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International Journal of Civil Engineering and Technology (IJCIET) Volume 7, Issue 1, Jan-Feb 2016, pp. 358-372, Article ID: IJCIET_07_01_029

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SOLVING CONGESTION AT 4 LEGGED FATAL

INTERSECTION BASED ON PROPORTIONATE

TRAFFIC FLOW AS WELL AS MINIMUM

INTERSECTION DELAY – CASE STUDY OF SANAT

NAGAR/RAWALPORA INTERSECTION IN KASHMIR

Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, and Sohaib

Manzoor Bhat

Undergraduate B.Tech Students

Department of Civil Engineering, IUST Awantipora, J&K India-192122

Jabriel Qureshi

Undergraduate B.Tech Student

Department of Civil Engineering, Amity University, Noida, U.P India

ABSTRACT

The Case Study has been evaluated by reading many Articles and Books

about Traffic Analysis and Design. Srinagar possesses the distinction of being

the leading Political, Social, Cultural, and Trade & Commerce Centre

throughout ages. Srinagar City there are 67 Major Intersections with 22 as 4 -

arm & 45 as 3 - arm. 75% of Accidents & Increased Fatalities take place

during Morning Hours (9am - 11am) and Evening hours (4pm - 6pm) which

implies the need of Traffic Hour Management.Rawalpora Intersection is the

most important intersection that is encountered in the 17.8Km Stretch of

NH1A Bypass.

This Case Study shows the way of Solving the Congestion in a very

Simplified Manner from the point of Measuring Congestion to Designing as

well as determining the future Traffic Growth as well as Making provisions in

the Design.

Key words: kashmir, traffic analysis, rawalpora, sanat nagar, Traffic Census

Cite this Article: Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa

Riyaz, Sohaib Manzoor Bhat and Jabriel Qureshi, Solving Congestion At 4

Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as

Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora

Intersection In Kashmir, International Journal of Civil Engineering and

Technology, 7(1), 2016, pp. 358-372.

http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=7&IType=1

Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as

Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In

Kashmir


1. INTRODUCTION

Srinagar possesses the distinction of being the leading Political, Social, Cultural, and

Trade & Commerce Centre throughout ages. Srinagar not only being the largest

Urban Centre both in terms of Population & Area but also rapidly growing City

amongst Himachal Urban Centre. Tourism being the major source of economy of the

valley so due care has to be taken for the adequate atmosphere for the Tourism Sector

to Flourish and Blossom it is of utmost importance that there is an excellent Road

network. With the proposal of Satellite Town of Greater Srinagar likely to

Comprehend in the coming years National Highway 1A Bypass Stretching 17.8km’s

from Panthachowk-Shalteng will be the Jugular Vein of the City.

In Srinagar City there are 67 Major Intersections with 22 as 4-arm & 45 as 3-arm.

75% of Accidents & Increased Fatalities take place during Morning Hours(9am-

11am) and Evening hours (4pm-6pm) which implies the need of Traffic Hour

Management.

Rawalpora Intersection is the most important intersection that is encountered in

the 17.8Km Stretch of NH1A Bypass. It is a Four Armed at Grade junction which is at

a Distance of 7,752meters from Athwajan from where NH1A Bypass starts and

10,048 meters from Shalteng where NH1A Bypass ends.It can be considered as the

Intersection where whole of Kashmir meets. One side of the Intersection approaches

South Kashmir from Athwajan where is the Second side Approaches North Kashmir

via Hyderpora-Shalteng, whereas from third side it approaches to Central Business

District Lal Chowk and Fourth Side meets the Army Airport i.e Old Airport. On all

Sides of the Intersections are the Posh Residential Colonies..Areas entrapping this

intersection are Hakim Bagh, Guri Pora, Majid Bagh,Rawalpora Housing Colony,

Bagat e Barzula. Nearby is Water Station, Dr. Sir Mohammed Iqbal Conventional

Centre, Tiles and Marble Market. Certain Technical including Engineering Institutes

of the Valley are approached through this Intersection. Just 2-3 Kilometres away is

the Educational Hub up to intermediate Level i.e. Parraypora as well as Bagat e

Barzula. The intersection is only 2,588 meters from the Famous & Historic Mughal

Road which is being sought as an Alternative to the Present National Highway

Connecting this Summer Capital with Rest of Country.

