Jabriel Qureshi Undergraduate B.Tech Student Department of Civil Engineering, Amity University, Noida, U.P India

Transcription

1 International Journal of Civil Engineering and Technology (IJCIET) Volume 7, Issue 1, Jan-Feb 2016, pp , Article ID: IJCIET_07_01_029 Available online at Journal Impact Factor (2016): (Calculated by GISI) ISSN Print: and ISSN Online: IAEME Publication SOLVING CONGESTION AT 4 LEGGED FATAL INTERSECTION BASED ON PROPORTIONATE TRAFFIC FLOW AS WELL AS MINIMUM INTERSECTION DELAY CASE STUDY OF SANAT NAGAR/RAWALPORA INTERSECTION IN KASHMIR Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, and Sohaib Manzoor Bhat Undergraduate B.Tech Students Department of Civil Engineering, IUST Awantipora, J&K India Undergraduate B.Tech Student Department of Civil Engineering, Amity University, Noida, U.P India Cite this Article: Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and, Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir, International Journal of Civil Engineering and Technology, 7(1), 2016, pp INTRODUCTION Srinagar possesses the distinction of being the leading Political, Social, Cultural, and Trade & Commerce Centre throughout ages. Srinagar not only being the largest Urban Centre both in terms of Population & Area but also rapidly growing City amongst Himachal Urban Centre. Tourism being the major source of economy of the valley so due care has to be taken for the adequate atmosphere for the Tourism Sector to Flourish and Blossom it is of utmost importance that there is an excellent Road network. With the proposal of Satellite Town of Greater Srinagar likely to Comprehend in the coming years National Highway 1A Bypass Stretching 17.8km s from Panthachowk-Shalteng will be the Jugular Vein of the City. In Srinagar City there are 67 Major Intersections with 22 as 4-arm & 45 as 3-arm. 75% of Accidents & Increased Fatalities take place during Morning Hours(9am- 11am) and Evening hours (4pm-6pm) which implies the need of Traffic Hour Management editor@iaeme.com

2 Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir Rawalpora Intersection is the most important intersection that is encountered in the 17.8Km Stretch of NH1A Bypass. It is a Four Armed at Grade junction which is at a Distance of 7,752meters from Athwajan from where NH1A Bypass starts and 10,048 meters from Shalteng where NH1A Bypass ends.it can be considered as the Intersection where whole of Kashmir meets. One side of the Intersection approaches South Kashmir from Athwajan where is the Second side Approaches North Kashmir via Hyderpora-Shalteng, whereas from third side it approaches to Central Business District Lal Chowk and Fourth Side meets the Army Airport i.e Old Airport. On all Sides of the Intersections are the Posh Residential Colonies..Areas entrapping this intersection are Hakim Bagh, Guri Pora, Majid Bagh,Rawalpora Housing Colony, Bagat e Barzula. Nearby is Water Station, Dr. Sir Mohammed Iqbal Conventional Centre, Tiles and Marble Market. Certain Technical including Engineering Institutes of the Valley are approached through this Intersection. Just 2-3 Kilometres away is the Educational Hub up to intermediate Level i.e. Parraypora as well as Bagat e Barzula. The intersection is only 2,588 meters from the Famous & Historic Mughal Road which is being sought as an Alternative to the Present National Highway Connecting this Summer Capital with Rest of Country UNDERSTANDING THE PROBLEM Worsening of the congestion occurs when there is a ply of Military Convoy at the intersection which is an everyday phenomenon, numerous numbers of Convoy pass to and fro from the intersection of various Military Centers. Minimum 400 PCUS s are associated with every Convoy, also their way of negotiating the junction adds to the Misery and their long queues separate away from the general Traffic, which decrease the effective dimensions of the Geometric design, which decreases the capacity in practice at the junction. An average of 6-7 Minutes are taken by the last Vehicles of a particular Convoy for negating the junction taking into account the Approach Delay, which is a matter of serious concern. Intersection is used by all the nearby Educational Institute Buses as well as by various transport agencies to transport good from one part of the valley to other part. It connects Northern Kashmir province as well as Ladakh & Leh with rest of India as well as with Srinagar which results in high movement of Passenger as well Goods Vehicles. It is also a Vital Link between Western Srinagar with the Central Buisines District Lal Chowk There have been many fatal accidents at the intersection at the Rate of 1.75 Deaths per year, which is a very alarming situation demabding Introspection. All these factors lead to Congestion as well as tremendous delay in free movement of traffic junction which leads to horrific jam as well take a toll on the health condition of the people associated with it, which has to be rectified Conflicts at Sanat Nagar/ Rawalpora intersection Any location having merging, diverging or crossing maneuvers of two vehicles is a potential Conflict Point. These are highly undesirable as these cause delay in Traffic and are major reason for all the accidents. The main aim of intersection Control is resolving these conflicts for ensuring safe as well as efficient movement of Traffic including Vehicles as well as Pedestrians. In the Present Scenario Conflicts for through traffic are 4, whereas for Right turn are 4. For Right turn through movement are 8. Merging & Diverging Conflicts are 4 whereas Pedestrian Conflicts are. Therefore there are a total of 32 Conflicts editor@iaeme.com

