Traffic Impact Study of Kalasipalyam Traffic and Transit

Management Centre
Chetan C Patil Shilpa H S
Assistant Professor Assistant Professor
Department of Civil Engineering Department of Civil Engineering
AVN Institute of Engineering & Technology, AVN Institute of Engineering & Technology,
Hyderabad, Telangana Hyderabad, Telangana

Abstract—Any development causes severe changes in the traffic circulation pattern and flow on the surrounding roadway
traffic conditions in the adjoining areas of the proposed segments due to the increase in vehicular traffic.
development. Its effects have to be analyzed before the proposed
development is implemented to check its severity on traffic
conditions for public transport, private vehicles and pedestrians.
The goal of a traffic impact study is to assess the potential impact
of traffic generated by a proposed development or re-
development and to identify the road way improvements
required to ensure that the road network will operate safely and
efficiently upon completion of t he development. A TTMC is
proposed to develop at the existing Kalasipalyam bus stand, as
the existing road networks do not have sufficient width and
already congested the proposed development will definitely have
an impact on the existing roadway networks. To address this
impact the volume counts will be done and estimate the amount Fig 1. Location of the Project Site
of traffic to be generated by a development. The collected data
was analyzed to identify the Roadway Segments capacity and 1.1 Objectives of the Study:
Level of Service (LOS), based on the Indian Roads Congress  To review the existing traffic conditions of the study road
(IRC) standards sourced from Guidelines for Capacity of Urban
Roads in Plain Areas IRC 106-1990. Whereas, the delay and
networks.
queue lengths at the intersections are estimated using a micro  To estimate the potential traffic generation due to the
simulation based software and the required mitigation measures proposed development.
will be identified for the better traffic operation condition and
circulation in the study area under each scenario  To assess the future traffic situation in the surrounding
road network in terms of queue lengths and delays.
Keywords—Level of service, Capacity, Delay, Que Length )  To study the potential traffic impact of the proposed
development on the surrounding road network.
I. INTRODUCTION  To consider road improvement proposals, if required and
 To recommend various roadway improvements and
A Traffic and Transit Management centre (TTMC) is an
integrated transportation facility with adequate amenities to mitigation measures required to ensure safe and efficient
encourage the use of public transport by catering to the vehicular and pedestrian circulation in the study area upon
requirements of all user groups. It helps in promoting the use of the completion of project.
public transport through provision of park and ride facilities at
the bus terminal. BMTC planned 45 Traffic and Transit 1.2 Objectives of the Study:
Management centre’s (TTMCs) in and around Bangalore, out  To analyze the existing and future year operation
of which 10 have been already completed and operated. BMTC
conditions of the roadway segments and intersections
has initiated a project of development of bus terminus cum
commercial transport. The Bangalore Metropolitan Transport surrounding the project site.
Corporation has initiated a project of redevelopment of bus  Identify Traffic Impacts from the proposed
stand in Kalasipalayam. The site is located in central part of the development on the roadway segments and
city near the main market area of Bangalore, which makes the intersections in the study area.
site suitable for all types of commercial development. The map  Propose mitigation measures i.e. roadway
below presents the location of the project site with respect to improvements required to achieve acceptable
the city. The proposed development would include facilities operating conditions of the roadway segments and
like bus terminals, commercial and office spaces, parking junctions, and efficient circulation patterns in the
facility, etc. This change in land use from the bus stand to the study area.
TTMC would generate new bus schedules, private vehicles and  Suggest vehicles and pedestrian entry and exit to the
pedestrian traffic. The proposed development will impact the
TTMC to reduce vehicular and pedestrian conflicts.
 II. LITERATURE REVIEW the capacity of dual lane carriageway with both directions
(14mts) was exceeds by the volume travels at that junction.
2.1 JOSE REGIN F. REGIDOR AND RENE VAL R. Normally the capacity of two-lane both direction carriage way
TEODORO: is 3000 pcu’s/day (IRC 106:1990), but the study area results
Traffic Impact Assessment for Sustainable Traffic says that the peak hour vehicular traffic was 5000pcu’s. To
Management and Transportation Planning in Urban Areas measure the traffic volume counts manual method of count
Traffic impact assessment (TIA) is a powerful tool for was adopted.
engineers and planners to determine the possible effects of a
project on the transportation and traffic system. Often it is III. METHODOLOGY AND DATA COLLECTION
applied only to the direct impact area and countermeasures for The methodology adopted for the study is to identify
potential negative impacts are specific for the development. the project generated traffic volumes and its impact on the
This paper presents TIA as a useful tool for local roadway network surrounding the project site for existing,
governments, especially for managing traffic and in planning project opening Year 2016, and Cumulative Year 2021
their respective transportation systems. Two cases involving conditions.
projects that were required to undertake TIA are compared,
and results are examined in relation to the sustainability of 3.1 Flow Chart:
traffic management and transportation planning strategies in
Metro Manila and in other cities as well. The experiences
presented and discussed in this paper underline the need for
the government to take an active role in promoting TIA.

