CHAPTER-I

INTRODUCTION

1. 1.1

INTRODUCTION BRIEF PROFILE OF CITY

Visakhapatnam, popularly known as Vizag, is a fast developing port city. With a population of 15, 00,000 in 2001 and a land area of 5 0 s!uare kilometres, Visakhapatnam is the country"s largest city in terms of land and #ndhra $radesh"s second largest ur%an agglomeration in population. &n account of rapid industrialisation, there has %een significant migration into the city. 'he city was originally a small fishing village %ut due to its natural har%our it developed into a ma(or port. )t has e*perienced rapid industrialisation with the growth of ma(or industries, including steel, petroleum refining and fertiliser. With the formation of +,reater Visakhapatnam- in 2005 the city"s development is set for a !uantum leap. 'he city of Visakhapatnam has implemented a num%er of reforms including e. governance and citizen.friendly initiatives. Vizag has %een the first city in the country to implement e.governance and still leads in offering a variety of services to its residents online. 'he /orporation is working closely with other planning and service delivery institutions in the city for improving the !uality of life. ,V0/ has entered into partnerships with the resident welfare associations and the slum communities in undertaking solid waste management and management of neigh%ourhood parks. 'he Visakhapatnam 1lum )mprovement $ro(ect 2V1)$3, implemented with 4 5 million grant funding from the 67)6, 89 during 15::.155;, improved the service provision to a%out 200,000 slum residents in the city. 'his slum upgrading initiative was evaluated as a successful within its specified o%(ectives. <owever, it only worked in +notified- slums of the city, and did not encourage a citywide assessment of need or any leveraging of additional funds e.g. cost sharing etc. 'his left many poor settlements in the city untouched, and others partially covered. V1)$ did not work to improve municipal management or finances. 'he impact assessment identified difficulties for the city in operation and maintenance of this additional infrastructure created in poor settlements. /onsolidating on the past initiatives the 0unicipal /orporation proposed to prepare a /ity 6evelopment $lan with a focus on service delivery improvements and comprehensive and citywide slum upgradation. #dministrative 1taff /ollege of )ndia is assigned for the purpose with the assistance of /ities #lliance.

1.1.1

Visakhapatnam M t!"p"#itan R $i"n%

'he Visakhapatnam 0etropolitan =egion 2V0=3, 1>21 s!. km. in area includes 5 ur%an centers namely Visakhapatnam, Vizianagaram, ?heemunipatnam, #nakapalli, and ,a(uwaka and also a large rural area with >@ villages. Aational <ighway 5 and Aational <ighway @ passes through the V0= and are well connected with 1tate <ighways and 0a(or 6istrict =oads. Village roads are also well connected with the 06=s, 1<s, and Aational <ighways. &ut of >@ villages, a%out 00 villages 2:0B3 are well connected with the 0a(or road network. &! at ! Visakhapatnam Cit'% 'he principal city in this region is Visakhapatnam, in short popularly known as Vizag. &ver the last few years the city has proven to the rest of the world through its fast paced growth and development in the country that it is destined for greater avenues and grand possi%ilities in terms of industrial development, tourism, life.style, and culture. 'he 0unicipal /orporation of Visakhapatnam, prior to its constitution as ,reater Visakhapatnam 0unicipal /orporation in 2005 has a (urisdiction of 105 1!. km with a population of 5.;5 lakhs as per the 2001 census. $resently, the ,reater Visakhapatnam

0unicipal /orporation 2,V0/3 (urisdiction e*tended to an enormous geographical area of over 5@0 1!. 9m. Visakhapatnam, the /ity of 6estiny, is rated as the fastest growing city in the east. 'he industrialization and the accompanying ur%anization are responsi%le for the rapid growth of the city. 'he dynamic growth in the economy of the region accompanied %y the rapid growth of the population has resulted in gross inade!uacies in infrastructural services in the /ity. #t all the ma(or (unctions of the city, Volumes of pedestrian and vehicular traffic are so large that an intersection with e*clusive pedestrian phase will increase the cycle time for traffic signals %eyond 120 seconds. # comprehensive planning for handling the current and future traffic in the ur%an area is must. Hist"!' 'his %eautiful city is said to have derived its name from the deity CVisakhaC . the ,od of Valour. 'he history of the town can %e traced %ack to #shoka the ,reat 22> . 2 2 ?./.3 when this was a small fishing village of the 9alinga empire. Dater on this port town successively passed from the #ndhra 9ings of Vengi to the $allavas, /holas and the ,angas. )n the 15th century Visakhapatnam %ecame a part of Vi(ayanagar Empire. 'he ?ritish took charge of this %eautiful land and transformed this into a %usy and flourishing port town. 'oday it has emerged as an important port on the east coast of )ndia. 'he Vizag port handles the ma*imum cargo in the country and promises to %ecome one of #siaCs ma(or ports. L"(ati"n ) T"p"$!aph' Vizag is located on the east coast of )ndia, in 1>o@2C Aorth latitude and :2o02C East range of hills. ?ased on topographical conditions, the city and its environs can %e divided into four categories viz., <illy region, 8pland tracks, =olling plains and $lains. 'he 9ailasa and Farada are the ma(or hill ranges in the city. 'he 9ailasa hill range stretches from 1imhachalam to 0V$ /olony on the north flank of the city. 'he city, which appears like a small %asin, is surrounded %y the Farada hill popularly known as 6olphin"s nose 2 5:m3 on the side of the 9ailasgiri hills on the north, with the ?ay of ?engal forming the eastern wall. 'he coastal line runs from north. east to south west over a dist nce of si* kilometres. &n the west there is an e*tensive tidal %asin called 8pputeru now under reclamation. ?eyond Farada there is a valley followed %y another range of hills.

E("n"m' 'he city is e*periencing tremendous economic growth. 'he sectors contri%uting to city"s economic growth are agriculture and fishing 2primary sector3, large, medium and small scale industries 2secondary sector3 and services 2tertiary sector3 that include trade and commerce, transport, telecommunications, services, education, management etc. )t has and consultancy rapid e*perienced

industrialization with the onset of ma(or industries viz., &il =efinery .. a private sector fertilizer factory, <industan Ginc 1melter and Visakhapatnam 1teel $lant. 'he constructions of the outer har%our and 1teel $lant have considera%ly changed the character of the city. &n account of rapid industrialization, there has %een tremendous amount of migration into the city. 'oday the tourism, services and information technology contri%ute significantly to the economy. T"*!ism Vizag, sandwiched %etween the promontory called 6olphin"s nose and the 9ailashgiri <ills, is one sea together and that makes for a spectacular view from even within the city. 'he %eaches of Vizag =ama 9rishna, Dawson"s ?ay, =ishikonda and ,angavaram are amongst the %est kept secrets of )ndia.

<ead north up to the 1imhachalam hills

is

simhachalam temple, a 11th /entury temple dedicated to Dord Aarasimha. Vizag is well endowed with e*cellent hotels and restaurants to accommodate national and international tourists. =ecently, many ?uddhist ruins have %een discovered in and around Vizag. # more fascinating site to visit is the village of 1ankaram, where numerous images of ?uddha are

seen carved in caves of the hills. Vizag is home to the Eastern 7leet of the )ndian Aavy and the Aaval presence has cast its influence over the city. &verlooking the port in all its ma(esty is the 5: meters high promontory of 6olphin"s Aose so called %ecause of its uncanny resem%alance to the mammal. 'he lighthouse atop, which can %e visited with permission, is the highest in )ndia. )ts %eams can %e seen far out at the sea and it directs the traffic in the %usy shipping lanes of the ?ay of ?engal as well as the entrance to Vizag port. # comparison of Vizag with cities in )ndia indicates that it is deficient in service delivery in many respects like per capita water supply and sanitation. &n economic, health, education and transport indicators it is no %etter. <igher percentage of people is %elow rhe poverty line. 1imilar situation e*ists in comparision with cities at international level.

1.+

CITY DEVELOPMENT ,TRATE&Y

,reater Visakhapatnam 0unicipal /orporatiuon 2,V0/3 has prepared a /ity 6evelopment 1trategy 2/613 in 2005 to address the infrastructure and service delivery gaps in with support and assistance from /ities #lliance. 'he o%(ective of /61 was to prepare and implement a strategy for creating a stong and ro%ust economy with e!uita%le growth.

1.-

OB.ECTIVE, AND ,COPE OF CDP

'he ,overnment of )ndia has launched a ma(or programme viz., Hawaharlal Aehru Aational 8r%an =enewal 0ission 2HAA8=03, for promoting reforms and investments for select ; cities. Visakhapatnam is one of the eligi%le cities under the scheme. 8nder HAA8=0, it is mandatory to prepare a /ity 6evelopment $lan through a participatory and consultative process. #ccordingly, ,V0/, along with other key stakeholders, prepared the /6$ %ased on the /ity 6evelopment 1trategy formulated earlier. 'he main o%(ective of the /6$ is to ensure a planned growth of the city and to make Visakhapatnam as a %etter alternative to the mega cities, guided %y a shared vision for city"s development. 'he /6$ makes %asic policy choices and provides a fle*i%le framework for adapting to deal with emerging challenges over time. )t emphasizes on issues of priority, local concerns for livea%ility, and the implied re!uirements in terms ofI Enhancing city productivityJ

=educing povertyJ )mproving ur%an governanceJ and Enhancing financial sustaina%ility. 'he sectoral plans for the identified sectors form part of the /6$ and it covers a time

horizon of 20 year. 'he /6$ outlines a policy framework and investmentKreform interventions to achieve the vision.

,("p
'he strategic policy and investment interventions to achieve the vision of Visakhapatnam including formulation of sectoral plans for the identified sectors are outlined in the /6$. 'he scope of work is toI #ssess the e*isting situation with regards to demography, economic %ase, financial profile, infrastructure services, physical and environmental aspects and institutions. )dentify the gaps in service delivery &utline the issues faced %y the /ity"s poor $repare a vision and sectoral strategic framework outlining the goals, strategies, interventionsKpro(ects to achieve the vision and 7ormulate a city investment plan with appropriate financing strategies and an implementation action plan. 7ocus on the reforms to %e carried out at the state and local level in consonance with the vision and strategic plan outlined to sustain the planned interventions.

