CTTP 2011 PDF

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KARNATAKA URBAN INFRASTRUCTURE

DEVELOPMENT AND FINANCE CORPORATION
COMPREHENSIVE TRAFFIC AND

TRANSPORTATION PLAN FOR BANGALORE
OCTOBER 2007
RITES Ltd
(A Government of India Enterprise)
Comprehensive Traffic & Transportation Plan for Bangalore
Table of Contents
Comprehensive Traffic and Transportation Plan for Bangalore
TABLE OF CONTENTS
LIST OF TABLES
LIST OF FIGURES
LIST OF ABBREVIATIONS
EXECUTIVE SUMMARY
CHAPTER – 1 INTRODUCTION
1.1 GENERAL BACKGROUND

1.2 PHYSICAL CHARACTERISTICS
1.3 DEMOGRAPHIC AND SOCIO-ECONOMIC CHARACTERISTICS
1.4 TRANSPORT NETWORK
1.5 GROWTH OF MOTOR VEHICLES
1.6 THE BANGLORE METROPOLITAN REGION
1.7 URBAN LAND USE STRUCTURE FOR BMA
1.8 BANGALORE MYSORE INFRASTRUCTURE CORRIDOR AREA
PLANNING AUTHROITY (BMICAPA)
1.9 EARLIER STUDIES
1.10 NEED FOR THE COMPREHENSIVE TRAFIC AND TRANSPORTATION
PLAN
CHAPTER – 2 STUDY OBJECTIVES AND METHODOLOGY
2.1 STUDY GOALS

2.2 OBJECTIVES OF THE STUDY
2.3 SCOPE OF THE STUDY
2.4. STUDY METHODOLOGY
CHAPTER – 3 EXISTING TRAFFIC AND TRAVEL CHARACTERISTICS
3.1 INTRODUCTION
3.2 PRIMARY TRAFFIC AND TRAVEL SURVEYS
3.3 TRAFFIC ZONE DELINEATION
3.4 ZONAL POPULATION
3.5 TRAFFIC CHARACTERISTICS
3.6 SOCIO-ECONOMIC AND TRAVEL CHARACTERISTICS
RITES Ltd. Page 1 of 8

Table of Contents
3.7 PEDESTRIAN TRAFFIC CHARACTERISTICS

3.8 PARKING CHARACTERISTCS
3.9 SPEED & DELAY STUDY
3.10 PUBLIC TRANSPORT SURVEY
3.11 TRAFFIC MANAGEMENT
3.12 ROAD ACCIDENTS
3.13 PROBLEMS AND ISSUES
CHAPTER – 4 DEVELOPMENT
DEVELOPMENT OF OPERATIONAL TRAVEL DEMAND MODEL
4.1 INTRODUCTION
4.2 METHODOLOGY FOR MODEL DEVELOPMENT
4.3 TRIP GENERATION
4.4 TRIP ATTRACTION
4.5 BASE YEAR NETWORK DEVELOPMENT
4.6 GENERALIZED COST
4.7 CALIBRATION AND VALIDATION OF OBSERVED MODELS
4.8 CONCLUSIONS
CHAPTER – 5 STRATEGY FOR TRANSPORT DEVELOPMENT
5.1 NATIONAL URBAN TRANSPORT POLICY

5.2 GROUND REALITIES VS URBAN TRANSPORT POLICY
5.3 VISION
5.4 OBSERVATIONS
5.5 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT
CHAPTER – 6 FUTURE DEMAND ANALYSIS AND SYSTEM SELECTION
6.1 FUTURE GROWTH SCENARIO

6.2 DO MINIMUM SCENARIO
6.3 SCENARIO 2
6.4 SCENARIO 3
6.5 RECOMMENDED SCENARIO
6.6 SYSTEM SELECTION
6.7 SUGGESTED MASS TRANSPORT SYSTEMS FOR BANGALORE
CHAPTER
CHAPTER – 7 THE TRAFFIC AND TRANSPORTATION PLAN
7.1 COMPONENTS OF THE TRAFFIC AND TRANSPORTATION PLAN

7.2 MASS TRANSPORT SYSTEM

Table of Contents
7.3 THE METRO NETWORK SYSTEM

7.4 MONO RAIL / LIGHT RAPID TRANSIT SYSTEM (LRT)
7.5 COMMUTER RAIL SYSTEM (CRS)
7.6 BRT SYSTEM
7.7 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM
7.8 INTEGRATED MULTIMODAL TRNASIT CENTRES – CUM - INTERCITY
BUS TERMINALS
7.9 ROAD INFRASTRUCTURE
7.10 INTER-MODAL INTERCHANGES
7.11 NON- MOTORISED MODES
7.12 PARKING
7.13 FREIGHT MOVEMENT
7.14 DEMAND CONTROL
7.15 TRANSPORT SYSTEM MANAGEMENT - B-TRAC 2010
CHAPTER – 8 TRANSPORT INTEGRATION
8. 1 NEED
8.2 INTEGRATION OF MODES
8.3 FEEDER SERVICES
8.4 INTER-CHANGE FACILITIES
8.5 OPERATIONAL INTEGRATION
CHAPTER – 9 COST ESTIMATES, PHASING AND FINANCING PLAN
9.1 UNIT RATES

9.2 COST ESTIMATES OF PROPOSALS AND PHASING OF
IMPLEMENTATION
9.3 FINANCING PLAN
9.4 FUNDING OF INFRASTRUCTURE THROUGH DEVELOPMENT,
CONVERSION AND INFRASTRUCTURE DEVELOPMENT CHARGES
CHAPTER – 10 INSTITUTIONAL DEVELOPMENT
10.1 REGIONAL PLANNING

10.2 AGENCIES INVOLVED IN CIVIC WORKS
10.3 ROLE OF VARIOUS TRANSPORTATION AGENCIES
10.4. NEED FOR UNIFIED METROPOLITAN TRANSPORT AUTHORITY
10.5 DIRECTORATE OF URBAN LAND TRANSPORT
10.6 BANGALORE METROPOLITAN LAND TRANSPORT AUTHORITY
10.7 TRANSPORT PLANNING UNIT (TPU)
10.8 TRAFFIC ENGINEERING CELLS (TEC)

Table of Contents
LIST OF TABLES
Table 1.1 Growth of Population in Bangalore

Table 1.2 Distribution of Roads with Carriageway Widths in Bangalore
Table 1.3 Distribution of Roads with Available ROW in Bangalore
Table 1.4 Growth of Motor Vehicles in Bangalore (in lakh)
Table 1.5 Operational statistics of Bangalore Metropolitan Transport Corporation
Table 1.6 Bangalore Metropolitan Region
Table 1.7 BMRDA Townships Areas (Acres)
Table 1.8 Existing and Proposed Land Use for BMA
Table 1.9 Proposed Land Use of BMICAPA in BMA
Table 3.1 Traffic Volume at Mid-Block Locations

Table 3.2 Traffic Volume at Screenline Locations
Table 3.3 Daily Traffic Volume at Outer Cordon Survey Locations
Table 3.4 Area wise Sample size adopted for the HHI Survey
Table 3.5 Distribution of Households by Family Size
Table 3.6 Distribution of Trips by Purpose
Table 3.7 Distribution of Trips by Mode of Travel
Table 3.8 Distribution of Trip Length by Purpose of Travel
Table 3.9 Distribution of Trips by Mode & Trip Length
Table 3.10 Average Travel Cost by Purpose of Travel
Table 3.11 Per Capita Trip Rates by Purpose in BMA
Table 3.12 Volume of Pedestrian Traffic at Mid Block Locations
Table 3.13 Pedestrian Traffic Volume on Major Junctions
Table 3.14 Parking Characteristics at Selected Locations
Table 3.15 Speed & Delay Survey Routes
Table 3.16 Results of Speed & Delay Study
Table 3.17 Public Transport Survey on Some Bus Routes
Table 3.18 Trend in Modal Split in Bangalore Metropolitan Area
Table 3.19 Road Accident Scenario of Bangalore City
Table 4.1 Comparative Capability Statement of three Popular Transportation

Planning Software
Table 4.2 Average per Capita Income per Month of Persons Using Different Modes
Table 4.3 Value of Time – Mode wise, Purpose wise and Period wise
Table 4.4 Mileage by Various Cars
Table 4.5 Mileage by Various Two Wheelers
Table 4.6 Total Number of Vehicles and Trips Assigned
Table 4.7 Comparison of Observed and Assigned flows
Table 4.8 Calibrated Deterrence Functions for both Peak and Off Peak Periods

Table of Contents
Table 4.9 Comparison of Total Trips by Purpose, Mode and Time Period
Table 4.10 Comparison of Modal Split by Purpose and Time Period
Table 6.1 Expected Modal Split – Do Minimum Scenario (Scenario –I)

Table 6.2 Expected Modal Split –Scenario 2
Table
Table 6.4 Proposed Capacity of Various Modes for Bangalore
Table 6.5 Public Transport System Selection
Table 7.1 Phase-1 Metro Corridors

Table 7.2 Extension of Metro Corridors
Table 7.3 Mono-Rail/LRT Corridors
Table 7.4 Commuter Rail Corridors
Table 7.5 Bus Rapid Transit (BRT) Corridors
Table 7.6 Proposed Improvements in the City Bus System
Table 7.7 Functional Hierarchy of Roads
Table 7.8 Outer Ring Road Re-alignment
Table 7.9 New Roads and links
Table 7.10 Road Improvements
Table 7.11 List of Proposed Grade Separators
Table 7.12 Sky Walks / Sub-Ways
Table 7.13 Proposed Parking Sites
Table 9.1 Unit Rates

Table 9.2 Cost Estimates of Proposed Mass Transport Corridors
Table 9.3 Cost Estimates for Proposed Improvement in City Bus System
Table 9.4 Cost Estimates for Proposed Road Infrastructure Development Plan
Table 9.5 Cost Estimates for Proposed Grade Separators
Table 9.6 Cost Estimates for Proposed Pedestrian Facilities
Table 9.7 Cost Estimates for Proposed Parking Facilities
Table 9.8 Cost Estimates for Proposed Integrated Freight Complexes
Table 9.9 Cost Estimates for Transport System Management Measures (B-TRAC)
Table 9.10 Summary of Cost Estimates for the Entire T&T Plan (2007 prices)
Table 9.11 Implementing Agencies for Various Projects
Table 9.12 Expected Recoverable Charges through Development of External Areas as
per Master / Zonal Plans 2015
Table 10.1 Existing Institutional Arrangement for Transport in Bangalore

Table of Contents
LIST OF FIGURES
Figure 1.1 Physical Growth of Bangalore during the Last Five Centuries
Figure 1.2 Major Activity Centres along with the Transport Network in Bangalore
Figure 1.3 Carriageway Widths of the Roads
Figure 1.4 Grid Routes of BMTC
Figure 1.5 Areas within the Bangalore Metropolitan Region
Figure 1.6 Spatial Distribution of Existing Land Use
Figure 1.7 Proposed Land Use for the Bangalore Metropolitan Area
Figure 1.8 Planning Districts in the Bangalore Metropolitan Region
Figure: 2.1
2.1 Methodology for Preparing Comprehensive Traffic and Transportation
Plan for Bangalore
Figure 3.1 Traffic Zone Boundaries in BMP, outside BMP but within BMA areas
Figure 3.2 Locations of Volume Count Surveys (Midblock, Screenline and Outer
Cordon)
Figure 3.3 Traffic Composition at Typical Mid Block/Screenline Locations
Figure 3.4 Hourly Traffic Variation for Typical Locations
Figure 3.5 Traffic Desire for Through Traffic
Figure 3.6 Distribution of Households by Income Range
Figure 3.7 Trips by Purpose
Figure 3.8 Modal Split with Walk Trips
Figure 3.9 Trip Length by Purpose
Figure 3.10 Pedestrian, Parking and Terminal Survey Locations
Figure 3.11 One Way Streets
Figure 4.1 Methodology for Model Development

Figure 4.2 Base Road Network
Figure 4.3 Road Node and Centroid and their Connectors
Figure 4.4 Process of Trip Distribution and Modal Split
Figure 4.5(a) Comparison of trip cost distribution – Work Trips
Figure 4.5(b) Comparison of trip cost distribution – Education Trips
Figure 4.5(c) Comparison of trip cost distribution – Others Trips
Figure 5.1 Vision for Transportation and Associated Actions

Figure 5.2 Integrated Landuse Transport Strategy for Bangalore

Table of Contents
Figure 6.1 Desireline Diagram for Private Vehicles for 2025 (Do Minimum)
Figure 6.2 Peak Hour Traffic Assignment on Road Network (Do minimum)
Figure 6.3 Peak Hour Peak Direction Trips (PHPDT) on Mass Transport Network
(Scenario 2)
Figure 6.4 Peak Hour Traffic Assignments on the Road Network for 2025 (Scenario 2)
Figure
Figure 6.5 Desireline Diagram for Private Vehicles for 2025 (Scenario 3)
Figure 6.6 Peak Hour Peak Direction Trips (PHPDT) on Mass Transport Network
(Scenario 3)
Figure 6.7 Peak Hour Traffic Assignment on Road Network for 2025 (Scenario 3)
Figure 6.8 Typical Cross-Sections of Road with BRT System – Mid Section (Minimum
ROW – 28 m)
Figure 6.9 Typical Cross-Sections of Road with Elevated LRT and Monorail
Figure 7.1 Mass Transport Corridors

Figure 7.2 TTMCs and Parking Facilities
Figure 7.3 Proposed Road Cross Sections
Figure 7.4 Road Proposals and IFCs
Figure 7.5 Pedestrian Facility Proposals
Figure 7.6 Pedestrian Zones A and B
Figure 10.1 Unified Metropolitan Transport Authority

Table of Contents
LIST OF ABBREVIATIONS
AMP Automated Mechanical Parking

ATC Area Traffic Control
BBMP Bruhat Bangalore Mahanagara Palike
BDA Bangalore Development Authority
BIAPPA Bangalore International Airport Planning Authority
BMA Bangalore Metropolitan Area
BMICAPA Bangalore Mysore Infrastructure Corridor Area Planning Authority
BMRCL Bangalore Metro Rail Corporation Limited
BMRDA Bangalore Metropolitan Region Development Authority
BMTC Bangalore Metropolitan Transport Corporation
BRTS Bus Rapid Transit System
B-TRAC Bangalore Traffic Regulation and Control
CBD Central Business District
CMP Conventional Multi-storey Parking
CRR Core Ring Road
CRS Commuter Rail System
GPS Geographical Positioning System
HCV Heavy Commercial Vehicle
IFC Integrated Freight Complex
ITS Intelligent Transport System
IVRS Interactive Voice Recording System
KSPCB Karnataka State Pollution Control Board
KSRTC Karnataka State Road Transport Corporation
KUIDFC Karnataka Urban Infrastructure Development and Finance Corporation
LCV Light Commercial Vehicle
MCV Medium Commercial Vehicle
NHAI National Highways Authority of India
NICE Nandi Infrastructure Corridor Enterprise
ORR Outer Ring Road
PCU Passenger Car Unit
PHPDT Peak Hour Peak Direction Traffic
PIS Passenger Information System
PRR Peripheral Ring Road
ROB Road over Bridge
RUB Road under Bridge
T&CP Town & Country Planning
TTMC Traffic &Transit Management System
VMS Variable Messaging Signs

Chapter 1 - Introduction
CHAPTER – 1
INTRODUCTION
1.1 GENERAL BACKGROUND
1.1.1 Bangalore is the fifth largest metropolis (6.5 m in 2004) in India and is one of the
fastest growing cities in Asia. It is also the capital of State of Karnataka. The name
Bangalore is an anglicised version of the city's name in the Kannada language,
Bengaluru. It is globally recognized as IT capital of India and also as a well
developed industrial city.
1.1.2 Bangalore city was built in 1537 by Kempegowda. During the British Raj,
Bangalore developed as a centre for colonial rule in South India. The
establishment of the Bangalore Cantonment brought in large numbers of migrant
Tamil Nadu and Andhra Pradesh and North Indian workers for developing and
maintaining the infrastructure of the cantonment. New extensions were added to
the old town by creating Chamarajpet, Seshadripuram, Nagasandra, Yediyur,
Basavanagudi, Malleswaram, Kalasipalyam and Gandhinagar upto 1931. During
the post independence period Kumara Park and Jayanagar came into existence.
The cantonment area covers nearly dozen revenue villages, which included
Binnamangala, Domlur, Neelasandra and Ulsoor to name a few. In 1960, at
Binnamangala, new extension named Indiranagar was created. The defence
establishments and residential complexes are in part of the core area. It is a
radial pattern city growing in all directions. The Bangalore city which was 28.85
sq. Km. in 1901 increased to 174.7 sqkm in 1971 to 272 sqkm in 1986 and
presently it has expanded to nearly 437 sqkm. Figure 1.1 shows the physical
growth of Bangalore during the last five centuries. This indicates that the city has
a long history and the transport system has grown organically with its inherent
problems to meet the requirements of changing times.
1.1.3 The city which was originally developed as a Garden City has slowly transformed
into an industrial and software hub of India. The establishment of the Silicon Park
on the outskirts of the city has converted the city and its surroundings into
Silicon Valley of the country. It has also caused an urban sprawl around, to some
extent lop sided towards south and east. It has become a commercial,
administrative and military centre for the region because of its salubrious climate
and cosmopolitan nature of people. It is also known as pensioner’s paradise with
well developed residential areas, roads with well grown trees, good commercial
establishments, shopping malls etc. Despite such growth it is trying to maintain
its character of garden city.

Figure 1.1 Physical Growth of Bangalore during the Last Five Centuries

1.2 PHYSICAL CHARACTERISTICS
1.2.1 Bangalore is located in the south east of Karnataka. It is located in the heart of
the Mysore Plateau at an average elevation of 920 m (3,018 feet) above mean sea
level. It is positioned at 12.97° N 77.56° E. Bangalore District borders with Kolar
District in the northeast, Tumkur District in the northwest, Mandya District in the
southwest, Chamarajanagar District in the south and the neighbouring state of
Tamil Nadu in the southeast.
1.2.2 The topography of Bangalore can be classified as a plateau, with a central ridge
running NNE-SSW and land sloping gently on either side and longitudinally. The
highest point is Doddabettahalli, which is 962 m and lies on this ridge. The roads
generally have gentle to medium gradients. No major rivers run through the city,
but the Arkavathi and South Pennar cross paths at the Nandi Hills, 60 km to the
north. River Vrishabhavathi, a minor tributary of Arkavathi, originates within the
city at Basavanagudi and flows through the city. Bangalore has a number of fresh
water lakes and water tanks, the largest of which are Madiwala Tank, Hebbal
Lake, Ulsoor Lake and Sankey Tank. The soil is predominantly of red soil
interspersed with rock helping quicker drainage.
1.2.3 Due to its elevation, Bangalore enjoys a pleasant and equable climate throughout
the year. The highest temperature recorded is 41°C and the lowest is 7.8°C.
Winter temperatures rarely drop below 12°C and summer temperatures seldom
exceed 38°C. Monsoons commence sometime around mid April. The wettest
months are August, September and October, in that order. The summer heat is
moderated by fairly frequent thunderstorms. Bangalore, receives both incoming
and outgoing monsoons because of its geographic location. The city receives
rainfall of about 860mm from the North-East and South-West monsoons.
1.3 DEMOGRAPHIC AND SOCIO-

SOCIO-ECONOMIC CHARACTERISTICS
1.3.1 Population of Bangalore has been growing @ over 3% per annum since
independence as shown in Table 1.1
1 1. The city, which had a population of 1.6
lakh in 1901 reached nearly 61 lakh in 2001. With a decadal growth rate of 49%,
Bangalore was one of the fastest-growing indian metropolis for the decade 1991–
2001. It has an average density of about147.97 people/hectare. Currently the
Bangalore Metropolitan Area (BMA) is estimated to have population of about 70
lakh and is expected to be 80 lakh by 2011 and 88.40 lakh by 2015 as per Master
Plan, 2015. By 2025, population of BMA is expected to be 122.52 lakh as
indicated in Table 1.1.
1.1

Table 1.1 Growth of Population in Bangalore
Population
YEAR Decadal Growth (%) Annual Growth
(lakh)
1901 1.63 -9.58 -1.00%
1911 1.89 16.18 1.51%
1921 2.40 26.69 2.39%
1931 3.10 29.05 2.58%
1941 4.11 32.66 2.87%
1951 7.86 91.34 6.70%
1961 12.07 53.49 4.38%
1971 16.64 37.88 3.26%
1981 29.22 75.56 5.79%
1991 41.30 41.36 3.52%
2001 61.70* 49.39 4.10%
2011 80.15* 29.90 2.65%
2015 88.00*
2025 122.52** 3.07%
( * -Revised Master Plan, 2015 for BMA, ** -projected for BMA)
1.3.2 Bangalore has the second highest literacy rate (83%) for an Indian metropolis, after
Mumbai. The city's workforce structure is predominantly non-agrarian, with only
6% of Bangalore's workforce being engaged in agriculture-related activities.
Roughly 10% of Bangalore's population lives in slums - a relatively low proportion
when compared to other cities in the developing world.
1.3.3 Bangalore's Rs. 26000 crore economy makes it a major economic centre in India.
Indeed, Bangalore is India's fourth largest and fastest growing market.
Bangalore's per capita income of Rs.49,000 is one of the highest for any Indian
city. The city is the third largest hub for high net worth individuals after Mumbai
and Delhi.
1.3.4 In the 1940s industrial visionaries such as Sir Mirza Ismail and Sir
Mokshagundam Visvesvaraya played an important role in the development of
Bangalore's strong manufacturing and industrial base. Bangalore is headquarters
to several public manufacturing heavy industries such as Hindustan Aeronautics
Limited (HAL), National Aerospace Laboratories (NAL), Bharat Heavy Electricals
Limited (BHEL), Bharat Electronics Limited, Bharat Earth Movers Limited (BEML)
and Hindustan Machine Tools (HMT). In 1972 the Indian Space Research
Organisation (ISRO) was established under the Department of Space and
headquartered in the city. Globalisation has seen the city’s potential to grow as
an IT capital of the country so much so that foreign visitors to the country
including many Heads of Governments make it appoint to visit the city during
their visit to the country. Bangalore is also called the "Silicon Valley of India"
because of the large number of Information Technology companies located in the

city which contribute 38% of India's IT and software export market. As

headquarters to many IT companies, Bangalore's place in the global IT map is
prominent. Bangalore's IT industry is divided into three main clusters — Software
Technology Parks of India, Bangalore (STPI); International Technology Park
Bangalore (ITPB), formerly International Technology Park Ltd. (ITPL); and
Electronics City. Infosys and Wipro, India's largest software companies, have big
campuses in Electronics City. If the growth of Information Technology has
presented the city with unique challenges, Biotechnology has now become
another rapidly expanding field in the city. Bangalore accounts for 47% or 127 of
the approximately 265 biotechnology companies in India. The Bangalore Stock
Exchange is the largest in South India. Figure 1.2 shows the major activity centres
along with the transport network in Bangalore.
1.3.5 With the growth of population and industries, the number of educational
institutions has also grown up in the city and BMA. Numerous educational
institutions up to High School and Colleges have come up in almost all the
developing residential localities and extensions. Most of the institutions for
higher learning like engineering colleges and medical colleges are located on the
outskirts of Bangalore Corporation area. There are a few institutions of higher
learning and special requirements like Government Educational Institutions are
spread all over the city. Bangalore also has internationally acclaimed educational
institutions like Indian Institute of Management (IIM), National Law College (NLC)
and Indian Institute of Science (IISc).
1.3.6 In the planned growth over the last 2 decades, the primary and secondary
educational institutions have been provided in each of the residential locality and
to this extent the educational requirement of the younger people is satisfied by
and large locally. It is for the higher and selective learning, that the people have
to make longer trips requiring vehicular journeys.
1.4 TRANSPORT NETWORK

NETWORK
1.4.1 Road Network Characteristics

Bangalore is endowed with a radial pattern of road network converging in the
core area of the city. The total road network of the city is about 4000 km of
which arterial/sub-arterial roads account for about 350 km. The road network is
shown in Figure 1.2.
1.2 The road network in the central parts of the city has
developed organically over the last few centuries and has inadequate right-of-
way. There is also a ring road (Outer Ring Road of about 62 km) which cuts
across the various radial roads. An intermediate ring road has been constructed
in fragments e.g. at south-east between Koramangala and Airport Road. The
National Highways which pass through Bangalore include:

Figure 1.2 Major Activity Centres along with the Transport Network in Bangalore

• NH – 4 connecting to Pune and Chennai

• NH – 7 connecting to Varanasi and Capecamorin
• NH – 209 connecting Dindigul / Pollachi
The following are the State Highways in Bangalore:
• SH – 17 connecting Mysore & Gundlupet

• SH – 17E connecting T G Halli
• SH – 19 connecting Hindupur via Yelahanka and Doddaballapur
• SH – 86 connecting Mysore via Kanakapura
Mostly the road network is underdeveloped in terms of size, structure, continuity

and connectivity. Nearly 82% of the total existing road network of 1763 km
(taken for travel demand modeling purposes) is with 2-lane carriageway as shown
in Table 1.2.
1.2 Length of roads with carriageway of 4 lanes and above is only 290
km. The roads indicating carriageway widths are shown in Figure 1.3.
1.3 Thus most
of the roads have inadequate carriageway widths to cater to growing traffic at an
acceptable level of service. Most of the roads in the city are also used for on-
street parking facility which even reduces the effective carriageway width
available for traffic. Most of the major roads in Bangalore have V/C ratios > 1.0
indicating high congestion, low speeds and high delays. The intersections are
also spaced quite closely which further increases the problem of traffic. Many of
the intersections in core area are with 5 legs. This adds to traffic delays.
Table 1.2 Distributions of Roads with Carriageway Widths in Bangalore
Type of Road Length (Km) %

Two Lane Undivided One Way 62.3 3.53
Two Lane Undivided Two Way 1379.2 78.21
Three Lane 31.6 1.79
Four Lane Undivided One Way 10.3 0.59
Four Lane Undivided Two Way 49.7 2.82
Four Lane Divided Two Way 198.5 11.25
Six Lane Divided 31.4 1.78
Six Lane Undivided One Way 0.5 0.03
Total 1763.5
1763.5 100.00
The available right–of-way of major roads are generally inadequate to allow for
their major widening as given in Table 1.3.
1.3 This is a major issue in augmenting
the capacity of transport system in Bangalore. This indicates public transport
system will have to play a very major role in satisfying the mobility requirements
of people of Bangalore as they are the most economic users of the road space.

Figure 1.3 Carriageway Widths of the Roads

Table
Table 1.3 Distribution of Roads with available ROW in Bangalore
Road ROW (m) Length of Major Roads (%)

Less than 20 40.7
20-30 40.0
More than 30 19.3
Total 100.0
100.0
1.4.2 Rail Network

Bangalore is served by 5 radial rail corridors (shown in Figure 1.2),
1.2 which are
listed below.
• B.G. line from Chennai on east

• B.G. line from Mumbai-Pune on north-west
• B.G. line from Guntakal on the north
• B.G. line from Salem / Trivandrum from east
• B.G. line from Mysore from south-west
Though at present these rail corridors serve only intercity traffic, a small number
of conventional short distance passenger trains are run in morning and evening
hours to nearby (satellite) towns like Tumkur, Chikballapur, Bangarapet, Hosur
and Mandya to serve the commuters. Its layout is conducive to convert them as
“Commuter Rail System” (CRS), to provide viable commuter services to suburbs
and also some nodes in the Bangalore.
1.4.3 Airport
The Bangalore Airport located about 11 km from city centre towards the east of
the city and adjacent to the Hidusthan Aircrafts Ltd (location of Airport in shown
in Figure 1.2),
1.2 was opened to passenger traffic in 1947. Direct flights from
Bangalore fly to destinations in Asia, the Middle East and Europe. The
liberalisation of India's economic policies has led to increase in the number of
domestic carriers within India, with several carriers such as Indian, SpiceJet,
Kingfisher Airlines, Jet Airways, Air Deccan, Paramount and Go Air servicing the
city. Unlike most airports in the country which are controlled by the Airports
Authority of India, the quasi government-owned Hindustan Aeronautics Limited
owns and operates Bangalore's HAL Airport. This airport at present serves both
domestic and international passengers. Due to its limited capacity and shorter
runway, it has not been able to satisfy the growing demand for air traffic. A new
international airport (catering to both domestic and international passengers) is
being constructed at Devanahalli and is expected to become operational in early
2008. As part of its planning there are proposals to provide a dedicated rail line
and an expressway connecting the city to the airport.

1.5 GROWTH OF MOTOR VEHICLES
1.5.1 Vehicle Growth and Composition

The vehicle population in all cities in India started growing rapidly since later part
of 1980s. Bangalore is no exception. It has always had a reputation of having
more two wheeler users. The liberalization policy of the country made availability
of not only vehicles but also loans for buying vehicles. With the rapid growth of IT
sector in Bangalore, the affordability of larger segment of employees increased
for ownership of vehicles, more specially two wheelers. Coupled with inadequacy
of comfortable and convenient public transport gave an impetus to more and
more commuters shifting to cars and two wheelers for their commuting in
Bangalore. Growth of motor vehicles is shown in Table 1.4.
1.4 The number of
registered motor vehicles has crossed 2.5 million and is growing at a rate of over
12% per annum. The two wheelers, which constitute about 72% of the total
registered vehicles, are growing at a rate of about 13% per annum. Lately, cars
have been growing even faster than two wheelers. Vehicle ownership has grown
from 58 to 365 per 1000 population from 1981 to 2006. The trend is likely to
continue. This will result in higher use of personalised modes of transport
particularly cars unless extensive and convenient public transport system is
provided.
Table 1.4 Growth of Motor Vehicles in Bangalore (in lakh)
Year 2-Wheelers M/Cars A/R, Cabs Others Total

1980 0.97 0.30 0.10 0.31 1.68
1985 1.89 0.47 0.11 0.30 2.77
1990 4.01 0.71 0.15 1.41 6.28
1995 5.94 1.07 0.34 0.62 7.97
1996 6.69 1.21 0.39 0.71 9.00
1997 7.58 1.38 0.47 0.80 10.23
1998 8.39 1.52 0.54 0.84 11.29
1999 9.10 1.64 0.55 0.94 12.23
2000 9.94 1.84 0.58 1.01 13.37
2001 10.92 2.07 0.62 1.12 14.73
2002 11.83 2.26 0.64 1.23 15.96
2003 13.23 2.53 0.69 1.37 17.83
2004 14.44 2.77 0.76 1.53 19.50
2005 16.71 3.51 0.81 1.69 22.72
2006 18.96 4.06 0.82 1.73 25.57
Source: Bangalore Traffic Police Web Site and RTO, Bangalore

1.5.2 Intermediate Public Transport

Autorickshaws (popularly known as autos) and taxis are the IPT facility available
in Bangalore. Autos are the popular form of transport and can be called common
man’s taxi in Indian cities and towns. It is a hybrid three wheel, three-seater (in
addition to driver) low floor vehicle, which is easily maneuverable and at the same
time provides a fast service. Priced much lower than a car, majority of autos are
owned by the driver himself. Apart from thee autos, regular small cars (Maruti
Omni vans and Indica diesel cars) as taxis are provided by several operators
commonly referred to as City Taxis or call Taxis. The number of autos and call
taxis registered in Bangalore is about 82000 and they are growing at the rate of
5-6 % p.a. The autos are used more for education and other trips and to a large
extent by the visitors to the city. The drivers tend to take advantage of the
vehicle’s size and maneuverability and criss cross in traffic contributing a lot to
accidents and traffic indiscipline and delays to overall traffic flow.
1.5.3 Public Transportation

Transportation System
Buses are the predominant public transport system in all Indian cities except
Mumbai. While four other metropolises Mumbai, Kolkata, Chennai, Delhi and even
Hyderabad have one or more forms of rail transport systems to cater to varying
extents for commuters, Bangalore has only bus as its public transport system.
The city has one of the better run city bus transport systems in the country. It is
operated in the Public Sector by Bangalore Metropolitan Transport Corporation
(BMTC), a wholly owned company of the State Government. BMTC at present
operates services on 1726 routes by utilizing 4100 buses with 3953 schedules.
BMTC has 24 depots in and around Bangalore city. The corporation has 18500
employees to man its operation. It has established state of the art commuter
friendly modernized bus stations at Shivaji Nagar and Shanti Nagar. The
Kempegowda bus station at Subhash Nagar is also modernized with improved
commuter amenities. In addition to this, sub nodal stations at different parts of
the city have been constructed for the benefits of commuters. The corporation is
operating more than 60,000 trips and carrying about 35 lakh passengers every
day. Its patronage has started having significant growth since 2002-03. In order
to increase the frequency of services and to provide direction-oriented services in
place of the present destination oriented services, 27 high density trunk corridors
(grid routes) have been started. These grid routes have been shown in Figure 1.4
1.4.
The progress of BMTC during the last few years is briefly given in the Table 1.5
below.

Table 1.5 Operational statistics of Bangalore Metropolitan Transport Corporation
Sl. Factor 1997-

1997- 1998-
1998- 1999-
1999- 2000-
2000- 2001-
2001- 2002-
2002- 2003-
2003- 2004-
2004- 2005-
2005-
No. 98 99 2000 01 02 03 04 05 06
1. Operations 1924 1960 2017 2190 2253 2302 2581 3199 3531
2. Schedules 1934 2030 2121 2376 2535 2932 3291 3827 3957
3. Fleet 2098 2160 2285 2473 2658 3036 3460 3925 4106
Daily Average
Scheduled Km (in 4.43 4.44 4.86 5.15 5.77 6.19 7.18 9.02 9.33
4.
lakh)
5. Routes 1036 1048 1063 1147 1212 1345 1523 1690 1726
6. City Services 740 783 789 798 817 988 1029 1131 1102
Suburban
7. 925 983 1065 1282 1412 1647 1985 2382 2542
Services
8. Pushpak Services 269 264 267 296 306 297 287 314 313
Passengers
carried per day 24.50 25.00 25.50 25.75 26.25 26.75 30.35 32.07 34.78
9.
(in Lakh)
Accidents per
10. 0.32 0.29 0.26 0.26 0.22 0.22 0.23 0.18 0.16
Lakh Km
Source: BMTC
BMTC has plans to add new fleet through inducting new types of buses. It also
has plans of adding new depots, new bus stations, commuter amenity centres,
bus shelters, GPS system etc.
1.6 THE BANGA

BANGALORE METROPOLITAN REGION :
1.6.1 The Bangalore Metropolitan Region Development Authority (BMRDA) has been
given the responsibility of planning the 8,000 sq km of Bangalore Metropolitan
Region (BMR) consisting of 2191 sq km in the Urban Districts and 5814 sq km in
the Rural Districts. The planning areas falling in the BMR are indicated in the
Figure 1.5
1. 5 and Table 1.6.
1.6.

Figure 1.4 Grid Routes of BMTC

Table 1.6 Bangalore Metropolitan Region
Sl. No. Area Area Sq. Kms

1 BMA 1240.69
2 BMICAPA (within BMA) 65.31
3 BMICAPA (outside BMA but within BMR) 338.74 404.05
4 Ramanagaram Taluk 200.25
5 Channapatna Taluk 110.60
6 Bangalore South Taluk 27.89
7 Anekal LPA 406.00
8 Nelamangala LPA 750.00
9 Magadi LPA 501.00
10 Hoskote LPA 591.00
11 Kanakapura LPA 879.00
12 BIAAPA LPA 985.00
13 RCUDA LPA 62.50
14 APZ-1 (excl. RCUDA) 462.50
15 Industrial Zones in B.M.R 1723.26
Total 8005.00
1.6.2 The regional plan while emphasizing on development of a regional transport

network is also under taking the planning and development of 5 new township at
Bidadi, Ramanagaram, Solur, Sathanur & Nandagudi covering a total area of
61,000 hectares on the outskirts of BMA. These townships are proposed to create
the modern work and play environment in urban settlements within the areas as
per Table 1.7
1.7.
Table 1.7 BMRDA TOWNSHIPS AREAS (Acres)
Township Pvt. Land Govt. Land

Land Total
Bidadi 6959 2725 9684
Ramnagar 3621 392 4013
Sathanur 5891 10341 16232
Solur 9661 2864 12525
Nandagudi 13762 4745 18507
Total 39894 21067 60961

Figure 1.5 Bangalore Metropolitan Region – Local Planning Areas

1.6.3 The following road network proposed by the BMRDA within the BMR consists of:
1) Satellite Town Ring Road - 204 km

2) Intermediate Town Ring Road - 130 km
3) Radial Roads - 180 km
4) Town Ring roads - 176 km
1.7 URBAN LAND USE STRUCTURE FOR BMA
1.7.1 Existing Situation

Bangalore city has spatially developed in a concentric manner. The economic
activities have been growing at an unprecedented pace locating themselves in a
sporadic manner with limited plan intervention covering an area of 1307 Sq. Kms.
The existing landuse distribution of the BMA for 2003 & its comparison with the
proposed Land use as per Revised Master Plan 2015 is given in the Table 1.8
1. 8. The
spatial distribution of existing land use is shown in Figure 1.6
1.6.
1.7.2 Revised Master Plan - 2015

Bangalore Development Authority (BDA) is responsible for preparing Master Plan
for the BMA and guiding its development. Salient features of the Revised Master
Plan-2015 are as follows:
a. Local planning area(LPA) or Bangalore Metropolitan Area (BMA) - 1307 sqkm

(including BMICAPA area)
b. The city has to be planned for a population of 80 lakh by 2011 and 88 lakh by
2015.
c. Land Use Proposals: Keeping in view the rapid socio-economic development
in Banglore and the development patterns in the BMR, the Master plan has
evolved the following proposed land use for the Banglore Metropolitan Area
as indicated in Table 1.8
1.8 and Figure 1.7
1.7.
d. Economic activities & their spatial distribution: During the year 2003 approx.
6,30,000 Sq. Mts of office space was sold which consisted 5,00,000 Sq. Mts
for suburban Hi-Tech firms and the balance 150,000 Sq. Mts for other
businesses. For the year 2015 the Plan envisages following requirement of
office spaces:
Area in Sq. Mts

Office Type Suburb CBA Total
High-Tech 6,71,006 813,293 1484299
Non- High-Tech 234,093 585,394 819,487
Total 905,009 1,398,687 2,303,786

Figure 1.6
1.6 Spatial Distribution of Existing Land Use

Figure 1.7 Proposed Land Use for the Banga

Bangalore Metropolitan Area

Table 1.8 Existing and Proposed Land Use for BMA
2003 2011
Land Use Sq. Kms % age distribution Sq. % age Distribution
Kms
Residential 159.76 37.91 243.69 43.16
Commercial 12.83 3.04 16.43 2.91
Industrial 58.83 13.96 38.44 6.81
Open spaces 13.10 3.11 77.88 13.79
Publi & Semi-public 46.56 11.05 49.08 8.69
Public Utilities 2.49 0.59 - 0.00
Offices and Services 4.27 - 0.00
1.01
Traffic & Transportation 88.31 20.96 116.97 20.72
Un-classified 35.26 8.37 22.14 3.92
Total 421.41 100 564.63 100
Agriculture land 649.24

Lakes & Tanks 39.02
Quarry 9.61
Vacant 187.72
Total 1307.00 564.63

Source- Revised Master Plan-2015
Keeping the above in view, the Master Plan has proposed the following
development strategy:
i. In order to reap the benefits of the potential expected to be created by

Multi-Modal Transport System at the transport Hub in the centre, Highest
FAR is proposed in identified Central Business Area. FAR 2.5; Ground
Coverage 75%. within the core area surrounded by the proposed Core Ring
Road.
ii. Strengthening and extensions of employment areas along major roads
and in clusters like Peenya, Bommasandra or Electronic City.
iii. Identifying new industrial areas. – 3 locations in the north accessible
directly from PRR and the Radial Roads.
iv. High tech zone with FAR ranging between 2 to 3.25 – vacant area between
Whitefield (ITPL) and Electronic City proposed as Hi-tech zone.
e. Secondary Centres: 10 Secondary Sub Centers (administrative / education &

health) to be located at places to be served by Public transport – near railway
station and big rail road junction.
f. Compact City Development: Vacant areas in the City need to be occupied and
spread of layouts needs to be minimised.
g. Protection of natural drainage and ground water sources.

h. Land values to be linked to market economy – built area density to be

proportionate to land price and presence of transport infrastructure.
i. Higher FAR for old bungalow and villa areas.
ii. Review of the areas accompanied by Industries along the major
Roads – Virtually extension of core area to the periphery - Mutation
zones.
iii. Redevelopment of derelict industrial areas – promotion of market
(actual and creation of mini zones of activities public amenities &
infrastructure and social housing.
iv. Densification of low density area (< 200 ppha)
v. Encourage mixed land use in core areas – the live work mixed use
reduces commuting time and mix of different activities increases
economic efficiency. For these areas action imperatives defined are:
- Diversion of traffic in mixed land-use areas by introduction of
“one way”
- Enforcement of new parking regulations.
- Ban on entry of heavy goods vehicles in such areas
- Widening of Roads
- Removal of encroachments.
- Appropriate transport system for the commuters to reduce
owner vehicle usage
- Demarcation into transport and utility zones.
- Maintenance of open spaces
- Improvement of Civic services.
i. Development of a Structured Road Network : The emphasis being on:

i. Core Ring Road
ii. Supplementing Outer Ring Road
iii. Organising transportation/Logistic facilities: Specific Areas
strategically located to provide for storages facilities, garages, and
heavy vehicles supported by personnel, technicians and offices as
well as integrating various transport modes like road, railway and
air.
iv. Developing Multimodal Public Transport System: consisting of rail &
road based systems i.e. Metro-Rail, Mono-Rail, Circular Rail and
other proven MRT systems.
j. Local Planning Area: The entire local planning area of Bangalore has been
categorised into three major areas for application of Zonal Regulations and
consist of:
1. Main Areas : Comprising
i. Old Urban Areas including the Petta Zone & Traditional Area
Zone

ii. Urban Redevelopment Areas M.G. Road Area Zone, CBD Zone,
CBD Areas, CD Precinct Zone, Transformation / Development
Zone and Mutation Corridor Zone
iii. Residential Areas including mixed residential area, mainly
residential area, and Commercial Axis Zone.
iv. Industrial / Activities Areas including Industrial, High Tech and
Logistics/ Transport Zone
v. Green Areas including Protected Land, Restricted Development,
and Agriculture Land Zones.
2. Specific Areas: Areas not covered by main areas and comprise large public
and semi-public infrastructure; large transport structures, dedicated land
uses, scheme areas & heritage conservation areas.
3. Constraint Areas: Areas having restrictions on type of development with

its internal technical rules determining regulations within the site and
around.
k. Based on the ward boundaries, existing physical features, and the analysis of
the existing development trends within the City, 47 Planning Districts (PDs)
have been delineated to implement the Master Plan. The planning districts
are organized in three rings :
1st Ring: The Core area PDs 1.01 to 1.07
2nd Ring: The development urban areas surrounding the core are PDs 2.01
to 2.18
3rd Ring: The urban extension areas in the City’s outskirts PDs 3.01 to 3.22
These planning district boundaries are indicated in the Figure 1.8
1.8
1.8 BANGALORE MYSORE INFRASTRUCTURE CORRIDOR AREA PLANNING AUTHROITY

(BMICAPA)
The BMICAPA Planning Area comprises of BMIC Project Area and its environs. The
total area is 701.01 Sq.kms. The BMICP comprises five self sustainable new
townships viz., Corporate Township, Commercial Township, Industrial Township,
Heritage Township & Eco-Tourism Township, 111 kms. of Expressway between
Bangalore & Mysore, 41 kms. of Peripheral Road connecting NH 4 and NH 7 on
the southern segment of Bangalore and about 9 kms. of Link Road connecting
west of Chord Road/Mysore Road junction and “O’’ point of the Expressway. It
also includes interchanges at the junction of main, arterial and major roads.

