Traffic Congestion, Analysis And Solution: A Study Of Wagholi.

1 INTRODUCTION

1.1 Introduction of project work

Traffic engineering is a branch of civil engineering that uses engineering techniques

to achieve the safe and efficient movement of people and goods on roadways. It focuses
mainly on research for safe and efficient traffic flow, such as road geometry, sidewalks and
crosswalks, cycling infrastructure, traffic signs, road surface markings and traffic lights.
Traffic engineering deals with the functional part of transportation system, except the
infrastructures provided.Typical traffic engineering projects involve designing traffic
control device installations and modifications, including traffic signals, signs, and
pavement markings. However, traffic engineers also consider traffic safety by investigating
locations with high crash rates and developing countermeasures to reduce crashes.

This project involves traffic volume study, travel time study, traffic composition,road
condition survey, road light (street light) survey of the important route in city of Wagholi.
After all the surveys and observations solutions and suggestions are provided for better
traffic condition and convenience of the users.

Only now did I recognize the reciprocal relationship which exits between
manufacturing power and the national system of transportation, and that the one can never
develop to its fullest without the other. -Frie

This quote describes almost everything about the importance of transportation.

Transportation is carrying civilization to a brighter future. Now a day’s transportation is
one of the most burning issues in every territory of the world. Every country is approaching
differently according to their needs and solving their transportations problems within their
capabilities. In designing buildings we need to determine loads coming to the structure to
calculate reinforcement to be provided for safe functioning of the structure. Here in
transportation volume serves the same purpose. For planning, designing and operation of
transportation system the first and foremost requirement is volume. Volume is simply the
number of vehicles passing a section of a roadway. Expressing traffic volume as number of

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vehicles passing a given section of road or traffic lane per unit time will be inappropriate
when several types of vehicles with widely varying static and dynamic characteristics are
comprised in the traffic. The problem of measuring volume of such heterogeneous traffic
has been addressed by converting the different types of vehicles into equivalent passenger
cars and expressing the volume in terms of Passenger Car Unit (PCU) per hour. The
interaction between moving vehicles under such heterogeneous traffic condition is highly
complex. Again volume is not constant. It increases with time. So a continuous method of
calculating volume is a matter of great importance for smooth functioning of transportation
system. If volume data is not found on a continuous basis then the transportation system
may fail and the economy of the country may face a great difficulty.

Development of a country depends upon connectivity of roads and their network.

They play significant role in development of region in all aspects such as economic, social,
etc. The importance of roads in India cannot be underestimated as India is the 2nd largest
network with 46,89,842 km. Rate of new road construction in India has slowed in recent
years due to problems such as land acquisition and illegal constructions. From last decade
Pune city is developing tremendously because of the IT, automobile and industrial sector.
Existing road infrastructure is not sufficient for present traffic density scenario. Public
transport system in Pune is not enough to carry present flow so people are shifting to private
vehicles causing more traffic on roads.

Now Pune city is included in smart city so it is need to give more emphasis on
infrastructure of roads. According to surveys it is observed that main problem causing
traffic congestion are increase in number of goods transport and multi axle vehicles also
poor signal system, rash driving, cross lane driving of people adding the number of
accidents. The geometry of Wagholi is inconvenient for smooth traffic flow. The study
found that most of commuters spend 30-60 minutes on Nagar Road because of long
stretching of multi axle vehicles. Wagholi roads carries heavy traffic causing delays and
accidents. This all leads to tremendous pollution resulting in hampering of environment.
Existing road width is not sufficient to cope with existing road traffic density

Cities and traffic have developed hand-in-hand since the earliest large human
settlements. The same forces that draw inhabitants to congregate in large urban areas also
lead to sometimes intolerable levels of traffic congestion on urban streets and
thoroughfares. Effective urban governance requires a careful balancing between the
benefits of agglomeration and the disadvantages of excessive congestion. Road traffic
congestion poses a challenge for all large and growing urban areas. The full report on which
this summary is based aims to provide policymakers and technical staff with the strategic
vision, conceptual frameworks and guidance on some of the practical tools necessary to
manage congestion in such a way as to reduce its overall impact on individuals, families,
communities and societies. Urban traffic congestion is a significant and growing problem

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in many parts of the world. Moreover, as congestion continues to increase, the conventional
approach of "building more roads" doesn't always work for a variety of political, financial,
and environmental reasons.

Traffic congestion and the cost of providing mobility are compelling issues to
planners, decision makers and members of both the business community and the general
public transportation and the degree of efficiency with which it is accomplished, affects us
all. Therefore we are constantly in search of solutions to our transportation problems that
will give us not only increased mobility, but also greater economic productivity and a
cleaner environment. While new road construction can temporarily relieve congestion in
the longer term it simply encourages further growth in car traffic through increased travel
and a switch away from public transport. Beside this, suitable corridors in our cities for
major roadwork’s is becoming more and more difficult, and many of the recent major
projects involve turrets to minimize environmental disruption and community opposition,
thereby raising costs. In the past decade, a new wave of Intelligent Transport Systems (ITS)
has emerged around the world to provide additional tools to help solve our transport
problems. Intelligent Transport Systems can produce major benefits in reducing
congestion, accident and environmental impacts, and can make significant improvements
to the efficiency of commercial and public transport fleets, and to inter-modal integration.
ITS can also reduce the need for expensive new transport infrastructure by maximizing the
efficiency of our existing facilities.

Wagholi is a historical city, Suburban in Pune district in state of Maharashtra,

on State Highway-27, India. It is located 18.31.13”N 73.51.24 “E & has elevation of 800m
(2600ft.) from mean sea level. Population of this city in 2011 was 33479, in 2021, Wagholi
had a population of 95854-115856. Today Males constitute 55% of the population and
females 45%.Wagholi has an average literacy rate of 83%, which is higher than national
average of 59%; male literacy is 89% and female literacy 82%.

1.2 Problem Statement

Traffic congestion is a condition on road network that occurs as use increases
and is characterized by slow speed, longer trip times and increased vehicular queue. There
is mammoth problem of traffic congestion at Wagholi. Due to insufficient road width and
cross section numbers of accidents are increasing. In peak hours increase in numbers of two
wheelers and cars causes bottleneck at Wagholi, resulting slow mobility of vehicles.

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1.3 Objectives

The study has following objectives:-

o To determine traffic density at various location of Wagholi (Pune-Nagar

Road).
o To recognize the problems of traffic congestion due existing plan.
o To collect primary and secondary data of traffic congestion.
o To identify traffic congested area and peak hours of congestion.
o To identify the satisfaction level of people with public transport.
o To identify peoples opinion and recommendation regarding government
action.
o To establish proper solution for the specific problems.
o Traffic volume study of the route & Vehicle composition.To determine
hourly volume in terms passenger car equivalents (PCE) to determine
vehicle composition in traffic stream.
o To compare the results with standard design service volumes and identify
remedies.

1.4 Scope of the Project

• Redesign existing transportation system to accommodate more traffic.

• To consider developing systems to enable pedestrian movement.
• Simulate traffic in an intersection to make sure that traffic movement is smooth.
• To find out alternative solutions to reduce Traffic Congestion, Accidents &
Pollution.
• To more effectively manage the delivery of goods to town centre retailers, and the
collection of goods from producers and suppliers.
• Provide all school pupils and students attending further education of traffic with
public transport fare concessions.
• To plan and design the consisting and new facilities of traffic operation on road.
• To make analysis of traffic Pattern.
• To plan one way streets & other regulatory measure by volume distribution study.
• Flow fluctuation on different approaches at a junction or different parts of a road
network system.

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1.5 Research Methodology

The method adopted for evaluating the traffic density is Video Image Detection. Cameras
were installed at such locations such that it covered whole junction. Cameras were installed
for 12 hrs a day for two days. After capturing the data of vehicle count vehicles were
categorized into various types such as two wheelers, cars, LCV, trucks, etc. After
categorizing the vehicles into various types they were counted manually and converted into
PCU (Passenger Car Unit). Count of the two days traffic density was taken and the
maximum PCU of the two days was taken.

Steps Followed

➢ Identification of Problem
➢ Data collection and analysis for Wagholi (Pune-Nagar Road)
• Data of the Traffic Survey On Pune-Nagar Highway.
➢ Analysis of the current transportation system.
• Study of Traffic Congestion at Hot Destinations of Wagholi.
• Study of Current Transportation System on Existing Road.
➢ Suggeestions For Implementatiom
➢ Solution For Controlling Traffic
• Using IRC SP-43,Guidelines on Low Cost Traffic Management Solution for
Urban Area.

