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Transportation Research Procedia 17 (2016) 3 – 15

11th Transportation Planning and Implementation Methodologies for Developing Countries, TPMDC
2014, 10-12 December 2014, Mumbai, India

Traffic Analysis of Srinagar City

Mohsin Manzoor Janwari*a, Geetam Tiwarib , Sudershan K. Poplic , M. S. Mird
a*
M.tech. , Transportation Engineering Department, Indian Institute of Technology, Hauz Khas, New Delhi, India;
mohsin19.janwari20@gmail.com
b
Professor Transportation Planning, Indian Institute of Technology, Hauz Khas, New Delhi, India; geetamt@gmail.com
c
Additional General Manager (Highways), RITES LTD, Gurgaon (Haryana); poplisk@gmail.com
d
Professor Civil Engineering Department National Institute of Technology Srinagar, Hazratbal, Kashmir; shafi@nitsri.net

Abstract

The present study in Srinagar city is to ascertain Volume to Capacity (V/C) ratio as Roadway Congestion Index (RCI) for 22 road links
and determining their Level of Service (LOS). The results indicate that conventional evaluation practice by V/C are biased that does
not take into account the flow of non-motorised vehicles (pedestrians) in determining LOS on the urban roads which accounts for 22%
of total number of trips and have no access to footpath in study area. Moreover V/C does not take into account both space and time
parameters simultaneously in determining LOS. Without taking speed into consideration while estimating LOS on urban roads turn out
to be a “naive approach”. LOS defined in IRC 106:1994 in urban road scenario is faulty in many ways after achieving LOS F in speed
flow-curve as it emphasizes that below a vehicle speed of 20 kmph (i.e. 33% FFS in present study) as per speed-volume curve, LOS
approaches F irrespective of flow. The unacceptable LOS ranges has been compared with HCM method to give difference in LOS
ranges with two methods. The study also found IRC 106:1994 and HCM method is not applicable in urban road scenario in calculating
LOS. The study recommended that code needs a revision in speed parameter, pedestrian flow in defining LOS on urban roads.
© 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license
© 2015 The Authors. Published by Elsevier B. V.
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Selection and peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay.
Peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay
Keywords: Congestion,Level of Service,Roadway Congestion Index, Volume , Capacity

1. Introduction

Indian traffic characteristics are fundamentally very different from those in the developed countries. India with heterogeneous
type of traffic needs speed flow-curve to be defined according to road and traffic conditions prevalent in Indian condition.
Vehicle speed is reduced in heterogeneous traffic flow; whereas speed ranges defined in HCM 2010 are quite higher as it is
modelled for homogeneous traffic flow. Thus the speed ranges for urban streets in Indian context need to be redefined properly.
LOS is used to measure the quality of traffic flow by volume-to-capacity (V/C) ratio. It measures traffic service quality that
compares the number of vehicles using a given road segment during a single peak hour with the number of vehicles that the

2352-1465 © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay
doi:10.1016/j.trpro.2016.11.056
4 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15

facility is designed to handle safely. The use of V/C ratio for analysis allows the evaluation of potential demand compared to
the capacity of the facility. The speed-flow relationship is based on manuals and Codes of practices are valid for homogeneous
traffic conditions. As per IRC 106:1994, LOS in urban road scenario defines LOS F as avg. passenger vehicle speed
below 25%-33% of free flow speed (FFS) in speed-flow graph. The free flow speed in study area has been estimated
equal to 60 kmph, which underlines that at or below avg. speed of 20 kmph (33% FFS) in study links LOS approaches F
“irrespective of flow”. There have been other attempts including Kumar & Rao [1] in defining level of service criteria of
urban streets in Indian context to estimate LOS in heterogeneous traffic by different methods which may be more suitable
than IRC methods.

1.1 Congestion and Definition

Congestion usually relates to an excess of vehicles on a portion of roadway at a particular time resulting in speeds that
are much slower than normal or “free flow” speeds (Cambridge Systematic and TTI, 2005) [2]. Congestion is a condition
in which the number of vehicles attempting to use a roadway at any time exceeds the ability of the roadway to carry the
load at generally acceptable service levels (Rothenberg, 1985). Congestion is a travel time or delay in excess of the
normally incurred under light or free flow travel conditions (Lomax et al.,1997) [3].There are two principal categories of
causes of congestion, and they are (a) micro-level factors (e.g. relate to traffic on the road) and macro-level factors that
relate to overall demand for road use. Conventional planning ponders traffic congestion a serious problem and uses
various methods to evaluate congestion such as roadway level-of-service (LOS). Michigan defines freeway congestion in
terms of LOS F, when the volume/capacity ratio is greater than or equal to one [3].