Figure 1.8
1.8 Planning Districts in the Ban
Bangalore
angalore Metropolitan Region
Legend

101 Petta 210 Jayanagar 308 Bettaalasuru

102 Majestic 211 Banashankari 309 Tanisandra
103 Gandhi Nagar 212 Vijaya Nagar 310 Bagaluru
104 Vasantnagar 213 Rajaji Nagar 311 Horamavu
105 Shivaji Nagar 214 Peenya 312 Avalahalli
106 Richmond Town 215 Mathikere 313 K R Puram
107 Chamarajpet 216 Kaval Byrasandra 314 Sadara Mangala
217 Kammanahalli 315 Whitefield
201 Kempapura Agrahara 218 C.V. Raman Nagar 316 Varthur
202 Srirampuram 317 Dommasandra
203 Malleswaram 301 Kengeri 318 Begur
204 Jayanagar 302 Herohalli 319 Electronic City
205 Baiyyappanahalli 303 Makali 320 Bannerghatta
206 Indiranagar 304 Byatarayanapura 321 Anjanapura
207 Unclassified 305 Bavalakere 322 Kumbalagodu
208 Koramangala 306 Hesarghatta
209 Shanti Nagar 307 Yelahanka
The BMICP Planning area (64 sq km in BMA) within which the 41 kms. of
Peripheral Road connecting NH 4 and NH 7 on the southern segment of Bangalore
and the link road are located has been planned for various land uses as under:
Table 1.9 Proposed Land Use of BMICAPA in BMA
Land Use Area (Ha.) % age

Residential 4882 8
Commercial 2174 3
Industrial 708 1
Public & Semi-Public 415 1
Parks & Open Spaces 1052 2
Traffic & Trans. 3230 5
Sub Total 12461 19
Agriculture Land 51875 81
Total 64336 100
Assuming a normal residential density of 350 pph & overall density of 150 pph
this corridor will be able to accommodate between 17 to 18 lakh of population.
1.9 EARLIER STUDIES
1.9.1 The first committee to work on a planned development of Bangalore was

Bangalore Development Committee (BDC) constituted in 1952. Subsequently in
1961, the Bangalore Metropolitan Planning Board was constituted for bringing out
a Master Plan for Bangalore. The BMPB prepared an outline development plan for
BMPA.
1.9.2 The Town and Country Planning Act came into force from 1965 and a City
Planning Authority was constituted in August 1967. A Comprehensive

Development Plan (CDP) was prepared by the City Planning Authority for the year
2001 with an estimated population of 38 lakh.
1.9.3 In order to implement CDP, the Bangalore Development Authority (BDA) came into
existence in 1976 with the authority to control the land-use in the metropolitan
area. The result of 1981census, however, threw over board the assumptions of
CDP. As the population anticipated for 1991 was reached in 1981 itself, the CDP
had to be revised drastically and the population projections were revised in view
of the recent trends. A plan was prepared and approved in 1984, then revised 10
years later and approved in 1995 for a population of 45 lakhs in 1991 and 70
lakhs for the year 2001. This plan is merely a zoning document with rough
location of the road network. This has now been updated by BDA and French
Consultants using satellites imagery and digital area maps and Revised Master
Plan – 2015 published.
1.9.4 However, rapid growth in population and economic activities after independence
brought to the fore increasing traffic and transportation problems due to the gap
between demand and supply of transport system. In order to look for solutions to
the traffic problems, several studies have been conducted in the past. Some of
these major traffic studies are described briefly below.
1.9.5 The first Comprehensive Traffic and Transportation Plan was prepared in 1963 –
64 by CRRI, New Delhi. The plan was based on the population, land use and area
projections made in the Outline Development Plan for Bangalore Metropolitan
Region prepared by the Town Planning Department.
1.9.6 An effort to refresh the data and update the proposals was made by the Town
Planning Department in 1977. One of its recommendations was to look into a
Mass Rapid Transit Project i.e. a metro for Bangalore in 1981. Based on Lynne
Committee’s recommendations, Southern Railway team recommended a 2-
corridor metro of 24 km, 3 commuter rail lines, and a 58 km ring railway at a cost
of Rs.6500 million in 1983 terms and to be completed over a period of 25 years.
1.9.7 In 1988 under World Bank funding, RITES Ltd was commissioned to carryout
another transport study with broad coverage of roads, traffic and mass transit.
The study was completed proposing various roads and traffic improvements, as
also commuter rail lines but again without much follow up.
1.9.8 In 1993, State of Karnataka established a committee to look into MRTS, which
recommended the same metro project put forward by Southern Railway in 1983
and the same circular railway.
1.9.9 In 1994, the Government of Karnataka created BMRTL to seek public/private

partnership of MRTS project. BMRTL commissioned a feasibility study, which
pointed out to develop LRT based 96 km long MRTS network.

1.9.10 A study was carried out in 1999 proposing a large and varied road improvement
program, including 45 multi-grade intersections, 25 pedestrian underpasses and
various corridor improvements. In the process, grade separators were reduced to
19 with 9 to be done in the first phase.
1.9.11 In 2001, the State Government along with railways commissioned RITES to study
introduction of commuter rail facility. The report is still under active
consideration of the State Government.
1.9.12 In 2003, Government of Karnataka, commissioned Delhi Metro Rail Corporation

(DMRC), to carry out a Detailed Project Report for metro in Bangalore. The study
recommended 2 line metro, 18 km and 15 km in length, cross shaped. The lines
intersect at the Bangalore city railway station and Bus station.
1.10 NEED FOR THE COMPREHENSIVE TRAFIC AND

AND TRANSPORTATION PLAN
1.10.1 Thus several studies have been carried out for the city to improve transportation
system in Bangalore. As short-term measures, road widening, flyovers, junction
improvements were suggested and some of them have been implemented also.
As long term solution, versatile and comfortable Mass Rail Transit System and
commuter rail services have been recommended. However, the traffic and
transportation scenario continues to be worsening. The BDA has recently got
prepared a comprehensive development plan (Revised master Plan-2015). This
plan has considered the first phase of Bangalore Metro Rail Project as well as
network augmentation of Bangalore Metropolitan Transport Corporation. It,
however, does not cover the urban transportation needs of the city fully.
Therefore, it was felt by the Government of Karnataka to take a stock of the
prevailing situation and prepare a comprehensive traffic and transportation plan
which will not only cover short term requirements but also medium and long
transport system requirements upto 2025. It should also provide for proper
inter-modal transport integration.
1.10.2 It is in this context that Karnataka Urban Infrastructure Development Finance

Corporation (KUIDFC) has initiated this study for preparing a Comprehensive
Traffic and Transportation Plan for Bangalore and engaged RITES Ltd, a
Government of India Undertaking, to carry out this study.

Chapter 2 – Study Objectives and Methodology
CHAPTER – 2
STUDY OBJECTIVES AND METHODOLOGY
2.1 STUDY GOALS
The present study goals include:

i) Development of transportation network to achieve convenient and cost
effective accessibility to places of employment and education for the next
20 years;
ii) Optimal utilization of funds and human resources.
2.2 OBJECTIVES OF THE STUDY
i) Identify travel pattern of residents of the local planning area of Bangalore

which is co-terminus with the territorial jurisdiction of Bangalore
Development Authority (BDA);
ii) Select, develop and operationalise an Urban Transport Planning model using
state of the art modeling techniques and software package, appropriate to
the conditions and planning needs of the study area;
iii) Assess the relevance of the existing strategy, identify the consequences of
pursuing alternative transportation strategies and recommend / update a
long – term comprehensive transportation strategy for the study area up to
2025 (2015 and 2025);
iv) Identify for all modes, a phased program of appropriate and affordable
investments and policy proposals; and also integration of various modes of
mass transits.
v) Help strengthen transport planning skills, and transfer all data, planning
model/tools and knowledge obtained through the study to KUIDFC and
other agencies such as BDA, BMTC, KSRTC, South Western Railway, BMRTL,
Traffic Police, etc.
vi) Strategize transport policy as an integrate part of urban planning
vii) Recommend institutional mechanism for inter agency co-ordination
viii) Assess existing infrastructure and forecast requirement - short term and
long term.
2.3 SCOPE OF THE STUDY
In line with the specific objectives of the study described above, the scope of
work is divided roughly into the following areas of activities as follows.
i) Collecting household, land use, and travel demand data
ii) Development and operation of an urban transport model
iii) Formulation of transport strategy and institutional mechanism;

iv) Identification of a phased program of transport investments and

management proposals; and
v) Training and knowledge transfer to the concerned agencies
2.4. STUDY METHODOLOGY
The adopted study methodology to achieve the set objectives and scope is given
in Figure 2.1.
2.1 The study methodology adopted can be broadly divided in to five
stages.
Stage 1:
Finalisation of study methods
- Secondary data collection and analysis.
- Finalization of zone plans and hierarchy of zones
- Detailed sampling basis and questionnaires for Household interviews,
Business interviews and Roadside interviews.
- Base road and public transport network survey.
- Draw up Proposal for traffic surveys like speed- flow, parking, traffic
counts, network inventory, and their analysis.
- Required computer program suites etc.
Stage 2:
The second stage was the collection of information, and review of existing
transport scenario. In order to collect various travel information following surveys
were conducted.
- Household interviews
- Roadside interview surveys
- Public transport surveys
- Traffic surveys
- Road network inventory
- Speed and delay studies
The data so collected was analyzed and validated to the existing traffic scenario
which forms an input to the transport models.
Stage 3:
Development of detailed operational model forms the fourth stage of the study,
this included
- Development of observed trip matrices
- Calibrate and validate trip end models
- Formulation of projects necessary to fulfill the requirement of master plan
using forecast models
- Calibration and validation of trip distribution – modal split model
- Validation of Assignment models and running them for different schemes /
combination of facilities
- Formulation of management policies

Stage 4:
The fourth stage involved development of Transport Strategy for Bangalore
- Taking stock of current situation of Bangalore – Urban Transport Policy,
Economic growth, current initiative, land use plans both existing and
proposed etc.,
- Analyzing the traffic situation in terms of present situation and constraints
and future growth.
- Proposed land use based on the newly prepared Master Plan.
- Analyzing the transportation demand vis-à-vis the supply and the
constraints.
- Analyzing the present institutional arrangement and future requirement.
Stage 5:
The fifth and the final stage of CTTS study involve the following:
- Development of various strategies to address the transport requirements
- Evaluation of strategies based on selected criteria (mobility, congestion,
safety, environmental and economic) and recommendation of suitable
strategy
- Drawing up a Transport Plan for BMA and investment requirements
- Preparation of investment program for various schemes in operational plan,
- Carrying out a financial analysis of the proposals identified for
Implementation in regard to implementing agencies with funding options
- Carrying out economic analysis for the recommended strategy to establish
viability
- Recommending Organizational set up and institutional arrangement for
implementation of plan.

Figure:
Figure: 2.1 Methodology for Preparing Comprehensive Traffic
Traffic and Transportation Plan for Bangalore
Population Population F orecast F u tu re Trip

G en eration /
Attrac tion
Em ploy m ent Em ploy m en t F orec ast
Trip D istribution /
M o da l S plit
V ehicle O w n ersh ip V eh icle O w nership
Trip Assign m ent

Present Trip
Gen eration/ Attrac tion
S trategic E valuation of
V ehicu lar & Travel C ost Lo ade d N e tw or k
person Trips M ode l
Ex isting
Land U se Lan d Use
R oad & PT Tran sportation F uture Grow th

N etw or k N etw or k
Transportation F utu re trav el

Facilities
Proposed F orm ulation of

Av ailab le M on etary Transportation Projects and
R esou rces F acilities Ev alu ation

Chapter 3 – Existing Traffic and Travel Characteristics
CHAPTER – 3
EXISTING TRAFFIC AND TRAVEL CHARACTERISTICS
3.1 INTRODUCTION
The first and foremost step to be initiated in the development of any

Comprehensive Transportation Plan for a city is the collection of data relevant to
the travel pattern of the residents of the city and the factors which influence the
travel pattern. Transportation studies have revealed that the travel pattern in any
urban agglomeration is strikingly regular and a definite pattern develops in the
movement of people which can be anticipated for the future years also. This in
turn helps in developing a transportation plan with a reasonable level of
confidence. This data collection is done through secondary sources and conduct
of primary surveys. Some of the data collected through secondary sources has
already been given in Chapter 1. This chapter gives account of primary traffic and
travel surveys conducted as a part of this study and emerging traffic, socio-
economic and travel characteristics. This database will help in identifying issues
and in travel demand modeling and forecasting exercise.
3.2 PRIMARY TRAFFIC AND TRAVEL SURVEYS
3.2.1 A study of this nature requires a number of primary surveys in order to

understand the problems, demographic characteristics and travel habits of the
people, which have a direct bearing on their demand for travel. Under-mentioned
surveys have been conducted.
• House Hold Interview Survey (HHI)

• Business Interview Survey (BIS)
• Mid Block Volume Count Survey
• Road Side Interview (RSI) or O - D Survey
• Screen line Survey
• Parking Survey
• Pedestrian Survey
• Speed & Delay Study
• Terminal Survey
• Public Transport Survey
• Road Network Inventory
This chapter presents major results and analysis of the different surveys.

3.3 TRAFFIC ZONE DELINEATION
3.3.1 The Bangalore Metropolitan Area covers 1307 sq. km. as per Revised Master
Plan-2015. Delineation of traffic zones has been made based on ward boundaries
within the Municipal Corporation areas and village / TMC / CMC boundaries
outside the corporation area, also taking into account homogeneity of land use.
Figure 3.1 shows the traffic zone boundaries in BMP, outside BMP but within BMA
areas. It will be seen that the size of the zones are smaller in inner areas and they
become larger in outer areas. The detail of the zoning adopted within BMA is
furnished below:
• Within Corporation limits ( 1 to 128) 128 zones

• Covering CMC & TMCs (201 to 234) 34 zones
• Covering villages outside CMCs & TMCs (301 to 312) 12 zones
Total 174 zones
3.3.2 Thus the BMA has been delineated into 174 zones. Of this, 128 zones lie within
the corporation area and 46 zones in the rest of metropolitan area. These zones
have been coded adopting a simple three digit numbering system, which also
helps in identifying zone locations.
3.4 ZONAL POPULATION
The area and population of the individual administrative wards within Bangalore
city limits for the years 1981, 1991, and 2001 have been collected from primary
census abstracts of the Directorate of Census Operations, Karnataka. The growth
rate of population for each of wards has been calculated. The city and rest of BMA
were subdivided wherever necessary to ensure that the population of the
modified zone in the horizon year (2025) is around 50,000. Based on other
consideration such as the area of zone, travel distances, density of population
and land use, certain zones with population in excess of 50,000 are sub-divided.
Utilizing the population figures of BMA based on the census carried out in 2001,
the figures for the base year 2005 was estimated. The zonal population has been
further projected to the horizon years. The population for the horizon years of
2015 and 2025 was projected so that the figures tally with those projected in the
Revised Master Plan prepared by BDA for 2015 and using the growth trend as well
as proposed land use details for 2025.
3.5 TRAFFIC CHARACTERISTICS
3.5.1 Traffic Surveys

Traffic surveys form an integral part of the study to assess the present day traffic
situation, which in turn helps in evolving the short, medium and long term
strategies to ameliorate the traffic problems of the city. Accordingly, classified
traffic volume surveys mainly comprising of volume counts at 24 mid block

Figure 3.1 Traffic Zone Boundaries in BMP, outside BMP but within BMA areas

locations, 16 screen line surveys and 10 outer cordon O-D surveys have been
conducted, the details of which are described in the subsequent paragraphs.
Locations of traffic surveys are shown in Figure 3.2.
3.2
3.5.2 Mid-
Mid-Block Location Volume Counts
Traffic volume count at mid-block locations give a clear picture about the density
of traffic volume along different stretches of roads within the study area, which
helps in assessing the V/C ratio of the road stretches. This in turn helps in
assessing the current strategies to be adopted to ease the prevailing congestion
as also in evolving future long term strategies. 24 mid-blocks were identified for
carrying out the volume count survey covering some of the major and important
roads of the city as shown in Figure 3.2.
3.2 Mid-block volume counts were carried
out for 12 hours continuously from 8 AM in the morning upto 8 PM in the
evening. The volume counts were carried out on typical week days only and not
on holidays and week ends.
The total vehicles per day, the corresponding PCUs and the peak hour timings
during morning and evening are given in Table 3.1.
3.1 It is observed that the traffic
volume is of the order of 18000 to 19000 PCUs on Sankey Road (T. Chowdaiah
Road) followed by 15200 PCUs on Rajajinagar Link Road near Sujatha Theatre
during peak hour. From the analysed data, is observed that the intensity of 2-
wheelers is predominant on most of the roads with the composition varying
between 40% & 60%, while that of cars vary between 20% and 33%. The morning
peak hour is generally observed between 9 AM and 10 AM, while the evening
peak hour is between 6 PM and 7 PM. However, there is slight variation in the
peak hours in some of the corridors. It can therefore be concluded that the
morning peak hour generally varies between 9 AM and 11 AM while the evening
peak hour varies between 5 PM and 7 PM. Peak hour factor is generally about
10% of 12 hour traffic. Traffic composition and hourly traffic variation for typical
locations are shown in Figures 3.3 and 3.4.
3.4 Peak hour traffic volumes on these
roads suggest that V/C ratios on most of these roads are >1.

Figure 3.2 Locations of Volume Count Surveys (Midblock, Screenline and Outer Cordon)

Table
Table – 3.1 Traffic Volume at Mid-
Mid-Block Locations
Sl. Total Traffic Volume

Peak Hour
No. Road Name (12 Hour count)
Vehicles PCUs AM PM
1. Chord Road near Toll gate 67015 76556 9 – 10 5–6
2. Magadi Road near Prasanna Theatre 14596 14724 9 – 10 6–7
3. R.V. Road near Vijaya College 56770 60236 9 – 10 7-8
(South End Circle)
4. Hosur Road (NH-7) near Wipro– CSB 62514 66116 9 – 10 6–7
Junction
5. Airport Road near Kemp Fort 30146 29589 9 – 10 6–7
6. Rajajinagar Link Road near Sujatha Theatre 127741 146209 10 – 11 5–6
7. Sampige Road near Sampige Theatre 57547 68045 11 – 12 6–7
Noon
8. M.G. Road near Trinity Circle 99404 109114 9.45 – 6–7
(Big Kids Kemp) 10.45
9. Richmond Road / Gen. Timmaiah Road 59866 69452 10 – 11 6–7
near Masjid (Richmond Circle)
10. Residency Road / F.M. Cariappa Road near 38510 45024 10 – 11 5–6
St. Joseph’s College (Richmond Circle)
11. K.G. Road near Cauvery Bhavan 69896 100455 10.15 – 6–7
11.15
12. Mahakavi Kuvempu Road near Varalakshmi 36684 43720 10 – 11 6–7
Nursing Home
13. Outer Ring Road near Kamakya 37467 38026 9 -10 5.15 –
6.15
15. Bannerghatta Road near Mantri Apartments 55529 59087 9 - 10 6-7
16. Mysore Road near KIMCO 33097 36667 9 - 10 5-6
17. J.C.Road near BMP Parking Lot 99821 106048 10 - 11 6-7
(Bharat Theatre Jn.)
18. Lal Bagh Road near Urvashi Theatre 52944 58226 11 – 5-6
12 Noon
19. K. R. Road near National High School 49536 56291 10.15 – 5-6
11.15
20. Old Madras Road / Swami Vivekananda 68781 70039 9 - 10 6-7
Road near NGEF
21. Sankey Road (T.Chowdaiah Road) near NTI 179067 182047 9 - 10 5.15 –
6.15
22. Sankey Road (T.Chowdaiah Road) after 183194 185057 9 - 10 5 -6
Cauvery Theatre
23. Bellary Road (Ramana Maharshi Road) near 95424 100973 9 - 10 5 -6
Mekhri Intersection Underpass
24. Dr. Raj Kumar Road near Navarang Theatre 81116 97489 10 - 11 5-6

Figure 3.3 Traffic Composition at Typical Mid Block/Screenl

Block/Screenline Location
Locations
ions
Car
Auto 24.90% M. bus
18.91% 0.82%
Bus
Car
3.13%
M. bus
LCV Bus
2-Wh 0.01%
51.74% LCV
2-Wh
Auto
At M G Road (Mid Block)
SMV
Auto 0.7% Car
10.7% 19.6% M.bus
1.3%
Car
Bus M.bus
5.0%
Bus
LCV
LCV
3.5%
Truck
Truck
2 w heeler
4.9%
2 w heeler Auto
54.3% SMV
At ROB on Chord Road near Mysore Road Intersection (Screen line)

Figure 3.4 Hourly Traffic Variation at Typical Mid Block/Screen line Locations
12000
10000
VEHICLES
8000
6000
4000
2000
0
8-9
9 - 10
10 - 11
11 - 12
12 - 13
13 - 14
14 - 15
15 - 16
16 - 17
17 - 18
18 - 19
19 - 20
NUMBER
TIME IN HOURS
PCUs
At M G Road (Mid Block)
7000
6000
5000
VEHICLES
4000
3000
2000
1000
0
6-7
7-8
8-9
10 - 11
11 - 12
12 - 13
13 - 14
14 - 15
15 - 16
16 - 17
17 - 18
18 - 19
19 - 20
20 - 21
21 - 22
9 - 10
VEHICLES
TIME IN HOURS PCUs
At ROB on Chord Road near Mysore Road Intersection

Intersection (Screen line)

3.5.3 Screen Line Traffic Volume Counts

Screen line survey is the typical traffic volume count conducted at different road
stretches within the study area limits preferably along the natural barriers like
rivers, canals, bridges, railway lines etc. As no natural barriers exist in Bangalore,
the existing railway lines and the ROBs / RUBs constructed across / along these
railway lines have been taken for conducting screen line surveys. For the BMA, the
screen lines considered are railway lines to Mysore, Tumkur, Yelahanka, White
Field / Chennai and loop from Hebbal to Baiyyappanahalli and Salem line. Screen
line surveys give an idea about the movement pattern of people in the city and
helps in cross checking the movement pattern. The basic purpose of screen line
surveys is validation of the model developed. The trip and movement pattern of
residents of the area to different parts of the city are obtained through house
hold survey and the direction of movement of different modes of vehicles is
collected through traffic volume count survey. Based on the information collected
through house hold survey, the trip assignment is run which gives the
assignment values along different routes. This is cross checked with the traffic
census as also the household survey data and the model is then validated so that
the errors are minimized or nullified and the trip assignments for the horizon
years reflects almost a true picture.
Screen line surveys were conducted for a period of 16 hours duration from 6 AM
in the morning upto 10 PM in the evening at 16 locations as shown in Figure 3.2.
3.2
The total vehicles per day and the corresponding PCUs plying on the locations
identified for screen line volume count is given in Table 3.2.
3.2
It is observed that the traffic volume is of the order of 18000 PCUs during peak
hour at RUB on Sankey Road near Windsor Manor followed by 15000 PCUs during
peak hour at RUBs near Binny Mill and Dhanvantari Road and 13000 to 14000
PCUs at RUBs near Okalipuram and Millers Road.

Table – 3.2 Traffic Volumes at Screen Line Locations
Total Traffic volume

Sl. Location (16 Hour count) Peak Hour
No. Vehicles PCUs AM PM
1. RUB near Cantonment Railway Station 128528 151910 8.30 – 9.30 5.45 – 6.45
on Millers Road
2. Level Crossing near ITC on Wheelers Road 53850 60469 10.00 – 11.00 6.00 – 7.00
3. ROB near BHEL on Chord Road 62515 70264 10.00 – 11.00 6.00 – 7.00
4. ROB near Devaiah Park on Mahakavi 128136 133638 9.00 – 10.00 5.30 – 6.30
Kuvempu Road
5. ROB near Yeshwanthpur on Tumkur Rd (NH4) 61218 68620 9.00 – 10.00 6.00 – 7.00
6. RUB near Benniganahalli on NH – 4 80876 83078 9.00 – 10.00 6.00 – 7.00
7. RUB near Binny Mill on Tank Bund Road 132795 157592 9.00 – 10.00 5.00 – 6.00
8. RUB near Platform Road junction Dhanvantari 119240 141294 11.00 – 12.00 6.00 – 7.00
Road Noon
9. RUB near Khodays Factory 108918 142815 9.00 – 10.00 5.30 – 6.30
10. RUB near Okalipuram 113608 147112 9.00 – 10.00 5.30 – 6.30
11. RUB near Marathahalli on Ring Road 71678 83183 9.00 – 10.00 5.15 – 6.15
12. RUB near Kino Theatre on S.C. Road 36934 45743 10.00 – 11.00 5.45 – 6.45
13. RUB near Windsor Manor on Sankey Road 188394 192547 9.00 – 10.00 5.15 – 6.15
14. RUB near Shivananda on Hare Krishna Road 79404 86615 9.00 – 10.00 5.00 – 6.00
15. RUB near Coles Park on Millers Road 123055 148966 8.30 – 9.30 6.00 – 7.00
16. RUB near Fraser Town Police Stn. on Pottery Rd. 25199 28186 9.00 – 10.00 6.00 – 7.00
3.5.4 Road Side Interview Survey (Outer Cordon O - D Survey)

The O-D surveys were conducted to get an idea about the traffic pattern of inter-
city traffic entering/leaving Bangalore. The survey is basically conducted to
collect information on trips (origin, destination, mode, purpose, time and vehicle
occupancy) actually performed at different points. O-D survey was conducted in
the BMA at 10 outer cordon locations as shown in Figure 3.2.
3.2 Random sampling
has been adopted as it was not feasible to stop all the vehicles plying on the
road. It was ensured that at least 10% sampling was done. However, as per the
conditions prevailing at site at the time of survey, more samples were collected,
wherever possible. The O-D survey was carried out for 24 hours on a typical week
day. The survey was started at 8 AM and concluded at 8 AM the next day. The
vehicles entering the city or leaving the city to different destinations were
stopped at random and the vehicle users were asked certain questions and the
answers were duly recorded by the enumerators. Police assistance was taken for
stopping the vehicles.
Daily traffic at the outer cordon locations is given in Table 3.3.

3.3 It shows that
Hosur Road carries maximum volume of traffic followed by Tumkur Road and Old
Madras Road. Figure 3.5 shows the traffic desire for through traffic. It indicates
that there is substantial through traffic particularly between both the legs of NH4
and NH7 pointing to the need of road bypass so that this traffic need not enter
the city.

Figure 3.5 Desire Line Diagram for Through

Through Traffic - Base Year (PCU/day)
504
BELLARY ROAD
503
401
501
402
TUMKUR ROAD
OLD MADRAS
ROAD
405
WHITE FIELD
ROAD
MAGADI ROAD 403
SARJAPUR ROAD
MYSORE ROAD
404
KANAKAPURA HOSUR ROAD

ROAD
LEGEND
8000pcus/day
4000pcus/day 2000pcus/day
1000pcus/day

Table 3.3 Daily Traffic Volume at Outer Cordon Survey Locations
Daily Traffic Volume (24 hours)

S.No. Road Direction 1 Direction 2 Total
Vehicle PCU's Vehicle PCU's Vehicle PCU's
1 Sarjapur Road 3876 5247 4749 6686 8625 11933
2 Old Madras Road 11287 18503 12060 21496 23347 39999
3 Bellary Road 7651 13651 8252 13817 15903 27468
Doddballapura
4 7049 11611 5794 9829 12843 21440
Road
5 Tumkur Road 16900 29129 19357 33272 36257 62401
6 Magadi Road 5239 6969 5563 7183 10802 14152
7 Mysore Road 2511 2655 2524 2717 5035 5372
8 Kanakapura Road 9455 16093 7012 11688 16467 27781
9 Bannerghatta Road 7455 9857 6473 9482 13928 19339
10 Hosur Road 18525 37539 20200 40467 38725 78006
Source –RITES Primary Surveys, 2006
3.6 SOCIO-
SOCIO-ECONOMIC AND TRAVEL CHARACTERISTICS
3.6.1 Household Interview surveys

The HHI survey is a part of the CTTP for BMA. Household Interview Survey is one
of the main surveys conducted as part of Comprehensive Traffic & Transportation
Plan for Bangalore. The main aim of the survey is to collect the socio-economic
and travel characteristics of residents in BMA. The survey is intended to collect
the details about the number of residents of the household, their income range
and their travel pattern. The entire BMA was divided into four categories viz.,
Inner Ring, Middle Ring, TMC / CMC and Villages. The sample size adopted and
the number of households selected for interview is given in the Table 3.4.
3.4
Table 3.4 Area wise Sample size adopted for the HHI survey
Area Sample No. of Population No. of House

Size House Holds holds surveyed
Inner Ring 1.589% 110101 556331 1749
Middle Ring 1.80% 837068 3744995 15067
TMC / CMC 2.00% 272103 1147297 5442
Villages 2.40% 155897 700600 3742
Total 1375169 6149223 26000
3.6.2 Socio – Economic Characteristics

It is observed that the average household size as per survey is 3.88 while the
same as per census 2001 is 3.95. The details are furnished in the Table 3.5.
3.5

Table 3.5 Distribution of Households by Family Size
Actual
Average
Zone Household size (Persons) Household
Household
Group size as per
size
1 2 3 4 5 6 Total census
56 1595 3889 5692 3122 2461 16815

BMC 4.04 4.12
0.33% 9.49% 23.13% 33.85% 18.57% 14.63% 100%
15 645 1741 1741 796 505 5443

TMC 3.77 3.72
0.28% 11.85% 31.99% 31.99% 14.62% 9.27% 100.00%
VILLA 11 489 1148 1223 553 319 3743

3.74 3.77
GE
0.29% 13.07% 30.68% 32.68% 14.77% 8.51% 100.00%
82 2729 6778 8656 4471 3284 26000

Total 3.88 3.95
0.32% 10.50% 26.07% 33.29% 17.19% 12.63% 100.00%
Household Income:
Income The distribution of households by income level in BMA (Figure
Figure
3.6)
3.6 indicates that the highest proportion of households (16 - 17%) belong to
income category Rs.10,000 – 12,500 p.m. followed by 15% in the category of
Rs.15,000 - 17,500, 12% in the category Rs. 17,500 – 20,000 and 9% in Rs.
20,000 category.
Figure 3.6 Distribution of Households by Income Range
18.00
16.00
14.00
Percentage
12.00
10.00
8.00
6.00
4.00
2.00
0.00
>50000 EXCD.
NIll
2501-5000
5001-7500
10001-12500
12501-15000
15001-17500
17501-20000
20001-22500
22500-50000
1-2500
7501-10000
Income Range
Thus, the average household income is found to be between Rs. 14500 and
15500 per month.

3.6.3 Travel Characteristics
Trip Purpose
The distribution of trips by purpose indicates that out of 61.79 Lakh daily trips
performed home based work trips account for (28.79%) share followed by home
based education trips (11.86%) and home-based other trips (10.28%) respectively.
Non-home based trips account for only 1.42% share while return trips account for
47.46%. Table 3.6 shows the distribution of trips by purpose. Figure 3.7 shows
the graphical presentation of trips by purpose.
Table 3.6 Distribution of Trips by Purpose
Purpose Home Based No. % Share
Work 1839819 29.27

Education 738799 11.75
Others 649737 10.34
Non-home based 92347 1.47
Employer Business 11747 0.19
Return 2953229 46.98
Total 6285678 100.00
Figure 3.7 Trips by Purpose
Home Based Work
46.98% 29.27% Home Based Education
Home Based Other
Employer Business
Non Home Based
11.75% Return
10.34%
1.47%
0.19%
Trips by Mode of Travel

An analysis of trips by mode of travel indicate that majority of the trips (41 to
45%) are performed by bus followed by two-wheeler (29 to 32%). Table 3.7 shows
the distribution of trips by mode of travel. Figure 3.8 shows graphical
presentation of modal split.

Table 3.7 Distribution of Trips by Mode of Travel
PT Car 2-Wheeler IPT Cycle Walk Total

With Walk
2634471 416304 1845476 726425 139407 523597 6285680
41.91% 6.62% 29.36% 11.56% 2.22% 8.33% 100.00%
Without Walk
2634471 416304 1845476 726425 139407 0 5762083
45.72% 7.22% 32.03% 12.61% 2.42% 0.00% 100.00%
Figure 3.8 Modal Split with Walk Trips
PT
2.22% 8.33%
11.56% Car
41.91%
2-Wheeler
IPT
Cycle
29.36%
6.62% Walk
The distribution of trips by purpose & trip length indicate that 38% of home
based work trips are performed within 10 – 20 km distance while 53% of
education trips & 57% of other trips are performed within 10 – 20 km distance.
Table 3.8 and Figure 3.9 shows the distribution of trips by purpose & trip length.
Table 3.8 Distribution of Trip Length by Purpose of Travel
Trip Length Home Based Home Based Home Based Non Home Employer
Return Total
(KMS) Work Education Other Based Business
0-2 327907 137356 28133 4852 1681 223144 723074
2-5 278904 78626 120412 17595 1712 458116 955365
5-10 433673 73612 87537 26870 1371 579279 1202342
10-15 422495 235376 222539 21646 3759 891636 1797451

15-20 281664 156917 148359 14431 2506 594424 1198301
20-35 95176 55422 41802 2939 675 200621 396636
>35 0 1490 954 4013 43 6011 12511
Total 1839819 738800 649737 92346 11747 2953230 6285680
Avg. Trip
9.26 10.88 11.52 10.98 10.72 11.08 10.57
Length

It will be seen that the trip lengths for education is unusually high, even higher
than that of work trips. This can be attributed to the probability that most of the
education trips captured are for higher education and more of such institutions
including Bangalore University lying on the periphery of the city. The percentage
of education trips is comparatively low indicating that lot of education trips at
primary and secondary level are intra zonal, due to availability such schools
within most zones. Overall, the average trip length observed is 10.57 Km.
Figure 3.9 Trip Length by Purpose
11.08 9.26
Home Based Work
10.88 Home Based Education
Home Based Other
Non Home Based
10.72
Employer Business
Return
10.98 11.52
Trips by Mode & Trip Length

The distribution of trips by mode & trip length as shown in Table 3.9 reveals that
68% of bus trips are made for covering distance varying from 10 Km to 20 Km
while it is 47% in case of car trips & 33.5% in case of two-wheeler trips for the
same distance. Nearly 30% of cycle trips are performed for a travel distance of
upto 5 Km while it is 43% for distance of upto 2 Km by cycles.
Table 3.9 Distribution of Trips by Mode & Trip Length
Trip Length Bus Car Two Three Cycle Walk Total

( Km.)
Km.) Wheeler Wheeler
0-2 197 46 142633 0 59137 521061 723074
2-5 117434 27809 482306 279891 45390 2536 955365
5-10 134333 151603 725082 165814 25509 0 1202342
10-15 1429620 152409 316173 192265 6560 0 2097026
15-20 612694 65318 135503 82399 2811 0 898725
20-35 329555 17627 43779 5675 0 0 396636
>35 10639 1492 0 381 0 0 12511
Total 2634471 416304 1845476 726425 139407 523597 6285680
Average
14.99 11.59 8.02 8.59 3.88 1.01 10.57
Trip Length

Travel Cost by Purpose of Travel

Travel
The average travel cost for various purpose of travel (Table
Table 3.10)
3.10 reveals that the
costs for non home based trips are higher compared to work trips. The Employee
Business trips cost Rs. 5.74 per Km.
Table 3.10 Average Travel Cost by Purpose of Travel

Travel
Purpose Average travel cost (Rs.)

