Documente Academic
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Documente Cultură
A THESIS REPORT
Submitted by
K. YOGESWARI
DOCTOR OF PHILOSOPHY
in
CIVIL ENGINEERING
JUNE 2015
B.S.ABDUR RAHMAN UNIVERSITY
(B.S. ABDUR RAHMAN INSTITUTE OF SCIENCE & TECHNOLOGY)
(Estd. u/s 3 of the UGC Act. 1956)
www.bsauniv.ac.in
BONAFIDE CERTIFICATE
0980201) who carried out the thesis work under my supervision. Certified
further, that to the best of my knowledge the work reported herein does not
form part of any other thesis report or dissertation on the basis of which a
candidate.
SIGNATURE SIGNATURE
Dr. E.RASUL MOHIDEEN Dr. M.S.HAJI SHEIK MOHAMMED
RESEARCH SUPERVISOR HEAD OF THE DEPARTMENT
Professor Professor & Head
Department of CIVIL Department of CIVIL
B.S. Abdur Rahman University B.S.Abdur Rahman University
Vandalur, Chennai – 600 048 Vandalur, Chennai – 600 048
ii
ACKNOWLEDGEMENT
Above all, I thank my family members for their patience, love and
prayers. I thank all my friends who have helped me in one way or other for
the successful completion of this work. Last but not the least, I thank the
Almighty for blessing me to successfully complete this work.
K.YOGESWARI
iii
ABSTRACT
iv
TABLE OF CONTENTS
ACKNOWLEDGEMENT iii
ABSTRACT iv
LIST OF TABLES ix
LIST OF FIGURES xii
LIST OF SYMBOLS AND ABBREVIATIONS xiv
1. INTRODUCTION 1
1.1 INTRODUCTION TO SUSTAINABLE
DEVELOPMENTS 1
1.2 DEFINITION OF SUSTAINABLE
TRANSPORTATION 2
1.3 SUSTAINABLE TRANSPORTATION SYSTEM 3
1.4 NEED FOR SUSTAINABLE
TRANSPORTATION SYSTEM 4
1.5 CONCLUSION 5
2. LITRETURE REVIEW 6
2.1 SUSTAINABLITY – A SHORT STORY 6
2.2 SUSTAINABLE – GLOBAL OUTLOOK 6
2.3 REVIEW OF STATUS OF RESEARCH –
INTERNATIONAL SCENARIO 9
2.4 CURRENT SCENARIO PREVAILING
IN INDIA AS PER THE LITERATURE 11
2.5 RESEARCH ISSUES TO BE ADDRESS
SUSTAINABILITY IN URBAN TRANSPORT 11
2.6 CONCLUSION 12
v
CHAPTER NO. TITLE PAGE NO.
vi
CHAPTER NO. TITLE PAGE NO.
vii
CHAPTER NO. TITLE PAGE NO.
viii
CHAPTER NO. TITLE PAGE NO.
8. CONCLUSIONS 82
REFERENCES 86
ix
LIST OF TABLES
x
TABLE NO. TITLE PAGE NO.
xi
LIST OF FIGURES
xii
FIGURE NO. TITLE PAGE NO.
xiii
LIST OF SYMBOLS AND ABBREVIATIONS
xiv
1. INTRODUCTION
1
1.2 DEFINITION OF SUSTAINABLE TRANSPORTATION
2
1.3 SUSTAINABLE TRANSPORTATION SYSTEM
25
SOURCES APPOROPRIATE MEASURE
20
SUSTAINABILITY
15
RESOURCES &
10 ENVIRONMENT
NEEDS & TECHNOLOGY
0
TIME
3
1.4 NEED FOR SUSTAINABLE TRANSPORTATION
Few decades ago, it was felt that good roads should be provided to
achieve fast and safe transportation of people and goods, the efficiency of the
road system would be measured according to how well it met the stated goals.
Hence, when roads become congested one built even more roads, roads
4
without- at grade intersections, limited access roads and so on. Two lane
roads become four lane highways, four lane highways become six – lane
expressways and this would have continued but for the realization that there is
no end to it. If on the other hand, the definition of efficiency was more
inclusive and had features like.
(ii) The amount of fossil fuel that will be consumed etc, then
obviously which encouraged more automobile traffic would
no longer be thought of as efficient.
Planners and Engineers would have had to look for other solutions.
1.5 CONCLUSION
5
2. LITERATURE REVIEW
The first step for the emergence of sustainability was seen in the
UN conference on the Human environment held at Stockholm in1972. The
term came into general use in 1987 when a report was published on common
future by GroBrundtland Committee. Sustainability has turned to be a rising
political work with the united national conference on environment and
development in Rio,1992 and its global action plan for sustainable
development (Agenda 21) that brought the terms into the political agenda.
There are many definitions of sustainability, liveability, sustainable
development and sustainable transport.
“To meet the needs of the present without compromising the ability
of future generations to meet their needs.”
6
3. Wilson – 1998
7
be defined as “Providing for a secure and satisfying material future
for everyone, in a society that is equitable, caring and alternative to
basic human needs”.
(3) Limits emission and waste within the planet ability to absorb
them, minimize consumption of non-renewable resources,
reuse and recycles its components and minimizes the use of
land and production of noises.
8
(1) Provide access to goods and service in an efficient way for all
inhabitants of urban area.
9
using GIS-Based Maps for Urban transportation planning was carried out by
Balamohan N (2000). GIS Approach of Delineation and Traffic Assessment
for the Traffic Analysis zone were calculated using Land use, cadastral and
census data.
10
2.4 CURRENT SCENARIO PREVAILING IN INDIA AS PER
THE LITERATURE
11
2.7 CONCLUSION
12
3. RESEARCH METHODOLOGY AND DESIGN
3.1 INTRODUCTION
13
not provide a method to optimize their proposed design to meet perceived
level of services on urban street.
