TRAFFIC MANAGEMENT

Prof. A. VEERARAGAVAN
Professor of Civil Engineering
Indian Institute of Technology Madras
Chennai- 600 036.

URBAN ROADS
30 % of the 100 crore population lives in
urban areas expected to grow 40 % of 140
crores in 2025
Severe pressure on the existing 2 lakh km
of Urban Roads
Need for augmentation of quality, capacity
through construction of flyovers and
underpasses, ring roads and bypasses etc.

RECOMMENDED DESIGN SERVICE

VOLUME FOR URBAN ROADS
Type of
C/w

Design Service Volume, PCU/hour

Arterial
Sub-arterial
Collector
2 lane -OW
2400
1800
1400
2 lane-TW
1500
1200
900
3 lane -OW
3600
2900
2200
4 -UD-2W
3000
2400
1800
4- D-2W
3600
2900
6-UD-2W
4800
3800
6- D-2W
5400
4300
8 D -2W

7200

PROBLEMS
Delay
Congestion
Accidents

Solutions
Controlling traffic
Imposing regulatory measures
speed, parking, vehicle control
Enforcing management techniques

Fundamental Approach
Retain as much as possible, existing
pattern of roads, but alter traffic
movement efficient use of the
system
Reduced automobile usage in
congested areas
Improved transit service and transit
management efficiency

Transportation System Management

Improved vehicular Plan
Preferential treatment of High occupancy
vehicles
Reduced peak period travel
Promotion of high occupancy and nonvehicular travel
Parking management
Transit and para-transit improvements
Transit system management measures

Regulatory Techniques

One way streets

Reversible Streets
Reversible lanes
Turning movement restrictions
Closing side streets

Traffic Segregation Techniques

Pedestrian grade-separation
Pedestrian malls
Side walks
Central dividers
Footpath and central railings
Creation of storage lanes at turning points
Bus bays
Bicycle lanes
Off-street loading and unloading facilties

Demand Management Techniques

Parking restrictions
Parking supply reduction
Parking pricing
Preferential parking for high occupancy vehicles
Preferential lanes for high occupancy vehicles
Road and bridge tolls
Supplementary licensing
Area tolls
Vehicle ownership taxation
Fare reduction on public transport

Bus Priority Techniques

Priority manoeuvres
Bus lanes
Bus precincts
Bus priority signal systems
Bus operations management

Self enforcing Techniques

Dividers
Railings
Channelisers
Queue channels
Parking notches
Sleeping policemen
Bus bays
Sharing of taxis
Fixed taxi tariff system

Police-Public Interaction Techniques

Education to bring about traffic
awareness
System co-ordination broadcasts
Traffic booths for and of road users

Improved Vehicular Flow

Improvements in signalised intersections

One-way streets
Removal of on-street parking
Reversible lanes-Tidal Flow
Traffic channelisation
Off-street loading
Transit stop relocation
Closing side streets
Exclusive bus lanes

Improvements in Signalised Intersections

Reduction in signal cycle length
optimum
Signal phasing not controlling factor
when narrow lanes, parking and right
turn exist
Co-ordination of Signals

One-way streets
Powerful technique for increasing the
capacity of streets as well as safety
Decreases number of conflicts
More efficient use of capacity to flow
than two-way operations
For roads < 15 m without markings
and with parking on either side, max
capacity is achievable

Advantages

Reduction
Reduction
Reduction
Reduction
Reduction

in
in
in
in
in

pedestrian accidents
travel time
vehicular stops
overall delay
signal time

Disadvantages
Increased walking distance to bus
stops
Increased distance to travel
Business reaction
Pedestrian safety increased speed?

Implementation Considerations
Improvement in performance of
signalised intersections
Reversible lanes-opens contra flow
lanes during peak hour
Effective utilisation of traffic
channelisation
Bus pre-emption of signals easy
Bus/car pool lanes can be introduced

Implementation Considerations
Best suited for a grid pattern network
Availability of parallel alignment; thumb rule - extra travel
distance <30% of original

Study the pattern of displaced traffic- tendency to rat race

through residential streets to avoid long detour resulting in
accidents
Good signages-No entry, one-way, no right/left turn
Consider one-way system with other management techniques
like parking restriction, signal co-ordination, contra buslanes

