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Road Safety Audits and Inspection for HDBRTS Professional Work at

EMBARQ

Road Safety audit is a systematic method of checking the safety aspects of new

road projects in order to detect potential safety hazards before the road is opened to

traffic.

Road safety inspection is defined as a systematic review of an existing road with

the intention to identifying conditions of potential hazard to road users.

Purpose:

To carry out a systematic road safety audit of a section of the Hubli Dharwad BRT

corridor to identify issues of potential hazard for all road users.

The kerbs at the edge of the

BRT lanes terminate before

the pedestrian crossings.

The junction is not uniform and

misaligned which can lead to

safety issues.

Lack of uniform carriageway

will promote overtaking

maneuvers at the junction by

smaller vehicles.

Problem

Recommendations

Install a small refuge with

bollards to protect pedestrians

waiting to cross.

BRT lane should be aligned in

a uniform manner.

It is also recommended to

provide a uniform carriage-

way.

The width of the BRT kerb is

reduced from one-meter to

0.3-meter

The kerbs at the edge of the

BRT lanes terminate before

the pedestrian crossings.

Lack of uniform carriageway

will promote overtaking

maneuvers at the junction by

smaller vehicles.

Problem

Recommendations

Continue a one-meter BRT

kerb upto pedestrian crossing

Install a small refuge with

bollards to protect pedestrians

waiting to cross.

It is also recommended to

provide a uniform carriage-

way.

My Role in this Project:

Conducted a road safety audits for Hubli Dharwad BRT corridor (about 22 km).

Prepared conceptual diagrams as showed some of pictures below.

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PLANNING FOR EQUAL STREETS Professional Work at

EMBARQ

Aim: Equal Streets is a sustained community movement, in order to provision of

better and safer walking and cycling infrastructure in our city.

My Role in this Project:

Prepared base map for Equal Streets

Conducted several site-visits

Conducted detailed road inventory survey

Proposed traffic and transit re-routing plans

Ensured access for emergency vehicles

Proposed parking management plan

Prepared a proposed signage map for in and around the vicinity of equal streets

loop.

Prepared numerous conceptual maps to engage various stakeholders

Conducted several meetings with various stakeholders to get implemented

Identifying new stakeholders

Prepared permanent street design solution for Equal Streets

Prepared visuals for proposed design

Participating in weekly Equal Streets group meetings

Preparing plans for Equal Streets expansion

Conducting site-visits for Equal Streets Expansion

Etc….

Objectives:

To organize a weekly program, every Sunday morning, where a section of public

roads are closed for motorized transport, and open to all forms of non-motorized

transport and community social-recreational activities

To use this program as a platform to build community & government engagement

to address the urgent transportation concerns for our city, such as road safety,

deteriorating air quality, traffic congestion, physical inactivity & sedentary

lifestyles, (especially for our children), lack of public space

To translate this support into positive change on the ground, by partnering with

civic authorities on the implementation of demonstrable projects

Location Map

Conceptual Design

Traffic Management Plan

Norm

al S

un

days

Equ

al S

tre

ets

Su

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ays

Public Space

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EQUAL STREETS DESIGNProfessional Work at

EMBARQ

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EQUAL STREETS DESIGN VIEWSProfessional Work at

EMBARQ

Creative cul-de-sacs at junction Mid-block parking

Street view at mid-block

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INFOGRAPHIC CHALLENGE

Also available at http://embarqindiahub.org/sites/default/files/infographics/Kanika-Gola.jpg

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INFOGRAPHIC CHALLENGE

Also available at http://embarqindiahub.org/sites/default/files/infographics/Naresh-Kuruba.jpg

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Space for buses to turn around

Space for buses to park

Circulation to ensure that buses

move and park quickly and safely

Study Area: Location Map

Relationship between “Road

hierarchy and Bus route”

(conceptual diagram)

Bus Terminal Study for BEST

Aim: To understand the effects of infrastructure on bus operations and

services, this study focuses on terminal infrastructure in Mumbai city.

Objectives:

To identify the existing bus route network and assess route

coverage and service frequencies;

To determine the gaps in the terminal network, using planning tools

such as Geographic Information Systems (GIS) mapping and to identify

potential locations for terminals; and

To estimate the impact of a terminal on bus operations and services.

Study Methodology

93% of the Island area is

covered within walkable

distance, i.e. 500m

75% of the area is covered

with high frequency bus

service, i.e. <=10 min

# Depots: 7

# Terminals: 52

Fleet size: 960

# Routes: 135

Avg. passengers per

day: 8.5 lakh

Professional Work at

EMBARQ

Identifying Bus Route Network Study Highlights Route Coverage

Service

Frequencies

At A Glance

AnalysisTerminal Influences

Dadar- Parel belt is

identified as a serious need

of terminal infrastructure

Nine potential locations

were identified based on

terminal gaps and where

many routes merge/diverge

Route number: 63

Route span: 15.5 kms

# of stations: 34

Running time: 90 min

Journey speed:11.3 km/hr

Total # of Boardings/

Alightings: 236

High # of alightings are

at Lower Parel Station

Potential Terminals Transit Demand

Design Considerations

Terminal Design Impact on operations

Impact for passengersImpact on operations:

If the route-63 is broken up into two

shorter routes, it would save 690 vehicle

kilometers per day, while maintaining the

same headway, # trips and fleet size.

