Traffic Management_Unit5.pdf

TRAFFIC MANAGEMENT

Prof. A. VEERARAGAVAN

Professor of Civil Engineering

Indian Institute of Technology Madras

Chennai- 600 036.

URBAN ROADS

30 % of the 100 crore population lives in urban areas expected to grow 40 % of 140 crores in 2025

Severe pressure on the existing 2 lakh km of Urban Roads

Need for augmentation of quality, capacity through construction of flyovers and underpasses, ring roads and bypasses etc.

RECOMMENDED DESIGN SERVICE

VOLUME FOR URBAN ROADS

Type of C/w

Design Service Volume, PCU/hour

Arterial Sub-arterial Collector

2 lane -OW 2400 1800 1400

2 lane-TW 1500 1200 900

3 lane -OW 3600 2900 2200

4 -UD-2W 3000 2400 1800

4- D-2W 3600 2900

6-UD-2W 4800 3800

6- D-2W 5400 4300

8 – D -2W 7200

PROBLEMS

Delay

Congestion

Accidents

Solutions

Controlling traffic

Imposing regulatory measures – speed, parking, vehicle control

Enforcing management techniques

Fundamental Approach

Retain as much as possible, existing pattern of roads, but alter traffic movement – efficient use of the system

Reduced automobile usage in congested areas

Improved transit service and transit management efficiency

Transportation System Management

Improved vehicular Plan

Preferential treatment of High occupancy vehicles

Reduced peak period travel

Promotion of high occupancy and non-vehicular travel

Parking management

Transit and para-transit improvements

Transit system management measures

Regulatory Techniques

One way streets

Reversible Streets

Reversible lanes

Turning movement restrictions

Closing side streets

Traffic Segregation Techniques

Pedestrian grade-separation

Pedestrian malls

Side walks

Central dividers

Footpath and central railings

Creation of storage lanes at turning points

Bus bays

Bicycle lanes

Off-street loading and unloading facilties

Demand Management Techniques

Parking restrictions

Parking supply reduction

Parking pricing

Preferential parking for high occupancy vehicles

Preferential lanes for high occupancy vehicles

Road and bridge tolls

Supplementary licensing

Area tolls

Vehicle ownership taxation

Fare reduction on public transport

Bus Priority Techniques

Priority manoeuvres

Bus lanes

Bus precincts

Bus priority signal systems

Bus operations management

Self enforcing Techniques

Dividers

Railings

Channelisers

Queue channels

Parking notches

Sleeping policemen

Bus bays

Sharing of taxis

Fixed taxi tariff system

Police-Public Interaction Techniques

Education to bring about traffic awareness

System co-ordination broadcasts

Traffic booths for and of road users

Improved Vehicular Flow

Improvements in signalised intersections

One-way streets

Removal of on-street parking

Reversible lanes-Tidal Flow

Traffic channelisation

Off-street loading

Transit stop relocation

Closing side streets

Exclusive bus lanes

Improvements in Signalised Intersections

Reduction in signal cycle length – optimum

Signal phasing not controlling factor when narrow lanes, parking and right turn exist

Co-ordination of Signals

One-way streets

Powerful technique for increasing the capacity of streets as well as safety

Decreases number of conflicts

More efficient use of capacity to flow than two-way operations

For roads < 15 m without markings and with parking on either side, max capacity is achievable

Advantages

Reduction in pedestrian accidents

Reduction in travel time

Reduction in vehicular stops

Reduction in overall delay

Reduction in signal time

Disadvantages

Increased walking distance to bus stops

Increased distance to travel

Business reaction

Pedestrian safety – increased speed?

Implementation Considerations

Improvement in performance of signalised intersections

Reversible lanes-opens contra flow lanes during peak hour

Effective utilisation of traffic channelisation

Bus pre-emption of signals easy

Bus/car pool lanes can be introduced

Implementation Considerations

Best suited for a grid pattern network

Availability of parallel alignment; thumb rule - extra travel

distance <30% of original

Study the pattern of displaced traffic- tendency to rat race

through residential streets to avoid long detour resulting in

accidents

Good signages-No entry, one-way, no right/left turn

Consider one-way system with other management techniques

like parking restriction, signal co-ordination, contra buslanes

Adequate publicity

Reversible Streets

Useful for situations having uni-directional peak traffic pattern

Need for a parallel street in close proximity

Advantageous ony if the volume of traffic in peak direction is nearly twice the one moving in lean period