Adequate publicity

Reversible Streets
Useful for situations having uni-directional
peak traffic pattern
Need for a parallel street in close proximity
Advantageous ony if the volume of traffic in
peak direction is nearly twice the one
moving in lean period
Need for adequate number of signs
Need to retain one-way even during night
Adequate publicity is essential

Reversible Lane
Ensures apportioning of the carriageway
between two directions of travel that
matches the volume of traffic
Adequate lanes can be alloted to peak flow
direction by squeezing width of carriageway
meant for the opposing traffic
Need for more than four lanes
Traffic cones to delineate boundary of
additional area
Proper signs
Need for police constables

Turning Movement Restrictions

Minimise conflicts

Turning Movement Restrictions

Minimises conflicts
Enhances capacity and safety
Simplifies signal phases to minimise delays
In case of two similar intersections at close distance,
ban complimentary turns at adjacent intersections
Re-route right turn:
Diversion to the left before the congested junction
Diversion further along the road, so that difficult
right turnings from minor road onto major road
takes place at a minor intersection
Diversion to the left beyond the intersection
requiring three left turns-Q-turn
Ban U-turn on major arterial roads

Closing Side Street

Closure of side street to improve flow
on main street by minimising conflicts
Stagger load at the complicated
intersection
Reduced enforcement burden
Avoid signal
Cul-de-sac streets can be converted
into pedestrian plazas

Removal of on-street parking

Improved vehicular flow
Increased capacity

Traffic Segregation
Vehicle-vehicle Segregation
Pedestrian Vehicle Segregation
Time Segregation

Vehicle-Vehicle Segregation
Segregation of slow moving and fast
moving traffic when lane width is
available; specify minimum and max.
speed
Confine lorry traffic to outer areas
Restriction of movement of HCV
during peak periods

Requirements
Central dividers not desirable on C/w <
18m; minimum 7.5 m on each side
separated by a divider of 1.2 m
Physical central dividers not
recommended for flyovers and bridges
Central divider should have adequate
width-pedestrian refuge; road
furniture; need for landscaping to
avoid head-light glare

Pedestrian Vehicle Segregation

Techniques
Longitudinal segregation
Construction of side walks/footpaths
Raised footpath desirable- segregate footpath
from carriageway by using guard stones and
railings; railings/ central dividers essential at
intersections

Lateral Segregation

Zebra crossings
Refuge island
Railing along central dividers
Foot-over bridge/pedestrain sub-way/skywalks

Total Segregation
Ideal- complete pedestrianisation
Pedestrian only streets/pedestrian
plazas/pedestrian precinct/pedestrian
mall

Requirements for total segregation

Need for easy access to emergency vehicles
Good vehicle loading and unloading time
Adequate parking in the vicinityreasonable walking distance
Alternate route for diverted vehicular traffic
Boundaries of pedestrian areas
Indicate to pedestrian- leaving his area of
freedom
Indicate to motorist entering a zone with
restricted freedom of movement-time and space

Capacity of sidewalks of different widths

Width of
sidewalk, m

1.5

Anticipated capacity (No. of

persons/hour)
All in one
In both
direction
directions
1200
800

2.0

2400

1600

2.5

3600

2400

3.0

4800

3200

4.0

6000

4000

Minimum width of sidewalk for

various types of streets (IRC:70-1997)
Type of
District
Industrial and
Business
Areas
Residential
Areas

Type of Street Minimum

Width of
footpath, m
Main Street
4
Minor Street

Main Street

Minor Street

1.5

Demand Management Techniques

Planning and transport policies should not
be on unrestricted
Emphasis on management of urban
transport system move more people,
fewer vehicles, least time, preserve
environment
Limit use of extravagant low-occupancy
private cars in busy congested areas
Traffic restraint, demand management
technique

Principle
Benefits from a particular journey is more
than the price that a road user would be
prepared to pay
Increase price for making a trip decide
not to go, change mode; change time
Principle of demand and supply
Demand can be curtailed- raising price
(directly or indirectly)- levying taxation on
public roads and parking places
Those responsible for causing congestion
should be made to pay extra

Restraint Methods
Flexible to meet differing and changing
needs
Efficient so that undue restriction is avoided
Selective, by type, area and time of journey
Fair and acceptable to the community at
large
Simple to administer and enforce-not open
to abuse
Easy to understand and follow for both
causal and regular travellers

