Better Access To Majestic Area-Final Report

Consultancy Assignment for the Rapid Assessment Studies and Scheme Formulation
Final Report For Priority Projects in Bangalore Metropolitan Region
1. INTRODUCTION
1.1 General
The Majestic Area with its focus on Kempe Gowda Bus Station and the Railway Station
automatically qualifies as one of the most active transport nodes (for both intra-city and
intercity traffic) with intense transit activities (Plate 1.1). The area swarms with users and
transport modes of a very mixed description. Worse, each one scrambles for the apparently
inadequate circulation / distribution area available within the nearby vicinity. Congestion is
further compounded with confusion and conflicts (Plates 1.2 - 1.3).
The pedestrians (very large numbers) and the NMTs (comparatively fewer) clearly come out
as the most vulnerable traffic units in this madness. Lack of definition of use of space
renders indiscipline as the ruling trait for survival. There are certain planning related issues
along with regulation that only make the whole situation even more chaotic.
Understandably, the objective of this study was to restore safety and efficiency of operations
of all modes of traffic and prima facie, there is an urgent need for better space management
towards bringing in higher levels of safety and efficiency for all categories of users of this
area.
An earlier study carried out by the CRAPHTS Consultants (I) Pvt. Ltd. for KRDCL (2001)
recommended a comprehensive traffic management scheme for this area. However, with
passage of time, the problems have become more intense and a re-look into this was desired
by the DULT-Bangalore.
The core area is actually accessed from all directions and the T.O.R makes a mention of this
while describing the study area. A specific mention is also made about seamless integration
of pedestrian facilities that understandably, holds the key to any satisfactory solution to the
traffic problems plaguing the Majestic Area of the city of Bangalore. It is generally with such
objectives that the present study has been initiated by the Directorate of Urban Land
Transport of Bangalore.
CRAPHTS Consultants (I) Pvt. Ltd. DULT

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Plate 1.2: View showing traffic chaos within the study area
Plate 1.3: Another view showing traffic congestion in Majestic Circle area

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1.2 The Study Area
As per the T O R, the study area is the area that could be thought to be cordoned by the
following intersections:
Mysore Bank Circle
Anand Rao Circle
Central Talkies Intersection (Natraj Theatre)
Leprosy Hospital Junction
Binny Mill Circle
Mysore Road T. C. M. Royan Road Intersection
Briand Square
In effect, the above intersections occur on the following roads:

K. G. Road
S. Chattram Road
Platform Road
Old Mysore Road
T. C. M. Royan Road
Mysore Road
Avenue Road
The area inscribed within the road segments as mentioned above witnesses intense
movement of people and vehicles. Figure 1.1 shows the Study Area in the form of a key
plan. Figure 1.2 shows the key index map of the Majestic area.

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Figure 1.2 Key Plan showing the Majestic area

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Figure 1.1 Key Plan showing the Study Area
1.3 Objective and Scope of the work
1.3.1 Objective
The primary objective of this study was to evolve implementable solutions towards enhancing
the accessibility of the area as a whole along the major approach roads for all categories of
traffic (with special emphasis on safe pedestrian movement) while simultaneously ensuring
higher degree of mobility within the designated area.
1.3.2 Scope of Work
Towards achieving the above objectives the T O R outlines the scope of work in the following
manner
Reviewing the existing traffic situation in the Study area as bounded by Entry and
Exit points as stated earlier.
Consultation with all stakeholders to gather perspectives and preferences.

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Conceptualizing and evolving appropriate solution for both motorized and non-
motorized traffic.
Recommendation of appropriate financing mechanism for the proposed schemes
including costing of the proposals.
Appropriate recommendation for the construction and management of the proposed
facilities.
Any other recommendation deemed fit by the Consultant.
1.4 Field surveys carried out
Figure 1.3 shows the locations for carrying out 16 hours category wise traffic volume
surveys. Additional sample traffic volume surveys were carried out at some of the other
important intersections within the study area. Figure 1.4 shows the links and nodes covered
under speed and delay survey. On- street parking is rampant around the bus/rail station and
parking surveys were carried out at all such major parking pockets. Pedestrian volume survey
was carried out along/ around the FOBs and underpasses in addition to some of the more
critical intersections. Signal timings and queue lengths were studied at all the designated
intersections.
Figure 1.3 Key Plan showing the Traffic Survey Locations

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Figure 1.4 : Key Plan showing Links and

Nodes selected for Speed and Delay Survey
The surveys that had been carried out were:
Traffic Volume Survey for 16 hours at seven designated intersections. Five additional
intersections were also considered by the consultants towards imparting
comprehensiveness in the traffic volume data for the study area as a whole.
Speed and Delay survey over the entire designated road network within the study
area along with signal time and queue length surveys at intersections
Pedestrian volume survey at locations of critical pedestrian activity
Parking survey at areas with significant parking demand
Topographic survey of roads and intersections within the study area
Stake holders opinion survey
1.5 Work done prior to submission of Final Report
The Inception Report and the Database Report on this study have already been submitted by
the Consultants. Database Report gives the detailed data base that has been created by the
consultants on the basis of actual field surveys carried out (above mentioned Traffic surveys)
during December 2008.

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2. EXISTING SYSTEM OF TRAFFIC OPERATION AND

PROBLEM DEFINITION
2.1 General
The Majestic is the main central core area of Bangalore city. It has KSRTC, the BMTC Bus
stations, South-Western railway station and activities related to administrative, commercial,
entertainment and law located around this area. These activities generate heavy traffic
demands within the study area.
2.2 Road network characteristics within the study area
The road widths within the study area are not at all consistent. The central core being
essentially a transport hub, all the streets seem to literally radiate to / from this area. The
Right of Way (ROW) widths are also not defined. Many of the intersections have more than
four arms and quite a few of the others are skew intersections. There is a huge
concentration of activities along the road corridors and further widening of roads is often
impossible without affecting the adjoining structures. In other words, the network capacity
towards cannot be altered very easily. One could of course resort to construction of two tier
roads as a long term measure. But even then, many of the roads would not offer any space
for provision of ascending and descending ramps which would otherwise be vital towards
providing accessibility and connectivity to such facilities. In the urban context (and
particularly in core areas) accessibility is of paramount importance even if it comes at the
cost of a certain degree of loss in mobility.
2.3 Existing traffic circulation
Presently, several major roads in Majestic area are operating under one-way system of
circulation. Subedar Chatram Road is one-way between Anandrao circle to KG circle (towards
KG circle). Seshadri road is one-way between Khoday Circle and Anandrao circle (towards
Anandrao circle). KG road is one-way between Mysore Bank Circle and KG Circle (towards KG
Circle). Avenue Road is one-way between City Market Intersection and Mysore Bank Circle
(towards Mysore Bank Circle). Bhashyam Road is one-way between Shantala Intersection
and Briand square (towards Briand Square). TCM Royan road is one-way between Mysore
Road-TCM Road intersection and Shantala Intersection (towards Shantala Intersection).
Nagappa Road is one-way between Swastic Intersection and Central Talkies (towards Central
Talkies). Loop Road is one-way towards Race course. Road at Briand Square going towards
Chamarajpet is one-way towards Chamarajpet. Palace Road operates as one-way in the

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direction away from the Mysore Bank Circle. District Road is one-way towards Mysore Bank
Circle. Road from KG Circle towards Upperpet Police Station is one-way towards Upperpet
Police Station. Road from KG Circle towards Elite Hotel is one-way towards Elite Hotel. KR
road is one-way towards City Market Intersection. The existing traffic flow pattern is shown
in Figure 2.1.
Figure 2.1 : Existing system of Traffic Circulation within the Study Area
2.4 Traffic Characteristics
2.4.1 Critical Intersection Traffic Volumes
Intersection Traffic Volume survey was carried out for sixteen hours at 7 Intersections, as
mentioned in the TOR on an average working day. Additionally this was also carried out for
five more intersections within the study area as mentioned elsewhere in this report. The
morning and evening traffic peaks are generally spread over between 9:30 AM 11:30 AM
and 5:00 PM 8:00 PM at almost all the locations. The Mysore Bank Circle with 10298 PCUs
in the morning has been observed to receive the highest morning peak hour traffic flow. The
Platform Road Old Mysore Road Junction with 14314 PCUs in the evening has been

