8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 1/65
CHAPTER-I
INTRODUCTION
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 2/65
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 $lan with a focus on service delivery improvements and comprehensiveand citywide slum upgradation. #dministrative taff /ollege of )ndia is assigned for the
purpose with the assistance of /ities #lliance.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 3/65
1.1.1 Visakhapatnam Mt!"p"#itan R$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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 4/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 5/65
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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 6/65
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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 7/65
• =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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 8/65
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$4
1;1 >.20
1>1 .0 2.> >.5 B
1:1 [email protected] @.15 @1. B
11 1:.:2 @.>; . B
2001 22.02 .20 1>.0 B
Source: VUDA
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 9/65
Growth of Population in VMR (1961 -2001)
9.9
7.2
14.05
18.82
22.02
0
5
10
15
20
25
1961 1971 1981 1991 2001
Year of reference
T o t a l P o p
u l a t i o n
i n
L a k h
Population
Fi$*! 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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 10/65
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
$opulation @2::11
ales 21@0:>2
7emales 21@>2@1
rowth1120013 150;B
=ural 101@>
8r%an 50:
cheduled caste population 2121
cheduled tri%e population 55>5>2
1.9 VEHICLE &ROTH
#ccording to official records a%out 5.0 lakh vehicles are currently plying on the roads
of the V=. 'otal vehicular strength in Visakhapatnam district up to 20053 was recorded as
@, ;@,>:0 vehicles and 2, ;,;@; vehicles were recorded in Visakhapatnam /ity, which is
5;.>2B of the total vehicles strength of the district. Fearly registered classified vehicles
information is presented in #nne*ure 1.1. ummary of registered motor vehicles including
freight carriers and all other types of vehicles3 pertaining to ur%an area is as followsI
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 11/65
Ta2# 1.9 Ya!#' R$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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 12/65
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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 13/65
• 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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 14/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 15/65
CHAPTER-II
TRAFFIC ) TRAN,PORTATION ,Y,TEM IN VI,A>HAPATNAM
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 16/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 17/65
+.+ +. 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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 18/65
'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.
$eak hour flows on ma(or travel corridors carry heavy and high traffic volumes. 'he
mi*ed traffic conditions present additional pro%lems in maintaining lane discipline and hence
the lane capacities are far less than those o%served in car traffic flows. 'his has resulted in the
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 19/65
reduction of average speeds of the vehicles over a period of time. 'he present average speed
is (ust 15 km per hour and it is still likely to reduce if there is no improvement in the situation.
Figure 2.1: Vehicular Average Speed
0
5
10
15
20
25
30
1981 19991 2001 2006
K m p e r h o u r
Averae !pee"
!era"e #pee$ %&'()r.*
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 20/65
+./. 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 #$='/ %uses and noncoverage of su%ur%an
train services is one of the reasons for the growth of private vehicles. &verall, there is an
attitudinal shift of people to use private vehicle rather than pu%lic transport.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 21/65
Table 2.2: Annual Vehicular compoi!ion
Cat$"!' +==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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 22/65
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 $ara transit modes providing convenient accessi%ility.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 23/65
+.9. T!a@@i( an5 T!ansp"!t ,a@t'
'he transport safety is the important component of traffic and transportation
mechanism. #%out 10B of the accidents were fatal and remaining 0B were in(urious. )t was
o%served that a%out @0B of the accidents occurring in the city involve pedestrians as the
victims. 'his can %e attri%uted to the poor pedestrian facilities in city road network the fatal
accidents involving pedestrians were o%served to occur during the road crossings. )t was
o%served that the ma*imum accidents occurred. 'he num%er of accidents that occurred in the
last decade is given %elow.
Table 2.(: )umber o' Acciden! in Via%hapa!nam
A((i5nt T'p +==1 +==+ +== +==/ +==8
7atal 1:1 1;: 20 2 221 percentage 15.0@B 1.>B 15.1B 1>.1B 1;.1B
)n(ured 1022 1055 11 115: 11@
percentage :@.;B :;.B :@.B :2.B :.:>B
Ao. of accidents 105@ 110; 10> 12 @
Source : A" Tranpor! and A"S#TC$ 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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 24/65
+.; 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/ $./)0'V/!