1.3 Congestion And User Equilibrium

The factor that complicates congestion assessment is the tendency of congestion to conserve equilibrium: it increases
until delays constrain further peak-period vehicle trips, causing travellers to shift travel times, routes and mode, and
reduce trips (Cervero 2003, Litman 2001). Congestion cannot be anticipated by extrapolating previous trends. As traffic
congestion increases it discourages further peak-period traffic growth, leading to equilibrium. If the additional lane is
added to the existing lane it makes the situation worse by increasing the travel time and reducing the speed due to further
overflow of vehicles improved facility. This counter-intuitive result is known as Braess's paradox [3]. The increase in
travel time is rooted in the essence of the user equilibrium, where each motorist minimizes his or her own travel time.

1.4 Fundamental Diagram of Traffic Flow

a) Speed (V) Vs traffic density graph (D) b) Flow(Q) Vs Density (D) c) Flow (Q) Vs Speed (V)

Fig 1: Diagrammatic explanation of fundamental diagram of traffic flow [4].

i) Speed-Density

The speed-density relationship as shown in fig 1 a) is linear with a negative slope which explains as the density of traffic
increases the speed on the roadway decreases. The line crosses the speed axis, y, at the free flow speed, and the line
crosses the density axis, x, at the jam density. Here the speed approaches free flow speed as the density approaches zero
and speed approaches zero when the density equals the jam density.
 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15 5

ii) Flow-Density

The flow-density diagram as shown in fig 1 b) is used to determine the traffic state on a roadway. The triangular shaped
curve consists of two vectors. The first vector is the free flow side of the curve by placing the free flow velocity vector of
a roadway at the origin with rising slope upto apex of curve. The second vector is the congested branch, which is created
by placing the vector of the shock wave speed at zero flow and jam density. The congested branch has a negative slope,
which implies that the higher the density on the congested branch the lower the flow. The intersection of free flow and
congested vectors is the apex of the curve and is considered the capacity (Qmax) of the roadway, which is the traffic
condition at which the maximum number of vehicles can pass by a point in a given time period. The flow and capacity at
which this point occurs is the optimum flow and optimum density, respectively.

iii) Speed-Flow

Speed flow diagram as shown in fig 1 c) are used to determine the speed at which the optimum flow occurs. The two
branches of the speed-flow curve consisting of the free flow (horizontal line) and congested branches (parabolic shape).
The diagram is not a function, allowing the flow variable to exist at two different speeds. The flow variable existing at
two different speeds occurs when the speed is higher and the density is lower or when the speed is lower and the density
is higher, which allows for the same flow rate. The parabola suggests that the only time there is free flow speed is when
the density approaches zero; it also suggests that as the flow increases the speed decreases.

2. Scope of The Study

The study divides the Srinagar city into three broad zones. All the arterials and sub-arterials of road network are
considered for the study. Data are collected for household survey, traffic volume count, average traffic speed, free flow
speed, roadway geometry, average traffic speed and free flow speed.

3. Methodology
3.1 Identification of study links.

3.2 Data Collection

i) Traffic Volume count
ii) Average passenger speed and free flow speed
iii) Link Geometry
iv) Household data (HD)
iv) Trip Generation & Mode choice based on HD.