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observed to receive the highest evening peak hour traffic flow. Tables 2.1 - 2.2 show the
morning and evening Peak hour traffic flow characteristics at various intersections.
Table 2.1: Peak Hour Traffic at Intersections in descending order (Morning)
Morning P/H* Traffic

Sr. No. Intersection Vehicles PCUs
1 Mysore Bank Junction 9415 10298
2 Briand Square 7122 7683
3 Anandrao Circle 7032 7063
4 Leprosy Junction 6512 6803
5 Central Talkies Junction 5770 6770
6 Binny Mill Junction 5767 5787
TCM Royan Road-Mysore Road
7 Junction 5345 5665
Table 2.2: Peak Hour Traffic at Intersections in descending order (Evening)
Evening
Sr. No. Intersection P/H** Traffic
PCUs
1 Platform road Old Mysore Road Jn 14314
2 Mysore Bank Junction 12023
3 Briand Square 9751
4 City Market Jn 9190
5 Shantala 9103
6 KG Circle 8083
7 Leprosy Junction 7777
TCM Royan Road-Mysore Road
8 7726
Junction
9 Anandrao Circle 6966
10 Central Talkies Junction 6403
11 Binny Mill Junction 5994
12 Ayurvedic Hospital 2514
2.4.2 Traffic Volume Capacity Ratios along major corridors
Congestion Index is estimated by dividing the peak hour traffic volume in PCUs with the
practical capacity in PCUs. The practical capacity is the multiple of the actual width of the
road and the design service volume (1200 PCU/lane). Table 2.3 shows the Intersection wise
Congestion Index (Volume-Capacity ratio) of the roads.

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Table 2.3: Congestion Index (Volume-Capacity ratio) of the roads
Time
Link difference
Average Average
Peak Hour PCU per between
Existing No of Practical Peak Peak
Traffic equivalent Congestion actual travel
SNO Road Traffic Direction Equivalent Capacity Running Journey
Volume in lane width Index (V/C) time and
Orientation Lanes in PCUs Speed Speed
PCUs (V) of Road time to travel
(Kmph) (Kmph)
From To at 30kmph
speed (sec)
Ayurvedic To Anandrao
Seshadri Road Anandrao Circle One-way
Hospital Circle
1 4.6 2950 641 5520 0.53 29 9.5 77.94
To Andrao Circle
2 2151 1076 2400 0.90 21.5 14 205
2 SC Road Anandrao Circle Central Talkies Two-way
To Central
Talkies 2 1416 708 2400 0.59 28.5 28 50.72
3 Loop Road Anandrao Circle Race Course One-way To Race Course

4.7 295 63 5640 0.05
To Anandrao
Circle 2 1866 933 2400 0.78
4 Seshadri Road Anandrao Circle KR Circle Two-way
To KR Circle
2 892 446 2400 0.37
SC Road Anandrao Circle One-way To KG circle

5 KG Circle 4 4364 1091 4800 0.91 22.5 16 65.06
Leprosy Hospital To Binny mill

1.75 3458 1976 2100 1.65 23.75 23.75 23.24
6 Tank Bund Road Binny Mill Two-way
Junction
To Leprosy 1.75 2468 1410 2100 1.18 22 15 113.32
7 Old Mysore Road Leprosy Hospital Platform rd-Old Two-way To Leprosy 2.4 2514 1048 2880 0.87 22.75 21 123.94

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Junction Mysore rd To Platform rd-

Junction Old mysore rd
Junction 1.84 1832 996 2208 1.14 22 16.75 174.28
To Magadi Road
Magadi Road- 1.7 3486 2051 2040 0.90
Leprosy Hospital
8 Magadi Road Rajkumar Road Two-way
Junction
Junction To Leprosy
1.7 1805 1062 2040 0.88
Leprosy Hospital To Binny Mills

9 Tank Bund Road Binny Mill Circle Two-way 1.75 3458 1976 2100 1.65 23.75 23.5 23.24
Junction
To Leprosy 1.75 2468 1410 2100 1.18 22 15 113.32
To Binny Mills 1.7 1724 1014 2040 0.85
10 Tank Bund Road Binny Mill Circle Mysore Road Two-way
To Mysore road 1.7 2246 1321 2040 1.10
To Binny Mills 1.37 1326 968 1644 0.81 17.75 17.25 45.96
11 Binny Mill Circle TCM Royan Road Two-way To TCM Royan
Road 1.37 1961 1431 1644 1.19
TCM Royal Road To Briand Square

- Old Mysore 2 4176 2088 2400 1.74
12 Mysore Road Briand Square Two-way
Road
To TCM - Mysore
Intersection
Junction
1.5 2460 1640 1800 1.37 25 25 10.16
13 Bhashyam Road Briand Square One-way To Briand Square

Majestic 2 2206 1103 2400 0.92
To Briand Square
2.5 2197 879 3000 0.73 22 18.75 59.38
14 Mysore Road Briand Square City Market Two-way
To City Market
2 4199 2100 2400 1.75 20.5 12 174.8
15 Sultan Road Briand Square Chamarajpet One-way To Chamarajpet 2 3380 1690 2400 1.41
Central talkies Swastic To Central

16 SC Road One-way
Junction Intersection Talkies 4.5 3917 870 5400 0.73 2.5 50.72

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To Central
Platform Road- Talkies 1.72 2857 1661 2064 1.38 28.5 28.5 2
Central talkies
17 Platform Road Old Mysore Road Two-way To Platform
Junction
Junction Road- Old
Mysore Jn 2.18 4100 1881 2616 1.57 22.25 19.5 118.3
Central talkies
18 Malleshwaram One-way To Malleshwaram
Junction 4.8 4255 886 5760 0.74
Mysore Bank
19 KG Road One-way To KG circle
Circle KG Circle 4.1 8309 2027 4920 1.69 20.75 14.25 95.22
Mysore Bank
20 Palace Road One-way To Palace Road
Circle Palace Road 4 2297 574 4800 0.48
To KR Circle 1.9 1068 562 2280 0.47
Mysore Bank
21 Post Office Road KR Circle Two-way
Circle To Mysore Bank
Circle 1.9 2050 1079 2280 0.90
District Office Mysore Bank To Mysore Bank
22 One-way
Road Circle Hudson Circle Circle 6.7 7945 1186 8040 0.99
Mysore Bank To Mysore Bank
23 Avenue Road City Market One-way
Circle Circle 2.4 2064 860 2880 0.72 17.25 9.5 292.2
To TCM - Mysore
TCM Royal Road Junction
24 Mysore Road - Old Mysore Briand Square Two-way 1.5 2460 1640 1800 1.37 25 25 10.16
Road Junction
To Briand Square
2 4176 2088 2400 1.74
To TCM-Mysore
TCM Royal Road Junction
2 5266 2633 2400 2.19
25 Mysore Road - Old Mysore Mysore Two-way
Road Junction
To Mysore
1.85 1697 917 2220 0.76 26.5 21

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TCM Royal Road

26 TCM Royal Road - Old Mysore Majestic One-way To Majestic
Road Junction
2 1853 927 2400 0.77
Upperpet Police To Upperpet

