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5.1 AREA TRAFFIC MANAGEMENT SYSTEM (ATM)
Area traffic management (ATM) encompasses a process and a set of
measures used to ensure that the streets within neighbourhoods are used
appropriately.
The primary concern is to ensure that the impact of motorized vehicles
on these neighbourhoods is minimized to improve safety and quality of life of
other street users and those impacted by the use of the street.
In order to achieve this, a variety of regulatory measures, physical
measures and programs can be used to address such issues as excessive
vehicular speed, higher than desired traffic volumes and inappropriate driver
behaving over the past decade, the term “traffic calming” has become popular
in many locations to describe the process of dealing with traffic issues. It is
important to realise that measures used to address problems typically have
secondary impacts that can negatively affect some street users or residents.
In deciding how to deal with problems, the expected improvement must
be balanced against any such impacts that could occur, the net result of any
area traffic management initiative should be positive, when all points of
view are considered.
5.1.1 Need for Area Traffic Management
Area traffic management is needed to overcome the conflicts within the
council.
5
Traffic Management
5.2 TRAFFIC ENGINEERING AND MANAGEMENT
5.1.2 Role of Area Traffic Management
The following are roles of area traffic management.
 A caring and inclusive city calls for safety and security within
communities.
 A green and environmentally sensitive city calls for a focus on
walking, cycling and transit and protection of air, water, earth and
other natural resources.
 A city of distinct, liveable communities calls for accessibility of
facilities by walking, cycling and transit ease of mobility
within communities,and physical beauty in public spaces.
 An innovative city where prosperity is shared among all calls for
a business supportive environment and accessibility to opportunity
for individuals.
 A responsible and responsive city calls for municipal leadership,
fiscal responsibility, open and participatory processes, community
partnership and public awareness.
Transportation systems plays a major part in the creation of liveable
neighbourhoods, and can either help or hinder the achievement of objectives
like those listed above. Area traffic management is however, just one of
many disciplines through which the city will work to bring transportation
into balance with other community needs.
These includes.
 Public transit services
 Community design processes
 Cycling and walking programs.
 Development approvals
 Transportation demand management
 Road safety programs
 Parking devices
 Road design standards
 Polic Fire and paramedic services
TRAFFIC MANAGEMENT 5.3
 Healthy community initiatives and
 Area traffic management
Area traffic management (ATM) is therefore, just one many areas in
which the city will work to bring transportation into balance with other
community needs.
1. Community equity
2. Effectiveness and
3. Efficiency
ATM Principles
Community equity Effectiveness Efficiency
Figure 5.1 Principles of ATM
1. Community Equity
The community equity includes the following principles
Principle 1: Define and Follow a Consistent Process
Citizens have a right to know how their concerns will be addressed.
Equity requires that area traffic management processes be clearly identified
and consistently applied. This does not imply the “one size fits all.” But
rather a sound methodology be followed that takes into account both the
similarities and differences among situations.
Principle 2: Do Good Planning
The city should follow widely accepted “good planning” principles -
considering a range of solutions. systematically evaluating alternatives
consulting with affected stakeholders and documenting results the process
should be open, thorough understandable and inclusive.
5.4 TRAFFIC ENGINEERING AND MANAGEMENT
Principle 3: Recognize Diverse Interests
Streets affects adjacent residents, businesses and institutions all of
who should be considered in making decisions on the physical arrangement
and regulation of streets. The streets also have a multitude of users both
non motorized (pedestrians, cyclists) and motorized (cars, trucks, buses,
emergency vehicles, maintenance vehicles) whose interests are also critical.
Principle 4: Recognize the Diverse Role of Streets
Streets play an important role in building our community and serving a
transportation function. The priority of different interests on a given street
will vary according to the community context and street type. Both the context
and street type need to be considered in order to develop effective solutions
to area traffic management problems.
Principle 5: Preserve Community Access
Area Traffic management sneasures should consider the neighbourbood
access needs of neighbourhood residents, employees, students, visitors and
business patrons.
Principle 6: Consult All Stakeholders
Community participation and partnership are an essential component
of traffic management initiatives. They are vital not only to identify problems,
suggest possible solutions and evaluate these alternative solutions but also
to build a consensus around the ultimate solution and assure its long term
success.
In addressing neighbourhood traffic issues the city should engage those
who need to use the street. Typical stakeholder include residents, community
associations, business owners, school administrators, pedestrians, cyclists,
drivers and providers of transit, emergency and maintenance services.
Principle 7: Ensure Equity of Access To Resources
The city recognize that some communities may have the desire and
ability to invest in their neighbourhood infrastructure.
However the city needs to maintain equity among communities, and
should address problems on the basis of need, rather than ability to pay. The
city should assume responsibility for funding area traffic management study
processes and the development of solutions.
TRAFFIC MANAGEMENT 5.5
2. Effectiveness
Area traffic management should effectively address problems while
minimizing or mitigating any related secondary impacts.
Principle 8: Confirm Problems Objectively
The city needs to maximize its ability to justify, predict and assess the
effectiveness of possible solutions to area traffic management problems.
Observation data collection and analysis should provide an objective
determination of the nature and severity of neighbourhood traffic concerns.
The city recognizes that some liveability concerns are difficult to verify through
direct measurement.
Principle 9: Use the Right Tool For the Job
Area traffic management initiatives should consider the potential
effectiveness of all potential measures in the ATM “toolbox” and should apply
them consistently using accepted guidelines and standards
Principle 10: Improve non - auto Travel
Measures to reduce the impact of motorized vehicles on neighbourhoods
should also enhance or at least preserve the safety, comfort and convenience
of walking, cycling and transit use.
The various modes of travel accommodated on streets may require trade
offs to be made, and the priority give to each mode may vary depending on
the type of street demand for its use, and the surrounding environment.
Principle 11: Solve the Problem, Don’t Move It
The city should avoid measures that diverts traffic to other streets with
similar characteristics within a community or an adjacent community or
that causes problems like speeding to develop elsewhere.
In some cases it may be appropriate to consider measures that divert
traffic to streets to consider measures that divert traffic to streets that can
more appropriately accomodate the traffic.
Principle 12: Protect the Public Interest
Protection of the public interest requires that all area traffic management
initiatives meet the same standards of equity, effectiveness and efficiency.
5.6 TRAFFIC ENGINEERING AND MANAGEMENT
To be viewed as credible in the wider community it is important that
area traffic management initiatives he carried out in a consistent manner,
in such a way as to balance the general public interest with the interest of
stakeholders.
Plans brought forward directly by a community will be reviewed to ensure
community with the approved screening, priorization and treshold
requirements of the ATM guidelines.
Principle 13: Follow up With Monitoring and Evaluation
The city should monitor area traffic management measures, evaluate their
effectiveness, and make results available to the community. The evaluation will
include recommendations for any required adjustments to the plan.
3. Efficiency
Area traffic management initiatives should aim to achieve the greatest
possible benefits with the available resources.
Principle 14: Take a Measured Approach to Solving Problems
During the planning stages, the city should consider simple, inexpensive
measures before more complex and costly ones. This approach can address
concerns, while minimizing the potential for secondary impacts, municipal
costs, road users costs, vehicle emissions and negative public reaction.
Principle 15: Prioritize Problems and Solutions
The order in which the city addresses area traffic concerns should
correspond to the severity of those concerns and the city’s ability to verify
them. Area traffic management measures, once approved for implementation,
should be prioritized in a manner that users resources most effectively.
Principle 16: Take Advantage of Opportunities
The city should consider the need and ability to incorporate area traffic
management measures in all projects involving road reconstruction as an
inexpensive way to improve safety and liveability.
Principle 17: Don’t Create New Problems
The city should ensure that new roads and reconstructed roads are laid
out and designed to minimize the likelihood of future area traffic management
concerns.
TRAFFIC MANAGEMENT 5.7
5.1.3 Procedure for Area Traffic Management
Concerns Reported by Public (1)
Request Submitted (2)
Screening Process (3)
Categorize Projects (4)
Data Collection (6)
Identity Stake Holders (7)
Project Kick off Meeting (8)
Neighbourhood Workshop (9)
Develop Alternative Solutions (10)
Analyze/Evaluate Alternatives (11)
Localized study
prioritization (5)
Comprehensive study
prioritization (5)
Public Open House (12)
Approval (13)
Prioritization of measures for Implementation (14)
Implementation (15)
Monitoring, Evaluation, Revision (16)
Pre-Study
Stage
Study
Stage
Implementation
Stage
Figure 5.2: Overview of ATM Procedure
5.8 TRAFFIC ENGINEERING AND MANAGEMENT
The establishment of a focussed, consistent area traffic management
(ATM) process addresses two major problems.
Inconsistent Public Expectations
The city’s former constituent municipalities employed diverse
terminologies, policies and practises related to area traffic management and
traffic calming.
A single harmonized approach is required to “level the playing field” in
terms of the publics understanding of how the city will address these issues,
what tools it is willing to use and so on.
Resource Constraints
The city does not have sufficient funds and staff time to address every
traffic concern that is raised. A process is required to help indentify the
most serious problems and address them efficiently.
1. Phase One - Pre Study
Step 1: concerns Reported by Public
Community identification of traffic issues is the primary method for
initiating the area traffic management process residents (applicant) initial
contact with the city will follow the request tracking system (RTS) which
logs concerns reported and distributes them to the appropriate division within
the traffic and parking operations.
Step 2: Submission of Request
In order to ensure that others on the street or in the area share traffic
concerns, requests must be received from one of the following.
The community association, school council, or business association for
the area or
Groups representing at least 10 households or businesses or a minimum
of 25% of households/businesses on the affected streets/area.
Step 3: Screening process
Once a request is submitted by a neighbourhood or group, the assigned
city staff will conduct a site visit and undertake the screening process.
Screening includes conducting site visit and collecting data.
TRAFFIC MANAGEMENT 5.9
Table 5.1: Screening Checklist Sample
Check All That Apply Screening Result
Is at least ONE of the CONTEXT criteria met?
Are at least TWO of the TRAFFIC criteria met?
If both boxes above are checked issue is carried forward as a project.
Test One - Context Criteria
The streets/area must have the proper context, demonstrating
susceptibility to negative impacts associated with traffic by meeting at least
one of the following criteria.
Table 5.2: Test One Context Criteria
Check All That Apply Context
Presence of schools, parks, community, centres
or clusters of vulnerable street users.
Primarily residential frontage.
Pedestrian activity levels which are not adequately
served by pedestrian facilities.
Pedestrian oriented retail (e.g., main street district)
Test Two Traffic Criteria
The city will collect or extract from its records sufficient data to
determine if at least two of the following indicators are satisfied.
5.10 TRAFFIC ENGINEERING AND MANAGEMENT
Table 5.3: Test Two Traffic Criteria
Meets Threshold
Indicator
Local or
Arterial
Indicator
Value
Measures
Collector
Inappropriate There must be clear
driver evidence of inappropriate
behaviour driver behaviour
characterized by a
history of complaints.
Speed 15% of vehicles are
travelling at or above
50 km/h unless the street
is posted at a higher speed
limit, in which case 15 %
of vehicles must be
travelling above the
posted speed limit.
Volume The average motorized
traffic volume is at least
 1000 vehicles per day
or 120 vehicles per
peak hour.
 2500 vehicles per day
or 300 vehicles per
peak hour.
Through There must be tangile
traffic evidence of through
volumes traffic exceeding 20 % of
the total traffic volume
through traffic may
include vehicle circling a
neighbourhood.
Collisions The rate of collisions
involving motorized
vehicles, pedestrians
and/or cyclists must be
above the average rate.
TRAFFIC MANAGEMENT 5.11
Step 4: Categorize Projects
Projects will be categorized be ensure they are studied by city staff in
the most appropriate manner projects are categorized as requiring either
localized or comprehensive studies, with the latter considered to be the more
significant undertaking.
Localized Studies
 A few streets, at most are affected.
 The affected streets are local, collector or major collector.
 There is a single, clearly defined problem with limited potential for
expansion of the problem or study area.
 There are few or mild competing interest
 The nature of the solutions can be reasonably anticipated.
 The time and effect to conduct the project are expected to be limited.
Comprehensive Studies
 A number of streets or an entire neighbourhood is affected.
 Affected streets may include asterials
 There are a number of concerns, perhaps poorly defined, with potential
for expansion.
 There are many or severe competing interests
 Possible solutions are numerous, or not apparent.
 The time and effort to conduct the project are expected to be significant.
Step 5: Prioritization of Studies
All new request for studies will be prioritized against both the backlogged
projects and other current request. In order to identify those studies, that if
approved are likely to be implemented within five years. The five year period
was selected based on the environmental assessment process. This period is
considered to represent the maximum time and approved ATM project should
wait before implemented.
5.12 TRAFFIC ENGINEERING AND MANAGEMENT
2. Phase Two - Study Stage
Comprehensive studies will involves the same basic steps as localized
studies but will be more detailed due to a larger study area, greater number
of concerns, or other factors.
Step 6: Data Collection
Data needs for studies must be appropriate to the nature of the problem
identified and must be comprehensive enough to ensure all issues. The
guidelines for data collection serve four purposes,
 To ensure a consistent approach to data collection is used.
 To ensure that similar factors are considered for all city projects.
 To ensure a comprehensive review of conditions so that appropriate
measures are put in place and
 To establish a baseline of information for future monitoring efforts.
The data collection includes the following,
Data collection
Pavement marking
Curve radil
School catchment area
Type of curb
Block length
Street classification
Transit routes
Trees
Utility locations
Truck routes
Sight distances
Base mapping
Sign inventory
Width of drive way
Figure 5.3: Data Collection
TRAFFIC MANAGEMENT 5.13
The traffic characteristic is included in table 5.3.
