Mode choice between roadway and waterway
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The document explores the potential for introducing waterway transportation in Ahmedabad to alleviate traffic congestion and reduce environmental impacts associated with roadway transport. It presents a detailed analysis of various surveys conducted, including traffic volume counts and origin-destination surveys, along with a review of literature regarding transport mode choice. The findings indicate that utilizing waterway transportation could decrease traffic congestion by up to 20% and improve overall service levels while fostering sustainable urban development.
Mode choice between roadway and waterway
- 1. “MODE CHOICE BETWEEN ROADWAY AND WATERWAY” PRESENTED BY AGLAIA
- 2. CONTENT… • Introduction • Objective • Literature review • Methodology • Study area map • Various survey • Analysis of survey • Over view of sabarmati riverfront, Ahmedabad • Research paper for waterway • Conclusion • References
- 3. INTRODUCTION • . Roadway and waterway are plays an important role in our country’s society and economy as well as in our multi- modal transportation system. Its low expenses and high accessibility, as compared with other alternatives, amplifies a great demand for carrying goods and passengers within the country. •The main objective of this study is to introduce non- conventional mode of transportation at urban level and reduce environmental impacts , traffic congestion, traffic delay and large traffic emissions at urban level by introducing alternative mode of transportation. •Selection of route for water transportation is from Subhas bridge circle to paldi circle and carrying out the analysis for the route.
- 4. CONTINUE…. • Comparing the distance, time and feasibility for the water transportation to the various other modes of transportation and mass transportation in the Ahmedabad city. • Carrying out the study for the social, economical and ofenvironmental impacts related with the various transportation and comparing them. modes In this study main three types of survey we are doing and its shown below: 1)Traffic volume count 2)Origin and destination (O-D) survey 3)Speed survey
- 5. Characteristics of Urban Transportation Modes:• Efficiency • Air Pollution • Noise Pollution • Climate Change • Aesthetic Values • Vulnerability of Transport Modes and Systems • Sustainability of the Modes and the System • Accidents
- 6. OBJECTIVES 1. To introduce non-conventional mode of transportation at urban level. 2. To reduce environmental impacts , traffic congestion, traffic delay and large traffic emissions at urban level by introducing alternative mode of transportation. 3. To analyze the implications and limitations of the mass transportation system in the city with emphasis on Roadway and Waterway Transport 4. To establish the viability of Road and Water Transport over other mass transportation in the urban city.
- 7. LITERATURE REVIEW 1) Model split between Rail and Road modes of Transportatio n January-march 2005 Conclusion:- in India (Prosenjit dev chaudhary) In this study rail and road are the principal modes of transport in the country and the competition between the two is of clear relevance to policy-makers, it should be remembered that waterways and pipelines have a significant share in freight movement. Hence, studies on modal choice should also take into account these other modes and examine their relation to the rail and road modes.
- 8. 2) STUDY ON THE CHOICE OF TRANSPORTATION mode YAN G, for regional logistics (Xu ZHAO,Zan Zhongzhen YANG, Yu FENG) Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 5, pp. 16 - 31, 2005 Conclusion:- The unit which occurs on activity is taken as the study unit of discrete choice model. According to our investigation and calculation and the difference of factors influencing the preference of shippers and carriers, we sum up three main factors, cost, time and reliability. So we bring these main factors into model. Some cargoes with high value in volume or weight unit and the volume of them is not much, so only airway transportation is suitable for these cargoes for fast arrival and less accident. We will continue our study on how to bring these factors into model.
