Report - Revised

8/12/2019 Report - Revised

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CHAPTER-I

INTRODUCTION



1. INTRODUCTION

1.1 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 50 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 citizenfriendly initiatives. Vizag has %een the first city in the country to

implement egovernance 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. V/ 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 lum )mprovement $ro(ect V)$3, implemented with 4 million

grant funding from the 67)6, 89 during 1::1;, 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. V)$ 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 unicipal /orporation proposed to prepare a

/ity 6evelopment $lan with a focus on service delivery improvements and comprehensiveand citywide slum upgradation. #dministrative taff /ollege of )ndia is assigned for the

purpose with the assistance of /ities #lliance.



1.1.1 Visakhapatnam Mt!"p"#itan R$i"n%

'he Visakhapatnam etropolitan =egion V=3, 1>21 s!. km. in area includes 5

ur%an centers namely Visakhapatnam, Vizianagaram, ?heemunipatnam, #nakapalli, anda(uwaka and also a large rural area with >@ villages. Aational <ighway 5 and Aational

<ighway @ passes through the V= and are well connected with tate <ighways and a(or

6istrict =oads. Village roads are also well connected with the 6=s, <s, and Aational

<ighways. &ut of >@ villages, a%out 00 villages :0B3 are well connected with the a(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, lifestyle, and culture.

'he unicipal /orporation of Visakhapatnam, prior to its constitution as reater

Visakhapatnam unicipal /orporation in 2005 has a (urisdiction of 105 !. km with a

population of .; lakhs as per the 2001 census. $resently, the reater Visakhapatnam





E("n"m'

'he city is e*periencing tremendous economic growth.

'he sectors contri%uting to city"s economic growth are

agriculture and fishing primary sector3, large, medium and

small scale industries secondary sector3 and services

tertiary sector3 that include trade and commerce, transport,

telecommunications, management and consultancy

services, education, etc. )t has e*perienced rapid

industrialization with the onset of ma(or industries viz., &il =efinery a private sector

fertilizer factory, <industan Ginc melter and Visakhapatnam teel $lant. 'he constructions

of the outer har%our and teel $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 imhachalam 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 ankaram, 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. imilar situation e*ists in comparision with cities at international level.

1.+ CITY DEVELOPMENT ,TRATE&Y

reater Visakhapatnam unicipal /orporatiuon V/3 has prepared a /ity

6evelopment trategy /63 in 2005 to address the infrastructure and service delivery gaps

in with support and assistance from /ities #lliance. 'he o%(ective of /6 was to prepare and

implement a strategy for creating a stong and ro%ust economy with e!uita%le growth.

1. OBECTIVE, AND ,COPE OF CDP

'he overnment of )ndia has launched a ma(or programme viz., Hawaharlal Aehru

Aational 8r%an =enewal ission HAA8=3, for promoting reforms and investments for

select ; cities. Visakhapatnam is one of the eligi%le cities under the scheme. 8nder

HAA8=, it is mandatory to prepare a /ity 6evelopment $lan through a participatory and

consultative process. #ccordingly, V/, along with other key stakeholders, prepared the

/6$ %ased on the /ity 6evelopment trategy 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 V86#3 has prepared the aster plan

for V= and zonal plans for 5 ur%an centers keeping 2021 in perspective, and also the

proposed developments in the region like angavaram $ort, pecial Economic Gone EG3,

$harma /ity, #pparel $ark, )ndustrial development, Education, <ealth, <ousing L 'ourism

etc., )n the current transportation study, aster $lan for V= perspective M 2021 6raft final

report3 is taken as reference.

'he aster $lan was revised in 20020 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 uggest 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 &ROTH

'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, hip ?uilding /entre, and 6ivision Aavel <ead Nuarters

of the outh 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 V= is growing at a considera%le rate and that V))&A

2020 will lead to a further concentration of activities ultimately resulting in population growth

and ur%an e*pansion. 'he V= population 22.02 lakhs according to /ensus 2001 has shown

a decreasing trend in the population growth rate when compared to 1>1 1 growth rates.

'he decadal population growth rate of V= is presented through 'a%le 1..