3.3 Quantifying Congestion

3.4 Level of service for various links by IRC and HCM method
3.5 Conclusion & Recommendations

4. Study Area
Srinagar Metropolitan Region (SMR) covers an area of 416.25 km2 located at 34º0´-34º20´N latitude and 74º40´-75º05´E
longitudes and is 5,200 feet above mean sea level and at present supports a population of 1.7 million. It is the summer
capital of Jammu & Kashmir, situated in the extreme North of India. Srinagar is the fastest growing metropolis of Jammu
and Kashmir. The city is located in the heart of the Kashmir valley on both banks of River Jhelum. It is major
international tourist center in the country. It has a rich history which reflects that Srinagar has been in existence and
functioning as a major trade and tourist center since ages. The city is bestowed with a unique natural landscape with a
number of picturesque lakes like the world famous Dal Lake, Anchar and Nigeen Lake. Because of its locational
advantage of being located in the heart of Kashmir valley, it has acquired greater degree of centrality despite the
constraints which the surroundings and physiography of the region pose to the physical growth of the city. Being the
summer capital city and the largest urban settlement in the State, it has become hub of major administrative, political,
economic and commercial activities. It constitutes 64% of the urban population of Kashmir valley and 38% of the urban
population of the State. It has a very complex ecological scenario with hills standing guard in the east preventing city’s
expansion from this side. Among the major towns of Kashmir, Srinagar city faces immense congestion problem not
because river Jhelum passes through the heart of city and as such the river has to be navigated and crossed by the
6 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15

inhabitants and visitors frequently. The city has to be circumnavigated along the famous Dal lake banks by those living
on its banks as well as by those intending to visit the Mughal gardens and Hazratbal shrine. Most of the traffic passes
through MA road, Residency road (zone1) which is in the heart of the city. Moreover many premium educational
institutes and shops befall in the same zone.

Table 1: Population growth and land use distribution of the region [5]

Year 1961 1971 1981 1991 2001 2011

Total Population (Lakh) 3.178 4.477 5.844 8.500 10.000 12.36
Decadal Growth, % --- 27.00 31.00 45.40 17.64 20.31
4.1 Zones Of The Study Area

The study area has been divided into 3 zones and further 22 links have been identified as given below:

Table 2: Link name of various zones of the study area

Zone
Classification Link Names
No.
1 Zone 1 A1,A2,A3,A4,A5,A6,A7,A8
2 Zone 2 A9,A10,A11,A12,A13,A14,A15,A
16,A17
3 Zone 3 A18,A19,A20,A21,A22
Note: Name of links with origin and destination name & link distance has been given in Annexure 4

4.2 Data Collection

4.2.1 Household Survey

The Srinagar city has a total population of 12,36,000 having 1,78,000 number of Households with average 7 members
per household (census 2011) [6]. Household cum opinion survey on a sample basis was carried out as a part of the study
to get the information spread over the study area. A total of 5757 households (8% of study area) have been drawn from
all the study zones by random sampling method. Stratification of the sample was done to cover various income groups.

Table 3: Details of Household Survey

Srinagar Municipal Population Study Area Sample size

Population Total
Srinagar No. of Avg. No. of
of Study Avg. No. of No. of
population Household Member households Household
area (app trips in study trips in
(census (census per in study surveyed
12.5 % of Area sample
2011) 2011) household area
total SMR) area

1236000 178000 7 74,160 370800 5757 1.7 441252

4.2.2 Traffic Volume Count

Traffic volume count was carried out in May-June 2011 is given below. The extent of variation of traffic flow and the
identification of peak hour was done by carrying out traffic volume study on all 22 identified links from 7am to 7pm for
one week on working days. The peak hours were identified at 9:00-10:00 am and 5:00-6:00 pm. Evening peak was seen
to be more congested, on most of the links, compared to morning peak. Traffic volume count (PCU/h) was done at 22
identified links of city during the identified peak hour 15 minutes in evening hours only.
 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15 7

Table 4: Showing the peak hour volume in PCU, Volume in No.s.

Peak hour Volume

S Link at 5pm to 6pm
Link Name
No. No. No.s PCUs
1 A1 From TRC to Regal chowk 1206 1412
2 A2 From Regal chowk to Gantaghar 995 1166
3 A3 From Gantaghar to Amira kadal 1029 998
4 A4 From KBD to Regal Chowk towards Dal lake 2297 2061
5 A5 From Regal chowk to CM residence 2494 2219
6 A6 From CM residence to TRC towards dal-Gate 2388 2368
7 A7 From TRC to CM residence towards Lal Chowk 1929 1885
8 A8 From Gantaghar to Flyover at Jehangir Chowk 2045 1910
9 A9 From Numaishi (Flyover) To Fire-station 2268 2514
10 A10 From Fire-station to Numaishi 2500 2620
11 A11 From Batamalo to Fire-station 1790 2178
12 A12 From Batamalo to Bemina Crossing 1750 2240
13 A13 From Bemina crossing to Batamolo 2126 2458
14 A14 From Numaishi(Flyover) To Iqbal park 2643 2845
From Iqbal park (Bakshi stadium) to Numaishi
2001 2689
15 A15 (flyover)
16 A16 Fom Iqbal park (Bakshi stadium) to Rambagh 2420 3052
17 A17 From Rambagh to Iqbal park (Bakshi stadium) 2890 3510
18 A18 From Allandar market Chowk to Noor Bagh 880 950
19 A19 From Noor Bagh to Allandar Market Chowk 731 1151
20 A20 From Nawakadal to Allandar Chowk 788 1102
21 A21 From Allandar Chowk to Nawakadal 820 1041
22 A22 From CM residence to Khanyar Police station 855 1324
Total 38,845 43,693