Need for adequate number of signs

Need to retain one-way even during night

Adequate publicity is essential

Reversible Lane

Ensures apportioning of the carriageway between two directions of travel that matches the volume of traffic

Adequate lanes can be alloted to peak flow direction by squeezing width of carriageway meant for the opposing traffic

Need for more than four lanes Traffic cones to delineate boundary of

additional area Proper signs Need for police constables

Turning Movement Restrictions

Minimise conflicts

Turning Movement Restrictions

Minimises conflicts

Enhances capacity and safety

Simplifies signal phases to minimise delays

In case of two similar intersections at close distance, ban complimentary turns at adjacent intersections

Re-route right turn:

Diversion to the left before the congested junction

Diversion further along the road, so that difficult right turnings from minor road onto major road takes place at a minor intersection

Diversion to the left beyond the intersection requiring three left turns-Q-turn

Ban U-turn on major arterial roads

Closing Side Street

Closure of side street to improve flow on main street by minimising conflicts

Stagger load at the complicated intersection

Reduced enforcement burden

Avoid signal

Cul-de-sac streets can be converted into pedestrian plazas

Removal of on-street parking

Improved vehicular flow

Increased capacity

Traffic Segregation

Vehicle-vehicle Segregation

Pedestrian – Vehicle Segregation

Time Segregation

Vehicle-Vehicle Segregation

Segregation of slow moving and fast moving traffic – when lane width is available; specify minimum and max. speed

Confine lorry traffic to outer areas

Restriction of movement of HCV during peak periods

Requirements

Central dividers not desirable on C/w < 18m; minimum 7.5 m on each side separated by a divider of 1.2 m

Physical central dividers not recommended for flyovers and bridges

Central divider should have adequate width-pedestrian refuge; road furniture; need for landscaping to avoid head-light glare

Pedestrian Vehicle Segregation

Techniques

Longitudinal segregation Construction of side walks/footpaths

Raised footpath – desirable- segregate footpath from carriageway by using guard stones and railings; railings/ central dividers essential at intersections

Lateral Segregation Zebra crossings

Refuge island

Railing along central dividers

Foot-over bridge/pedestrain sub-way/skywalks

Total Segregation

Ideal- complete pedestrianisation

Pedestrian only streets/pedestrian plazas/pedestrian precinct/pedestrian mall

Requirements for total segregation

Need for easy access to emergency vehicles

Good vehicle loading and unloading time

Adequate parking in the vicinity- reasonable walking distance

Alternate route for diverted vehicular traffic

Boundaries of pedestrian areas

Indicate to pedestrian- leaving his area of freedom

Indicate to motorist – entering a zone with restricted freedom of movement-time and space

Capacity of sidewalks of different widths

Width of sidewalk, m

Anticipated capacity (No. of persons/hour)

All in one direction

In both directions

1.5 1200 800

2.0 2400 1600

2.5 3600 2400

3.0 4800 3200

4.0 6000 4000

Minimum width of sidewalk for

various types of streets (IRC:70-1997)

Type of District

Type of Street Minimum Width of footpath, m

Industrial and Business Areas

Main Street 4

Minor Street 2

Residential Areas

Main Street 3

Minor Street 1.5


Planning and transport policies should not be on unrestricted

Emphasis on management of urban transport system – move more people, fewer vehicles, least time, preserve environment

Limit use of extravagant low-occupancy private cars in busy congested areas

Traffic restraint, demand management technique

Principle

Benefits from a particular journey is more than the price that a road user would be prepared to pay

Increase price for making a trip – decide not to go, change mode; change time

Principle of demand and supply Demand can be curtailed- raising price

(directly or indirectly)- levying taxation on public roads and parking places

Those responsible for causing congestion should be made to pay extra…

Restraint Methods

Flexible to meet differing and changing needs

Efficient so that undue restriction is avoided

Selective, by type, area and time of journey

Fair and acceptable to the community at large

Simple to administer and enforce-not open to abuse

Easy to understand and follow – for both causal and regular travellers

Indirect Methods

Banning of particular class of vehicles at certain time and at certain areas

Auto free zone where vehicles are totally prohibited

Special bus lanes and streets where space is reserved exclusively for public buses