1.6 Expected Outcome

The report has been documented in the following manner. The first chapter gives the
primary understanding of the problem statement and objectives of the study. The second
chapter has been devoted to review of earlier studies to set the guidelines for the present
work. The criteria for site selection, method of data collection and theory on traffic volume
while the methods we adopted in our data collection system have been discussed in chapter
three. Analysis and discussion of results are given in fourth chapter. The specific
conclusions drawn from this study and recommendations for further work are given in the
fifth chapter.

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❖ To provide Safe, Economic, Easy Transport System On Pune-Nagar Highway at

wagholi.
❖ It will be reduce travelling time of vehicle.
❖ Smooth flow of traffic.
❖ Increase efficiency of fuel.

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2 LITERATURE REVIEW

2.1 Paper 1

The Cause, Effect and Possible Solution to Traffic Congestion on

Nigeria Road (A Case Study of Basorun-Akobo Road, Oyo State)

S. B. Raheem 1 , W. A. Olawoore1 , D. P. Olagunju1 , E. M. Adeokun2

Department of Civil Engineering, The Polytechnic, Ibadan. Nigeria. Graduating
student of the Department of Civil Engineering, The Polytechnic, Ibadan. Nigeria.

Abstract:

Due to increase in population and the attraction of human activities into urban
region which in turn leads to the growth of vehicle ownership and use, there is demand for
road space which has led to increase in the number of public transport operation.
Consequently, the demand for road space is greater than the supply because the rate of
provision of transport facilities is less than the rate of growth of vehicle ownership and use
which result into traffic congestion. Traffic congestion is the impedance of vehicles
imposed on each other due to speed-flow relationship in conditions where the use of
transport system approaches capacity. Traffic congestion in Nigeria, taking Basorun-Akobo
Road in Ibadan Oyo State as a case study has been analysed using experimental and
theoretical approaches. These involve traffic counting and delay survey. In order to carry
out effective research work on the case study road, the method adopted were traffic
counting and traffic delay survey. The effect of traffic congestion on the study area are
Waste of time, Delay movement, Accident, Inability to forecast travel time, Fuel
consumption, Road rage and environmental pollution. Possible solutions to traffic
congestion on the case study area is to: Dualize the Road, Provide Adequate Parking Space,
Construct proper Drainage and Install Traffic Control Devices.

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Conclusion:-

The conclusion for this research work is based on the results obtained in the experiments
as follows

. • The case study road operates under level of service F (in most time) which is generally
unacceptable and level of service E during low traffic period.

• Defects on the road also constitute significantly to congestion

• The case study road lack parking bay and thus parking vehicles inhibit the free-flow of
traffic • Average delay on case road is 6minute which is unacceptable as ideal time on that
road course is just 15seconds

• The pick hourly traffic is found between 7:45am and 8:30am and 4:00pm – 4:45pm for
morning and evening peak period respectively.

• Private cars are the most vehicular type that ply the road

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2.2 Paper 2

Traffic Congestion Problem and Solutions, the Road between Sawz

Square and Shahidan Square at Koya City as a Case Study

P. J. Muhammad Ali1 & R. H. Faraj1

Koya University, Iraq.

Abstract:-
One of the big problems facing city municipalities is the traffic congestion. It makes
life in cities uncomfortable for peoples. Every year governments spend huge budgets to
solve this problem. Koya is suffering from this problem especially at rush traffic hours. In
this paper the traffic congestion problem is studied for the road connecting the Sawz square
and Shahidan square at Koya city. The congestion is measured by determining the level of
service of the street (LOS) through calculating the traffic flow rate of the street and free
flow rate, the LOS level was D. For determining peak hour traffic volume is calculated
through manual counting of vehicles and multiplying by passenger car equivalent (PCE)
where the speed is reduced to (10 km/hr). Also the topography, elevations and alignments
of the road are studied. This paper determined the real causes of the traffic congestion at
this specific street in Koya city and proposed solutions for solving the problem. Keywords:
traffic congestion, peak hour traffic, traffic jam, urbanization.

Conclusion:-
This paper concluded that there is a traffic congestion problem at the street between
Sawz intersection and Shahidan square in Koya city with high expectation to increase in
future. The level of service of the street is D. Widening the road is the best solution for
deceasing the congestion, because it raises the LOS to level B with a low cost if compared
with other suggestions. Building a tunnel gives the city a kind of urbanized look, but with
higher costs.

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2.3 Paper 3

Traffic Congestion in Bangladesh- Causes and Solutions: Astudy of

Chittagong Metropolitan City.

Robaka Shamsher1 & Mohamamd Nayeem Abdullah2

Lecturer, School of business, Independent University, Chittagong, Bangladesh

Abstract

One of the most challenging and complicated issues in city management in the present
decade for Bangladesh is the traffic problem.It is a very common phenomenon in almost
all the cities of Bangladesh. Presently, traffic congestion problem in Bangladesh are in-
creasing at an alarming rate. The traffic problem has become to a very dangerous arena and
has already implicit agonizing extent inthe cities of Bangladesh. This type of study has been
conducted in Dhaka but not in Chittagong city. Traffic management in Chitta-gong is not
well organized as Dhaka so that the problem is becoming more complicated as the number
of people in Chittagong isincreasing and it is getting the priority after Dhaka. This article
is dedicated to determine the current condition of traffic manage-ment in Chittagong City.
This article explore the causes involved in traffic congestion including heavy concentration
of vehicles,absence of adequate public transport, inadequate road infrastructure, faulty
signaling equipment and poor enforcement of trafficrules. At the end of the paper the
researchers tried to identify the solution of traffic jam in Chittagong Metropolitan
City.Keywords: Traffic congestion, vehicles, traffic rules, Chittagong Metropolitan
City.JELclassfication: M10, M14.

Conclusion:- Traffic congestion is a global as well as local problem. Allover the world,
the prime cause of traffic congestion is onstreet parking (Naznin at el, 2010). In Bangladesh,
trafficcongestion is a common issue in the big cities like Dhaka,Chittagong and Khulna and
in Dhaka it is severe. It is one of the most important problems of modern time. In Dhaka,
dif-ferent infrastructural and managerial projects are granted forreducing traffic jam.
However in Chittagong this type of pol-icy is not addressed yet. Moreover development
projects inChittagong move slowly compared to Dhaka and develop-ment budget is also
comparatively lower than Dhaka.

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2.4 Paper 4

Evaluation Of Traffic Congestion And Re-Engineering Solutions For Central

Areas Of South African Cities: A Case Study Of Kimberley City

Dillip Kumar Das1 , Mmusho Keetse2

1
Department of Civil Engineering, Central University of Technology, Free State,
Bloemfontein, South Africa
2
Principal Engineering Assistant, Sol Plaatje Municipality, Kimberley, South Africa

Abstract:
Traffic congestion in and around the central business districts (CBD) of South
African cities is a major challenge. Apparently, it is engendering undesirable consequences
that include impeding vehicular flow, causing vehicular and pedestrian conflicts, escalating
travel time, and frequenting vehicular crashes. So, using a case study of Kimberley city in
South Africa, this study assessed the causes and degree of traffic congestion on the roads
in and around the CBD area; and examined the impact of plausible re-engineering measures
to alleviate the challenge. Survey research methods were used to collect data. Land use and
urban functions influencing urban movements, road, and traffic scenario data were
collected through physical and traffic survey at different selected road sections and
junctions of the CBD area by following appropriate survey protocols. Besides, road user
perception and travel behaviour survey were conducted among 208 (N= 208) road users by
using random sampling process at important nodes of the city. Relevant empirical models
were used to assess the causes and level of traffic congestion, and to examine the impact of
reengineering solutions on the current and forecasted traffic scenarios. Findings suggest an
appreciable level of traffic congestion is experienced currently in some of the roads of the
CBD area and the situation will be aggravated in future, specifically during the peak hours,
whereas a number of roads are highly underutilised. Re-engineering solutions such as
appropriate traffic assignment and modal split, i.e., traffic diversion ranging between 9.0%
and 40.5% from different congested roads and restriction of plying of heavy vehicles on
the congested roads during peak hours and assigning them to connected underutilised roads
could ease traffic congestion, increase speed and reduce travel time and consequently
enable optimal use of the majority of the roads in and around the CBD area of the city.

Conclusion and further research

Traffic congestion is observed to be a challenge in the Kimberley City particularly
in some of the roads in the CBD area, which needs interventions to alleviate the challenge.

