International Journal of Informative & Futuristic Research a1a.pdf · 2016. 3. 6. · 2179 ISSN:...

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Published On: February 29, 2016

International Journal of Informative & Futuristic Research ISSN: 2347-1697

Volume 3 Issue 6 February 2016 Original Paper

Abstract

The fast growing traffic population with restricted right of way in the undulating terrain conditions always poses challenges to Traffic management and planning process. It lowers the Level of Service (LOS) as well as increases density to regulate the flow in peak hours. With these prevailing conditions, a study was carried out for Port Blair town, capital of Andaman & Nicobar Islands, to carry out the traffic analysis and to find out the impact of Mass Transportation in improving the present traffic flow. Eight major roads contributing to Port Blair traffic were selected and their profile survey and traffic volume survey was carried out to assess the gradient and LOS respectively. LOS was compared as per the standards given in Highway Capacity Manual (HCM) and as per the User perception inputs collected by Questionnaire survey carried out amongst the road users. In order to reduce the density and to improve the flow the impact of Mass transportation system was analysed which reflected towards the reduction of density and regulating traffic stream to a great extent.

Traffic Analysis For Major Roads Of Port

Blair And Impact Of Mass Transportation Paper ID IJIFR/ V3/ E6/ 059 Page No. 2178-2198 Subject Area

Civil Engineering

Keywords Gradient, LOS, Port Blair Traffic Volume, Terrain, User perception, Mass

Transportation

1st Surendran Raji

Assistant Professor Department Of Civil Engineering Dr. B. R. Ambedkar Institute of Technology Port Blair, Andaman & Nicobar Islands

2nd A. Arun Kumar Student Department Of Civil Engineering Dr. B. R. Ambedkar Institute of Technology Port Blair, Andaman & Nicobar Islands

3rd Vishal Singh Rawat

4th Rithu .R

http://www.ijifr.com/

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International Journal of Informative & Futuristic Research (IJIFR)

Volume - 3, Issue -6, February 2016

Continuous 30th Edition, Page No.:2178-2198

Surendran Raji, A.Arun Kumar, Vishal Singh Rawat, Rithu .R:: Traffic Analysis For Major Roads Of Port Blair And Impact Of Mass Transportation

1. INTRODUCTION

The road network is an important component of the transportation system. In Port Blair,

it is the principle means of transportation facilitating the socio-economic activities of the

people. Two-lane road (single carriageway) with restricted right of way formed the main

component of this system. The width of carriageway varies from one road to other with

undulating terrain conditions and frequent intersection. Traffic flow represents the

interaction between vehicles, drivers and infrastructure thereby the perception of road

user about the facility decides the Level of Service. As 80% of the population are

government servants, therefore land use pattern mostly evolved for basic amenities for

the residential settlement. This had resulted the expansion of town in a haphazard

manner. The increase in the vehicular traffic in past one decade has deteriorated the flow

pattern resulting economic and environmental loss for the population, in terms of vehicle

operation and noise level in surroundings. This situation lead to reduction of Level of

Service and with restricted scope of expansion of facilities, it envisages the need for

carrying out a study on Traffic flow parameters for Arterial and Downtown roads of Port

Blair. The study revealed the prevailing LOS for the facility and how it differently varies

with the LOS assigned for standard urban roads by norms and standards both by Indian

Road Congress (IRC) and HCM. Therefore the need to introduce mass transport system

was analysed by evaluating the resulting reduction in density of traffic.

2. OBJECTIVES DERIVED FOR STUDY

Based on the review of the existing literature and emerging issues of road traffic in

national and international perspective, the traffic conditions in the capital town of Port

Blair required detailed investigation with respect to the stagnant right of way. In the

absence of any industry and related commercial activities the road traffic requirements

are entirely different from mainland roads. In view of the evident increase in vehicular

population, the present study was been mainly objected on analysing Level of Service

(LOS) for Terrain conditions for major roads of Port Blair and determining the impact

of Mass transportation.

Therefore the objectives derived for the study were to

i.) Determining the gradient of major roads of Port Blair.

ii.) Carrying Out Road User Satisfaction Survey and accordingly defining Level

of Service

iii.) Identifying major points contributing density to traffic stream

iv.) Forecasting Traffic as per the present trend

v.) Finding out the influence of Mass Transportation on LOS and forecasting the

traffic parameters using statistical methods.