27 KG Circle KG Circle Station One-way Police Station
(Shantala) (Shantala)
2.7 4235 1569 3240 1.31 28.75 24.5 262.6
28 KG Circle Elite Hotel One-way To Elite Hotel 2.7 3848 1425 3240 1.19 11.25 24.64
29 SC Road KG Circle Andrao Circle One-way To KG circle 4 4364 1091 4800 0.91 22.5 16.25
Mysore Bank
30 KG Road KG Circle One-way To KG circle
Circle 4.1 8309 2027 4920 1.69 20.75 14.25 95.22
31 Bhashyam Road Shantala Circle Briand Square One-way To Briand Square

2 2206 1103 2400 0.92
TCM Royan Road
- Old Mysore
32 TCM Royan Road Shantala Circle One-way To Shantala
Road
Intersection
2.73 4432 1623 3276 1.35
Gubbi-Thotadappa To Railway
33 Shantala Circle Railway Station Two-way
Road Station
8.4 4611 549 10080 0.46 19 12 115.6
To Upperpet
Two-way
Upperpet Police Police Station
34 Tank Bund Road Shantala Circle 4.9 1956 399 5880 0.33 8.5 9 40.86
Station
Two-way To Shantala
4.3 4670 1086 5160 0.91 22 9.5 262.6

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To Platform-Old
Platform Road- Mysore Jn
2.7 6117 2266 3240 1.89 19.75 21.25 174.28
35 Old Mysore Road Old Mysore Rajaji Nagar Two-way
Road Junction
To Rajaji Nagar
2.2 6187 2812 2640 2.34 23 18.75 123.94
To Railway
Platform Road- station
36 Old Mysore Railway Station Two-way 2.2 5279 2400 2640 2.00 19 18 40.73
Road Junction To Platform
road-Mysore Jn 1.95 4100 2103 2340 1.75
To Central
Platform Road- Talkies 1.72 2857 1661 2064 1.38 28.5 28.5 2
37 Platform Road Old Mysore Central Talkies Two-way To Platform
Road Junction Road- Old
Mysore Jn 2.18 4100 1881 2616 1.57 22.25 19.5 118.3
Two-ways To City Market

City Market 2 4199 2100 2400 1.75 20.5 12 174.8
38 Mysore Road Briand Square
Junction
Two-ways To Briand Square
2.5 2197 879 3000 0.73 21.5 18.75 59.38
City Market
39 KR Road KR Road One-way To City Market
Junction
3.66 6347 1734 4392 1.45
City Market Mysore Bank To Mysore Bank
40 Avenue Road One-way
Junction Circle Circle 2.4 2064 860 2880 0.72 17.25 9.5 292.2
Ayurvedic
To Anandrao
41 Seshadri Road Hospital Anandrao Circle One-way
circle
Junction 1.8 156 87 2160 0.07
To Platform
Ayurvedic Road
2.78 1552 558 3336 0.47
42 Hospital Platform Road Two-way
Junction
To Majestic
2.78 807 290 3336 0.24

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2.4.3 Peak hour peak direction delay and average journey speeds along
corridor segments
Table 2.4 gives the running and journey speeds offered by different roads (between nodes)
within the study area. The node identification numbers are given in the Index plan of the
area (Ref: Figure 1.2).
Table 2.4 Peak hour peak direction Running and Journey speeds
Average Average
Start End Delay Running Journey
SL. No.
Node Node (Sec) Speed Speed
(Kmph) (Kmph)
1 8 19 0 28.3 28.3
2 19 20 0 21.5 21.5
3 20 21 0 2.5 2.5
4 21 22 30 27.0 19.3
5 22 1 46 22.3 19.5
6 1 24 2 21.8 21.3
7 24 23 46 25.0 15.3
8 23 25 16 22.8 20.0
9 25 26 0 23.8 23.8
10 26 26A 4 14.3 14.0
11 26A 28 38 15.5 12.5
12 28 30 118 20.5 12.0
13 30 29 203 17.3 9.5
14 29 6 51 20.8 14.3
15 6 4 13 28.8 24.5
16 4 3 210 22.0 9.5
17 3 2 65 19.0 12.0
18 2 7 0 25.0 25.0
19 7 8 66 23.3 9.5
20 8 6 37 22.5 16.3
21 6 5 14 17.5 11.5
22 5 7 0 26.8 26.8
23 7 22 5 25.8 24.3
24 1 2 5 19.0 18.0
Peak hour peak direction running and journey speeds along different road segments are
shown in Figures 2.2 2.3.

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2.4.4 Critical pedestrian activity areas
Presence of BMTC bus station, Kempegowda bus station, railway station, many administrative
offices, entertainment facilities and commercial areas in and around the study area results in
generation of considerable volume of pedestrian traffic. Pedestrian volume survey had been
carried out along/ around the FOBs and underpasses in addition to some of the more critical
intersections. Figure 2.4 shows the intense pedestrian activity areas within the Majestic
area.

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Figure 2.2: Running speeds of various roads in the study area

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Figure 2.3: Journey speeds of various roads in the study area

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Figure 2.4 Key plan showing areas of intense pedestrian activity
2.4.5 Role of Slow Traffic
The details of peak hour traffic compositions at various intersections are given in Table 2.5.
It is observed that the percentage share of light fast vehicles varies from 85% to 95% of the
total traffic.
Table 2.5: Peak Hour Traffic Composition at Intersections
Heavy fast Light fast Slow traffic
traffic (PCUs) traffic (PCUs) (PCUs) Total (PCUs)
Intersection Veh. % Veh. % Veh. % Veh. %
Leprosy Junction 655 9.12 5790.3 90.17 51 0.71 7777 9.41
Binny Mill Junction 447 7.2 5108 89.14 175 3.05 5994 8.34
Anandrao Circle 268 3.81 6734 95.76 30 0.43 7032 8.87

Briand Square 502 5.28 8945 94 69 0.73 9516 9.75
Mysore Bank Junction 722 6.38 10561 93.28 39 0.34 11322 8.92
Central Talkies
Junction 680 11.93 4994 87.61 26 0.46 5700 9.02
TCM-Mysore Road
Junction 495 6.76 6747 92.16 79 1.08 7321 NA
KG Circle 538 7.40 6730 92.52 6 0.08 7274 NA

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Ayurvedic Hospital 360 19.85 1452 80.04 2 0.11 1814 NA

Shantala 266 3 8558 96.61 34 0.38 8858 NA
Platform road Old
Mysore Road Jn 794 6.05 12322 93.85 17 0.13 13129 NA
City Market Jn 818 1045 6908 88.24 103 1.32 7829 NA
2.4.6 Critical Parking Demand
Parking survey was carried out towards gathering information on parking demand, extent of
usage of parking facility and availability of parking space. Parking surveys were carried out at
Railway station at 10 AM and 6 PM for two days. Table 2.6 shows the total number of
parked vehicles at Railway station.
Table 2.6: Parking survey at Railway station

Day 1 Day 2
10Am 6PM 10Am 6PM
Total 198 197 233 180
2.5 Problem Definition
2.5.1 Stake Holders Opinion
The stake holders namely, BMTC, KSRTC, BMRCL, BDA, BBMA, SWR, Traffic Police, Traders
Association, BESCOM, BWSSB, RTO and Auto & Taxi Associations were approached for their
observations and suggestions towards resolving the existing traffic problems within the study
area. Table 2.7 lists the suggestions / observations of the stake holders.
Table 2.7: Stake Holder discussion summary
SNO DESCRIPTION COMMENTS
Observations
1. Problems in free movements of pedestrians
2. Footpaths are occupied by the shops at all the important
intersections and at various places in
Majestic area
1 Pedestrian Suggestions
1. Underpass and skywalks should be provided for free
movements of pedestrians at suitable places
wherever the pedestrian traffic is significant
2. Laying of footpaths on all the roads according to
requirements

