Traffic Assessment Study @ Mantri Square Mall Malleshwaram

December 2011 Centre for infrastructure, Sustainable Transportation and Urban Planning (CiSTUP) Indian Institute of Science Bangalore

Preface
The work described in this report was performed under the direction of CiSTUP the Centre for infrastructure, Sustainable Transportation and Urban Planning, IISc. The Centre for infrastructure, Sustainable Transportation and Urban Planning (CiSTUP) of Indian Institute of Science (IISc) is established in the year 2009 during the centenary celebrations of Indian Institute of Science, with inputs from many visionaries, organizations and has plans and road map to be one of the finest centres of advanced research and training in the field of infrastructure and transportation engineering in India and abroad. The mandate and vision of CiSTUP is to produce knowledge that addresses the unique urban issues specifically on sustainable urban transportation along with other related topics of infrastructure and urban planning. Further, centre will conduct training programmes, capacity building and also develop expertise and provide complete technological and planning solutions for urban renewal and development programmes related to urban transportation and infrastructure engineering. The main areas of specialization and interest are Infrastructure, Sustainable Urban Transportation and Urban Planning. Malleshwaram is one of Bangalore's early planned residential extensions that has densified and transformed over time; the multiplying population accompanied by increasing vehicular numbers and traffic congestion. Some of the neighbourhood's main roads serve as sub-arterials or important connectors at the city level, carrying heavy volumes of local and through traffic. The traffic situation at the Platform-Nagappa-Sampige Road junction has gone from bad to worse since India's largest mall, 'Mantri Square' came up at the location. Moreover, the Swastik Metro Station is coming up next to the mall and approval has been granted for additional high-rise commercial and residential constructions adjoining it. The public are concerned about the implications of all these developments and are keen that the issues be addressed and sustainable solutions found in the short and long terms. BBMP's proposal to solve the traffic problem was to widen Mill Corner Road and a stretch of Sampige Road in front of the mall from 45 to 60 ft by cutting down 36 huge, old trees and reducing the sidewalk. However, such a decision was taken without any public consultation with the affected citizens of Malleswaram. Apart from the BBMP, Praja, a non-profit social enterprise, has also prepared a "Traffic Decongestion Plan: Mantri Square Mall, Malleswaram", seeking to identify the reasons for traffic congestion and suggesting short and long term alternative strategies by engineering the smooth flow of traffic in the area. It is in this context that CiSTUP was approached by Dr. Meenakshi Bharath, Mr. Dasarathi G. V., members of Malleswaram Swabhimanaa Initiative and Praja to carry out a traffic assessment study in the area around the mall. Taken up as an independent in-house study, the objectives were to assess existing vehicular flows and volumes around the mall and identify issues (based on surveys), appraise the traffic decongestion proposals by BBMP, Praja, and suggest additional or alternate management strategies along with schematic road infrastructure design proposals.

Prof. T. G. Sitharam Chairman, CiSTUP

Working Group
Radha Chanchani, Urban Planner/Designer Fagun Rajkotia, Urban Planner

Advised By
Prof. K. M. Ananthramaiah, Senior Fellow, CiSTUP

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Acknowledgements
Heartfelt Thanks Go Out To: ~ Our Chairman, Prof. T. G. Sitharam for his encouragement and support of this study. ~ Dr. Meenakshi Bharath and Sathya Sankaran for all the inputs, facilitation and feedback on this study. You have been role models of concerned and proactive citizens may the tribe grow and more power to it! ~ Mr. Jonathan Yach, CEO, Propcare Mall Management Pvt. Ltd. for his whole-hearted co-operation, inputs and providing Mantri Mall's in-house survey data for reference. ~ D. Manjula, Transport Planner at CiSTUP for all her help with the traffic surveys and studies. ~ Srikanth Shastry, Transport Planner at CiSTUP for his valuable guidance, time and inputs on this project, we are especially grateful. ~ Prof. K. M. Ananthramaiah, Prof. T. V. Ramanayya and colleagues at CiSTUP for their critical review and feedback. ~ All the students of MES College, Malleshwaram who helped conduct the traffic surveys your commitment and enthusiasm towards the work is greatly appreciated! Thank You Akshatha M, Anirudha Mirmira, Ashwini S, Girish B P, Janardhan, Kiran B, Manishar G N, Manjula A, Manohar G N, Manoj V, Narayan Kulkarni, Narayana B, Om Prasad, Pankaj Desai, Phani Raj, Phani Sai, Pradeep G, Raghunandan, Sandeep, Shashikala V, Shyamala, Sree Devika M, Suman Mandal, Venkatesh, Vijay Kumar T P, Vinay Kumar S, Vinod Kumar R, Vivek M V and Vydyanath S. ~ A special thanks to Pankaj Desai for rallying and co-ordinating with the students; also to Kartik, Phanisai Bharadwaj and Shyamala for helping with the surveys and Mr. Shantha Kumar for collating the survey data. ~ Citizens of Malleshwaram for their involvement - Mrs. Nagamani Subbarao, Mr. Ashok, Mr. Kishore Shah, etc. ~ Interns at CiSTUP who helped conduct the road survey. Many thanks to Shreyas S, Srikanth Govindrajan, Shravanth and Vinay Nadig.

Table of Contents
OVERVIEW OF THE STUDY AREA AND CURRENT SITUATION............................................................ 1
Urban Fabric ..............................................................................................................................................1 Roads, Traffic and Transportation ............................................................................................................3 Mantri Greens and Mantri Square Mall ....................................................................................................3 Traffic Situation Around The Mall .............................................................................................................7 Future Plans and BBMP Proposals ............................................................................................................8

OBJECTIVES OF THE STUDY ........................................................................................................ 10 METHODOLOGY ....................................................................................................................... 10

SURVEYS.........................................................................................................................................10 ANALYSIS ........................................................................................................................................12
Traffic Volumes ...................................................................................................................................... 14 Traffic Flows ........................................................................................................................................... 20

ASSESSMENT OF ALTERNATE TRAFFIC MANAGEMENT OPTIONS & SCHEMATIC ROAD DESIGN PROPOSALS ....................................................................................................................................25
BBMP Proposal....................................................................................................................................... 25 Praja's Proposal ..................................................................................................................................... 26 Assessment and Additional Suggestions................................................................................................ 27 BBMP's Proposal and Praja's Long-term Strategies ............................................................................... 36 Assessment and Additional Suggestions................................................................................................ 37

CONCLUDING REMARKS AND RECOMMENDATIONS ..................................................................... 38

APPENDIX I............................................................................................................................................42 APPENDIX II...........................................................................................................................................43 APPENDIX III..........................................................................................................................................44 APPENDIX IV .........................................................................................................................................47