- 9. 3) Transport mode choice by land transport users (Sutanto Conclusion:- Although the research findings do not fully supported the whole ecological model proposed that covers individual, social, and environmental factors, the research model that needs to be expanded to be more specific explaining how the factors and levels really interact each other. Then, it can be used to identify appropriate levels of detail and the mechanism for the model. Positive-negative relationship of the factors needs to be undertaken to explain the details more fully. Soehodho, Fitria Rahadiani, Komarudin) Civil Engineering (ICEECE'2012) Singapore April 28-29, 2012
- 10. 4) Public transport mode selection: a review of international practice (Stephen Luke, Mott MacDonald) (2nd International Conference on Civil Engineering (ICEECE'2012) Singapore April 28-29, 2012) Conclusion:- Public transport mode choice is primarily driven by socio- economic criteria in all of international regions examined. This in turn is dependant on the potential passenger market for public transport and the trip patterns of prospective users. Particularly in Australasia and North America, land use development over the past 30-40 years has resulted in very low density, single use development with dispersed trip patterns not well served by traditional line-haul public transport. Consequently the concept of bus rapid transit has developed to serve this land use development.
- 11. 5) U.S. freight investment efficiency of waterways andhighways (Erin Kersh, James P. Dobbins , Ron Coles) June 13, 2012 Conclusion:- This study focused on two objectives: 1) determining relevant federal investments on highway and waterway freight modes and 2) calculating investment efficiency for each of these modes. This was accomplished using data collected from multiple transportation agencies and federal sources based on the availability of the most recent information. This offers the potential for determining appropriate policy decisions and the importance of making proper future investments.
- 12. Selection of route Study of existing routes Data collection Objective Analysis of routes Introduction of Roadway and waterway transportation Literature review METHODOLOGY Traffic volume count O-D survey Speed survey
- 13. Comparison with existing condition of conventional transport with proposed route Study of social, economical and environmental impacts Conclusion Future scope of study CON TINU E
- 14. STUDY AREA MAP
- 15. Profile of Ahmedabad CityIt is one of the fifth largest cities and seventh largest metropolitan areas of India. Ahmedabad has metropolitan population of 6.4 million. Ahmedabad is located on the banks of the River Sabarmati, which is 32 km away from the capital state of Gandhinagar. As per Census of India 2011, the area under Ahmedabad Municipal Corporation contains population of 3,520,085. The population of the area of Ahmedabad Urban Development Authority (AUDA) was 4,525,013. The total length of navigable waterways in India is about 14,500 km, of which 5,700 km is navigable by mechanically propelled vessels. Presently 2012 there are 1.45 million vehicles in Ahmedabad city, growing at 7% per year.
- 16. REGISTERED MOTOR VEHICLES IN INDIA • With a registered motor vehicle population of 174 lakh, the State of Maharashtra accounted for the largest share (12.3%) of the total registered motor vehicles in the country. Tamil Nadu recorded the second highest share (11.0%) of registered motor vehicles, followed by Uttar Pradesh (9.4%), Gujarat (9.2%) and Andhra Pradesh (7.2%). • These five States together accounted for about 49% of the total vehicles registered up to 31st March, 2011. Registered vehicles in the country grew at a Compound Annual Growth Rate (CAGR) of 9.9% between 2001 and 2011.
- 17. Figure showing composition of vehicles in Ahmedabad
- 18. Total number of vehicle registered and decadal vehicular growth pattern in India, Gujarat and Ahmedabad
- 19. ROAD WIDTHS OF MAJOR ROADS
- 20. VARIOUS SURVEYS • O-D survey • Traffic volume count survey • Speed survey
- 21. O-D SURVEY (ROAD SIDE INTERVIEW METHOD) • Road-side interview survey is one of the methods of carrying out a screen-line or cordon survey. The road side interview survey can be done either by directly interviewing drivers of the vehicles at selected survey points or by issuing prepaid post cards containing the questionnaire to all or a sample of the drivers.
