SAFETY ANALYSIS AND MITIGATION STRATEGIES FOR

UNDERPASSES IN BANGALORE CITY

Submitted in Partial Full filament of the Requirement for the Award of the Degree of

Master of Technology in Civil Engineering

By

SANTHOSH KUMAR JAIN H S

Enrollment No. SET22A04240011

SCHOOL OF ENGINEERING AND TECHNOLOGY, SHRI VENKATESHWARA

UNIVERSITY, U.P. GAJRAULA -244236, 242023
 DECLARATION

I, Santhosh Kumar Jain H.S declare that, the work presented in this thesis entitled
‘SAFETY ANALYSIS AND MITIGATION STRATEGIES FOR
UNDERPASSES IN BANGALORE CITY” submitted to the Department of Civil
Engineering, in the Faculty of Engineering and Technology, Shri Venkateshwara
University, U.P., India, for the award of the Master of Technology in Civil
Engineering an original work. I have neither plagiarized nor submitted the same work
for the award of any other degree. In case this undertaking is found incorrect, my
degree may be withdrawn unconditionally by the University.

Date: Signature of
Student
Place:
 CERTIFICATE OF ORIGINAL WORK

This is to be certifying that the studies conducted by Mr. Santhosh Kumar Jain H.S
during 2023-2024, as reported in the present thesis were done under my guidance and
supervision. The results reported by him are genuine and candidate himself has
written the manuscript of the thesis, and no part of the thesis has been submitted for
any other degree or diploma. His thesis entitled “SAFETY ANALYSIS AND
MITIGATION STRATEGIES FOR UNDERPASSES IN BANGALORE CITY”
is therefore, being forwarded for acceptance in partial fulfillment of the requirements
for the award of the degree of Master of Technology in Highway Engineering, to
the Shri Venkateshwara University, U.P., India

Date
Place:
(Advisor)
Assistant Professor
Department of Civil Engineering
 CERTIFICATE OF RECOMMENDATION

This thesis entitled “SAFETY ANALYSIS AND MITIGATION STRATEGIES

FOR UNDERPASSES IN BANGALORE CITY” has been prepared and submitted
by Mr. Santhosh Kumar Jain H.S (Enrollment no. SET22A04240011) for the
award of degree of Master of Technology in Highway Engineering, in Faculty of
Engineering and Technology of Shri Venkateshwara University, U.P., India. This
thesis is recommended for partial fulfillment of award of Master of Technology
degree.

(Supervisor)
Assistant Professor
(External Examiner)

Dr. Vivek Sachan

(Chairman)
Dean, School of Engineering and Technology
 ACKNOWLEDGEMENTS

I would like to express my sincere gratitude to my Supervisor Shri. Mohd Zeeshan

Khan, Assistant professor for giving me the opportunity to work in this area. It would
never be possible for me to take this Thesis to this level without his/her innovative
ideas and his/her relentless support and encouragement.

(Signature of Student) Dated:

Santhosh Kumar Jain H.S
Master of Technology in Civil Engineering,
Engineering and Technology of Shri Venkateshwara University, U.P., India
 SAFETY ANALYSIS AND MITIGATION STRATEGIES FOR
UNDERPASSES IN BANGALORE CITY

ABSTRACT
The burgeoning urban landscape of Bangalore city witnesses the integral role of
underpasses in managing vehicular flow and enhancing connectivity. However, the
safety of these underpasses is multifaceted, with challenges posed by factors such as
water logging during monsoons.

This research paper investigates the safety aspects of underpasses in Bangalore city,
with a specific focus on water logging incidents. Employing a comprehensive
research methodology blending quantitative traffic analysis, accident data
examination, and qualitative insights from stakeholders, the study identifies safety
risks associated with water logging and other factors.

The research contributes a set of mitigation strategies designed to address these

challenges, encompassing effective drainage systems, improved road design, regular
maintenance, using of ITS, strict enforcement, changes in structural design and public
awareness campaigns. Strategies are prioritized based on their feasibility and potential
impact, offering practical recommendations for urban planners and policymakers.

By considering water logging alongside other safety aspects, this study aims to
provide a holistic approach to enhance underpass safety in Bangalore city and serves
as a valuable reference for urban safety infrastructure management in similar contexts.

During the monsoon season, underpasses often serve as shelters for two-wheelers
seeking refuge from rain. However, this seemingly innocuous practice becomes
perilous when unexpected flooding occurs, transforming the underpass into a potential
death trap. In past incidents, tragic outcomes have been linked to delays in deploying
emergency ladders. It is imperative to enhance safety measures by integrating
permanent ladders into the underpass structure.It is advisable to install road humps on
both sides of the approaches to prevent water from flowing downstream into the
underpass. Additionally, implementing a burglar alarm system that triggers a siren
when water levels reach a critical point serves as an early warning mechanism,
enabling people to evacuate promptly in the event of a flood.
 TABLE OF CONTENTS

Sl.no Contents Page No.

Declaration
Certificate of the supervisor
Acknowledgement
Abstract
Table of contents
List of tables
List of figures
List of symbols
List of abbreviations
1 Introduction
2 Literatures review
3 Research Methodology
4 Process Flow Chart
5 Site Selection
6.0 Existing Structures Details
7.0 Geographical Data
8.0 User Data
9.0 Pedestrian Data
10.0 Accident Data
11.0 News Reports
12.0 Other Issues in The under passes
13.0 Physical Inspection
14.0 Safety Analysis
15.0 Technological Solution
16.0 Mitigation Strategy Development
17.0 Conclusion
18.0 Reference

Conclusion and scope for further work

References

Appendix

LIST OF TABLES
LIST OF SYMBOLS
LIST OF PHOTOS
LIST OF ABBREVIATIONS
 1. INTRODUCTION

1.1 Geography of Bangalore City: lies in the southeast of the South Indian state of
Karnataka. It is in the heart of the Mysore Plateau (a region of the
larger Precambrian Deccan Plateau) at an average elevation of 920 m (3,020 ft). It is
positioned at 12.97°N 77.56°E and covers an area of 1741 km2 (673 mi2). The
majority of the city of Bangalore lies in the Bangalore Urban district of Karnataka and
the surrounding rural areas are a part of the Bangalore Rural district. The region
comprising the Bangalore Urban and Rural districts is known as the Bangalore
(region). In the 16th century, Kempe Gowda constructed many lakes to meet
Bangalore's water requirements. The Kempambudhi Kere, since overrun by modern
development, was prominent among those lakes. In the earlier half of 20th century,
the Nandi Hills waterworks was commissioned by Sir Mirza Ismail (Diwan of
Mysore, 1926–41 CE) to provide water supply to the city. Currently, the
river Kaveri provides around 80% of the total water supply to the city with the
remaining 20% being obtained from the Thippagondanahalli and Hesaraghatta
reservoirs of the Arkavathi river.[1] Bangalore receives 800 million liters (211
million US gallons) of water a day, more than any other Indian city. [2] However,
Bangalore sometimes does face water shortages, especially during the summer
season — more so in the years of low rainfall. A random sampling study of the air
quality index (AQI) of twenty stations within the city indicated scores that ranged
from 76 to 314, suggesting heavy to severe air pollution around areas of traffic
concentration.[3]