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Index
FIGURE 1: LAND USE MAP OF MALLESHWARAM PLANNING DISTRICT ................................................................................. 2 FIGURE 2: STUDY AREA, LINKAGES AND MAJOR ROADS ................................................................................................... 4 FIGURE 3: URBAN FABRIC AND SCALE ........................................................................................................................... 5 FIGURE 4: WHERE ARE THE SHOPPERS COMING FROM?.................................................................................................. 6 FIGURE 5: MONTH-WISE FOOTFALLS ; MODES OF COMMUTE TO MALL.............................................................................. 6 FIGURE 6: SITE OF MANTRI GREENS, MANTRI SQUARE MALL, SWASTIK METRO STATION & PROPOSED NEW DEVELOPMENT ..... 8 FIGURE 7: LOCATIONS OF TRAFFIC VOLUME COUNTS .................................................................................................... 11 FIGURE 8: ROAD NETWORK AND TRAFFIC FLOWS IN STUDY AREA.................................................................................... 12 FIGURE 9: MODES OF COMMUTE TO MALL ................................................................................................................. 16 FIGURE 10: BI-MONTHLY TRAFFIC COUNTS ACROSS SAMPIGE ROAD, APRIL 2010-MARCH 2011 ........................................ 17 FIGURE 11: BI-MONTHLY TRAFFIC COUNTS ACROSS SAMPIGE ROAD, APRIL 2010-MARCH 2011 ........................................ 18 FIGURE 12: TRAFFIC FLOWS IN STUDY AREA ................................................................................................................ 20 FIGURE 13: MERGING AND CUTTING FLOWS AT THE PLATFORM-NAGAPPA-SAMPIGE ROAD JUNCTION ................................. 22 FIGURE 14: STRETCHES OF SAMPIGE AND MILL CORNER ROADS SELECTED FOR WIDENING.................................................. 25 FIGURE 15: SHORT-TERM ROUTING MEASURE TO DECONGEST THE TROUBLE SPOTS IDENTIFIED ............................................. 26 FIGURE 16: SUGGESTED LOCATION FOR SHIFTING BUS STOP .......................................................................................... 28 FIGURE 17: SUGGESTED TRAFFIC MANAGEMENT AND IMPROVEMENTS AROUND THE JUNCTION .......................................... 29 FIGURE 18: SUGGESTED LOCATIONS FOR DIRECTION SIGNS ............................................................................................ 30 FIGURE 19: SUGGESTED SCHEMATIC ROAD SECTION DESIGN .......................................................................................... 32 FIGURE 20: SUGGESTIONS FOR ORGANISED OFFICIAL PUBLIC PARKING ON SURROUNDING STREETS...................................... 35 FIGURE 21: BBMP-APPROVED PLAN TO BUILD A NEW ROAD LOOPING THE DEVELOPMENT AT THE REAR (INDICATED IN RED) ..... 37

TABLE 1: COMPARISON AND ESTIMATION % OVERSATURATION FLOW ON MAJOR ROADS IN THE STUDY AREA .......................... 14 TABLE 2: TRAFFIC VOLUME COUNTS ACROSS SAMPIGE ROAD IN FRONT OF MANTRI MALL ................................................... 15

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Overview of the Study Area and Current Situation

Urban Fabric One of Bangalore's earliest residential extensions (laid out at the turn of the 20 th century), Malleshwaram was a well-planned area with a grid-iron pattern of streets, tree-lined avenues and bungalows within sizeable gardens. Inevitably over time, the locality has densified and transformed, as larger plots got sub-divided and most bungalows replaced by multi-family units or multi-storeyed flats; the growing population accompanied by increasing vehicular numbers and traffic congestion. Malleshwaram has however retained a certain charm, and remains a prime, upper middle-high income neighbourhood in the city. It is surrounded by a mix of middle income localities1, with higher income, upscale areas2 lying just beyond. (Figure 1: This district is largely characterized by 'plotted' residential development with a mix of individual and multi-family units, flats and some apartment complexes, interspersed by public/semi-public institutions and commercial uses strung along the main roads the most prominent ones being Sheshadripuram Main Road, Subedar Chatram, Nagappa and Sampige Roads. The commercial development is typified by an assortment of small-scale trade/business establishments, offices and services traditional market streets with a mix of daily needs, small department stores, retail outlets, utilities like banks, ATM's and telecom facilities, small hotels/ lodges, local restaurants etc. Average population and built densities in the neighbourhood are high3, but the urban fabric is essentially fine grain, with smaller footprint, low to mid-rise buildings and high ground coverage.

Like Guttahalli, Vyalikaval, Sheshadripuram to the east and Subramanyanagar, Lakshminarayanapuram, Srirampuram, etc across the railway line to the west. 2 Such as Kumara Park, Palace Orchards, Sadashivnagar, RMV to the east and to an extent, Rajajinagar and Mahalaxmi Layout to the west. 3 According to the Planning Districts Report of the Bangalore Master Plan 2015 (pg 44), the Malleshwaram Planning District comprising of 9 wards has a high net density of 522 pph.

IISc

RRI RMV Extn St. Peter's Seminary Sadashivnagar Subramanyanagar Malleshwaram Vyalikaval Guttahalli Gayatrinagar Palace Orchards

K. C. Gen. Hospital Lakshminarayanapuram Mantri Mall

Palace Gutahalli Kumara Park

Sheshadripuram

Figure 1: Land use map of Malleshwaram Planning District Source: Planning District Report of the Bangalore Master Plan 2015, pg 43

Roads, Traffic and Transportation Sampige Road is the main commercial spine of Malleshwaram. At its northern end it merges with a major city level arterial, via Chowdaiah and C. V. Raman Roads continuing north-west as Tumkur Road (NH4). At its southern end it joins Platform Road that leads towards Majestic (the city's prime transportation hub with its main rail and bus terminals), Gandhinagar and the old pettah (market) areas (a major commercial core with the city's prime wholesale/retail markets, trade and business establishments). Sampige Road carries local, as well as heavy through traffic towards the north and north-west from all other parts of the city via Nagappa and Platform Roads. 17th Cross, 5th Cross and Mill Corner Road that branch off from Sampige Road carry all west-bound traffic across the railway line through over and under bridges. 'Serving as connectors at the city level, these are major urban roads carrying through traffic and are usually very congested during peak hours. Many of these roads also see heavy bus traffic (both city public transport and private travels) as the area is close to Majestic, Malleshwaram and Yeshwanthpur further north act as sub-centers/terminals for city buses, and the area is well served by BMTC buses'.4 'Swastik or Central', at the junction of Platform, Nagappa and Sampige Roads, is a major bus stop with a great number of bus routes and schedules passing through it. (Figure 2) Mantri Greens and Mantri Square Mall It is at this junction, within the extensive premises of the erstwhile Raja Mills, that Mantri Square Mall opened its doors in March 2010. At close to 2 million sq. ft. it is India's largest mall, with over 250 outlets offering a wide range of international, national and local brands, 5 department stores5 under one roof, the country's largest Spar hypermarket, a 6-screen
Mantri Mall (above) & Mantri Greens (below)

multiplex, 12-lane bowling alley with a gaming center, and the city's largest food court with 39 f&b outlets and fine dining restaurants. All of this is served by a 2-tiered 'puzzle parking' system facilitating 2000 cars and surface parking space for about 450 2-wheelers. The mall is abutted by Mantri Greens, 18storied residential towers with a total of 410 flats, with an equivalent amount of car parking.
4 5

Reference: Planning Districts Report of the Bangalore Master Plan 2015, pg 45 Lifestyle, Shoppers Stop, Pantaloons, Reliance Trends and Marks & Spencer

Study Area

Figure 2: Study Area, Linkages and Major Roads

As is clear from the figure that follows (Figure 3), the form and scale of this new development is clearly different from the urban grain/fabric of the surrounding neighbourhoods. An insert of this nature and magnitude is bound to have associated impacts, positive and otherwise. The impact on an already strained traffic situation in the area is one such matter of concern.

Figure 3: Urban Fabric and Scale

Mantri Mall is the largest shopping-dining-entertainment development of its kind in Bangalore. It further gains a competitive edge given that it is currently among only a handful of similar, but comparatively meager facilities6 in the entire north-western segment of the city; strategically placed to capture and cater that entire market. The experience and sheer scale of offerings have made it a popular destination, especially for people living in the northern and western localities, who would otherwise have had to travel to the city center to access a similar facility. This is reflected in the results of a monthly 'shopper feedback' survey conducted by the mall management that shows the bulk of visitors come from the northern (33%) and western (30%) parts of the city. Also, a significant majority of its visitors (76%) come from within a 6 km radius around the Mall (Figure 4), 60% of all visitors live locally.