- 22. Analysis of O-D survey O-D survey (road side interview method) Up trip from subhash bridge circle to paldi circleSurvey area (circle) Interview No. of person Use waterway No use waterway % number of person use waterway Subhas bridge circle 50 34 16 68 Vadaj circle 50 32 18 64 Income tax circle 50 28 22 56 Naheru bridge circle 50 35 15 70 Ellis bridge circle 50 31 19 62
- 23. Down trip from paldi circle to subhas bridge circle Survey area (circle) Interview No. of person Use waterway No use waterway % number of person use waterway Paldi circle 50 28 22 56 Ellis bridge circle 50 36 14 72 Naheru bridge circle 50 33 17 66 Income tax circle 50 40 10 80 Vadaj circle 50 39 11 78
- 24. Traffic volume count survey • Traffic volume is a variable. It is of great significance to the traffic engineer. Traffic volume study is essentially a counting process involving quantity of movement per unite time at a specified location. The counting process generally includes composite group of different type vehicles (both slow and fast). The selected time periods in hours, days, weeks, months, or year depend upon purpose of the study and the required degree of accuracy. Hours of count Normal period of study 12 hrs. 7 a.m. to 7 p.m. 18 hrs. 7 a.m. to 1 a.m. 8 hrs. (peak hour) 7-11 a.m. - 2-6 p.m. 4 hrs. (peak hour) 7-9 a.m. - 4-6 p.m.
- 25. ROAD NETWORK • The greater Ahmedabad area roadway system is approximately 3478 Kms. Other than the National Highway Authority, which maintains National Highways and the State Roads and Buildings Department, the two urban local bodies; AMC and AUDA, are responsible for developing, operating and maintaining road infrastructure
- 26. Analysis of volume count survey Name of vehicle Average Number of vehicle (hour) PCU for vehicle Total PCU Average speed 2 wheeler 3183 0.5 1591.5 10.62 3 wheeler 1071 1 1071 28.89 4 wheeler 1128 1 1128 12.27 AMTS bus 57 3 171 24.76 Truck 44 3 132 33.29 Non motorized vehicle 08 8 64 44.45
- 27. Spot Speed survey • Speed of vehicle fluctuates from time along the road and its value as show on the speedometer at a particular spot is called the “spot speed”. The traffic police is interested in these speed- checks at problematic locations (spot), while a trip maker is more interested in the total journey time involved in the complete journey on the “journey speed”. It is on the part of the traffic engineer that desirable journey speed is maintained on the highway system. For maintaining good journey speeds, the delay or involuntary stop due to road congestion should be minimum and vehicle should be running smoothly. This involves the concept of running time and running speed of vehicle
- 28. Analysis of spot speed survey Name of vehicle Average speed 2 wheeler 10.62 3 wheeler 28.89 4 wheeler 12.27 AMTS bus 24.76 Truck 33.29 Non motorized vehicle 44.45
- 29. Over view of Sabarmati riverfront ahmedabad One of the world’s top advisory firm has included Ahmedabad’s Sabarmati Riverfront Development Project in the list of ‘100 Most Innovative Projects’ towards urban regeneration that make cities livable as well as sustainable.
- 30. A release by about the Sabarmati Riverfront states, “The Sabarmati Riverfront Development Project is an urban regeneration and environmental improvement initiative currently under way in Ahmedabad, Gujarat. It involves the reclamation of a 10.5 kilometer stretch of the banks of the Sabarmati River, creating a new public space for cultural and civic institutions. Along the river, space will be made for recreation use and markets. The aim is to transform the stretch of river from a geographical divider in the middle of the city to a focal point for leisure and recreation.”
- 31. Since Shri Narendra Modi took over as Chief Minister in 2001, he decided to give immense importance to the re-development of the Sabarmati River front. Apart from serving as an icon for the city of Ahmedabad, the project will bring a marked environmental improvement in the city by allowing retaining of ground water and providing cleaner water to the city. It also provides a green coverage in the heart of Ahmedabad
- 32. THE VARIOUS RESEARCH PAPERS FOR WATERWAY TRANSPORTATION Situation and Problems by Shulin DUAN (2010) In this paper, the development status of China's inland • Inland Waterway Transport in China: water transportation, the present problems in shipping technical analyzed capacity, ship type, competition, management, equipment and security system werecomprehensively and the methods to solve these problems were proposed
- 34. • United Nations Economic Commission for Europe: • Inland Transport Committee Working Party on Inland Water Transport. Rhine River is situated in Netherlands. Around 310 million tonnes of goods are carried on the Rhine each year (208 million tonnes without taking into account the Rhine traffic in the Netherlands). Traffic in 2007 increased by 2.6 % mainly in the agricultural (4.6 %) and the metallurgic (15.7 %) sectors. Demand had been particularly strong for the transport of dry goods (4.4 %). At the same time, the Rhine navigation only moderately (+2.2 %) benefited from the general growth of the transport of containers. Moreover, tanker transport decreased in 2007 by 3.5 %, due to the general decrease (10 %) in the transport of oil products.