3 Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and Identifying Major Conflict Problem The main wedlock at each Leg is created by through traffic, Right Turn, Diverging Traffic which merges at the same point due to which long queues are formed thereby disrupting the flow in all directions. Green Cycle of the Signal is not enough to handle it NEED FOR A SOLUTION Engineering Solution to Sanat Nagar/Rawalpora Intersection has been echoing for over a decade, even before the start of 4 laning of NH 1A bypass, Chief Ministers Secretariat had send a Proposal for its up gradation in January 2004 [2].Fatal accidents as well as long queues of vehicles are a matter of grave concern. Also with the Ribbon development along its route and with the new Srinagar Master Plan in which City s area is expected to be increased from 417 Sq. Km to 757 Sq. Km s, is on the cards. Bypass will be the main National Highway connecting Gallandar with Narbal, further increasing the importance of the junction which will then transform into the Central Point of the City both in terms of economic as well as urban development. Nearby Dr. Sir Muhammad Iqbal Convention Centre is also expected to gain importance from it which will be seeing many dignitaries worldwide coming to the center which thereby enhances the need of the solution. As per the State Traffic Department Bypass and Sanat Nagar (Intersection) areas are the most vulnerable areas in the city where accidents usually occur. In 2012 State Traffic Department had taken up the matter with R&B Department which was supposed to set up a diversion on the square to avoid accidents. Although a Detailed Project Report has been send to the National Highway Authority of India for a Flyover by the state Government worth Rs 62.07crores, but there has no approval yet from NHAI, though State R&B department conducted a detailed Traffic Survey in 2012, but there is yet any step taken on Ground, not even any notification has been issued in this regard. Tremendous Vehicle Operating Cost, Fuel and time is wasted every day in and out by its users who often defined it as the Hurdle to pass every day. The issue is every now and then highlighted in all the leading dailies which in itself depict the Traffic mess. For the Tourism Sector to flourish it is important to present a Beautiful Picture of this Old City which has a written History of over 3,000 years. This junction is almost the center point of various World Famous Tourist Destinations. On the Northern Side is the Daksum, Pahalgam, Sonamarg, Mughal Road while on the Southern Side is the Gulmarg, Tangmarg etc. With the voices growing for the opening of Srinagar Muzafarabad(Pakistan) Road, which is connected through Southern Side of the Intersection is going to connect the Rest of India and major Part of Srinagar City as well as CBD with the Historic Silk Route, which has a significant Economic as well Strategic importance Provisions by Master Plan Any construction within 164feets (50 meters) from the centre line of the road is illegal as per Jammu & Kashmir Ribbon Development Act vide SRO 260 of Public Works Department dated 30th April Therefore the payment for the Land Acquisition has to be made only for the extra land that is required not for any Kind of Infrastructure. Section 5 of the Prevention of Ribbon Development Act, Samvat 2007 expressly disentitles any person to compensation for any damage or loss sustained in consequence of removal of a building or a structure erected in violation editor@iaeme.com