Impact for passengers

The splitting the route can improve

frequency from 13 mins to 7 mins (Route

A-C) and 6 mins (Route C-B). This

increase in frequency can be operated by

maintaining the same vehicle utilization

and fleet size

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Survey location

Fact

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aff

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Bike & Ride (B&R): Integrating Bicycles and Public

Transport

Aim: applicability and acceptability of B&R services in

case of Ahmedabad city.

Com

ponents

of

inte

gra

tion

Objectives:

To review the various components of integration

To identify the factors affecting use of bicycle

To identify the potential demand (B&R) services

To identify the cost efficiency of the “B&R” system.

Research Methodology

61% of trips are within walkable egress distance

Economical travel distance is >4 kms

Effective catchment area is upto 1.25 kms

Travel distance wise acceptance

Mode shift due to B&R System

Cost efficiency (EIRR) of the system within period of 20 years is 20.1%

Masters Research Work

Criteria for study area

selection

Station typology

Residential land use

Population density

Working pop. density

Student pop. Density

Income

Bicycle ownership

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Travel Demand Modelling

Aim: to recommend the most suitable solution to both private (auto)

and public transport based on travel demand for the city of XYZ.

Base year: 2013 Future year: 2018

Study area at a glance

Name of the city: XYZ

Area: 584. 29 sq. kms

No. of zones: 5

Internal TAZ’s: 140

External TAZ’s: 14

Network type: Radial

Road length: 32695.71 km

PT service type: Destination based

No. of routes: 127

Parameters for comparison

Auto Assignment

Vehicle kms.

Vehicle hrs.

Volume capacity (V/C) ratio

Length of links (>1 V/C ratio) in kms

Transit Assignment

Passenger kms.

Passenger hrs.

Load factors

Boarding, alighting and transfers

Building Scenario

1. Do nothing

2. Given transit lines

3. Do something

4. Do maximum

Given transit lines

Public transport measures:

Added transit lines

Do minimum

Auto measures:

I. Road widening

II. Missing links

Public transport measure:

I. Added transit stops

II. Changed headway based on max.

volume and bus capacity

Do something

Auto measures

I. Missing links

II. Road widening

Transit measures

I. Express high capacity bus system

II. Deleted parallel routes

Land Use Map

Road NetworkR

esu

lts

Future Travel Demand

Auto Demand Transit Demand

Auto Measures Volume Capacity Ratio

Transit Measures Facility Design Identification

Transit demand

• Passenger kms: 1,23,445.9

• Passenger hrs: 6,960.1

Auto demand

• Vehicle kms: 16,95,259

• Vehicle hrs: 68,426.91

Base Year Transit demand

• Passenger kms: 2,05,010.1

• Passenger hrs: 11,435.1

Auto demand

• Vehicle kms: 19,12,142

• Vehicle hrs: 85,142.4

Future Year

Giv

en

transi

t lines Passenger kms: -

20,828.4

Passenger hrs: 99.1

Do

min

imum Passenger kms: 843.3

Passenger hrs: 955.2

Vehicle kms: 485

Vehicle hrs: 3,536.11

Do

som

eth

ing Passenger kms: -

1,583.3

Passenger hrs: 1,364.8

Vehicle kms: 42,538

Vehicle hrs: 9,236.99

M. Plan (III Sem) Work

Transit Network

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M. Plan (I Sem) WorkJunction Design of Vijay Cross Roads, Navaragpura, Ahmedabad

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Area Planning Lab M. Plan (I Sem) Work

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INTERNSHIPProject name: Revision of Master Plan for Rajahmundry Municipal Corporation

limits with 5KM Vicinity.

Client : Commissioner; Rajahmundry Municipal Corporation

Rajahmundry Town at a Glance:

Extent of Corporation area : 44.5 Sq. kms

Vicinity : 5 kms (12 villages)

Total Extent : 88.5 Sq. kms

Population (2011 Provisional) : 3,43,903

Density :17,288/km2

No. of Households : 94,994

No. of Wards : 50

Project Period

Start : Date / Month / Year :01/01/11

Completion Date :Ongoing

My Role in the Project:

Preparation of broad land use map of Rajahmundry with area of 88.5 sq. Kms.

On site Supervision for conducting diff. surveys, these surveys are

i. Land use survey

ii. Household survey

iii. Road inventory survey

Updating Land use of Rajahmundry Master Plan

Data Verification and Analysis of Rajahmundry H.H Survey Sheets received from

Field Enumerators

In-corporation of approved GTPs in Rajahmundry Master Plan

In-corporation of Approved Layout Plans in Rajahmundry Base map

Collecting of GTPs Maps from DTCP, Hyderabad.

Existing land use Map

B. Plan Work

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DISSERTATION

Increased journey times due to increased traffic density and in adequate road capacity.

In adequate parking and terminal facilities resulting in reduced accessibility.

Increase in the trip level cost and maintenance.

