Traffic Congestion Problem & Solutions

in Old Cities of India: A Case Study of

Roorkee City
Under the Guidance of Submitted by:
Dr. Rajat Rastogi Prakhar Agrawal
The Old Roorkee City
The Target Study Area
• The Roorkee region : 18 towns, 266 villages

• 21.21% decadal growth rate during the first decade of 20th century

Table 3 : Population Growth in Roorkee (Census 2011)

Population
Name District
Census Census Census
1991-03-01 2001-03-01 2011-03-01
Roorkee Haridwar 80,262 97,516 1,18,200

• Roorkee : plane terrain; tranquillity of a hill state; rich in natural resources

; home to some of the most prestigious institutes of the country, the
growth in population is bound to continue in the times to come.

3
Need of the Study
Why is a Comprehensive Traffic Circulation Plan needed for Roorkee?
• Ganga Canal divides Roorkee into 2 halves: organised &
less organised.

• Area houses the CBD of the city and is one of the most
important centres of revenue generation.
• Conventional residents of the city still prefer this region as
their shopping destination.
• Has Nehru Stadium: the biggest gathering spot possible in
the city.

5
 No. of Name of Ward Male Population Female Total Population
Ward Population
Table 5 : Municipal 1 Chow Mandi 4095 3753 7848

Divisions of Roorkee City 2 Ambar Talab West (North 3588 3268 6865
Part)
• Highlighted areas 3 Shekhpuri 4746 4212 8958
constitute 37.95% of 4 Purvavalli 5362 4868 10230

city’s population. 5 Purvi Deendayal 1765 1691 3456

6 Ambar Talab East 2528 2339 4867

• Main commodity centre 7 IIT Roorkee 6499 2713 9212

of the city; welcomes 8 CBRI 1814 1724 3538

buyers from across the 9 Sot 2102 1801 3903

Roorkee region. 10 Civil Lines (North Part) 5307 4840 10147

11 Ambar Talab West 1660 1566 3233

• Broadening of streets, 12 Civil Lines South 1832 1708 3540

removal of 13 Ambar Talab Cenrtral 2567 2475 4642

encroachment not 14 Civil Line Central 1438 1322 2760

sufficient alone. 15 Ramnagar South 2585 2106 4691

16 Mahigiran 5467 5066 10533

• Convenience, 17 Rajputana West 1729 1602 3331

conveyance and 18 Ramnagar North 1864 1790 3654

cooperation of local 19 Purani Tehseel 3013 2777 5890

people is must. 20 Satti 2749 2486 5235

6
Objectives of the Study

To study Transportation System Management techniques used by various

cities round the globe to solve their congestion problems and examine their
implacability as per Indian scenario.

To understand the traffic problems of Roorkee city and suggest feasible

methods to mitigate them.

To devise a Traffic Circulation Plan for old part of Roorkee city.

To prepare a tenable platform that would, in future, cater to bring

together all the stakeholders of the plan on a common platform and
ensure coordination among them to work towards a common goal
of alleviating congestion woes of Roorkee city.

7
8
1. Study TSM 2. Understand and
Measures used in Mitigate Traffic
India and World Problems of Roorkee

STUDY
OBJECTIVES

3. Traffic Circulation 4. Collective Efforts for

Plan For Roorkee Traffic Mitigation

9
LITERATURE REVIEW

Traffic Management Measures in Indian

cities
LITERATURE
REVIEW

Traffic Management Measures around

the world

Measuring Congestion and Capacity of

Urban Roads

10
Discipline Author Study Done
Madhu and Ravinder Traffic management plan to ease the existing traffic problems in
(2014) Port Blair and to optimize the use of existing infrastructure
focusing on short term remedial measures to improve traffic
conditions. Suggested widening the identified sections of the
Studies briefing road network, restriction of commercial vehicle movements,
Traffic design of parking facilities and pedestrian facilities along with
Management traffic control devices namely signals, signages and markings.
Measures in
Rahane and Sahakar Review traffic congestion problem in Talegaon Dabhade, Tal-
some Indian
(2014) Maval. Dist-Pune.
cities
Reasons: heavy concentration of vehicles, absence of adequate
public transport, inadequate road infrastructure, increasing
purchasing power of public and poor enforcement of traffic
rules.
Suggested Measures: as road capacity expansion, improved road
infrastructures, restricting routes for Rickshaw, financial penalty
to the traffic law breakers and application of Fly over
Directorate of Urban Traffic Management Study for Whitefield Export Promotion Park
Land Transport, Industrial Association, Whitefield, Bangalore. Suggested redesign
Urban Development of traffic signal timings, introducing split phasing signals,
Department, redesign of intersection geometry, re-routing of traffic,
Government of realignment of the lane configuration.
11
Discipline Author Study Done
Bequet (2013) Explores policy options to tackle vehicular congestion
Studies reviewing Epifanio de los Santos Avenue (EDSA), Manila, Philippines
Traffic System PROBLEMS: concentration of shopping malls and business
Management districts on both sides of EDSA, high number of bus
plans around the terminals, too many bus service providers
world SOLUTIONS: bus segregation scheme, limit provincial buses’
routes to outskirts of metropolitan area, inter-modality for
same service provider; HOV lanes ruled out

Litman Todd (2013) Devises some smarter congestion relief strategies for Asian
cities. These strategies, which he calls as ‘win-win solutions’,
help achieve multiple planning objectives and therefore,
maximize overall benefits; particularly in rapidly developing
Asian cities.
Pike (2010) Sponsored by International Council on Clean Transportation.
Compares the congestion pricing systems of of Singapore,
London and Stockholm.