1.2 Topography of Bangalore City: The topography of Bangalore is undulating with

a central ridge running NNE-SSW. The highest point is Doddabettahalli, which is
962 m (3,156 ft) and lies on this ridge.[4] No major rivers run through the city, though
the Arkavathi and [Dakshin Pinakini river] cross paths at the Nandi Hills, 60 km
(37 mi.) to the north. River Vrishabhavathi, a minor tributary of the Arkavathi, arises
within the city at Basavanagudi and flows through the city. The rivers Arkavathi and
Vrishabhavathi together carry much of Bangalore's sewage. A sewerage system,
constructed in 1922, covers 215 km2 (133 mi2) of the city and connects with
five sewage treatment centers located in the periphery of Bangalore. Outflow
from Bellandur lake and Varthur lake valleys go to Ponnaiyar river that flows
towards Hosur.
1.3 Climate in Bangalore City: The hottest summer day on average has a maximum
temperature of about 37 degrees Celsius, and the coldest winter day has a temperature
of about 13 degrees Celsius. Occasionally, heat waves can cause temperatures of up to
38 degrees Celsius. A cold wave hit in the winter of 2018, leading to temperatures as
low as 9 degrees Celsius. Bangalore receives about 970 mm of rain annually, with the
wettest months being August, September and October. The heaviest rainfall recorded
in a 24-hour period was 159.7 mm recorded on 1 October 1997.Most of the rainfall
occurs during late afternoon, evening or night and rain before noon is infrequent.
November 2015 (290.4 mm) was recorded as one of the wettest months in Bangalore
with heavy rains causing severe flooding in some areas, and closure of a number of
organizations for over a couple of days.[8]

Fig 1

Bangalore has a handful of freshwater lakes and water tanks, the largest of which are
Madivala tank, Hebbal Lake, Ulsoor Lake and Sankey Tank. Groundwater occurs
in silty to sandy layers of the alluvial sediments. The Peninsular Gneissic Complex
(PGC) is the most dominant rock unit in the area and
includes granites, gneisses and migmatites, while the soils of Bangalore consist of
red laterite and red, fine loamy to clayey soils.[3]
Vegetation in the city is primarily in the form of large deciduous canopy and
minority coconut trees. Though Bangalore has been classified as a part of the seismic
zone III, it has experienced quakes of magnitude as high as 6.4.

Bangalore City, a bustling metropolis at the heart of India's technological hub, is

emblematic of rapid urbanization marked by an intricate network of underpasses
essential for efficient traffic management. Despite their pivotal role, the safety of
underpasses in Bangalore is confronted by multifaceted challenges, particularly
during monsoons, where water logging poses a significant threat. This research
embarks on a comprehensive exploration of safety issues related to underpasses in
Bangalore City, with a specific emphasis on water logging incidents.

1.4 Population & Existing Infrastructure: With a current population of 8.8 million,
Bangalore stands as one of Asia's fastest-growing cities, where lifestyle changes and
commuting habits have evolved significantly in urban areas. Bangalore’s road
network, primarily radial and converging at the center, has led to the influx of traffic
toward the city's CBD core, creating congestion and safety issues. The city spans
1000 square kilometers with a vast road length of 4500 kilometers, boasting 40,000
intersections, 330 signalized intersections, and 600 manned intersections. The
competition for road space is fierce, with public transport, particularly buses,
contending with various other vehicles like autos, two-wheelers, and cars.

1.5 Recent Incidents: I was personally shocked by the recent incident on May 22,
2023, where a 23-year-old woman named Bhanu Rekha, employed as a software
engineer at Infosys, lost her life in an underpass. Tragically, she succumbed to heavy
flooding while trapped in her MUV, and the unavailability of emergency services in a
timely manner prevented her life from being saved.

This study acknowledges the significant interconnection between waterlogging and

the heightened vulnerability of underpass users, particularly two-wheelers seeking
shelter from rain. Beyond conventional safety considerations related to vehicular
accidents, this research expands its scope to encompass the welfare of pedestrians,
cyclists, and other susceptible users navigating underpasses in various conditions.
Through a comprehensive approach that combines quantitative analyses of traffic
flow and accident data with qualitative insights from stakeholders, the research
endeavors to unravel the intricate dynamics between water logging, conventional
safety hazards, and the experiences of vulnerable users within the underpass
infrastructure.

Furthermore, the research endeavors to contribute pragmatic mitigation strategies that

extend beyond drainage solutions. It encompasses road design enhancements, public
awareness initiatives, and tailored safety measures catering specifically to vulnerable
users. In doing so, the study seeks to provide a nuanced perspective on underpass
safety in Bangalore, acknowledging the dynamic challenges posed by water logging
and prioritizing the safety of all users within this urban context. Through these
insights, the research aims to offer tangible recommendations for urban planners and
policymakers, advocating for a holistic and inclusive approach to underpass safety in
the face of evolving urban dynamics.
1.6 Rapid Urbanization: In response to the dynamic urban challenges posed by
Bangalore's rapid growth, the city has undertaken a transformative initiative to
enhance its transportation infrastructure, particularly addressing the safety concerns of
vulnerable road users such as pedestrians and two-wheelers.

1.7 Inadequacy of existing Infrastructure: The existing infrastructure faces

challenges, as ring roads prove inadequate, arterial roads experience congestion, and
sub-arterial roads grapple with both traffic and parking pressures.

1.8 Addressing of Issues: To address these issues and streamline the flow of traffic,
the city has strategically implemented a network of underpasses. These underpasses
serve as vital elements in managing congestion levels and enhancing safety for all
road users. By investing in such infrastructural developments, Bangalore is not only
aiming to alleviate traffic woes but also to create a more sustainable and efficient
urban environment. The underpasses contribute to the overall goal of transforming
Bangalore into a city that can accommodate its growing population while prioritizing
safety, accessibility, and seamless transportation for all its residents.
1.9 Under Passes in Bangalore City:

There are 13 major underpasses in Bangalore City

1. KR Circle Underpass
2. Mehkri Circle Underpass
3. Underpass at Cunningham Road-Sankey Road junction
4. Underpass at C.N.R. Rao Circle in front of IISc.
5. Underpass at Anandnagar, Hebbal
6. Railway underbridge at Cantonment
7. Railway underbridge at old NH-7, Yelahanka
8. Underpass at BEL Junction-ORR, Kuvempu Circle
9. Underpass at ORR-Gangamma Gudi Circle
10. Railway underbridge near R.M.V. Layout
11. Railway underbridge at Nayandahalli
12. Railway underbridge at Kodigehalli
13. Underpass near Kaveri Theatre

1.10 Area of Concern: However, amidst these endeavors, critical safety concerns
have emerged, particularly in underpasses such as the KR Circle Underpass, the
Underpass at Cunningham Road-Sankey Road junction, and the Underpass near
Kaveri Theatre.

1.11 Research: In view of the above incidents, this research paper aims to conduct a
comprehensive Safety Analysis and develop Mitigation Strategies tailored to the
unique challenges presented by each underpass. Recognizing the gravity of safety
issues in Underpasses at the KR Circle, Cunningham Road-Sankey Road junction,
and the vicinity of Kaveri Theatre, our study seeks to provide meaningful insights into
the existing safety landscape of these critical transportation nodes. Through rigorous
examination and analysis, the paper endeavors to contribute valuable
recommendations that will not only address current safety concerns but also pave the
way for a safer, more sustainable urban transport network in Bangalore.
2.0 LITERATURES REVIEW

2.1 Effect of longitudinal slope of urban underpass tunnels on drivers’ heart rate
and speed study based on a real vehicle experiment.
School of Automobile and Traffic Engineering, Hefei University of Technology, Hefei
230009, Anhui, PR China. Submission received: 18 September 2021 / Revised: 7
October 2021 / Accepted: 13 October 2021 / Published: 19 October 2021
Int.JEnviron.Res.PublicHealth 2021, 18(20),0992; https://doi.org/10.3390/
ijerph182010992 The research conducted by the School of Automobile and Traffic
Engineering at Hefei University of Technology delves into the critical examination of
the effect of longitudinal slope on drivers' heart rate and speed within urban underpass
tunnels. The study, grounded in a real vehicle experiment involving 22 drivers,
utilizes sophisticated physiological recording and speed acquisition equipment to
scrutinize the physiological and behavioral changes exhibited by drivers in different
longitudinal segments of underpass tunnels.

