Microsimulation and traffic diversion Plan

1. Traffic Simulation
of Construction
zone for
Baranagar -
Barrackpore
Metro

2. Traffic Simulation Results
 Project Background
 Scenario Details
 Assumptions
 Data Collection Results
 Network Performance Results
 LOS estimation.
 Summary

3. Project Background
Legend
AT
Z
Approach Transition Zone
WZ Work Zone
TT
Z
Terminal Transition Zone
UP Baranagar to Barrackpore
DN Barrackpore to Baranagar
Metro rail corridor
from Baranagar to
Barrackpore Kolkata
metroline-5.
Project section is
situated on SH-1(BT
road)

4. Scenario-1 Median side Construction Zone
 In this scenario 1, traffic is simulated by
considering the median side lanes from LHS and
RHS occupied with construction activity at stage-
1 of construction of metro station.
 Hence the traffic is diverted to remaining 2 lanes
on either side transitioning from 3 lane
configuration.
 Analysis results are collected considering all
transition points Approach transition zone, Work
zone and Terminal transition zone.
Median blocked
due to
construction
activity

5. Scenario-2 One side carriageway Block
 In this scenario-2, traffic is simulated by
considering one carriageway which spanning
Baranagar to Barrackpore side(LHS) is
completely blocked due to stage-2 construction
metro work.
 Hence the traffic is diverted to RHS side making 3
lane one-way to 2 lane bi-directional road (2.6m)
by reducing the lane width.
 Analysis results are collected considering all
transition points Approach transition zone, Work
zone and Terminal transition zone.
Carriageway
blocked due to
construction
activity

6. Scenario-3 Business as usual (Existing
Condition)
 In this scenario , traffic data is simulated
on existing conditions with observed
traffic through survey
 Data is collected to compare the flow
characteristics of traffic with two stages of
construction.

7. Assumptions
 Classified Mid block counts at one location is
considered for simulation exercise
 Simulation run of peak hour between 11:45AM to
12:45PM
 Traffic entering/exiting from different Access points
are not considered
 Desirable speed is taken as 40kmph and with
speed limit of 30kmph considering the collector
road

8. Data Collection Results for Option 1(Centre Work zone)
Data Collection Results for Peak hour traffic for (Option 1 Central work zone)
S.NO Locations on Roads All Vehicles Queue length (m) Avg. Arithmetic Speed
1 1: ATL-LHS (CH:8+500) 1226 5m 30.18 km/h
2 2: TTL-LHS(CH:9+100) 1226 5m 29.80 km/h
3 3: WZ-LHS(CH:8+800) 1226 5m 29.90 km/h
4 4: ATL-RHS(CH:9+200) 901 0m 30.53 km/h
5 5: TTL-RHS(CH:8+600) 901 0m 30.39 km/h
6 6: WZ-RHS (CH:8+800) 901 0m 30.25 km/h
Vehicle Travel Time Results (option 1 Central work zone)
S.NO
VEHICLE TRAVEL
TIME
MEASUREMENT
VEHS(ALL)
TRAVEL TIME
(ALL)
DISTANCE
TRAVEL(ALL)
1 1: LHS -UP 1226 101.85 s 836.62 m
2 2: RHS -DN 901 100.61 s 838.97 m
Delay Results (option 1 Central work zone)
S.NO DELAY MEASUREMENT VEH DELAY(ALL) VEHS(ALL)
1 1: LHS -UP 3.88 s 1208
2 2: RHS -DN 2.89 s 891

9. Data Collection Results for Peak hour traffic for (Option 2 Side work zone)
S.NO Locations on Roads All Vehicles Queue Delay
Avg. Arithmetic
Speed
1 ATL-LHS (CH:8+500) 1198 145m 25.63 km/h
2 WZ-LHS(CH:8+800) 1184 215m 25.62 km/h
3 TTL-LHS(CH:9+100) 1178 245m 25.37 km/h
4 ATL-RHS(CH:9+200) 901 0m 26.56 km/h
5 WZ-RHS (CH:8+800) 901 0m 26.19 km/h
6 TTL-RHS(CH:8+600) 901 0m 26.07 km/h
Vehicle Travel Time Results (option 2 Side work zone)
S.NO
VEHICLE TRAVEL
TIME
MEASUREMENT
VEHS(ALL)
TRAVEL TIME
(ALL)
DISTANCE
TRAVEL(ALL)
1 1: LHS -UP 1178 114.85 s 809.99 m
2 2: RHS -DN 901 112.05 s 810.45 m
Delay Results (option 2 Side work zone)
S.NO DELAY MEASUREMENT VEH DELAY(ALL) VEHS(ALL)
1 1: LHS -UP 90.0 s 1210
2 2: RHS -DN 3.08 s 893
Data Collection Results for Option 2(Side work zone)