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3. Encroachments (Shops located on footpaths) to be

removed
Observations
1. Congestion at all times of the day at all the intersections
2. Intersections are located very close to each other
3. Traffic congestion along all the roads around the
Majestic area
4. Buses (BMTC & KSRTC) stop in the middle of the roads
Suggestions
1. Separate bus lanes on every road should be provided
2. Elevated roads required at all the intersections
3. Elevated roads over existing roads to avoid
congestion
4. Decentralization of the bus station to decrease number
of buses to Majestic area
5. Mini-bus stations should be constructed to de-centralize
the Majestic area
Congestion at 6. Flyover at KSRTC bus station towards Mysore road
2 Intersections 7. Flyover at KSRTC bus station to towards Nilmangla
8. Private buses should have their own bus station
9. Separate bus corridors (Elevated flyovers) purely for
buses (KSRTC and BMTC)
10. Proper Traffic Management to decongestion the area
11. Signal system should be properly revamped
12. Widening of roads as much as possible should be
attempted for all the roads near the Majestic area
13. Capacity of buses should be increased to take in more
traffic
14. Separate Bus Bays should be provided for BMTC and
KSRTC
15. Work- at - home facility should be implemented
16. Film theatre should be removed from the Majestic area
17. Malls, Big Bazars should not be allowed any more
Observations
1. On street parking of vehicles reduces the effective
carriageway width of the road. This leads to congestion
of roads.
Suggestions
1. More number of parking lots around the Majestic area
3 Parking has to be provided to meet the parking demand
2. One side parking facility to be provided at wider roads
3. Proper education of people and drivers about road
usage and safety
4. Multi-storey parking should be developed
Observations
Bus Stops/Bus 1. Buses (BMTC & KSRTC) stop in the middle of the roads
4
Bays 2. No travel bus terminals (stations)

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Suggestions
1. Separate bus lanes on every road should be provided
2. Separate Bus Bays should be provided for BMTC and
KSRTC
3. BMTC buses should travel from destination to
destination without connecting Majestic area
4. Private bus pick-up area for private buses should be
provided
5. Private buses should have their own bus station
6. Trained drivers should be employed by BMTC and
KSRTC
7. De-centralization of bus station should be done
2.5.2 Traffic problems as revealed from the study
A total of 12 intersections have been taken up for study in the Majestic Circle area. Highest
peak hour volume of 14314 passenger car units has been recorded at Platform road Old
Mysore road junction followed by 12023 passenger car units at Mysore Bank circle and 9751
passenger car units at Briand Square intersection. As much as 5 out of 12 intersections
recorded peak hour traffic volumes over 9000 PCUs while another 6 intersections recorded
peak hour traffic volumes between 5000 9000 PCUs. Only one intersection i.e. Ayurvedic
Hospital junction recorded less than 5000 PCUs.
Journey speeds on most of the roads in Majestic Circle area are below 20 Kmph. Of the 36
road links studied, journey speeds along 25 road links are below 20 Kmph. Lowest journey
speeds of 2.5 Kmph was observed along SC Road from Anandarao circle to Central Talkies.
Journey speeds along Seshadri Road, Avenue Road and Dharmambudi Road were observed
to be less than 10 Kmph during peak traffic periods. The journey speeds are low mainly
because of inconsistent road widths and excessive delays at intersections.
It is observed that the degree of congestion at the approach roads at several intersections in
the study area is very high. Some of the roads which were observed to have very high
degree of congestion are Platform road, Old Mysore road, KG road, Magadi road, Road
leading to Elite hotel junction from KG circle, KR road, Seshadri road, Avenue road, Mysore
road, Bhashyam road mainly due to inadequate road width and lack of segregation between
opposing direction traffic.

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3.0 TRAFFIC PROJECTIONS
In an endeavor to get an insight into the existing traffic characteristics at different

intersections, the Consultants conducted intersection turning movement and volume survey
during December 2008 as mentioned elsewhere in the report. The survey was carried out for
sixteen hours at 7 intersections (from 7Am to 11PM), as mentioned in the TOR on an average
working day. Additionally one hour traffic volume survey was also carried out during peak
hour i.e. 5PM to 6PM for five more intersections within the study area. The data collected
through above survey were analysed. The consultants are in possession of peak hour traffic
volume data for most of these intersections for the year 2001. Trend analysis of the data for
2001 and 2008 indicates that the peak hour traffic volumes of these intersections remained
practically unchanged at most locations. There are a few locations where the peak hour
traffic volumes had indeed gone down marginally during the course of the last seven years.
This was primarily due to the one way system of traffic circulation introduced on the basis of
the recommendations made by the CRAPHTS during 2001. Trend analysis at this juncture is
therefore not going to be a useful tool for projecting the traffic volumes within the study
area. Projection of traffic through other sophisticated modeling techniques are also not
applicable for a mall isolated pocket in a metropolitan city. The consultants have vast
experience in projecting traffic under similar situations for other Metro Cities like Delhi,
Hyderabad etc. It is observed that under conditions of stable land use, the growth in traffic is
usually 1.5% p.a. In absence of any other information therefore, the consultants have
projected the traffic at the study locations @1.5% p.a (compound). The international practice
these days is to revalidate the traffic data every five years. Hopefully the same could be one
in the case of the Majestic area too. Table 3.1 gives the projected traffic volumes at
different time slabs at all the intersections within the study area.
Table 3.1: Projected traffic volumes at different time slabs at intersections under
study
Peak hour Peak hour Peak hour Peak hour

Traffic Traffic Traffic Traffic
volumes in volumes in volumes in volumes in
Sr. No. Intersection PCUs (2008) PCUs (2015) PCUs (2020) PCUs (2025)
Leprosy
1 Junction 7777 8631 9298 10017
Binny Mill
2 Junction 5994 6652 7167 7720
Anandrao
3 Circle 6966 7731 8329 8972

25
4 Briand Square 9751 10822 11658 12559

Mysore Bank
5 Junction 12023 13344 14375 15486
Central Talkies
6 Junction 6403 7106 7656 8247
TCM Royan
Road-Mysore
7 Road Junction 7726 8575 9237 9951
8 KG Circle 8083 8971 9664 10411

Ayurved
9 Hospital 2514 2790 3006 3238
10 Shantala 9103 10103 10884 11725

Platform road
Old Mysore
11 Road Jn 14314 15886 17114 18437
12 City Market Jn 9190 10199 10988 11837

26
4. INTERSECTION IMPROVEMENT SCHEMES AND

PEDESTRIAN FACILITIES
4.1 General
To get on with the task of preparing improvement plans for the Majestic Circle area towards
improving its accessibility, the consultants first evaluated the efficiency of traffic operation
under the system in vogue (do nothing option). It was found that pedestrian movements are
hazardous at a few locations and are inefficient between the railway station and bus stand.
Vehicular traffic faces problems mainly in terms of mid block congestion (due to inconsistent
carriageway widths) and delays at signals. Movement of slow traffic is not a major issue
(because of very low volumes within the study area.
On street parking is found to erode road capacity at a few locations (in front of the railway
station for example).
The stake holders have generally suggested provision of elevated roads, more parking lots,
wider footpaths, and removal of cinema theatres and other uses towards decongesting the
study area. The consultants have considered these suggestions seriously. The consultants
also tried to consider the scenarios that could be expected after construction of the Metro rail
terminal and shifting of some of the buses from the Majestic area. These unfortunately could
not be considered in the manner these should have been imply because the concerned
agencies could not make the required information available with the consultants.
The study is restricted within the Majestic Circle area. It is not merely the local activities that
affect such central core areas; any other major city level development too shall have its
bearing on the traffic operation within this area. If the comprehensive transportation
planning study suggests shifting of the bus station, the whole complexion of the problem
would undergo very significant changes. The congestion within the Majestic area could be
significantly reduced if, as a part of a long term plan, the urban managers decide to develop
directional corridors that could take away the through traffic passing through this area.
However, such issues were well beyond the scope of the present task.
Land is the single most important resource for any urban area. Unfortunately, in the case of
Bangalore, land reserves for roads are not well defined. The road cross sections not only vary
in width, there is also no scope for widening the roads because of the highly built up abutting
land use. Under the circumstances, even the minimum required improvements become