Table 5.4: Traffic Characteristics
S.No. Indicator
Indicator
data
Purpose Data collection
method
Data
parameter
1. Pedestrian
volumes
Pedestrian
volumes
To determine
pedestrian volumes
To determine
frequency of
pedestrian crossings
Manual recording As appropriate
2. Speeds 15% of vehicle
travelling at
50 km/hr or
5% of vehicle
traveling at
60 km/h
To determine
speed and
thresholds
Radar
Laser
Automatic traffic
recorder
Min 30 vehicles
at times of day
or week when
problem has
been identified
3. Volume
counts
Motor vehicle
traffic volume
To determine
hour and volumes
peak Automatic traffic
recorder
Average annual
day traffic
4. Motor
vehicle
classification
Vehicle
classification
To determine % of
cars, buses, etc.,
Automatic traffic
recorder visual
survey
Min 1 hour at
times of day or
week.
5. Daily traffic
volume
profile
24 hour
traffic volume
Determine traffic
volume
Min 30 vehiclesObserved through
traffic cordon
counts
6. Through
traffic
volumes
Motor vehicle
traffic volume
To distinguish local
from non local
traffic
Min 1 day in one
hour
Observed through
traffic
7. Collisions Collisions
and volumes
To determine rate
of collisions
Three years of
data where
possible
Review collision
reports
8. Cyclist
volumes
Cyclist
volumes
To determine cyclist
volume
As appropriateManual recording
5.14 TRAFFIC ENGINEERING AND MANAGEMENT
Step 7: Ideltify Stakeholders
Identifying stakeholders will include those residents or groups on the
original ATM petition and adjacent residents, business and other groups.
Step 8: Project Kick Off Meeting
The project kick off meeting is focussed on confirming the draft problem
statement and introducing citizens to the ATM process. A walkabout is a
tour through the neighbourhood to discuss community traffic issues.
Step 9: Neighbourhood Workshop
A workshop is focussed and intense interactive work session with the
public where facilitators educate participants and encourage the interaction
of participants through a variety of activities. The workshop would provide
the pariticipants with appropriate opportunity to identify potential measures
and to develop alternative soltuions.
Step 10: Develop Alternative Solutions
City staff will attempt to develop more than one solution package. The
number of solutions developed will depend on the context of the situation.
Step 11: Analyze and Evaluate Alternatives
The ATM alternatives are analyzed and evaluated using criteria that
consider three basic aspects.
 Benefits that will result from solution
 Secondary impacts associated with the solution and
 Cost of the solution
The project file includes the following,
 Memo describing analysis factors
 Memo indicating recommend alternatives
 PAC/TAC meeting notes
 Staff memo indicating commonly held concerns or issues and staff
response.
Potential evaluation factors and its indicators are given in the following
Table 5.4.
TRAFFIC MANAGEMENT 5.15
Table 5.5: Potential Evaluation Factors and Indicators
S.No. Factor Indicator (Positive or Negative Effect)
1. Effectiveness in Traffic volume
addressing traffic problem
Traffic speeds
Driver behaviour
2. Associated community Traffic diversion
traffic effects
Accessibility for neighbourhood residents
Accessibility to business, schools
Parking
3. Pedestrian effects Environment
Crossing conflicts
4. Emergency Vehicle Routes/response times
Operation
Effect on vehicles
Safety/comfort for vehicle occupants
5. Noise and Vibration Noise
Vibration
6. Vehicular user effects Effect on mobility function of street
Comfort for vehicle occupants
7. Safety Potential effects on collision rates
8. Transit operations Effect on routes/operation
9. Natural environment Air quality
10. Cost Capital cost
Operational cost
Maintenance cost
11. Cycling effect Environment crossing conflicts
5.16 TRAFFIC ENGINEERING AND MANAGEMENT
Step 12: Public Open House
The recommended conceptual plan and preliminary cost estimate will
be presented to the neighbourhood in a public meeting. The following
information may be included on boards and/or in a presentation.
 Overview/education on what ATM is?
 Major data features and general conclusions
 Scope of study.
 Problem statement
 Project objectives
 Summary of plan development process
 Conceptual ATM plan and support materials.
Step 13: Approval and Study Report
Approval
Localized Studies
Approval of localized studies will follow the city’s current delegated
authority process.
Comprehensive Studies
Comprehensive studies will normally require approval by city council
on the recommendations of the transportation committee.
Study Report
A report will be prepared that documents the study process and
conclusions as well as an overview of the intended implementation process.
A notice of study completion will be submitted to review agencies and the
public and will include a summary project sheet.
TRAFFIC MANAGEMENT 5.17
3. Phase Three - Implementation Stage
Once studies have been completed and approved the recommended
measures will be implemented in accordance with priorities and funding
availability.
Step 14: Prioritization of Measures for Implementation
In order in which measures will be implemented will be determined by
their priority, adjusted to reflect any division into subsets, in comparison to
other new projects or groups of measures, awaiting implementation. As well,
a maximum of 25 additional points will be assigned to reflect the relative
costs of groups of measures using the following formula.
 
Cost of lowest cost
group of measures
25 Number of points
Cost of group of measues
under consideration
Step 15: Implementation
Measures will be designed and constructed in accordance with the area
traffic management, and other relevant city standards and specifications.
Such as minimum sidewalks widths and warrants for stop signs and traffic
signals.
Projects may be implemented on a staged basis, especially if the set of
measures and the associated cost is substantial. Staging plans should
recognize the preserving the effectiveness of overall plans could require the
appropriate grouping of measures. For measures implemented over a series
of years, a review appropriate given the nature of measures and neighbourhood
context.
Step 16: Monitoring, Evaluation, Revision/Removal
Monitoring
Implemented measures will be monitored and evaluated. Sufficient data
will be collected to assess the level of improvement that the project has
achieved.
5.18 TRAFFIC ENGINEERING AND MANAGEMENT
Evaluation
Evaluation reports will be prepared and results made available. The
reports may recommend adjustment to the original plan, if concerns have
not been adequately addressed or if unacceptable secondary impacts have
occurred as a result of implemented measures.
Once the evaluation has been conducted, the project will be considered
complete and reviewed only if a request to do so is submitted in accordance
with the ATM application process.
Revisional/Removal
Removal of measures must follow the EA process if traffic calming
measures are included. Staff will undertake minor revisions to the ATM plan
as appropriate and in consultation with the community and ward councillors.
5.1.4 Measures of Area Traffic Management
When making decisions on the type of measures to use, it is necessary
to consider several aspects,
 The role of various measures in addressing identified problems by
categories.
 Use and limitations of certain measures and
 Threshold that establish where measures should be considered.
Categories of Measures
The following are the eight broad categories of measures followed in ATM.
 Traffic management (volume)
 Traffic management (speed and behaviour)
 Physical measures (traffic calming)
 Physical measures (others)
 Transportation demand management
 Education and enforcement
 Street environment
 Traffic control.
TRAFFIC MANAGEMENT 5.19
1. Traffic Management (Volume)
Physical and regulatory traffic management measure can reduce traffic
volumes in one of two ways, they close streets or prohibit turning movement
to eliminate traffic.
The following are the traffic management measures that address traffic
volume issues.
 Directional closure
 Full closure
 Diverters
 Forced turn island
 Right in/Right out island
 Median barrier
 Turn and movement prohibitions
 One way street
 Arterial road modification
2. Traffic Management (Speed and Behaviour)
The following are a number of regulatory and physical measures that
can be used to address speed or driver behaviour issues
 Speed zoning
 One way to two way street conversion
 On street parking
 Pavement markings
 Narrowing the street
 Realigned intersection
5.20 TRAFFIC ENGINEERING AND MANAGEMENT
3. Physical Measures (Traffic Calming)
These are measures with the primary purpose of reducing vehicular
speeds and improving driver behaviour by causing a horizontal or vertical
deflection in the vertical travel path. These measures may require
environmental assessments (EA). The following are the traffic calming
measures.
 Speed humps/table
 Raised crosswalks
 Raised intersections
 Traffic circle
 Chicanes
4. Physical Measures (Others)
There are a number of other physical modification to street that can be
implemented, including intersection or midblock narrowings, curb radii
reductions medians and lateral shifts. Many of these measures improve the
pedestrian environment, or improve driver behaviour by better defining the
travel path that motorized vehicles must follow. The following are potential
physical measures.
 Intersection narrowings
 Mid block narrowings
 Centre island narrowings (median)
 Curb radii reduction
 Lateral shift
5. Transportation Demand Management
The city will work to reduce motor vehicle demand through measures
that encourage walking, cycling, transit use, teleworking, ridesharing and
other operations. TDM measures for area traffic management will rely on
the city’s ongoing TDM program and may be tailored to the specific needs of
project. The following TDM measure is particularly if relevant to ATM.
 Neighbourhood based TDM toolkit
TRAFFIC MANAGEMENT 5.21
6. Education and Enforcement
Education and enforcement are intended to address issues of speeding
and driver behaviour, they typically have limited secondary impacts, but can
be relatively costly if widely implemented.
The following are education and enforcement measures,
 Neighbourhood speed watch
 Safety and education campaigns
 Targeted enforcement
7. Street Environment
Landscaping, streetscaping, gateways and surface treatments on streets
can be used to create an environment where the dominance of the motorized
vehicle is reduced and to communicate to drivers to need to respect to
community they are passing through.
The following are street environment measures
 Streetscaping
 gateways
 Textures crosswalk
 Textured surfaces
 Sidewalks
 Woonerven
8. Traffic Control
Regulatory measures such as stop signs and signals confirm to warrants.
Unwarranted stop signs typically result in compliance problems and in some
cases can result in higher speeds. Unwarranted signals can result in increased
emissions, delay and collisions. Traffic control measures include the following:
 Stop signs
 Modern Round Abouts
5.22 TRAFFIC ENGINEERING AND MANAGEMENT
5.2 TRAFFIC SYSTEM MANAGEMENT (TSM)
The traffic system management (TSM) is used to increase the capacity
of state and local transportation system by increasing the number of peak
hour person trips by improving existing facilities without major construction.
The TSM program is annual program.
5.2.1 Objective of TSM
The basic objective of TSM is to create more efficient use of existing
facilities through improved management and operation of vehicles and the
roadways.
TSM refers to all strategies that contribute to the efficient use of existing
highway facilities both.
1. “demand” side (changing the way people travel)
2. “supply” side (i.e., changing the facility itself)
5.2.2 TSM Actions
TSM actions use intended to improve the flow of traffic, usually without
altering the total number of vehicles that use the roadway during an average
day.
5.2.3 Techniques Used in TSM Actions
The following are techniques used in TSM actions.
1. Traffic operations improvements
2. Traffic signalization improvements
3. Improvements for pedestrian and bicycles
4. Special roadway designations (priorities in road assignment, for
example, bus lanes, hot lanes)
5. Parking management
6. Intermodel coordination
TRAFFIC MANAGEMENT 5.23
1. Traffic Operations Improvement
Traffic operations improvement includes the following ways,
 Widening intersections
 Creating oneway streets
 Installing separate lanes for right and left turns
 Restricting turning movements (especially right ......)
e.g., sonogram intersection
 Improving markings
 Grade separations e.g., flyover, interchanges.
2. Traffic Signalization Improvement
Traffic signalization can be improved by following ways.
 Coordinating signal timing from arterial roadways
 Computerising area - wide signal coordination in downtown grid
networks.
 Actuated signals - signal times optimized “real time” based on traffic
volumes accumulated in approaches.
3. Improvements for pedestrians and bicycles
The improvements for pedestrians and bicycle can be done by following
ways,
 Widening sidewalks
 Providing lighting, benches and pedestrian malls.
 Building grade separations (underpass or overpasses)
 Building bikeways and
 Installing pedestrian controls at intersection.
5.24 TRAFFIC ENGINEERING AND MANAGEMENT
4. Special Roadway Designation
Special roadways are designed in following way.
 Bus lane reserving a dedicated lane for the exclusive use of buses
 Bus street reserving an entire street, usually in the CBD, for the
exclusive use of buses.
 Contraflow reserving a lane in the opposite direction of traffic when
traffic is heavy in one direction and light in the other direction.
5. Parking Management
The parking can be managed by following ways,
 Curb parking restrictions to reduce the amount of on street
parking.
 Off street parking restrictions, such as pricing differentials to
discourage all day parking, the elimination of free parking, and parking
subsidies.
 Preferential parking for carpools and vanpools to serve as an incentive
for ridesharing.
 Parking rate charges designed to encourage ridesharing to limit
vehicular traffic.
6. Intermodal coordination
 The travelers often change modes at some point. Therefore,
coordination between modes must be considered including
improvements between transit carpools, autos, walking and
bicycles.
5.3 TRAFFIC MANAGEMENT REGULATORY MEASURES
The traffic management measures is to retain as much as possible
existing pattern of streets but to alter the pattern of traffic movement on
these, so that the most efficient use is made of the system.
TRAFFIC MANAGEMENT 5.25
Some of the well known traffic management measures are,
1. Restriction on turning movements
2. Oneway Streets
3. Tidal Flow Operations
4. Exclusive bus lanes
5. Closing side streets
6. Traffic Calming by Chicane
5.3.1 Restrictions on Turning Movements
1. Prohibited Right Turning Movements
Prohibition of right turning movement can be established only if the
existing street system is capable of accomodating an alternative routing.
Depending upon the existing layout of the street system, three methods are
available.
i) Diversion of the right turning traffic to an alternative intersection
further along the road where there is more capacity for dealing with
a right turn. This is known as T turn. It is often useful for dealing
with a difficult right turn from a minor road into a major road. The
right turn gets shifted to a minor - minor junction.
Figure 5.4: T Turn
5.26 TRAFFIC ENGINEERING AND MANAGEMENT
ii) Diversion of the right turning traffic to the left before the junction.
This turn is known as G turn. It is useful for a right turn from a
major road, since it is converted to a left turn from the major road
and a straight over movement at the original junction.
Figure 5.5: G Turn
iii)Diversion of the right turning traffic beyond the junction. This is
known as Q turn. This entacts three left turns and requires the
driver to travel twice through the original junction, thus increasing
the total volume of traffic handled by the junction. Since only left
turns are involved it is considered the least obstructive.
Prohibition of right turning movement is known to increase the saturation
flow and the capacity of the junction.
Figure 5.6: Q Turn
TRAFFIC MANAGEMENT 5.27
2. Prohibited Left Turning Movement
Left turning movement is not obstructive to traffic and it is rare they
are prohibited.
However, such prohibition may be needed to provide a safe crossing for
pedestrians, especially when the pedestrian traffic across the minor road is
heavy.