1.1. UNDERSTANDING THE PROBLEM

Worsening of the congestion occurs when there is a ply of Military Convoy at the

intersection which is an everyday phenomenon, numerous numbers of Convoy pass to

and fro from the intersection of various Military Centers. Minimum 400 PCUS’s are

associated with every Convoy, also their way of negotiating the junction adds to the

Misery and their long queues separate away from the general Traffic, which decrease

the effective dimensions of the Geometric design, which decreases the capacity in

practice at the junction. An average of 6-7 Minutes are taken by the last Vehicles of a

particular Convoy for negating the junction taking into account the Approach Delay,

which is a matter of serious concern. Intersection is used by all the nearby

Educational Institute Buses as well as by various transport agencies to transport good

from one part of the valley to other part. It connects Northern Kashmir province as

well as Ladakh & Leh with rest of India as well as with Srinagar which results in high

movement of Passenger as well Goods Vehicles. It is also a Vital Link between

Western Srinagar with the Central Buisines District Lal Chowk There have been

many fatal accidents at the intersection at the Rate of 1.75 Deaths per year, which is a

very alarming situation demabding Introspection. All these factors lead to Congestion

Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and

Jabriel Qureshi


as well as tremendous delay in free movement of traffic junction which leads to

horrific jam as well take a toll on the health condition of the people associated with it,

which has to be rectified.

1.2. Conflicts at Sanat Nagar/ Rawalpora intersection

Any location having merging, diverging or crossing maneuvers of two vehicles is a

potential Conflict Point. These are highly undesirable as these cause delay in Traffic

and are major reason for all the accidents. The main aim of intersection Control is

resolving these conflicts for ensuring safe as well as efficient movement of Traffic

including Vehicles as well as Pedestrians.

In the Present Scenario Conflicts for through traffic are 4, whereas for Right turn

are 4. For Right turn through movement are 8. Merging & Diverging Conflicts are 4

whereas Pedestrian Conflicts are. Therefore there are a total of 32 Conflicts.

Identifying Major Conflict Problem

The main wedlock at each Leg is created by through traffic, Right Turn, Diverging

Traffic which merges at the same point due to which long queues are formed thereby

disrupting the flow in all directions. Green Cycle of the Signal is not enough to handle

it.

1.3. NEED FOR A SOLUTION

Engineering Solution to Sanat Nagar/Rawalpora Intersection has been echoing for

over a decade, even before the start of 4 laning of NH 1A bypass, Chief Ministers

Secretariat had send a Proposal for its up gradation in January 2004[2].Fatal accidents

as well as long queues of vehicles are a matter of grave concern. Also with the Ribbon

development along its route and with the new Srinagar Master Plan in which City’s

area is expected to be increased from 417 Sq. Km to 757 Sq. Km’s, is on the cards.

Bypass will be the main National Highway connecting Gallandar with Narbal, further

increasing the importance of the junction which will then transform into the Central

Point of the City both in terms of economic as well as urban development. Nearby Dr.

Sir Muhammad Iqbal Convention Centre is also expected to gain importance from it

which will be seeing many dignitaries worldwide coming to the center which thereby

enhances the need of the solution.

As per the State Traffic Department “Bypass and Sanat Nagar (Intersection) areas

are the most vulnerable areas in the city where accidents usually occur”. In 2012 State

Traffic Department had taken up the matter with R&B Department which was

supposed to set up a diversion on the square to avoid accidents.

