Prof. CSRK Prasad

Jürgen Reith

By

B. Ram Kumar

1

Traffic problems of fast growing cities often get evident along major corridors connecting suburbs and central city areas.

Historically grown road links often cannot cope with continuously growing travel demand.

It results in congestions and sinking average travel speed

For congested corridors, which are not suitable for rail based mass transport system developing existing bus system is the only option.

2

1. To characterize deficiencies in the corridor

2. To evolve transit options ◦ Restricted development in existing right of way

◦ Development including substantial expansion of corridor

3. To evaluate the options

◦ Data collection and Analysis of Existing conditions

Physical inventory of the corridor (cross sections, junction layouts)

Private traffic volumes

Public transport supply and facilities

Pedestrian facilities

Travel time measurements (PrT and PuT) and queue length

◦ Deficiency characterisation

◦ Design of two options for future development of the corridor

◦ Impact analysis for options by microscopic traffic flow simulation

Setup of microscopic simulation model for existing conditions

Calibration of the model based on measurements

Setup of models for proposed options

Evaluation of characteristic traffic performance figures for assessment of options

◦ Proposal of strategies to scale up results

Corridor Key Figures

Part of important connection between sub-centers Kukatpally and Secunderabad

Eastern section of corridor is part of classified National Highway NH7

Corridor is used by approximately 40 different bus lines

Secunderabad NH7

Kukatpally

NH9

1 2

3

4

5

Old Airport

Bowenpally Balanagar

Total length of corridor: 6.3 km 5 main intersections of which 4

are controlled by traffic signals Cross sections: dual carriageway Carriageway width usually 2 x 8–

10 m Some bottlenecks with

carriageway width around 5 m are located between intersections 3 and 4

5

0

2000

4000

6000

8000

10000

12000

14000

Tra

ffic

Vo

lum

e [V

eh/h]

Total peak hour traffic volume at

intersections

Morning Peak (10:00 to 11:00)

Evening Peak (18:00 to 19:00)

Traffic Compositions

EP

309

EP 1

44

MP 218 EP 222 MP 2126 EP 2598 MP 22 EP 12

MP 1660 EP 2391 MP 1678 EP 1491

EP 198

MP

183

MP

136

MP

2435

MP 2

64

EP 2

87

MP 1

29

EP 3

65

MP 2

52

EP 3

07

MP 305

MP 15 EP 12 MP 864 EP 1140

MP 2560

EP 2543

MP 29 EP 23 MP 2084

EP 1484 EP 586

MP

18

EP 1

9

MP 1

23 EP 1

34

MP

35

EP 3

8

MP 1

300

EP

2599

MP 1

30 E

P 9

9

MP

834

EP

793

MP 668

MP 2210

EP 2194 MP 1144 EP 1148 MP 87 EP 66

MP 93 EP 69 MP 1335 EP 1222

EP 375

MP

2766

EP 2

187

MP 3

80 E

P 3

92

MP 8

9

EP 1

24

MP 2

80 EP 2

81

MP

482

EP 3

91

MP 7

6

EP 8

6

MP 492

MP 1

213

EP 2

309

MP 1

051

EP 1

482

MP 2501 EP 2786 MP 1006 EP 528

MP 3004 EP 2954

MP 2547 EP 1877

MP 2

234

EP 3

835

MP 2

63

EP 4

26

MP 100 EP 88 MP 290 EP 172

MP

3626

EP 3

258

MP 7

9

EP 1

23

MP 2366 EP 2832

MP 2

26

4

EP 3

79

1

MP 6

45

EP 9

59

MP

24

97

EP 4

26

1

MP 3

70

5

EP 3

38

1

MP 3643 EP 4080

MP 5551 EP 4831

MP 3507 EP 3314

MP 390 EP 260

MP 3439 EP 3695

MP

22

64

EP

34

91

MP 1

76

EP 1

91

MP 2781 EP 2093

MP 3441

EP 3408

MP 8

38

EP 7

58

MP

32

35

EP 2

70

3

MP 1920 EP 1666

Intersection 1

Intersection 2

Intersection 3

Intersection 4

Intersection 5

Old Airport

Bowenpally Balanagar

Locations with high turning volumes

Travel Speed Survey

Field measurements on corridor

9

10

Although the corridor has important network functions, the corridor is not recognizable as such