5.3.2 One Way Streets
As the name itself impels, one way streets are those where traffic
movement is permitted in only one direction.
As a traffic management measures intended to improve traffic flow,
increase the capacity and reduce the delays, one way streets are known to
yield beneficial results.
In combination with other methods such as banned turning movements,
installation of signals and restrictions on loading and waiting, the one way
street system is able to achieve great improvement in traffic conditions of
congested areas.
Advantages of One Way Streets
i) A reduction in the points of conflict traffic movements at junctions
involve a number of points of conflict. These generate delay, congestion
and accident hazards. Any scheme where the points of conflict are
reduced in number is thus conductive to better safety and less
delay.
Figure 5.6, gives the point of conflict a vehicles at a junction of two 2
lane 2 way streets,
a) How the same can be reduced by making one street one way,
b) Both the streets one - way,
c) Two One - Way street
5.28 TRAFFIC ENGINEERING AND MANAGEMENT
(a) 2 way - 2 lane street 16 point conflict
(b) One 2 way street and one one way street 7 point conflict
(c) Two one -way streets 4 points of conflicts
Figure 5.7: Vehicular Points of Conflict With 2 Way Streets and One Way Streets
TRAFFIC MANAGEMENT 5.29
ii) Increased Capacity: The removal of opposing traffic and the
reduction of intersection points of conflict results in a marked increase
in the capacity of a one way street. However, this will not always be
the case and broad generalisation on the relative efficiency of an
individual approach operating one way as compared to two way.
iii)Increased Speed: Since the opposing traffic is eliminated drivers
can operate at higher speeds. This is further facilitated by the more
efficient possible under one way street operation. An overall reduction
of 20% in journey time has been reported in some London streets
(a) Two 2 way streets 24 points of conflict (b) Two one way streets 12 point of conflicts
Figure 5.8: Points of Conflict of Pedestrians and Vehicles
iv)Facilitating the operation of a progressive signal system, the use
of one way street operation offers advantages in designing a system
of signals for an entire area. Progressive system design in easy with
a pair of one way streets. With progressive system, the flow becomes
smoother and the safety is increased.
v) Improvement in Parking Facilities : A two way street with parking
permitted on both sides consumes a good amount of street width. In
narrow two way streets, the question often is whether to eliminate
parking altogether or convert street to oneway operation with one side
parking. As an added advantage parking manoeuvres become less
dangerous and obstructive when all vehicle face in the same direction.
vi)Elimination of Dazzle and Head on Collision
The elimination of dazzle in oneway streets is conductive to greater
safety, similarly the elimination of head one collision results in
reduction in accident severity.
5.30 TRAFFIC ENGINEERING AND MANAGEMENT
Disadvantages of One Way Street Working
A number of disadvantages are associated with one way street working.
Some of these are,
i) One of the important drawbacks of a oneway street operation is the
prerequisite need for the availability of a street system that can be
easily modified to suit that new scheme.
ii) Emergency vehicles (fire services, ambulance, etc.,) may be blocked
by cars in all lanes at intersections waiting for signals to change.
iii)The excessive speeds that follow as a result of one way operation
may be a hazard to residential areas.
iv)Although the journey times and delays reduced, the actual distance
to the covered by drivers increase.
v) In the initial stages of its introduction, confusion is likely to the
created amongst motorists and pedestrians.
vi)The introduction of one way street initially affects the business of
the area.
5.3.3 Tidal Flow Operation
One of the familiar characteristics of traffic flow on any street leading
to the city centre is the imbalance in directional distribution of traffic during
the peak hours. For instance, the morning peak result in a heavy
preponderance of flow towards the city centre, whereas the evening peak
brings in heavier flow away from the city centre.
In either case the street space provided for the opposing traffic will be
found to be in excess. This phenomenon is commonly termed as “tidal flows”,
one method of dealing with this problem is to allot more than half the lanes
for one direction during the peak hours. This system is known as “tidal flow”
operation or “reverse flow” operation.
Principle
The principle of tidal flow operation can be translated into practise in
two ways,
1. The first is to apportion a greater number of lanes in a multilane
street to the inbound traffic during the morning peak and
similarly a greater number of lanes too the outbound traffic
during the evening peak.
TRAFFIC MANAGEMENT 5.31
2. The sound requires the existence of too separate streets parallel to
each other and close to each other, so that the wider of the two
can be set apart for the heavier traffic both during the morning peak
and the evening peak. In this case, the two streets will operate as
one way streets.
5.3.4 Closing Side Streets
A main street may have a number of side streets where the traffic may
be very light. In such situations, it may be possible to close some of these
side streets without affecting adversely the traffic and yet reap a number of
benefit.
Advantages
The following are some of the advantage of closing side streets,
1. The side streets which are closed can be utilised for parking of
vehicles, if there is an acute shortage of parking space in the area.
2. For the same reason as above, the accidents get reduced.
3. Since the interference from the traffic from side streets is eliminated
the speed increases and journey time reduces.
4. If the side streets are too many and at close intervals, it is difficult to
formulate a scheme for the progressive system of signals.
Disadvantage
The disadvantage of closing the side streets can be,
1. Closure of a number of cross streets may increase the flow to and
from the remaining cross road. This may necessities signal control
and other measures at these junction.
2. When a number of side streets are closed, the immediate effect is
an increase in the parking of vehicles on the main streets itself.
5.3.5 Exclusive Bus Lanes
A recent innovation in traffic management practice in some of the cities
is to reserve a lane of carriageway exclusively for bus traffic. This is possibly
only in situations where carriageway is of adequate width and a lane can be
easily spared for the buses. This implies that there should be atleast 3 lanes
in each direction.
5.32 TRAFFIC ENGINEERING AND MANAGEMENT
Exclusive bus lanes running against heavy one way flow are also very
common. A Bus Rapid Transit (BRT) corridor has been constructed in New
Delhi, wherein two lanes have been carved in the centre of a multilane road.
5.3.6 Traffic Calming by Chicane
It is some times necessary to reduce the carriageway width of a road to
earmark some space for parking, such as in busy shopping centers. This can
be achieved by chicanes.
Diagonal hacked
marking
Area reserved
for parking
Chicane
Figure 5.9: Traffic Calming by Chicane (reduced lane width)
5.4 TRAVEL DEMAND MANAGEMENT (TDM)
Travel demand management (TDM), transportation demand management
or traffic demand management is application of strategies and policies to
reduce travel demand or to redistribution this demand in space or in time.
5.4.1 Principle of TDM
 It provides an incentive to change travel mode, time or destination
 It improve the transportation options available to consumers
 Reduce the need for physical travel mobility substitutes
5.4.2 Effectiveness of TDM Strategies
The measures of effectiveness of TDM strategies can be done using
several different methods such as cost, usage or those listed below.
 Reduced traffic during commute times.
 Reduced or stable peak hour traffic volumes.
TRAFFIC MANAGEMENT 5.33
 Increased commuter traffic at off peak time.
 Increased use of modes other than single occupant vehicles.
 Increased use of designated routes during emergencies or special
events.
 Eased use of the transportation system by tourists or others
unfamiliar with system.
 Reduced travel time during the peak hours and/or
 Fewer crashes during peak hours.
5.4.3 Direct and Indirect Method of Travel Demand Management
1. List of Travel Demand Strategies
The road pricing and parking managements are direct TDM strategies,
which are or have been used include:
i) Flextime
When provided by employers, flextime allows workers to adjust their
community time away from the peak periods. For example rather than all
employees working 8.00 to 4.30. Some might work 7.30 to 4.00 and other
9.00 to 5.30. This provides the workers with a less stressful commute.
ii) Alternate Work Schedule
A related but more expensive strategy is to provide alternate work
schedule. This strategy involves using alternate work - hours for all employees.
iii) Compressed Work Week
A compressed work week is different from “flextime” or the “alternate
work schedule in that the work week is actually reduced from the stand “five
days a week”, work schedule. A compressed work week reduces commute
travel.
iv) Telecommuting
Telecommuting in the work place offers a good chance to reduce the
dependence to travel to work via car or bus. This is especially true in technical
positions and some fields in the medical industry.
5.34 TRAFFIC ENGINEERING AND MANAGEMENT
v) Vanpooling
Van pooling is a strategy that encourages employees to utilize a larger
vehicle than the traditional standard automobile to arrive at works vans
typically hold twelve or more persons.
vi) Bicycling
Bicycling can substitute directly for automobile trips. Communities that
improve cycling conditions often experience significant increase in bicycle
travel and related reductions in vehicle travel.
vii) Walking
Walking as TDM strategy has the ability to substitute directly for
automobile trips.
viii) Park and Ride Lots
Parking and ride consists of parking facilities at transit stations, bus
stops and highway on ramp.
ix) Car Sharing (Car Pooling)
Car sharing is demand reducing technique that allows families within
a neighbourhood to reduce the number of cars they own.
5.5 ROAD PRICING
Road pricing means that motorists pay directly for driving on a particular
roadway or in a particular area.
Road pricing has two general objectives
1. Congestion management 2. Revenue generation
5.5.1 Types of Road Pricing
Different types of road pricing are,
1. Vehicle use fees 2. Road Tolls
3. Congestion pricing 4. Hot lanes
5. Road space rationing 6. Distance based pricing
TRAFFIC MANAGEMENT 5.35
1. Vehicle Use Fees
Pay as you drive vehicle insurance, prorates premiums by mileage so
vehicle insurance becomes a variable cost.
2. Road Tolls
Tolls are a common way to fund highway and bridge improvement.
3. Congestion Pricing
Congestion pricing refers to variable road pricing. Congestion pricing or
congestion charge is a system of surcharging users of public good that are
subject to congestion through excess demand such as higher peak charges
for use of bus services, railways. This pricing strategy regulates demand,
making it possible to manage congestion without increasing supply.
According to the economic theory behind congestion pricing, the objective
of this policy is the use of the price mechanism to make user conscious of
the costs that they impose upon one another when consuming during the
peak demand.
4. Hot Lanes
High Occupancy Toll (HOT) lanes are high occupancy vehicle (HOV)
lanes that also allow access to low occupancy vehicle if drivers pay a toll.
5. Road Space Rationing
A variation of road pricing is to ration peak period vehicle trips or vehicle
miles using a credit based system.
6. Distance based pricing
In this methods used pay based on mileage.
5.6 PARKING PRICING
Parking pricing (also called user pay and metered parking) refers
to direct charges for using a parking space. This can include on street
parking, parking loss at campuses and buildings, and commercial parking.
5.36 TRAFFIC ENGINEERING AND MANAGEMENT
Table 5.6: Objectives of Parking Pricing
S.No.
Motorist Demand Revenue
Convenience Management Generation
1. Minimize prices and Set prices to achieve Use revenue
offer discounts and 85% occupancy target maximising rates
exemptions such as use variable rates to expand where and
such as low monthly encourage shifts from when parking is
passes. congested to priced.
uncongested times
and location.
Parking Pricing is Particularly Appropriate
 Where parking facilities are costly, where land is valuable or parking
facilities are structured.
 In commercial centers with more than about 5000 employees.
 In areas that wants to encourage use of alternative modes to reduce
traffic congestion, energy consumption or pollution emissions.
 In areas where environmental protection or community livability
justify efforts to reduce impervious surface area and total vehicle
travel.
 Where development affordability is an objective.
 When property owners or governments need additional revenues.
Table 5.7: Parking Pricing Versus Road Pricing
S.No. Parking Pricing Road Pricing
1. Already exists in most communities Not existed in many
communities
2. Equipment is relatively inexpensive Equipements are relatively
expensive
3. Raises few privacy concerns Fees more likely to be paid
by users.
TRAFFIC MANAGEMENT 5.37
S.No.TypeDescriptionOperating
costs
Capital
costs
User
convenience
Price
adjustability
Enforcement
ability
1.PassUserpurchaseanddisplayapassLowLowMediumPoorGood
2.TimecodedticketsParkerspurchaseapunchcartLowMediumGoodMediumMedium
3.SinglespacemetersParkerprepayamechanicalor
electronicmeter
HighMediumGoodHighGood
4.SmartmetersParkerprepayelectronicmeterHighMediumGoodHighGood
5.Paybox
Parkerprepayintoaboxwitha
slotforeachspace
LowMediumPoorPoortomediumLow
6.Payanddisplaymeters
Parkerprepayameter,which
printsaticketthatisdisplayed
invehicle
MediumGoodGoodMediumMedium
7.PerspacemetersParkerpayforusing
electronicmeters
MediumMediumMediumGoodVeryGood
8.Invehiclemeter
Parkerdisplayanelectronic
meterinsidetheirvehicle
whenparked
HighGoodModerate
Moderate
LowMedium
9.Attendant
Parkerpayanattendantwhen
enteringorleavingparkinglot
HighHighGoodHighGood
10.Valet
Parkerspayanattendantwho
parktheircar
LowHighGoodHighGood
11.Controlledaccess
Parkerspayamachinewhen
enteringandleavingparkarea
HighGoodMediumPoor
Table5.8
5.38 TRAFFIC ENGINEERING AND MANAGEMENT
Table 5.9: Efficient Pricing Gives Consumes More Opportunities to Save
S.No. Current Parking Pricing Efficient Pricing
1. Motorist reduces parking cost Motorist reduces parking costs
(reduces vehicle ownership, (reduces vehicle ownership,
reduces reduces vehicle trips) vehicle trips)
2. Reduced Parking Cost Reduced Parking Cost
(reduced parking congestion, (reduced parking congestion,
reduces need to build and reduce and need to build and
maintain parking facilities) maintain parking facilities)
3. Cost Savings Cost Savings
(widely dispressed through (returned to the individual
economy) motorists)
5.6.1 Obstacles to Parking Pricing
This section discuss common obstacles to efficient parking pricing and
potential solutions.
1. Inconvenience
Paying for parking can be inconvenient, particularly with older meters
that only accept specific coins and require motorists to prepay for a limited
time period.
2. Cost Ineffective
Pricing incurs costs for equipment and administration that often absorbs
a significant portion of revenue. Newer electronic meters serve numerous
spaces and reduce enforcement costs compared with older meters or time
based regulations and so are relatively cost effective.