Prohibition of entry and turns and limited access facilities

Bus priority techniques alongwith restriction of movement of personalised vehicles through regulatory techniques yielded results

Direct Methods

Parking Control

Road and Bridge Toll

Road Pricing

Odd-even auto traffic restraint

Staggering of office hours

Parking Pricing

Off-street Pay and Park Areas

On-street Parking Meters

Park and Ride System

Requirements

Motorists tend to park on other roads in the vicinity of the area under parking control

Congestion increases on other roads also

Impose parking restrictions on all streets adjacent to the area where parking pricing has been introduced

Need for a good parking enforcement

Advantages

Reduce peak hour traffic demand

Improve general flow of traffic

Parking control- not applicable to through roads- encourages usage of improved links – congestion due to traffic diversion

Requirements of Road Pricing

Clear demarcation of restricted zone

Minimum entry points for effective enforcement

Public acceptance- mixed land use

Pricing can be varied with time of the day-effected only during peak periods

Pre-requisite – availability of efficient, comfortable, cheap and convenient public transport system to attract affluent car owners

Parking Controls

Make efficient use of parking spaces

Recover cost of providing parking spaces

Reduce congestion and prevent obstruction to moving vehicles

Effect

Car Pooling

Usage of public transport

Change journey routes

Stagger journey time to avoid entry to restricted zone

Reduction in traffic congestion and accidents, improves environment, savings in fuel

Preferential Treatment of HoV

Bus or car pool lanes

Bus pre-emption at signals

Toll Policies

Bus Priority Techniques

Priority to buses by permitting them turning movements which are prohibited to other vehicles

Often used as part of one-way scheme or in conjunction with contra-flow bus lane

“Right turn only for buses”; Bus only

Bus Lanes with Flow

Buses move along the direction of traffic

Arterial roads where bus-stops are frequent – reservation near kerb side

Special lanes available for HoVs - car pool, school buses and emergency vehicles

Provide lanes if the frequency of buses is atleast 60/hour and no. of passengers is atleast 1.5 times the no. carried by other vehicles in the same direction

Associated Problems

Indian roads- Narrow; mixed traffic; lack of enforcement

High bus frequency – bus lanes counter productive

Boarding and alighting may hold all buses behind unnecessarily

Turning movement at intersections

Introduction requirements

Availability of minimum two effective lanes in addition to the reserved lane (min. 4 m width)

Painting single continuous white lines (each 25 cm wide) to delineate boundary

Painting bus symbol and arrows to conspicuously indicate the lane ‘buses only’

Time of operation to be indicated; sign boards; flasher lights at junctions

Contra-Flow bus lanes

Lane on one-way road solely reserved for buses that are permitted to drive against the flow

Contra-flow bus lane should not be less than 4 m wide

Flow more than 30 buses/hour

Bus Priority Signal System

– Bus pre-emption technique

Buses fitted with transponders- receivers on signal controllers

Terminate cross flow or extend running green time

Subsequent allocation of running time when no bus is present

Co-ordinated traffic signal system

Efficiency of the public transit increases by 10 to 30 %

Self Enforcing Techniques

Central Dividers Railings Parabolic Dividers Channelisers Queue Channels Parking notches Sleeping Policeman Bus Bays/Bus Boxes Share auto/taxi Pre-paid system


Central Dividers

Wide roads

Help vehicles confine to the correct carriageway

Avoid conflicts from opposite direction

Railings

Railings over central dividers or along footpath – guide pedestrians; avoid spill over the carriageway


Parabolic Dividers

height 1 m

Ensures pedestrian discipline

Railings vulnerable to accidents

Channelisers

Ensure safe

turning movement

Proper lane

discipline

Queue Channels

To ensure taxi queue discipline at airports, railway stations No jumping of queue by taxi drivers

Taxi queue does not interfere with main traffic

Passengers have specific area for boarding and alighting- ensures safety

Only one policeman at the head of the queue to ensure discipline

Width – 2.2 m for 4 wheelers; 2 metres for autos

Parking notches

Wide footpaths; high parking demand – permit angular parking by providing notches in foot paths to ensure orderly parking and in-out movements