1./

MA,TER PLAN

Visakhapatnam 8r%an 6evelopment #uthority 2V86#3 has prepared the 0aster plan for V0= and zonal plans for 5 ur%an centers keeping 2021 in perspective, and also the proposed developments in the region like ,angavaram $ort, 1pecial Economic Gone 21EG3, $harma /ity, #pparel $ark, )ndustrial development, Education, <ealth, <ousing L 'ourism etc., )n the current transportation study, 0aster $lan for V0= perspective M 2021 26raft final report3 is taken as reference. 'he 0aster $lan was revised in 2002.0 after detailed study of the present conditions for transportation, physical and social infrastructure, housing etc., would provideI 7uture growth in a planned mannerJ ?road land use pattern considering the potential growth and

emerging needs of the areaJ 7acilitate commercial, industrial, residential, tourism, recreational and other investmentsJ $rovide !uality ur%an infrastructure in all the ur%an centers and also appropriately in the rural areas for improved !uality of lifeJ 1uggest environmental and ecological measures for avoiding the harmful impact of the inappropriate location of industriesJ Evolve effective implementation and financial strategy.

1.0

RE&IONAL ) POPULATION &RO1TH

'he main focus in the region is on the Visakhapatnam 8r%an #gglomeration that contains a ma(or share of the region"s population and economic activities including a num%er of large and medium industries with their activities located around the port. 'he Eastern Aavel /ommand, Aavel 6ockyard, 1hip ?uilding /entre, and 6ivision Aavel <ead Nuarters of the 1outh Eastern =ailway accompanied %y scores of small and medium ancillary industries, %usiness, trade and commerce have contri%uted to the fast growth of Visakhapatnam 8r%an =egion. 'he V0= is growing at a considera%le rate and that V)1)&A 2020 will lead to a further concentration of activities ultimately resulting in population growth and ur%an e*pansion. 'he V0= population 22.02 lakhs according to /ensus 2001 has shown a decreasing trend in the population growth rate when compared to 15>1 . 51 growth rates. 'he decadal population growth rate of V0= is presented through 'a%le 1. . Ta2# 1.- $opulation growth in V0= Y a! 15;1 15>1 15:1 1551 2001 Source: VUDA P"p*#ati"n 3in Lakhs4 >.20 5.50 1@.05 1:.:2 22.02 In(! as in P"p*#ati"n 3in Lakhs4 . 2.> @.15 @.>; .20 D (a5a# $!"6th !at 3in P !( nta$ 4 . >.5 B @1.5 B .5 B 1>.0 B

Growth of Population in VMR (1961 -2001) 25 22.02 20 Total Population in Lakhs

18.82

15 14.05 9.9 7.2 5

10

0 1961 1971 1981 Year of reference

Population

1991

2001

Fi$*! 1.- ,rowth of $opulation in V0= 215;1 M 20013 'he population ratio of 8r%an to =ural areas, which was a%out e!ual in percentage in the 15;0"s has gradually changed to >5I25 ratio in the present times, which is a clear indication of the shift 2or3 changing trends i.e., rural population migration to the ur%an areas. 'a%le 1.@ shows the ur%an and rural population growth in V0=. Ta2# 1./ 8r%an L =ural $opulation ,rowths in V0= U!2an P"p*#ati"n in Lakhs 374 15;1 .@@ 2@>.>:3 15>1 5.21252.; 3 15:1 :.: 2; .1 3 1551 1 .; 2>2.153 2001 1;.;5 2>5.>53 ?ased on /ensus of )ndia and trends OEstimated Source: VUDA Y a! R*!a# P"p*#ati"n in Lakhs 374 .>; 252.223 @.;5 2@>. >3 5.1: 2 ;.:>3 5.25 22>.:53 5. O 22@.213

'he 8r%an Docal ?ody 28D?3 presently with an e*tent area of 5 0 1!. 9m is having >2 wards and @>2 num%er of notifiedKnon.notified slums with the slum population a%out ;.0 lakhs. Visakhapatnam /ity with its 1@.2> lakh population %y 2001 has shown an elevated growth of :5.:0 B during the period 1551.2001. 'he decadal population growth of vizag city is presented in the 'a%le 1.5.

Ta2# 1.8 6ecadal $opulation ,rowth in Visakhapatnam /ity Y a! 1551 15;1 15>1 15:1 1551 2001 Source: GVM P"p*#ati"n 3in Lakhs4 1,0:,0@2 2,11, 50 ,52,50@ 5,;5, 21 >,52,0 > 1@,2>, 52 In(! as in P"p*#ati"n 3in Lakhs4 .. 1,0 , 0: 1,@1,15@ 2,12,:1> 1,:;,>1; ;,>5, 15 D (a5a# $!"6th !at 3in P !( nta$ 4 .. 55.;2 ;;.>5 ;0. > .0 :5.:0

8r%an 6evelopment #uthority 2Visakhapatnam 0etropolitan =egion3 has a (urisdiction of 1>21 s!uare kilometers and covers a population of 22.02 lakhs. 'he V0= population is e*pected to reach at @.@5 lakh %y 2021 and 8r%an agglomeration 2,reater Visakhapatnam3 is estimated to reach 20.55 lakh, which is ;0.: B of the total population in V0= %y 2021.and overall population growth if census according to 2011 is as follows Ta2# 1.0 $opulation 0ales 7emales ,rowth21551.20013 =ural 8r%an 1cheduled caste population 1cheduled tri%e population @2::11 21@0:>2 21@>2@1 150 ;B 1 01@ > 5 0:55 251215 55>5>2

1.9

VEHICLE &RO1TH

#ccording to official records a%out 5.0 lakh vehicles are currently plying on the roads of the V0=. 'otal vehicular strength in Visakhapatnam district 2up to 20053 was recorded as @, ;@,>:0 vehicles and 2, ; ,;@; vehicles were recorded in Visakhapatnam /ity, which is 5;.>2B of the total vehicles strength of the district. Fearly registered classified vehicles information is presented in #nne*ure 1.1. 1ummary of registered motor vehicles 2including freight carriers and all other types of vehicles3 pertaining to ur%an area is as followsI

Ta2# 1.9 Y a!#' R $ist ! 5 V hi(# s in Vi:a$ /ategory 0otor cycle 22 wheeler3 0otor cars L (eeps2@ wheelers3 #utos #$1='/ 2001 155@: 152:5 :5 1 50: 2002 1>:1@ 1>>5> 555 50 200 15>5 @ 20 ;0 11>1: @51 200@ 21515: 2 511 1 212 @55 2005 2@ 0 2>0;5 1@>>1 521 2011 5 2>@ >@;5 2;51 ;2

'he statistics clearly shows an increased growth rate of 'wo Wheelers 21@.;@B3, Wheelers 25;.; B3, /arsKHeeps 215.01B3, D/Vs 2@0.0B3, and </Vs 25>.;>B3 from 200@ to 2005. 'he </Vs increase is a clear evidence of industrial L infrastructure development in the region. While $rivate and $ara transit modes have grown su%stantially, the growth of %uses has not kept pace with the growth rate of population and $ara transit. #ccording to the draft revised 0aster $lan 2021, average fleet size of %uses is >>; no"s, which makes :@ 5 trips and carries on an average @.15 km length of passengers per day.

1.;

TRAN,PORTATION ,CENARIO

'he Engineering wing of ,reater Visakhapatnam 0unicipal /orporation 2,V0/3 is responsi%le for construction and maintenance of the road infrastructure 2other than $ort, V86#, =L? and A<#) roads3 in the /ity. #%out 1000 9ms total length of =oads are under 0unicipal /orporation control. 'he detailed road infrastructure statistics are presented in 'a%le 1.: Ta2# 1.; 6etails of e*istingK proposed roads of vizag city ,#. N". 1. 2. . @. Source: GVMC /urrent /ity =oad 6ensity is 1.5 9mK1!. 9mJ >0.5; 9mKDakh population. #fter completion of the proposed road network, the road density will increase up to 2.1 9mK 1!. 9m. Visakhapatnam is endowed with a good transportation system. 'he Aational <ighways 25 L @ 3 runs through the region and connects important places of the city and district. 'he Pa!ti(*#a!s W?0 =oads ?' =oads // =oads Earthen =oads T"ta# E<istin$ 3+==04 3In >ms4 10: 9m 51; 9m 1:0 9m 20 9m 1==9 >m P!"p"s 5 3In >ms4 . 110 9m . . 11= >m

region is on the ,olden Nuadrilateral of A<6$. Aational <ighway Ao. 5 2/hennai M <owrah 2'otal length of 101@ km33 is passing through #nakapalli and Visakhapatnam. Aational <ighway Ao. @ 2=aipur M 1unki M 1alur M ,a(apathinagaram . Vizianagaram =oad3 linked to A.<.5J northwards connects the Vizag city with Vizianagaram. 1tate <ighways 21< : L 53 also passes through the city, which connects the city towards Aorth to 9irandol 21.<. 53 and tangential link 21.<. :3 connects #nakapalli M $endurthi M #nandapuram M ?heemili. 'ogether these roads form the arterial road network of V0=, also opening three ma(or corridors of potential development towards West 2#tchutapuram L $arawada areas3 of 1< 5> 2Elamanchili M ,a(uwaka section3, Aorth 20adhurawada3, and Aorth East 2?heemili3 of Visakhapatnam.

1.?

