International Journal of Pure and Applied Mathematics Volume 116 No. 19 2017, 593-599 ISSN: 1311-8080 (printed version); ISSN: 1314-3395 (on-line version) url: http://www.ijpam.eu Special Issue ijpam.eu

ANALYSIS OF TRAFFIC AND MANAGEMENT AT INTERSECTION

1R.Chitra, 2M.P.Chockalingam 1Asst Professor, Department of Civil Engineering, BIST, BIHER, Bharath University, -73 2Adjunct Faculty, Department of Civil Engineering, BIST, BIHER, Bharath University, Chennai-73 [email protected], [email protected]

Abstract: To study the traffic volume at a four legged may be offset from each when reaching an intersection, intersection and analyse the traffic characteristics of the even though both ends may be considered the same street intersection suggest alternatives for intersection [2] improvement To provide better management solution for traffic congestion and to suggest solutions focussed on 2. Problems at Intersection sustainability in the long run. As long as each vehicle moves in its own lane without 1. Selection of Study Area getting in the way of another vehicle, travelling is smooth. But travel is not all in the same direction. Our The Chennai Metropolitan Authority (CMA) consists of chosen line of traffic often must cross the paths of other the Municipal Corporation of Chennai and its adjoining vehicles, and that's when trouble comes—the intersection areas and 8 Municipalities. There are 244 settlements problem. [3] located within the CMA boundary of Chennai. Majority ➢ The intersection faces traffic congestions during peak of these developments occur within 5-6 km hours. distance from major road networks or rail networks. The ➢ Accidents take place due to no safety improvements city has three major corridors along the North, South and at the intersection. West directions apart from which there are few more ➢ Due to traffic congestions the intersection gets arterial roads. Also there are 3 rail networks running in polluted and leads to irritation, waste of time, mental the above said three directions. The above factors have stress etc. led to the development of numerous peri-urban Users should approach each intersection with an attitude settlements, distributed around these major corridors. of courtesy and the knowledge and skill to take the Kovilambakkam junction was chosen as a study area due crossing in proper turns without incident.[4] to its high growth rate and traffic congestion. Apart from which, it is located in one of the important corridors in 3. Methodology the south of Chennai. [1]

1.1 Shows the Aerial photograph of Kovilambakkam Intersection Characteristics of Kovilambakkam ( as per 2001 census)

Description of Units Characteristics Population 9277 After establishing the need for the study, the objectives Number of households 2145 were formulated for carrying out the study. Kovilambakkam intersection was chosen because of its Four armed intersections are the most common, because high growth rate of population , flow of traffic and they usually involve a crossing over of two streets or development of area . [5] roads. In areas where there are blocks and in some other cases, the crossing streets or roads are perpendicular to each other. However, two roads may cross at a different angle. In a few cases, the junction of two road segments

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3.1 Data Collection and Traffic Analysis 3.2 Primary Data

One of the important functions of a traffic engineer is to Traffic Volume Count : One of the fundamental organise and implement various services and studies measures of traffic on a road system is the volume of aimed at collection of data pertaining to traffic [10] traffic using the road in a given interval of time. It is also characteristics. Such study include origin and termed as flow and it is expressed in vehicles per day. destination survey, volume count, speed , travel time and [6]When the traffic is composed of a number of types of delay measurements, accident statistics, parking vehicles it is the normal practice to convert the flow into characteristics, pedestrian behaviour and use of streets, equivalent passenger car per unit (PCU), by using certain capacity studies , economic loss caused by inferior traffic equivalency factors. The flow is then expressed as PCUs facilities etc.[11] per hour or PCUs per day [7]

Hour Car Auto bus truck Two wheeler cycle 5.30-5.45 83 18 15 45 152 53 5.45-6 78 26 21 46 176 51 6-6.15 89 37 16 52 242 57 6.15-6.30 102 48 18 51 265 59 6.30-6.45 120 48 13 56 274 44 6.45-7 114 47 21 47 295 44 TOTAL 15773 4984 1480 4497 47392 4947

3.2.1 Passenger Car Unit (PCU) Behind this practice is that different types of vehicles In British practice it is usual to express capacity in terms offer different degrees of interference to other traffic and of “passenger car units”. This system is also being is necessary to bring all types to common units. The followed in . [8]The basic consideration common unit adopted is the passenger car unit (pcu). [9]

PCU Value for Indian Practices

Vehicle type PCU Equivalency factor Motor cycle and scooter 0.33 Car ,van, and auto 1.00 Truck and bus 2.25 Cycle 0.20 Bullock cart 6.00

PCU calculation for Friday

Two Direction Mode Car Auto Bus Truck Cycle Wheeler

PCU Factors 1 1 2.25 2.25 0.33 0.2 E-W In number 3665 803 281 771 10439 635 Volume PCUs 3665 803 633 1735 3445 127 In number 3616 2009 497 1090 15433 1585 N-S Volume 1118.2 PCUs 3616 2009 2452.5 5092.89 317 5 In number 2996 492 38 413 7417 661 W-E Volume PCUs 2996 492 85.5 929.25 2447.61 132.2 In number 4425 1352 866 1333 12802 1044 S-N Volume PCUs 4425 1352 1948.5 2999.25 4224.66 208.8