3. Spillover Impacts
Motorist may park illegally at nearby parking lots or cause parking
congestion problems on nearby streets where parking is unpriced.
TRAFFIC MANAGEMENT 5.39
4. Discourages Customers and Reduces Economic Activity
Parking pricing may discourage some customers from shopping in an
area if areas is near by competitors offer free parking. However users pay
parking provides business benefits as well as costs, insures that motorists
can always find a convenient space, reduces delivery costs and revenues
can finance additional downtown services.
5. Sunk Parking Costs
Where there is abundant parking supply, it seems inefficient to impose
parking prices to reduces demand resulting in unoccupied spaces. However,
most parking facilities have opportunity costs unused parking can be rented,
leased or converted to other uses.
6. Inequity
Because most parking is unpriced it often seems unfair to charge for
parking in just a few locations and times. However, overall user pay parking
is fairer than financing parking facilities indirectly so parking costs are
borne by non users, and the locations where parking is priced tend to be
where the costs of providing parking and accommodating automobile traffic
is greatest.
7. Burdensome to Lower Income Motorists
A given parking represents a greater share of income to a lower income
motorist than a higher income motorist.
5.6.2 Optimal Parking Prices
Ideally, motorists would pay directly any time they use a parking space.
If transportation is for any reason subsidized the subsidy could apply to any
mode, not just driving so users could choose the option that meets their
needs is optimal parking prices.
5.7 TRAFFIC SEGREGATION
Traffic segregation is defined as separating out of local and through
routes and often segregating from pedestrian access, for more efficient and
safety.
5.40 TRAFFIC ENGINEERING AND MANAGEMENT
5.7.1 Segregation Methods
Segregation methods includes following methods,
1. Traffic Barrier Low Level
2. Traffic barrier high level
3. Impact barrier
4. Atlas barrier
5. Ground level traffic barrier
6. Traffic barrier double rail
1. Traffic Barrier Low Level
This is the most popular product in the traffic segregation range and
comprises of a single 200 mm rail with an impact height of 300 mm. Standard
post centre are 1.6 m and it has an overall height of 400 mm. This fully
module system can be made up to suit your needs and can be integrated
with bollards and pedestrian rail attachment.
Application and Benefits
Low level traffic barrier is the perfect way to avoid unnecessary damage
to your property. It will protect walls, building supports valuable machinery
and vulnerable equipment.
1.6 m
1.35 m 0.2 m
0.3 m
0.4 m
Figure 5.10: Traffic Barrier Low Level
TRAFFIC MANAGEMENT 5.41
2. Traffic Barrier High Level
High level traffic has a single 200 mm rail with an impact height of
460 mm. Standard post centres are 1.6m and it has an overall height of
560 mm. This fully module system can be made up to suit your needs and
can be integrated with bollards and pedestrian rail attachment.
Application and Benefits
It offers real delineation of vehicles and clearly segregation traffic routes
with a physical barrier you can trust.
1.350 m
1.6 m
0.56m
0.46m
0.25 m
Figure 5.11: Traffic Barrier High Level
3. Impact Barrier
Impact traffic barriers are a safe way to protect from other vehicles and
building assets.
1.350 m
1.6 m
0.1 m
0.46m
0.56m
Figure 5.12: Impact Barrier
5.42 TRAFFIC ENGINEERING AND MANAGEMENT
Application and Benefits
They protect walls, buildings, valuable machinery and vulnerable
equipment by repelling wayward vehicles.
4. Atlas Barrier
Atlas barriers provide the ultimate in safety and protection for demanding
conditions and large operations.
Applications and Benefits
Atlas barriers are ideal for any heavy duty environment requiring
unrivalled safety.
0.2 m
0.65m
0.305m
Figure 5.13: Atlas Barrier
5. Ground Level Traffic Barrier
The ground level traffic barrier keeps vehicles and their loads on required
route, and prevents them encroaching into protected areas.
Application and Benefits
Ground level traffic barriers helps in preventing vehicle from entering
into an protected areas.
0.25 m
3.70 m
Figure 5.14: Ground Level Traffic Barrier
TRAFFIC MANAGEMENT 5.43
6. Traffic Barrier Double Rail
Double rail traffic barrier comprises of a two 200 mm rail with an
impact height of 300 mm and the upper rail being 650 mm. Standard post
centres are 1.6 m and it has an overall height of 750 mm. This fully module
system can be made up to suit up needs.
Application and Benifits
Double rail traffic barrier is a heavy duty barrier ideal for high impact
areas and has greater resistance compared to standard traffic barrier.
1.350 m
1.6 m
0.25 m
0.3m
0.65m
Figure 5.15: Double Rail Traffic Barrier
5.8 TRAFFIC FORECASTING
5.8.1 Need for Traffic Forecasting
Investments in the transport sector constitute a significant part of the
total investment forecasting helps in accurate estimation of future traffic
will influence the engineering design of the facility and the economic decision
whether to take up the project or not.
5.44 TRAFFIC ENGINEERING AND MANAGEMENT
5.8.2 Limitations of Traffic Forecasting
Traffic forecasting dependent on the forecasts of factors such as
population gross domestic product, vehicle ownership, agricultural output,
fuel consumption and so on future pattern of change in these factors can be
estimated with only a limited degree of accuracy and hence traffic forecasting
cannot be done more precisely than this.
5.8.3 Forecasts and Mathematical Models
Forecasts of travel demand based on mathematical modelling are popular
in transportation planning. The prediction of future traffic based on such
models is an accurate method provided the models are calibrated with care
after necessary data are collected.
1. Travel Demand Functions
Demand for travel is an economic activity. As such it can be
understood by reference to well known economic principles dealing with
consumer choice behaviour in relation to common goods.
Tn
ijkr = Dn
ijkr (L, S, A)
Where, Tn
ijkr = The total number of trips
The purpose of n between origin i to destination j by moder K and
route r.
Dijkr = Demand Function
L = Level of service
S = Socio - economic factor
A = Activity system variable
2. Sequential and Simultaneous Models
The trip making behaviour consists of four descriptions
1. Trip frequency
2. Destination
3. Mode
4. Route and Other choice
TRAFFIC MANAGEMENT 5.45
In the sequential models, trip making behaviour is built up in a
sequential order. In the simultaneous models, all attributors of travel
choice are considered together.
3. Aggregate and Disaggregate Models
Aggregate models deals with the estimation of travel of a group of
travellers. Disaggregate models deal with the smallest decision making
unit, the individual traveller.
5.9 TRAFFIC CALMING
Traffic calming uses physical design and other measures to improve
safety for motorists, pedestrians and cyclists. It aims to encourage safer,
more responsible driving and potentially reduce traffic flow
5.9.1 Methods Used for Traffic Calming
The methods used for traffic calmings are follow,
1. Road humps (sleeping policeman)
2. Speed cushions
3. Speed tables
4. Road width restrictions
5. Lane width restrictions
6. Gateway/entry points
7. Rumble strips and dragons teeth
8. Pedestrian crossings
9. Pedestrian refuges
10. Roundabouts
11. Oneway roads
12. Severed roads
13. Parking restrictions
5.46 TRAFFIC ENGINEERING AND MANAGEMENT
5.10 COORDINATION AMONG DIFFERENT AGENCIES IN TRAFFIC
MANAGEMENT
Coordination is a difficult and controversial issue, is not good and it
is important not to oversell the benefits of coordination. It should be
pursued only if it results to better organizational performance. It provides
coordination between communication and cooperation between the ministry
supervised bodies, the relevant departments of other ministries and bodies
of public.
5.10.1 Different Coordination Methods
Three forms of coordination methods are,
1. Intergovernmental or Vertical Coordination
It involves the joint action of agencies belonging to different
government levels. the mix of government levels and the assignment of
responsibilities can very significantly across coordinated programme.
2. Intersectoral or horizontal coordination
It involves the joint action of agencies from different sectors (healths
and police agencies)
3. Public Private Coordination
Coordianation between public, non profit, for profit organizations.
5.10.2 Benefits of Coordination
The benefits are listed below,
 It can generate economies of scale.
 Financial advantages by obtaining extra resources.
 Political benefits through the establishment of relationships with
other organizations that bring power or other benefits.
 Increase of programs efficiency and facilitation of long term
planning by avoiding hoc activities.
TRAFFIC MANAGEMENT 5.47
5.10.3 Obstacle to Coordination
 The obstacles are each agencies seeks to preserve its independence.
 Organizational goals differ among collaborating agencies.
 Different component bring different expectations and pressure
to bear on each agency.
 Each agency losses some of its freedom.
5.10.4 Risks of Coordination
The following are the risk of coordination
 Resistance to exchange information
 Additional managerial burden
 Longer implementaion period.
 Difficulties in generating a common sense of purpose around
the program.
 Difficulties in focusing on different aspects of road safety.
 Each agency losses some of its freedom.
5.11 INTELLIGENT TRANSPORT SYSTEM (ITS)
Intelligent transport system which is comprised of an advanced
information and telecommunication network for users, roads and vehicles
People
Roads Vehicles
ITS
Figure 5.16: Intelligent Transportation System
ITS is the integrated application of advanced technologies using
electronic, computers, communications and advanced sensors. These
applications provide travelers with important information while improving
the safety and efficiency of the transportation system.
5.48 TRAFFIC ENGINEERING AND MANAGEMENT
5.11.1 Why It is Needed?
The goals of ITS it to improve the transportation system to make it
more efficient and safer by use of information, communications and control
technologies.
 These explore the concepts that treat highway systems and the
vehicles that use them as integrated system.
 It is needed when it is impossible to build enough new roads or to
meet the demand.
 It is needed in low speed, increased accident rates, increased fuel
consumption and in increased pollution.
 It is needed in traffic congestion insufficient road development
growing number of vehicles.
5.11.2 Significance of Promoting ITS
The following are the significance of promoting ITS.
 Breakthrough for solving road transport problems.
 Creation of new industries
 Leader of an advanced information and telecommunications.
5.11.3 Intelligent Transportation Technologies
The intelligent transportation system includes the following
technologies
1. Wireless communication
2. Computational technologies
3. Floating car data/floating cellular data
4. Sensing technologies
5. Radar and acoustic sensor
6. Inductive loop detection
7. Video vehicle detection
TRAFFIC MANAGEMENT 5.49
1. Wireless Communication
The wireless communication includes Dedicated Short Range
Communication (DSRC) and Continuous Air Interface Long and medium
range (CALM)
i) Dedicated Short Range Communication (DSRC)
It offers communication between the vehicle and the roadside in
specific location for example toll plazas. Application such as electronic
fee collection (EFC) will operate over DSRC. It is a subset of the radio
frequency identification technology.
ii) Continuous Air Interface Long and Medium Range (CALM)
Continuous Air Interface Long and Medium Range (CALM) provides
continuous communications between a vehicle and the roadside using a
variety of communication media, including cellular and infra-red links.
CALM will provide a range of applications, including vehicle safety
and information, as well as entertainment for driver and passenger.
2. Computational Technologies (CTS)
The CTS is a technologies in which sensors, travellers computers, in
vehicle computers and computers in the static infrastructure.
The installation of operational systems and processors in
transportation vehicle have also allowed software applications and artificial
intelligence system to be installed. These system internal control of model
based processes, ubiquitous computing and other programs designed to
be integrated into a greater transportation system.
3. Floating Car Data/Floating Cellular Data
The available floating car data detection techniques are,
i) Non Real Time
 Manual surveys
 Video recording and manual search
 In Vehicle data recording.
5.50 TRAFFIC ENGINEERING AND MANAGEMENT
ii) Real Time
 Not inductive loop
 Automatic Number Plate Recognition (ANPR)
 Radio signal triangulation
 Roadside beacon + dedicated short range tag
4. Sensing Technologies
Sensing systems for intelligent transportation system are vehicle and
infrastructure based network system. E.g., intelligent vehicle technologies
i) Pavement Loops
It is used to sense the presence of vehicle demand at intersections
and parkings lot entrance.
ii) Pressure Pads
It is used to sense the presence of pedestrians waiting to cross a
roadway.
5. Radar and Acoustic Sensors
It is used for detecting vehicles in the roadway.
How it Work
It transmits radar pulses a portion of the energy is reflected or
scattered from the vehicle and roadway back toward the sensor. This
energy is received and interpreted.
Benefits
The benefits includes,
 Low power
 Most accurate technology for detecting speed.
 Traffic count accuracy
 Easy installation.
TRAFFIC MANAGEMENT 5.51
CCTV
Traffic management
center
Roadside
sensor
Figure 5.17: Radar and Acoustic Sensors
6. Inductive Loop Detection
One or more loops of wire are embedded under the road and connected
to a control box. When a vehicle passes over or rests on the loop the
inductances is reduced showing a vehicle is present.
Vehicle Loop
Control
box
Road
Figure 5.18: Inductive Loop Detection
5.52 TRAFFIC ENGINEERING AND MANAGEMENT
Benefits
 Established technology
 Not impacted by environmental conditions.
 Accurate in detecting vehcile presence.
 Performs well in both high and low volume traffic.
7. Video Vehicle Detection
Video Vehicle Detection (VVD) is the one of the most widely used
method. Video detection is an image processor. It consists of a
microprocessor base CPU and software that analyze video images using a
mouse and interactive graphics, the user places virtual “detector” on the
video image displayed on a monitor.
Statistics can be progressively transmitted to a server for a real time
analysis.

Emissive
term
T
Passive sensor
Road surface with
emissivity and
surface temperature
Vehicle with
emissivity and
surface temperature
Figure 5.19: Video Vehicle Detection
TRAFFIC MANAGEMENT 5.53
5.11.4 Benefits of Intelligent Transportation
The folowing are the benefits of intelligent transportation.
1. Electronic toll collection
2. Emergency vehicle notification system it provide advance warning
to motorists of traffic jams, accidents and other emergency
situation.
3. Cordon zones with congestion pricing it helps in collecting taxes
from those entering city areas with high traffic.