3. METHODOLOGIES ADOPTED

Port Blair town being the capital of Andaman and Nicobar islands has maximum

commercial activities, in terms of developmental programs, which has resulted in drastic

increase in vehicular population in past few years, especially after the disaster of

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15.8

163.9

246.3

6.6 0

50

100

150

200

250

300

Morning hours

18.5

132.1

187.6

13.8 0

20406080

100120140160180200

Evening hours

Tsunami which hit the island in December 2004. Geographically isolated and

strategically important for India, these islands not only has rich historical background

but also has become a well-known place in international tourist map. This has resulted in

migration of population and boost to tourism industry which added to the vehicular

population and resulted in traffic congestion. Thus the overloaded arterial roads and

down-town roads which feed about 90% of the town traffic gave following scope for

study.

i.) Traffic volume analysis for eight roads contributing to maximum amount of traffic

flow viz; VIP road, VKV road, Bengali Club road, Middle Point road, Phoenix

Bay road, CID road, Delanipur road and Junglighat road. ii.) Measurement of Spot speed during peak and off peak hours

iii.) User perception survey for defining Level of Service iv.) Traffic forecasting v.) Identifying the roads having major traffic due to presence of schools

vi.) Impact of mass transportation in reduction of flow density

4. FINDINGS FROM STUDY

4 .1 Analysis of Peak Traffic Volume

The rolling terrain and the frequent intersection classify most of the eight selected roads

into downtown roads. The terrain and the grade separated intersection have its effect on

LOS. The haphazard settlement and residential pockets had created alignment in an

unplanned manner which is connected for the abutting structures creating extremely

narrow conditions for maintaining design speed. The Traffic Volume survey data

observed for the peak hours is shown in following graphs (Fig 4.1 to 4.8)

Fig 4.1 Traffic flow in peak hours at VKV road

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0

10

20

30

40

50

SPEED (Km/hr)

car omni scooter scooter car

truck bus car bus car

bus scooter scooter bus motar cycle

4.2 Analysis of Speed Data

The Spot Speed survey was carried out for all the selected roads to find out the

maximum speed attained by the vehicles in the stream. The earlier surveys had observed

a theoretical free flow speed ranging from 51 to 55 kmph for all the roads under study.

The undivided carriageway with a width ranging from 10 m to 14.5 m varying

throughout its length gives stringent spacing for vehicular movement. The lane width

restricts four wheelers to move in stream flow speed whereas the two wheelers take the

freedom to vary in between the spacing available in the stretch. The overall stream speed

remains well below 45 Kmph during peak hours which will deteriorate with vehicular

population in near future. Therefore all these main roads envisage for alternate routes for

one way traffic movement which will enhance the traffic flow during peak hours. The

observed spot speed during peak hours for different roads is given below in figures 4.9

to 4.16

Fig 4.9 Spot Speed of Vehicle in VKV Road

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30 33

35

28

36 38

36 33

30

41

31

39

34 34 36

0

5

10

15

20

25

30

35

40

45

SPEED (Km/hr)

motor cycle

motor cycle

motor cycle

auto

auto

motor cycle

auto

car

Fig 4.10 Spot Speed of Vehicle in VIP Road

Fig 4.11 Spot Speed of Vehicle in Pheonix Bay Road

Fig 4.12 Spot Speed of Vehicle in Modal School Road

0

20

40

60

SPEED (Km/hr)

auto auto motor cycle motor cycle

car car auto motor cycle

car car truck car

motor cycle car bus

0

20

40

60

SPEED (Km/hr)

auto auto motor cycle motor cycle

car car auto motor cycle

car car truck car

motor cycle car bus

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Fig 4.13 Spot Speed of Vehicle in Middle Point Road

Fig 4.14 Spot Speed of Vehicle in Bengali Club Road

Fig 4.15 Spot Speed of Vehicle in Delanipur Road

18 24

34 34 32 37

54

38 42

38

28

55

36

49 44

0

10

20

30

40

50

60

Speed (Km/hr)

