The traffic congestion in urban Roads in Developing Countries / analysis and solution -Example-Vikas Marg Delhi

1. Health of Urban Roads
Capacity Optimization
S.C.VERMA
M. Tech Highway Safety Engineering
Assistant Engineer
CPWD Govt. of India
shrishverma@rediffmail.com

2. The problem of The traffic congestion in urban areas
is one most significant problem out of two-one traffic
accident and other traffic congestion. The both are at
the alarming state in developing countries.
The road accidents are being observed in full length
of any road at any spot and any time ie. very difficult
to predict.The maximum negative effects of accidents
are visible and almost accountable.
The congestion in urban area is fixed in location and
time.
Due to congestion we are losing, Man-Hours, Fuel
and Temper causing road rage. and increasing Health
Hazards due to Air and Noise Pollution, Vehical
operating cost, Wear and Tear of Roads and a national
grading as a developed country.

3. Perception created about traffic
congestion by Authorities.
• The traffic congestion in urban roads most of the
places before saturation of the road capacity but the
responsible authorities are successfully creating
perception in common man and decision makers,
that the traffic congestion is due to :
• 1-More Number of Vehicles.
• 2-Shortage of Road Facilities. &
• 3- User Behavior.

4. Facts and actual problem
• 1-The More Number of Vehicles- Sign of Growth for Developing
Countries.
• 2-The new road facility is required diversion of funds from other
more essential welfare schemes.
• 3- Scarcity of land as resource.
• 4-User behavior has been developed in a long time along with
available traffic atmosphere created by responsible authorities. and
• witnessed by the different behavior of users in different countries,
cities and also in different placeless with in the city.

5. The problem of traffic congestion in urban areas is
more of traffic management than lack of infrastructure.
1-In increasing number of vehicles and scarcity of
space, optimization of road capacity is an economical
and sustainable solution.
2-The most congested road “VIKAS MARG,- New
Delhi” suitably representing any congested urban road
is taken as example for describe the problem and
solutions.
3-The road is 44.00 m wide, 6 lane divided, raised
footpath with service lanes.

6. .
• 1- The area is converted from unplanned residential
to dense residential, commercial and institutional
without adding any facilities.
• 2-The maximum available road width being utilized
by users in haphazard manner unaware about effect
to traffic operation for pick and drop to passengers
by busses, autos and taxies, parking, loading &
unloading of material by commercial vehicles,
extended shops, electrical transformer, and
unplanned trees etc all with in the road.

7. Severity of problem- Vikas Marg Delhi
Visit stretch through snap shots, video and print media
• News Matter in Print Media
• 1-Plane and Claim of Delhi Government
• 2-Action initiated by executive agencies
• 3-Repidatlly Power utilized By Honorable L.G. of Delhi
• 4-Very strict orders of Honorable supreme court, High court
• 5-Enforcement agency creating wrong perception.

8. Plane and Claim of Delhi Government
1
2
3
4
5

9. Action initiated by executive agencies
1 2
3
4

10. What rules are proposed for solution of problem
highest authorities provided
1
2
3

11. Enforcement Agency creating wrong
perception
• .

12. Claims of enforcement agency
1
2
3
4

13. Executive unit nothing doing to solve the problem.
When Honorable supreme court, High court and
Lieutenant Governor pressurized over issue the
executive agencies are only pasting posters.

14. Action initiated By
Honorable L.G. of Delhi
December-
2014
September -
2017

15. Actual condition through
photographs-2013-17 .
• 1-Footpath and Service lane
• 2-Condition of bus lane
• 3-Inter-section management
• 4-Routine driving of buses
• 5-Videos of Intersection..

16. Service Lane
Entry and exit of Service lane
blocked to protect
commercial activity in service lane

17. Raised footpath
fully occupied for permanent parking
• .

18. Full service lane blocked for
loading unloading

19. .
Steps of shop extended in service lane

20. Condition of Bus lane

21. Road covered in
water logging

22. Transformer in
bus lane

23. Trees in bus lane

24. Tree tilted in bus lane

25. Parking in bus lane

26. Movement of busses
Buses occupied all three lanes
pick and drop in middle lane
overtaking through innermost lane

27. Bus box in bus lane
Buses moving in middle and inner lane

28. Inter section
• Signalized intersection
• Traffic waiting in side the intersection
• Traffic personal in middle of intersection
unaware about keep the traffic waiting at
Zebra Crossing/before the signal and provide
free and fast entry exit to green signal traffic.

