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URBAN DEVELOPMENT, GOVT. OF INDIA
NBCC, A NAVRATANA CPSE UNDER MOUD, IS THE IMPLEMENTING AGENCY FOR THIS
PRESTIGIOUS PROJECT
TRAFFIC CONSULTANTS
PROPOSAL FOR CONNECTIVITY OF EAST KIDWAI NAGAR
Existing
Sl No HOUSING TYPE (IN 2013) PROPOSED
1
Type I 1336 Nil
2
Type II 1000 780
3
Type III 1025
4
Type IV 1472
5
Type V 108 1078
6
Type VI 192
7
Type VII 61
Total Nos. of Units 2444 4608
SITE AND ENVIRONS
TOWARDS SARAI
KALE KHAN
VIKAS
SADAN
DILLI PROJECT SITE
TO DHAULA HAAT SOUTH
KUAN
EXT.
RING ROAD
SAFDARJANG AIIMS
HOSPITAL
EARLIER APPROVED ACCESS SYSTEM
ACCESS‐1
ACCESS‐
2
ACCESS ‐ ACCESS ‐
4 3
ACCESS‐5
ACCESS‐8
ACCESS‐6 ACCESS‐7
Back ground/Chronology
In earlier approved access system 4 nos entry/exit (namely 1 to 4 ) were present towards upcoming Baba
PWD in their connectivity drawing
While PWD submitted the connectivity drawing to UTTIPEC entry/exit no 1 & 2 were incorporated but
entry/exit 3 & 4 were not incorporated due to some technical reason (presence of JJ cluster).
For entry/exit 3 & 4 joint survey was conducted by UTTIPEC/PWD/DMRC/NBCC In the joint survey it was
observed that entry/exit 3 & 4 was not possible due to presence of JJ cluster, hence NBCC was advised to
carry out the feasibility study with alternate plan
NBCC appointed M/s EPC to carried out feasibility study and prepared alternate plan in concurrence with
PWD and DMRC
The feasibility report was submitted to UTTIPEC which was reviewed in Working Group‐II A , 34th meeting
held on 07.04.2016. In this meeting, group members had certain observations which were incorporated
and presented in 35th Working Group Meeting held on 25.05.2016.
Contd.
In 35th Working Group meeting of UTTIPEC held on 25.05.2016 in which it was recommended that
PWD & NBCC will integrate the safe pedestrian crossing at Aurobindo Marg T‐ Junction and will
submit the road safety audit report for further discussion in working group meeting
M/s EPC and M/s RITES was engaged by NBCC to prepare proposal for Safe Pedestrian Crossing and
Conduct Traffic Safety audit at T‐ Junction of BBSB Setu Phase II road/flyover & Aurbindo Marg.
Same was presented in 39th Working Group Meeting held on 07.02.2017.
The proposals of signalized at grade crossing at T Junction and underpass across Aurbindo Marg for
safe pedestrian crossing was recommended by Working Group and it was advised that NBCC should
submit it with the comments of all stakeholders for further consideration by Governing Body.
Proposed connectivity no 3 & 4, prepared in concurrence with NBCC, PWD & DMRC and Proposal of
safe pedestrian crossing at T‐ Junction is being submitted for further consideration of Governing
Body.
Proposed Access 3 & 4 ( Mutually agreed by PWD, NBCC & DMRC)
DETAIL OF MODIFIED ACCESSES
BUS STOP AS
PER MMI
PLAN
Pedestrian plaza
RUMBLE
STRIPS OR
ANY TRAFFIC
CALMING
CRITICAL MEASURES
PEDESTRIAN
AREA
VIEW OF PROPOSED ACCESS NO 3
DETAIL OF AFFECTED ACCESSES (ACCESS NO 3)
NALA
VIEWS OF PROPOSED ACCESS ‐3 FROM NMT AREA
NALA
VIEW FROM KIDWAI NAGAR PROJECT TOWARDS INA SIDE
VIEW FROM KIDWAI NAGAR PROJECT TOWARDS INA SIDE
EAST KIDWAI NAGAR
BONDARY
INSIDE
BACK
EAST KIDWAI NAGAR
BONDARY
INSIDE
SAFETY AUDIT OF PEDESTRIAN SAFETY MEASURES AT T-
JUNCTION OF BABA BANDA SINGH BAHADUR SETU WITH
AUROBINDO MARG
STUDY LOCATION
Metro
entry/exit
Metro entry/exit
SITE APPRECIATION
Downstream Ramp of BBSB Setu (Gradient 2.56%) Upstream Ramp of BBSB Setu (Gradient 2.5%)
View of study location for pedestrian crossing View of Study location from Delhi haat
SITE APPRECIATION
U/C ramp of BSSB setu in Barapullah Drain (Gradient 3.8%) INA market
View of Aurobindo Marg (near Petrol Pump) Traffic waiting on pedestrian signal on Aurobindo Marg
SITE APPRECIATION
Queue of Vehicles at Petrol Pump on Aurobindo marg Pedestrian Plaza of Delhi Haat
BBSB Setu
NBCC Delhi haat Metro U/C
Complex U/C
U/C
Aurobindo marg
A panoramic view of Aurobindo Marg with BBSB Setu and NBCC complex on LHS and Delhi haat and U/C INA
metro entry/exit on RHS
CHECKLIST 16 – SAFETY AUDIT FOR VULNERABLE ROAD USERS
Sl # DESCRIPTION OBSERVATIONS
3 Have pedestrians need for crossing the road and Zebra Crossings with
walking safely alongside it been adequately Pelican signals proposed
provided for?