No clear alignment

Multiple sharp curves for main traffic directions

No uniform standards for cross sections

Poor pedestrian facilities

Only short passages are equipped with footpaths

When existing, footpaths often are encroached for other purposes (parking, shopkeepers)

No crossing facilities

Unattractive conditions for use of Public Transport

Bus travel speeds are significant lower compared to cars/ 2-wheelers

Bus stop locations are not visible and not easy accessible

Missing information on bus routes / timetables

Private Motorised Traffic

Insufficient parking facilities in commercial areas

No extraordinary queues and waiting times at intersection (except intersection no. 2)

Average Speeds and LOS for private motorised traffic currently is at an acceptable level

Option 1

Restricted development in existing ROW

Option 2

Development including substantial expansions of corridor

• Bus priority measures mainly on

existing road space, land acquisition

only in exceptions

• Reorganization of bus stops and bus

passenger accessibility

• Reduction of paratransit parallel to bus

corridor

• Acceptance of capacity reductions for

private transport

• Implementation of an efficient bus

corridor, extension or ROW and built up

of road sections

• Reorganization of bus stops and bus

passenger accessibility

• Dimensioning of bus infrastructure for

bigger vehicle types (articulated buses)

• Ensuring of sufficient capacity for private

transport

• Reduction of paratransit parallel to bus

corridor

• Improvement of public space supporting

commercial and residential uses

13

Option 1

Optimisation of traffic signal control

Introduction of signal coordination (green wave) for major traffic flows at closely matched intersections (intersection 1and 2, 3 and 4)

Limiting of signal cycle times to maximum of 120 s at all intersections

Optimisation of signal phasing

Optimisation of green time distributions according actual traffic volume ratios

Equipment of all interactions with pedestrian crossing facilities

Old phasing system New phasing system

Introduction of signalized pedestrian crossings at all arms of the intersection

Exclusion of right-turning movement coming from West -> advantages for signal phasing

20

Impact analysis – Calibration of

simulation model

21

Current Condition

Option 1

Option 2

Impact analysis – Link Segment

Loss time

22

Impact analysis – Average speed

and average travel time

23

Impact analysis – Total travel

times

24

For a viable development of traffic in the study corridor in the first place improvements for public transport and pedestrian facilities are important

Both options allow for a substantial enhancement of attractiveness of public transport modes compared to private transport modes

Option1 requires comparatively low investment costs

Precondition for this option is a strict enforcement of traffic rules at the access points of the corridor

Option 2 requires significantly higher investment costs, but it also offers extensive additional development opportunities

By introduction of bus lanes, upgrading of bus stop facilities and the shifting of private traffic preconditions for a BRT-like operating mode of bus services are established

By shifting transit traffic out of Bowenpally, new opportunities for urban development and upgrading of public spaces are given.

Geetam Tiwari et.al (2007), “Traffic planning for non-homogeneous traffic” , sadhana, vol. 32, part 4.

Highway Capacity Manual, Transportation Research Board 2000. IRC SP – 41 “Guidelines for the design of At-Grade intersections in Rural and

Urban areas”, Indian Roads Congress, New Delhi, September 1994 IRC SP – 43 “Guidelines on low cost traffic management techniques for urban

areas”, Indian Roads Congress, New Delhi. Partha Chakroborty and Animesh Das, “Principles of Transportation Engineering

by”, Eastern Economy Edition. Report on “Immediate Action Plan in Comprehensive Transportation Study (CTS)

for Hyderabad Metropolitan Area, Corridor Improvement Plan”, by Hyderabad Metropolitan Development Authority and LEA Associates South Asia Pvt., Ltd., December 2001

Report on “Immediate Action Plan in Comprehensive Transportation Study (CTS) for Hyderabad Metropolitan Area, Intersections Improvement Plan”, by Hyderabad Metropolitan Development Authority and LEA Associates South Asia Pvt., Ltd., December 2001

USDOT, (2004), “Access Management”, ITE Journal, April, pg 1-4. Vermont Corridor Management Handbook, Vermont Agency of Transportation,

(2005).