Work / Business 7.49
Education 2.73
Employee Business 5.74
Others 6.04
Return 6.12
Non Home Based 8.74
Per Capita Trip Rate (PCTR)

PCTR refers to the number of inter zonal trips made by an individual per day.
Accordingly, PCTR has been calculated purpose wise for the BMA and the same is
presented in Table 3.11.
3.11
Table 3.11
3.11 per - Capita
Capita Trip
Trip Rates
Rates by Purpose in BMA
Trip Purpose Trips Percentage PCTR

Work 1839818 29 0.271
Education 738799 12 0.109
Others 649737 10 0.096
Non-Home Based 92347 1 0.014
Employer Business 11748 0 0.002
Return 2953228 47 0.434
Total 6285677 100 0.924
Total Population 6800000 0.924
3.7 PEDESTRIAN TRAFFIC CHARACTERISTICS
3.7.1 Bangalore city is witnessing considerable pedestrian traffic especially in the CBD
areas. With the increase in the commercial activity in some of the important areas
like Koramangala, M G Road, Shivajinagar, K G Road etc., there is an increased
demand for better pedestrian facilities. The increase in vehicular traffic has given
rise to widening the carriageway width to accommodate the vehicles resulting in
reduction in the size of the foot paths. This in turn has given room for
pedestrians to spill over to the carriageway, thereby affecting the flow of vehicles.
3.7.2 In order to safe guard the interests of the pedestrians in particular, it was decided
to carry out pedestrian survey at some important locations where there is heavy

inflow of pedestrians. This would give us an idea about the volume of pedestrian
traffic which in turn would help us in developing some facilities for the pedestrian
traffic. Pedestrian surveys were conducted for 12 hours at 8 mid block and 9
junction locations (locations shown in Figure 3.10
3.10). The survey was conducted
from 8 AM to 8 PM on typical week days. Table 3.12 and 3.13 give the peak hour
pedestrian at major locations. From the analysed data, it is observed that the
pedestrian traffic is highest along 9th Main Road (Jayanagar 4th Block) followed
by M G Road. It is also observed that the pedestrian traffic is at its peak during
holidays / weekends at 9th Main Road (Jayanagar 4th Block), M G Road, Brigade
Road and Gandhi Bazaar Road. The volume of pedestrian traffic is maximum
between 10 AM and 11 AM in the morning and between 5 PM and 6 PM in the
evening.
Table 3.12 Volume of Pedestrian Traffic at Mid Block Locations
Pedestrian Volume
Sl. No. Road Name
(12 Hours)
1. Along Brigade Road (Near Rex Theatre) 5198
2. Along M G Road (Near Plaza Theatre) 5366
3. Along Hosur Road (Near Madiwala Police Station) 3426
4. Along Gandhi Bazaar Road (Near Roti Ghar) 2578
5. Along CMH Road (Near HDFC Bank) 2273
6. Along Kuvempu Road (Near Varalakshmi 1203
Nursing Home)
7. Along Hare Krishna Road (Near Shivananda Bus Stop) 1787
8. Along 9th Main Road (Jayanagar 4th Block near Janata 5797
Bazaar)
9. Mysore Bank Circle 19168
Table 3.13 Pedestrian Traffic Volume on Major Junctions
Peak Hour
Sl. No. Name of the junction
Pedestrian Traffic
1. Mysore Bank Circle 19168
2. K G Circle 10761
3. Ananda Rao Circle 9002
4. Yeshwantpur Circle 5475
5. South End Circle 4870
6. Malleswaram Circle 3579
7. Toll Gate Junction 2937
8. K R Circle 2778
9. Prof. Shivashankar Circle 2114

Figure 3.1
3.10
.10 Pedestrian, Parking and Terminal Survey Locations

3.7.3 Footpath facilities have been provided by BMP. However, the footpaths in many
locations, especially in the commercial areas are occupied or encroached upon by
vendors and hawkers resulting in spilling over of the pedestrians on to the road.
This in turn results in vehicle-pedestrian conflicts. At many places the footpaths
are narrow. Most of the footpaths do not have proper surface which forces
pedestrians to walk on roads. Zebra crossings have generally not been provided
on busy roads. Heavy pedestrian traffic is observed in the core areas of the city.
However sufficient facilities, particularly for crossing, have not been provided for
pedestrians. At some locations, foot over bridges have been constructed.
However, these are not being effectively utilised by the pedestrians. This is an
aspect which will need priority consideration. Facilities like subways or sky-walks
with lift facilities may be a better option.
3.8 PARKING CHARACTERISTCS
3.8.1 Parking is assuming critical dimensions in Bangalore. Demand for parking is

increasing with increasing vehicles and on-street parking is almost exhausted in
the city centre. Parking surveys done at some important locations (shown in
Figure 3.10
3.10) like bus terminals and commercial areas have indicated large parking
demand as given in Table 3.14.
3.14 Most parking requirements are of short duration
upto two hours. Some of the roads like J C Road, Sampige Road, M G road,
Brigade Road, Commercial Street, CMH Road, Jayanagar 4th Block, Shivajinagar
and K G Circle attract huge volume of vehicles especially during peak hours, week
ends and holidays. Sufficient provision has been made for parking at KSRTC Bus
Terminal and Railway Station. Parking lots have been constructed on J C Road and
K G Road. However, the demand for parking is so heavy that the parking lots have
not been able to cater to the increased demand.
Table 3.14 Parking Characteristics at Selected Locations
Sl. No. Road Name Peak Accumulation Avg. duration in Hrs

Cars Two Cars Two
wheelers
wheelers wheelers
1. Jayanagar 4th Block- nr. Arya Bhavan 48 301 1.562 1.785
2. Sampige Road / Margosa Road 63 299 1.681 1.825
(Malleswaram Circle upto 18th Cross)
3. M.G. Road (Brigade d to Mayo Hall) 155 45 1.710 1.843
4. (Brigade Rd to Kumble circle) 84 331 1.738 2.287
5. Commercial Street 39 7 1.544 4.000
6. Gandhi Bazaar Road 88 350 1.840 1.711
7. J.C. Road 97 391 2.441 1.763
8. KSRTC Bus Stand - 482 - 2.998
9. City Railway Station 121 +23 339 2.120 1.718
City Railway Station- second entry 48 +26 260 2.033 2.008
10. Banashankari Temple 8 22 1.836 1.924

11. Banashankari BDA Complex 58 +5 327 1.661 1.969

12. Rajajinagar RTO Complex 34 +13 66 0.838 2.575
13. Koramangala BDA Complex 44 329 1.443 1.982
14. CMH Road 98 +3* 335+21@ 1.984 1.595
15. Russel Market 226 +4* 236+47@ 1.759 2.033
* Auto rickshaws @ Cycles
3.8.2 Measures in force

• Pay & Park for on street parking
• Conservancy parking
• Parking lots by BMP – Market, J.C.Road, Jayanagar, PUB etc.,
• BMTC parking lots at Shivajinagar, BSK etc.,
3.8.3 Future plans

The future plans on the anvil initiated by the ULBs are listed below:
• Increased Pay & Park systems
• New MS Parking lots by BMP, BMTC
• More conservancy parking
Parking is causing traffic obstruction. A comprehensive parking survey needs to

be taken covering the entire city and parking plan prepared indicating on-street
and off-street parking locations. A suitable parking policy needs to be devised
for the city.
3.9 SPEED & DELAY STUDY
3.9.1 Average network travel time and journey speed provides an insight into the road
traffic performance. This in turn helps in identification of specific traffic
congestion spots. Moving car method is the general method used for establishing
the speed flow relationship for different types of road categories. This method
was adopted to measure the network speeds and delays occurring at junctions
which in turn is used for developing the speed flow relationship.
3.9.2 The moving car survey was conducted on 16 selected routes. The routes selected
for the speed and delay study is given in Table 3.15.
3.15

Table 3.15 Speed & Delay Survey Routes
SN. Road Name Type of Road

1. South End Road – From Jayadeva Hospital to R V Road 4L, 2W
2. R V Road – Rajalakshmi Nursing Home to Minerva Circle 4L, 2W, D
3. KR Road – Krishna Rao Park to Banashankari Temple Bus 2L, 2W, UD
Stand
4. Airport Road – Trinity – Marathahalli Bridge 4L, 2W, D
5. M G Road – Kumble Circle to Brigade Road 4L, 2W, UD
6. M G Road – Brigade Road to Trinity Circle 4L, 2W, D
7. Dr. Rajkumar Road (Sujatha Theatre to Prasanna Theatre) 4L, 2W, UD
8. Palace Road (Mysore Bank Circle to Basaweshwara Circle)
a) Mysore Bank Circle to Kantharaj Urs Circle 2L, 1W, UD
b) Kantharaj Urs Circle to Basaweshwara Circle 4L, 2W, UD
9. Bellary Road – Cauvery Theatre to Ganganagar 4L, 2W, D
10. Ring Road – Hebbal Flyover to Banaswadi 6L, 2W, D
11. Mysore Road – Sirsi Circle to Ring Road 4L, 2W, D
12. District Office Road – Police Corner to Mysore Bank Circle 6L, 1W, UD
13. ASC Junction to Richmond Circle via Victoria Road 4L, 1W
14. Magadi Road – Leprosarium to Prasanna theatre 2L, 2W, UD
15. Sampige Road and Margosa Road – Malleswaram Circle to 18th 2L, 1W, UD
Cross
16. CMH Road – Adarsha to CMH Road Junction 2L, 2W, UD
Note: 6L : 6 Lanes 2W : 2 – Way D : Divided
4L : 4 lanes 1W : 1 – Way UD : Undivided
2L : 2 lanes
The road stretches were so selected that it covers all the categories of roads like
2 lane roads 1 way and 2 way, 4 lane roads divided and undivided, 6 lane roads
divided and undivided, 4 lane road one way and 6 lane road one way. This helps
in arriving at a proper relationship of the speed-flow diagram.
3.9.3 Seven runs were made along each route, three each in the morning & evening
peak hours and one run in the afternoon off-peak hour. Morning peak hour is
generally observed between 9 AM and 11 AM while the evening peak hour is
between 5 PM and 7 PM. The time taken to travel from one node to the next node
along the identified routes was noted down in the data sheets. Whenever queuing
was encountered, the time of delay was noted down as this helps in isolation of
delay form the running time.
3.9.4 Classified traffic volume count was also conducted on the link on which the
moving car survey was conducted. Volume counts were taken to cover two peak
periods of morning and evening as also the afternoon off-peak period of the day.

3.9.5 The speed data by moving car, the network inventory data and the volume counts
have been made use of to derive the speed flow relations in the form
Y = a – bx n Where
Y = Speed
a = constant (speed at free flow)
b = Coefficient of x
x = Flow in PCUs / hour / lane
n = Power of x
This is the form of equation which can be directly fed as an input into the
SATURN network. For the development of speed flow relationship, data for each
peak and off peak period has been averaged on each link. The links have then
been classified into 8 categories based on the number of lanes. Accordingly, the
following categories have been identified viz,
• 2 Lane, Undivided, One-way

• 2 Lane, Undivided, Two-way
• 4 Lane, Divided
• 6 Lane, Divided
The curves so developed have been presented in Table 3.16.
3.16
Table 3.16 Results of Speed & Delay Study
Speed at Assumed Power Speed at

Lane Category Free Flow Directional Capacity Term Capacity R2
(Kmph) in PCU / Hr n (Kmph)
2 Lane, Undivided, One-way 35.59 3600 0.58 13.13 0.926
2 Lane, Undivided, Two-way 27.59 1800 1.20 10.91 0.856
4 Lane, Divided 41.82 3600 0.78 13.70 0.701
6 Lane, Divided 42.82 3600 0.55 17.02 0.712
The average peak hour speed is found to be 13.2 Kmph.
3.10 PUBLIC TRANSPORT SURVEY
3.10.1 Public transport survey was conducted along selected 10 bus routes. The routes
were so identified and selected such that the survey covers the North-South and
East-West corridors of the study area Bus route survey was done in order to

assess loading pattern and running time. The shortest route was 14.6 km and the
longest route 76 km. Analysed results for the ten routes are tabulated in Table
3.17.
3.17
Table 3.17 Public Transport Survey on some Bus Routes
Route Route-
Route-from-
from-to Distance Maximum Booked Actual Time
No Km passengers time Minimum Maximum
500 Banasankari to Banasankari 76 88 2:55 2:40 3:29
202 Yeshwantpur B.S to 24.2 47 1:20 1:32 1:45
Kumaraswamy layout
287 M Hebbal to Konankute Cross 20.0 69 1:20 0;50 1:12
TR-7 Banashankari III s II Ph to 17.0 78 1 ;05 1:10 1:35
Jeevanahalli
MBS 4 K.R.Puram to Sunkadakatte 28.0 86 1 ;10 0:56. 1:34
TR 2 Basaweshwara Nagar to 22.5 47 1:10 0:56 1:34
Koramangala
210 H Shivajinagar to Uttarahalli 17.1 66 0:55 0.56 1:34
311 D K.R.Puram to Shivajinagar 14.6 57 0:55 0:57 1:20
259 Shivajinagar to 21.5 46 0:55 0:55 1:20
Jalahalli East 7th Cross
164 Shivajinagar to BTM Layout 14.5 89 0:45 0:43 1:05
3.10.2 It is seen that average journey speed goes down to below 15 Kmph on some
routes. Overcrowding does not seem to be a problem in 80 % of routes.
3.10.3 Opinion survey for Bus and Rail passengers was conducted at 7 bus and rail
terminals to study the existing travel characteristics and also to find out the
intention of the passengers in modal shift. In spite of a fairly good route network,
the bus service cannot provide direct home to work service for many commuters.
In many users perception as ascertained from the opinion survey the services the
expectation of the commuters is summed up below:
I) Over 70 % of commuters feel that (a) buses are delayed resulting long
waiting times; (b) the frequency is not adequate; (c) distance to bus stops
should be less
ii) For 52 %, access distance at origin should be less than 250 m and 32 % will
accept half mile access distance at origin and the corresponding
percentages at destination end are 45 % and 37 % respectively
iii) 69 % feel the numbers of routes are not adequate.
iv) 98 % of respondents are in favour of MRTS in city
v) 81 % would like feeder bus service to MRTS stations
vi) 89 % would like to have parking facilities at MRTS stations
vii) 43 % want MRTS fares to be same as in us for comparative distance and 32
% are prepared to pay only 25 % extra over bus fare for same distance.
viii) 90 % of respondents prefer single ticketing system between bus and MRTS

3.10.4 The longer access distance, low frequency and high travel time combined with
longer waiting times have caused lower patronage of bus transport. Majority of
commuters are reluctant to walk more than a quarter kilometer to the bus stop or
from bus stop to destination. All these have caused a number of commuters who
would have otherwise traveled by bus to prefer a two wheeler for travel. Thus,
over the years, the numbers of private vehicles on roads have gone up causing
congestion, which in turn has further reduced average speed of buses making
them less attractive. This trend can be seen from Table 3.18 which gives the
change in modal split over the last 24 years. This table shows that over the years
share of trips by cars has increasing due to rising car ownership levels,
inadequate and unattractive public transport system. Share of trips by two
wheelers has also gone up significantly. Of late two wheeler users have been
switching over to cars due to rising income levels. Share of public transport has
declined to some extent although in terms of absolute numbers it has increased.
Share of trips by cycles has declined.
Table 3.18 Trend in Modal Split in Bangalore Metropolitan Area
Year Modal Share

Share (%)
Car Two Public IPT Cycle Total
wheeler Transport
1982 3.5 12.1 55.0 13.3 16.1 100.0
2003 5.4 36.3 48.9 7.3 2.0 100.0
2006 7.2 32.0 45.7 12.6 2.4 100.0
3.11 TRAFFIC MANAGEMENT
3.11.1 With nine radial corridors and a number of orbital roads, some of which are not
continuous, there are a large number of intersections in the city. With the rapidly
growing traffic, delays at junctions increase causing difficulty in controlling and
regulating them. Traffic police who are in charge of enforcement also do the
planning required for such regulation. The Policy that the Traffic Police has been
emphasizing has been a multi-layered approach:
• Traffic Management - through regulations and restructure

• Traffic Infrastructure - in terms of grade separators and sub-ways
• Intelligent Transportation Systems (ITS) - use of Automated Traffic Control
Systems
• Synchronised Signal Systems
• Automated Enforcement - through PDAs
3.11.2 As part of this strategy the Bangalore City Police has been undertaking the
management by introducing one way systems in central areas. Over the past
thirty years, about 260 km of roads have been converted as one way streets, of
which 87 km were converted in the last two years only (shown in Figure 3.11
3.11).

Figure 3.11
3.11 Existing One Way Streets
Streets
LEGEND
ONE WAYS
RING ROAD

The Police has launched the AECs and is in the process of installing synchronised
signals in phases. The City Police has drawn up plans to undertake the Intelligent
Transport Systems (ITS) in the near future.
3.11.3 Bangalore is characterised by the presence of numerous junctions at short

distances. The distance between two junctions is hardly about 300 to 400m. BMP
has 162 signalised and 600 manual intersections. Intersection management often
constitutes a major chunk of traffic management. Intersections invariably delay
traffic since all the arms of the junction share the same space for proceeding and
turning. In view of this, the vehicles pile up at the junctions. The traffic is
however being managed by installation of traffic signals at major junctions and
the minor junctions are being controlled by traffic police. The traffic is being
controlled by the traffic police and depending on the quantum of vehicles plying
on the road network, the traffic management measures are being implemented
which include one way roads, ban on entry of certain type of vehicles, exclusive
lanes for IPT vehicles etc.
3.11.4 Medians: Most of the multi lane roads are provided with medians and where there
is no provision for the same, the medians are being implemented in phases.
However, the dimensions of the medians erected are not as per standard IRC
norms. This is basically due to non availability of land to widen the road. BMP has
plans to widen some of the roads.
3.11.4 Parking
Parking:
rking Parking is a major problem in the city. Parking Demand is increasing with
increasing vehicles and on-street parking is almost exhausted in the city centre.
Enforcing parking restrictions on roads will require provision of alternatives in
from of multi storeyed lots and alternative pricing mechanism as a disincentive.
3.12 ROAD ACCIDENTS
3.12.1 Accident data for the past 6 years has been collected from the traffic police
department i.e. from 2001 upto November 2006 and is given in Table 3.19.
3.19 The
data pertains to Bangalore Corporation area only. The table shows that a large
number of road accidents take place and claim many lives every year. The table
also shows that the numbers of accidents have stabilized. This may be due to
high congestion and declining speeds on roads.
Table 3.19 Road Accident Scenario of Bangalore City

Year Fatal Killed Non-
Non-Fatal Injured Total
2001 668 703 8358 6929 9026
2002 783 820 9073 7577 9856
2003 843 883 9662 7980 10505
2004 875 903 8226 6921 9101
2005 793 833 6782 5899 7575
upto 30.11.06) 776 809 6051 5457 6827
Source: Traffic Police Department, B’lore

3.12.2 Most traffic accidents result from the careless behaviour of road users viz.,
drivers or pedestrians. The probability of accident occurrence and the severity of
the accidents can be reduced by proper application of traffic control devices,
good road way design features and traffic road management measures.
3.13 PROBLEMS AND ISSUES
3.13.1 The analysis of collected data from primary and secondary sources has brought
the following major issues regarding the transport system of Bangalore.
1. Road network capacity is grossly inadequate. Most of the major roads are with
four lane or less with small scope of their widening. This indicates the need
for judicious use of available road space.
2. The junction spacings are with small length on many roads. Many junctions in
core are with 5 legs. This makes traffic circulation difficult. There is need to
optimise the available capacity by adopting transport system management
measures and by making use of intelligent transportation systems.
3. Traffic composition on roads indicates very high share of two wheelers. The
share of cars is also growing. This indicates inadequate public transport
system.
4. V/C ratios on most of the roads are more than 1. Overall average traffic speed
is about 13.5 kmph in peak hour. This not only indicates the need of
widening of the roads but the also the need to plan high capacity mass
transport systems on many corridors.
5. Outer cordon surveys indicate high through traffic to the city. This points to
the need of road bypasses not only for BMA but also for BMRDA area. High
goods traffic also indicates the need of truck terminals at the periphery of the
city.
6. Household surveys indicate high household incomes. So the vehicle

ownership levels are increasing. In the absence of adequate and comfortable
public transport system, people are using their personal modes creating not
only congestion problems but also environmental pollution.
7. The household surveys indicate high share of work trips. This segment of
travel demand needs to be mostly satisfied by public transport system.
Considering the large employment centres being planned in the BMA, the
public/mass transport system needs to be upgraded substantially.
8. Modal split in favour of public transport is about 46%. The trends show a
decline in this share over the last two decades. This is further expected to fall

unless adequate and quality public transport system is provided to the people
of Bangalore. Share of two wheelers and cars in travel demand is disturbingly
high. This trend needs to be arrested.
9. There is high pedestrian traffic in core area and some other areas in
Bangalore. Footpath facilities are generally not adequate and their condition is
deteriorating. Therefore up gradation of their facilities is very important.
10. Parking is assuming critical dimensions in Bangalore. Parking facilities need to

be augmented substantially. In the long run, city-wide public transport
system needs to provide not only to reduce congestion on roads but also to
reduce parking demand.
11. Share of cycle traffic has declined over the years. This mode of transport
needs to be promoted by providing cycle tracks along the roads.
12. Area of the BMA has been increased as per Revised Master Plan-2015. This
plan has provided for densification of existing areas, Mutation corridors, hi-
tech areas etc in various parts of the city. This likely to have a major impact
on traffic demand. The transport network including mass transport system
needs to be planned taking the proposed development in to consideration.
13. Large areas are planned being planned by BMRDA in the BMR. This is likely to
increase interaction between Bangalore and suburban towns. There will be
need to provide commuter rail services to these towns from Bangalore.
14. Opinion surveys indicate most of respondents will prefer to Metro system.
They will also be willing to pay slightly extra for the improved services.
3.13.2 Thus while planning for the transport system of Bangalore, the above problems
and issues need to be kept in consideration.

Chapter 4 – Development of Operational Travel Demand Model
CHAPTER – 4
DEVELOPMENT OF OPERATIONAL TRAVEL DEMAND MODEL
4.1 INTRODUCTION
4.1.1 A Detailed operational model is required to enable estimation of future travel

demand which will help in identifying transport requirements. A number of sub-
models have to be developed as follows
• Trip end model
• Trip distribution model
• Modal split model
• Assignment model
4.1.2 India is one of the developing country having heterogeneous type of vehicles on
road starting from slow moving vehicles such as cycles to medium speed auto
rickshaws to fast moving two-wheelers, cars, buses, trucks etc. It is necessary to
select appropriate travel demand software which can model multi modal transport
system. Various soft-wares are available such as EMME2, SATURN, TRIPS/CUBE
etc. An effort has been made in Table 4.1 to compare these three popular soft-
wares as mentioned above to select a best suited to Bangalore city.
Table 4.1 Comparative Capability

Capability Statement
Statement of three popular transportation planning software
S. Particulars EMME2 SATURN TRIPS/CUBE

No.
1 Network Network consists of modes, Network consist of modes, Network with links,
Scenario nodes, links, turns and transit nodes, links, turns and nodes and transit
lines(up to 1,50,000 links, 60,000 transit lines (up to 2,00,000 links.
nodes and 6000 zones) links, 1,00,000 nodes and
- up to 30 modes (such as car, 8,250 zones)
truck, bus, train, walk etc.) - Up to 32 modes
- Possible to model the - Possible to model the
interaction between the modes. interaction between modes
- A data bank can contain several - Data bank contains all
scenarios – base year, alternatives scenarios.
to future years etc.
2 Matrices Matrices contain results as well as Matrices contain results as Matrices contain
in-put data – demand and travel well as in-put data – input data – demand
time by O-D pair. demand and travel time by and travel time by O-
- Zone grouping can be defined O-D pair. D pair.
to allow the production of - zone grouping can be
aggregate matrices. defined to allow the
production of aggregate
matrices
3 Functions Functions are defined by the Functions are defined by Flexible command

user. the user. language for

implementing
demand modals.
- Advanced, built in
functions for
implementing
standard modeling
processes.
- User interface in
multiple languages
4 Matrix Can be used to implement any Provides facilities to build Matrix estimation
manipulatio travel demand forecasting model and modify trip matrices functions for private
n tools from the classical 4-step model to with options for factoring, and public
multi-modal assignment with combining, transposing, transportation.
direct demand functions as well Furnessing, compressing /
as modes based on trip chains. Disaggregating zones.
5 Assignment Provides an equilibrium road Supports a wide range of Dynamic traffic
assignment procedure. assignment options, assignment
equilibrium, stochastic user Multi-path public
equilibrium, All or nothing, transit assignment
stochastic,
- Full demand responsive
options available (elastic
assignment)
6 Transit Provides a multi-path transit Solution towards integrated Innovative multi-path
assignment assignment for modelling and transport and multimode
analyzing. - evaluate PT networks & approach for
service levels modeling public
- examine routing options transit path building
- determines route loading and assignment.
- skim public transport cost
- Bus priority measure, LRT
& guided bus system, park
& ride and Traffic restraint.
7 Graphic All elements of the data bank may A vast range of display - Power of GIS
tools be displayed using various tools – options -Capability to build,
interactive graphic editor, matrix - multiple network compare and spatially
histogram, shortest path builder, - analysis option analyze
scenario comparison etc. - link and junction transportation
annotation system.
- network comparison
- turning movement
annotation
- GIS backgrounds
- individual junction plot
- lane allocations and speed
- identification of problem
junctions
- journey time plots
- bus route information

8 Wide Can be used to address wide Traffic congestion solution, - Simulation of

variety of variety of transportation planning revised traffic management personal travel
application problems from inter-urban arrangements by-pass or -Freight
highway studies to urban road, town center relief, -Environmental
public transport and multi-modal development impact, local impact
studies. junction improvement,
forecasting the impacts of
traffic growth, assessing
induced traffic, impact of
capacity reduction
economic or environmental
assessment. From tolling to
traffic management, from
handful of junctions to full
regional studies.
9 Internation Supports international character Has over 300 users’ world Used in many
al user sets, plot titles in several wide in 30 countries and countries by various
base languages and representation of also widely used for consultants.
left-hand traffic. research projects. Has been
used in Santiago,
Cambridge, Kuwait, Dublin,
Leeds, Chennai and
Mumbai.
10 Use in India Information not available Used in Chennai and Information not
Mumbai and the software is available
customized to Indian
conditions
4.1.3 The comparison of the above three software infers that the software PT-SATURN
developed by University of Leeds and M/s WSATKINS has been customized to
Indian conditions while being used in Chennai and Mumbai. It will be prudent to
mention here that the software at Chennai has been used by M/s RITES Ltd during
the preparation of Comprehensive Traffic and Transportation Plan for Chennai
Metropolitan Area in 1992-95. Hence SATURN was found the appropriate one to
use for Bangalore.
4.2 METHODOLOGY FOR MODEL DEVELOPMENT
4.2.1 The steps involved in model development are indicated in Figure 4.1.
.1 Trip end
models have been developed using multiple linear regression. SATURN /PT-
SATURN packages have been used for the other three steps.
4.2.2 The model developed has been used for traffic forecasting for the horizon year at
the strategic level including public transport corridor system. The extensive data
base that was established as a result of the traffic surveys in 2006 provided the
base for the model development, calibrated and validation.

Figure 4.1 Development of

of Detailed Operational Model
L a nd u se / H o use ho ld R oad s ide B us in es s N e tw or k S pe ed f lo w T r aff ic a nd

p la n ni ng I nt er vie w I nt er vie w s ur vey I nve nt or y d at a p u bl ic tr an sp or t
d at a by d at a c o un t da ta
z o ne
C o de , pu nc h , e d it an d exp an d
D eve lo p spe ed
i n ter v ie w dat a
P r e lim i nar y f lo w c ur ves
tr i p r a tes
B ui ld b ase
B ui ld ob ser ve d tr ip m atr ic es
ye ar n et wor k
b y m o de an d tr i p pur po se
C a li br a te tr i p
r a tes a t se ct or N e tw or k
l eve l c ali br at io n
A ss ig n tr i p m atr ic es
X -X L -s ha ped
V a li da te ob ser ve d m od el
m a tr i ces m atr ice s
C a li br a te tr i p dis tr i bu tion / m o dal S kim co st s

s p li t m od el by tr i p pur p ose
G en er al i zed c os t
D i str ib u ti on /m od al
p ar am e ter s
s p li t fu nc t io ns
S yn th et ic
R u n m ode l in
tr i p- en ds
‘f or e ca st ’ m ode
C om b in e m atr ice s
b y pur p os e
C om b in e m atr ice s
f or a ss ig nm en t
A ss ig n a nd va l ida te
d et aile d o per a tion al m o de l

4 .3 TRIP GENERATION
4.3.1 The first step is to derive the models for trip generation / production in different
zones. The trip generation models can be obtained either by using Multiple Linear
Regression (MLR) technique or simple linear regression techniques. The models are
based on the premises that;
(i) a linear relationship exists between the trip generation and the other various
independent variables which influence the trip production; and
(ii) The influence of each such independent variable on trip production is

additive i.e. addition of each variable in the model contributes in a positive or
negative way towards the value of dependent variable.
4.3.2
4.3.2 In case of MLR it takes the form
To = ao + a1 x1 + a22x22 + ……….. + an, xn
ao is a constant;
a1, a2, ……………. an are coefficients;
x1, x2, ……………. xn are influencing variables
which include one or more planning factors, socio-economic characteristics

and trip characteristics. They should normally cover the factors like
(i) The land use pattern and development in study area

(ii) the user characteristics like household size, income, vehicle
availability; and
(iii) the nature, extent and capacities of the transportation system
In case of simple linear regression equation the equation takes the form of:
Y = a + bX
Where, a is a constant, b is the coefficient and X is the independent variable.
4.3.3
4.3.3 Since number of households is highly correlated to either number of workers,
number of students, or number of households as a variable would take a negative
coefficient and it was not desirable to be included.
4.3.4 As the projection of vehicle ownership or number of vehicles in zone is difficult

especially because of non availability of zone-wise economic data this variable has
not been considered. But the variables which were decided to be included is as
follows:-

For Work :‘Zonal population’.

For Educ : ‘Zonal population’.
For Other : ‘Zonal Population’.
The trip generation models developed for peak and off peak period for full BMA are
given below:
WHOLE DAY MODELS

Work trips = 7092.014 + 0.230406 P R2= 0.829
0.829
Educ. trips = 3287.878 + 0.088129 P R2= 0.759
0.759
Other trips = 2734.769 + 0.108239 P R2= 0.722
0.722
Where
P = Population
R2 = Coefficient of Multiple Correlation
4 .4 TRIP ATTRACTION
4.4.1 Trip attraction can be done only at zonal level. The trip attraction models are
mostly derived using regression approach. The data availability at zonal levels,
which could be forecasted were checked first. But the relevant data’s like number
of work places, student enrolment for future years and also land use in terms of
commercial area for future years were not available neither in Master Plan prepared
by BDA nor else where. In absence of such data effort was made to forecast work
places and student enrollment based on information like population and future
activity shifting as per the Master Plan. The equation for other trips were developed
based on available data like area of commercial areas at planning district levels as
data was not available at traffic zonal level. Based on the above the variables used
were
Work Trips : Number of work places.

School Trips : Number of school enrolment
Other trips : Commercial area
WHOLE DAY MODELS
Work trips = 4904.793+0.68661*WP R2= 0.768

0.768
Educ. trips = 2469.983+0.415853*SE R2= 0.700
0.700
Other trips = 8989.15+ 401.10 * CA R2= 0.7267
0.7267
Where
WP = Work places
SE = Students enrollment
CA = Commercial Area
R2 = Coefficient of Multiple Correlation

4 .5 BASE YEAR NETWORK DEVELOPMENT
4.5
4.5.1 Introduction – SATURN / PT SATURN
Having identified the study area and traffic zones, the base road network (in
SATURN) and public transport network (in PT-SAT) were defined.
4.5.2
4.5.2 SATURN (Simulation and Assignment of Traffic on Urban Road Networks)
4.5.2.1 SATURN is a suite of computer program which has four basic functions
- As a network database and analysis systems

- As a combined traffic and simulation and assignment model for the analysis
of traffic management schemes over relatively localized networks
- As a conventional traffic assignment model for the analysis of larger network
- As a simulation model of individual junctions
4.5.2.2 The basic SATURN model has the following six components programs
- The Network build program

- Assignment program
- Simulation program
- Analysis program
- Network editing program
- Network plot program
4.5.2.3 For the network build program SATNET, data required are the link data like
distance, free and capacity speed capacity, power of speed – flow curve, bans on
links coordinates of nodes, public transport routes etc.
4.5
4.5.3 PT-
PT-SATCHMO (SATURN Travel Choice Model)
4.5.3.1 SATCHMO is a multi-modal transport package to complement SATURN and provide

facilities to model the new measures and responses. The public transport
programs are used to
- Build Network (SAT10)

- Build paths
- Skim trees
- Evaluate inter zonal costs
- Assign a trip matrix to network
4.5.3.2 To build network, link speed will be read from SATURN network factored for
allowing slowing at stoppages. The bus route is also read from the SATURN private
network.

4.5.4
4.5.4 Private Vehicle Network
4.5.4.1 The Bangalore Metropolitan Area is served by a network of roads and railways to
facilitate travel within the area by both private and public transport. But the
network within the area is not well defined on scientific basis and also it doe not
have proper well defined hierarchy of roads. Depending on the characteristics of
some of the roads it is possible to broadly divide them into 4 categories like
- Arterial roads
- Sub-Arterial roads
- Collector-distributors roads
- Local Streets
4.5.4.2 It was assumed that all trips generated within zone will emanate from zone
centroid. In order to load the trips on to the network they are connected to the
network with the help of zone centroid connector. The travel characteristics of a
centroid connector will represent the zonal average of trips starting and ending at
that zone. For any centroid there may be more than one centroid connector
depending on the local conditions of a traffic zone, and network links in the zone.
The base road network, centroid and centroid connectors are shown in Figure 4.2
4.2
and 4.3
4.3. Centroid connectors linking zones with nodes were assigned with speeds
of 15 Kmph in the city, 20 Kmph in outer regions. Distance is measured from each
loading point to the theoretical centre of gravity.
Figure 4.2
4.2: Base Road Network

Figure 4.3
4.3: Road Node and Centroid
Centroid and their Connectors
4.5.4.3 Link lengths were measured from the plans and checked at random by measuring
at sites. Each link was also allocated a speed flow curve according to the speed
flow study mentioned earlier and depending on category of the link in which it is
falling.
4.5.4.4 Bus services of BMTC were coded with more details. The frequency of buses
operating on each route was coded so as to preload the same to the private vehicle
network. A bus PCU value of 3.0 was assumed.
4.5.5
4.5.5 Public Transport
Transport Network
4.5.5.1 The public transport network developed in PT-SAT is a composite network

consisting of both bus and rail services. This helps in passenger interchange
between the two. The composite network allows greater flexibility in route choice
and helps in realistic assignment of trips from the combined public transport
matrix.
4.5.5.2 PT SATURN extracts the bus routes and frequencies from SATURN network file. An
extensive system of both bus and rail routes were modeled. This include all the
intra city bus services run by BMTC and suburban rail service and exclude the
intercity bus and rail services.

4.5.5.3 Bus speeds are read directly from SATURN network file which includes the effect of
congestion due to private vehicles. A factor of 1.2 was used on these speeds to
reflect time lost at bus stops.
4.5.5.4 Centroid connectors link centroids to the bus and rail network at major nodes and
appropriate stations. The Centroid connectors represent overall walking time from
Centroid to the public transport system. The mean walking speed was considered
as 5 Kmph.
4.5.5.5 Transport links represent connections between bus to bus routes and railway
stations. They are considered as walk links.
4.5.5.6 Important assumptions which were made whiling building public transport network
are :
- Private Vehicle link times are factored by 1.2 to allow time lost at bus
stops enroute
- Actual walk time is factored by 2.0 to represent perceived walk times.
- Waiting time is calculated as half the service head way. This is
factored by 2.0 as for walking time.
- Bus transfers at a node accrue an additional 2 minute penalty.
- Bus fares calculated as Rs.1.00 as fixed fare, taking in to account the
sale of monthly, weekly and daily passes, plus Rs.0.50 per Km. The
fixed fare is charged every time a transfer is made.
4.5.
4.5.6
5.6 Network Calibration
Both private and public transport networks were checked thoroughly and corrected
wherever necessary in order to achieve reliability and accuracy. The rests included
- Private road network link lengths, bus and rail link lengths in PT
network were checked.
- Test tree builds from selected zones to ensure logical routing pattern
- Modelled and observed journey time comparison
- Comparison of modeled and observed vehicles across screen lines in
private network and passenger counts in public transport network.
- Assignment checks.
4.6 GENERALIZED COST
4.6.1
4.6.1 The generalized cost of travel is the sum total cost of a traveler’s out of pocket
expense and the perceived cost of his time of travel by the mode. Generalized cost
may therefore differ not just by the mode of travel, but also according to the
characteristics of the traveler and of the particular trip that he is making.

4.6.2
4.6.2 Value of Travel Time
4.6.
4.6.2.1 In order to apply this approach to the valuation of travel time it is necessary to
estimate average income and complete travel time cost. Based on the statistical
data available the per capita income (per annum) has grown from Rs. 28305 during
1998-99 to Rs. 53625 by 2004-05 at constant prices. The average income per
employed resident using a particular mode was extracted from 2% household data
collected during HHI. The results are summarized in Table 4.2
4.2. Assuming full time
employees work for 176 hours per month, the time cost was worked out per
minute.
Table 4.2 Average per Capita Income per month of Persons Using Different Modes
Average individual
Mode Rs / hour
income / month
2-Wheeler 4469 25.39
Car 7388 41.98
IPT 3611 20.52
PT 2110 11.99
NOTE: 1. Extracted from household survey data.
2. Hourly incomes assume monthly working hours of 176.
3. Income is in Indian rupees
4.6.2.2 Business travel time is valued approximately at the person’s wage rate, non-
business travel or other trips like leisure, shopping, education etc., is valued at
25% of person’s wage rate. In education and other leisure trips it is usually
assumed as everyone in household behaves as if his/her income is equal to that of
the head of the household, trip to or from work is valued as 50% of person’s wage
rate.
4.6.2.3 The value of time for peak and off-peak for different modes like car, two wheeler,
IPT and public transport is shown in Table 4.3
4.3.
Table 4.3
4.3 Value of Time – Mode wise, Purpose wise and Period wise
Income/ Value of Time / Minute

AV
Mode Month Time Cost per minute
Occu
Occu HBW HBE/O EB
(Rs)
2- 1.53 4469 0.42 per person 0.21 0.11 0.42
Wheeler
0.65 per mode 0.32 0.16 0.65
Car 2.59 7388 0.70 per person 0.35 0.18 0.70
1.81 per mode 0.91 0.17 1.81
IPT 2.49 3611 0.34 per person 0.17 0.08 0.34
0.85 per mode 0.43 0.21 0.85
PT 2110 0.20 0.10 0.05 0.20

NOTE: 1. Income of IPT user is weighted average of both auto rickshaw user
and taxi user.
2. HBW cost = time cost per person * 0.5
HBO cost = time cost per person * 0.25
EB cost = time cost per person * 1.00
3. Income and time cost is in Indian rupees
4.6.3 Operational Cost
4.6.3.1 Car users:
This will include car operation in terms of fuel and oil. The break up of cars of
various makes can be considered as Small cars 55%, big and SUV cars 30% and
Rest: 15%. Accordingly the average operating costs will be worked out.
Also it is proposed to take in to account the type of fuel used by various cars and
they are given in Table 4.4
4.4.
Table 4.4 Mileage by various Cars
CARS Total Km / Lt Petrol Diesel

Small Cars 55 % 16 35 % 20%
Big cars 30 % 10 20 % 10 %
Others 15 % 8 5% 10 %
Average Vehicle Mileage - 13.35 Km/Lt

Cost of fuel - Rs. 50.40 for petrol and Rs. 35.26 for diesel as on 2006
Average Fuel cost per Km - Rs 3.31 per Vehicle.
4.6.3.2 Two Wheelers
Depending on the type & make of Two Wheelers available on road it is proposed
adopt the breakup as given in Table 4.5
4.5.
Table 4.5
4.5 Mileage by Various Two wheelers
Mode Total Km/ Lt
Scooters 35% 35
Motor cycles 40% 50
Mopeds 35% 60

Average vehicle mileage – 48.5 Km/ Lt

Cost of petrol - Rs. 54.50 as on 2006
Average fuel cost per Km – Rs. 1.12
4.6.3.3 Public Transport
The out of pocket expense consists of fare paid by the passenger. The fare is
minimum for the first few kilometers and increased on a per kilometer basis or
depending on stages. For buses the average fare per km is Rs. 0.50 for ordinary
bus with Rs. 3.00 as minimum and Rs.0.75 for pushpak buses with a minimum fare
of Rs.4.00. The weighted average of minimum fare was worked out taking in to
account the sale of daily passes, weekly passes and monthly passes and it is
Rs.1.00
4.6.3.4 IPT
For Auto & Taxi the fare depends upon per km rate. At present min auto fare is Rs.
12.00 for 2.0 Kms & for Taxi it is Rs. 30.00 for 3 Kms. The weighted average fare
for IPT per km works out to Rs. 7.50 / km and the same has been proposed to use
in model.
4.6.3.5 Commercial vehicles
It is assumed that on an average the salary of driver and the helper works out to
Rs.12000/- per month. It was also found that they work for about 20 days in a
month and for a period of about 12 hrs in a day. Similarly on analysis of fuel
consumption it was found that HTV give 3.84 km/ltr of diesel and LCV give 8.73
km/Lt. A combined weighted average for the commercial vehicles gives 5.13 km/Lt
of diesel.
Time cost for Driver/helper - Rs.0.83/min

Expenditure on fuel - Rs.6.87/km (at 2005 price)
4.6.7
4.6.7 The determined time costs and operation costs goes as input in the assignment
and distribution model to extract cost matrices for various modes and purpose.
4.7
4.7 CALIBRATION
CALIBRATION AND VALIDATION OF OBSERVED MODELS
4.7
4.7.1 There are two clear links between private vehicle and public transport assignments
and the subsequent development of cost matrices – SATURN takes route and
frequency data from the PT-SAT network takes link speed data from the SATURN
assignment.