31. Traffic police personal clueless

32. Statues as on 11-11-2017-11.00 Hr
During Week end –Very Thin Traffic
• The order issued by Honorable Supreme Court,
High Court, Lieutenant Governor due to worst
condition time to time taken as a opportunity for
taking short term drive for advertised for there
present and justifying salaries and expenses without
any result till next very strict orders.
• 1-Service lane
• 2- Bus Lane
• 3-Driving buses up to inner most lane
• 4-Engineering unit in bus lane

33. Fully occupied service lane and foot
path

34. Trees and Parking in Bus Lane

35. Slop of T Road covering full bus lane
Full bus lane covered half by
transformer and half by dustbin
Work by Engineering Unit

36. All Three lanes blocked by buses

37. Introduction
Performance of a person is varying in healthy and
unhealthy condition. The similarly the actual capacity
of roads are also depend on operational health of road.
The elements of a healthy road are:
1- Geometrically Designed with Consideration of All
Requirements.
2-Operated as Designed.
3-Synchronized Signaling considering Queuing Theory
4-Enforsable Road Marking.
5-Street Furniture. &
6-Enforcement.

38. Effect of Congestion
• The all effects of congestion are negative,
large in numbers, long in time and very
complicated.
• 1- Economical,
• 2-Environmental,
• 3-Health &
• 4-Social

39. .
• Economical
• 1- Extra fuel Consumption.
• 2- Losing man hours on roads
• 3- Wear & tear of vehicle (Braking and clutch )
• 4-Wear& tear of road (braking and acceleration)
• Environmental
• 1-Generation of fumes by burning extra fuel.
• 2-Unburned fuel in smock.
• 3-Noise Pollution.
• 4- Aesthetic of roads

40. .• Health
• 1- Driving Stress
• 2- Diseases due to air pollutants from vehicles.
• 3- Diseases due to noise pollution-vehicle users and
socity.
• Social
• 1-No route for ambulances and emergency vehicles
• 2-Road rages due to driving stress.
• 3-less outing to meat nearest & dearest.

41. Following points are focused in study
• 1-Traffic Volume on the stretch
• 2-Average Speed of Vehicles
• 3-Traffic Signal Design and Operation
• 4- Space Utilization and Financial Evaluation

42. Methodology
1-Traffic Volume on the Stretch
. The Method adopted for determination of peak
hours classified traffic volume counted by
analyzing video recorded from 06.00 AM to 10.00
PM, 16 hours as per IRC. Recommendation. The
camera stalled on FOB at Laxminagar Metro
Station at suitable location to cover all in and out
traffic of Vikas Marg.

43. 2- The Space Mean Speed: To determine the
space mean speed “moving car method” is
adopted. The time in the total journey from entry
to exit in morning and evening peaks are recorded
with moving car and stop watch. The Entry and
exit time recorded for nine days to reduce the
localized effect of specific activity at particular
time and day. The total length of stretch is divided
by journey time for calculation of journey speed
in m/s. There after the journey speed converted in
Km/Hr. The Table and Graph prepared.

44. 3- Traffic Signal design and operation:
Delhi traffic police responsible for design and
operate all traffic signals, have no traffic data, basic
requirement for design of signals. The signal timing
and phasing for all intersections are fixed by hit and
trial basis and also operated manually at many
places in isolation of adjoining intersection.
Therefore the signals are not related with the traffic
count entering in the intersection from the
individual sides and also not considered the time
spends by the vehicles from one intersection to next
intersection.

45. 4-Space availability and utilization:
The road width is taken from Pre-Metro drawing
procured from PWD, Delhi Govt. and physically
verified. The width of different element of roads are
tabulated and percentage of encroachment evaluated
through visual assessment and photographs taken
during Peak Hours. The percentage of encroached
space are calculated accordingly. The total space
utilized for the purposes other than the traffic
movements is calculated by the multiplying length
of the stretch by encroached width.

46. ……..4.. The monthally rental value of the space
calculated on the basis of rates in Vikas Marg.