Ta2# 1. $opulation growth in V=

Ya!P"p*#ati"n

3in Lakhs4

In(!as in P"p*#ati"n

3in Lakhs4

D(a5a# $!"6th !at 3in

P!(nta$4

1;1 >.20

1>1 .0 2.> >.5 B

1:1 [email protected] @.15 @1. B

11 1:.:2 @.>; . B

2001 22.02 .20 1>.0 B

Source: VUDA



Growth of Population in VMR (1961 -2001)

9.9

7.2

14.05

18.82

22.02

0

5

10

15

20

25

1961 1971 1981 1991 2001

Year of reference

T o t a l P o p

u l a t i o n

i n

L a k h

Population

Fi$*! 1. rowth of $opulation in V= 1;1 M 20013

'he population ratio of 8r%an to =ural areas, which was a%out e!ual in percentage in

the 1;0"s has gradually changed to >5I25 ratio in the present times, which is a clear

indication of the shift or3 changing trends i.e., rural population migration to the ur%an areas.

'a%le 1.@ shows the ur%an and rural population growth in V=.

Ta2# 1./ 8r%an L =ural $opulation rowths in V=

Ya! U!2an P"p*#ati"n inLakhs 374

R*!a# P"p*#ati"n inLakhs 374

1;1 .@@ @>.>:3 .>; 52.223

1>1 5.2152.;3 @.; @>.>3

1:1 :.: ;.13 5.1: ;.:>3

11 1.; >2.153 5.25 2>.:53

2001 1;.; >5.>3 5.O [email protected]

?ased on /ensus of )ndia and trends

OEstimated

Source: VUDA

'he 8r%an Docal ?ody 8D?3 presently with an e*tent area of 50 !. 9m is having

>2 wards and @>2 num%er of notifiedKnonnotified slums with the slum population a%out ;.0

lakhs. Visakhapatnam /ity with its [email protected]> lakh population %y 2001 has shown an elevated

growth of :.:0 B during the period 112001. 'he decadal population growth of vizag city

is presented in the 'a%le 1.5.



Ta2# 1.8 6ecadal $opulation rowth in Visakhapatnam /ity

Ya!P"p*#ati"n

3in Lakhs4

In(!as in P"p*#ati"n

3in Lakhs4

D(a5a# $!"6th !at

3in P!(nta$4

151 1,0:,0@2 1;1 2,11,50 1,0,0: 5.;2

1>1 ,52,50@ 1,@1,15@ ;;.>

1:1 5,;5,21 2,12,:1> ;0.>

11 >,52,0> 1,:;,>1; .0

2001 1@,2>,52 ;,>5,15 :.:0

Source: GVM

8r%an 6evelopment #uthority Visakhapatnam etropolitan =egion3 has a

(urisdiction of 1>21 s!uare kilometers and covers a population of 22.02 lakhs. 'he V=

population is e*pected to reach at @.@ lakh %y 2021 and 8r%an agglomeration reater

Visakhapatnam3 is estimated to reach 20. lakh, which is ;0.: B of the total population in

V= %y 2021.and overall population growth if census according to 2011 is as follows

Ta2# 1.0

$opulation @2::11

ales 21@0:>2

7emales 21@>2@1

rowth1120013 150;B

=ural 101@>

8r%an 50:

cheduled caste population 2121

cheduled tri%e population 55>5>2

1.9 VEHICLE &ROTH

#ccording to official records a%out 5.0 lakh vehicles are currently plying on the roads

of the V=. 'otal vehicular strength in Visakhapatnam district up 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. ummary of registered motor vehicles including

freight carriers and all other types of vehicles3 pertaining to ur%an area is as followsI



Ta2# 1.9 Ya!#' R$ist!5 Vhi(#s in Vi:a$

/ategory 2001 2002 200 200@ 2005 2011

otor cycle

2 wheeler315@: 1>:1@ 1>5@ 2115: 2@0 52>@

otor cars L

(eeps@ wheelers3152:5 1>>5> 20;0 2511 2>0;5 >@;5

#utos :51 11>1: 1212 1@>>1 2;1

#$='/ 50: 50 @1 @5 521 ;2

'he statistics clearly shows an increased growth rate of 'wo Wheelers 1@.;@B3,

Wheelers 5;.;B3, /arsKHeeps 15.01B3, D/Vs @0.0B3, and </Vs 5>.;>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 aster $lan 2021, average fleet size of %uses is >>; no"s, which makes :@ trips and

carries on an average @.15 km length of passengers per day.

