
4 Autos 34 31
Total no. of private vehicles 249 261
5 Buses (BMTC+KSRTC) 70 70
Total Vehicles 319 331
Total PCUs 425 433
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.
Figure 9: Trip distribution
CONCEPT PLAN FOR THE PROPOSED TTMC

The following section describes the proposed concept plan for the TTMC. The Concept plan
proposes to segregate the functional space of the TTMC into 3 floors. Each of these floors is
proposed to handle certain kind of function.
1. The basement floor would comprise car parking space to accommodate 1300 cars.
2. The lower ground floor would accommodate the KSRTC Depot and BMTC Depot, fuel
refilling station and other services.

3. The upper ground floor which will be the ground level would accommodate the BMTC
Bus platforms, KSRTC Bus platforms and idle parking space. Along with these, space for
Commercial Development is provided at this level.
The concept plan is illustrated in Figure 10.
Figure 10 : Proposed Concept Plan
SITE ACCESS AND CIRCULATION PATTERN

Site Access
The Proposed Jayanagar TTMC has a segregated access for the buses, private vehicles and
pedestrians with a total of 6 access points as shown in Figure 11. Access points 1 and 2 open on
to the 36th Cross road, while all other access points open on to the 26th Main road. Access point 1
is for the entry of buses into the terminal while access point 6 is for the exit of buses from the
terminal. Access points 2 and 3 are meant exclusively for entrance into the commercial complex
for the pedestrians. Access point 5 is for the private vehicles entry and exit to the parking lots,
while access point 4 is exclusively meant for the pedestrians to access the Bus terminal and the
Commercial Complex.

Figure 11: Site Access
Site Circulation Pattern Figure 12: Site Circulation pattern
The TTMC bus terminal has 3 bus bays with 15

platforms dedicated to handle the BMTC bus
services. KSRTC Bus Bay is segregated from
the BMTC bus bays. Fifteen angular parking
platforms are provided for KSRTC intercity bus
services. The site circulation pattern is
illustrated in Figure 12.
The BMTC buses that would access this facility

is assumed to be from the following routes,
1. Buses plying towards Jayanagar 9th

Block.
2. Buses plying towards Carmel Convent.
The BMTC and KSRTC buses would access the

facility from the 36th Cross Road and exit on

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.
Figure 13: Bus Circulation pattern after

Figure 14: Existing Bus Circulation
the construction of TTMC
Based on the concept plan for the Jayanagar TTMC, the conflict points are created at the access
points of the TTMC facility. The concept plan entrance and exit points were retained, since it
provided better circulation near the study area. Figure 15 depict the conflicting movements at the
access points of the proposed TTMC.
1. Conflict point at the TTMC Exit on 26th Main Road

Conflict point would arise at the exit point of the TTMC, where the buses making a right turn
from the TTMC Exit point on to 26th Main Road would be in conflict with the northbound i.e.
through movement vehicles.

2. Conflict Point at the TTMC Entrance on 36th Cross Road
At the TTMC Entrance point, buses making a right turn (westbound) from 36th Cross Road on
to the TTMC Entrance Point would be in conflict with the eastbound through movement on
36th Cross Road.
3. Conflict Point at the Private vehicles Entry and Exit on 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.
Figure 15: Conflict Points at the Project Site

EXISTING PLUS PROPOSED PROJECT CONDITIONS- LOS ANALYSIS

Roadway Segments
During the existing plus project conditions, all the study roadway segments were found to
operate at an acceptable LOS D or better except the 39th Cross Road which was operating at LOS
E with a v/c ratio of 0.96 in the westbound direction. Table 7 shows the v/c ratios and LOS
conditions at the study roadway segments and Figure 16 depicts the LOS at the study roadway
segments.
Table 7: Operating conditions- Existing plus Project Scenario
Existing Condition Existing plus Proposed Project