4. It provides collision avoidance system.
(a) Intersection collection warning (b) Obstacle detection
(c) Lane charge assistance (d) Lane departure warning
Figure 5.20: Collision Avoidance System
5.54 TRAFFIC ENGINEERING AND MANAGEMENT
REVIEW QUESTIONS
1. Elaborate the advantages of one way streets (May/Jun 2016)
2. Explain the applications of intelligent transportation system
(May/Jun 2016), (Nov/Dec 2013), (Nov/Dec 2012)
3. Explain briefly various traffic management regulatory measures
commonly implemented (Apr/May 2017)
4. What is significant of traffic management? Write the various travel
demand management techniques commonly used in managing traffic
on roads. (Apr/May 2017)
5. Write in detail the methods of forecasting traffic volume prediction.
(Nov/Dec 2016)
6. Discuss in detail the traffic management measures as per IRC standards.
(Nov/Dec 2016)
7. Disscuss in detail the various methods of traffic regulatory
measures in traffic management. (Apr/May 2017)
8. Write short notes on the following
i) Intelligent transport system
ii) Traffic segreation methods (Apr/May 2017)
9. Elaborate the advantages of one way streets. (Nov/Dec 2013)
10. When would you suggest road pricing? Justify the need, situations
where you would recommend and methods you could adopt for road
pricing? (Apr/May 2013)

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Unit 5

  • 1. 5.1 AREA TRAFFIC MANAGEMENT SYSTEM (ATM) Area traffic management (ATM) encompasses a process and a set of measures used to ensure that the streets within neighbourhoods are used appropriately. The primary concern is to ensure that the impact of motorized vehicles on these neighbourhoods is minimized to improve safety and quality of life of other street users and those impacted by the use of the street. In order to achieve this, a variety of regulatory measures, physical measures and programs can be used to address such issues as excessive vehicular speed, higher than desired traffic volumes and inappropriate driver behaving over the past decade, the term “traffic calming” has become popular in many locations to describe the process of dealing with traffic issues. It is important to realise that measures used to address problems typically have secondary impacts that can negatively affect some street users or residents. In deciding how to deal with problems, the expected improvement must be balanced against any such impacts that could occur, the net result of any area traffic management initiative should be positive, when all points of view are considered. 5.1.1 Need for Area Traffic Management Area traffic management is needed to overcome the conflicts within the council. 5 Traffic Management
  • 2. 5.2 TRAFFIC ENGINEERING AND MANAGEMENT 5.1.2 Role of Area Traffic Management The following are roles of area traffic management.  A caring and inclusive city calls for safety and security within communities.  A green and environmentally sensitive city calls for a focus on walking, cycling and transit and protection of air, water, earth and other natural resources.  A city of distinct, liveable communities calls for accessibility of facilities by walking, cycling and transit ease of mobility within communities,and physical beauty in public spaces.  An innovative city where prosperity is shared among all calls for a business supportive environment and accessibility to opportunity for individuals.  A responsible and responsive city calls for municipal leadership, fiscal responsibility, open and participatory processes, community partnership and public awareness. Transportation systems plays a major part in the creation of liveable neighbourhoods, and can either help or hinder the achievement of objectives like those listed above. Area traffic management is however, just one of many disciplines through which the city will work to bring transportation into balance with other community needs. These includes.  Public transit services  Community design processes  Cycling and walking programs.  Development approvals  Transportation demand management  Road safety programs  Parking devices  Road design standards  Polic Fire and paramedic services
  • 3. TRAFFIC MANAGEMENT 5.3  Healthy community initiatives and  Area traffic management Area traffic management (ATM) is therefore, just one many areas in which the city will work to bring transportation into balance with other community needs. 1. Community equity 2. Effectiveness and 3. Efficiency ATM Principles Community equity Effectiveness Efficiency Figure 5.1 Principles of ATM 1. Community Equity The community equity includes the following principles Principle 1: Define and Follow a Consistent Process Citizens have a right to know how their concerns will be addressed. Equity requires that area traffic management processes be clearly identified and consistently applied. This does not imply the “one size fits all.” But rather a sound methodology be followed that takes into account both the similarities and differences among situations. Principle 2: Do Good Planning The city should follow widely accepted “good planning” principles - considering a range of solutions. systematically evaluating alternatives consulting with affected stakeholders and documenting results the process should be open, thorough understandable and inclusive.
  • 4. 5.4 TRAFFIC ENGINEERING AND MANAGEMENT Principle 3: Recognize Diverse Interests Streets affects adjacent residents, businesses and institutions all of who should be considered in making decisions on the physical arrangement and regulation of streets. The streets also have a multitude of users both non motorized (pedestrians, cyclists) and motorized (cars, trucks, buses, emergency vehicles, maintenance vehicles) whose interests are also critical. Principle 4: Recognize the Diverse Role of Streets Streets play an important role in building our community and serving a transportation function. The priority of different interests on a given street will vary according to the community context and street type. Both the context and street type need to be considered in order to develop effective solutions to area traffic management problems. Principle 5: Preserve Community Access Area Traffic management sneasures should consider the neighbourbood access needs of neighbourhood residents, employees, students, visitors and business patrons. Principle 6: Consult All Stakeholders Community participation and partnership are an essential component of traffic management initiatives. They are vital not only to identify problems, suggest possible solutions and evaluate these alternative solutions but also to build a consensus around the ultimate solution and assure its long term success. In addressing neighbourhood traffic issues the city should engage those who need to use the street. Typical stakeholder include residents, community associations, business owners, school administrators, pedestrians, cyclists, drivers and providers of transit, emergency and maintenance services. Principle 7: Ensure Equity of Access To Resources The city recognize that some communities may have the desire and ability to invest in their neighbourhood infrastructure. However the city needs to maintain equity among communities, and should address problems on the basis of need, rather than ability to pay. The city should assume responsibility for funding area traffic management study processes and the development of solutions.
  • 5. TRAFFIC MANAGEMENT 5.5 2. Effectiveness Area traffic management should effectively address problems while minimizing or mitigating any related secondary impacts. Principle 8: Confirm Problems Objectively The city needs to maximize its ability to justify, predict and assess the effectiveness of possible solutions to area traffic management problems. Observation data collection and analysis should provide an objective determination of the nature and severity of neighbourhood traffic concerns. The city recognizes that some liveability concerns are difficult to verify through direct measurement. Principle 9: Use the Right Tool For the Job Area traffic management initiatives should consider the potential effectiveness of all potential measures in the ATM “toolbox” and should apply them consistently using accepted guidelines and standards Principle 10: Improve non - auto Travel Measures to reduce the impact of motorized vehicles on neighbourhoods should also enhance or at least preserve the safety, comfort and convenience of walking, cycling and transit use. The various modes of travel accommodated on streets may require trade offs to be made, and the priority give to each mode may vary depending on the type of street demand for its use, and the surrounding environment. Principle 11: Solve the Problem, Don’t Move It The city should avoid measures that diverts traffic to other streets with similar characteristics within a community or an adjacent community or that causes problems like speeding to develop elsewhere. In some cases it may be appropriate to consider measures that divert traffic to streets to consider measures that divert traffic to streets that can more appropriately accomodate the traffic. Principle 12: Protect the Public Interest Protection of the public interest requires that all area traffic management initiatives meet the same standards of equity, effectiveness and efficiency.
  • 6. 5.6 TRAFFIC ENGINEERING AND MANAGEMENT To be viewed as credible in the wider community it is important that area traffic management initiatives he carried out in a consistent manner, in such a way as to balance the general public interest with the interest of stakeholders. Plans brought forward directly by a community will be reviewed to ensure community with the approved screening, priorization and treshold requirements of the ATM guidelines. Principle 13: Follow up With Monitoring and Evaluation The city should monitor area traffic management measures, evaluate their effectiveness, and make results available to the community. The evaluation will include recommendations for any required adjustments to the plan. 3. Efficiency Area traffic management initiatives should aim to achieve the greatest possible benefits with the available resources. Principle 14: Take a Measured Approach to Solving Problems During the planning stages, the city should consider simple, inexpensive measures before more complex and costly ones. This approach can address concerns, while minimizing the potential for secondary impacts, municipal costs, road users costs, vehicle emissions and negative public reaction. Principle 15: Prioritize Problems and Solutions The order in which the city addresses area traffic concerns should correspond to the severity of those concerns and the city’s ability to verify them. Area traffic management measures, once approved for implementation, should be prioritized in a manner that users resources most effectively. Principle 16: Take Advantage of Opportunities The city should consider the need and ability to incorporate area traffic management measures in all projects involving road reconstruction as an inexpensive way to improve safety and liveability. Principle 17: Don’t Create New Problems The city should ensure that new roads and reconstructed roads are laid out and designed to minimize the likelihood of future area traffic management concerns.
  • 7. TRAFFIC MANAGEMENT 5.7 5.1.3 Procedure for Area Traffic Management Concerns Reported by Public (1) Request Submitted (2) Screening Process (3) Categorize Projects (4) Data Collection (6) Identity Stake Holders (7) Project Kick off Meeting (8) Neighbourhood Workshop (9) Develop Alternative Solutions (10) Analyze/Evaluate Alternatives (11) Localized study prioritization (5) Comprehensive study prioritization (5) Public Open House (12) Approval (13) Prioritization of measures for Implementation (14) Implementation (15) Monitoring, Evaluation, Revision (16) Pre-Study Stage Study Stage Implementation Stage Figure 5.2: Overview of ATM Procedure
  • 8. 5.8 TRAFFIC ENGINEERING AND MANAGEMENT The establishment of a focussed, consistent area traffic management (ATM) process addresses two major problems. Inconsistent Public Expectations The city’s former constituent municipalities employed diverse terminologies, policies and practises related to area traffic management and traffic calming. A single harmonized approach is required to “level the playing field” in terms of the publics understanding of how the city will address these issues, what tools it is willing to use and so on. Resource Constraints The city does not have sufficient funds and staff time to address every traffic concern that is raised. A process is required to help indentify the most serious problems and address them efficiently. 1. Phase One - Pre Study Step 1: concerns Reported by Public Community identification of traffic issues is the primary method for initiating the area traffic management process residents (applicant) initial contact with the city will follow the request tracking system (RTS) which logs concerns reported and distributes them to the appropriate division within the traffic and parking operations. Step 2: Submission of Request In order to ensure that others on the street or in the area share traffic concerns, requests must be received from one of the following. The community association, school council, or business association for the area or Groups representing at least 10 households or businesses or a minimum of 25% of households/businesses on the affected streets/area. Step 3: Screening process Once a request is submitted by a neighbourhood or group, the assigned city staff will conduct a site visit and undertake the screening process. Screening includes conducting site visit and collecting data.
  • 9. TRAFFIC MANAGEMENT 5.9 Table 5.1: Screening Checklist Sample Check All That Apply Screening Result Is at least ONE of the CONTEXT criteria met? Are at least TWO of the TRAFFIC criteria met? If both boxes above are checked issue is carried forward as a project. Test One - Context Criteria The streets/area must have the proper context, demonstrating susceptibility to negative impacts associated with traffic by meeting at least one of the following criteria. Table 5.2: Test One Context Criteria Check All That Apply Context Presence of schools, parks, community, centres or clusters of vulnerable street users. Primarily residential frontage. Pedestrian activity levels which are not adequately served by pedestrian facilities. Pedestrian oriented retail (e.g., main street district) Test Two Traffic Criteria The city will collect or extract from its records sufficient data to determine if at least two of the following indicators are satisfied.
  • 10. 5.10 TRAFFIC ENGINEERING AND MANAGEMENT Table 5.3: Test Two Traffic Criteria Meets Threshold Indicator Local or Arterial Indicator Value Measures Collector Inappropriate There must be clear driver evidence of inappropriate behaviour driver behaviour characterized by a history of complaints. Speed 15% of vehicles are travelling at or above 50 km/h unless the street is posted at a higher speed limit, in which case 15 % of vehicles must be travelling above the posted speed limit. Volume The average motorized traffic volume is at least  1000 vehicles per day or 120 vehicles per peak hour.  2500 vehicles per day or 300 vehicles per peak hour. Through There must be tangile traffic evidence of through volumes traffic exceeding 20 % of the total traffic volume through traffic may include vehicle circling a neighbourhood. Collisions The rate of collisions involving motorized vehicles, pedestrians and/or cyclists must be above the average rate.
  • 11. TRAFFIC MANAGEMENT 5.11 Step 4: Categorize Projects Projects will be categorized be ensure they are studied by city staff in the most appropriate manner projects are categorized as requiring either localized or comprehensive studies, with the latter considered to be the more significant undertaking. Localized Studies  A few streets, at most are affected.  The affected streets are local, collector or major collector.  There is a single, clearly defined problem with limited potential for expansion of the problem or study area.  There are few or mild competing interest  The nature of the solutions can be reasonably anticipated.  The time and effect to conduct the project are expected to be limited. Comprehensive Studies  A number of streets or an entire neighbourhood is affected.  Affected streets may include asterials  There are a number of concerns, perhaps poorly defined, with potential for expansion.  There are many or severe competing interests  Possible solutions are numerous, or not apparent.  The time and effort to conduct the project are expected to be significant. Step 5: Prioritization of Studies All new request for studies will be prioritized against both the backlogged projects and other current request. In order to identify those studies, that if approved are likely to be implemented within five years. The five year period was selected based on the environmental assessment process. This period is considered to represent the maximum time and approved ATM project should wait before implemented.