Others of note being Esteem Mall on Bellary Road in the north and Gopalan Mall on Mysore Road in the south-west

Figure 4: Where Are The Shoppers Coming From? Source: Mantri Square Shopper Feedback March 2010 June 2011

The average monthly footfall over a 16-month period from March 2010 June 2011, has been 1.415 million, with a low of 1.2 million in the months of Feb-March 2010 and high of 1.67 million in the (holiday) months of AprilMay 2010. However, data for the months of April-June 2011 reveal comparatively lower numbers for the corresponding months last year.
Figure 5: Month-wise Footfalls ; Modes of Commute to Mall Source: Mantri Square Shopper Feedback March 2010 June 2011

The above figures reveal that over 50% of visitors commute to the mall by private modes (cars and two-wheelers), about 28% use public transport (city buses), 13% para-transit (autos and taxis) and 7% by walk. Traffic Situation Around The Mall The development of Mantri Greens and Mantri Square Mall, has naturally added to both pedestrian and vehicular traffic volumes in the area, considering the substantial footfalls the mall attracts. Numerous commuters and residents of the neighbourhood have expressed that the traffic situation at the locale has gone from bad to worse; traffic snarls especially acute on weekends, during peak hours. Frustrated commuters say they 'sometimes spend nearly three-quarters of an hour to traverse that short distance of km'7. Praveen Sood, Additional Commissioner of Police (Traffic and Security) told Bangalore Mirror, "No doubt, the traffic problem on that stretch has escalated at least five times after the mall came up. We have to deploy all the staff of Malleswaram Traffic Police Station to control the situation".8 'By and large, affected citizens have felt that traffic congestion, chaos, parking and pollution problems have escalated in the area, making life harder for them and burdening the neighbourhood'.9

Traffic congestion at the Platform-Nagappa-Sampige Road junction

7 8

Reference: http://praja.in/en/blog/ranga/2010/03/21/bad-planning-mantri-mall-malleswaram Mantri mauls Malleswarams peace, Debi Prasad Sarangi & Hemanth Kashyap, Bangalore Mirror Article March 28 2010 9 References: http://www.hindu.com/2011/06/02/stories/2011060261580300.htm http://www.bangaloremirror.com/article/10/2010032820100328114624959b979074/Mantri-maulsMalleswaram%E2%80%99s-peace.html http://www.deccanherald.com/content/59182/mall-eswaram-rues-its-fate.html http://www.mid-day.com/news/2010/apr/050410-traffic-Sampige-junction-BMTC-bus-stop.htm http://www.dnaindia.com/bangalore/report_malleswaram-residents-protest-against-tree-cutting-by-bbmp_1551693 http://en.wikipedia.org/wiki/Malleswaram http://praja.in/en/blog/ranga/2010/03/21/bad-planning-mantri-mall-malleswaram

Future Plans and BBMP Proposals To add to this, the Swastik Metro Station, part of Phase I Reach 3 of Bangalore Metro's North-South Corridor (slated to open by August 2012), is coming up next to Mantri Square and Mantri Greens (Figure 6). A joint venture between the Bangalore Metro Rail Corporation Ltd. (BMRCL) and Mantri Developers on a PPP basis, it is being built 'on 5 acres of land belonging to Mantri and leased out to the Government. Connecting other parts of the city directly to the Mall (through a bridge that links to its second floor), the metro station is expected to provide an additional footfall of 20,000, taking the total up to 1,00,000 a day once its operational. As per the agreement, the station will be designed by BMRCL and constructed by Mantri Developers, who are to also develop the surrounding land by building about 8 lakh sq. ft. of commercial space under a 99-year lease'.10 'License has been granted for two high rise towers adjoining the metro station, however there is lack of clarity on the proposed development. While somewhere it says it is a 34-floor residential tower and an 18-floor commercial tower, with a ground floor and three basements each, others new reports state it's a 37-story commercial complex and 51-storey residential complex with additional basement and surface parking to accommodate 2500 cars'.11 To provide supporting infrastructure for these proposed developments, the BBMP has approved plans for a new road looping behind the Metro Station and Mantri development till the junction of Mill Corner Road and 11th Main at the underpass. 'A new separate 800 m, 4-lane road is being proposed and the BBMP has also agreed to use the road exclusively for the Metro Station and Mantri
Figure 6: Site of Mantri Greens, Mantri Square Mall, Swastik Metro Station and Proposed New Development

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Bangalore's largest mall, Mantri Square to have metro connectivity, The Hindu, March 15 2010, Bangalore References:http://www.dnaindia.com/bangalore/report_malleswaram-doesnt-want-a-repeat-of-mantri-mallfiasco_1513561;http://www.hindu.com/2011/02/28/stories/2011022856140700.htm; http://epaper.timesofindia.com/Default/Scripting/ArticleWin.asp?From=Archive&Source=Page&Skin=TOINEW&BaseHr ef=TOIBG/2010/08/14&PageLabel=2&EntityId=Ar00200&ViewMode=HTML&GZ=T

Square. BBMP Chief Engineer B. T. Ramesh said, "A new 60-ft road is being constructed from the Rajiv Gandhi Statue (at the Platform-Nagappa-Sampige Road junction) to a spot behind Mantri Square, connecting Srirampuram and Malleshwaram. Mantri developers have invested Rs 3.5 crore for this project. The road will be completed in a month's time, and then traffic on Sampige Road will come down by 50%". BBMP has also itself undertaken the work of widening Mill Corner Road and a small stretch of Sampige Road in front of the mall from 45 to 60 ft. 36 huge old trees that were to be axed as part of this expansion. BBMP has already demolished the compound walls of private properties to appropriate the required space on either side of Sampige Road from Mantri Mall to the theatre at the intersection of Mill Corner Road. 'To ease traffic movement from Sampige Road to Srirampura, the 25 ft wide Mill Corner Road was notified for widening in December 2009. "We will have to demolish the compound wall of Mantri Greens apartments to make way for widening. The Corner and Sampige Roads
Ongoing expansion works along Mill

other properties on the road, including LIC, Sampige Theatre and Savitha Theatre, would be acquired through TDR (Transferable Development Rights)," Mr. Ravindra of BBMP said'.12 'These developments, proposed and underway, have raised serious alarms among affected citizens. There is concern over the alleged lack of foresight on the part of civic officials and poor planning behind such large-scale projects. A number of environmental/people's representative groups and residents of the neighbourhood have raised questions about the decision to allow the country's largest mall to be built at this location, and further to approve the development of the new high-rise commercial and residential towers, which would only aggravate the already grave traffic situation. There have been demands to cancel the permission granted to the new constructions, stop treecutting in road widening plans and instead focus on finding sustainable solutions to the traffic, pollution and parking problems in the locality. Moreover, to consider citizens as legitimate stakeholders in decision-making processes that affect them and their city'. 13

12 13

Mantri mall sends traffic in a tizzy, Madhusudan Maney, Midday, April 5 2010, Bangalore References:http://www.dnaindia.com/bangalore/report_malleswaram-doesnt-want-a-repeat-of-mantri-mallfiasco_1513561; http://www.hindu.com/2011/02/28/stories/2011022856140700.htm Malleswaram residents protest against tree cutting by BBMP, DNA, Jun 6 2011, Bangalore

Objectives of the Study

The purpose of this study is to: Assess existing vehicular traffic flows and volumes around Mantri Mall and identify issues. Appraise the traffic decongestion proposals by BBMP, Praja, and suggest additional or alternate traffic management strategies along with schematic road infrastructure design.

