Planning of ITS- Hyderabad case study

CHAPTER-1

INTRODUCTION
Many think improving a countrys transportation system solely means building new roads or
repairing aging infrastructures, the future of transportation lies not only in concrete and steel, but
also increasingly in using IT. IT enables elements within the transportation systemvehicles,
roads, traffic lights, message signs, etc.to become intelligent by embedding them with
microchips and sensors and empowering them to communicate with each other through wireless
technologies. In the leading nations in the world, ITS bring significant improvement in
transportation system performance, including reduced congestion and increased safety and
traveler convenience.

1.1 Intelligent Transport Systems (ITS)

Intelligent Transport Systems (ITS) include telematics and all types of communications in
vehicles, between vehicles (e.g. car-to-car), and between vehicles and fixed locations (e.g. car-toinfrastructure). However, ITS are not restricted to Road Transport - they also include the use of
information and communication technologies (ICT) for rail, water and air transport, including
navigation systems..

Figure 1.1

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Intelligent transportation systems include a wide and growing suite of technologies and
applications. ITS applications can be grouped within five summary categories: 1) Advanced
Traveler Information Systems provide drivers with real-time information, such as transit routes
and schedules; navigation directions; and information about delays due to congestion, accidents,
weather conditions, or road repair work. 2) Advanced Transportation Management Systems
include traffic control devices, such as traffic signals, ramp meters, variable message signs, and
traffic operations centers. 3) ITS-Enabled Transportation Pricing Systems include systems such
as electronic toll collection (ETC), congestion pricing, fee-based express (HOT) lanes, and
vehicle miles traveled (VMT) usage-based fee systems. 4) Advanced Public Transportation
Systems, for example, allow trains and buses to report their position so passengers can be
informed of their real-time status (arrival and departure information). 5) Fully integrated
intelligent transportation systems, such as vehicle-to-infrastructure (VII) and vehicle-to-vehicle
(V2V) integration, enable communication among assets in the transportation system, for
example, from vehicles to roadside sensors, traffic lights, and other vehicles.

CHAPTER- 2
2.1 NEED FOR STUDY
Problems faced by road transport of our country
1. Most of the Indian roads are unsurfaced (42.65%) and are not suitable for use of vehicular
traffic. The poor maintenance of the roads aggravates the problem especially in the rainy season.
According to one estimate there is about per year loss of Rs. 200 crores on the wear and tear of
the vehicles due to poor quality of roads. Even the National Highways suffer from the
deficiencies of inadequate capacity, weak pavement, poor riding quality, distressed bridges,
unabridged level crossings, congested cities (lack of by-pass roads), lack of wayside amenities
and safety measures.
2. One major problem on the Indian roads is the mixing of traffic. Same road is used by high
speed cars, trucks, two wheelers, tractors, animal driven carts, cyclists and even by animals.
Even highways are not free from this malady. This increases traffic time, congestion and
pollution and road accidents.
3. There are multiple check-posts, toll tax and octoroon duties collection points on the roads
which bring down the speed of the traffic, waste time and cause irritation to transporters. Rate of
road taxes vary from state to state and inter-state permits are difficult to obtain.
4. Way side amenities like repair shops, first aid centers, telephones, clean toilets, restaurants,
rest places are lacking along the Indian roads. There is very little attention on road safety and
traffic laws are willfully violated.

