TRAFFIC AND TRANSPORTATION MANAGEMENT

1. Standards 5. Traffic calming

2. Lanes 6. Case study
3. Road intersection and details 7. Velachery signal
4. Current trends & Perspective of future. Anesh Beryl Selsha
Jeffy Benzni.N
Keerthana Vaishnavi.D
STANDARDS

Traveled Way or Carriage Way: The portion of the
roadway provided for the movement of vehicles,
exclusive of shoulders. • Number of lanes on a traveled
way are decided on the basis of expected traffic
volumes and appropriate level of service required for
the facility. X-section • Lane width strongly influences
traffic safety and comfort • Lane width ranges from
2.7-3.6 m with 3.6 m lane predominant on high- type
highways • Two-lane two-way highways with the 3.6
m lane provide safe clearance between large
commercial vehicles
DESIGN
COMPONENTS
Service lanes provided on the left of bicycle tracks/lanes help
in reducing the number of motorized vehicle conflicts on the
bicycle infrastructure. Minor vehicular access to properties,
and minor roads is channelized through service lanes reducing
the number of punctures on bicycle facility to the bare
minimum required for accessing this lane. These are generally
spaces at an interval of 200m or more. Most urban roads
require provision of parking facilities which can be
conveniently integrated with service lanes eliminating conflicts
between parked vehicles and bicycle lanes
MEDIANS: The divider between the two way
traffic lane is called median. In urban areas
medians are often used as a pedestrian refuge.
Pedestrians can use medians as narrow as 1.2 m
but the preferable width is 2 m where space
permits. Figure 5-5 shows a typical median having
a pedestrian crossing cut with the location of stop
line for motorized vehicles.
Space allocation for road
(Standard requirements)
Vehicles Dimensions
Parking

Parking parallel to the road 30° oblique spaces, entry and exit, but for use only with one-way traffic
60° oblique parking, one way traffic only
45° oblique parking, one way traffic only
90° entry/exit to parking spaces for two- 45° angled parking, one way traffic only Parking for one way traffic (with spaces for 60° angled parking, one way traffic 90° parking, 5.5M wide road Parking spaces
way traffic Parking space 2.5M wide plants) 2.5M wide

RAMPS • The widths of the ramps should be no

less than 3.65m for a single ramp and 7.0m for a
double ramp.

CHANGE OF
GRADIENT ON
RAMPS
 Design Passenger Car Single-Unit Single-Unit Intercity Bus City Transit
Vehicle Type Truck Truck (Motor Coach) Bus
(Three Axle)

Minimum 7.3 12.8 15.6 12.7 13.4 12.7

Design
Turning
Radius (M)

Centre-line 6.4 11.6 14.5 11.5 12.3 11.5

Turning
Radius (CTR)
(M)

Minimum 4.4 8.7 11.1 7.4 7.5 7.4

Inside Radius
(M)

~Minimum Turning Radii of Vehicles

Vehicle Turning Paths The turning radius, or turning path, of a vehicle is the smallest circular turn that it can make. Measuring the diameters, and
commonly the radii, of the inner and outer circular geometries that a vehicle is capable of turning within, the turning paths of
various vehicles are calculated as standards used when designing roads, parking layouts, loading, and public service areas. Turning
circles are used to evaluate how easily a specific car can make a U-turn or park.