1.; TRAN,PORTATION ,CENARIO

'he Engineering wing of reater Visakhapatnam unicipal /orporation V/3 is

responsi%le for construction and maintenance of the road infrastructure other than $ort,

V86#, =L? and A<#) roads3 in the /ity. #%out 1000 9ms total length of =oads are under

unicipal /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". Pa!ti(*#a!sE<istin$ 3+==04

3In >ms4

P!"p"s5

3In >ms4

1. W? =oads 10: 9m

2. ?' =oads 51; 9m 110 9m

. // =oads 1:0 9m

@. Earthen =oads 20 9m

T"ta# 1==9 >m 11= >m

Source: GVMC

/urrent /ity =oad 6ensity is 1. 9mK!. 9mJ >0.5; 9mKDakh population. #fter

completion of the proposed road network, the road density will increase up to 2.1 9mK !.

9m. Visakhapatnam is endowed with a good transportation system. 'he Aational <ighways

5 L @3 runs through the region and connects important places of the city and district. 'he



region is on the olden Nuadrilateral of A<6$. Aational <ighway Ao. 5 /hennai M <owrah

'otal length of 101@ km33 is passing through #nakapalli and Visakhapatnam. Aational

<ighway Ao. @ =aipur M unki M alur M a(apathinagaram Vizianagaram =oad3 linked to

A.<5J northwards connects the Vizag city with Vizianagaram. tate <ighways < : L 3

also passes through the city, which connects the city towards Aorth to 9irandol .<. 3 and

tangential link .<. :3 connects #nakapalli M $endurthi M #nandapuram M ?heemili.

'ogether these roads form the arterial road network of V=, also opening three ma(or

corridors of potential development towards West #tchutapuram L $arawada areas3 of < >

Elamanchili M a(uwaka section3, Aorth adhurawada3, and Aorth East ?heemili3 of

Visakhapatnam.

1.? PROECT 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 adhurvada 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

) and =emote ensing techni!ues.

1.1= OBECTIVE,%

a3 Vizag is a fast developing port city, /onsidera%le economic activities

o%served due to

• E*isting port



• ood network of A< networks

• teel plant, and

• 8pcoming angavaram port, etc., have led to increase traffic within

city corporation limits. 6evelopment works for road widening are in

progress

%3 any (unctions have already reached the capacity limits

1.11 ,COPE OF ,TUDY%

1 . 'raff ic improvement on s tat ion road us ing ) and = techni!ues %y

studying traffic at various (unctions

2. $ro(ect area covers 10 ma(or in tersect ions in the ci ty

. )mportant (unctions are on sir ipuram M stat ion road a*is

P # sil me tta (unc tion

P ='/ (unction

P angam sarat

P iripuram

@ . &th er (un ct io ns

P H aga da m%a ( unc tion

P addilapalem

P A#6 (unction





CHAPTER-II

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





+.+ +. TRAFFIC AND TRAN,PORTATION

+.1. C*!!nt ,it*ati"n

'he city"s importance and ranking interms of economic development,

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 A<3 network and the tate <ighways

connect the city area to the vast hinterland. #round >.:: B of the total area is covered %y

roads, 2.1B %y railways and 0.:5B %y the $ort authorities. ore 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 tation =oad and

Aational <ighway and the )ndustrial. 'he A<5 and A<@ pass through the city and connectthe 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.

any agencies are involved in supporting and facilitating traffic and transportation

mechanism in Visakhapatnam. $rovision of road infrastructure is done %y V/ 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 #$='/. '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!a# Dman5

ultiwheeled transport vehicles with heavy cargo plying %etween the important

corridors steel 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 V/ 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

V/ 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

0

5

10

15

20

25

30

1981 19991 2001 2006

K m p e r h o u r

Averae !pee"

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



+./. Visakhapatnam R"a5 Nt6"!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 tothese 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 connecting /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 tate 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. Vhi(*#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 :5.00B3 are 2wheelers, 0.2> lakh motor cars .@B3, 0.1@ lakh wheelers

5.1B3, 0.05 lakh 0.1: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 #$='/ %uses and noncoverage 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 compoi!ion

Cat$"!' +==1 +==+ +== +==/ +==8

otor /ycles

2Wheelers315,@: 1,>:,1@ 1,>,5@ 2,1,15: 2,@,0

otor /ars L

Heeps @ Wheelers3152:5 1>>5> 20;0 2511 2>0;5

#utos :51 11>1: 1212 1@>>1

#$='/ 50: 50 @1 @5 521

Source: A" Tranpor! and A"S#TC$ Via%hapa!nam

#ll these vehicles are plying on a near static road length of @20 km in V/ area

resulting enormous strain on the road network and leading a situation of endless transportation

gridlocks.