Methodology
Traffic Flow Characteristics SURVEYS Road Network Characteristics Traffic Volume Counts ANALYSIS

ASSESSMENT OF ALTERNATE TRAFFIC MANAGEMENT OPTIONS

SCHEMATIC ROAD DESIGN PROPOSALS

SURVEYS
The following primary surveys were carried out in parallel over a 2-month period between AugustSeptember 2011. 1. Traffic Flow Characteristics: On-site inspections of the existing nature of traffic, flow patterns and major issues in the area around Mantri Mall, were carried out on different occasions (during weekday/weekend peak hours) by CiSTUP team members. Observations were noted and photo documented. [Refer Appendix I, pg 45]
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2. Road Network Characteristics: With the help of interns at CiSTUP, road network characteristics (such as the number of lanes, presence of medians, on-street parking and footpaths) were surveyed for major roads immediately around the Mall. [Refer Appendix II, pg 46] 3. Traffic Volume Counts: With the help of students from MES College, traffic volume counts were carried out at three junctions near the Mall (Figure 7).

Figure 7: Locations of Traffic Volume Counts

Based on discussions with the mall management and results of their in-house survey, it was clear that weekend evenings were the peak hour periods. As such, the traffic volume counts were carried out on two Saturdays 27th August and 10th September 2011, between 5:30 pm to 8:30 pm with 15 minutes intervals. The numbers of cycles, two-wheelers, autos, tempos/ LCV, cars, buses and trucks/ tractors passing through these junctions in each direction were counted. [Refer Appendix III, pg 47]

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ANALYSIS
Platform Road is a two-way with 2 lanes in each direction and Nagappa Road is a 3-lane one-way, which forks into 2 right-turning lanes onto Sampige and 2 left-turning lanes onto Platform Road. There are three bus stops at this junction (indicated by blue dots in the figure alongside) for buses moving in three different directions. Sampige Road is a 2-lane one-way (in the south to north direction), lined by a series of beautiful old trees on both sides that act as a natural divider between the main carriageway and service spaceNorth Figure 8: Road Network and Traffic Flows in Study Area PLATFORM ROAD NAGAPPA ROAD SAMPIGE ROAD MILL CORNER ROAD

cum-footpath on the edges. The service lane is not very wide (about 1.8m) and generally serves as spill-over space for pedestrians; occasionally used by two-wheelers or autos for overtaking, though they ultimately have to merge into traffic on the main carriageway. Mill Corner Road, used by many to approach/exit the area, is a narrow two-way road with 1 lane in each direction, ending at a constricted rail under-pass at the junction of 11th Main Road (indicated by a green dot in Figure 8).

Platform Road

Nagappa Road

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Platform-Nagappa-Sampige Road junction

Sampige Road just outside the mall entrance

Footpath, service space and tree line on Sampige Rd

Mill Corner-Sampige Road junction (left) & Rail Underpass

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Traffic Volumes As mentioned earlier, these roads carry local as well as heavy volumes of through traffic of heterogeneous nature (in terms of type, size and speeds). Results in Table 1 compares the existing PCU counts based on our survey with the threshold for tentative carrying capacities as per IRC Standards14 for each of the four roads, based on their particular characteristics. It is clear that currently all roads have crossed their provisional traffic carrying capacities and have oversaturated flows. Saturation values are particularly high for Nagappa, Sampige and Mill Corner Roads that currently carry traffic volumes close to or over double its capacity.
Table 1: Comparison and estimation % oversaturation flow on major roads in the study area

Road Name Platform Rd Nagappa Rd Sampige Rd

Traffic Flow Two Way One Way One Way

Existing peak hour PCU from survey 4640 4936 5690 3393

Tentative carrying capacities as per IRC Standards 3250* 2500 2400 1350*

% Oversaturation

42% 97% 137% 151%

Mill Corner Rd Two Way

* note: average taken between no frontage access and frontage access

Heavy volumes of mixed traffic on all roads

14

Reference: Geometric Design Standards for Urban Roads in Plains, IRC 86-1983, pg 7 [NOTE: The Indian Road Congress standards stipulated for urban roads date back a few decades. There is an urgent need for revising and updating these based on current contexts and theories.]

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Table 2 below presents the survey results for vehicle counts across Sampige Road (in front of the mall).
Table 2: Traffic volume counts across Sampige Road in front of Mantri Mall

TOTAL VEHICLES - ACROSS SAMPIGE ROAD (10th Sept 2011 Saturday 5:30 to 8:30pm) Cycles 39 0.5% 2-wheelers 3556 42.5% Autos 1787 21.5% Tempos/ LCV 172 2% Cars 2236 26.5% Buses 429 5% Mini Buses 83 1% Trucks 91 1% TOTAL 8354 100%

VEHICLES ENTERING/ EXITING MANTRI MALL (10th Sept 2011 Saturday 5:30 to 8:30pm) 411 / 467 11.5% of all 2-wheelers and 5% of total vehicles over a 3-hr period 667 / 669 29.8% of all cars and 8% of total vehicles over a 3-hr period

One can see that in terms of numbers, two-wheelers comprise about 42.5% of the total vehicles, followed by cars at 26.5%, autos at 21.5%, while buses constitute about 5%. In the survey period, Mantri Mall absorbed and parked 11.5% of all 2-wheelers and 29.8% of all cars across Sampige Road, which together amounts to 13% of total vehicles. However, from a general survey of visitors to the mall, we know that a good number of persons coming by two-wheelers, park on nearby streets either due to insufficient parking availability at the mall or to avoid paid parking fees (which is Rs 20/hr for 2W and Rs 30/hr for 4W).

Results of the bi-monthly traffic counts across Sampige Road carried out by the mall management between April 2010-July 2011 in the last week of every second month (Figure 10, Figure 11), reveal: Traffic volumes were highest during the festival/holiday seasons of October and December. Traffic loads were maximum over the weekends (Fri-Sat-Sun). Daily bus counts varied from a low of 2,218 to a high of 4,892, cars ranged from 8,947 to 29,744, and auto numbers from 10,052 to 24,055. However, average peak values (over the weekend), put buses in the range of 3,300-3,500 per day, 4W/cars in the range of 14,500-16,500 per day and autos in a similar range of 14,300-15,300 per day. While car and auto numbers showed a fairly consistent and distinct pattern, higher in the festival/holiday months and peaking over the weekend, bus numbers varied across the week and months with no clear pattern emerging.

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 Daily counts for four-wheelers (cars) entering and parked by Mantri Mall varied between 1,226 and 4,654. Vehicles into the mall over the weekend are close to double that on weekdays - with a mean average of 3,280 over Sat-Sun and 1,608 over Wed-Thu-Fri. On an average the mall parks about 8.1% of the total vehicles (counts include only buses, four-wheelers/cars and autos).

According to the monthly 'shopper feedback' in-house survey of the mall, the last few months have seen a drop in people commuting to the mall by personal vehicles (from 55% to 50%) and a (corresponding) increase in those traveling by bus (from 25% to 31%) (Figure 9)

Figure 9: Modes of Commute to Mall Source: Mantri Square Shopper Feedback March 2010 June 2011

This may be in part due to the growing traffic congestion, chaos and parking problems in the area leading to visitors making more informed, alternate choices, or improved bus service to the area, etc. Whatever the reasons, this is a positive trend and should be further supported.

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Figure 10: Bi-monthly Traffic Counts Across Sampige Road, April 2010-March 2011 Source: Mantri Mall Management NOTE: The figures are for whole days, and numbers between Wednesdays-Sundays have been considered here. The survey does not include 2wheelers and trucks.

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Figure 11: Bi-monthly Traffic Counts Across Sampige Road, April 2010-March 2011 Source: Mantri Mall Management NOTE: The figures are for whole days, and numbers between Wednesdays-Sundays have been considered here. The survey does not include 2-wheelers and trucks.

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The area also has very heavy volumes of pedestrian traffic, given the presence of multiple bus stops and numerous other office/commercial establishments, apart from the mall, which is a major pull factor. Throngs of pedestrians can be seen approaching the mall from all sides. Though survey results show that about 7% of visitors commute to the mall by walk only, all public transport (bus) and para-transit (auto/taxi) users, which form a significant 40% of all visitors, are also pedestrians as they approach the mall (Figure 9). A large number of two-wheeler users who park on nearby streets also walk up to the mall.