10. Data Collection Results for Peak hour traffic for (Option 3 Existing network)
S.NO Locations on Roads All Vehicles Queue Length Avg. Arithmetic Speed
1 UP-LHS (CH:8+800) 1227 0.00m 30.94 km/h
2 DN-RHS(CH:8+800) 901 0.00m 31.13 km/h
Vehicle Travel Time Results (option 3 Existing network)
S.NO
VEHICLE TRAVEL
TIME
MEASUREMENT
VEHS(ALL)
TRAVEL TIME
(ALL)
DISTANCE
TRAVEL(ALL)
1 1: LHS -UP 1227 99.03 840
2 2: RHS -DN 901 98.09 839.89
Delay Results (option 3 Existing network)
S.NO DELAY MEASUREMENT VEH DELAY(ALL) VEHS(ALL)
1 1: LHS -UP 1.74 s 1276
2 2: RHS -DN 0.98 s 890
 As the whole section is homogeneous, data is collected in one location
in existing scenario during simulation.
Data Collection Results for Option 3(Existing network)

11. Network Performance Results
Network Performance Evaluation Results in Peak Hour
S.NO
DISTANCE
TRAVELLED
TOTAL (ALL)
VEHICLES
ARRIVED(Both
Direction)
Average Speed
(km/h)
Queue Length (meter) REMARKS
Scenario-
1(Median
closure )
1777.24 km 2127 29.8 5m
1 vehicles are not
entered
Scenario-2
(Carriage way
closure)
1707.79 km 2079 25.67 245m
49 Vehicles are not
entered
Scenario-3
(existing
conditions)
1852.43 km 2128 30.68 0m All vehicle entered
 Average speed in case of scenario-1, where 3 lanes are reduced to 2 in each
direction, is slightly reduced to 29.8 from 30.7 in existing condition. Queue
length is also just 5m hence there will be very minimal impact during this
stage of construction.
 Average speed in case of scenario-2, where one carriageway is blocked and
another carriageway is being used for 2-way movement with reduced width of
traffic lanes, is reduced to 25.67 from 30.7 in existing condition. Queue length
is 245m.

12. LOS Estimation using HCM
LOS Estimation by HCM method for all Scenarios
Peak hour
Volume
Lane
width(mts)
No: of Lanes
Speed
Observed
(kmph)
Density Observed LOS
Scenario-1(Median
closure )
1227/hr 3.5 2 31.20 41.72
Between
D and E
Scenario-2 (One
carriage way closure)
1227/hr 2.6 2 23.68 55.62 F
Scenario-3 (existing
conditions)
1227/hr 3.5 3 31.20 27.81
Between
C and D
 Based upon HCM Methodology, scenario-1(Median side lane blocked-
Construction stage 2) was found LOS between D and E which is
desirable for urban condition in peak hours
 In scenario-2 ( One Carriageway blocked- Construction Stage-2)found
LOS F, may required additional measures such as restriction of
heavy vehicles or traffic diversion on other parallel corridors
 In scenario- 3 is existing scenario, LOS found between C and D.

13. WZ-DN(CH:8+800)
TTZ-
DN(CH:8+600)
ATZ-DN(CH:9+200)
TTZ-UP(CH:9+100)
WZ-UP(CH:8+800)
ATZ-UP(CH:8+500)
LHS-UP RHS-
DN
Barrackpore
Barrackpore
Proposed Metro Station
Legend
ATZ Approach Transition Zone
WZ Work Zone
TTZ Terminal Transition Zone
UP Baranagar to Barrackpore
DN Barrackpore to Baranagar