PRO.ECT BAC>&ROUND

Visakhapatnam is %eing promoted as the second most important city in #ndhra $radesh after <ydera%ad and !uite similar to the latterCs developmentJ one side of Visakhapatnam towards 0adhurvada is %eing developed as the knowledge city. 'he other side from the steel plant to Elamanchili will %e the hu% of industrial activity. #nd with industries coming in, housing too is %eing planned in a %ig way. 'his port city is already seeing announcements of a rising num%er of residential pro(ects. 'he dynamic growth in the economy of the region accompanied %y the rapid growth of the population has resulted in gross inade!uacies in infrastructural services. )n the a%sence of effective planning and traffic management of the city, the current road infrastructure can not cater the future needs of the city mo%ility. )n this direction, the core area of the city i.e., #silmetta area and its surrounding road network has %een taken as the study area for the preparation of traffic management plan using ,)1 and =emote 1ensing techni!ues.

1.1=

OB.ECTIVE,%

a3 Vizag is a fast developing port city, /onsidera%le economic activities o%served due to E*isting port

,ood network of A< networks 1teel plant, and 8pcoming ,angavaram port, etc., have led to increase traffic within city corporation limits. 6evelopment works for road widening are in progress

%3 0any (unctions have already reached the capacity limits

1.11

,COPE OF ,TUDY%

1. 'raffic improvement on station road using ,)1 and =1 techni!ues %y studying traffic at various (unctions 2. $ro(ect area covers 10 ma(or intersections in the city . )mportant (unctions are on siripuram M station road a*is P P P P #silmetta (unction ='/ (unction 1angam sarat 1iripuram

@. &ther (unctions P P P Hagadam%a (unction 0addilapalem A#6 (unction

CHAPTER-II
TRAFFIC ) TRAN,PORTATION ,Y,TEM IN VI,A>HAPATNAM

+.+

+.

TRAFFIC AND TRAN,PORTATION C*!! nt ,it*ati"n

city"s importance and ranking in.terms of economic development,

+.1.
'he

industrialisation, specifically of port activities, steel plant with large scale imports and e*ports signifies the inter cityKinter national connectivity of the city through roadways, railways, water ways and road ways. 'he vast area under the city limits of ,reater Visakhapatnam emphasises the importance of intra city transportation and regular commuting facilities. 6ue to the rapid )ndustrialisation in the last two decades, )t is striving to manage the growing transportation re!uirements. 'he transportation network in the city area is dominated %y three ma(or arteries, one along %eachfront, and another along the Aorthern <ill flank and the third which runs through the city. Visakhapatnam is ideally situated to %ecome the national and international logistics hu%. 'he city is linked through roads, ports and airports to the key economic centres. 'o leverage this geographic advantage, the city will have to create the link infrastructure re!uired for providing smooth connections and ensure timely completion of ongoing infrastructure pro(ects such as the airport up gradation pro(ect and the ,angavaram port pro(ect and more particularly in the ,reater Visakha. A<. 5 and A< M @ of the Aational <ighway 2A<3 network and the 1tate <ighways connect the city area to the vast hinterland. #round >.:: B of the total area is covered %y roads, 2.1 B %y railways and 0.:5B %y the $ort authorities. 0ore than 125.>> tones of goods are moved in a year, >;.5>B is %y rail, 2 .@B %y road. $u%lic transport comprises %uses, which are used %y 20B of the total commuters in the city. &nly 0.25B of the population use auto rickshaws. # special effort has %een undertaken to provide interconnecting %etween ma(or arteries of the city. 6evelopment of this programme would ease congestion along the ma(or roads and facilitate traffic to %y pass crowded segments of the ma(or roads within the city. 'he traffic moves faster and the roads also would help in cordoning or areas in case of fire and other disasters. 'he interconnectivity through a programme of new roads as well as widening and strengthening of e*isting new roads has C%een taken up to connect the national highway passing through the city and the %each road, Aational <ighway and the 1tation =oad and Aational <ighway and the )ndustrial. 'he A<.5 and A<.@ pass through the city and connect the city area to the vast hinterland.

'he city"s transportation re!uirement is met %y the following modes of transport ?us transport is the ma(or pu%lic transport with modal share of 20B 'hree seated autos acting as the $ara transit contri%uting to nearly 15B of the transport demand. $rivate vehicles comprising two and four wheelers. 0any agencies are involved in supporting and facilitating traffic and transportation mechanism in Visakhapatnam. $rovision of road infrastructure is done %y ,V0/ and V86# will take care of the roads that are to %e developed in the outer periphery of the city. 'he pu%lic transport is taken care %y #$1='/. 'he traffic regulation has %een the responsi%ility of the police department. 'he A<#), =L?, #$ 'ransco. Etc, are the other agencies that contri%ute to the facilitation of transport system. Ao single agency is solely responsi%le and accounta%le for traffic and transport management. 'his is giving rise to functions and spatial and functional fragmentation.

+.+

T!a@@i( F#"6s an5 T!aA # D man5

0ulti.wheeled transport vehicles with heavy cargo plying %etween the important corridors 2steel city, Visakhapatnam port trust, <$/D and other industrial corridors3 of the city and the national high ways are contri%uting to traffic pro%lems and increased accidents. 'hey run %etween the steel city and the port causing huge environmental degradation. 'here is an urgent necessity to regularise and streamline the transport cargo so that it does not create pro%lems to the non transportK commuting traffic. )n addition the non transport vehicles specifically private vehicles multiplied during the last decade. 'he two wheelers have multiplied %y 11.2B, four wheelers %y :.1B. E*plosive growth of the surrounding areas and the concentration of su%stantial economic activity within the ,V0/ area have resulted in heavy radial flows %eing pumped into the central core which has limited road capacity leading to traffic %ottle necks. )n a%sence of convenient %y pass roads, these flows are %eing funnelled through e*isting travel corridors of ,V0/ area, thus accentuating the pro%lem. $eak hour flows on ma(or travel corridors carry heavy and high traffic volumes. 'he mi*ed traffic conditions present additional pro%lems in maintaining lane discipline and hence the lane capacities are far less than those o%served in car traffic flows. 'his has resulted in the

reduction of average speeds of the vehicles over a period of time. 'he present average speed is (ust 15 km per hour and it is still likely to reduce if there is no improvement in the situation.

Figure 2.1: Vehicular Average Speed

Avera e !pee" 30

25

20

u o h r e p m K

15

10

0 1981 19991 2001 2006

!era"e #pee$ %&'()r.*

+./.

Visakhapatnam R"a5 N t6"!k

'he city has radial form of road network development. 'he ma(or road network in the city area e*tends over a length of 12; km. 'he total road length is 100> kms. )n addition to these ma(or roads, the reaches of three ma(or = L ? roads, which are state highways passing through have also %een taken up for development in addition to this network, nine new roads have %een opened and nine master plan roads have %een taken up for widening. 'he recent growth trend is more in the Aorth K south and west directions of the city. 'wo Aational <ighways, A<5 2connecting /hennai on south and 9olkata on East, and A<@ connecting =aipur. 'here are state highways also start from the city and diverge radially connecting several towns and district head !uarters within the 1tate in all three directions. 'he road network of Visakhapatnam is very dense and congested due to narrow carriage ways , high pedestrian traffic and slow moving vehicle concentration. #s per the e*isting land use plan, the area under road and railways is a%out ;B only and inade!uate as a whole with insufficient pedestrians and other road infrastructure.

+.8.

V hi(*#a! &!"6th an5 C"mp"siti"n

#s per the =egional 'ransport #uthority statistics, the total num%er of non transport vehicles registered in Visakhapatnam city is a%out 2.:5 lakhs in the year 2005. &f which a%out 2.@ lakhs 2:5.00B3 are 2.wheelers, 0.2> lakh motor cars 25.@B3, 0.1@ lakh . wheelers 25.1B3, 0.05 lakh 20.1:B3 %uses vehicles. /ommensurate with the growth in population, the num%er of vehicles also grew at a rapid pace within the ur%an area. 'he private transportation has also %ecome the preferred mode of transportation in Visakhapatnam like any other cities in )ndia. 'he growth of carsK(eeps has grown up at an annual growth rate of :B and that of two wheelers 10.5B over the last decade. 'he deficiency in fre!uency of #$1='/ %uses and non.coverage of su%ur%an train services is one of the reasons for the growth of private vehicles. &verall, there is an attitudinal shift of people to use private vehicle rather than pu%lic transport.

Table 2.2: Annual Vehicular compo i!ion Cat $"!' +==1 +==+ +==0otor /ycles 15,5@: 1,>:,1@ 1,5>,5 @ 22Wheelers3 0otor /ars L 152:5 1>>5> 20 ;0 Heeps 2@ Wheelers3 #utos :5 1 555 11>1: #$1='/ 50: 50 @51 Source: A" Tran por! and A"S#TC$ Vi a%hapa!nam +==/ 2,15,15: 2 511 1 212 @55 +==8 2,@ ,0 2>0;5 1@>>1 521

#ll these vehicles are plying on a near static road length of @20 km in ,V0/ area resulting enormous strain on the road network and leading a situation of endless transportation gridlocks.

+.0.

P*2#i( T!ansp"!t ,'st m

$u%lic 'ransport 1ystem 2$'13 in Visakhapatnam is primarily road.%ased %us transport. #$1='/ %uses capture a%out :5B of all the trips made %y pu%lic transport whereas para transit services share the %alance 15B in commuting passengers. 'he total share of pu%lic transport is less than 20B against the minimum desired 50B share for Visakhapatnam, as per the guidelines issued %y the 0inistry of 8r%an 6evelopment, ,o). Table 2.&: Share o' "ublic Tran por! ,#. N". 1 2 @ Cit' 6ith P"p*#ati"n in Mi##i"ns 0.1 M 0.5 0.5 M 1.0 1.0 M 2.0 2.0 M 5.0 D si! 5 ,ha! "@ P*2#i( T!ansp"!t 374 0.@0 @0 M 50 50 M ;0 ;0 . >0

5 5.0 plus >0 M :5 Source: Traffic and Transportation Policies and Strategies in Urban areas in India, Ministry of Urban Development, oI ! "##$ #ware of this situation, the Aational $olicy of 8r%an 'ransport 2A8'$3 recommends to +encourage and support investments in facilities that would we can people away from the use of personal vehicles rather than %uild facilities that would encourage greater use of personal motor vehicles- in order to promote sustaina%le development of the ur%an areas. 'he e*isting $'1 may not %e a%le to keep its present mode share under the current scenario unless pro.

active policy changes in favour of pu%lic transport are implemented and complementing them with improved the $'1 infrastructure. 'he A8'$ document also further states that +the /entral ,overnment would, therefore, recommend the adoption of measures that restrain the use of motor vehicles through market mechanisms such as higher fuel ta*es, higher parking fee, reduced availa%ility of parking space, longer time taken in travelling %y personal vehicles vis.Q.vis pu%lic transport, etc.-

+.0.1.