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So this study was conducted to examine the levels of traffic congestion in both current and
future scenarios and explore plausible re-engineering solutions to reduce the congestion
level in the CBD area. The study was conducted by use of a survey research method and
statistical tests and empirical. It is found that two of the roads Long Street and Transvaal
Road are highly congested and are expected to worsen more in future. Another road
Bishop’s road is expected to become critical in near future. Since all other roads have lower
level of LOS, they seem to be under utilised. In this regards traffic assignment - diversion
vehicles in appropriate proportions (such as a minimum of 20.77% in current and 33.71%
in future from Long Street and 28.80% in current and 40.05% in future from Transvaal
Road) and assigning them to least congested roads such as Memorial Road, Barkley Road
impacted by Pniel Street, Du Toitspan, Lyndhurst, and Main would reduce traffic
congestion appreciably. Besides it is necessary not to allow all the heavy vehicles to ply on
Transvaal Road and Long Street during peak hours in future and these vehicles may be
assigned to roads such as Main Street, Du Toitspan and Lyndhurst Street. However, the
study was limited to analysis of traffic congestion and re-engineering solutions and the
preparation of detailed traffic management plan was kept out of the scope of this research,
which the authors are keen to take as a part of their further research plan. References
Alterkawi, M.M. 2006.

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2.5 Paper 5

ANALYSIS OF THE TRAFFIC PROBLEMS AND RESEARCH

ON THE TRAFFIC STRATEGY IN GROUP URBAN
DEVELOPMENT
Zhang Dahai,Jin Wenzhou and Wang Duanyi

College of Traffic and Communications,South China University of Technology,

Guangzhou,
Guangzhou 510640,China

Abstract
Considering the number of traffic problems in group urban development at present,
such as the increase in pressure on urban roads, the decrease in vehicle speed, traffic delays,
and serious traffic pollution, etc, this paper presents an integrated green traffic strategy
for group urban development. The integrated green traffic strategy has four basic
design characteristics, namely safety, convenience, information access and protection of
the urban environment. The target of this development strategy is to provide an “efficient,
safe, comfortable and clean” transportation service. It embodies the principle of “people
first” in sustainable urban transportation development. Consequently, it effectively solves
a variety of current traffic problems in group urban development, and it provides validity
with extensive applications.

Conclusion
Urban group development is aimed at avoiding blind urban extension. It is a system
of ordered structure, supplementary function, optimised integration and shared
construction that allows harmonisation of different city mode levels horizontally and
vertically. It supports and enhances development upgrade of industrial areas to achieve the
outcome that “(1+1)>2”. Group city functional space lowers development costs and
increases creative ability. However, extending the city group space leads to increased
distances between cities. In this case, it is necessary to construct high-speed access and
networks. The idea of an “integrated green traffic” strategy is an sustainable urban
development traffic system with ‘human priority’, and is proposed for the present Group
city which is facing various traffic situations.

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2.6 Paper 6

Congestion costs incurred on Indian Roads: A case study

for New Delhi
Neema Davis, Harry Raymond Joseph, Gaurav Raina, Krishna Jagannathan
Department of Electrical Engineering, Indian Institute of Technology Madras,
Chennai 600 036 E-mail: {ee14d212, ee10b127, gaurav, krishnaj}@ee.iitm.ac.in

Abstract
We conduct a preliminary investigation into the levels of congestion in New Delhi,
motivated by concerns due to rapidly growing vehicular congestion in Indian cities. First,
we provide statistical evidence for the rising congestion levels on the roads of New Delhi
from taxi GPS traces. Then, we estimate the economic costs of congestion in New Delhi.
In particular, we estimate the marginal and the total costs of congestion. In calculating the
marginal costs, we consider the following factors: (i) productivity loss, (ii) air pollution
costs, and (iii) costs due to accidents. In calculating the total costs, in addition to the above
factors, we also estimate the costs due to the wastage of fuel. We also project the associated
costs due to productivity loss and air pollution till 2030. The projected traffic congestion
costs for New Delhi comes around 14658 million US$/yr for the year 2030. The key
takeaway from our current study is that costs due to productivity loss, particularly from
buses, dominates the overall economic costs. Additionally, the expected increase in fuel
wastage makes a strong case for intelligent traffic management systems.

CONCLUSIONS
The key takeaways from our study are summarised below

• After monitoring the taxi GPS traces on the roads of New Delhi for a period of over an
year, we noticed that there is a negative trend in the average taxi speed. We also observed
a positive trend in the number of taxis during the same period of study. These patterns point
towards the increasing levels of congestion in the city.

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• The results from the K-S test suggest that the speed distributions for the years 2013 and
2014 are dissimilar, and that the taxi speeds are statistically higher in 2013. The reduction
in speed in 2014 may lead to more productivity losses, pollution losses and fuel wastages,
compared to 2013. Hence, it is very likely that the total congestion costs in 2014, and the
subsequent years, will be higher than that in 2013. This supports the cost projections in
Table 26.

• Even 15 years after the authors’ claim in [19], buses still are the most popular means of
road transport catering to about 60% of New Delhi’s total demand. The stateowned New
Delhi Transport Corporation buses are in fact the largest CNG-driven fleet in the world
[27]. It is clear from our study that buses are contributing a substantial portion of the total
costs, primarily due to productivity losses. The productivity loss due to congestion delays
of commuters who use buses accounts for about 75% of total costs of congestion.

• Idling at traffic lights, signalised intersections and busy junctions due to congestion
causes fuel wastage, which is another source of substantial costs. With the number of cars
projected to increase sharply, this component is expected to play an increasingly significant
role.

• From Table 25, we see that the projected marginal congestion costs of cars approach that
of buses. This means that in the year 2030, according to our projections, the cost of adding
a vkm of car travel to the existing traffic network is very similar to the cost of adding a vkm
of bus travel to the same network, despite the enormous differences in size and hence in
road space occupancy. This goes to show that the New Delhi traffic network will be so
saturated that the addition of one vkm of bus or car will be viewed similarly.

• Another important conclusion is that cars have the most potential for cost savings, due to
two important reasons: average occupancies not exceeding 50% and a low number of
average trips per day. Ride-sharing and similar arrangements in New Delhi will have
tremendous potential in terms of cost saving as well as easing congestion.

• The economic costs arising from accidents is not a significant proportion of the total
costs. Though accidents entail significant and irrevocable personal losses, their contribution
is less significant from a macroeconomic perspective.

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2.7 Paper 7

Traffic Congestion and Environmental Quality: A Case Study of

Kolkata City
Dr. Inata drajit Roy Chowdhury Assistant Professor Jagadish Chandra Basu Sikshak
Sikshan Mahavidyalaya, Kolkata, India Email: ndrjt.roychoudhury@gmail.com

Abstract
Traffic congestion is one of the major problems in the city of Kolkata due to high
growth rates of motorized transport. Most of the busy traffic intersection points in Kolkata
are badly affected by huge traffic congestion. Park Circus Seven Point Crossing, Behala
Chowrasta , Shyambazar Five Point Crossing, M.G Road, Gariahat, Jadavpur Police Station
Crossing, Ultadanga, Science City Connector, Esplanade, B.B.D Bag are some of the
important intersection points which have been considered as major congested traffic points
in Kolkata. Encroachment of the road by pavement dwellers and illegal car parking has
reduced the widening space of the road and even improper construction of road divider,
unscientific construction of speed breaker, size and weight of the car, problem of traffic
signaling system and traffic diversion, more number of on road personalized cars, two
wheelers and autos are some of the reasons behind the traffic congestion in the city of
Kolkata.Due to traffic jam a substantial portion of working hours have to be left on street
which directly put adverse impact on economy. Congestion causes tremendous vehicular
air pollution within the city of Kolkata.

According to the survey conducted by West Bengal Pollution Control Board in the
year 2012-2013, it has been observed that concentration of major vehicular air pollutants
such as So2, NO2, Pb, NOX, SPM, RPM, Benzene, Volatile Organic Compounds, CO and
CO2 are high in proportion at some of the major traffic points include Esplanade, B.B.D
Bag, Shyambazar, Park Circus, Gariahat,, Tollygunge Phanri, M.G Road
crossing,Ultadanga, Science City Connector due to maximum congestion during peak
hours.In this paper an attempt has been made to point out the present scenario of traffic
congestion and assess the environmental quality at some major intersection points within
the city of Kolkata

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Conclusion
At the end part of this chapter it can be concluded that if different measures are
taken then the traffic speed would improve in future and in consequence the emission level
in the city of Kolkata would have been lowered.

There are some recommendations put forward by West Bengal Pollution Control
Board ( 2012-2013) to reduce the traffic congestion in the city and likewise improvement
in the city's air. These are enumerated below:

(i) Strict order and regulation should be maintained to ban the encroachment on the side of
the road and optimization of traffic and improvement in traffic management must be
followed to increase the speed of vehicles which would reduce vehicular emission.

(ii) Traffic management programmes should be initiated including GPS navigation and
traffic signaling system.