2.2 SUNIL KUMAR V AND J. RANJITHA:

Improvement of Traffic Operations in Congested Signalized
Intersections a Case Study in Bangalore City
Intersections are usually considered as the critical
points within the network and the evaluation of their
performance provides valuable understanding and useful
indication about the performance of the system. The capacity
of signalized intersection is of more significant because such
intersections often control the ability of the city streets to
accommodate traffic. In Bangalore city, most of the signalized
intersections are congested and operate in LOS E or F.The
objective of the present study is to improve the performance
operation of the signalized intersections by investigating the
proper alternatives to enhance the traffic capacity. To achieve
this objective, Bilekahalli signalized intersection in Bangalore
city, along the Bannerghatta road, were selected. The required
data for the study purpose like Road Inventories and Traffic
Volume Counts were collected using video cameras. The
results of this study revealed the selected traffic facility
currently undergoes serious degradation causing breakdown
conditions. Thus, urgent considerations must be given
regarding the upgrading in the LOS by suggesting many
alternatives.

2.3 SHYAM PRAKASH.K AND SAI SRAVAN.S

Traffic Impact Study at 3 Legged Intersections
A TIS generally includes a description of the scope
and intensity of the proposed project, a summary of the 3.2 Data Collection:
projected impacts and any required mitigation measures. The Data collection is done in the form of primary and
goal of a traffic impact study is to assess the potential impact secondary surveys where primary surveys like traffic volume
of traffic generated by a proposed development or re- counts, speed and delay, and pedestrian count survey, etc were
development and to identify the road way improvements carried out to obtain an idea of traffic scenario of the study
required to ensure that the road network will operate safely area. The secondary data collected from various agencies
and efficiently upon completion of the development. For the comprised of the existing land use patterns, bus route details
traffic impact study, a three legged intersection was chosen at from BMTC.
Durgaghat in Vijayawada, Andhra Pradesh and conducted a
traffic volume count. In this paper the observations shows that
 Table 3.1 Equivalent PCU Factors Total
Locati Peak Hour Traffic
Location
on No
In Vehicles
Equivalent PCU factors for Junctions
4 Albert Victor Road 10:00-11:00 3299
Vehicle Type Less than 5% 5% & above
composition in composition in Bangalore Medical
5 1035
traffic stream traffic stream College 8:00-9:00

6 KIMS Junction 10:00-11:00 2965

Standard Bus 2.2 3.7
Mini Bus 1.5 1.5 7 Basappa Circle 8448
10:15-11:15
Car/Jeep/Van 1 1
Two Wheelers 0.5 0.75 3.3 Speed and Delay study:
The floating car technique has been used for obtaining
Auto Rickshaw 1.2 2 data wherein the driver is instructed to follow the designated
Truck 2.2 3.7 route course, while maintaining the average speed of other
traffic and accompanied by trained members of the team who
MAV 4 5 record the travel time, and delay.
LCV 1.4 2 3.3.1 Study Corridors:
The study area was divided into 7 nodes and the
Tractors 4 5 survey was carried out between these nodes. The distances of
Cycles 0.4 0.5 the various road links were computed from scaled maps. The
survey vehicle had made specific runs between these nodes
Carts 2 3 during peak and off peak hours. The delay or the time lost
Cycle Rickshaw 1.5 2
during the travel period was noted down and the time, location
and cause of these delays are recorded by the observers in the
Source: IRC: 106-1990 moving car. The data obtained in the pre-structured survey
sheets were entered and checks on the range of values and
Table 3.2 Observed Daily Traffic Volume at Various validity of data was done before analysis
Intersections