12
Discipline Author Study Done

Suresh and Find out the capacity of two-lane undivided road section catering
Studies Measuring Umadevi heterogenous traffic in Chennai city using Headway method,
Congestion and (2014) Observed volume method and Fundamental diagram method.
Capacity of Urban
Roads Rao and Rao Present measure metrics for urban arterial congestion and review
(2012) the various measurement criteria followed by different countries/
organisations. United States of America, South Korea, Japan use
either only speed or a certain low speed prevailing for certain time-
period as the major metric for congestion measurement.
Discuss various indices :Travel Time Index, Cell Dwell Time, Vehicle
Kilometers Travelled, Corridor Mobility Index, Speed Reduction
Index. the study compares the three macro level congestion indices
with respect to their advantages and disadvantages.

Chandra and Give approach for Dynamic PCUs that considers both area and
Kumar (2003) speed of subject vehicle with respect to those of a car.
𝑽𝒄/𝑽𝒊
𝑷𝑪𝑼𝒊 =
𝑨𝒄/𝑨𝒊
The capacity of two-lane sections (5.5m to 8m) is determined using
the following equation: C = -2184-22.6w2+857.4w

13
 1. Study TSM 2. Understand and
Measures used in Mitigate Traffic
India and World Problems of Roorkee

STUDY
OBJECTIVES

3. Traffic Circulation 4. Collective Efforts for

Plan For Roorkee Traffic Mitigation

14
Selection of Study Area
• A significant area of the old portion of the city taken into account

• Includes areas of Sabzi Mandi, Anaj Mandi, Kabadi Bazar Road, Old Railway Road,
Ambar Talab, B.T Ganj, Nehru Stadium

Figure 3.2: Study Area

15
16
Reconnaissance Survey
• Involved covering each street of the network on bicycle.

• Apprehension of the actual scenario at the very concerned

site.

• Interactions with local shopkeepers, fruit vendors, on-duty

police officials.

• Property owners cognized of the project undertaken.

• Enabled knowing the peak hours of different roads of the

network.

• Location of frequent congestion spots.

17
Approach Used

• The ‘Gear Mechanism’: The direction of

flow of traffic on adjacent parallel streets Road on
should be opposite to each other Right
resembling the motion of cranks in a
machine.

Main Bazar
• Solutions to parking and encroachment Road
Road on
problems in the old market area of the Left
city would further smoothen the operation
and act as hardened grease between the
‘gears’.
Figure 4.1: The Gear
Mechanism

18
Data Collection

DATA COLLECTED
INVENTORY DATA

PRIMARY DATA

SECONDARY DATA

19
Data Collection
1. Inventory Data:
Measured the width of carriageway and shoulders and noted their surface type
along all streets of the cordon
Table 3.3 Inventory Data Table with Geometric and Built-up Details

ROADWAY DETAILS
ROAD NAME

LOCATION OF Total
Left Shoulder Central Carriageway Right Shoulder
MEASUREMENT Roadway
Width Type Width Type Width Type
Width

Neeraj Elelctricals 1.6 unpaved 5.7 Black Top 2.3 unpaved 9.6

Kukreja Design Suits 1 unpaved 4.8 Black Top 1.1 unpaved 6.9

Hariom Collection - - 4.1 Black Top - - 4.1

Right Bank Canal Road

Just before Roorkee lions 0.5 unpaved 5.5 Black Top 0.5 unpaved 6.5

Just after Roorkee lions 4.3 unpaved 6 Black Top 2.3 unpaved 12.6

Just after transformer 3.3 unpaved 2.5 Black Top 2.2 unpaved 8

Foundation laying stone 5.1 paved 4.1 Black Top 1.1 paved 10.3

At first red& white barrier at

left 3.4 paved 3.2 Black Top 4.3 paved 10.9

Opposite police station 2.4 paved 3.5 Black Top 3.8 paved 9.7

20
Data Collection

21
• Classification of Roads of Study Network:

Table 3.2: Classification of Roads of Study Area, as per IRC: 106-

1990
COLLECTOR STREETS LOCAL STREETS

• Old bridge • RR-1L

• Ganga bridge • RR-2L
• Nehru Stadium bridge • RR-3L
• Main Bazar Road • RR-4L
• RBC-3R • Railway Road (Old Kundan Sweets)
• Railway Road (Anaj Mandi) • RBC-1R
• Kabadi Bazar (SSDPC College) • RBC-2R
• Kabadi Bazar (Police Station)

22
Data Collection

23
Data Collection

3. Secondary Data:
• Accessed data/ permissions from the officials of:
– Municipal Corporation, Roorkee
– Uttarakhand Police Department (Headquarters, Dehradun and Roorkee
Stations)
– Roorkee Traffic Police
– Regional Transportation Officer, Roorkee

• Vehicle Registration data, Ward-wise population data

• A letter of authority was issued by ADG Law & Order /Prosecution/Sports,

Uttarakhand Police assuring coordination throughout the project.

24
Data Extraction

• Volume Studies:
– Vehicle Count Macros in MS Excel.
– Complete one hour video extracted for any site.

