planning of its-case study of hyderabad mission complte (1)

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Planning of ITS- Hyderabad case study 2013

CHAPTER-1

INTRODUCTION

Many think improving a country’s transportation system solely means building new roads or repairing aging infrastructures, the future of transportation lies not only in concrete and steel, but also increasingly in using IT. IT enables elements within the transportation system—vehicles, roads, traffic lights, message signs, etc.—to become intelligent by embedding them with microchips and sensors and empowering them to communicate with each other through wireless technologies. In the leading nations in the world, ITS bring significant improvement in transportation system performance, including reduced congestion and increased safety and

traveler convenience.

1.1 Intelligent Transport Systems (ITS)

Intelligent Transport Systems (ITS) include telematics and all types of communications in vehicles, between vehicles (e.g. car-to-car), and between vehicles and fixed locations (e.g. car-to-infrastructure). However, ITS are not restricted to Road Transport - they also include the use of information and communication technologies (ICT) for rail, water and air transport, including navigation systems..

Figure 1.1

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Intelligent transportation systems include a wide and growing suite of technologies and applications. ITS applications can be grouped within five summary categories: 1) Advanced Traveler Information Systems provide drivers with real-time information, such as transit routes and schedules; navigation directions; and information about delays due to congestion, accidents, weather conditions, or road repair work. 2) Advanced Transportation Management Systems include traffic control devices, such as traffic signals, ramp meters, variable message signs, and traffic operations centers. 3) ITS-Enabled Transportation Pricing Systems include systems such as electronic toll collection (ETC), congestion pricing, fee-based express (HOT) lanes, and vehicle miles traveled (VMT) usage-based fee systems. 4) Advanced Public Transportation Systems, for example, allow trains and buses to report their position so passengers can be informed of their real-time status (arrival and departure information). 5) Fully integrated intelligent transportation systems, such as vehicle-to-infrastructure (VII) and vehicle-to-vehicle (V2V) integration, enable communication among assets in the transportation system, for example, from vehicles to roadside sensors, traffic lights, and other vehicles.

CHAPTER- 2

2.1 NEED FOR STUDY

Problems faced by road transport of our country

1. Most of the Indian roads are unsurfaced (42.65%) and are not suitable for use of vehicular traffic. The poor maintenance of the roads aggravates the problem especially in the rainy season.

According to one estimate there is about per year loss of Rs. 200 crores on the wear and tear of the vehicles due to poor quality of roads. Even the National Highways suffer from the deficiencies of inadequate capacity, weak pavement, poor riding quality, distressed bridges, unabridged level crossings, congested cities (lack of by-pass roads), lack of wayside amenities and safety measures.

2. One major problem on the Indian roads is the mixing of traffic. Same road is used by high speed cars, trucks, two wheelers, tractors, animal driven carts, cyclists and even by animals. Even highways are not free from this malady. This increases traffic time, congestion and pollution and road accidents.

3. There are multiple check-posts, toll tax and octoroon duties collection points on the roads which bring down the speed of the traffic, waste time and cause irritation to transporters. Rate of road taxes vary from state to state and inter-state permits are difficult to obtain.

4. Way side amenities like repair shops, first aid centers, telephones, clean toilets, restaurants, rest places are lacking along the Indian roads. There is very little attention on road safety and traffic laws are willfully violated.

5. There is very little participation of private sector in road development in India because of long gestation period and low-returns. The legislative framework for private investment in roads is

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also not satisfactory. The road engineering and construction are yet to gear themselves up to meet the challenges of the future.

6. There has been no stability in policy relating to highway development in the country. It has changed with the change of government. There are a number of agencies which look after the construction and maintenance of different types of roads. Since there is no co-ordination between these agencies their decisions are often conflicting and contradictory.

7. There is shortage of funds for the construction and maintenance of roads. Instead of giving high priority to this task the percentage allocation has decreased over the years While percentage share of plan allocation was 6.9 per cent in the First Five Year plan it has come down to less than three percent in the Eighth Plan.

2.2 Role of ITS

Applying information technology to a country’s transportation network delivers five key classes of benefits by: 1) increasing driver and pedestrian safety, 2) improving the operational performance of the transportation network, particularly by reducing congestion, 3) enhancing personal mobility and convenience, 4) delivering environmental benefits, and 5) boosting pro-ductivity and expanding economic and employment growth.

2.2.1 Increasing driver and pedestrian safetyIntelligent transportation systems can deliver important safety benefits. There are 1.2 million fatalities annually on the world’s roadways. In 2007, a traffic accident occurred every five seconds in the United States (totaling over 6 million accidents), with a traffic fatality occurring every 13 minutes, killing 41,059 Americans and causing approximately 2.6 million injuries. (In 2008, 5.8 million crashes led to 37,261 fatalities.)29 European Union countries experience a similar number of accidents and fatalities, with 42,943 deaths on European Union roadways in 2006.30 Japan experienced 887,000 traffic accidents in 2006, injuring 1.1 million victims and causing 6,300 fatalities.31 A wide range of ITS-based applications—from real-time traffic alerts, to cooperative intersection collision avoidance, to on-vehicle systems such as anti-lock braking, lane departure, collision avoidance, and crash notification systems—have safety as a principle focus.

