Health of Urban Roads - IRF-WRM-14-17-November 2017
- 1. Health of Urban Roads Capacity Optimization S.C.VERMA M. Tech Highway Safety Engineering Assistant Engineer CPWD Govt. of India [email protected]
- 2. The problem of The traffic congestion in urban areas is one most significant problem out of two-one traffic accident and other traffic congestion. The both are at the alarming state in developing countries. The road accidents are being observed in full length of any road at any spot and any time ie. very difficult to predict.The maximum negative effects of accidents are visible and almost accountable. The congestion in urban area is fixed in location and time. Due to congestion we are losing, Man-Hours, Fuel and Temper causing road rage. and increasing Health Hazards due to Air and Noise Pollution, Vehical operating cost, Wear and Tear of Roads and a national grading as a developed country.
- 3. Perception created about traffic congestion by Authorities. • The traffic congestion in urban roads most of the places before saturation of the road capacity but the responsible authorities are successfully creating perception in common man and decision makers, that the traffic congestion is due to : • 1-More Number of Vehicles. • 2-Shortage of Road Facilities. & • 3- User Behavior.
- 4. Facts and actual problem • 1-The More Number of Vehicles- Sign of Growth for Developing Countries. • 2-The new road facility is required diversion of funds from other more essential welfare schemes. • 3- Scarcity of land as resource. • 4-User behavior has been developed in a long time along with available traffic atmosphere created by responsible authorities. and • witnessed by the different behavior of users in different countries, cities and also in different placeless with in the city.
- 5. The problem of traffic congestion in urban areas is more of traffic management than lack of infrastructure. 1-In increasing number of vehicles and scarcity of space, optimization of road capacity is an economical and sustainable solution. 2-The most congested road “VIKAS MARG,- New Delhi” suitably representing any congested urban road is taken as example for describe the problem and solutions. 3-The road is 44.00 m wide, 6 lane divided, raised footpath with service lanes.
- 6. . • 1- The area is converted from unplanned residential to dense residential, commercial and institutional without adding any facilities. • 2-The maximum available road width being utilized by users in haphazard manner unaware about effect to traffic operation for pick and drop to passengers by busses, autos and taxies, parking, loading & unloading of material by commercial vehicles, extended shops, electrical transformer, and unplanned trees etc all with in the road.
- 7. Severity of problem- Vikas Marg Delhi Visit stretch through snap shots, video and print media • News Matter in Print Media • 1-Plane and Claim of Delhi Government • 2-Action initiated by executive agencies • 3-Repidatlly Power utilized By Honorable L.G. of Delhi • 4-Very strict orders of Honorable supreme court, High court • 5-Enforcement agency creating wrong perception.
- 8. Plane and Claim of Delhi Government 1 2 3 4 5
- 9. Action initiated by executive agencies 1 2 3 4
- 10. What rules are proposed for solution of problem highest authorities provided 1 2 3
- 11. Enforcement Agency creating wrong perception • .
- 12. Claims of enforcement agency 1 2 3 4
- 13. Executive unit nothing doing to solve the problem. When Honorable supreme court, High court and Lieutenant Governor pressurized over issue the executive agencies are only pasting posters.
- 14. Action initiated By Honorable L.G. of Delhi December- 2014 September - 2017
- 15. Actual condition through photographs-2013-17 . • 1-Footpath and Service lane • 2-Condition of bus lane • 3-Inter-section management • 4-Routine driving of buses • 5-Videos of Intersection..
- 16. Service Lane Entry and exit of Service lane blocked to protect commercial activity in service lane
- 17. Raised footpath fully occupied for permanent parking • .
- 18. Full service lane blocked for loading unloading
- 19. . Steps of shop extended in service lane
- 20. Condition of Bus lane
- 21. Road covered in water logging
- 23. Trees in bus lane
- 24. Tree tilted in bus lane
- 25. Parking in bus lane
- 26. Movement of busses Buses occupied all three lanes pick and drop in middle lane overtaking through innermost lane
- 27. Bus box in bus lane Buses moving in middle and inner lane
- 28. Inter section • Signalized intersection • Traffic waiting in side the intersection • Traffic personal in middle of intersection unaware about keep the traffic waiting at Zebra Crossing/before the signal and provide free and fast entry exit to green signal traffic.