25
Data Extraction

• Speed Studies:
– Measurement of travel times as vehicles traverse a short, measured distance
– Simultaneous video observance and time frame recording.
– For each direction, speed extracted for 15-20 vehicles in each 10-minute interval during
peak hour; 90-120 vehicles per hour per direction

26
Data Collection

Traffic Volume Studies

DATA ANALYSIS

Traffic Speed Studies

Performance Evaluation

27
DATA ANALYSIS

1. Analysis for Traffic Volume

I. DIRECTIONAL SEGREGATED, CLASSIFIED VEHICLE COUNT:
– For Main Bazar:
Towards Ganga Canal Towards Rampur Road
0-10 10-20 20-30 30-40 40-50 50-60 Total 0-10 10-20 20-30 30-40 40-50 50-60 Tota

min min min min min min min min min min min min l
2w 137 140 170 175 150 145 917
2w 167 143 173 176 173 160 992
E- 3 8 6 4 6 4 31
e-rickshaw 8 5 5 11 9 7 45
rickshaw
Car 2 0 0 0 1 0 3
Car 1 1 0 0 0 0 2
LCV 1 0 0 0 1 0 2 LCV 0 0 0 0 0 0 0
Bus 0 0 0 0 0 0 0 Bus 0 0 0 0 0 0 0
Pedal 5 5 2 6 5 9 32 Pedal 9 4 4 5 3 6 31
rickshaw rickshaw

Bicycle 22 16 18 13 14 22 105 Bicycle 23 20 18 16 16 16 109

Handcart 0 0 0 1 2 1 4
Handcart 1 1 0 0 0 0 2
Tractor 0 0 0 0 0 0 0
Tractor 0 0 0 0 0 0 0
trolley
trolley
Others 0 1 0 0 1 0 2
Others 0 0 3 3 7 0 13 Total 173 174 198 201 178 172 1096
Total 206 170 201 209 210 198 1194

28
• PCU Values
Table 4.2: PCU Values used, as per Indo Highway Capacity Manual 2017

VEHICLE Two- Mini Cycle Tractor Trailer

Autos Car Bus LCV Bicycle
TYPE Wheeler Bus Rickshaw Combination

PCU VALUE 0.20 0.73 1.00 3.77 1.80 2.30 0.39 1.80 4.50

– PCU for e-Rickshaw:

• Not mentioned specifically
• In considerable number in Roorkee
• Dynamic PCU method used
𝑉𝑐/𝑉𝑖
𝑃𝐶𝑈𝑖 =
𝐴𝑐/𝐴𝑖

• E-Rickshaw’s dimensions : 2.65m x 0.97m (Area= 1.365 m2)

• Area of Standard Car= 5.36 m2 (Table 1.3, Indo HCM 2017)

29
• Directional Segregated Volume Count

360
352.96 200
182.546
350 180

340 160

140 134.12
330
PCU per hour

PCU per hour

120
320
100
310.932
310 80

60
300
40 Towards Kundan Sweets
290 Towards Ganga
Canal 20 Towards Main Bazar
Road
280 0
Direction
. of Travel Direction
1 of Travel

Figure 4.6: Directional Flow at Main Figure 4.7: Directional Flow at Railway Road
Bazar Road (PCU/Hr) (PCU/Hr)

30
Table 4.4: Bi-directional Traffic Flow at Different Roads of the
Study Area
Road Name Traffic Flow (PCU/Hr/Lane) Total Flow (PCU/Hr)

Main Bazar Road 352.96 (NW), 310.93 (SE) 663.89

Railway Road, Anaj Mandi 182.55(NE), 134.12 (SW) 316.67

Railway Road, Near old 363.97

197.13 (NE), 166.84 (SW)
Kundan Sweets
Kabadi Bazar Road 378.43 NE), 779.59 (SW) 1158.02

RR-3L 135.25(NW), 95.11(SE) 230.36

RR -2L 72.8 (NW), 79.62(SE) 152.42

RR - 1L 43.9 (NW), 40.24 (SE) 84.14

RR - 4L 113.46 (NW), 122.91(SE) 236.37

Right Bank Canal Road (RBC) 336.93 (NE), 276.05 (SW) 612.98

RBC- 3R 636.3(NW), 654.92 (SE) 1291.22

RBC-2R 117.75(NW), 152.97(SE) 270.72
RBC-1R 192.15(NW), 138.1(SE) 330.25

Old Bridge 537.04(NW), 501.81 (SE) 1038.85

Ganga Bridge 318.02(NW), 287.66(SE) 588.68

Nehru St. Bridge 831.88 (NW), 771.66 (SE) 1603.54

31
 1800

1600

1603.54
1400

1200
TRAFFIC FLOW (PCU/Hr)

1291.22
1000

1158.02

1038.85
800

600
363.97
663.89

330.25
316.67

612.98

270.72
230.36

588.68
400
236.37
152.42
84.14

200

0
Main RR, Anaj RR ,old RR - 1L RR -2L RR-3L RR - 4L Kabadi Right Bank RBC- 3R RBC-2R RBC-1R Old Bridge Ganga Nehru St.
Bazar Mandi Kundan Bazar Canal Bridge Bridge
Road Sweets Road Road
(RBC)
ROAD NAME

32
33
 II. COMPOSITION OF TRAFFIC

1%

9% 2w 2w
3% 10%
3% erickshaw erickshaw
4%
3%
car car
lcv lcv
bus bus
pedal rick pedal rick
83% bicycle bicycle
handcart handcart
tractor trolley 84% tractor trolley
others others

Figure 4.2: Composition of Traffic at Main Bazar, moving Figure 4.3: Composition of Traffic at Main Bazar, moving towards
towards Ganga Canal Rampur Road

34
• Composition of Traffic on different categories of roads in old Roorkee

Local Streets 2W Collector Streets 2W

ERICKSHAW
1% ERICKSHAW
1%
CARS 2%
CARS
LCV 1% 10%
15% 3% LCV
3%
BUS
1% BUS

6% PEDAL 7%
PEDAL RICKSHAW
RICKSHAW
BICYCLE BICYCLE

74% HANDCART HANDCART

76%
TRACTOR TRACTOR
TROLLEY TROLLEY
OTHERS OTHERS

Figure 4.4: Composition of Traffic on All Local Figure 4.5: Composition of Traffic on All Collector
Streets of Study Area Streets of Study Area