Indirect Methods
Banning of particular class of vehicles at
certain time and at certain areas
Auto free zone where vehicles are totally
prohibited
Special bus lanes and streets where space
is reserved exclusively for public buses
Prohibition of entry and turns and limited
access facilities
Bus priority techniques alongwith restriction
of movement of personalised vehicles
through regulatory techniques yielded
results

Direct Methods

Parking Control
Road and Bridge Toll
Road Pricing
Odd-even auto traffic restraint
Staggering of office hours

Parking Pricing
Off-street Pay and Park Areas
On-street Parking Meters
Park and Ride System

Requirements
Motorists tend to park on other roads
in the vicinity of the area under
parking control
Congestion increases on other roads
also
Impose parking restrictions on all
streets adjacent to the area where
parking pricing has been introduced
Need for a good parking enforcement

Advantages
Reduce peak hour traffic demand
Improve general flow of traffic
Parking control- not applicable to
through roads- encourages usage of
improved links congestion due to
traffic diversion

Requirements of Road Pricing

Clear demarcation of restricted zone
Minimum entry points for effective
enforcement
Public acceptance- mixed land use
Pricing can be varied with time of the dayeffected only during peak periods
Pre-requisite availability of efficient,
comfortable, cheap and convenient public
transport system to attract affluent car
owners

Parking Controls
Make efficient use of parking spaces
Recover cost of providing parking
spaces
Reduce congestion and prevent
obstruction to moving vehicles

Effect
Car Pooling
Usage of public transport
Change journey routes
Stagger journey time to avoid entry
to restricted zone
Reduction in traffic congestion and
accidents, improves environment,
savings in fuel

Preferential Treatment of HoV

Bus or car pool lanes
Bus pre-emption at signals
Toll Policies

Bus Priority Techniques

Priority to buses by permitting them
turning movements which are
prohibited to other vehicles
Often used as part of one-way
scheme or in conjunction with contraflow bus lane
Right turn only for buses; Bus only

Bus Lanes with Flow

Buses move along the direction of traffic
Arterial roads where bus-stops are frequent
reservation near kerb side
Special lanes available for HoVs - car pool,
school buses and emergency vehicles
Provide lanes if the frequency of buses is
atleast 60/hour and no. of passengers is
atleast 1.5 times the no. carried by other
vehicles in the same direction

Associated Problems
Indian roads- Narrow; mixed traffic;
lack of enforcement
High bus frequency bus lanes
counter productive
Boarding and alighting may hold all
buses behind unnecessarily
Turning movement at intersections

Introduction requirements
Availability of minimum two effective lanes
in addition to the reserved lane (min. 4 m
width)
Painting single continuous white lines (each
25 cm wide) to delineate boundary
Painting bus symbol and arrows to
conspicuously indicate the lane buses only
Time of operation to be indicated; sign
boards; flasher lights at junctions

Contra-Flow bus lanes

Lane on one-way road solely reserved
for buses that are permitted to drive
against the flow
Contra-flow bus lane should not be
less than 4 m wide
Flow more than 30 buses/hour

Bus Priority Signal System

Bus pre-emption technique
Buses fitted with transponders- receivers on
signal controllers
Terminate cross flow or extend running green
time
Subsequent allocation of running time when no
bus is present

Co-ordinated traffic signal system

Efficiency of the public transit increases by
10 to 30 %

Self Enforcing Techniques

Central Dividers
Railings
Parabolic Dividers
Channelisers
Queue Channels
Parking notches
Sleeping Policeman
Bus Bays/Bus Boxes
Share auto/taxi
Pre-paid system

Self Enforcing Techniques

Central Dividers
Wide roads
Help vehicles confine to the correct
carriageway
Avoid conflicts from opposite direction

Railings
Railings over central dividers or along
footpath guide pedestrians; avoid spill
over the carriageway

Self Enforcing Techniques

Parabolic Dividers
height 1 m
Ensures pedestrian
discipline
Railings vulnerable
to accidents

Channelisers
Ensure safe
turning movement
Proper lane
discipline

Queue Channels
To ensure taxi queue discipline at
airports, railway stations
No jumping of queue by taxi drivers
Taxi queue does not interfere with main
traffic
Passengers have specific area for
boarding and alighting- ensures safety
Only one policeman at the head of the
queue to ensure discipline
Width 2.2 m for 4 wheelers; 2 metres
for autos

Parking notches
Wide footpaths;
high parking
demand permit
angular parking
by providing
notches in foot
paths to ensure
orderly parking
and in-out
movements