B*s T!ansp"!t

/urrently, the city division of #$1='/ is operating its services in a%out 1> sectors in %etween 1cindia to #nakapalli, 0addipalem to 9urmannapalem, &ld ,a(uwaka to /ollectors &ffice, #rilova to &<$&, =9 ?each to 1imhachalam, and &<$& to 0adhurwada etc. 'he total num%er of passengers travelled in #$1='/ services are a%out 2.5 lakh passengers per day. #t present, there are a%out ;00 %uses that are operating in the a%ove routes of the city and likely to increase to :50 nos. in the ne*t 5 to 10 years. #ll the %uses ply on the same carriageway as that of other private vehicles and thus the level.of.service offered %y the %us system is severely limited %y the heavily congested road.network. 'his manifests in a situation where the %us system is una%le to cater to the peak hour passenger demand, resulting in over.crowded %uses, longer waiting times and slower speeds. )t is to mention that o%served that the patronage of %uses has remained sta%le over the years while population is increasing each year. 'he important reason for this could %e deteriorating service especially in the peak hours and a concomitant proliferation of seven seated $ara transit modes providing convenient accessi%ility.

Figure 2.2: Modal Spli!

A#tual Mo"al !hare
pu+lic transport 20,

$en#hmar%
pri!ate 45, pu+lic 55,

pri!ate 65,

paratransit 15,

+.9.

T!a@@i( an5 T!ansp"!t ,a@ t'

'he transport safety is the important component of traffic and transportation mechanism. #%out 10B of the accidents were fatal and remaining 50B were in(urious. )t was o%served that a%out @0B of the accidents occurring in the city involve pedestrians as the victims. 'his can %e attri%uted to the poor pedestrian facilities in city road network the fatal accidents involving pedestrians were o%served to occur during the road crossings. )t was o%served that the ma*imum accidents occurred. 'he num%er of accidents that occurred in the last decade is given %elow. Table 2.(: )umber o' Acciden! in Vi a%hapa!nam A((i5 nt T'p 7atal percentage )n(ured percentage Ao. of accidents +==1 1:1 15.0@B 1022 :@.5;B 105@ +==+ 1;: 1 .>B 1055 :;. B 110; +==20 15.1B 11 5 :@.5B 10>5 +==/ 2 5 1>.1B 115: :2.5B 512 +==8 221 1;.1 B 11@5 : .:>B 55@

Source : A" Tran por! and A"S#TC$ Vi a%hapa!nam

Ke& '((ue( an" )hallen e( #trea'linin" the hea!- car"o transport. .nstitutional accounta+ilit/eclinin" #hare of Pu+lic Transport resultin" in traffic 'enace an$ en!iron'ental $e"ra$ation. .nte"ration of lan$use plan an$ transportation plannin". .na$e0uate 1oa$ .nfrastructure 2 narro3 carria"e3a-s4 5unctions4 si"na"e4 traffic 'ana"e'ent4 etc. #afetLack of a3areness an$ non6co'pliance of the co''uters to traffic re"ulations. A##i"ent( in Vi(a%hapatnam

( t n " i # A f o r e + m u *

1600 1400
1203 1342 1223 1139 1022 1055 1158 1149 1397 1370

1200 1000 800 600 400

181

,ear
168 203 239 221

200 0 2001 2002

fatal

2003 in5ure$

Total

2004

2005

+.;
+.;.1.

Visi"n @"!m*#ati"n @"! T!a@@i( an5 T!ansp"!tati"n

Visi"n

TRAFFIC

!0RA0/G, 4-R A)5'/V'*G 05/ -$./)0'V/! M'!!'-*

To pro!i$e safe4 affor$a+le4 7co6frien$l-4 spee$- Transport #-ste' as per stan$ar$s lai$ $o3n +- 8ational "encies.

V'!'-*
To Pro!i$e the +est Transport #-ste' to the satisfaction of resi$ents an$ !isitors.

-$./)0'V/ - 1
.'pro!in" 9onsu'er #atisfaction

-$./)0'V/ - 2
7fficient Transport :ana"e'ent

-$./)0'V/ - 2
Protectin" the 9it-;s 7n!iron'ent

V'!'-* -10)-M/- 1
1e$uction of a!era"e co''ute tra!el ti'e an$ increasin" a!era"e tra!el spee$

V'!'-* -10)-M/-1
.ncreasin" 'o$e split

V'!'-* -10)-M/-1
1e$uction in air an$ 8oise pollution

V'!'-* -10)-M/- 2
.ncreasin" safet-

V'!'-* -10)-M/-2
Parkin" con!enience an$ price

V'!'-* -10)-M/- 2
ccessi+ilit- for $isa$!anta"e$ people inclu$in" chil$ren

V'!'-* -10)-M/-2
.ncrease per capita Lan$ $e!ote$ to Transportation facilities

V'!'-* -10)-M/- 3
1e$uction of portion of househol$ +u$"et $e!ote$ to transport cost

V'!'-*'*G

&!"6th Path

TRAFFIC AND TRANSPORTATION

1. GROWTH PATH

!1!0A'*A$7/ 0RA44') A*6 0RA*!P-R0A0'-* P7A**'*G PA05

.**1RM 0'M/ 4RAM/ 2008
A1G1!0 2008

2009

2012

2018

0RA44') A*6 0RA*!P-RA0'-*

)1RR/*0 R/A7'0, < :ore tra!el ti'e < Less tra!el spee$ < :ore acci$ent prone roa$s < 8o facilities a!aila+le for $isa$!anta"e$ people an$ chil$ren < )i"h househol$ +u$"et to traffic cost < 8o(less parkin" < .na$e0uate 3i$ths 6/V/7-PM/*0 P7A* (6P) 2008 - 09

0RA44') A*6 0RA*!P-RA0'-* !1!0A'*A$7/ GR-:05 PA05

V'!'-* V'!'-* < Less tra!el ti'e < :ore tra!el spee$ < 8o acci$ent prone roa$s < 9reation of facilities for < $isa$!anta"e$ people an$ chil$ren < Lo3 househol$ +u$"et to traffic cost < $e0uate parkin" < $e0uate 3i$ths 6/V/7-PM/*0 P7A* (6P) 2012 - 18

6/V/7-PM/*0 P7A* (6P) 2009 - 12

7-*G 0/RM 6/V/7-PM/*0 4RAM/:-RK (7064)

Lon" 6ter' /e!elop'ent strate"ies to achie!e the !ision

Table 2.*: Goal $ Service +u!come 'or Di''eren! ,ori-on .ear Visi"n In5i(at"!s =oad Aetwork as B of 'otal #rea #ccessi%ility to the dis advantagedK physically challenged 1hare of $u%lic 'ransport =ail transport as share of total pu%lic transport K 0='1 #verage 1peed .kmKh 1idewalks length to 'otal road length =oad accidents 8sage of alternative fuels Environmental 8pgradation 21&R, A&*, '1$0 levels3 Tim F!am +==8-=0 ;B ........ 20B 0B 15 B 55@ $ilot initiated ..... +=11 1 B $ilot pro(ects completed 25B B 20 @0B of the re!uirement =educed %y 25B 15B Within accepta%le limits +=10 1;B 'his factor included in all new 'L' pro(ects @0B 10B 25 >0B of the re!uirement =educed %y 50B 25B Within accepta%le limits +=+1 1>B 'his factor included in all new 'L' pro(ects 55B 25B 25 50B of the re!uirement =educed %y >0B @0B Within accepta%le limits

+.;.+. ,t!at $i s
,t!at $i s @"! P#annin$B R @"!ms an5 Instit*ti"na# ,t! n$th nin$ Con !i!u!ion o' Grea!er Vi a%hapa!nam Tran por! Au!hori!/ 0GVTA1 'he issue of institutional accounta%ility can %e addressed %y formulating an ape* authority +,reater Visakhaptnam 'ransport authority-. )t esta%lishes coordination %etween the line departments in providng efficient transport services. 'his acts as the single most autority that has %udgetoary control of the transport sector. Comprehen ive Tra''ic and Tran por! S!ud/ 'or !he en!ire GVMC #egion 'his strategy is aimed to come out with sustained solutions for the entire ,V0/ as a unit that has financial and environmental via%ility. 'his also includes the current institutional analysis, policy, and financial and service delivery issues Tra''ic and Tran por!a!ion Managemen! u ing G.2.S. and G"S Technologie 8se of ,lo%al $ositioning 1ystem 2,$13, a satellite %ased positioning and navigation technology, will help track the position of the pu%lic transport vehicles from a central location. 'his data is very useful in assessing the performance of the services offered. 'he same data can %e %eamed %ack to the electronic information %oards at %us stops that will display information on the location of the %usses and the e*pected arrival time. 8se of such service has additional %enefits in tracking the traffic conditions on the roadways, delays at intersections, passenger demand, as well as immediate notification to the control centre in case of accidents, all without any involvement of the driver or conductor. 'his strategy will also improve the share of pu%lic transport. Di incen!ivi ing !he priva!e !ran por! during pea% hour 6isincentivicing the use of private vehicles during peak hours and in the /?6s is one of the key strategies to address the pro%lems of traffic congestions and delayed (ourneys and improve the pu%lic transport as well. /ongestion pricing during peak hours, differential parking fee, pedestrianisation, and surcharge on vehicles %elonging to other citiesK regions, etc. are some of the strategic disincentives.