Although a Detailed Project Report has been send to the National Highway

Authority of India for a Flyover by the state Government worth Rs 62.07crores, but

there has no approval yet from NHAI, though State R&B department conducted a

detailed Traffic Survey in 2012, but there is yet any step taken on Ground, not even

any notification has been issued in this regard. Tremendous Vehicle Operating Cost,

Fuel and time is wasted every day in and out by its users who often defined it as the

Hurdle to pass every day. The issue is every now and then highlighted in all the

leading dailies which in itself depict the Traffic mess.

For the Tourism Sector to flourish it is important to present a Beautiful Picture of

this Old City which has a written History of over 3,000 years. This junction is almost

the center point of various World Famous Tourist Destinations. On the Northern Side

is the Daksum, Pahalgam, Sonamarg, Mughal Road while on the Southern Side is the



Kashmir


Gulmarg, Tangmarg etc. With the voices growing for the opening of Srinagar

Muzafarabad(Pakistan) Road, which is connected through Southern Side of the

Intersection is going to connect the Rest of India and major Part of Srinagar City as

well as CBD with the Historic Silk Route, which has a significant Economic as well

Strategic importance.

1.4. Provisions by Master Plan

Any construction within 164feets (50 meters) from the centre line of the road is illegal

as per Jammu & Kashmir Ribbon Development Act vide SRO 260 of Public Works

Department dated 30th April 1976. Therefore the payment for the Land Acquisition

has to be made only for the extra land that is required not for any Kind of

Infrastructure. “Section 5 of the Prevention of Ribbon Development Act, Samvat

2007 expressly disentitles any person to compensation for any damage or loss

sustained in consequence of removal of a building or a structure erected in violation

are of the aforesaid act .Such violations are subjected to penal Consequences under

Section4-A of the said act”.

2. RESEARCH METHODOLOGY

Research Methodology is based on the average of two week of Traffic Survey in the

Lean (January & February) as well as harvesting Season (June & July) as

recommended by IRC [1]. The survey was recorded in the field data sheet in the hourly

manner in the Five Dash system which included Vertical Strokes for the first four

vehicles which was followed by an Oblique Stroke for the Fifth Vehicle so as to

depict a total of five. Census was complied, evaluated and analysed which served as

the Standard document for further evaluation.

2.1. Research Objective

Objective of this research is to develop a recommended design for Solving

Congestion at Sanat Nagar/ Rawalpora Intersection. Procedure is purely based on the

analysis of traffic data from field and Simulation studies. Objective is not only to

upgrade the Junction but to evolve a design with due respect to Accident data,

Intersection Delay, Economy of design as well as economy of time, Vehicle operating

costs, fuel and effort.

2.2. Research Scope

The recommended guidelines developed for this research will be applicable to the

geometric designs of the intersection, which will be put forward as a solution. The

guidelines will address design Controls, Design Prerequisites, Design Criteria, Design

Procedures for entrance, weaving & exit. Design will satisfy the needs of all types of

Heterogeneous Traffic with proper safety operations, with minimum of Intersection

Delay.

2.3. Research Approach

Research approach is based on two weeks Survey two times in the year one in lean

and other in Harvesting season. This field Survey is then analysed and accordingly

Peak Hour Traffic is determined and then Intersection is evaluated as per this Peak

Hour. According to our Study problem lies at the intersection only as in the whole

Bypass, congestion is only noticed at the intersections only, therefore on solving the

junction the whole congestion will be Solved. The Solution evolved will be


Jabriel Qureshi


economical as it will be with due Consideration to the Provisions Provided by State

Ribbon Development Act.

3. METHODS

IRC recommends design on the basis of Traffic Volume Graph plying on Major &

Minor Roads, which is primarily based on the U.K based relation[3] (Road and Traffic

in Urban Areas, 1987) is used for the Selection of type of Intersection, but at times

there are numerous & Confusing Results which are evolved by this Relation e.g. if the

Traffic on the Major Road is Comparatively High, Relation may Recommend a Grade

Separated Intersections but IRC [3] may not recommend Grade Separated Intersection.