  • 12. 5.12 TRAFFIC ENGINEERING AND MANAGEMENT 2. Phase Two - Study Stage Comprehensive studies will involves the same basic steps as localized studies but will be more detailed due to a larger study area, greater number of concerns, or other factors. Step 6: Data Collection Data needs for studies must be appropriate to the nature of the problem identified and must be comprehensive enough to ensure all issues. The guidelines for data collection serve four purposes,  To ensure a consistent approach to data collection is used.  To ensure that similar factors are considered for all city projects.  To ensure a comprehensive review of conditions so that appropriate measures are put in place and  To establish a baseline of information for future monitoring efforts. The data collection includes the following, Data collection Pavement marking Curve radil School catchment area Type of curb Block length Street classification Transit routes Trees Utility locations Truck routes Sight distances Base mapping Sign inventory Width of drive way Figure 5.3: Data Collection
  • 13. TRAFFIC MANAGEMENT 5.13 The traffic characteristic is included in table 5.3. Table 5.4: Traffic Characteristics S.No. Indicator Indicator data Purpose Data collection method Data parameter 1. Pedestrian volumes Pedestrian volumes To determine pedestrian volumes To determine frequency of pedestrian crossings Manual recording As appropriate 2. Speeds 15% of vehicle travelling at 50 km/hr or 5% of vehicle traveling at 60 km/h To determine speed and thresholds Radar Laser Automatic traffic recorder Min 30 vehicles at times of day or week when problem has been identified 3. Volume counts Motor vehicle traffic volume To determine hour and volumes peak Automatic traffic recorder Average annual day traffic 4. Motor vehicle classification Vehicle classification To determine % of cars, buses, etc., Automatic traffic recorder visual survey Min 1 hour at times of day or week. 5. Daily traffic volume profile 24 hour traffic volume Determine traffic volume Min 30 vehiclesObserved through traffic cordon counts 6. Through traffic volumes Motor vehicle traffic volume To distinguish local from non local traffic Min 1 day in one hour Observed through traffic 7. Collisions Collisions and volumes To determine rate of collisions Three years of data where possible Review collision reports 8. Cyclist volumes Cyclist volumes To determine cyclist volume As appropriateManual recording
  • 14. 5.14 TRAFFIC ENGINEERING AND MANAGEMENT Step 7: Ideltify Stakeholders Identifying stakeholders will include those residents or groups on the original ATM petition and adjacent residents, business and other groups. Step 8: Project Kick Off Meeting The project kick off meeting is focussed on confirming the draft problem statement and introducing citizens to the ATM process. A walkabout is a tour through the neighbourhood to discuss community traffic issues. Step 9: Neighbourhood Workshop A workshop is focussed and intense interactive work session with the public where facilitators educate participants and encourage the interaction of participants through a variety of activities. The workshop would provide the pariticipants with appropriate opportunity to identify potential measures and to develop alternative soltuions. Step 10: Develop Alternative Solutions City staff will attempt to develop more than one solution package. The number of solutions developed will depend on the context of the situation. Step 11: Analyze and Evaluate Alternatives The ATM alternatives are analyzed and evaluated using criteria that consider three basic aspects.  Benefits that will result from solution  Secondary impacts associated with the solution and  Cost of the solution The project file includes the following,  Memo describing analysis factors  Memo indicating recommend alternatives  PAC/TAC meeting notes  Staff memo indicating commonly held concerns or issues and staff response. Potential evaluation factors and its indicators are given in the following Table 5.4.
  • 15. TRAFFIC MANAGEMENT 5.15 Table 5.5: Potential Evaluation Factors and Indicators S.No. Factor Indicator (Positive or Negative Effect) 1. Effectiveness in Traffic volume addressing traffic problem Traffic speeds Driver behaviour 2. Associated community Traffic diversion traffic effects Accessibility for neighbourhood residents Accessibility to business, schools Parking 3. Pedestrian effects Environment Crossing conflicts 4. Emergency Vehicle Routes/response times Operation Effect on vehicles Safety/comfort for vehicle occupants 5. Noise and Vibration Noise Vibration 6. Vehicular user effects Effect on mobility function of street Comfort for vehicle occupants 7. Safety Potential effects on collision rates 8. Transit operations Effect on routes/operation 9. Natural environment Air quality 10. Cost Capital cost Operational cost Maintenance cost 11. Cycling effect Environment crossing conflicts
  • 16. 5.16 TRAFFIC ENGINEERING AND MANAGEMENT Step 12: Public Open House The recommended conceptual plan and preliminary cost estimate will be presented to the neighbourhood in a public meeting. The following information may be included on boards and/or in a presentation.  Overview/education on what ATM is?  Major data features and general conclusions  Scope of study.  Problem statement  Project objectives  Summary of plan development process  Conceptual ATM plan and support materials. Step 13: Approval and Study Report Approval Localized Studies Approval of localized studies will follow the city’s current delegated authority process. Comprehensive Studies Comprehensive studies will normally require approval by city council on the recommendations of the transportation committee. Study Report A report will be prepared that documents the study process and conclusions as well as an overview of the intended implementation process. A notice of study completion will be submitted to review agencies and the public and will include a summary project sheet.
  • 17. TRAFFIC MANAGEMENT 5.17 3. Phase Three - Implementation Stage Once studies have been completed and approved the recommended measures will be implemented in accordance with priorities and funding availability. Step 14: Prioritization of Measures for Implementation In order in which measures will be implemented will be determined by their priority, adjusted to reflect any division into subsets, in comparison to other new projects or groups of measures, awaiting implementation. As well, a maximum of 25 additional points will be assigned to reflect the relative costs of groups of measures using the following formula.   Cost of lowest cost group of measures 25 Number of points Cost of group of measues under consideration Step 15: Implementation Measures will be designed and constructed in accordance with the area traffic management, and other relevant city standards and specifications. Such as minimum sidewalks widths and warrants for stop signs and traffic signals. Projects may be implemented on a staged basis, especially if the set of measures and the associated cost is substantial. Staging plans should recognize the preserving the effectiveness of overall plans could require the appropriate grouping of measures. For measures implemented over a series of years, a review appropriate given the nature of measures and neighbourhood context. Step 16: Monitoring, Evaluation, Revision/Removal Monitoring Implemented measures will be monitored and evaluated. Sufficient data will be collected to assess the level of improvement that the project has achieved.
  • 18. 5.18 TRAFFIC ENGINEERING AND MANAGEMENT Evaluation Evaluation reports will be prepared and results made available. The reports may recommend adjustment to the original plan, if concerns have not been adequately addressed or if unacceptable secondary impacts have occurred as a result of implemented measures. Once the evaluation has been conducted, the project will be considered complete and reviewed only if a request to do so is submitted in accordance with the ATM application process. Revisional/Removal Removal of measures must follow the EA process if traffic calming measures are included. Staff will undertake minor revisions to the ATM plan as appropriate and in consultation with the community and ward councillors. 5.1.4 Measures of Area Traffic Management When making decisions on the type of measures to use, it is necessary to consider several aspects,  The role of various measures in addressing identified problems by categories.  Use and limitations of certain measures and  Threshold that establish where measures should be considered. Categories of Measures The following are the eight broad categories of measures followed in ATM.  Traffic management (volume)  Traffic management (speed and behaviour)  Physical measures (traffic calming)  Physical measures (others)  Transportation demand management  Education and enforcement  Street environment  Traffic control.
  • 19. TRAFFIC MANAGEMENT 5.19 1. Traffic Management (Volume) Physical and regulatory traffic management measure can reduce traffic volumes in one of two ways, they close streets or prohibit turning movement to eliminate traffic. The following are the traffic management measures that address traffic volume issues.  Directional closure  Full closure  Diverters  Forced turn island  Right in/Right out island  Median barrier  Turn and movement prohibitions  One way street  Arterial road modification 2. Traffic Management (Speed and Behaviour) The following are a number of regulatory and physical measures that can be used to address speed or driver behaviour issues  Speed zoning  One way to two way street conversion  On street parking  Pavement markings  Narrowing the street  Realigned intersection
  • 20. 5.20 TRAFFIC ENGINEERING AND MANAGEMENT 3. Physical Measures (Traffic Calming) These are measures with the primary purpose of reducing vehicular speeds and improving driver behaviour by causing a horizontal or vertical deflection in the vertical travel path. These measures may require environmental assessments (EA). The following are the traffic calming measures.  Speed humps/table  Raised crosswalks  Raised intersections  Traffic circle  Chicanes 4. Physical Measures (Others) There are a number of other physical modification to street that can be implemented, including intersection or midblock narrowings, curb radii reductions medians and lateral shifts. Many of these measures improve the pedestrian environment, or improve driver behaviour by better defining the travel path that motorized vehicles must follow. The following are potential physical measures.  Intersection narrowings  Mid block narrowings  Centre island narrowings (median)  Curb radii reduction  Lateral shift 5. Transportation Demand Management The city will work to reduce motor vehicle demand through measures that encourage walking, cycling, transit use, teleworking, ridesharing and other operations. TDM measures for area traffic management will rely on the city’s ongoing TDM program and may be tailored to the specific needs of project. The following TDM measure is particularly if relevant to ATM.  Neighbourhood based TDM toolkit
  • 21. TRAFFIC MANAGEMENT 5.21 6. Education and Enforcement Education and enforcement are intended to address issues of speeding and driver behaviour, they typically have limited secondary impacts, but can be relatively costly if widely implemented. The following are education and enforcement measures,  Neighbourhood speed watch  Safety and education campaigns  Targeted enforcement 7. Street Environment Landscaping, streetscaping, gateways and surface treatments on streets can be used to create an environment where the dominance of the motorized vehicle is reduced and to communicate to drivers to need to respect to community they are passing through. The following are street environment measures  Streetscaping  gateways  Textures crosswalk  Textured surfaces  Sidewalks  Woonerven 8. Traffic Control Regulatory measures such as stop signs and signals confirm to warrants. Unwarranted stop signs typically result in compliance problems and in some cases can result in higher speeds. Unwarranted signals can result in increased emissions, delay and collisions. Traffic control measures include the following:  Stop signs  Modern Round Abouts
  • 22. 5.22 TRAFFIC ENGINEERING AND MANAGEMENT 5.2 TRAFFIC SYSTEM MANAGEMENT (TSM) The traffic system management (TSM) is used to increase the capacity of state and local transportation system by increasing the number of peak hour person trips by improving existing facilities without major construction. The TSM program is annual program. 5.2.1 Objective of TSM The basic objective of TSM is to create more efficient use of existing facilities through improved management and operation of vehicles and the roadways. TSM refers to all strategies that contribute to the efficient use of existing highway facilities both. 1. “demand” side (changing the way people travel) 2. “supply” side (i.e., changing the facility itself) 5.2.2 TSM Actions TSM actions use intended to improve the flow of traffic, usually without altering the total number of vehicles that use the roadway during an average day. 5.2.3 Techniques Used in TSM Actions The following are techniques used in TSM actions. 1. Traffic operations improvements 2. Traffic signalization improvements 3. Improvements for pedestrian and bicycles 4. Special roadway designations (priorities in road assignment, for example, bus lanes, hot lanes) 5. Parking management 6. Intermodel coordination
  • 23. TRAFFIC MANAGEMENT 5.23 1. Traffic Operations Improvement Traffic operations improvement includes the following ways,  Widening intersections  Creating oneway streets  Installing separate lanes for right and left turns  Restricting turning movements (especially right ......) e.g., sonogram intersection  Improving markings  Grade separations e.g., flyover, interchanges. 2. Traffic Signalization Improvement Traffic signalization can be improved by following ways.  Coordinating signal timing from arterial roadways  Computerising area - wide signal coordination in downtown grid networks.  Actuated signals - signal times optimized “real time” based on traffic volumes accumulated in approaches. 3. Improvements for pedestrians and bicycles The improvements for pedestrians and bicycle can be done by following ways,  Widening sidewalks  Providing lighting, benches and pedestrian malls.  Building grade separations (underpass or overpasses)  Building bikeways and  Installing pedestrian controls at intersection.
  • 24. 5.24 TRAFFIC ENGINEERING AND MANAGEMENT 4. Special Roadway Designation Special roadways are designed in following way.  Bus lane reserving a dedicated lane for the exclusive use of buses  Bus street reserving an entire street, usually in the CBD, for the exclusive use of buses.  Contraflow reserving a lane in the opposite direction of traffic when traffic is heavy in one direction and light in the other direction. 5. Parking Management The parking can be managed by following ways,  Curb parking restrictions to reduce the amount of on street parking.  Off street parking restrictions, such as pricing differentials to discourage all day parking, the elimination of free parking, and parking subsidies.  Preferential parking for carpools and vanpools to serve as an incentive for ridesharing.  Parking rate charges designed to encourage ridesharing to limit vehicular traffic. 6. Intermodal coordination  The travelers often change modes at some point. Therefore, coordination between modes must be considered including improvements between transit carpools, autos, walking and bicycles. 5.3 TRAFFIC MANAGEMENT REGULATORY MEASURES The traffic management measures is to retain as much as possible existing pattern of streets but to alter the pattern of traffic movement on these, so that the most efficient use is made of the system.