Road Name Segment Peak Hour V/C LOS Peak Hour V/C LOS
Flow
Volume (PCU/hr) (P.M) (P.M) Volume (PCU/hr) (P.M) (P.M)
32nd Cross 22nd Main - 26th East Bound (LCW) 1854 0.69 D 1876 0.69 D
36th Cross East Bound (LCW) 665 0.35 B 686 0.36 B
22nd Main-26th Main
Road West Bound (RCW) 696 0.37 B 719 0.38 B
26th Main 32nd Cross-Depot North Bound (LCW) 394 0.18 A 448 0.21 B
Road Entrance South Bound (RCW) 660 0.29 B 716 0.31 B
26th Main Depot Entrance- North Bound (LCW) 604 0.27 B 765 0.34 B
22nd Main - 26th East Bound (LCW) 555 0.74 D 566 0.75 D
39th Cross
Main
Road West Bound (RCW) 708 0.94 E 719 0.96 E
39th Cross East Bound (LCW) 625 0.61 D 668 0.65 D

26th Main-28th Main
Road West Bound (RCW) 773 0.76 D 818 0.80 E
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.

Table 8: Operating conditions- Existing plus Project Scenario
Existing Scenario Existing plus Proposed Project

(Sec/Veh) (Vehicles) (Meters) (Sec/Veh) (Vehicles) (Meters)
36th Cross/ 22nd Main Road 2 2092 38.4 NB 1.9 2165 39.7 NB
36th Cross/ 26th Main Road 3.5 3227 34.2 SB 4 3733 34.6 NB
32nd Cross/26th Main Road 2.7 4640 57.9 EB 3.7 4862 76.9 EB
39th Cross/26th Main Road 13.4 3478 96.8 WB 18.8 3740 94.2 EB
TTMC -1* 0.4 1355 21.3 EB 1.7 1982 35.9 EB
TTMC- 2** - - - - 1.2 1537 27.6 NB

CHAPTER4- FUTURE OPERATING CONDITIONS
FUTURE VOLUME DEVELOPMENT

The future peak hour traffic volumes for the project opening year and cumulative year for the
study roadway sections and at intersections were developed using the Bangalore City Travel
Demand Model developed by RITES Ltd. The growth rate obtained from the Travel Demand
Model was used to forecast the future year traffic volumes at the study roadway segments and
intersections. The future traffic projection was done for the Near Term (project opening Year
2015) conditions as well as 10 years from then Cumulative Year (Year 2025) conditions.
NEAR TERM LOS ANLAYSIS

The near term traffic analysis was done for the Year 2015 conditions, since the project is
expected to be built and operational by Year 2015.
Roadway Segments
The study roadway segments were evaluated for the future Year 2015 conditions with and
without the proposed project. Table 9 shows the LOS for the study roadway segments for the
same.
Table 9: Level of Service-2015
2015 ( Without Project) 2015 ( With Project)
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

26th Main 32nd Cross- North Bound (LCW) 453 0.21 B 507 0.23 B
Road TTMC Exit South Bound (RCW) 759 0.33 B 815 0.35 B
26th Main TTMC Exit- North Bound (LCW) 695 0.31 B 856 0.39 B
39th Cross 22nd Main - East Bound (LCW) 638 0.85 E 649 0.86 E
Road 26th Main West Bound (RCW) 814 1.08 F 825 1.10 F
39th Cross 26th Main-28th East Bound (LCW) 719 0.70 D 762 0.75 D
Road Main West Bound (RCW) 889 0.87 E 934 0.92 E
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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.
Figure 17: Level of Service-2015
Intersections
During the Year 2015 conditions, addition of project volumes increased the delay by 0.2 seconds
to 5.5 seconds at the intersections. The most significant change was observed at the 39th Cross
Road and 26th Main Road Intersection, where the delay would increase from 20.1 seconds per

vehicle in Year 2015 without Project conditions to 25.6 seconds per vehicle during Year 2015
with Project conditions and the queue length increased from 97 meters to 135 meters. However,
the maximum queue lengths at the intersections were found to be less than the available storage
length at the intersections, hence the project would not have a significant impact at the
intersections. Table 10 shows the delay and queue lengths at the study intersections for the Year
2015 with and without project conditions.
Table 10: Operating Conditions-2015
2015-Without project 2015-With project

(Sec/Veh) (Vehicles) (meters) (Sec/Veh) (Vehicles) (meters)
36th Cross/ 22nd Main Road 2.3 2377 40.2 NB 2.5 2456 38.1 NB
36th Cross/ 26th Main Road 4 3671 35.5 NB 4.7 4201 42.2 SB
32nd Cross/26th Main Road 4.4 5310 70.2 EB 5.2 5527 90 EB
39th Cross/26th Main Road 20.1 4002 97 EB 25.6 4260 134.8 SB

TTMC -1* 0.5 1545 21.9 SB 1.6 2273 21.3 NB
TTMC-2** - - - - 3.8 2244 77.2 WB
Figure 18 depicts the Delay and Queue length at the Study intersections for the Year 2015
conditions.