Sleeping Policeman
To avoid speed breakers
Artificial bottlenecks
Helps pedestrians to cross
Command respect from drivers, as
they cannot drive fast
Continuous parking nuisance is
eliminated

Sleeping Policeman

Bus bays/Bus boxes

Useful for proper marshalling of buses
to the bus stop without interfering
with the main traffic flow
Stagger bus bays by constructing
raised dividers/islands

Share a Taxi
Point-to-point service from an
important traffic generator to
common destination
Taxi carries four persons
Tariff= basic of normal fare divided
by three driver gets 33% extra
Taxi serves as IPT; reduces load on
public transport
Share auto

Fixed Tariff System (Pre-paid service)

Located at bus stands/railway
stations/airports
Divide the city into zones- normal
fare to the max distance in the zone
Incentive- 100% for first zone; 3040% last zone; incentive ensures that
the drivers do not attempt
malpractice; offsets waiting time

Evaluation of Traffic Management

Plan- A Post Monitoring Study

 Measure the EFFECTIVENESS of the traffic

management plan for a project area under traffic
implementation scheme.
The post monitoring study:

Traffic volume
Speed studies
Volume to capacity ratio of the roads
Level of service
Traffic density and Travel time

ANALYSIS

Qualitative Evaluation: The Qualitative analysis

includes the study of the plan through the
observations around the project area.

Quantitative Evaluation :This is an Engineering

approach where the traffic flow characteristics are

quantified for the analysis.

Benefit Analysis:Quantification with respect to the

Savings in travel time, distance, Life cost, etc

Details of the Project Area

Zone of the project Area
Western side

Eastern side
Southern side

Name of Roads in the

PCU/hr/Day
traffic flow
M.G.Road,
CBD, 4000 PCU
Shivajinagar,
Frazer
Town
K.R.Puram, Whitefield, 6000 PCU
ITPL, Marathahalli
Koramangala,
BTM 5000 PCU
Layout, Electronics City

Local area traffic management plan for Indiranagar

and adjoining area

Project implementation flow

diagram
The Project Flow:
PRE-IMPLEMENTATION
STUDY
TRAFFIC
MANAGEMENT
PLAN
NEED FOR
TRAFFIC MANAGEMENT
PLAN

CHANGES AFTER
IMPLEMENTATION
Evaluation
-POST MONITORING
STUDY

Qualitative Evaluation
Traffic Calming Issues
-Observation and check lists
-Road Infrastructure
-and Safety Issues.

Quantitative Evaluation
Traffic Management Issues
-Engineering Studies
-Traffic Flow,
-Speed Studies
Benefit
Analysis

IMPLEMENTED ALTERNATIVE
PROPOSALS
There were several alternative proposals given in the
plan. Only the implemented alternative is listed below.
Proposed Improvements were in terms of:

Traffic Regulation, Re-routing of Traffic, Junction

Improvements
Provision of Signage along Links, Provision for
Parking
Relocation of Bus stops & Provision of Bus bays,
Pedestrian Crossing Facility
Footpath Up gradation, Traffic Calming around
Schools

Need For Post Monitoring Study

Post implementation studies are
important for two reasons:
a) To understand whether or not the
implemented alternative performs
well.
b) To determine whether the project
continues to perform properly over
time