2.2.2Improving the operational performance of the transportation networkITS improve the performance of a country’s transportation network by maximizing the capacity of existing infrastructure, reducing the need to build additional highway capacity. Maximizing capacity is crucial because, in almost all countries, increases in vehicle miles traveled dramatically outstrip increases in roadway capacity. A number of ITS applications contribute to enhancing the operational performance of transportation networks. For example, traffic signal light optimization can improve traffic flow significantly, reducing stops by as much as 40 percent, cutting gas consumption by 10 percent, cutting emissions by 22 percent, and reducing travel time by 25 percent.36 Applying real-time traffic data could improve traffic signal efficiency by 10 percent, saving 1.1 million gallons of gas a day nationally and cutting daily carbon dioxide emissions by 9,600tons.37 Ramp metering can increase vehicle throughput (the number of cars that pass through a road lane) from 8 to 22 percent and increase speeds on roads

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from 8 to 60 percent.38 As up to 30 percent of congestion on highways occurs at toll stops, deploying electronic toll collection systems can significantly reduce congestion. Assessing the impact of intelligent transportation systems, including ramp metering, incident management, traffic signal coordination, and arterial access management, a September 2005 Government Accountability Office (GAO) study found that ITS deployments to date had reduced delays in 85 urban areas by 9 percent (336 million hours), leading to a $5.6 billion reduction in annual costs due to reduced fuel consumption and hours of delay.

ITS-enabled variable or congestion pricing can also reduce congestion. According to recent research, a comprehensive pricing approach that incorporates variable pricing tied to travel demand levels (such as congestion pricing) could provide significant congestion benefits. One study estimated that region-wide congestion pricing could reduce peak travel by 8 to 20 percent. A Brookings Institution study estimated that congestion pricing on the nation’s Interstates and other freeways would reduce total vehicle miles traveled by 11 to 19 percent. And a Federal Highway Administration (FHWA) report looking at results from its Value Pricing Pilot Program, which implemented tolling on a number of facilities nationwide, found that even targeted pricing can have a number of effects on driver behavior and traffic volumes, including changes in times, routes, or modes of travel; willingness to pay for faster travel times by traveling on toll lanes; reductions in peak-period traffic volumes; and more-efficient use of highway capacity.

2.2.3 Enhancing mobility and convenienceITS enhance driver mobility and convenience by 1) decreasing congestion and maximizing the operational efficiency of the transportation system, as described previously, and 2) providing motorists and mass transit users with real-time traveler information and enhanced route selection and navigation capability. In fact, perhaps the most familiar intelligent transportation systems are telematics-based applications such as satellite-based vehicle navigation or other services that deliver real-time traffic information to drivers either in-vehicle or before departing as they plan for their trip. These services help drivers identify and take the most efficient, trouble-free routes and help preclude motorists from getting lost.

2.2.4 Delivering environmental benefitsIntelligent transportation systems are positioned to deliver environmental benefits by reducing congestion, by enabling traffic to flow more smoothly, by coaching motorists how to drive most efficiently, and by reducing the need to build additional roadways through maximizing the capacity of existing ones. Vehicle transportation is a major cause of greenhouse gas emissions. In England, the transport sector contributes about one-quarter of the country’s CO2 emissions, 93 percent of which comes from road transport.54 In France, transport represents 31 percent of final energy consumption and 26.4 percent of greenhouse gas emissions.55 Transportation accounts for 25 percent of worldwide greenhouse gas emissions,56 and 33 percent in the United States.57

Traffic congestion causes an outsized amount of CO2 emissions. Vehicles traveling at 60 kmph (37 mph) emit 40 percent less carbon emissions than vehicles traveling at 20 kmph (12 mph) and vehicles traveling at 40 kmph (25 mph) emit 20 percent less emissions than the 20 kmph baseline.58 One study found that computerized operations of 40 traffic signals in Northern Virginia’s Tysons Corner community alone decreased the total annual emissions for carbon monoxide, nitrogen oxides, and volatile oxygen compounds by 135,000 kilograms (and improved fuel consumption by 9 percent).By 2010, Japan expects to reduce CO2 emissions by

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31 million tons below 2001 levels, with 9 million tons of reduction coming from more fuel ef-ficient vehicles, 11 million tons from improved traffic flow, and 11 million tons from more effective use of vehicles, the latter two a direct benefit of the country’s investments in ITS.

“Eco-driving” is an ITS-enabled application that optimizes driving behavior to the benefit of the environment. Vehicles equipped with eco-driving features provide feedback to the motorist on how to operate the vehicle at the most fuel-efficient speeds across all driving situations; the most sophisticated versions give visual or oral instructions on how much pressure to apply to the acceleration petal. In Japan, Germany, and increasingly the United States, enthusiasts upload records of their driving behavior from vehicles to Web sites where they compete with others to be the most efficient driver.

Thus, intelligent transportation systems that decrease congestion and improve traffic flow ameliorate environmental impact considerably. To be sure, by decreasing congestion and enabling traffic to flow more smoothly, intelligent transportation systems may cause some degree of induced demand, encouraging more drivers to take to the roads due to improved traffic conditions. But while ITS may cause some induced demand, overall it is poised to deliver net environmental benefits.

2.2.5 Boosting productivity, economic, and employment growthIntelligent transportation systems boost productivity and expand economic and employment growth. By improving the performance of a nation’s transportation system, thus ensuring that people and products reach their appointed destinations as quickly and efficiently as possible, ITS can enhance the productivity of a nation’s workers and businesses and boost a nation’s economic competitiveness. Many transportation agencies already use ITS effectively to reduce traffic congestion and its nearly $200 billion estimated annual impact on economic productivity and the environment. A 2009 Reason Foundation study found that reducing congestion and increasing travel speeds enough to improve access by 10 percent to key employment, retail, education, and population centers within a region increases regional production of goods and services by one percent.

ITS deliver other economic benefits as well. They can help mitigate the $230 billion annual economic impact—equivalent to nearly 2.3 percent of U.S. GDP—of traffic accidents and associated injuries or loss of life. The Eddington Commission in the United Kingdom estimated the effects of congestion pricing on freight and found commercial services industries would be net beneficiaries. It also noted that businesses, in particular, accrue significant net gains from road pricing and that these cost savings get passed on to consumers in the form of lower prices.