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 25/65
&!"6th Path
TRAFFIC AND TRANSPORTATION
RA44' A*6RA*!PRA'* RR/* R/A7',
< :ore tra!el ti'e < Less tra!el spee$ < :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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 26/65
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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 27/65
+.;.+. ,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 $3, a satellite %ased positioning and navigation
technology, will help track the position of the pu%lic transport vehicles from a central
location. 'his data is very useful in assessing the performance of the services offered. 'he
same data can %e %eamed %ack to the electronic information %oards at %us stops that will
display information on the location of the %usses and the e*pected arrival time. 8se of such
service has additional %enefits in tracking the traffic conditions on the roadways, delays at
intersections, passenger demand, as well as immediate notification to the control centre in
case of accidents, all without any involvement of the driver or conductor. 'his strategy will
also improve the share of pu%lic transport.
Diincen!iviing !he priva!e !ranpor! during pea% hour
6isincentivicing the use of private vehicles during peak hours and in the /?6s is one of
the key strategies to address the pro%lems of traffic congestions and delayed (ourneys and
improve the pu%lic transport as well. /ongestion pricing during peak hours, differential
parking fee, pedestrianisation, and surcharge on vehicles %elonging to other citiesK regions,
etc. are some of the strategic disincentives.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 28/65
,t!at$' @"! 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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 29/65
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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 30/65
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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 31/65
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
#$='/ )ncreasing the %us fleet P P P
8D?,#$='/
$rovision of %us %ays in
identified locations including
signage
P P
ignage improvement at %us %ays to streamline %us and
passenger mo%ility
0B >0B :0B 5B 5B 5B
6evelopment of %us terminals P P P P P P
6edicated line for %us carriage way arterial and su% arterial roads3
urvey, Dand ac!uisition and
provision of %us %ays in feasi%le
locations #ppro*. 1503
P P
6evelopment of re!uired
infrastructure signage, signal
system, separators, etc.3
P P P
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 32/65
T!a@@i( an5 T!ansp"!tati"n ,(t"! - ,t!at$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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 33/65
+.? 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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 34/65
CHAPTER-III
METHODOLO&Y
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 35/65
.= 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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 36/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 37/65
)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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 38/65
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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 39/65
@. &rigin M destination studies
• 'raffic movement pattern
• 6esired path
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 40/65
/.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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 41/65
/.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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 42/65
/.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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 43/65
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 ='/
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 44/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 45/65
/. 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 =
• #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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 46/65
/./ ,*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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 47/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 48/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 49/65
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 50/65
construction along with its strength was ensured in its construction.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 51/65
'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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 52/65
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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 53/65
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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 54/65
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$$!$at
)n general, larger the ma*imum size of aggregate, smaller is the cement re!uirement for
a particular watercement ratio, %ecause the worka%ility of concrete increases with increase in
ma*imum size of the aggregate. <owever, the compressive strength tends to increase with the
decrease in size of aggregate.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 55/65
) @5;I2000 and ) 1@I1:0 recommend that the nominal size of the aggregate
should %e as large as possi%le.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 56/65
8. &!a5in$ 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
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 57/65
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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 58/65
>. /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. $repare trial mi*es with suita%le ad(ustments till the final mi* proportions are arrived at.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 59/65
/.8 D!aina$ 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,
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 60/65
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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 61/65
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,
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 62/65
@. $roposalI
• 8nidirectional 2 lane underpass from rama talkies road at #silmetta (unction to
='/ comple*
• 8nidirectional 2 lane underpass from ='/ comple* at ='/ (unction to
dwarakanagar
• Travel Time #educed 3/ #ama Tal%ie road 3e!5een G.V.M.C +FFC8 And
Sangam Sara! 4unc!ion
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 63/65
8.+ C"n(#*si"ns
8nderpass relieve traffic congestion• u%stantial reduction in traffic
• ignal free movement
• =educed travel time to K from station
8.+.1 Bn@its
#mong various improvement options considered for improvement, the option of
constructing a flyover and two vehicular under passes one at ='/ and other at #silmetta
(unctions is selected. 'he %enefits due to improvement scheme is %riefly discussed and
!uantified in the su%sectionsI
'he estimated %enefits for the study area during peak hour have %een calculated to the
average hour values and further to the 2@ hour period values considering the hourly
distri%ution of traffic.
1. Vhi(# "p!ati"n ("st 3VOC4
+. I5# @*# C"ns*mpti"n 3IFC4
. Va#* "@ Tim 3VOT4
/. ,t"pp5 D#a'
8. M"nta!' ,ain$s
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 64/65
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.
8/12/2019 Report - Revised
http://slidepdf.com/reader/full/report-revised 65/65
Bi2#i"$!aph'%
1. Hi$h6a' En$in!in$- *st")>hanna
+. F!"m &VMC
. F!"m R.T.O O@@i(