Sleeping Policeman

To avoid speed breakers

Artificial bottlenecks

Helps pedestrians to cross

Command respect from drivers, as they cannot drive fast

Continuous parking nuisance is eliminated

Sleeping Policeman

Bus bays/Bus boxes

Useful for proper marshalling of buses to the bus stop without interfering with the main traffic flow

Stagger bus bays by constructing raised dividers/islands

Share a Taxi

Point-to-point service from an important traffic generator to common destination

Taxi carries four persons –

Tariff= basic of normal fare divided by three – driver gets 33% extra

Taxi serves as IPT; reduces load on public transport

Share auto

Fixed Tariff System (Pre-paid service)

Located at bus stands/railway stations/airports

Divide the city into zones- normal fare to the max distance in the zone

Incentive- 100% for first zone; 30-40% last zone; incentive ensures that the drivers do not attempt malpractice; offsets waiting time

Evaluation of Traffic Management

Plan- A Post Monitoring Study

Measure the EFFECTIVENESS of the traffic management plan for a project area under traffic implementation scheme.

The post monitoring study:

Traffic volume

Speed studies

Volume to capacity ratio of the roads

Level of service

Traffic density and Travel time

ANALYSIS

Qualitative Evaluation: The Qualitative analysis

includes the study of the plan through the

observations around the project area.

Quantitative Evaluation :This is an Engineering

approach where the traffic flow characteristics are

quantified for the analysis.

Benefit Analysis:Quantification with respect to the

Savings in travel time, distance, Life cost, etc

Details of the Project Area

Zone of the project Area Name of Roads in the

traffic flow

PCU/hr/Day

Western side M.G.Road, CBD,

Shivajinagar, Frazer

Town

4000 PCU

Eastern side K.R.Puram, Whitefield,

ITPL, Marathahalli

6000 PCU

Southern side Koramangala, BTM

Layout, Electronics City

5000 PCU

Local area traffic management plan for Indiranagar

and adjoining area

Project implementation flow

diagram The Project Flow:

PRE-IMPLEMENTATION

STUDY

NEED FOR

TRAFFIC MANAGEMENT

PLAN

TRAFFIC

MANAGEMENT

PLAN

CHANGES AFTER

IMPLEMENTATION

Evaluation

-POST MONITORING

STUDY

Qualitative Evaluation

Traffic Calming Issues

-Observation and check lists

-Road Infrastructure

-and Safety Issues.

Quantitative Evaluation Traffic Management Issues

-Engineering Studies

-Traffic Flow,

-Speed Studies Benefit

Analysis

IMPLEMENTED ALTERNATIVE

PROPOSALS

There were several alternative proposals given in the plan. Only the implemented alternative is listed below. Proposed Improvements were in terms of:

Traffic Regulation, Re-routing of Traffic, Junction Improvements

Provision of Signage along Links, Provision for Parking

Relocation of Bus stops & Provision of Bus bays, Pedestrian Crossing Facility

Footpath Up gradation, Traffic Calming around Schools

Need For Post Monitoring Study

Post implementation studies are important for two reasons:

a) To understand whether or not the implemented alternative performs well.