Pedestrian volumes in the area are high

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Traffic Flows The figure below shows the existing traffic flow patterns in the area - red arrows indicate traffic coming into the area and blue arrows, traffic going away from it. The orange arrows in the inset indicate the direction in which traffic gets backed up from the choke points.

5 4

3 2 1

Figure 12: Traffic Flows in Study Area

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Mantri Greens has one entry/exit on Sampige Road and one on Mill Corner Road. Mantri Square Mall is accessible only from Sampige Road, in terms of both pedestrian and vehicular access. It has one vehicular entry and one exit, both on Sampige Road, which is a busy one-way already carrying heavy volumes of traffic beyond its capacity. As such, all visitors, irrespective of where they are coming from, ultimately have to use either Nagappa or Platform Roads to approach the mall. A number of merge and conflict points have turned the stretch outside the mall into a huge bottleneck. (Figure 12, Figure 14) Traffic going towards 2nd Main Road cuts across the flow on Nagappa Road. (Point 1 in Figure 12). However, this is a relatively small amount.

Traffic from Sirur Park Road merges onto Nagappa Road close to the junction. Vehicles going towards Platform Road cut across the heavy flow of traffic coming down Nagappa Road and turning on Sampige Road. (Point 2 in Figure 12)

Lack of sufficient space at the bus stop on the traffic island, leads to a spillover of large numbers of waiting commuters onto the carriageway. The undisciplined stoppage and queuing of buses at the spot often takes up the entire lane and slows traffic down. (Point 3 in Figure 12)

Two traffic lanes each, from Nagappa Road and Platform Road merge into two lanes on Sampige Road, doubling traffic volumes on the stretch. The merging and cutting flows at the junction particularly due to mall-bound traffic pushing towards the left lane to gain entry disrupts and chokes the flow of traffic at the location. (Point 3 in Figure 12 ; Refer Figure 14)

Just ahead, vehicles wanting to get into the mall tend to cut across Sampige Road from the inner road opposite the mall entrance, bringing traffic to a standstill and adding to the chaos at the spot. This occurs despite the fact that it is not allowed. (Point 3 in Figure 12 ; Refer Figure 14)

Given the lack of proper drop-off/ pick-up zones and dedicated space for auto stands, cars and particularly autorickshaws, tend to stop along the edge of the tree line and cluster haphazardly near the mall's entry and exit points, occupying half the lane. This abrupt stopping of vehicles and unorganized parking of autos is a great friction factor, hindering traffic flow and adding to the congestion and chaos in the area. Occasionally when parking is full, visitors coming by cars and 2-wheelers can be seen stalled at the entry gate persuading or arguing with security guards. The problem with autos is especially severe. It is a common sight to see a bunch of indiscriminately parked autos at the entry and exit gates, and a cop continuously getting autos on the carriageway to move. It is clear that without an official stand, auto drivers would

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continue to stop and park their vehicles at will, wherever its most convenient for them to drop off and pick up passengers. (Points 4 & 5 in Figure 12) The merger of vehicles leaving the mall into the mass of flowing traffic has been another problem area, further clogging traffic flow near the exit gate. (Point 5 in Figure 12) Given the limited parking availability within the mall premises, a number of visitors coming by private vehicles, particularly two-wheeler users, tend to park on adjacent streets. Since this is presently unofficial and unorganized, it could become a nuisance to the neighbourhood. The narrow rail underpass (about 4.5m wide) at the junction of Mill Corner and 11th Main Road is also a bottleneck, choking traffic flow into and out of the area.

Figure 13: Merging and Cutting Flows at the Platform-Nagappa-Sampige Road Junction

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Insufficient space for waiting commuters at the bus stop on the traffic island

Vehicles cutting across Sampige Road to enter the mall

23

Vehicles exiting the mall to join traffic stream

Autos pile up outside the mall's entry and exit gates

Unorganised public parking on surrounding streets

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It is clear from the above study and observations that oversaturated flows and undisciplined traffic movement on roads around the mall have created a mess in the locality. This is inevitable in view of the poor, rather practically absent, traffic management measures employed. To address this situation, BBMP and Praja have proposed some solutions, which will be reviewed and assessed here.

ASSESSMENT OF ALTERNATE TRAFFIC MANAGEMENT OPTIONS AND SCHEMATIC ROAD DESIGN PROPOSALS
BBMP Proposal 'In an attempt to solve the traffic problems that plague Sampige Road near Mantri Square Mall, the BBMP proposed to
4

widen a 100 m stretch in front of the mall, from 45 to 60 ft by cutting down 36 huge, old trees; including reduction of the sidewalk space in the region. A stretch of Mill Corner Road is also to be widened from 2-lanes to seemingly 4-lanes. However, just widening the roads does not adequately address the merge issues and congestion points in the area (Figure 14). Also adding a lane does not require any trees to go as they do not contribute to the problem'.15

Figure 14: Stretches of Sampige and Mill Corner Roads Selected for Widening Source: Traffic Decongestion Plan, Mantri Square Mall, Malleshwaram; prepared by Praja

These trees are an intrinsic part of not only Malleswaram, but also Bangalore's historical heritage, identity and charm. Besides, their environmental, social and visual-aesthetic benefits are too great and obvious to be overemphasized. There is no valid reason for the trees to go. They should rather be retained for they serve as a beautiful natural buffer. The BBMP has however completed the demolition of compound walls along the stretch and property lines have been set back. The widening of Mill Corner Road is also underway. The capacity of the rail underpass at the junction of Mill Corner Road and 11th Main Road will have to be simultaneously augmented.
15

Traffic Decongestion Plan, Mantri Square Mall, Malleshwaram, pgs 1, 4, prepared by Praja

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Praja's Proposal Praja has prepared a 'Traffic Decongestion Plan' addressing traffic management issues near the mall, and suggesting both short term and long term solutions.16

Short Term Strategies In the short-term, they propose a solution for improved traffic management at the PlatformNagappa-Sampige Road junction, by creating a 'mall traffic lane' (Lanes 2 and 4 in Figure 15).

Figure 15: Short-term routing measure to decongest the trouble spots identified Source: Traffic Decongestion Plan, Mantri Square Mall, Malleshwaram; prepared by Praja Lane 1: Non-mall traffic towards Malleswaram Circle Lane 2: Mall traffic & non-mall traffic turning left on Mill Corner Road Lane 3: Traffic towards Majestic Lane 4: Mall traffic & traffic from Majestic towards Malleswaram Circle

Lane 1 accommodates non-mall traffic towards Malleshwaram Circle and also the existing bus stop as a bus bay lane with a merge back into Lane 1. This lane holds a constant stream of buses and non-mall traffic and so it is important to separate mall traffic to avoid crossovers and cutting flows. Mall traffic coming from Nagappa Road should be made to take Lane 2 to the left of the traffic island, and marked 'mall traffic only'. It can also take non-mall traffic headed left on Mill Corner

16

Traffic Decongestion Plan, Mantri Square Mall, Malleshwaram, pgs 5-6, prepared by Praja

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Road. Lane 2 is possible only if traffic arriving from Subedar Chatram and Link Roads is segregated properly ahead of time. Also, since the Sirur Park intersection is too close to the junction, traffic coming down this road and going towards the Mall or Majestic will inevitably have to cut across Lane 1 to get to Lane 2 and 3 on the left, completely disrupting the flow. So this exit to Nagappa Road must be closed and vehicles coming down Sirur Park Road should take Mill Corner Road to join Link Road. Lane 4 carries traffic coming from Majestic side and can be sub-divided into a 'mall traffic lane' on the left most edge, to get into the mall entrance. Lane 2 will merge into this lane on signal. Lane 4 and Lane 2 will have a traffic signal. Lanes 1 and 3 are free flowing without signals. It is recommended to physically separate Lanes 1 and 4 on Sampige Road upto Mill Corner junction so that there is no cutting across to the mall from people arriving on Lane 1 from Seshadripuram side and people stay in Lane 2. This barrier is indicated by an uninterrupted white line in Figure 15. In the medium-term, a new road that is planned towards South Western Railway end should be expedited and should contain additional entry/exits to the mall parking. Care should be taken to ensure that this road disperses traffic away from Sampige Road i.e. towards Majestic and Mill Corner/11th Main.