- 31. Traffic police personal clueless
- 32. Statues as on 11-11-2017-11.00 Hr During Week end –Very Thin Traffic • The order issued by Honorable Supreme Court, High Court, Lieutenant Governor due to worst condition time to time taken as a opportunity for taking short term drive for advertised for there present and justifying salaries and expenses without any result till next very strict orders. • 1-Service lane • 2- Bus Lane • 3-Driving buses up to inner most lane • 4-Engineering unit in bus lane
- 33. Fully occupied service lane and foot path
- 34. Trees and Parking in Bus Lane
- 35. Slop of T Road covering full bus lane Full bus lane covered half by transformer and half by dustbin Work by Engineering Unit
- 36. All Three lanes blocked by buses
- 37. Introduction Performance of a person is varying in healthy and unhealthy condition. The similarly the actual capacity of roads are also depend on operational health of road. The elements of a healthy road are: 1- Geometrically Designed with Consideration of All Requirements. 2-Operated as Designed. 3-Synchronized Signaling considering Queuing Theory 4-Enforsable Road Marking. 5-Street Furniture. & 6-Enforcement.
- 38. Effect of Congestion • The all effects of congestion are negative, large in numbers, long in time and very complicated. • 1- Economical, • 2-Environmental, • 3-Health & • 4-Social
- 39. . • Economical • 1- Extra fuel Consumption. • 2- Losing man hours on roads • 3- Wear & tear of vehicle (Braking and clutch ) • 4-Wear& tear of road (braking and acceleration) • Environmental • 1-Generation of fumes by burning extra fuel. • 2-Unburned fuel in smock. • 3-Noise Pollution. • 4- Aesthetic of roads
- 40. .• Health • 1- Driving Stress • 2- Diseases due to air pollutants from vehicles. • 3- Diseases due to noise pollution-vehicle users and socity. • Social • 1-No route for ambulances and emergency vehicles • 2-Road rages due to driving stress. • 3-less outing to meat nearest & dearest.
- 41. Following points are focused in study • 1-Traffic Volume on the stretch • 2-Average Speed of Vehicles • 3-Traffic Signal Design and Operation • 4- Space Utilization and Financial Evaluation
- 42. Methodology 1-Traffic Volume on the Stretch . The Method adopted for determination of peak hours classified traffic volume counted by analyzing video recorded from 06.00 AM to 10.00 PM, 16 hours as per IRC. Recommendation. The camera stalled on FOB at Laxminagar Metro Station at suitable location to cover all in and out traffic of Vikas Marg.
- 43. 2- The Space Mean Speed: To determine the space mean speed “moving car method” is adopted. The time in the total journey from entry to exit in morning and evening peaks are recorded with moving car and stop watch. The Entry and exit time recorded for nine days to reduce the localized effect of specific activity at particular time and day. The total length of stretch is divided by journey time for calculation of journey speed in m/s. There after the journey speed converted in Km/Hr. The Table and Graph prepared.
- 44. 3- Traffic Signal design and operation: Delhi traffic police responsible for design and operate all traffic signals, have no traffic data, basic requirement for design of signals. The signal timing and phasing for all intersections are fixed by hit and trial basis and also operated manually at many places in isolation of adjoining intersection. Therefore the signals are not related with the traffic count entering in the intersection from the individual sides and also not considered the time spends by the vehicles from one intersection to next intersection.
- 45. 4-Space availability and utilization: The road width is taken from Pre-Metro drawing procured from PWD, Delhi Govt. and physically verified. The width of different element of roads are tabulated and percentage of encroachment evaluated through visual assessment and photographs taken during Peak Hours. The percentage of encroached space are calculated accordingly. The total space utilized for the purposes other than the traffic movements is calculated by the multiplying length of the stretch by encroached width.
