Proposed Flyover at Metagalli Signal Junction on K R S Road

Proposed Flyover at Metagalli Signal Junction on K R S Road

Gagana D

U.G Student Department of Civil Engineering

Vidyavardhaka College of Engineering Mysore 570 002, Karnataka, India

Anas Rehan

U.G Student Department of Civil Engineering

Vidyavardhaka College of Engineering Mysore 570 002, Karnataka, India

Manoj P

Assistant Professor

Lavanya T S

U.G Student Department of Civil Engineering

Vidyavardhaka College of Engineering Mysore 570 002, Karnataka, India

Anushree G S

1. Student Department of Civil Engineering

   Vidyavardhaka College of Engineering Mysore 570 002, Karnataka, India

   Department of Civil Engineering Vidyavardhaka College of Engineering Mysore 570 002, Karnataka, India

   Abstract: Urban traffic congestion has become a serious concern for transportation professionals and traffic managers. Transportation infrastructure conjointly will increase with increased traffic demands, which comes to decreased Mobility. The traffic problem is being faced by Mysore people at a railway crossing in KRS road. People need to expect many minutes to meet up with this railway crossing. The main reason for this problem is that people wait at the signal and later at railway crossing which results in increased traffic volume. In order to find a solution to this traffic congestion, the capacities of the roads were evaluated by compiling data related to prevailing vehicular flows and collecting other supportive information. From the capacity calculations made from field data, it is evident that all the roads in the area would fail to cater to future traffic demands. And proposing a flyover was a suitable solution. Also for the planning of flyover bridge over the railway crossing, basic rules and standards in bridge design as per Indian standards code should be considered. Keeping the above points in view, a survey was conducted during this study to explore the possibility of planning and constructing a fly-over bridge at Metagalli signal junction and over the succeeding railway crossing in KRS road.

   Keywords Traffic Congestion; Flyover; Turning Movement.

   1. INTRODUCTION

      Rapid urbanization and industrialization have caused an unprecedented growth of vehicles in the world. Urban traffic congestion has a global phenomenon. Due to fast-growing vehicular traffic, old planned cities become congested road links, the intersection becomes saturated, busy and supply service is above its capacity [1]. An increase in income and in the absence of an insufficient, fast and reliable public transport system more and more people are shifting to personal vehicles in most of the cities, which results in the

      massive growth of the automobile population around the world. The reason for this traffic congestion is overcrowding at junctions due to the increasing density of traffic from all directions. At the intersection traffic jam problem may causes delay time and fuel consumption due to frequently stoppage of vehicles at a different intersection [2].

      Therefore, it requires effective controls to regulate the traffic and optimize delay and congestion of the traffic at the intersection. Space sharing intersection e.g. rotaries and pre- timed signals are widely used to control the intersections. Space sharing intersections are intended to give equal priority and permit continuous movement of all intersecting vehicle flows [3]. For higher traffic volumes, space sharing intersections such as rotary is not preferable due to the increase in congestion and overall intersection delay and conflicts. In the pre-timed signal, green times for the phases remain constant for the particular period of the day, although demand fluctuates during that period. This problem can be eliminated by providing flyover at the intersection. To avoid junctions and subsequent congestion, flyover or road over the bridge were designed which have partially solved the problem of congestion and accidents [4].

      A flyover is a bridge constructed along an intersecting highway over an at-grade intersection. It allows two-direction traffic to flow at free-flow speed on the bridge. The flyover is one of the methods for solving traffic problems at at-grade junctions on highways including capacity, congestion, long delay and queue length.

      People of Mysore are facing acute traffic problem at railway crossing road in KRS road. People need to wait for many minutes to go through this railway crossing. The study area deals with two obstacles making it difficult for easy

      movement of vehicles. People wait at the intersection signal and later at the railway crossing. In order to solve this traffic problem, planning and constructing a Flyover Bridge over the signal junction and railway crossing may be a viable option [5].

      Therefore, a feasibility study for planning a Fly-over Bridge over railway crossing was conducted keeping in view the following broad objectives: whether a fly-over can be constructed which is cost-effective, minimum demolition and safe and fast movement of the vehicle so that of traffic problem at Metagalli junction and railway crossing of KRS road can be solved.