Assessment and Additional Suggestions People come to this area by many different modes walk, bus, auto/taxis, two-wheelers and cars and all need to be accommodated in a systematic manner. Given the huge numbers of people who arrive by bus and on foot, there is a dire need for proper bus shelters and pedestrian facilities; particularly if the use of public transport is to be further promoted. The extremely poor state of pedestrian infrastructure has to be improved and well-designed crossings and walkways that are convenient, universally accessible and safe have to be integrated into the road section design. Footpaths should be broad, continuous and of good-quality. Space for official auto stands, drop-off/pick-up zones and parking to be provided and notified.

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A separate 'mall traffic' lane with signal control as proposed by Praja, would be an effective way to systematize traffic flows and reduce conflict/crossovers near the junction, which has been one of the prime reasons for traffic congestion and chaos at the location. However, there are a couple of issues to consider in this scenario. Converting Lane 2 into a signalized lane for traffic going to the mall and left on Mill Corner Road would end up choking the left turning flow of traffic from Nagappa towards Platform Road, particularly since Lane 3 also accommodates a bus stop close to the junction. Survey figures reveal that peak hour PCU values for these flows are substantial17. Another concern at the Platform-Nagappa-Sampige Road junction is the location of a bus stop on a small, central traffic island. This is an undesirable situation, firstly, because it is difficult and risky for commuters to cross free-flowing traffic lanes to get to and from this spot in the center of the road. Moreover, at present the tall fencing all around makes it a dead, unusable space, while the crowd of waiting passengers spill over onto the road. As such, buses also stop haphazardly and further away, since the space is in no way sufficient for the great number of buses that stop here.18 This disrupts and blocks traffic flows near the junction. It is necessary to shift this bus stop to a suitable19 curbside location; possibly the best option being in the vicinity of 2nd cross beyond the Mill Corner Road junction on Sampige Road (Figure 16)
Figure 16: Suggested Location for Shifting Bus Stop

17

Peak hour PCU value is 2464 for left-turning traffic from Nagappa to Platform Road, with a bus number count of 171 (i.e. an average of 3 buses per minute) Refer Appendix III 18 Peak hour PCU values for right-turning traffic from Nagappa towards Sampige Road is 2472, with a bus number count of 135 (i.e. an average of 2 buses per minute) Refer Appendix III 19 A feasible location should be identified based on a bus user needs and road/traffic engineering assessment.

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It is suggested that the traffic island at the Platform-Nagappa-Sampige Road junction be reduced and re-engineered to create an additional lane to accommodate traffic going to the mall and left on Mill Corner Road. It should be separated from the two left turning lanes towards Platform Road by a divider (indicated by the solid black line in the figure). Banner signs with lane-wise directions should be installed at the junction (Figure 17). In addition, this should be converted into a signalized junction with zebra crossings for pedestrians, as free-left and right turns make it impossible for them to get across. Signalization at this junction would (in any case) become necessary in the near future, once the metro station and new development come up, attracting greater volumes of pedestrian and vehicular traffic to the area. It would be a good idea to synchronize this signal with the previous one (at the start of Platform Road) and the following one (at the junction of Mill Corner Road). With the introduction of signals at this junction, the existing bus stop on Platform Road may have to shift behind the traffic signal (Figure 17).

Figure 17: Suggested Traffic Management and Improvements around the Junction

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On signal, the mall and Srirampuram bound traffic will move to the left-most service lane on Sampige Road to gain entry into the mall, or continue straight and left at Mill Corner. This service lane should be divided from the rest of the carriageway by constructing a raised median along the tree line and extending it practically upto the junction in order to prevent crossovers and streamline flows. The median is indicated by a solid black line (near the top-left corner) in Figure 17.

Figure 18: Suggested Locations for Direction Signs

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However, traffic would need to be segregated before approaching the junction for this plan to be effective. Clear, bold and well-positioned direction signs would help separate the traffic streams ahead of time. Figure 18 above suggests locations where signs saying 'KEEP LEFT FOR MANTRI MALL & SRIRAMPURAM' should be installed. Though it is not allowed, vehicles come down the inner road opening onto Sampige Road right opposite the mall entrance and cut across to gain entry. This has to be prevented, and as discussed earlier in Praja's recommendations, the present traffic flow from Sirur Park Road onto Nagappa Road also needs to be stopped. Therefore, additional signs with a 'NO EXIT TO MANTRI MALL & NAGAPPA ROAD' are required at appropriate locations so people are alerted beforehand and continue to travel on Link Road to enter Nagappa Road. The additional peak hour PCU load on Link Road (a two-lane one way) would be approximately 440 PCU20. A 'RIGHT ONLY' sign should be put up at the junction of Nagappa and Sirur Park, 2nd Main Roads (
Figure 18). These traffic management measures should be strictly enforced and violators fined.

It is recommended that the widened stretch of road in front of the mall upto the junction of Mill Corner Road, be used as a buffer space between the main carriageway and adjoining development. The existing tree line already functions beautifully as a natural physical and visual separator. It is suggested that this space, which is roughly 6.5m in width, be divided into a sidewalk of about 1.5m (adjoining the mall's compound wall), followed by a 2m auto stand lane (starting at the mall's exit gate) and a 3m service/traffic lane. (Figure 19) The auto lane can accommodate both regular and pre-paid auto services. The recently introduced pre-paid auto counter outside the mall is a good initiative, given the arrogant behavior and rampant overcharging by auto drivers, particularly at malls across the city. It is a feature that will certainly be appreciated by visitors and help the mall retain their patronage.

The new pre-fixed fare auto stand outside mall

Unorganised street hawkers/vendors outside mall

20

Refer Appendix III

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Close to the mall's entry and exit gates, the auto lane can serve as a drop-off/pick-up zone of sorts. Since it is inevitable that street hawkers/vendors will crop up in the area outside the mall, it would be a good idea to explore the possibility of demarcating a regulated hawking zone to organize such informal activity. Though this may come with its own challenges initially, such efforts at streamlining and accommodating street hawkers/vendors in the design of public spaces, would only prove useful in the long run, and is in line with a more inclusive city planning/design policy.

Figure 19: Suggested Schematic Road Section Design

As mentioned above, the raised median should be built along the tree line as a physical barrier between the service lane and main carriageway and extended till an appropriate point close to the Nagappa Road junction. At the other end, the median should stop short of the Mill Corner Road

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junction to allow traffic wanting to join the straight flow up Sampige Road to do so. The service lane and median will help in easing the exit of vehicles from the mall and streamlining their merger into the traffic flow. The median will also prevent vehicles cutting across Sampige Road in front of the mall's entrance from the road opposite. The pedestrian signal for the left-turning flow on Mill Corner Road should be retained and synchronized with the traffic signal at the junction.

Service lane, auto stand, sidewalk and regulated hawking zone

Pedestrian crossings and walkways should be broad, continuous and of good quality

On the opposite edge of Sampige Road across the mall, at present there is a footpath of about 3m and a space of about 1.8m upto the tree line. The footpath can either be reduced very slightly to create a 2.5m service lane for traffic turning right at the Mill Corner Road junction, or be used for two-wheeler parking if feasible, or perhaps left the way it is for the time being. In the future, if the mall management decides to build a pedestrian over-bridge across Sampige Road connecting directly to the mall, then the sidewalk can be expanded across the entire space to accommodate the staircase and a lift facility for children, senior citizens and disabled persons.

