Srinagar possesses the distinction of being the leading Political, Social, Cultural, and Trade & Commerce Centre throughout ages. Srinagar not only being the largest Urban Centre both in terms of Population & Area but also rapidly growing City amongst Himachal Urban Centre. Tourism being the major source of economy of the valley so due care has to be taken for the adequate atmosphere for the Tourism Sector to Flourish and Blossom it is of utmost importance that there is an excellent Road network. With the proposal of Satellite Town of Greater Srinagar likely to Comprehend in the coming years National Highway 1A Bypass Stretching 7.8km’s from Panthachowk-Shalteng will be the Jugular Vein of the City.

1. http://www.iaeme.com/IJCIET/index.asp 358 editor@iaeme.com
International Journal of Civil Engineering and Technology (IJCIET)
Volume 7, Issue 1, Jan-Feb 2016, pp. 358-372, Article ID: IJCIET_07_01_029
Available online at
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ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication
SOLVING CONGESTION AT 4 LEGGED FATAL
INTERSECTION BASED ON PROPORTIONATE
TRAFFIC FLOW AS WELL AS MINIMUM
INTERSECTION DELAY – CASE STUDY OF SANAT
NAGAR/RAWALPORA INTERSECTION IN KASHMIR
Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, and Sohaib
Manzoor Bhat
Undergraduate B.Tech Students
Department of Civil Engineering, IUST Awantipora, J&K India-192122
Jabriel Qureshi
Undergraduate B.Tech Student
Department of Civil Engineering, Amity University, Noida, U.P India
Cite this Article: Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa
Riyaz, Sohaib Manzoor Bhat and Jabriel Qureshi, Solving Congestion At 4
Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as
Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora
Intersection In Kashmir, International Journal of Civil Engineering and
Technology, 7(1), 2016, pp. 358-372.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=7&IType=1
1. INTRODUCTION
Srinagar possesses the distinction of being the leading Political, Social, Cultural, and
Trade & Commerce Centre throughout ages. Srinagar not only being the largest
Urban Centre both in terms of Population & Area but also rapidly growing City
amongst Himachal Urban Centre. Tourism being the major source of economy of the
valley so due care has to be taken for the adequate atmosphere for the Tourism Sector
to Flourish and Blossom it is of utmost importance that there is an excellent Road
network. With the proposal of Satellite Town of Greater Srinagar likely to
Comprehend in the coming years National Highway 1A Bypass Stretching 17.8km’s
from Panthachowk-Shalteng will be the Jugular Vein of the City.
In Srinagar City there are 67 Major Intersections with 22 as 4-arm & 45 as 3-arm.
75% of Accidents & Increased Fatalities take place during Morning Hours(9am-
11am) and Evening hours (4pm-6pm) which implies the need of Traffic Hour
Management.

2. Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as
Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In
Kashmir
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Rawalpora Intersection is the most important intersection that is encountered in
the 17.8Km Stretch of NH1A Bypass. It is a Four Armed at Grade junction which is at
a Distance of 7,752meters from Athwajan from where NH1A Bypass starts and
10,048 meters from Shalteng where NH1A Bypass ends.It can be considered as the
Intersection where whole of Kashmir meets. One side of the Intersection approaches
South Kashmir from Athwajan where is the Second side Approaches North Kashmir
via Hyderpora-Shalteng, whereas from third side it approaches to Central Business
District Lal Chowk and Fourth Side meets the Army Airport i.e Old Airport. On all
Sides of the Intersections are the Posh Residential Colonies..Areas entrapping this
intersection are Hakim Bagh, Guri Pora, Majid Bagh,Rawalpora Housing Colony,
Bagat e Barzula. Nearby is Water Station, Dr. Sir Mohammed Iqbal Conventional
Centre, Tiles and Marble Market. Certain Technical including Engineering Institutes
of the Valley are approached through this Intersection. Just 2-3 Kilometres away is
the Educational Hub up to intermediate Level i.e. Parraypora as well as Bagat e
Barzula. The intersection is only 2,588 meters from the Famous & Historic Mughal
Road which is being sought as an Alternative to the Present National Highway
Connecting this Summer Capital with Rest of Country.
1.1. UNDERSTANDING THE PROBLEM
Worsening of the congestion occurs when there is a ply of Military Convoy at the
intersection which is an everyday phenomenon, numerous numbers of Convoy pass to
and fro from the intersection of various Military Centers. Minimum 400 PCUS’s are
associated with every Convoy, also their way of negotiating the junction adds to the
Misery and their long queues separate away from the general Traffic, which decrease
the effective dimensions of the Geometric design, which decreases the capacity in
practice at the junction. An average of 6-7 Minutes are taken by the last Vehicles of a
particular Convoy for negating the junction taking into account the Approach Delay,
which is a matter of serious concern. Intersection is used by all the nearby
Educational Institute Buses as well as by various transport agencies to transport good
from one part of the valley to other part. It connects Northern Kashmir province as
well as Ladakh & Leh with rest of India as well as with Srinagar which results in high
movement of Passenger as well Goods Vehicles. It is also a Vital Link between
Western Srinagar with the Central Buisines District Lal Chowk There have been
many fatal accidents at the intersection at the Rate of 1.75 Deaths per year, which is a
very alarming situation demabding Introspection. All these factors lead to Congestion
as well as tremendous delay in free movement of traffic junction which leads to
horrific jam as well take a toll on the health condition of the people associated with it,
which has to be rectified.
1.2. Conflicts at Sanat Nagar/ Rawalpora intersection
Any location having merging, diverging or crossing maneuvers of two vehicles is a
potential Conflict Point. These are highly undesirable as these cause delay in Traffic
and are major reason for all the accidents. The main aim of intersection Control is
resolving these conflicts for ensuring safe as well as efficient movement of Traffic
including Vehicles as well as Pedestrians.
In the Present Scenario Conflicts for through traffic are 4, whereas for Right turn
are 4. For Right turn through movement are 8. Merging & Diverging Conflicts are 4
whereas Pedestrian Conflicts are. Therefore there are a total of 32 Conflicts.

3. Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and
Jabriel Qureshi
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Identifying Major Conflict Problem
The main wedlock at each Leg is created by through traffic, Right Turn, Diverging
Traffic which merges at the same point due to which long queues are formed thereby
disrupting the flow in all directions. Green Cycle of the Signal is not enough to handle
it.
1.3. NEED FOR A SOLUTION
Engineering Solution to Sanat Nagar/Rawalpora Intersection has been echoing for
over a decade, even before the start of 4 laning of NH 1A bypass, Chief Ministers
Secretariat had send a Proposal for its up gradation in January 2004[2]
.Fatal accidents
as well as long queues of vehicles are a matter of grave concern. Also with the Ribbon
development along its route and with the new Srinagar Master Plan in which City’s
area is expected to be increased from 417 Sq. Km to 757 Sq. Km’s, is on the cards.
Bypass will be the main National Highway connecting Gallandar with Narbal, further
increasing the importance of the junction which will then transform into the Central
Point of the City both in terms of economic as well as urban development. Nearby Dr.
Sir Muhammad Iqbal Convention Centre is also expected to gain importance from it
which will be seeing many dignitaries worldwide coming to the center which thereby
enhances the need of the solution.
As per the State Traffic Department “Bypass and Sanat Nagar (Intersection) areas
are the most vulnerable areas in the city where accidents usually occur”. In 2012 State
Traffic Department had taken up the matter with R&B Department which was
supposed to set up a diversion on the square to avoid accidents.
Although a Detailed Project Report has been send to the National Highway
Authority of India for a Flyover by the state Government worth Rs 62.07crores, but
there has no approval yet from NHAI, though State R&B department conducted a
detailed Traffic Survey in 2012, but there is yet any step taken on Ground, not even
any notification has been issued in this regard. Tremendous Vehicle Operating Cost,
Fuel and time is wasted every day in and out by its users who often defined it as the
Hurdle to pass every day. The issue is every now and then highlighted in all the
leading dailies which in itself depict the Traffic mess.
For the Tourism Sector to flourish it is important to present a Beautiful Picture of
this Old City which has a written History of over 3,000 years. This junction is almost
the center point of various World Famous Tourist Destinations. On the Northern Side
is the Daksum, Pahalgam, Sonamarg, Mughal Road while on the Southern Side is the
Gulmarg, Tangmarg etc. With the voices growing for the opening of Srinagar
Muzafarabad(Pakistan) Road, which is connected through Southern Side of the
Intersection is going to connect the Rest of India and major Part of Srinagar City as
well as CBD with the Historic Silk Route, which has a significant Economic as well
Strategic importance.
1.4. Provisions by Master Plan
Any construction within 164feets (50 meters) from the centre line of the road is illegal
as per Jammu & Kashmir Ribbon Development Act vide SRO 260 of Public Works
Department dated 30th April 1976. Therefore the payment for the Land Acquisition
has to be made only for the extra land that is required not for any Kind of
Infrastructure. “Section 5 of the Prevention of Ribbon Development Act, Samvat
2007 expressly disentitles any person to compensation for any damage or loss
sustained in consequence of removal of a building or a structure erected in violation

4. Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as
Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In
Kashmir
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are of the aforesaid act .Such violations are subjected to penal Consequences under
Section4-A of the said act”.
2. RESEARCH METHODOLOGY
Research Methodology is based on the average of two week of Traffic Survey in the
Lean (January & February) as well as harvesting Season (June & July) as
recommended by IRC [1]
. The survey was recorded in the field data sheet in the hourly
manner in the Five Dash system which included Vertical Strokes for the first four
vehicles which was followed by an Oblique Stroke for the Fifth Vehicle so as to
depict a total of five. Census was complied, evaluated and analysed which served as
the Standard document for further evaluation.
2.1. Research Objective
Objective of this research is to develop a recommended design for Solving
Congestion at Sanat Nagar/ Rawalpora Intersection. Procedure is purely based on the
analysis of traffic data from field and Simulation studies. Objective is not only to
upgrade the Junction but to evolve a design with due respect to Accident data,
Intersection Delay, Economy of design as well as economy of time, Vehicle operating
costs, fuel and effort.
2.2. Research Scope
The recommended guidelines developed for this research will be applicable to the
geometric designs of the intersection, which will be put forward as a solution. The
guidelines will address design Controls, Design Prerequisites, Design Criteria, Design
Procedures for entrance, weaving & exit. Design will satisfy the needs of all types of
Heterogeneous Traffic with proper safety operations, with minimum of Intersection
Delay.
2.3. Research Approach
Research approach is based on two weeks Survey two times in the year one in lean
and other in Harvesting season. This field Survey is then analysed and accordingly
Peak Hour Traffic is determined and then Intersection is evaluated as per this Peak
Hour. According to our Study problem lies at the intersection only as in the whole
Bypass, congestion is only noticed at the intersections only, therefore on solving the
junction the whole congestion will be Solved. The Solution evolved will be
economical as it will be with due Consideration to the Provisions Provided by State
Ribbon Development Act.
3. METHODS
IRC recommends design on the basis of Traffic Volume Graph plying on Major &
Minor Roads, which is primarily based on the U.K based relation[3]
(Road and Traffic
in Urban Areas, 1987) is used for the Selection of type of Intersection, but at times
there are numerous & Confusing Results which are evolved by this Relation e.g. if the
Traffic on the Major Road is Comparatively High, Relation may Recommend a Grade
Separated Intersections but IRC [3]
may not recommend Grade Separated Intersection.
The research involves overcoming this Flaw as well as looking the intersection not
only from the Traffic Volume but evolve the Economic yet Safe Result which will
give Minimum Delay in negotiating the Intersection [as per SWEROAD Guidelines
[7]
].. There are three Basic E’s Of Traffic Engineering, Engineering, Education &

5. Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and
Jabriel Qureshi
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Enforcement absence of any one of them can be the result of Congestion. There is no
simplified Method for getting an Idea about Congestion as per IRC , IOWA
Department of Transport Guidelines [5]
can be used for achieving the said purpose in a
very simplified and easy Manner. Thus A simplified Manner in which the Level of
Congestion can easily be measured and requisite Decision can then be taken about the
further Course of Action.
Therefore the Procedure can be simplified as:
 Intersection Approach Delay Study [5]
. If Further Investigation is Required then,
 IRC Guidelines based on proportionate Traffic on Major & Minor Road in
Vehicles/Day.
 SWEROAD Guidelines [7]
for the results that will give Minimum Delay as well as
Non-Fatal Design.
The result will be based on the Proportionate traffic flow in Major & Minor Road
as well as will give minimum Intersection Delay.
3.1. Intersection Approach Delay Study
Intersection delay study was carried out on all the approaches from which the traffic
enters the intersection. There are several types and descriptions of traffic delay
involving intersections. The type being addressed in this section is stopped-time
delay, also known as stopped delay, which is the time that vehicles are waiting in line
on the approach to an intersection. This study provides the Per cent of Vehicles
Stopped, which is a useful indicator of signalized intersection performance.
Procedure
The field survey portion of the study includes the four highest consecutive fifteen-
minute periods. Special care was taken, that the survey was conducted under normal
conditions involving the weather, nearby traffic generator schedule, etc. Two
observers were positioned on each leg, one to count and record the stopped vehicles at
15-second intervals and the other to count the number of approach vehicles in 15-
minute intervals. The procedure is based on the assumption that each vehicle was
stopped for the entire fifteen-second interval.
The observers were strategically positioned so as to be able to see the entire
approach. The observers’ location and actions were such that it didn’t distract the
Road User especially motorists or influence their behaviour.
Observers counted those vehicles with locked wheels as being stopped as well as
vehicles that had been stopped and are creeping forward in a queue that is not
discharging
Method
One observer recorded a count of the number of stopped vehicles in each fifteen-
second interval of time for each minute of the study time on Intersection Delay Study
Field Sheet. The other observer counted the number of vehicles that stopped and the
number that did not stop and gave them to the first observer for recording in 15-
minute intervals. A timing device with an audible cue at the 15-second intervals was
used so that it was not necessary for a member of the team to read a watch at each
interval.

6. Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as
Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In
Kashmir
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3.2 TRAFFIC VOLUME STUDY
Traffic volume Study was done on all the 8 directions of Traffic movement 2 times
for consecutive 14 days in Accordance with IRC [1]
. The Traffic plying is
Heterogeneous in nature, therefore the equivalency factors as recommended by IRC [9]
was used for obtaining the desired PCU’s.
Duration of Traffic Census: - The Traffic Census was carried out for 12hours
continuously at a stretch though with adequate time given to each Surveyor in rotation
to have proper rest and food.
Abnormal Condition: - Abnormal Traffic condition were encountered on 4 different
times, one during the run up to the 26th January (Republic Day), second and Third
one on 9th and 11th February due to the Strike, Fourth one due to Prediction of Heavy
Snowfall. In all the events survey was immediately called off.
Recording of Data: - A field data Sheet was prepared for recording of data in Hourly
manner. Traffic was recorded in the five-dash system which included Vertical Strokes
for the first four vehicles which was followed by an Oblique Stroke for the Fifth
Vehicle so as to depict a total of five.
Compiling of Data: - Data was compiled immediately after the Survey and we had the
services of all of the Surveyors who had proficiency in Microsoft Office which made
the compiling of data convenient and hassle free. Special Care was taken that a
particular Surveyor will compile data taken by him/her so as to minimize errors and
Omissions.
3.3. Traffic Growth Rate Estimation
Traffic growth rate is to be estimated for assessing the future corridor traffic, so that
the designed evaluated not only satisfy the present traffic demands but is applicable to
future traffic demands also. Estimation is done in accordance with [6]
Approach
Approach is primarily based on the broad guidelines for economic analysis for
highway investments circulated for schemes under the proposed assistance by the
Asian Development Bank. Forecast is related to specific economy activity in each
Road Influence Area.
Formulae
The formula used for annual growth in per cent of Passenger Vehicles and Freight
Traffic is:
4. RESULTS
4.1. Intersection Approach Delay Study
TRAFFIC ON BARZULLA LEG
AVERAGE DELAY PER STOPPED VEHICLE 15 seconds
TOTAL DELAY 6960 vehicle seconds
AVERAGE DELAY PER APROACH VEHICLE 12.04152249
PERCENTAGE OF VEHICLE STOPPED 80.27%

7. Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and
Jabriel Qureshi
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TRAFFIC ON RAWALPORA LEG
AVERAGE DELAY PER STOPPED VEHICLE 15 seconds
TOTAL DELAY 7816 vehicle seconds
AVERAGE DELAY PER APROACH VEHICLE 12.864
PERCENTAGE OF VEHICLE STOPPED 85.556149%
TRAFFIC ON HYDERPORA LEG
AVERAGE DELAY PER STOPPED VEHICLE 15 seconds
TOTAL DELAY 8436 vehicle seconds
AVERAGE DELAY PER APROACH VEHICLE 12.7289
PERCENTAGE OF VEHICLE STOPPED 84.86%
TRAFFIC ON NOWGAM LEG
AVERAGE DELAY PER STOPPED VEHICLE 15 seconds
TOTAL DELAY 12547 vehicle seconds
AVERAGE DELAY PER APROACH VEHICLE 14.98
PERCENTAGE OF VEHICLE STOPPED 99.93%
AVERAGE TRAFFIC
AVERAGE DELAY PER STOPPED VEHICLE RESULT
AVERAGE DELAY 8939.75 vehicle seconds
AVERAGE DELAY PER APROACH VEHICLE 13.1536
PERCENTAGE OF VEHICLE STOPPED 87.654%
4.2. Consolidated Average Daily Traffic.
The whole data is consolidated as Average of the Survey Conducted both in Lean as
well as Harvesting Season and accordingly Peak Hour is determined from this data.
The Composition of all the lanes as well as turning movements are determined and
depicted so as to be in a position of development of Intelligent Design of the
intersection.

8. Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as
Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In
Kashmir
http://www.iaeme.com/IJCIET/index.asp 365 editor@iaeme.com
Chart: 1
Chart: 2
Towards
Rawalpora
(Right Turning
Movement)
17%
Towards
Barzulla (Left
Turning
Movement)
10%
Towards
Nowgam
(Through
Movement)
73%
Traffic entring from Hyderpora Leg
in Peak Hour
Towards
Rawalpora
(Left Turning
Movement)
11%
Towards
Barzulla (Right
Turning
Movement)
32%
Towards
Hyderpora
(ThroughMove
ment)
57%
Traafic Entering from Nowgam Leg
in Peak Hour

9. Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and
Jabriel Qureshi
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Chart: 3
Chart: 4
4.3. UK based relationship is used as the primary mechanism which helps us at
arriving at generalised Solutions.
Towards
Rawalpora
(Right Turning
Movement)
17%
Towards
Barzulla (Left
Turning
Movement)
10%
Towards
Nowgam
(Through
Movement)
73%
Traffic entring from Barzulla Leg
in Peak Hour
Towards
Rawalpora
(Right Turning
Movement)
17%
Towards
Barzulla (Left
Turning
Movement)
10%
Towards
Nowgam
(Through
Movement)
73%
Traffic entring from Rawalpora Leg
in Peak Hour

10. Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as
Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In
Kashmir
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4.4. SWEROAD PLOT for Minimum Intersection Delay
4.5. SWEROAD Guidelines for Non-Fatal Design. Recommends that for the Accident
rate of 1.75 Accidents/year, Control Type Intersection is recommended.

11. Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and
Jabriel Qureshi
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4.6. Estimation of Future Traffic Growth
Traffic Type Present
5 year Analysis
% Value in No’s
10 year Analysis
% Value
15 year Analysis
% Value
PASSENGER CARS
Cars 1509.2 10.9 1673.7 10.9 1856.1 10 2041.8
Busses 196.6 8.9 214.1 8.9 216.4 8.4 232.1
2 wheelers 251.4 13.9 286.3 12.8 323 11.7 360.8
Cycles 50.6 13.9 57.6 12.8 65 11.7 72.6
FREIGHT CARS
Trucks 326.7 11.2 363.3 10 399.6 8.9 435.2
Light Commercial Vehicle 236.6 11.2 263.1 10 289.4 8.9 315.2
Hand Cart 2.8 11.2 3.1 10 3.4 8.9 3.7
Total No’s converted into
PCU’s
3633.3 4029.66 4410.2 4820.5
5. DISCUSSION
Intersection Delay study depicts that 80.27% of vehicles have to completely stop on
Barzulla Leg, 85.556% on Rawalpora Leg, 84.86 % on Hyderpora Leg, 99.93% on
Nowgam Leg. On an average 87.654% vehicles have to completely stop while
negotiating the intersection which is an Alarming figure depicting need for further
Investigation and Survey.
From Plot of 4.3 it is quite evident that the Intersection lies in between
Roundabout/ Signalized (Control Intersection) and Grade Separator .One of the
interpretation can be that it has exceeded Control Intersection but IRC [8]
warrants that
Grade Separated Intersection is justifies when the Traffic in all arms of the
intersections is in excess of 10,000 PCU’s, but as per the Survey maximum average
incoming traffic is only 3633.2 PCU’s (4.2). Therefore we arrive at Discarding the
Idea of Grade Separator.
For Deciding on the Choice of Control Intersection on Account of Delay plot of
4.4 is used which evolve Roundabout as the Safe and Economic type of Intersection.
Intersection has to be designed not only for the present average traffic Volume of
3633.3 PCU’s but with due consideration to the Economy of time and effort for the 15
year Traffic Volume of 4820.5 PCU’s.
Summary and Conclusion
The results from all the Methods clearly arrive at Roundabout being the Best Solution
to the Intersection. According to Various Studies [7]
Roundabouts are more Safer than
Signalized Intersection. Also Roundabouts are accepted on all locations where
Control Intersection is accepted
Design of Roundabout
After proper Selection of type of intersection, most important is the proper Designing.
Roundabout has been designed strictly according to IRC:-65-1976 [4]
. The Maximum
2-way flow in the Intersection Leg is 2956.1038 Pcu’s and the maximum in one
direction is 1581.7658 PCU’s i.e. from Nowgam Leg.

12. Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as
Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In
Kashmir
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Table 2 Design of Roundabout
The design evaluated here will be applicable for over 15 years. The land which
needs to be acquired for the above said Roundabouts As Per Master Plan Provisions
1.4
Overall acceptability of the Design as per [4]
 “Average Incoming Peak Hour Vehicles should not be less than 500 and should not
exceed 3,000.”
At Sanat Nagar Intersection is 2574 (Okay).
 “For a four legged junction Rotary is preferred if Right turning traffic exceeds
roughly 30%.”
At Sanat Nagar Intersection is (Okay).
 “Rotaries are most adaptable where the Volume entering from Different Legs is
approximately same.”
 “If other Intersections are near than Rotary is preferred.” At Sanat Nagar Intersection
nearby intersections are Nowgam, Hyderpora which form a Continuous chain of
intersections. Bypass 17,800 meters long has 10 such major Intersections.
Design will accommodate bicyclists with a wide range of skills and comfort
levels. Bicyclists will have the option of either mixing with traffic or using the rotary
as a pedestrian.
Rotary Sign
Standard warning Sign indicating the presence of Rotary should be put up in advance
on each Leg of Traffic.
Description Dimensions in Meters
Radius at Entry 20
Radius at Exit 30
Radius of Central Island 26.6
Width at Entry(e1) 10
Width of Non Weaving
Section(e2)
15
Average Entry Width(e) 12.5
Width of Weaving Section(W) 16
Length of Weaving Section(L) 135
Entry Angle 60°
Exit Angle 30°
Qp 5000 PCU’s
Minimum Sight Distance 30
Grade with respect to
Horizontal
Restricted Speed
Channelising Islands Funnel Channel Entrance & Wider Exit Throat.