(iii) Other measures should be taken to improve the speed limit of the vehicles and reducing
emission level.

(a) Social awareness campaign should be organized.

(b) Construction of more number of flyovers.

(c) Implementation of strict traffic law and increasing of pedestrian facilities.

(d) A separate lane should be constructed beside the arterial road for the movement of bi-
cycle,

hand pulled rickshaw and cycle rickshaw.

(e) Maximum use of road width and also banning of unauthorized parking beside the main

congested intersection points.

(f) Implementation of high parking charge at some of the busy traffic points mostly in
Gariahat,

Garia, M.G.Road Crossing, Shyambazar Five Point Crossing etc.

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2.8 Paper 8
Traffic Characteristics and Control at Savala Junction-Visnagar City

Vikas V. Oza1 Harsh D. Patel2 Ramji K. Thakor3 Prof. Manjurali I. Balya4 Prof.
Vikrant A. Patel5
1,2,3
B.E. Student 4,5 Assistant Professor 1,2,3,4,5
Sankalchand Patel College of
Engineering, Visnagar, Gujarat, India

Abstract:- Now a day, the traffic congestion is the major problems of our country India.
The urbanization of Indian cities increasing and also the vehicle registration of that cities
are increasing which is results in increase of the traffic congestion, For the present study,
Savala Junction of Visnagar city is selected as a case study which is facing major problems
viz. traffic due to uneven vehicle flow, uneven parking, no traffic signals, encroachments
etc. and due to this problems time consumption of road users and accidental rate is high.
The analysis of the present study junction is carried out from the collected data of
videography. The aim of the study is to control the traffic congestion at the Savala junction
and to provide the safety to the peoples.

Conclusion
Savala junction of Visnagar city is facing major traffic problem presently. At this junction,
there are many encroachments like illegal parking of Auto rickshaws/2W/Jeeps, stopping
bus on road, vendors and fruit handcarts etc. In present study we have carried out the traffic
analysis of the Savala junction and how to solve these traffic problems. From videography
survey we have collected morning peak hour traffic as category wise. Junction effect from
three different routes as Ahmedabad-Visnagar Bus Depot, Ahmedabad-Tower and Bus
Depot-Tower have been found out from the collected data. The analysis shows that the
directional distribution, traffic volume variations and junction effect are majorly on
Ahmedabad-Visnagar Bus Depot route.

The maximum traffic is occurring on AhmedabadVisnagar Bus Depot route as 44%.

The minimum traffic is occurring on Visnagar Bus Depot-Tower route as 14%.

The maximum traffic variation on route of "Ahmedabad-Tower route" as 46% of vehicles

move on the route of Ahmedabad to Tower & 54% of vehicles move on the route of Tower
to Ahmedabad.

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2.9 Paper 9
Traffic Congestion - Causes And Solutions: A Study Of Talegaon Dabhade
City
1
SHEKHAR K. RAHANE, 2PROF. U. R. SAHARKAR
1
PG student in Civil Engineering (Construction and Management),
Dr. D. Y. Patil Institute of Engineering and Technology Ambi, University of Pune,
Maharashtra, India.
2
Assistant Professor and PG Coordinator, Department of Civil Engineering, Dr. D.
Y. Patil Institute of Engineering and Technology Ambi, University of Pune,
Maharashtra, India.

Abstract
Traffic congestion is a major urban transport problem .Due to traffic congestion, there is
possibility of accidents because of poor traffic management. To eliminate road accidents
and to save precious human life it is essential to find proper solution for traffic congestion.
In this paper traffic congestion problem in Talegaon Dabhade ,Tal-Maval. Dist-Pune is
identified and studied for finding out the causes and proposed solution of it. In the recent
years there has been a considerable loss due to the accidents to the precious human life and
to the vehicles to some extend in Talegaon Dabhade

Conclusion
Traffic congestion is a global as well as local problem. All over the world, the prime cause
of traffic congestion is on street parking. In Talegaon, traffic congestion is a common issue
like Mumbai. different infrastructural and managerial projects are granted for reducing
traffic jam. However in Talegaon this type of policy is not addressed yet. Traffic
congestion constraints can be ameliorated by embarking on various strategies such as road
capacity expansion, improved road infrastructures, restricting routes for Rickshaw,
financial penalty to the traffic law breakers and application of Fly over. Most importantly,
proper traffic management system along with appropriate implementation of traffic rules is
necessary to mitigate the problems of traffic congestion in Talegaon Dabhade.

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2.10 Paper 10
Traffic Congestion Problem At “Khadi Machine Square”, Pune

A. A. Hasabnis S. N. Kanade
UG Student UG Student
Department of Civil Engineering Department of Civil Engineering
Sinhgad Academy of Engineering, Sinhgad Academy of Engineering
Pune, India Pune,India

Abstract
Pune is the 8th largest metropolitan city in India and developing fast because of educational
and industrial hub. Increasing population creates the traffic congestions in many places of
pune resulting in traffic jams and delays. Khadi machine square is one of them as it connects
outer face of city. This paper deals with traffic problems and alternative solutions in order
to reduce traffic congestion. A survey was conducted during 10th and 11th September 2015
to find out traffic density and traffic pattern which helps to determine solutions.

Conclusion
This paper study focuses on issue of traffic congestion at Khadi Machine Square due to
inadequate road capacity, inconvenient geometry of junction.

1) Total number of vehicles on Thursday= 62220

2) Total number of vehicles on Friday= 62835

3) Average density of two days = 62527.5

4) The current road width is not sufficient to carry the present flow of traffic.

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2.11 ARTICLE

2.11.1 Wagholi traffic snarls compel Lexicon school to declare a holiday

By Sukhada Khandge

While the area is already infamous for its choked roads, devotees visiting the nearby temple
for ‘Shravan Somwar’ have left schoolkids stranded for hours this past month
Wagholi’s traffic woes rose to a new high on Monday, as The Lexicon International School
was forced to declare a holiday for students due to roads in the area being completely
choked. The school is located on Nagar Road, in close proximity to Wageshwar Temple in
Wagholi, that has many visitors during the month of Shravan, with Mondays considered
especially auspicious.
On August 20, students were stranded in traffic for more than an hour, prompting the
school to take the decision to close on Monday. A message was circulated to all the students
on Sunday evening, stating, ‘Due to severe traffic problems on account of Shravan Somwar
programmes at Wageshwar Temple, the school will remain closed on Monday, August 27.

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The school has approximately 3,500 students and 35 buses that commute daily.
Elaborating on the decision, school principal Gursimran Kaur said, “Last Monday (August
20), we had major traffic problems and students were stranded in the school bus for more
than an hour.

The Lexicon International School (above right) is on Nagar Road, close to Wageshwar
Temple (above left) that sees an especially large number of devotees on Mondays during
Shravan, sparking traffic chaos (Top left)

Ashish Mane, a resident of the area, said, “I received a message on a residents’ WhatsApp
group saying that the school had declared a holiday due to traffic problems. It’s a problem
we face every day. It is sad to see schoolchildren stranded for hours on their way back
home. We have complained many times regarding the condition of the roads and traffic,
but none of the authorities have taken it seriously.”

Another resident, Natraj Satav, added, “We have demanded a flyover on that stretch, but
no decision has been taken yet. It takes us more than 1.5 hours to reach Wagholi from
Kharadi, a distance of 8 km that can be covered in barely 15 to 20 minutes.”

Cops from Lonikhand police station were seen trying to curb the chaos on Monday, but
they, too, expressed their frustration.

Pratap Mankar, Police Inspector, Lonikhand police station, said, “The condition of the
roads is miserable and there have been continuous demands to get them fixed. While the
Pune

Metropolitan Region Development Authority (PMRDA) has assured that work will start
from September 1, it is becoming increasingly difficult to manage traffic.”
He added, “The load doubles on Monday, so the existing traffic problems only get worse.
We had at least 80 per cent of our staff managing traffic on Monday and also roped in
citizens who help us as police mitras. At least 60 such citizens were on the road helping to
smoothen things over.”

Interestingly, this Monday, traffic was better-managed than usual as Pune guardian minister
Girish Bapat was to pass through the area to attend a programme. For regular citizens,
however, the daily nightmare continues.

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2.11.2 Wagholi traffic nightmare to end with Rs 462-cr flyover project

Solution to 2.5-km congested stretch on highway finally comes to the fore; PWD to
complete formalities by October-end, float tenders shortly.