ROAD INVENTORY STUDY

DETAILS
RD-no

NAME

TYPE

1a

Murphy Road

4 Lane Undivided

1b

Murphy Road

4 Lane Undivided

2a

Old Madras Road

2 Lane Undivided

2b

Old Madras Road

2 Lane Undivided

2c

Old Madras Road

4 Lane Divided

Bazar Street

2 Lane Undivided

Cambridge Road

4 Lane Undivided

SaiBaba Mandir Road

6
7

Distance
- mts

FLOW

1100 Oneway

FROM

TO

Trinity Circle

Doddagunta Road

900 Two way

Doddagunta Road

Old Madras Road

975 Oneway

Cambridge Road

Trinity Circle

750 Oneway

Murphy Road

Cabridge Road

Suranjandas Road

Murphy Road

570 Oneway

Murphy Road

Old Madras Road

900 Two way

Airport Road

Old Madras Road

2 Lane Undivided

650 Oneway

Cambridge Road

Double Road

Someswarapura 1st Mn Rd

2 Lane Undivided

610 Oneway

Jogupalya Main Road

Cambridge Road

Tamarai Kannan Road

2 Lane Undivided

320 Two way

Murphy Road

Old Madras Road

8a

CMH Road

4 Lane Undivided

840 Two way

Old Madras Road

Double Road

8b

CMH Road

4 Lane Undivided

1075 Two way

Double Road

80ft Road

13th Main Road

2 Lane Undivided

400 Oneway

100ft Road

80ft Road

10

J B Nagar Main Road

2 Lane Undivided

1500 Two way

Suranjandas Road

80ft Road

11

Tippasandra Main Road

2 Lane Undivided

1300 Oneway

80ft Road

Suranjandas Road

12a

Double Road

4 Lane Divided

600 Two way

Old Madras Road

CMH Road

12b

Double Road

4 Lane Divided

750 Two way

CMH Road

100ft Road

13

100ft Road

4 Lane Divided

2225 Two way

Old Madras Road

Airport Road

14

80ft Road

4 Lane Divided

1875 Two way

Old Madras road

J B Nagar Main Road

15a

Suranjandas Road

2 Lane Undivided

1800 Two way

Old Madras Road

New Tippasandra Rd

15b

Suranjandas Road

2 Lane Undivided

2000 Two way

New Tippasandra Rd

Airport Road

16a

Airport Road

4 Lane Divided

3200 Two way

Trinity Circle

100ft Road

16b

Airport Road

4 Lane Divided

2700 Two way

100ft Road

Suranjandas Road

17

Cross Rd (80ft Rd-Airport Rd)

1 Lane Undivided

1040 Two way

80 ft Road

Airport Road

2350 Two way

Sample Evaluation Format The

After The Improvements
RDno
5
2a
2b
11
6
1a
8a
1b
8b
2c
4
9
10
13
14
15a
15b
16a
16b
12a
3
7
12b
17

NAME

FLOW

Sai Baba Mandir Road

One way
Old Madras Road
One way
Old Madras Road
One way
Thippasandra Main Road
One way
Someshwarapura 1st Main Road One way
Murphy Road
One way
CMH Road
Two way
Murphy Road
Two way
CMH Road
Two way
Old Madras Road
Two way
Cambridge Road
Two way
13th Main Road
One-way
J B Nagar Main Road
Two way
100ft Road
Two way
80ft Road
Two way
Suranjan Das Road
Two way
Suranjan Das Road
Two way
Airport Road
Two way
Airport Road
Two way
Double Road
Two way
Bazaar Street
One way
Thamarai Kannan Road
Two way
Double Road
Two way
Cross Rd (80ft Rd-Airport Rd) Two way

Facility
Motorist Pedestrian Total
Ranking
Improvements Profit
Profit
Points
7
8
7
7
5
6.5
6
5
5
4
5
5
4
5
5
5
5
5
5
4
3
2
3
2

8
8
7
7
8
8
6
6
6
6
6
7
5
5
5
5
5
5
5
5
3
4
4
4

7
5
7
7
7
5
7
7
7
7
6
5
6
5
5
5
5
5
5
5
5
5
4
3

22
21
21
21
20
19.5
19
18
18
17
17
17
15
15
15
15
15
15
15
14
11
11
11
9

1
2
2
2
3
4
5
6
6
7
7
7
8
8
8
8
8
8
8
9
10
10
10
11

Quantitative Evaluation
Traffic Flow parameters Flow, Speed,
Density, V/C ratio
Intersection Studies Capacity, Congestion
Parking Studies - Parking demand
Safety Issues- Accident Studies

Peak hour traffic volume

Peak hour speed

IMPROVEMENTS IN TRAFFIC
MOVEMENTS
Speeds on major roads have increased by about 30 to
60 %,
The average speed for the whole network is calculated
in Benefit analysis.
Roads which showed earlier speed of 29 Kmph , now
stand at 34 Kmph.