- 46. ……..4.. The monthally rental value of the space calculated on the basis of rates in Vikas Marg.
- 47. DATA COLLECTION AND ANALYSIS The four different observation have been taken for data collection. 1- Classified Traffic Volume. 2- Space Mean Speed 3- Signaling and phasing. 4-Space Utilization
- 48. 1-Classified Traffic Volume To determine the peak hour volume the Video recording analyzed, recorded on 30-04-2013 , for total entry and exit traffic of Vikas Marg from 06- 00AM to 10-00PM as per IRC recommendation,. The classified traffic counted from the 16.00 Hours video recording and posted in the table generated for the purpose for each type of vehicles at 15.00 minutes interval. The classified traffic data are further converted in to PCU with consideration of equivalent factor based on percentage participation of vehicles in the traffic flow.
- 49. The aggregate of four rows for one hour added tabulated in separate table and compared with theoretical capacity of road as per IRCC-and UK Standards for Urban Road Capacity. The converted traffic volume in PCU tabulated and plotted on graph.
- 50. .. Table for counting of classified traffic from video analysis and convergent in weighted PCU for traffic volume /Hr
- 51. Traffic Volume in Tabular Form •Abc – Dummy text •Xyz – Dummy Text
- 52. •.Graphical presentation of traffic volume Morning Peak 4213 PCU Evening Peak 3400 PCU
- 53. •2-Space Mean Speed The moving car method is adopted for determination of Journey time on the section. The time in the total journey from entry and exit in morning and evening peak are obtained with moving car and stop watch. The Entry and exit time recorded for two times in a day for Nine days to reduce the localized effect of specific activity at particular time and day.
- 54. •. The total length of stretch (2670 m) is divided by journey time for calculation of journey speed in m/s. There after the journey speed converted in Km/Hour. The findings are tabulated and graphically presented
- 56. •. Average Speed at Evening – From Laxmi Nagar to Karkar Dooma Minimum Speed 5.15 KM/Hr.- (1.43m/s) Peak traffic volume at the time -3400 PCU
- 58. •. Average Speed at Morning From Karkar Dooma to Laxmi Nagr Minimum Speed 10.63 KM/Hr. (2.95m/s) Peak traffic volume at the time -4213 PCU
- 59. 3-Signaling and phasing. Green and red Signal Timing based on existing phasing re-generated and tabulated
- 60. Graphical presentation of red and Green Phase at intersection and time in between inter section. Timing to be supper impose on graph such a way vehicle starting in green signal found green signal When reach the next all intersection with permitted speed
- 63. 4-Space Utilization • The design road width is taken from five sections on different points as per drawing procured from PWD Delhi Govt. The average width of road calculated for the stretch. The percentage of road width encroached approximated as per shown in the images of Vikas Marg. The total space utilized for the purposes other than the traffic movements is calculated by the multiplying length of the stretch by encroached width. Then the rental value of the space calculated on the basis of rates in Laxmi Nagar.
- 64. Section of Road for width calculation • .
- 66. Conclusion • The road under consideration is six lanes, divided three lane one way urban road. The road is also provided with footpath and service lanes. The operating condition of the road in peak hours is approximately jamming. The jamming condition in the section occurred due poor condition of road elements. There are huge encroachment and commercial activities on the road. No traffic and regulation enforcement exist on the road.
- 67. .• The minimum speed in the section is 10.63Km/Hr when volume is 4213 PCU in morning peak is approximate double the minimum speed is 5.15Km/ Hr in evening peak with 3400 PCU. The less speed during less volume is the effect of more commercial activities on the road in evening. The agencies are created perception and sheltering themselves for the road is in jamming condition due to user behavior and traffic Volume exceeded to the road capacity.