The turning path of a
Medium-sized Semi Truck
measures the minimum
possible turning radius
necessary for performing
a U-turn in a vehicle with a
40’ (12.2 m) wheelbase.
Measuring the inner and
outer radii of the 180° turn, a
minimum inner radius of
19’4” (5.9 m) and minimum
outer radius between 40’-
40’10” (12.2-12.4 m) should
be provided for medium-
sized semi trucks.
The turning path of a Single-
Unit Truck or Bus measures
the minimum possible
turning radius necessary for
performing a U-turn in a
vehicle with a 20’ (6.1 m)
wheelbase.
Measuring the inner and
outer radii of the 180° turn, a
minimum inner radius of
28’4” (8.64 m) and minimum
outer radius between 42’-
43.5’ (12.8-13.26 m) should
be provided for single-unit
trucks and buses.
The 180° turning path of a passenger
vehicle measures the minimum possible
turning radius for use when designing
spaces for U-turns or turn-arounds within
streets, parking lots, drop-offs, or service
areas. Turning paths can use either curb-
to-curb or wall-to-wall measurements
based on whether the turning circles are
calculated based on the outer tire or the
outer front overhang. Additional
clearances should be provided whenever
possible to accommodate a larger variety
of car sizes and driver abilities.
Measuring the inner and outer radii of the
180° turn, a minimum inner radius of
14’5” (4.39 m) and minimum outer radius
between 24’-25’6” (7.31-7.77 m) should
be provided throughout the turn.
The 90° turning path of a passenger
vehicle measures the minimum
possible turning radius needed when
designing parking, loading, and
drop-off spaces.
Measuring the inner and outer radii
of the 90° turn, a minimum inner
radius of 11’6” (3.5 m) and
minimum outer radius of 19’2”
(5.85 m) should be provided.
Though the turning path requires a
width of only 7’6” (2.3 m),
additional clearances should be
provided whenever possible to
accommodate a larger variety of car
sizes and driver abilities.
 Direction
of path
covered by
a passenger
car
Direction
of path
covered by
Goods
Vehicle

Direction of
path covered by
a Fire Tender
LANES
LANES:
• A lane is part of a roadway (carriageway) TYPES OF LANES:
that is designated to be used by a single line
of vehicles, to control and guide drivers and • Traffic lane
reduce traffic conflicts. •  Through lane
•  Express lane
• Reversible lane 
LANE WIDTH: • Auxiliary lane
• The widths of vehicle lanes typically vary • Acceleration lane or merge lane 
from 2.7 to 4.6 m (9 to 15 ft). • Deceleration lane 
• Turn lane
• Lane widths are commonly narrower on low • Two-way centre turn lane
volume roads and wider on higher volume
• Passing lane
roads.
• Crawler lane
• Transfer lane
• Collector lane
• Dedicated lanes
DEDICATED LANES: BUS LANE:
• A bus lane or bus-only lane is a lane restricted
• Dedicated lanes are traffic lanes set aside to buses, often on certain days and times, and
for particular types of vehicles. generally used to speed up public transport that
• For example : would be otherwise held up by traffic congestion.
bicycle lane, high
occupancy vehicle,  motorcycle lane, bus • Bus lanes are a key component of a high-
lane. quality bus rapid transit (BRT) network,
improving bus travel speeds and reliability by
reducing delay caused by other traffic.
• A dedicated bus lane may occupy only part of a
roadway which also has lanes serving general
automotive traffic.
• Bus lanes may have separate sets of
dedicated traffic signals, to allow transit signal
priority at intersections.
 CASE STUDIES: Warsaw’s bus priority lane (Poland):
• In September 2009 the city introduced a new
Bengaluru: bus priority lanes: bus priority lane.

• Bengaluru has got its first Bus Priority Lane, • At that time, this was the longest bus lane in
Operational from November 15, the lane runs Warsaw, stretching 7 km in each direction.
along Outer Ring Road (ORR), from Swami
Vivekananda Road to Silk Board. • The bus lane covers the area which includes
one of the city’s main three-lane artery
• The objective of this bus yatra is to raise roads.
awareness and encourage compliance so that
it becomes a habit and success, that can then • Only buses could initially use the lane.
become a model for adoption across the city. However, 3 weeks later the city allowed
licensed taxis to use the lane.
• The bus priority lane route covers 12 high-
density corridors.
• Prioritizing a lane for the bus ensures a more
equitable use of road space.
• This in turn, directly improves air quality
along that entire 22 km corridor, reducing
pollution and positively impacting health.
  TRANSIT SIGNAL PRIORITY:
BUS LANES IN BRT:
BENEFITS OF BUS LANES:

• Based on the two case studies above the advantages of

bus lanes are:
• Time savings for travelers
• More passengers
• Reduced fuel costs for buses, cars and other vehicles.
• Reduces air pollution.
• More reliable buses
• Bus lanes can have separate sets of dedicated traffic
signals, to allow transit signal priority at intersections:
• Transit Signal Priority (TSP) is a general term for a set
of operational improvements that use technology to
reduce dwell time at traffic signals for transit vehicles
by holding green lights longer or shortening red
lights.  • Using mobile Wi-Fi or other higher-bandwidth
• The TSP helps to improve service and reduce delay for mass transit
vehicles at intersections.
• TSP can be sophisticated enough to perform the required timing
adjustments.
• Active signal priority uses a combination of on-
board and wayside technology that determines
what type of signal priority can be implemented.
• Active transit signal priority can be provided
on transit ways using in-ground loop detectors
to identify arriving transit vehicles.
• Intersection signal controllers and centralized
traffic signal management systems.
communication, transit vehicles can
communicate their estimated time of arrival at
an intersection.
 INFERENCE ON THE ANALYSIS OF BUS LANE:
• This will reduce the volume of vehicles, hence reduce traffic congestion and
jams.
• This will allow more commuters to reach their workplaces faster, improving
their morale & productivity and their work-life balance.
• This in turn, directly improves air quality, reducing pollution and positively
impacting health.
• This helps to make a more punctual public transport service giving a better
image of public transport among locals, faster response times for emergency
vehicles, and improved traffic safety.
• This has not only worked out in other countries it has also worked out well at
Bengaluru so this can be an option to opt for BRT to reduce delays due to
traffic and make the user experience better.
REFERENCES:

• http://www.uemi.net/uploads/4/8/9/5/48950199/solutions-factsheet-2-1-dedicated_bus_lanes_0412
16.pdf
• https://nacto.org/publication/transit-street-design-guide/intersections/signals-operations/active-tran
sit-signal-priority/
• https://www.deccanherald.com/city/bengaluru-infrastructure/bus-yatra-on-dec-11-to-promote-prior
ity-lane-784121.html
• https://www.transitwiki.org/TransitWiki/index.php/Transit_signal_priority_(TSP)
ROAD INTERSECTION AND DETAILS
TYPES OF ROAD INTERSECTION
There are two types of road intersection, the first one is grade and at-
grade intersections,
• Grade intersection: It is a bridge that eliminates crossing conflicts
at intersections by vertical separation of roadways in
space. Grade separated intersection are otherwise known as
Interchanges. eg: overpass, underpass
• At-grade intersection: An at-grade intersection is where a local road
intersects a highway at the same elevation, or grade. This requires Graded intersection
vehicles to stop on one roadway when the other roadway has the right
of way. At grade intersections are most common present India. BRT
lines are designed on the at-grade intersections.eg: T-juntuction, cross
road intersection.

At-Graded intersection
AT-GRADE INTERSECTION
• In India, most of the intersections are AT- GRADE intersections. The
traffic congestions in many of the locations, is caused due to the bus
and the motor vehicles on the same lanes. When buses are in mixed
traffic then its no longer a rapid transport. Solution to this traffic
conditions is to provide separate lanes for the buses which can help in
the rapid transport of the passengers and also can reduce the traffic
caused by the buses on the roads.

• BRT is a high quality consumer oriented transit that delivers fast,

comfortable and cost effective urban mobility. Since BRT provide
transit at a cost much lesser than other options, it is emerging as a
preferable mode of transit in developing countries like India. BRT
can help in the optimization of the traffic as a whole.

• It is observed that availability of bus lanes to other traffic for a

reasonable distance before intersection considerably reduces the
average queue length, maximum queue length, average delay time
per vehicle and emission per vehicle, while there is an increase in
vehicle throughput and average speed of all the vehicles(in network).
T-INTERSECTION WITH A MINOR STREET
• In a T intersection, if both the buses and motorised vehicles
travel on the same lane, there would be more traffic and safety
of pedestrians will be compromised.

• Introduction of a bus lane reduces the traffic caused by buses.

• This intersection is a signalised, focuses on the controlling the

movement of the vehicles, and pedestrian can easily cross the
road.

• Minimum width of the arterial road is 24-60 m. The NMV

track in the start of junction is minimum 30m.