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5. There is very little participation of private sector in road development in India because of long
gestation period and low-returns. The legislative framework for private investment in roads is
also not satisfactory. The road engineering and construction are yet to gear themselves up to meet
the challenges of the future.
6. There has been no stability in policy relating to highway development in the country. It has
changed with the change of government. There are a number of agencies which look after the
construction and maintenance of different types of roads. Since there is no co-ordination between
these agencies their decisions are often conflicting and contradictory.
7. There is shortage of funds for the construction and maintenance of roads. Instead of giving
high priority to this task the percentage allocation has decreased over the years While percentage
share of plan allocation was 6.9 per cent in the First Five Year plan it has come down to less than
three percent in the Eighth Plan.
2.2 Role of ITS
Applying information technology to a countrys transportation network delivers five key classes
of benefits by: 1) increasing driver and pedestrian safety, 2) improving the operational
performance of the transportation network, particularly by reducing congestion, 3) enhancing
personal mobility and convenience, 4) delivering environmental benefits, and 5) boosting productivity and expanding economic and employment growth.
2.2.1 Increasing driver and pedestrian safety
Intelligent transportation systems can deliver important safety benefits. There are 1.2 million
fatalities annually on the worlds roadways. In 2007, a traffic accident occurred every five
seconds in the United States (totaling over 6 million accidents), with a traffic fatality occurring
every 13 minutes, killing 41,059 Americans and causing approximately 2.6 million injuries. (In
2008, 5.8 million crashes led to 37,261 fatalities.)29 European Union countries experience a
similar number of accidents and fatalities, with 42,943 deaths on European Union roadways in
2006.30 Japan experienced 887,000 traffic accidents in 2006, injuring 1.1 million victims and
causing 6,300 fatalities.31 A wide range of ITS-based applicationsfrom real-time traffic alerts,
to cooperative intersection collision avoidance, to on-vehicle systems such as anti-lock braking,
lane departure, collision avoidance, and crash notification systemshave safety as a principle
focus.
2.2.2Improving the operational performance of the transportation network
ITS improve the performance of a countrys transportation network by maximizing the capacity
of existing infrastructure, reducing the need to build additional highway capacity. Maximizing
capacity is crucial because, in almost all countries, increases in vehicle miles traveled
dramatically outstrip increases in roadway capacity. A number of ITS applications contribute to
enhancing the operational performance of transportation networks. For example, traffic signal
light optimization can improve traffic flow significantly, reducing stops by as much as 40
percent, cutting gas consumption by 10 percent, cutting emissions by 22 percent, and reducing
travel time by 25 percent.36 Applying real-time traffic data could improve traffic signal
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efficiency by 10 percent, saving 1.1 million gallons of gas a day nationally and cutting daily
carbon dioxide emissions by 9,600tons.37 Ramp metering can increase vehicle throughput (the
number of cars that pass through a road lane) from 8 to 22 percent and increase speeds on roads
from 8 to 60 percent.38 As up to 30 percent of congestion on highways occurs at toll stops,
deploying electronic toll collection systems can significantly reduce congestion. Assessing the
impact of intelligent transportation systems, including ramp metering, incident management,
traffic signal coordination, and arterial access management, a September 2005 Government
Accountability Office (GAO) study found that ITS deployments to date had reduced delays in 85
urban areas by 9 percent (336 million hours), leading to a $5.6 billion reduction in annual costs
due to reduced fuel consumption and hours of delay.
ITS-enabled variable or congestion pricing can also reduce congestion. According to recent
research, a comprehensive pricing approach that incorporates variable pricing tied to travel
demand levels (such as congestion pricing) could provide significant congestion benefits. One
study estimated that region-wide congestion pricing could reduce peak travel by 8 to 20 percent.
A Brookings Institution study estimated that congestion pricing on the nations Interstates and
other freeways would reduce total vehicle miles traveled by 11 to 19 percent. And a Federal
Highway Administration (FHWA) report looking at results from its Value Pricing Pilot Program,
which implemented tolling on a number of facilities nationwide, found that even targeted pricing
can have a number of effects on driver behavior and traffic volumes, including changes in times,
routes, or modes of travel; willingness to pay for faster travel times by traveling on toll lanes;
reductions in peak-period traffic volumes; and more-efficient use of highway capacity.
2.2.3 Enhancing mobility and convenience
ITS enhance driver mobility and convenience by 1) decreasing congestion and maximizing the
operational efficiency of the transportation system, as described previously, and 2) providing
motorists and mass transit users with real-time traveler information and enhanced route selection
and navigation capability. In fact, perhaps the most familiar intelligent transportation systems are
telematics-based applications such as satellite-based vehicle navigation or other services that
deliver real-time traffic information to drivers either in-vehicle or before departing as they plan
for their trip. These services help drivers identify and take the most efficient, trouble-free routes
and help preclude motorists from getting lost.
2.2.4 Delivering environmental benefits
Intelligent transportation systems are positioned to deliver environmental benefits by reducing
congestion, by enabling traffic to flow more smoothly, by coaching motorists how to drive most
efficiently, and by reducing the need to build additional roadways through maximizing the
capacity of existing ones. Vehicle transportation is a major cause of greenhouse gas emissions. In
England, the transport sector contributes about one-quarter of the countrys CO2 emissions, 93
percent of which comes from road transport.54 In France, transport represents 31 percent of final
energy consumption and 26.4 percent of greenhouse gas emissions.55 Transportation accounts
for 25 percent of worldwide greenhouse gas emissions,56 and 33 percent in the United States.57
Traffic congestion causes an outsized amount of CO2 emissions. Vehicles traveling at 60 kmph
(37 mph) emit 40 percent less carbon emissions than vehicles traveling at 20 kmph (12 mph) and
vehicles traveling at 40 kmph (25 mph) emit 20 percent less emissions than the 20 kmph

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baseline.58 One study found that computerized operations of 40 traffic signals in Northern
Virginias Tysons Corner community alone decreased the total annual emissions for carbon
monoxide, nitrogen oxides, and volatile oxygen compounds by 135,000 kilograms (and
improved fuel consumption by 9 percent).By 2010, Japan expects to reduce CO2 emissions by
31 million tons below 2001 levels, with 9 million tons of reduction coming from more fuel efficient vehicles, 11 million tons from improved traffic flow, and 11 million tons from more
effective use of vehicles, the latter two a direct benefit of the countrys investments in ITS.
Eco-driving is an ITS-enabled application that optimizes driving behavior to the benefit of the
environment. Vehicles equipped with eco-driving features provide feedback to the motorist on
how to operate the vehicle at the most fuel-efficient speeds across all driving situations; the most
sophisticated versions give visual or oral instructions on how much pressure to apply to the
acceleration petal. In Japan, Germany, and increasingly the United States, enthusiasts upload
records of their driving behavior from vehicles to Web sites where they compete with others to
be the most efficient driver.
Thus, intelligent transportation systems that decrease congestion and improve traffic flow
ameliorate environmental impact considerably. To be sure, by decreasing congestion and
enabling traffic to flow more smoothly, intelligent transportation systems may cause some degree
of induced demand, encouraging more drivers to take to the roads due to improved traffic
conditions. But while ITS may cause some induced demand, overall it is poised to deliver net
environmental benefits.
2.2.5 Boosting productivity, economic, and employment growth
Intelligent transportation systems boost productivity and expand economic and employment
growth. By improving the performance of a nations transportation system, thus ensuring that
people and products reach their appointed destinations as quickly and efficiently as possible, ITS
can enhance the productivity of a nations workers and businesses and boost a nations economic
competitiveness. Many transportation agencies already use ITS effectively to reduce traffic
congestion and its nearly $200 billion estimated annual impact on economic productivity and the
environment. A 2009 Reason Foundation study found that reducing congestion and increasing
travel speeds enough to improve access by 10 percent to key employment, retail, education, and
population centers within a region increases regional production of goods and services by one
percent.
ITS deliver other economic benefits as well. They can help mitigate the $230 billion annual
economic impactequivalent to nearly 2.3 percent of U.S. GDPof traffic accidents and
associated injuries or loss of life. The Eddington Commission in the United Kingdom estimated
the effects of congestion pricing on freight and found commercial services industries would be
net beneficiaries. It also noted that businesses, in particular, accrue significant net gains from
road pricing and that these cost savings get passed on to consumers in the form of lower prices.