The private vehicle cost matrices were produced in three steps:
* Matrix development
* Network calibration/assignment validation
* Cost skims
4.7
4.7.2 Matrix Development
4.7.2.1 A total of 21 observed private vehicle trip matrices were produced as follows for
the whole day.
* Light vehicles - 5 purposes (HBW, HBE, HBO, NHB, EB)

3 modes (car, 2-wheeler, IPT)
* Commercial vehicles - (all employees business)
* Cycle - 5 purposes (HBW, HBE, HBO, NHB, EB)
4.7.2.2 Private vehicle passenger matrices and Public Transport passenger matrices both
purpose wise and mode wise was built for distribution and modal split and the
Private Vehicle (PV) matrices in terms of PCUs was built for assignment purposes.
The heavy vehicles, private vehicles and cycle matrices were in PCUs and have been
derived by converting person trips matrices from corresponding purpose wise
occupancy figures and PCU values.
4.7.2.3 The private vehicle – car, IPT and two wheelers were combined for assignment to
the private vehicle network (See Table – 4.6
4.6).
Table 4.6
4.6 Total number of Vehicles and trips Assigned
Vehicle type Peak Period

Cycle 10233 PCU’s
Commercial vehicles 10199 PCU’s
Private modes - cars, 2-w and IPT 189569 PCU’s
Public Transport 338195 person trips
Note: PCU values Car : 1.00, Cycle : 0.50, Truck : 3.00, 2-W: 0.75 and Auto : 1.20
4.7.3
4.7.3 Network Calibration / Assignment Validation
4.7.3.1 Private Vehicles

Vehicles
Approach to assignment in SATURN is to allow different vehicle types or road users

to follow different routes through network up to 20 iterations for each ij pair.
The basis for route choice was also varied and tested in each case in order to
produce an assignment which best fitted observed behavior. BMTC scheduled bus
routes were incorporated as fixed flows. Commercial vehicles and cycles were

assigned to the network first as preloads. Here the trees were based on minimum
distance paths for cycles and minimum cost paths using free-flow speeds for
commercial vehicles.
4.7.3.2 The private vehicles – car, IPT and two-wheelers matrices were then assigned to
minimize generalized costs.
4.7.3.3 An “Equilibrium” assignment technique was followed whereby traffic arranges itself
across network in such a way that all routes used for any origin and destination
movement have equal and minimum costs, while all unused routes have greater
costs. The algorithm employed in SATASS uses an iterative sequence.
• The complete matrix are assigned to minimum cost trees to produce a set
of link flows.
• A new set of link costs are calculated as a result of first assignment and
used to define new minimum cost routes.
• The matrix is reassigned to produce a newest of link flows.
• An improved set of link flows are calculated from a combination of the

first two, the proportion of each being calculated on the basis of the need
to minimize overall costs on all links across the network.
• A new set of link costs are then calculated and so on.
4.7.3.4 This procedure provided for satisfactory convergence after 20 iterations,

convergences was defined as a situation where sum of link costs across the
network, is within 1% of the costs where all trips properly assigned to equal
minimum cost routes. Thus in an un-convergent assignment, the above
equilibrium condition is not satisfied because different routes carrying traffic
between the same destination pairs are not all of equal cost.
4.7.3.5 Calibration of Private

Private Vehicle Network
The resulting assignment flows and journey times were compared with the ground
count (observed flows and observed journey times). These checks on validation led
to a sequence of minor network corrections, followed by assignment and further
validation checks. Particular attention was placed on.
- checks on link capacity throughout the network especially at level

crossing, bridges across rivers, causeways, roads with encroachment
etc. by comparing journey times with observed values.
- revision to some zone centroid connectors to load traffic on to the
network at more appropriate locations.

Generalized cost and time only assignment were tested using the Wardrop
equilibrium assignment in SATURN. The principle behind this technique is traffic
arranges itself on congested network in such a way that the cost of travel on all
routes used between each O-D pair is equal to the minimum cost of travel and all
unused routes have equal or greater cost (i.e. same as above). The finally selected
assignment methodology was all or nothing for cycles, stochastic user equilibrium
(SUE) assignment for commercial vehicles. In SUE technique, the traffic arranges
itself on congested network such that the routes chosen by individual drivers are
those with the minimum perceived cost; routes with perceived costs in excess of the
minimum are not used. The main difference is that SUE goes through a fixed
number of all–or–nothing assignments randomizing costs (within a range) each time.
4.7.4
4.7.4 Public Transport Network
Network
4.7.4.1 The public transport network develop in PT-SATURN consists of both bus and rail
services, so that passenger may interchange between the two. Bus routes are read
into PT SATURN directly from SATURN network file. Bus speeds are read directly
from the SATURN loaded network file so that journey times by bus include the
effect of highway congestion. Before it is being assigned with PT trips the network
was thoroughly checked and amended where necessary.
- Numbers of assumptions were made while building PT network.

- Private vehicles link times are factored by 1.2 to allow stoppages of buses at
bus stops.
- Actual walk times doubled to represent perceived walk time, a common
assumption.
- Waiting time will be half the service headway.
- Bus transfer will mean additional 2 minutes penalty.
- Bus fares calculated on the basis of Rs.1.00 fixed fare and Rs.0.50 per km.
- Fixed fare is charged to Bus passengers every time a transfer is made.
4.7.4.2 PT-SAT assigns the public transport matrix of both bus and rail to single all or
noting trees based on minimum cost. All passengers between any two zones are
assumed to travel along the same route. Each route may contain various elements
of travel including
- Walk to bus stop or Railway station

- Bus or Rail options for major travel
- Transfer between bus and train / bus & bus.
- Waiting time at bus stops & Railway stations.
4.7.5
4.7.5 Validation Statistics for Assignment of the Observed Matrices
Screen line Comparison

Validation was assessed on the basis of comparison of observed counts against

corresponding model forecasts. Traffic counts were those carried out at each of the
screen line survey sites.
Total modelled flows across screen line, are within 0.12% of counts for morning peak
hour. Individual directional screen line totals are generally within 10%. Table 4.7
4.7
shows comparison of observed and assigned flows across screen line.
Table 4.7
4.7 Comparison of Observed and Assigned flows
Direction Assigned Observed Difference % difference

UP 47972 43953 4019 9.15%
Down 35762 36153 -391 1.81%
TOTAL 83734 80106 7714 9.63%
4.7.6
4.7.6 Travel Cost Extraction
The trees output by the final assignment from the SATURN for whole day were
extracted to provide cost matrices for all modes and purposes, the bus passenger
costs were obtained from extraction of the PT-SATURN assignments. Since a
converged assignment by definition may contain a number of different but equal
cost routes between pair of zones, it was necessary only to skim the final set of
trees. The total cost for each zone pair was incorporated in a set of cost matrices.
4.7.
4.7.7
7.7 Calibration and Validation of Gravity and
and Modal Split Model
4.7.7.1 The purpose of trip distribution modeling is to find equations that reproduce intra-
zonal patterns of surveyed traffic. It should function to fill any unobserved cells of
a partially observed trip matrix or to forecast the effects of changes in the
transport system on the choice of trip destination used to predict changes in
patterns of movement resulting from new infrastructure, changed land-use etc.
4.7.7.2 Modal split or modal choice modeling attempts to estimate the total amount of
patronage on the different transport modes. Trip distribution indicates the spatial
pattern of this demand. Modal split is the allocation of the total surveyed traffic to
separate modes as normally used in the bi-partition of traffic in to private and
public mode. For this study we have adopted joint distribution / modal split model
based on gravity modeling as this option is available in SATURN / PT-SAT suite.
4.7.7.3 The process of trip distribution and modal split is shown in Figure 4.4
4.4

Observed matrices by Zonal Calibrated trip rates

purpose mode and time Planning by sector trip purpose
period (Metropolitan Data mode and time period
Area only) period
Observed
Modal split Trips Costs Total synthetic person trip ends (all modes)
for each purpose and time period category
(Metropolitan Area only)
Observed trip cost Generations Attractions
distribution by mode for
each purpose and time
period category Trip end balancing
factors (iterations)
Values for Initial Trip end

deterrence balancing Synthetic trip matrices Synthetic modal split
functions by Revised factors
matrix area (iterations) Synthetic trip cost
distributions
Quasi-synthetic trip
matrices Compare with comparable observed
Sector level Trip cost Modal split
Quasi-synthetic trip trip matrices distributions
cost distributions
Unsatisfactory
Compare observed and Quasi- Satisfactory
synthetic distributions Revise Matrix Calculate K Calculate K
Not Converged Converged area definition factors as factors as
and repeat necessary necessary
calibration cycle
Quasi-synthetic modal split
for comparison with Assign synthetic matrices
observed Fit smoothed analytical
deterrence functions to
Empirical values
Figure 4.4
4.4 PROCESS OF TRIP DISTRIBUTION AND MODAL SPLIT
4.7.8
4.7.8 Approach
4.7.8.1 After successful completion of calibration and validation of observed models, the
trip distribution and modal split phase were carried out jointly using a
conventional doubly constrained gravity model of the form.
Tijm = ri Gi Sj Aj Fijm
Where = T = number of interzonal trips by mode m
G = Total generation trip ends by zone
A = Total attraction trip ends by zone
i = Generation zone
j = attraction zone
r, s = balancing factors (constant)
Fij = deterrence function for mode m
= Km e-Bcijm C Jim
Where K = constant factor

C = generalized cost of travel
= Calibration constant - exponential function
= Calibration constant – power function
Double constraints are imposed by ensuring that

Σ Tim = Gi Σ Tim = Aj
Jm im
The form of the model in such that exponential (α = o) or power (β= o) functions
may be used for the deterrence function. The inclusion of both α and β
represents a gamma function, sometimes called a Tanner function.
4.7.8.2 Given a matrix of intra-zonal costs and a set of generation and attraction trip
ends, a gravity distribution model estimates the factor r and s automatically,
leaving the calculation of the deterrence function as the main feature of the
models calibration. The cost of travel between zones is associated with a
deterrence function whereby the higher the intra-zonal cost, the greater the
deterrence to trip making, and therefore the lower the number of trips between
zones. This is the principle of the gravity distribution model.
4.7.8.3 Trip distribution models are generally run subsequently for a number of different
trip purposes time periods or modes. A joint distribution and modal split model
carries out this same process but for a number of different modes
simultaneously. Calibration of a joint model is achieved by calculating deterrence
functions for each mode as for a normal distribution model, but weighting these
functions in accordance with observed modal split. The proportion of trips made
by each mode is a function of the cost of travel on that mode compared with the

costs by all other modes. It is these weights which represent the different
characteristics of each mode, the effects of which are not adequately determined
by generalized cost variables.
4.7.8.4 Calibration constants defined by mode for each purpose and time period category
are used to forecast the distribution and modal split of trip ends in conditions of
changing inter-zonal costs.
4.7.8.5 This is conventional, calibrating the model on the basis of observed trip and cost
matrices, and building synthetic matrices by applying the calibrated constants in
forecast mode.
4.7.8.6 Model inputs

Trip matrices
The following observed trip matrices were input to the distribution/modal split
model calibration:
- HBW, HBE & HBO trip purposes
- Whole day
- Car, two wheeler, IPT and PT passenger modes
This provides a total of 14 matrices.
Employers business and Non home based trips were not distributed, as these
trips will make calibration of deterrence functions unreliable. Since small number
of trips relationship between trip ends and planning data are difficult to establish.
Cycles, Commercial vehicles were also excluded form distribution / modal split as
these will be assigned as observed.
4.7.8.7 Software
The computer programme which is part of SATURN / PT-SAT is for distribution &
modal split, and it includes four programs.
D1 - builds observed trip cost distribution

- Calculates trip end balancing factors
- Calculates empirical deterrence functions
- Builds quasi – synthetic trip cost distribution
DFIT - Fits smoothed analytical deterrence functions to empirical

functions
M5 - Compares matrices form zone to sector level
M2 - Compares observed and synthesized matrices at the sector

Level.

Calibration Statistics
Area definition
The deterrence function includes a factor K which allows different functions to be

calculated, even with the same calibration constant, for different areas of the
matrix that is different local areas within the study area. Here the model used a
single area definition that is Bangalore Metropolitan Area, because results of a
single area definition were adequate. This simplifies the forecasting procedure
and makes the model more robust. The external trip ends were not distributed.
This ‘L’ shaped portion of matrix consisting of external trips was input directly
into the final synthetic matrix in different mode / purpose matrices.
Generation / Attraction
The distribution of trip ends is based on generation and attraction, rather than
origins and destinations.
4.7.8.8 Input Values
Initial input values for α & β were provided as 0.07 and 0.001. This provided a
starting point for distributing observed trip ends which led to convergence after
18 – 19 iterations. Within these, the cycle of calculating balancing factors
generally involved between 2 – 6 iterations. An initial value of 1.0 was input for
the K factors.
4.7.8.9 Intra
Intra-
tra-zonal costs
In order to ensure that complete trip cost distributions are used in the estimation
of deterrence functions, intra zonal costs are required by the distribution model.
These do not appear in the cost skim matrices since intra zonal trips are not
assigned to the model networks. Private vehicle costs were estimated using the
generalized costs, average intra zonal speeds of 15 kph for the zones in the BMA
and average intra zonal trip length based on the area of the each zone.
Average intra-zonal trip length = SQRT (7 / 22) * zone area
* Zone areas were calculated as part of the dis-aggregation of planning

data to CTTS zonal level.
The intra zonal costs for cars, 2W, IPT and public transport for whole day were.
Cars: Travel time * Time cost

2-W: Travel time * Time cost

IPT: (Distance * Time cost) + Min. fare

PT: Less than 2 km -
(fixed fare / km) + (Waiting time + travel time) * Time cost
More than 2 km –
(Distance * fare / km) + Fixed fare + (Waiting + travel time) * time cost.
4.7
4.7.9 Calibration Statistics
The single set of calibration constants were used for distributions over the
complete matrix for mode / purpose categories.
4.7.9.1 Deterrence Functions
Deterrence functions (power functions, exponential function and constant) values

were identified for different purpose, mode and period. The final analytical
function outputs are given in Table 4.8
4.8.
Table 4.8
4.8 Calibrated Deterrence Functions for both Peak and Off Peak Periods
Whole Day
Purpose Mode Power Exponential
Constant
Function Function
Work Car -0.55279 -0.02618 0.79802E-01
2-Wheeler -1.02436 -0.02280- 0.74206E+00
IPT -1.08434 -0.05119 0.54307E+00
PT -1.72920 -0.02498 0.34888E+01
Education Car -1.48284 -0.03640 0.12916E+00
2-Wheeler -1.60020 -0.01896 0.12781E+00
IPT -1.27244 -0.07009 0.29600E+00
PT -2.05416 -0.02477 0.42883E+00
Others Car -0.93514 -0.02995 0.64678E-02
2-Wheeler -1.16506 -0.04154 0.67888E-01
IPT -0.51559 -0.09502 0.43992E+00
PT -1.79569 -0.04521 0.38062E+01
Note: 1. Observed = Observed matrices
2. Synthetic = Synthetic matrices from gravity model
4.7.10 Comparison of Total Trips

Trips
4.7.10.1 Table 4.9

4.9 shows corresponding comparison of total trips in each purpose and
mode for both observed and synthetic trips. Figure 4.5
4.5(a) to 4.5
4.5(c) shows the
comparison of trip cost distribution for different purposes for peak period. This
guarantees the close fit shown in distribution model both in total number of
observed and synthesized trips and also trip cost distribution.

Table – 4.9
4.9 Comparison of Total trips by Purpose, Mode and Time Period
Peak Period
Purpose Mode
Observed Synthesised
Synthesised Difference
Work Car 303274 303865 -591
2-wheeler 1367549 1369695 -2146
IPT 170541 171599 -1058
PT 840104 836409 3695
TOTAL 2681468 2681468 0
Education Car 76784 76991 -207
2-wheeler 159171 157869 1302
IPT 77663 77620 43
PT 784871 786058 -1187
TOTAL 1098490 1098490 0
Others Car 9812 10196 -384
2-wheeler 112840 112469 371
IPT 358600 359553 -953
PT 659697 658755 942
TOTAL 1140949 1140949 0

4.7.10.2 Table 4.10

4.10 also shows the comparison of observed modal split with synthesized
modal split. It depicts that both the values are within 5% for each purpose and
mode. Synthesized average trip costs were also close to observed values.

Trip cost distribution for work - Car Trip cost distribution for work - 2-W
25000 200000
Num ber of Trips

20000
Number of Trips
150000
15000 Observed Observed
100000
10000 Synthetic Synthetic
50000
5000
0
0
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31
Trip Cost Trip Cost
Trip cost Distribution for Work - IPT Trip cost Distribution for work - PT
35000 500000
30000
Num ber of Trips

Number of Trips
400000
25000
20000 Observed 300000 Observed
15000 Synthetic 200000 Synthetic
10000
100000
5000
0 0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31
Trip Cost Trip Cost
FIGURE 4.5 (a)

Trip Cost Distribution for education - Car Trip cost distribution for education 2-wheelers
20000 35000
30000
Num ber of Trips

Num ber of Trips
15000 25000
Observed 20000 Observed
10000
Synthetic 15000 Synthetic
5000 10000
5000
0 0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 1 3 5 7 9 11 13 15 17 19 21 23
Trip Cost Trip cost
Trip cost Distribution for education - IPT Trip cost distribution for Education - PT
25000 500000
Num b er o f Trips
num ber of Trips
20000 400000
15000 Observed 300000 Observed

10000 Synthetic 200000 Synthetic
5000 100000
0 0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31
Trip cost Trip cost
FIGURE 4.5 (b)

Trip Cost Distribution for Others - Cars Trip cost Distribution for Others - 2-W
2000 30000
Nu m b er o f T rip s
Num ber of Trips
25000
1500
20000
Observed Observed
1000 15000
Synthetic Synthetic
10000
500
5000
0 0
1 3 5 7 9 11 13 15 17 19 21 1 3 5 7 9 11 13 15 17 19 21 23
Trip Cost Trip Cost
Trip Cost Distribution for Others - IPT Trip Cost Distribution for Others - PT
60000 400000
Num ber of Trips
50000 350000
Num ber of Trips

300000
40000
Observed 250000 Observed
30000 200000
Synthetic Synthetic
20000 150000
100000
10000 50000
0 0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31
Trip Costs Trip Cost
FIGURE 4.5(C
4.5(C )

Table 4.10 Comparison of Modal Split by Purpose and Time Period
Peak Period
Purpose Mode
Observed Synthesized
Synthesized
Work Car 11.31 11.33
2-wheeler 51.00 51.08
IPT 6.36 6.40
PT 31.33 31.19
Education Car 6.99 7.01
2-wheeler 14.49 14.37
IPT 7.07 7.07
PT 71.45 71.56
Others Car 0.86 0.89
2-wheeler 9.89 9.86
IPT 31.43 31.51
PT 57.82 57.74

4.7.10.3 These test results led to the following observations
i) The detailed operational model is able to synthesize trip movements during

peak and off peak period on the basis of travel costs. The travel costs are
based on both value of time and out of pocket expenses. The model
considers 4 different modes (cars, 2-wheelers, IPT, and public transport)
ii) The model has been calibrated from the existing data and validated at
various stages by comparing modeled and counts of traffic and passengers
using public transport across screen lines. Journey times both modeled and
observed are compared very well.
iii) The model is sufficiently robust at strategic level to use for forecasting. The
model has performed well at screen line levels and speeds.
4.8
4.8 CONCLUSIONS
4.8
4.8.1 Operational transport of CTTS as developed using SATURN and PT-SATURN is
able to synthesize patterns of trip movement during the whole day on the basis
of travel costs. The model includes 4 modes (cars, two wheelers, IPT and public
transport) and travel cost is based on value travel time and out of pocket
expenses.

4.8
4.8.2 Patterns of movements and choice of mode are determined by a joint trip
distribution / modal split model of gravity type. All other things being equal, the
number of trips between any two zones will decrease as the cost of travel
increases, and the number of people selecting a particular mode will decrease as
its cost relative to other modes increases.
4.8
4.8.3 The model has been calibrated and validated from existing data by comparing
modeled and counted flows of traffic and public transport passengers across
screen lines.
4.8
4.8.4 Now the Model can be used for forecast with confidence.

Chapter 5 – Strategy for Transport Development
CHAPTER – 5
STRATEGY FOR TRANSPORT DEVELOPMENT
5.1
5.1 NATIONAL URBAN TRANSPORT POLICY
5.1.1 The Government of India has evolved a policy to overcome the problem of poor
mobility which dampens the economic growth and deterioration in the quality of
life. The approach is to deal with this rapidly growing problem as also it can
offer a clear direction and a framework for future action.
The vision of this policy is:
• To recognize that people occupy center-stage in our cities and all plans would
be for their common benefit and well being
• To make our cities the most livable in the world and enable them to become
the “engines of economic growth” that power India’s development in the 21st
century
• To allow our cities to evolve into an urban form that is best suited for the
unique geography of their locations and is best placed to support the main
social and economic activities that take place in the city.
5.1.2 The objective of this policy is to ensure safe, affordable, quick, comfortable,
reliable and sustainable access for the growing number of city residents to jobs,
education, recreation and such other needs within our cities. This is sought to be
achieved by:
• Incorporating urban transportation as an important parameter at the urban planning stage

rather than being a consequential requirement
• Encouraging integrated land use and transport planning in all cities so that travel distances are
minimized and access to livelihoods, education, and other social needs, especially for the marginal
segments of the urban population is improved
• Improving access of business to markets and the various factors of production
• Bringing about a more equitable allocation of road space with people, rather than vehicles, as its
main focus
• Encourage greater use of public transport and non- motorized modes by offering Central
financial assistance for this purpose
• Enabling the establishment of quality focused multi-modal public transport systems that are well
integrated, providing seamless travel across modes
• Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all
operators of transport services and enhanced safety for the transport system users
• Establishing institutional mechanisms for enhanced coordination in the planning and management
of transport systems
• Introducing Intelligent Transport Systems for traffic management

• Addressing concerns of road safety and trauma response

• Reducing pollution levels through changes in traveling practices, better enforcement, stricter
norms, technological improvements, etc.
• Building capacity (institutional and manpower) to plan for sustainable urban transport and
establishing knowledge management system that would service the needs of all urban transport
professionals, such as planners, researchers, teachers, students, etc
• Promoting the use of cleaner technologies
• Raising finances, through innovative mechanisms that tap land as a resource, for investments in
urban transport infrastructure
• Associating the private sector in activities where their strengths can be beneficially tapped
• Taking up pilot projects that demonstrate the potential of possible best practices in sustainable
urban transport
5.2 GROUND REALITIES VS URBAN TRANSPORT POLICY
i) The urban planners do consider the transportation as an important

parameter, but the growth of the city has been so fast that the inadequacy
sets in too fast to enable any possible review and taking remedial measure.
ii) It is very much essential to carry out integrated land use transportation
planning. However, as part of the study, the possible implications of the
proposals on land use in some areas and recommendations for necessary
changes in policy have been included. It is also proposed to test impact of
densifying measures around MRTS stations. But such measures will require
major policy change and practicability and implications of same will need to
be studied.
iii) Transport planning in the last two decades in BMA has been oriented
towards developing a mix of public transport but funds have been a
constraint. Despite same, a 36 km metro line has been taken up and the
bus transport has been providing more and more services, which is
indicated by the fleet growth and increased passenger trips.
iv) Share of walk and cycle trips in Bangalore have been comparatively low in
Bangalore even earlier. Non motorized trips share has been going down.
Apart from non availability of cycle tracks on roads, increased trip lengths
for almost all purposes may have caused this fall.
v) The current policy has been more road oriented. The fast growing economy
and higher per capita income has resulted in high vehicle ownership and
usage. The roads in the core area getting congested and land cost
mechanism has encouraged more of peripheral growth, increasing urban
sprawl. This has resulted in longer trip lengths for all purposes.
5.3 VISION
5.3.1 With this background, it is desirable to have a vision be developed before

considering different alternative strategies. A vision by definition is ‘a vivid image
produced by the imagination’. A Transport Planner’s vision for the city and

metropolitan area is to see ‘a well contained city with efficient people-friendly

transport system with minimum travel time & maximum safety and comfort’. At
the same time the facility provided should be optimally used. The different
actions which have to contribute to this vision are diagrammatically represented
in Figure
Figure 5.1.
5.1
Figure 5.1 Vision for Transportation and Associated Actions
High Density
Highest Density Zones along
CBDs at Mass transport
Hierarchically
Transit Nodes corridors
Structured network
Coordinated with
Pedestrian Zones public transport
In CBDs
Micro Level Land
Management Mechanism
Special facilities for EFFICIENT, PEOPLE FRIENDLY for structured road
Physically Disabled, network at secondary
TRANSPORTATION SYSTEM WITH & tertiary level
Elderly & Children
In Public transport MINIMUM TRAVEL TIME & MAXIMUM
& Pedestrian Spaces SAFETY AND COMFORT
Affordable Public Street design

Transport and prioritizing space to
Expensive Private pedestrians, bicyclists
Vehicle usage & public transport
Integrated ticketing Efficient interchange

for all modes of between any two
Public transport modes of transport
The diagram above paraphrases what we would like to see when we look at
Bangalore ten years from now. In order to achieve this, an integrated land use-
transport strategy is called for. Preparation of such a step is diagrammatically
indicated in Figure 5.2 below.

Figure 5.2 Integrated Landuse Transport Strategy for Bangalore
Diagram source: Balachandran and Sowmya Haran
5.3.2 The Road Map (Strategies)

Considering the status of progress in various fronts that have already been
initiated in Bangalore, the road to an integrated urban transportation strategy is
fraught with difficulties. The process is bound to be messy and will appear costly
in terms of time, money and effort to be invested in such an exercise. However,
the COST OF NOT DOING THE INTEGRATION is far higher than that of doing it and
the resultant situation, if the integration is not done, will be far more messy than
the process of doing it. Therefore the following initiatives are recommended.
5.3.2.1 Integrated land use – transport strategy

A team consisting of both urban planners and transportation planners and
preferably led by an urban planner with a holistic understanding of urban

transport issues should put together an integrated land use – transport strategy
for Bangalore. This strategy should incorporate modern concepts in land use
planning, urban transportation planning road network planning and street design
in a mutually complementary manner. Such an approach necessarily means that
the team should review the city’s Master Plan as well as plans relating to mass
transport and road network improvements.
A strategy such as this will have no statutory backing as such. Therefore if this
strategy is to be taken seriously then it should be mandated by an overarching
body which has sway over all the stakeholder organizations. No such body exists
as of today. A Unified Metropolitan Transport Authority has been mooted on
many occasions. Even such a body would leave out land use planning. Therefore
the possibility of an Integrated Land and Transport Management Authority for
Bangalore
Bangalore may be considered to mandate the preparation and operationalization
of this strategy.
5.3.2.2 Revised Land Use Plan and Development Controls

The land use and density component of the above strategy can be operationalized
only through revisions in the Master Plan. High traffic generating activities and
high density (high FSI) zones should be realigned around mass transport nodes
and along major transportation corridors.
Such a reorganization of land use and density cannot be realized only through
the modifications in the Master plan. In already developed areas, this needs to be
translated into projects for planned redevelopment, ensuring that the high
density and high intensity of activities are supported by appropriating land for
improvements in the road network, street design and supporting infrastructure.
The energy for redevelopment already exists in the real estate market in
Bangalore, and will receive further impetus from the implementation of mass
transport projects.
In new growth areas, a mechanism for micro-level planning (such as Town

Planning Schemes in Gujarat) will need to be introduced to ensure that all new
development is adequately served by primary, tertiary and secondary road
network with provision for public transport facilities. These would also essentially
have to be translated into land management projects.
5.3.2.3 Road network and street design

Having articulated the approach to road network planning and street design in
the Strategy document, the primary road network proposals in the Master Plan
should be modified appropriately. In many places, particularly in the already
developed areas, these modifications can be realized only through carefully
structured redevelopment projects as the missing links in the primary road
network will have to go through existing development.

In the case of the secondary and tertiary level roads, as explained in the previous
section, the improvements in developed areas, in many cases, will have to be
achieved through planned redevelopment. In the new growth areas these have to
be part of proactive land management initiatives.
Street design has to be standardized according to the hierarchical level and

function of a street and customized according to local conditions. On all BRTS
roads, the street design of extremely high importance. In the areas surrounding a
mass transport node also, street design has to enable easy access of pedestrians,
bicyclists and para transit passengers to the mass transport facility.
5.4 OBSERVATIONS
The important observations are as following, which will now guide the strategy
for development.
1. The City though claimed to be compact in the basic premise, is actually quite
wide spread - The development area of more then 800 sq km, to
accommodate around 1 Crore persons by 2015/20 as per Master Plan 2015.
Thus, a multi-modal system with a fairly large coverage will be required.
2. Pockets of economic activities like Hi-Tech & Electronic city having very large
employment potential are planned. Of course a large part of the human
resources to be engaged in these activities is expected to come from with in
BMA but quite a large no. is also to the expected from the Bangalore
Metropolitan Region & even from towns like Hosur, Tumkur, etc. This will
require special High capacity mass transport system connecting these work
centres with the living areas within Bangalore as well as meeting the needs of
the long distance / suburban commuters, especially along the corridors
leading to these centers.
3. The present radial network is bringing the entire load of traffic to the ORR &
core areas causing congestion. The trend needs to be stopped through :
• Dispersal of traffic at the periphery by completing the PRR, & the other
Ring Roads planned at the Regional level like the Intermediate Ring Road
& Satellite Town Ring Road.
• Creating Transport Hubs for goods traffic and the junctions of PRR &
selected Radials
• Banning the entry of Heavy vehicles at the Transport hubs & allowing
only LCV to transport the goods from the Transport Hubs to the inner
city areas and that too during the non-peak hours (i.e. No Entry between
9 A.M. to 9 P.M.)

4. The master plan proposal of having Mutation Zones along practically all the
radial corridors would require some sort of mass transport system along
them.
5. The core areas inside the core ring road are proposed to be fully traversed by
the Metro. Therefore the vehicular movement inside this area should be
minimized & if possible completely avoided during working hours for 9am to
9pm through:
• Complete pedestrianisation of narrow commercial streets.

• Providing adequate parking along the CRR and running dedicated BRT
on the lower level of the CRR and restricting all private vehicles on the
elevated portion thereof.
• Smooth & free flow of emergency vehicles like Ambulance, Fire Engines
etc in side the core area.
• The goods feeder services like LCV be allowed to come in only doing
9PM to 9AM to unload materials etc.
• Attempts may be made to decentralize certain trades requiring bulk
carriage like heavy machinery, hardware, building material etc in
organized markets beyond the ORR and preferably near the PRR.
• On a few of the wide roads inside the core area the feasibility of running
BRT etc. may be examined.
5.5 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT
Based on the above observations it is clear that the already planned network will
be insufficient to cope up with the future requirements especially after the target
year of 2015. As such in order to prepare the Comprehensive Transport Plan the
following policy measures are required to be taken based on which the CTTP will
be finalized.
1. Extension of mass transport system to provide wide coverage and interchange

facilities with other modes of transport.
2. Provide substantially large network of medium level mass transport system
such as BRT to cover the areas beyond the Metro network and on over loaded
corridors.
3. Landuse adjustments and densification of corridors along mass transport
corridors where possible.
4. Extension of commuter rail system upto the BMRDA’s New Townships &
beyond upto Tumkur, Hosur etc. to act as sub-urban services.
5. Introducing BRT and wherever possible dedicated bus lanes
6. Rationalisation of Local Bus system and its augmentation.
7. Improvement in traffic management through TSM measures.
8. Special facilities for pedestrians within the entire network specially in the core
areas ; pedestrianisation of selected shopping streets in side the core area

going to be served by Underground sections of Metro. Provision of pedestrian

sky walks, under passes, footpaths and other road furniture along the roads
where necessary.
9. Diverting through traffic on Peripheral Ring Road. Providing transport hubs at
the junctions of Peripheral Ring Road with important radials such as; the
National Highways and other heavily loaded roads.
10. Improving Primary, Arterial and other important roads by providing grade
separation, junction improvements, adding missing links, widening and other
road side facilities wherever necessary. The Arterial roads outside the PRR
need to be improved upto the New BMRDA townships in order to take the
increased load of commuters.
11. Transport integration of various modes.

Chapter 6 –Future Demand Analysis and System Selection
CHAPTER – 6
FUTURE DEMAND ANALYSIS AND SYSTEM SELECTION
6.1 FUTURE GROWTH SCENARIO
6.1.1 Revised Master Plan-2015 for the BMA has been published. This document gives
the likely growth to take place in various areas of the BMA. The population of the
BMA is expected to grow from 61 lakh in 2001 (70 lakh in 2006) to 88 lakh in
2015 and 122 lakh in 2025. The plan also gives locations of various land uses
such as residential, commercial, industrial, IT uses etc. This has already been
explained in Chapter 1.
6.1.2 The proposed growth of population and economy is expected to generate high
travel demand. As per travel demand modeling exercise, daily travel demand is
expected to grow from 57.2 lakh person trips in year 2006 to 127 lakh in year
2025. Thus while population is expected to become 1.74 times in 19 years, the
travel demand is likely to become 2.25 times. Similarly inter-city travel demand
from/ to Bangalore and through traffic are also expected to more than double of
present levels. Transport network will also need to be augmented to cater to the
expected travel demand. The present chapter examines some transport scenarios
to meet the travel demand and recommends the best scenario.
6.2 DO MINIMUM SCENARIO
6.2.1 The conventional approach is to assume a ‘Do nothing’ scenario in respect of

transport facility development and asses what the problems would be with the
expected growth of population and trip generation towards horizon year. But this
is not considered realistic since some committed and sanctioned schemes of
road-widening, provision of grade-separators etc would nevertheless be carried
out as is being done at present. Otherwise dynamism of growth will be lost. The
scenario that will be available by the horizon year therefore would be a ‘Do
minimum’ situation with some of the committed schemes of road capacity
augmentation implemented. The base year network was updated by including
identified committed road and public transport schemes to form the forecast Do
minimum network which includes
a. Base year network with proposed road capacity augmentation.
b. Changes to bus frequencies to keep up with increase in demand generally
6.2.2 Having achieved satisfactory validation of base year transport model, forecast
year model for 2025 was set up with changes in population and other changed
scale economic factors and also minimum network changes for peak and off
peak. In each case, iterative procedure goes through a series of network skims,
trip distribution / modal split runs to produce synthetic trip matrices, subsequent

assignments (followed by skims for next iteration). It was found that to achieve
convergence, eight iterations were required.
6.2.3 The Do-minimum assignment was carried out to identify the bottlenecks, over
capacity links etc. With this it is possible to identify the major constraints in the
network. Once the constraints are identified it is easy to formulate schemes to
overcome the problems. New infrastructure, traffic management plans, and
policy controls can be worked out with the help of identified schemes. The
calibrated deterrence functions for various modes and various purposes have
been adopted. Forecast test of each scheme will be assessed against the Do-
Minimum assignment.
6.2.4 For the Do Minimum Scenario, the expected modal split for the year 2025 is given
in Table 6.1.
6.1 This table shows that the modal split in favour of public/mass
transport will fall to about 29% by 2025 against base year modal split of 47%.
Share of trips by personalized motor vehicles such as car and two wheelers is
expected to increase from 40% to 60%. This is expected to increase the traffic
volumes on the most of the road network beyond its capacity. The desireline
diagram for private vehicles for 2025 is shown in Figure 6.1.
6.1 Peak hour traffic
assignment on the road network is shown in Figure 6.2.
6.2 These figures indicate
heavy radial movements to the core of the city and also circumferential
movements. Heavy traffic is likely to be experienced on all radial roads, Outer
Ring Road and various roads in core area. V/C ratio will be more than 0.8 on
most of the roads. Travel speeds will fall to 6-7 kmph. Environmental pollution
from motor vehicles will assume critical dimensions.
Table 6.1 Expected Modal Split – Do Minimum Scenario (Scenario –I)
Modal Split
Modes
Modes Base Year Scenario - 2006 Scenario -1 (Do Minimum) - 2025
Daily Trips (lakhs) %age Daily Trips (lakhs) %age
Car 4.2 7.5 15.5 12.2
2W 18.4 32.8 60.4 47.5
IPT 7.3 12.9 14.9 11.7
BUS 26.3 46.8 36.3 28.6
Total 56.2 100.0 127.2 100.0
6.3 SCENARIO 2
6.3.1 Considering the evaluation of the above scenario, the most important issue to
reduce road traffic will be to increase the share of trips by public/mass transport.
This will mean providing high capacity mass transport system on many corridors.
Revised Master Plan-2015 has proposed the following public transport system
and major roads.