4 Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir are of the aforesaid act.such violations are subjected to penal Consequences under Section4-A of the said act. 2. RESEARCH METHODOLOGY Research Methodology is based on the average of two week of Traffic Survey in the Lean (January & February) as well as harvesting Season (June & July) as recommended by IRC [1]. The survey was recorded in the field data sheet in the hourly manner in the Five Dash system which included Vertical Strokes for the first four vehicles which was followed by an Oblique Stroke for the Fifth Vehicle so as to depict a total of five. Census was complied, evaluated and analysed which served as the Standard document for further evaluation Research Objective Objective of this research is to develop a recommended design for Solving Congestion at Sanat Nagar/ Rawalpora Intersection. Procedure is purely based on the analysis of traffic data from field and Simulation studies. Objective is not only to upgrade the Junction but to evolve a design with due respect to Accident data, Intersection Delay, Economy of design as well as economy of time, Vehicle operating costs, fuel and effort Research Scope The recommended guidelines developed for this research will be applicable to the geometric designs of the intersection, which will be put forward as a solution. The guidelines will address design Controls, Design Prerequisites, Design Criteria, Design Procedures for entrance, weaving & exit. Design will satisfy the needs of all types of Heterogeneous Traffic with proper safety operations, with minimum of Intersection Delay Research Approach Research approach is based on two weeks Survey two times in the year one in lean and other in Harvesting season. This field Survey is then analysed and accordingly Peak Hour Traffic is determined and then Intersection is evaluated as per this Peak Hour. According to our Study problem lies at the intersection only as in the whole Bypass, congestion is only noticed at the intersections only, therefore on solving the junction the whole congestion will be Solved. The Solution evolved will be economical as it will be with due Consideration to the Provisions Provided by State Ribbon Development Act. 3. METHODS IRC recommends design on the basis of Traffic Volume Graph plying on Major & Minor Roads, which is primarily based on the U.K based relation [3] (Road and Traffic in Urban Areas, 1987) is used for the Selection of type of Intersection, but at times there are numerous & Confusing Results which are evolved by this Relation e.g. if the Traffic on the Major Road is Comparatively High, Relation may Recommend a Grade Separated Intersections but IRC [3] may not recommend Grade Separated Intersection. The research involves overcoming this Flaw as well as looking the intersection not only from the Traffic Volume but evolve the Economic yet Safe Result which will give Minimum Delay in negotiating the Intersection [as per SWEROAD Guidelines [7] ].. There are three Basic E s Of Traffic Engineering, Engineering, Education & editor@iaeme.com

5 Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and Enforcement absence of any one of them can be the result of Congestion. There is no simplified Method for getting an Idea about Congestion as per IRC, IOWA Department of Transport Guidelines [5] can be used for achieving the said purpose in a very simplified and easy Manner. Thus A simplified Manner in which the Level of Congestion can easily be measured and requisite Decision can then be taken about the further Course of Action. Therefore the Procedure can be simplified as: Intersection Approach Delay Study [5]. If Further Investigation is Required then, IRC Guidelines based on proportionate Traffic on Major & Minor Road in Vehicles/Day. SWEROAD Guidelines [7] for the results that will give Minimum Delay as well as Non-Fatal Design. The result will be based on the Proportionate traffic flow in Major & Minor Road as well as will give minimum Intersection Delay Intersection Approach Delay Study Intersection delay study was carried out on all the approaches from which the traffic enters the intersection. There are several types and descriptions of traffic delay involving intersections. The type being addressed in this section is stopped-time delay, also known as stopped delay, which is the time that vehicles are waiting in line on the approach to an intersection. This study provides the Per cent of Vehicles Stopped, which is a useful indicator of signalized intersection performance. Procedure The field survey portion of the study includes the four highest consecutive fifteenminute periods. Special care was taken, that the survey was conducted under normal conditions involving the weather, nearby traffic generator schedule, etc. Two observers were positioned on each leg, one to count and record the stopped vehicles at 15-second intervals and the other to count the number of approach vehicles in 15- minute intervals. The procedure is based on the assumption that each vehicle was stopped for the entire fifteen-second interval. The observers were strategically positioned so as to be able to see the entire approach. The observers location and actions were such that it didn t distract the Road User especially motorists or influence their behaviour. Observers counted those vehicles with locked wheels as being stopped as well as vehicles that had been stopped and are creeping forward in a queue that is not discharging Method One observer recorded a count of the number of stopped vehicles in each fifteensecond interval of time for each minute of the study time on Intersection Delay Study Field Sheet. The other observer counted the number of vehicles that stopped and the number that did not stop and gave them to the first observer for recording in 15- minute intervals. A timing device with an audible cue at the 15-second intervals was used so that it was not necessary for a member of the team to read a watch at each interval editor@iaeme.com