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PCU calculation for Thursday

Two Direction Mode Car Auto Bus Truck Wheele Cycle r PCU Factors 1 1 2.25 2.25 0.33 0.2 In E-W number 4414 1138 113 804 7392 1241 Volume 254.2 PCUs 4414 1138 5 1809 2439.36 248.2 In number 4064 1648 621 1144 14925 2142 N-S Volume 1397. PCUs 4064 1648 25 2574 4925.25 428.4 In number 3112 780 59 1254 13327 742 W-E Volume 132.7 PCUs 3112 780 5 2821.5 4397.91 148.4 In number 4112 1314 676 1273 7560 747 S-N Volume 2864.2 PCUs 4112 1314 1521 5 2494.8 149.4

PCU calculation for Sunday

Two Direction Mode Car Auto Bus Truck Wheele Cycle r PCU Factors 1 1 2.25 2.25 0.33 0.2 In E-W number 2830 835 44 1131 6415 808 Volume 2544.7 PCUs 2830 835 99 5 2116.95 161.6 In N-S Volume number 2148 1247 274 576 9537 889 PCUs 2148 1247 616.5 1296 3147.21 177.8 In W-E Volume number 2791 439 1 339 5546 320 PCUs 2791 439 2.25 762.75 1830.18 64 In number 2673 958 409 466 9067 1318 S-N Volume 920.2 PCUs 2673 958 5 1048.5 2992.11 263.6

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3.3 Secondary Data

Accident Data at Kovilambakkam Junction for the Year 2009

S.NO Date Details Type of accident 1 02.01.09 M\C(TN09 AC- 6297) vs CAR(TN07 AL- 58888) MAJOR 2 17.03.09 TATA INDICA (TN07- AA2422) vs BAJAJ CT100 MAJOR (TN04- S3018) 3 16.06.09 LORRY(TN28- A 6900) vs M|C(TN32 P-6816) MAJOR 4 17.06.09 TATA INDIGO(TN42-7377) VS BOLERO (TN05 D MAJOR 5175) 5 17.06.09 AUTO (TN09 AA -2238) vs pedestrian MINOR 6 28.06.09 M\C(TN22 AS-8613 ) vs TATA ACE(TN22 BC-2877) MAJOR 7 13.07.09 CAR(TNO7 DN- 6888) vs AUTO(TN22 S- 6019) MAJOR 8 26.12.09 VAN(TN21- 403705) vs SPLENDER(TN22- AW1992) MINOR Calculation of V/C Ratio and Level Of Service 3.3.1 Traffic Analysis: LEVEL The various survey and studies aimed to collection of YEA OF ROAD V/C RATIO data pertaining to traffic characteristics. Such studies R SERVIC include. Origin destination survey, volume count, E accident statistics, [12] 2165/3780 (08/0 Radial road A • Peak hour =0.57 1/201 • Peak hour factor Medavakka 0) 2253/3240 • V/C ratio m main B 2010 =0.67 • Level of service road • Mode of share 3487/3780=0 Radial road E .92 2015 Medavakka 3629/3240=1 3.3.2 Peak Hour: m main F .12 road The max PCU value in the hour per day combination Of 5616/3780 = Radial road F Peak Hour For Thursday , Friday And Sunday. 1.4 2020 Medavakka 5844/3240 3.3.3 Peak Hour Factor m main F =1.8 road It is a measure of the variation in demand during the peak hour and defined as the ratio between the number of vehicles counted during the peak hour and four times 3.3.5 Level of Service [13]the number counted during the highest 15 consecutive mins. It can range from 0.25 to 1.00 [14] It is defined as a qualitative measure describing the operational conditions within a traffic stream, and their Calculation of peak hour factor perception by motorists and passengers When a road is carrying a traffic[15-19] equal in Thursday peak hour factor = 4163/(1103x4)=0.94 volume to its capacity under ideal roadway and traffic condition, the operating conditions become poor. Speed Friday peak hour factor = 4417/(990*4)=1.11 drops down and the delay and frequency of stops mount Sunday peak hour factor = 3235/(766*4)=1 up.[20-24] The service which road way offers to the road users vary under different volumes of traffic. The

3.3.4 V/C Ratio highway capacity manual has introduced “level of service” to denote the level of facility one can derive The ratio of the service volume to capacity from a road under different operating characteristics and traffic volumes.[25-26] The concept of level of service is

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defined as a qualitative measure describing the [5] Raja Kumar G., Achudhan M., Srinivasa Rao G., operational conditions within a traffic streams, and the Studies on corrosion behaviour of borated stainless steel perception by motorists and / or passengers.[27-30] (304B) welds, International Journal of Applied Engineering Research, v-9, i-22, pp-7767-7772, 2014. 4. Recommendations and Conclusion [6] Ganeshram V., Achudhan M., Design and moldflow analysis of piston cooling nozzle Kovilambakkam intersection is situated in the southern inautomobiles,Indian Journal of Science and Technology, part of Chennai and is highly congested with vehicular v-6, i-SUPPL.6, pp-4808-4813, 2013. traffic posing danger to the safety of the road users. 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