4.2.3 Road Inventory

The total length in SMR is 715 km and 60% of roads are having right of way less than 10m and carriage width less than
6.5m as per Rail India Technical and Economic Services (RITES Ltd) study.

4.2.4 Socio-Economic Characteristics

Household survey was conducted in 8% of households in study area to derive the following:-
i) Zone wise distribution of the Households according to Household size, Household income and Vehicle Ownership.
ii) Distribution of trips by Mode from Household survey and traffic volume count.
iii) Distribution of trips by trip length.
8 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15

4.3 Distribution of Household By Vehicle Ownership

Table 5: Distribution of households according to vehicle ownership

Percentage of No.
Number of of Households
S Type of Vehicle
Households having particular
No.
vehicle
1 No Vehicle 3200 55.58
2 Only Car 1100 19.11
3 Only 2-Wheeler 850 14.76
4 Only Cycle 100 1.74
5 Only Auto Rickshaw 90 1.56
6 Car & 2-Wheeler 350 6.08
7 Car & Cycle 20 0.35
8 2-Wheeler & Cycle 25 0.43
2-Wheeler & Auto
9 6 0.10
Rickshaw
10 Cycle & Auto Rickshaw 8 0.14
11 Car, 2-Wheeler & Cycle 4 0.07
2-Wheeler, Cycle & Auto
12 4 0.07
Rickshaw
Total 5757 100.00
(Note: Household survey was carried for 8% of study area)

Table 6: Distribution of Households According to Monthly Income

Percentage of
S. No of Sampled
Income Group income group in
No Households
particular class
1 <=Rs 5000 207 3
2 Rs 5001 - 10000 1039 16.77
3 Rs 10001 - 15000 1060 17.11
4 Rs 15001 -20000 880 14.20
5 Rs 20001-25000 842 13.59
6 >Rs 25000 1729 27.91
Total 5757 100

4.4 Travel Characteristics

4.4.1 Distribution of Trips by Mode of Travel

The registrated vehicle data was collected from the transport department from the year 2006-2010. The annualised
growth of vehicle has been determined as below:
 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15 9

Table 7: Number and Growth rate of Registered Vehicles in Srinagar District

Year Annualised
Type of Growth Rate
S.No.
Vehicles 2006 2007 2008 2009 2010 between 2006
& 2010
1 Car 29938 33353 37685 42362 48286 12.7
2 Jeep 3604 3674 3674 3702 3772 1.1
3 Taxis 4162 4333 4832 5306 5638 7.9
4 2 Wheelers 60942 63674 66622 69332 72712 4.5
Auto
5 11915 12685 13426 14091 14548 5.1
Rickshaw
6 Buses 3104 3130 3186 3256 3282 1.4
7 Mini Buses 3067 3155 3286 3334 3380 2.5
8 Trucks 9234 9389 9994 10304 10910 4.3
9 Others 4734 5030 5070 5304 5435 3.5

Table 8: Modal Split Including and excluding Walk Trips

Percentage of Percentage of total No.

No. of Trips No. of Trips
S. total No. trips trips (excluding walk
Mode (including (excluding
No. (including of trips)
walk trips) Walk Trips)
walk trips)
1 Car 76793 17.40 76793 21.77
2 Taxi 1952 0.44 1952 0.55
3 Shared
20178 4.57 20178 5.72
Taxi/Sumo
4 Two Wheeler 10188 2.31 10188 2.89
5 Auto 8872 2.01 8872 2.51
6 Buses 3447 0.78 3447 0.98
7 Mini-Bus 209362 47.45 209362 59.35
8 School Bus 19433 4.40 19433 5.51
9 Cycle 2533 0.57 2533 0.72
11 Walk 88495 20.06 0 0
Total 4,41,252 100 352757 100
(Note: Above is number of O-D trips by person both ways from Household survey and avg. no. of trips per person in study area is equal to 1.7).