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Figure 2.1

CHAPTER-3
Literature Review
3.1 Different types of ITS
3.1.1 Advanced Traveler Information Systems
Advanced Traveler Information Systems (ATIS) provide drivers with real-time travel and traffic
information, such as transit routes and schedules; navigation directions; and information about
delays due to congestion, accidents, weather conditions, or road repair work. The most effective
traveler information systems are able to inform drivers in real-time of their precise location,
inform them of current traffic or road conditions on their land surrounding roadways, and
empower them with optimal route selection and navigation instructions, ideally making this
information available on multiple platforms, both in-vehicle and out. As Figure 1 illustrates,
there are three key facets to the provision of real-time traffic information: collection, processing,
and dissemination, with each step entailing a distinct set of technology devices, platforms, and
actors, both public and private. Other advanced traveler information systems make parking
easier, as cities from Singapore to Stockholm to San Francisco are deploying systems that
indicate to drivers where vacant spaces can be found in the city, and even allow drivers to reserve

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spaces in advance. Studies have shown that 30 percent or more of urban traffic in large cities
consists of drivers circulating as they search for parking.
3.1.2 Advanced Transportation Management Systems
Advanced Transportation Management Systems (ATMS) include ITS applications that focus on
traffic control devices, such as traffic signals, ramp metering, and the dynamic (or variable)
message signs on highways that provide drivers real-time messaging about traffic or highway
status. Traffic Operations Centers (TOCs), centralized traffic management centers run by cities
and states worldwide, rely on information technologies to connect sensors and roadside equipment, vehicle probes, cameras, message signs, and other devices together to create an integrated
view of traffic flow and to detect accidents, dangerous weather events, or other roadway hazards.
Adaptive traffic signal control refers to dynamically managed, intelligent traffic signal timing.
Giving traffic signals the ability to detect the presence of waiting vehicles, or giving vehicles the
ability to communicate that information to a traffic signal, perhaps through DSRC-enabled
communication (assuming both the vehicle and traffic signal are DSRC-equipped), could enable
improved timing of traffic signals, thereby enhancing traffic flow and reducing congestion.
Another advanced transportation management system that can yield significant traffic
management benefits is ramp metering. Ramp meters are traffic signals on freeway entrance
ramps that break up clusters of vehicles entering the freeway, which reduces the disruptions to
freeway flow that vehicle clusters cause and makes merging safer.
3.1.3 ITS-Enabled Transportation Pricing Systems
ITS have a central role to play in funding countries transportation systems. The most common
application is electronic toll collection (ETC), also commonly known internationally as road
user charging, through which drivers can pay tolls automatically via a DSRC-enabled on-board
device or tag placed on the windshield.
An increasing number of cities throughout the world have implemented congestion pricing
schemes, charging for entry into urban centers, usually at certain peak hours, as a means to not
only reduce congestion but also to generate needed resources to fund investments in public
transportation and to reduce the environmental impact of vehicles. By charging more at
congested times, traffic flows can be evened out or reduced. As half the worlds population now
lives in urban areas, some economists believe that urban congestion and emissions will be
virtually impossible to reduce without some form of congestion pricing.
High-Occupancy Toll (HOT) laneslanes reserved for buses and other high occupancy vehicles
but that can be made available to single occupant vehicles upon payment of a tollare another
ITS-enabled mechanism to combat traffic congestion. The number of vehicles using the reserved
lanes can be controlled through variable pricing (via electronic toll collection) to maintain freeflowing traffic at all times, even during rush hours, which increases overall traffic flow on a
given segment of road.
Other ITSs-enabled alternative countries are evaluating for financing their transportation
systems is a vehicle miles traveled (VMT) fee system that charges motorists for each mile

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driven. VMT fee systems represent an alternative to the current fuel taxes and other fees that
many countries and states use to finance their transportation systems.
3.1.4 Advanced Public Transportation Systems
Advanced Public Transportation Systems (APTS) include applications such as automatic vehicle
location (AVL), which enable transit vehicles, whether bus or rail, to report their current location,
making it possible for traffic operations managers to construct a real-time view of the status of
all assets in the public transportation system. APTS help to make public transport a more
attractive option for commuters by giving them enhanced visibility into the arrival and departure
status (and overall timeliness) of buses and trains. This category also includes electronic fare
payment systems for public transportation systems. Advanced public transportation systems,
particularly providing next bus or next train information, are increasingly common
worldwide.
3.1.5 Vehicle-to-infrastructure Integration (VII) and Vehicle-to-vehicle (V2V) Integration
Vehicle-to-infrastructure integration is the archetype for a comprehensively integrated intelligent
transportation system. DSRC-enabled tags or sensors, if widely deployed in vehicles, highways,
and in roadside or intersection equipment, would enable the core elements of the transportation
system to intelligently communicate with one another, delivering a wide range of benefits. This
could enable cooperative intersection collision avoidance systems (CICAS) in which two (or
more) DSRC-equipped vehicles at an intersection would be in continuous communication either
with each other or with roadside devices that could recognize when a collision between the
vehicles appeared imminent (based on the vehicles speeds and trajectories) and would warn the
drivers of an impending collision or even communicate directly with the vehicles to brake them.
By combining both vehicle-to-vehicle and vehicle-to-infrastructure integration into a
consolidated platform, would enable a number of additional ITS applications, including adaptive
signal timing, dynamic re-routing of traffic through variable message signs, lane departure warnings, curve speed warnings, and automatic detection of roadway hazards, such as potholes, or
weather-related conditions, such as icing.
Another application enabled by vehicle-to-infrastructure integration is intelligent speed
adaptation (ISA), which aims to assist drivers in keeping within the speed limit by correlating
information about the vehicles position (for example, through GPS) with a digital speed limit
map, thus enabling the vehicle to recognize if it is exceeding the posted speed limit. The system
could either warn the driver to slow down or be designed to automatically slow the vehicle
through automatic intervention.
3.2 Status of ITS
3.2.1 THE UNITED STATES OF AMERICA:
The U.S. Department of Transportation coordinates the ITS research activities in the country
through its Research and Innovative Technology Administration (RITA) wing. The RITA
combines cutting edge research with technology transfer and aims to improve the countrys
transportation system. The main aims of RITA include:

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Coordinating facilitating and reviewing research and development programs and

activities of the in-house team as well as academic and industrial partnerships
Developing innovative concepts for traffic management through academic and small
business innovative research (SBIR) programs
Performing comprehensive transportation statistics research, analysis and reporting;
And educating general public about transportation and transportation- related fields.
RITA also coordinates the activities of many Federal and
Private Agencies [List 1] and collates knowledge gained Bureau of Transportation Statistics
into developing ITS. Some US-ITS initiatives of special
Intelligent Transportation Systems
focus are Telephonic Data Dissemination, IntelliDrive
Initiative, Integrated Corridor Management Systems,
National Transportation Library
Clarus Initiative, Emergency Transportation
Positioning, Navigation and Timing
Research, Development and Technology
Transportation Safety Institute
University Transportation Centres
Volpe National Transportation Systems
Centre

Figure 3.1
3.2.2 JAPAN:
ITS in Japan was formalized around the middle of the last decade. This period, called the initial
stage of ITS, started the use of in-vehicle navigation systems and electronic toll collection. The
second phase (2005) built on the discoveries and developments of Phase I efforts, provided more
extensive and accurate public transport information for optimization of travel time and
convenience. Core areas of development included rapid emergency and rescue activities,
establishment of public transport organizations as part of the ITS and improvement of
information services to improve the convenience of transportation. The ongoing third phase
(2005-2010) involves improvement of infrastructure and in-vehicle equipment, and organization
of legal and social systems pertinent to travel and transport. The future Fourth Phase (after 2010)
would integrate all technology and concepts developed in the previous phases and apply them in
synergy for a fully functional ITS. This would involve, among other activities, setting up a full
scale advanced information and telecommunications society with extensive optic fiber network
and innovative social systems. Additionally, a reduction in business traffic will permit to relieve
the roadside environment and the global environment.

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The ITS efforts in Japan collates improvements in the following fields

Advances in Navigation Systems
Electronic Toll Collection
Assistance for Safe Driving
Optimization of Traffic Management
Increasing Efficiency in Road
Management
Support for Public Transport
Increasing Efficiency in Commercial
Vehicles
Support for Pedestrians
Support for Emergency Operations
The first ITS implementation was a computer-controlled area traffic control system in Japan and
was installed in Tokyo in 1970. The traffic control system coordinated timings of traffic signal
lights along 100 intersections, with 200 vehicle detectors. It is reported that the implementation
has reduced travel time and saved man-hours and gas consumption in the order of 5.7 times the
installation cost. After the success of the Tokyo Area Traffic Control System, nationwide
installation of traffic control centers started in a series of Five-year Projects for Traffic Safety
Systems.
3.2.3 EUROPE:
Mainland Europes Intelligent Transport Systems falls under the umbrella of Road Transport
Informatics (RTI). RTI focuses on two interacting programs - Road Infrastructures for Vehicle
safety in Europe (DRIVE) and PROgram for European Traffic with Highest Efficiency and
Unprecedented Safety (PROMETHEUS). DRIVE falls under the control of the Commission of
European Communities (CEC), and PROMETHEUS is part of the European Research
Coordination Agency (EUREKA) platform, an industrial research initiative involving 19
countries and European vehicle manufacturers. System development is the primary goal of the
PROMETHEUS project, while DRIVE focuses on human behavior issues and implementation of
systems in the European community [40-42]. Other European Union (EU) public-private
partnership focusing on specific safety applications of ITS technologies initiatives are eSafety,
INVENT, and PREVENT. The eSafety programme promotes the development, deployment, and
use of Intelligent Vehicle Safety Systems to enhance road safety throughout Europe.

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Figure 3.2
The INVENT program works towards improving traffic flow and traffic safety by development
of novel driver assistance systems, knowledge and information technologies, and solutions for
more efficient traffic management, to prevent or minimize the severity of accidents. INVENT
focuses on eight specific projects:
Detection and Interpretation of the Driving Environment
Anticipatory Active Safety
Congestion Assistance
Driver Behavior and Human Machine Interaction
Traffic Performance Assistance
Network Traffic Equalizers
Traffic Management in Transport and Logistics
Traffic Impact, Legal issues and Acceptance
The PREVENT programme integrates a number of safety functions in order to create a safety
belt around the vehicle as shown in the figure.

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Figure 3.3

2.3.4 UNITED KINGDOM:

Some successful implementations of ITS-UK include:
Internet based maps aimed at freight transport. In London, Transport for London (TfL)
have produced a digital map of all London's speed limits which is available free of charge
to anyone who wishes to use the map for personal use, or to create commercial
applications.
Managed motorways: benefits of reduced emissions due to smoother traffic flow, of the
removal of the need for additional road building (a carbon intensive activity), and of
better design of road side equipment reducing energy consumption.
Cameras: As part of the Ring of Steel program of Coucestershire Constbulary, cameras
have been installed on major routes across the country to monitor journey times and
traffic flow.
Television: Several tools have been developed to facilitate the Strategic Road Network
program, including motorway traffic viewer (MTV) and the web-based online MTV.
Information services to support travel planning - for towns, workplaces, other activity
centers, and individual
Point to point speed enforcement has been ensured by use of multilane cameras and
automated information display for smoother and safer traffic flows
Two kinds of Intelligent Speed Adaptation (ISA) applications are being implemented in
London. Advisory ISA system takes the speed limit and displays the information to the
driver via a dashboard unit. Voluntary helps the driver by making it difficult to accidently
The London Road Safety Unit (LRSU) manages the London Safety Camera Partnership
(LSCP), which uses cameras to enforce speeds and reduce the number of people running
red lights.
Two kinds of Intelligent Speed Adaptation (ISA) applications are being implemented in
London. Advisory ISA system takes the speed limit and displays the information to the
driver via a dashboard unit. Voluntary helps the driver by making it difficult to accidently
accelerate beyond the speed limit. The key to both systems is that the vehicle is aware of
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its location on the road and the speed limit at that location. It does this using a Global
Positioning System (GPS) signal and a digital speed limit map which is held within the
ISA unit. A beta Advisory ISA system is now available for public download, including
source code released under the GNU license.