Figure 18: Operating Condition-2015
CUMULATIVE YEAR 2025- LEVEL OF SERVICE

The cumulative year traffic analysis was done for the Year 2025 conditions, to identify the future
traffic operation conditions in the study area and also to identify impacts near the access points
of the proposed TTMC.
Roadway Segments
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.
Table 11: Level of Service-2025
2025 ( Without Project) 2025 ( With Project)

Direction of
Road Name Segment Peak Hour Peak Hour
Traffic Flow V/C LOS V/C LOS
Volume Volume
(P.M) (P.M) (P.M) (P.M)
(PCU/hr) (PCU/hr)
22nd Main - 26th East Bound (LCW) 3059 1.13 F 3081 1.14 F
32nd Cross Road
Main
West Bound (RCW) 2089 0.78 D 2111 0.78 D
22nd Main-26th East Bound (LCW) 1097 0.58 C 1119 0.59 C
36th Cross Road
Main
West Bound (RCW) 1148 0.61 D 1171 0.62 D
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
32nd Cross-TTMC North Bound (LCW) 650 0.30 B 704 0.32 B

26th Main Road
Exit
South Bound (RCW) 1089 0.47 C 1145 0.50 C
TTMC Exit-36th North Bound (LCW) 997 0.45 C 1158 0.52 C
26th Main Road
Cross
South Bound (RCW) 1051 0.46 C 1218 0.53 C
36th Cross-39th North Bound (LCW) 972 0.45 C 1069 0.50 C
26th Main Road
Cross
South Bound (RCW) 1655 0.72 D 1755 0.76 D
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

Figure 19: Level of Service-2025
YEAR 2025- OPERATING CONDITIONS

Delay
During the Year 2025 without project conditions, all the intersections would have a delay
varying from 23.1 seconds per vehicle to 79.6 seconds per vehicle. During the project conditions,
due to the changes in the circulation pattern in the study area when compared to the without
project condition, the delay at the some of the intersections are reduced and others increased
based on the circulation pattern form the vehicles accessing the project site.
During the Year 2025 without project conditions, most of the intersections would have a
maximum queue length varying from 141 meters to 284 meters. However, the most significant

one would be 39th Cross and 26th Main Road intersection where the queue lengths almost spills
over to the adjacent intersection i.e. to 36th Cross and 26th Main Road Intersection.
During the Year 2025 with project conditions, the 39th Cross and 26th Main Road intersection is
very critical, since the queue length starts building up from this intersection in the southbound
direction and blocks the whole 26th Main Road in the South Bound direction impacting the 36th
Cross and 26th Main Road intersection, TTMC Exit Point and 32th Cross and 26th Main Road
intersection.
During the Year 2025 with project conditions, the queue length at the TTMC entrance point
would also exceed the available storage length in the westbound direction from the buses
accessing the project site with spill over to the 36th Cross and 26th Main Road intersection.
The project would have a significant impact during Year 2025 conditions at 39th Cross and 26th
Main Road intersection, 36th Cross and 26th Main Road intersection and TTMC entrance point,
since the queue length would exceed the available storage lengths at the study intersections.
Table 12 shows the delay and queue lengths at the study intersections.
Table 12 : Operating Conditions-2025
2025-Without project 2025-With project

(Sec/Veh) (Vehicles) (meters) (Sec/Veh) (Vehicles) (meters)
36th Cross/ 22nd Main Road 45.3 2960 143.6 EB 4 3281 52.8 WB
36th Cross/ 26th Main Road 62.9 4535 229.3 EB 60.4 4850 264.6 SB
32nd Cross/26th Main Road 23.1 7217 141 EB 65.5 5311 230.2 EB
39th Cross/26th Main Road 79.6 4844 284 SB 81.7 4860 289.2 SB
TTMC -1* 27.7 1969 231.5 SB 119.7 2093 210 SB
TTMC-2** - - - - 5.8 2935 178.1 WB
Figure 20 depicts the Delay and Queue length at the Study intersections for the Year 2025
conditions.