NEED FOR STUDY Desktop Study

Traffic Management Plan for Core area of Hindupur Town

Objectives

To study the existing scenario of traffic in Hindupur

To identify the most congested area of the town

To identify the traffic problems and deficiencies in the area

To suggest the improvements in Hindupur study area

Introduction:

Madurai is the second largest City in Tamilnadu State, having a very old

history of about two thousand six hundred years and is often referred to

as the Athens of East.

It has three National Highways namely NH-7, NH-45B, NH-49 and state

highways passing through it.

Forecasting the traffic

The traffic volume for the year 2002 and future year 2007 are forecasted

with respect to the 1997 traffic volume taken from the CTTS Report (CTTS

Report, 1997), vehicle growth rate and the sample survey conducted at

different locations.

Diversion of traffic

The old A.V.Bridge and the newly constructed bridge over the old

Kalpalam causeway play a major role in handling the traffic.

The old Kalpalam causeway was closed after the construction of the new

bridge

As a TSM measure, it is decided to divert some of the traffic movement

through the old causeway.

Level of Services

Before Taking TSM Measures After Taking TSM MeasuresCO

NVERTIO

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F O

NE W

AY

STREETS

Methodology

B. Plan Work

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DISSERTATION

CASE STUDY:

Traffic Management Plan for Core area of Hindupur Town

Introduction

Hindupur is the second biggest town and

Mandal headquarters located in

Anantapur district in Andhra Pradesh,

India.

The border between Andhra Pradesh and

Karnataka state passes through

Hindupur and Koratagere taluk in

Karnataka.

Location Map

District Anantapur

Name of the ULB Hindupur

Grade Special Grade

Area (Sq. Kms.) 38.16 Sq.KM.

Population 151835

Males 76,625

Females 75,210

Density 3979

Total no. of households (2011) 32,002

No. Of municipal wards 38

General profile

Register Vehicle Data

Level of Service

6 major intersections have been identified

in the study area, These intersections are

having major movement of traffic

Ambedkar Circle

Proposed Map

B. Plan Work

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Planning ColloquiumPublic Mass Transit Systems- (7th Sem)

The population in HMDA 9 million. (Source: HMDA Extended Master

Plan 2030.)

. The average speed is 12km/hr in the core. (Source: Hyd, CDP.)

A further growth will only worsen mobility issues.

In Hyderabad,

The average travel distance is 9.2km.

44 out of every 100 commuters travel by public transit systems.

Introduction

A comparison of BRT and MRT in a multi-

professional perspective

Parameters for comparison:

•Ridership.

•Design.

•Economics of transit.

•Mobility.

•Ease of access.

•The Visual Element

•Environmental Impact

BRTS MRTS

YearDaily

System Pax

Corridor I

pphpd

Daily

System Pax

Corridor I

pphpd

2008 8,54,001 14,441 6,53,862 11,057

2011 9,05,221 15,307 6,93,093 11,720

2021 10,76,042 18,195 8,73,298 14,767

Estimated Ridership

Source: ITDP, 2005

The capital costs include:

• Land Acquisition.

• Infrastructure costs.

• Construction costs.

• VGF (Viability Gap Funding).

Capital cost MRTS BRTS

Company's own estimate 4204 _

ITDP estimate 5170 408

Capital cost/km

Company's capital cost/km estimate 110 _

ITDP capital cost/km estimate 135 17

Year Cost/km Revenue/km Loss/km

1996-97 11.19 10.53 0.64

1997-98 12.19 11.49 0.7

1998-99 12.63 11.58 1.07

1999-00 13.19 12.48 0.71

2000-01 14.62 13.47 1.15

2001-02 15.35 13.18 2.17

Operating Characteristics of APSRTC in Hyderabad

Type Min Max

General Bus 4 22

Metro Express Bus 6 24

AC Bus 10 45

Metro Rail- AC 8 18

Min. & Max. Fares

MRTS BRTS

Speed

(km/h)

Distan

ce

(km)

Minute

s

Speed

(km/h)

Distan

ce

(km)

Minute

s

Walking 4 0.5 7.5 4 0.25 3.8

Waiting _ _ 3 _ _ 2

Riding 34 9.2 16 26 9.2 21

Walking 4 0.5 7.5 4 0.25 3.8

Total time 34 31

Speed BRTS MRTS

Dedicated 3.5m

lane.

Lesser space

available for

pvt. Vehicles.

More ongestion.

Push factor from

pvt. modes of

transport.

Column

requiring 2m

road width.

Better from the

pvt. Vehicles

point of view.

Force of push is

lower.

Flexible Lane

Separators.

Fixed Built

Structures.

Impact on Private Vehicles

Zones Noise level standards BRT MRT

Silence 50 db(D), 40db(N) 55db (D), 40db(N) 60db(D&N)

Commercial 65db(D), 60db(N) 70db (D), 65(N) 75db(D&N)

Industrial 75db(D) , 70db(N) 80db (D) , 70db(N) 85db (D), 75db (N)

Residential 55db(D) & 45db(N) 60db (D), 55db(N) 65db(D&N)

Environmental Impacts

B. Plan Work