27
difficult if not, impossible. On most road segments there is no pace available to even provide
recessed bus bays and one has to essentially do with on road bus stops alone.
These are of course, banes of any existing urban metropolis. Also, speed in excess of 25-30
Kmph within the core area is neither desirable nor, attempted in an urban area. Under the
circumstances and, within the scope of work assigned to the consultants, the possible
improvements would mostly be in terms of:
Provision of pedestrian facilities wherever possible

Reduction in intersection delay and improving safety aspects
Relocation of bus stops etc. at certain locations
Prohibition of on street parking where it adversely affects the corridor capacity.
It may be noted that the consultants have carefully examined the existing one way system of
traffic circulation vis - a vis other systems. But with the flyovers and underpasses
constructed around the study area, changing the present system of traffic operation does not
improve the accessibility to Majestic Area.
The base plan showing the existing physical features, morning and evening peak hour traffic
flow diagrams and the proposed improvement plans of all the intersections are placed in
Volume II of this Report.
4.2 Anandrao Circle
4.2.1 Physical Features
This is a five-arm intersection formed at the junction of Seshadri road, Subedar Chatram road
and Loop road. The salient features around the intersection are hotels, ATMs, markets,
commercial and residential buildings. An eastern arm of Seshadri road is provided with
14.16m carriageway with central median. The Loop road has a carriageway of 9.05m and for
the remaining part it has fly-over ramp. Northern arm of Subedar Chatram road has a
carriageway of 14.17m with central median. Southern arm has a total carriageway of 13.7m.
Western arm of the circle has a total of 31.21m carriageway out of which 20.40m is occupied
by the Fly-over.

28
4.2.2 Existing Traffic Characteristics
Southern arm of Subedar Chatram road, western arm of Seshadri road and Loop roads are
operating as one-way roads and remaining roads are operating as two-way roads. The peak
hour traffic volume at this intersection is 6966 PCUs. While 3190 PCUs come from northern
arm of Subedar Chatram road, 2950 PCUs come from western arm of the circle.
4.2.3 Improvement Schemes
The existing flow pattern is proposed to be retained. The central median is extended to
separate the incoming and out going traffic from northern arm of SC road. The road section
has been widened wherever feasible.
4.3 Central Talkies Intersection
This is a three arm Y intersection formed at the junction of Subedar Chatram road, Platform
road and Venkata Ranga Iyengar road. The salient features of this intersection are National
Textile Corporation, Natraj Cinema and Swastic complex. Two petrol pumps are located
nearby the intersection. The SC road has a carriageway of 16.25m. Platform road has a
carriageway of 14.10m. Venkata Ranga Iyengar road has a carriageway 14.11m.
South-east arm of Subedar Chatram road, Venkata Ranga Iyengar roads are operating as
one-way road and the Platform road is operation as two-way road. The peak hour traffic
volume at this intersection is 6403 PCUs. While 4052 PCUs come from Subedar Chatram
road, 2485 PCUs come from platform road.
The existing flow pattern is proposed to be retained. The shape and size of the central island
is improved. Left turning radius of SC road to Platform road is proposed to be improved to
facilitate the easy entry and clearance of vehicles from intersections.

29
4.4 Platform Road-Old Mysore Road Junction
This is a three arm intersection formed at the junction of Platform road and Old Mysore road.
The salient features of this intersection are Railway quarters, church, park and Indian Oil
pump. North-east arm of the Platform road has a carriageway of 12.15m with central
median. South-west arm of the same road has a carriageway of 12.15m with central median.
Western arm of the intersection has a carriageway of 16.5m.
All the arms are operating as two-way roads. Traffic movement from South-west arm to
North-east arm of Platform road is prohibited. The peak hour traffic volume at this
intersection is 14314 PCUs. While 6100 PCUs come from north-west arm of road, 4100 PCUs
come from south-west arm of Platform road and 4100 PCUs from north-east arm of Platform
road.
The existing flow pattern is proposed to be retained. Two channelised islands are proposed
to introduce at this intersection. The road section has been widened wherever feasible.
4.5 Leprosy Hospital Junction
This is a three arm intersection formed at the junction of Magadi road, old Mysore road and
road leading to Binny Mill Circle. The salient features of this intersection are Leprosy hospital,
residential and commercial building. North-east arm of the Old Mysore road has a
carriageway width of 15.87m with central median. Western arm of the Magadi road has a
carriageway of 12.68m with central median. South-east arm road to Binny Mill circle has a
total carriageway of 12.81m. It has a circle island located at the centre of the junction.
All the arms at this intersection are operating as two-way roads. The peak hour traffic
volume at this intersection is of 7777 PCUs. While 3458 PCUs come from south-east arm

30
road, 3064 PCUs come from western arm of Magadi road and 2514 PCUs come from northern
arm of Old Mysore road.
The existing flow pattern is proposed to be retained. The central island is proposed to
remove. The all roads are proposed to widen to some extend.
4.6 Binny Mills Circle
This is also a three arm intersection formed at a junction of Kempapura Agrahara Tank Bund
road, Road from Leprosy Hospital and road to TCM Royan Road. Kempapura Agrahara Tank
Bund road has a carriageway width of 11.90m. Road to Leprosy Hospital has a carriageway
width of 12.48m. Road to TCM Royan road has a carriageway of 9.58m.
All the arms are operating as two-way roads. The peak hour traffic volume at this
intersection is of 5944 PCUs. While 2444 PCUs north-east arm road of the circle, 2397 PCUs
come from Kempapura Agrahara Tank Bund road and 1326 PCUs come from south-east arm
road of the circle.
Roundabout system is proposed to introduce at this intersection. Channelised islands are also
proposed to provide at this intersection. The service road at north east direction is proposed
to close to avoid any conflict of traffic.
4.7 TCM Royan Road - Old Mysore Road Junction
This is also a three arm intersection formed at a junction of Mysore road, TCM Royan road.
The salient features of this intersection are park, Govt. Urdu School and commercial shops.
Mysore road has a total carriageway width of 16.77m. The TCM Royan road has a
carriageway width of 7m and remaining part it has fly-over ramp.

31
South-west and north-east arms of Mysore road are operating as two-way road and TCM
Royan road is operating as one-way road. The peak hour traffic volume at this intersection is
of 7725 PCUs. While 4176 PCUs come from west arm of Mysore road, 2460 PCUs come from
north-east arm of Mysore road.
The existing flow pattern is proposed to be retained. Signal system is introduced at this
intersection synchronized with signal system at Briand square as the two intersections are
located at very nearer to each other. A channelised island is proposed to provide at this
intersection to direct the left turn traffic from Mysore road to TCM Royan road.
4.8 Briand Square Intersection
This is a four-arm intersection formed at a junction of Mysore road, Bhashyam road and road
leading to Chamarajpet. The salient features of this intersection are church, Central crime
branch, Dhanvantri Enterprises and commercial shops. Two Petrol pumps are located at this
intersection. Mysore road has a total carriageway of 17.61m with central median. Road
leading to Chamarajpet has a carriageway of 7.78m and remaining part it has fly-over ramp.
Bhashyam road has a carriageway of 12.90m.
Both the arms of Mysore roads at this intersection are operating as two-way road and
remaining roads are operating as one-way road. The peak hour traffic volume at this
intersection is of 9757 PCUs. While 4136 PCUs come from south-west arm of Mysore road,
4040 PCUs come from Bhashyam road and 1575 PCUs come from east arm of Mysore road.
The existing flow pattern is proposed to be retained. Signal system is proposed to

synchronized with signal system at TCM Royan Road - Old Mysore Road Junction as the two
intersections are located at very nearer to each other. Two channelised islands are also
proposed to provide at this intersection one at near Bhashyam road and other at south west
arm road going to Chamarajpet.