The research involves overcoming this Flaw as well as looking the intersection not

only from the Traffic Volume but evolve the Economic yet Safe Result which will

give Minimum Delay in negotiating the Intersection [as per SWEROAD Guidelines [7]].. There are three Basic E’s Of Traffic Engineering, Engineering, Education &

Enforcement absence of any one of them can be the result of Congestion. There is no

simplified Method for getting an Idea about Congestion as per IRC , IOWA

Department of Transport Guidelines [5] can be used for achieving the said purpose in a

very simplified and easy Manner. Thus A simplified Manner in which the Level of

Congestion can easily be measured and requisite Decision can then be taken about the

further Course of Action.

Therefore the Procedure can be simplified as:

• Intersection Approach Delay Study [5]. If Further Investigation is Required then,

• IRC Guidelines based on proportionate Traffic on Major & Minor Road in

Vehicles/Day.

• SWEROAD Guidelines [7] for the results that will give Minimum Delay as well as

Non-Fatal Design.

The result will be based on the Proportionate traffic flow in Major & Minor Road

as well as will give minimum Intersection Delay.

3.1. Intersection Approach Delay Study

Intersection delay study was carried out on all the approaches from which the traffic

enters the intersection. There are several types and descriptions of traffic delay

involving intersections. The type being addressed in this section is stopped-time

delay, also known as stopped delay, which is the time that vehicles are waiting in line

on the approach to an intersection. This study provides the Per cent of Vehicles

Stopped, which is a useful indicator of signalized intersection performance.

Procedure

The field survey portion of the study includes the four highest consecutive fifteen-

minute periods. Special care was taken, that the survey was conducted under normal

conditions involving the weather, nearby traffic generator schedule, etc. Two

observers were positioned on each leg, one to count and record the stopped vehicles at

15-second intervals and the other to count the number of approach vehicles in 15-

minute intervals. The procedure is based on the assumption that each vehicle was

stopped for the entire fifteen-second interval.



Kashmir


The observers were strategically positioned so as to be able to see the entire

approach. The observers’ location and actions were such that it didn’t distract the

Road User especially motorists or influence their behaviour.

Observers counted those vehicles with locked wheels as being stopped as well as

vehicles that had been stopped and are creeping forward in a queue that is not

discharging

Method

One observer recorded a count of the number of stopped vehicles in each fifteen-

second interval of time for each minute of the study time on Intersection Delay Study

Field Sheet. The other observer counted the number of vehicles that stopped and the

number that did not stop and gave them to the first observer for recording in 15-

minute intervals. A timing device with an audible cue at the 15-second intervals was

used so that it was not necessary for a member of the team to read a watch at each

interval.

3.2 TRAFFIC VOLUME STUDY

Traffic volume Study was done on all the 8 directions of Traffic movement 2 times

for consecutive 14 days in Accordance with IRC [1]. The Traffic plying is

Heterogeneous in nature, therefore the equivalency factors as recommended by IRC [9]

was used for obtaining the desired PCU’s.

Duration of Traffic Census: - The Traffic Census was carried out for 12hours

continuously at a stretch though with adequate time given to each Surveyor in rotation

to have proper rest and food.

Abnormal Condition: - Abnormal Traffic condition were encountered on 4 different

times, one during the run up to the 26th January (Republic Day), second and Third

one on 9th and 11th February due to the Strike, Fourth one due to Prediction of Heavy

Snowfall. In all the events survey was immediately called off.

Recording of Data: - A field data Sheet was prepared for recording of data in Hourly

manner. Traffic was recorded in the five-dash system which included Vertical Strokes

for the first four vehicles which was followed by an Oblique Stroke for the Fifth

Vehicle so as to depict a total of five.

Compiling of Data: - Data was compiled immediately after the Survey and we had the

services of all of the Surveyors who had proficiency in Microsoft Office which made

the compiling of data convenient and hassle free. Special Care was taken that a

particular Surveyor will compile data taken by him/her so as to minimize errors and

Omissions.