Figure 3.4

CHAPTER-4
Study area
4.1 Intersections
Intersection is an area shared by two or more roads. This area is designated for the vehicles to
turn to different directions to reach their desired destinations. Its main function is to guide
vehicles to their respective directions. Traffic intersections are complex locations on any
highway. This is because vehicles moving in different direction wan to occupy same space at the
same time. In addition, the pedestrians also seek same space for crossing. Drivers have to make
split second decision at an intersection by considering his route, intersection geometry, speed
and direction of other vehicles etc. A small error in judgment can cause severe accidents. It also
causes delay and it depends on type, geometry, and type of control. Overall traffic flow depends
on the performance of the intersections. It also affects the capacity of the road. Therefore,
both from the accident perspective and the capacity perspective, the study of intersections very
important for the traffic engineers especially in the case of urban scenario.

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4.2 Conflicts at an intersection

Conflicts at an intersection are different for different types of intersection. Consider a typical
four-legged intersection as shown in figure. The numbers of conflicts for competing through
movements are 4, while competing right turn and through movements are 8. The conflicts
between right turn traffics are 4, and between left turn and merging traffic is 4. The conflicts
created by pedestrians will be 8 taking into account all the four approaches. Diverging traffic
also produces about 4 conflicts. Therefore, a typical four legged intersection has about 32
different types of conflicts. The essence of the intersection control is to resolve these conflicts at
the intersection for the safe and efficient movement of both vehicular traffic and pedestrians.
Two methods of intersection controls are there: time sharing and space sharing. The type of
intersection control that has to be adopted depends on the traffic volume, road geometry, cost
involved, importance of the road etc.

Figure 4.1

CHAPTER-5
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METHODOLOGY
5.1 Levels of intersection control
The control of an intersection can be exercised at different levels. They can be either passive
control, semi control, or active control. In passive control, there is no explicit control on the
driver. In semi control, some amount of control on the driver is there from the traffic agency.
Active control means the movement of the traffic is fully controlled by the traffic agency and
the drivers cannot simply maneuver the intersection according to his choice.
5.1.1 Passive control
When the volume of traffic is less, no explicit control is required. Here the road users are
required to obey the basic rules of the road. Passive control like traffic signs, road markings
Etc. is used to complement the intersection control. Some of the intersection control that is
classified under passive control is as follows:
1. No control if the traffic coming to an intersection is low, then by applying the basic rules of
the road like driver on the left side of the road must yield and that through movements will have
priority than turning movements. The driver is expected to obey these basic rules of the road.
2. Traffic signs: With the help of warning signs, guide signs etc. it is able to provide some level
of control at an intersection. Give way control, two-way stop control, and all-way stop control
are some examples. The GIVE WAY control requires the driver in the minor road to slow down
to a minimum speed and allow the vehicle on the major road to proceed. Two ways stop control
requires the vehicle drivers on the minor streets should see that the conflicts are avoided. Finally
an all-way stop control is usually used when it is difficult to differentiate between the major and
minor roads in an intersection. In such a case, STOP sign is placed on all the approaches to the
intersection and the driver on all the approaches are required to stop the vehicle. The vehicle at
the right side will get priority over the left approach. The traffic control at at-grade intersection
may be uncontrolled in cases of low traffic. Here the road users are required to obey the basic
rules of the road. Passive control like traffic signs, road markings etc. are used to complement the
intersection control.
3. Traffic signs plus marking: In addition to the traffic signs, road markings also complement the
traffic control at intersections. Some of the examples include stop line marking, yield lines,
arrow marking etc.
5.1.2Semi control
In semi control or partial control, the drivers are gently guided to avoid conflicts. Channelization
and traffic rotaries are two examples of this.
1. Channelization: The traffic is separated to flow through definite paths by raising a portion of
the road in the middle usually called as islands distinguished by road markings. The conflicts in
traffic movements are reduced to a great extent in such a case. In channelized intersections, as
the name suggests, the traffic is directed to flow through different channels and this physical