6 Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir 3.2 TRAFFIC VOLUME STUDY Traffic volume Study was done on all the 8 directions of Traffic movement 2 times for consecutive 14 days in Accordance with IRC [1]. The Traffic plying is Heterogeneous in nature, therefore the equivalency factors as recommended by IRC [9] was used for obtaining the desired PCU s. Duration of Traffic Census: - The Traffic Census was carried out for 12hours continuously at a stretch though with adequate time given to each Surveyor in rotation to have proper rest and food. Abnormal Condition: - Abnormal Traffic condition were encountered on 4 different times, one during the run up to the 26th January (Republic Day), second and Third one on 9th and 11th February due to the Strike, Fourth one due to Prediction of Heavy Snowfall. In all the events survey was immediately called off. Recording of Data: - A field data Sheet was prepared for recording of data in Hourly manner. Traffic was recorded in the five-dash system which included Vertical Strokes for the first four vehicles which was followed by an Oblique Stroke for the Fifth Vehicle so as to depict a total of five. Compiling of Data: - Data was compiled immediately after the Survey and we had the services of all of the Surveyors who had proficiency in Microsoft Office which made the compiling of data convenient and hassle free. Special Care was taken that a particular Surveyor will compile data taken by him/her so as to minimize errors and Omissions Traffic Growth Rate Estimation Traffic growth rate is to be estimated for assessing the future corridor traffic, so that the designed evaluated not only satisfy the present traffic demands but is applicable to future traffic demands also. Estimation is done in accordance with [6] Approach Approach is primarily based on the broad guidelines for economic analysis for highway investments circulated for schemes under the proposed assistance by the Asian Development Bank. Forecast is related to specific economy activity in each Road Influence Area. Formulae The formula used for annual growth in per cent of Passenger Vehicles and Freight Traffic is: 4. RESULTS 4.1. Intersection Approach Delay Study TRAFFIC ON BARZULLA LEG AVERAGE DELAY PER STOPPED VEHICLE 15 seconds TOTAL DELAY 6960 vehicle seconds AVERAGE DELAY PER APROACH VEHICLE PERCENTAGE OF VEHICLE STOPPED 80.27% editor@iaeme.com

7 Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and TRAFFIC ON RAWALPORA LEG AVERAGE DELAY PER STOPPED VEHICLE 15 seconds TOTAL DELAY 7816 vehicle seconds AVERAGE DELAY PER APROACH VEHICLE PERCENTAGE OF VEHICLE STOPPED % TRAFFIC ON HYDERPORA LEG AVERAGE DELAY PER STOPPED VEHICLE 15 seconds TOTAL DELAY 8436 vehicle seconds AVERAGE DELAY PER APROACH VEHICLE PERCENTAGE OF VEHICLE STOPPED 84.86% TRAFFIC ON NOWGAM LEG AVERAGE DELAY PER STOPPED VEHICLE 15 seconds TOTAL DELAY vehicle seconds AVERAGE DELAY PER APROACH VEHICLE PERCENTAGE OF VEHICLE STOPPED 99.93% AVERAGE TRAFFIC AVERAGE DELAY PER STOPPED VEHICLE RESULT AVERAGE DELAY vehicle seconds AVERAGE DELAY PER APROACH VEHICLE PERCENTAGE OF VEHICLE STOPPED % 4.2. Consolidated Average Daily Traffic. The whole data is consolidated as Average of the Survey Conducted both in Lean as well as Harvesting Season and accordingly Peak Hour is determined from this data. The Composition of all the lanes as well as turning movements are determined and depicted so as to be in a position of development of Intelligent Design of the intersection editor@iaeme.com

8 Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir Traffic entring from Hyderpora Leg in Peak Hour Rawalpora (Right Turning 17% Barzulla (Left Turning 10% Nowgam (Through 73% Chart: 1 Traafic Entering from Nowgam Leg in Peak Hour Rawalpora (Left Turning 11% Hyderpora (ThroughMove ment) 57% Barzulla (Right Turning 32% Chart: editor@iaeme.com

9 Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and Nowgam (Through 73% Traffic entring from Barzulla Leg in Peak Hour Rawalpora (Right Turning 17% Barzulla (Left Turning 10% Chart: 3 Traffic entring from Rawalpora Leg in Peak Hour Rawalpora (Right Turning 17% Nowgam (Through 73% Chart: 4 Barzulla (Left Turning 10% 4.3. UK based relationship is used as the primary mechanism which helps us at arriving at generalised Solutions editor@iaeme.com

10 Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir 4.4. SWEROAD PLOT for Minimum Intersection Delay 4.5. SWEROAD Guidelines for Non-Fatal Design. Recommends that for the Accident rate of 1.75 Accidents/year, Control Type Intersection is recommended editor@iaeme.com