+.0. P*2#i( T!ansp"!t ,'stm

$u%lic 'ransport ystem $'3 in Visakhapatnam is primarily road%ased %us transport.

#$='/ %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 inistry of 8r%an 6evelopment, o).

Table 2.&: Share o' "ublic Tranpor!

,#. N".Cit' 6ith P"p*#ati"n in

Mi##i"ns

Dsi!5 ,ha! "@ P*2#i(

T!ansp"!t 374

1 0.1 M 0.5 0@0

2 0.5 M 1.0 @0 M 50

1.0 M 2.0 50 M ;0

@ 2.0 M 5.0 ;0 >05 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 A8'$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

$' may not %e a%le to keep its present mode share under the current scenario unless pro



A#tual Mo"al !harepu+lic transport

20,

paratransit

15,pri!ate

65,

$en#hmar%

pu+lic

55,

pri!ate

45,

Figure 2.2: Modal Spli!

active policy changes in favour of pu%lic transport are implemented and complementing them

with improved the $' infrastructure. 'he A8'$ 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

visQvis pu%lic transport, etc.-

+.0.1. B*s T!ansp"!t

/urrently, the city division of #$='/ is operating its services in a%out 1> sectors in

%etween cindia to #nakapalli, addipalem to 9urmannapalem, &ld a(uwaka to /ollectors

&ffice, #rilova to &<$&, =9 ?each to imhachalam, and &<$& to adhurwada etc. 'he

total num%er of passengers travelled in #$='/ services are a%out 2. 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 levelofservice offered %y the %us

system is severely limited %y the heavily congested roadnetwork. 'his manifests in a

situation where the %us system is una%le to cater to the peak hour passenger demand, resulting

in overcrowded %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.



+.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 0B 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 Via%hapa!nam

A((i5nt T'p +==1 +==+ +== +==/ +==8

7atal 1:1 1;: 20 2 221 percentage 15.0@B 1.>B 15.1B 1>.1B 1;.1B

)n(ured 1022 1055 11 115: 11@

percentage :@.;B :;.B :@.B :2.B :.:>B

Ao. of accidents 105@ 110; 10> 12 @

Source : A" Tranpor! and A"S#TC$ Via%hapa!nam

Ke& '((ue( an" )hallene(

#trea'linin" the hea!- car"o transport.

nstitutional accounta+ilit-

/eclinin" #hare of Pu+lic Transport resultin" in traffic 'enacean$ en!iron'ental $e"ra$ation.

nte"ration of lan$use plan an$ transportation plannin".

na$e0uate 1oa$ nfrastructure 2 narro3 carria"e3a-s4 5unctions4si"na"e4 traffic 'ana"e'ent4 etc.

#afet-

Lack of a3areness an$ non6co'pliance of the co''uters totraffic re"ulations.

181 168203

239 221

1022

1055

1139 1158 11491203 1223

13421397

1370

0

200

400

600

800

1000

1200

1400

1600

2001 2002 2003 2004 2005

,ear

A##i"ent( in Vi(a%hapatnam

fatal inure$ Total



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

+.;.1. Visi"n

M'!!'*To pro!i$e safe affor$a+le cofrien$l- spee$- Transport #-ste' as per

stan$ar$s lai$ $on +- ational "encies.

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

!isitors.