,t!at $' @"! Finan( Urban Tran por!a!ion Developmen! Fund )nfrastructure development for efficient functioning of transport system is a capital. intensive process and a su%stantial financial %urden would have to %e shouldered %y the government. 'he state government or the local %odies do not have the re!uired resources for financing such developments, thus delaying the pro(ects indefinitely. 'he /entral ,overnment in the Aational 8r%an 'ransport $olicy 2A8'$3 has recommended levy of direct ta*es that would %e credited to the account of the S8r%an 'ransport 7und" and used e*clusively to meet the ur%an transportation needs. A8'$ has further specified that such direct ta*es could %e in the form of a supplement to the petrol and diesel ta*es, %etterment charges on landowners or even in the form of employment ta* on employers. 1uch provisions will also result in making private vehicular transport more e*pensive and result in a shift towards use of pu%lic transport systems. # similar approach is recommended for implementation in ,V0/. Imp!"A th ,ha! "@ P*2#i( T!ansp"!t 2ncrea ing !he Flee! o' 3u #s per the standards of ,o), a city should have at least 100 %uses per lakh of population. )t is also mentioned that %y 2020, this should go up to 250 %uses per lakh population. 'his is also supported %y the prevailing over crowded %uses specifically in peak hours. <ence a fleet of 200 %uses per annum for the three consecutive years will %e introduced. Dedica!ed 3u corridor $ 3u ba/ and Terminal : 150 %us %ays have %een identified for provision of convenient stoppages for %uses so that they donot cause inconvenience to the traffic following them. 7urther, dedicated %us corridors and construction of %us terminals at ma(or hu%s will ease the traffic flow, significantly increase the share of pu%lic transport and will also improve the comfort of the passengers through the development of Shu% and spoke" system of transport. 2n!roduc!ion o' M#TS: )t is proposed to study and introduce 0='1 20ass =oad 'ransport 1ystem3 in selected corridors of the /ity to ease the congestion.

B tt ! T!ansp"!t In@!ast!*(t*! S!reamlining$ regulari ing !he heav/ cargo !ran por! 1pecific dedicated corriodors along the important routes will %e developed e*tensively for the cargo transport along the important routes where such cargo transport traffic is predominant. 'his traffic will %e regularised in the all the regular network %y introducing differential timings. #de!uate num%er of 'ruck terminals will %e provided to discourage the onroad parking of heavy cargo. 4unc!ion and Tra''ic Signal improvemen! Visakhapatnam has a%out 2>0 intersections, out of which 125 are manned and 150 unmanned. ?oth of these intersections shall %e provided with %etter DE6 controlled signal system. SC++T area !ra''ic con!rol 'here are more than 55 signalised intersections in the ,V0/ area alone. 8nless all these signals are linked with suita%le area traffic management system, the overall delays may not come down. &ptimisations of signals as an integrated network will %e a%le to give %etter results pertain to the core area. <ence the 1/&&' system with traffic detectors on the approaches, assisted %y Video /ameras for incidence detection and management shall %e installed. Tra''ic Sign and Mar%ing 'he traffic in Visakhapatnam city %eing mi*ed in nature and carriage way %eing a non. standard format, the carriageways need e*tensive traffic signs and road markings to provide guidance for disciplined and safe driving. )t is o%served that on many important corridors traffic guidance in the form traffic signs and lane markings are not up to the standards. )t is necessary to standardize the lane markings, edge markings, median markings, pedestrian crossings, parking zones etcJ and locations for installing traffic delineators, and traffic signs and implemented on all important travel corridors e*tending over a length of 120 9m. "ar%ing managemen! )t is proposed to demarcate parking stalls and design the parking fee structure to improve parking turnover. # proper parking policy, which looks at usersMpay principle, is

imperative. &ff street parking comple*es for private vehicles at 20 important nodal points in the city are re!uired to ease traffic congestion %y releasing precious carriage way. ?esides there is urgent need to stream line the para.transit vehicles at ma(or trip attraction centres %y provision of suita%ly designed para.transit hu%s. #s many as 25 locations have %een identified to implement this scheme. 1imilarly there is a need for providing parking spaces for private %us operators. 10 such locations, on all ma(or arterial roads are identified for this purpose. "arallel road 'here are situations when alternative roads have to %e developed to reduce the load on over%urdened links. 7inding space for such development is difficult in densely %uilt up areas of the 8r%an #rea. &nly possi%le open areas for such purpose can %e created from the vacant space availa%le in the city and peripheral areas. 1uch a plan will have dual %enefits of providing alternate routes and also help in non.encroachment of important lands. #oad 5idening ,iven that the percentage area covered %y roads in the city is a mere 10 B of the total area, road.widening programme improves channel capacity %y adding more area to the circulation channels. Visakhapatnam is one of the cities, which has %een a%le to implement road.widening programme with the participation of %uilding owners, successfully. 25 congested links have %een identified for widening with > of them %eing already implemented.

Table 2.6: Tra''ic and Tran por!a!ion !ra!eg/ T!a@@i( an5 T!ansp"!tati"n , (t"! - ,t!at $i( A(ti"n P#an 3+==8-+=1+4 Insti C"mp"n nt A(tiAit' Y1 Y+ Y- Y/ Y8 Y0 Y9 t*ti"n /omprehensive 'raffic L 8D? 'ransportation 1tudy for entire P P ,V0/. /onstitution and &perationalisation of ,reater ,o#$ P P P P P P Visakhapatnam 'ransport #uthority 2,V'#3 1tate =ing fencing #$1='/, P P P P P P ,ovt =ailways 'ransport #ssets and utilities 8D? mapping using ,.).1. P P P P P 'echnology P#annin$B 8D?, 'raffic and 'ransportation R @"!ms an5 $olice 0anagement using ,.).1. and P P Instit*ti"na# dept. ,.$.1. technology ,t! n$th nin$ 8D?, 6esign and )mplementation of $olice )E/ campaign for improved P P P P P P dept. traffic awareness /apacity %uilding initiatives for P P P P P P %etter traffic management )ntroduce congestion pricing for P P P P P P private sector during peak hours 8D? 6ifferential parking fee P P P P P P #uto restricted zonesK P P P P P P pedestrianisation 1urcharge for other stateK city P P P P P P vehicles imposed #$1='/ )ncreasing the %us fleet P P P B tt ! , !Ai( $rovision of %us %ays in D #iA !' identified locations including P P th!"*$h signage imp!"A 5 8D?, 1ignage improvement at %us sha! "@ P*2#i( #$1='/ %ays to streamline %us and 0B >0B :0B 55B 55B 55B T!ansp"!t passenger mo%ility 3B*sB MMT, 6evelopment of %us terminals P P P P P P ) MRT,3 6edicated line for %us carriage way 2arterial and su% arterial roads3 1urvey, Dand ac!uisition and provision of %us %ays in feasi%le P P locations 2#ppro*. 1503 6evelopment of re!uired P P P infrastructure 2signage, signal system, separators, etc.3

T!a@@i( an5 T!ansp"!tati"n , (t"! - ,t!at $i( A(ti"n P#an 3+==8-+=1+4 Insti C"mp"n nt A(tiAit' Y1 Y+ Y- Y/ Y8 Y0 Y9 t*ti"n 7ormulation and &perationalisa. tion of the dedicated lines 2B 25B 50B >5B 100B completed of the total corridor planned3 $rovision of 0='1 2length in ULB 15 km3 6edicated corridors for heavy cargo transport K streamlining P P P P P P P transport traffic 1trengthening e*isting roads %y P P P P P P P . 1 20 km up gradation of important roads P P P P P P Hunction )mprovements M 55 Imp!"A 5 P P P locations ,a@ t'B , !Ai( 1ignals . 55 locations P P 5 #iA !' an5 7lyovers . 5 nos. P P P P P P C*st"m ! 1ignage and markings P ,atis@a(ti"n 2' p!"Ai5in$ &VMC 1treet Dighting P P P P P P 2 tt ! $arking DotsK comple*es M 15 P P P P in@!ast!*(t*! Aos. 8pgradation of ma(or link roads P P P $arallel =oads, slip roads, P P P new links M 20 km 'ruck, $rivate ?us, $ara P P P P 'ransit, $arking Dots. 20 Aos 'ruck 'erminals M 2 Aos. P P P =&?s L =8?s .2 Aos. P P P #ccessi%ility to the Imp!"A 5 P P P P P P disadvantaged P 5 st!ian P P P Fa(i#iti sB ULB $edestrianisation ("m@"!t an5 1u%waysK 7o?s . 5 Aos. P P P P sa@ t' $edestrian crossings P P P P P P P P P P RTA $hasing out 15 year old vehicles APPCBB Effective monitoring and P P P P P P EnAi!"n mnta# RTA pollution check *p$!a5ati"n RTAB P P P P T!a@@i( )mpose %an the use of air horns P P"#i( causing noise pollution /onstitution of 8r%an 'ransport P ULBB 6evelopment 7und Finan( stat DoansK?onds P P P P P P P $"Att #nnuity ?ased arrangements P P P P P P

+.?
+.?.1.