Figure 6.1 Desireline Diagram for Private Vehicles for 2025 (Do Minimum)
LEGEND
20000 Trips
10000 Trips
5000 Trips

Figure 6.2 Peak Hour Traffic Assignment

Assignment on Road Network (Do minimum)
LEGEND
24000 pcu/hr
16000
pcu/hr
8000
pcu/hr

i. Metro System (36.8 km) (Mysore Road-Baiyyappanahalli and Peenya-RV

Terminal corridors)
ii. Monorail system (47km) (from Kanakapura Road to Bellary Road along ORR,
Kathriguppe to National College, Bannerghatta-Adugodi along Bannerghatta
and ORR to Toll Gate junction along Magadi Road)
iii. BRT (30km) (on ORR)
iv. Commuter Rail Service in Bangalore (Kangeri-Whitefield, Bangalore City
Satation-Baiyyappanahalli via Lottagolahalli (60 km)
v. Elevated Core Ring Road ( 30 km)
vi. Peripheral Ring Road (114 km)
vii. New Airport Expressway (26 km)
6.3.2 Considering above, another network Scenario (termed as Scenario 2) was

developed, travel demand modeling and forecasting carried out and results
evaluated. For this Scenario, the expected modal split for the year 2025 is given
in Table 6.2.
6.2 This table shows that the modal split in favour of public/mass
transport will increase marginally to about 50% by 2025 against base year modal
split of 47%. Share of trips by personalized motor vehicles such as car and two
wheelers is expected to increase from 40% to 44%, although in absolute numbers
their demand will increase from 23 lakh (2006) to 55 lakh (2025) daily trips. This
is also expected to increase the traffic volumes on the many of the road network
beyond its capacity, although, the traffic levels will be much less as compared to
Do Minimum Scenario. This can be seen in traffic assignment figures. Peak hour
peak direction trips (phpdt) on mass transport network for this scenario is shown
in Figure 6.3.
6.3 Peak hour traffic assignment on the road network for 2025 for this
scenario is shown in Figure 6.4.
6.4 These figures indicate significant traffic on mass
transport network and reduced traffic on many roads. However, many roads such
as Hosur Road, Kanakapura Road, Airport Road, Mysore Road, ORR, many roads
in core area and outer areas will continue to be overloaded. Thus share of
public/mass transport in total demand will still need to be increased
substantially.
Table
Modal Split
Modes Base Year Scenario (2006) Scenario 2 (2025)
Daily Trips (lakhs) % age Daily Trips (lakhs) % age
Car 4.2 7.5 9.7 7.6
2W 18.4 32.8 45.6 35.9
IPT 7.3 12.9 8.9 7.0
Public/Mass 26.3 46.8 50.0 49.5
Transport
Total 56.2 100.0 127.2 100.0

Figure 6.3 Peak Hour Peak Direction Trips (PHPDT) on Mass Transport Network (Scenario 2)

Figure 6.4 Peak Hour Traffic Assignment on the Road Network for 2025 (Scenario
(Scenario 2)
LEGEND
24000 pcu/hr
16000
pcu/hr
8000
pcu/hr

6.4 SCENARIO 3
6.4.1 Considering that many of the road corridors will still be overloaded in Scenario 2,
the public/mass transport network and road network has been extended on the
following corridors and the alternative termed as Scenario 3.
1. Mass transport network and Major Road Network as in Scenario 2
2. Additional Mass Transport Corridors
i. Baiyyappanahalli to Benaiganahalli
ii. R.V. Terminal to PRR along Kanakapura Road
iii. Yelahanka Road to PRR via Nagavara, Electronic City
iv. Indiranagar to Whitefield along Airport Road
v. Devenahalli Airport to MG Road via Bellary Road (New Airport)
vi. Kanakapura Road to Bannerghatta Road along ORR
vii. PRR to ORR along Magadi Road
viii. Benaiganahalli (ORR) to PRR along old Madras Road
ix. From ORR to Hosur Rd along Hitech Corridor Jn.
x. Hosur Rd-PRR Junction to Tumkur Rd along PRR (western part)
xi. Tumkur Road-PRR Jn. to Hosur Rd along PRR via Tirumanahalli, Old
Madras Road, Whitefield (eastern part of PRR)
xii. Along Core Ring Road
xiii.Vidyaranyapura to Nagavarapalya Via Hebbal, Jayamahal Road,
Queens Road, M.G. Road, Ulsoor, Indranagar, CV Raman Nagar
xiv. Kengeri Sattelite Town to J.P. Nagar along Uttarahalli Road, Kodipur
xv. Banshankari III stage to Banshankari VI stage Ext. along Ittamadu
Road, Turahalli, Thalaghattapura.
xvi. Domlur Ext. to Kormangala along inner ring road
xvii. PRR (Mulur) to Maruti Nagar (up to Hitech corridor) along
Sarjapur Road
xviii. Peenya to PRR along Tumkur Road
xix. Old Madras Road near Indranagar to ORR near Banaswadi along
Baiyyappanahali Road -Banaswadi Road
xx. Commuter Rail Corridors
• Lottegollahalli to Yelahanka
• Banaswadi -Hosur
• Kangeri- Ramnagaram
• Yeshwantpur to Tumkur
6.4.2 Expected modal split for Scenario 3 for 2025 is shown in Table 6.3.
6.3 It is seen that
share of person trips for public/mass transport is expected to increase to 73%.
This share in favour of public/mass transport is desirable for the city of size of
population more than one crore as recommended by the Committee for the
Report on ‘Alternative Systems of Urban Transport’ set up by the Government of
India.

Modal Split
Modes Base Year Scenario (2006) Scenario 3 (2025)
Daily Trips (lakhs) %age Daily Trips (lakhs) %age
Car 4.2 7.5 7.0 5.5
2W 18.4 32.8 20.6 16.2
IPT 7.3 12.9 6.7 5.3
Public/Mass 26.3 46.8 92.9 73.0
Transport
Total 56.2 100.0 127.2 100.0
6.4.3 The desireline diagram for private vehicles for 2025 is shown in Figure 6.5.
6.5 The
traffic desire by these vehicles will be significantly reduced. Peak hour peak
direction trips (phpdt) on mass transport network for this scenario are shown in
Figure 6.6.
6.6 Peak hour traffic assignment on the road network for 2025 for this
scenario is shown in Figure 6.7.
6.7 These figures indicate significant traffic on mass
transport network and further reduced traffic on roads as compared to Scenario
2.
6.5 RECOMMENDED SCENARIO
6.5.1 The above evaluation of alternative scenarios shows that the public/mass
transport system has to be extensive with high capacity mass transport systems
on major corridors in order to achieve a modal split of more than 70% in favour of
public/mass transport. Scenario 3 will not only enable the commuters to travel
from one part to another of the city with good level of service, convenience and
comfort but also help in the shift to public transport. This is also desirable as
available ROW s of roads in Bangalore are not adequate. Provision of a city-wide
extensive public/mass transport is the only way to solve mobility problem of
Bangalore. Thus Scenario 3 public/mass transport network should be aimed at in
order to cater to travel demand of 2025 and beyond.
6.5.2 The balance demand can generally be met by augmentation of road system in the
form of new roads, road widening, provision of grade separators, pedestrian
facilities, traffic management measures etc. The proposals for these are detailed
in Chapter 7.
6.6 SYSTEM SELECTION
6.6.1 Criteria for Choice of Mode
Choice of mode will depend mainly on demand level on a corridor, available road
right-of-way (ROW) and the capacity of the mode. Other considerations are the
land-use along the corridor, the location of building lines, and the potential for

Figure 6.5 Desireline Diagram for Private Vehicles for 2025 (Scenario 3)
LEGEND
20000 Trips
10000 Trips
5000 Trips

Figure 6.6 Peak Hour Peak Direction Trips (PHPDT) on Mass Transport Network (Scenario 3)

Figure 6.7 Peak Hour Traffic Assignment on Road Network for 2025 (Scenario 3)
LEGEND
18000 pcu/hr
12000
pcu/hr
6000
pcu/hr

increasing the ROW. Cost of the same mode of transport can vary at different
locations depending on engineering constraints. It is therefore important that the
final choice of mode is based on techno-economic considerations.
6.6.2 In choosing a mode for a corridor, first priority should be given to at-grade
services and BRT. It offers convenience to commuters particularly the short
distance users. Commuters do not have to walk up and down to use the services.
The construction cost is low. It offers the best financial sustainability. If road ROW
is inadequate and it cannot be widened, and/or the route is congested, an
elevated mode needs to be proposed.
6.6.3 Capacity of Various Modes

The comparative capacity of the main transport modes used in developing cities
is reported in a TRRL-UK study (1995) and World Bank study (2000). As per these
studies, it appears that the capacity of various modes may be taken as follows;
BRT (HCBS) at-grade 10000 to 20000 phpdt
LRT at-grade 2000 to 20000 phpdt
Metro/ Suburban Rail 30000 to 80000 phpdt
There is no mention of the Monorail in this study, but based on information
available, it appears that the mode has been used up to a demand level of 10000
phpdt and designed and used in one case up to 20000 phpdt. Thus, it appears
that BRT, Monorail and LRT, can be used when the demand on a corridor is not
expected to exceed 20000 phpdt. Beyond the demand level of about 20000
phpdt, a metro appears to be the only choice.
The World Bank report further states that the bus way output depend greatly on
road network configuration, junction spacing and stop spacing. It typically has
been demonstrated to be high at about 10,000 phpdt at 20 km/h on arterial
corridors and 15-17 km/h on urban corridors for a one-lane each way bus-way.
If provision for bus overtaking at stops is provided, passenger throughputs of
20,000 phpdt have been demonstrated.
6.6.4 Proposed Capacity of Various Modes for Bangalore

Based on studies by World Bank and others, the following capacity norms for
various modes are proposed to be adopted for Bangalore.
Table 6.4 Proposed Capacity of Various Modes for Bangalore
Modes Capacity (phpdt)

Metro rail > 30000
Elevated LRT upto 30000
Elevated Monorail upto 20000
At grade LRT upto 15000
At grade HCBS upto 20000 (with overtaking facility)

6.6.5 Right of Way Requirement

All medium capacity modes normally lie within the road right of way and hence
require a share in the road space. At-grade modes however require more space
than elevated modes. For at-grade BRT, the desirable right of way requirement is
35 m to meet the requirements of the IRC code, but with an absolute minimum of
28 m. The latter allows for two- lane sub-standard carriageways each way and a
combined cycle track and footpath. Additional 7 m space is required at
stations/stops. This includes the requirement for overtaking facility as well. It
may be possible to reduce the requirement further when the demand level is low
such as at the periphery of the city. The above does not include service roads. It
is highly unlikely that the desired ROW will be available for full length of the
corridor. Elevating the corridor at tight locations could be one option.
If minimum ROW of 28m (desirably 35m) is not available, elevated modes become
necessary. For elevated Monorail or LRT, desirable ROW is 30 m to meet the
requirements of the IRC code, and an absolute minimum of 20 m because at
ground level space is required only for a column and its protective measures. At
stations, additional space will be required on the roadside.
Typical cross-sections of road with BRT, elevated LRT and Monorail are shown in
Figures 6.8 and 6.9 respectively.
6.7 SUGGESTED MASS TRANSPORT SYSTEMS FOR BANGALORE
On the basis of expected traffic demand in 2025 on the proposed mass transport
corridors of Scenario 3 as explained above, available Right of Way on the
corridors, capacity of various mass transport modes and already available mass
transport system along a corridor, the mass transport systems on various
corridors have been suggested. These are given in Table 6.5.
6.5
Table 6.5 - Public Transport System Selection
S. CORRIDOR Expected Available System

No. Maximum ROW (m) Recommended
Traffic (PHPDT)
1 Mysore Road to Baiyyappanahalli 75,000 Metro
2 Peenya to R V Road 75,000 Metro
3 Baiyyappanahalli to Benniganahalli 25,000 25 Metro
4 R.V. Terminal to PRR 25,000 25 Metro
5 Yelahanka Road to junction of Hi- 45,000 30 Metro
tech corridor and Hosur Road via
Nagavara, Electronic City
6 Indiranagar to Whitefield Road 35,000 25 Metro
7 Devenahalli Airport to MG Road via 20,000 24 Metro

S. CORRIDOR Expected Available System

No. Maximum ROW (m) Recommended
Traffic (PHPDT)
Bellary Road (New Airport) (within city)
8 Hebbal to Bannerghatta Road along 20,000 20 Monorail /
Western portion of ORR LRT
9 PRR to Toll Gate along Magadi 12,000 22 Monorail /
Road LRT
10 Kattriguppe Road / Ring Road 14,000 18 Monorail /
Junction to National College LRT
11 Hosur Road to PRR along 18,000 22 Monorail /
Bannerghatta Road LRT
12 Hebbal to Bannerghatta Road along 15000 40 BRT
Eastern portion of ORR
13 Benniganahalli (ORR) to PRR along 10,000 30 BRT
Old Madras Road
14 From ORR to Hosur Road along 12,000 60 BRT
Hi-tech Corridor
15 Hosur Road to Tumkur Road along 8,000 100 BRT
PRR (western part)
16 Tumkur Road to Hosur Road along 6,000 100 BRT
eastern side of PRR
17 Along Core Ring Road 12,000 25 BRT
18 Vidyaranayapura to Nagavarapalya 12,000 25 BRT
19 Kengeri Satellite Town to J.P. Nagar 12,000 30 BRT
along Uttarahalli Road, Kodipura
20 Banashanakari III stage to 9,000 35 BRT
Banshankari VI Stage Extension
along Ittamadu Road, Turahalli,
Thalaghattapura
21 Domlur Extension to Koramangala 10,000 25 BRT
along inner Ring Road
22 PRR to Maruti Nagar (upto Hi-tech 15,000 25 BRT
Corridor) along Sarjapur Road
23 Peenya to PRR along Tumkur Road 12,000 30 BRT
24 Old Madras Road near Indranagar 10,000 22 BRT
to ORR near Banaswadi along
Baiyyappanahalli Road – Banaswadi
Road
25 Commuter Rail Corridors (10 10,000 - Commuter
corridors) Rail System

Figures 6.8 Typical Cross-

Cross-Sections of Road with BRT System – Mid Section (Minimum ROW – 28 m)
0.3m 0.3m 0.3m

1.5m 2m 6.75m 0.3m 3.3m 3.3m 0.3m 6.75m 2m 1.5m
FOOT CYCLE M V LANE BUS LANE BUS LANE M V LANE CYCLE FOOT
PATH TRACK CENTRAL TRACK PATH
MEDIAN
28.00m

Figure 6.9 Typical Cross-

Cross-Sections of Road with Elevated LRT and Monorail
1000
450
NOTE:- ADDITIONAL 8m WIDTH AT STATION
TYPICAL CROSS SECTION OF ROAD WITH MONORAIL - MID SECTION (MINIMUM ROW - 20m)
5500
1000
450
NOTE:- ADDITIONAL 8m WIDTH AT STATION

TYPICAL CROSS SECTION OF ROAD WITH LRT - MID SECTION (MINIMUM ROW - 20m)

Chapter 7 – The Traffic and Transportation Plan
CHAPTER – 7
THE TRAFFIC AND TRANSPORTATION PLAN
7.1 COMPONENTS OF THE TRAFFIC AND TRANSPORTATION PLAN
7.1.1 The previous chapter has dealt with the future travel demand analysis on various
corridors. On the basis of projected traffic, an integrated multi-modal mass
transport system plan indicating different mass transport systems on various
corridors has been suggested in order to cater to traffic up to the year 2025. The
balance traffic should be carried by road system in order to satisfy the needs of
normal bus system and other modes such as two wheelers, cars, bicycles, trucks,
pedestrians etc. The proposed Traffic and Transportation plan for Bangalore
contains the following types of proposals, which will cater to requirements of the
projected travel demand up to the year 2025.
• Mass Transport System

- Metro System
- Monorail/LRT System
- Bus Rapid Transport (BRT) System
- Commuter Rail Services
• City Bus System
- Augmentation of Bus Fleet
- Grid Routes
- Bus Terminal cum Traffic & Transit Management Centres (TTMC)
- Volvo Depot cum Traffic & Transit centre
- New Bus Stations/bus shelters
- Additional Depots
- IT Infrastructure
- HRD Infrastructure
- Environmental Protect Projects
• Inter-city Bus Termini
• Transport Integration
• Transport System Management Measures
• Pedestrian/NMT Facilities
- Footpaths
- Skywalks/Subways
- Pedestrian zones
- Cycle Tracks
• Road Development Plan
- New Roads/Missing Links
- Road Widenings
- Grade Separators
- Re-alignment of ORR

• Parking Facilities
• Integrated Freight Complexes
7.1.2 While framing proposals priority has been given to public transport and non-
motorized transport such as pedestrian facilities. For the balance travel demand,
road improvement proposals have been formulated. The details of these
proposals are given in the following paragraphs.
7.2 MASS TRANSPORT

TRANSPORT SYSTEM
Public/Mass Transport System will be the backbone of the city’s transport system.
The basic premise of the Transport Plan in terms of the National Urban Transport
Policy is to create an efficient, cost effective and extensive network of public
transport which could provide comfortable, convenient and affordable means of
transport to the maximum number of commuters. In this direction a number of
schemes are already under implementation and quite a few on the drawing board.
Infact keeping in view the observations of the scenarios in Chapter-6 there exist
a large requirement for additional facilities in respect of public/mass transport
system for the large area proposed to be developed in the forthcoming two
decades as per the Master Plan - 2015 proposals.
7.3 THE METRO NETWORK SYSTEM
7.3.1 Metro Corridors under Implementation:

Work on implementation of 36.8 km of metro, partly underground and partly
elevated, has already been initiated by Bangalore Metro Rail Corporation (BMRC)
along East-West & North-South corridors crossing at Majestic. These corridors
will basically cover the most congested core areas of Banglore like Peenya,
Gandhinagar, M.G. Road, Vijayanagar, Indiranagar, Majestic area, K.R.Market,
Jayanagar, and Basavanagudi etc. Tables 7.1 give these Phase I Metro corridors.
Table 7.1 Phase-

Phase-1 Metro Corridors
S.No. Corridor Length km
1 Baiyyappanahalli to Mysore Road (East-West Corridor) 18.0
2 Peenya to R.V terminal (North-South Corridor ) 18.8
Total length 36.8
7.3.2 Extension of
of Metro Corridors:
The above corridors may be able to give relief to the immediate traffic problems
within the core areas and its immediate neighborhood but by the time the Master
Plan proposals get implemented and development of areas beyond the outer ring
road takes place in right earnest, the above system will fall short and a more
extensive system will become necessary as brought out in Chapter 6. This is
especially true because the Master Plan 2015 and its detailed Zonal plans propose
the development of around 814.4 Sq. Kms. of area for various urban uses. This
brings very large spread of area on which various urban activities will take place.

They would now be located right upto the Peripheral Ring Road in practically all
directions and at a few places even beyond it. These activities include some with
huge employment potential areas like the Electronic City in the east and southern
portions of the BMA. It is therefore necessary that the Metro gets ultimately
extended to the most of the high density centers. Therefore the following
additional corridors considering the projected travel demand are proposed to be
taken up as extension of the Metro in Phase 2.
7.3.2.1 Extension of North –South corridor from R.V. Terminal upto Peripheral Ring
Ring Road:
Road
The area to the south of Jayanagar consisting of J.P.Nagar Banashankari,
Kumaraswamy layout are fully developed and quite densely populated.
Substantial commutation takes place between these areas and core areas of
Bangalore. BMICAPA has plans to develop residential and commercial activities
along the Bangalore Mysore Expressway corridor, the North –south commuter
traffic is expected to increase substantially. It is therefore being proposed that
the already approved North-South corridor between Peenya to R V Road Terminal
may be extended upto the PRR along the Kanakapura Road. This extension of
approximately 10 km should be taken up in the first phase itself.
7.3.2.2 Baiyyappanahalli to Benniganahalli along Old Madras Road

The first phase of the East West line has been proposed from Baiyyappanahalli to
Mysore Road. How ever as would be seen from the plan and the subsequent
proposals, Outer Ring Road (ORR) is one of the most important spines of Banglore
on which large city traffic converges and keeping this in view mass transport in
the form of BRT/ Mono-Rail/ LRT is proposed on it in addition to its improvement
and smoothening. Benniganahalli located just on the ORR is also the Rail station
for the proposed Commuter Rail Systems on the intersection of Bangalore City
Station – Whitefield & Banaswadi - BMA Boundary rail corridors. Thus, since it is a
very important transport node where a number of transport modes i.e. BRT, CRS
etc., meet it, can act as an excellent inter-modal interchange. Therefore it is
proposed the east west corridor is extended from Baiyyappanahalli to
Benniganahalli through a distance of 1.5 km in the first phase itself.
7.3.2.3 Yelahanka to Hi-

Hi-tech corridor via Nagavara, Electronic City
The singular North-South corridor planned so far will mostly be able to cater to
the western part of the city between Peenya and Kanakapura Road. However the
development coming up on the eastern side between Hosur Road and white field
– the I.T. and the Electronic cities and in the Northern side near Thanisandra and
Yelahanka need another north-south corridor. In order to meet the traffic
demand of this area another 34 km long corridor from Yelahanka to PRR via
Nagavara, Electronic City has been planned. This corridor will cover Nagavara,
Veerannapalya, Frazer Town, the residential, commercial and industrial (IT Sector)
areas along Hosur Road. This corridor will also have interchange with the airport
expressway and airport metro to provide direct access from south and south east
Bangalore to the airport. This will also at interchange with the East West metro
corridor.

7.3.2.4 Indira Nagar Metro Stn.

Stn. to White field Railway Stn.
Stn. via 100ft Indiranagar Road
The up coming industrial areas, I.T hubs and commercial developments near the
White Field area, C.V. Raman Nagar and the commercial development along most
of the roads in the Indira Nagar area have totally chocked the Airport Road and
the White Field Road and by the time the I.T. hub is fully functional the traffic
demand will require a Metro connection of the White Field area with the heart of
the City. Accordingly a 19.5 Km. Metro link between Indira Nagar Metro station
and White field is proposed. This link when completed would have an inter face
with the Mysore Road - Benniganahalli east west corridor at Indira Nagar.
7.3.2.5 Proposed Devana

Devanahalli Airport to M.G.Road via Bellary Road
A new International airport is coming up at Devanhalli about 33 Kms North of
Banglore and is slated to be completed shotly. In order provide an unhindered
direct approach to the Airport a Metro link between M.G. road and the new airport
approximately 33 km long has proposed. In order to make the corridor truly
functional, the following Terminal / checkin & pick stations have been suggested:
i. City Airport Terminal: In police grounds on M.G.Road the CAT is planned and
the metro ramp structure from Mink underground section to M.G. Road elevated
section will pass through the CAT structure, integrating both systems.
ii. Hebbal Check-in Station: The second check-in station has been planned at the
end of the Hebbal fly-over towards left, with elevated cross-passage with
escalator facility to cross-over from the bus-terminal being planned on the
right side. The ease of access from the ORR will be able to attract large clientele
to this Station.
iii. Yelahanka Pickup Station: It is located at the junction of the N.H. and the
Yelahanka Town Road. At this station luggage checkin is not being provided but
passengers with hand baggage only will be able to board and alight the train.
The above proposals of metro extensions have been consolidated and listed in
the following table. These proposals would add up to about 100 Kms. of Metro to
taken up in later phases.
Table 7.2 Extension of Metro Corridors
S.no. Corridor
Corridor Length km
1 Extension of North –South corridor from R.V. Terminal upto PRR 10.2
2 Baiyyappanahalli to Benniganahalli along Old Madras Road. 1.5
3 Yelahanka R.S to PRR via Nagavara , Electronic City 36.0
4 Indira Nagar Metro Station to White field Railway Station via 100ft 19.5
Indira Nagar Road
5 Proposed Devanhalli Airport to M.G.Road via Bellary Road 33.0
Total length 100.2
Thus ultimately it is suggested that approx. 137 km of network of Metro will be
required to effectively serve the major traffic corridors and high density use areas

to meet the travel demand up to 2025. This could be taken up in two phases.
Corridors No 1 and 2 of the above Table 7.2 may be taken up along with the
corridors indicated in Table 7.1 under implementation in Phase I, while the
corridors Sr. No 3 &4 above may be taken up in the subsequent phase. In view of
the pace at which the new Airport is constructed, it will be desirable to take up
the Airport connection at S.No. 5 above in the first phase itself in order to make
the same accessible as and when commissioned. These proposals are indicated in
Figure 7.1.
7.4 MONO RAIL / LIGHT RAPID TRANSIT SYSTEM (LRT)
In addition to the metro, the corridors where the traffic volumes are upto 20,000
phpdt and the requirement is to cover a wide area with a large network and also
to act as feeder to Metro, a medium capacity system is required. Infact upto
about 15000 phpdt, a BRTS can also work reasonably well. However the limitation
with it is that in order to make it really effective dedicated 10 meter wide BUS
Lanes (Bus ways) are necessary at grade. However on roads where the right of way
does not permit carving out the at-grade Busway, an elevated mono rail / light
rail is the preferred option, since it does not impinge upon the capacity of the at
grade carriageways which continue handling the vehicular traffic as explained in
Chapter 6. The Master Plan 2015, while pointing out the inadequacies of the
present Public Transit system and emphasizing the need for a Multi-Modal Public
Transport system, has referred to mono-rail as one of the modes. It has
proposed a Mono–Rail along the western crescent of the ORR from Bellary Road to
Kanakapura Road along with a couple of spurs along selected radials leading to
the core area. In addition an independent corridor has been proposed from Hosur
Road - Bannerghatta Road Junction to National park. Considering all the factors,
while basically keeping the same configuration, the proposed radial corridors
along Magadi Road and Bannerghatta Road need to be extended upto the PRR and
along ORR, extended up to Bannerghatta Road. Accordingly the following
corridors with a total length of 60 Km. have been identified for Mono-Rail / LRT
system.
Table 7.3 Mono-
Mono-Rail/LRT Corridors
S.no. Corridor Length Km

1 Hebbal to J.P. Nagar (Bannerghatta Road) along the western 31.0
portion of outer ring road
2 PRR to Toll Gate along Magadi Road 9.0
3 Kathriguppe Road / Ring Road Junction to National College 5.0
4 Hosur Road - Bannerghatta Road Junction to PRR along 15.0
Bannerghatta Road
Total 60.0
The option of system selection i.e. Light rail or Monorail will depend on the
detailed feasibility for these corridors as and when taken up.

Figure 7.1

7.5 COMMUTER RAIL SYSTEM (CRS)
Within the BMA, approximately 120 km of rail system of the Indian Railways
exists basically for long distance passengers and goods/ freight. This system
currently is not being utilized for intra-urban movement with in the BMA.
However RITES in its study has identified some of the Railway corridors along
which it is possible to run commuter service with some additions and
improvements. A similar proposal of utilizing approximately 62 km track and
incurring an expenditure of Rs. 650 Crore on making the commuter service
possible in two phases (2007 to 2012 & 2013 to 2018 each estimated to cost
Rs. 325 Cr.) has been recommended in M.P.2015. The plan has also indicated a
land requirement of 62 Ha. for this project. However it is found that the
network proposed above will not be sufficient to meet requirements of the
Development Area proposed in Master Plan 2015 upto the year 2025.
Accordingly it has been considered necessary to extend the CRS network to
approximately 119 Kms, using the existing at-grade railway system to serve
intra-city needs, wh ich is propos ed alon g th e corridors 1 to 7 in Table
7.4 .
In addition, with the coming up of the BMRDA’s planned new Town Ships at
Bidadi, Ramanagaram, Solur, Sathanur & Nandagudi, high level of commutation
between them and the Metropolis. Also, with the development of the huge
Multiple Economic Activity Areas like Electronic City, I.T. Parks, Industrial &
Commercial Areas with consequent job opportunities on the one hand and
availability of comparatively cheaper accommodation in surrounding towns like
Hosur, Ramanagaram and Tumkur etc. where a large number of working
population is likely to live, substantial of commuter movement between these
towns and the Metropolis will take place. In order to cater to this suburban
commuter traffic, the CRS is proposed to be extended as corridors 8 to 10 in
Table 7.4 below.
Table 7.4 Commuter Rail Corridors
S No. Corri dor Length Kms

1. Kengeri - Banglore City Station 13.0
2. Bangalore City Station - Whitefield 24.0
3. Bangalore City Station – Baiyyappanahalli Via
Lottegollahalli 23.0
4. Lottegollahalli to Yelahanka 7.0
5. Banaswadi upto BMA Boundary 29.0
6. Kengeri- BMA Boundary 9.0
7. Yeshwantpur to BMA Boundary 14.0
8. BMA Boundary – Hosur 12.0
9. BMA Boundary- Ramanagaram 23.0
10. BMA Boundary to Tumkur 50.0
Total 204.0

Corridors 1, 2, 6 and 9 are proposed to be taken up in the I Phase, while Sl No 3,

4, 5, 7 and 8 will be taken up in the II Phase. The Corridor at Sl No 10 upto
Tumkur may be taken in III Phase.
7.6 BRT SYSTEM

BRT is one of the most cost effective public transport modes where the following
two conditions can be met:
! Sufficient Right of way (30m or more) is available along the corridor to
provide for exclusive carriage ways for BRT
! The peak hour commuter load is up to 20,000 phpdt.
The BRT has also the advantage of large coverage and ease of accessibility as well
as simpler operational systems. Accordingly taking into consideration the Master
Plan 2015 development proposals and the likely travel demand as explained in
Chapter 6, BRT system along the following corridors is proposed:
Table 7.5 Bus Rapid Transit (BRT) Corridors
S.No. Corridor Len gth km

1 Hebbal to Bannerghatta Road along eastern crescent of outer ring road 33.0
2 Benniganahalli (ORR) to PRR along old Madras Road 7.0
3 From ORR to Hosur Rd along Hi-tech Corridor 8.0
4 Hosur Road to Tumkur Road along PRR (western part) 41.0
5 Tumkur Road-PRR Junction to Hosur Road along PRR via 76.0
Tirumanahalli, Old Madras Road, Whitefield
6 Along Core Ring Road 30.0
7 Vidyaranyapura to Nagavarapalya via Hebbal, Jayamahal Road, Queens 29.0
Road, M.G. Road, Ulsoor, Indranagar, CV Raman Nagar
8 Kengeri Sattelite Town to J.P. Nagar along Uttarahalli Road, Kodipur 13.0
9 Banashankari III stage to Banashankari VI stage Ext. along Ittumadu 6.0
Road, Turahalli, Thalaghattapura
10 Domlur Ext. to Koramangala along inner ring road 5.0
11 PRR (Mulur) to Maruti Nagar (up to Hitech corridor) along Sarjapur 7.0
Road
12 Peenya to PRR along Tumkur Road 6.0
13 Old Madras Road near Indiranagar to ORR near Banaswadi along 5.5
Baiyyappanahalli Road -Banaswadi Road
14 Hebbal to Devanahalli Airport along Bellary Road 25
Total 291.5
91.5
Thus it is proposed to have at least 569 km of mass transport system consisting
of Metro, Mono Rail / LRT, BRT and CRS within the BMA supported by another 85
Kms of CRS out side BMA connecting the Metropolis to some of the BMRDA’s new
Townships and the Regional Towns of Tumkur and Hosur. All these proposals are
shown in Figure 7.1.
7.1 In addition to this network, the city bus system will cover a
much larger area and will compliment the above systems.

7.7 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM
While the high capacity BRT will be operational on selected routes where
substantial right of way is available, the major areas specially the inner areas and
the areas approached by the internal roads will in any case continue to be served
by local bus system which will act as the most important feeder system to the
Metro, Mono Rail/LRT and the CRS. For this purpose the BMTC has identified
East-West, North-South & diagonal grid routes along 27 corridors as already
indicated in Figure 1.4.
1.4 In addition to improving the fleet capacity, rationalization
of routes, improvement in traffic management at the junctions including priority
signaling, provision of proper road side bus stops and integration points with the
Metro, Mono Rail and CRS will provide effective use of the bus system. BMTC
shall continue to play a vital and leading role in public transport in any
scenario of the City’s development. I n o r d e r t o meet the future challenge,
BMTC has planned a number of initiatives as included in the following
proposals:
Table 7.6 Proposed Improvements in

in the City Bus System
S. N. Proposals Description
1. Augmentation At present the BMTC is operating approximately 4500 buses
of Schedule and at more than 1700 routes carrying approximately 35 Lakh
Fleet passengers. By the year 2025, despite the fact that we are
going to add Metro, Mono-rail /LRT, BRT and start CRS, still
the feeder services as bus services on the other less dense
corridors, will definitely be run through the city bus system
only. It is expected that by 2025 at least 60 Lakh trips will
be performed by buses only. For this volume of traffic at
least 10000 buses will be required. However, this number
may have to be increased substantially incase any of the
MRT components lag behind in implementation. It is further
pointed out that mere increase in fleet is not enough, its
quality will also have to be of much higher standard if we
want to achieve the NUTP policy of changing the passenger
preference from personalized vehicles to Public Transport.
Accordingly it is suggested that all the new buses to be
added to fleet, either as addition or replacement should be
low floor good quality buses fully considering the commuter
comfort. The BMTC plans to add 2500 new vehicles and
replace 1415 aged old vehicles, taking the Scheduled
strength to 7000 by 2010. The financial implication towards
these new vehicles is estimated as Rs 1000 Crore. In the
later phases the balance 3000 buses are proposed to be
added to meet the ultimate requirement of 10000 buses.

2. Grid Routes The BMTC has at present identified 27 grid routes in the
and Dedicated North South, East and West and diagonal direction, which
Bus Lanes will meet the requirement till about 2010. Most of these
grid routes are confined upto the ORR, and only a few at
present transcend beyond it. However, by 2025 when the
complete Development Area of more than 814 Sq. Kms
proposed in BDA Master Plan gets fully occupied, these grid
routes will both have to be extended upto the PRR and new
routes added to serve this area. These routes will
complement the Metro and BRT already proposed between
the ORR and PRR.
3 Bus Terminal TTMC’s are planned to have multi-level parking lot, public
cum Traffic & utilities like mini-shopping centres and food courts. These
Transit centers in addition to providing park & ride facilities are also
Management proposed to act as hubs for Mini – Buses planned by BMTC
Centres to transport the commuters from every major residential
(TTMC) area to the nearest TTMC, so that commuters can board a
bus of their choice. BMTC has planned such TTMC’s at the
following 45 locations. Of these TTMCs at Bannerghatta,
Kengeri, Domlur, Yeshwantpur, Koramangala, Vijayanagar,
ITPL, Banashankari and Shantinagar are planned to be taken
up very shortly. In fact quite of few these center will act as
Intermodal transfer nodes and will provide logistic support
to MRT modes like – METRO, Mono-rail/LRT, BRT & CRS etc.
through Park & Ride as well as other facilities. In fact as the
MRT network grows some additional TTMC’s may be
required and in some case a slight relocation of some of the
following TTMC’s may be required.
TRAFFIC & TRANSIT MANAGEMENT CENTERS (TTMC)

1. Yeshawantapur 16. Kalyan Nagar 31.Avalahalli
2. Jayanagar Bus Stn. 17. Nagarabhavi 32.Channasandra
3. Domlur 18. Sriganda Kaval 33.Kodarhi
4. Kengeri 19. Poorna Prajna 34.Dodda Tugur
5. Bannerghatta 20. Jayanagar Depot-4 35.Gollahalli
6. Shanthinagar 21. Peenya 36.Kaggalipura
7. Koramangala 22. Yelahanka 37.Challaghatta
8. ITPL, Whitefield 23. Rajarajeshwari Nagar 38.Sulikere
9. Vijayanagara 24. Hosakote 39.Machohalli
10. Banashankari 25. Bidadi 40.Madapura
11. Indiranagar 26. Vaddarahalli 41.Harohalli
12. Kathriguppe 27. Anjanapura 42.Soladevanahalli
13. Hebbal. 28. International Air Port 43.Kambipura
14. Hennur 29. Venkatala 44.Baiyyappanahalli
15. HSR layout 30. Bairathi KR Pura

4 Multi-
Multi-Modal The MMTC at Subhash Nagar has been planned at a cost of
Transit Center Rs. 350 Crore
5 Volvo
Volvo Depot Banashankari
cum Traffic &
Transit centre
6 New Bus In addition to the 4 major Bus stations located at
Stations/Bus Subhashnagar, Shivajinagar, City Market and Shanthinagar &
Shelters 27 sub-nodal bus-stations commissioned at various
locations, BMTC has planned another 23 bus stations and
about 300 bus shelters at a cost of Rs. 279 Crore
7 Modern Bus Nagarabhavi
Depots Sreegandhadakaval
Vaddarahalli
Kothnurdinne
Poornaprajna Layout
8 New Depots In addition to the existing 24 bus depots, BMTC intends
adding another 27 depots at a cost of Rs. 161 Crore to make
the total number to 51 by 2010. However in order to cater to
the 2025 proposed fleet size of 8000 buses, we may need
another 20 depots for the additional fleet.
9 Improvement of BMTC is the first public transport undertaking in the country
IT to use the sophisticated GPS technology for monitoring and
Infrastructure
Infrastructure tracking of vehicles. This is expected to cost Rs. 33 Crore.
In order to provide commuter friendly information, the
corporation proposes to transfer GPS generated positional
details of the buses to commuters in the form of passenger
information system (PIS) through display at bus stops/ bus
stations also through interactive voice response system
(IVRS). This is expected to cost Rs. 84 Crore. In addition
introduction of Electronic Destination Boards on buses,
introduction of Electronic Ticketing System, Expansion of
Computerisation activity and establishment of surveillance
system at a cost of Rs. 66 Crore has been proposed.
10 Development
Development of Training of employees of a large staff organization such as
HRD bus system is very important. Therefore 2 hitech multi
Infrastructure disciplinary centers (Rs. 50 crore), establishment of
employee training modules (Rs. 20 crore) and establishment
of employee development centers (Rs. 80 crore) have been
proposed.
11 Environment Various environment protection measures at bus depots are

Protection being proposed such as Rain water harvesting, Installation of
Projects solar lighting system and other environmental initiatives
costing around Rs. 49 crore.

7.8 INTEGRATED MULTI MODAL TRANSIT CENTRES –CUM-

CUM- INTERCITY BUS TERMINALS
At present all the buses whether inter-city, Inter-state or Intra-city originate and
terminate at the Central station in Majestic area. These not only creates
congestion and heavy traffic density on all radial routes coming into the core of
Bangalore but also result in substantial delay to the passengers who have to take
the buses from far flung area. Though another intercity bus terminal cum
integrated multi modal transit center is being contemplated at Peenya, It will not
be sufficient to meet the requirements of traffic from the other direction-
especially North, East & South. It is, therefore proposed that there should be at
least 3 more Intercity terminals. Accordingly it is suggested that ultimately 4
intercity terminals be located at the following places:
1. Peenya
2. Hosur Road
3. Old Madras Road near ORR
4. Bellary Road near Hebbal
The above terminals are proposed to be located at the Metro and the BRT
terminals and will act as Inter Modal Interchanges between regional and local
traffic.
Also these would be the center for Chartered and tourist buses, with adequate
parking facilities and tourist bureaus / offices etc as well as other tourist
infrastructure for operation of private tour operators who are at presently located
mostly around the majestic Area.
These proposals have been indicated in Figure 7.2.

7.2
7.9 ROAD INFRASTRUCTURE
The present road network consists of the Ring Roads and major radial corridors.
A number of proposals have already been very broadly included in the Master
Plan 2015. In addition quite a few proposals are being implemented by Govt.
agencies like NHAI, State PWD, BMC, BDA, BMRDA and BMICAPA along with the
private sector through PPP model. It is necessary to integrate / superimpose all
these proposals in the light of projected travel demand for road traffic and
confirm that they are in conformity with each other and there is neither conflict
nor duplication. As the radial road corridors are expected to have high traffic
volume, these corridors have been proposed to be strengthened instead of
isolated improvements. The road improvement proposals include road widening,
new roads (bypasses and other roads), ORR realignment, grade separators (road
flyovers, ROBs, RUBs), Integrated Freight Complexes etc. These proposals are
explained below.

Figure 7.2

7.9.1 Functional Hierarchy

In the existing road network, except for defining National Highways no other road
has been specifically defined according to its functions. The Master Plan 2015 has
broadly defined them as under:
! Ring Roads - Core Ring Road (CRR), Outer Ring Road (ORR), Peripheral Ring
Road (PRR), Intermediate Ring Road (IRR), Satellite Township Ring Road (STRR)
! Expressways- Airport Link Road
! Highways - National Highways, State Highways
! Arterial Roads
! Sub-arterial roads
! Other link roads
It is however suggested that for new roads, we may clearly define them as shown
in the Table 7.7 below and provide them with adequate protective green belt
beyond their right of way in order control direct access and avoid ribbon
development:
Table 7.7 Functional Hierarchy of Roads
Road Functional Characteristics Minimum Restricted green

Nomenclature Suggested Right belt beyond the
of Way (ROW) ROW
R-1 Access controlled Expressway with 100 Mts 30 Mts.
proper service roads like Peripheral
Ring Road, Expressway linking the
Town with New airport, Other
Regional Roads like the Intermediate
Ring Road and the Satellite Towns
Ring Road etc.
R-2 Arterial Roads 80 Mts 15 Mts
R-3 Secondary Roads/ Sub-Arterial Road 45 Mts

providing main internal access in
functional areas- Industrial,
residential, institutional and
commercial areas.
R-4 Access Roads providing access to 20 Mts.
individual properties. No kerb
parking is to be provided
The suggested cross-sections for the above categories of roads are shown in
Figure 7.3.
7.3 It is suggested that in order to control the development along R-1 &
R-2 roads, legislation similar to the ‘the Punjab Scheduled Roads and Controlled
Areas Restriction of Unregulated Development Act, 1963’ may be enacted.