b) To determine whether the project continues to perform properly over time

ROAD INVENTORY STUDY

DETAILS

RD-no NAME TYPE

Distance - mts FLOW FROM TO

1a Murphy Road 4 Lane Undivided 1100 Oneway Trinity Circle Doddagunta Road

1b Murphy Road 4 Lane Undivided 900 Two way Doddagunta Road Old Madras Road

2a Old Madras Road 2 Lane Undivided 975 Oneway Cambridge Road Trinity Circle

2b Old Madras Road 2 Lane Undivided 750 Oneway Murphy Road Cabridge Road

2c Old Madras Road 4 Lane Divided 2350 Two way Suranjandas Road Murphy Road

3 Bazar Street 2 Lane Undivided 570 Oneway Murphy Road Old Madras Road

4 Cambridge Road 4 Lane Undivided 900 Two way Airport Road Old Madras Road

5 SaiBaba Mandir Road 2 Lane Undivided 650 Oneway Cambridge Road Double Road

6 Someswarapura 1st Mn Rd 2 Lane Undivided 610 Oneway Jogupalya Main Road Cambridge Road

7 Tamarai Kannan Road 2 Lane Undivided 320 Two way Murphy Road Old Madras Road

8a CMH Road 4 Lane Undivided 840 Two way Old Madras Road Double Road

8b CMH Road 4 Lane Undivided 1075 Two way Double Road 80ft Road

9 13th Main Road 2 Lane Undivided 400 Oneway 100ft Road 80ft Road

10 J B Nagar Main Road 2 Lane Undivided 1500 Two way Suranjandas Road 80ft Road

11 Tippasandra Main Road 2 Lane Undivided 1300 Oneway 80ft Road Suranjandas Road

12a Double Road 4 Lane Divided 600 Two way Old Madras Road CMH Road

12b Double Road 4 Lane Divided 750 Two way CMH Road 100ft Road

13 100ft Road 4 Lane Divided 2225 Two way Old Madras Road Airport Road

14 80ft Road 4 Lane Divided 1875 Two way Old Madras road J B Nagar Main Road

15a Suranjandas Road 2 Lane Undivided 1800 Two way Old Madras Road New Tippasandra Rd

15b Suranjandas Road 2 Lane Undivided 2000 Two way New Tippasandra Rd Airport Road

16a Airport Road 4 Lane Divided 3200 Two way Trinity Circle 100ft Road

16b Airport Road 4 Lane Divided 2700 Two way 100ft Road Suranjandas Road

17 Cross Rd (80ft Rd-Airport Rd) 1 Lane Undivided 1040 Two way 80 ft Road Airport Road

Sample Evaluation Format The

After The Improvements RD-

no NAME FLOW

Facility

Improvements

Motorist

Profit

Pedestrian

Profit

Total

Points Ranking

5 Sai Baba Mandir Road One way 7 8 7 22 1

2a Old Madras Road One way 8 8 5 21 2

2b Old Madras Road One way 7 7 7 21 2

11 Thippasandra Main Road One way 7 7 7 21 2

6 Someshwarapura 1st Main Road One way 5 8 7 20 3

1a Murphy Road One way 6.5 8 5 19.5 4

8a CMH Road Two way 6 6 7 19 5

1b Murphy Road Two way 5 6 7 18 6

8b CMH Road Two way 5 6 7 18 6

2c Old Madras Road Two way 4 6 7 17 7

4 Cambridge Road Two way 5 6 6 17 7

9 13th Main Road One-way 5 7 5 17 7

10 J B Nagar Main Road Two way 4 5 6 15 8

13 100ft Road Two way 5 5 5 15 8

14 80ft Road Two way 5 5 5 15 8

15a Suranjan Das Road Two way 5 5 5 15 8

15b Suranjan Das Road Two way 5 5 5 15 8

16a Airport Road Two way 5 5 5 15 8

16b Airport Road Two way 5 5 5 15 8

12a Double Road Two way 4 5 5 14 9

3 Bazaar Street One way 3 3 5 11 10

7 Thamarai Kannan Road Two way 2 4 5 11 10

12b Double Road Two way 3 4 4 11 10

17 Cross Rd (80ft Rd-Airport Rd) Two way 2 4 3 9 11

Quantitative Evaluation

Traffic Flow parameters – Flow, Speed,

Density, V/C ratio

Intersection Studies – Capacity, Congestion

Parking Studies - Parking demand

Safety Issues- Accident Studies

Peak hour traffic volume

Peak hour speed

IMPROVEMENTS IN TRAFFIC

MOVEMENTS

Speeds on major roads have increased by about 30 to 60 %,

The average speed for the whole network is calculated in Benefit analysis.

Roads which showed earlier speed of 29 Kmph , now stand at 34 Kmph.