For commuters between Kharadi and Wagholi, the Pune-Ahmednagar highway has been a
nightmare for the past few years, especially a 2.5- km stretch that needs more than an hour
to cross during the morning and evening rush hoursBut, relief awaits the hundreds of people
with the state public works department (PWD) preparing a Rs 462- crore detailed project
report (DPR), which includes road widening and flyover construction in another two years.
About five years ago, residents and office-goers of the fast-developing northeastern suburb
of Pune started demanding a solution to the traffic chaos that they have to endure every
day. With the DPR being sent for a formal approval at the end of this month for clearance,
people can only hope tenders for the project are floated soon.

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Barring the flyover at Wagholi, the project also includes three other flyovers on the
key Pune-Shirur sector, as it is dotted with several education institutes, offices of IT
and IT-enabled services, BPOs and most significantly two MIDCs at Ranjangaon and
Sanaswadi.
While the longest flyover will be constructed at Wagholi, the others will come up at
Lonikand, Koregaon Bhima and Shikrapur Chowk. Because of these flyovers, the
PWD officials hope that the drive from Pune to Shirur (68 km) will also smoother.
As per the proposal, the 2.5-km flyover will be constructed to avoid huge snarls at
Wagheshwar Chowk, Awhalwadi Chowk and Kesnand Phata in Wagholi. It will take
two years to complete the flyover work, as estimated by the DPR. Initially, the road-
widening works will be completed and then the actual flyover work will start.

Talking to Pune Mirror, Namrata Reddy, executive engineer of PWD (projects), said,
“We have prepared a DPR of the entire project. This will help reduce the issue of
major traffic on the entire stretch, especially between Kharadi and Wagholi’s
Kesnand Phata. Besides, the other three flyovers will also ease vehicular pressure
on the highway. We hope to complete the formalities by the end of this month. We
are also taking views of local residents and making corrections in the plan wherever
required.”

Kalpesh Jachak, a social worker from Wagholi, told Mirror, “The current plan for the
flyover is till Kesnand Phata only. We wanted to extend the same till BJS
College at Bakori Phata. The urbanisation of this particular area is taking place rapidly
and the extension will help avoid traffic issues in future. The stretch from Kharadi’s
IT Park to Kesnand Phata is chaotic the entire day. Encroachment by shopkeepers,
parking of four-wheelers on the main road have become a regular affair because of
gaps in the median divider at Domkhel Road, Baif Road and Bhawadi Road.” Ganesh
Mhaske, another local resident, said, “The local weekly bazaar on Awhalwadi
Road and the dumpers carrying stones increases trouble for motorists. PMPML
buses get stuck because of the narrow stretch. The lives of locals and motorists will
be easier with the construction of flyovers.” Natraj Satav, another local resident,
echoed the same, “Wagholi has rapidly developed as a suburb of Pune city with
mega housing projects being constructed. Several education campuses have also
been set up. This flyover work is the need of hour. It should be completed without
delay as it happened on Nashikroad.”

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2.11.3 PMRDA plans extra lanes on Wagholi-Shikrapur Road

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This stretch has increasingly witnessed traffic congestion on a daily basis for the last few
years, due to an increase in daily travellers.
As per social estimates, more than one lakh people travel daily on the Pune-Wagholi-
Shikrapur-Ranjangaon-Ahmednagar stretch, in private as well as commercial vehicles and
buses.

In peak hours are commonplace, regular commuters said. “The entire road has gaps in many
places and vehicles turn abruptly, leading to a pile-up,” said Vishal Ladkat, who travels to
Ranjangaon regularly. Others blame roadside encroachments and a lack of additional lanes.

12/18/2018 PMRDA plans extra lanes on Wagholi-Shikrapur road - Times of India

https://timesofindia.indiatimes.com/city/pune/pmrda-plans-extra-lanes-on-wagholi-
shikrapur-road/articleshowprint/63447350.cms 3/3

PMRDA officer said they are working on three proposals on a priority basis. “Provision of
additional lanes on each side of the road at Wagholi and Shikrapur, improvement of
junctions and construction of two bypasses are of top priority. These will be short term
measures and can be executed without too many hurdles,” an officer said.

The junctions earmarked for improvement are at Kesnand, Wagholi and Lonikand, while
lanes will be added to the road between Wagholi and Shikrapur. Work on the two planned
bypasses is expected to begin in the next six months and is estimated to cost Rs7.5 crore.

As a long-term solution, the district administration and the state government have planned
flyovers for a hurdle-free journey. Last year, the government approved Rs650 crore in this
regard. Recently, the road was included under the Union government’s ‘Bharatmala’
project, under which Rs1,260 crore will be spent on road improvement

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3 METHODOLOGY

Fig – 3a MAP & LANGTH OF OUR STUDY ZONE (2D VIEW)

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Fig – 3b MAP & LANGTH OF OUR STUDY ZONE (3D VIEW)

Location :- Location of the spot for traffic volume survey was chosen to be from
Wagheshwar Temple to Bakori Phata (BJS Phata). Vehicle from Wagheshwar Temple
Intersect to Kesnand Road Chowk & Kesnand Road Chowk to Bakori Phata (BJS Phata)
werw counted.

We stood by the road and also overpass,and different vehicle were counted by different
person.

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Data:- Data for volume study were collected on Saturday 16 Mar 2019 weekend and it was
government weekend day and Tuesday 19 Mar 2019 and it was an official day.

Time:-Time of data collection for volume study was from 9:00am to 9:15am.

Weather Condition :- Both days were a beautiful sunny day.

Obersvation :- Classfid Vehicle Counts.

Method:- Direct Manual Method.

Duration:- 15 Minutes ( Short Count)

Equipment:- Stopwatch,Tally Sheet,Video Camera etc.

Number of Enumerators:- Four

Methodology of reconnaissance survey :-

Before going for the actul work we have conducted a reconnaissance survey on previous
day of actul work. Due to lack of instruments we could not adopt any of the method. We
just visited the spot of study and divided the whole road length into five equal sections.
And then we have selected the reference point where we collected volume data. And on the
day of operation we went directly to the spot and collected volume data. But if we could
conduct the actul reconnaissance work then we would have good understanding of the
whole formation of the study zone.

Fig- 3c A real time snapshot of the road while counting vehicles

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Fig- 3d A real time snapshot of the road while counting vechicles

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4 SELECTION OF ROUTE

Fig- 4A. GOOGLE MAP SHOWING ROAD NETWORK OF WAGHOLI.

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4.1 SELECTED ROUTE

Route starts from Wagheshwar Temple Intersect.

Route ends at Bakori Phata.

Total alternative routes : 2

Fig- 4b.Route to reach Bakori Phata from Wagheshwar Temple Intersect

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Selected Route From 2 Alternatives:

Length of the route: 2.4 KM

Travel time (according to google maps) : 15 Min

4c.Selected Route For survey

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4.2 Details Of The Route

Break down of the route

Wagheshwar Temple Intersect – Bakori Phata (BJS Phata)

Starts from Wagheshwar

Ends at Bakori Road

Length of the road: 2.4 KM

Connects Awhalwadi Phata & Kesnand (Rahu Road)

Whole road connects education campus such as Raisoni Campus,JSPM Campus,BJS

Collage,Lexicon School etc.

One T-Intersections:-

1. Intersection at Wagheshwar Temple :- Pune Nagar Road & Lohgaon Road

One Y-Intersections:-

1.Intersection at Pune Nagar & Kesnand- Rahu Road

4 Way Intersection:-

1.Awalvadi phata intersection

Major Road-: Pune Nagar Road

Minor Road:- Manjari Awhalvadi road to Lohegaon Road

2. Bakori Phata (BJS Phata)

Major Road:-Pune Nagar Road

Minor Road:- To reach state highway through BJS College & JSPM College

(Alandi-Lonikand-Theur-Solapur Highway)

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➢ T-Intersection Y-Intersection

4d.Wagheshwar Temple(Lohagon Road) 4e.Kesnand Phata (Kesnand -Rahu Road

➢ Four Way Intersection

4f. Awhalwadi Phata (Manjri - Lohgaon road) 4g.Bakori Phata (BJS College Road)

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5 CONGESTION IN SELECTED ROUTE

5.1 What Is Congestion?

There is no single, broadly accepted definition of traffic congestion. One of the principal
reasons for this lack of consensus is that congestion is both:

A physical phenomenon relating to the manner in which vehicles impede each others’
progression as demand for limited road space approaches full capacity.

The behavior of traffic as it nears the physical capacity of the road system.

The difference between road users’ expectations of the system’s performance and how the
system actually performs. Urban traffic congestion must be understood in the wider context
of city dynamics and agglomeration benefits.

Traffic congestion in urban areas is often the outcome of successful urban economic
development, employment, and housing and cultural, policies that make people want to live
and work relatively close to each other and attract firms to benefit from the gains in
productivity thus derived. There are many indications that, even though they may not be
thrilled by the prospect, urban road users are prepared to live with crowded roads so long
as they derive other benefits from living and working in their cities. Congestion prevents
us from moving freely and it slows and otherwise disrupts the conduct of business within
urban areas. However, it is important to note that unfettered movement is not the primary
benefit we derive from living in urban areas.