Figure 7.3

7.9.2 Major Road Proposals
7.9.2.1 Ri
Ring Road
Roads
The City would be looking at significantly altering the radial, “through the
core” traffic pattern by improving / developing key “rings,” in the BBMP,
BDA, and BMRDA jurisdictions:
! Core Ring Road (CRR)

(CRR): Of about 30 km length, around the core area, this
would form the primary “bypass” to the inner core BBMP area. This road
may be constructed as an elevated corridor, to minimize land acquisition. The
ground level carriageways may be reserved for public transport i.e. BRT, while
the private vehicles and Para transit vehicles should use the elevated deck.
However this proposal will also entail improvement to the radials meeting it
and their junctions with the CRR.
! Outer Ring Road (OR

(ORR):
R) Is at a radius of 7 to 10 km from the city center. The
outer ring road covers a total length of 62 km and connects all major
roads and highways in and around Bangalore. However, by efflux of time,
the ORR has almost become a city road, with local traffic and many signaled
intersections, and development all around. At present this road has a number
of bottlenecks and kinks. Infact near Pantarapalya on Mysore for about 6.5
Kms the ORR follows the Mysore Road radial corridor only. The proposals
consist of realigning the ORR at a couple of points and providing 2 fly-overs
where the ORR has some common portions with Sarjapur Road and
Bannerghatta Road. These proposals are to be carried in small lengths
totaling up to about 16.6 Kms and are indicated in the Table 7.8 below. On
the eastern crescent of this road, BRT corridor with exclusive segregated
lanes and allied facilities for operating high capacity buses has been
proposed, while on its western crescent Monorail / LRT has been proposed.
Table 7.8 Outer Ring Road Re-

Re-alignment
alignment
S. No Stretch Length km
1 Elevated road along Bangalore University Road 2.5
2 Realigning ORR between Magadi Road and Pipe Line Road 1.9
3 Realigning ORR at Tumkur Road through CMTI 1.2
4 Realigning ORR from Kasturi Nagar to Mahadevapura along 5
Selam railway line
5 Elevating ORR along common portion with Sarjapur Road 2
6 Elevating ORR along common portion with Bannerghatta 1
Road
7 PESIT to Janabharti Enterance Banglore University 3
Total 16.6

! Periph
Peripheral Ring Road (PRR):
(PRR) The Master Plan 2015 has proposed a Peripheral
Ring Road of around 114 km around Bangalore at a radial distance of 2.80 to 11.50
km from the existing outer ring road. On the western side of the city just about
1 to 5 Kms inside the PRR an access-controlled expressway is already being
constructed under the auspices of the Bangalore Mysore Infrastructure Corridor
Area Planning Authority (BMICAPA) through Private Sector. This Expressway
connects NH-7 (Hosur Road) and NH-4 (Tumkur Road) covering approx. 41 Kms.
The Eastern Portion of the PRR between NH-4 & NH-7 via Old Madras Road,
Airport Road should be taken up immediately to be followed by implementation
of the western portion. The entire PRR should have exclusive segregated lanes
and allied facilities for operating high capacity buses as BRT system. Along this
Ring Road at its Junctions with Hosur Road (NH-7), White Field Road, Old
Madras Road (NH-4), Bellary Road, Tumkur Road and Mysore Road, six
Integrated Freight Complexes (IFC) have been proposed for handling entire
freight traffic. These IFCs are indicated in Figure 7.4.
7.4 Since it is proposed not
to allow the HCV’s to enter the town inside the PRR, the junctions will have to
be grade separated at these points. This road should be treated as R-1 and
have the 30 meters restricted belt on either side beyond the ROW.
7.9.2.2 Air Port Link Road (Expressway)

(Expressway)
An expressway has been proposed in the Mater Plan 2015 to connect the
New International Airport at Devanhalli to the city. At the moment the
International airport site is only approachable through the Bellary Road
which being a National Highway (NH-7) carries large interstate traffic. In
order to provide uninterrupted approach to the upcoming International
Airport likely to be operational next year, it will be desirable that this
expressway should come up early and be commissioned simultaneous with
the opening of the International Airport.
7.9.2.3 Other New Roads / Missing Links

In addition to the above roads, a few small links are required to cater to the
important activity areas from the major existing Network and under
implementation.
Accordingly the new roads (including elevated CRR, PRR, A.P. Link Expressway and
other new links proposed to be taken up are as listed in Table 7.9 below.
Table 7.9
7.9 New Roads / Missing Links
SNo Corridor Length km

1 Core Ring Road (CRR) (elevated) 30
2 Arterial Roads crossing CRR 30
3 Peenya Industrial Area To Bangalore Mysore Expressway 2.2
4 Peripheral Ring Road (PRR) 114
5 Air Port Link Road (Expressway) Upto ORR 26

SNo Corridor Length km

Link from Tigalarapalaya Main Road to Nelagadaranahalli
6 (included in Item 42 of Parallel Ring Road (Table 7.10) 1.23
Link from Hesargatta Main Road to Shettihelli and Madarahelli
to Mohammed Sabi Palaya (included in Item 43 of parallel ring 4.02 (1.38 +
7 road (Table 7.10) 2.64)
Link from Sampigehalli to CRPF parade ground (included in
8 Item 25 of parallel ring road (Table 7.10) 1.72
Total 209.17
7.9.2.4 Road Improvements
The entire traffic from the BMA, the Region and even beyond converges on to the
Center of Bangalore and the work areas along the radial corridors and gets
dispersed through the ring roads. Most of the radials roads suffer from congestion
because of their over utilization of their limited capacity. In addition the limited
carriageway, the inefficiency of the junctions and their incapability to handle the
volumes of traffic further reduces the capacity of the road systems. Accordingly it
has found necessary that quite a few roads listed in the Table 7.10
7.10 below will
require improvement through widening 4 – 6 lane carriageway in order to cater to
projected road traffic up to the year 2025. In addition at some of the critical
junctions where normal signaling cannot effectively manage the traffic volumes,
grade separators & flyovers will be necessary. Also at road crossings with railway
lines, at some places Road Over bridges & or Road Under Bridges will be
necessary. Along a few of the roads where the traffic demand far exceeds the
capacity and at grade expansion is not possible due to restriction of available
carriageway, elevated roads e.g. along Mysore road and Hosur Road have been
provided. Accordingly the roads, both inside the ORR and out side the ORR have
been identified for their improvements in terms of widening of carriageway,
provision of drainage, surface improvement, footh-path etc. are listed in Table
7.10 below. The Junctions & Road stretches requiring grade separators, ROB’s and
RUBs are indicated in Table 7.11 below.
Table 7.10 Road Improvements

Improvements
SNo Name of Road Length km

Road Improvements (Inside ORR)
1 Bellary Rd 7.60
2 Palace Road 1.75
3 Sheshadri Road 0.50
4 Nrupatunga Road 1.10
5 Vidhana Veedhi 0.20
6 Mission Road 1.00
7 Devanga Hostel Road 0.50
8 Sankey Road 3.40
9 Lalbagh Road 0.41


10 Jaymahal Road 2.80
11 Hosur Road 1.60
12 Hosur Laskar Road 4.30
13 Victoria Road 1.60
14 Lower Agaram Road 2.40
15 Sarjapur Road 3.35
16 Hosur Road 4.30
17 Bannerghatta Road 4.11
18 80' Koramangala 4.00
19 Dickenson Road 0.30
20 Ulsoor Road 0.60
21 Kensington Road 0.32
22 Murphy Road 1.70
23 Old Madras Road 1.70
24 Richmond Road 5.20
25 Airport Road 5.20
26 Goods shed Road 1.35
27 Cottonpet Main Road 1.20
28 17th Main J CNagar in ward13 1.50
29 5th cross Malleshwaram 1.00
30 Commissariat Road 0.74
31 A M Road 0.75
32 Lalbagh Fort Road 1.35
33 Race Course Road 1.66
34 Kasturba Road 0.77
35 A S char street & BVK Iyengar Road 1.21
36 Vanivilas Road 0.85
37 Suranjan Das Road 3.85
38 Mysore Road 3.90
39 Mt joy Road & Kattriguppe main Road via Vidyapeeta circle 3.00
Mahalakshmi Layout & Nandini Layout Road via Ayyappa
40 Temple & Singapore Layout 2.70
Dinnur Main Road and Kavalbyrasandra Road (via
41 Ganganagar Sulthan Palya) 4.50
42 Hoskerehalli main Road (via Girinagar) 2.05
43 Vasanth Nagar Main Road 0.62
44 K R Road 1.16
45 Sulthan Road 0.42
46 1st main Chamrajpet 0.15
47 3rd cross Chamrajpet & Bull temple Road 1.00
48 Link Road 0.63
49 Padarayanapura Main Road 1.86


Bull Temple Road via N R Colony, Chennamma Tank bed
50 & 30th main BSK 3rd stage 1.10
51 Infantry Road 1.83
52 Park Road 0.50
53 Hospital Road 1.10
54 Dispensary Road 0.50
55 K Kamraj Road 1.25
56 Dharmaraj Road 0.40
57 Chandini chowk 0.45
58 Meenakshi Koil Street 0.60
59 Thimmaih Road 2.10
60 Old Poor House Road-Haine's Road 1.00
61 Millers Tank Bund Road 0.52
62 Station Road 1.30
63 Queen's Road 0.95
64 Millers Road 1.42
65 Cunningham Road 0.80
66 Road in front of Russel market 0.25
67 Dr. Ambedkar Road (Tannery Road) 4.43
68 Hennur Road 3.62
69 Banaswadi Road & Wheelers Road (via Banaswadi) 6.35
70 Hare Krishna Road 0.70
71 HMT main Road 2.10
72 Magadi Road 2.40
73 Baiyyappanahalli Main Road 3.35
74 Bapujinagar Cross Road 0.80
75 Kumaraswamy Layout Main Road 1.75
76 South Link Road 0.50
77 MTB Road 0.50
78 Kurubarahalli Main Road in ward 16 1.00
Total 141
141.73
Road Improvements (Outside ORR)
Radial Roads
1 From Peenya II Stage to Andrahalli (via Peenya II Stage,
Industrial area, Andrahalli) 4.00
2 Tumkur Road-NH4 8.80
3 New BEL Road 3.40
4 Jalahalli Main Road to Attur via Yelahanka 28.00
5 Yeshwantpur to Yelahanka 20.00
6 Doddaballapur Road. 6.00
7 Devanahalli - Hebbal Bellary Road 25.00
8 NH-7 Kogilu Junction to Nagavara Main Road 8.00
9 Dasarahalli Main Road 16.00


10 HBR Ring Road to Nagavara Main Road leading to Jakkur 20.00
11 HBR Ring Road to Hennur Main Road 16.00
12 Old Madras Road 5.25
13 ITPL Road from Ring Road to Hope farm 8.50
14 Varthur Road from Marathalli to Varthur Kodi 5.00
15 Varthur to Outer Ring Road via Belegere and Panathur 6.50
16 Kaigondanahalli to Sarjapur 10.00
17 Bannerghatta Road - ORR to National Park 8.60
18 Bannerghatta Road - National Park to PRR 2.40
19 Begur Road from Hosur Road to Begur 7.00
20 Kanakapura Road. 10.40
21 Ring Road to Kanakapura Road (via Ittumadu) 7.00
22 Rajarajeshwari Nagar Arch to PRR 10.00
Connector Roads
23 From Magadi Road to NH 4(Via Sunkadakatte,
Hegganahalli Main Road, Peenya II Stage, NTTF circle,
KIADB Main Road) 6.00
24 Peenya II Stage to Ring Road (via Peeya II Stage Bus
stop, Rajgopal Nagar Main Road, Peenya Industrial Area) 3.00
25 NH-7 to Nagavara Main Road through Jakkur 16.00
26 NH-7 to Nagavara Main Road 12.00
27 Hennur Main Road to Hoskote Ring Road 10.00
28 Horamavu-Agara to HBR Ring Road 4.00
29 Horamavu Road from Outer Ring Road to Kalkere 4.20
30 T C Palya main Road from ORR to Anandapura 5.50
31 Devasandra main road from NH 4 to Basavanapura Road 1.70
32 Kundalahalli Road from Devasandra main Road to
Kundalahalli gate via Hoodi 7.00
33 ITPL Road to Varthur Road via Pattanadur Agrahara &
Nellurahalli 4.00
34 Sarjapur Road to Ring Road(near Devarabisanahalli) 7.00
35 Nagarthapura to Matha Amruthamayee College 5.00
36 Hosur Road to Nagarthapura (Hosur Road) 4.00
37 Begur to Hosur Road (via Begur tank Bund, Chikkabegur
and Manipal County) 7.00
38 Bannerghatta Road to Begur (via DoddaKammanahalli,
Yelenahalli) 8.00
39 Kottur Dinne to Bannerghatta Road 5.00
40 Harinagar to Kottanur Dinne 4.00
41 Corporation Bank to Ring Road via Javaraiana doddi 4.00
Parallel Ring Road
42 From Magadi Road to NH 4(Via Herohalli, karivobanahalli,
Andrahalli, Tigalarapalya, Nelagadaranahalli, Nagasandra) 8.00


43 Hesaraghatta Main Road to SM Road (via Mallasandra,
Shetty halli, Abbigere, Kammagondanahalli main Road,
Gangammagudi Circle) 6.00
44 Vidyaranyapura Main Road to Hennur main Road 35.00
45 Nagavara Main Road to Kalkere Junction 8.00
46 Sarjapura Road to Kalkere via Chikkaballapur,Gujurpalya,
Varthur, Hope farm, Kadugodi, Sadaramangala,
Kodigehalli, Basavanapura, T.C.Palya 31.00
47 Matha Amruthamayee to Sarjapura Road(Kaigondanahalli) 5.00
48 Kanakapura Road-Amruthnagar to Harinagar 4.50
49 Kengeri to Konanakunte via Uttarahalli(end of Kanakapura
Road) 13.50
50 Kengeri 80' Ring Road to Ullalu Main Road via Matha Mata 10.50
51 Begur Road to Hosur Road and Kudlu 6.00
52 B G Road to Begur Road(via BTM Layout,
Kodichikkanahalli 5.00
53 Chunchaghatta Road to B G Road 6.00
54 GnanaBharati Circle to Magadi Road 11.00
Total 502.75
Grand Total 644.48
644.48
Table 7.11 List of Grade Sepa

Separators
SNo Location / Road
Grade Seperators-
Seperators-Roads
1 Hudson Circle- N.R.Road Under pass
2 Cauvery Theatre Junction-Bellary Road Grade separator
3 Minerva circle-J.C.Road Fly over
4 Nagavara Junction Along ORR Flyover
5 Hennur Banasvadi along ORR underpass
6 Sarjapur Road & ORR Jn. Along ORR flyover near Ibbalur
7 On ORR Jn. Along ORR near Agara flyover
8 Flyover along Hosur Road near Check post
9 Hosur Road-Inner Ring Road along Hosur Road fly over
10 Additional slip road at CSB intersection
11 Hosur Road Grade separator @ Attibelle
12 Along 16 main BTM Layout underpass
13 Puttenahalli along ORR underpass
14 Kanakapura Road & ORR Jn. Along ORR flyover
15 Kadirenahalli Road & ORR Jn. along ORR flyover
16 Flyover on RV road near RV Teacher College

SNo Location / Road
17 Tagore Circle underpass on Gandhi Bazaar Main Road

18 Tumkur Road & ORR Junction along ORR Grade separator
19 Flyover along NH 4 at Jalahalli Cross
20 Underpass along pipeline road near Ayyappa Temple
21 Grade separator along Guttahalli Main Road near Guttahalli Circle
22 Grade separator at Yeshwantpur Circle near Bus Station
23 Bridge at Gali Anjaneya Junction
24 Grade separator at Malleshwaram Circle
25 Underpass at Prof. CN Rao Circle
26 Underpass along Chord Road at Magadi Road & Chord Road Junction
27 Underpass along ORR at ORR and Banaswadi Ramamurthy Nagar Road Junction
28 Grade separator at ORR & Magadi Road Junction
Road Over Bridges / RUBs-

RUBs-Rail
Rail
29
ROB along MES Road near Jalahalli
30 Underpass along Link Road Connecting D Rajagopal Road & Kodigehalli Road
31 Ashoka Theatre - Pottery Road
32 Nagavara-Arabic College Road
33 Kasturinagar-Chikka-Banaswadi Road
34 Baiyyappanahalli Road
35 Kadugondanahalli Railway line along Nagavara Main Road
36 Hudi Main Road near Whitefield Railway Station
37 Construction of ORR connecting Mysore Road to Magadi Road including
underpass across Bangalore Mysore Rly Line
38 Along settihalli main Road
39 Along S M Road near Gurudwara
40 Along Koigehalli Main Road near Kodigehalli Rly Stn
41 Along Hesaraghatta Main Road
42 Near Tanisandra Rly Stn
43 Along Kundalahalli Road at Kundalahalli gate.
44 Along Varthur Road near Lakshmi Layout
45 Along Panathur Main Road near Bellandur Rly Stn
46 Along Sarjapur Road
Elevated Roads
47 Elevated Road From Sirsi Circle to ORR on Mysore Road (6.0 Km)
48 Elevated Road on Hosur Road (10.5 Km)
The above proposals are shown in Figure 7.4

Figure 7.4

7.10 INTER-
INTER-MODAL INTERC
INTERCHANGES
7.10.1 Proper integrati

ation of modes
Integration between Bus, MRTS, and railway is a vital need for the future. The
city is planning two such major inter-modal interchanges.
! The first such interchange is already under bid – the Kempegowda bus
terminus at Subhashnagar is proposed to be converted into an interchange
that accommodates the BMTC, KSRTC, BMRC, and a “city center”
complex.
! The second interchange is proposed at Baiyyappanahalli, which will have
the BMTC, KSRTC, Railways, BMRC, and the Airport Rail Link.
In addition to the above major 47 interchanges as indicated in Figure 7.1 are
proposed at required intersections of mass transport corridors.
7.11 NON-
NON- MOTORISED MODES
7.11.1 Cycle Facilities

Their use in Bangalore is not significant but still this needs to be encouraged on
environmental considerations. Provision for safer and better section of road or
cycle track is the best way to keep them on roads. This is necessitates more on
roads in the periphery of city and in many areas in BMA. In CBD some side roads
and lanes can be exclusively reserved for cyclists and pedestrians in peak
periods. In the new cross sections for major roads in Figure 7.3,
7.3 reservation for
cycle tracks has especially been incorporated.
7.11.2 Pedestrian Facilities

Pedestrians form a major proportion of commuters. Not only trips are conducted
by walk in its entirety but every public transport trip will also have component of
walk at its both ends. Though they are short distance travelers, they are spread
all over the city. As facilities furnished for them are encroached upon by vendors
or for road space, they have to spill on roads. These contribute to accidents also.
One alternative for their facility and controlling their spill on roads is to provide
good footpath with railings covering about one to one half meters width on either
side of the road with openings at desired crossing points. Another alternative is
to develop some narrow roads especially adjacent to major arterials as
“pedestrians only” roads. Bus bays and foot paths at bus stops can also help in
restraining their spill on to carriageways and reducing accidents. Pedestrian
subways at important location on all 6 lane roads and at busy inter
sections/junctions on 4 lane roads are to be planned on a programmed basis.
7.11.2.1Pedestrian
Pedestrian Cross-
Cross-Over Walk-
Walk-ways facilities
The proposed skywalks/pedestrian subways are given in Table 7.12.

7.12

Table 7.12 Sky Walks / Sub-

Sub-Ways
S No. Locations
Locations of Sky Walks / Sub-
Sub-Ways
1. Cauvery Bhavan to Education Department Building and to Law College to Mysore Bank
crossing KG Road on State Bank Junction
2. Opposite NTI connecting Guttahalli Road and Palace (opposite Bus Stop) on Sankey Road
3. Arya Bhavan Sweets to Kanthi Sweet to Himalaya Theatre, crossing KG Road
4. Lalbagh Main Gate (Javaraiah Circle)
5. Bannerghatta Road near Jayadeva Hospital
6. BMTC Main Bus Stand to Amar Lodge Building in Majestic Area
7. KSRTC Kempegowda Bus Station to BMTC Main Bus Station
8. At Kengeri Bus Stand, Mysore Road
9. At Byatarayanapura on Bellary Road (near Junction of BBMP office complex)
10. BMTC Main Bus Station to Railway Station Premises
11. Shanthala Silk House to KSRTC Main Bus Station and to Good-Shed Road
12. RNS Motors, Tumkur road
13. Jalahalli Circle, Tumkur Road
14. Near Webb junction
15. Near Kamakhya, Kathriguppe Ring Road
16. Gandhi Bazaar Main Road
17. On Vittal Mallya Road near Mallya Hospital
18. Sheshadri Road near Maharani College
19. On JC Road near Ravindra Kala Kshetra
20. On Hosur Main Road near Madivala Check post
21. On Raja Ram Mohan Roy Road, near Pallavi theatre
22. On Richmond Road near D’Souza Circle
23. On Race Course Road near Chalukya Hotel
24. On Commissariat Street near Garuda Mall
25. On Residency Road near Mayo Hall
26. On Kamaraj Road near Commercial Street
27. Near Indira Nagar 100 feet Road & Water Tank junction on Airport Road
28. On Hosur Road(Near Forum)
29. On Tumkur Road, near SMS Railway Junction
30. On Air Port Road, Marath Halli at Village Road.
31. On Air Port Road, Marath Halli at Junction of Under Pass ORR
32. K.R. Puram Bus Stand
33. Bharatiya Vidya Bhavan, Devaraj Urs Road
34. On Hosur Road “T” Junction with Tavarekere Main Road (Opposite Sai Sadan & Prestige
Acropolis) (High Rise Apartments Condominium)
35. Mission Road at the foot of Fly over
36. Vidhana Veedhi near M S Building
37. Tumkur Road near Yeshwantpur Circle
38. At South End Circle
39. Malleshwaram 5th cross

S No. Locations
Locations of Sky Walks / Sub-
Sub-Ways
40. Double Road opposite Shanthi Nagar bus station
41. City Market additional arm to be added to existing underpass
42. 30 no. Sky –walks / Sub-Ways along the eastern crescent of the ORR
The choice between lift/escalator operated skywalks and underpasses will depend
upon the specific site conditions and the quantum of pedestrian traffic while
undertaking the detailed feasibility studies. Location of these facilities is
7.5
7.11.2.2 Foot paths

It has been observed that most of the footpaths along the major arterial and sub
arterial roads need extensive repairs and up gradations. The major problems
observed are:
! Insufficient widths (< 1.5 mts.)
! Uneven surface because of settlement of base course, improper covering of
service lines, manholes etc.
! Obstruction due to encroachments, unwanted garbage, unused building
materials, fallen/ half cut trunks of trees and full grown trees, cable stays of
electric poles etc.
! Level difference and steep risers with junctions of roads.
For this purpose tentatively it has been estimated that footpaths along 350 km of
roads are required to be taken up. The basic principles for construction of new
footpaths and improvement of existing ones are as under:
! Footpaths along existing roads should be widened and the minimum width be
kept at least 2.0 mts.
! Proper leveling of footpath surface – with a stable base course fully
compacted and safe guarded against any settlement before laying the top
surface. In addition the cover for the underground services and man holes, if
any, located below the footpaths or crossing should be properly designed to
maintain a proper level with the surface of the footpath and no subsidence
occurs.
! Continuity of footpaths
! Adequate ramp facilities for physically challenged people at junctions and
cross overs.
! Proper merger of footpaths with skywalks/ underpasses/zebra crossings and
junctions be provided with pedestrian priority signaling.

Figure 7.5

7.11.2.3 Pedestrian Zones
Substantial areas inside the core ring road has quite a few streets which are either
fully commercial or majority of whose frontage is being used as shopping. The
commercial activities on these roads can broadly be divided into the following
two categories:
i. Retail and general Shopping like general merchandise, clothing garments and
allied products, household white goods, consumer electronics, groceries &
kitchen ware, Food & sweet shops etc., which are more or less regularly
visited by shoppers.
ii. Wholesale and specialised shops dealing in machinery, building materials,

Hardware etc. which are occasionally visited by customers with specific
requirements and need bulk handling through Trucks and MCV’s As far as
these commercial activities are concerned attempt should be made to shift
them out side the ORR along wide corridors where adequate loading /
unloading facilities can be provided along with required parking facilities for
visitors / shoppers. For shifting of these wholesale activities both strong
measures against their functioning in their present locations in the core areas
and incentives for shifting to the new locations will have to be provided.
The majority of the customers visit the core area to meet their retail needs
through first type of establishments. As per the plan, this central area is going to
be very well served by:
! 3 Metro Links namely

i. Baiyyappanahalli to Mysore Road (East-West Corridor)
ii. Peenya to Banashankari (North-South Corridor)
iii. Yelahanka R.S to PRR via Nagavara and Electronic City
! An elevated core ring road surrounding this area with provision for BRT
! Adequate park & ride facilities out side the core area at Bus Terminal cum
Traffic & Transit Management centres, Metro Termini & important metro
Stations, BRT stations, along side Core Ring Road and Monorail Termini &
Stations.
Thus the entire core area will be fully covered by elaborate public transport
network and as such the entry of all private vehicles, especially during the
shopping hours 10 A.M. to 9 P.M. should be minimised.
7.11.2.4 Proposed Pedestrian Zones
To start with following two areas are being suggested for pedestrianisation:

1. Gandhi Nagar & Chickpet Areas- The area surrounded by Seshadri Road,
Kalidas Marg, K.G.Road, Distt. Offices Road, N.R.Road, Mysore Road and
Bhashyam Road, Tank Bund Road & Dhanvantri Road can be converted into
two pedestrian zones I & II on either side of K.G.Road. The two Zones can be
inter connected through a semi depressed under pass near Alankar Plaza and
Jantha Bazar. All the private vehicles will be required to move on Seshadri
Road, Kasturba Road, NR Road and Bhashyam Road, while K.G.Road and
District Offices Road be used by Public Transport –Busses & Trams. In the
surrounding areas 5 mechanical parking spaces with a capacity of 500
vehicles each will be provided at;
! P13- Behind Sagar
! P14- Kanteerava Stadium
! P15-Near City Market
! P16-Near Bakshi Gardens
! P17 – KSRTC Bus Depot
2. Commercial Street - To be designated as ‘CLOSED FOR VEHICLES FROM 10

A.M TO 9 P.M.’ and supported by parking P-2 near Kamaraj Road
3. Brigade Road - To be designated as ‘CLOSED FOR VEHICLES FROM 10 A.M
TO 9 P.M.’ and supported by parking P-1 near M.G.Road
These proposals are indicated in Figure 7.6.
7.12 PARKING
7.12.1 The parking demand is growing with growth of vehicles in the city. The
multistoried buildings in busy/commercial areas are major attractors. Though
the building regulations specify a minimum provision of parking area, there can
be many defaulters and some who later convert the spaces for other purposes.
This results in the vehicle parking spilling to streets (main road or side streets).
A practical solution is to provide off street multistoried parking lots in this areas.
As funds will be constraint consultants suggest a policy in this regard. The Owner
who fails to provide required parking spaces as per the regulations should be
charged an annual levy equivalent to market rental value for the short fall in
parking area provided. Subsequently the market value will rise every year.
Amount so collected plus parking charges collected will be substantially enough
to meet the repayment installments of loans which were taken to construct
multistoried parking lots. Once such facility is provided it is possible to prevent
the on Street parking of vehicles or otherwise road space can be utilized for
traffic. The development control regulations and TCP act may be suitably
amended to provide for such levies.

Figure 7.6

7.12.2 Parking demand can also be controlled by implementing transport management

measures like staggering office and school working hours and banning on-Street
parking of private vehicles in CBD and on major arterials.
However it must be realized that mere regulatory measures are not enough and
positive steps are required to meet the parking demand and provide safe parking
outside the congested areas. It is suggested that for proper parking management
and control, to start with we may divide the city into three zones.
7.12.2.1 Zone A – Central areas inside the core ring road where only short term parking on
hourly basis should be provided between 9 AM to 9PM with high telescopic
charges increasing with every hour of parking. These areas will invariably be
provided with automatic mechanical parking (AMPs). Beyond 9PM and upto 9AM
they can offer lower tariff rates for long term night parking.
7.12.2.2 Zone B – between the CRR and ORR – in these areas a combination of AMPs and
Conventional Multi level Parking (CMPs) can be provided at selected interchanges,
especially at the TTMCs and other identified locations closer to public transport
corridors. Parking in these areas will also be short term time based but at a
slightly lower tariff as compared to Zone A.
7.12.2.3 Zone C – outside the ORR – large CMPs may be provided at the TTMC s and other
locations adjoining the public transport stations of Metro, Monorail/LRT, BRT etc.
these will be long term parking lots of 8 to 12 hour duration at a nominal tariff to
encourage the vehicle owners to park at these facilities and ride the public
transport system to their destination and back.
7.12.3 To begin with parking for about 10000 vehicles has been suggested at the
following sites in Table 7.13.
7.13
Table 7.13 Proposed Parking Sites
S. No. Location Phase Type

1 M G Road P-1 AMP
2 Near Kamraj Road P-1 AMP
3 Gandhi Nagar P-1 AMP
4 Jayanagar Shopping Complex P-1 CMP
5 Koramangala near Raheja Tower P-1 CMP
6 Rajajinagar BDA Complex P-1 CMP
7 Banashankari BDA Complex P-1 CMP
8 Gandhi Bazaar P-1 CMP
9 Malleshwaram P-1 AMP
10 Fire Station, Residency Road P-1 AMP
11 Dhobi Ghat, Cunningham Road P-1 AMP

S. No. Location Phase Type

12 SP Office, Miller Road, P-1 AMP
Cunningham Road crossing
13 Near Sagar & States P-1 AMP
14 Kanteerava Stadium P-1 AMP
15 City Market P-1 AMP
16 Bakshi Gardens P-1 AMP
17 KSRTC Bus Depot P-1 AMP
Of these sites, where the availability of land is limited and the land values very
high, automatic mechanical parking (AMP) which can provide 500 parking lots in
approx. 1000 sqm of space have been suggested. In the outer areas,
conventional multistory parking (CMP) has been proposed.
In addition, since most of the TTMC’s are proposed to be adequately served by

Public Transport like Metro, Mono Rail/LRT, BRT etc, substantial Park and ride
facilities should be provided from where the commuters can switch over from
private to public transport. These proposals are indicated in Figure 7.2.
7.2
Similarly at all the termini of Metro, Mono rail/LRT, BRT,CRS and their major
stations out side the Core Ring Road should be provided with adequate park and
ride facilities are to be provided.
Within the core area where the land is scarce and very expensive, mechanical
automatic & semi automatic parking may be provided with heavy time based
parking Charges.
In the long run, when the mass transport system is city-wide and adequate,
parking demand will stabilize. Therefore it is important that adequate and
convenient mass transport system as recommended above is provided.
7.13 FREIGHT MOVEMENT
7.13.1 The freight movement through the city particularly on some of the arterials is
already restricted in CBD area. Many orbital corridors cannot be easily restrained
till such time the wholesale activities are concentrated in the CBD. The strategy
already followed is to decongest the CBD by shifting the wholesale market to
outer areas or proposed IFCs along the PRR. In order to facilitate the shifting of
the wholesale activity from the core areas, both harsh measures in terms of
restriction on the activities at their present location and incentives for relocation
in the new areas will have to be followed. The restrictions in the central areas
could be in the form of banning the entry of HCVs completely and permitting only
LCVs between 10 PM and 9 AM; treating these properties as engaged in misuse
activities and charge a very hefty misuse charge on a daily basis and a substantial
increase in the property tax. All private vehicles should be banned from entering

these areas between 9 AM to 10PM. simultaneously well developed wholesale

markets may be created along side the IFCs with modern transport, loading and
unloading, parking and ancillary facilities. These sites can be allotted to the
persons relocating their business on no profit no loss basis on priority.
The provision of PRR is itself going to help diversion of through freight traffic.
Nearly 80% of the ORR has lost the sole identity of ring road, the PRR being
thought of in this connection will be a boon to the city. Development of another
orbital ring road as proposed by BMRDA would also help in diversion of the
freight traffic. So far there is no though regarding the shifting of the goods shed.
If a ring railway is formed over the outer ring road, shifting of the goods shed to
the periphery of the city can also be thought of. But this will take longer time.
However, future planning of the rail facilities in and around Bangalore will need to
be kept this in mind. Such shifts will have some adverse effect i.e. HCV/LCV
movement from the goods sheds on the periphery and any wholesale complexes,
into the city will develop. By suitable management measures like restricting these
movements during particular timings of the day, problem can be suitably
managed.
7.13.2 Integrated Freight Complexes (IFC)
Near the junctions of the PRR with the following radial corridors, six IFC’s are
proposed as indicated in Figure 7.4:
7.4
1. Hosur Road
2. White Field Road
3. Old Madras Road
4. Bellary Road
5. Tumkur Road
6. Mysore Road
In addition to acting as nodes for handling the HCVs traffic and diverting it on the
PRR they will also act as center for wholesale trade. Quite a few wholesale markets
to be shifted outside the central area can be located as part of the IFC for efficient
handling for bulk goods.
7.14 DEMAND CONTROL
7.14.1 Reducing Private Vehicle Use

There are two ways to restraint the growth of private vehicles on road to either by
pricing policy or by providing better level of service on public transport. Road
pricing is difficult to achieve in a city like Bangalore particularly since its
enforcement would be very difficult. It should be possible to put constraints in
some areas by restricting private vehicles entering into the congested roads
particularly during the peak hours. Providing good public transport with feeder

IPT modes like Mini buses for facilitating the commuters to reach their
destinations from Train/Bus stations would also induce many private vehicle
users to shift from private vehicles. In fact with the coming up of the Core Ring
Road, proposed improvements in the alignment of the ORR, Coming up of the
various Mass Rapid Transit (MRT) Modes like Metro, Mono-Rail / LRT & BRT we
can substantially achieve the objectives through the following measures:
! Enough parking lots be provided outside the ORR & CRR easily accessible
from the radials reaching the ORR & CRR
! Proper park & ride facilities for long term parking at the stations / termini of
the MRT modes out side the ORR.
! Providing comfortable, environmentally friendly transport (Electrically
operated / CNG mini busses) between MRT stations and the core areas.
! The parking facilities provided / planned in side the CRR should only be for
Short term parking with high hourly charges.
! Congestion Charges be imposed on slab-scale from private vehicles entering
first the ORR and then the CRR.
! Private vehicles be completely banned from entering the pedestrian zones
between the shopping hours i.e. 10 AM to 9 PM.
The above measures can help in reducing private vehicles in busy areas.
7.14.2 Land use for demand optimization

The land use and density component of the above strategy can be operationalized
only through revisions in the Master Plan. High traffic generating activities and
high density (high FSI) zones should be realigned around mass transport nodes
and along major transportation corridors.
Such a reorganization of land use and density cannot be realized only through
the modifications in the Master plan. In already developed areas, this needs to be
translated into projects for planned redevelopment, ensuring that the high
density and high intensity of activities are supported by appropriating land for
improvements in the road network, street design and supporting infrastructure.
The energy for redevelopment already exists in the real estate market in
Bangalore, and will receive further impetus from the implementation of mass
transport projects.
In new growth areas, a mechanism for micro-level planning (such as Town

Planning Schemes in Gujarat) will need to be introduced to ensure that all new
development is adequately served by primary, tertiary and secondary road
network with provision for public transport facilities. These would also essentially
have to be translated into land management projects.

7.14.3 Development of Integrated Facilities

As already pointed out, Bangalore has a good network of rail system, which can
be converted by adding a few facilities like parallel lines, electrification, additional
stations etc to serve as a commuter rail system also. Detailed studies have been
completed already. CRS along with the Metro system under construction and the
Bus transport can be integrated with good interchange and parking facilities at
stations to form an Integrated Transport System.
7.15 TRANSPORT SYSTEM MANAGEMENT - B-

B-TRAC 2010
7.15.1 Background
Bangalore City, has witnessed a phenomenal growth in vehicle population. As a
result, many of the arterial roads and intersections are operation over the
capacity (i.e., v/c is more than 1) and average Journey speeds on some of the key
roads in the Central Area are lower than 10 Kmph in the peak hour. Therefore, it
has become necessary to establish plans for efficient traffic management in
Bangalore. In this regard, Bangalore City Police have envisaged the “Bangalore
Traffic Improvement Project – B- TRAC 2010”
7.15.2 Goal and Objectives

The objectives of B-TRAC 2010 would be two-fold:
1. Operational Objectives:
Objectives: (a) Reduce traffic congestion by 30% in the Central
Area of Bangalore City; (b) Reduce accidents by 30% in the city of Bangalore; (c)
Achieve significant reduction in pollution; (d) Achieve substantial compliance of
Traffic Laws and Rules; and (e) Set up an effective Trauma Care System.
2. Institutional Objectives: (a) Coordinated traffic management by developing
mechanisms for the same, like institutionalizing Traffic Task Force, Road Safety
Committee, Traffic Action Committee etc; (b) Robust Revenue Model (traffic funds
to pay for traffic management infrastructure and maintenance); (c) Legal and
Institutional reforms; (d) Capacity Building (Modernization and up gradation of
Traffic Training Institute etc.); and (e) Strengthening of Traffic police by
augmenting officers and staff; construction of buildings and provision of modern
communication and mobility.
7.15.3 Approach
The city of Bangalore needs a traffic management that addresses not just supply
aspects, but also demand and B-TRAC – 2010 adopts this very same approach.
7.15.4 Strategy
B-TRAC-2010 framework would be as follows: (a) Land use development
controls; (b) Primacy to Public Transport; (c) Parking controls and management;
(d) Automated Control and Enforcement (ITS/ATC); (e) Entry Restriction to the
Central Area; and (F) Road safety plan for accident reduction. Specific
components of the strategy are: (a) Central Area – Area Traffic Control System;
One way systems; dedicated bys lance and signal priority for buses; Parking
controls; creation of no-auto zones; restricted entry of traffic in to the core area

(b) Core ring road development for unhindered movement of traffic thereby
avoiding the central area (c) Corridor Traffic Control System (as in ATC) for the
several radial roads (d) up gradation of intermediate and outer ring roads and
development of the peripheral ring road (e) Traffic police modernization with
improved communication, computerization, mobility, capacity building and
automated enforcement systems.
7.15.5 Components
The various components of B-TRAC are as under:
! Junction Improvements
! Street Furniture and Road Marking
! Intelligent Transport System including. ATC, VMS etc for 250 intersections
! Surveillance / monitoring and enforcement cameras etc
! Education and Training / Others
7.15.6 Benefits
(a) Traffic congestion will be reduced by 30% in the Central Area of Bangalore
City
(b) Accidents will be reduced by 30% in the city of Bangalore
(c) There will be significant reduction in pollution
(d) Substantial compliance of Traffic Laws and Rules will be achieved
(e) Effective Trauma Care System will be set up
(f) Coordinated traffic management will be achieved
(g) Level of traffic and road safety awareness will be enhanced and
(h) State of the art traffic policing and regulation will lead to substantial
compliance.
7.15.7 Summary
B-TRAC 2010 will be first of its kind project in the country to address the issues
of traffic congestion, safety etc by utilizing the latest traffic management
technology and techniques, which are appropriate to our context. This will give
the much-needed scope for larger infrastructure projects to be planned and
implemented for improving the transportation system in Bangalore city.

Chapter 8 –Transport Integration
CHAPTER – 8
TRANSPORT INTEGRATION
8. 1 NEED
A multi-modal public transport network for the BMA has been proposed to be
developed to meet expected commuter’s travel needs. Integration of various
modes of transport is vital to evolution of a least-cost and viable transport
system. Objective of an integrated transport system is to offer maximum
advantage from economic, traffic and planning considerations. Various transport
modes are to be integrated in such a way that each mode supplements the other.
For effective integration, total transport system has to be planned, implemented
and operated under common policies. Depending upon the forecast transport
demand and other parameters along various corridors, an appropriate transport
system giving least-cost option has been proposed.
8.2 INTEGRATION OF MODES
8.2.1 It is not possible to provide direct origin to destination service and vice a versa
for all commuters. The need to interchange modes and or corridors is an
essential feature of any public transport system. The planning objective as stated
earlier is to minimize the need to change and when change is essential to make it
as convenient as possible and with minimum time loss.
8.2.2 The proposed network includes corridors that are collector routes to serve areas
at some distance from the mass transport routes. Another corridors are radial
that normally would be direct origin to destination routes and hence will meet the
objective of minimum interchanges. There are circular routes that will
interchange with the radial routes. On these routes, one interchange should meet
the needs of most commuters. The overall network of radials and circular
corridors has formed a grid and hence most commuters should not need more
than one or two interchanges.
8.3 FEEDER SERVICES
Feeder services to the proposed network will also be important in order to

provide convenient and quick transfer of passengers from one mode of transport
to other. As all commuters will not be living within walking distance of the
proposed network, proper planning for feeder services will be necessary to
ensure the forecast passenger demand on the system. For catchment area of
about 0.5-1 km from the proposed network, commuter can easily access it by
walk. People residing in next 1-km can reach station by cycles, scooters, auto-
rickshaws and mini-buses. Areas outside the 2-km catchment area will require

Chapter 8 –Transport Integration
regular feeder bus services to important terminals/stations. Feeder services can

also be provided by Para-transit modes. However, choice of a particular mode will
depend upon passenger demand, road cross-section, road gradient, etc.
8.4 INTER-
INTER-CHANGE FACILITIES
8.4.1 One of the most important elements of transport integration is the provision of
inter-change facilities. Required inter-changes will be between the proposed
mass transit systems such Metro, CRS, LRT/Monorail, BRTS and with other feeder
services. Integration facilities at stations would depend upon expected station
load to ensure proper system utilization. This will also include approach roads to
stations, circulation facilities, pedestrian ways and adequate parking areas for
various modes that are likely to come to important stations including feeder,
bus/mini-bus routes. The provision will have to be made for peak demand at
each station. At either stations, proper road based integration is to be ensured.
8.4.2 Figure 7.1 shows the interchange points in the mass transport network. There are
49 locations of interchange with high capacity mass transport modes.
8.4.3 The main issue is to make these interchanges convenient with minimum time
penalty. Facilitates for interchange between modes/corridors should be planned
for convenience and minimum loss of time. Side by side or vertical interchange
that involves minimum walking is the best and hence has to be the norm in
planning. It is proposed that planning and design of convenient interchanges and
safe access from the area up to stations and stops forms the subject of a special
study devoted to achieve the objective.
8.5 OPERATIONAL INTEGRATION
Integration at operational level will be required to synchronize the timings of

mass transit and feeder services. For efficient inter-change, walking/waiting time
at these stations will need to be minimized. Introduction of common ticketing
and their availability at convenient places will be necessary to ensure forecast
patronage of the system. An integrated passenger information system covering
all modes through publication of common route guides, time-table, information
boards at terminals for providing up-to-date information for the system users
will also be important.