T!a@@i( ) T!ansp"!tati"n%(it' inA stm nt p#an

P!"C (t p!"p"sa#s D Cit' InA stm nt P#an

#s evolved in the /ity 6evelopment process, the following proposals have %een made in the 'ransportation 1ector with an o%(ective to provide a safe, afforda%le, eco.friendly, speedy transport system in the ,V0/ area. 'he city investment plan is given in ta%le no. :.@ Mass Rapi5 T!ansit ,'st m 3MRT,4 #s already %rought out a%ove, creation of a relia%le, comforta%le, attractive, and afforda%le $u%lic 'ransport 1ystem is the long.term solution for solving the traffic pro%lems of a metropolis. 'hus, construction of 0etro =ail pro(ect 20ass =apid 'ransit 1ystem M 0='13 is envisaged on the %usy traffic corridors to provide a high !uality mass transit system. $roposed to %e %uilt in $$$ 2$u%lic.$rivate.$artnership3 mode, under $hase.)) and proposed to cover the following traffic corridors in the city. Table 2.7: "ropo ed M#TS Corridor ,. N" 1. 2. . P!"p"s 5 MRT, C"!!i5"! &ld $ost &ffice to <unumanthawaka #silmettta to Dankelapalem via ,a(uwaka /onvent Hunction to $endurthy L n$th 3in >m.4 :.00 15.00 20.00

)t is an elevated rail system to %e %uilt on single piers with a minimum height of 5.5 meters in the central median of the road. With stations located at an average spacing of 1km, the system can wan away the traveling pu%lic from personalized motor vehicles to it and will thus give a %reathing relief to the ever.increasing traffic congestion, as it is the case with the metros world over. 'he cost of the pro(ect is estimated to %e a%out =s. ;2@0 crores and proposed to %e implemented over a period of > years starting from the year 200>. &nce the 0=' system is in place, appropriate policy mechanism needs to %e evolved discourage and or impose restrictions on private vehicles, through peak hour pricing, congestion pricing, restriction of carKmotor cycle purchases %y !uota and auction methods, restriction on entry of private vehicles, encouraging pooled cars, etc., as it is practised in most of the metro cities.

CHAPTER-III
METHODOLO&Y

-.=

METHODOLO&Y

7or the fulfilment of this study, having the limitations, constraints and cost involvement in carrying out the primary surveys and data collection, the author of this thesis has utilised most of the data from the 1'8$ consultants study for the flyover %y assisting in all the studies carried out %y the a%ove said consultants. ,V0/ has envisaged improvement of traffic along station road across #silmetta, ='/ and 1angam 1arat (unction. 'hey have appointed 0Ks. 1'8$ /onsultants $ Dtd to carry out detailed engineering for the pro(ect. 'he consultants have carried out various field survey investigations of which traffic surveys forms ma(or component. 'he consultants have carried out mid%lock counts, ma(or (unction surveys, pedestrian counts, signal time assessment, &.6 surveys and speed and delay surveys. ?ased on the availa%le data the following options have %een studied for easing traffic improvement at a%ove three (unctions. 1. =erouting %us movement 2. &ne.way circulation movement . 8nder pass at #silmetta and ='/ Hunctions @. 7lyover %etween #silmetta and sangam sarat (unctions and under pass at #silmetta and ='/ (unction. ,oogle earth images were used for the analysis of the road network. &f the a%ove traffic improvement schemes, it is o%served that grade separator option will %ring out su%stantial relief to traffic congestion in the area.

-.1

E("n"mi( Ana#'sis

<ighway Economic analysis, also know as highway pro(ect appraisal, is a techni!ue where %y the cost and %enefits from an improvement scheme are !uantified over a selected time horizon and evaluated %y a common yardstick Economic analysis is not concerned a%out past events and investments. )t is essentially a study of the future. 'he improve the traffic movement in the study area, grade separation is contemplated to %e one of the option of traffic flowing from ?each road to =ailway 1tation via #silmetta (unction, ='/ comple* (unction, 1angam 1arat (unction.

'he economic (ustification of the pro(ect is carried out %e converting the savings in the following due to the improvement scheme. 1. 1avings in vehicle operation cost" 2. 1avings in travel time . 1avings in stopped delay @. 1avings in idle fuel consumption 'he vehicle operation cost of the ,rade separator scheme 2option @3 was carried out using the updated 2in 2000 %y /==) models of 8pdated =oad user cost study 2=8/13 1551 and the manual for economic analysis for <ighway pro(ects in )ndia 2)=/.1$I 03. =8/1 models predict vehicle operating cost in physical units under free flow conditions and have models to account for the congestion effects, thus suita%le for using the same in economic analysis of grade separators.

-.+

E<istin$ s( na!i"%

7rom the studies and investigation carriedm the following points can %e inferred. 1. Hunction volume has crossed 10000 $/8 at ='/ (unction and the same is likely to cross the threshold limit in the near future. 2. 'he operating level of service is E and 7 2considering mid%lock traffic3. . 'he average (ourney speed in study area is around 1> 90$< with fre!uent stop and go situations, which is not desira%le for ur%an traffic. @. 'he stopped delay at the (unctions is high, thus enhancing the (ourney time. 5. 'he travel time and stopped delay increases at mid%lock due to uncontrolled pedestrian movement.

-.-

Imp!"A m nt "pti"ns%

Various options for improving the traffic movement in the study area was worked out and the merits and demerits of different under pass at assilmattaL =.'./ (unction are listed %elow

Opti"n 1% Un5 ! pass at Asi#m tta an5 RTC C*n(ti"ns

)n this proposal, a uni.directional underpass is proposed for traffic from =am talkies side to Hagadam%a side across #silmetta (unction. &ne arm of the under pass leads to ='/ comple* for segregating the %us traffic at surface level. #nother uni.directional under pass is proposed at ='/ (unction for the %us traffic coming from ='/ comple* and moving towards 6warakanagar for %us traffic from ='/ comple*. Th m !its an5 5 m !its "@ this p!"p"sa# a! as #ist 5 2 #"6% Meri! 1. 'hrough traffic =am talkies to Hagadam%a (unction is grade separated, which reduces the traffic conflict at this (unction. 2. =educes traffic congestion on =am talkies road and 6waraka nagar road as %us movements to ='/ comple* is segregated from other traffic. Demeri! 1. 'raffic improvement is limited to #silmetta (unction alone, while ='/ and 1angam 1arat (unctions remain the same.

N"6 at Assi#m tta C*n(ti"n%

/.1

DATA COLLECTION ) ANALY,I,

/.1.1 Fi #5 InA sti$ati"ns

1. 'opographic survey conducted

0ap e*isting road width ?uilding lines &%structions

2. Hunction traffic counts survey

#ccess present level of traffic 6istri%ution of traffic

. 1peed and delay studies

1peed profiles at various sections 6elays and reasons

@. &rigin M destination studies

'raffic movement pattern 6esired path

/.1.+ E<istin$ R"a56a' C"n5iti"ns

,enerally well defined roadway 1tation road . 11m to 1@m in width 7ootpath of 2m to @m in width 7ootpath occupied %y vendors $edestrians spilled on carriageway $edestrians crossing road K (unction at will

/.1.- E<istin$ T!a@@i( D tai#s

1. 'raffic concentrated mainly on station road 2. E*isting daily traffic at

#silmetta (unction ='/ (unction

I 1,1>,@00 pcu I 1,2>,1@1

'raffic likely to increase at an average growth of 5.5B

$ro(ect #reaI
8 9

TH ACH ETTI PALEM J N.

19

SIRIPURAM J N. TO#N POLICE STATION J N.

23 AM!EDKAR J N. 22

RLY STATION J N. MARKET J N. LAXMI ROAD J N.

26 25 24

ALLIPURAM COLONY

RED NAM J N.
97 RAMNA"AR J N.

10

ALLIP UR AM JN.

21 SE EN H ILLS JN.

11 CON ENT J N.

MANORAMA J N.
46

DA!A"ARDEN JN.
28 29 !HA"AT SI N"H ROAD J N. 31 27

OLD POST O$$ICE J N.

#OMEN COLLE"E J N.
49

DOLPH IN H OTEL J N.
47 30 J A"ADAM!HA J N. 53

LEELA MAH AL J N.

COLLECTORS O$$ J N.
48 51

33 SURYA !HA" J N.

R.K !EACH J N.

32 P OORNA MARKET J N.

50

A N COLLE"E JN.

/.1./ E<istin$ T!a@@i( ,( na!i"

$E#9 '=#77)/, $/8K<= 5;2 5 5

H8A/')&A 1)=)$8=#0 #11)D0E''#

$E#9 <&8= 1:I@5.15I@5 05I@5.10I@5

1. /ommon peak traffic :050 pcuKhr at 1>I@5 . 1:I@5 2. 'raffic at other (unctions e*ceed 10000 pcu %y 200> . Warrant traffic improvement measures

'=#77)/ 7D&W

TRAFFIC FLO1 DIA&RAM

1604 3438

RAMA 0A7K'/!

1225 R0) 476 2450 1341 3314

1919

294

94

!'R'P1RAM 1732

A!//7M/00A .1*)0'-*

1155 1387

633 934 1034 97

138

.AGA6AM$5A

2065

2690

9=8>L.9T#4 :.L 1T9 1 : T L&.7# #.1.PB1 : C ? / :D)

#T1 .?)T 1.39 2.57 2.22 1.19 7.37

91=##.8? 1.77 0.37 0.84 1.92 4.90

L7>T 0.39 0.26 1.08 0.49 2.23

1.?)T 0.13 1.21 1.41 0.10 2.86

@7 A.8? 0.78 0.12 0.01 0.06 0.96

T=T L 4.46 4.53 5.56 3.77 18.32

E<istin$ T!a@@i( ,( na!i"

1. 'raffic composition

'Kw, auto /ar, D/V

M >5B M1 B

?us, mini %us . ;B

2. 'raffic congestion in the corridor due to

&n street parking <aphazard pedestrian movement ?us traffic M to L from ='/

/.+

O!i$in D stinati"n ,t*5'

1. /&A68/'E6 &A WEE9 6#F . 1; <&8=1 2. /&A68/'E6 #'

#11EED0E''# H8A/')&A ?F 1'&$$)A, VE<)/DE1 #' H8A/')&A1 &=),)A, 6E1')A#')&A, 7=EN8EA/F '=#VED $#'<

. /&A68/'E6

/.-

T!a@@i( Imp!"A m nt Opti"ns%

'raffic improvement measures can %e adpoted %y one %y grade separation

H8A/')&A1

'=#77)/ )A #11)D0E''# H8A/')&A

'=#77)/ &8'