• No restriction on any class of vehicle on any road

35
 III. PEAK HOUR FACTOR
• To understand the variation in flow during peak hour
• Given by:

• 10-minute PHF was obtained

40 35
32.26
35 35.39 30.4
34.452 30

Traffic Flow for ten minutes (PCU)

28.46
Traffic Flow for 10 minutes (PCU)

31.138 27.29 27.552

30 30.07 26.7
25
23.852 24.262
27.06 22.71 22.92
25 24.362 24.436 23.62 23.3 20 20.29
21.952 22.16 18.5
20
18.726 15
15 Towards Nehru
Towards Kundan 10 Stadium, PHF =
10 Sweets, PHF = 0.918 0.726
5 Towards Sabzi
Towards Main
5 Bazar Road, PHF = Mandi, PHF = 0.903
0.86 0
0 0-10 10-20min 20-30min 30-40 min 40-50 min 50-60 min
0-10min 10-20min 20-30min 30-40min 40-50 min 50-60min
Time Interval During Peak Hour Time Interval During Peak Hour

Figure 4.10: Variation of Traffic Flow During Peak Hour at Railway Figure 4.11: Variation of Traffic Flow During Peak Hour at Kabadi
Road Bazar (Police Station) Road
36
37
IV. TURNING MOVEMENT COUNT
• Obtained specifically at 4 corners of the study area

Figure 4.15: Turning Movement Counts Locations Figure 4.16: Turning Movement Diagram for
Intersection 1 as per fig.4.15.(Near Old Bridge)

38
Figure 4.18: Turning Movement Diagram for Figure 3.14: Manual Turning Movement Count at a 3-
Intersection 3 as per fig.6.11(Behind Nehru Stadium) legged Intersection

39
• 2. Analysis of Traffic Speed:

i. CUMULATIVE FREQUENCY DISTRIBUTION CURVES:

• For 2-wheelers, cars and e-rickshaws
• Directional specific
• In 10-minute intervals for one hour
• Sample size: 15-20 vehicles per direction per 10-minutes (90-120 vehicles per
hour)
• Speeds of individual class of vehicles
• Stream speeds
• 8 CFD curves for every location

40
 100
100
Cumulative Frequency (%)

90

Cumulative Frequency (%)

90
80
80
70
70
60
60
50
50
40
40
30
30
20
20
10
10
0
0
0 20 40 60 80
0 20 40 60 80
Speed (Km/Hr)
Speed (Km/hr)
Figure 4.22: Speed v/s Cumulative Frequency
Figure 4.20: Speed v/s Cumulative Frequency Figure 4.21: Speed v/s Cumulative
Distribution Curve for Cars Moving From Nehru
Distribution Curve for 2w Moving From Nehru Frequency Distribution Curve for E-
Stadium Bridge towards Nehru Stadium (Camera
Stadium Bridge towards Nehru Stadium (Camera rickshaws Moving From Nehru Stadium
Location D6)
Location D6) Bridge towards Nehru Stadium (Camera
Location D6)
100
100 100 90
80
Cumulative Frequency

70

Frequency (%)
80 80

Cumulative
60
Cumulative Frequency (%)

50
60 40
60
(%)

30
40 20
40 10
20 0
0 20 Speed 40
(Km/hr) 60 80
20 0
0 20 40 60 Figure 4.25: Speed v/s Cumulative Frequency
0 Speed (Km/hr) Distribution Curve for Cars Moving From
Speed 40 0
(Km/hr) 60 20 80 Figure 4.24: Speed v/s Cumulative Frequency Nehru Stadium towards Nehru Stadium Bridge
Figure 4.23: Speed v/s Cumulative Frequency Distribution Curve for E-rickshaws Moving From (Camera Location D6)
Distribution Curve for 2w Moving From Nehru Stadium Nehru Stadium towards Nehru Stadium Bridge
towards Nehru Stadium Bridge (Camera Location D6) (Camera Location D6)

41
Figure 4.26: Stream Speed v/s Cumulative Frequency Figure 4.27 : Stream Speed v/s Cumulative Frequency
Distribution Curve for traffic stream Moving Nehru Stadium Distribution Curve for traffic stream Moving Nehru Stadium
Bridge towards Nehru Stadium (Camera Location D6) towards Nehru Stadium Bridge (Camera Location D6)

42
 Vehicle Speeds
(15th, 50th, 85th,98th percentile speeds)
Street of the Network Direction of Flow Classified Vehicle Class Speed (Km/hr)
Stream Speed
Two Wheelers
e-rickshaws Cars (Km/hr)

Towards Ganga Canal 4, 9, 14.5, 25 4, 6.5, 12.5,16 6,12,20,28 2.5,8,13.5, 25

Main Bazar Road
Towards Rampur Road 3, 8.5,14.5, 19 3, 7, 12, 15 6.5, 9,13, 14.5 6.5,11, 19, 24
Towards Main Bazar
Railway Road (at 2.5,8,14,25 3,4,12.5,18 x 3,5,12.5,25
Road
Kundan Sweets)
Towards Nehru Stadium 3,8,17,35 3,4.5,12,42 x 2,7,17,30

Kabadi Bazar Road Towards Girls' College 27,39,58,72 23,27,34,43 13,28,45,54 26,31,50,65
(SSDPC College) Towards Durga Temple 23,38,58,74 16,28,38,44 19,32,50,61 24,38,50,64