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Figure 2.1

CHAPTER-3

Literature Review

3.1 Different types of ITS

3.1.1 Advanced Traveler Information Systems Advanced Traveler Information Systems (ATIS) provide drivers with real-time travel and traffic information, such as transit routes and schedules; navigation directions; and information about delays due to congestion, accidents, weather conditions, or road repair work. The most effective traveler information systems are able to inform drivers in real-time of their precise location, inform them of current traffic or road conditions on their land surrounding roadways, and empower them with optimal route selection and navigation instructions, ideally making this information available on multiple platforms, both in-vehicle and out. As Figure 1 illustrates, there are three key facets to the provision of real-time traffic information: collection, processing, and dissemination, with each step entailing a distinct set of technology devices, platforms, and actors, both public and private. Other advanced traveler information systems make parking easier, as cities from Singapore to Stockholm to San Francisco are deploying systems that indicate to drivers where vacant spaces can be found in the city, and even allow drivers to

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reserve spaces in advance. Studies have shown that 30 percent or more of urban traffic in large cities consists of drivers circulating as they search for parking.

3.1.2 Advanced Transportation M anagement S ystems Advanced Transportation Management Systems (ATMS) include ITS applications that focus on traffic control devices, such as traffic signals, ramp metering, and the dynamic (or “variable”) message signs on highways that provide drivers real-time messaging about traffic or highway status. Traffic Operations Centers (TOCs), centralized traffic management centers run by cities and states worldwide, rely on information technologies to connect sensors and roadside equip-ment, vehicle probes, cameras, message signs, and other devices together to create an integrated view of traffic flow and to detect accidents, dangerous weather events, or other roadway hazards.

Adaptive traffic signal control refers to dynamically managed, intelligent traffic signal timing. Giving traffic signals the ability to detect the presence of waiting vehicles, or giving vehicles the ability to communicate that information to a traffic signal, perhaps through DSRC-enabled communication (assuming both the vehicle and traffic signal are DSRC-equipped), could enable improved timing of traffic signals, thereby enhancing traffic flow and reducing congestion.

Another advanced transportation management system that can yield significant traffic management benefits is ramp metering. Ramp meters are traffic signals on freeway entrance ramps that break up clusters of vehicles entering the freeway, which reduces the disruptions to freeway flow that vehicle clusters cause and makes merging safer.

3.1.3 IT S - E nabled Transportation P ricing S ystems ITS have a central role to play in funding countries’ transportation systems. The most common application is electronic toll collection (ETC), also commonly known internationally as “road user charging,” through which drivers can pay tolls automatically via a DSRC-enabled on-board device or tag placed on the windshield.

An increasing number of cities throughout the world have implemented congestion pricing schemes, charging for entry into urban centers, usually at certain peak hours, as a means to not only reduce congestion but also to generate needed resources to fund investments in public transportation and to reduce the environmental impact of vehicles. By charging more at congested times, traffic flows can be evened out or reduced. As half the world’s population now lives in urban areas, some economists believe that urban congestion and emissions will be virtually impossible to reduce without some form of congestion pricing.

High-Occupancy Toll (HOT) lanes—lanes reserved for buses and other high occupancy vehicles but that can be made available to single occupant vehicles upon payment of a toll—are another ITS-enabled mechanism to combat traffic congestion. The number of vehicles using the reserved lanes can be controlled through variable pricing (via electronic toll collection) to maintain free-flowing traffic at all times, even during rush hours, which increases overall traffic flow on a given segment of road.

Other ITS’s-enabled alternative countries are evaluating for financing their transportation systems is a vehicle miles traveled (VMT) fee system that charges motorists for each mile

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driven. VMT fee systems represent an alternative to the current fuel taxes and other fees that many countries and states use to finance their transportation systems.

3.1.4 Advanced Public Transportation SystemsAdvanced Public Transportation Systems (APTS) include applications such as automatic vehicle location (AVL), which enable transit vehicles, whether bus or rail, to report their current location, making it possible for traffic operations managers to construct a real-time view of the status of all assets in the public transportation system. APTS help to make public transport a more attractive option for commuters by giving them enhanced visibility into the arrival and departure status (and overall timeliness) of buses and trains. This category also includes electronic fare payment systems for public transportation systems. Advanced public trans-portation systems, particularly providing “next bus” or “next train information, are increasingly common worldwide.

3.1.5 Vehicle-to-infrastructure Integration (VII) and Vehicle-to-vehicle (V2V) IntegrationVehicle-to-infrastructure integration is the archetype for a comprehensively integrated intelligent transportation system. DSRC-enabled tags or sensors, if widely deployed in vehicles, highways, and in roadside or intersection equipment, would enable the core elements of the transportation system to intelligently communicate with one another, delivering a wide range of benefits. This could enable cooperative intersection collision avoidance systems (CICAS) in which two (or more) DSRC-equipped vehicles at an intersection would be in continuous communication either with each other or with roadside devices that could recognize when a collision between the vehicles appeared imminent (based on the vehicles’ speeds and trajectories) and would warn the drivers of an impending collision or even communicate directly with the vehicles to brake them. By combining both vehicle-to-vehicle and vehicle-to-infrastructure integration into a consolidated platform, would enable a number of additional ITS applications, including adaptive signal timing, dynamic re-routing of traffic through variable message signs, lane departure warn-ings, curve speed warnings, and automatic detection of roadway hazards, such as potholes, or weather-related conditions, such as icing.