3.3. Traffic Growth Rate Estimation

Traffic growth rate is to be estimated for assessing the future corridor traffic, so that

the designed evaluated not only satisfy the present traffic demands but is applicable to

future traffic demands also. Estimation is done in accordance with [6]

Approach

Approach is primarily based on the broad guidelines for economic analysis for

highway investments circulated for schemes under the proposed assistance by the

Asian Development Bank. Forecast is related to specific economy activity in each

Road Influence Area.


Jabriel Qureshi


Formulae

The formula used for annual growth in per cent of Passenger Vehicles and Freight

Traffic is:

��ℎ �� % = �1.024 × 1.03 − 1� × 100 × �

�ℎ� � �� ℎ �� !�"�� #$!%

4. RESULTS

4.1. Intersection Approach Delay Study

TRAFFIC ON BARZULLA LEG

AVERAGE DELAY PER STOPPED VEHICLE 15 seconds

TOTAL DELAY 6960 vehicle seconds

AVERAGE DELAY PER APROACH VEHICLE 12.04152249

PERCENTAGE OF VEHICLE STOPPED 80.27%

TRAFFIC ON RAWALPORA LEG





TRAFFIC ON HYDERPORA LEG





TRAFFIC ON NOWGAM LEG





AVERAGE TRAFFIC

AVERAGE DELAY PER STOPPED VEHICLE RESULT

AVERAGE DELAY 8939.75 vehicle seconds



4.2. Consolidated Average Daily Traffic.

The whole data is consolidated as Average of the Survey Conducted both in Lean as

well as Harvesting Season and accordingly Peak Hour is determined from this data.

The Composition of all the lanes as well as turning movements are determined and

depicted so as to be in a position of development of Intelligent Design of the

intersection.



Kashmir


Chart: 1

Chart: 2

Towards Rawalpora

(Right Turning

Movement)17%Towards

Barzulla (Left Turning Movement)

10%Towards Nowgam (Through

Movement)73%

Traffic entring from Hyderpora Leg

in Peak Hour

Towards Rawalpora

(Left Turning Movement)

11%

Towards Barzulla (Right

Turning Movement)

32%

Towards Hyderpora

(ThroughMovement)

57%

Traafic Entering from Nowgam Leg

in Peak Hour


Jabriel Qureshi


Chart: 3

Chart: 4

4.3. UK based relationship is used as the primary mechanism which helps us at

arriving at generalised Solutions.

Towards Rawalpora

(Right Turning

Movement)17%

Towards Barzulla


10%

Towards Nowgam (Through

Movement)73%

Traffic entring from Barzulla Leg

in Peak Hour

Towards Rawalpora

(Right Turning

Movement)17%

Towards Barzulla


10%Towards Nowgam (Through

Movement)73%

Traffic entring from Rawalpora Leg

in Peak Hour



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4.4. SWEROAD PLOT for Minimum Intersection Delay

4.5. SWEROAD Guidelines for Non-Fatal Design. Recommends that for the Accident

rate of 1.75 Accidents/year, Control Type Intersection is recommended.

4.6. Estimation of Future Traffic Growth

Traffic Type Present 5 year Analysis

% Value in No’s

10 year Analysis

% Value

15 year Analysis

% Value

PASSENGER CARS

Cars 1509.2 10.9 1673.7 10.9 1856.1 10 2041.8

Busses 196.6 8.9 214.1 8.9 216.4 8.4 232.1

2 wheelers 251.4 13.9 286.3 12.8 323 11.7 360.8

Cycles 50.6 13.9 57.6 12.8 65 11.7 72.6

FREIGHT CARS

Trucks 326.7 11.2 363.3 10 399.6 8.9 435.2

Light Commercial Vehicle 236.6 11.2 263.1 10 289.4 8.9 315.2

Hand Cart 2.8 11.2 3.1 10 3.4 8.9 3.7

Total No’s converted into

PCU’s

3633.3 4029.66 4410.2 4820.5


Jabriel Qureshi


5. DISCUSSION

Intersection Delay study depicts that 80.27% of vehicles have to completely stop on

Barzulla Leg, 85.556% on Rawalpora Leg, 84.86 % on Hyderpora Leg, 99.93% on

Nowgam Leg. On an average 87.654% vehicles have to completely stop while

negotiating the intersection which is an Alarming figure depicting need for further

Investigation and Survey.