Kabadi Bazar Road (Near Towards Nehru Stadium 7,13,22,27 x x 6,13,21,27

Police Stn) Towards Sabzi Mandi 7,13,21,27 x x 7,13,22,27
Towards Haridwar 4,13,24,35 7,10,17,30 3.5,7,13,19 3,11,22,37
Right Bank Canal Road
Towards Delhi 7,17,26,35 7,12,20,31 4,9,13,17 7,13,21,35
Towards Nehru Stadium 27,37,50,57 25,31,41,49 18,35,51,59 23,32,43,53
RBC 3R Towards Nehru Stadium
32,38,48,60 22,28,34,38 26,36,45,50 25,34,45,55
Bridge
Towards Railway Road 6.5,10.5,16.5,42 3,7.5,12,15.5 6.5,9,13,15 6.5,10,14,18
RR-3L Towards Kabadi Bazar
7,13,21,28 2,7.5,12,14.5 x 3,9,16,25
Road
Towards Old Roorkee 8,15,25,43 5,9.5,15,23 7,12.5,20.5,28 7,12.5,22,41
Old Bridge Towards Nagar Nigam
6,11,23,45 4,8.5,12.5,14.5 5,9,13.5,17 5.5,9.5,15,33
Office
Towards B.T. Ganj 8,12,25,42 5,9,15,24 7.5,13,22,28 7,12,16,21
Ganga Bridge
Towards Boat Club Road 7,12,24,40 4,8,13,20 5,9.5,14,21 4,10,15,19
Towards Boat Club Road 23,32,47,57 6,12,20,24 18,26,33,40 20,28,36,55
Nehru Stadium Bridge
Towards Nehru Stadium 17,25.5,34,68 10,19,24.5,32 10,20.5,30,50 14,21.5,33,45
43
 100
100
90 90
80 80
Cumulative Frequency (%)

70
70

Cumulative Frequency (%)

60
60
50
50 40
40 30
20
30
10
20
0
10 0 20 40 60 80 100

0 Speed (Km/hr)
0 10 20 30 40 50
Speed (Km/hr)
Figure 4.28: Cumulative Frequency Distribution Curve for Stream
Speed on Local Roads

44
Figure 4.30: Comparison of Design Speeds for Local Roads with IRC:86-1983 Standards

ii. COMPARISION OF SPEEDS WITH STANDARD NORMS

• As per IRC: 86-1983, for LOS C, the design speeds for
– Collector Streets: 50Km/hr
– Local Streets: 30Km/hr
IRC:86-1983 50

Kabadi Bazar Road 64.5

Road Name/ Standard

Nehru Stadium
55
Bridge

RBC-3R 54

Main Bazar Road 25

Old Bridge 41

0 10 20 30 40 50 60 70
Speed (Km/hr)

Figure 4.30: Comparison of Design Speeds for Figure 4.31: Comparison of Design Speeds for
Local Roads with IRC:86-1983 Standards Collector Roads with IRC:86-1983 Standards

45
• Gazetted notification, S.O.1522(E), April 6th, 2018 by the Ministry of Road Transport and Highways,
the maximum speed limits for various class of vehicles revised.
MORTH 60
• Maximum speeds for Ganga Bridge 25
– 2w & 3w: 60km/hr Ganga Bridge 27

– Cars: 70km/hr Nehru Stadium Bridge 34

Nehru Stadium Bridge 47
Old Bridge 23
Old Bridge 25
RR-3L 21
RR-3L 16.5
RBC 3R 48
RBC 3R 50
Right Bank Canal Road 26
Right Bank Canal Road 24
Kabadi Bazar Rd (Police Stn) 21
Kabadi Bazar Rd (Police Stn) 22
Kabadi Bazar Road (SSDPC… 58
Kabadi Bazar Road (SSDPC… 58
Railway Road (at Kundan Sweets) 17
Railway Road (at Kundan Sweets) 14
Main Bazar Road 14.5
Figure 4.32: Comparison of 85th Percentile Speed of 2w with MORTH Maximum Speed Limit
Main Bazar Road 14.5
Specifications
0 10 20 30 40 50 60 70
Speed (Km/hr)

46
 MORTH 70

Ganga Bridge 14

Ganga Bridge 22

Nehru Stadium Bridge 30

Nehru Stadium Bridge 33

Old Bridge 13.5

Old Bridge 20.5

Road/ Standard

RR-3L

RR-3L 13

RBC 3R 45

RBC 3R 52

Right Bank Canal Road 13

Right Bank Canal Road 13

Kabadi Bazar Road (SSDPC College) 50

Kabadi Bazar Road (SSDPC College) 45

Main Bazar Road 13

Figure 4.34: Comparison of 85th
Main Bazar Road 20 Percentile Speed of Cars with MORTH
0 10 20 30 40 50 60 70 80 Maximum Speed Limit Specification
Speed (Km/hr)

47
3. Performance Analysis
i. Capacity: calculated using Indian Highway Capacity Manual (Indo-HCM-2017) and
IRC 106:1990
C = C0*C1*C2*C3 …Eqn 5.1
Where,
C = Actual Capacity (PCU/Hr)
C0 = Base capacity for ideal condition (PCU/Hr)
C1= Adjustment Factor for On-street parking
C2= Adjustment Factor for access points
C3= Adjustment Factor for deviation in carriageway width
available from standard width

For an undivided two lane road, Indo-HCM 2017 recommends using a Base Capacity of
2400 PCU/Hr

48
 Reduction Factors

Final
Due to On-street Due to width of Carriage Capacity
Due to Access Points

Bidirectional Volume
Parking Way available (PCU/Hr)
(C)

V/C Ratio
(PCU/Hr)
(V)
Road Name

Reduction Factor

Reduction Factor

Reduction Factor

C = C0*C1*C2*C3
% Road Length

Available C/W
occupied
Entry/ Exit

Width
(C1)