- 35. • Water Transportation in Bangkok: Past, Present and the Future by Molnul Hossaln Journal of Architectural/Planning Research and Studies Volume 5. Issue 2. 2007 The waterway networks have been paved over with roads and the existing water transport facilities along the Chao Phraya River and its canals in Bangkok. Moreover, the existing system lacks adequate accessibility, inter-modal linkages as well as safety. It intends to recommend some measures to improve the transportation system along these canals in Bangkok and exhibits how the reincarnation of this mode of transport can leave the urban transportation planners with substantial alternatives to provide mobility when traffic congestion and safety issues still remain unsolved in Bangkok
- 36. • Energy Efficient Inland Water Transport in BANGLADESH. Transport, Water and Information and Communication Technology Department The modal share of road transport is increasing at the cost of IWT. The advantages of other modes (speed of delivery, flexibility), limitations of infrastructure (water levels, bridge clearances, port access) and underdeveloped intermodal facilities (transshipment from IWT to truck for pre- and end- haulage) are among the main arguments shippers use to avoid IWT. The lower carbon footprint of IWT transport appears to be a less important factor in their cost-benefit calculations
- 37. • Bangkok Bangkok is the capital city of Thailand and the most populous city in the country. The city occupies 1,568.7 square kilometers (605.7 sq. mi) in the Chao Phraya River delta in Central Thailand, and has a population of over eight million, or 12.6 percent of the country's population. Water-based transport still plays an important role in Bangkok and the immediate upstream and downstream provinces
- 39. DATA COLLECTION FOR WATERWAY ON SABARMATI CANAL, AHMEDABAD • Length of Sabarmati canal from subash bridge to paldi: - 10 km • Name of company of boat: - Yamaha • Speed of boat: - high speed: - 70 km/hour • Low speed: - 30 km/hour • Time of travelling from subhas bridge to paldi in high speed boat:- 9 minute • Time of travelling from subhas bridge to paldi in low speed boat: - 20 minute • Capacity of boat: - 10 person
- 40. CONCLUSION In this project we have done various survey like O-D survey, volume count survey, spot speed survey and analysis of that. And if the some of person use the waterway than the traffic is reduce. The travelling number of vehicle reduce from subhas bridge to paldi road so accident rate reduce and air pollution may also reduce and after the no need for increase the width of the road. and the fuel also consumption. •Reduce traffic congestion up to 20% due to starting the waterway between subhash bridge to paldi. •40 to 50 % AMTS users choosing the conventional water way for daily travelling between different station so frequency of AMTS buses between Subhash bridge to paldi Station are reduce
- 41. • Reduce Fuel consumption up to 20% and also reduced air and noise pollution • Improve in Level of Service E to Level of Service C In this dissertation, a route choice model has been developed in advanced discrete choice modeling techniques between waterway and existing roadway which was impossible to discern and the result of this model can be a guideline for the decision maker to promote waterway use to reduce commute trip from roadway for the reduction of traffic congestion. A preliminary survey has been conducted to collect the influential parameters for final survey.
- 42. REFERENCES • Asensio, J. (2002) Transport mode choice by commuters to Barcelona’s CBD, Urban Studies • Pratt, R. H. (1970) A Utilitarian Theory of Travel Mode Choice. Highway Research Record 322. • Traffic engineering. (N R kadiali) • Traffic planning and design. (S C saxena) • AMC Ahmedabad • http://en.wikipedia.org/wiki/Navigability • http://en.wikipedia.org/wiki/Category:Water_transport_in_Ind i a
- 43. THANK YOU For more…. Mail to [email protected]