Bangalore Development Authority

It then intersects Doddballapur road

near BMS Institute of Technology,
around 3 km from the periphery of
Yelahanka Satellite Town. Passing
through KEB layout, the road goes
further east through residential areas,
intersecting Bellary road (NH 7) at
Hosahalli.
The road then enters agricultural areas
in Kogilu, and moves south along
residential and industrial areas in
Agrahara, Thirumalenahalli, Bellahalli
and Doddagubbi. In Ramapura, the
road again moves along the border of
green belt, separating agricultural and
residential areas.
Further south-east, the road traverses
residential areas in Hirandahalli,
intersects Old Madras Road (NH 4) near Sree Mahalakshmi Venkateswara School in Avalahalli. The
road passes through commercial areas in Avalahalli for about 2.5 kms, passes through residential
areas near Weavers Colony, and goes further down to intersect SH-35 near Govt Primary School in
Shigehalli. It then goes through Kumbena Agrahara towards Kadugodi.
In Kadugodi, the PRR intersects the railway line near Kadugodi Milk Federation Society. Most areas
around the alignment here are agricultural, with some mixed residential areas in between.
Moving down, it cuts across Channasandra main road in Channasandra, and curves west through the
residential areas in Nagondanahalli and Hagaduru. It then goes through green belt border in
Sorahunase and Varthur.
In Varthur, the road passes along mixed residential areas and Varthur lake, and goes further down
through agricultural areas. It intersects SH-35 near Kachamaranahalli. Around 3.5 kms further south-
west, it cuts across Sarjapur road in Sulikunte. All areas around this stretch are agricultural lands.
The road then curves south-west towards Gattihalli, Huskuru and Chikkanagamangala. It cuts across
both residential and agricultural land here. Going further south-west, the road moves along the
periphery of the industrial areas of Electronic City. It enters Electronic City and intersects with Hosur
Road (NH-7) near Suvidya College in Hebbagodi.

4.4 Development Needs, Public needs & Planning Considerations

Bangalore had a population of 24.75 Lakh in 1981, 65.00 Lakh in 2001 and 84 lakhs in 2011. The
extent of Developed Area has also increased considerably, in 1971 the Area was 174.7 Sq. km. and
today it is about 800 Sq. km. In absence of adequate mass transportation systems, the use of
personal motor vehicles for intra – city travel has increased substantially. This has resulted in growth
of motor vehicles, which is four times the rate of population growth in the last two decades (1.91 Lakh
vehicles in 1981 and over 36 Lakh vehicles in 2009). The public transport system is overstressed
carrying about 50 lakh commuters on a daily basis. Congested streets and longer route length due to
urban sprawl have only served to reduce bus frequencies further. In a recent study done by Central

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Bangalore Development Authority

Road Research Institute (CRRI), it has been reported that annual traffic growth rates vary in the range
of 2 – 4% in the central zone, 5 – 7% in the intermediate zone and 8 – 9% on the regional roads in
Bangalore. CRRI study also reported delays of 26.8 sec per km of travel and 9.9 seconds per minute
of travel.
While the city centre is crowded, the BDA had developed the ORR in a bid to divert the heavy load
traffic to ease the traffic situation in the city. The ORR for a long while has been serving this need.
However, the expansion of urban areas has meant that the ORR is also increasingly stressed in terms
of the traffic volumes it handles. The vehicle composition using ORR consists of different classes
covering cars, vans, buses, trucks, auto-rickshaws, two wheeler, pedal cycles, bullock carts, etc.
The capacity of urban road for 6-lanes (two ways) is specified as 6000 PCU by Indian Road
Congress. In most of the stretches of ORR, the existing traffic volumes are far higher than the
specified intensity.
In order to provide increased options for road users beyond the ORR (since the intra-city traffic has
been rapidly growing), the PRR will be a key development that will positively impact the traffic
situation along the ORR.

4.5 Best Case Studies for similar projects in India/ world

4.5.1 Tuni Anakapalli Annuity Road Project

The Tuni Anakapalli project is a road expansion project undertaken by the National Highways
Authority of India (NHAI) as one of the several projects under the Golden Quadrilateral programme.
The project’s scope was to strengthen the existing two lanes and widen it to a four lane dual
carriageway of an aggregate 59 kilometre stretch between Tuni and Anakapalli on National Highway
(NH) 5 (Chennai to Kolkata) in Andhra Pradesh on PPP basis. Keeping in mind the lack of
attractiveness in tolling the road, NHAI decided to take up the project on the Build Own Transfer
(BOT) Annuity model.

4.5.1.1 PPP structure of the project

The GMR Group, in consortium with United Engineers Malaysia (UEM) Berhad Group, were awarded
the project contract. An SPV with the name GMR Tuni Anakapalli Expressways Private Limited
(GTAEPL) was formed to execute the project. The construction (expansion) of the road started in May
2002 and ended in December 2004 after a month’s time overrun due to delays in handing over of land
by NHAI. The total project cost was Rs. 295 crores.
The NHAI pays the concessionaire a fixed annuity of Rs. 29.48 crores semi annually from May 9,
2005 to November 9, 2019.
The Project has been awarded by NHAI on a BOT (Annuity) basis. The annuity model involves the
payment of a fixed semi-annual sum by the NHAI to the concessionaire during the concession period
to compensate him for the capital cost and operational and maintenance expenses of the project plus
a certain percentage of returns thereon.
If due to the concessionaire’s failure, the actual availability of carriageway in any annuity payment
period is less than the assured availability then the annuity is proportionately reduced. NHAI secures
the annuity payment by providing a revolving letter of credit from a schedule bank in India throughout
the operations period.
The GMR Group (that included GMR Power Corporation Private Limited, GMR Infrastructure Limited
and GMR Technologies and Industries Limited), in consortium with UEM Group of Malaysia, won the
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