(C2)

(C3)
through Access
Road (PCU/Hr)

Main Bazar Road 200-500 0.80 >50% 0.40 6.6m 0.88 675.84 664 0.982

Railway Road
>500 0.70 >50% 0.40 3.6m 0.63 423.36 363.97 0.86
(Kundan Sweets)

RR-3L < 200 0.90 25-50% 0.65 4.6m 0.63 884.52 230.36 0.260

Kabadi Bazar Road

(Near SDPC < 200 0.90 25-50% 0.65 5.8m 0.67 940.68 779.56 0.829
College)

Kabadi Bazar Road

(Near Police 200-500 0.80 >50% 0.40 4.5m 0.63 483.84 305.18 0.631
Station)

Right Bank Canal

0 1 >50% 0.40 4m 0.63 604.80 642.97 0.941
Road

RBC-3R < 200 0.90 <25% 0.70 7.2m 1.0 1511.36 1246.7 0.825

RBC-2R 0 1 >50% 0.40 4.5m 0.63 604.8 270.82 0.448

Nehru Stadium
0 1 0 1 6.6m 0.88 2112 1603 0.759
Bridge

<500
Ganga Bridge 0 1 manoeu 0.65 4m 0.63 982.80 605.68 0.616
-vers
Old Bridge
0 1 0 1 7m 0.96 2304 1039 0.45

Table 5.5: Capacity and V/C Ratio Calculation

49
 LOS
Stream Avg. Stream
as Final
Free Average Speed as LOS as
ii . LOS Calculation Road Name
V/C per
Flow Stream Percentage per IRC
LOS
Ratio Indo adopte
Speed Speed of Free Flow 106:1990
HCM d
(Km/hr) Speed
2017
Main Bazar
0.982 E 49.00 13.08 26.69 F F
Road
Railway Road
(Near Kundan 0.86 E 27.50 11.61 42.23 D E
Sweets)

RR-3L 0.260 A 21.50 14.75 68.60 B B

Kabadi Bazar
Road (Near
0.829 D 64.5 47.22 59.64 C D
SSDPC
College)
Kabadi Bazar
Road (Near 0.631 C 27 19.5 72.22 B C
Police Station)
Right Bank
0.941 E 36 11.61 32.26 F F
Canal Road

RBC-3R 0.937 E 54 43.96 76.33 B E

RBC-2R 0.448 B 39 17.5 44.87 D D

Nehru
Stadium 0.759 D 50 31.04 62.08 C D
Bridge

Ganga Bridge 0.616 C 13.90 8.45 60.79 C C

Old Bridge 0.45 B 37 17.5 47.30 D D

50
iii. Comparing the Various Roads at a Common Platform
• Assessed based upon the matrix of three metrics that are most relevant to
capacity, viz.,

o Traffic volume (Physical metric)

o Stream Speed (Functional metric)
o Capacity (Geometric and functional metric)

• Assigning a Score: Qualitative and Quantitative assessment

• Base values selected are as follows: (LOS C)

o 0.7 with respect to V/C

o 50% (0.50) with respect to Stream Speed

• The farther the speed from 50% (lesser) mark, the poorer is its performance
and the farther its V/C ratio from 0.7 mark (lesser), the better is its
performance.
51
Table 5.7: Comparison Index With Respect to LOS C

Maximum and
Maximum
Metric Threshold Minimum Values Score
deviated values
Possible
1.0 (Max) 0.7 - 1.0 = - 0.3 - 0.3
V/C Ratio 0.7
0.0 (Min) 0.7 - 0 = + 0.7 + 0.7
Average Stream 0 (Stand Still) 1.0 - 0.5 = -0.5 - 0.5
Speed as % of 0.5 (50%)
1 (100%, Max) 1.0- (+0.5) = + 0.5 + 0.5
Free Flow Speed

• The road section having the minimum sum of scores with respect to the two metrics, shall be
performing most unsatisfactorily.

• All the roads shall have a score within the range of -0.80 to +1.20

• The road sections having a sum of scores less than 0 are the ones need to be considered with
priority for remedial measures

52
SCENARIOS COMPARED:

• Scenario 1: Existing flow conditions, (near actual condition)

• Scenario 2: Existing flow conditions, but entire available carriageway width is

usable.

• Scenario 3: With proper off-street parking arrangements (Enhancement of

Physical Facilities)

• Scenario 4: When ideal road width is available, i.e. if all the existing
encroachments are removed.( Enhancement of Operational Facilities)

• Scenario 5: When only 2/w parking is allowed on 1 side of main streets of the
study area.

53
 SCENARIO 1: (Base Scenario):

Existing flow conditions, with on street parking, lane width and access point
adjustment factors applied, but considering only effective carriageway
width, after encroachments, as usable (near actual condition):

54
 Reduction Factors
Final

Bidirectional Volume
Due to On-street Due to width of Carriage Capacity
Due to Access Points
Parking Way available (PCU/Hr)

V/C Ratio
(PCU/Hr)
(C)

(V)
Road Name
Entry/ Exit

C0*C1*C2*C
C/W Width
Factor (C1)

Factor (C2)

Factor (C3)
Reduction

Reduction

Reduction
Available
occupied
% Road
Length
through

C=

3
Access Road
(PCU/Hr)

Main Bazar Road 200-500 0.80 >50% 0.40 4.0m 0.63 483.84 664 1.372

Railway Road
>500 0.70 >50% 0.40 3.3m 0.63 423.36 363.97 0.860
(Kundan Sweets)