Bus occupancy in the study area varies from 3 to 35 and averages out at 32. Average occupancy for cars,
sumo/tavera/qualis, two wheelers and auto rickshaws was found to be 2.1, 6.8, 1.2, and 1.3 respectively. The mini buses
on an average have occupancy of about 14.The distribution of vehicle by Household ownership elucidates that 48% trips
are performed in mini-buses, 20% of the trips are walk trips, 17% trips in cars and 2% trips in 2-wheelers. Moreover,
56% of households do not possess any vehicle, while only 19% own only a car. It indicates that people are happily
accepting and willing to travel by public transport. Since most of the study lanes are having LOS as E to F (Annexure 4)
as per V/C method and in order to encourage this trend, fast, reliable, frequent and comfortable mass public transport and
footpaths needs to be planned. The modal split for walk trips is 20%. Srinagar city is surrounded by parks, lakes, and
mountains with lukewarm climate and remains abuzz with tourists from all over the world, so encouraging pedestrian
walk and improving footpaths shall be efficacious as walk trips are feeder to bus trips also. The distribution of vehicle by
10 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15

Household ownership if walk trips are excluded elucidated that 59% trips are performed in mini-buses, and 22% of the
trips by car, 5% in school buses, 3% in 2-wheeler, 2% in auto etc. The average passenger car speed was found to be equal
to 18-22 kmph (avg. 20 kmph) and free flow speed equal to 60 kmph in the study links.

4.5 Quantifying Congestion

i) Method 1

The Roadway Congestion Index (RCI) is selected to quantify congestion for 22 study links. RCI can be calculated by the
following equation [8,9].
౬౥ౢ౫ౣ౛౦౛౨౦౛౗ౡ౞౥౫౨
σ ൈሺ୴ୣ୦୧ୡ୪ୣ୮ୣ୰୮ୣୟ୩୦୭୳୰ൈ୪୧୬୩୪ୣ୬୥୲୦ሻ
ౢ౟౤ౡౙ౗౦౗ౙ౟౪౯
 ൌ σሺ୴ୣ୦୧ୡ୪ୣ୮ୣ୰୮ୣୟ୩୦୭୳୰ൈ୪୧୬୩୪ୣ୬୥୲୦ሻ
(i)
ହ଴଼଻଻
 ൌ = 1.36 (LOS is F)
ଷ଻ଷ଺ଶ

The link A17 link is chosen to compare LOS by RCI method and HCM method as the link has different LOS ranges
while adopting above two methods.
ଶ଺଼ଽ
V/C ratio for link A17 is =1.28 (LOS F)
ଶ଴ଽହ
As per speed parameter for link A15 at for avg. speed 25 kmph, LOS is E.

The capacity of 3 lane (11 m) for the study area for one way with free frontage access, parked vehicles and heavy cross
traffic has been taken from capacity of Urban road (IRC) equal to 2095.The capacity of the other links having width less
than 10.5m have been adjusted on pro rata basis.

Fig 2: Speed volume of curve having Level of service [10] Fig 3: HCM 2010 Basic Freeway Segments Speed-Flow Curve (National
Research Council Transportation Research, 2010) [11]

B) Method 2

In method 2, HCM method is adopted to ascertain level of service for 22 study links as detailed in Annexure 4).