=#0# '#D9)E1 '& 1)=)$8=#0 =#0# '#D9)E1 '& H#,#6#0?# =#0# '#D9)E1 '& ='/ '=#77)/,A&-1

0 55 2; :5

1)=)$8=#0 '& =#0#'#9)E1 H#,#6#0?# '& =#0# '#D9)E1 ='/ '& =#0# '#D9)E1

2 25 5 :0

1. &AE &7 '<E '=#77)/ )0$=&VE0EA' 0E#18=E1

EDEV#'E6 =&#6 #A 8A6E=$#11 18=7#/E DEVED )0$=&VE0EA'1 '=#77)/ H8A/')&A /&8A'1 1),A#D 6ED#F1 '=#VED ')0E &=),)A 6E1')A#')&A $#''E=A

2. /<&)/E &7 ,=#6E 1E$#=#'&=

/./

,*2 1a' 3Un5 ! Pass4 at Assi#m tta .*n(ti"n%

'he su%way is taken up to reduce congestion at #silmetta, one of the %usiest (unctions

in the city, where a flyover is also coming up. 'he su%way proper will %e 152 m %eginning near the municipal corporation office. )t is a part of the 20.km $endurthy to 6warakanagar ?='1 corridor %eing e*ecuted at a cost of =s.222 crores. 'he 1100.m flyover from #silmetta to 6=0 &ffice is also part of the corridor and costs a%out =s.@ crores. <owever, a decision on its e*tension %y @>5 m towards 6ondaparthy is pending. 'wo lanes 'he approach to the su%way will %e from the ,andhi 1tatue from the Hagadam%a (unction side. 'he su%way ends near the petrol outlet on the other side with the approach ending near /haitanya /ollege. #ll the vehicular traffic from Hagadam%a (unction direction will go %y the >.5 m su%way that will have two lanes. # metre each will %e provided on either side for pedestrians. )n the F.shaped su%way, a ;0.m arm from the ='/ %us station will (oin it to facilitate %uses from the ='/ comple* to move out. +)t is estimated that more than 1100 %uses will move out of the ='/ comple* %y the su%way 'he construction of retaining wall on either side of a su%way has its main o%(ective to restrain earth on either side there %y ensuring the width of the su%way. #lso economical

construction

along

with

its

strength

was

ensured

in

its

construction.

'he economy was achieved %y tampering section, overall the height of the wall was ; m and each 2 m were tampered then the %elow 2 m i.e. %ottom 2 m were constructed with 500 mm width and middle 2 m were constructed with ;00 mm width 00 mm width and also its strength was ensured %y providing 12 mm diameter %ars throughout. <ence its purpose was satisfied keeping in view its economy and strength.

0 25 grade concrete used for surface finishing of the underpass. 'he process of selecting suita%le ingredients of concrete and determining their relative amounts with the o%(ective of producing a concrete of the re!uired, strength, dura%ility, and worka%ility as economically as possi%le, is termed the concrete mi* design. 'he proportioning of ingredient of concrete is governed %y the re!uired performance of concrete in 2 states, namely the plastic and the hardened states. )f the plastic concrete is not worka%le, it cannot %e properly placed and compacted. 'he property of worka%ility, therefore, %ecomes of vital importance. 'he compressive strength of hardened concrete which is generally considered to %e an inde* of its other properties, depends upon many factors, e.g. !uality and !uantity of cement, water and aggregatesJ %atching and mi*ingJ placing, compaction and curing. 'he cost of concrete is made up of the cost of materials, plant and la%our. 'he variations in the cost of

materials arise from the fact that the cement is several times costly than the aggregate, thus the aim is to produce as lean a mi* as possi%le. 7rom technical point of view the rich mi*es may lead to high shrinkage and cracking in the structural concrete, and to evolution of high heat of hydration in mass concrete which may cause cracking.

'he actual cost of concrete is related to the cost of materials re!uired for producing a minimum mean strength called characteristic strength that is specified %y the designer of the structure. 'his depends on the !uality control measures, %ut there is no dou%t that the !uality control adds to the cost of concrete. 'he e*tent of !uality control is often an economic compromise, and depends on the size and type of (o%. 'he cost of la%our depends on the worka%ility of mi*, e.g., a concrete mi* of inade!uate worka%ility may result in a high cost of la%our to o%tain a degree of compaction with availa%le e!uipment. R E*i! m nts "@ ("n(! t mi< 5 si$n 'he re!uirements which form the %asis of selection and proportioning of mi* ingredients are I a3 'he minimum compressive strength re!uired from structural consideration %3 'he ade!uate worka%ility necessary for full compaction with the compacting e!uipment availa%le.

c3 0a*imum water.cement ratio andKor ma*imum cement content to give ade!uate dura%ility for the particular site conditions d3 0a*imum cement content to avoid shrinkage cracking due to temperature cycle in mass concrete. T'p s "@ Mi< s 1. N"mina# Mi< s )n the past the specifications for concrete prescri%ed the proportions of cement, fine and coarse aggregates. 'hese mi*es of fi*ed cement.aggregate ratio which ensures ade!uate strength are termed nominal mi*es. 'hese offer simplicity and under normal circumstances, have a margin of strength a%ove that specified. <owever, due to the varia%ility of mi* ingredients the nominal concrete for a given worka%ility varies widely in strength. +. ,tan5a!5 mi< s 'he nominal mi*es of fi*ed cement.aggregate ratio 2%y volume3 vary widely in strength and may result in under. or over.rich mi*es. 7or this reason, the minimum compressive strength has %een included in many specifications. 'hese mi*es are termed standard mi*es. )1 @5;.2000 has designated the concrete mi*es into a num%er of grades as 010, 015, 020, 025, 0 0, 0 5 and 0@0. )n this designation the letter 0 refers to the mi* and the num%er to the specified 2: day cu%e strength of mi* in AKmm2. 'he mi*es of grades 010, 015, 020 and 025 correspond appro*imately to the mi* proportions 21I I;3, 21I2I@3, 21I1.5I 3 and 21I1I23 respectively. -. D si$n 5 Mi< s )n these mi*es the performance of the concrete is specified %y the designer %ut the mi* proportions are determined %y the producer of concrete, e*cept that the minimum cement content can %e laid down. 'his is most rational approach to the selection of mi* proportions with specific materials in mind possessing more or less uni!ue characteristics. 'he approach results in the production of concrete with the appropriate properties most economically. <owever, the designed mi* does not serve as a guide since this does not guarantee the correct mi* proportions for the prescri%ed performance. 7or the concrete with undemanding performance nominal or standard mi*es 2prescri%ed in the codes %y !uantities of dry ingredients per cu%ic meter and %y slump3 may %e used only

for very small (o%s, when the 2:.day strength of concrete does not e*ceed 0 AKmm2. Ao control testing is necessary reliance %eing placed on the masses of the ingredients. Fa(t"!s a@@ (tin$ th (h"i( "@ mi< p!"p"!ti"ns 'he various factors affecting the mi* design areI 1. C"mp! ssiA st! n$th )t is one of the most important properties of concrete and influences many other descri%a%le properties of the hardened concrete. 'he mean compressive strength re!uired at a specific age, usually 2: days, determines the nominal water.cement ratio of the mi*. 'he other factor affecting the strength of concrete at a given age and cured at a prescri%ed temperature is the degree of compaction. #ccording to #%raham"s law the strength of fully compacted concrete is inversely proportional to the water.cement ratio. +. 1"!ka2i#it' 'he degree of worka%ility re!uired depends on three factors. 'hese are the size of the section to %e concreted, the amount of reinforcement, and the method of compaction to %e used. 7or the narrow and complicated section with numerous corners or inaccessi%le parts, the concrete must have a high worka%ility so that full compaction can %e achieved with a reasona%le amount of effort. 'his also applies to the em%edded steel sections. 'he desired worka%ility depends on the compacting e!uipment availa%le at the site. -. D*!a2i#it' 'he dura%ility of concrete is its resistance to the aggressive environmental conditions. <igh strength concrete is generally more dura%le than low strength concrete. )n the situations when the high strength is not necessary %ut the conditions of e*posure are such that high dura%ility is vital, the dura%ility re!uirement will determine the water.cement ratio to %e used. /. Ma<im*m n"mina# si: "@ a$$! $at )n general, larger the ma*imum size of aggregate, smaller is the cement re!uirement for a particular water.cement ratio, %ecause the worka%ility of concrete increases with increase in ma*imum size of the aggregate. <owever, the compressive strength tends to increase with the decrease in size of aggregate.

)1 @5;I2000 and )1 1 @ I15:0 recommend that the nominal size of the aggregate should %e as large as possi%le.