Figure 20: Operating Conditions-2025
PEDESTRIAN FACILITIES
The Proposed Project site has a well-connected footpath network surrounding the project site and
also table top crossings at the intersections. However, at the South East corner of the project site
the transformer occupies whole footpath width, which needs to be relocated for unobstructed
movement of pedestrians.
INTERMEDIATE PUBLIC TRANSPORT

The location of the IPT stand is not dealt in this report, which would be recommended only when
the plan for the TTMC facility would be finalized to be built.

CHAPTER 5 - MITIGATION MEASURES
Based on the analysis, mitigation measures were proposed to improve the traffic operation
conditions in study area. The mitigation measures were proposed to reduce the overall delay and
queue lengths at the intersections. The mitigation measures were also proposed to reduce the
delay and queue lengths at the access points of the TTMC, such that the impact form the vehicles
entering and exiting the facility would have a minimal impact on the adjacent street roadway
network.
The following mitigation measures are proposed for the study area with the entry of the buses on 36th
Cross Road and Exit on the 26th Main Road:
1. 25th Main Road is proposed to be made one-way in south bound direction between 39th Cross
and 43th Cross Road.
2. 39th Cross Road is proposed to be made one-way in west bound direction between the 26th
Main and 18th Main Road.
3. Construction of underpass along 36th Cross Road, so as to remove conflict point with the
through movement from the buses making a right turn to the TTMC entrance.
4. Provision of storage lane along 26th Main Road in front of the Project Site in the south
bound direction, so that the through south bound movements would not be blocked by the
private vehicles making right turn through the median opening to the TTMC facility.
5. Closing the median for the south bound movements and taking the vehicles further down
at the 36th Cross/26th Main junction and making them take U turn to access the
commercial complex.
34 | P a g e
MITIGATION MEASURES TRAFFIC IMPACT STUDY
Figure 21: Mitigation Measures
An analysis was also done by altering the entry/exit of the proposed TTMC and identifying the
variation in the traffic patterns in and around the proposed TTMC. It was suggested to provide
the Entry for the Buses to access the terminal on 26th Main Road and Exit for the Buses from
the terminal to be on 22nd Main Road.
The following are the mitigation measures proposed with the change in the access:
Carmel convent.

Figure 22 represents the mitigation measures 6 and 7.
Figure 22: Mitigation Measures 6 and 7
OPERATING CONDITIONS
The operation conditions at the study intersection after the implementation of mitigation
measures are provided below;
Mitigation Measure 1: 25th Main Road- One Way

This mitigation measure was aimed at reducing delay and queue length at the 39 th Cross Road and
26th Main Road intersection, since the queue length from this intersection in the south bound
direction would exceed the available storage length and spill over blocking adjacent intersection of
36th Cross Road and 26th Main Road intersection, which in turn would block the TTMC-1 access
point increasing the delay at the study intersection in the study area.
The implementation of mitigation measure 1 would reduce the delay and queue length at four of the
six intersections.

Mitigation Measure 2: 39th Cross Road - One Way

This mitigation measure, which is a combination of mitigation measures 1 and 2, was also aimed at
reducing delay and queue length at the 39th Cross Road and 26th Main Road intersection.
The implementation of mitigation measures 1 and 2 would reduce the delay and queue length at 39th
Cross Road and 26th Main Road intersection from 81.7 seconds per vehicle to 43.9 seconds per
vehicle and the queue length would also get reduced from 289 meters to 179 meters. The queue
length would be within the available storage length without spilling over to the 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.
Figure 23: Alternative Routes towards North Bound direction

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.
Figure 24 : Alternative Routes towards East Bound direction
Mitigation Measure 3: UNDERPASS at 36th Cross Road

This mitigation measure is a combination of mitigation measure 1 and 2 and 3. The mitigation
measure 3 was aimed at reducing the queue length at the TTMC-2 access point, which would
have a queue length 178 meters exceeding the available storage length and with spill over blocking
adjacent intersection of 36th Cross Road and 26th Main Road intersection. The proposed location of
the underpass is shown in Figure 24.

