urban corridor management_ chytanya jasti

Urban Corridor Management for Heterogeneous Traffic Conditions

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URBAN CORRIDOR MANAGEMENT FOR HETEROGENOUS TRAFFIC CONDITIONS – A

CASE STUDY OF AMEERPET - KUKATPALLY CORRIDOR, HYDERABAD

* J Pradeep Chaitanya and ** Dr. C.S.R.K Prasad _________________________________________________________________________

ABSTRACT

Road traffic has been growing at a tremendous pace due to the combined effect of

population growth, increase in vehicle ownership and individual mobility which results in

congestion, delays, accidents etc. The ultimate goal of any corridor management study is to

improve the mobility of the corridor within the available facilities using the corridor

management strategies. This paper presents the effort that was made to understand and

evaluate the performance of the study corridor which is of 6.1Km with six signalized

intersections and five mid blocks, and suggests the management measures by causality

analysis. Performance evaluation includes peak hour identification, Delay, Capacity & LOS

at mid blocks and intersections followed by the Identification of bottlenecks by plotting speed

contours and suggesting management measures keeping in mind that those have to be of

low cost solutions, easily executable, effective and road user friendly.

1. INTRODUCTION Urban traffic in India is heterogeneous in character. It consists not only of fast moving motor traffic but also of primitive modes such as animal drawn vehicles. Motor traffic itself consists of cars, light vans, different kinds of commercial trucks, buses, scooters, auto rickshaws and motorcycles etc. Animal drawn vehicles could be bullock carts or horse drawn vehicles. There is considerable volume of cycle traffic and in some towns cycle rickshaws also ply. Pedestrian traffic is very heavy in urban streets due to high density of population. The very wide variety of traffic units with their great disparity of size and speed creates a number of problems and areas of conflict. 1.1 Definitions A Corridor can be defined as “A broad geographic band, connecting population and employment center, served by various transportation modes, within which passenger and freight travel, land use, topography, environment and other characteristics are evaluated for transportation purposes.” The Corridor Management can be defined as “A Corridor Management Plan is a document that identifies the recommended system management strategies for a given facility based on comprehensive performance assessment and evaluation and suggesting effective

management measures”. (Corridor Management, Hand book, Vermont Agency of

Transportation, 2005). _________________________________________________________________________ * J Pradeep Chaitanya, Assistant Engineer (Highway Designs), Egis India Consulting Engineers Pvt. Ltd. (Corresponding Author) ** Dr. C.S.R.K Prasad, Professor & Head, Transportation Division, Department of Civil Engineering, NIT Warangal.


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2. NEED FOR THE STUDY

Road traffic has been growing at a tremendous pace due to the combined effect of population growth, increase in vehicle ownership and individual mobility. This growth in traffic results in congestion, delays, accidents etc. The present transportation infrastructure is inadequate to cater to the increasing traffic. Improper design of junctions, inadequate carriageway width and irregular parking on the carriageway are reducing the flow rate on the corridors. In order to alleviate all these problems, corridor management is necessary. The ultimate aim of any corridor management study is to improve the mobility of the corridor within the available facilities using the corridor management strategies. 3. ABOUT THE STUDY AREA Hyderabad, the capital of Andhra Pradesh has emerged as most preferred destination for innovative technologies. The main growth driver in Real Estate Market is IT, ITES and BPO industries. Hyderabad, during the last 7- 8 years has witnessed development of around eight large world class IT parks by leading Indian and global construction groups. The study corridor starts from Srinagar Jn at Ameerpet and ends at Y- Junction at Kukatpally, which lengths of the corridor was 6.1 Km, passing through main shopping centers in the city and the major junctions such as Mythrivanam, SR Nagar, Erragadda, ESI. Ameerpet is the busiest commercial area located at the north western part of Hyderabad, it’s well known in the city as the hub of software training institutes. Until the early 90's, the area mostly consisted of vacant plots and roadside restaurants to serve the traffic along NH9. Today it is a bustling locality with several commercial establishments along with high pedestrian and vehicular traffic.