32
4.9 City Market Intersection
This is a six-arm intersection formed at a junction of Mysore road, KR road, Avenue road,
Nawab Hyder Ali road, Narsimharaja road, and SJP road. The salient features of this
intersection are City market, Victoria Hospital, Apsara talkies, Bus station, a Dargah and
commercial shops. KR road has a total carriageway width of 12.82m. Nawab Hyder Ali road
has a carriageway of 10.88m. SJP road has a carriageway of 12.10m. Avenue road has a
carriageway of 8.41m.
West arm of Mysore road is operating as two-way road and remaining roads are operating as
one-way road. The peak hour traffic volume at this intersection is of 9190 PCUs. While 6347
PCUs come from KR road, 2843 PCUs come from west arm of Mysore road.
Roundabout system is proposed to introduce at this intersection. The position of this

Roundabout is decided on the basis of the available space after the metro station
constructed. The island shape at the Nawab Hyder Ali road is proposed to change depending
on the roundabout traffic movement.
4.10 Mysore Bank Circle
This is a five-arm intersection formed at a junction of Avenue road, KG road, Palace road,
Post office road and District office road. The salient features of this intersection are State
bank of Mysore, Allahabad Bank, Indian Council of Historical Research, Canara Bank School
of Management and City Civil Court Complex. Two temples are located at centre of this
intersection. KG road has a carriageway of 14.14m. District Office Road has a carriageway of
23.38m. Avenue Road has carriageway of 15.23m. Post office road has a carriageway of
14.53m. Palace road has a carriageway of 13.67m.

33
Post office road is operating as two-way road and remaining roads are operating as one-way
road. The peak hour traffic volume at this intersection is 12023 PCUs. While 7945 PCUs
come from District Office road, 2234 PCUs come from Avenue road and 2050 PCUs come
from Post Office road.
The existing flow pattern is proposed to be retained. The carriageway width of District Office
road (DO road) is proposed to make 16.5m to accommodate Pedestrian sub-way facility
across DO road. The service road between Post office roads to Palace road is proposed to
close. Another Pedestrian sub-way system is proposed to provide across the KG road as the
pedestrian movement at this intersection is predominant.
4.11 KG Circle
This is a four-arm intersection formed at a junction of KG road, SC road, Elite hotel junction
road and Dhanvantri road. The salient features of this intersection are City Central Mall,
Santosh Talkies, Aparna Talkies, dargah and Commercial Shops. KG road has a carriageway
of 15.05m. SC Road has carriageway width of 8.84m. Elite hotel junction road has a
carriageway of 9.57m. Road leading to Upperpet Police station has carriageway 9.54m.
All arms of roads at this intersection are operating as one-way road. The peak hour traffic
volume at this intersection is 8083 PCUs. While 6196 PCUs come from KG road, 1888 PCUs
come from north arm of Subedar Chatram road.
Roundabout system is proposed to introduce at this intersection. The already existing Foot
Over Bridge is extended so that the entry/exit arm falls out of the roundabout section.

34
4.12 Shantala Intersection
This is a four-arm intersection formed at a junction of TCM Royan road, Bhashyam road,
Dhanvantri road and Railway station road. The salient features of this intersection are Hotel
Adarsh, Hotel City Centre, KSRTC bus station and few Commercial shops. TCM Royan road
has a carriageway of 6.20m. Bhashyam Road has a carriageway of 6.92m. Dhanvantri road
has a carriageway of 32.14m with central median. Railway station road has a carriageway of
50.65m with median.
TCM Royan road and Bhashyam roads are operating as one-way road and remaining roads
are operating as two-way road. The peak hour traffic volume at this intersection is of 9103
PCUs. While 4670 PCUs come from Tank Bund road, 4432 PCUs come from TCM Royan road.
The existing traffic flow pattern is proposed to be retained. It is proposed to reshape the
channelised island. It is proposed to make the Bhashyam road for only Light Fast Motorized
vehicles. The bus entry to Bhashyam road is restricted. It is proposed to widen the Tank
Bund road as well as Railway station road to maximum extent.
4.13 Ayurvedic Hospital
This is a grade separated four-arm intersection with slip roads on four sides formed at a
junction of Seshadri road and Dhanvantri road. The salient features of this intersection are
Ayurvedic Medical collage, Kaveri hotel, Rajmahal hotel and Railway residential building.
Seshadri road has a carriageway of 17.96m. Dhanvantri road has a divided carriageway of
20.50m.
Both arms of Dhanvantri roads are operating as two-way road and remaining roads are
operating one-way road. Dhanvantri road is operating in right hand traffic movement. The
peak hour traffic volume at this intersection is of 2514 PCUs.

35
The existing traffic flow pattern is proposed to be retained.
4.14 Other Intersection Improvements
Roundabout system is proposed to introduce at Khodai circle. The position of the median is
shifted according to the proposed improvement. At Swastic intersection, a central island is
proposed. The road section has been widened wherever feasible. A directional median is
proposed on SC road.
4.15 Pedestrian crossings, Traffic signs and Markings
Appropriate pedestrian zebra crossings have been proposed at the intersections as per IRC
guidelines. Sidewalks have been proposed along with railing barriers for better management
of pedestrian traffic. Road markings and signages have been indicated along approach arms
to each intersection. Pedestrian subways have been proposed across District Office road and
across KG roads at Mysore Bank circle. The existing pedestrian FOB has to be extended
across KG road at KG Circle. The transfer area between the landing from the FOB towards
the railway station and the entry to the pedestrian subway has been proposed to be
integrated. Typical cross sections of roads at intersections are placed in Volume II of this
report.
4.16 Removal of Encroachments
Encroachments on the footpaths have been proposed to be removed and the paving of
footpaths improved.
4.17 Parking facilities
Parking is not a serious problem within the study area except near the railway station and
certain other pockets in a very localized manner. The scenario is likely to change with the
commissioning of the Metro Rail Station as and when it materializes. The demand for parking
may not go down with the Metro Rail coming in (even if some of the buses are shifted out).
Since the area is served by proper pedestrian facilities, it would be a good idea to have a
centralized multi storey parking lot constructed in the space between the railway station
and the bus station. The number of auto rickshaws queuing up along the road between the
railway station and the bus station is quite high. This parking shall have to be shifted in the
parking lot in front of the railway station till such time as is required to develop an integrated
parking facility in this area. This regulation must be strictly enforced.

36
5. PRELIMINARY COST ESTIMATES
The Cost estimate is based on the approved drawings and design. The following items have been
provided in the estimate as per provision made in the drawings:-
Widening of existing road as per the MOST&H and IRC specifications and as per
approved drawings.
Provision for strengthening of existing road has been made as per the requirement at
site and as per approved design and specifications.
M.S. Railing has been provided as per the requirement at the site.
Provision of Foot-path has been made for the convenience of the pedestrian.
Pedestrian Underpass has been provided at two places for crossing the busy road.
One FOB has been provided for the pedestrian.
Provision for Bus Shelter has been made at four places.
Provision of Street Lights and Traffic Lights has been made as per design and
requirement at the site.
Provision has also been made for the standard type of Drain wherever it is felt
necessary.
Greenery and plantation has been provided for islands and medians.
The Rates adopted for the calculation of cost depends on the prevailing market rates and schedule
rates of the area. Lumpsum rates have been provided for evaluating the civil cost for the
improvement of Intersections and various arms connecting the Intersections. The Project cost
covering all the relevant components is estimated to Rs. 21.00 Crores. The detailed cost estimate is
given in the summary of cost attached with the estimate.
Table 5.1: Summary of Preliminary Cost Estimates

ESTIMATE FOR WIDENING & IMPROVEMENT OF INTERSECTIONS FOR BETTER
ACCESSIBILITY OF MAJESTIC AREA IN BANGALORE
Sl.
No. Description of Item Unit Quantities Rate Amount
1 Clearing and grubbing road land including uprooting

rank vegetation, grass, bushes, shrubs, saplings and
trees girth up to 300 mm, removal of stumps of trees
cut earlier and disposal of unserviceable materials
and stacking of serviceable material to be used or Hect. 1.4 36000 50400
auctioned, up to a lead of 1000 metres including
removal and disposal of top organic soil not
exceeding 150 mm in thickness.