47. DATA COLLECTION AND
ANALYSIS
The four different observation have been
taken for data collection.
1- Classified Traffic Volume.
2- Space Mean Speed
3- Signaling and phasing.
4-Space Utilization

48. 1-Classified Traffic Volume
To determine the peak hour volume the Video
recording analyzed, recorded on 30-04-2013 , for
total entry and exit traffic of Vikas Marg from 06-
00AM to 10-00PM as per IRC recommendation,.
The classified traffic counted from the 16.00 Hours
video recording and posted in the table generated for
the purpose for each type of vehicles at 15.00
minutes interval.
The classified traffic data are further converted in to
PCU with consideration of equivalent factor based
on percentage participation of vehicles in the traffic
flow.

49. The aggregate of four rows for one hour added
tabulated in separate table and compared with
theoretical capacity of road as per IRCC-and UK
Standards for Urban Road Capacity.
The converted traffic volume in PCU tabulated and
plotted on graph.

50. ..
Table for counting of
classified traffic
from video analysis
and
convergent in weighted PCU
for
traffic volume /Hr

51. Traffic Volume in Tabular Form
•Abc – Dummy text
•Xyz – Dummy Text

52. •.Graphical presentation of traffic volume
Morning Peak
4213 PCU
Evening Peak
3400 PCU

53. •2-Space Mean Speed
The moving car method is adopted for
determination of Journey time on the section.
The time in the total journey from entry and
exit in morning and evening peak are obtained
with moving car and stop watch. The Entry and
exit time recorded for two times in a day for
Nine days to reduce the localized effect of
specific activity at particular time and day.

54. •.
The total length of stretch (2670 m) is
divided by journey time for calculation
of journey speed in m/s. There after
the journey speed converted in
Km/Hour. The findings are tabulated
and graphically presented

55. Gr
ap
hi
ca
l
Minimum
Speed
5.15
Km/Hr.
Traffic
volume
3400 PCU
8.00 To
8-31 PM

56. •.
Average Speed at Evening –
From Laxmi Nagar
to Karkar Dooma
Minimum Speed
5.15 KM/Hr.-
(1.43m/s)
Peak traffic volume at the
time -3400 PCU

57. Gr
ap
hi
ca
l
Minim
Speed
10.63
Km/Hr.
Traffic
Volume
4213
PCU
9.00
-09-15
- AM

58. •.
Average Speed at Morning
From Karkar Dooma to
Laxmi Nagr
Minimum Speed
10.63 KM/Hr.
(2.95m/s)
Peak traffic volume at the
time -4213 PCU

59. 3-Signaling and phasing.
Green and red Signal Timing based on existing
phasing re-generated and tabulated

60. Graphical
presentation
of red and Green
Phase at intersection
and time in between
inter section.
Timing to be
supper impose
on graph such
a way vehicle
starting
in green signal
found green signal
When reach the
next all intersection
with permitted
speed

63. 4-Space Utilization
• The design road width is taken from five sections
on different points as per drawing procured from
PWD Delhi Govt. The average width of road
calculated for the stretch. The percentage of road
width encroached approximated as per shown in the
images of Vikas Marg. The total space utilized for
the purposes other than the traffic movements is
calculated by the multiplying length of the stretch
by encroached width. Then the rental value of the
space calculated on the basis of rates in Laxmi
Nagar.

64. Section of Road for width calculation
• .

66. Conclusion
• The road under consideration is six lanes, divided
three lane one way urban road. The road is also
provided with footpath and service lanes. The
operating condition of the road in peak hours is
approximately jamming. The jamming condition in
the section occurred due poor condition of road
elements. There are huge encroachment and
commercial activities on the road. No traffic and
regulation enforcement exist on the road.

67. .• The minimum speed in the section is 10.63Km/Hr
when volume is 4213 PCU in morning peak is
approximate double the minimum speed is
5.15Km/ Hr in evening peak with 3400 PCU. The
less speed during less volume is the effect of
more commercial activities on the road in
evening. The agencies are created perception and
sheltering themselves for the road is in jamming
condition due to user behavior and traffic Volume
exceeded to the road capacity.