Figure 1: Ameerpet to Kukatpally Corridor Map

The above figure shows the study corridor with the alternate route along the main corridor, which was developed using Arc GIS.

http://en.wikipedia.org/wiki/NH_9


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Fig. 2 Ameerpet to Mythrivanam mid block Fig. 3 Mythrivanam to SR Nagar mid block

Fig. 4 SR Nagar to ESI mid block Fig. 5 ESI to Erragadda mid block

Fig .5 ESI to Erragadda mid block Figures 2 to 6 shows all the five mid

blocks in the corridor which are a part of

NH – 9 which is from Mchilipatnam to

Pune, passing through the states of

Andhra Pradesh, Karnataka &

Maharashtra with a length of 841 Km.

Fig. 6 Erragadda to Kukatpally mid block


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4. STUDY METHODOLOGY

Figure 7: Adopted Corridor Management Methodology

The above figure 7 shows the adopted Corridor Management Methodology.

After thoroughly reviewing various Corridor Management practices around the globe such as

Western, Australian and European, a best methodology suited for Indian traffic conditions

has been suggested.


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4.1 Identification of the Study Corridor

The Present Corridor has been identified by Hyderabad Metropolitan Development Authority

(HMDA), which was the busiest Corridor of Hyderabad.

4.2 Physical inventory of the corridor

This gives a brief physical layout of the corridor taken up for study and the summary of road inventory was presented in Tbale.1

Table 1: Physical Inventory (width of pavement and Shoulder)

Segment Name & No.

Width of the Pavement (m)

Length(m) Maximum Minimum Average Shoulder

Srinagar Jn to Mythrivanam 14 7 10.5 1.5 1100

Mythrivanam to SR Nagar 14 14 14 2.0 700

SR Nagar to ESI 17 4.2 7 1.0 700

ESI to Erragadda 13.3 10.5 10.5 1.0 1000

Erragadda to Kukatpally Y Jn. 10.5 7 7 1.5 2600

4.3 Traffic Data Collection

The traffic studies are to be conducted to measure the traffic flow and to understand the traffic behavior within the corridor. The traffic studies required for the corridor management are as follows:

Traffic volume studies Floating car studies Delay studies at intersection Travel time estimation

4.4 Data Analysis

The data collected is to be processed and to be analyzed to know the problems within the corridor. Analysis of the data includes the following: Capacity, LOS estimation for the mid blocks and Delay, LOS of Intersections Bottleneck identification by plotting speed contours Estimation of avg. Journey and Travel time Speed profile for peak and off peak hours For the estimation of Capacity of mid blocks MORTAB and Chari method and Speed Flow Curve technique both were used for four lane divided and six lane divided roads respectively and the LOS is given based on HCM 2000. For the estimation of Delay at intersection Stopped delay and acceleration-deceleration delay were considered and evaluated based on HCM 2000.bottlenecks have been identified and cross checked with two softwares MINITAB 15 and D-PLOT by drawing speed contours in it and the results were identical.


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5.3 Results of Volume Counts The traffic volume data was collected at every intersection and at every mid block for 3 hours either in the morning or in the evening peaks. The peak hour volumes and its variations were shown in Figure 8. Where SR Nagar intersection is having the highest peakhour volume and when the segments are considered SR Nagar – ESI segment has recorded the highest peak hour volume.

Figure 8: Peak hour variations in the corridor

5.4 Capacity and LOS of Mid Blocks

For the capacity estimation of SR Nagar to ESI & Erragadda to Kukatpally mid blocks MORTAB Chari method was adopted and for the remaining, speed flow curves technique has been adopted.

Determination of the service volume (SV) for 10% Slow Moving Vehicles and for the level of service C, the service volume for the tow-lane one-way as shown in Table 2

13105

5076

6713

4853

16182

5292

12741

4845

8848

4602

6721

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

PEAK HOUR VOLUMES (PCU'S/Hr)

PEAK HOUR VOLUMES (PCU'S/Hr)


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TABLE 2: Mode Wise Distribution DSV’S

MODE DSV

CARS 2075

BUS 1820

TRUCKS 1445

AUTOS 1935

2 WHEELERS 3300

Capacity of Single Lane = Capacity * (100/(100 - % of SMV)) …….(1) Capacity of whole Segment = Capacity of single lane * 2 ……. (2)

From the traffic volume counts we have a % of SMV of 10.