From Plot of 4.3 it is quite evident that the Intersection lies in between

Roundabout/ Signalized (Control Intersection) and Grade Separator .One of the

interpretation can be that it has exceeded Control Intersection but IRC [8] warrants that

Grade Separated Intersection is justifies when the Traffic in all arms of the

intersections is in excess of 10,000 PCU’s, but as per the Survey maximum average

incoming traffic is only 3633.2 PCU’s (4.2). Therefore we arrive at Discarding the

Idea of Grade Separator.For Deciding on the Choice of Control Intersection on

Account of Delay plot of 4.4 is used which evolve Roundabout as the Safe and

Economic type of Intersection.

Intersection has to be designed not only for the present average traffic Volume of

3633.3 PCU’s but with due consideration to the Economy of time and effort for the 15

year Traffic Volume of 4820.5 PCU’s.

Summary and Conclusion

The results from all the Methods clearly arrive at Roundabout being the Best Solution

to the Intersection. According to Various Studies [7] Roundabouts are more Safer than

Signalized Intersection. Also Roundabouts are accepted on all locations where

Control Intersection is accepted

Design of Roundabout

After proper Selection of type of intersection, most important is the proper Designing.

Roundabout has been designed strictly according to IRC:-65-1976 [4]. The Maximum

2-way flow in the Intersection Leg is 2956.1038 Pcu’s and the maximum in one

direction is 1581.7658 PCU’s i.e. from Nowgam Leg.

Table 2 Design of Roundabout

Description Dimensions in Meters

Radius at Entry 20

Radius at Exit 30

Radius of Central Island 26.6

Width at Entry(e1) 10

Width of Non Weaving Section(e2) 15

Average Entry Width(e) 12.5

Width of Weaving Section(W) 16

Length of Weaving Section(L) 135

Entry Angle 60°

Exit Angle 30°

Qp 5000 PCU’s

Minimum Sight Distance 30

Grade with respect to Horizontal�& 1 �! 50

Restricted Speed ( = 30 ). *. +. ,

Channelising Islands Funnel Channel Entrance & Wider Exit Throat.



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The design evaluated here will be applicable for over 15 years. The land which

needs to be acquired for the above said Roundabouts as per Master Plan Provisions

1.4

Overall acceptability of the Design as per [4]

• “Average Incoming Peak Hour Vehicles should not be less than 500 and should not

exceed 3,000.”

At Sanat Nagar Intersection is 2574 (Okay).

• “For a four legged junction Rotary is preferred if Right turning traffic exceeds

roughly 30%.”

At Sanat Nagar Intersection is -./..01-

123.41./× 100 = 31.93% (Okay).

• “Rotaries are most adaptable where the Volume entering from Different Legs is

approximately same.”

• “If other Intersections are near than Rotary is preferred.” At Sanat Nagar Intersection

nearby intersections are Nowgam, Hyderpora which form a Continuous chain of

intersections. Bypass 17,800 meters long has 10 such major Intersections.

Design will accommodate bicyclists with a wide range of skills and comfort

levels. Bicyclists will have the option of either mixing with traffic or using the rotary

as a pedestrian.

Rotary Sign

Standard warning Sign indicating the presence of Rotary should be put up in advance

on each Leg of Traffic.

Illumination

Illumination of Rotary at Night is very important, therefore Lantern (Obstructed

Back) marked “A” are provided above the Curb of Central Island in line with each

approach Traffic lane.

Modification for Increasing Capacity

If the Traffic Volume exceeds the Design Capacity or moves towards Congestion,

then the rotary can be Signalised as per the Guidelines of MASSDOT (Grounding

McGrath, Route 28 Corridor)

Local Example: - Signalised Rotary Flyover at Kudalwadichawk Pune.