RR-3L < 200 0.90 25-50% 0.65 4.6m 0.63 884.52 230.36 0.260

Kabadi Bazar
Road (Near SSDPC < 200 0.90 25-50% 0.65 4.8m 0.63 884.52 779.56 0.881
College)
Kabadi Bazar
Road (Near Police 200-500 0.80 >50% 0.40 2.0m 0.63 483.84 305.18 0.631
Station)
Right Bank Canal
0 1 >50% 0.40 2m 0.63 604.80 642.97 1.063
Road

RBC-3R < 200 0.90 <25% 0.70 7.2m 1.0 1511.36 1246.7 0.825

RBC-2R 0 1 >50% 0.40 2.8m 0.63 604.8 270.82 0.448

Nehru Stadium
0 1 0 1 6.6m 0.88 2112 1603 0.759
Bridge
<500
Ganga Bridge 0 1 manoeu 0.65 4m 0.63 982.80 605.68 0.616
-vers
Old Bridge
0 1 0 1 7m 0.96 2304 1039 0.451

55
 Avg. Stream
Deviation of Deviation of
Score as Speed as Score as per
Road Name V/C Ratio V/C Ratio from Stream speed Final score
per V/C Percentage of speed
0.7 mark from 50% mark
Free Flow Speed

Main Bazar Road 1.372 -0.672 -0.300 26.69% -23.31 -0.233 -0.533

Railway Road (Near

0.860 -0.160 -0.160 42.23% -7.77 -0.078 -0.238
old Kundan Sweets)

RR-3L 0.260 0.440 +0.440 68.60% +18.6 +0.186 +0.626

Kabadi Bazar Road

0.881 -0.181 -0.181 59.64% +9.64 +0.096 -0.085
(Near SSDPC College)

Kabadi Bazar Road

0.631 0.069 +0.069 72.22% +22.22 +0.222 +0.291
(Near Police Station)

Right Bank Canal

1.063 -0.363 -0.363 32.26% -17.74 -0.177 -0.540
Road

RBC-3R 0.825 -0.125 -0.125 76.33% +26.33 +0.263 +0.138

RBC-2R 0.448 0.252 +0.252 44.87% -5.13 -0.051 +0.201

Nehru Stadium
0.759 -0.059 -0.059 62.08% +12.08 +0.121 +0.062
Bridge

Ganga Bridge 0.616 0.084 +0.084 60.79% +10.79 +0.108 +0.192

Old Bridge 0.451 0.249 +0.249 47.30% -2.7 -0.027 +0.222

56
Fig. 5.2: Deviation of % Speed and V/C Ratio from Threshold Values
57
Results

Table 6.1: Comparing Roads of Study Network Using Comparison Index

Road Name Scenario1 Scenario2 Scenario3 Scenario4 Scenario5

Main Bazar Road -0.533 -0.515 +0.507 -0.335 -0.397

Railway Road (Near Kundan -0.238 -0.238 +0.763 +0.358 -0.238
Sweets)

RR-3L +0.626 +0.626 +0.931 +0.936 +0.626

Kabadi Bazar Road (Near SSDPC -0.085 -0.33 +0.381 +0.145 +0.235
College)

Kabadi Bazar Road (Near Police +0.291 +0.291 +0.848 +0.503 +0.291
Station)

Right Bank Canal Road -0.54 -0.418 +0.475 +0.3 -0.418

RBC-3R +0.138 +0.138 +0.099 -0.225 +0.135
RBC-2R +0.201 +0.201 +0.921 +0.818 +0.201
Nehru Stadium Bridge +0.062 +0.062 -0.159 -0.55 +0.062
Ganga Bridge +0.192 +0.192 +0.499 +0.512 +0.192
Old Bridge +0.222 +0.223 +0.449 +0.467 +0.223

58
 1.2

0.8

0.6
SCORE AS PER COMPARISON INDEX

0.4

0.2

0
Main Bazar Railway Road RR-3L Kabadi Bazar Kabadi Bazar Right Bank RBC-3R RBC-2R Nehru Ganga Bridge Old Bridge
Road (Near Road (Near Road (Near Canal Road Stadium
-0.2 Kundan SDPC Police Bridge
Sweets) College) Station)

-0.4

-0.6

-0.8
ROADS

Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5

Figure 6.1: Variation of Scores of Roads of the Network for Different Cases

59
Table 6.2: Comparison of Roads Based on Comparison Index

1.2
SCORE BASED ON COMPARISON INDEX

0.8

0.4

0
Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5

-0.4

-0.8
SCENARIO UNDER CONSIDERATION

Main Bazar Road Kabadi Bazar Road (Near SSDPC College)

60
Conclusion: Objective 2
• For Main Bazar Road, being continuously under sub zero mark in various cases, only parking or
encroachment removal would not suffice; needs a combination of more than TSM measures. Such
combination suggested by IRC :SP:43-1994.

• Kabadi Bazar Road (Near SSDPC College) accepts one sided two wheelers’ parking with its score
improving from -0.085 in Scenario 1 to +0.235 in Scenario 5

• For Kabadi Bazar Road and RBC-3R, a higher value for Scenario 5 than Scenario 4 suggests that
these sections are already using maximum of the road widths that can be made available to them.
Hence a lone encroachment removing/road widening measure is less beneficial than a lone parking
arrangement, or a combination of thereof.