  • 25. TRAFFIC MANAGEMENT 5.25 Some of the well known traffic management measures are, 1. Restriction on turning movements 2. Oneway Streets 3. Tidal Flow Operations 4. Exclusive bus lanes 5. Closing side streets 6. Traffic Calming by Chicane 5.3.1 Restrictions on Turning Movements 1. Prohibited Right Turning Movements Prohibition of right turning movement can be established only if the existing street system is capable of accomodating an alternative routing. Depending upon the existing layout of the street system, three methods are available. i) Diversion of the right turning traffic to an alternative intersection further along the road where there is more capacity for dealing with a right turn. This is known as T turn. It is often useful for dealing with a difficult right turn from a minor road into a major road. The right turn gets shifted to a minor - minor junction. Figure 5.4: T Turn
  • 26. 5.26 TRAFFIC ENGINEERING AND MANAGEMENT ii) Diversion of the right turning traffic to the left before the junction. This turn is known as G turn. It is useful for a right turn from a major road, since it is converted to a left turn from the major road and a straight over movement at the original junction. Figure 5.5: G Turn iii)Diversion of the right turning traffic beyond the junction. This is known as Q turn. This entacts three left turns and requires the driver to travel twice through the original junction, thus increasing the total volume of traffic handled by the junction. Since only left turns are involved it is considered the least obstructive. Prohibition of right turning movement is known to increase the saturation flow and the capacity of the junction. Figure 5.6: Q Turn
  • 27. TRAFFIC MANAGEMENT 5.27 2. Prohibited Left Turning Movement Left turning movement is not obstructive to traffic and it is rare they are prohibited. However, such prohibition may be needed to provide a safe crossing for pedestrians, especially when the pedestrian traffic across the minor road is heavy. 5.3.2 One Way Streets As the name itself impels, one way streets are those where traffic movement is permitted in only one direction. As a traffic management measures intended to improve traffic flow, increase the capacity and reduce the delays, one way streets are known to yield beneficial results. In combination with other methods such as banned turning movements, installation of signals and restrictions on loading and waiting, the one way street system is able to achieve great improvement in traffic conditions of congested areas. Advantages of One Way Streets i) A reduction in the points of conflict traffic movements at junctions involve a number of points of conflict. These generate delay, congestion and accident hazards. Any scheme where the points of conflict are reduced in number is thus conductive to better safety and less delay. Figure 5.6, gives the point of conflict a vehicles at a junction of two 2 lane 2 way streets, a) How the same can be reduced by making one street one way, b) Both the streets one - way, c) Two One - Way street
  • 28. 5.28 TRAFFIC ENGINEERING AND MANAGEMENT (a) 2 way - 2 lane street 16 point conflict (b) One 2 way street and one one way street 7 point conflict (c) Two one -way streets 4 points of conflicts Figure 5.7: Vehicular Points of Conflict With 2 Way Streets and One Way Streets
  • 29. TRAFFIC MANAGEMENT 5.29 ii) Increased Capacity: The removal of opposing traffic and the reduction of intersection points of conflict results in a marked increase in the capacity of a one way street. However, this will not always be the case and broad generalisation on the relative efficiency of an individual approach operating one way as compared to two way. iii)Increased Speed: Since the opposing traffic is eliminated drivers can operate at higher speeds. This is further facilitated by the more efficient possible under one way street operation. An overall reduction of 20% in journey time has been reported in some London streets (a) Two 2 way streets 24 points of conflict (b) Two one way streets 12 point of conflicts Figure 5.8: Points of Conflict of Pedestrians and Vehicles iv)Facilitating the operation of a progressive signal system, the use of one way street operation offers advantages in designing a system of signals for an entire area. Progressive system design in easy with a pair of one way streets. With progressive system, the flow becomes smoother and the safety is increased. v) Improvement in Parking Facilities : A two way street with parking permitted on both sides consumes a good amount of street width. In narrow two way streets, the question often is whether to eliminate parking altogether or convert street to oneway operation with one side parking. As an added advantage parking manoeuvres become less dangerous and obstructive when all vehicle face in the same direction. vi)Elimination of Dazzle and Head on Collision The elimination of dazzle in oneway streets is conductive to greater safety, similarly the elimination of head one collision results in reduction in accident severity.
  • 30. 5.30 TRAFFIC ENGINEERING AND MANAGEMENT Disadvantages of One Way Street Working A number of disadvantages are associated with one way street working. Some of these are, i) One of the important drawbacks of a oneway street operation is the prerequisite need for the availability of a street system that can be easily modified to suit that new scheme. ii) Emergency vehicles (fire services, ambulance, etc.,) may be blocked by cars in all lanes at intersections waiting for signals to change. iii)The excessive speeds that follow as a result of one way operation may be a hazard to residential areas. iv)Although the journey times and delays reduced, the actual distance to the covered by drivers increase. v) In the initial stages of its introduction, confusion is likely to the created amongst motorists and pedestrians. vi)The introduction of one way street initially affects the business of the area. 5.3.3 Tidal Flow Operation One of the familiar characteristics of traffic flow on any street leading to the city centre is the imbalance in directional distribution of traffic during the peak hours. For instance, the morning peak result in a heavy preponderance of flow towards the city centre, whereas the evening peak brings in heavier flow away from the city centre. In either case the street space provided for the opposing traffic will be found to be in excess. This phenomenon is commonly termed as “tidal flows”, one method of dealing with this problem is to allot more than half the lanes for one direction during the peak hours. This system is known as “tidal flow” operation or “reverse flow” operation. Principle The principle of tidal flow operation can be translated into practise in two ways, 1. The first is to apportion a greater number of lanes in a multilane street to the inbound traffic during the morning peak and similarly a greater number of lanes too the outbound traffic during the evening peak.
  • 31. TRAFFIC MANAGEMENT 5.31 2. The sound requires the existence of too separate streets parallel to each other and close to each other, so that the wider of the two can be set apart for the heavier traffic both during the morning peak and the evening peak. In this case, the two streets will operate as one way streets. 5.3.4 Closing Side Streets A main street may have a number of side streets where the traffic may be very light. In such situations, it may be possible to close some of these side streets without affecting adversely the traffic and yet reap a number of benefit. Advantages The following are some of the advantage of closing side streets, 1. The side streets which are closed can be utilised for parking of vehicles, if there is an acute shortage of parking space in the area. 2. For the same reason as above, the accidents get reduced. 3. Since the interference from the traffic from side streets is eliminated the speed increases and journey time reduces. 4. If the side streets are too many and at close intervals, it is difficult to formulate a scheme for the progressive system of signals. Disadvantage The disadvantage of closing the side streets can be, 1. Closure of a number of cross streets may increase the flow to and from the remaining cross road. This may necessities signal control and other measures at these junction. 2. When a number of side streets are closed, the immediate effect is an increase in the parking of vehicles on the main streets itself. 5.3.5 Exclusive Bus Lanes A recent innovation in traffic management practice in some of the cities is to reserve a lane of carriageway exclusively for bus traffic. This is possibly only in situations where carriageway is of adequate width and a lane can be easily spared for the buses. This implies that there should be atleast 3 lanes in each direction.
  • 32. 5.32 TRAFFIC ENGINEERING AND MANAGEMENT Exclusive bus lanes running against heavy one way flow are also very common. A Bus Rapid Transit (BRT) corridor has been constructed in New Delhi, wherein two lanes have been carved in the centre of a multilane road. 5.3.6 Traffic Calming by Chicane It is some times necessary to reduce the carriageway width of a road to earmark some space for parking, such as in busy shopping centers. This can be achieved by chicanes. Diagonal hacked marking Area reserved for parking Chicane Figure 5.9: Traffic Calming by Chicane (reduced lane width) 5.4 TRAVEL DEMAND MANAGEMENT (TDM) Travel demand management (TDM), transportation demand management or traffic demand management is application of strategies and policies to reduce travel demand or to redistribution this demand in space or in time. 5.4.1 Principle of TDM  It provides an incentive to change travel mode, time or destination  It improve the transportation options available to consumers  Reduce the need for physical travel mobility substitutes 5.4.2 Effectiveness of TDM Strategies The measures of effectiveness of TDM strategies can be done using several different methods such as cost, usage or those listed below.  Reduced traffic during commute times.  Reduced or stable peak hour traffic volumes.
  • 33. TRAFFIC MANAGEMENT 5.33  Increased commuter traffic at off peak time.  Increased use of modes other than single occupant vehicles.  Increased use of designated routes during emergencies or special events.  Eased use of the transportation system by tourists or others unfamiliar with system.  Reduced travel time during the peak hours and/or  Fewer crashes during peak hours. 5.4.3 Direct and Indirect Method of Travel Demand Management 1. List of Travel Demand Strategies The road pricing and parking managements are direct TDM strategies, which are or have been used include: i) Flextime When provided by employers, flextime allows workers to adjust their community time away from the peak periods. For example rather than all employees working 8.00 to 4.30. Some might work 7.30 to 4.00 and other 9.00 to 5.30. This provides the workers with a less stressful commute. ii) Alternate Work Schedule A related but more expensive strategy is to provide alternate work schedule. This strategy involves using alternate work - hours for all employees. iii) Compressed Work Week A compressed work week is different from “flextime” or the “alternate work schedule in that the work week is actually reduced from the stand “five days a week”, work schedule. A compressed work week reduces commute travel. iv) Telecommuting Telecommuting in the work place offers a good chance to reduce the dependence to travel to work via car or bus. This is especially true in technical positions and some fields in the medical industry.
  • 34. 5.34 TRAFFIC ENGINEERING AND MANAGEMENT v) Vanpooling Van pooling is a strategy that encourages employees to utilize a larger vehicle than the traditional standard automobile to arrive at works vans typically hold twelve or more persons. vi) Bicycling Bicycling can substitute directly for automobile trips. Communities that improve cycling conditions often experience significant increase in bicycle travel and related reductions in vehicle travel. vii) Walking Walking as TDM strategy has the ability to substitute directly for automobile trips. viii) Park and Ride Lots Parking and ride consists of parking facilities at transit stations, bus stops and highway on ramp. ix) Car Sharing (Car Pooling) Car sharing is demand reducing technique that allows families within a neighbourhood to reduce the number of cars they own. 5.5 ROAD PRICING Road pricing means that motorists pay directly for driving on a particular roadway or in a particular area. Road pricing has two general objectives 1. Congestion management 2. Revenue generation 5.5.1 Types of Road Pricing Different types of road pricing are, 1. Vehicle use fees 2. Road Tolls 3. Congestion pricing 4. Hot lanes 5. Road space rationing 6. Distance based pricing
  • 35. TRAFFIC MANAGEMENT 5.35 1. Vehicle Use Fees Pay as you drive vehicle insurance, prorates premiums by mileage so vehicle insurance becomes a variable cost. 2. Road Tolls Tolls are a common way to fund highway and bridge improvement. 3. Congestion Pricing Congestion pricing refers to variable road pricing. Congestion pricing or congestion charge is a system of surcharging users of public good that are subject to congestion through excess demand such as higher peak charges for use of bus services, railways. This pricing strategy regulates demand, making it possible to manage congestion without increasing supply. According to the economic theory behind congestion pricing, the objective of this policy is the use of the price mechanism to make user conscious of the costs that they impose upon one another when consuming during the peak demand. 4. Hot Lanes High Occupancy Toll (HOT) lanes are high occupancy vehicle (HOV) lanes that also allow access to low occupancy vehicle if drivers pay a toll. 5. Road Space Rationing A variation of road pricing is to ration peak period vehicle trips or vehicle miles using a credit based system. 6. Distance based pricing In this methods used pay based on mileage. 5.6 PARKING PRICING Parking pricing (also called user pay and metered parking) refers to direct charges for using a parking space. This can include on street parking, parking loss at campuses and buildings, and commercial parking.
  • 36. 5.36 TRAFFIC ENGINEERING AND MANAGEMENT Table 5.6: Objectives of Parking Pricing S.No. Motorist Demand Revenue Convenience Management Generation 1. Minimize prices and Set prices to achieve Use revenue offer discounts and 85% occupancy target maximising rates exemptions such as use variable rates to expand where and such as low monthly encourage shifts from when parking is passes. congested to priced. uncongested times and location. Parking Pricing is Particularly Appropriate  Where parking facilities are costly, where land is valuable or parking facilities are structured.  In commercial centers with more than about 5000 employees.  In areas that wants to encourage use of alternative modes to reduce traffic congestion, energy consumption or pollution emissions.  In areas where environmental protection or community livability justify efforts to reduce impervious surface area and total vehicle travel.  Where development affordability is an objective.  When property owners or governments need additional revenues. Table 5.7: Parking Pricing Versus Road Pricing S.No. Parking Pricing Road Pricing 1. Already exists in most communities Not existed in many communities 2. Equipment is relatively inexpensive Equipements are relatively expensive 3. Raises few privacy concerns Fees more likely to be paid by users.
  • 37. TRAFFIC MANAGEMENT 5.37 S.No.TypeDescriptionOperating costs Capital costs User convenience Price adjustability Enforcement ability 1.PassUserpurchaseanddisplayapassLowLowMediumPoorGood 2.TimecodedticketsParkerspurchaseapunchcartLowMediumGoodMediumMedium 3.SinglespacemetersParkerprepayamechanicalor electronicmeter HighMediumGoodHighGood 4.SmartmetersParkerprepayelectronicmeterHighMediumGoodHighGood 5.Paybox Parkerprepayintoaboxwitha slotforeachspace LowMediumPoorPoortomediumLow 6.Payanddisplaymeters Parkerprepayameter,which printsaticketthatisdisplayed invehicle MediumGoodGoodMediumMedium 7.PerspacemetersParkerpayforusing electronicmeters MediumMediumMediumGoodVeryGood 8.Invehiclemeter Parkerdisplayanelectronic meterinsidetheirvehicle whenparked HighGoodModerate Moderate LowMedium 9.Attendant Parkerpayanattendantwhen enteringorleavingparkinglot HighHighGoodHighGood 10.Valet Parkerspayanattendantwho parktheircar LowHighGoodHighGood 11.Controlledaccess Parkerspayamachinewhen enteringandleavingparkarea HighGoodMediumPoor Table5.8
  • 38. 5.38 TRAFFIC ENGINEERING AND MANAGEMENT Table 5.9: Efficient Pricing Gives Consumes More Opportunities to Save S.No. Current Parking Pricing Efficient Pricing 1. Motorist reduces parking cost Motorist reduces parking costs (reduces vehicle ownership, (reduces vehicle ownership, reduces reduces vehicle trips) vehicle trips) 2. Reduced Parking Cost Reduced Parking Cost (reduced parking congestion, (reduced parking congestion, reduces need to build and reduce and need to build and maintain parking facilities) maintain parking facilities) 3. Cost Savings Cost Savings (widely dispressed through (returned to the individual economy) motorists) 5.6.1 Obstacles to Parking Pricing This section discuss common obstacles to efficient parking pricing and potential solutions. 1. Inconvenience Paying for parking can be inconvenient, particularly with older meters that only accept specific coins and require motorists to prepay for a limited time period. 2. Cost Ineffective Pricing incurs costs for equipment and administration that often absorbs a significant portion of revenue. Newer electronic meters serve numerous spaces and reduce enforcement costs compared with older meters or time based regulations and so are relatively cost effective. 3. Spillover Impacts Motorist may park illegally at nearby parking lots or cause parking congestion problems on nearby streets where parking is unpriced.