8. &!a5in$ an5 t'p "@ a$$! $at 'he grading of aggregate influences the mi* proportions for a specified worka%ility and water.cement ratio. /oarser the grading leaner will %e mi* which can %e used. Very lean mi* is not desira%le since it does not contain enough finer material to make the concrete cohesive. 'he type of aggregate influences strongly the aggregate.cement ratio for the desired worka%ility and stipulated water cement ratio. #n important feature of a satisfactory aggregate is the uniformity of the grading which can %e achieved %y mi*ing different size fractions. 0. F*a#it' C"nt!"# 'he degree of control can %e estimated statistically %y the variations in test results. 'he variation in strength results from the variations in the properties of the mi* ingredients and lack of control of accuracy in %atching, mi*ing, placing, curing and testing. 'he lower the difference %etween the mean and minimum strengths of the mi* lower will %e the cement. content re!uired. 'he factor controlling this difference is termed as !uality control. Mi< P!"p"!ti"n 5 si$nati"ns 'he common method of e*pressing the proportions of ingredients of a concrete mi* is in the terms of parts or ratios of cement, fine and coarse aggregates. 7or e.g., a concrete mi* of proportions 1I1I2 means that cement, fine and coarse aggregate are in the ratio 1I2I@ or the mi* contains one part of cement, two parts of fine aggregate and four parts of coarse aggregate. 'he proportions are either %y volume or %y mass. 'he water.cement ratio is usually e*pressed in mass

Fa(t"!s t" 2 ("nsi5 ! 5 @"! mi< 5 si$n 'he grade designation giving the characteristic strength re!uirement of concrete. 'he type of cement influences the rate of development of compressive strength of concrete. 0a*imum nominal size of aggregates to %e used in concrete may %e as large as possi%le within the limits prescri%ed %y )1 @5;I2000. 'he cement content is to %e limited from shrinkage, cracking and creep. 'he worka%ility of concrete for satisfactory placing and compaction is related to the size and shape of section, !uantity and spacing of reinforcement and techni!ue used for transportation, placing and compaction. P!"( 5*! 1. 6etermine the mean target strength ft from the specified characteristic compressive strength at 2:.day fck and the level of !uality control. ft T fck U 1.;5 1 Where 1 is the standard deviation o%tained from the 'a%le of appro*imate contents given after the design mi*. 2. &%tain the water cement ratio for the desired mean target using the emperical relationship %etween compressive strength and water cement ratio so chosen is checked against the limiting water cement ratio. 'he water cement ratio so chosen is checked against the limiting water cement ratio for the re!uirements of dura%ility given in ta%le and adopts the lower of the two values. . Estimate the amount of entrapped air for ma*imum nominal size of the aggregate from the ta%le. @. 1elect the water content, for the re!uired worka%ility and ma*imum size of aggregates 2for aggregates in saturated surface dry condition3 from ta%le. 5. 6etermine the percentage of fine aggregate in total aggregate %y a%solute volume from ta%le for the concrete using crushed coarse aggregate. ;. #d(ust the values of water content and percentage of sand as provided in the ta%le for any difference in worka%ility, water cement ratio, grading of fine aggregate and for rounded aggregate the values are given in ta%le.

>. /alculate the cement content form the water.cement ratio and the final water content as arrived after ad(ustment. /heck the cement against the minimum cement content from the re!uirements of the dura%ility, and greater of the two values is adopted. :. 7rom the !uantities of water and cement per unit volume of concrete and the percentage of sand already determined in steps ; and > a%ove, calculate the content of coarse and fine aggregates per unit volume of concrete from the following relationsI

where V T a%solute volume of concrete T gross volume 21m 3 minus the volume of entrapped air 1c T specific gravity of cement W T 0ass of water per cu%ic metre of concrete, kg / T mass of cement per cu%ic metre of concrete, kg p T ratio of fine aggregate to total aggregate %y a%solute volume fa, /a T total masses of fine and coarse aggregates, per cu%ic metre of concrete, respectively, kg, and 1fa, 1ca T specific gravities of saturated surface dry fine and coarse aggregates, respectively 5. 6etermine the concrete mi* proportions for the first trial mi*. 10. $repare the concrete using the calculated proportions and cast three cu%es of 150 mm size and test them wet after 2:.days moist curing and check for the strength. 11. $repare trial mi*es with suita%le ad(ustments till the final mi* proportions are arrived at.

/.8

D!aina$ s'st m%
6warka 8nderpass has %een in the news for the sheer visual shock of seeing ;m 220ft3

high column of water on a road after a more than average rainfall in a single day. #ctually, the water was standing not (ust in the underpass %ut also on the road leading into the underpass from %oth sides. #ppro*imately, 1.5 km stretch of road including the underpass had water logging. 'he water logging was so %ad that, even today, @ days after the downpour, and hectic efforts to pump out the water, the road is still %locked for traffic. #s per our calculations, the total volume of water that was standing in this entire area was %etween 10.12.5 crore 2100 .125 0illion3 liters. )f we take 6elhi"s average rainfall, then over the year, this area alone would hold appro* @0.50 crore 2@00.500 0illion3 litres of waterV 1HY THI, HAPPEN,% 13 7aulty drainage planning M #n underpass is an artificial depression dug out from the ground. 6rainage in an underpass is always a pro%lem %ecause it"s almost always impossi%le to align the slope of the underpass drainage with that of the main drain outside the underpass 2whose level will %e higher than the underpass3. 'he pro%lem %ecomes worse when the underpass is located at a site which is topographically also a naturally depressed zone. )n such an area the tendency of water from all the surrounding catchment area is to flow towards that depression with no escape route in sight. )t is important therefore to ensure that the drainage for surrounding catchments is planned in such a way that all water gets diverted away from the underpass ?E7&=E it enters the depressed zone. 23 $oorly designed K constructed rainwater harvesting systems. #s per court orders all flyovers are supposed to do rainwater harvesting. )t does not seem like the 6warka 8nderpass has done it. Even if it has,

a. 'he system is o%viously insufficient %ecause its recharge capacities have not %een designed after taking into consideration the runoff generated %y the entire /#'/<0EA' of the underpass area. %. $oor intake of the system %ecause of faulty design K construction. c. 'he system is poorly maintained. =ainwater harvesting system needs regular cleaning to ma*imize its intake capacity. )f this is not done, the system gets choked and %ecomes defunct. )ts cleaning is especially necessary where the =W< system takes 2water from road K open surfaces etc where the silt load is high. PO,,IBLE ,OLUTION, 13 $roper 6rainage planning. 'he $ro%lem can %e corrected even now. <owever, planners will need to look %eyond the underpass and plan for catching run.off from the catchment area for the underpass itself. 23 =ainwater <arvesting M #ll along the 1.5 km stretch, may%e perhaps more 2analysis of e*act site conditions needs to %e made3 an e*tensive rainwater harvesting system needs to %e made. 'his will ensure that the runoff gets recharged to groundwater and there is no surplus flow left to +water.log- the underpass.

POLICY CHAN&E NEEDED 'he 6warka 8nderpass is (ust a stark reminder of the urgent need to change policies to reflect ur%an water conditionsI 13 W#'E= $D#AA)A, 1<&8D6 ?E #A )A'E,=#D $#=' &7 '<E 6E1),A)A, W)'< )A'E,=#'E6 E77&=' 7=&0 #DD #,EA/)E1I 6rainage and Water <arvesting planning to %e done %y agencies in co.ordination. When the underpass would have %een constructed, $W6 would have %een given (urisdiction only over the immediate stretch of land over which the underpass is to %e constructed. <ence, their designing and implementation would have to %e a closed loop with minimal co.operation K interface with authorities managing that catchment area roads and drainage. 1o even if $W6 wanted to plan an e*tensive drainage system, it would not have %een a%le to do so. ?y the same logic, they might have %een aware of K might have %een advised %y e*perts to do =W< for the entire catchment %ut since their intervention area was limited, they might not have %een a%le to implement those suggestions. 23 =#)AW#'E= <#=VEN')A, 1F1'E01 1<&8D6 ?E 0#6E $#=' &7 '<E 1'&=0 W#'E= 6=#)A#,E 1F1'E0. /urrently, since =W< is seen as an ad.hoc activity, it is largely unplanned and ade!uate provisions for maintenance M ?&'< &7 1'=8/'8=E1 #A6 /#'/<0EA'1 M are not made. =W< systems should %e integrated with 1torm Water 6rainage systems. 'his will at least ensure that an annual schedule and provision for maintenance will %e made %y government. )t should also %e ensured that the catchment conduits for runoff and the =W< systems are maintained simultaneously. 'his will help ensure efficient working of the systems.

8.1

R s*#ts an5 C"n(#*si"ns

1. ,rade separator on turnings not technically feasi%le due to sharp curvature 2. 7lyover alone will relieve traffic to a%out @0B, further reduction possi%le with underpass. . 'o treat traffic congestion at (unctions simultaneously,

@. $roposalI 8ni.directional 2 lane underpass from rama talkies road at #silmetta (unction to ='/ comple* 8ni.directional 2 lane underpass from ='/ comple* at ='/ (unction to dwarakanagar Travel Time #educed 3/ #ama Tal%ie road 3e!5een G.V.M.C +FF2C8 And Sangam Sara! 4unc!ion

8.+

C"n(#*si"ns

8nderpass relieve traffic congestion 1u%stantial reduction in traffic 1ignal free movement =educed travel time to K from station

8.+.1 B n @its
#mong various improvement options considered for improvement, the option of constructing a flyover and two vehicular under passes one at ='/ and other at #silmetta (unctions is selected. 'he %enefits due to improvement scheme is %riefly discussed and !uantified in the su%sectionsI 'he estimated %enefits for the study area during peak hour have %een calculated to the average hour values and further to the 2@. hour period values considering the hourly distri%ution of traffic. 1. V hi(# "p !ati"n ("st 3VOC4 +. I5# @* # C"ns*mpti"n 3IFC4 -. Va#* "@ Tim 3VOT4 /. ,t"pp 5 D #a' 8. M"n ta!' ,aAin$s

8.-

Via2i#it'
'he returns of the pro(ect have %een estimated using discounted cash flow techni!ue.

'he results of the economic analysis indicate that the pro(ect has good economic returns considering various %enefits as enumerated in earlier sections. 'he E)== of the pro(ect is nearly 2>.2 percent considering the %enefits due to savings ) travel time, delay and vehicle operating costs together. 'he pro(ect has returns of nearly 21. 0 percent in the worst case of simultaneous increase in costs and decrease in %enefits %y 15 percent. )n the worst scenario the pro(ect has economic returns of a%out 10. > percent considering the savings ) travel time alone and a%out 11.@> percent considering vehicle operations cost savings alone. 'he %ank 2=?) M =eserve ?ank of )ndia3 rate is varying %etween ; and 11 percent in the recent past and is the lower limit for a pro(ect to %e economically via%le. 1ince the pro(ect returns are at least 10 percent 2/onsidering V&/ savings alone3 more than that of the %ank rate, the pro(ect can %e considered highly via%le in economic terms.

Bi2#i"$!aph'% 1. +. -. Hi$h6a' En$in F!"m &VMC F!"m R.T.O O@@i( !in$- .*st")>hanna