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   2. METHODOLOGY

      Problem Identification

      Data Collection

      Data Analysis

      Problem Identification

      Data Collection

      Data Analysis

      Road Inventory Data

      Road Inventory Data

      Vehicle Registration Data

      Vehicle Registration Data

      Turning Movement Count

      Turning Movement Count

      Accident Data

      Accident Data

      Figure 1: Flow Chart showing sequence of Methodology

      1. Study Area

         To carry out research work, Metagalli Signal Junction, K R S road located in developing city located in Mysore, was selected. People have to wait long enough to pass through this railway crossing. The study area deals with two obstacles making it difficult for easy movement of vehicles. People wait at the intersection signal and later at the railway crossing.

         Plate 1: Arial view of the study area

         Figure 2: Map of Metagalli signal junction Mysore

      2. Inventory survey

         Result

         Result

         Road Inventory survey was carried on the selected road network. Road inventory data provides the details of the existing road network. A recorder noted down the details provided by observer and tape holders. The informations collected from road inventory survey are given in Table 1.

         Table 1: Inventory Data

         Component	Towards KRS	Toward VPS	Towards Nanjangud	Towards Columbia Asia
         Carriage way	2 lanes(3.5m)	4 lanes (3.5m)	11.10m	11.15m
         Shoulder	3m	4m	1m	1.1m
         Road Sign	No	Yes	Yes	No
         Street Light	No	No	No	No
         Bus Stand	Yes	Yes	No	No
         Rikshaw stand	Provided	Not provided	Not provided	Provided
         Police station	No	No	No	No
         School	No	No	No	No
         Temple	No	No	No	No
         Divider	Not provided	1m	2.8m	2.8m
         Service Road	Not provided	Not provided	Provided (6m)	Provided (6m)

      3. Vehicle Volume Data

      To study the trend of vehicle growth, the volume of vehicles registered in the last seven years (2012 to 2018) were collected from two Regional Transport Offices located in East & West of Mysore city.

      Table 2: Vehicle Registered at RTO from 2012 to 2018

      Year	Total vehicle Registered
      2012	611429
      2013	668658
      2014	734536
      2015	798580
      2016	884437
      2017	963237
      2018	1577119

      (Source: RTO, Mysore)

      No of Vehices Registered in Mysore

      NO OF VEHICLES IN

      Lakhs

      NO OF VEHICLES IN

      Lakhs

      2000000

      1500000

      1000000

      500000

      0

      G. Traffic Simulation using Vissim

      The collected inventory data was given as input to draw the road links of the required study area. Later vehicle volume data input and required data was given and then traffic was simulated in Vissim 2D & 3D.

   3. RESULTS AND ANALYSIS

      2012 2013 2014 2015 2016 2017 2018

      Year

      Figure 3: Vehicle Volume Data

      D.Turning Movement count

      Turning Movement counts helps to design capacity analysis, traffic signal timing, and phasing, turn lanes, parking and turning restrictions. Turning movement count was conducted manually where each individual stood at each corner of the Metagalli signal junction. A multi-counter application was used in order to calculate a number of vehicles moving left, straight and right in an easy way. This counting was carried out for 1 week and during holidays and it was carried out during peak hours.

      1. Accident data

         The accident data of Metagalli Signal junction was collected from Vontikoppal Police Station. Accident data provides valuable information to control, regulate and manage the traffic more effectively.

         Table 3: Accident Data

         Intersection approach		Existing Layout 135 s cycle length
         From	To	Average Delay(s)	Average Queue Length(m)
         Vontikoppal Police Station	Through	125	60
         Vontikoppal Police Station	Left & Right	125	60
         Nanjangud Road	Through	130	95
         Nanjangud Road	Left & Right	130	95
         K R S	Through	132	105
         K R S	Left & Right	132	105
         Columbia Asia	Through	127	80
         Columbia Asia	Left & Right	127	80

      2. Level of Service

         Level of service (LOS) indicates the ease of comforts with which a traveler can travel on road. LOS is used to research roadways and intersections by categorizing traffic flow and distribution quality levels of traffic depending on performance measure like vehicle speed, density, congestion, etc.