The findings illuminate a compelling relationship between the longitudinal slope of

urban underpass tunnels and drivers' psychological and physiological responses. The
introduction of the index of heart rate growth (HRG) serves as a pivotal measure,
revealing that drivers experience significantly higher nervousness when driving
downhill in a tunnel compared to driving uphill. The study not only establishes the
existence of this psychological disparity but also quantifies it through the
development of models that elucidate the intricate relationships between HRG, speed,
and slope.

The conclusion drawn from this meticulous analysis underscores the significance of
slope as a determinant of drivers' psychological tension and speed within underpass
tunnels. Notably, the identification of safer slopes and driving speeds for both uphill
and downhill scenarios contributes practical insights into optimizing the design and
safety considerations of urban underpass tunnels. This research, with its real-world
experimentation and quantitative models, significantly advances our understanding of
the nuanced interplay between tunnel slopes, driver physiology, and driving behavior
within the urban context.
2.2 Investigation of traffic noise attenuation potential of an urban highway
underpass.
Research Programme in Civil and Environmental Engineering, Federal University of
Paraíba, Campus Universitário, s/n, 58051-900 João Pessoa, PB, Brazil.
Received 6 April 2021, Revised 27 January 2022, Accepted 9 February 2022,
Available online 11 March 2022, Version of Record 11 March 2022

In addressing the escalating concern of urban traffic noise, particularly on highways,

the study conducted by the Research Programme in Civil and Environmental
Engineering at the Federal University of Paraíba, Brazil, contributes valuable insights
into an alternative noise mitigation strategy—utilizing urban highway underpasses.
Recognizing road traffic as the predominant contributor to urban noise pollution,
conventional solutions like acoustic barriers have been employed, albeit with the
drawback of a negative visual impact on the urban landscape.

This research investigates the noise attenuation potential of a highway underpass,

presenting a promising solution that not only effectively minimizes traffic noise but
also avoids introducing aesthetic challenges to the urban environment. Focused on a
specific urban highway in João Pessoa, Brazil, the study employs a combination of
noise measurements and simulations using the Sound PLAN software to explore
diverse scenarios influencing noise propagation.

The investigation, centered on an underpass with an L-shaped top edge acting as a

parallel acoustic barrier to a residential area, reveals intriguing findings. While the L-
shaped edge positively influences noise attenuation in the immediate vicinity of the
border, resulting in an additional average attenuation of 1.3 dB, the study
demonstrates an overall average attenuation of 10.6 dB in the entire acoustic shadow
zone with the existing L-shape edge. Removal of the L-shaped edge increases the
average attenuation to 13.1 dB, emphasizing its significant role in noise reduction.

Furthermore, the research challenges traditional assumptions about the relationship

between underpass depth and noise attenuation, revealing a non-linear correlation.
Simulations indicate that the addition of an L-shaped edge, regardless of its current
length, is not efficient across varying underpass depths. Thus, the results affirm the
underpass as an effective solution for mitigating highway traffic noise, shedding light
on the nuanced role of underpass depth and geometry changes in optimizing noise
reduction strategies. This study not only contributes to the scientific understanding of
noise mitigation but also provides practical guidance for urban planners seeking
innovative approaches to balance acoustic efficacy and visual aesthetics.

2.3 A Comparative Study on Effectiveness of Underpass and Overpass among

Pedestrians in Different Urban Contexts in Sri Lanka
Bandara, D. and Hewawasam, C. (2020) A Comparative Study on Effectiveness of
Underpass and Overpass among Pedestrians in Different Urban Contexts in Sri
Lanka. Journal of Service Science and Management, 13, 729-744.
doi: 10.4236/jssm.2020.135046.

Bandara and Hewawasam (2020) conducted a comprehensive study to compare the

effectiveness of underpasses and overpasses among pedestrians in diverse urban
contexts in Sri Lanka. The research focused on two underpasses, namely Kandy and
Borella Underpasses, and two overpasses, Panadura and Maradana. Employing a
methodology involving on-site observations, oral interviews, questionnaire surveys,
and semi-structured interviews, the authors utilized statistical tools such as frequency
analysis, correlation analysis, and content analysis with the support of SPSS software
and MS Excel.

The study identified several factors influencing the effectiveness of underpasses and
overpasses. The "Self-enforcement feature" emerged as the most influential factor for
the effective utilization of underpasses and overpasses, while "Attractiveness" was the
least cited factor. The research also revealed that underpasses were generally more
effective than overpasses, with underpasses being deemed suitable for commercial
areas and transit need areas, while overpasses were more suitable for school/college
areas.

Furthermore, the study established strong positive relationships among factors such as
trip purpose and location, location and time, trip purpose and time, convenience and
comfort, and personal safety, all of which contribute to the overall effectiveness of
underpasses and overpasses. The findings suggest that the use or non-use of
overpasses/underpasses is dependent on the attitudes and behavioral patterns of
pedestrians.
In terms of practical implications, the study offers recommendations for enhancing the
maximum utilization of underpasses and overpasses. The results provide valuable
insights for planners, architects, developers, and policymakers involved in the future
design of effective underpass and overpass structures. The study underscores the
importance of considering factors such as attitude and behavior patterns of pedestrians
in the planning and design of pedestrian infrastructure.

2.4 Storm Water Drainage for Underpass

Kamal Patel Khushboo Patel PG Student PG Student Department of Civil

Engineering Department of Civil Engineering Shankersinh Vaghela Bapu Institute of
Technology, India Shankersinh Vaghela Bapu Institute of Technology, India Rajvansh
Patel Kalgi Trivedi PG Student PG Student Department of Civil Engineering
Department of Civil Engineering Shankersinh Vaghela Bapu Institute of Technology,
India Shankersinh Vaghela Bapu Institute of Technology, India Dhaval M Patel
Assistant Professor Department of Civil Engineering Shankersinh Vaghela Bapu
Institute of Technology, India
IJIRST –International Journal for Innovative Research in Science & Technology|
Volume 3 | Issue 09 | February 2017 ISSN (online): 2349-6010

The study focuses on the persistent issue of waterlogging in several underpasses

within Ahmedabad city, including Akhbarnagar, Naranpura, Incometex, Mithakhadi,
Thaltej, Parimal Garden, and Shahibaug underpasses, which disrupts the traffic
system during the monsoon season. The Akhbarnagar underpass, in particular, faces
significant challenges such as traffic congestion, waterlogging in adjacent areas,
disease spread through water, storm drain blockage, and backflow of suction valve.
To address these issues, the research proposes a comprehensive approach involving
consideration of surrounding topography, road gradient, population data, rainfall data
from previous years, sewer network analysis, and improvements in pump capacity.