The capacities & LOS of the mid blocks has been illustrated in the Table .3

Table 3: Capacities of the Mid - Blocks

SEGMENT NAME CAPACITY (vph) V/C LOS

Ameerpet to Mythrivanam 4200 0.766 C

Mythrivanam to SR Nagar 4465 0.835 D

SR Nagar to ESI 6246 0.763 C

ESI to Erragadda 4560 0.827 D

Erragadda to Kukatpally 5688 0.756 C

5.5 Delay and Los of Intersections

The Delay & LOS of all the six intersections were illustrated in Table 4. Where delay was a summation of stopped and acceleration - deceleration delay.

Table 4: LOS of the Intersections

INTERSECTION NAME CONTROLLED DELAY (Sec/Veh) LOS

Srinagar Jn 16.4 + 1.9 = 18.3 B

Mythrivanam Jn 37.9 + 1.5 = 39.4 D

SR Nagar Jn 65.2 + 1.8 = 67 E

ESI Jn 24.1 + 1.3 = 25.4 C

Erragadda Jn 23.4 + 1.5 = 24.9 C

Kukatpally “Y” Jn 49.6 + 1.3 = 50.9 D

5.6 Bottleneck Analysis The bottleneck analysis has been carried out by using D-PLOT and MINITAB 15 by taking Time, Distance and Speed on X,Y,Z axis respectively. Since it was a split contour one can identify the bottleneck within the corridor with time, place, length and duration of the bottleneck. The results were identical in both the softwares.


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Figure 9: Speed Contour Plot for Ameerpet – Kukatpally Corridor using D - Plot

Figure 10: Speed Contour Plot for Ameerpet – Kukatpally Corridor using MINITAB 15


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Figure 11: Speed Contour Plot for Kukatpally - Ameerpet Corridor using D - Plot

Figure 12: Speed Contour Plot for Kukatpally - Ameerpet Corridor using MINITAB 15


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A bottleneck is taken as granted when the length is greater than 100m with the speed less than 20 Kmph. It was observed that there are four bottlenecks in the corridor with 2 on either side. The bottlenecks were identified in SR Nagar – ESI, Ameerpet – Mythrivanam, Mythrivanam – Ameerpet, Kukatpally –Erragadda segments in the peak times, out of which Kukatpally – Erragadda Segment was identified as the Largest bottleneck with 400m of length. 5.9 Delay At Mid Blocks To identify the delays at the mid blocks floating car technique has been adopted, whose results are presented in the Tables.5, 6 below.

Table 5: Summary of Floating Car Technique for Ameerpet – Kukatpally

AMEERPET - KUKATPALLY

ELEMENT PEAK TIME

OFF PEAK TIME

Avg. Journey Time (Min) 13.08 8.15

Avg. Running Time (Min) 12.35 7.76

Avg. Journey Speed (Kmph) 27.15 44.73

Avg. Running speed (Kmph) 29.07 47.67

Avg. Delay (Sec) 44 23

Table 6: Summary of Floating Car Technique Kukatpally – Ameerpet

KUKATPALLY - AMEERPET

ELEMENT PEAK TIME

OFF PEAK TIME

Avg. Journey Time (Min) 15.33 9.76

Avg. Running Time (Min) 14.35 9.43

Avg. Journey Speed (Kmph) 24.96 41.53

Avg. Running speed (Kmph) 26.32 44.19

Avg. Delay (Sec) 59 20

It could be observed that the average delay is comparatively higher for Kukatpally segment than the other side. 5.10 Speed Profile The speed profile study has been done with the help of floating car technique to compare the speed variation within the corridor between peaks and off – peaks. Figure 13 shows the variation of speeds along the corridor.