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

#atisfaction

V'!'* 0)M/- 1e$uction of a!era"e

co''ute tra!el ti'e

an$ increasin" a!era"e

tra!el spee$

V'!'* 0)M/- 2ncreasin" safet-

$./)0'V/ - 2fficient Transport

:ana"e'ent

V'!'* 0)M/-1ncreasin" 'o$e split

V'!'* 0)M/-2Parkin" con!enience

an$ price

$./)0'V/ - Protectin" the it-;s

n!iron'ent

V'!'* 0)M/-1e$uction in air an$

oise pollution

V'!'*'*G

V'!'* 0)M/- ccessi+ilit- for

$isa$!anta"e$ people

inclu$in" chil$ren

V'!'* 0)M/- 3e$uction of portion of

househol$ +u$"et

$e!ote$ to

transport cost

V'!'* 0)M/-ncrease per capita

Lan$ $e!ote$ to

Transportation facilities

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



&!"6th Path

TRAFFIC AND TRANSPORTATION

RA44' A*6RA*!PRA'* RR/* R/A7',

< :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 totraffic cost

< 8o(less parkin" < .na$e0uate 3i$ths

2008AG! 2008 2009 2012 2018

6/V/7PM/*

P7A* (6P) 2008 - 09 6/V/7PM/*

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

P7A* (6P) 2012 - 18

!!A'*A$7/ GR:5 PA5

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

7*G /RM 6/V/7PM/* 4RAM/:RK (764)

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

RA44' A*6RA*!PRA'*

V'!'* < < < < < <

.**RM 'M/ 4RAM/

'!'* < 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 totraffic cost

< $e0uate parkin" < $e0uate 3i$ths

1. GROWTH PATH



Table 2.*: Goal$ Service +u!come 'or Di''eren! ,ori-on ear

Visi"n In5i(at"!sTim F!am

+==8-=0 +=11 +=10 +=+1

=oad Aetwork as B of

'otal #rea;B 1B 1;B 1>B

#ccessi%ility to the dis

advantagedK physically

challenged

$ilot pro(ects

completed

'his factor

included in

all new 'L'

pro(ects

'his factor

included in all

new 'L'

pro(ects

hare of $u%lic 'ransport 20B 25B @0B 55B

=ail transport as share of

total pu%lic transport K

='

0B B 10B 25B

#verage peed kmKh 15 20 25 25

idewalks length to 'otal

road lengthB

@0B of the

re!uirement

>0B of the

re!uirement

0B of the

re!uirement

=oad accidents @=educed %y

25B

=educed %y

50B=educed %y >0B

8sage of alternative fuels$ilot

initiated15B 25B @0B

Environmental 8pgradation

&R, A&*, '$ levels3

Within

accepta%le

limits

Within

accepta%le

limits

Within

accepta%le limits



+.;.+. ,t!at$is

,t!at$is @"! P#annin$ R@"!ms an5 Instit*ti"na# ,t!n$thnin$

Con!i!u!ion o' Grea!er Via%hapa!nam Tranpor! Au!hori!/ 0GVTA

'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.

Comprehenive Tra''ic and Tranpor! S!ud/ 'or !he en!ire GVMC #egion'his strategy is aimed to come out with sustained solutions for the entire V/ 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 Tranpor!a!ion Managemen! uing G..S. and G"S Technologie

8se of lo%al $ositioning ystem $3, 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.

Diincen!iviing !he priva!e !ranpor! 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 Tranpor!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 A8'$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. uch 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 V/.

Imp!" th ,ha! "@ P*2#i( T!ansp"!t

ncreaing !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.

n!roduc!ion o' M#TS:

)t is proposed to study and introduce =' ass =oad 'ransport ystem3 in selected

corridors of the /ity to ease the congestion.



Btt! T!ansp"!t In@!ast!*(t*!

S!reamlining$ regulariing !he heav/ cargo !ranpor!

pecific 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 150unmanned. ?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 V/ 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 /&&' 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 paratransit vehicles at ma(or trip attraction centres %y

provision of suita%ly designed paratransit hu%s. #s many as 25 locations have %een identified

to implement this scheme. imilarly 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. uch a plan will have dual %enefits of providing alternate routes and also help in nonencroachment 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, roadwidening 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

roadwidening 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 Tranpor!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

C"mp"nntInsti

t*ti"nA(tiit' Y1 Y+ Y Y/ Y8 Y0 Y9

P#annin$

R@"!ms an5

Instit*ti"na#

,t!n$thnin$

8D?

/omprehensive 'raffic L

'ransportation tudy for entire

V/.

P P

o#$

/onstitution and

&perationalisation of reater

Visakhapatnam 'ransport

#uthority V'#3

P P P P P P

tate

ovt

=ing fencing #$='/,

=ailwaysP P P P P P

8D?

'ransport #ssets and utilities

mapping using .)..

'echnology

P P P P P

8D?,

$olice

dept.

'raffic and 'ransportation

anagement using .).. and

.$.. technology

P P

8D?,

$olice

dept.

6esign and )mplementation of

)E/ campaign for improved

traffic awareness

P P P P P P

8D?