Location Total Traffic

Location
No
In Vehicles

1 K.R Market 48268

2 Victoria Hospital 15752

3 Armugam Mudaliar Road 14183

4 Albert Victor Road 20352

5 Bangalore Medical College 6562

6 KIMS Junction 17992

Figure 3.1 Nodes Selected for Speed and Delay Study
7 Basappa Circle 41901 The delay or the time lost by traffic during the travel period
may be either due to fixed delays or operational delays. Fixed
Table 3.3 Observed Peak Hour Traffic Volume at Various delay occurs primarily at intersections due to traffic signals
Intersections and at level crossings. Operational delays are cause by the
Total interference of traffic movements, such as turning vehicles,
Locati Peak Hour Traffic pedestrians etc., and due to insufficient capacity and by
Location
on No accidents. Therefore the overall travel speed between the
In Vehicles
origin and destination points of travel is invariably lower than
1 K.R Market 10379
the desired running speed.
10:15-11:15 Speed and delay study has provided section wise estimate
of journey time, running time, delay. The results of the speed
2 Victoria Hospital 9:15-10:15 3810
and delay studies are useful in detecting the spots of
Armugam Mudaliar congestion, the causes and in arriving at suitable remedial
3 2463
Road 10:30-11:30 measures. It was observed that the K.R road between node 6
and 7 has the maximum delay and lower journey speed.
Table 3.4 Summary of Running Speed and Journey Speed
Avg
Avg Runni Avg
Fro To Time
Sl. Dist Delay ng Journey
m Nod without
No (Km) time(S Speed( Speed(km
Node e delay(S
ec) kmph) ph)
ec)
1 1 2 0.2 59 5 12.2 11.3
2 2 3 0.3 57 15 18.9 15.0
3 3 4 0.3 55 45 19.6 10.8
4 4 5 0.5 61 75 29.5 13.2
5 5 6 0.3 41 57 26.3 11.0
6 6 7 0.4 91 109 15.8 7.2
7 7 1 0.2 48 140 15.0 3.8 Figure 4.1 Existing Land Use Pattern and Major Trip
8 3 6 0.4 82 47 17.6 11.2 Attractors
9 6 5 0.3 40 58 27.0 11.0
10 5 4 0.5 68 90 26.5 11.4 4.3 Existing Bus Operation at Kalasipalyam
11 4 3 0.3 53 17 20.4 15.4
Vehicles Trips

BMTC 618 3320

IV. EXISTING CONDITION
4.1 Study Area: KSRTC 162 549
The proposed project consists of 4 acres 15 guntas area.
The existing land use includes a bus stand and office of the 472
Traffic officer and a temple. Currently all the private, KSRTC, Private Operators 118
and BMTC buses are using the bus stand.
The site is near the two markets Krishna Rajendra and Total 898 4341
Kalasipalyam it is suitable for all types of commercial
development. Because of these two main markets pedestrian 4.4 Existing Operation Conditions:
traffic is more. The site is around 2 Km away from the Existing operation conditions of the study roadway
Kempegowda (Majestic) Bus stand and Bangalore junction networks and intersections near the proposed project site were
railway station. From the Eastern side, the site is 2.5 km away evaluated with respect to the following to identify the
from Cubbon Park and major government offices like deficiencies with respect to vehicle and pedestrian traffic.
VidhanSoudha, VikasaSoudha and High court complex. The 1. Roadway segments -Volume to Capacity Ratio and
map below shows the study area. LOS
2. Intersections - Delay and Queue Length
4.2 Existing Land Use Pattern and Major Trip Attractors 3. Existing pedestrian facilities - Foot Path Connectivity
The land use within 0.5km radius includes public or and Pedestrian Crossings
semi public, commercial and also includes Bangalore Medical
College, Victoria Hospital to the west side,K.R Market to the 4.4.1 Level of service:
North side and Kalasipalyam market to the east side. The land
use within 1km radius includes commercial, public or semi
public and residential. There are several trip attractors in the
study area among those only major trip attractors which would V/C LOS Performance
attract large amount of traffic are shown in the figure below.
Major trip attractors are Kalasipalyam market, Krishna 0.0 - 0.2 A Excellent
Rajendra market, KIMS, Bangalore medical college, Vanivilas
hospital, Victoria hospital, & Government dental college. 0.2 - 0.4 B Above Average
Among these two main markets Kalasipalyam market and
Krishna Rajendra market will attract more traffic these two 0.4 - 0.6 C Average
markets come within 1km radius and attracting more trips
which will have an impact on the road networks around the 0.6 - 0.8 D Below Average
Kalasipalyam bus stand. Figure 4.2 shows the existing land
use surrounding the project site and major trip attractors 0.8 - 1.0 E Poor
within 0.5km and 1km radius of the project site.
1.0 - 1.2 F Very Poor
Level of Service A: Represents a condition of free flow. The Table 4.1 Operation Condition at the Study Intersections
general level of comfort and convenience provided to the road
user is excellent.
Level of Service B: Represents zone of stable flow, with the Existing condition
drivers still having reasonable freedom to select their desired Intersections Delay(Sec/V Throughp
speed. eh) Queue Length (m) ut(Vehicle
Level of Service C: The general level of comfort and s)
convenience declines noticeably at this level, average travel K.R Market
70 168 W-S 4486
speeds are about 50 percent of the average free flow speed. Bust Stop
Basappa
Level of Service D: Represents the limit of stable flow, with 166 205 W-N 2403
Circle
conditions approaching unstable flow.
KIMS 66 151 E-S 1848
Level of Service E: Represents operating conditions when
traffic volumes are at or close to the capacity level. BMC
24 77 E-S 2341
Intersection
Level of Service F: Represents zone of forced or break down Victoria
flow. The average travel speeds are between 25 percent and 33 Hospital 2 12 SW-SE 1904
percent of free flow speed. Intersection