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separation is made possible with the help of some barriers in the road like traffic islands, road
markings etc.
2. Traffic rotaries: It is a form of intersection control in which the traffic is made to flow along
one direction around a traffic island. The essential principle of this control is to convert all the
severe conflicts like through and right turn conflicts into milder conflicts like merging, weaving
and diverging. It is a form of at-grade intersection laid out for the movement of traffic such that
no through conflicts are there. Free-left turn is permitted where as through traffic and right-turn
traffic is forced to move around the central island in a clock-wise direction in an orderly manner.
Merging, weaving and diverging operations reduces the conflicting movements at the rotary.
5.1.3 Active control
Active control implies that the road user will be forced to follow the path suggested by the traffic
control agencies. He cannot maneuver according to his wish. Traffic signals and grade separated
intersections come under this classification.
1. Traffic signals: Control using traffic signal is based on time sharing approach. At a given time,
with the help of appropriate signals, certain traffic movements are restricted whereas certain
other movements are permitted to pass through the intersection. Two or more phases may be
provided depending upon the traffic conditions of the intersection. When the vehicles traversing
the intersection are very large, then the control is done with the help of signals. The phases
provided for the signal may be two or more. If more than two phases are provided, then it is
called multiphase signal. The signals can operate in several modes. Most common are fixed time
signals and vehicle actuated signals. In fixed time signals, the cycle time, phases and interval of
each signal is fixed. Each cycle of the signal will be exactly like another. But they cannot cater to
the needs of the fluctuating traffic. On the other hand, vehicle actuated signals can respond to
dynamic traffic situations. Vehicle detectors will be placed on the streets approaching the
intersection and the detector will sense the presence of the vehicle and pass the information to a
controller. The controller then sets the cycle time and adjusts the phase lengths according to the
prevailing traffic conditions.
2. Grade separated intersections: The intersections are of two types. They are at-grade
intersections and grade-separated intersections. In at-grade intersections, all roadways join or
cross at the same vertical level. Grade separated intersections allows the traffic to cross at
different vertical levels. Sometimes the topography itself may be helpful in constructing such
intersections. Otherwise, the initial construction cost required will be very high. Therefore, they
are usually constructed on high speed facilities like expressways, freeways etc. This type of
intersection increases the road capacity because vehicles can flow with high speed and accident
potential is also reduced due to vertical separation of traffic.
5.2 Grade separated intersections
Grade-separated intersections are provided to separate the traffic in the vertical grade. But the
traffic need not be those pertaining to road only. When a railway line crosses a road, then also
grade separators are used. Different types of grade-separators are flyovers and interchange.
Flyovers itself are subdivided into overpass and underpass. When two roads cross at a point, if
the road having major traffic is elevated to a higher grade for further movement of traffic, then
such structures are called overpass. Otherwise, if the major road is depressed to a lower level to
cross another by means of an under bridge or tunnel, it is called under-pass.
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Interchange is a system where traffic between two or more roadways flows at different levels
in the grade separated junctions. Common types of interchange include trumpet interchange,
Diamond interchange and cloverleaf interchange.
1. Trumpet interchange: Trumpet interchange is a popular form of three leg interchange.
If one of the legs of the interchange meets a highway at some angle but does not cross it, then the
interchange is called trumpet interchange. A typical layout of trumpet interchange is shown in
figure 5.3
2. Diamond interchange: Diamond interchange is a popular form of four-leg interchange found in
the urban locations where major and minor roads crosses. The important feature of this
interchange is that it can be designed even if the major road is relatively narrow.
A typical layout of diamond interchange is shown in figure 5.1
3. Clover leaf interchange: It is also a four leg interchange and is used when two highways of
high volume and speed intersect each other with considerable turning movements. The main
advantage of cloverleaf intersection is that it provides complete separation of traffic. In addition,
high speed at intersections can be achieved. However, the disadvantage is that large area of land
is required. Therefore, cloverleaf interchanges are provided mainly in rural areas. A typical
layout of this type of interchange is shown in figure 5.2

Figure 5.1
Figure 5.2

Figure 5.3

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5.3 Road

Signs

The purpose of Road Signs is to promote road safety and efficiency by providing for the orderly
movement of all road users on all roads in both urban and non-urban areas. Road Signs notify
road users of regulations and provide warning and guidance needed for reasonably safe, uniform
and efficient operation.
5.3.1 Principles of Road Signs
This Code contains the basic principles that govern the design and use of road signs for all
categories of roads including expressways open to public travel irrespective of road agency
having jurisdiction.
It is important that these principles be given primary consideration in the selection and
application of each road sign.
5.4 To be effective, a road sign should meet five basic requirements:
a) Fulfill a need;
b) Command attention;
c) Convey a clear, simple meaning;
d) Command respect from road users; and
e) Give adequate time for proper response.
Design, placement, operation, maintenance, and uniformity are aspects that should be carefully
considered in order to maximize the ability of a road sign to meet these five basic requirements.

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5.4.1 Placement and Operation of Road Signs
Placement of road signs should be within the road users view so that adequate visibility is
provided. To aid in conveying the proper meaning, the road sign should be appropriately
positioned with respect to the location, object, or situation to which it applies. The location and
legibility of the road sign should be such as to provide adequate response time to road users.
Road Signs or their supports shall not bear any advertising or other message that is not related to
traffic control. However, tourist-oriented directional signs and signs relating to specific wayside
services and amenities, when used should not be considered advertising.
Road signs should be placed and operated in a uniform and consistent manner. Road signs which
are not necessary or no longer required should be removed. The fact that a sign is in good
physical condition should not be a basis for deferring the removal or change, if it is so warranted.
5.4.2 Maintenance of Road Signs
Maintenance of road signs should be ensured to retain both the legibility and the visibility of the
device, and to retain proper functioning of the device. Functional evaluation of road signs should
be done to determine at regular periodic intervals, whether certain signs need to be changed to
meet current traffic conditions. Clean, legible, properly mounted signs in good working condition
command respect from road users.
5.4.3 Uniformity of Road Signs
Uniformity of signs simplifies the task of the road user because it helps in recognition and
understanding, thereby reducing perception/reaction time. Uniformity assists road users, traffic
police and highway agencies by giving everyone the same interpretation. Uniformity also
promotes efficiency in manufacture, installation and maintenance. Uniformity means treating
similar situations in a similar way. A standard sign used where it is not appropriate is as
objectionable as a nonstandard sign.
5.4.4 Traffic Engineering Study
The decision to use a particular sign at a particular location should be made on the basis of traffic
engineering study.
Authorities with responsibility for traffic control that do not have in-house engineering assistance
can take help from traffic engineering consultant(s) or academic and research institution with
domain expertise.
5.5 CLASSIFICATION OF ROAD SIGNS
Road Signs are classified under the following three heads:
5.5.1 Mandatory/Regulatory Signs: Regulatory signs indicate requirements, restrictions and
prohibitions. These include signs, such as, STOP, GIVE WAY, Speed Limits, No Entry, etc which
give notice of right of way, special obligations, prohibitions or restrictions with which the road users
must comply. These are installed to give effect to a traffic regulation order or other statutory
provision. Regulatory signs either give positive instructions or indicate a prohibition. Signs giving
positive instructions are generally circular with a white border and symbol on a blue background.
They usually indicate something all drivers must do (e.g. keep left). The exceptions in shape are the
octagonal red STOP sign and the triangular GIVE WAY sign. These two signs provide indication