Chapter 9 –Cost Estimates, Phasing and Financing Plan
CHAPTER – 9
COST ESTIMATES, PHASING AND FINANCING PLAN
9.1 UNIT RATES
9.1.1 The Traffic and Transportation Plan comprising proposals for public/mass
transport system, inter-city bus terminals, pedestrian facilities, parking facilities,
road infrastructure, integrated freight complexes, transport system management
measures etc has been prepared for the BMA to cater to travel demand up to the
year 2025 at an acceptable level of service as explained in Chapter 7. In order to
know the financial implications of these proposals, block cost estimates have
been worked out in this chapter. Unit rates adopted for items at 2007 prices are
given in Table 9.1.
9.1
Table 9.1 Unit Rates
S.No. Item Unit Rate (Rs Cr.)

1 Metro Elevated Section per Km 130
2 Metro Underground Section per Km 250
3 Mono Rail/ Light Rail Transport System per Km 85
Commuter Rail System inc. dedicated line, signalling
4 systems, improvement of stations etc. per Km 15
5 BRT per Km 12
6 Low floor urban commuter buses Each 0.4
Bus terminal cum Traffic & Transit Management Centres
7 (TTMC) Each 45
8 Bus station Each 12
9 Bus depot Each 6
10 Bus shelter Each 0.03
11 Inter-city bus terminal Each 45
12 Elevated Road per lane/ Km 10.0
13 New dual carriage way road per lane / Km 1.66
14 Widening of roads per lane/Km 0.5
15 Grade separators 6 lane dual CW 700 mts long each 30
16 Improvements of Foot paths per Km 0.2
17 Sky walks Each 2
18 Automatic Mechanical Parking per parking space 0.05
19 Conventional Multi Storey Parking per parking space 0.02
20 Integrated Freight Complex Each 45

9.2 COST ESTIMATES OF PROPOSALS AND PHASING OF IMPLEMENTATION
9.2.1
9.2.1 Considering the various proposed schemes and unit rates, cost estimates of these
schemes have been worked out at 2007 prices and are given for Proposed Mass
Transport Corridors, City Bus System, Road Infrastructure, Grade Separators,
Pedestrian Facilities, Parking Facilities, Integrated Freight Complexes and
Transport System Management Measures in Tables 9.2 to 9.9 respectively. The
entire transport development plan is not required to be implemented in one go.
Considering the existing problems, expected traffic demand levels and schemes
already under implementation/ active consideration of the Government, phasing
of implementation of various projects has been suggested in three phases (2007-
12, 2013-18 and 2019-24) and is also given in these tables. Cost estimates for
each project to be implemented in the three phases have also been given in the
tables.
Table 9.2 Cost Estimates of Proposed

Proposed Mass Transport Corridors (Rs Crore)
S.No. Corridor Length Unit Cost Total Cost Phase-

Phase-I Phase-
Phase-II Phase-
Phase-III
km per Km (Rs. Cr.) 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
Metro System
1 Baiyyappanahalli to 18
Mysore Road East-West
Corridor 5605 5605
2 Peenya to R.V terminal 18.8
North-South Corridor
3 R.V .Terminal to PRR 10.2 130 1326 1326
4 Baiyyappanahalli to 1.5 130 195 195

Benniganahalli along Old
Madras Road
5 Yelahanka R.S. to PRR 36 175 6300 6300
via Nagavara , Electronic
City
6 Indiranagar Metro Stn. to 19.5 130 2535 2535
White field Railway Station
via 100ft Indiranagar
Road
7 Proposed Devanahalli 33 120 3960 3960
Airport to M.G.Road via
Bellary Road
Total 137 19921 11086 8835


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
Mono Rail / LRT System

1 Hebbal to J.P.Nagar 31 85 2635 2635
(Bannerghatta Road)
along the western
crescent of outer ring
road
2 PRR to Toll gate along 9 85 765 765
Magadi Road
3 Kathriguppe Road / Ring 5 85 425 425
Road Junction to National
College
4 Hosur Road - 15 85 1275 1275
Bannerghatta Road
Junction to PRR along
Bannerghatta Road
Total 60 5100 3825 1275
Commuter Rail System
1 Kengeri - Bangalore City 13 15 195 195
Station.
2 Bangalore City Station - 24 15 360 360
Whitefield
3 Bangalore City Station – 23 15 345 345
Baiyyappanahalli Via
Lottegollahalli
4 Lottegollahalli to 7 15 105 105
Yelahanka
5 Banaswadi upto BMA 29 15 435 435
Boundary
6 Kengeri- BMA Boundary 9 15 135 135
7 Yeshwantpur to BMA 14 15 210 210

Boundary
8 BMA Boundary - Hosur 12 15 180 180
9 BMA Boundary- 23 15 345 345
Ramanagaram
10 BMA Boundary to Tumkur 50 15 750 750
Total 204 3060 690 1620 750
BRT System
1 Hebbal to Bannerghatta 33 12 396 396
Road along Eastern
portion of the ORR


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
2 Benniganahalli (ORR) to 7 12 84 84
PRR along Old Madras Rd.
3 From ORR to Hosur Road 8 12 96 96

along Hitech Corridor
4 Hosur Rd. to Tumkur Road 41 12 492 492
along PRR (western part)
5 Tumkur Road-PRR 76 12 912 912

Junction to Hosur Road
along PRR via
Tirumanahalli, Old Madras
Road, Whitefield
6 Along Core Ring Road 30 12 360 360
7 Vidyaranyapura to 29 12 348 348
Nagavarapalya via Hebbal,
Jayamahal Road, Queens
Road, M.G. Road, Ulsoor,
Ind1ranagar, CV Raman
Nagar
8 Kengeri Sattelite Town to 13 12 156 156
J.P. Nagar along Uttarahalli
Road, Kodipur
9 Banashankari III stage to 6 12 72 72
Banashankari VI stage Ext.
along Ittumadu Road,
Turahalli, Thalaghattapura
10 Domlur Ext. to 5 12 60 60
Koramangala along inner
ring road
11 Mulur to Maruti Nagar (up 7 12 84 84
to Hitech corridor) along
Sarjapur Road
12 Peenya to PRR along 6 12 72 72
Tumkur Road
13 Old Madras Road near 5.5 12 66 66
Indiranagar to ORR near
Banaswadi along
Baiyyappanahalli Road -
Banaswadi Road
14 Hebbal to Devanahalli 25.0 12 300 300
Airport along Bellary Road
Total 291.5
91.5 3498 1866 1632

Table 9.3 Cost Estimates for Proposed Improvement in City Bus System and Intercity Bus
terminals / IMTCs ( Rs
Rs Crore)
SNo. Proposals Phase Units Qty/Nos. Unit Cost Total Cost Phase-
Phase-I Phase-
Phase-II Phase-
Phase-III
(Rs Cr) (Rs. Cr.) 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
City Bus System
1 New Buses to be added P-1 2500 0.4 1000 1000

by 2010
Addl. Buses to be P-2 1500 3000 0.4 1200 600
added by 2018
Addl. Buses to be P-3 1500 0.4 600
added by 2025
2 Bus Terminal cum P-1 45 45 45 2025 2025
Traffic & Transit
Management Centres
(TTMC)
3 New Bus Stations P-1 23 23 12 276 276
4 New Bus Shelters P-1 300 0.03 10 10
5 New Depots
Upto 2010 P-1 27 27 6 162 162
Addl. Depots required P-2 10 20 6 120.00 60
by 2018
Addl. Depots required P-3 10 60
by 2024
6 Improvement of IT P-1 184.00 184
Infrastructure
7 Multimodal Transit P-1 1 1 350 350 350
Centre at Subhashnagar
8 Development of HRD P-1 150 150
Infrastructure
9 Environment Protection P-1 49 49
Projects
Intercity Bus Terminals / IMTCs
10 Intermodal Transit P-1 1 1 60 60 60

Centres cum Intercity
Bus Terminal-Peenya
11 Intermodal Transit P-1 3 3 45 135 135
Centres cum intercity
Bus terminals- Hosur
Rd, Bellary Rd, NGEF at
Old Madras Road
Total 5721.0 4401 660 660

Table 9.4 Cost Estimates for Proposed Road IInfrastructure

nfrastructure Development Plan ( Rs Crore)
S. Corridor Length Unit Cost Total Cost Phase-

Phase-I Phase-
Phase-II Phase-
Phase-III
No. km per Km (Rs. Cr.) 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
New Roads
1 Core Ring Road (CRR) 30 40 1200 1200
(elevated)
2 Arterial Roads crossing 30 1 30 30
CRR
3 Peenya Industrial Area To 2.2 10 22 22
Bangalore Mysore
Expressway
4 Peripheral Ring Road (PRR) 114 30 3420 3420
5 Air Port Link Road 26 20 520 520

(Expressway)
6 Link from Tigalarapalaya 1.23
main road to
Nelagadaranahalli (Cost
included in Item 42 of
parallel ring road)
7 Link from Hesarghatta 4.02
main road to Shettihalli
and Madarahelli to
Mohammed Sabi Palya
(Cost included in Item 43
of parallel ring road)
8 Link from Sampigehalli to 1.72
CRPF parade ground (Cost
included in Item 25 of
parallel ring road)
Total 209.17 5192 5192
Outer Ring Road Re Alignment
1 Elevated road along 2.5 20 50 50
Bang. University Road
(excluding cost of
Construction of ORR
connecting Mysore Road
to Magadi Road
including underpass
across Bangalore
Mysore Rly Line
accounted for at item
no. 9 of RUB/ROB List)


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
2 Realigning ORR between 1.9 10 19 19
Magadi Rd. and Pipe
Line Rd
3 Realigning ORR at 1.2 10 12 12
Tumkur Rd through
CMTI
4 Realigning ORR from 5 10 50 50
Kasturi Nagar to
Mahadevapura along
Salem railway line
5 Elevating ORR along 2 10 20 20
common portion with
Sarjapur Rd (excluding
cost of grade separators
at Agara & Ibbalur at
item no. 6 & 7 of list of
Grade separators)
6 Elevating ORR along 1 40 40 40
common portion with
Bannerghatta Road
7 PESIT to Janabharti 3 40 120 120

Enterance Banglore
University
Total 16.6 311 311
Road Improvements (Inside ORR)
1 Bellary Rd 7.60 1 7.6 7.6
2 Palace Road 1.75 1 1.75 1.75
3 Seshadri Road 0.50 1 0.5 0.5
4 Nrupatunga Road 1.10 1 1.1 1.1
5 Vidhana Veedhi 0.20 1 0.2 0.2
6 Mission Road 1.00 1 1 1
7 Devanga Hostel Road 0.50 1 0.5 0.5
8 Sankey Road 3.40 1 3.4 3.4
9 Lalbagh Road 0.41 1 0.41 0.41
10 Jaymahal Road 2.80 1 2.8 2.8
11 Hosur Road 1.60 1 1.6 1.6
12 Hosur Laskar Road 4.30 1 4.3 4.3
13 Victoria Road 1.60 1 1.6 1.6
14 Lower Agaram Road 2.40 1 2.4 2.4
15 Sarjapur Road 3.35 1 3.35 3.35
16 Hosur Road 4.30 1 4.3 4.3


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
17 Bannerghatta Road 4.11 1 4.11 4.11
18 80' Koramangala 4.00 1 4 4
19 Dickenson Road 0.30 1 0.3 0.3
20 Ulsoor Road 0.60 1 0.6 0.6
21 Kensington Road 0.32 1 0.32 0.32
22 Murphy Road 1.70 1 1.7 1.7
23 Old madras Road 1.70 1 1.7 1.7
24 Richmond Road 5.20 1 5.2 5.2
25 Airport Road 5.20 1 5.2 5.2
26 Goods shed Road 1.35 1 1.35 1.35
27 Cottonpet main Road 1.20 1 1.2 1.2
28 17th main J 1.50 1 1.5 1.5
CNagar in ward13
29 5th cross Malleshwaram 1.00 1 1 1
30 Commissariat Road 0.74 1 0.74 0.74
31 A M Road 0.75 1 0.75 0.75
32 Lalbagh fort Road 1.35 1 1.35 1.35
33 Race Course Road 1.66 1 1.66 1.66
34 Kasturba Road 0.77 1 0.77 0.77
35 A S char street & BVK 1.21 1 1.21 1.21
Iyengar Road
36 Vanivilas Road 0.85 1 0.85 0.85
37 Suranjan Das Road 3.85 1 3.85 3.85
38 Mysore Road 3.90 1 3.9 3.9
39 Mt joy Road & Kattriguppe 3.00 1 3 3
main Road via vidyapeeta
Circle
40 Mahalakshmi layout & 2.70 1 2.7 2.7
Nandini Layout road via
Ayyappa temple &
Singapore layout
41 Dinnur main Road and 4.50 1 4.5 4.5

kavalbyrasandra Road (via
ganganagar sulthan palya)
42 Hoskerehalli main 2.05 1 2.05 2.05
Road(via girinagar)
43 Vasanth nagar main Road 0.62 1 0.62 0.62
44 K R Road 1.16 1 1.16 1.16
45 Sulthan Road 0.42 1 0.42 0.42
46 1st main Chamarajpet 0.15 1 0.15 0.15
47 3rd cross Chamarajpet & 1.00 1 1 1
Bull temple Road
48 Link Road 0.63 1 0.63 0.63
49 Padarayanapura main 1.86 1 1.86 1.86
Road


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
50 Bull temple Road via N R 1.10 1 1.1 1.1
Colony, Chennamma tank
bed & 30th main BSK 3rd
stage
51 Infantry Road 1.83 1 1.83 1.83

52 Park Road 0.50 1 0.5 0.5
53 Hospital Road 1.10 1 1.1 1.1
54 Dispensary Road 0.50 1 0.5 0.5
55 K Kamaraj Road 1.25 1 1.25 1.25
56 Dharmaraj Road 0.40 1 0.4 0.4
57 Chandini chowk 0.45 1 0.45 0.45
58 Meenakshi koil street 0.60 1 0.6 0.6
59 Thimmaih Road 2.10 1 2.1 2.1
60 Old poor house Road- 1.00 1 1 1
Haine's Road
61 Millers tank bund Road 0.52 1 0.52 0.52
62 Station Road 1.30 1 1.3 1.3
63 Queen's Road 0.95 1 0.95 0.95
64 Millers Road 1.42 1 1.42 1.42
65 Cunningham Road 0.80 1 0.8 0.8
66 Road in front of Russel 0.25 1 0.25 0.25
market
67 Dr. Ambedkar Road 4.43 1 4.43 4.43
(tannery Road)
68 Hennur Road 3.62 1 3.62 3.62
69 Banaswadi Road & 6.35 1 6.35 6.35
Wheelers Road (via
Banaswadi)
70 Hare Krishna Road 0.70 1 0.7 0.7
71 HMT main Road 2.10 1 2.1 2.1
72 Magadi Road 2.40 1 2.4 2.4
73 Baiyyappanahalli main 3.35 1 3.35 3.35
Road
74 Bapujinagar cross Road 0.80 1 0.8 0.8
75 Kumaraswamy layout main 1.75 1 1.75 1.75
Road
76 South link Road 0.50 1 0.5 0.5
77 MTB Road 0.50 1 0.5 0.5
78 Kurubarahalli main Road 1.00 1 1 1
in ward 16
Total 141
141.73 141.73 141.73


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
Road Improvements (Outside ORR)
Radial Roads
1 From Peenya II Stage to 4.00 0.75 3.00 3.00
Andrahalli (via Peenya II
Stage, Industrial area,
Andrahalli)
2 Tumkur Road-NH4 8.80 0.75 6.60 6.60

3 New BEL Road 3.40 0.75 2.55 2.55
4 Jalahalli Main Road to 28.00 0.75 21.00 21.00
Attur via Yelahanka
5 Yeshwantpur to Yelahanka 20.00 0.75 15.00 15.00
6 Doddaballapur Road. 6.00 0.75 4.50 4.50

7 Devanahalli - Hebbal 25.00 3.0 75.0 75.00
Bellary Road
8 NH-7 Kogilu Junction to 8.00 0.75 6.00 6.00
Nagavara Main Road
9 Dasarahalli Main Road 16.00 0.75 12.00 12.00
10 HBR Ring Road to 20.00 0.75 15.00 15.00
Nagavara Main Road
leading to Jakkur
11 HBR Ring Road to Hennur 16.00 0.75 12.00 12.00
Main Road
12 Old Madras Road 5.25 0.75 3.94 3.94
13 ITPL Road from Ring 8.50 0.75 6.38 6.38
Road to Hope farm
14 Varthur Road from 5.00 0.75 3.75 3.75
Marathalli to Varthur Kodi
15 Varthur to Outer Ring 6.50 0.75 4.88 4.88
Road via Belegere and
Panathur
16 Kaigondanahalli to 10.00 0.75 7.50 7.50
Sarjapur
17 Bannerghatta Road - 8.60 0.75 6.45 6.45
ORR to National Park
18 Bannerghatta Road - 2.40 0.75 1.80 1.80
National Park to PRR
19 Begur Road from Hosur 7.00 0.75 5.25 5.25
Road to Begur
20 Kanakapura Road. 10.40 0.75 7.80 7.80
21 Ring Road to Kanakapura 7.00 0.75 5.25 5.25
Road (via Ittumadu)
22 Rajarajeshwari Nagar Arch 10.00 0.75 7.50 7.50
to PRR


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
Connector Roads
23 From Magadi Road to NH 6.00 0.75 4.50 4.50
4(Via Sunkadakatte,
Hegganahalli Main Road,
Peenya II Stage, NTTF
circle, KIADB Main Road)
24 Peenya II Stage to Ring 3.00 0.75 2.25 2.25
Road (via Peeya II Stage
Bus stop, Rajgopal Nagar
Main Road, Peenya
Industrial Area)
25 NH-7 to Nagavara Main 16.00 0.75 12.00 12.00
Road through Jakkur
26 NH-7 to Nagavara Main 12.00 0.75 9.00 9.00
Road
27 Hennur Main Road to 10.00 0.75 7.50 7.50
Hoskote Ring Road
28 Horamavu-Agara to HBR 4.00 0.75 3.00 3.00
Ring Road
29 Horamavu Road from 4.20 0.75 3.15 3.15
Outer Ring Road to
Kalkere
30 T C Palya main Road from 5.50 0.75 4.13 4.13
ORR to Anandapura
31 Devasandra main road 1.70 0.75 1.28 1.28
from NH 4 to
Basavanapura Road
32 Kundalahalli Road from 7.00 0.75 5.25 5.25
Devasandra main Road to
Kundalahalli gate via
Hoodi
33 ITPL Road to Varthur 4.00 0.75 3.00 3.00
Road via Pattanadur
Agrahara & Nellurahalli
34 Sarjapur Road to Ring 7.00 0.75 5.25 5.25
Road(near
Devarabisanahalli)
35 Nagarthapura to Matha 5.00 0.75 3.75 3.75
Amruthamayee College
36 Hosur Road to 4.00 0.75 3.00 3.00
Nagarthapura (Hosur
Road)
37 Begur to Hosur Road (via 7.00 0.75 5.25 5.25
Begur tank Bund,
Chikkabegur and Manipal
County)
38 Bannerghatta Road to 8.00 0.75 6.00 6.00
Begur (via
DoddaKammanahalli,
Yelenahalli)


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
39 Kottur Dinne to 5.00 0.75 3.75 3.75
Bannerghatta Road
40 Harinagar to Kottanur 4.00 0.75 3.00 3.00
Dinne
41 Corporation Bank to Ring 4.00 0.75 3.00 3.00
Road via Javaraiana doddi
Parallel Ring Road
42 From Magadi Road to NH 8.00 0.75 6.00 6.00
4(Via Herohalli,
karivobanahalli, Andrahalli,
Tigalarapalya,
Nelagadaranahalli,
Nagasandra)
43 Hesaraghatta Main Road 6.00 0.75 4.50 4.50
to SM Road (via
Mallasandra, Shetty halli,
Abbigere,
Kammagondanahalli main
Road, Gangammagudi
Circle)
44 Vidyaranyapura Main 35.00 0.75 26.25 26.25
Road to Hennur main
Road
45 Nagavara Main Road to 8.00 0.75 6.00 6.00
Kalkere Junction
46 Sarjapura Road to Kalkere 31.00 0.75 23.25 23.25
via
chikkaballapur,Gujurpalya,
Varthur, Hope farm,
Kadugodi,
Sadaramangala,
Kodigehalli,
Basavanapura, T.C.Palya
47 Matha Amruthamayee to 5.00 0.75 3.75 3.75
Sarjapura
Road(Kaigondanahalli)
48 Kanakapura Road- 4.50 0.75 3.38 3.38
Amruthnagar to Harinagar
49 Kengeri to Konanakunte 13.50 0.75 10.13 10.13
via Uttarahalli(end of
Kanakapura Road)
50 Kengeri 80' Ring Road to 10.50 0.75 7.88 7.88
Ullalu Main Road via
Matha Mata
51 Begur Road to Hosur 6.00 0.75 4.50 4.50
Road and Kudlu


Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.)
52 B G Road to Begur 5.00 0.75 3.75 3.75
Road(via BTM Layout,
Kodichikkanahalli
53 Chunchaghatta Road to B 6.00 0.75 4.50 4.50
G Road
54 GnanaBharati Circle to 11.00 0.75 8.25 8.25
Magadi Road
Total 502.75 433.31 433.31
Table 9.5 Cost Estimates for Proposed Grade Separators (Rs Crore)
Crore)
SNo Location / Road Nos. Unit Cost Total Phase-

Phase-I Phase-
Phase-II Phase-
Phase-III
per G.S Cost 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.) (Rs. Cr.)
Grade Seperators
Seperators-
tors-Roads
1 Hudson Circle- 1 30 30 30
N.R.Road Under pass
2 Cauvery Theatre 1 10 10 10
Junction-Bellary Road
Grade separator
3 Minerva circle- 1 25 25 25
J.C.Road Fly over
4 Nagavara Junction 1 22 22 22
Along ORR Flyover
5 Hennur Banasvadi 1 25 25 25
along ORR underpass
6 Sarjapur Road & ORR 1 23 23 23
Jn. Along ORR flyover
near Ibbalur
7 On ORR Jn. Along ORR 1 40 40 40
near Agara flyover
8 Flyover along Hosur 1 25 25 25
Road near Check post
9 Hosur Road-Inner 1 25 25 25
Ring Road along
Hosur Road fly over
10 Additional slip road at 1 25 25 25
CSB intersection
11 Hosur Road Grade 1 25 25 25
separator @ Attibelle


Phase-I Phase-
Phase-II Phase-
Phase-III
per G.S Cost 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.) (Rs. Cr.)
12 Along 16 main BTM 1 25 25 25

Layout underpass
13 Puttenahalli along ORR 1 23 23 23
underpass
14 Kanakapura Road & 1 30 30 30
ORR Jn. Along ORR
flyover
15 Kadirenahalli Road & 1 30 30 30
ORR Jn. along ORR
flyover
16 Flyover on RV road 1 14 14 14
near RV Teacher
College
17 Tagore Circle 1 25 25 25
underpass on Gandhi
Bazaar Main Road
18 Tumkur Road & ORR 1 40 40 40
Junction along ORR
Grade separator
19 Flyover along NH 4 at 1 25 25 25
Jalahalli Cross
20 Underpass along 1 25 25 25
pipeline road near
Ayyappa Temple
21 Grade separator along 1 25 25 25
Guttahalli Main Road
near Guttahalli Circle
22 Grade separator at 1 22 22 22
Yeshwantpur Circle
near Bus Station
23 Bridge at Gali 1 32 32 32
Anjaneya Junction
24 Grade separator at 1 12.5 12.5 12.5
Malleshwaram Circle
25 Underpass at Prof. CN 1 27.5 27.5 27.5
Rao Circle
26 Underpass along 1 31.5 31.5 31.5
Chord Road at Magadi
Road & Chord Road
Junction


Phase-I Phase-
Phase-II Phase-
Phase-III
per G.S Cost 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.) (Rs. Cr.)
27 Underpass along ORR 1 21.5 21.5 21.5

at ORR and Banaswadi
Ramamurthy Nagar
Road Junction
28 Grade separator at 1 29 29 29
ORR & Magadi Road
Junction
Total 28 713 713
Road Over Bridges / RUBs-
RUBs-Rail
29 ROB along MES Road
near Jalahalli 1 20 20 20
30 Underpass along Link
Road Connecting D
Rajagopal Road &
Kodigehalli Road 1 20 20 20
31 Ashoka Theatre - Pottery
Road 1 20 20 20
32 Nagavara-Arabic
College Road 1 20 20 20
33 Kasturinagar-Chikka-
Banaswadi Road 1 20 20 20
34 Baiyyappanahalli Road 1 20 20 20
35 Kadugondanahalli
Railway line along
Nagavara Main Road 1 20 20 20
36 Hudi Main Road near
Whitefield Railway
Station 1 20 20 20
37 Construction of ORR
connecting Mysore Road
to Magadi Road
including underpass
across Bangalore
Mysore Rly Line 1 87 87 87
38 along Settihalli main Rd. 1 20 20 20
39 along S M Road near
Gurudwara 1 20 20 20
40 Along Koigehalli Main
Road near Kodigehalli
Rly Stn 1 20 20 20
41 Along Hesaraghatta
Main Road 1 20 20 20
42 Near Tanisandra Rly Stn 1 20 20 20
43 Along Kundalahalli Road
at Kundalahalli gate. 1 20 20 20


Phase-I Phase-
Phase-II Phase-
Phase-III
per G.S Cost 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
(Rs. Cr.) (Rs. Cr.)
44 Along Varthur Road near

Lakshmi Layout 1 20 20 20
45 Along Panathur Main
Road near Bellandur Rly
Stn 1 20 20 20
46 Along Sarjapur Road 1 25 25 25
Total 18 432 432
Elevated Roads
47 Elevated Road From
Sirsi Circle to ORR on
Mysore Road 6 60 360 360
48 Elevated Road on Hosur
Road 10.5 60 630 630
Total 16.5 990 990
Table 9.6 Cost Estimates for Proposed Pedestrian Facilities ( Rs Crore)
Sl No Name of Road Length Unit Cost Total Cost

Cost Phase-
Phase-I Phase-
Phase-II Phase-
Phase-III
(km)/No. per Km (Rs. Cr.) 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
1 Improvement & 350 0.2 70 70

augmentation of foot paths
Skywalks/subways
Skywalks/subways
2 Cauvery Bhavan to KG circle 1 10 10 10
crossing across KG Road and
Distt. Office Road
3 Opposite NTI connecting 1 3 3 3

Guttahalli Road and Palace
(opposite Bus Stop) on
Sankey Road.
4 Arya Bhavan Sweets to Kanthi 1 3 3 3
Sweet to Himalaya Theatre,
crossing KG Road
5 Lalbagh Main Gate (Javaraiah 1 3 3 3
Circle)
6 Bannergatta Road near 1 3 3 3
Jayadeva Hospital
7 BMTC Main Bus Stand to 1 3 3 3
Amar Lodge Building in
Majestic Area


Cost Phase-
Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
8 KSRTC Kempegowda Bus 1 3 3 3

Station to BMTC Main Bus
Station.
9 At Kengeri Bus Stand, Mysore 1 3 3 3
Road
10 At Byatarayanapura on Bellary 1 3 3 3
Road (near Junction of BBMP
office complex).
11 BMTC Main Bus Station to 1 3 3 3
Railway Station Premises
12 Shanthala Silk House to 1 3 3 3
KSRTC Main Bus Station and
to Good-Shed Road
13 RNS Motors, Tumkur road 1 3 3 3
14 Jalahalli Circle, Tumkur Road 1 3 3 3

15 Near Webb junction 1 3 3 3
16 Near Kamakhya, Kathriguppe 1 3 3 3
Ring Road
17 Gandhi Bazaar Main Road 1 3 3 3
18 On Vittal Mallya Road near 1 3 3 3
Mallya Hospital
19 Seshadri Road near Maharani 1 3 3 3
College
20 On JC Road near Ravindra 1 3 3 3
Kala Kshetra
21 On Hosur Main Road near 1 3 3 3
Madivala Check post
22 On Raja Ram Mohan Roy 1 3 3 3
Road, near Pallavi theatre
23 On Richmond Road near 1 3 3 3
D’Souza Circle.
24 On Race Course Road near 1 3 3 3
Chalukya Hotel
25 On Commissariat Street near 1 3 3 3
Garuda Mall
26 On Residency Road near 1 3 3 3
Mayo Hall.
27 On Kamaraj Road near 1 3 3 3
Commercial Street


Cost Phase-
Phase-I Phase-
Phase-II Phase-
Phase-III
2007-12 2013-
2013- 18 2019-
2019- 24
28 Near Indira Nagar 100 feet 1 3 3 3

Road & Water Tank junction
on Airport Road
29. On Hosur Road (Near Forum) 1 3 3 3
30. On Tumkur Road, near SMS 1 3 3 3
Railway Junction
31. On Air Port Road, Marath 1 3 3 3
Halli at Village Road
32. On Air Port Road, Marath 1 3 3 3
Halli at Junction of ORR
Under Pass
33. K.R. Pura Bus Stand 1 3 3 3
34. Bharatiya Vidya Bhavan, 1 3 3 3
Devaraj Urs Road
35. On Hosur Road “T” Junction 1 3 3 3
with Tavarekere Main Road
(Opposite Sai Sadan &
Prestige Acropolis) (High Rise
Apartments Condominium)
36. Mission Road at the foot of 1 3 3 3
Fly over
37. Vidhana Veedhi near M S 1 3 3 3
Building
38. Tumkur Road near 1 3 3 3
Yeshwantpur Circle
39. At South End Circle 1 3 3 3
40. 30 no. Sky –walks / Sub- 30 3 90 90
Ways along the eastern
crescent of the ORR
Sub-Total 68 211 211
TOTAL 281 281
Table 9.7 Cost Estimates for Proposed Parking Facilities ( Rs Crore)
S.No Location Type Capacity Cost per Total Phase-

Phase-I Phase-
Phase-II Phase-
Phase-III
Parking Cost 2007-
2007-12 2013-
2013- 2019-
2019-
Space (Rs. (Rs. Cr.) 18 24
Cr.)
1 M G Road AMP 500 0.05 25 25
2 Kamraj Road AMP 500 0.05 25 25

S.No Location Type Capacity Cost per Total Phase-

Phase-I Phase-
Phase-II Phase-
Phase-III
Parking Cost 2007-
2007-12 2013-
2013- 2019-
2019-
Space (Rs. (Rs. Cr.) 18 24
Cr.)
3 Gandhi Nagar AMP 500 0.05 25 25
4 Jayanagar Shopping CMP 1000 0.02 20 20
Complex
5 Koramangala near CMP 1000 0.02 20 20
Raheja Tower
6 Rajaji nagar BDA CMP 500 0.02 10 10
Complex
7 Banashankari BDA CMP 1000 0.02 20 20
Complex
8 Gandhi Bazaar CMP 500 0.02 10 10
9 Malleshwaram AMP 500 0.05 25 25

10 Fire Station, AMP 500 0.05 25 25
Residency Road
11 Dhobi Ghat, AMP 500 0.05 25 25
Cunningham Road
12 SP Office, Miller AMP 500 0.05 25 25
Road, Cunningham
Road crossing
13 Near Sagar & States AMP 500 0.05 25 25
14 Kanteerava Stadium AMP 500 0.05 25 25
15 City Market AMP 500 0.05 25 25
16 Bakshi Garden AMP 500 0.05 25 25
17 Majestic AMP 500 0.05 25 25
Total 10000 380 380
Table 9.8 Cost Estimates for Proposed Integrated Freight Complexes ( Rs Crore)
S.No. Location No. Cost per Total Cost Phase-

Phase-I Phase-
Phase-II Phase-
Phase-III
Unit (Rs. Cr.) 2007-
2007-12 2013-
2013- 18 2019-
2019- 24
1 Hosur Road 1 45 45 45
2 White Field Road 1 45 45 45
3 Old Madras Road 1 45 45 45
4 Bellary Road 1 45 45 45
5 Tumkur Road 1 45 45 45
6 Mysore Road 1 45 45 45
Total 6 270 135 135

Table 9.9 Cost Estimates for Transport System Management Measures (B

(B-TRAC) ( Rs Crore)
SNo Component Nos Unit Total Phase-

Phase-I
Cost Cost 2007-
2007-
Crs (Rs. Cr.) 12
1 Junction Improvements 250 0.7 175 175
2 Street Furniture and Road
Marking 100 100
3 Intelligent Transport System
including. ATC, VMS etc for 250
intersections 150 150
4 Surveillance / monitoring and
enforcement cameras etc
50 50
5 Education and Training / Others
25 25
Total 500 500
9.2.2 Summary of the cost estimates for various projects is given in Table 9.10. Overall
cost of the entire plan is estimated as Rs 46,944 crore of which Rs 31,377 crore
is proposed for Phase I (2007-12). Cost of the projects proposed in Phase II is Rs
14,157 crore.
Table 9.10 Summary of Cost Estimates for the Entire T&T Plan (2007
(2007 prices)( Rs Crore)
ITEM Length Total Cost Phase-I Phase-II Phase-III

kms/Nos (Rs. Cr.) 2007-12 2013- 18 2019- 24
MASS TRANSPORT CORRIDORS
Metro System 137 19921 11086 8835 0
Mono Rail / LRT System 60 5100 3825 1275 0
Commutor Rail System 204 3060 690 1620 750
BRT System 291.5 3498 1866 1632 0
IMPROVEMENT IN CITY BUS SYSTEM
Improvement in City Bus System 5721 4401 660 660
ROAD INFRASTRUCTURE
New Roads 209.2 5192 5192 0 0
Outer Ring Road Realignment 17 311 311 0 0
Road Improvements (Inside ORR) 142 142 142 0 0
Road Improvements (Outside ORR) 503 433 433 0.00 0.00

GRADE SEPARATORS
Grade Separators-Road (Nos.) 28 713.0 713.0 0.0 0.0
Rail Over Bridges / RUBs-Rail (Nos) 18 432 432 0 0

Elavated Roads (Kms) 16.5 990 990 0 0


kms/Nos (Rs. Cr.) 2007-12 2013- 18 2019- 24
PEDESTRIAN FACILITIES 281 281 0 0

PARKING FACILITIES
10000 380 380 0 0
(No. of car spaces)
Integrated Freight Complexes (IFC): 6 270 135 135 0
B-TRAC 500 500 0 0
GRAND TOTAL 4694
46944
944 31377
31377 14157 1410
9.3 BROAD FINANCING OF TRANSPORTATION PROJECTS

9.3.1 The estimated investment for the entire T &T Plan based on public transport
oriented system for the period till 2025 is estimated to be Rs 46944 crore at
2007 prices as given in Table 9.10
9.10. More than two-thirds of this investment is
proposed during the period 2007-12 which coincides with the JNNURM mission
period. The proposed Implementing Agency (given in Table 9.11)
9.11 and tentative
financing structure for each of the major investments proposed is dealt with
briefly below:
Table 9.11 Implementing Agencies for Various Projects
S.No ITEM
Implementing Agency
1. Metro BMRCL
2. Mono Rail / LRT BMRCL/New Company
3. Commuter Rail System Railways/Govt of Karnataka /BMRDA
4. BRT BMTC / BBMP/BDA
City Bus System (including Inter City Bus
5. Terminals) BMTC/KSRTC
6. New Roads BBMP/BDA
7. Road Improvements (Inside ORR) BBMP
8. Road Improvements (ORR & Outside ORR) BBMP,BDA/NHAI
9. Grade Seperators BBMP/NHAI/ BDA
10. Rail Over Bridges / RUBs Railways / BBMP
11. Improvement & augmentation of foot paths BBMP
12. Pedestrian Sky Walks / Sub-Ways BBMP
13 Parking Facilities BBMP
14 Integrated Freight Complexes (IFC) BDA
15 B-TRAC BBMP/Traffic Police
9.3.2 Metro
Out of Rs 19,921 crore of investment for the 137 km of Metro, financing for Rs
5605 crore corresponding to the present phase I corridors under implementation
now (about 34 km) has already been arranged and the project is implemented by
BMRCL, a company incorporated for the purpose. Balance investment for Metro
would also be mobilized by the company through a combination of contributions
from Government of India, Government of Karnataka and debt financing. It is also

recommended that JNNURM funding from Government of India to an extent of Rs

532 crores be sought to finance the balance Rs 1521 crores for the Phase I. The
recommended funding pattern for Rs 1521 crores for Phase I is as follows:
• Government of India (JNNURM) funding: Rs 532 Cr

• Government of Karnataka (JNNURM) funding: Rs 228 Cr
• BMRCL / Debt funding: Rs 761 Cr
The Airport Metro Project may be implemented on BOT basis with viability gap
funding from the Government.
9.3.3 Mono Rail / LRT

The implementing agency for mono rail / LRT could either be BMRCL or a new
special purpose company to be incorporated. It is recommended that funding for
this project be on similar lines as Metro. The viability of the scheme should be
established at the time of preparation of the detailed project report.
9.3.4 Commuter Rail System

This project involves the active participation of three principal stake holder’s viz.
Railways, State Government and the implementing agency. The implementing
agency for the project could be BMRDA / BDA or a special purpose company.
Since the proposed rail system extends beyond BBMP area it is recommended that
the project promoter is BMRDA. The funding pattern is recommended to be:
• Railways – Railway related infrastructure including rolling stock and O&M

approx one third of the project cost
• Government of Karnataka – One third of the project cost to cover the cost of
expansion of stations, and additional tracks
• BMRDA – Access roads, parking facilities and passenger facilities to cover
one third of the project cost
9.3.5 BRT System
Implementing agency for BRT system may be BMTC or a new special purpose
company to be incorporated with representative from BBMP, BDA and BMRDA. The
project may be implemented on PPP model.
9.3.6 All Road Improvements and New Roads

Investments to the extent of Rs 8154 crore proposed till 2012 for road related
infrastructure would be implemented by Bruhat Bangalore Mahanagara Palike
(BBMP), BDA etc. It is recommended that the funding for these projects be
arranged under the JNNURM scheme seeking 35% grant from GOI, 15% from GOK
and balance to be arranged by BBMP/BDA through debt financing and internal
resources. Since this represents the core infrastructure for decongesting the city
traffic system the funding should be routed through the JNNURM.