/apacity %uilding initiatives for

%etter traffic managementP P P P P P

)ntroduce congestion pricing for

private sector during peak hours

P P P P P P

6ifferential parking fee P P P P P P

#uto restricted zonesK

pedestrianisationP P P P P P

urcharge for other stateK city

vehicles imposedP P P P P P

Btt! ,!i(

D#i!'

th!"*$h

imp!"5

sha! "@ P*2#i(

T!ansp"!t

3B*s MMT,

) MRT,3

#$='/ )ncreasing the %us fleet P P P

8D?,#$='/

$rovision of %us %ays in

identified locations including

signage

P P

ignage improvement at %us %ays to streamline %us and

passenger mo%ility

0B >0B :0B 5B 5B 5B

6evelopment of %us terminals P P P P P P

6edicated line for %us carriage way arterial and su% arterial roads3

urvey, Dand ac!uisition and

provision of %us %ays in feasi%le

locations #ppro*. 1503

P P

6evelopment of re!uired

infrastructure signage, signal

system, separators, etc.3

P P P



T!a@@i( an5 T!ansp"!tati"n ,(t"! - ,t!at$i( A(ti"n P#an 3+==8-+=1+4

C"mp"nntInsti

t*ti"nA(tiit' Y1 Y+ Y Y/ Y8 Y0 Y9

7ormulation and &perationalisa

tion of the dedicated lines B

completed of the total corridor

planned3

25B 50B >5B 100B

ULB$rovision of =' length in

km315

Imp!"5,a@t' ,!i(

5#i!' an5

C*st"m!

,atis@a(ti"n 2'

p!"i5in$

2tt!

in@!ast!*(t*!

6edicated corridors for heavy

cargo transport K streamlining

transport traffic

P P P P P P P

&VMC

trengthening e*isting roads %y

120 kmP P P P P P P

up gradation of important roads P P P P P P

Hunction )mprovements M 5

locations P P P

ignals 55 locations P P

7lyovers nos. P P P P P P

ignage and markings P

treet Dighting P P P P P P

$arking DotsK comple*es M 15

Aos.P P P P

8pgradation of ma(or link roads P P P

$arallel =oads, slip roads,

new links M 20 km

P P P

'ruck, $rivate ?us, $ara

'ransit, $arking Dots 20 AosP P P P

'ruck 'erminals M 2 Aos. P P P

=&?s L =8?s 2 Aos. P P P

Imp!"5

P5st!ian

Fa(i#itis

("m@"!t an5

sa@t'

ULB

#ccessi%ility to the

disadvantagedP P P P P P

$edestrianisation P P P

u%waysK 7o?s 5 Aos. P P P P

$edestrian crossings P P P P

Eni!"nmnta#

*p$!a5ati"n

RTA $hasing out 15 year old vehicles P P P P P P

APPCB

RTA

Effective monitoring and

pollution check

P P P P P P

RTA

T!a@@i(

P"#i(

)mpose %an the use of air horns

causing noise pollution

P

P P P P

Finan(

ULB

stat

$"tt

/onstitution of 8r%an 'ransport

6evelopment 7undP

DoansK?onds P P P P P P P

#nnuity ?ased arrangements P P P P P P



+.? T!a@@i( ) T!ansp"!tati"n%(it' instmnt p#an

+.?.1. P!"(t p!"p"sa#s Cit' Instmnt P#an

#s evolved in the /ity 6evelopment process, the following proposals have %een made

in the 'ransportation ector with an o%(ective to provide a safe, afforda%le, ecofriendly,

speedy transport system in the V/ area. 'he city investment plan is given in ta%le no. :.@

Mass Rapi5 T!ansit ,'stm 3MRT,4

#s already %rought out a%ove, creation of a relia%le, comforta%le, attractive, and

afforda%le $u%lic 'ransport ystem is the longterm solution for solving the traffic pro%lems

of a metropolis. 'hus, construction of etro =ail pro(ect ass =apid 'ransit ystem M

='3 is envisaged on the %usy traffic corridors to provide a high !uality mass transit

system.

$roposed to %e %uilt in $$$ $u%lic$rivate$artnership3 mode, under $hase)) and

proposed to cover the following traffic corridors in the city.