37
2 Dismantling of existing structures like Drain, culverts,

bridges, retaining walls and other structure
comprising of masonry, cement concrete, wood
work, steel work, including T&P and scaffolding
wherever necessary, sorting the dismantled material, LS 150000
disposal of unserviceable material and stacking the
serviceable material with all lifts and lead of 1000
metres.
3 Dismantling / scarifying of flexible pavements and
disposal of dismantled materials up to a lead
Sqm 93790.13 5 468951
1000metres, stacking serviceable and unserviceable
materials separately.
4 Removal of telephone / Electric poles including
excavation and dismantling of foundation concrete
and lines under the supervision of concerned
LS 100000
department, disposal with all lifts and up to a lead of
1000 metres and stacking the serviceable and
unserviceable material separately.
5 Dismantling kerb stone by manual means and
disposal of dismantled material with all lifts and up to LS 20000
a lead of 1000 metre.
6 Construction of Flexible pavement road as per
MOST&H and IRC specification. Sqm 13587 1800 24457284
7 Improvement of existing road with overlay as per

MOST&H and IRC specification and approver design. Sqm 93790 1200 112548156
8 Providing and laying 25 mm thick mastic asphalt

wearing course with paving grade bitumen meeting
the requirements given in table 500-29, prepared by
using mastic cooker and laid to required level and
slope after cleaning the surface, including providing
antiskid surface with bitumen precoated fine grained
hard stone chipping of 13.2 mm nominal size at the Sqm 20000.00 204 4080000
rate of 0.005 cum per 10 sqm and at an approximate
spacing of 10 cm center to center in both directions,
pressed into surface when the temperature of
surfaces is not less than 1000C, protruding 1 mm to
4 mm over mastic surface, all complete as per clause
515.
9 Providing and laying of footpath / separator as per
approved drawing and specifications. Sqm 14795.00 508 7515860
10 Providing and laying of cement concrete kerb with

channel with top and bottom width 115 and 165 mm
respectively, 250 mm high in M 20 grade PCC on M10
grade foundation 150 mm thick, kerb channel 300
mm wide, 50 mm thick in PCCM20 grade, sloped RMT 15107.00 455 6873685
towards the kerb, kerb stone with channel laid with
kerb laying machine, foundation concrete laid
manually, all complete as per MORTH Specification
clause 408.

38
11 Supplying and installation of delineators (road way

indicators, hazard markers, object markers), 80-100
cm high above ground level, painted black and white
in 15 cm wide strips, fitted with 80100 mm Each 750.00 497 372750
rectangular or 75 mm dia circular reflectorised panels
at the top, buried or pressed in the ground and
conforming to IRC-79 and the drawings.
12 Providing / Road Marking with Hot Applied
Thermoplastic Compound with reflectorising Glass
Beads on Bituminous Surface. Providing and laying of
hot applied thermoplastic compound 2.5 mm thick
including reflectorising glass beads @ 250 gms per Sqm 8596.25 528 4538820
sqm area, thickness of 2.5 mm is exclusive of surface
applied glass beads as per IRC:35 .The finished
surface to be level, uniform and free from streaks
and holes.
13 Providing and fixing of road stud 100x 100 mm, die-
cast in aluminium, resistant to corrosive effect of salt
and grit, fitted with lense reflectors, installed in
concrete or asphaltic surface by drilling hole 30 mm Each 500.00 475 237500
up to a depth of 60 mm and bedded in a suitable
bituminous grout or epoxy mortar, all as per BS 873
Part 4:1973
14 Providing and fixing of retro-reflectorised cautionary,
mandatory and informatory sign as per IRC: 67,
made of high intensity grade sheeting vide clause
801.3, fixed over aluminum sheeting, 1.5 mm thick
supported on a mild steel angle iron post 75 mm No. 28.00 2700 75600
75 mm 6 mm firmly fixed to the ground by means
of properly designed foundation with M15 grade
cement concrete 45 cm 45 cm 60 cm, 60 cm
below ground level as per approved drawing.
15 Providing and erecting direction and place
identification retro-Reflectorised sign as per IRC: 67
made of high intensity grade sheeting vide clause
801.3, fixed over aluminium sheeting, 2 mm thick
with area not exceeding 0.9 sqm supported on a mild
Each 30.00 5197 155910
steel single angle iron post 75 75 6 mm firmly
fixed to the ground by means of properly designed
foundation with M15 grade cement concrete 45 45
60 cm, below ground level as per approved
drawing.
16 Providing and erecting overhead / gantry Boards with
a corrosion resistant 2mm thick aluminium alloy
sheet reflectorised with high intensity retro-reflective
sheeting of encapsulated lense type with vertical and
lateral clearance given in clause 802.2 and 802.3 and No. 6.00 250000 1500000
installed as per clause 802.7 over a designed support
system of aluminium alloy or galvanised steel trestles
and trusses of sections and type as per structural
design requirements and approved plans.

39
17 Providing & fixing M.S. railing for traffic island/

median/ including foundation concrete and painting
with approved paint etc. all complete as per drawing RMT 8690.00 1800 15642000
and Technical Specification Sections 300, 808 &
1700.
18 Providing and erecting street light mounted on a
steel circular hollow pole of standard specifications
for street lighting, 9 m high spaced 40 m apart, 1.8
m overhang on both sides if fixed in the median and Each 50.00 35000 1750000
on one side if fixed on the footpath, fitted with
sodium vapour lamp and fixed firmly in concrete
foundation.
19 Providing Painting two coats on kerbs after filling the
surface with synthetic enamel paint in all shades on
Sqm 2000.00 45 90000
new plastered concrete surfaces as per PWD
specification
20 Providing plantation in median/Island and open
LS 650000
space.
21 Providing drain of standard size as per drawing &
specification MORTH m 4440.00 2000 8880000
22 Construction of Median and Island with Soil Taken

from Roadway Cutting (Construction of Median and
Island above road level with approved material
deposited at site from roadway cutting and CUM 8000.00 91 728000
excavation for drain and foundation of other
structures, spread, graded and compacted as per
clause 407)
23 Road Traffic Signals fixed and electrically operated as
per manufacturer specification and as per
No. 6.00 400000 2400000
MORTH/IRC Specification & as desined by the
Engineer in Charge.
24 Providing and constructing pedestrian Subways as
per approved drawings and specifications Sqm 230.00 25000 5750000
25 Providing and construction of Bus Shelters as per

approved drawings and specifications. No. 4.00 250000 1000000
26 Providing and constructing FOB as per approved 100000

drawings and specifications. No. 1.00 10000000
00
TOTAL COST
210034916

40
6. FINANCIAL MECHANISM FOR IMPLEMENTATION OF

PROPOSED SCHEME
6.1 General
The introduction of liberalization in 1991 has opened up the possibility of private sector
participation in the construction of capital intensive projects in transport sector in India. The
internal resources to be generated by allowing them to adjust their passenger fares in
relation to input costs from time to time, by discarding subsidies and concessions to traveling
public altogether and by introducing professional management in day to day administration.
Private capital has to be attracted in infrastructure projects encouraging the same in different
optional schemes presently available like BOOT (Build, Own, Operate & Transfer), BOT
(Build, Operate & Transfer) etc. For this purpose necessary amendments, if required, in
Industrial Policy Resolution and other legislations are to be made in order to launch the
project for private sector construction and operation. Various tax and fiscal benefits are also
to be extended to projects under BOOT scheme. Necessary provisions in project cost should
also be made in all projects of BOOT for adjusting the risk of devaluation of Indian Rupee in
respect of borrowings in foreign currency.
The success of road projects involves private sector participation through the BOT format
depends on:
An objective assessment and analysis of various risks.
Adoption of appropriate and pragmatic risk sharing and risk mitigating measures.
Formulating and abiding by a set of key agreements laying down the contractual
structure of project, stipulating terms, rights and obligations of various parties
involved in implementation of the projects.
Global experience suggests that for facilitating road projects, it may be necessary to ensure
the following:
Thorough project preparation for encouraging greater competition and reducing the
risk of re-negotiation.
Simple and transparent criteria for bidding
Spelling out clearly and well in advance the rules and procedures for negotiating
contracts and providing there by a level playing field for all participants and
Having in place an efficient and effective institutional as well as legal framework for
coordination at various levels as well as speedy dispute resolution.