• From vehicle composition pie charts: No restriction on any class of vehicle on any road

• Nehru Stadium-RBC-3R-Kabadi Bazar (SSDPC College): preferred by drivers

• RBC-2R used lesser than RBC-1R

61
Mitigation Measures: Objective 2

• PARKING PROVISIONS

62
1. OFF STREET PARKING
PROVISIONS
• Location P1:
– Advantages: Just before the entry to Old
Roorkee market area. It can serve also as
an on-street parking area for four
wheelers.
– prime location ; will serve to the shoppers
in the main bazar road & Vegetable
Market.
– police booth adjacent to it, enforcement
easier.
– Challenges: Common pathway available
for entry and exit of cars intending to go
to market area
– Status: Used by visitors to road side
eating shops and sometimes for Figure 7.2: Location P1, Road towards Piran Kaliyar
unorganised parking of four wheelers.
63
• Location P2: (29°52'37.54"N, 77°53'14.44"E)
– Advantages:
• Located in core of the Anaj Mandi (grain
market) ;many visitors using two
wheelers.

• located near an intersection, & off the

road - accessible from 4 roads.
– Challenges: Existence of a small temple within
the proposed compound.
– Status:
• Used by some of the local shop owners to
park their vehicles
• serves as an open area in which some of Figure 7.3: Location P2, Anaj Mandi
the adjacent shop owners have
encroached.

64
• Location P3:
– Advantages:
• sufficient area to accommodate four
wheelers as well.
• wide approach lane ;cater four wheelers as
well.
• Also connected through another path
parallel to main Railway Road; it can have
separate entry and exit paths.

– Challenges:
• Private property. The owners needs to be
negotiated with
• . It can be developed and run on PPP
mode.
Figure 7.4: Location P3, Railway Road
– Status: Enclosed with boundary wall; lying
vacant.

65
• Location P4:
• Advantages:
– Huge area of 12,500 metre
square area
– A small area of it can be used as
parking for four wheelers. Has
two big gates opening on two
different roads.

• Challenges: Proper design needed.

• Status:
– Lying unutilized for most time of
the year;
– people use it to have car driving
lessons. Figure 7.5: Location P4, Nehru Stadium

66
• Location P5: (29°52'23.7"N 77°53'08.9"E)
– Advantages:
• The most suitably located area for
parking; has huge compound.
• Located almost centrally in the
problem area.
• It is already being used for parking
(though, unorganised).
• Hence, people are used to of using this
area; more likely to be accepted.
– Challenges:
• On-street hawkers and vendors.
• The design of parking lot needs to
incorporate them in itself.

– Status: Already being used by locals for

parking four wheelers. Place for road side Figure 7.6: Location P5, B.T. Ganj
food carts.

67
• 2. ON-STREET PARKING
PROVISIONS:
i. RBC-3R
• Permanent width of 2m along the RBC-3R road to
serve as an on-street two-wheeler parking.

• Leaving a distance of 35m (Stopping Sight Distance

for RBC-3R Road) from the intersection upto a
length of 80m on the left side of the road (while
moving towards Nehru Stadium).

• These particulars are suggested considering the

location of private properties on right side and
shops on both sides after 150m chainage.

Figure 7.7: On-Street Parking on RBC-3R During

Dusshera

68
ii. Main Bazar Road

• Though, found to be performing unsatisfactorily in sections, the land use

pattern along that road madidates permission to 2 wheelers to park along the
road.

• Provide one sided parking, alternatively on both sides, on alternate days.

• To be coupled with efficient enforcement that the administration should ensure

removal of temporary encroachments from the road.

69
• Other Locations

70
 1. Study TSM 2. Understand and
Measures used in Mitigate Traffic
India and World Problems of Roorkee

STUDY
OBJECTIVES

3. Traffic Circulation 4. Collective Efforts for

Plan For Roorkee Traffic Mitigation

71
Results and Observations - Circulation Plan:
• RR-3L shows a positive score across all the cases.
– Can bear larger number of vehicles.
– Low V/C Ratio, but lesser width
– Volume of traffic in NW (Towards Ambar Talab) direction is higher than that towards SE direction
(Towards Kabadi Bazar Road). Preferred to move inwards; shift NW going traffic on adjacent
roads to RR-3L; can be made 1-way

• Main Bazar road scores very low throughout

– Traffic plying on it needs to be reduced
– During peak periods, needs to be diverted to some other road.

• Schools and colleges in the area getting over at same time

• Direction-specific movement is observed

– during afternoon, people move out of the study area towards Civil Lines and new part of city.
– during evening hours- shoppers; heading towards the old Roorkee market area.

72
Figure 7.8: Traffic Circulation Plan 1, Afternoon
73
Figure 7.9: Traffic Circulation Plan 2, Afternoon
74
Figure 7.10: Traffic Circulation Plan, Evening
75
 1. Study TSM 2. Understand and
Measures used in Mitigate Traffic
India and World Problems of Roorkee

STUDY
OBJECTIVES

3. Traffic Circulation 4. Collective Efforts for

Plan For Roorkee Traffic Mitigation

76
Official Meeting
PROPOSAL: To bring all the stakeholders of area under the study at a common platform to have
cognitive gives and takes, an official meeting is to be planned.

CURRENT STATUS: Verbal acceptability has been obtained from all the above authorities; official
notice is to be floated.

Representatives from:
• Municipal Corporation, Roorkee
• Uttarakhand Police Department (Headquarters, Dehradhun and Roorkee Stations)
• Roorkee Traffic Police
• Regional Transportation Officer’s Office, Roorkee
• Representatives from local shop keepers of Old Roorkee
• Traffic experts from IIT Roorkee

77
Fig: Site Photographs
for secondary data
collection

78
79
 1. Study TSM 2. Understand and
Measures used in Mitigate Traffic
India and World Problems of Roorkee
STUDY
OBJECTIVES

3. Traffic Circulation 4. Collective Efforts for

Plan For Roorkee Traffic Mitigation

80
Thank You!

81