Table 2.7: "ropoed M#TS Corridor

,. N" P!"p"s5 MRT, C"!!i5"!Ln$th

3in >m.4

1. &ld $ost &ffice to <unumanthawaka :.002. #silmettta to Dankelapalem via a(uwaka 15.00

. /onvent Hunction to $endurthy 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 everincreasing 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 =' 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 '8$ consultants study for the flyover %y assisting in all the studies

carried out %y the a%ove said consultants.

V/ has envisaged improvement of traffic along station road across #silmetta, ='/

and angam arat (unction. 'hey have appointed Ks. '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. &neway 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 tation via #silmetta

(unction, ='/ comple* (unction, angam arat (unction.





)n this proposal, a unidirectional 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 unidirectional 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 5m!its "@ this p!"p"sa# a! as #ist5 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 angam

arat (unctions remain the same.



N"6 at Assi#mtta *n(ti"n%

/.1 DATA COLLECTION ) ANALY,I,

/.1.1 Fi#5 Insti$ati"ns

1. 'opographic survey conducted

• ap e*isting road width

• ?uilding lines

• &%structions

2. Hunction traffic counts survey

• #ccess present level of traffic

• 6istri%ution of traffic

. peed and delay studies

• peed 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• tation 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( Dtai#s

1. 'raffic concentrated mainly on station road2. E*isting daily traffic at

• #silmetta (unction I 1,1>,@00 pcu

• ='/ (unction I 1,2>,1@1

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

$ro(ect #reaI

9

10

2625

24

46

23

22

21

19

28

11

29

47

53

33

97

1

32

50

48

49

51

3127

30

8

RLY STATION J N.

THACHETTI PALEM JN.

MARKET JN.

LAXMI ROAD J N.

ALLIPURAM JN.

CONENT JN.

MANORAMA J N.

!HA"AT SIN"H ROAD JN.

DA!A"ARDEN JN.

AM!EDKAR J N.

RED NAM JN.

TO#N POLICE STATION JN.

RAMNA"AR JN .

SIRIPURAM JN.

SEEN HILLS JN.

#OMEN COLLE"E J N.

R.K !EACH JN.

COLLECTORS O$$ J N.

SURYA !HA" J N.

LEELA MAHAL J N.

DOLPHIN HOTEL JN.

POORNA MARKET JN.

AN COLLE"E JN.

ALLIPURAM COLONY

OLD POST O$$ICE JN.

JA"ADAM!HA JN.



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

H8A/')&A$E#9 '=#77) /,

$/8K<= $E#9 <&8=

)=)$8=# ;2 1:I@51I@5

#)DE''# 0I@510I@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 FLO DIA&RAM

1604 3438

RAMA A7K'/!

1225 1919 294

R

476 94 !'R'PRAM

2450 A!//7M/A 1732

1341 .*'* 1155

3314 1387

633 138

934 1034 97

.AGAAM$5A

2065 2690

=>LT# :L #T?)T =##? L>T ?)T @A? T=TL

T 1.39 1.77 0.39 0.13 0.78 4.46

:TL&# 2.57 0.37 0.26 1.21 0.12 4.53

#PB: 2.22 0.84 1.08 1.41 0.01 5.56C?/:D) 1.19 1.92 0.49 0.10 0.06 3.77

7.37 4.90 2.23 2.86 0.96 18.32

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

1. 'raffic composition

• 'Kw, auto M >B

• /ar, D/V M 1B

• ?us, mini %us ;B

2. 'raffic congestion in the corridor due to

• &n street parking

• <aphazard pedestrian movement

• ?us traffic M to L from ='/





/. T!a@@i( Imp!"mnt Opti"ns%

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

H8A/')&A '=#77)/ )A '=#77)/ &8'

#)DE''# H8A/')&A

=## '#D9)E

'& )=)$8=#

0 )=)$8=# '&

=##'#9)E

2

=## '#D9)E

'& H##6#?#

5 H##6#?# '&

=## '#D9) E

25

=## '#D9)E

'& ='/

2; ='/ '& =##

'#D9)E

5

'=#77)/,A&- :5 :0

1. &AE &7 '<E '=#77)/ )$=&VEEA' E#8=E

• EDEV#'E6 =&#6

• #A 8A6E=$#

• 8=7#/E DEVED )$=&VEEA'

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

• '=#77)/ H8A/')&A /&8A'

• )A#D 6ED#F

• '=#VED ')E

• &=))A 6E')A#')&A $#''E=A



/./ ,*2 a' 3Un5! Pass4 at Assi#mtta *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 20km $endurthy to 6warakanagar ?=' corridor %eing e*ecuted at a cost of

=s.222 crores. 'he 1100m flyover from #silmetta to 6= &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 tatue 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 Fshaped su%way, a ;0m 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 00

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.