37

61

52 48

42

50 45

39

52

42 46

42 44 50

40

0

10

20

30

40

50

60

70

Speed (Km/hr)

motor cycle

car

truck

motor cycle

motor cycle

car

bus

motor cycle

motor cycle

31

46

31 31

21

32 31

23

31

38 37 31

49

36 30

0

10

20

30

40

50

60

Speed (Km/hr)

auto

motor cycle

motor cycle

motor cycle

truck

auto

auto

bus

motor cycle

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Fig 4.16 Spot Speed of Vehicle in Junglighat Road

4.3 User Perception Survey

In order to understand the perception, experience and expectations of different

types/groups of respondents a user satisfaction survey was conducted in the initial phase

of the project. The target respondents were drivers of different kind of vehicles. The

survey was conducted for the selected eight stretches using a questionnaire using a 5-

point scale (5 = "Highly Satisfied" to 0 = "Highly Dissatisfied") This quantitative study

using face-to-face mode helped in arriving at the overall satisfaction level figures with

respect to road infrastructure, safety and comfort levels of road users. In the

questionnaire respondents were asked to rate their satisfaction with parameters on the

following6 attributes viz.

i. Speed achieved

a. Speed range the user drives

ii. Travel time

a. Level of congestion

b. Delay due to road works

c. Delay due to police/ RTO checking

d. Impact on vehicle maintenance cost

e. Impact on fuel consumption

f. Impact on travel time

iii. Riding comfort

a. Improvement in road condition

b. Overall comfort levels

c. Smoothness and appearance of road surface

d. Road cleanliness

iv. Sight distance

a. visibility during manoeuvring

b. clarity in road curves

0102030405060

Speed (Km/hr)

car bus auto bus

car motor cycle motor cycle auto

motor cycle car motor cycle auto

motor cycle motor cycle car

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v. Safety

a. Overall safety perception

b. Availability of Police assistance

c. Design of road bends

d. Dedicated lanes for pedestrians/ cyclists

e. Speed breakers

vi. Overall rating

Considering all the above parameters

a.Speed achieved

b.Travel time

c.Riding comfort

d. Sight distance

e. Safety

List Of Target Respondents

Drivers/ staffs on vehicle/ passengers/ owners of –

Motorized two wheelers

3Wheelers /Auto Rickshaw

Car /Jeep /Van /Taxi/SUVs/MUVs

Bus drivers/support staffs (Regular bus & mini bus)

Figure 4.17 Carrying out User Satisfaction Questionnaire survey to road users

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6%

38% 32%

19%

5% SPEED ACHIEVED IN

DRIVING

10 TO 20

kmph

0%

15%

29% 29%

27%

TRAVEL TIME

VERY GOOD

(5)

6% 16%

45% 16%

17%

RIDING COMFORT

VERY

GOOD (5) 13%

32% 42%

13% 0%

SIGHT DISTANCE

CLEARANCE

VERY GOOD

(5)

16%

16%

32%

32%

4% SAFETY

VERY GOOD

(5)

GOOD (4)

9% 22%

38%

19% 12%

OVERALL RATING OF

THE ROAD

VERY GOOD

(5)

0% 19%

38% 28%

15%

SPEED ACHIEVED IN

DRIVING 10 TO

20

kmph

38%

28%

23%

11% 0%

RIDING COMFORT

VERY GOOD

(5)

GOOD (4)

27%

25% 28%

17%

3% SIGHT DISTANCE

CLEARANCE

VERY GOOD

(5)

33%

38%

27%

0%

2%

TRAVEL TIME

VERY GOOD

(5)

GOOD (4)

29%

30% 19%

17%

5% SAFETY

VERY GOOD

(5)

GOOD (4)

36%

42%

19%

3%

0%

OVERALL RATING OF

THE ROAD

VERY GOOD

(5)

Figure 4.18 User perception of VKV road

Figure 4.19 User perception of VIP road

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Figure 4.20 User perception of Junglighatr road

Figure 4.21: User perception of Delanipur road

8%

48% 32%

8% 4%

SPEED ACHIEVED IN

DRIVING

10 TO 20

kmph

4% 11%

25% 59%

1%

TRAVEL TIME

VERY GOOD

(5)