LOS for link A15

Carriageway width = 11m (3 lane one way);

Volume of vehicles (No.s) =2001 (one way);
Percentage of buses in the link = 22%;
Average passenger car speed (Vavg) = 25 kmph;
Terrain = Plain;
ࢂ
Vps (pc/h/ln) =  (ii)
ࡺ‫࢜ࢎࢌכ ࢙ࢍࢌכࡲࡴࡼכ‬
Vps = flow rate in passenger car equivalents in peak 15 minutes for speed
V = hourly traffic volume
PHF = peak hour factor
 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15 11

fgs = grade adjustment factor for speed fgs

fhv = heavy vehicle adjustment for speed
૚
where, fhv =  (iii)
૚ାࡼ࢚ሺࡱ࢚ି૚ሻା‫ܚ۾‬ሺࡱ࢘ି૚ሻ
PT = portion of trucks and buses
PR = portion of recreational vehicles
ET = passenger car equivalency for trucks
ER = passenger car equivalency for recreational vehicles

On level terrain and for near capacity conditions, trucks, buses and RVs tend to operate like passenger cars so that
equivalency factor (Et) approaches 1. Default PHF value of 0.92 and 5% of heavy vehicles including all types may be
used in urban area in absence of local data (HCM 2010). Grade adjustment factor for speed on level terrain is taken equal
to 1 (HCM 2010).
ଵ
fhv = = 0.90
ଵା଴ǤଶଶሺଵǤଶ଼ିଵሻ

ଶ଴଴ଵ
Vps = = 1081 pc/h/ln
଴Ǥଽଶ‫כ‬ଷ‫כ‬ଵ‫כ‬଴Ǥଽ଴

ி௟௢௪௥௔௧௘ ଵ଴଼ଵሺ୮ୡȀ୦୰Ȁ୪୬ሻ
Density, Vaൌ = = 32.19 pc/km/ln
஺௩௚௦௣௘௘ௗ ଶହሺ୩୫୮୦ሻ

Free flow speed FFS= BFFS- fls- fa=60 -0-0 = 60 kmph (fls, fa are assumed to be zero)

From fig5, knowing avg. speed of vehicle (kmph), flow rate (pc/h/ln), traffic density (pc/km/ln), Level of Service (LOS)
for each link is detailed in Annexure 4). So, LOS for link A15 as per HCM method, LOS is D.

5. Conclusion and Recommendations

The results indicate that conventional evaluation practice by V/C method is biased because

i) It does not take into account the flow of non-motorised vehicles (pedestrians) in determining LOS on the urban roads
which account for 22% of total number of trips and having no access to footpath.

ii) Moreover, V/C method does not take into account both space and time parameters (flow, and velocity of vehicle) in
describing LOS that conflicts with 11 study links (A1,A2,A3,A5,A6,A9,A10, A13, A15,A16,A17, A18, A19, A20, A21).

iii) It is found that without taking speed into consideration while estimating LOS on urban road turns out to be a “naïve
approach”. The average roadway congestion index (RCI) of 22 links is 1.36 and level of service found on 22 links
generally ranges from E to F.

iv) The distribution of vehicle by Household ownership elucidates that 48% trips are performed in mini-buses. Moreover,
56% of households do not possess any vehicle, while only 19% own only a car. It indicates that people are happily
accepting and willing to travel by public transport. Since most of the study lanes are having LOS ranging from E to F
emphasises to encourage fast, reliable, frequent and comfortable mass public transport.
v) The study underlines that at or below avg. speed of 20 kmph (33% FFS) in study links LOS approaches F irrespective of
flow. In some of the study links, avg. vehicular speed equal or less than 20 kmph seldom witnesses congestion as flow on
those links is uninterrupted.

vi) The speed-flow relationship in IRC 106-1994 is based on codes which have been derived from homogeneous arterial
road traffic. India with heterogeneous traffic need to come up with speed-flow curve as per road and traffic conditions
prevalent in country. Thus the speed ranges for urban streets in Indian context need to be redefined properly.
12 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15

vii) Moreover, if speed parameter is only considered in determining LOS on urban road also witnesses unpredictable LOS
ranges as it is possible to have better LOS at lower speed if flow is uninterrupted and interaction between vehicles is less.

viii) The city is located on both sides by river Jhelum and Dal Lake. It is proposed to utilize the water bodies for water
transports. It is proposed development of Inland Water Transport (IWT) along Jhelum River. The Jhelum bank has been
developed and beautified and the so called bund constructed to hold the river during floods holds opportunity for laying
narrow gauge rail track on which a city railways connecting Pantha Chowk to Old town can be laid so that the links A1,
A2, A3, A4, A5, A6, A7, A8 can be relieved of congestion.

