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PRADEEP KUMAR D
Under the Guidance of
Introduction
Urban corridors - congestion - additional time, fuel cost. Conflict, confusion and irritation Large number of accidents. Innovative traffic engineering and management measures for urban roads are to be implemented. Because of these challenges, corridor management is necessary. Transport Corridor: A broad geographic band, connecting population and employment center, served by various transportation modes, within which passenger and freight travel, land use, topography, environment and other characteristics are evaluated for transportation purposes. The term corridor management refers to the practice of identifying and implementing a mutually supportive set of strategies to maintain and enhance access, mobility, safety, economic development, and environmental quality along the transportation corridor
Public Transport in a city Pedestrian Infrastructure facilities Non Motorized Transport facilities Usage of Integrated Transport System (ITS) facilities Travel speed along major corridors Road Safety Availability of Parking facilities Pollution levels Land Use Transport Integration Sustainability of Public Transport
10. Financial
Study Methodology
Physical inventory of the corridors in the study area Traffic data collection, Secondary Data Collection Evaluating the Corridor using Service Level Benchmarks By MoUD Performance Report for all the parameters chosen Suggest the best Management Measures
Study Area
Visakhapatnam City Core area is selected as the study area. Majorly 8 key public transport corridors, 14 major roads, and several arterials connecting these corridors were identified. Bus transport is the major public transport with modal share of 20% Three seated autos acting as the Para transit contributing to nearly 15% of the transport demand. Private vehicles comprising two and four wheelers.
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Data Collection
Primary Surveys: Journey Speeds & Level of Comfort of Public Transport. (By physically travelling through buses in Peak and Non-Peak hours in all routes) Speeds of Private Transport - ( By Moving Car Method ) Waiting Time for Passengers at Bus stops (Frequency Distribution of passengers waiting at different times at different bus stops in the city) Physical Inventory Data (Foot path Condition and Existence) Parking Spaces Count (Parking Allowance in the city and fees) Waiting time for pedestrians at intersections (Video graphic Surveys at intersections) Secondary Data Pollution Level Data (AP Pollution Control Board) Accident Data from police records (Police Station) Public Transport Details (APSRTC depot) Land Use and Population Data (GVMC, Visakhapatnam)
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Overall Level of Service of Public Transport facilities City wide Calculated LoS = (LoS1 + LoS2 + LoS3 + LoS4 + LoS5 + LoS6) and identify overall LoS as mentioned below Overall Calculated Comments LoS LoS 1 2 < 12 12 - 16 The City has a good public transport system which is wide spread and easily available to the citizens. The system provided is comfortable. The City has public transport system which may need considerable improvements in terms of supply of buses/ coaches and coverage. The frequency of the services available may need improvements. The system provided is comfortable. The City has a public transport system which may need considerable improvements in terms of supply of buses / coaches and coverage. The frequency of the services available needs improvements. The system provided is not comfortable as there is considerable over loading. The city has very poor/no organized public transport system.
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3 4
17 - 20 21-24
Public Transportation
Indicator Presence of Organized Public Transport System in Urban Area- (GovtUndertaking/Total) Extent of Supply Availability of Public Transport (Bus Avail. Per 1000 population Service Coverage of Public Transport in the city (km/sq.km) Average Waiting Time of Public Transport Average Level of Comfort in Public Buses( Occupancy) % of Fleet as per Urban Bus Specification Calculated LOS of Public Transport Overall LoS Of Public Transport city wide Value 80.11 % 0.35 0.78 19.24 min 0.93 100.00 10 1
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LOS 1 3 2 2 1 1
Pedestrian Infrastructure
Indicator Signalized Intersection Delay (%) Street Lighting (Lux) % of City covered with footpaths Calculated LOS of Pedestrian Facilities Overall LOS of Pedestrian Facilities Value 36% 7.5 Lux 43.58% LOS 2 2 3 7 2
Non- Motorized Tracks and Intelligent Transport System Facilities are not available in Visakhapatnam. Hence , LOS can be considered as 4, the worst case
LOS 2 2
Road Safety
Indicator Fatality Rate for Lakh Population Fatality Rate for Pedestrians and NMT users Calculated LOS of Road Safety Overall LOS of Road Safety Value 14 persons 35.78% 6 3
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LOS 4 2
4 1 3
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Performance Report
Indicator Public Transport Pedestrian Infrastructure NMT facilities ITS facilities Travel Speeds Avaiability of Parking Spaces Road Safety Pollution Levels Integrated Landuse Transportation Financial Sustainability of PT LOS Acheived 1 2 4 4 2 3 3 2 3 3 LOS Targeted 2 2 2 2 2 2 2 2 2 2
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Contd..