CIRCULATION
CROSS INTERSECTION OF TWO MAJOR ROADS
• This is an intersection of two arterial roads, which
are roads with high volume traffic.
• These intersections are signalised, making it safe for
the pedestrians and NMV to cross the road.
• Minimum width of the arterial road is 24-60 m. The
NMV track in the start of junction is minimum 30m.

CIRCULATION
INFERENCE
• Signalised road intersections allows control on the movement of the vehicles on the road and also
provides safety of the pedestrians and the cyclist that are crossing the road.
• Buses when present on the same mixed traffics have resulted in more amount accident cases at the
junctions. Provision of separate bus lanes can help in increasing the safety and can also help in
decreasing the traffic on the roads.
• Some intersections have barriers provided which prevent the motorised vehicles from being
tempted to ride on the NMV track because of traffic in the mixed tracks.
References
• https://www.sciencedirect.com/science/article/pii/S204604301630154X
• https://www.embarq.org/sites/default/files/EMB2012_Traffic_Safety_on_Bus_Corridors_Pi
lot_Version.pdf
• http://smartcities.gov.in/upload/uploadfiles/files/IUT-2.pdf
Current trends & Perspective of future.
Traffic Management: How Does it Work?
Because our road network along key routes is already heavily loaded, each percent
increase in traffic flow compounds the problem. Solutions to improve mobility,
accessibilityand reliability are therefore necessary and very much desired.
What do we mean by traffic management?
• Definitions vary slightly, but simply put, we try to influence supply and demand
with traffic management, such that the traffic demand and the supply (capacity)
of the network better match, along both the dimensions of time and space.
• Typical traffic management measures include ramp metering, dynamic speed
limits, peak hour lanes and traveler information displayed on variable message
signs above the roadway or via other channels.
• The measures have been primarily intended to improve mobility, accessibility,
and reliability, but they are also increasingly deployed to improve road safety.
 Summary
In summary we can say that the trends and
developments described here offer excellent
opportunities for traffic management. But traffic
management must meet a number of important
requirements:
• Traffic management of the future must be more
flexible in handling changes in supply and
demand.
• Measures must be coordinated and used across the
network.
• Traffic management must be proactive and can be
• used to achieve a range ofpolicy objectives.
Road authorities, private sector parties and research/education institutions will need to strengthen
collaborations.
• Only then can we continue to deliver traffic management as a constructive contribution to the quality
of the transportation system.
Traffic calming
• Two main principles for speed reducing measures have
been used: visual measures and physical measures.
• ‘traffic calming begins in the minds of people.’

• According to our site context we can infer that its

important to understand the types of vehicles in and around
the station leading to what kind of traffic calming strategies
can be put into use from the examples shown below.

Phakeero ka mohalla Traffic calming proposal Galta gate Traffic Calming proposal
 EXISTING SITE STUDY
Sampla Bypass, km 58-59, NH 10
• Location The Sampla bypass, at 58-59 km, is at a junction where a minor road
joining Sampla village and Jhajjar village meets NH10.
• Background There were speed-breakers on both sides of the junction on
NH10. However, there were no speed-breakers on the minor road. Signboards
indicating the presence of speed-breakers which were located as shown in the
figure. There is a bus stop at this junction. The minor road carries fair amount
of village traffic
• Proposed traffic-calming measures At the Sampla bypass, following traffic-
calming measures were suggested: – Surmountable road divider on the
national highway to discourage overtaking. – Rumble strips on the highway as
a pre warner to the traffic calming measures ahead.
Traffic-calming at Railway Level Crossing on NH 58
Problems 1. The speed-breakers were located close to the gates of the railway level crossing. As a result,
there was a sudden drop in vehicular speed near the gates, which was a risky situation at night. 2. There
was a chaotic build-up of vehicles near the gates on both sides when they were closed. Vehicles
occupied both the lanes. As vehicles on either side were in conflict, it created congestion and slowed
dispersal of traffic when the gates were opened.
Intervention
1. To counter the problem of sudden slowing down of vehicles, a series of pre-warners and signages
were suggested from a distance of 250 meters from the railway crossing.
2. 2. A 100-mm-high (4 inches) surmountable median was constructed along the entire 250- meter
length on the approach road to the crossing from the Meerut side. This was constructed to separate
opposing traffic on the two lanes. This was expected to eliminate chaos when the gates were opened.
3. 3. Rumble and signages were proposed at a suitable distance to serve as a pre-warner to the traffic
calming measures lying ahead.