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However, it is important to emphasize that a foot-over-bridge may not be required if good pedestrian walkways and crossings are provided at the two junctions on either side of the mall. It is best if pedestrian facilities are provided at-grade, and motorists simply have to respect that. This is an accepted norm in many parts of the world, where often pedestrians even have the right-ofway. It is certainly not too much to ask that people be able to walk comfortably and safely in our cities! It is essential to recognize from the unpopularity of numerous other pedestrian overbridges/subways in the city that pedestrians (rightfully) need to be provided the shortest, direct routes. Still, if a strong need for such a facility is felt, then it should be as a supplementary element, and not as a substitute for other fundamental pedestrian infrastructure improvements. At the same time, it is important that jaywalking is prohibited and people cultivate the habit of crossing at junctions/signals.

Another area requiring attention is the issue of parking on surrounding streets. While some of it is private, belonging to residences and commercial establishments in the area, much of it is also public parking, belonging to visitors to the area, especially the mall. We do know that a substantial number of two-wheeler users coming to the mall tend to park on nearby streets. It is recommended that parking in the area be organized by identifying stretches of road suitable for public parking and officially notifying them with clear signage indicating where it is allowed and not allowed. This needs to be monitored. Based on feasibility, the storm water/sewage drain cutting through the area (just south of the park) can be covered and used as additional space for two-wheeler parking. To start with this public parking facility can be free, in order to encourage the use of official parking space, but eventually (after 1-2 months) a nominal fee should be levied. As a policy, the city needs to move towards paid public parking both as a means to incentivize the use of public transport and to have private vehicle users pay what is rightfully due for their usage of space and infrastructure in the city. (Figure 20) Lastly, it is noted from the surveys that trucks also move along this corridor 21. In view of the oversaturated flows on these roads, it is advisable to prohibit truck movement on Sampige Road during peak hours.

21

Refer Appendix III

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Figure 20: Suggestions for Organised Official Public Parking on Surrounding Streets (left) ; Storm Water/Sewage Drain Cutting Through the Area (right)

Drain covered and used to create additional public parking

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BBMP's Proposal & Praja's Long-term Strategies

1. Dispersal Strategy: Measure the number of PCU's entering and leaving the mall during peak hours and the directions they are headed and make more entry and exits to disperse the traffic in different directions. The new road to take some traffic away from Sampige Road must be used to create these additional entry and exit points. 2. Mitigation Strategy: In the long run if an underpass is built at the mall entrance, mall-bound traffic can take Lane 1 on Nagappa Road, turn right onto Sirur Park Road and left through the dedicated underpass into the mall. This will free up Lane 3 in which case the mall management may want to build the entrance for their new buildings in such a way that they can put another box/overpass for Lane 2 directly into their new complex parking, leaving other traffic to continue uninterrupted. 3. Reduction Strategy: Provide information regarding parking availability at the mall in the form of LED display boards at locations like the Link Road - Nagappa Road intersection. This is important because for a 1.7 million sq. ft. mall there should be atleast 7000 parking slots provided. However, since it is hoped that limited parking would help reduce private vehicle use, information dissemination on parking availability is necessary for people to prepare. Real-time information can also be provided via internet and SMS. It would help prevent cars coming all the way to the mall to find out there is no parking space. Since mall traffic significantly affects non-mall traffic as well, traffic reduction strategies gain importance. Options such as bus/train ticket validation should be explored by mall authorities to encourage the use of public transport to commute to the mall. Bicycle stands should also be prominently provided to encourage cycling. This will only make the mall management and owner a better corporate citizen.

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Assessment and Additional Suggestions It is noted that BBMP approved plans for the metro station precinct and proposed

development includes a new road to be constructed looping behind the site along the railway line upto the Mill Corner 11th Main Road junction. Currently, Mill Corner Road is also being expanded to a 4-lane 2-way road. Praja's recommendation of using these roads to create additional entry and exits to the rear is a good one and should be explored to disperse traffic in different directions and ease Figure 21: BBMP-approved plan to build a new road looping the development at the rear (indicated in red) the load on Sampige Road. The capacity of the rail under-pass will also have to be appropriately augmented. In the future, Mantri Developers could invest in a dedicated underpass below Sampige Road leading directly to the mall's parking, which would free the lane at the junction to take traffic headed straight towards the metro station and new development. However, the need of an underor over-pass (as suggested in Praja's Mitigation Strategy above) should be assessed, and employed only if found necessary in the future. Till such time, the traffic can simply go across the signalized junction into the new complex. Praja's 'Reduction Strategy' of bus/metro ticket validation and information dissemination regarding parking availability is essential, and in fact should be a considered as a shortterm/immediate strategy. Real-time information can be displayed along with all the directional signs put up in the area, apart from the net and SMS.

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Concluding Remarks and Recommendations

The upcoming metro station and the proposed commercial/office and residential high-rise towers adjoining it, would naturally add more traffic and compound the situation further at this location. Any new developments/additions in the area, if not thoroughly thought-through, would most likely spell disaster and become a bane to the neighbourhood. It is therefore of utmost essence to address these issues and find sustainable solutions, both in the short and long term. The Bangalore Master Plan's recommendations for the Malleshwaram Planning District22 include among others, the following: Promote higher densities in a regulated way and allow commercial, offices and services by zoning Malleshwaram, Ranganathpura, Srirampuram and Kumara Park (West) as Transformation Areas and strengthen the Sub-Center in Malleshwaram. Promote development along Sampige Raod, Margosa Road, Sheshadripuram Main Road, Ramana Maharishi Road and Sankey Road by designating then as Development Streets. Develop the Raja Mills land through a Co-ordinated Planning Scheme as the industries are no longer functioning and the area is undergoing transformation. Implement traffic management and parking plans to reduce traffic and relieve congestion on Sampige and Margosa Roads. Moreover, there has been a (blanket) notification for changing the permissible built-up in the metro influence zone to a FAR of 4.23

Given these directions, it is reasonable to assume that the locality is going to further densify in time, with the smaller buildings being redeveloped into taller structures, and most likely commercial. However this begs the question - what are the implications in the given context??

22 23

Reference: Planning Districts Report, Revised Master Plan 2015, pgs 46-47 Reference:' The BMRCL has plans to encourage commercialization of the stations and the surrounding area, along the entire Metro corridor by proposing an increase of FAR (floor area ratio) from 1.75 to 4' from The Bangalore Metro for: ? Collaborative for the Advancement of the Study of Urbanism through Mixed Media, December 2007; http://casumm.files.wordpress.com/2008/02/metro-booklet-dec-2007-16-2-08.pdf

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It is important to recognize that the Master Plan level is too broad brush and removed from specific neighbourhood contexts, to be able to cogently define development/planning agendas and issues at that scale. This is just one of numerous case examples that help make a strong case for a tiered planning process, with 'Local Area Planning' being an integral part of it. A Local Area Plan would define development/planning agendas and area-specific regulations that are in tune with community vision and goals, local context, ground realities and pertinent issues of the particular neighbourhood. Clearly, public and other stakeholder participation and consultation are fundamental to this entire process. Only then can we move towards (sustainable and equitable) urban planning/design and city building processes, which are responsive to citizen needs and directly address quality of life and environmental issues in the city. As such, a city's planning processes need to be top-down and bottom-up simultaneously, with the lower tiers (Local Area) able to inform the upper tiers (Zonal/District or Master Plan level), and the upper tiers flexible enough to accommodate it.