9.3.7 City Bus System/Inter-

System/Inter-city Bus System
Out of estimated investment of Rs 5,721 crore, the cost of rolling stock
requirement by the city bus transport corporation is Rs 2200 crore. This amount
is proposed to be funded through internal resources and project financing
structure of the corporation. The balance amount of Rs 3,521 crore represent the
infrastructure support required by the transport corporations. An amount of Rs
3,401 crore is proposed to be incurred during the period 2007-12 and it is
recommended that the same be funded under the JNNURM funding pattern viz:
• GOI: 35% - Rs 1,190 Crore

• GOK: 15% - Rs 510 Crore
• BMTC/KSRTC: 50% - Rs 1,701 Crore (IMTCs / Inter-city Bus Terminals could
also undertaken by KSRTC on PPP model)
For the phases II and III the funding will have to be arranged by the company
based on the strength of its balance sheet.
9.3.8 Footpaths/Pedestrian Sky Walks/subways and Parking facilities

An amount of Rs 661 crore is estimated towards improving and strengthening the
pedestrian facilities and establishing parking facilities at identified locations
across the city. The funding for the same shall be arranged though a PPP model
where revenue sharing models could be explored. Viability gaps if any could be
funded by BBMP the implementing agency.
9.3.9 Integrated Freight terminals

An amount of Rs 270 crore for establishing freight complexes at six locations is
recommended to be funded through a PPP model involving oil companies, freight
operators, industries’ associations and BDA as the implementing agency.
9.3.10 Transport System Management Measures (B-

(B-TRAC)
This component represents the intelligent road system including traffic
management systems to be introduced in the city to reduce the number of
accidents and regulate the traffic using technological interventions. It is proposed
that the amount of Rs 500 crore estimated under this head is posed under
JNNURM with 50% contribution of the ULB allocated by BBMP (balance 50% from
GOI and GOK as per JNNURM norms).
9.4 FUNDING OF INFRASTRUCTURE THROUGH DEVELOPMENT, CONVERSION &

INFRASTRUCTURE DEVELOPMENT CHARGES
Alternatively Government can also partly finance the CTTP by imposing External
Development Charges (EDC), Licence Fee, Conversion Charges of land-use and
Infrastructure Development Charges (IDC) on the lines of Haryana Government for
the new developing areas (about 320 sq km) in Bangalore. The estimated revenue
that can be generated through these sources is given in Table 9.12 below:

Table 9.12 Expected Recoverable Charges through Development

Development of External
External Areas
as per Master /Zonal Plans 2015
Landuse Net Rates Suggested Avg.Rates Expected Returns

Extension prevalent of EDC, IDC, Conv. Rs. Cr
Area Sq. per Sq Mts Charges, License Fee
Kms in Haryana per Sq Km
Residential 255
Plotted Dev. (60%) 153 1227 125 19125
Gr. Housing (40%) 102 3328 350 35700
Commercial 38 11297 1150 43700
Industrial 6.5 1250 125 812.5
I.T 20 2271 250 5000
Total 319.5 104337.5
Assuming 75 % of the above Returns to be used for Town Level Public Rs. 78253.125 Cr.
Health Services ( Water Supply, Sewerage, Storm Water Drainage),
Power, Community Facilities etc.
Balance amount that should be used for financing CTTP Rs. 26084.375 Cr.
Thus about Rs 100,000 crore can be generated through the above charges for the
planned new areas for development as per the Master Plan 2015. Out of this about
Rs 20000 to 25000 crore may be used for financing transportation projects.

Chapter 10 – Institutional Strengthening
CHAPTER – 10
INSTITUTIONAL STRENGTHENING
10.
10.1 REGIONAL PLANNING
10.1.
10.1.1
.1.1 Though the Study covers the transportation problems in the BMA, the impact of the
traffic from the neighboring towns has also to be taken into consideration. The
description of the BMR has already been given in Chapter 1. These towns lie in outer
belt and the traffic which emanates from or bound for these come into or exit the
city mostly though the major radials like Mysore Road, Magadi Road, NH-7, NH-4
and NH-209. The traffic to and from these areas have been accounted for through
the outer cordon survey. Planning for these townships is being carried out
independently by Bangalore Metropolitan Regional Development Authority (BMRDA).
The data available individually for these towns as at present is meager. Hence, for
the purpose of this study, the traffic which is passing through the outer cordon as
determined by traffic counts at cordon points has been considered as the basis. The
BMRDA is also involved in the development of the satellite towns and BIAPPA area.
10.1.2
10.1.2 As such it is presumed that any future planning in these areas will be directly
controlled by the BMRDA or the BMRDA will be more actively involved in their
development plans. According to the present structure, the overall planning in the
BMRDA in respect of land use and transportation facilities is looked after and
controlled by the BMRDA which forms the nodal agency. However the planning in
respect of industries, education, commerce etc., for areas outside the city, are done
by the respective Departments of the State Government at District level. They are
coordinated by the District Commissioners. Within the city, it is partly coordinated
by BDA and the City Corporation. The implementation of the various plans /
proposals in the region is thus under different agencies as discussed below.
10.2
10.2 AGENCIES INVOLVED IN CIVIC WORKS
10.2.1
10.2.1 Presently day-to-day land use control and maintenance of services like drainage,
roads etc., are done by Bruhut Bangalore Mahanagara Palike, BDA, TMCs and CMCs,
while BDA prepares the Master Plan and development control regulations. The road
infrastructure connecting the different municipalities, towns and also the National
Highways and the State Highways passing through the city and these are maintained,
improved and expanded by the Public Works Department/NHAI. The water supply
within the city is looked after by the Bangalore Water Supply & Sewerage Board
(BWSSB) and by respective municipalities in TMCs and CMCs.

10.
10.2.2 Progress of works and flow of funds in respect of any aided projects, is watched and
monitored by a Project Management Department/ Division of KUIDFC.
10.
10.3 ROLE OF VARIOUS TRANSPORTATION AGENCIES
10.
10.3.1 Transport Department
10.3.1.1 The Commissioner for Transport is in-charge of the licensing of the motor vehicles,
issue of route permits/area of operation and monitoring condition of the vehicles by
having them periodically examined and also maintaining the various statistics with
regard to the transportation in the whole city. There are nine Regional Transport
Officers who control the licensing and monitoring of the vehicle operations in and
around BMA. While the commercial vehicles and larger passenger vehicle operations
are licensed for statewide operation, the licensing for IPT modes like auto-rickshaws
are confined to respective districts. There are certain constraints on their operations
outside their respective areas, particularly from the district into the city, which
sometimes cause problems. Even collection of the data on the vehicles operating in
the metropolitan region becomes difficult in view of this.
10.3
10.3.2
.3.2 Traffic Engineering & Transport Management
Management
10.3.2.1 The traffic engineering works, design and implementation within the city is looked
after by a separate division under the Engineering Department in BBMP and BDA. In
parallel, the Commissioner of Police under whom there is a Traffic Division also
initiates and implements certain traffic engineering proposals as part of traffic
management.
10.3.2.2 The Traffic Management is considered an enforcement function and the Traffic
Division under the Commissioner of Police does all the planning and implementation
within the city as mentioned earlier. There is a coordinating body which is of a
recommendatory nature functioning in the under Home Secretary.
10.3
10.3.3
.3.3 Public Transport consisting of Road and Rail within BMA
10.3.3.1 The road transport is looked after by Bangalore Metropolitan Transport Corporations
(BMTC) working under the direct control of the Secretary / Transport of the State
Government. In addition, there is Karnataka State Road Transport Corporation
serving peripheral areas and regional towns around BMA.
10.3.3.2 Bangalore Metro Rail Corporation Limited (BMRCL) has been entrusting with the
implementation of Bangalore Metro.

10.3.3.3 The Railway transport is under the South Western Railway, which works under the
Ministry of Railways of the Central Government. There is very little coordination
between these agencies. The fare policies are dictated by the State Government for
bus and by the Central Government under the authority of the Parliament for the
Railways. The expansion of facilities and utilisation of the available facilities are
done by the respective agencies depending upon the availability of funds. Their
routing and services are also run, keeping in view need for maximizing their use of
assets and revenues. This naturally results in development of very little inter-modal
services for the benefit of the commuters.
10.3.3.4 Existing institutional arrangement for transportation in Bangalore is given in Table

10.1.
10.1
Table 10.1-
10.1- Existing Institutional Arrangement for Transport in Bangalore
S.No.
S.No. Functions Institution
1. Policies and framework affecting Departments of Urban Development and
transport sector Transport
2. Road building, road maintenance, street Bruhat Bangalore Mahanagara Palike
lighting, Construction of select ring roads (BBMP) the urban local body of the
and grade separators Bangalore City
Construction of bus shelters
Construction of traffic islands
Issue of permission for road cutting
3. Enforcement of traffic laws and Bangalore City Traffic Police
regulations, management of traffic
junctions and corridors, regulation of
right of ways, parking and right of ways
4. Public transport system – bus based – Bangalore Metropolitan Transport
construction and maintenance of bus Corporation (BMTC)
depots, stations and passenger centres
5. Public transport system – Metro Rail Bangalore Metro Rail Corporation
Limited (BMRCL)
6. Preparation of Comprehensive Bangalore Development Authority (BDA)
Development plan (CDP) (primarily land
use and zoning), formulating of
regulations, construction of select ring
roads and grade separators
7. Planning of transport System in BMR BMRDA
8. Registration of motor vehicles, issue of Regional Transport Office and
licenses and enforcement of regulations Department of Transport, Government

S.No.
S.No. Functions Institution
of motor vehicle act of Karnataka
9. Monitoring of air quality and noise levels Karnataka State Pollution Control Board
(KSPCB)
10. Infrastructure and finance Karnataka Urban Infrastructure and
Finance Corporation Limited (KUIDFC)
11. Construction and Operation of rail system Indian Railways
12. Construction and maintenance of NH NHAI
10.4
10.4.
.4. NEED FOR UNIFIED METROPOLITAN TRANSPORT AUTHORITY
10.4.1 The above discussion suggests that there are many agencies involved in the urban
transport in Bangalore. As such there is nothing wrong in multiplicity of authorities.
However currently there is no mechanism to ensure coordination among various
institutions which is one of the key road block affecting formulation and
implementation of major schemes and initiatives to improve the traffic situation and
mobility plans in the city. Close co-ordination is needed on number of factors as
10.1
10.4
10.4.
.4.2 Since early 1990s planners in India have been suggesting need for a unified
metropolitan transport authority (UMTA)in order to ensure co-ordination, co-
operation and continuity. In view of the fact that both central and state government
agencies are involved in providing urban transport, such an authority will need to be
created by an act in Parliament, even though the city and state governments are
primarily responsible for urban planning including transport. Alternatively, it can be
one of the existing authorities with full powers of planning, implementation and
control. Such an authority could be an urban development authority at the third level.
All departments of the authority should be manned by skilled personnel in technical
jobs. The authority should ensure planning, development, co-ordination and
implementation.
10.4
10.4.
.4.3 The National Urban Transport Policy has recommended setting up of Unified Urban
Transport Authorities (UMTA’s) in million plus cities. In the policy document it is
observed as follows:
‘The current structure of governance for the transport sector is not equipped
to deal with the problems of urban transport. These structures were put in place
well before the problems of urban transport began to surface in India and hence do
not provide for the right coordination mechanisms to deal with urban transport.
The central government will, therefore, recommend the setting up of Unified
Metropolitan Transport Authorities (UMTA’s) in all million cities to facilitate more co-
ordinated planning and implementation of urban transport programmes & projects
and integrated management of urban transport systems. Such Metropolitan
Transport Authorities would need statutory backing in order to be meaningful’.

Figure 10.1 Unified Metropolitan Transport Authority
POLICY
Regulation
Control
Taxation
PLANNING OPERATION
Network Interface
Infrastructure CO-ORDINATION Routing
Priorities Frequency
System Ticketing
Management Enforcement
FINANCE
Investments
Fares and Subsidies
Economy

10.5 DIRECTORATE OF URBAN LAND TRANSPORT
10.5.1 Bearing in mind the National Urban Transport Policy, the Government of Karnataka
felt that there is a strong case for reorganization of the administration structure
dealing with urban land transport in the State by creation of a State Directorate of
Urban Land Transport (DULT) under the administrative control of the Urban
Development Department. Considering this, DULT has now been sanctioned by the
State Government. The functions of the DULT are as follows.
1. Periodic assessment of travel demand in a given area through CTTS and other
studies
2. Determination of level of public transport required on different corridors and
the type of transport system required.
3. Assessment and recommendation of the new investments needed for creation
of transport infrastructure
4. Apart from State owned service providers devising a system of procurem,ent of
public transport services from private operators nad ensuring compliance
5. Setting policy guidelines for development of total network
6. Actively liaising with the municipal bodies/UDAs in designing and developing
integrated policies and plans
10.5.2 The Directorate of Urban Land Transport (DULT) shall initially cover jurisdiction of
seven Municipal Corporatioons in the State viz, Banagalore, Msore, Mangalore, Hubli-
Dharwar, Belgaum Gulburga and Bellary. The integrated transport plans for these
cities may extend to the local planning areas (LPAs) also. It will be gradually
extended in stages to all towns / cities and urban settlements with a population of
over one lakh.
10.5.3 The newly created directorate of Urban land Transport (DULT) shall take up
comprehensive traffic and transportation studies (CTTS) for the six Municipal
Corporations (excluding Bangalore). These studies would help assess the urban
transport needs over a medium term perspective (say 25 years), identify
technological and cost options, intensity of local urban economic activity and paying
capacity of the average population and in short help arrive at an optimal urban
transport solution. On completion of the CTTS, the existing master plan for the LPAs
of these cities will be updated / revised to incorporate the necessary land use
changes so that the transport and land use plan are totally integrated. A city level
investment plan for creation of transport infrastructure together with sources of
financing will also have to be created so as to enable posing of the projects for
financing under different schemes including multilateral / bilateral assistance as also
on PPP basis.

10.5.4 Other functions of the State Directorate of Urban Land Transport would include (i)
road network planning in the urban areas, (ii) setting of technical standards for
construction of the maintenance of urban roads, (iii) planning execution of
infrastructure for pedestrians/cyclists, (iv) comprehensive drainage network to
ensure road quality, (v) parking infrastructure ets. All of them will be part of the
Intergrated Transport Plan at the city level and would be developed in close
coordination with the local bodies who will eventually need to adopt the plan.
10.5.5 An important aspect with respect to the adopted functions of the State Directorate
for Urban Land Transport is capacity building. It is necessary to develop a manpower
base for good and sustainable urban transport planning and execution by creating a
pool of skilled manpower. There is a need to:
1) Strengthen academic programme in the State in urban transport
2) Create systems for accreditation of specialists in urban transport
3) Ensure mechanism for continuous training at all levels.
A multi disciplinary team of experts will be constituted as an advisory board for the
State Directorate of Urban Land Transport to provided inputs for:
1) Capacity building
2) Academic and educational programmes
3) Preparation of standards/manuals/codes
4) Development for Intelligent Transport System (ITS)
5) Other technical issues related to urban transport
10.5.6 The Organisation for DULT is supposed to have Commissioner (Urban Land
Transport), Special Officer (Urban Planning), Traffic & Transportation Planners, Traffic
Engineer etc. It is necessary that DULT is staffed with adequate numbers of
transportation personnel as it will cover urban transport for all cities of Karnataka.
10.6 BANGALORE METROPOLITAN LAND TRANSPORT AUTHORITY
10.6.1 Bearing in mind the National Urban Transport Policy, the State Government
considered it also necessary to create an Unified Metropolitan Transport Authority
for the Bangalore Metropolitan Region (BMR) which will function as an umbrella
organization to coordinate planning and implementation of urban transport
programmes and projects and provide an integrated management structure. All land
transport systems (excluding Railways) in the BMR may be brought under all purview
of the Bangalore Metropolitan Land Transport Authority (BMLTA). The BMLTA will be
created initially under an executive order and later with statutory backing.

10.6.2 Under the circumstances explained above, Government has already sanctioned
creation of Bangalore Metropolitan Land Transport Authority (BMLTA) for Bangalore
metropolitan Region (BMR) as per Government Order No. UDD 134BMR 2006
(2),Bangalore dated 09.03.2007. This shall be taken up as a part of the Greater
Bangalore reorganization exercise so as to make it operational by 2007-08. Initially
as an interim arrangement, the Government has set up this as a Committee of the
BMRDA with the Chief Secretary as Chairman with the following composition.
1. Chief Secretary to Government Chairman

2. Principal Secretary, Finance Department Member
3. Principal Secretary, UDD Member
4. Principal Secretary, Transport Department Member
5. Principal Secretary, Forest Ecology & Environment Department Member
6. Principal Secretary, Public Works Department Member
7. Commissioner, Urban Land Transport (DULT) Member
8. Commissioner, BMP Member
9. Commissioner, BDA Member
10. Managing Director, BMTC Member
11 VC & Managing Director, KSRTC Member
12 Commissioner, BMRC Member
13. Commissioner of Police Member
14. Managing Director, KUIDFC Member
15. Representatives from Railways, AAI etc Member
16. Any other experts connected with the Urban Transport found Member
necessary
17. Commissioner, BMRDA Member Secretary
10.6.3 The Functions of BMLTA / committee shall be as follows:

(1) To coordinate all land transport matters in the BMR
(2) To prepare detailed Master Plan for Transport Infrastructure based on the
Comprehensive Traffic and Transport Study for Bangalore.
(3) To oversee implementation of all transportation projects
(4) To appraise and recommend transportation and infrastructure projects for
bilateral / bilateral Central assistance.
(5) To function as empowered Committee for all Urban Transportation Projects
(6) To initiate action for a regulatory frame work for all land transport systems in
BMR.
(7) To initiate steps, where feasible for common ticketing system.
(8) Take any other decision for the integrated urban transport and land use planning
and implementation of the projects.
(9) Any other functions entrusted from time to time.

10.6.4 BMLTA / committee will function as an umbrella organization to coordinate planning

and implementation of urban transport programmes and projects and provide an
integrated management structure. All land transport systems (excluding Railways) in
the Bangalore Metropolitan Region shall be brought under the purview of BMLTA /
Committee.
10.6.5 It is seen from the above that the GOK has already taken the lead and has initiated
steps to strengthen the institutions for urban transport. Therefore it is important
that BMLTA is established at the earliest with statutory backing and adequate
technical staff provided for this organization. It is also important that BMLTA is also
given with the power to assign various projects to various organizations. All the
finances for transportation projects to the concerned organizations should also be
routed through BMLTA in order to make BMLTA effective and to ensure timely
completion of projects.
10.6.6 Shifting of utilities, a key function encountered in most of the road improvement
works as well construction of new roads requires very effective coordination among
institutions to ensure timely completion of projects. This key function is reported to
be the major contributor for project delays and cost over runs. Revamping of
institutional arrangements with assignment of authority to single entity to accord
approvals and sanction would enhance the efficiency of implementation of major
projects proposed under the CTTS. The study recommends that this be vested with
BMLTA.
10.7 TRANSPORT PLANNING UNIT (TPU)
10.7.1 The role of BDA with regard to town planning is defined within the BDA act as
follows:
i) To prepare a structure plan for the development of BMA
ii) To formulate schemes for implementation the structure plan
iii) To secure and coordinate the execution of the town planning schemes
for development of transport infrastructure and management of
transport system in accordance with the plan.
iv) To entrust to any local authority the work of execution of the
development plan and schemes
v) To coordinate the activities of the various bodies which are concerned
with developmental activities.
10.7.2 Transport planning is essential ingredient of the town planning. Presently there is no
proper technical body for the required transport planning inputs. It is necessary that
technical expertise is created not only within BDA to undertake this task but also in
BMRDA to carry out similar jobs at Bangalore Metropolitan Region Level.

10.7.3 The proposed Transport Planning Unit (TPU) will perform the following specific
functions:
i) To prepare a strategic plan for long term development and utilisation of
transport facilities
ii) To formulate schemes for implementing the strategic transport plan
iii) To secure and coordinate the execution of schemes for development of transport
infrastructure and management of transport system in accordance with the plan.
iv) To entrust to appropriate local authorities the work of execution of transport
schemes
v) To coordinate activities of the various bodies concerned with transport with BDA
vi) To define a strategic transport network for BDA / BMRDA
vii) To define a metropolitan transport policy based on strategic network demand
and plan.
10.7.4 The other important responsibilities of Transport Planning Unit will include the
establishment of criteria for capital investment and methods for fixing the priorities
for road and transport schemes and feasibility studies. The TPU will also be
responsible to prepare definite policies related to public transport, road safety,
environmental protection and goods movement pattern with related agencies dealing
with road planning, railways, traffic engineering, enforcement and regulation will be
imperative.
10.7.5 The TPU will be headed by a Senior Transport Planner, who will be of rank of
superintending Engineer. The head will be overall in charge and will give the
necessary direction to the unit apart from the high level coordination with the
concerned departments. He will be assisted by two transport planners, one for
policy planning and other for the co-ordination and monitoring. An economist at a
senior level is also proposed to be associated with the unit on a part time basis
depending upon the requirements.
10.8 TRAFFIC ENGINEERING CELLS (TEC)
A large number of agencies deal with roads such as BBMP, BDA, Traffic Police, PWD,
NHAI, BMRDA, Transport Department, KUIDFC, BMRCL, BMTC, BMLTA etc. There are
numerous issues of proper road geometrics, traffic circulation, junction design,
traffic signals, road signs/markings, street furniture etc which are properly attended
to by these agencies due to lack of traffic engineering expertise. Traffic planning is a
continuous affair. It is therefore important that Traffic Engineering Cells are
established in these organizations with qualified and adequate staff such as traffic
engineers. This will ensure that the traffic schemes are properly implemented with
better results and fine tuned later, if necessary. This will go a long way to improve
traffic flow in Bangalore.

Executive Summary
EXECUTIVE SUMMARY
COMPREHENSIVE TRAFFIC AND TRANSPORTATION PLAN FOR BANGALORE
1. PROBLEMS AND ISSUES
1.1 Bangalore population has been growing at a rate of 3.25% per year in the last
decade. There has been a phenomenal growth in the population of vehicles as
well especially the two and four wheelers in this period due to rising household
incomes. The number of motor vehicles registered has already crossed 28 lakhs.
In the absence of adequate public transport system, people are using the
personalized modes which is not only leading to congestion on limited road
network but also increasing environmental pollution. An average Bangalorean
spends more than 240 hours stuck in traffic every year. Such delays result in loss
of productivity, reduced air quality, reduced quality of life, and increased costs
for services and goods
1.2 The analysis of collected data from primary and secondary sources has brought
the following major issues regarding the transport system of Bangalore.
1 Road network capacity is inadequate. Most of the major roads are with four
lane or less with limited scope of their widening. This indicates the need for
judicious use of available road space. The junctions are closely spaced on
many roads. Many junctions in core area are with 5 legs. This makes traffic
circulation difficult. There is need to optimise the available capacity by
adopting transport system management measures and by making use of
intelligent transportation systems.
2 Traffic composition on roads indicates very high share of two wheelers. The
share of cars is also growing. This indicates inadequate public transport
system. V/C ratios on most of the roads are more than 1. Overall average
traffic speed is about 13.5 kmph in peak hour. This not only indicates the
need of augmenting road capacity but the also to plan high capacity mass
transport systems on many corridors.
3 Outer cordon surveys indicate high through traffic to the city. This points to
the need of road bypasses not only for Bangalore Metropolitan Area (BMA)
but also for Bangalore Metropolitan Region (BMR). High goods traffic also
indicates the need of freight terminals at the periphery of the city.
4 The household travel surveys indicate high share of work trips. This segment
of travel demand needs to be mostly satisfied by public transport system.
Considering the large employment centres being planned in the BMA, the
public/mass transport system needs to be upgraded/extended substantially.

Executive Summary
5 At present, modal split in favour of public transport is about 46% (exclusive
of walk trips). The trends show a decline in this share over the last two
decades. This is further expected to fall unless adequate and quality public
transport system is provided to the people of Bangalore. Share of two
wheelers and cars in travel demand is disturbingly high. This trend needs to
be arrested.
6 There is high pedestrian traffic in core area and some other areas in
Bangalore. Footpath facilities are generally not adequate and their condition
is deteriorating. Therefore up gradation of their facilities is very important.
Share of cycle traffic has declined over the years. This mode of transport
needs to be promoted by providing cycle tracks along the roads.
7 Parking is assuming critical dimensions in Bangalore. Parking facilities need
to be augmented substantially. In the long run, city-wide public transport
system needs to provide not only to reduce congestion on roads but also to
reduce parking demand.
8 Area of the BMA has been increased as per Revised Master Plan-2015. This
plan has provided for densification of existing areas, Mutation corridors, hi-
tech areas etc in various parts of the city. This likely to have a major impact
on traffic demand. The transport network including mass transport system
needs to be planned taking the proposed development in to consideration.
9 Major developments have been proposed in the suburban towns of Bangalore
by BMRDA in the BMR. This is likely to increase interaction between Bangalore
and these suburban towns. There will be need to provide commuter rail
services to these towns from Bangalore.
1.3 Thus while planning for the transport system of Bangalore, the above problems
and issues need to be kept in consideration. The issues relating to traffic and
transportation in a large and growing city like Bangalore need to be viewed in the
larger perspective of urban planning and development. Issues relating to land
use planning and development control, public-private transportation policy and
industrial location would need to be integrated at the perspective planning level.
With Metro Rail under implementation there is the need to coordinate inter
modal transport issues.
2. THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT
In order to prepare the Comprehensive Transport Plan the following policy

measures have been considered.
1 Extension of mass transport system to provide wide coverage and transport

integration with other modes of transport.

Executive Summary
2 Provide substantially large network of medium level mass transport system
such as BRT to cover the areas beyond the Metro network and on over loaded
corridors.
3 Landuse adjustments and densification of corridors along mass transport
corridors where possible.
4 Extension of commuter rail system upto the BMRDA’s New Townships &
beyond upto Tumkur, Hosur etc. to act as sub-urban services.
5 Rationalisation of local bus system and its augmentation.
6 Improvement in traffic management through TSM measures.
7 Special facilities for pedestrians within the entire network specially in the
core areas; pedestrianisation of selected shopping streets in side the core
area going to be served by Metro. Provision of pedestrian sky walks/subways,
footpaths and road furniture along the roads where necessary.
8 Diverting through traffic on Peripheral Ring Road. Providing transport hubs
at the junctions of Peripheral Ring Road with important radials such as; the
National Highways and other heavily loaded roads.
9 Improving primary, arterial and other important roads (particularly radial and
ring roads) by providing grade separation, junction improvements, adding
missing links, widening and other road side facilities wherever necessary.
3. TRANSPORT DEMAND ANALYSIS
3.1 Population of the BMA is expected to increase from 61 lakh in 2001 to 88 lakh in
2015 and 122 lakh in 2025. Considering proposed land use, transport sector
requirements upto 2025 have been assessed using travel demand modeling. The
transport sector recommendations contained in the Master Plan for BMA, city
development plan proposed by Bruhat Bangalore Mahanagara Palike (BBMP)
under the auspices of Jawaharlal Nehru National Urban Renewal Mission
(JNNURM), region development plan prepared by Bangalore Metropolitan
Regional Development Authority (BMRDA), development plans of Bangalore
International Airport Area Planning Authority (BIAAPA) and Bangalore-Mysore
Infrastructure Corridor Area Planning Authority (BMICAPA) have been examined.
3.2 For the purpose of transport demand analysis, various scenarios have been
considered as follows.
Scenario 1:
1 This scenario considers a ‘do minimum’ situation wherein
Improvement & augmentation in existing system for the bus network and roads
already proposed. The purpose of the scenario is to capture the intensity of the
problem if no measures are taken to overhaul the transport system in the city
Scenario 2:
2 in addition to what has been considered in scenario 1, scenario 2
considers the implementation of metro project as planned, a mono rail system

Executive Summary
covering 50 km, a BRT system covering 30km, commuter rail system covering
62 km, elevated core ring road of 30 km, a peripheral ring road of 114 km and
intermediate ring road of 188 km as proposed IN Master Plan.
Scenario 3:
3 this scenario is developed to address the anticipated demand with
extensive public transport system as the focus for development. It is developed
upon scenario 2 with additional lines of mass transport systems (about 650 km).
3.3 127 lakh person trips by mechanical modes are estimated to be generated in 2025
against 56 lakh in 2006. Present modal split of 46% in favour of public transport
is estimated to fall to 29% by 2025 for scenario 1. Thus most of the trips would
be undertaken by personalised modes creating unbearable congested conditions.
For scenario 2, modal split in favour of public transport is expected to improve
to 50% by 2025. However, this is also not enough for the city of size of
Bangalore and many roads would still be overloaded. For scenario 3, the modal
split in favour of public transport is estimated as 73%. This modal split is in
conformity with the desirable modal split for the city of size of Bangalore as
recommended by a Study Group of Government of India. The study, thus,
recommends scenario 3 that would fulfill the objectives of the transport sector
development integrated with the proposed land use and giving predominance to
the public transport system.
4. THE PROPOSED TRAFFIC AND TRANSPORTATION PLAN
4.1 On the basis of projected traffic, an integrated multi-modal mass transport

system plan on various corridors has been suggested in order to cater to traffic
up to the year 2025. The mass transport systems have been proposed on various
corridors considering expected traffic demand by 2025, available road right-of-
ways and system capacity. The balance traffic should be carried by road system
in order to satisfy the needs of normal bus system and other modes such as two
wheelers, cars, bicycles, trucks, pedestrians etc. The proposed Traffic and
Transportation Plan for Bangalore contains the following types of proposals,
which will cater to requirements of the projected travel demand up to the year
2025.
! Mass Transport System

- Metro System
- Monorail/LRT System
- Bus Rapid Transport (BRT) System
- Commuter Rail Services
! City Bus System
- Augmentation of Bus Fleet
- Grid Routes

Executive Summary
- Bus Terminal cum Traffic & Transit Management Centres (TTMC)
- Volvo Depot cum Traffic & Transit centre
- New Bus Stations/bus shelters
- Additional Depots
- IT Infrastructure
- HRD Infrastructure
- Environment Protection Projects
! Inter-city Bus Terminals
! Transport Integration
! Transport System Management Measures
! Pedestrian/NMT Facilities
- Footpaths
- Skywalks/Subways
- Pedestrian zones
- Cycle Tracks
! Road Development Plan
- New Roads/Missing Links (Peripheral Ring Road, Core Ring Road, New
Airport Expressway etc).
- Road Widenings
- Grade Separators
- Re-alignment of Outer Ring Road
! Parking Facilities
! Integrated Freight Complexes
4.2 Integrated multi modal transport system has been recommended in order to
ensure seamless travel. For the balance travel demand, road improvement
proposals have been formulated. While making road proposals, entire corridor
has been proposed to be improved instead of isolated improvements.
4.3 The proposed mass transport corridors are shown in Table 1 and Figure 1.
1
Proposals pertaining to city bus system (other than BRT), parking, pedestrian and
road improvement proposals are shown in Figures
Figures 2 -4. Summary of proposals is
given in Table 2.
4.4 Summary of the cost estimates for various projects is also given in Table 2.
Overall cost of the entire plan is estimated as Rs 44,029 crore of which Rs
25,872 crore is proposed for Phase I (2007-12). Cost of the projects proposed in
Phase II (2013-18) is Rs 17,017 crore.

Executive Summary
Table1
Table1. Proposed Mass Transport Corridors
S.No
S.No Corridor Length (km
(km)
km)
Metro Corridors
1 Baiyyappanahalli to Mysore Road East-West Corridor 18.0
2 Peenya to R.V terminal North-South Corridor 18.8
3 Extension of North –South corridor from R.V. Terminal upto PRR 10.2
4 Baiyyappanahalli to Benniganahalli along Old Madras Road. 1.5
5 Yelahanka R.S to PRR via Nagavara , Electronic City 36.0
6 Indira Nagar Metro Stn to White field Railway Station via 100ft Indira 19.5
Nagar Road
7 Proposed Devanhalli Airport to M.G.Road via Bellary Road 33.0
Total length 137.0
Monorail/LRT Corridors
1 Hebbal to J.P. Nagar (Bannerghatta Road) along the western portion of 31.0
outer ring road
2 PRR to Toll Gate along Magadi Road 9.0
3 Kathriguppe Road / Ring Road Junction to National College 5.0
4 Hosur Road - Bannerghatta Road Junction to PRR along Bannerghatta 15.0
Road
Total Length 60.0
Commuter Rail Corridors
1. Kengeri - Bangalore City Station 13.0
2. Bangalore City Station - Whitefield 24.0
3. Bangalore City Station – Baiyyappanahalli Via Lottegollahalli 23.0
4. Lottegollahalli to Yelahanka 7.0
5. Banaswadi upto BMA Boundary 29.0
6. Kengeri- BMA Boundary 9.0
7. Yeshwantpur to BMA Boundary 14.0
8. BMA Boundary – Hosur 12.0
9. BMA Boundary- Ramanagaram 23. 0
10. BMA Boundary to Tumkur 50. 0
Total Length 204. 0
Bus Rapid Transit (BRT) Corridors
1 Hebbal to Bannerghatta Road along eastern crescent of outer ring 33.0

road
2 Benniganahalli (ORR) to PRR along old Madras Road 7.0
3 From ORR to Hosur Rd along Hi-tech Corridor 8.0
4 Hosur Road to Tumkur Road along PRR (western part) 41.0
5 Tumkur Road-PRR Junction to Hosur Road along PRR via 76.0
Tirumanahalli, Old Madras Road, Whitefield

Executive Summary
S.No
S.No Corridor Length (km
(km)
km)
6 Along Core Ring Road 30.0
7 Vidyaranyapura to Nagavarapalya via Hebbal, Jayamahal Road, Queens 29.0
Road, M.G. Road, Ulsoor, Indiranagar, CV Raman Nagar
8 Kengeri Sattelite Town to J.P. Nagar along Uttarahalli Road, Kodipur 13.0
9 Banashankari III stage to Banashankari VI stage Ext. along Ittumadu 6.0
Road, Turahalli, Thalaghattapura
10 Domlur Ext. to Koramangala along inner ring road 5.0
11 PRR (Mulur) to Maruti Ngr. (up to Hitech corridor) along Sarjapur Road 7.0
12 Peenya to PRR along Tumkur Road 6.0
13 Old Madras Road near Indiranagar to ORR near Banaswadi along 5.5
Baiyyappanahalli Road -Banaswadi Road
14 Hebbal to Devanahalli Airport along Bellary Road 25
Total Length 291.5
91.5
Table 2.
2. Summary of Proposed Projects and Cost Estimates
Estimates (2007 prices) (Rs Crore)

kms/Nos (Rs. Cr.) 2007-12 2013- 18 2019- 24
MASS TRANSPORT CORRIDORS
Metro System 137 19921 11086 8835 0
Mono Rail / LRT System 60 5100 3825 1275 0
Commuter Rail System 204 3060 690 1620 750
BRT System 291.5 3498 1866 1632 0
IMPROVEMENT IN CITY BUS SYSTEM
Improvement in City Bus System 5721 4401 660 660
ROAD INFRASTRUCTURE
New Roads 209.2 5192 5192 0 0
Outer Ring Road Realignment 17 311 311 0 0
Road Improvements (Inside ORR) 142 142 142 0 0
Road Improvements (Outside ORR) 503 433 433 0.00 0.00

GRADE SEPARATORS
Grade Separators-Road (Nos.) 28 713.0 713.0 0.0 0.0
Rail Over Bridges / RUBs-Rail (Nos) 18 432 432 0 0

Elevated Roads (Kms) 16.5 990 990 0 0
PEDESTRIAN FACILITIES 281 281 0 0
PARKING FACILITIES 10000 380 380 0 0

(No. of car spaces)
Integrated Freight Complexes (IFC): 6 270 135 135 0
500 500 0 0
B-TRAC

Executive Summary
kms/Nos (Rs. Cr.) 2007-12 2013- 18 2019- 24
GRAND TOTAL 46944 31377 14157

14157 1410
5. INSTITUTIONAL STRENGTHENING
5.1 The current structure of governance for the transport sector is not adequately
equipped to deal with the problems of urban transport. Multiplicity of
organizations, independent legislations and inherent conflict in the roles and
responsibilities of stakeholders actually impede in the process of planning and
implementation of major schemes aimed at development. Government of
Karnataka has recently accorded sanction for the creation of State Directorate of
Urban Land Transport (DULT) under the Urban Development Department with the
intended objective of ensuring integration of transport planning and
development of transport infrastructure in urban areas. The government has also
sanctioned setting up of Bangalore Metropolitan Land Transport Authority
(BMLTA) for BMR. BMLTA will function as an umbrella organization to coordinate
planning and implementation of urban transport programmes and projects. All
land transport systems (excluding Railways) in the BMR will be brought under the
purview of BMLTA. Therefore it is important that BMLTA is established at the
earliest with statutory backing and adequate technical staff provided for this
organization. It is also important that BMLTA is also given with the power to
assign various projects to various organizations. All the finances to the
concerned organizations should also be routed through BMLTA in order to make
BMLTA effective and to ensure timely completion of projects.
5.2 Transport Planning is an essential component of town planning. Presently there is

no proper technical body for required transport planning inputs. It is necessary
that technical expertise is created within BDA and BMRDA to undertake this task.
For the purpose Transport Planning Unit (TPU) is proposed to be established in
BDA and BMRDA.
5.3 A large number of agencies deal with road system such as BBMP, BDA, Traffic
Police, PWD, NHAI, BMRDA, Transport Department, KUIDFC, BMRCL, BMTC,
BMLTA etc. There are numerous issues of proper road geometrics, traffic
circulation, junction design, traffic signals, road signs/markings, street furniture
etc which are not properly attended to by these agencies due to lack of traffic
engineering expertise. Traffic planning is a continuous affair. It is therefore
important that Traffic Engineering Cells are established in these organizations
with qualified and adequate staff such as traffic engineers and transport
planners. This will ensure that the traffic schemes are properly implemented with
better results and fine-tuned later, if necessary. This will go a long way to
improve traffic flow in Bangalore. As bus system will continue to be an important

Executive Summary
sub-system in future also, it is also important that BMTC is adequately
strengthened through its HRD initiatives.

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KARNATAKA URBAN INFRASTRUCTURE

COMPREHENSIVE TRAFFIC AND

Comprehensive Traffic and Transportation Plan for Bangalore

1.1 GENERAL BACKGROUND

CHAPTER – 2 STUDY OBJECTIVES AND METHODOLOGY

2.1 STUDY GOALS

CHAPTER – 3 EXISTING TRAFFIC AND TRAVEL CHARACTERISTICS

RITES Ltd. Page 1 of 8

3.7 PEDESTRIAN TRAFFIC CHARACTERISTICS

CHAPTER – 5 STRATEGY FOR TRANSPORT DEVELOPMENT

5.1 NATIONAL URBAN TRANSPORT POLICY

CHAPTER – 6 FUTURE DEMAND ANALYSIS AND SYSTEM SELECTION

6.1 FUTURE GROWTH SCENARIO

7.1 COMPONENTS OF THE TRAFFIC AND TRANSPORTATION PLAN

RITES Ltd. Page 2 of 8

7.3 THE METRO NETWORK SYSTEM

CHAPTER – 8 TRANSPORT INTEGRATION

CHAPTER – 9 COST ESTIMATES, PHASING AND FINANCING PLAN

9.1 UNIT RATES

CHAPTER – 10 INSTITUTIONAL DEVELOPMENT

10.1 REGIONAL PLANNING

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Table 1.1 Growth of Population in Bangalore

Table 3.1 Traffic Volume at Mid-Block Locations

Table 4.1 Comparative Capability Statement of three Popular Transportation

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Table 6.1 Expected Modal Split – Do Minimum Scenario (Scenario –I)

Table 7.1 Phase-1 Metro Corridors

Table 9.1 Unit Rates

Table 10.1 Existing Institutional Arrangement for Transport in Bangalore

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Figure 4.1 Methodology for Model Development

Figure 5.1 Vision for Transportation and Associated Actions

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Figure 7.1 Mass Transport Corridors

Figure 10.1 Unified Metropolitan Transport Authority

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AMP Automated Mechanical Parking

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1.1 GENERAL BACKGROUND

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1.2 PHYSICAL CHARACTERISTICS

1.3 DEMOGRAPHIC AND SOCIO-

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Table 1.1 Growth of Population in Bangalore

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city which contribute 38% of India's IT and software export market. As

1.4 TRANSPORT NETWORK

1.4.1 Road Network Characteristics

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• NH – 4 connecting to Pune and Chennai

The following are the State Highways in Bangalore:

• SH – 17 connecting Mysore & Gundlupet

Mostly the road network is underdeveloped in terms of size, structure, continuity

Table 1.2 Distributions of Roads with Carriageway Widths in Bangalore

Type of Road Length (Km) %