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about the right of way to drivers. Prohibitory signs, which generally indicate to the drivers what they
must not do, are mostly circular and have a red border. The red ring indicates the prohibition;
diagonal bars are used only on signs which prohibit a specific maneuver, i.e. banned left or right
turns or U-turns. These signs need to be complied with and any violation of the rules and regulations
conveyed by these signs is a legal offence.
5.5.2 Cautionary/Warning Signs: Warning signs are used to caution and alert the road users to
potential danger or existence of certain hazardous conditions either on or adjacent to the roadway so
that they take the desired action. These signs indicate a need for special caution by road users and
may require a reduction in speed or some other maneuver. Some examples of these signs are Hairpin
Bend, Narrow Bridge, Gap in Median, School Ahead etc.
5.5.3 Informatory/Guide Signs: These signs are used to provide information and to guide road users
along routes. The information could include names of places (recreational, tourist, cultural interest
area signs and emergency management signs), sites, direction to the destinations, and distance to
places, to make the travelling /driving easier, safer and pleasant. Guide signs are essential to direct
road users to inform them of intersecting routes, to direct them to cities, towns, villages, or other
important destinations, to forests, and historical sites, and generally to give such information as will
help them along their way in the most simple and direct manner possible.
5.6 ROAD MARKINGS

Road surface marking is any kind of device or material that is used on a road surface in order to
convey official information. They can also be applied in other facilities used by vehicles to mark
parking spaces or designate areas for other uses. Road surface markings are used on paved
roadways to provide guidance and information to drivers and pedestrians. Uniformity of the
markings is an important factor in minimizing confusion and uncertainty about their meaning,
and efforts exist to standardize such markings across borders. However, countries and areas
categorize and specify road surface markings in different ways.
Road surface markings are mechanical, non-mechanical, or temporary. They can be used to
delineate traffic lanes, inform motorists and pedestrians or serve as noise generators when run
across a road, or attempt to wake a sleeping driver when installed in the shoulders of a road.
Road surface marking can also indicate regulation for parking and stopping. There is continuous
effort to improve the road marking system, and technological breakthroughs include adding retro
reflectivity, increasing longevity, and lowering installation cost.

5.7 TRAFFIC SIGNALS

Traffic signals are used to assign vehicular and pedestrian right-of-way. They are used to
promote the orderly movement of vehicular and pedestrian traffic and to prevent excessive delay
to traffic.
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Traffic signals should not be installed unless one of the warrants specified by the Manual on
Uniform Traffic Control Devices (MUTCD) has been satisfied. The satisfaction of a warrant is
not in itself justification for a signal. A traffic engineering study must be conducted to determine
whether the traffic signal should be installed. The installation of a traffic signal requires sound
engineering judgment, and must balance the following, sometimes conflicting, goals:
Moving traffic in an orderly fashion;
Minimizing delay to vehicles and pedestrians;
Reducing crash-producing conflicts; and
Maximizing capacity for each intersection approach.
5.7.1 Advantages of Signals
Traffic signals that are properly located and operated are likely to:
Provide for orderly movement of traffic;
Increase traffic capacity of the intersection;
Reduce the frequency of certain types of crashes (e.g. right-angle crashes);
Provide for continuous or nearly continuous movement of traffic along a given
Interrupt heavy traffic to permit other traffic, vehicular or pedestrian, to cross.

route; and

5.7.2 Disadvantages of Signals

Traffic control signals are often considered a panacea for all traffic problems at intersections.
This belief has led to the installation of traffic control signals at many locations where they are
not needed, and where they may adversely affect the safety and efficiency of vehicular, bicycle,
and pedestrian traffic. Even when justified by traffic and roadway conditions, traffic control
signals can be ill-designed, ineffectively placed, improperly operated, or poorly maintained.
Unjustified or improper traffic control signals can result in one or more of the following
disadvantages:
Excessive delay;
Excessive disobedience of the signal indications;
Increased use of less adequate routes as road users attempt to avoid the traffic control signals;
and
Significant increases in the frequency of crashes (especially rear-end crashes).
As angle crashes tend to be more severe than rear-end crashes, traffic engineers are usually
willing to trade off an increase in the number of rear-end crashes for a decrease in the number of
angle crashes, but if an intersection does not have an angle crash problem, the trade off does not
apply, and the installation of traffic signals can actually cause a deterioration in the overall safety
at the intersection.
5.7.3 Warrants for traffic control signal installation.
The installation of signals at a particular intersection is judged on the merits of the situation,
there being no laid down warrants. Generally, the Department of the Environment has laid down
certain criteria for deciding on signal installation.

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The minimum traffic flows for which signals are considered justified as per current practice are
given below.

Figure 5.4

Figure 5.5
Figure 5.6

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5.7.4 Types of traffic signal system

Need for coordinated control of signals arises on a main traffic route when it is desirable to
reduce delays and avoid main traffic from having to stop at every junction. When a signal
indicates a stop aspects at a junction, a queue of vehicles start moving in a platoon. If the signals
changes to green, the vehicles start moving in platoon. If this platoon is made to meet a green
aspect at the next junction no delay is caused to the vehicles. This principle of linking adjacent
signals so as to secure maximum benefits to the traffic is called coordinated control of signals.
The coordination of signals is sought for with the following objectives in view:
(i)
(ii)
(iii)

To pass the maximum amount of traffic without enforced halts.