Volume to Capacity Ratio Comparison Table

for various roads

Peak hr- PCU -

OLD

Peak hr- PCU -

NEW Capacity

V/C Ratio -

OLD

V/C Ratio -

NEW

RD-

no NAME MP AP EP MP AP EP

One-

way

Two-

way MP AP EP MP AP EP

1a Murphy Road 3072 2928 3490 1577 1336 1648 3000 2500 1.23 1.17 1.4 0.53 0.45 0.55

1b Murphy Road 3910 4131 4563 2285 1948 2588 3000 1.3 1.38 1.52 0.76 0.65 0.86

2a Old Madras Road 6405 5120 6005 5281 4592 3686 3000 2500 2.56 2.05 2.4 1.76 1.53 1.23

2b Old Madras Road 5083 4880 4746 2570 2380 2480 2500 2500 2.03 1.95 1.9 1.03 0.95 0.99

2c Old Madras Road 6478 5838 6489 6199 5760 6263 3000 2.16 1.95 2.16 2.07 1.92 2.09

3 Bazaar Street 671 560 819 951 1128 1156 1200 750 0.89 0.75 1.09 0.79 0.94 0.96

4 Cambridge Road 2064 2022 2801 2306 2023 2792 2000 1.03 1.01 1.4 1.15 1.01 1.4

5 Sai Baba Mandir Road 2638 2346 3892 1333 1070 1495 2500 2000 1.32 1.17 1.95 0.53 0.43 0.6

6 Someshwarapura 1st Main Rd 1497 996 1003 1710 712 825 2500 2000 0.75 0.5 0.5 0.68 0.28 0.33

7 Thamarai Kannan Road 819 512 815 1031 960 1275 1500 1200 0.68 0.43 0.68 0.69 0.64 0.85

8a CMH Road 3659 3882 3675 2216 2044 1791 3600 1.02 1.08 1.02 0.62 0.57 0.5

8b CMH Road 4109 3395 2772 3390 2598 2038 3600 1.14 0.94 0.77 0.94 0.72 0.57

9 13th Main Road 874 723 1232 451 404 1026 2500 2000 0.44 0.36 0.62 0.18 0.16 0.41

10 J B Nagar Main Road 3351 2068 3176 2131 2144 2174 2000 1.68 1.03 1.59 1.07 1.07 1.09

11 Thippasandra Main Road 2630 1796 2074 1604 1114 1894 2000 1500 1.75 1.2 1.38 0.8 0.56 0.95

12a Double Road 3659 3882 3675 4278 4169 4240 2500 1.46 1.55 1.47 1.71 1.67 1.7

12b Double Road 2708 2624 3137 3428 2986 3872 3000 0.9 0.87 1.05 1.14 1 1.29

13 100ft Road 3335 2763 2478 3594 2859 2879 3000 1.11 0.92 0.83 1.2 0.95 0.96

14 80ft Road 3712 2437 3537 4103 2709 3934 3000 1.24 0.81 1.18 1.37 0.9 1.31

15a Suranjan Das Road 1591 1737 1937 1802 1767 2293 2500 0.64 0.69 0.77 0.72 0.71 0.92

15b Suranjan Das Road 2391 1732 2272 2768 2166 2587 2500 0.96 0.69 0.91 1.11 0.87 1.03

16a Airport Road 6860 5130 6821 7330 5739 7412 3000 2.29 1.71 2.27 2.44 1.91 2.47

16b Airport Road 3428 3862 4046 3919 4079 4552 4200 0.82 0.92 0.96 0.93 0.97 1.08