The potential solutions put forth include the implementation of a vacuum sewerage
system, kerb drain system, and overall enhancements to the sewer network. The study
suggests that these measures could contribute significantly to mitigating stormwater-
related challenges in underpasses. To assess and overcome the existing defects in the
underpass infrastructure, the research proposes the use of Quantum GIS, Google Earth
Pro software data, and AutoCAD.

Review: The abstract presents a focused examination of the persistent waterlogging

issues in multiple underpasses in Ahmedabad city, emphasizing the significance of
addressing these challenges to alleviate traffic disruptions and health concerns. The
identified problems, such as traffic congestion and waterborne diseases, underscore
the urgency of finding effective solutions.

The proposed methodology, which includes the consideration of various factors like
topography, road gradient, and population data, demonstrates a comprehensive
approach to understanding the complex dynamics of stormwater drainage in
underpasses. The incorporation of advanced technologies such as Quantum GIS,
Google Earth Pro, and AutoCAD suggests a commitment to leveraging innovative
tools for problem-solving.

The suggested solutions, including the implementation of a vacuum sewerage system,

kerb drain system, and improvements in the sewer network, reflect a proactive stance
towards addressing the root causes of waterlogging. The abstract provides a clear
overview of the problem, the proposed methodology, and potential solutions, setting
the stage for a detailed investigation into stormwater drainage issues in underpasses
within Ahmedabad city.

2.5 Artificial lighting systems and the perception of safety in underpass tunnels.
Department of Architectural Engineering, College of Engineering, University of
Sharjah, United Arab Emirates. Received 12 July 2021, Revised 6 January 2022,
Accepted 7 January 2022, Available online 25 January 2022, Version of Record 25
January 2022.

The literature review discusses the complex relationship between urban

lighting and safety perception. Well-illuminated streets with uniform and higher
illuminance levels are associated with increased feelings of safety. Lighting not only
directly impacts perceived safety but also communicates a "message" to communities.
Researchers emphasize the importance of LED-based lighting technologies and the
role of ambient light in reducing crime rates.
The study refers to recommended light levels for underpass corridors by the Abu
Dhabi Public Realm and Street Lighting Handbook. These guidelines suggest a
maintained average illumination of 100 lx, a minimum uniformity ratio of 0.4, and a
Unified Glare Ration Level (UGRL) factor between 25 and 28. DIALux simulations
are conducted to meet these requirements.
The research contributes to understanding the role of artificial lighting in enhancing
the perception of safety in underpass tunnels. By addressing the gender equality
aspect and employing a mixed-methods approach, the study provides valuable
insights for urban planners and policymakers in creating well-lit and secure public
spaces.

2.6 Identify gaps in the literature that our study aims to address.

2.6.1 Limited Focus on Safety Analysis in Urban Underpass Tunnels: The

existing literature primarily focuses on specific aspects of underpass tunnels,
such as longitudinal slope effects on drivers' heart rate and speed or noise
attenuation potential. However, there is a gap in comprehensive safety analysis
and mitigation strategies specifically tailored for urban underpass tunnels.

2.6.2 Neglect of Multi-disciplinary Approaches: While previous studies have

explored physiological and environmental factors, there is a need for a multi-
disciplinary approach that combines findings from various domains, including
engineering, traffic management, and safety analysis. Your study can bridge
this gap by considering a holistic approach to underpass safety.

2.6.3 Urban Traffic Noise Mitigation Strategies: The existing literature focuses
on noise mitigation using underpasses but doesn't specifically address safety
concerns related to noise pollution in urban underpasses. Our study can
contribute by exploring the intersection of safety and noise reduction strategies
in underpasses.

2.6.4 Pedestrian Safety in Underpasses: Previous studies have focused on the

effectiveness of underpasses and overpasses for pedestrians but haven't delved
deeply into safety aspects. Our study could explore pedestrian safety concerns
 within underpasses in an urban context, considering factors like lighting,
design, and usage patterns.

2.6.5 Regional Context Variation: The studies provided are from different regions
(China, Brazil, Sri Lanka, and India), and there might be regional variations in
safety concerns and mitigation strategies. Our study can contribute by
providing insights specific to Bangalore City, considering local factors and
challenges.

2.6.6 Integration of Technological Solutions: While some studies propose

solutions based on topography and road gradient, there is a potential gap in
integrating advanced technological solutions for safety analysis and
mitigation. Your study can explore the use of advanced technologies, data
analytics, and simulations for a more nuanced understanding of safety issues.

2.6.7 Comprehensive Storm water Drainage Strategies: The study on storm

water drainage in underpasses addresses water logging issues, but there may
be a gap in proposing comprehensive storm water drainage strategies. Our
research could provide insights into effective mitigation strategies, considering
various factors like topography, rainfall patterns, and urban development.

2.6.8 Specificity to Bangalore City: The literature reviewed doesn't specifically

address safety issues in underpasses in Bangalore City. Given the unique
characteristics and challenges of the city, our study can contribute by
providing context-specific findings and recommendations.
By addressing these gaps, our study has the potential to enhance the overall
understanding of safety concerns in urban underpasses and contribute valuable
insights for urban planning, traffic management, and infrastructure design in
Bangalore City.

2.7 Relevant studies conducted in Bangalore City by BBMP.

In the wake of the death of a young techie in a flooded Bangalore underpass, the
Bruhat Bengaluru Mahanagara Palike (BBMP) admitted that it has not conducted
 any safety audit for underpasses in intense-rainfall situations. A total of 18
underpasses in Bengaluru will now undergo a safety audit following the death of
the techie, Batalu Bhanurekha, 23, in a waterlogged underpass in KR Circle,
which is just a kilometer away from Vidhana Soudha.

2.7.1 May 23, 2023 08:28 IST

Indian Express Website: https://indianexpress.com/article/cities/bangalore/techie-
death-bbmp-conducting-safety-audits-underpasses-heavy-rainfall-8623572/

So far, the BBMP has uploaded audit reports of 14 underpasses, including the one
located at KR Circle where Bhanurekha drowned after the car she was travelling in
with her family submerged on May 21.2023 Her family blamed the BBMP’s
negligence for the death
https://www.deccanherald.com/india/karnataka/bengaluru/bbmp-readies-audit-report-
on-the-condition-of-41-underpasses-1223485.html
A look at the report has revealed that the BBMP is deploying its own resources or has
signed deals with private firms to maintain these underpasses. It has outsourced the
task to ensure that the gratings are free of obstacles so that water can quickly pass
The report has suggested roof covers across three U-shaped underpasses — Sankey
Road (near Golf Club), Cauvery Theatre (between Bhashyam Circle and Ballari
Road),
And KR Circle towardsNrupathungaRoad. Joint Commissioner of Police (Traffic) M
N Anucheth told DH that certain flooded underpasses in the central part of the city,
including those at KR Circle, Nehru Circle and Shivananda Circle, were closed.
“Traffic movement was slow in the city overall “Two stretches of the Outer Ring
Road (ORR) — from Hebbal to Nagawara, and from Kadubeesanahalli to KR Puram
— witnessed severe traffic jams due to water logging. This was due to plastic, silt,
sand, and other debris clogging the storm water drains also “We took the help of
metro workers to unclog the drains, so that water would recede faster, and traffic
could be restored.

3. RESEARCH METHODOLOGY
3.1 Site Selection: Identify and select underpasses in Bangalore City for the study.
Consider factors such as traffic volume, pedestrian usage, accident history, and urban
development around the underpasses.