Another application enabled by vehicle-to-infrastructure integration is intelligent speed adaptation (ISA), which aims to assist drivers in keeping within the speed limit by correlating information about the vehicle’s position (for example, through GPS) with a digital speed limit map, thus enabling the vehicle to recognize if it is exceeding the posted speed limit. The system could either warn the driver to slow down or be designed to automatically slow the vehicle through automatic intervention.

3.2 Status of ITS

3.2.1 THE UNITED STATES OF AMERICA:

The U.S. Department of Transportation coordinates the ITS research activities in the country through its Research and Innovative Technology Administration (RITA) wing. The RITA combines cutting edge research with technology transfer and aims to improve the country’s transportation system. The main aims of RITA include:

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Coordinating facilitating and reviewing research and development programs and activities of the in-house team as well as academic and industrial partnerships

Developing innovative concepts for traffic management through academic and small business innovative research (SBIR) programs

Performing comprehensive transportation statistics research, analysis and reporting; And educating general public about transportation and transportation- related fields.

RITA also coordinates the activities of many Federal andPrivate Agencies [List 1] and collates knowledge gained into developing ITS. Some US-ITS initiatives of specialfocus are Telephonic Data Dissemination, IntelliDriveInitiative, Integrated Corridor Management Systems,Clarus Initiative, Emergency Transportation

Figure 3.1

3.2.2 JAPAN:

ITS in Japan was formalized around the middle of the last decade. This period, called the initial stage of ITS, started the use of in-vehicle navigation systems and electronic toll collection. The second phase (2005) built on the discoveries and developments of Phase I efforts, provided more extensive and accurate public transport information for optimization of travel time and convenience. Core areas of development included rapid emergency and rescue activities, establishment of public transport organizations as part of the ITS and improvement of information services to improve the convenience of transportation. The ongoing third phase (2005-2010) involves improvement of infrastructure and in-vehicle equipment, and organization of legal and social systems pertinent to travel and transport. The future Fourth Phase (after 2010) would integrate all technology and concepts developed in the previous phases and apply them in synergy for a fully functional ITS. This would involve, among other activities, setting up a full scale advanced information and telecommunications society with extensive optic fiber network and innovative social systems. Additionally, a reduction in business traffic will permit to relieve the roadside environment and the global environment.

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Bureau of Transportation Statistics

Intelligent Transportation Systems

National Transportation Library

Positioning, Navigation and Timing

Research, Development and Technology

Transportation Safety Institute

University Transportation Centres

Volpe National Transportation Systems Centre

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The ITS efforts in Japan collates improvements in the following fields Advances in Navigation Systems Electronic Toll Collection Assistance for Safe Driving Optimization of Traffic Management Increasing Efficiency in Road Management Support for Public Transport Increasing Efficiency in Commercial Vehicles Support for Pedestrians Support for Emergency Operations

The first ITS implementation was a computer-controlled area traffic control system in Japan and was installed in Tokyo in 1970. The traffic control system coordinated timings of traffic signal lights along 100 intersections, with 200 vehicle detectors. It is reported that the implementation has reduced travel time and saved man-hours and gas consumption in the order of 5.7 times the installation cost. After the success of the Tokyo Area Traffic Control System, nationwide installation of traffic control centers started in a series of Five-year Projects for Traffic Safety Systems.

3.2.3 EUROPE:

Mainland Europes Intelligent Transport Systems falls under the umbrella of Road TransportInformatics (RTI). RTI focuses on two interacting programs - Road Infrastructures for Vehicle safety in Europe (DRIVE) and PROgram for European Traffic with Highest Efficiency and Unprecedented Safety (PROMETHEUS). DRIVE falls under the control of the Commission of European Communities (CEC), and PROMETHEUS is part of the European Research Coordination Agency (EUREKA) platform, an industrial research initiative involving 19 countries and European vehicle manufacturers. System development is the primary goal of thePROMETHEUS project, while DRIVE focuses on human behavior issues and implementation of systems in the European community [40-42]. Other European Union (EU) public-private partnership focusing on specific safety applications of ITS technologies initiatives are eSafety, INVENT, and PREVENT. The eSafety programme promotes the development, deployment, and use of Intelligent Vehicle Safety Systems to enhance road safety throughout Europe.

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Figure 3.2

The INVENT program works towards improving traffic flow and traffic safety by development of novel driver assistance systems, knowledge and information technologies, and solutions for more efficient traffic management, to prevent or minimize the severity of accidents. INVENT focuses on eight specific projects:

Detection and Interpretation of the Driving Environment Anticipatory Active Safety Congestion Assistance Driver Behavior and Human Machine Interaction Traffic Performance Assistance Network Traffic Equalizers Traffic Management in Transport and Logistics Traffic Impact, Legal issues and Acceptance

The PREVENT programme integrates a number of safety functions in order to create a safetybelt around the vehicle as shown in the figure.

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Figure 3.3

2.3.4 UNITED KINGDOM:Some successful implementations of ITS-UK include:

Internet based maps aimed at freight transport. In London, “Transport for London” (TfL) have produced a digital map of all London's speed limits which is available free of charge to anyone who wishes to use the map for personal use, or to create commercial applications.

Managed motorways: benefits of reduced emissions due to smoother traffic flow, of the removal of the need for additional road building (a carbon intensive activity), and of better design of road side equipment reducing energy consumption.

Cameras: As part of the “Ring of Steel” program of Coucestershire Constbulary, cameras have been installed on major routes across the country to monitor journey times and traffic flow.

Television: Several tools have been developed to facilitate the “Strategic Road Network” program, including motorway traffic viewer (MTV) and the web-based online MTV.