         The level of service obtained at the signal intersection was F since control delay time exceeded 80secs.

         1. Delay Time and Queue Length

            The average delay and Average queue length caused for the vehicle at signal Junction was noted down. It was observed that maximum delay and maximum queue length is observed at vehicles moving from K R S road.

            Table 4: Average Delay and Average Queue Length

            Year	Accident	Type Of Accident
            		Death	Injuries
            2015	3	0	3
            2016	5	1	4
            2017	8	4	5
            2018	6	1	5

            Plate 2: Queue length along KRS Road

            Plate 3: Queue length along Vontikoppal Police Station Road

            Plate 4: Queue length along Nanjangud Road

            Plate 5: Queue length along Columbia Asia Road

            Plate 6: Queue length along K R S ROAD near Railway crossing

            Plate 7: Queue length along K R S ROAD near Railway crossing

         2. Average Turning Movement Count

            Average Turning Movement count was calculated by using the data collected for one week. It clearly gives an idea of an average number of vehicles moving along all four roads during peak hours.

            Figure 4: Average turning movement from 9am-10am

            Figure 5: Average turning movement from 10am-11am

            Figure 6: Average turning movement from 4pm-5pm

            Figure 7: Average turning movement from 5pm-6pm

         3. Components Specification of Proposed Flyover

            Extension of flyover Towards K R S: 560m Towards V P S: 370m Towards centre: 120m Width of the Flyover: 12m

            The carriageway is 5.5m on each side

            Lanes: 2 lane grade separator

            Gradient: Transverse gradient towards K R S and VPS is 3%

            Maximum height of flyover: 7m Stopping Sight Distance: 81.07m Over Taking Sight Distance: 287.05m

         4. Traffic simulation using Vissim Software

            The road links are drawn based on inventory data collected and it is showed in 2D in Figure 6. The traffic volume count is given as input and it is simulated in both 2D and 3D. Traffic simulation was carried out for 120sec and queue length is observed. Traffic simulation is shown in Figure 7.

            Figure 6: Road links in Vissim Software

            Figure 7: Traffic simulation using Software

   4. CONCLUSIONS

Based on the literature cited, the analysis made and results obtained, the following conclusions may be drawn

• The queue length and delay time observed at railway crossing was 115m and 420 seconds

• The maximum average queue length at K R S road was observed to be 105m and the maximum average delay time is 132 seconds

• The proposed flyover can reduce the queue length of about 300m and also save the delay time of about 700 seconds

• The proposed flyover can overcome traffic congestion

ACKNOWLEDGMENT

It is our privilege to express our sincere regards to Dr. DAYANANDA H S, Professor, Department of Civil Engineering, Vidyavardhaka College of Engineering, Mysore, for his valuable advice, constant guidance and encouragement during our research study.

REFERENCES

1. Avijit Maji, Akhilesh Kumar Maurya, Suresh Nama and Prasanta

   K. Sahu Performance-based intersection layout under a yover for heterogeneous traffic. PP 119129, (2015).

2. AuttakornSala Assessment of Traffic Flow Benefits of Flyovers. Journal of Society for Transportation and Traffic Studies (JSTS) Vol.4, PP 1-9, (2010).

3. Mututantri P.L, Abeysinghe W.D.P, Wijewardena L.S.S and Weerasekera K.S Design of a Flyover and Roundabout underneath it to ease the Traffic Congestion at the Rajagiriya Junction. Engineer – vol. XLVIII, PP 33-47, (2015).

4. Sofyan M. Sale, Sugiarto Sugiarto, Almira Hilal, and Dedek Ariansyah A study on the traffic impact of the road corridors due to flyover construction at Surabaya intersection, Banda Aceh of Indonesia AIP Publishing, PP 1-7, (2017).

5. Kuldip.B.Patel, Anand D.Sapariya, and Pradeep P. Lodha Feasibility study for planning a flyover bridge over railway crossing at Vijalpore road, Navsari. Vol. 2, Issue 1, PP 174-179, (2015).