Volume to Capacity Ratio Comparison Table

for various roads
Peak hr- PCU OLD
RDno

NAME

MP

AP

EP

Peak hr- PCU NEW

MP

AP

Capacity

V/C Ratio OLD

EP

Oneway

Twoway

MP

3000

2500

1.23 1.17

AP

V/C Ratio NEW

EP

MP

AP

EP

1.4

0.53 0.45 0.55

1a

Murphy Road

3072

2928 3490 1577 1336

1648

1b

Murphy Road

3910

4131 4563 2285 1948

2588

2a

Old Madras Road

6405

5120 6005 5281 4592

3686

3000

2500

2.56 2.05

2.4

1.76 1.53 1.23

2b

Old Madras Road

5083

4880 4746 2570 2380

2480

2500

2500

2.03 1.95

1.9

1.03 0.95 0.99

2c

Old Madras Road

6478

5838 6489 6199 5760

6263

3000

2.16 1.95 2.16 2.07 1.92 2.09

Bazaar Street

750

0.89 0.75 1.09 0.79 0.94 0.96

Cambridge Road

Sai Baba Mandir Road

Someshwarapura 1st Main Rd

1497

Thamarai Kannan Road

8a

CMH Road

3659

3882 3675 2216 2044

8b

CMH Road

4109

3395 2772 3390 2598

13th Main Road

10

J B Nagar Main Road

3351

2068 3176 2131 2144

2174

11

Thippasandra Main Road

2630

1796 2074 1604 1114

1894

12a

Double Road

3659

3882 3675 4278 4169

12b

Double Road

2708

2624 3137 3428 2986

13

100ft Road

3335

14

80ft Road

3712

15a

Suranjan Das Road

15b

Suranjan Das Road

16a
16b
17

671

560

819

951

3000

1200

1.3

1.38 1.52 0.76 0.65 0.86

1128

1156

2064

2022 2801 2306 2023

2792

2000

1.03 1.01

1.15 1.01

1.4

2638

2346 3892 1333 1070

1495

2500

2000

1.32 1.17 1.95 0.53 0.43

0.6

996 1003 1710

712

825

2500

2000

0.75

512

960

1275

1500

1200

0.68 0.43 0.68 0.69 0.64 0.85

1791

3600

1.02 1.08 1.02 0.62 0.57

2038

3600

1.14 0.94 0.77 0.94 0.72 0.57

2000

0.44 0.36 0.62 0.18 0.16 0.41

2000

1.68 1.03 1.59 1.07 1.07 1.09

1500

1.75

4240

2500

1.46 1.55 1.47 1.71 1.67

3872

3000

2763 2478 3594 2859

2879

3000

1.11 0.92 0.83

2437 3537 4103 2709

3934

3000

1.24 0.81 1.18 1.37

1591

1737 1937 1802 1767

2293

2500

0.64 0.69 0.77 0.72 0.71 0.92

2391

1732 2272 2768 2166

2587

2500

0.96 0.69 0.91 1.11 0.87 1.03

Airport Road

6860

5130 6821 7330 5739

7412

3000

2.29 1.71 2.27 2.44 1.91 2.47

Airport Road

3428

3862 4046 3919 4079

4552

4200

0.82 0.92 0.96 0.93 0.97 1.08

Cross Rd (80ft Rd-Airport Rd)