GOOD (4)

4% 24%

64%

8% 0%

RIDING COMFORT

VERY GOOD

(5)

GOOD (4)

12%

24%

44%

4%

16%

SIGHT DISTANCE

CLEARANCE VERY GOOD

(5)

GOOD (4)

8%

32% 40%

12% 8%

SAFETY

VERY GOOD

(5)

GOOD (4)

0% 20%

64%

12% 4%

OVERALL RATING OF

THE ROAD VERY GOOD

(5)

GOOD (4)

0%

54% 41%

3% 2%

SPEED ACHIEVED IN

DRIVING

10 TO 20

kmph

7% 21%

38%

25%

9%

TRAVEL TIME

VERY GOOD

(5)

5% 27%

44%

16%

8% RIDING COMFORT

VERY GOOD

(5)

GOOD (4)30%

29% 23%

14%

4%

SIGHT DISTANCE

CLEARANCE

VERY GOOD

(5)

9%

17%

28% 34%

12%

SAFETY

VERY GOOD

(5)

3% 26%

60%

7%

4%

OVERALL RATING OF

THE ROAD

VERY GOOD

(5)

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Figure 4.22 User perception of Bengali Club road

5. COMPARISION OF LOS

5.1 Existing LOS for Major Roads of Port Blair as Highway Capacity Manual (HCM)

According the operating conditions HCM has classified level of service into six levels,

starting from level of service A to level of service F. The level of service of major roads

of Port Blair for speed according to the HCM was found to be as given in Table 5.1

Table 5.1 LOS for major roads of Port Blair, as per Highway Capacity Manual (HCM)

S.N Name of The

Stretch

Speed Limit As Per

HCM Type Of Road

LOS (As Per

Speed)

1 Middle Point Stretch 30 KPH Down-town

Road B

2 VKV Stretch 30 KPH Down-town

Road B

3 Junglighat Stretch 30 KPH Down-town

Road B

4 VIP Stretch 40 KPH Arterial Road B

5 Light House Stretch 40 KPH Down-town

Road A

6 Model School

Stretch 30 KPH

Down-town

Road B

7 Delanipur Stretch 30 KPH Down-town

Road B

8 Phoenix bay Stretch 40 KPH Arterial Road B

0%

54% 41%

3% 2%

SPEED ACHIEVED IN …

10 TO 20

kmph

7% 21%

38%

25%

9%

TRAVEL TIME

VERY GOOD

(5)

GOOD (4)

5% 27%

44%

16%

8% RIDING COMFORT

VERY GOOD

(5)

GOOD (4)

30%

29% 23%

14%

4% SIGHT DISTANCE …

VERY GOOD

(5)

GOOD (4)

9%

17%

28%

34%

12%

SAFETY

VERY GOOD

(5)

GOOD (4)

3% 26%

60%

7% 4%

OVERALL RATING OF …

VERY GOOD

(5)

GOOD (4)

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The LOS of all the roads was found to be “B” except Light House Stretch, which was

found to be “A” for operating condition according to the HCM. It indicates that all the

seven roads with LOS B gives stable flow with an average over all speed drop down to

40 K.P.H.

5.2 Assessment of LOS as per User Perception Survey

The survey was conducted for the selected stretches using a questionnaire using a 5-

point scale (5 = "Highly Satisfied" to 0 = "Highly Dissatisfied") This quantitative study

using face-to-face mode helped in arriving at the overall satisfaction level figures with

respect to road infrastructure, safety and comfort levels of road users.

According the user perception level of service has been classified into six levels, starting

from level of service A with a point of 5 in the scale to level of service F with a point of

0 in the scale. The LOS for all the selected roads according to the user perception is

given in Table 5.2

Table 5.2 LOS for the roads according to the User Perception

6.SCOPE OF MASS TRANSPORTATION TO REDUCE THE VOLUME AND

IMPROVING LOS

To improve the quality of travel and to safeguard the environment it is required

to promote mass transportation and discourage the private transport rider ship. The route

with maximum demand for Mass Transport are those which have schools nearby them

as the volume terminating from these schools contribute hugely to the overall volume of

the roads causing congestion during morning and evening peak hours. The selected eight

stretches which were considered for the above study consist of 12 schools. A volume

survey was conducted to determine the no. of vehicles which only come to drop or pick

the students and the school staff during morning peak hour (7:00 -8:00 am) and evening

peak hour (1:15-2:15 pm).