17 Cross Rd (80ft Rd-Airport Rd) 1159 1087 1324 1355 1202 1592 1500 0.77 0.72 0.88 0.9 0.8 1.06

Level of Service of various Roads in the

Project Area RD_NO NAME TYPE

Average

Speed

Old

V/C ratio -

Old LOS - old

Average

Speed

New

V/C

ratio -

New

LOS -

new

1a Murphy Road Sub-arterial Road 34 1.3 F 49 0.5 B

1b Murphy Road Sub-arterial Road 30 1.4 F 35 0.8 C

2a Old Madras Road Arterial Road 25 2.3 F 42 1.5 E

2b Old Madras Road Arterial Road 24 2.0 F 33 1.0 E

2c Old Madras Road Arterial Road 37 2.1 F 39 2.0 F

3 Bazaar Street Collector 24 0.9 E 20 0.9 E

4 Cambridge Road Collector 28 1.1 F 31 1.2 F

5 Sai Baba Mandir Road Collector 20 1.5 F 40 0.5 B

6 Someshwarapura 1st Main Rd Collector 25 0.6 D 41 0.4 B

7 Thamarai Kannan Road Residential 33 0.6 D 23 0.7 B

8a CMH Road Collector 22 1.0 F 29 0.6 B

8b CMH Road Collector 25 1.0 F 32 0.7 B

9 13th Main Road Residential 34 0.5 C 40 0.3 B

10 J B Nagar Main Road Collector 33 1.4 F 32 1.1 F

11 Thippasandra Main Road Collector 17 1.4 F 23 0.8 D

12a Double Road Sub-arterial Road 25 1.5 F 24 1.7 F

12b Double Road Sub-arterial Road 21 0.9 E 23 1.1 F

13 100ft Road Sub-arterial Road 33 1.0 E 35 1.0 E

14 80ft Road Sub-arterial Road 46 1.1 E 45 1.2 F

15a Suranjandas Road Sub-arterial Road 41 0.7 D 43 0.8 E

15b Suranjandas Road Sub-arterial Road 42 0.9 D 45 1.0 E

16a Airport Road Arterial Road 28 2.1 F 26 2.3 F

16b Airport Road Arterial Road 30 0.9 E 28 1.0 E

17 Cross Rd (80ft Rd-Airport Rd) Residential 24 0.8 E 21 0.9 E

INTERSECTION TRAFFIC VOLUME (BEFORE &

AFTER IMPLEMENTATION OF TRAFFIC

MANAGEMENT PLANS)

Traffic Volume - Before Traffic Volume - After

Sl no TYPE MAJOR_ROAD MINOR_ROAD Morning

Peak

Evening

Peak

Actual

capacity

Morning

Peak

Evening

Peak

Actual

capacity

1 Cross Roads Old Madras Road Trinity Circle 11583 12227 11100 9491 8575 12100

2 T-Intersection Airport Road Suranjandas Road 4288 5036 6100 4396 5918 6100

3 Cross Roads Suranjandas Road Thippasandra Main Road 4270 4295 4000 3512 4482 4500

4 T-Intersection Old Madras Road Suranjandas Road 6894 7895 6100 7224 8236 6100

5 T-Intersection Old Madras Road Double Road 7091 6839 6000 8498 7502 6000

6 Y-Intersection Old Madras Road Murphy Road 5350 6531 5500 5298 5986 6000

7 T-Intersection Old Madras Road CMH Road 5728 5587 5500 4288 3758 6000

8 Cross Roads Old Madras Road Cambridge Road 6994 7605 5250 3571 3763 6200

9 Cross Roads CMH Road Double Road 5877 5578 6600 5162 4579 6600

10 Cross Roads 80 ft Road Thippasandra Main Road 3773 3863 4500 2953 3872 5000

Parking demand

Saving in travel time

Old Speed-

m/sec

New Speed-

m/sec

Old Travel

time - sec

New Travel

time - sec

Saving in travel

time - sec

RD-no NAME FLOW

old Trip

Length -

m

new Trip

Length -

m MP EP MP EP MP EP MP EP MP EP

1a Murphy Road Oneway 2200 3145 9.8 9 14.84 14 224.49 245.5 211.93 224.64 12.56 20.89

1b Murphy Road Two way 1800 1800 8.96 7.8 10.64 8.96 200.89 229.6 169.17 200.89 31.72 28.7

2a Old Madras Road Oneway 1950 1525 6.72 7.3 11.2 12.32 290.18 267.9 136.16 123.78 154.02 144.07

2b Old Madras Road Oneway 1500 3145 5.6 7.8 8.96 9.52 267.86 191.3 195.31 183.82 72.54 7.5

2c Old Madras Road Two way 4700 4700 11.48 9.2 11.76 9.8 409.41 508.7 399.66 479.59 9.75 29.07

3 Bazar Street Oneway 1140 1333 7 6.2 6.16 5.04 162.86 185.1 216.31 264.38 -53.46 -79.32

4 Cambridge Road Two way 1800 1800 6.7 9 7.84 9.52 268.65 200.6 229.59 189.08 39.06 11.48

5 SaiBaba Mandir Road Oneway 1300 1460 5.6 5.6 10.64 11.76 232.14 232.1 137.22 124.15 94.92 107.99

6

Someswarapura 1st Main

Road Oneway 1220 1460 7.84 6.2 12.6 10.08 155.61 198.1 115.87 144.84 39.74 53.21

7 Tamarai Kannan Road Two way 640 640 8.96 9.5 6.72 6.16 71.43 67.23 95.24 103.9 -23.81 -36.67

8a CMH Road Two way 1680 1680 5.6 6.4 7.84 8.4 300 260.9 214.29 200 85.71 60.87

8b CMH Road Two way 2150 2150 6.44 7.6 8.4 9.52 333.85 284.4 255.95 225.84 77.9 58.55