To have minimum overall delay to traffic streams, both in the main and side roads.
To prevent the queue of vehicles at one intersection from extending and reaching
the next intersection

CHAPTER-6
HYDERABAD CASE STUDY
6.1 PROBLEMS FACED BY HYDERABAD TRAFFIC

26 lakh vehicles on road in Hyderabad, fourth largest in India, 33 lakh in GHMC limits
600 vehicles added every day
Hyderabad has only 9% of city as road area as against 14%-18% in other metros
Vehicle density 723 vehicles / km, second largest in the country
Almost no foot paths pedestrians.

6.2 Present condition of Traffic signals

20 years old system
Standalone signals
Overhead cables / wiring
Poor condition of signal aspects
Only 130 working out of 168
Insufficient : Primary Secondary aspects
No connectivity
No UPS
No ATC
No manual function.
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To overcome all the above drawbacks and provide a solution the project HTRIMS
(Hyderabad Traffic Management System) is been initiated. In the next chapter the
details of HTRIMS are elaborated.

CHAPTER-7
7.1 HTRIMS
Hyderabad traffic integrated management system (HTRIMS) is the project started by GHMC and
Hyderabad traffic police in collaboration with APTS, ASCI and BEL.
First of its Kind Project

First time Fall back power management

First time Green energy initiative
First time Variable message boards across the city directing the traffic flows - 20
VMS
First time project linked to SLA (Service Level Agreement) Performance:
Paradigm shift from Concept to Contract to Concept to Service
First time Project managed with the support of third party professional
management team (PMU)

7.2 Objective of Project:

To provide signaling services round the clock, without any break in service
Monitor health of every signal point from the Central control room and to attend the
failure/ breakdowns.
Operate the signaling parameters manually from the central control room based on the
existing traffic information from the online real-time cameras installed in the traffic
junctions. The surveillance cameras are not part of this project.
Create a centralized Management Information System (MIS) for Faster decision making
in traffic emergency
Generate Centralized downtime report for processing payments.

7.3 Key Performance Indicators

The system is to be made available round the clock

Central command to eliminate the traffic jams
Availability

7.4 Present status of traffic signals in Hyderabad and Cyberabad: At present 137 Traffic
signals are in operating in Hyderabad and 51 Traffic signals in Cyberabad limits. These signals

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were installed by five different companies i.e., BEL, Keltron, CMS, Nucleonics and Stanpower.
Most of the signals were installed before 2007. Very few signals were installed in the year 2010
by M/s Stanpower on certain road corridors. All these signals are of standalone type without
connectivity features, without power backup, and Countdown timers and manual mode
operation. About 33 Junctions the signals were either dismantled or not in use due to various
reasons.
There are 44 Bulb type signals in operation in Hyderabad area out of 137 in operation and the
rest are LED signals. The abstract is given below on the status of signals in operation in
Hyderabad and Cyberabad.
7.5 Proposed System

To bring international standard Traffic Signaling System to Hyderabad city at proposed

locations
i. Hyderabad area 137 Traffic junctions
ii. Cyberabad 51 Traffic junctions
iii. Newly identified Traffic junctions 45 Traffic junctions

It is proposed to install new signals in all locations.

Ensure zero downtime for the signals
Traffic department identified location/signals will have Countdown timers other than the
(20) vehicle Actuated traffic signals.
To operate signals using remote parameter management methods using Wired/Wireless
communication.
Create a Backup Server for the central control room server at the Cyberabad Traffic
control room which will store entire data. Two workstations for controlling the
Cyberabad signals to be installed at Cyberabad Traffic control room

7.6 Project scope

Set up 221 new signals and provide signaling services round the clock at 221 Junctions
(180 existing + 41 new) including 15 Secunderabad Cantonment Board Junctions in a
span of 12 months in a phased manner
Provide all 221 signals with non-stop Connectivity and Power with automatic fall back
option to send data to the TCC
Position Cameras at every junction to determine traffic flows continuously and manage
the traffic intelligently Integrating surveillance and violations
Establish 20 Variable Message systems (VMS)
Establish a IT enabled Traffic Command Center (TCC) to monitor all 221 Signal
junctions to synchronize signals across the city for smooth traffic flow Equip the TCC
with Video Wall to capture the traffic flows continuously across the city
To operate the signaling parameters remotely and/or manually from the Traffic Command
Centre (TCC) / or at the signal post based on the existing traffic information.

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To monitor health of every signal point from the centralized Traffic Command Centre
(TCC) to attend to the failures/ breakdowns through a robust IT solution that networks all
signals.
Create a Centralized Management Information System (MIS) as a part of the IT solution
for faster decision making in traffic emergency such as heavy rain fall, accidents, terrorist
attack, VVIP movements etc
To train and manage the IT facility and offer back-end support on the operations of the
TCC using the departmental manpower.

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7.7 HTRIMS Highlights

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221 signals to be automated with central intelligent command center.

221 signals enabled with Virtual loop cameras for Adaptive Traffic Control and
synchronized signals.

Automatic adjustment of the signal timings based on the traffic flows and
Adaptive Area Traffic control
.

Automatic signal brightness control based on ambient light.

Integration in surveillance on violations.

Variable Message system to alert the citizen on traffic flows and congestions.

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Pedestrian controlled signals.

SMS based alerts to citizens
Optimized traffic flow
Establishment of TCC
Corridor Synchronization for optimized traffic flow

International experience demonstrates Signal synchronization has

1. Improved average travel speed by 50%
2. Reduced delays in road network by 35%
3. Reduced fuel consumption by 22%

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