3.2 Data Collection:

Traffic Data: Collect data on traffic flow, including peak hours, types of
vehicles, and traffic patterns within the selected underpasses. This can involve
on-site observations and collaboration with local traffic authorities.
Pedestrian Data: Gather data on pedestrian behavior, usage patterns, and
safety concerns within the underpasses. This can involve surveys, interviews,
and observations.
Accident Data: Collect historical accident data related to the selected
underpasses. Analyze accident reports to identify common causes and
patterns.

3.3 Physical Inspection: Conduct a physical inspection of the underpasses to assess

infrastructure conditions, signage, lighting, drainage systems, and any potential
safety hazards. Document the physical characteristics of each underpass.

3.4 Safety Analysis: Perform a safety analysis based on collected data and physical
inspections. Utilize appropriate safety assessment tools and methodologies to
identify potential risks and vulnerabilities in each underpass.

3.5 Stakeholder Interviews: Conduct interviews with relevant stakeholders,

including local authorities, traffic engineers, urban planners, and residents. Gather
insights into their perspectives on underpass safety and potential mitigation
strategies.

3.6 Technological Solutions: Explore the integration of advanced technologies for

safety analysis, such as traffic monitoring systems, surveillance cameras, and data
analytics. Evaluate how technology can contribute to real-time safety monitoring
and incident prevention.
3.7 Mitigation Strategy Development: Based on the findings from the safety
analysis, propose comprehensive mitigation strategies. This may include:
 3.7.1 Infrastructure improvements (e.g., lighting enhancements, signage
upgrades).
3.7.2 Traffic management solutions (e.g., signal optimization, lane
adjustments).
3.7.3 Pedestrian-friendly design modifications.
3.7.4 Storm water drainage improvements.
3.7.5 Integration of smart technologies for real-time safety monitoring.

3.8 Simulation and Modeling: Utilize simulation tools to model the impact of
proposed mitigation strategies. Assess the effectiveness of each strategy in
improving safety conditions within the underpasses.

3.9 Cost-Benefit Analysis: Conduct a cost-benefit analysis of the proposed

mitigation strategies. Evaluate the economic feasibility and potential return on
investment for each suggested improvement.

3.10 Documentation and Reporting: Compile the research findings, methodology

details, and proposed mitigation strategies into a comprehensive report. Clearly
communicate the results, recommendations, and potential implications for urban
planning and infrastructure development in Bangalore City.

3.11 Validation: Validate the proposed mitigation strategies through expert

reviews and feedback from relevant stakeholders. Consider refining the strategies
based on expert inputs.

4.0 PROCESS FLOW CHART

 Site Selection

Data Collection
Existing Structure

Geographical Data

User Data
Traffic Data

Pedestrian Data

Non motrized vehicles

Accident Data
News Reports

Physical Inspection

Safety Analysis

Technological Solution

Mitigation Stratagy Development

5.0 SITE SELECTION

Identified and selected underpasses in Bangalore City for the study

Fig 2
Three Underpasses are selected for site study, the criteria of selection of site is by
Consider factors such as maximum traffic volume, Pedestrian usage, accident history,
and urban development around the underpasses. The following are the underpasses
locations selected for case study.

5.1 Kaveri Theatre Underpass: Latitude: 13013.84 N Longitude: 773459.77 E

 Fig 3

Fig 4
Near the Kaveri Theater Underpass, the presence of prominent trip generators such as
Bangalore Palace, Kaveri Theater, Sadashivanagara Extension, and connections to
Airport Road and Sanky Road contributes to heavy traffic and congestion. The
substantial number of vehicles using the underpass, particularly during peak hours,
exacerbates the congestion issue.
5.2 Cunningham Road-Sanky Road Underpass
Latitude: 12.991074 N Longitude: 77.585788 E

Fig 5

Fig 6
This underpass is situated between Sheshadripuram Extension Road and Palace Road,
connecting Palace Ground Road to Airport Road. It facilitates the flow of traffic from
Sheshadripuram towards the airport and links to CBD roads. The area experiences
heavy traffic during peak hours and is prone to frequent traffic jams
5.3 KR Circle Underpass: Latitude: 125840.80 N Longitude: 77354.02 E
 Fig 7

Fig 8

This underpass is situated in Place road which leads to Vidhanasoudha, connecting

Palace Ground Road to Freedom Park. It facilitates the flow of traffic from KR Circle
towards the Majastic and links to CBD roads. The area experiences heavy traffic
during peak hours and is prone to frequent traffic jams, and in the monsoon there is a
water logging problem in the underpass.
6.0 EXISTING STRUCTURES DETAILS

Cunningham
Kaveri Theater KR Circle
Description Road-Sanky
Underpass Underpass
road Underpass

Type Of RCC Box Single RCC Box Single RCC Box Double
Structure Vent Vent Vent

Traffic Flow
One Way One Way Two Way
direction

Clear Height 5.0m 5.0m 5.5m

Clear Width 3.75m 3.75m 5.0+5.0m

Approach Length 55.0 50.0 85.0m

Slope of
9.5% 10% 6.47%
Approach

Foothpath No No No
7.0 Geographical Data

Bangalore lies in the southeast of the South Indian state of Karnataka. It is in the heart
of the Mysore Plateau (a region of the larger Precambrian Deccan Plateau) at an
average elevation of 920 m (3,020 ft). It is positioned at 12.97°N 77.56°E and covers
an area of 1741 km2 (673 mi2). The majority of the city of Bangalore lies in
the Bangalore Urban district of Karnataka and the surrounding rural areas are a part of
the Bangalore Rural district. The region comprising the Bangalore Urban and Rural
districts is known as the Bangalore (region). The Government of Karnataka has
carved out the new district of Ramanagara from the old Bangalore Rural district.

In the 16th century, Kempe Gowda I constructed many lakes to meet Bangalore's
water requirements. The Kempambudhi Kere, since overrun by modern development,
was prominent among those lakes. In the earlier half of 20th century, the Nandi
Hills waterworks was commissioned by Sir Mirza Ismail (Diwan of Mysore, 1926–41

CE) to provide water supply to the city. Currently, the river Kaveri provides around
80% of the total water supply to the city with the remaining 20% being obtained from
the Thippagondanahalli and Hesaraghatta reservoirs of the Arkavathi river.
[1]
Bangalore receives 800 million liters (211 million US gallons) of water a day, more
than any other Indian city.[2] However, Bangalore sometimes does face water
shortages, especially during the summer season — more so in the years of low
rainfall. A random sampling study of the air quality index (AQI) of twenty stations
within the city indicated scores that ranged from 76 to 314, suggesting heavy to
severe air pollution around areas of traffic concentration.

Bangalore has a handful of freshwater lakes and water tanks, the largest of which are
Madivala tank, Hebbal Lake, Ulsoor Lake and Sankey Tank. Groundwater occurs
in silty to sandy layers of the alluvial sediments. The Peninsular Gneissic Complex
(PGC) is the most dominant rock unit in the area and
includes granites, gneisses and migmatites, while the soils of Bangalore consist of
red laterite and red, fine loamy to clayey soils.[3]
Vegetation in the city is primarily in the form of large deciduous canopy and
minority coconut trees. Though Bangalore has been classified as a part of the seismic
zone III, it has experienced quakes of magnitude as high as 6.4.

7.1 Topography

Bangalore has two unique Topography terrains—North Bangalore taluk and the South
Bangalore taluk. The North Bangalore taluk is a relatively more level plateau and lies
between an average of 839 to 962 meters above sea level. The middle of the taluk has
a prominent ridge running NNE-SSW. The highest point in the city, Doddabettahalli,
(962m) is on this ridge. There are gentle slopes and valleys on either side of this ridge.
The low-lying area is marked by a series of water tanks varying in size from a small
pond to those of considerable extent, but all fairly shallow.