4 Have measures been taken to reduce the accident Details not shown
risk for children going to and from roadside schools
(Pedestrian guardrail may be needed to prevent
children from running out into the road)?
CHECKLIST 16 – SAFETY AUDIT FOR VULNERABLE ROAD USERS
OBSERVATIONS
Sl. # DESCRIPTION
5. Have the need of cyclists and other non- Cyclist will cross the road
motorised vehicles been provided along with pedestrian
1 Zebra crossing proposed at the merging of 2.56% Two sets of Raised Bar
down gradient / 2.5% up gradient markings proposed on
down gradients to warn
the drivers
2 It will be difficult for the speeding vehicle to stop on Pelican signal have been
down gradient proposed to stop the
traffic
SAFETY ENHANCMENT –SPEED REDUCTION BY HORIZONTAL GEOMETRY
Estimated Trips
Baba To Aurobindo marg 2882 3679 3863 4056 4259 4472 4695 4930
Banda
Singh From Aurobindo marg 1275 1627 1708 1793 1883 1977 2076 2180
Bahadur
Setu From AIIMS Ramp 1275 1627 1708 1793 1883 1977 2076 2180
AIIMS to INA 5758 7349 7717 8102 8507 8933 9380 9848
Aurobindo
Marg
INA to AIIMS 5506 7027 7379 7748 8135 8542 8969 9417
C.B. Marg To Thyagraj stadium 1386 1769 1857 1950 2047 2150 2257 2370
Source: Barapullah Phase‐1 traffic data (2013), PWD, Aurobindo Marg and CB marg traffic data (2015), RITES
ALTERNATIVE OPTION EVALUATION
FOB
95 -110 Meter
AT-GRADE
FOOT OVER BRIDGE
SUBWAY
ALTERNATIVE OPTION EVALUATION
The micro-simulation models not only build confidence in the proposal but also:
Software Used: PTV VISSIM is a microscopic, time step and behavior based simulation
model and it is the most powerful tool available for simulating multi-modal traffic flows,
including cars, trucks, buses, heavy rail, trams, LRT, bicyclists and pedestrians.
SIMULATION METHODOLOGY
Data Collection and Compilation
Geometric Data Traffic/Pedestrian Data
Data Processing & Analysis
(Road Network) (Volumes, Composition)
Network Setup in VISSIM
(Simulation Software)
Use calibrated Calibration and Validation of the
• AM Peak Controlled and
parameters Simulation Model for peak hour Uncontrolled Scenario
year 2016
• AM Peak Controlled
Evaluation and comparison of Scenario and violations
Proposed Models year 2021
• Capacity Analysis with
Observations and grade separated options
Inferences
MODEL INPUT PARAMETERS
Parameters
• Warm up period of Model Inputs Evaluations
900secs • Vehicular Volume • Base Model
• Driver Behavior Input • Proposed Scenario
• Conflict areas • Pedestrian Volume
• Reduced speed area Input
• Give way coding • Signal timings
• Lateral gap • Vehicle /Pedestrian
classification and
• Vehicle speed related properties
• Lane changing
distance
• Gap Acceptance
SIMULATION GLOBAL PARAMETERS
For all scenarios with signalized crossing for pedestrians, the green time
is kept at 20 seconds for pedestrians phase as per IRC 103-2012
guidelines
NETWORK SETUP
Data Processing & Analysis
Links And Connectors (Road Network)
Vehicle Types with acceleration and desired speed curves
Calibrated driving/pedestrian behavior parameters
Calibrated driving behavior parameters are taken from the consultants previous
simulation work. References our given at the end of the presentation
AVERAGE TRAFFIC COMPOSITION (BARAPULLAH DOWNSTREAM)
Traffic Composition
Desired Speed range
Vehicle type Mean Desired Speed Range
As per IRC 103-2012, for providing controlled crossing following criteria needs to be evaluated:
Table below indicate the level of service limits as per IRC 103-2012
EVALUATION CRITERIA FOR CONTROLLED CROSSING
Queue Counter
TERMINOLOGY
No Signals
AM PEAK UNCONTROLLED SCENARIO | ESTIMATED DELAY
AM Peak Uncontrolled Scenario | Estimated Delay | Observations
• Average Vehicular delay for all critical gap acceptance value is more than
95 seconds, with maximum estimated average delay of 111 seconds for
critical gap acceptance value of 4 seconds.