Information services to support travel planning - for towns, workplaces, other activity centers, and individual

Point to point speed enforcement has been ensured by use of multilane cameras and automated information display for smoother and safer traffic flows

Two kinds of Intelligent Speed Adaptation (ISA) applications are being implemented in London. Advisory ISA system takes the speed limit and displays the information to the driver via a dashboard unit. Voluntary helps the driver by making it difficult to accidently

The London Road Safety Unit (LRSU) manages the London Safety Camera Partnership (LSCP), which uses cameras to enforce speeds and reduce the number of people running red lights.

Two kinds of Intelligent Speed Adaptation (ISA) applications are being implemented in London. Advisory ISA system takes the speed limit and displays the information to the driver via a dashboard unit. Voluntary helps the driver by making it difficult to accidently accelerate beyond the speed limit. The key to both systems is that the vehicle is aware of its location on the road and the speed limit at that location. It does this using a Global

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Positioning System (GPS) signal and a digital speed limit map which is held within the ISA unit. A beta Advisory ISA system is now available for public download, including source code released under the GNU license.

Figure 3.4

CHAPTER-4

Study area

4.1 Intersections

Intersection is an area shared by two or more roads. This area is designated for the vehicles to turn to different directions to reach their desired destinations. Its main function is to guide vehicles to their respective directions. Traffic intersections are complex locations on any highway. This is because vehicles moving in different direction wan to occupy same space at the same time. In addition, the pedestrians also seek same space for crossing. Drivers have to makesplit second decision at an intersection by considering his route, intersection geometry, speedand direction of other vehicles etc. A small error in judgment can cause severe accidents. It alsocauses delay and it depends on type, geometry, and type of control. Overall traffic flow dependson the performance of the intersections. It also affects the capacity of the road. Therefore,both from the accident perspective and the capacity perspective, the study of intersections veryimportant for the traffic engineers especially in the case of urban scenario.

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4.2 Conflicts at an intersection

Conflicts at an intersection are different for different types of intersection. Consider a typical four-legged intersection as shown in figure. The numbers of conflicts for competing through movements are 4, while competing right turn and through movements are 8. The conflicts between right turn traffics are 4, and between left turn and merging traffic is 4. The conflicts created by pedestrians will be 8 taking into account all the four approaches. Diverging traffic also produces about 4 conflicts. Therefore, a typical four legged intersection has about 32 different types of conflicts. The essence of the intersection control is to resolve these conflicts at the intersection for the safe and efficient movement of both vehicular traffic and pedestrians. Two methods of intersection controls are there: time sharing and space sharing. The type of intersection control that has to be adopted depends on the traffic volume, road geometry, cost involved, importance of the road etc.

Figure 4.1

.

CHAPTER-5

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METHODOLOGY

5.1 Levels of intersection control

The control of an intersection can be exercised at different levels. They can be either passive control, semi control, or active control. In passive control, there is no explicit control on the driver. In semi control, some amount of control on the driver is there from the traffic agency.Active control means the movement of the traffic is fully controlled by the traffic agency andthe drivers cannot simply maneuver the intersection according to his choice.

5.1.1 Passive control

When the volume of traffic is less, no explicit control is required. Here the road users are required to obey the basic rules of the road. Passive control like traffic signs, road markingsEtc. is used to complement the intersection control. Some of the intersection control that is classified under passive control is as follows:1. No control if the traffic coming to an intersection is low, then by applying the basic rules of the road like driver on the left side of the road must yield and that through movements will have priority than turning movements. The driver is expected to obey these basic rules of the road.2. Traffic signs: With the help of warning signs, guide signs etc. it is able to provide some level of control at an intersection. Give way control, two-way stop control, and all-way stop control are some examples. The GIVE WAY control requires the driver in the minor road to slow down to a minimum speed and allow the vehicle on the major road to proceed. Two ways stop control requires the vehicle drivers on the minor streets should see that the conflicts are avoided. Finally an all-way stop control is usually used when it is difficult to differentiate between the major and minor roads in an intersection. In such a case, STOP sign is placed on all the approaches to the intersection and the driver on all the approaches are required to stop the vehicle. The vehicle at the right side will get priority over the left approach. The traffic control at ’at-grade’ intersection may be uncontrolled in cases of low traffic. Here the road users are required to obey the basic rules of the road. Passive control like traffic signs, road markings etc. are used to complement the intersection control.3. Traffic signs plus marking: In addition to the traffic signs, road markings also complement the traffic control at intersections. Some of the examples include stop line marking, yield lines, arrow marking etc.

5.1.2Semi control

In semi control or partial control, the drivers are gently guided to avoid conflicts. Channelizationand traffic rotaries are two examples of this.1. Channelization: The traffic is separated to flow through definite paths by raising a portion of the road in the middle usually called as islands distinguished by road markings. The conflicts in traffic movements are reduced to a great extent in such a case. In channelized intersections, as the name suggests, the traffic is directed to flow through different channels and this physical separation is made possible with the help of some barriers in the road like traffic islands, road markings etc.

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2. Traffic rotaries: It is a form of intersection control in which the traffic is made to flow along one direction around a traffic island. The essential principle of this control is to convert all the severe conflicts like through and right turn conflicts into milder conflicts like merging, weaving and diverging. It is a form of ‘at-grade’ intersection laid out for the movement of traffic such that no through conflicts are there. Free-left turn is permitted where as through traffic and right-turn traffic is forced to move around the central island in a clock-wise direction in an orderly manner. Merging, weaving and diverging operations reduces the conflicting movements at the rotary.