11 Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and 4.6. Estimation of Future Traffic Growth Traffic Type Present 5 year Analysis % Value in No s 10 year Analysis % Value 15 year Analysis % Value PASSENGER CARS Cars Busses wheelers Cycles FREIGHT CARS Trucks Light Commercial Vehicle Hand Cart Total No s converted into PCU s DISCUSSION Intersection Delay study depicts that 80.27% of vehicles have to completely stop on Barzulla Leg, % on Rawalpora Leg, % on Hyderpora Leg, 99.93% on Nowgam Leg. On an average % vehicles have to completely stop while negotiating the intersection which is an Alarming figure depicting need for further Investigation and Survey. From Plot of 4.3 it is quite evident that the Intersection lies in between Roundabout/ Signalized (Control Intersection) and Grade Separator.One of the interpretation can be that it has exceeded Control Intersection but IRC [8] warrants that Grade Separated Intersection is justifies when the Traffic in all arms of the intersections is in excess of 10,000 PCU s, but as per the Survey maximum average incoming traffic is only PCU s (4.2). Therefore we arrive at Discarding the Idea of Grade Separator. For Deciding on the Choice of Control Intersection on Account of Delay plot of 4.4 is used which evolve Roundabout as the Safe and Economic type of Intersection. Intersection has to be designed not only for the present average traffic Volume of PCU s but with due consideration to the Economy of time and effort for the 15 year Traffic Volume of PCU s. Summary and Conclusion The results from all the Methods clearly arrive at Roundabout being the Best Solution to the Intersection. According to Various Studies [7] Roundabouts are more Safer than Signalized Intersection. Also Roundabouts are accepted on all locations where Control Intersection is accepted Design of Roundabout After proper Selection of type of intersection, most important is the proper Designing. Roundabout has been designed strictly according to IRC: [4]. The Maximum 2-way flow in the Intersection Leg is Pcu s and the maximum in one direction is PCU s i.e. from Nowgam Leg editor@iaeme.com

12 Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir Description Table 2 Design of Roundabout The design evaluated here will be applicable for over 15 years. The land which needs to be acquired for the above said Roundabouts As Per Master Plan Provisions 1.4 Overall acceptability of the Design as per [4] Average Incoming Peak Hour Vehicles should not be less than 500 and should not exceed 3,000. At Sanat Nagar Intersection is 2574 (Okay). For a four legged junction Rotary is preferred if Right turning traffic exceeds roughly 30%. At Sanat Nagar Intersection is Dimensions in Meters Radius at Entry 20 Radius at Exit 30 Radius of Central Island 26.6 Width at Entry(e 1 ) 10 Width of Non Weaving 15 Section(e 2 ) Average Entry Width(e) 12.5 Width of Weaving Section(W) 16 Length of Weaving Section(L) 135 Entry Angle 60 Exit Angle 30 Q p 5000 PCU s Minimum Sight Distance 30 Grade with respect to Horizontal Restricted Speed Channelising Islands Funnel Channel Entrance & Wider Exit Throat. (Okay). Rotaries are most adaptable where the Volume entering from Different Legs is approximately same. If other Intersections are near than Rotary is preferred. At Sanat Nagar Intersection nearby intersections are Nowgam, Hyderpora which form a Continuous chain of intersections. Bypass 17,800 meters long has 10 such major Intersections. Design will accommodate bicyclists with a wide range of skills and comfort levels. Bicyclists will have the option of either mixing with traffic or using the rotary as a pedestrian. Rotary Sign Standard warning Sign indicating the presence of Rotary should be put up in advance on each Leg of Traffic editor@iaeme.com