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Illumination
Illumination of Rotary at Night is very important, therefore Lantern (Obstructed
Back) marked “A” are provided above the Curb of Central Island in line with each
approach Traffic lane.
Modification for Increasing Capacity
If the Traffic Volume exceeds the Design Capacity or moves towards Congestion,
then the rotary can be Signalised as per the Guidelines of MASSDOT (Grounding
McGrath, Route 28 Corridor)
Local Example: - Signalised Rotary Flyover at Kudalwadichawk Pune.
This Case Study shows the way of Solving the Congestion in a very Simplified
Manner from the point of Measuring Congestion to Designing as well as determining
the future Traffic Growth as well as Making provisions in the Design.
ACKNOWLEDGMENTS
The Case Study has been evaluated by reading many Articles and Books about Traffic
Analysis & Design, but has been evaluated by through Interaction with my Guides to
whom I am Indebted Er. Muqsit Masood Chisti ,Er. Muhammad Iqbal Malik (
Lecturer’s National Institute of Technology, Hazratbal ). I would like to thank Er.
Bilal Ahmed (Assistant Executive Engineer State R&B Department, P.C. Division
1st
). I would also like to thank my Department in particular Mr. Shujat Hussain Buch
Hon’ble Head of the Department.
REFERENCES
[1] IRC-9-1972,Manual on “Traffic Census on Roads”, National Highway Authority
of India(NHAI),Ministry of Surface Transport, The Indian Road Congress (IRC)
publication09,New Delhi,1972.
[2] Chief Minister’s Secretariat, “Report Submitted to Chairman National Highway
Authority of India {NHAI} vide no. PS/SS/CM/54/2004 dated 07/01/2004”, Civil
Secretariat, Srinagar, Jammu & Kashmir.
[3] IRC-SP41-1994,Manual on “Guidelines for the Design of At-Grade Intersection
in Rural & Urban Areas”, National Highway Authority of India(NHAI),Ministry
of Surface Transport, The Indian Road Congress (IRC)Special
publication41,New Delhi,1994.
[4] IRC-65-1976,Manual on “Recommended Practice for Traffic Rotaries”, National
Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian
Road Congress(IRC)publication65,New Delhi,1976.
[5] Traffic & safety Manual on "Intersection Delay Study”, lowa Department of
Transportation, Office of traffic & Safety ,issued on 19-02-07.
[6] IRC-SP19-2001, “Manual for Survey, Investigation and Preparation of road
Projects”, National Highway Authority of India(NHAI),Ministry of Surface
Transport, The Indian Road Congress(IRC)publicationSP19,New Delhi,2001.
[7] SWEROAD, “Principles for Selection of Intersection Type”, Traffic Safety
Consultancy Service Sweroad, Ankara, Draft 2000-02-15.
[8] IRC-92-1985,Manual on “Guidelines for the Design of Interchanges in Urban
Areas”, National Highway Authority of India(NHAI),Ministry of Surface
Transport, The Indian Road Congress(IRC)publication92,New Delhi,1985.

14. Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as
Well as Minimum Intersection Delay – Case Study of Sanat Nagar/Rawalpora Intersection In
Kashmir
http://www.iaeme.com/IJCIET/index.asp 371 editor@iaeme.com
[9] IRC-106-1990, “Guidelines for the Capacity of Urban Roads in Plain Areas”,
National Highway Authority of India(NHAI),Ministry of Surface Transport, The
Indian Road Congress(IRC)publication106,New Delhi,1990.
[10] Census of India, Jammu and Kashmir Series 2011.
[11] Dr.L.R.Kadiyali,“Traffic Engineering and Highway Transport Planning”, Khanna
Publishers, Daryaganj, New Dehli,8th
Edition 3rd Reprint
2014.
Tables
Consolidated Average Daily Traffic
Table 1 Average Daily Composition Traffic
INCOMING
Passenger
Cars
Bus TRUCK
Light
Commercial
Vehicle
2
WHEELER
CYCLE
Hand
Cart
Total
Vehicles
PCU's
8am-9am 737.6 155.4 293.6 212.6 167.2 44.2 1.8 1612.4 2568.32
9am-10am 1509.2 196.6 326.7 236.6 251.4 50.6 2.8 2573.9 3633.29
10am-11am 1744.4 139.8 282.8 204.8 246 33 1.4 2652.2 3524.04
11am-12am 1361.4 92.2 341 247 277 33.2 1.8 2353.6 3327.12
12am-1pm 1166.4 81.6 312 225.9 174.2 31.6 3.2 1994.9 2922.72
1pm-2pm 1118.6 77.8 352.8 255.5 192.6 25.6 3.6 2026.5 3066.56
2pm-3pm 1177.8 74.8 281 203.5 185.2 23 2.8 1948.1 2774.36
3pm-4pm 1270.6 111.4 260.7 188.7 169 25.4 1 2026.8 2841.11
4pm-5pm 1387.8 126.8 272.8 197.5 196.4 25.2 1 2207.5 3062.9
5pm-6pm 1482.8 86.2 246 178.1 224.6 51.2 1.6 2270.5 2967.96
6pm-7pm 1243.8 56.4 243.2 176.1 196.8 45.6 2.8 1964.7 2636.5
7pm -8pm 653.6 35.2 289.1 209.3 103.6 20.6 2.6 1314 2158.97
14854 1234.2 3501.7 2535.6 2384 409.2 26.4 24945.1 35483.85
Table 2 Complete Design of Roundabout
Description Data Recommended by IRC:-65-1976 Dimensions in Meters
Radius at Entry 20-25 20
Radius at Exit 1.5-2 times 30
Radius of Central Island 1.33 times 26.6
Width at Entry(e1) For Radius of 15-25 m for 4 Lanes =10m 10
Width of Non Weaving Section(e2) Width of Widest Entry =For Radius of
entry = 15-25 m
15
Average Entry Width(e) 12.5
Width of Weaving Section(W) in the range 6-18 16
0.4 - 1 0.78125
Length of Weaving Section(L) Can be kept
Extra 33-50% long
90 in Practical (119.7-135)
W/L 0.17778
P
a =Traffic Volume from Nowgam to
Rawalpora
173.0089 Pcu’s
b = Total Traffic Volume at Nowgam
minus “a”
c = having Destination Rawalpora
except that of Nowgam

15. Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and
Jabriel Qureshi
http://www.iaeme.com/IJCIET/index.asp 372 editor@iaeme.com
Data Input Required
Data input required for the determination of growth rates of Vehicular traffic
comprises:-
1. Growth of Population: - According to [9] %age Decadal Growth-Rate for the state of
Jammu & Kashmir is 23.71%, for District Srinagar is 23.56 %. For adjourning
Districts of Baramulla and Budgam is 20.34% & 21.18% to which most of the
Adjourning areas come under. Therefore Population Growth can be assumed to be
2.4%
2. Income ( in Real Terms):- According to latest Census Per Capita Income for the
following year is
Table 3 Per Capita Income as per Census
But the Inflation has been constantly over 11.6% for the past more than 3
Financial Year which reduces the real Income, but for Safety we assume the same
value as assumed by IRC.
3. Elasticity of Transport demand in relation to Population and Income [6]
Table 4 Value of Elasticity of Transport
d = Traffic Volume from Barzulla to
Hyderpora
101.775
P 0.8575
Entry Angle 60° 60°
Exit Angle 30° 30°
Qp 5000 PCU’s
Minimum Sight Distance 30 30
Grade with respect to Horizontal 1 in 50 1 in 50
Restricted Speed
Channelising Islands Funnel Channel Entrance & Wider Exit
Throat.
Financial Year Per Capita Income % Increase
2011-2012 Rs 28323 7.9
2012-2013 Rs 30582 7.9
2013-2014 Rs 33056 8
Quantity Value of E for First Five
Years
Value of E for Second Five
Years
Value of E for Third Five
Years
Passenger Vehicles
Cars, Jeep & Vans 2.0 2.0 1.8
Busses 1.6 1.6 1.5
Two & Three
Wheelers
2.5 2.3 2.1
Freight Traffic 2.0 1.8 1.6