5.1.3 Active control

Active control implies that the road user will be forced to follow the path suggested by the traffic control agencies. He cannot maneuver according to his wish. Traffic signals and grade separated intersections come under this classification.1. Traffic signals: Control using traffic signal is based on time sharing approach. At a given time, with the help of appropriate signals, certain traffic movements are restricted whereas certain other movements are permitted to pass through the intersection. Two or more phases may be provided depending upon the traffic conditions of the intersection. When the vehicles traversing the intersection are very large, then the control is done with the help of signals. The phases provided for the signal may be two or more. If more than two phases are provided, then it is called multiphase signal. The signals can operate in several modes. Most common are fixed time signals and vehicle actuated signals. In fixed time signals, the cycle time, phases and interval of each signal is fixed. Each cycle of the signal will be exactly like another. But they cannot cater to the needs of the fluctuating traffic. On the other hand, vehicle actuated signals can respond to dynamic traffic situations. Vehicle detectors will be placed on the streets approaching the intersection and the detector will sense the presence of the vehicle and pass the information to a controller. The controller then sets the cycle time and adjusts the phase lengths according to the prevailing traffic conditions.2. Grade separated intersections: The intersections are of two types. They are at-grade intersections and grade-separated intersections. In at-grade intersections, all roadways join or cross at the same vertical level. Grade separated intersections allows the traffic to cross at different vertical levels. Sometimes the topography itself may be helpful in constructing such intersections. Otherwise, the initial construction cost required will be very high. Therefore, they are usually constructed on high speed facilities like expressways, freeways etc. This type of intersection increases the road capacity because vehicles can flow with high speed and accident potential is also reduced due to vertical separation of traffic.

5.2 Grade separated intersectionsGrade-separated intersections are provided to separate the traffic in the vertical grade. But the traffic need not be those pertaining to road only. When a railway line crosses a road, then also grade separators are used. Different types of grade-separators are flyovers and interchange. Flyovers itself are subdivided into overpass and underpass. When two roads cross at a point, if the road having major traffic is elevated to a higher grade for further movement of traffic, then such structures are called overpass. Otherwise, if the major road is depressed to a lower level to cross another by means of an under bridge or tunnel, it is called under-pass.Interchange is a system where traffic between two or more roadways flows at different levelsin the grade separated junctions. Common types of interchange include trumpet interchange,

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Diamond interchange and cloverleaf interchange.1. Trumpet interchange: Trumpet interchange is a popular form of three leg interchange.If one of the legs of the interchange meets a highway at some angle but does not cross it, then the interchange is called trumpet interchange. A typical layout of trumpet interchange is shown in figure 5.3 2. Diamond interchange: Diamond interchange is a popular form of four-leg interchange found in the urban locations where major and minor roads crosses. The important feature of this interchange is that it can be designed even if the major road is relatively narrow.A typical layout of diamond interchange is shown in figure 5.13. Clover leaf interchange: It is also a four leg interchange and is used when two highways of high volume and speed intersect each other with considerable turning movements. The main advantage of cloverleaf intersection is that it provides complete separation of traffic. In addition, high speed at intersections can be achieved. However, the disadvantage is that large area of land is required. Therefore, cloverleaf interchanges are provided mainly in rural areas. A typical layout of this type of interchange is shown in figure 5.2

Figure 5.1 Figure 5.2

Figure 5.3

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5.3 Road Signs The purpose of Road Signs is to promote road safety and efficiency by providing for the orderly movement of all road users on all roads in both urban and non-urban areas. Road Signs notify road users of regulations and provide warning and guidance needed for reasonably safe, uniform and efficient operation.

5.3.1 Principles of Road Signs This Code contains the basic principles that govern the design and use of road signs for all categories of roads including expressways open to public travel irrespective of road agency having jurisdiction. It is important that these principles be given primary consideration in the selection and application of each road sign. 5.4 To be effective, a road sign should meet five basic requirements:

a) Fulfill a need; b) Command attention; c) Convey a clear, simple meaning; d) Command respect from road users; and e) Give adequate time for proper response.

Design, placement, operation, maintenance, and uniformity are aspects that should be carefully considered in order to maximize the ability of a road sign to meet these five basic requirements.

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5.4.1 Placement and Operation of Road Signs Placement of road signs should be within the road user’s view so that adequate visibility is provided. To aid in conveying the proper meaning, the road sign should be appropriately positioned with respect to the location, object, or situation to which it applies. The location and legibility of the road sign should be such as to provide adequate response time to road users. Road Signs or their supports shall not bear any advertising or other message that is not related to traffic control. However, tourist-oriented directional signs and signs relating to specific wayside services and amenities, when used should not be considered advertising. Road signs should be placed and operated in a uniform and consistent manner. Road signs which are not necessary or no longer required should be removed. The fact that a sign is in good physical condition should not be a basis for deferring the removal or change, if it is so warranted.

5.4.2 Maintenance of Road Signs Maintenance of road signs should be ensured to retain both the legibility and the visibility of the device, and to retain proper functioning of the device. Functional evaluation of road signs should be done to determine at regular periodic intervals, whether certain signs need to be changed to meet current traffic conditions. Clean, legible, properly mounted signs in good working condition command respect from road users. 5.4.3 Uniformity of Road Signs Uniformity of signs simplifies the task of the road user because it helps in recognition and understanding, thereby reducing perception/reaction time. Uniformity assists road users, traffic police and highway agencies by giving everyone the same interpretation. Uniformity also promotes efficiency in manufacture, installation and maintenance. Uniformity means treating similar situations in a similar way. A standard sign used where it is not appropriate is as objectionable as a nonstandard sign.

5.4.4 Traffic Engineering Study The decision to use a particular sign at a particular location should be made on the basis of traffic engineering study. Authorities with responsibility for traffic control that do not have in-house engineering assistance can take help from traffic engineering consultant(s) or academic and research institution with domain expertise.