Waiting Time of Pedestrians at Signalised intersections Construction of Subways or foot over bridges. - crossings on NH5, Jagadamba Jn, and Asilmetta Jn. Travel Speeds of Motorized Vehicles -30 kmph. Lane Discipline - Proper signage Proper markings. Daba Gardens Road, Jagadamba to Complex Roads carry vehicles with speeds less than 20kmph. Hence, Carriageway widths are to be increased. Travel Speeds of Public Transport are around 20kmph. Exclusive Lanes for Buses is a better option to increase the speeds of the buses. On- Street Parking fare is to be increased to discourage the use of personal vehicles. N onstreet parking. Parking fee - hourly basis - high fare at CBD areas. At Jagadamba Jn, Complex, CMR central and busy commercial centres. It is important that road accidents are to be reduced by 50 %. It is observed that accidents are increased from 1217 (2009) to 1312 (2010). Strict Enforcement is to be implemented to make the road users follow the traffic rules.
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17
Contd..
More concentrated over Signalized Intersections. Unsignalized Intersections and roundabouts where still traffic is being controlled were ignored. Only the figures of the fatality rate were taken into consideration. Reasons are to be identified and necessary measures are to be implemented. Delays at the Intersections to the vehicles are not considered. Higher parking charges at CBDs and higher parking charges for bigger vehicles should be implemented. Journey Speed is the only performance measure for motor vehicles. Extensive surveys are required to be done. An authority is to be set up to completely monitor each city from time to time. Average Bus Stop Spacing, Commuters using Public Transport, Commuters using Autos, Street Lighting, Condition of Footpath, Volume Capacity Ratio, Accident Rate are the parameters that are to be introduced for better understanding of the corridor. Including all the neglected parameters in the service level benchmarks and redesigning them would give better understanding of the urban transport performance level of the city.
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Conclusions
The results obtained with service level benchmarks gives a better idea of complete monitoring of the performance of urban transport in a city. A complete monitoring from time to time should take place to know the deficiencies in the urban corridors. The measures that are to be taken to overcome the deficiencies in present transportation system are discussed. Therefore, SLB concept can be an effective tool in identifying the performance gaps in Urban Transport. All the JNNURM Cities should take up the Service level benchmarking exercise. Finding the LOS of each parameter individually for each corridor and summing up to the whole city enable to manage the corridor effectively.
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References
Dixon, B Linda., Bicycle and Pedestrian Level of Service Performance Measures and Standards for Congestion Management Systems, Transportation Research Record, Delaware Department of Transportation. Erik, A., Vigina, L., Hamed, B., Ban and Liaun, C., (2007) An Integrated Methodology for Corridor Management Planning, TRB Journal, Vol No.08-2362, pp27. Garson, S B., and David, A J., (2006), A Strategic Approach to Developing Livable and Sustainable Arterial Corridors in Auckland City, New Zealand, ITE Journal, Vol No.76, pp30-36. ITE Technical Council Committee, (1976) Levels of Service Provided By Urban Transportation Systems Journal of Traffic Engineering, pp30-35. Taylor , W., and John, B., (1978), Level of Service Concepts in Urban Bus Transportation, Michigan Transportation Research Program. Urban Mobility (2009), Service Level Benchmarks for Urban Transport, Ministry of Urban Development, Govt. of India. Pradeep, C, J,. (2010) Urban Corridor Management for Heterogenous Traffic Conditions, Urban Mobility India 2010. Vermont Corridor Management Handbook, Vermont Agency of Transportation, (2005).
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u o Y nk ha T
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