68. .
• The authorities passing very strict orders for
solution. The agencies are utilizing these orders
as a opportunities for expenditure of funds for
publicity poster and banners, visual and print
media, changing footpaths and Kerb Stones,
celebrating zero tolerance, No Parking weeks
etc. only for time being. No agency exploring
the basic problem of congestion and then act
upon, till result.

69. .
• During the study, it has been established that the
optimum capacity of the road has not been utilized
till now. The congestion on Vikas Marg removed by
• Proper lane markings.
• Operational ability of bus lanes
• , Usability of service lanes
• Designated space for every vehicle
• Layout of intersections
• Design and operation of traffic signals based on
traffic volume, synchronization and queuing theory.
• Further evaluation of effects.

70. The peak hour’s traffic volume on the road is
exceeding by very less for the small period from
recommended traffic volume by IRC-86-1998 and
IRC-106-1990.(Required to be revised with
advanced technological of Modern Vehicles .) too
less than UK slandered(revised in 2005) for Road
capacity. treating all element of road. The
perception of more number of vehicles and user
behavior are reason for jamming condition of road
not stand any more. The road capacity can
optimize by suitably and strictly

71. The optimization of capacity the
main points to be considered
1-Boundaries of road space marked and controlled
by the road owning authorities.
2-Pedestrian paths are marked /constructed along
the building line and keep operational in full
length, checked by “wheel Chair method” in
regular interval.
3-Service lanes between footpaths and main lanes
of 2.5 m width., space for vehicles loading
unloading commercial goods.

72. 4-The space between service lane and main lanes
utilize for pick and drop space and wafting of
drivers with essay entry and exit from and in
Road.
5-The 3.00m width outer serviceable bus lane.
6-2.5 m wide middle car lane and 2.5 m wide
innermost overtaking and emergency Lane.

73. 7-Bell mouths are to be keeping in functional
condition to keep road free from water logging and
provide full width in all weather.
8-The time for execution of work and space of
road to be used for material, machinery and
activities other than under treatment included in
financial bids as monetary benefits.
9-The shop owners (vyapar Mandal)are included
in coordinating comity.
10-The vehicles can be parked in nearer by rented
parking’s and ferry system for pick and drop from
parking to shops and shops to parking to be
managed by Vyapar Mandals enhancing sales.

74. 11-The government agencies to acquire vacant
plots in vicinity and create small modern parking
lots may be with PPP mode.
12-Road marking of intersection layouts with
consideration of usable zebra crossings, isolation
of left turning vehicles, no stoppage of vehicles
with in the 70 to 100 m from intersection.
13-Classified data collection and updating at
regular intervals which is not very expansive now
days.

75. 14-design of signals based on actual traffic volume
and Synchronization of signals.
15-enforcment of all regulations and keep the road
fictional.
16-Moving vehicles on rods are most fossil fuel
energy consuming factor, consumption vary with
smooth traffic and congestion , required to be star
rated.
“Working units of all concern agencies must be
report to one head of comity formed for the
purpose.”

76. Vikasmarg Proposed Width Distribution

77. • .
Pedestrian path
Cycle Lane
Service Lane
Building Line
Kerb Stone /Physical barrier
3.0
MBus Lane
Car Lane
Out of Lane space for Pick & Drop
1.2 M
1.5 M
3.0 M
3.0 M
2.5 M
2.5 M

78. Overhead Signage
Pedestrian
path
Cycle
Lane
Vehicles
Turning &
waiting
Up To
20Km/Hr
Buses &
commercial
Vehicles
20 - 40
Km/Hr
Fast lane
40-50
Km/Hr
Emergency
&
overtaking
Lane
50-60
Km/Hr
Vehicles
Pick & drop
only on
designated
space
Responsible agencies keep close eye to user self
motivate and follow

79. Thanks

80. Smog

81. Change in speed with respect to volume other factors are unchanged
observation during odd-even in Delhi –january-01 to 15 in 2016
Table of findings
1-Distance – 7.40Km
2- Journey Time
A- 1677 second- odd-even
B-1836 second- Normal
3- static time at signal
A-174 seconds- odd-even
B-386 seconds- Normal
Running Speed
A-17.72Km/H- odd-even
B-18.36 Km/H- Normal
Graph plotted from Video recording of section