The proposed underpass is of one lane of width around 4 m. Figure 25 illustrates the proposed
roadway cross section at in front of the project site at 36th Cross Road with underpass.
Figure 25: Proposed Underpass location
Figure 26: Cross section at A-A for Underpass with One-Lane
Underpass

The implementation of this mitigation would significant reduce the delay and queue lengths at all
the study intersections, with queue lengths within the available storage lengths.
Mitigation Measure 4: Provision of Storage Space

This mitigation measure is proposed to provide a storage lane of length of minimum 35 meters
on 26th Main Road in the southbound direction for private vehicles making a right turn to the
TTMC facility. This was based on the analysis which showed the maximum queue length formed
at this access point by the south bound private vehicles making a right turn to the TTMC facility
is around 35 meters (see Table 15, TTMC -1 intersection). The provision of the storage space
would reduce blocking of through movement vehicles by the vehicle making a right turn on to
the TTMC facility. The existing roadway configuration and cross section of the roadway is
depicted in the Figure 26 and the proposed roadway configuration and cross section is depicted
in Figure 27.
Figure 27: The Existing section along 26th Main Road

Cross Section at A-A
Figure 28: Proposed Cross section along 26th Main Road
openi

Cross Section at B-B
Mitigation Measure 5: Without Median opening

Another alternate is proposed by closing the median at the Commercial entry/exit and taking the
vehicles further down at the 36th Cross/26th Main junction and making them take U turn to
access the commercial complex as depicted in Figure 29.
Figure 29: Proposed Cross section along 26th Main Road without median opening

Scenarios
Various scenarios were evaluated and analyzed in order to get the best possible solutions for the
proposed TTMC for an effective traffic operation conditions and circulation of vehicle and
pedestrian traffic on the roadway networks.
Scenario 1:
Scenario 1 is a combination of four mitigation measures. This scenario was taken into
consideration based on the analysis, in order to reduce the queue length and delay at the access
points of the TTMC. The entry of the buses considered in this scenario is on 36th Cross Road and
Exit on the 26th Main Road. Following are the mitigation measures considered for scenario 1:
3. Construction of underpass along 36th Cross Road, so as to remove conflict point with the
through movement from the buses making a right turn to the TTMC entrance.
4. Provision of storage lane along 26th Main Road in front of the Project Site in the south bound
direction, so that the through south bound movements would not be blocked by the private
vehicles making right turn through the median opening to the TTMC facility.
The implementation of this mitigation would significant reduce the delay and queue lengths at all
the study intersections, with queue lengths within the available storage lengths. Table 13
represents the operation conditions of the study intersections after the implementation of
Mitigation Measures 1, 2 and 3 and 4.Scenarios considered are depicted in Figure 30.
Table 13: Operation Conditions – Scenario 1

Figure 30: Mitigation measures considered for scenario 1
Scenario 2:
Scenario 2 was evaluated with different operating conditions. In this scenario, the entry of the
buses was considered on 26th Main Road and exit on to the 22nd Main Road. It was proposed to
consider the exit on the 22nd Main Road since the analysis showed a major chaos of traffic on the
36th Cross/ 26th main road junction when the exit was provided on the 36th Cross road. Following
are the mitigation measures considered for scenario 1:
44 | P a g e
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:
commercial complex.
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:

commercial complex.
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.

CHAPTER 6 - RECOMMENDATIONS
The following are the recommendations for the proposed project and study area for the effective
operation of study roadway segments, intersections, access points of the TTMC, and pedestrian
accessibility and circulation.
Proposed Project
1. On 26th Main Road, the spacing between Exit point of Buses and Entry/Exit of private
vehicles should be spaced at least 50 meters apart and Entry/Exit of private vehicles
should be at least 50 m from the 26th Main Rd and 36th Cross Road intersection (see
Figure 27).
2. Table Top crossing should be provided at all the vehicles access points for the proposed
TTMC facility.
3. Pedestrian Access to the Bus Terminal should be kept at grade, since pedestrians will be
accessing the terminal from entrance of the TTMC. The provision of subway as shown in
the concept plan is not recommended, since the pedestrians were found to be averse for
using the subways.
4. The entry and exit for the pedestrians accessing the terminal is recommended to be
provided at either corner of the site facing the 26th Main Road as shown in the Figure 28.
This would reduce the pedestrians coming in conflict with vehicles accessing the facility.
Roadway Network
5. Construction of an underpass along 36th Cross Road for Buses making a right turn for
accessing the TTMC (see Figure 24).
6. Provision of storage space along 26th Main Road for private vehicles accessing the
TTMC facility (see Figure 27).
Pedestrian Facility Network
7. The transformer present at the South east corner of the project site has to be relocated,
since it’s currently blocking the whole footpath and the relocation would free up the
space for pedestrian usage and provide connectivity. The existing location of the
transformer is as shown in the Figure 29.
50 | P a g e
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).
Figure 34: Pedestrian Access points