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Figure 13: Comparison of Speed Profile along the Corridor 5.11 Causality Analysis Causality is analysis is carried out during the data collection period, in which the problems and their reasons were identified. Table 5: Causality analysis & Management measures

LOCATION PROBLEM MANAGEMENT

Mythrivanam Jn

Pedestrian crossing

Separate phase for pedestrain crossings, Install bullbouts

Mythrivanam Jn

Minor leg experiencing more delay

Green time has to be altered

Mythrivanam Bus Stop

High speeds of the vehicles, pedestrian

crossing

Install speed breakers or cushions or a speed hump,

Foot over bridge

Fruit Market Encroachments and side friction

Encroachments need to be strictly cleared

Fruit Market Illegal median opening Must be closed

Erragadda jn.

Pedestrian crossings causing interference to

the through traffic.

Raised median, so the crossings will be done at the esi jn.

0

10

20

30

40

50

60

70

80

90

100

10

0

30

0

50

0

70

0

90

0

11

00

13

00

15

00

17

00

19

00

21

00

23

00

25

00

27

00

29

00

31

00

33

00

35

00

37

00

39

00

41

00

43

00

45

00

47

00

49

00

51

00

53

00

55

00

57

00

59

00

61

00

SPEE

D (

Km

ph

)

DISTANCE (m)

AMEERPET - KUKATPALLY

OFF - PEAK

PEAK


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SR Nagar Jn, ESI Jn

Signal jumping Tyre flattening

SR Nagar Jn Delay and queue length are getting increased for

the minor leg

Close the divider which is just 28m of length

ESI Bus Stop Slowing down of speeds because it was located

very next to the narrowed road at darga.

Must be relocated after 300m

Moosapet

Encroachments and side friction.

Encroachments to be strictly cleared

Moosapet bus stop

Illegal median opening Must be closed

Kukatpally “y” jn.

Buses are stopping on the passengers request at the

junction

Bus stop has to be relocated at a distance of 250m from the “y” jn.

Install a speed hump just before the intersection so as to reduce the speed of the

through traffic

6 SUMMARY & CONCLUSIONS The peak hour volume is high for SR Nagar Intersection, Similarly SR Nagar – ESI

segment in mid blocks. Delay is high at SR Nagar intersection and less at Sri Nagar intersection. SR Nagar – ESI mid block is having the Maximum capacity, Where as Ameerpet –

Mythrivanam is least. Delays in the mid blocks are noticeably high. Total four bottlenecks were identified. The encroachments are severe problem because of their adverse impact on Capacity. When the overall corridor’s performance is considered, The Corridor is performing up to

the satisfactory level in the Present Conditions but questionable for the Future Traffic Conditions. It can be improved when the pedestrian crossings are made easier for which the management measures have already been suggested.

Improving the corridors performance is not only in the hands of transportation professionals and the governing bodies, but the major contribution has to come from the road users (Public) that they need to obey the traffic rules and switch to public transport instead of travelling alone in a car.

7. ACKNOWLWDGEMENT The Author is Thank full to Sri S. Subbarao, Additional Commissioner (Traffic & Transportation) GHMC, and Sri madwaraj, Chief Engineer, HMDA, for suggesting the study corridor and their support throughout, traffic data collection. The author is also thank full to Hyderabad traffic police for their continuous support and enforcement during traffic surveys.


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8. REFRERENCES

1. Hyderabad Urban Development Authority (1983). “Hyderabad Area Transportation Study”. Hyderabad

2. S.S Rathore et.al (2003), “Overall Corridor Management” , Journal of the Indian Road Congress, March, pg 939 - 984.

3. Hyderabad Urban Development Authority (2003). “Draft Master Plan for Hyderabad Metropolitan Area” Hyderabad.

4. Vermont Agency of Transportation, (2005)”Vermont Corridor Management Handbook”, July

5. Piyush Kansal et.al, (2005), “Traffic Management Plan for Central Kampala”, Urban Transport Journal December 2005.

6. Erik Alm et.al (2007), “An Integrated Methodology for Corridor Management Planning”, TRB Journal, August.

7. The World Bank, (2007) “Best Practices in Corridor Management”, February. 8. Kohinoor Kar et.al (2009) “An Overview of Mobility and Safety Issues Related to

Highway Transportation in India” ITE journal, August, pg 40-45. 9. Texas DOT, (2009)”Urban Mobility Report 2009”, July.

urban corridor management_ chytanya jasti

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