1159

1087 1324 1355 1202

1592

1500

0.77 0.72 0.88

819

874

815 1031

723 1232 451

404

1026

2500

2000

0.9

0.5

1.4

1.2

0.5

1.38

0.68 0.28 0.33

0.8

0.87 1.05 1.14

1.2

0.9

0.5

0.56 0.95

1.7
1.29

0.95 0.96
0.9

0.8

1.31

1.06

Level of Service of various Roads in the

Project Area
Average
RD_NO

NAME

TYPE

Speed

V/C ratio -

Average

V/C

Speed

ratio -

LOS -

Old

Old

LOS - old

New

New

new

1a

Murphy Road

Sub-arterial Road

34

1.3

49

0.5

1b

Murphy Road

Sub-arterial Road

30

1.4

35

0.8

2a

Old Madras Road

Arterial Road

25

2.3

42

1.5

2b

Old Madras Road

Arterial Road

24

2.0

33

1.0

2c

Old Madras Road

Arterial Road

37

2.1

39

2.0

Bazaar Street

Collector

24

0.9

20

0.9

Cambridge Road

Collector

28

1.1

31

1.2

Sai Baba Mandir Road

Collector

20

1.5

40

0.5

Someshwarapura 1st Main Rd

Collector

25

0.6

41

0.4

Thamarai Kannan Road

Residential

33

0.6

23

0.7

8a

CMH Road

Collector

22

1.0

29

0.6

8b

CMH Road

Collector

25

1.0

32

0.7

13th Main Road

Residential

34

0.5

40

0.3

10

J B Nagar Main Road

Collector

33

1.4

32

1.1

11

Thippasandra Main Road

Collector

17

1.4

23

0.8

12a

Double Road

Sub-arterial Road

25

1.5

24

1.7

12b

Double Road

Sub-arterial Road

21

0.9

23

1.1

13

100ft Road

Sub-arterial Road

33

1.0

35

1.0

14

80ft Road

Sub-arterial Road

46

1.1

45

1.2

15a

Suranjandas Road

Sub-arterial Road

41

0.7

43

0.8

15b

Suranjandas Road

Sub-arterial Road

42

0.9

45

1.0

16a

Airport Road

Arterial Road

28

2.1

26

2.3

16b

Airport Road

Arterial Road

30

0.9

28

1.0

17

Cross Rd (80ft Rd-Airport Rd)