9 13th Main Road Oneway 800 1000 11.76 7.3 13.44 9.52 68.03 109.9 74.4 105.04 -6.38 4.85

10 J B Nagar Main Road Two way 3000 3000 9.16 9.5 8.96 8.96 327.38 317.5 334.82 334.82 -7.44 -17.36

11 Tippasandra Main Road Oneway 2600 3100 5.04 4.7 6.72 6.16 515.87 555.6 461.31 503.25 54.56 52.31

12a Double Road Two way 1200 1200 5.04 9 5.04 8.4 238.1 133.9 238.1 142.86 0 -8.93

12b Double Road Two way 1500 1500 5.6 6.2 5.88 6.72 267.86 243.5 255.1 223.21 12.76 20.29

13 100ft Road Two way 4450 4450 9.14 9.1 9.52 10.08 486.98 487.1 467.44 441.47 19.54 45.67

14 80ft Road Two way 3750 3750 13.92 12 14.56 10.64 269.46 312 257.55 352.44 11.91 -40.4

15a Suranjandas Road Two way 3600 3600 10.36 13 11.76 12.32 347.49 285.7 306.12 292.21 41.37 -6.49

15b Suranjandas Road Two way 4000 4000 11.76 12 12.6 12.32 340.14 340.1 317.46 324.68 22.68 15.46

16a Airport Road Two way 6400 6400 8.68 7 8.4 6.16 737.33 914.3 761.9

1038.9

6 -24.58 -124.7

16b Airport Road Two way 5400 5400 8.96 7.8 8.4 7 602.68 688.8 642.86 771.43 -40.18 -82.65

17

Cross Rd (80ft Rd-Airport

Rd) Two way 2080 2080 6.16 7 5.6 5.88 337.66 297.1 371.43 353.74 -33.77 -56.6

Note: -ve value indicates loss in travel time

+ve value indicates gain in travel time Avg 24.63 8.66

Accident Value analysis of the

Study Area

Year Severity of Accident No of

Injuries

Value in

terms of

Rs.

Total

Value in

Rs.

Total Cost per year

– Indian( Million)

Rs.

Death due to accident - 304(A) 3 692929 2078787

Permanent Injury due to accident - 338 13 289401 3762213

Injury due to accident - 337 26 133607 3473782

Accidents

Reported in

the year

2000 Accident - 279 41 25979 1065139

10.38




Accidents Reported in

the year

2001 Accident - 279 32 25979 831328

11.30




Accidents

Reported in

the year 2002 Accident - 279 36 25979 935244

12.20




Accidents

Reported in

the year

2003 Accident - 279 27 25979 701433

9.93

Conclusions

The one-way roads successfully serve the traffic and reduce the congestion and travel time, hence assuring the smooth flow, but can only be a temporary solution.

As observed from the flow graphs, there are few roads, which carry more traffic than before, but still there is an increase in travel speed . This is because of the continuous flow of traffic without any delays at the non-signalized intersections.

Conclusions (contd…)

On the verge of converting the two-way roads into one ways, the cross roads linking the one ways should not be ignored. They shall be given equal importance, because the general tendency of the road user is to find the short routes and hence the cross roads get congested.

The intersections are the main cause for the delay. Hence the necessary improvements at intersection would help in smooth flow of traffic.


Geometrical improvements to the Junctions contribute in reducing the accidents.

Traffic calming measures are very effective at school zone.

Road infrastructures are very important for the road safety and play important role in the traffic calming measures.


The enforcement has to be implemented in the local conditions and make people follow the traffic rules and necessary action has to be taken in successful implementation of the traffic rules.

The validation process of traffic management plans help in fine-tuning the plans and making it more effective.

PUBLIC TRANSPORT


Traffic Management_Unit5.pdf

Documents

traffic management

capacity of streets

narrow lanes

policemen bus bays

urban roads need

ring roads

high occupancy vehicles

traffic movement efficient