This Case Study shows the way of Solving the Congestion in a very Simplified

Manner from the point of Measuring Congestion to Designing as well as determining

the future Traffic Growth as well as Making provisions in the Design.

ACKNOWLEDGMENTS

The Case Study has been evaluated by reading many Articles and Books about Traffic

Analysis & Design, but has been evaluated by through Interaction with my Guides to

whom I am Indebted Er. Muqsit Masood Chisti ,Er. Muhammad Iqbal Malik (

Lecturer’s National Institute of Technology, Hazratbal ). I would like to thank Er.

Bilal Ahmed (Assistant Executive Engineer State R&B Department, P.C. Division

1st). I would also like to thank my Department in particular Mr. Shujat Hussain Buch

Hon’ble Head of the Department.


Jabriel Qureshi


REFERENCES

[1] IRC-9-1972,Manual on “Traffic Census on Roads”, National Highway Authority

of India(NHAI),Ministry of Surface Transport, The Indian Road Congress (IRC)

publication09,New Delhi,1972.

[2] Chief Minister’s Secretariat, “Report Submitted to Chairman National Highway

Authority of India {NHAI} vide no. PS/SS/CM/54/2004 dated 07/01/2004”, Civil

Secretariat, Srinagar, Jammu & Kashmir.

[3] IRC-SP41-1994,Manual on “Guidelines for the Design of At-Grade Intersection

in Rural & Urban Areas”, National Highway Authority of India(NHAI),Ministry

of Surface Transport, The Indian Road Congress (IRC)Special

publication41,New Delhi,1994.

[4] IRC-65-1976,Manual on “Recommended Practice for Traffic Rotaries”, National

Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian

Road Congress(IRC)publication65,New Delhi,1976.

[5] Traffic & safety Manual on "Intersection Delay Study”, lowa Department of

Transportation, Office of traffic & Safety ,issued on 19-02-07.

[6] IRC-SP19-2001, “Manual for Survey, Investigation and Preparation of road

Projects”, National Highway Authority of India(NHAI),Ministry of Surface

Transport, The Indian Road Congress(IRC)publicationSP19,New Delhi,2001.

[7] SWEROAD, “Principles for Selection of Intersection Type”, Traffic Safety

Consultancy Service Sweroad, Ankara, Draft 2000-02-15.

[8] IRC-92-1985,Manual on “Guidelines for the Design of Interchanges in Urban

Areas”, National Highway Authority of India(NHAI),Ministry of Surface

Transport, The Indian Road Congress(IRC)publication92,New Delhi,1985.

[9] IRC-106-1990, “Guidelines for the Capacity of Urban Roads in Plain Areas”,

National Highway Authority of India(NHAI),Ministry of Surface Transport, The

Indian Road Congress(IRC)publication106,New Delhi,1990.

[10] Census of India, Jammu and Kashmir Series 2011.

[11] Dr.L.R.Kadiyali,“Traffic Engineering and Highway Transport Planning”, Khanna

Publishers, Daryaganj, New Dehli,8th Edition 3rd Reprint2014.