Cities provide access to a wide range of activities, people, services, goods, markets,
opportunities, ideas and networks. These benefits can be delivered either through speed or
through greater proximity. Congestion may affect travel speed but in some circumstances,
such as dense urban cores, congestion may both be expected and, to some degree, accepted.
In these cases, cities have come to accept a degree of congestion and continue to get along
relatively well as long as overall accessibility is high.

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5.2 What Are The Impacts Of Congestion?

Congestion involves queuing, slower speeds and increased travel times, which impose costs
on the economy and generate multiple impacts on urban regions and their inhabitants.
Congestion also has a range of indirect impacts including the marginal environmental and
resource impacts of congestion, impacts on quality of life, stress, safety as well as impacts
on non-vehicular road space users such as the users of sidewalks and road frontage
properties .

5.3 Reasons Behind Traffic Congestion

Inadequacy of traffic police:

Traffic police in Wagholi is inadequate in numbers compared to other mega cities in

Maharashtra. All the cross roads need at least four traffic police at a time whereas in
Wagholi it is seen that the number of traffic police are always short and due to the lacking
of proper instruction the vehicles are getting trapped in traffic. Only two traffic police are
working in the city which is inadequate.

Narrow Strip: Streets of Wagholi (Pune-Nagar Road) are not that wide spread, due to illegal
possession on the road they are getting narrow and becoming a reason behind traffic jam.
So every possibility is there to expand the road as per their right of way to reduce traffic
congestion. Moreover this will be less expensive and less time consuming due to land
acquisition won’t be required in this process.

Illegal Parking:-

Illegal parking on the road has been creating congestion every day from Wagheshwar
Temple Square to Bakori Phata, a distance of around one kilometer. On-road parking of
vehicles is one of the main reasons behind serious traffic congestion on different parts of
the Talegaon city.

Increasing number of population:-

All the areas under Wagholi city are facing an increasing number of population which is a
bad indicator for the traffic management and this could be a vital reason behind traffic.

Higher Purchasing power of the public:-

Due to the higher purchasing power of the citizen of Wagholi city the popularity of private
transportation is increasing and but existing roads and highway are not supportive or

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changing according to the increasing number of vehicle. As a result vehicle congestion is

increasing at an alarming rate.

Improper planning of city development:-

Development Plan has its long term city development planning. But that planning is not
proper. Most of the time it is seen that some illegally ceased roadside construction, but due
to the vague development plan these kinds of movements are going in vain.

Improper lane management:-

Lane management is an important fact in managing the traffic in Wagholi. Many types of
the vehicles try to overtake the vehicles even in the single undivided road. This is the main
reason that the city roads are unequipped with the lane dividers which divide the lane into
incoming and outing traffic

Fig-5a: Traffic due to labour market

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Fig-5b: Traffic due to nonworking traffic system

Fig- 5c: Properly Footpath and Side margin not provided

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Fig-5d: Improper road markings and road dividers not provided

Fig-5e: Inadequacy of Traffic Police

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Fig-5f: Illegal parking at roadside area.

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6 TRAFFIC ANALYSIS & SURVEY

6.1 INTRODUCTION TO TRAFFIC SUEVEY/TRAFFIC VOLUME

STUDY

6.1.1: Traffic Volume Study -Definition, Methods and Importance

• WHAT IS TRAFFIC VOLUME STUDY?

The procedure to determine mainly volume of traffic moving on the roads at a

particulars section during a particular time

• METHODS

o Intrusive Methods counting system that involve placing sensors in or on the

roadbed
o Non-instructive Methods countigs system that involve remote observational
techniques

• IMPORTANCE

Traffic survey is very importance to be performed because it can

o Increase the efficiency and life of roads.

o Reduces traffic volume at a particular section.
o Provide better means for development of infrastructure.
o Provide better means to utilize other roads in case of special events in the city.
o Provide estimate of vehicles against no of persons.

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6a: METHODS OF TRAFFIC SURVEY

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6.1.2 Methods Of Traffice Volume Study:

• Intrusive Methods:

6b. PNEUMATIC ROAD TUBE 6c.INDUCTIVE LOOP

6d.BENDING PLATE AND PNEUMATIC ROAD TUBE

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• Non-intrusive Methods:

6e. MANUAL COUNTING METHOD

6f.VIDEO IMAGE DETECTION

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6.1.3: Methods Adopted for Traffic Volume Study

• Non-Instructive Methods:

o Manual Counting Methods:

▪ A very traditional methods involving placing observers at specific locations

locations to records vehicle or pedestrian movements
▪ At its simplest observers use tally sheets to record
▪ Its can records traffic numbers type and direction of travel. Manual counts give rise
to safety concerns

o Video Image Dectection Methods;

▪ Use of vedio cameras to record vehicle numbers, type and speed. Various software
is available to analysis the video images. Weathers may limit accuracy.

• What was used?

o We have prepared a tally sheets which include various types of vehicle and surveys
were carried out by entering numbers of vehicles
o For cross checking and accuracy of tally sheets

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6.2 DATA ANALYSIS

6.2.1 VOLUME/FLOW(15 MIN)

Table no 6.1 Details Data From Wagheshwar temple intersect to Kesanand phata intersect
(Govt. Weekend Day)

VEHICAL NUMBER OF PCE PCU TOTAL

VEHICALS

CAR 248 1.0 248 558/15

min
CNG/AUTO 20 0.5 10
RIKSHWA
MOTAR CYCLE 612 0.1 61.2
BUS 9 3.0 27
TRUCK &DUMPER 65 3.0 195
PICKUP 15 1.0 15
NON MOTORISE 9 0.2 1.8
VEHICLES

Table no 6.2 Details Data From Kesanand phata intersect to Bokari phata

(Govt. Weekend Day)

VEHICAL NUMBER OF PCE PCU TOTAL

VEHICALS

CAR 235 10 235 533.4/15

min
CNG/AUTORIKSHWA 18 0.5 9
MOTAR CYCLE 650 0.1 65
BUS 10 3.0 30
TRUCK &DUMPER 60 3.0 180
PICKUP 13 1.0 13
NON MOTORIZE 7 0.2 1.4
VEHICLES

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Table no 6.3 Details Data From Wagheshwar temple intersect to Kesanand phata intersect
(Official Day)

VEHICAL NUMBER OF PCE PCU TOTAL

VEHICALS
CAR 358 1.0 3588 707.5/
CNG/AUTORIKSHWA 30 0.5 15 15 min
MOTAR CYCLE 865 0.1 86.5
BUS 10 3.0 30
TRUCK &DUMPER 66 3.0 198
PICKUP 18 1.0 18
NON MOTORISE 10 0.2 2
VEHICLES

Table no 6.4 Details Data From Kesanand phata intersect to Bokari phata

(Official Day)

VEHICAL NUMBER OF PCE PCU TOTAL

VEHICALS
CAR 340 1.0 340 648.6/ 15
CNG/AUTORIKSHWA 25 0.5 12.5 min
MOTAR CYCLE 803 0.1 80.3
BUS 8 3.0 24
TRUCK & DUMPER 55 3.0 165
PICKUP 24 1.0 24
NON MOTORISE 14 0.2 2.8
VEHICLES

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6.2.2 CALCULATION:

Table 6.5: HEF,DEF and MEF values

HEF values

Factor 11:AM-12:00PM
Hourly Expansion Factor 18.52
(HEF)

DEF values;

Factor Saturday Tuesday

Hourly Expansion Factor 6.510 7.727
(HEF)

MEF values:

Factor March
Hourly Expansion Factor (HEF) 1.976

For Weekend Day:

Calculation for Data from Wagheshwar Temple to Kesnand Phata:

Service Flow Rate = 558/15min

= 558*4

=2232 vehicle/hr.

Daily Volume =Flow rate*HEF

=2232*18.52

=41337 vehicle/day.

Weekly Volume =Daily Volume*DEF

=41337*6.51

=269102 vehicle/week

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Average Daily Traffic (ADT) = Weekly Volume/7

=269101.52/7

=38443 vehicle/day

Annual Average Daily Traffic (AADT) =ADT*MEF

= 38443*1.976

= 75733 vehical/day

Calculation for Data from Kesnand Phata to Bakori Phata:

Service Flow Rate = 533.4/15min

= 533.4*4

=2134 vehicle/hr.

Daily Volume =Flow rate*HEF

=2134*18.52

=39514 vehicle/day.