41
The funds also can be generated by imposing surcharge on passengers whenever new
services are opened and/ or service improvements are undertaken. In addition to surcharge
to users, levies on non-users who are benefited due to improvement and expansion of
transport services are also justified. Such levy can be in the form of pay roll tax, surcharge
on road tax leviable on private vehicles and surcharge on property tax either generally or
more specifically location related. The passenger fare should be allowed to be regularly
adjusted according to the increase in input costs from time to time. This fare box revenue
has to be supplemented by commercial exploitation of railways and road transport wherever
feasible.
For raising debt finance, the selection of debt instruments with appropriate tax exemptions in
the Indian context is needed. The public can be approached to purchase debt instruments,
such as Deep Discount Bonds with substantial tax benefits.
Equity contribution from different sections for funding projects in road passenger transports
has to be tapped. This will come from the promoters, the governments, the contractors
building the projects and supplying machinery etc., property developers and the private
investors like the Banks and other Financial Institutions in India. Public issues for capital
projects when backed by the Government can also attract good response from investors in
India. For any type of funding measures full support and co-operation from the Central and
the State Government is very much essential. This support will be mainly in the form of
timely clearance of the various procedures and formalities in the preparation of BOOT
projects. Such projects have to be declared by the Government as of national importance and
all possible concessions and attractions to be provided for.
New and novel methods of supporting capital requirements to be searched out and adopted.
The expansion and development of transport should be need and commercial- based and not
to be on political considerations. This will remove wastes and losses of scarce resources and
ensure efficient management, commercial outlook and sound economic development of the
country.

42
7. RECOMMENDATIONS
The feasible and implementable improvement schemes that could be derived from this study
comprise mainly of intersection improvements, augmentation of pedestrian facilities and
general improvement in the road architecture. Any long term proposal consisting of
structural change of any kind shall have to get itself integrated with possible city level long
term improvement plans. In the long run it would be desirable to have partially access
controlled directional corridors (perhaps at a different level) to take care of the demands of
through traffic that has nothing to do with the core area. Examining such a scenario more
critically is of course beyond the scope of the present study. Central area road pricing will
be another option to keep the by-passable traffic away from the core area road network.
However, any road pricing scheme is considered an inherently unpopular method of traffic
management. Such a measure needs to be adequately supplemented by improvement in
level of service along the roads peripheral to the area. Considering the urban character and
ambience of the city of Bangalore, travel demand management options would be better as
compared to major structural changes.
Some of the more specific recommendations derived from the present study are:
Intersection improvement schemes, as proposed, must be implemented towards

reducing intersection delays. The curb lines could be modified with the help of movable
curb stones in the beginning for trial runs.
Pedestrian facilities as indicated in this report must be developed on a priority basis.
Traffic signs and pavement markings must follow the IRC guidelines.
Traffic volumes must be revalidated at every five year interval and the efficiency of the
designs checked against the changed traffic volumes.
The cost of the project being what it is, the total project could be divided in two
packages. One package could be for road works (intersection improvements, footpaths,
signages and markings) and the other for structural works (pedestrian subways, FOBs
etc.).
The works could be implemented through PPP mode or through the road owning and
maintenance agencies.
Latest construction technology must be adapted to minimize inconvenience to the
traveling public during construction. Towards ensuring quality of civil works, it is strongly
recommended that the builders make use of latest machinery and equipments including
automatic paver finisher etc.
Long term plans must be implemented only after the city level transportation plan has
been finalized.

43
8. TOWARDS LONG TERM SOLUTION

Developing Long Term Solution was not actually included in the TOR. However, the
Consultants felt that certain planning directions could be indicted here towards imparting
a sense of comprehensiveness to the study. The views of the Consultants are
summarized in the following:
Interactions had been held at different forums and the plans for some of the common
areas developed by the BBMP also came under consideration. The Consultants examined
the relative impacts of such plans for the common areas and the findings are briefly
mentioned hereinafter.

44
Volume Capacity Ratios along Major Directional Corridors
Idealized Concept for Traffic Restraint Measures

45
Conceptual Directional Corridors for Through Traffic
Combination of Capacity Augmentation and Traffic Restraint Measures

46
DULT & BBMP Study Area
Comparison of Improvement Plans for Anand Rao Circle

47
Comparison of Improvement Plans for Mysore Bank Circle
Comparison of Improvement Plans for Shantala Circle

48
Comparison of Improvement Plans for Khodai Circle
Perusal of the above would clearly indicate that the proposal made out by the DULT follows the
theme of balanced urban traffic and transportation development more closely as compared to
the schemes forwarded by the BBMP.

49

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Consultancy Assignment for the Rapid Assessment Studies and Scheme Formulation

Final Report For Priority Projects in Bangalore Metropolitan Region

CRAPHTS Consultants (I) Pvt. Ltd. DULT

CRAPHTS Consultants (I) Pvt. Ltd. DULT

CRAPHTS Consultants (I) Pvt. Ltd. DULT

1.2 The Study Area

In effect, the above intersections occur on the following roads:

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Figure 1.2 Key Plan showing the Majestic area

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Figure 1.1 Key Plan showing the Study Area

1.3 Objective and Scope of the work

1.3.2 Scope of Work

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1.4 Field surveys carried out

Figure 1.3 Key Plan showing the Traffic Survey Locations

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Figure 1.4 : Key Plan showing Links and

The surveys that had been carried out were:

1.5 Work done prior to submission of Final Report

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2. EXISTING SYSTEM OF TRAFFIC OPERATION AND

2.2 Road network characteristics within the study area

2.3 Existing traffic circulation

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2.4 Traffic Characteristics

2.4.1 Critical Intersection Traffic Volumes

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Table 2.1: Peak Hour Traffic at Intersections in descending order (Morning)

Morning P/H* Traffic

Table 2.2: Peak Hour Traffic at Intersections in descending order (Evening)

2.4.2 Traffic Volume Capacity Ratios along major corridors

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Table 2.3: Congestion Index (Volume-Capacity ratio) of the roads

3 Loop Road Anandrao Circle Race Course One-way To Race Course

SC Road Anandrao Circle One-way To KG circle

Leprosy Hospital To Binny mill

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Junction Mysore rd To Platform rd-

Leprosy Hospital To Binny Mills

TCM Royal Road To Briand Square

13 Bhashyam Road Briand Square One-way To Briand Square

Central talkies Swastic To Central

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TCM Royal Road

Upperpet Police To Upperpet

31 Bhashyam Road Shantala Circle Briand Square One-way To Briand Square

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Two-ways To City Market

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2.4.4 Critical pedestrian activity areas

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Figure 2.2: Running speeds of various roads in the study area

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Figure 2.3: Journey speeds of various roads in the study area

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Figure 2.4 Key plan showing areas of intense pedestrian activity

2.4.5 Role of Slow Traffic

Leprosy Junction 655 9.12 5790.3 90.17 51 0.71 7777 9.41

Anandrao Circle 268 3.81 6734 95.76 30 0.43 7032 8.87

KG Circle 538 7.40 6730 92.52 6 0.08 7274 NA