Figure 35: The Existing location of the Transformer
INTERVENTIONS
The following are also the interventions required once the project is operational to have an
effective operational condition near the study area;
1. The following intersections need to be evaluated to know if the intersections needs to be

signalized using the Traffic Signal Warrants for once every two years from Year 2015
and also when metro construction begins for phase II:
 32nd Cross /26th Main Road.
 36th Cross /26th Main Road.
 39th Cross /26th Main Road.
The Table 16 below shows the proposed improvements in the study area based on the location type
and the agencies responsible for implementing the same.

Table 17: List of Proposals with Implementing Agencies

TRAFFIC IMPACT STUDY REPORT - TTMC - Jayanagar PDF

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DRAFT TRAFFIC IMPACT STUDY REPORT

Traffic and Transit Management Center

DIRECTORATE OF URBAN LAND TRANSPORT

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

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

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

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

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

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

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

OBJECTIVE OF THE STUDY

Directorate of Urban Land Transport I

EXISTING LAND USE

STUDY ROADWAY NETWORK AND INTERSECTIONS

1. 32nd Cross Road (Between 22nd and 26thMain Road)

1. 36th Cross Road/22nd Main Road.

Figure a: Study Roadway Network and Intersections

EXISTING OPERATING CONDITIONS

Table I: Existing LOS Conditions at the Study Roadway Segments

26th Main -28th Main East Bound (LCW) 625 0.61 D

Table II: Existing Operating Conditions at the Study Intersections

Delay Queue Length Throughput

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

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

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

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

Depot Entrance 0.4 21.3 (SB/NB) 1355

Figure b: Access Points of Proposed Facility

EXISTING PLUS PROPOSED PROJECT

Table III: Existing Plus Project LOS Conditions

Existing Condition Existing plus Proposed Project

39th Cross East Bound (LCW) 625 0.61 D 668 0.65 D

Table IV: Operating conditions: Existing Plus Project LOS Conditions

Existing Scenario Existing plus Proposed Project

FUTURE OPERATING CONDITIONS

Year 2025 Conditions

Year 2025 Conditions

2015-Without project 2015-With project 2025-Without project 2025-With project

TTMC 1* 0.5 21.9 SB 1.6 21.3 NB 27.7 231.5 SB 119.7 210 SB

TTMC 2** - - - 3.8 77.2 WB - - - 5.8 178.1 WB

Pedestrian Facility Network

Figure 1: Map representing the location of the Project Site

Map not to scale

Directorate of Urban Land Transport 1|Page

Directorate of Urban Land Transport 2|Page

ORGANIZATION OF THE REPORT

Directorate of Urban Land Transport 3|Page

Figure 2: Study Area - Jayanagar

Land Use – Area surrounding the Project Site

Figure 3: Land use Area Surrounding the Project Site

Source: Bangalore Revised Master Plan

Directorate of Urban Land Transport 5|Page

EXISTING DEPOT SCHEDULES

Table 1: BMTC Schedules and Trips at Jayanagar Bus Depot

Service Type No. of Schedules No. of Trips

TOTAL 439 2421

EXISTING STUDY ROADWAY NETWORK AND INTERSECTIONS

1. 32nd Cross Road (Between 22nd and 26thMain Road)

Figure 4: Study Road Network at Jayanagar

1. 36th Cross Road/22nd Main Road

Directorate of Urban Land Transport 7|Page

EXISTING SITE ACCESS AND CIRCULATION PATTERN

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