Weekly Volume =Daily Volume*DEF

=41337*6.51

=257238 vehicle/week

Average Daily Traffic (ADT) = Weekly Volume/7

=257238/7

=36748 vehicle/day

Annual Average Daily Traffic (AADT) =ADT*MEF

= 36748*1.976

= 72615 vehical/day

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For Official Day:

Calculation for Data from Wagheshwar Temple to Kesnand Phata:

Service Flow Rate = 707.5/15min

= 707.5*4

=2830 vehicle/hr.

Daily Volume =Flow rate*HEF

=2830*18.52

=52412vehicle/day.

Weekly Volume =Daily Volume*DEF

=52412*7.727

=404984 vehicle/week

Average Daily Traffic (ADT) = Weekly Volume/7

=404984/7

=57855vehicle/day

Annual Average Daily Traffic (AADT) =ADT*MEF

= 57855*1.976

= 114321vehical/day

Calculation for Data from Kesnand Phata to Bakori Phata:

Service Flow Rate = 648.6/15min

= 648.6*4

=2594 vehicle/hr.

Daily Volume =Flow rate*HEF

=2594*18.52

=48048 vehicle/day.

Weekly Volume =Daily Volume*DEF

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=48048*7.727

=371269 vehicle/week

Average Daily Traffic (ADT) = Weekly Volume/7

=371269/7

=53039vehicle/day

Annual Average Daily Traffic (AADT) =ADT*MEF

= 53039*1.976

= 104486 vehical/day

6.2.3 SERVICE FLOW RATE: FROM WAGHESHWAR TEMPLE INTERSECT

TO KESNAND PHATA

Table 6.6: Service flow Rate (vehicles/hr.) from Wagheshwar Temple intersect to
Kesnand phata

Time 10:00am t-11:00am 10:00am t-11:00am

(Govt. Weekend Day) (Official Day)
CAR 992 1032
CNG/RIKSHAW 80 120
MOTOR CYCLE 2448 3460
BUS 36 40
TRUCK AND DUMPERS 260 264
PICKUP 60 72
NON MOTORIZE 36 40
VEHICLE
PCU/hr 2232 2830

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DIFFERENT TYPES OF VEHICLES FLOW VARIATION

(vehicle/hr.)
3460
3500

3000 2830

2448
2500 2232

2000

1500
9921032
1000

500 260 264

80 120 36 40 60 72 36 40
0

GOVT WEEKEND DAY OFFICIAL DAY

Chart 6.1: Various Vehicles Flow From Wagheshwar temple intersect to Kesnand Phata

6.2.4:SERVICE FLOW RATE: FROM KESANAND PHATA INTERSECTION TO

PHATA

Table 6.7: Service flow Rate (vehicles/hr.) from Kesnand phata to Bakori phata

Time 10.00am t-11:00am 10:00am t-11:00am

(Govt. Weekend Day) (Official Day)
CAR 940 1360
CNG/RIKSHAW 72 100
MOTOR CYCLE 2600 3212
BUS 40 32
TRUCK AND DUMPERS 240 220
PICKUP 520 96
NON MOTORIZE 28 56
VEHICLE
PCU/hr 2134 2594

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DIFFERENT TYPES OF VEHICLES FLOW VARIATION

(vehicle/hr.)

3500 3212

3000
2600 2594
2500
2134

2000

1360
1500
940
1000

500 240220
72 100 40 32 52 96 28 56
0

GOVT WEEKEND DAY OFFICIAL DAY

Chart-6.2: Various Vehicles Flow From Kesnand Phata To Bakori Road

6.2.5 ADT & AADT VARIATION

Table 6.8:ADT & AADT variation

Direction Govt. Weekend Day Official Day

From Waghneshwar ADT 38443 57855
Phata-Kesanand AADT 75733 114321
Phata
From Kesanand ADT 36748 53039
Phata-Bakori AADT 72615 104486
Phata(BJS College)

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 Traffic Congestion, Analysis And Solution: A Study Of Wagholi.

FROM WAGHESHWAR TO KESNAND PHATA

100% 114321

80% 57855

60%
757733
40%
38443
20%

0%
ADT AADT

GOVT WEEKEND DAY OFFICAL DAY

Chart 6.3: ADT & AADT varies from Wagheshwar Temple Intersect to Kesnand Phata

FROM KESNAND PHATA TO BAKORI PHATA

100%
80% 53039 104486

60%
40%
36748 72615
20%
0%
ADT AADT

GOVT WEEKEND DAY OFFICIAL DAY

Chart 6.4: ADT & AADT varies from Kesnand Phata to Bakori Phata

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6.2.6 DIRECTION DISTRIBUTION

Table 6.9:Calculation for Directional Distribution

From Wagheshwar - From Kesanand to Bakori

Kesanand phata. Phata
PCU (Govt Weekend) 2232 Vehicle/hr. 2134 Vehicle/hr.
PCU(Official) 2830 Vehicle/hr 2594 Vehicle/hr

From Wagheshwar to Kesanand Phata

2232
= *100
2232+2134

= 51.13%

From Kesanand Phata to Bakori Phata

2134
= ∗ 100
2232+2134

= 48.87%

DIRECTIONAL DISTRIBUTION GOVT. WEEKEND DAY

48.87%
51.13%

From Wagheshwar to Kesnanad Phata From Kesnand Phata to Bakori Phata

Chart 6.5: Directional Distribution Govt. Weekend Day

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 Traffic Congestion, Analysis And Solution: A Study Of Wagholi.

From Wagheshwar to Kesnand Phata

2830
= *100
2830+2594

= 52.17%

From Kesnand Phata to Bakori Phata

2594
= ∗ 100
2594+2830

= 47.82%

DIRECTIONAL DISTRIBUTION OFFICIAL DAY

47.82%
52.17%

FROM WAGHESHWAR TO KESNAND PHATA FROM KESNAND PHATA YO BAKORI PHATA

Chart 6.6: Directional Distribution Official Day

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6.2.7 VEHICLE COMPOSITION

Table 6.10: Vehicle Composition

Types of Vehicles Wagheshwar to Kesnand Kesnanad Phata to Bakori

Phata(%) Phata
(%)
Govt.Weekend Official Day Govt.Weekend Official Day
CAR 25.35 26.38 23.66 26.80
CNG 2.04 2.21 1.8 1.97
MOTOR CYCLE 62.57 63.74 65.45 63.27
BUS 0.92 0.73 1.00 0.63
TRUCK&DUMPER 6.64 4.86 6.04 4.33
PICKUP 1.5 1.32 1.3 1.81
NON MORTARIZE 0.92 0.736 0.7 1.1
VEHICLE

COMPOSITION OF VEHICLE IN PERCENT

70
63.74
62.57
60

50

40

30 26.38
25.35

20

10 6.64
4.86
2.4 2.21 1.5 1.32
0.920.73 0.920.736
0
CAR CNG/RIKSHA MOTERCYCLE BUS TRUCK/LMV PICKUP N.M.VEHICLE

GOVT. WEEKEND DAY OFFICIAL DAY

Chart 6.7: Composition of vehicle from Wagheshwar to Kesnand Phata

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COMPOSITION OF VEHICLE IN PERCENT

70
65.45
63.27

60

50

40

30
26.8
23.66

20

10
6.04
4.33
1.8 1.97 1.3 1.81
1 0.63 0.7 1.1
0
CAR CNG/RIKSHA MOTERCYCLE BUS TRUCK/LMV PICKUP N.M.VEHICLE

GOVT. WEEKEND DAY OFFICIAL DAY

Fig 6.8: Composition of vehicles from Kesnand Phata to Bakori Phata

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 Traffic Congestion, Analysis And Solution: A Study Of Wagholi.

7 TRAFFICE SURVEY RESULTS

7.1: Time of Survey

• What is peak hour?
A rush hour or peak hour is a part of the day during which traffic congestion on roads
and crowding on public transport is at its highest.

• Traffic personnel at the town hall intersection told us that during 12pm to 2pm,
traffic volume has been generally higher.

• We have done
▪ 2 survey between 9 am to 10 am
▪ 1 survey between 12 pm to 1 pm
▪ 2 survey between 5 am to 6 am

7.2: Survey Results

7.2.1 Survey of Wagheshwar Temple Intersect to Kesnand Phata Road

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7a: Tally sheets for Govt. Weekend Day & Official Day

VEHICLE COMPOSTATION FOR GOVT. WEEKEND DAY

1.50% 0.92%
0.92%
6.64%

25.35%

2.04%

63%

CAR CNG MOTOR CYCLE BUS TRUCK & DUMPER PICKUP NON MOTORIZE VEHICLE

Chart 7.1 Vehicle Composition For Wagheshwar To Kesnand Phata(Govt.