The topography of Bangalore is undulating with a central ridge running NNE-SSW.

The highest point is Doddabettahalli, which is 962 m (3,156 ft) and lies on this ridge.
[4]
No major rivers run through the city, though the Arkavathi and [Dakshin Pinakini
river] cross paths at the Nandi Hills, 60 km (37 mi.) to the north. River
Vrishabhavathi, a minor tributary of the Arkavathi, arises within the city at
Basavanagudi and flows through the city. The rivers Arkavathi and Vrishabhavathi
together carry much of Bangalore's sewage. A sewerage system, constructed in 1922,
covers 215 km2 (133 mi2) of the city and connects with five sewage treatment centers
located in the periphery of Bangalore. [5] Outflow from Bellandur lake and Varthur
lake valleys go to Ponnaiyar river that flows towards Hosur.[6]

The South Bangalore taluk has an uneven landscape with intermingling hills and
valleys. The southern and western portions of the city consist of a topology
of granite and gneissic masses. The eastern portion is a plane, with rare minor
undulations.

There are no major rivers flowing through the city. However, rivers Arkavathi
and Kaveri merge within the proximity of Mekedatu, which lie 60 km south of
Bangalore. River Vrishabhavati, a tributary of Arkavathi, flows for a small stretch in
the Bangalore North taluk and carries a bulk of the city's sewerage. The age old South
Pennar river, also known as Dakshina Pinakini, used to run through the eastern side of
the city. Now it is being considered for renewal and rejuvenation by the government.
The city has a handful of freshwater lakes and water tanks such as Madivala
tank, Hebbal tank, Ulsoor lake and Sankey Tank. Groundwater occurs
in silty to sandy layers of alluvial sediments and jointed quartzite.

The rock types prevalent in the district belong to the Saugar, Charnokite and
Peninsular Gneissic Complex (PGC) groups. The PGC is the dominant group of rocks
and covers two-thirds of the area and includes granites, gneisses and migmatites. The
soils in Bangalore vary from red laterite to clayey soils.

7.2 Climate

Due to its elevation, Bangalore enjoys a pleasant and equable climate throughout the
year. However, due to deforestation, the temperature has recently risen. The new
record is around 40 degrees Celsius in 2016. Winter temperatures rarely drop below
13 °C (52 °F) and summer temperatures seldom exceed 37 °C (97 °F)[7][8]

The hottest summer day on average has a maximum temperature of about 37 degrees
celsius, and the coldest winter day has a temperature of about 13 degrees celsius.
Occasionally, heat waves can cause temperatures of up to 38 degrees celsius. A cold
wave hit in the winter of 2018, leading to temperatures as low as 9 degrees celsius.
Bangalore receives about 970 mm of rain annually, with the wettest months being
August, September and October. The heaviest rainfall recorded in a 24-hour period
was 159.7 mm recorded on 1 October 1997.

Most of the rainfall occurs during late afternoon, evening or night and rain before
noon is infrequent. November 2015 (290.4 mm) was recorded as one of the wettest
months in Bangalore with heavy rains causing severe flooding in some areas, and
closure of a number of organizations for over a couple of days.
Fig 9

Fi
g 10
8.0 USER DATA

Peak Hour Traffic Volume Study

Kaveri Theater Underpass

Cunning Ham road – Sanky Road Underpass
 K.R Circle Underpass
9.0 PEDESTRIAN DATA
 Cunningham
Kaveri Theater KR Circle
Peak Hour Road-Sanky road
Underpass Underpass
Underpass
0-15 0 0 4
15-30 0 0 3
30-45 2 0 0
45-60 minutes 0 0 4
Total 2 0 11

10.0 ACCIDENT DATA

No Accident Data is Available in these particular underpasses.

11.0 NEWS REPORTS DATA

Recent news reports Regarding Bangalore underpasses:

11.1

http://timesofindia.indiatimes.com/articleshow/104453304.cms?
utm_source=contentofinterest&utm_medium=text&utm_campaign=cppst
11.2
12.0 OTHER ISSUES IN THE UNDERPASSES

12.1 Crime and Security Issues:

Several factors contribute to the increased crime rate in underpasses. It's important to
note that not all underpasses experience elevated crime rates, and well-designed, well-
lit underpasses with proper security measures can mitigate these risks. However,
when underpasses lack adequate safety features, the following factors may contribute
to an increased crime rate:

12.2 Visibility Issues: Inadequate lighting reduces visibility, creating hiding spots for
potential criminals. Poorly lit underpasses can make it difficult for surveillance
cameras and passersby to identify illicit activities.

12.3 Absence of Monitoring: Insufficient surveillance measures, including the lack

of security personnel or surveillance technology, provide fewer deterrents for criminal
behavior. Criminals may take advantage of underpasses with limited monitoring.

12.4 Limited Escape Routes: Poorly designed underpasses with limited entry and
exit points can provide criminals with a sense of control and fewer obstacles when
attempting to escape after committing a crime.

12.5 Fear of Crime: If underpasses are perceived as unsafe, individuals may avoid
using them, leading to reduced foot traffic. A decrease in legitimate users can create
an environment where criminal activities go unnoticed.
12.6 Poorly Maintained Spaces: Underpasses that are not well-maintained may
attract criminal elements. Neglected spaces signal a lack of community or law
enforcement concern, making them more susceptible to illicit activities.

12.7 Targeting Vulnerable Individuals: Underpasses can be attractive to criminals

seeking to target individuals who are vulnerable, such as pedestrians passing through
poorly lit and isolated areas. To address and prevent an increased crime rate in
underpasses, urban planners and law enforcement agencies can implement a
combination of measures, including improved lighting, increased surveillance, regular
maintenance, community engagement, and strategic design principles. Creating well-
lit, well-maintained, and actively monitored underpasses can enhance safety and
discourage criminal activity.

12.8 Pedestrian Safety Issues:

12.9 Pedestrian Congestion: Issues arising from inadequate footpath provision in
underpasses can contribute to various problems and safety concerns. Here are some
potential consequences

12.10 Insufficient Space: Inadequate footpath width can lead to congestion,

especially during peak hours. This congestion may slow down pedestrian movement,
creating discomfort and increasing the risk of accidents.

12.11 Limited Accessibility: Inadequate footpaths may not comply with accessibility
standards, making it challenging for individuals with disabilities or those using
mobility aids to navigate through the underpass safely.

12.12 Conflict between Pedestrians and Cyclists: In the absence of designated areas
for cyclists and pedestrians, conflicts may arise, potentially leading to accidents or a
perception of insecurity among users.

12.13 Pedestrian-Traffic Interaction: Inadequate separation between footpaths and

vehicular traffic can pose safety risks, especially in high-traffic underpasses. This may
result in accidents and compromise pedestrian safety.
12.14 Poor Visibility Insufficient Lighting: Inadequate lighting on footpaths can
create visibility issues, increasing the likelihood of trips, falls, or collisions, especially
in areas with uneven surfaces or obstacles.

12.15 Security Concerns Dimly Lit Areas: Poorly lit footpaths can contribute to a
perception of insecurity, discouraging pedestrians from using the underpass,
especially during low-light conditions.

12.16 Ineffective Way finding Lack of Signage: Inadequate way finding signage can
confuse pedestrians, leading to disorientation and potential safety hazards. Clear
signage is crucial for guiding individuals through the underpass.