ix) Proposed Medium and Long Term Measures to relieve congestion

i) Mass Transport System

ii) Light Metro (LRT/Mono Rail) System
iii) Mini Metro (Small Mono Rail/Cable Car) System
iv) Bus Rapid Transport (BRT) System

x) The institutional and administrative premises are required to be shifted away from congested commercial zones (Zone 1)
for relieving congestion. The Food and Supplies department, the Deputy Commissioner and Divisional Commissioner
offices, the Zonal Police Headquarters, the CID office etc have to be transferred and the space thus acquired need to be
reserved for parking and business establishments. The relocation of government establishment towards the Bemina and
Sharifabad can help establish new city on the pattern of New and old Delhi.

xi) The last but not least the J&K administration is concerned about growing traffic congestion in the city but at the same
time the state transport policies continue to encourage use of private vehicles without putting a cap on the upper limit of
car ownerships. Bank loans favouring easy car purchases should be stopped and stringent car ownership laws need to be
implemented. Srinagar has captive users for buses and non-motorized vehicles who, despite the poor public transport
system, continue to board buses, walk, and travel in overcrowded mini-buses. Special attention is needed for optimizing,
routing, scheduling and synchronizing problems prevalent in our bus transit system. The bus travel in the city should be
made cheap, comfortable and time saving for commuters. Maintaining a timetable prepared on the basis of demand will
improve the reliability of public transport. Instead of giving more incentive and road space to private vehicle owners and
spending lavishly on bridges and flyovers, there is an urgent need to revamp and promote public transport system of the
city.
 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15 13

REFERENCES

1. Kumar, B. P., K. K. Rao, 2011. Defining level of service criteria of urban streets in Indian context, European
Transport.
2. Cambridge Systematics Inc.; Texas Transportation Institute (TTI). 2005. Traffic Congestion and Reliability: Trends
and Advanced Strategies for Congestion Mitigation. Washington, D. C.: Federal Highway Administration. pp.140
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14 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15

Appendix

Annexure 1: Modal Split by Traffic Volume Count (No.s)

Traffic Percentage of Percentage total

S. Volume (No.s) Volume (No.s) Vehicle Total trips by No. of trips per
Mode
No from ADT count from ADT Occupancy person per day person from ADT
projection projection projection

1 Car 110740 39 3 332220 15.83

2 Taxi 5391 2 7 37737 1.80
Shared
3 15148 5 7 106036 5.05
Taxi/Sumo
4 Two Wheeler 35298 12 1 35298 1.68
5 Auto 7453 3 1 7453 0.36
6 Bus 2736 1 32 87552 4.17
7 Mini Bus 101340 36 14 1418760 67.61
8 School Bus 5166 2 14 72324 3.45
9 Cycle 1066 0 1 1066 0.05
Total 2,84,338 100 20,98,446

Note: Traffic volume from ADT projection has been calculated for 12 hour traffic volume count in 22 links while determining time for
peak hour volume in preliminary stage of study.

Annexure 2: Mode wise Distribution of Trips by Trip Length

%age of
Trip Shared
S. 2- Mini School Total Trips by
Length Car Taxi Taxi/ Auto Bus Cycle Walk
No Wheeler Bus Bus Trips trip
(Km) Sumo
length

1 <=1 7612 182 248 1098 1314 50 11197 3313 1215 80187 106417 24.12
2 1--2 6088 110 355 1122 1588 52 23014 1880 364 4180 38753 8.78
3 2--3 9026 265 988 1536 1381 188 33476 1897 509 1728 50994 11.56
4 3--5 14311 355 1247 1934 1345 190 51201 3116 202 2202 76103 17.25
5 5--8 18572 286 2019 2141 1181 500 52936 3794 174 198 81799 18.54
6 8--10 5806 145 2183 669 552 170 13392 1450 55 0 24421 5.53
7 10--12 3795 48 1197 382 264 315 7015 433 15 0 13464 3.05
8 12--15 5263 214 5061 581 545 319 9260 1635 0 0 22878 5.18
9 15--18 2144 169 3033 271 507 301 3900 736 0 0 11060 2.51
10 18--20 1019 48 1033 135 69 343 1623 286 0 0 4556 1.0
11 >20 3156 131 2816 318 126 1019 2347 892 0 0 10806 2.45
Total 76793 1952 20178 10188 8872 3447 209362 19433 2534 88495 441252 100

Annexure 3: IRC equivalency factor for different types of vehicles on urban road [10].