Weekend Day)

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 Traffic Congestion, Analysis And Solution: A Study Of Wagholi.

VEHICLE COMPOSITION FOR OFFICIAL DAY

4.86% 1.32% 0.74%
0.73%

26.38%

2.21%

63.74%

CAR CNG MOTOR CYCLE BUS TRUCK& DUMPER PICKUP NON MOTORIZE VEHICLE

Chart 7.2 Vehicle Composition For Wagheshwar To Kesnand Phata(Official Day)

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 Traffic Congestion, Analysis And Solution: A Study Of Wagholi.

7.2.2 Survey Result for Kesnand Phata to Bakori Phata Road

7b: Tally sheets for Govt. Weekend Day & Official Day

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VEHICLE COMPOSTATION FOR GOVT. WEEKEND DAY

1.30% 0.70%

1.00%
6.04%

23.66%

1.80%

65%

CAR CNG MOTOR CYCLE BUS TRUCK & DUMPER PICKUP NON MOTORIZE VEHICLE

Chart 7.3 Vehicle Composition For Kesnand Phata To Bakori Phata(Govt.

Weekend Day)

VEHICLE COMPOSITION FOR OFFICIAL DAY

1.81% 1.10%
0.63% 4.33%

26.80%

1.97%

63.27%

CAR CNG MOTOR CYCLE BUS TRUCK& DUMPER PICKUP NON MOTORIZE VEHICLE

Chart 7.4 Vehicle Composition For Kesnand Phata To Bakori Phata( Official Day)

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8 ROUTE OBSERVATION

8.1;Wagheshwar Temple Intersect -Bakori phata

ROAD NAME /ROUTE Wagheshwar- Bakori Phata

Road Length 2.4 km

Road Way /Two Way Two Way

Road Surface Uneven

Need Repair
(Ok /damaged)
Road Line Divides Yes

(yes/no,condition
Road Surface Marketing &Indicators No Road Marking

(yes/no)
Provision for Drainage No

(yes/no)
Roadway Lights Yes

Number of Intersections 5

Table 8.1 Route Observation from Wagheshwar Temple Intersect to Bakori phata.

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8.2:Kesanand Phata to Bakori Phata(BJS College Road)

ROAD NAME /ROUTE Kesanand Phata to Bakori Phata(BJS

College Road)

Road Length 1.4km

Road Way /Two Way Two Way

Road Surface OK

(Ok /damaged)

Road Line Divides Yes

(yes/no, condition)

Road Surface Marking &Indicators No

(yes/no)

Provision for Drainage Not Required

(yes/no)

Roadway Lights Yes

Number of Intersections 2

Table 8.2 Route Observation From Kesanand Phata To Bakori Phata.

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8.3:Awalwadi Phata four way Intersection

NAME/LOCATION OF INTERSECTION Awalwadi Phata Intersection

Type of Intersection Four way Intersection

Signalized or unsignalized Unsignalized

Traffic Personnel For Traffic Control Yes

Traffic Islands No

Road Marketing For Safety of Pedestrains No

Peak Traffic Hours 9:00 am to 11:00 am

5:00 am to 8:00 am

Table 8.3 Route Observation At Awalwadi Phata Four Way Intersection

8.4:Kesanand Phata Y-Intersection

NAME/LOCATION OF INTERSECTION Kesanand Phata Y-Intersection

Type of Intersection 3 Way Y- Intersection

Signalized or unsignalized Unsignalized

Traffic Personnel For Traffic Control Yes

Traffic Islands No

Road Marketing For Safety of Pedestrains No

Peak Traffic Hours 9:00 am to 11:00 am

5:00 am to 8:00 am

Table 8.4 Route Observation atKesanand Phata Y-Intersection

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8.5 Photograph of Route Observation

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8.6: Road Way Light Survey

STRETCH OF ROAD NUMBER OF APPROX.

LIGHT POLLS DISTANCE
BETWEEN TWO
LIGHTS

Wagheshwar Temple to Kesnand Phata (0.9 km) 4 150 m

Kesnand Phata to Bakori Phata (1.5 km) 3 500 m

OBSERVATION:

Light polls are installed on the center line of the i.e in the road lane divider.

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8.7: Vehicle Registration Rate Inn Wagholi

Registered Vehicles
45500

45000

44500

44000

43500

43000

42500

42000

41500

41000

2011-12 2012-13 2013-14 2014-15

Registered Vehicles

• Average vehicle registion rate for past 4 year ;44053 per year.
• That means 122 new vehicles per day in wagholi and near suburban areas.

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9 CONCLUSION & SUGGESTION FOR BETTER

TRAFFIC
CONTROL & USER CONVIENENCE

9.1: Conclusion:
After doing traffic surveys by manual counting and Video image detection, we came down
to these:

9.1.1: Manual Traffic Survey

• Manual counting is good method for traffic volume study, which doesn’t require
any machine.

• But accuracy is affected by

➢ Peak hour traffic

➢ Number of surveyors
➢ Position of surveyor at the point

• There should be one surveyor for maximum two types of vehicles for better
accuracy.

9.1.2: Video Image Detection

• Video image detection method is accurate, given camera is placed at right spot
of survey point and at proper height.
• But rewinding recording and counting vehicles is time consuming task.

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9.2: Suggestions
Strict lane management: -

Different lanes for different types of vehicles should be marked on the roads and law i.e.
financial penalty should be imposed to make the drivers maintain the lane discipline.

Restricting routes for Rickshaw: -

Rickshaw should not be allowed in all the routes of the city. RTO should take some
responsibility to control the increasing number of rickshaws by imposing registration fee
and legal documentation.

Financial Penalty to the traffic law breakers:-

Government can take such strict step like imposing financial penalty on the law disobeying
drivers. They should be made to dissuade the drivers from certain Congestion-causing habit
such as wrong overtaking, one way driving. Mobile court should be introduced to fine the
truck drivers for disobeying traffic law and driving unfit truck. This kind of implication of
law can mitigate the traffic jam in short run, but in long run all the people should be
involved to create awareness and responsible to the society. Otherwise traffic jam solution
is impossible.

Supply and Demand: -

Congestion can be reduced by either increasing road capacity (supply) or by reducing traffic
(demand) revealed that road capacity can be increased in a number of ways such as adding
more capacity over the whole of a route or at bottlenecks, creating new routes, and
improvements for traffic management. Reduction of demand can include, parking
restriction, park and ride, congestion pricing, road space rationing, incentives to use public
transport and introduction of e-education, e-shopping and homebased working options will
reduce the number of people traveling.

Increasing and developing the manpower (Traffic Police):-

As the city is running with inadequate amount of traffic police than required, so it is the
need of the hour for the authority to increase the number of traffic police. This step will
create some scope for employment also. Only recruitment is not enough, they should be
trained up for the betterment of the traffic management.

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Road Widening:-

Road widening is often advocated as ways to reduce traffic congestion. Roads of the city
are narrow in different places, for example Ubalenagar toWagheshwar Temple there are
various hotel and warehouse, several reasons like Hawkers on the footpath and some
portion of the and illegal possession on the road or illegal structures. This kind of unlawful
activity has to be prevented by imposing proper law and city development plan. Several
steps of road widening have been undertaken. However some research indicates that road
widening provides only slight reductions in urban traffic congestion.

Flyover and Subways: -

Providing flyover at Wagheswar Temple-Awhalwadi Phata- Kesnand Phata, which reduces

main heavy traffic of wagholi. Providing subway at Bakori Phata and various Traffic Island
at many traffic locations of Wagholi.

9.3 : Other Suggestions

• Labor market on the Awhalwadi - Manjri Road should be shifted at road side
vacant land.
• Use of bicycles should be promoted among school students.
• Bus service can be started on the important pick-up points between 5pm to
8pm.
• Alternative route should be used during peak hours.
• The suggestion of our project work for the controlling traffic in Wagholi for latest
sittuation and future 10 year planning shown in model which is developed by our
group.
• Local Govt. authority and political leader should be give attention our suggestion
which is developed in our model. The modified Pune -Nagar road at wagholi is
shown in our model which is perfect for better traffic control and user convienence.

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[1] Google Map, Google Earth, Google Search for Images

[2] Wikipedia

[3] Urban Transportation System (Atul Prakashan)

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[12] Alexander Th. Van den Bosch et al., “Test Bed for Multi-Agent Systems and Road
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 Traffic Congestion, Analysis And Solution: A Study Of Wagholi.

[12] Mr. William ZHANG, Dr. Wen Long YUE, “ Alternative Solutions For Urban Traffic
Congestion”, Proceedings of the Eastern Asia Society for Transportation Studies, Vol.3,
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[16] A Summary Document on “Managing Urban Traffic Congestion”, European

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