An important issue for consideration at the neighbourhood/district level is the question of 'development thresholds' for the area, both in terms of nature and volumes. This is something that would differ for greenfield and brownfield contexts, and even within existing developed areas, the urban fabric, potential and constraints vary greatly from one to the other. However, recognition of this is crucial for maintaining the livability and environment of the neighbourhood. This is particularly relevant in the case of large-scale, large-impact projects (inserts) or redevelopment/densification proposals within the existing urban fabric. Though empirically identifying 'development thresholds' is no easy task, we know that socio-economic-environmental implications are important considerations, and the carrying capacity of available infrastructure facilities a key factor. It is therefore imperative that city planning/civic agencies review a Strategic Environmental Assessment, (of which EIA is a component)24 and Mitigation/ Management Plan, prior to approval of large-scale developments/projects in the city. These proposals have to be backed by well-planned supporting infrastructure, effective environmental and traffic management strategies.

24

http://en.wikipedia.org/wiki/Strategic_environmental_assessment ; Refer Appendix IV

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With the metro line between Yeshwantpur and Swastik slated to become operational within a year's time, construction is likely to get into full swing soon, disrupting the traffic situation at the location. Moreover, the upcoming metro station and proposed new developments would naturally add more traffic to the area and compound the situation further. Given that the scenario is going to change both during the construction stage and when fully functional, medium and long term traffic management measures will have to be sought (in the context of the larger integrated picture) and implemented. According to the Detailed Project Report of the Bangalore Metro (Phase I), 'the projected daily boarding at the Swastik Metro Station for 2021 is 74,177. In general, it has been assumed that 70% of passengers will come by walk at all integration stations. Of the vehicular feeder trips, 80% are performed by buses and the remaining by cars, two-wheelers and cycles. Private vehicle parking is provided only at stations where integration facilities are available. Mode-wise parking requirements at stations are based on station loads, and the total parking requirement for cycles, two-wheelers and cars at Swastik Metro Station is estimated to be 250 sq. m.'25 It is important that these assumptions and estimations are empirically tested and carefully considered 'Pedestrian and Vehicular Accessibility, Circulation and Parking Plans' prepared for the area by concerned agencies. In fact, taking a leaf out of the Delhi Master Plan, this should become a stipulated requirement for all metro station precincts in Bangalore. The station and any additional new development that comes up, is bound to attract scores of additional pedestrians, cyclists, feeder buses, autos, taxis, two-wheelers and cars. Modeintegration facilities such as good footpaths, cycle lanes, appropriately located bus stops and auto stands, drop-off/pick-up zones and parking for private vehicles have to be put in place. Though as a policy, the use of public/para-transit modes should be encouraged and supported over private vehicles, and parking facilities for two-wheelers and cars should be kept to a minimum.

Finally, it needs to be reiterated that major development decisions should be taken in consultation with the public, particularly affected citizens, who have to be given their due place, voice and respect as important stakeholders in their city-building processes. All plans have to be

25

Reference: DPR Bangalore Metro (PhaseI), DMRC Ltd. Rites Ltd. May 2003, pg 151, 153

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made available for public review (on physical as well as virtual platforms), where people can submit their comments, objections and suggestions.

This case is just one among numerous such emerging cases across the city. Though they may vary slightly in extent, similar issues and challenges are most likely to arise around the Brigade Gateway complex near Yeshwantpur or Phoenix Mall in Whitefield and along the Metro Corridors in the city, to name a few. It is observed that there are serious accessibility and circulation problems around certain TTMCs in the city26. How many such cases and experiences do we need to learn that without forethought, we will only remain in reactionary and damage control mode? How many such costly mistakes can the city bear, before it crumbles and takes us down with it? To use a refrain from an old song, 'the answer my friend, is blowing in the wind the answer is blowing in the wind'. But who is listening? It is not high time we caught the drift?!

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References: http://bangalore.citizenmatters.in/articles/view/3210-bmtc-new-ttmcs http://www.bangaloremirror.com/article/10/2010082620100826052316490e735cf13/No-one%E2%80%99s-parkingat-Jayanagar-TTMC.html http://www.dnaindia.com/bangalore/report_traffic-transit-centres-fail-to-serve-commuters-in-banglore_1567573

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Appendix I
DOCUMENTATION OF ON-SITE OBSERVATIONS
Vehicles cutting across Sampige Road from road opposite Mall entrance, hindering traffic flow and adding to the congestion/ jams. This should be stopped and only left entry on road should be allowed. A - NO ENTRY TO MALL, Rs 500 FINE FOR VIOLATORS - sign to be installed at road entrance and strictly enforced. Small space for 2-wheeler parking inside Mantri Mall (find out exactly accommodates how many?) at surface level. However, many coming to the Mall park on adjacent streets. Need to study impact/problems caused by this. Numerous people come to the mall by auto, bus and walk. There is a dire need for proper pedestrian facilities and auto stands. Heavy volumes of pedestrian traffic in the area, given the presence of multiple bus stops and other commercial establishments apart from the Mall which is a major pull factor. Throngs of pedestrians approaching the Mall from both Nagappa-Platform Road side and Mill Corner-Sampige Road side. It is imperative that the often absent and otherwise poor state of pedestrian facilities have to be improved well-designed (safe, universally accessible and comfortable) pedestrian walkways and crossings need to be integrated into the road-section design. Pedestrian at grade cross-walks (with ped signals) where necessary around Nagappa-Platform-Sampige Road Junction. The stopping of cars, and particularly autorickshaws, along the outer edge of the tree line and clustering near the Mall's entry and exit locations, is one of the greatest factors hindering the flow of traffic and adding to the congestion/ jams in the area. Proper drop-off/ pick-up points and queuing or parking space for autorickshaws need to be provided. Between the entry & exit points, space on the inside between the tree line and Mall wall should be used as buffer space (like a service road) and properly designed for this purpose - to accommodate pedestrians, autos, cars and moving traffic. Clogging at Mall entry and exit points, merging traffic particularly causing problems at exist point.

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Appendix II

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Appendix III
Traffic Volume Counts at Junctions - Location 1

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Traffic Volume Counts at Junctions - Location 2

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Traffic Volume Counts at Junctions - Location 3

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Appendix IV
An Environmental Impact Assessment is an assessment of all positive and negative impacts likely to arise from a land development or a certain size of construction project would have on the environment. EIA refers to all the factors that a project would have on the environment including population, traffic, schools, fire protection, endangered species, fauna and florae, archeological artifacts, community beauty, livelihood of local people, overall economy of the neighborhood, city, state and nations. The purpose of assessment is to ensure that the decision makers consider the ensuing environmental impacts when deciding whether to proceed with a project. The EIAs are laid out possible environmental outcomes. If the assessment finds not significant negative environmental impact of the project based on predefined threshold significance then the project could be approved. However, if the assessment points out significant impacts then the report may lay out mitigation measures to avoid or reduce the impact. Normally, environmental assessments are prepared by external professional agencies and are always prepared with in consultation with public or local community.

General Steps in EIA Identification of project characteristics Baseline data Prediction of Impacts Consultation and Public Participation Assessment of significance Mitigation Risk assessment

An EIA should contain: Review of existing status of environment Details of nature of proposed action - project Prediction of the status of future environment with and without action Methods to reduce negative impacts Environmental Impact statement

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Benefits of EIA Statutory compliance International financing agencies insist on it Identification of environmental risks - floods, earth quakes, land slides - early warning and

prevention of adverse activities Improved financial planning - future capital and operating costs associated with environmental

activities- avoid expense of damage control.

Usage of EIA Started about 40 years back in USA

(US National Environmental Policy Act 1969) Well established and mandatory in developed countries A Guideline in many developing countries (Used if external funding agencies demand it)

EIA in India Project with more than 50 crores of investment require it Railway projects, Defence projects excluded Depending on type of development and felt needs: 3 month rapid assessment 12 month full assessment

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