A survey to determine the total volume of all the roads was also conducted. The

volume terminating from the schools was deducted from the total volume which shows

that, with the introduction of an appropriate mass transportation facility the volume of

the roads can be reduced. The deduction was done with an assumption that all the

students and the staff are using the mass transport facility.

S.N Name Of The Stretch User Perception Type Of Road LOS

1 Middle Point Stretch Average Down-town Road C

2 VKV Stretch Average Down-town Road C

3 Junglighat Stretch Average Down-town Road C

4 VIP Stretch Good Arterial Road B

5 Bengali Club Stretch Average Down-town Road C

6 Model School Stretch Average Down-town Road C

7 Delanipur Stretch Average Down-town Road C

8 Phoenix bay Stretch Average Arterial Road C

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14

49

.6

23

32

.1

15

74

.5

98

4.2

21

66

.2

16

38

.5

17

77

.8

66

0.5

70

7.9

19

80

.1

14

03

.2

86

2.3

15

37

.9

14

50

.6

10

93

58

0.4

0

500

1000

1500

2000

2500

Middle

Point

Stretch

VKV Stretch Junglighat

Stretch

VIP Stretch Light House

Stretch

Model

School

Stretch

Delanipur

Stretch

Phoenix

bay Stretch

EVENING PEAK

REGULAR VOLUME OF THE ROADS REDUCTION IN VOLUME

63

.01

7

19

.42

5

14

.42

13

.24

8

29

.55

6

16

.81

7 4

8.3

85

12

.11

3

0

10

20

30

40

50

60

70

MiddlePoint

Stretch

VKVStretch

JunglighatStretch

VIPStretch

LightHouseStretch

ModelSchoolStretch

DelanipurStretch

Phoenixbay

Stretch

Figure 6.1: Reduction of the total volume by deducting the school traffic during Morning Hours

Figure 6.2: Reduction of the total volume by deducting the school traffic during Evening Hours

Figure 6.3: Percentage Reduction in the total volume of all the roads during Morning peak

15

57

.2

22

27

16

12

.3

13

22

.4

23

44

.3

15

05

18

05

.1

82

8

57

5.9

17

94

.4

13

79

.8

11

47

.2

16

51

.4

12

51

.9

93

1.7

72

7.7

0

500

1000

1500

2000

2500

Middle

Point

Stretch

VKV

Stretch

Junglighat

Stretch

VIP Stretch Light

House

Stretch

Model

School

Stretch

Delanipur

Stretch

Phoenix

bay Stretch

MORNING PEAK

REGULAR VOLUME OF THE ROADS REDUCTION IN VOLUME

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51

.16

5

15

.09

3

10

.87

9

12

.38

5

29

.00

4

11

.46

7

38

.51

9

12

.12

7

0

10

20

30

40

50

60

MiddlePoint

Stretch

VKVStretch

JunglighatStretch

VIPStretch

LightHouseStretch

ModelSchoolStretch

DelanipurStretch

Phoenixbay

Stretch

% REDUCTION IN VOLUME

Figure 6.4: Percentage Reduction in the total volume of all the roads during Evening peak

7. FORECASTING OF VEHICULAR POPULATION

7.1 Need of Traffic Forecasting

Investment in transport sector constitutes a significant part of the total investment. This

is especially true in the case of developing nation, where transport is the catalyst for all

round development and is one of the basic infrastructures. When the capital available is

scarce and as competing demands, the investment in the transport project have to be

planned carefully keeping the view not only the present demand but also the

requirements for a responsible period in future. This underlines the need for estimating

the need for estimating the future traffic accurately, whether the plan should be for

construction of a new facility or the improvement of existing facilities. To a great extent,

the accurate estimate of future traffic will influence the engineering design of the facility

and the economic decision whether to take up the project or not.