• Location This is a grade railway line

crossing on the National Highway 58
(Meerut Bypass) near Meerut.

• Background It is a two-lane undivided road

with 1.5-metre wide unpaved shoulders.
During initial visits, vehicles were seen
moving at a fairly high speed. There were
rumble strips on the road on both sides of
the railway line slowing down traffic at the
gates. However, the rumble strips were not
laid according to the IRC code, and their
height exceeded 125 mm, making them
effectively a cluster of speed breakers.
Tables 8 and 9 show the classified traffic
volumes at the Meerut railway crossing.
 INFERENCE

• speed humps, Speed

tables, Speed
cushions
• roundabouts
• Diverters
• Signals timed to
cycle- and transit
friendly speeds
• Pavement appearance

• Narrow lanes
• Narrowing corner radii
• Pinchpoints
• Gateway treatments
• Raised center medians
• Chicanes and lane
shifts
• SUGGESTED STRATEGIES USED FOR ROAD/PATHS FOR TRAFFIC CALMING IN RAILWAY STATION AND BUS TERMINUS FOR THE TYPE OF
VEHICLES IN CHENNAI LIKE TWO-WHEELERS , AUTOS AND FOUR WHEELERS TO CONTROL THE PEDESTRIANS MOVEMENT AS WELL AS
THE VEHICULAR MOVEMENTS LEADING TO THE ENTRY EXIT AND PARKING FOR THE BUSY URBAN SPACE.
STUDY OF SHANTINAGAR BUS TERMINUS ON
HOW THE TRAFFIC IS CONTROLLED
Study Road Network at Shantinagar TTMC area
The roadway network that serves as the access paths for
the TTMC facility
• KH Road from Marigowda Road to Vijaya Bank
Circle
• BTS Bus Depot Road from KH Road to Link Road
• Siddaiah Road from KH Road (Meditation center on
Siddaiah Road) to 1st Cross Road,
Existing Auto Stand Location
To remove the conflict point along the BTS Main Road between the Buses
entering TTMC and vehicles from Wilson Garden entering the BTS Main
Road Approach at the intersection, a traffic signal is proposed for the
vehicles approaching the BTS Approach from Wilson Garden as shown in
the Figure which would be synchronized with the signal for BTS Main
Road approach i.e. the signal at this approach turns Green when the signal
for BTS Main Road approach turn green.
 Proposed Traffic Signal Phasing Plan at BTS/ KH Road Intersection
Existing Traffic Signal Phasing Plan at BTS/KH Road Intersection

Existing and Proposed Signal Timing Plan at BTS/ KH Road Intersection

Existing Traffic Signal Phasing Plan at Siddaiah Road Intersection Proposed Traffic Signal Phasing Plan at Siddaiah / KH Road Intersection

Existing and Proposed Signal Timing Plan at Siddaiah / KH Road Intersection

 KH Road and BTS Main Road Section – From Vijaya Bank to TTMC Access 1
Delay:
The peak hour delay for the study area after the implementation of the above
improvements was computed along the KH Road Corridor for the following
sections
• KH Road Corridor Section - From Vijaya Bank to Marigowda Road
• KH Road and BTS Main Road Section – From Vijaya Bank to TTMC
Access 1

Based on the proposed traffic signal phasing the delays were computed
based on these data

KH Road Corridor Section - From Vijaya Bank to Marigowda Road

Pedestrian Delay at the Intersections

QUEUE LENGTH:
The queue length was computed for the existing condition and
after the implementation of proposed improvements at the
intersection and it was found that the queue lengths were
significantly reduced for the SB KH Road Approach at BTS
Main Road and KH Road intersection and WB Siddaiah Road
Approach at Siddaiah Road and KH Road Intersection, whereas
increased for the NB KH Road Approach at BTS Main Road
and KH Road intersection but was limited to within the storage
space of the intersection.
The reduction in queue length at WB Siddaiah Road
Approach at Siddaiah Road and KH Road Intersection
improved the access of the buses entering and exiting the
bus terminal thereby improving the operation conditions at
the Access 2 of the TTMC.