12.17 Neglected Maintenance Unclean or Unsafe Conditions: Footpaths in

underpasses that are not well-maintained may accumulate debris, posing tripping
hazards and detracting from the overall safety and cleanliness of the space.

12.18 Reduction in Underpass Utilization User Avoidance: If footpaths are

perceived as unsafe or inconvenient, pedestrians may opt for alternative routes,
potentially compromising the intended use and effectiveness of the underpass.

12.19 Emergency Evacuation Challenges Limited Egress: Inadequate footpath

design can impede emergency evacuations, making it difficult for pedestrians to exit
the underpass quickly and safely during emergencies.
Drainage Problems:
13.0 PHYSICAL INSPECTION

Above said three sites are physically inspected and the reports are as follows:

13.1 Kaveri Theatre Underpass: The Kaveri Theatre underpass serves as a crucial
infrastructure element aimed at mitigating traffic conflicts between two distinct flows:
one heading from Kaveri Theater to Mekri Circle and the other from Kaveri Theater
to Sanky Road. This underpass functions as a one-way system and is strategically
designed to be at a depressed level, approximately 5 meters deep. Notably, the
construction focuses solely on facilitating vehicular traffic, and it does not cater to
non-motor or pedestrian use.

With a length of about 18 meters, the underpass incorporates a deck slab that serves as
a U-turn for vehicles traveling from Kaveri Theater to Mekri Circle. This design
element enhances traffic flow efficiency within the area.

However, despite the presence of the underpass, traffic congestion persists,

particularly during peak hours. This congestion is attributed to the inadequate capacity
of the existing road infrastructure. The term "jam density state" implies that the road
experiences traffic conditions characterized by high density, where vehicles are
closely packed and the flow is hindered, leading to delays and inefficiencies.

In essence, the underpass alone may not be sufficient to alleviate traffic issues during
peak hours and a more comprehensive approach to improving the overall road
infrastructure may be necessary to address the jam density state observed at Mekri
Circle. This could involve widening roads, optimizing traffic signal timings, or
implementing other measures to enhance the overall capacity of the transportation
network in the area.

13.2 Cunningham Road-Sanky road Underpass: The underpass in question is

specifically designed to facilitate the flow of traffic from Cunningham Road to Sanky
Road. It is a one-way passage, allowing vehicles to move in a single direction, and it
possesses a relatively narrow width of approximately 3.75 meters. The design of this
underpass is tailored to accommodate cars and Light Motor Vehicles (LMV),
emphasizing its limitation in terms of the types of vehicles it can accommodate.

Importantly, this underpass is not intended for use by pedestrians or cyclists. The
narrow dimensions and vehicular focus of the underpass restrict access to motorized
vehicles only, excluding individuals on foot or cyclists from utilizing this
infrastructure. This restriction enhances safety and efficiency by maintaining a clear
separation between motorized traffic and non-motorized modes of transportation.
In essence, the underpass serves as a specialized channel for vehicular traffic,
allowing a smooth and unobstructed passage for cars and LMVs moving from
Cunningham Road to Sanky Road while ensuring that pedestrians and cyclists are
directed to alternative routes for their safety and convenience.

13.3 KR Circle Underpass: The underpass in question functions as a two-way

passage, facilitating the flow of vehicular traffic from Palace Road. Each lane within
the underpass has a width of 5 meters, allowing for the movement of vehicles in both
directions. The vertical clearance, or height, of the underpass is approximately 5
meters, ensuring sufficient space for the passage of vehicles.

Notably, this underpass is designed exclusively for vehicular traffic, as there is no

provision for a pedestrian footpath. This underscores its primary purpose of providing
a dedicated route for motorized vehicles while excluding pedestrians. The absence of
a pedestrian footpath enhances safety and streamlines the flow of vehicular traffic
within the underpass.

Additionally, the surrounding land is situated at a higher elevation than the approach
road leading to the underpass. This topographical arrangement indicates that the
underpass is constructed in a location where the natural terrain is elevated, and the
design accounts for this difference in land levels. Overall, this underpass serves as a
key element in managing the traffic flow from Palace Road, offering a smooth and
efficient route for vehicular movement without accommodating pedestrian foot traffic.
14.0 SAFETY ANALYSIS

14.10 Kaveri Theatre Underpass:

14.1.1 Structural Integrity: The structural condition of the underpass is good,
including the integrity of bridges, walls, and supporting structures are in good
condition. There are no signs of deterioration, cracks, or corrosion in the concrete or
steel components.

14.1.2 Traffic Flow and Signage: The flow of traffic within the underpass is mixed
traffic by one-way, there is no congestion or irregular patterns in the traffic flow. The
underpass lacks essential traffic signage, directional signs, lane markings, and other
indicators. This deficiency should be rectified to enhance safety and provide clear
guidance to motorists within the underpass.

14.1.3 Lighting Conditions: There are non-operational lights that may compromise
visibility.

14.1.4 Drainage and Water Accumulation: There are no natural gravity drainage
systems to prevent water accumulation during rain or flooding. No pumps and
drainage channels are provided to avoid water-related safety hazards.

14.1.5 Road Surface and Markings: The road surface is good and no potholes,
cracks, or uneven areas in the approaches of underpass. There are no road markings,
including lane boundaries, object hazard makings and pedestrian crossings.

14.1.6 Emergency Exit and Fire Safety: No Provisions in the structure Security
Measures: Surveillance cameras are found in the vicinity of the underpass

14.1.7 Accessibility for Disabled Individuals: The underpass is restricted to

individuals and non motorized vehicles.

14.1.8 Regular Maintenance and Repairs: There is a need of Jungle clearance in the
structure portion.
14.1.9 Site photographs
14.2 Cunningham Road-Sanky road Underpass:

14.2.1 Structural Integrity: The structural condition of the underpass is good,

including the integrity of bridges, walls, and supporting structures are in good
condition. There are no signs of deterioration, cracks, or corrosion in the concrete or
steel components.

14.2.2 Traffic Flow and Signage: The flow of traffic within the underpass is mixed
traffic by one-way, there is no congestion or irregular patterns in the traffic flow. The
underpass lacks essential traffic signage, directional signs, lane markings, and other
indicators. This deficiency should be rectified to enhance safety and provide clear
guidance to motorists within the underpass.

14.2.3 Lighting Conditions: There are non-operational lights that will compromise
visibility.
14.2.4 Drainage and Water Accumulation: There are no natural gravity drainage
systems to prevent water accumulation during rain or flooding. No pumps and
drainage channels are provided to avoid water-related safety hazards.

14.2.5 Road Surface and Markings: The road surface is good and no potholes,
cracks, or uneven areas in the approaches of underpass. There are no road markings,
including lane boundaries, object hazard makings and pedestrian crossings.

14.2.6 Emergency Exit and Fire Safety: No Provisions in the structure

14.2.7 Security Measures: No Surveillance cameras are found in the vicinity of the
underpass

14.2.8 Accessibility for Disabled Individuals: The underpass is restricted to

individuals and non motorized vehicles
14.2.9 Some of the site photographs
14.3 KR Circle Underpass:

14.3.1 Structural Integrity: The structural condition of the underpass is in good

condition, including the integrity of bridges, walls, and supporting structures. No
signs of deterioration, cracks, or corrosion in the concrete or steel components found.

14.3.2 Traffic Flow and Signage: Due to potholes and uneven surface in the
underpass floor area the flow of traffic within the underpass is in the irregular
patterns. There is no traffic signage are provided, ensuring that directional signs, lane
markings, and other indicators are clear and well-maintained.