  • 39. TRAFFIC MANAGEMENT 5.39 4. Discourages Customers and Reduces Economic Activity Parking pricing may discourage some customers from shopping in an area if areas is near by competitors offer free parking. However users pay parking provides business benefits as well as costs, insures that motorists can always find a convenient space, reduces delivery costs and revenues can finance additional downtown services. 5. Sunk Parking Costs Where there is abundant parking supply, it seems inefficient to impose parking prices to reduces demand resulting in unoccupied spaces. However, most parking facilities have opportunity costs unused parking can be rented, leased or converted to other uses. 6. Inequity Because most parking is unpriced it often seems unfair to charge for parking in just a few locations and times. However, overall user pay parking is fairer than financing parking facilities indirectly so parking costs are borne by non users, and the locations where parking is priced tend to be where the costs of providing parking and accommodating automobile traffic is greatest. 7. Burdensome to Lower Income Motorists A given parking represents a greater share of income to a lower income motorist than a higher income motorist. 5.6.2 Optimal Parking Prices Ideally, motorists would pay directly any time they use a parking space. If transportation is for any reason subsidized the subsidy could apply to any mode, not just driving so users could choose the option that meets their needs is optimal parking prices. 5.7 TRAFFIC SEGREGATION Traffic segregation is defined as separating out of local and through routes and often segregating from pedestrian access, for more efficient and safety.
  • 40. 5.40 TRAFFIC ENGINEERING AND MANAGEMENT 5.7.1 Segregation Methods Segregation methods includes following methods, 1. Traffic Barrier Low Level 2. Traffic barrier high level 3. Impact barrier 4. Atlas barrier 5. Ground level traffic barrier 6. Traffic barrier double rail 1. Traffic Barrier Low Level This is the most popular product in the traffic segregation range and comprises of a single 200 mm rail with an impact height of 300 mm. Standard post centre are 1.6 m and it has an overall height of 400 mm. This fully module system can be made up to suit your needs and can be integrated with bollards and pedestrian rail attachment. Application and Benefits Low level traffic barrier is the perfect way to avoid unnecessary damage to your property. It will protect walls, building supports valuable machinery and vulnerable equipment. 1.6 m 1.35 m 0.2 m 0.3 m 0.4 m Figure 5.10: Traffic Barrier Low Level
  • 41. TRAFFIC MANAGEMENT 5.41 2. Traffic Barrier High Level High level traffic has a single 200 mm rail with an impact height of 460 mm. Standard post centres are 1.6m and it has an overall height of 560 mm. This fully module system can be made up to suit your needs and can be integrated with bollards and pedestrian rail attachment. Application and Benefits It offers real delineation of vehicles and clearly segregation traffic routes with a physical barrier you can trust. 1.350 m 1.6 m 0.56m 0.46m 0.25 m Figure 5.11: Traffic Barrier High Level 3. Impact Barrier Impact traffic barriers are a safe way to protect from other vehicles and building assets. 1.350 m 1.6 m 0.1 m 0.46m 0.56m Figure 5.12: Impact Barrier
  • 42. 5.42 TRAFFIC ENGINEERING AND MANAGEMENT Application and Benefits They protect walls, buildings, valuable machinery and vulnerable equipment by repelling wayward vehicles. 4. Atlas Barrier Atlas barriers provide the ultimate in safety and protection for demanding conditions and large operations. Applications and Benefits Atlas barriers are ideal for any heavy duty environment requiring unrivalled safety. 0.2 m 0.65m 0.305m Figure 5.13: Atlas Barrier 5. Ground Level Traffic Barrier The ground level traffic barrier keeps vehicles and their loads on required route, and prevents them encroaching into protected areas. Application and Benefits Ground level traffic barriers helps in preventing vehicle from entering into an protected areas. 0.25 m 3.70 m Figure 5.14: Ground Level Traffic Barrier
  • 43. TRAFFIC MANAGEMENT 5.43 6. Traffic Barrier Double Rail Double rail traffic barrier comprises of a two 200 mm rail with an impact height of 300 mm and the upper rail being 650 mm. Standard post centres are 1.6 m and it has an overall height of 750 mm. This fully module system can be made up to suit up needs. Application and Benifits Double rail traffic barrier is a heavy duty barrier ideal for high impact areas and has greater resistance compared to standard traffic barrier. 1.350 m 1.6 m 0.25 m 0.3m 0.65m Figure 5.15: Double Rail Traffic Barrier 5.8 TRAFFIC FORECASTING 5.8.1 Need for Traffic Forecasting Investments in the transport sector constitute a significant part of the total investment forecasting helps in accurate estimation of future traffic will influence the engineering design of the facility and the economic decision whether to take up the project or not.
  • 44. 5.44 TRAFFIC ENGINEERING AND MANAGEMENT 5.8.2 Limitations of Traffic Forecasting Traffic forecasting dependent on the forecasts of factors such as population gross domestic product, vehicle ownership, agricultural output, fuel consumption and so on future pattern of change in these factors can be estimated with only a limited degree of accuracy and hence traffic forecasting cannot be done more precisely than this. 5.8.3 Forecasts and Mathematical Models Forecasts of travel demand based on mathematical modelling are popular in transportation planning. The prediction of future traffic based on such models is an accurate method provided the models are calibrated with care after necessary data are collected. 1. Travel Demand Functions Demand for travel is an economic activity. As such it can be understood by reference to well known economic principles dealing with consumer choice behaviour in relation to common goods. Tn ijkr = Dn ijkr (L, S, A) Where, Tn ijkr = The total number of trips The purpose of n between origin i to destination j by moder K and route r. Dijkr = Demand Function L = Level of service S = Socio - economic factor A = Activity system variable 2. Sequential and Simultaneous Models The trip making behaviour consists of four descriptions 1. Trip frequency 2. Destination 3. Mode 4. Route and Other choice
  • 45. TRAFFIC MANAGEMENT 5.45 In the sequential models, trip making behaviour is built up in a sequential order. In the simultaneous models, all attributors of travel choice are considered together. 3. Aggregate and Disaggregate Models Aggregate models deals with the estimation of travel of a group of travellers. Disaggregate models deal with the smallest decision making unit, the individual traveller. 5.9 TRAFFIC CALMING Traffic calming uses physical design and other measures to improve safety for motorists, pedestrians and cyclists. It aims to encourage safer, more responsible driving and potentially reduce traffic flow 5.9.1 Methods Used for Traffic Calming The methods used for traffic calmings are follow, 1. Road humps (sleeping policeman) 2. Speed cushions 3. Speed tables 4. Road width restrictions 5. Lane width restrictions 6. Gateway/entry points 7. Rumble strips and dragons teeth 8. Pedestrian crossings 9. Pedestrian refuges 10. Roundabouts 11. Oneway roads 12. Severed roads 13. Parking restrictions
  • 46. 5.46 TRAFFIC ENGINEERING AND MANAGEMENT 5.10 COORDINATION AMONG DIFFERENT AGENCIES IN TRAFFIC MANAGEMENT Coordination is a difficult and controversial issue, is not good and it is important not to oversell the benefits of coordination. It should be pursued only if it results to better organizational performance. It provides coordination between communication and cooperation between the ministry supervised bodies, the relevant departments of other ministries and bodies of public. 5.10.1 Different Coordination Methods Three forms of coordination methods are, 1. Intergovernmental or Vertical Coordination It involves the joint action of agencies belonging to different government levels. the mix of government levels and the assignment of responsibilities can very significantly across coordinated programme. 2. Intersectoral or horizontal coordination It involves the joint action of agencies from different sectors (healths and police agencies) 3. Public Private Coordination Coordianation between public, non profit, for profit organizations. 5.10.2 Benefits of Coordination The benefits are listed below,  It can generate economies of scale.  Financial advantages by obtaining extra resources.  Political benefits through the establishment of relationships with other organizations that bring power or other benefits.  Increase of programs efficiency and facilitation of long term planning by avoiding hoc activities.
  • 47. TRAFFIC MANAGEMENT 5.47 5.10.3 Obstacle to Coordination  The obstacles are each agencies seeks to preserve its independence.  Organizational goals differ among collaborating agencies.  Different component bring different expectations and pressure to bear on each agency.  Each agency losses some of its freedom. 5.10.4 Risks of Coordination The following are the risk of coordination  Resistance to exchange information  Additional managerial burden  Longer implementaion period.  Difficulties in generating a common sense of purpose around the program.  Difficulties in focusing on different aspects of road safety.  Each agency losses some of its freedom. 5.11 INTELLIGENT TRANSPORT SYSTEM (ITS) Intelligent transport system which is comprised of an advanced information and telecommunication network for users, roads and vehicles People Roads Vehicles ITS Figure 5.16: Intelligent Transportation System ITS is the integrated application of advanced technologies using electronic, computers, communications and advanced sensors. These applications provide travelers with important information while improving the safety and efficiency of the transportation system.
  • 48. 5.48 TRAFFIC ENGINEERING AND MANAGEMENT 5.11.1 Why It is Needed? The goals of ITS it to improve the transportation system to make it more efficient and safer by use of information, communications and control technologies.  These explore the concepts that treat highway systems and the vehicles that use them as integrated system.  It is needed when it is impossible to build enough new roads or to meet the demand.  It is needed in low speed, increased accident rates, increased fuel consumption and in increased pollution.  It is needed in traffic congestion insufficient road development growing number of vehicles. 5.11.2 Significance of Promoting ITS The following are the significance of promoting ITS.  Breakthrough for solving road transport problems.  Creation of new industries  Leader of an advanced information and telecommunications. 5.11.3 Intelligent Transportation Technologies The intelligent transportation system includes the following technologies 1. Wireless communication 2. Computational technologies 3. Floating car data/floating cellular data 4. Sensing technologies 5. Radar and acoustic sensor 6. Inductive loop detection 7. Video vehicle detection
  • 49. TRAFFIC MANAGEMENT 5.49 1. Wireless Communication The wireless communication includes Dedicated Short Range Communication (DSRC) and Continuous Air Interface Long and medium range (CALM) i) Dedicated Short Range Communication (DSRC) It offers communication between the vehicle and the roadside in specific location for example toll plazas. Application such as electronic fee collection (EFC) will operate over DSRC. It is a subset of the radio frequency identification technology. ii) Continuous Air Interface Long and Medium Range (CALM) Continuous Air Interface Long and Medium Range (CALM) provides continuous communications between a vehicle and the roadside using a variety of communication media, including cellular and infra-red links. CALM will provide a range of applications, including vehicle safety and information, as well as entertainment for driver and passenger. 2. Computational Technologies (CTS) The CTS is a technologies in which sensors, travellers computers, in vehicle computers and computers in the static infrastructure. The installation of operational systems and processors in transportation vehicle have also allowed software applications and artificial intelligence system to be installed. These system internal control of model based processes, ubiquitous computing and other programs designed to be integrated into a greater transportation system. 3. Floating Car Data/Floating Cellular Data The available floating car data detection techniques are, i) Non Real Time  Manual surveys  Video recording and manual search  In Vehicle data recording.
  • 50. 5.50 TRAFFIC ENGINEERING AND MANAGEMENT ii) Real Time  Not inductive loop  Automatic Number Plate Recognition (ANPR)  Radio signal triangulation  Roadside beacon + dedicated short range tag 4. Sensing Technologies Sensing systems for intelligent transportation system are vehicle and infrastructure based network system. E.g., intelligent vehicle technologies i) Pavement Loops It is used to sense the presence of vehicle demand at intersections and parkings lot entrance. ii) Pressure Pads It is used to sense the presence of pedestrians waiting to cross a roadway. 5. Radar and Acoustic Sensors It is used for detecting vehicles in the roadway. How it Work It transmits radar pulses a portion of the energy is reflected or scattered from the vehicle and roadway back toward the sensor. This energy is received and interpreted. Benefits The benefits includes,  Low power  Most accurate technology for detecting speed.  Traffic count accuracy  Easy installation.
  • 51. TRAFFIC MANAGEMENT 5.51 CCTV Traffic management center Roadside sensor Figure 5.17: Radar and Acoustic Sensors 6. Inductive Loop Detection One or more loops of wire are embedded under the road and connected to a control box. When a vehicle passes over or rests on the loop the inductances is reduced showing a vehicle is present. Vehicle Loop Control box Road Figure 5.18: Inductive Loop Detection
  • 52. 5.52 TRAFFIC ENGINEERING AND MANAGEMENT Benefits  Established technology  Not impacted by environmental conditions.  Accurate in detecting vehcile presence.  Performs well in both high and low volume traffic. 7. Video Vehicle Detection Video Vehicle Detection (VVD) is the one of the most widely used method. Video detection is an image processor. It consists of a microprocessor base CPU and software that analyze video images using a mouse and interactive graphics, the user places virtual “detector” on the video image displayed on a monitor. Statistics can be progressively transmitted to a server for a real time analysis.  Emissive term T Passive sensor Road surface with emissivity and surface temperature Vehicle with emissivity and surface temperature Figure 5.19: Video Vehicle Detection
  • 53. TRAFFIC MANAGEMENT 5.53 5.11.4 Benefits of Intelligent Transportation The folowing are the benefits of intelligent transportation. 1. Electronic toll collection 2. Emergency vehicle notification system it provide advance warning to motorists of traffic jams, accidents and other emergency situation. 3. Cordon zones with congestion pricing it helps in collecting taxes from those entering city areas with high traffic. 4. It provides collision avoidance system. (a) Intersection collection warning (b) Obstacle detection (c) Lane charge assistance (d) Lane departure warning Figure 5.20: Collision Avoidance System
  • 54. 5.54 TRAFFIC ENGINEERING AND MANAGEMENT REVIEW QUESTIONS 1. Elaborate the advantages of one way streets (May/Jun 2016) 2. Explain the applications of intelligent transportation system (May/Jun 2016), (Nov/Dec 2013), (Nov/Dec 2012) 3. Explain briefly various traffic management regulatory measures commonly implemented (Apr/May 2017) 4. What is significant of traffic management? Write the various travel demand management techniques commonly used in managing traffic on roads. (Apr/May 2017) 5. Write in detail the methods of forecasting traffic volume prediction. (Nov/Dec 2016) 6. Discuss in detail the traffic management measures as per IRC standards. (Nov/Dec 2016) 7. Disscuss in detail the various methods of traffic regulatory measures in traffic management. (Apr/May 2017) 8. Write short notes on the following i) Intelligent transport system ii) Traffic segreation methods (Apr/May 2017) 9. Elaborate the advantages of one way streets. (Nov/Dec 2013) 10. When would you suggest road pricing? Justify the need, situations where you would recommend and methods you could adopt for road pricing? (Apr/May 2013)