5.5 CLASSIFICATION OF ROAD SIGNS

Road Signs are classified under the following three heads:

5.5.1 Mandatory/Regulatory Signs: Regulatory signs indicate requirements, restrictions and prohibitions. These include signs, such as, STOP, GIVE WAY, Speed Limits, No Entry, etc which give notice of right of way, special obligations, prohibitions or restrictions with which the road users must comply. These are installed to give effect to a traffic regulation order or other statutory provision. Regulatory signs either give positive instructions or indicate a prohibition. Signs giving positive instructions are generally circular with a white border and symbol on a blue background. They usually indicate something all drivers must do (e.g. keep left). The exceptions in shape are the octagonal red STOP sign and the triangular GIVE WAY sign. These two signs provide indication about the right of way to drivers. Prohibitory signs, which generally indicate to the drivers what they

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must not do, are mostly circular and have a red border. The red ring indicates the prohibition; diagonal bars are used only on signs which prohibit a specific maneuver, i.e. banned left or right turns or U-turns. These signs need to be complied with and any violation of the rules and regulations conveyed by these signs is a legal offence.

5.5.2 Cautionary/Warning Signs: Warning signs are used to caution and alert the road users to potential danger or existence of certain hazardous conditions either on or adjacent to the roadway so that they take the desired action. These signs indicate a need for special caution by road users and may require a reduction in speed or some other maneuver. Some examples of these signs are Hairpin Bend, Narrow Bridge, Gap in Median, School Ahead etc.

5.5.3 Informatory/Guide Signs: These signs are used to provide information and to guide road users along routes. The information could include names of places (recreational, tourist, cultural interest area signs and emergency management signs), sites, direction to the destinations, and distance to places, to make the travelling /driving easier, safer and pleasant. Guide signs are essential to direct road users to inform them of intersecting routes, to direct them to cities, towns, villages, or other important destinations, to forests, and historical sites, and generally to give such information as will help them along their way in the most simple and direct manner possible.

5.6 ROAD MARKINGS

Road surface marking is any kind of device or material that is used on a road surface in order to convey official information. They can also be applied in other facilities used by vehicles to mark parking spaces or designate areas for other uses. Road surface markings are used on paved roadways to provide guidance and information to drivers and pedestrians. Uniformity of the markings is an important factor in minimizing confusion and uncertainty about their meaning, and efforts exist to standardize such markings across borders. However, countries and areas categorize and specify road surface markings in different ways.

Road surface markings are mechanical, non-mechanical, or temporary. They can be used to delineate traffic lanes, inform motorists and pedestrians or serve as noise generators when run across a road, or attempt to wake a sleeping driver when installed in the shoulders of a road. Road surface marking can also indicate regulation for parking and stopping. There is continuous effort to improve the road marking system, and technological breakthroughs include adding retro reflectivity, increasing longevity, and lowering installation cost.

5.7 TRAFFIC SIGNALS

Traffic signals are used to assign vehicular and pedestrian right-of-way. They are used to promote the orderly movement of vehicular and pedestrian traffic and to prevent excessive delay to traffic.

Traffic signals should not be installed unless one of the warrants specified by the Manual on Uniform Traffic Control Devices (MUTCD) has been satisfied. The satisfaction of a warrant is

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not in itself justification for a signal. A traffic engineering study must be conducted to determine whether the traffic signal should be installed. The installation of a traffic signal requires sound engineering judgment, and must balance the following, sometimes conflicting, goals:• Moving traffic in an orderly fashion;• Minimizing delay to vehicles and pedestrians;• Reducing crash-producing conflicts; and• Maximizing capacity for each intersection approach.

5.7.1 Advantages of SignalsTraffic signals that are properly located and operated are likely to:• Provide for orderly movement of traffic;• Increase traffic capacity of the intersection;• Reduce the frequency of certain types of crashes (e.g. right-angle crashes);• Provide for continuous or nearly continuous movement of traffic along a given route; and• Interrupt heavy traffic to permit other traffic, vehicular or pedestrian, to cross.

5.7.2 Disadvantages of SignalsTraffic control signals are often considered a panacea for all traffic problems at intersections. This belief has led to the installation of traffic control signals at many locations where they are not needed, and where they may adversely affect the safety and efficiency of vehicular, bicycle, and pedestrian traffic. Even when justified by traffic and roadway conditions, traffic control signals can be ill-designed, ineffectively placed, improperly operated, or poorly maintained. Unjustified or improper traffic control signals can result in one or more of the following disadvantages:

• Excessive delay;• Excessive disobedience of the signal indications;• Increased use of less adequate routes as road users attempt to avoid the traffic control signals; and• Significant increases in the frequency of crashes (especially rear-end crashes).As angle crashes tend to be more severe than rear-end crashes, traffic engineers are usually willing to trade off an increase in the number of rear-end crashes for a decrease in the number of angle crashes, but if an intersection does not have an angle crash problem, the trade off does not apply, and the installation of traffic signals can actually cause a deterioration in the overall safety at the intersection.

5.7.3 Warrants for traffic control signal installation.

The installation of signals at a particular intersection is judged on the merits of the situation, there being no laid down warrants. Generally, the Department of the Environment has laid down certain criteria for deciding on signal installation.

The minimum traffic flows for which signals are considered justified as per current practice are given below.

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Figure 5.4

Figure 5.5 Figure 5.6

5.7.4 Types of traffic signal system

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Need for coordinated control of signals arises on a main traffic route when it is desirable to reduce delays and avoid main traffic from having to stop at every junction. When a signal indicates a stop aspects at a junction, a queue of vehicles start moving in a platoon. If the signals changes to green, the vehicles start moving in platoon. If this platoon is made to meet a green aspect at the next junction no delay is caused to the vehicles. This principle of linking adjacent signals so as to secure maximum benefits to the traffic is called coordinated control of signals.