- 68. . • The authorities passing very strict orders for solution. The agencies are utilizing these orders as a opportunities for expenditure of funds for publicity poster and banners, visual and print media, changing footpaths and Kerb Stones, celebrating zero tolerance, No Parking weeks etc. only for time being. No agency exploring the basic problem of congestion and then act upon, till result.
- 69. . • During the study, it has been established that the optimum capacity of the road has not been utilized till now. The congestion on Vikas Marg removed by • Proper lane markings. • Operational ability of bus lanes • , Usability of service lanes • Designated space for every vehicle • Layout of intersections • Design and operation of traffic signals based on traffic volume, synchronization and queuing theory. • Further evaluation of effects.
- 70. The peak hour’s traffic volume on the road is exceeding by very less for the small period from recommended traffic volume by IRC-86-1998 and IRC-106-1990.(Required to be revised with advanced technological of Modern Vehicles .) too less than UK slandered(revised in 2005) for Road capacity. treating all element of road. The perception of more number of vehicles and user behavior are reason for jamming condition of road not stand any more. The road capacity can optimize by suitably and strictly
- 71. The optimization of capacity the main points to be considered 1-Boundaries of road space marked and controlled by the road owning authorities. 2-Pedestrian paths are marked /constructed along the building line and keep operational in full length, checked by “wheel Chair method” in regular interval. 3-Service lanes between footpaths and main lanes of 2.5 m width., space for vehicles loading unloading commercial goods.
- 72. 4-The space between service lane and main lanes utilize for pick and drop space and wafting of drivers with essay entry and exit from and in Road. 5-The 3.00m width outer serviceable bus lane. 6-2.5 m wide middle car lane and 2.5 m wide innermost overtaking and emergency Lane.
- 73. 7-Bell mouths are to be keeping in functional condition to keep road free from water logging and provide full width in all weather. 8-The time for execution of work and space of road to be used for material, machinery and activities other than under treatment included in financial bids as monetary benefits. 9-The shop owners (vyapar Mandal)are included in coordinating comity. 10-The vehicles can be parked in nearer by rented parking’s and ferry system for pick and drop from parking to shops and shops to parking to be managed by Vyapar Mandals enhancing sales.
- 74. 11-The government agencies to acquire vacant plots in vicinity and create small modern parking lots may be with PPP mode. 12-Road marking of intersection layouts with consideration of usable zebra crossings, isolation of left turning vehicles, no stoppage of vehicles with in the 70 to 100 m from intersection. 13-Classified data collection and updating at regular intervals which is not very expansive now days.
- 75. 14-design of signals based on actual traffic volume and Synchronization of signals. 15-enforcment of all regulations and keep the road fictional. 16-Moving vehicles on rods are most fossil fuel energy consuming factor, consumption vary with smooth traffic and congestion , required to be star rated. “Working units of all concern agencies must be report to one head of comity formed for the purpose.”
- 76. Vikasmarg Proposed Width Distribution
- 77. • . Pedestrian path Cycle Lane Service Lane Building Line Kerb Stone /Physical barrier 3.0 MBus Lane Car Lane Out of Lane space for Pick & Drop 1.2 M 1.5 M 3.0 M 3.0 M 2.5 M 2.5 M
- 78. Overhead Signage Pedestrian path Cycle Lane Vehicles Turning & waiting Up To 20Km/Hr Buses & commercial Vehicles 20 - 40 Km/Hr Fast lane 40-50 Km/Hr Emergency & overtaking Lane 50-60 Km/Hr Vehicles Pick & drop only on designated space Responsible agencies keep close eye to user self motivate and follow
- 79. Thanks
- 80. Smog
- 81. Change in speed with respect to volume other factors are unchanged observation during odd-even in Delhi –january-01 to 15 in 2016 Table of findings 1-Distance – 7.40Km 2- Journey Time A- 1677 second- odd-even B-1836 second- Normal 3- static time at signal A-174 seconds- odd-even B-386 seconds- Normal Running Speed A-17.72Km/H- odd-even B-18.36 Km/H- Normal Graph plotted from Video recording of section