Residential

24

0.8

21

0.9

INTERSECTION TRAFFIC VOLUME (BEFORE &

AFTER IMPLEMENTATION OF TRAFFIC
MANAGEMENT PLANS)
Traffic Volume - Before
Sl no

TYPE

MAJOR_ROAD

MINOR_ROAD

Morning Evening

Actual

Traffic Volume - After

Morning Evening

Actual

Peak

Peak

capacity

Peak

Peak

capacity

Cross Roads

Old Madras Road

Trinity Circle

11583

12227

11100

9491

8575

12100

T-Intersection

Airport Road

Suranjandas Road

4288

5036

6100

4396

5918

6100

Cross Roads

Suranjandas Road Thippasandra Main Road

4270

4295

4000

3512

4482

4500

T-Intersection

Old Madras Road

Suranjandas Road

6894

7895

6100

7224

8236

6100

T-Intersection

Old Madras Road

Double Road

7091

6839

6000

8498

7502

6000

Y-Intersection

Old Madras Road

Murphy Road

5350

6531

5500

5298

5986

6000

T-Intersection

Old Madras Road

CMH Road

5728

5587

5500

4288

3758

6000

Cross Roads

Old Madras Road

Cambridge Road

6994

7605

5250

3571

3763

6200

Cross Roads

CMH Road

Double Road

5877

5578

6600

5162

4579

6600

10

Cross Roads

80 ft Road

Thippasandra Main Road

3773

3863

4500

2953

3872

5000

Parking demand

Saving in travel time

RD-no

NAME

FLOW

old Trip
Length m

new Trip
Length m

Old Speedm/sec
MP

EP

New Speedm/sec
MP

EP

Old Travel
time - sec

New Travel
time - sec

MP

MP

EP

EP

Saving in travel
time - sec
MP

EP

1a

Murphy Road

Oneway

2200

3145

9.8

9 14.84

14 224.49

245.5 211.93 224.64

1b

Murphy Road

Two way

1800

1800

8.96

7.8 10.64

8.96 200.89

229.6 169.17 200.89

31.72

28.7

2a

Old Madras Road

Oneway

1950

1525

6.72

7.3

11.2 12.32 290.18

267.9 136.16 123.78

154.02

144.07

2b

Old Madras Road

Oneway

1500

3145

5.6

7.8

8.96

9.52 267.86

191.3 195.31 183.82

72.54

7.5

2c

Old Madras Road

Two way

4700

4700

11.48

9.2 11.76

9.8 409.41

508.7 399.66 479.59

9.75

29.07

Bazar Street

Oneway

1140

1333

6.2

6.16

5.04 162.86

185.1 216.31 264.38

-53.46

-79.32

Cambridge Road

Two way

1800

1800

6.7

7.84

9.52 268.65

200.6 229.59 189.08

39.06

11.48

Oneway

1300

1460

5.6

5.6 10.64 11.76 232.14

232.1 137.22 124.15

94.92

107.99

SaiBaba Mandir Road

Someswarapura 1st Main
Road

Oneway

1220

1460

7.84

6.2

12.6 10.08 155.61

198.1 115.87 144.84

Tamarai Kannan Road

Two way

640

640

8.96

9.5

6.72

67.23

8a

CMH Road

Two way

1680

1680

5.6

6.4

7.84

8b

CMH Road

Two way

2150

2150

6.44

7.6

8.4

13th Main Road

Oneway

800

1000

11.76

10

J B Nagar Main Road

Two way

3000

3000

11

Tippasandra Main Road

Oneway

2600

12a

Double Road

Two way

12b

Double Road

Two way

13

100ft Road

14

80ft Road

15a
15b

6.16

71.43

8.4

300

12.56

20.89

39.74

53.21

95.24

103.9

-23.81

-36.67

260.9 214.29

200

85.71

60.87

9.52 333.85

284.4 255.95 225.84

77.9

58.55

7.3 13.44

9.52

109.9

9.16

9.5

8.96

3100

5.04

4.7

6.72

1200

1200

5.04

5.04

1500

1500

5.6

6.2

5.88

Two way

4450

4450

9.14

9.1

Two way

3750

3750

13.92

Suranjandas Road

Two way

3600

3600

10.36

Suranjandas Road

Two way

4000

4000

11.76

16a

Airport Road

Two way

6400

6400

8.68

8.4

16b

Airport Road
Two way
Cross Rd (80ft Rd-Airport
Rd)
Two way

5400

5400

8.96

7.8

8.4

2080

2080

6.16

5.6

17

74.4 105.04

-6.38

4.85

8.96 327.38

317.5 334.82 334.82

-7.44

-17.36

6.16 515.87

555.6 461.31 503.25

54.56

52.31

8.4

68.03

238.1

133.9

238.1 142.86

-8.93

6.72 267.86

243.5

255.1 223.21

12.76

20.29

9.52 10.08 486.98

487.1 467.44 441.47

19.54

45.67

12 14.56 10.64 269.46

312 257.55 352.44

11.91

-40.4

13 11.76 12.32 347.49

285.7 306.12 292.21

41.37

-6.49

12

22.68

15.46

6.16 737.33

340.1 317.46 324.68

1038.9
6
914.3
761.9

-24.58

-124.7

7 602.68

688.8 642.86 771.43

-40.18

-82.65

5.88 337.66

297.1 371.43 353.74

-33.77

-56.6

24.63

8.66

12.6 12.32 340.14

Note: -ve value indicates loss in travel time

+ve value indicates gain in travel time

Avg

Accident Value analysis of the

Study Area
Year

Severity of Accident

No of
Injuries

Accidents
Reported in
the year
2000

Death due to accident - 304(A)

Permanent Injury due to accident - 338
Injury due to accident - 337
Accident - 279
Death due to accident - 304(A)
Permanent Injury due to accident - 338
Injury due to accident - 337
Accident - 279
Death due to accident - 304(A)
Permanent Injury due to accident - 338
Injury due to accident - 337
Accident - 279
Death due to accident - 304(A)
Permanent Injury due to accident - 338
Injury due to accident - 337
Accident - 279

3
13
26
41
2
17
31
32
4
14
33
36
3
15
21
27

Accidents
Reported in
the year
2001
Accidents
Reported in
the year
2002
Accidents
Reported in
the year
2003

Value in
terms of
Rs.
692929
289401
133607
25979
692929
289401
133607
25979
692929
289401
133607
25979
692929
289401
133607
25979

Total Total Cost per year

Value in Indian( Million)
Rs. Rs.
2078787
3762213
10.38
3473782
1065139
1385858
4919817
11.30
4141817
831328
2771716
4051614
12.20
4409031
935244
2078787
4341015
9.93
2805747
701433

Conclusions
The one-way roads successfully serve the
traffic and reduce the congestion and travel
time, hence assuring the smooth flow, but can
only be a temporary solution.
As observed from the flow graphs, there are
few roads, which carry more traffic than
before, but still there is an increase in travel
speed . This is because of the continuous flow
of traffic without any delays at the nonsignalized intersections.

Conclusions (contd)
On the verge of converting the two-way roads
into one ways, the cross roads linking the one
ways should not be ignored. They shall be
given equal importance, because the general
tendency of the road user is to find the short
routes and hence the cross roads get
congested.
The intersections are the main cause for the
delay. Hence the necessary improvements at
intersection would help in smooth flow of
traffic.

Conclusions (contd)
Geometrical improvements to the Junctions
contribute in reducing the accidents.
Traffic calming measures are very effective at
school zone.
Road infrastructures are very important for the
road safety and play important role in the
traffic calming measures.

Conclusions (contd)
The enforcement has to be implemented in the
local conditions and make people follow the
traffic rules and necessary action has to be
taken in successful implementation of the
traffic rules.
The validation process of traffic management
plans help in fine-tuning the plans and making
it more effective.

PUBLIC TRANSPORT

Demand Management Techniques