13 Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and Illumination Illumination of Rotary at Night is very important, therefore Lantern (Obstructed Back) marked A are provided above the Curb of Central Island in line with each approach Traffic lane. Modification for Increasing Capacity If the Traffic Volume exceeds the Design Capacity or moves towards Congestion, then the rotary can be Signalised as per the Guidelines of MASSDOT (Grounding McGrath, Route 28 Corridor) Local Example: - Signalised Rotary Flyover at Kudalwadichawk Pune. This Case Study shows the way of Solving the Congestion in a very Simplified Manner from the point of Measuring Congestion to Designing as well as determining the future Traffic Growth as well as Making provisions in the Design. ACKNOWLEDGMENTS The Case Study has been evaluated by reading many Articles and Books about Traffic Analysis & Design, but has been evaluated by through Interaction with my Guides to whom I am Indebted Er. Muqsit Masood Chisti,Er. Muhammad Iqbal Malik ( Lecturer s National Institute of Technology, Hazratbal ). I would like to thank Er. Bilal Ahmed (Assistant Executive Engineer State R&B Department, P.C. Division 1 st ). I would also like to thank my Department in particular Mr. Shujat Hussain Buch Hon ble Head of the Department. REFERENCES [1] IRC ,Manual on Traffic Census on Roads, National Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian Road Congress (IRC) publication09,new Delhi,1972. [2] Chief Minister s Secretariat, Report Submitted to Chairman National Highway Authority of India {NHAI} vide no. PS/SS/CM/54/2004 dated 07/01/2004, Civil Secretariat, Srinagar, Jammu & Kashmir. [3] IRC-SP ,Manual on Guidelines for the Design of At-Grade Intersection in Rural & Urban Areas, National Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian Road Congress (IRC)Special publication41,new Delhi,1994. [4] IRC ,Manual on Recommended Practice for Traffic Rotaries, National Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian Road Congress(IRC)publication65,New Delhi,1976. [5] Traffic & safety Manual on "Intersection Delay Study, lowa Department of Transportation, Office of traffic & Safety,issued on [6] IRC-SP , Manual for Survey, Investigation and Preparation of road Projects, National Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian Road Congress(IRC)publicationSP19,New Delhi,2001. [7] SWEROAD, Principles for Selection of Intersection Type, Traffic Safety Consultancy Service Sweroad, Ankara, Draft [8] IRC ,Manual on Guidelines for the Design of Interchanges in Urban Areas, National Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian Road Congress(IRC)publication92,New Delhi, editor@iaeme.com

14 INCOMING Solving Congestion At 4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection Delay Case Study of Sanat Nagar/Rawalpora Intersection In Kashmir [9] IRC , Guidelines for the Capacity of Urban Roads in Plain Areas, National Highway Authority of India(NHAI),Ministry of Surface Transport, The Indian Road Congress(IRC)publication106,New Delhi,1990. [10] Census of India, Jammu and Kashmir Series [11] Dr.L.R.Kadiyali, Traffic Engineering and Highway Transport Planning, Khanna Publishers, Daryaganj, New Dehli,8 th Edition 3 rd Reprint Consolidated Average Daily Traffic Passenger Cars Bus Tables Table 1 Average Daily Composition Traffic TRUCK Light Commercial Vehicle 2 WHEELER CYCLE Hand Cart Total Vehicles 8am-9am am-10am am-11am am-12am am-1pm pm-2pm pm-3pm pm-4pm pm-5pm pm-6pm pm-7pm pm -8pm PCU's Table 2 Complete Design of Roundabout Description Data Recommended by IRC: Dimensions in Meters Radius at Entry Radius at Exit times 30 Radius of Central Island 1.33 times 26.6 Width at Entry(e 1 ) For Radius of m for 4 Lanes =10m 10 Width of Non Weaving Section(e 2 ) Width of Widest Entry =For Radius of entry = m Average Entry Width(e) 12.5 Width of Weaving Section(W) in the range Length of Weaving Section(L) Extra 33-50% long Can be kept W/L P in Practical ( ) a =Traffic Volume from Nowgam to Rawalpora b = Total Traffic Volume at Nowgam minus a c = having Destination Rawalpora except that of Nowgam Pcu s editor@iaeme.com

15 Faheem Ahmed Malik, Mansoor Ahmed Lone, Haiqa Riyaz, Sohaib Manzoor Bhat and d = Traffic Volume from Barzulla to Hyderpora P Entry Angle Exit Angle Q p Minimum Sight Distance PCU s Grade with respect to Horizontal 1 in 50 1 in 50 Restricted Speed Channelising Islands Funnel Channel Entrance & Wider Exit Throat. Data Input Required Data input required for the determination of growth rates of Vehicular traffic comprises:- 1. Growth of Population: - According to [9] %age Decadal Growth-Rate for the state of Jammu & Kashmir is 23.71%, for District Srinagar is %. For adjourning Districts of Baramulla and Budgam is 20.34% & 21.18% to which most of the Adjourning areas come under. Therefore Population Growth can be assumed to be 2.4% 2. Income ( in Real Terms):- According to latest Census Per Capita Income for the following year is Table 3 Per Capita Income as per Census Financial Year Per Capita Income % Increase Rs Rs Rs But the Inflation has been constantly over 11.6% for the past more than 3 Financial Year which reduces the real Income, but for Safety we assume the same value as assumed by IRC. 3. Elasticity of Transport demand in relation to Population and Income [6] Table 4 Value of Elasticity of Transport Quantity Value of E for First Five Years Value of E for Second Five Years Passenger Vehicles Cars, Jeep & Vans Busses Two & Three Wheelers Freight Traffic Value of E for Third Five Years editor@iaeme.com