7.2 Forecasting based of past trends

The simplest method of forecasting is to analyze the past data for a number of year and

to extrapolate the past trends assuming that the conditions will continue to change in the

future at the same rate as in the past. Obviously such a simplification suffers from many

disadvantages, although it is relatively easy and cheap, it is good enough in a stable

environment, which is beyond the influence of any major change in production,

population and so on. The analyst has to carefully study the past data and lookout for

any indicators that are likely to influence the future patterns.

Based on previous data of traffic population the trend line was obtained with projection

till the year 2025 and the Polynomial relation was also established with R2 equal to 0.98

which is an optimistic relation giving scope to assess the future trend of traffic growth in

Port Blair Roads.

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y = 609.78x - 1E+06 R² = 0.9863

0

2000

4000

6000

8000

10000

12000

14000

2000 2005 2010 2015 2020 2025

traffic growth

Figure 7.1 Graph showing Future traffic population based on past trends

The Gross Domestic Product (GDP) influences the growth of all sector, therefore the

vehicular population was linked with the same which is shown in Figure 7.2. The Blue

series refers to traffic and red ones refer to GDP trend for future.

Figure 7.2 Graph showing Future traffic population and GDP

y = 657.89x - 1E+06 R² = 0.9876

y = 128.86x - 257625

R² = 0.9712

0

2000

4000

6000

8000

10000

12000

14000

16000

2004 2006 2008 2010 2012 2014 2016 2018 2020 2022

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Thereafter the relation was obtained, as shown in Figure 7.3, comparing the traffic with

GDP which revealed a R2 value of 0.94 which is giving a very accurate relation for

forecasting with present trend and growth .

Figure 7.3 Graph showing Future traffic population based on GDP

8 Conclusion

The LOS- “B” obtained for Middle Point, VKV, Junglighat, VIP and Model School

Stretch reveals that these roads are providing a good facility for the road user. Flow is

stable and the user may experience an unreasonable delay with an average speed of 30

Kmph. LOS C for Light House, Delanipur, Phoenix bay Stretch reveals that these roads

provide an average facility for the road user. Flow is stable and the user may experience

an acceptable delay with an average speed of 25kmph. Introduction of appropriate mass

transport facility will reduce the school traffic volume up to 63% in Morning peak and

51% in Evening peak. Thus congestion during peak hours can be relieved. This will

enhance Level of service further and also there will be a considerable reduction in the

pollution level. Traffic Forecasting of vehicular traffic will help in planning a new

facility and also improve the existing facility. Study of future traffic trends can be made

possible with the forecasting of future traffic.

8.1 Recommendations

The enforcement of traffic regulation required to be substantiated with relevant filed

data. Promotion of mass transport ridership in port Blair and environs is to be given

Prime importance. At present bus transport is the only mass transport facility in

operation. Model can be built for mode choice and to estimate the probable users of

mass transportation. An appropriate mass transportation facility to be introduced in the

schools whose traffic majorly contribute to the volume of major roads of the city

8.2 Acknowledgement

The authors are grateful to Civil Engineering Department and Dr. B.R. Ambedkar

Institute of Technology, Port Blair, Andaman &Nicobar Islands (A&N Islands), India

y = 2E-06x2 + 0.1547x + 227.84 R² = 0.9404

GD

P (

in m

illi

on

s o

f U

S d

oll

ars)

Traffic Population

GDP vs TRAFFIC POPULATION

GDP (in millions of US dollars

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for having helped and guided us to conduct the survey for all the selected roads

considered for the study and research. We are also thankful to the Traffic Police

Division of Police Department A&N Administration in helping us and providing all

support with the Traffic survey during peak and off peak hours.

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10. BIOGRAPHIES

Corresponding author is a Civil Engineer and has done her Post

graduation (M.E.) in construction Management & Technology. She

is born and brought up in Andaman Islands and did her graduation

from Gujarat University in the year 1993 and her Post graduation

from NITTTR, Chandigarh with Punjab University. She is been in

teaching profession for last 22 years and has been actively guiding

both Diploma & Degree (B.Tech) students of Civil Engineering

Department of BRAIT, in their Major Projects Her field of interest

is Traffic Engineering. The other three authors are her students.

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