The coordination of signals is sought for with the following objectives in view:

(i) To pass the maximum amount of traffic without enforced halts.(ii) To have minimum overall delay to traffic streams, both in the main and side roads.(iii) To prevent the queue of vehicles at one intersection from extending and reaching

the next intersection

CHAPTER-6

HYDERABAD CASE STUDY

6.1 PROBLEMS FACED BY HYDERABAD TRAFFIC

26 lakh vehicles on road in Hyderabad, fourth largest in India, 33 lakh in GHMC limits 600 vehicles added every day Hyderabad has only 9% of city as road area as against 14%-18% in other metros Vehicle density 723 vehicles / km, second largest in the country Almost no foot paths –pedestrians.

6.2 Present condition of Traffic signals• 20 years old system• Standalone signals• Overhead cables / wiring• Poor condition of signal aspects• Only 130 working out of 168• Insufficient : Primary – Secondary aspects• No connectivity• No UPS• No ATC• No manual function.To overcome all the above drawbacks and provide a solution the project “HTRIMS” (Hyderabad Traffic Management System) is been initiated. In the next chapter the details of HTRIMS are elaborated.

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CHAPTER-77.1 HTRIMSHyderabad traffic integrated management system (HTRIMS) is the project started by GHMC and Hyderabad traffic police in collaboration with APTS, ASCI and BEL.

First of its Kind Project

First time Fall back power management First time Green energy initiative First time Variable message boards across the city directing the traffic flows - 20

VMS First time project linked to SLA (Service Level Agreement) – Performance:

Paradigm shift from “Concept to Contract” to “Concept to Service” First time Project managed with the support of third party professional

management team (PMU)

7.2 Objective of Project:

To provide signaling services round the clock, without any break in service Monitor health of every signal point from the Central control room and to attend the

failure/ breakdowns. Operate the signaling parameters manually from the central control room based on the

existing traffic information from the online real-time cameras installed in the traffic junctions. The surveillance cameras are not part of this project.

Create a centralized Management Information System (MIS) for Faster decision making in traffic emergency

Generate Centralized downtime report for processing payments.

7.3 Key Performance Indicators

The system is to be made available round the clock Central command to eliminate the traffic jams Availability

7.4 Present status of traffic signals in Hyderabad and Cyberabad: At present 137 Traffic signals are in operating in Hyderabad and 51 Traffic signals in Cyberabad limits. These signals were installed by five different companies i.e., BEL, Keltron, CMS, Nucleonics and Stanpower. Most of the signals were installed before 2007. Very few signals were installed in the year 2010 by M/s Stanpower on certain road corridors. All these signals are of standalone type without connectivity features, without power backup, and Countdown timers and manual mode operation. About 33 Junctions the signals were either dismantled or not in use due to various reasons.

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There are 44 Bulb type signals in operation in Hyderabad area out of 137 in operation and the rest are LED signals. The abstract is given below on the status of signals in operation in Hyderabad and Cyberabad.

7.5 Proposed System

To bring international standard Traffic Signaling System to Hyderabad city at proposed locations

i. Hyderabad area 137 Traffic junctionsii. Cyberabad 51 Traffic junctions

iii. Newly identified Traffic junctions 45 Traffic junctions

It is proposed to install new signals in all locations. Ensure zero downtime for the signals Traffic department identified location/signals will have Countdown timers other than the

(20) vehicle Actuated traffic signals. To operate signals using remote parameter management methods using Wired/Wireless

communication. Create a Backup Server for the central control room server at the Cyberabad Traffic

control room which will store entire data. Two workstations for controlling the Cyberabad signals to be installed at Cyberabad Traffic control room

7.6 Project scope

Set up 221 new signals and provide signaling services round the clock at 221 Junctions (180 existing + 41 new) including 15 Secunderabad Cantonment Board Junctions in a span of 12 months in a phased manner

Provide all 221 signals with non-stop Connectivity and Power with automatic fall back option to send data to the TCC

Position Cameras at every junction to determine traffic flows continuously and manage the traffic intelligently – Integrating surveillance and violations

Establish 20 Variable Message systems (VMS) Establish a IT enabled Traffic Command Center (TCC) to monitor all 221 Signal

junctions to synchronize signals across the city for smooth traffic flow Equip the TCC with Video Wall to capture the traffic flows continuously across the city

To operate the signaling parameters remotely and/or manually from the Traffic Command Centre (TCC) / or at the signal post based on the existing traffic information.

To monitor health of every signal point from the centralized Traffic Command Centre (TCC) to attend to the failures/ breakdowns through a robust IT solution that networks all signals.

Create a Centralized Management Information System (MIS) as a part of the IT solution for faster decision making in traffic emergency such as heavy rain fall, accidents, terrorist attack, VVIP movements etc

To train and manage the IT facility and offer back-end support on the operations of the TCC using the departmental manpower.

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7.7 HTRIMS Highlights

221 signals to be automated with central intelligent command center.

221 signals enabled with Virtual loop cameras for Adaptive Traffic Control and synchronized signals.

Automatic adjustment of the signal timings based on the traffic flows and Adaptive Area Traffic control

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.

Automatic signal brightness control based on ambient light. Integration in surveillance on violations.

Variable Message system to alert the citizen on traffic flows and congestions.

Pedestrian controlled signals. SMS based alerts to citizens Optimized traffic flow Establishment of TCC Corridor Synchronization for optimized traffic flow

International experience demonstrates Signal synchronization has1. Improved average travel speed by 50%2. Reduced delays in road network by 35%3. Reduced fuel consumption by 22%

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planning of its-case study of hyderabad mission complte (1)

Documents

intelligent transport

navigation systems

transportation systemvehicles

future of transportation

countrys transportation

traffic lights

indian roads

road transport