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*i!mnts "@ ("n(!t mi< 5si$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 a*imum watercement ratio andKor ma*imum cement content to give ade!uate

dura%ility for the particular site conditions

d3 a*imum cement content to avoid shrinkage cracking due to temperature cycle in

mass concrete.

T'ps "@ 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 cementaggregate 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 cementaggregate ratio %y volume3 vary widely in strength

and may result in under or overrich mi*es. 7or this reason, the minimum compressive

strength has %een included in many specifications. 'hese mi*es are termed standard mi*es.

) @5;2000 has designated the concrete mi*es into a num%er of grades as 10, 15,

20, 25, 0, 5 and @0. )n this designation the letter 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 10,

15, 20 and 25 correspond appro*imately to the mi* proportions 1II;3, 1I2I@3,

1I1.5I3 and 1I1I23 respectively.

. Dsi$n5 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 prescri%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!ssi 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 watercement 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 fullycompacted concrete is inversely proportional to the watercement ratio.

+. "!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 watercement 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 watercement 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.



) @5;I2000 and ) 1@I1:0 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

watercement 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 aggregatecement 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. *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 5si$nati"ns

'he common method of e*pressing the proportions of ingredients of a concrete mi* isin 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 watercement ratio is usually

e*pressed in mass



Fa(t"!s t" 2 ("nsi5!5 @"! mi< 5si$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.

• a*imum nominal size of aggregates to %e used in concrete may %e as large as possi%le

within the limits prescri%ed %y ) @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

Where 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.

@. elect the water content, for the re!uired worka%ility and ma*imum size of aggregates

for 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 watercement 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 1m3 minus the volume of entrapped air

c T specific gravity of cement

W T ass 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

f a, /a T total masses of fine and coarse aggregates, per cu%ic metre of concrete,

respectively, kg, and

fa, ca T specific gravities of saturated surface dry fine and coarse aggregates,

respectively

. 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 20ft3high 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 1012.5 crore 100 125 illion3 liters. )f we take 6elhi"s average rainfall, then

over the year, this area alone would hold appro* @050 crore @00500 illion3 litres of

water

HY 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

whose 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

/#'/<EA' 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 water 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, plannerswill need to look %eyond the underpass and plan for catching runoff from the catchment area

for the underpass itself.

23 =ainwater <arvesting M #ll along the 1.5 km stretch, may%e perhaps more analysis 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 +waterlog- 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 <&8D6 ?E #A )A'E=#D $#=' &7 '<E 6E)A)A

W)'< )A'E=#'E6 E77&=' 7=& #DD #EA/)EI 6rainage and Water <arvesting

planning to %e done %y agencies in coordination. 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 cooperation K interface with authorities

managing that catchment area roads and drainage. o 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 F'E <&8D6 ?E #6E $#=' &7 '<E'&= W#'E= 6=#)A#E F'E. /urrently, since =W< is seen as an adhoc

activity, it is largely unplanned and ade!uate provisions for maintenance M ?&'< &7

'=8/'8=E #A6 /#'/<EA' M are not made. =W< systems should %e integrated

with torm 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 Rs* #t s an5 C"n(# *s i"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

• 8nidirectional 2 lane underpass from rama talkies road at #silmetta (unction to

='/ comple*

• 8nidirectional 2 lane underpass from ='/ comple* at ='/ (unction to

dwarakanagar

• Travel Time #educed 3/ #ama Tal%ie road 3e!5een G.V.M.C +FFC8 And

Sangam Sara! 4unc!ion



8.+ C"n(#*si"ns

8nderpass relieve traffic congestion• u%stantial reduction in traffic

• ignal free movement

• =educed travel time to K from station

8.+.1 Bn@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. Vhi(# "p!ati"n ("st 3VOC4

+. I5# @*# C"ns*mpti"n 3IFC4

. Va#* "@ Tim 3VOT4

/. ,t"pp5 D#a'

8. M"nta!' ,ain$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

=?) 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. ince the pro(ect returns are at least

10 percent /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!in$- *st")>hanna

+. F!"m &VMC

. F!"m R.T.O O@@i(

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