All the road networks selected for the study are 4.6 Key Issues:
operating at an LOS D or better during existing peak hour  Many foot paths around the study area are discontinuous
conditions with the v/c ratio ranging from 0.54-0.8 except the and are not pedestrian friendly and many foot paths are
K.R road and Lalbag Fort road which is operating at an LOS E occupied by vendors hence pedestrians struggle to walk
with the v/c ratio ranging from 0.83-0.85, this shows that on such a narrow foot path.
during peak hour these roads are congested and there is more  Traffic blockage at junction 3 as this is unsignalized and
traffic blockage on this stretch compared to Albert Victor there is a conflict between the buses taking left turn while
road, and Kalasipalyam main road. The figure below shows exiting from the bus stand and the vehicles moving on the
the existing LOS conditions of the road networks. Kalasipalyam main road.
 Junction 7 is very much congested during peak hours and
large queue lengths due to buses taking right turn while
heading towards bus stand.
 No legal parking places around the bus stand hence
people will leave their vehicles beside the foot paths and
in front of the shops which will leave narrow lane for the
BMTC buses.

5 FUTURE OPERATING CONDITIONS

In Bangalore city the vehicle growth is in between 7%-
10% per annum so in this study a growth rate of 7% is used to
forecast the future year traffic volumes at the study roadway
segments and intersections. The future traffic projection was
Figure 4.2 Existing Operating LOS Conditions done for the year for year 2021 conditions.

5.6 Cumulative Year 2021- Level of Service

4.5 Existing Operation Conditions at the signalized The cumulative year traffic analysis was done for the year
Intersections: 2021 conditions, to identify impacts on the roadway networks
To evaluate the existing operation conditions, the delay and study intersections selected for the study.
and queue lengths at the study intersections are calculated.
The existing peak hour delay and queue lengths were 5.6.1 Roadway Segments:
computed for the following intersection. During the year 2021 all the roads will be operating at an
1. K.R Market. LOS F except Albert Victor road which would operate at LOS
2. Basappa Circle. E.
3. KIMS.
 Kalasipalyam main road, Lalbag fort road and K.R
4. BMC Junction.
road would operate at LOS F with v/c ratio between
5. Victoria Hospital Junction.
1.05-1.26.
 Albert Victor Road would operate at LOS E with v/c
ratio of 0.81.

The project would have a significant impact at the following

roadway segments.
  Among all the roads which would also operate at Table 5.2 Operating Condition 2021 with project
LOS F most significant impact can be seen on the
Kalasipalyam main road in South bound direction
between Lalbag fort road and Albert Victor road
where LOS changes from 1.09 to 1.11 after adding
project generated volume.
 The project would not have a impact on the
Kalasipalyam main road in North bound direction.
 The project would have a significant impact on
Lalbag fort road, K.R road and Kalasipalyam main
road in South bound direction since the addition of
project volume would increase the v/c ratio by 0.01.

Figure 5.3 Year 2021 Operating Condition (Without Project)

Figure 5.1 Year 2021 LOS Condition (Without Project)

Figure 5.2 Year 2021 LOS Condition (Without Project) Figure 5.3 Year 2021 Operating Condition (With Project)
Table 5.1 Operating Condition 2021 without project
6 MITIGATION MEASURES
Based on the analysis, mitigation measures were
proposed to improve the traffic operation conditions in the
study area. The mitigation measures were proposed to reduce
the overall delay, queue lengths and improve through put at
the study intersections and also to reduce the impact from the
project on the study roads.
The following are the mitigation measures proposed for the
study area.
1. Prohibiting two way movements on the Kalasipalyam
main road between Lalbag fort road and Albert
Victor road and make it one way in the south bound
direction.
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