Queue Lengths at the Intersection

Pedestrian Facilities:
Footpath Connectivity
Footpaths are found absent at the opposite side of TTMC along BTS Main
road. Footpaths of 2.0 m width were proposed to have footpath connectivity
for the pedestrians at this segment. A small stretch of footpath in front of the
TTMC is also proposed to ensure connectivity at this section.
Speed Breakers :
During the survey it was observed that the vehicles need to maneuver sharp
right while moving towards link Road and has not enough sight distance for
the oncoming vehicles at this locations. To ensure safety at this location the
speed breakers are proposed as a traffic calming measure along the BTS
Main Road at the locations as shown in the Figure. A speed breaker is also
proposed near the drop off zone of Auto, so the autos can get into the drop
off zone sue to the slowing of the oncoming vehicles.

By these simpler methods of the changing the phase

timings of the signals, providing pedestrian
footpaths for pedestrian connectivity, creating
pauses for the intersecting nodes the traffic has
been reduce to a greater extent and these methods
are also convenient to implement in the site present
in Velachery.

Reference:
http://www.urbantransport.kar.gov.in/Traffic%20Mangement
%20and%20circulation%20Study-%20TTMC%20Shanthina
gar.pdf
Velachery Vijaynagar Signal
Traffic analysis
The growth of Velachery during the last decade can be cited due to the growth of the
IT sector in South Chennai. It acts as an important hub connecting the rapidly
growing business class Information Technology corridor popularly called OMR; the
more mature and well-connected GST road and the Central Business Districts of the
city, which has more relevance to the history of Chennai.
Road traffic has been growing a very rapid rate in India during the past three decades.
The number of motor vehicles has been growing at a rate around 10 percent per
annum. The growth rate of various vehicle classes has been as under:
o Cars : 7.5 percent
o Buses : 5.3 percent
o Trucks : 6.2 percent
o Two wheelers : 17.2 percent
As a result of the steep growth of motor vehicle population, the traffic on the roads
has been increasing, both in terms of volume and intensity. The investments on roads
have not kept pace with the growth of traffic, with the result there is severe
congestion on the roads. Speeds are low and vehicle operating costs are high.
Accident rate is also usually high. Traffic engineering measures provide a valuable
tool to understand the problems and evolve suitable measure to overcome the
deficiencies.
 Present Velachery Routs
• The Velachery main road on the south connects the fastest
growing suburbs of south Chennai and Mount Road (Anna Road measurement
Salai) at Guindy via Velachery.
in Velachery:
• A section of this road connects Guindy and Velachery and is
home to some of the oldest localities.
• The 100 ft By-pass road connects Guindy on the North West.
• The Taramani link road on the north east connects Velachery
with Rajiv Gandhi Salai (OMR).
• The Jawaharlal Nehru Salai also called the 100 ft road or Inner
Ring Road passes along the MRTS line and connects near the
airport the GST road, an arterial road in Chennai.
• The Taramani Link Road in Velachery also connects to MGR
Salai, an arterial road that connects to OMR. Velachery comes
under the Taluk of Mambalam-Guindy in Chennai District.
T
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 ANALYSIS
• The frenzied traffic movement at Vijayanagar intersection in Velachery may soon be a
thing of the past with the state highways department planning to build a multi-level
flyover at the busy junction.

• The flyover will cater to the huge vehicular population coming in from the suburbs.

• The Vijaya Nagar intersection is at the confluence of Velachery Bypass, Taramani Link
Road, Velachery Main Road and the Velachery-Tambaram High Road.

• With growth in real estate in the recent years, traffic has become chaotic.

• The MTC bus terminus at the junction adds to the congestion.

• Pedestrian movement has been badly hit due to more people using private transport.

Traffic Volume Increasing in Velachery