Tables

Consolidated Average Daily Traffic

Table 1 Average Daily Composition Traffic

INCOMING Passenger

Cars Bus TRUCK

Light

Commercial

Vehicle

2

WHEELER CYCLE

Hand

Cart

Total

Vehicles PCU's

8am-9am 737.6 155.4 293.6 212.6 167.2 44.2 1.8 1612.4 2568.32

9am-10am 1509.2 196.6 326.7 236.6 251.4 50.6 2.8 2573.9 3633.29

10am-11am 1744.4 139.8 282.8 204.8 246 33 1.4 2652.2 3524.04

11am-12am 1361.4 92.2 341 247 277 33.2 1.8 2353.6 3327.12

12am-1pm 1166.4 81.6 312 225.9 174.2 31.6 3.2 1994.9 2922.72

1pm-2pm 1118.6 77.8 352.8 255.5 192.6 25.6 3.6 2026.5 3066.56

2pm-3pm 1177.8 74.8 281 203.5 185.2 23 2.8 1948.1 2774.36

3pm-4pm 1270.6 111.4 260.7 188.7 169 25.4 1 2026.8 2841.11

4pm-5pm 1387.8 126.8 272.8 197.5 196.4 25.2 1 2207.5 3062.9

5pm-6pm 1482.8 86.2 246 178.1 224.6 51.2 1.6 2270.5 2967.96

6pm-7pm 1243.8 56.4 243.2 176.1 196.8 45.6 2.8 1964.7 2636.5

7pm -8pm 653.6 35.2 289.1 209.3 103.6 20.6 2.6 1314 2158.97

14854 1234.2 3501.7 2535.6 2384 409.2 26.4 24945.1 35483.85



Kashmir


Table 2 Complete Design of Roundabout

Data Input Required

Data input required for the determination of growth rates of Vehicular traffic

comprises:-

1. Growth of Population: - According to [9] %age Decadal Growth-Rate for the state of

Jammu & Kashmir is 23.71%, for District Srinagar is 23.56 %. For adjourning

Districts of Baramulla and Budgam is 20.34% & 21.18% to which most of the

Adjourning areas come under. Therefore Population Growth can be assumed to be

2.4%

2. Income ( in Real Terms):- According to latest Census Per Capita Income for the

following year is

Description Data Recommended by IRC:-65-1976 Dimensions in Meters

Radius at Entry 20-25 20

Radius at Exit 1.5-2 times 30

Radius of Central Island 1.33 times 26.6

Width at Entry(e1) For Radius of 15-25 m for 4 Lanes =10m 10

Width of Non Weaving Section(e2) Width of Widest Entry =For Radius of

entry = 15-25 m

15

Average Entry Width(e) 6 7 /2

12.5

Width of Weaving Section(W) 89:8;/ 7 3.5 in the range 6-18 16

<=

0.4 - 1 0.78125

Length of Weaving Section(L) 45 � 2 � 45 � 45 � 90 Can be kept

Extra 33-50% long

90 in Practical (119.7-135)

W/L 0.12 � 0.40 0.17778

P > 7 � 7 > 7 � 7 %

a =Traffic Volume from Nowgam to

Rawalpora

173.0089 Pcu’s

b = Total Traffic Volume at Nowgam

minus “a”

1581.765 � 173.0089 � 1408.7569

c = having Destination Rawalpora

except that of Nowgam

49.491 7 195.3677 � 244.8587

d = Traffic Volume from Barzulla to

Hyderpora

101.775

P > 7 � 7 > 7 � 7 %

0.8575

Entry Angle 60° 60°

Exit Angle 30° 30°

Qp 5000 PCU’s

Minimum Sight Distance 30 30

Grade with respect to Horizontal�& 1 in 50 1 in 50

Restricted Speed B;6/C�D � 7 E � 0.15,� � 41.6

( � √127 � 41.6 � H0.15 7 150I

( � 30).*. +. ,

Channelising Islands Funnel Channel Entrance & Wider Exit

Throat.


Jabriel Qureshi


Table 3 Per Capita Income as per Census

But the Inflation has been constantly over 11.6% for the past more than 3

Financial Year which reduces the real Income, but for Safety we assume the same

value as assumed by IRC. 3. Elasticity of Transport demand in relation to Population and Income [6]

Table 4 Value of Elasticity of Transport

Financial Year Per Capita Income % Increase

2011-2012 Rs 28323 7.9

2012-2013 Rs 30582 7.9

2013-2014 Rs 33056 8

Quantity Value of E for First Five

Years

Value of E for Second Five

Years

Value of E for Third Five

Years

Passenger Vehicles

Cars, Jeep & Vans 2.0 2.0 1.8

Busses 1.6 1.6 1.5

Two & Three

Wheelers

2.5 2.3 2.1

Freight Traffic 2.0 1.8 1.6

solving congestion at 4 legged fatal intersection … · solving congestion at 4 legged fatal...

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