• For gap acceptance of 4 seconds and 5.5 seconds, 90% of the delay values are less
than 43 sec and 42 sec.
• For gap acceptance of 7 seconds, only 50% of the delay values are fit in the range
for LOS C for the movement for the side.
AM Peak Uncontrolled Scenario | Estimated Vehicular Queue Length
With Signals
AM Peak Controlled Scenario | Estimated Delay
• Average Vehicular delay for both cycle time is less than 21 seconds, which is
significant improvement from value of more than 95 seconds estimated in
uncontrolled scenario
AM Peak Controlled Scenario | Estimated Delay | Observations
• For cycle time of 120 seconds, average delay increases to 37 seconds for
towards metro station movement and 41 seconds for opposite movement.
• Average queue lengths is estimated at more than 24m for cycle time 90
seconds
• Average queue lengths reduced to 13m for cycle time 120 seconds,
• Average delay for pedestrians is similar in both scenarios, but for vehicles average delay
reduces significantly in the controlled scenario
The graph above shows the average and maximum estimated delay for both
pedestrian movement and vehicular movement for the controlled scenario
AM Peak Controlled Scenario | Estimated Delays | Observations
• Average estimated queue lengths are 175m & 60m with cycle time of 90 seconds
& 120 sec.
It is observed with cycle time 120 seconds, that as violations increase the average delay for
vehicles increase, at level of 20% average estimated delay is 70 seconds which is 30 seconds
higher if no violations are observed.
Observations | Horizon Year | Capacity Analysis
OBSERVATIONS WITH CONTROLLED SCENARIO
• Need for grade separated option for the horizon years 2022-2027
• Cycle time of 120 seconds is used.
Estimated
Average queue Average Maximum
Year Downstream Volumes
length(m) Queue Length(m)
Veh/Hr (PCUS)
2022 3863(3442) 69 180
2023 4056 (3615) 139 274
2024 4259 (3795) 184 325
2025 4472 (3975) 235 378
2026 4184 (4695) 249 390
2027 4393 (4930) 266 395
• The road capacity of the section is estimated near 3800 PCU/Hour with cycle
time 120 seconds
• In 2024, estimated volumes near capacity and the average queue lengths are
estimated at 184m which indicate the controlled scenario is no more suitable at-
grade pedestrian controlled crossing as higher green phase would be required
for vehicles
OBSERVATIONS WITH CONTROLLED SCENARIO
• Need for grade separated option for the horizon years 2022-2027
• Cycle time of 150 seconds is used.
Estimated
Average Maximum Queue
Year Downstream Volumes Average queue length(m)
Length(m)
PCU’S and (Veh/Hr)
Control Type Year 2016 Traffic Year 2021 Traffic (Level Year 2024 and
(Level of service (LOS)) of service (LOS)) Beyond
Controlled Cycle Pedestrians: LOS B Pedestrians: LOS C-D LOS very Poor
time 90 seconds Vehicles LOS : Good Vehicles LOS: Poor Vehicular Traffic
Recommended Option
Cycle Time 120 Pedestrians: LOS B Pedestrians: LOS C-D LOS very Poor
Seconds Vehicles LOS : Poor Vehicles LOS: Good Vehicular Traffic
Recommended Option
Grade - - Recommended
Separated Option
CONCLUSION AND RECOMMENDATIONS
• Violations by pedestrians have significant effect on the delay for the vehicular
traffic
• Controlled crossing is required for providing better LOS for upstream volumes
more than 2400 PCU/hr on BBSB setu
• In this case, while proposing signals, the queue length for vehicles needs to be
considered as it may extend on the main carriageway of Aurbindo marg
• Need for grade separated pedestrian facility after Horizon year 2024
PEDESTRIAN VULNERABILITY
As per IRC code IRC‐103‐2012, to qualify as a grade separated
pedestrian crossing facility, a location should have:
Access-3
Access-4
ACCESS -4 DETAILS
ALTERNATIVE OPTION EVALUATION
Metro Station
PEDESTRIAN MOVEMENT
NBCC COMPLEX
Peak hour Pedestrian Across Peak hour Vehicular
Location PV2/108
Volume (2021) Volume (2021)
Across BBSB SETU 1128 6828 526
Option for F.O.B over the BBSB Setu require minimum height of 14‐
15 meters to maintain the vertical clearance of 5.5 m free above
roadway.
SUBWAY BELOW AUROBINDO MARG
Metro Station
Metro Station
NBCC COMPLEX
Peak hour Pedestrian Across Peak hour Vehicular
Location PV2/108
Volume (2021) Volume (2021)
Across Aurobindo marg 1128 18055 3677