14.3.3 Lighting Conditions: The lighting systems within the underpass are
inadequate illumination.

14.3.4 Drainage and Water Accumulation: There is a lack in adequate drainage

systems to prevent water accumulation during rain or flooding.

14.3.5 Road Surface and Markings: There are some pothole and uneven areas that
could pose a risk to vehicles. The condition of road markings, including lane
boundaries and pedestrian crossings are not clear.

14.3.6 Security Measures: There are a surveillance cameras and the effectiveness of
any security personnel or measures in place.

14.3.7Accessibility for Individuals: The underpass is not accessible to individuals.

14.3.8 Regular Maintenance and Repairs: The maintenance activities and repairs to
be required.
14.3.9 Some of the site photographs
15.0 TECHNOLOGICAL SOLUTION

To address the observed issues in Bangalore city underpasses, various technological

solutions can be implemented. Here's a breakdown of potential technological
interventions for each identified problem:

15.1 Smart Traffic Management Systems: Implement intelligent traffic

management systems that use real-time data to optimize signal timings, manage traffic
flow, and alleviate congestion.

15.2 Smart Signage Systems: Install dynamic and programmable electronic signage
that can display real-time information about routes, traffic conditions, and alternative
paths.

15.3 Smart Road Marking Paints: Use retro reflective or photo luminescent road
marking paints that enhance visibility at night and during adverse weather conditions.

15.4 Advanced Traffic Flow Models: Utilize simulation software to analyze traffic
patterns and optimize lane configurations for better traffic flow within the given width
constraints.
15.5 Smart Lighting Systems: Implement intelligent lighting systems with sensors
that adjust brightness based on real-time conditions. This enhances visibility and
reduces energy consumption.

15.6 Smart Drainage Systems: Deploy sensor-based drainage systems that can
detect water accumulation and redirect it to prevent flooding. Implement smart pumps
for efficient water management. During the monsoon season, underpasses often serve
as shelters for two-wheelers seeking refuge from rain. However, this seemingly
innocuous practice becomes perilous when unexpected flooding occurs, transforming
the underpass into a potential death trap. In past incidents, tragic outcomes have been
linked to delays in deploying emergency ladders. It is imperative to enhance safety
measures by integrating permanent ladders into the underpass structure. This
proactive approach aims to prevent loss of life by eliminating the need for a time-
consuming response during critical situations.
The installation of permanent ladders serves as a vital and timely resource, facilitating
swift and efficient emergency escapes in the event of rising water levels, ensuring the
well-being of individuals seeking shelter within the underpasses.

15.7 Smart Pedestrian Solutions: Develop raised walkways or dedicated pedestrian

paths equipped with smart lighting, security cameras, and digital signage for
pedestrian safety and guidance.

15.8 Variable Speed Limit Signs: Install digital signs that display variable speed
limits based on the slope gradient to ensure safe speeds on steep approaches.

15.9 Surveillance Systems: Implement a network of CCTV cameras with real-time

monitoring to enhance security and deter criminal activities. Use facial recognition
technology for added safety.

15.10 Smart Height and Width Sensors: Install sensors that can detect the height
and width of approaching vehicles. Implement automated warning systems for
vehicles exceeding specified limits.
15.11 Road Monitoring Sensors: Utilize sensors to monitor road conditions
continuously. Implement predictive maintenance systems that can identify and
prioritize repairs for potholes and uneven surfaces.

Implementing these technological solutions requires a collaborative effort from urban

planners, transportation authorities, and technology providers. Integration of smart
technologies can significantly enhance the efficiency, safety, and overall experience
of using underpasses in Bangalore city.

16.0 MITIGATION STRATEGY DEVELOPMENT

16.1 Infrastructure Improvements: Expand the width of the underpass to prevent

vehicle collisions with the side walls, while also incorporating designated areas for
non-motorized vehicles.

16.2 Lighting Optimization: Ensure adequate lighting within the underpass to

prevent sudden darkness, enhancing driver visibility and safety.

16.3 Emergency Preparedness: Install permanent emergency ladders at all four ends
of the underpass structure to facilitate escape during flooding incidents caused by
bikers seeking shelter from rain. Additionally, integrate an automatic burglar alarm
system to alert nearby individuals and bikers when water levels exceed safety
thresholds.

16.4 Drainage System Enhancement: Implement road humps at entrance points to

deter the diversion of storm water from other roads into the underpass, improving
drainage efficiency.

16.5 Storm water Management: Enhance storm water drainage by installing reverse
drains beneath approach roads to direct water away from the underpass and toward
low-lying areas, mitigating flooding risks.

16.6 Technological Integration: Enhance safety monitoring through the installation

of cameras on both sides of the underpass, coupled with the integration of smart
technologies for real-time traffic flow observation and safety management.

By implementing these strategies, the safety and functionality of underpasses can be

significantly enhanced, ensuring a safer environment for all users.
17.0 CONCLUSION

This research paper investigates the safety aspects of underpasses in Bangalore city,
with a specific focus on water logging incidents. Employing a comprehensive
research methodology blending quantitative traffic analysis, accident data
examination, and qualitative insights from stakeholders, the study identifies safety
risks associated with water logging and other factors.

The research contributes a set of mitigation strategies designed to address these

challenges, encompassing effective drainage systems, improved road design, regular
maintenance, using of ITS, strict enforcement, changes in structural design and public
awareness campaigns. Strategies are prioritized based on their feasibility and potential
impact, offering practical recommendations for urban planners and policymakers.

By considering water logging alongside other safety aspects, this study aims to
provide a holistic approach to enhance underpass safety in Bangalore city and serves
as a valuable reference for urban safety infrastructure management in similar contexts.

During the monsoon season, underpasses often serve as shelters for two-wheelers
seeking refuge from rain. However, this seemingly innocuous practice becomes
perilous when unexpected flooding occurs, transforming the underpass into a potential
death trap. In past incidents, tragic outcomes have been linked to delays in deploying
emergency ladders. It is imperative to enhance safety measures by integrating
 permanent ladders into the underpass structure. It is advisable to install road humps on
both sides of the approaches to prevent water from flowing downstream into the
underpass. Additionally, implementing a burglar alarm system that triggers a siren
when water levels reach a critical point serves as an early warning mechanism,
enabling people to evacuate promptly in the event of a flood.

18.0 REFERENCES

18.1 Bangalore Traffic Police, for Regulations and traffic information.

https://btp.gov.in/

18.2 BBMP , https://site.bbmp.gov.in/information.html,

18.3 Times of India News paper, for issues related to Water logging.
https://epaper.indiatimes.com/timesepaper/publication-the-times-of-india,city-
delhi.cms?
utm_source=Google&utm_medium=CPC&utm_campaign=TOI_Epaper_Search_B
rand&gclid=CjwKCAiAlJKuBhAdEiwAnZb7lcgQ4CFKAtRNszRiw6YNKJPwoP8m
axzvi3WMKnTKJOBD0tMQQbYYKxoCGh4QAvD_BwE.

18.4 Google Earth, https://www.google.com/intl/en_in/earth/about/versions/

18.5 Wikipedia, for geo information of rainfall details,

https://en.wikipedia.org/wiki/
Bangalore_geography_and_environment#:~:text=Bangalore%20lies%20in%20the
%20southeast,2%20(673%20mi2).
18.6 For literature review Research Gate, https://www.researchgate.net/