S Equivalency
Vehicle type
No. factor
Passenger car, tempo, auto rickshaw or
1
1 agricultural tractor
2 Cycle, motorcycle or scooter 0.5
3 Truck, bus or agricultural tractor-trailer unit 3
4 Mini buses, Cycle rickshaw 1.5
5 Horse-drawn vehicle 4
6 Small Bullock cart 6
 Mohsin Manzoor Janwari et al. / Transportation Research Procedia 17 (2016) 3 – 15 15

Annexure 4: Computing RCI and comparing LOS by V/C method, speed parameter, and HCM method in 22 links of study area
Level
Flow Level Level
Pedestian of
Link Volume Actual Capacity Avg. rate of of
Carraige Roadway Count per service
Link Length (V) of volume (C) of vehcile (Vp) as Density service service
Link name way Congestion hour (LO S)
No. (L) vehciles in PCU carraigewa speed per (pc/km/ln) (LO S) (LO S)
width (m) Index along as per
(Km) (No.s) (Vpcu) y (kmph) HCM as per as per
lane avg
(pc/h/ln) V/C HCM
speed.

A1 From TRC to Regal chowk 9.5 1.3 1206 1412 1810 0.78 17.5 491.58 28.09 592 E F D
From Regal chowk to
A2 8.5 0.7 995 1166 1619 0.72 15 401.97 26.80 815 D F C
Gantaghar
From Gantaghar to Amira
A3 10.5 0.3 1029 998 2000 0.50 15 626.35 41.76 624 C F E
kadal
From KBD to Regal Chowk
A4 9.5 0.7 2297 2061 1810 1.14 20 865.54 43.28 712 F F E
towards Dal lake
From Regal chowk to CM
A5 9.5 0.3 2494 2219 1810 1.23 22 984.95 44.77 F E E
residence
From CM residence to TRC
A6 11.5 0.5 2388 2368 2190 1.08 23 917.13 39.88 F E E
towards dal-Gate
From TRC to CM residence
A7 11 0.5 1929 1885 2095 0.90 25 733.86 29.35 E E D
towards Lal Chowk
From Gantaghar to Flyover
A8 9.1 0.3 2045 1910 1733 1.10 20 815.04 40.75 F F F
at Jehangir Chowk
From Numaishi (Flyover)
A9 8.5 0.5 2268 2514 1619 1.55 25 1355.87 54.23 F E F
To Fire-station
From Fire-station to
A10 9.1 0.5 2500 2620 1733 1.51 25 991.85 39.67 347 F E E
Numaishi
From Batamalo to Fire-
A11 6.7 0.7 1790 2178 1276 1.71 20 1070.11 53.51 453 F E F
station
From Batamalo to Bemina
A12 10.9 1 1750 2240 2076 1.08 18 700.63 38.92 272 F F E
Crossing
From Bemina crossing to
A13 10.5 1 2126 2458 2000 1.23 25 828.06 33.12 340 F E E
Batamolo
From Numaishi(Flyover)
A14 12.5 0.9 2643 2845 2381 1.19 20 1053.37 52.67 F F F
To Iqbal park
From Iqbal park (Bakshi
A15 stadium) to Numaishi 11 0.9 2001 2689 2095 1.28 25 804.75 32.19 F E D
(flyover)
Fom Iqbal park (Bakshi
A16 8.5 1.4 2420 3052 1619 1.89 25 1479.62 59.18 F E F
stadium) to Rambagh
From Rambagh to Iqbal
A17 9 1.4 2890 3510 1714 2.05 25 1177.99 47.12 F E F
park (Bakshi stadium)

From Allandar market

A18 4.75 1 880 950 905 1.05 23 1013.91 44.08 F E E
Chowk to Noor Bagh

From Noor Bagh to

A19 5 1 780 1151 952 1.21 25 451 18.06 F E C
Allandar Market Chowk
From Nawakadal to
A20 5.2 0.7 788 1102 990 1.11 22 920.76 41.85 F E E
Allandar Chowk
From Allandar Chowk to
A21 4.8 0.7 820 1041 914 1.14 23.5 467.93 19.91 F E C
Nawakadal

From CM residence to
A22 6.7 2.3 855 1324 1276 1.04 20 487.91 24.40 F F C
Khanyar Police station

Total 1.36