14
3.5 COMPONENTS OF SUSTAINABLE TRANSPORT
3.6 METHODOLOGY
15
Modelling
Arterial road
Sub arterial road
Collector street
Local street
16
3.7 CONTRIBUTION TO STATE OF THE KNOWLEDGE
17
4. STUDY AREA AND ITS CHARACTERISTICS
4.1 INDRODUCTION
18
are the collector street and rajaji road, Bharatamatha road and agaram road are
the collector street and other roads are Local Street. All the roads are bitumen top
road and have been frequently maintained.
19
4.2 TAMBARAM AS A SUB URBAN – BOUNDARY CONDITION
20
identity for the city which is currently labelled as Chennai’s bedroom and
Chennai’s rail and bus yard.
21
Figure 4.2: Images of Tambaram map
22
Table 4.1: Inventory of Road Network
Footpath
Hierarchy Width No of in M
Road Name Land Use Encroachment
of roads in M Lanes
L R
Arterial
GST Road 21 6 1 2 Com Moderate
Road
Sub
Velachery
arterial 18 6 1.5 1.5 Mixed Low
Road
road
Mudichur Subarterial
7.5 3 - - Mixed Moderate
Road road
Collector
Gandhi road 9 4 1.5 1.5 Residential Moderate
street
Collector
Rajaji road 7.5 2 1.5 1.5 Mixed High
street
Agaram Local
7.5 2 - - Com High
steet street
23
4.6 URBANIZATION
180
160
Population in Thousands
140
120
100
80
60
40
20
0
1950 1960 1970 1980 1990 2000 2010
Year
24
Table 4.3: Urban conglomeration in India according 2001 census
Population density
Class Population size
/Sq.Km
Class I 100,000 and above 393
Source : Census 2010
25
Figure 4.6: Percentage of land use 2010
In the future land use Figure 4.7 & Figure 4.8 space has been
allotted for mixed residential, continuous building area and was resulting in
lesser space allotted purely for residential purposes.
26
Figure 4.8: Percentage of land use 2026
As we can see in the future the land use has been classified so that
the entire land is being used correctly and to the fullest extent. As in Table 4.4
and Figure. 4.9 Provisions have been made and rules put accordingly for
mixed residential, and continuous building areas which where are not present
in the current land use. The entire low lying area in the present has been
converted into residential zone.
27
Table 4.4: Land use changes
Since different spaces have been allotted and space has been
allotted for mixed residential, continuous building area and other things .
4.8 MOTORIZATION
28
Vehicular growth
8
no.of vechile registred in chennai
7
6
5 Two wheeler
(in Lakhs)
4 cars,jeeps& taxis
3 buses
2 goods vechile
1 others
0
2007 2008 2009 2010 2011 2012
Year
Table 4.5: Desirable modal split for Indian cities (as percentages of
total trips)
City population
Mass transport Bicycle Other modes
(in millions
0.10-0.25 30-40 30-40 25-35
Source : MOUD, Traffic and transportation policies and strategies in urban
areas in India,
29
Table 4.6: Existing modal split in Indian cities (as percentage of total
trips)
City Intermediate
Existing public
population Mass
modal walk car TW bicycle Total
(in transport transport
split
millions) fast slow
Indian
0.10-0.25 37.1 16.4 10.4 20.1 3.3 24.1 25.7 100
cities
Tambaram 0.10-0.25 19.1 9.3 14.4 13.9 11.2 29.6 21.6 100
Source for Indian cities: MOUD, Traffic and transportation policies and
strategies in urban areas in India, Final report. Ministry of Urban
development, Government of India, New Delhi
30
Table 4.8: The journey speed on the roads in study area
The average congestions index is 0.3 the Figure 4.11 shows the
congestion index of the study area.
31
4.11 Safety
The traffic accident has come to be considered as the third dead list
killer. The Table 4.9 gives the total no of accidents in the study area. The
growth in the number as well as the speed of motor vehicles has far outpaced
improvements to the road and other traffic facilities. The heavy toll of deaths,
injuries and property damage in motor vehicles accidents on streets and roads
is an international problem.
32
“C” is static, the ratio of V and C also increases so also the accidents. The
Table shows the static
4.12 PARKING
Width
Sl. Length Peak
of the Parking
Roads Hierarchy Accumulation
No. Roads Type in m (PCU)
M
G.S.T Road –
Arterial On – car
1. infront of 10 0.25 10
Road parking
Ponnusamy hotel
G.S.T road –
Off – car
Tambaram bustand ,
arterial & two
2. before 10 20
road wheeler
vasanthabhavan
parking
hotel
Velachery main
Sub
road – bharadha On – Car
3. arterial 9 0.45 25
madha street to IAF parking
road
road Jn
Velachery main
Sub
road – opp Selaiyur On – Car
4. arterial 9 0.30 20
Govt.Municipality parking
road
school
Sub
On- car
3. Mudichur road arterial 8 0.20 11
parking
road
On street
GST road -Gandhi Collector
4. 7 – TW 30
road incoming street
parking 0.53
On street
Collector
5. Rajaji road 7 – TW 0.23 12
street
parking
33
The commercial hub, mofassel bus stand and railway junction at
Tambaram intersection have created a major demand for parking. Most of the
adjoining properties do not have off- street parking space. Provision of
dedicated off-street parking space in Tambaram area may serve to relive
some problems, but land availability is the constraint.
2. No open spaces
3. Traffic congestion
4.14 CONCLUSION
34
commuter’s patronage from mass transportation to private and intermediate
transport and consequently a huge increase in intermediate and private vehicle
ownership.
So, it can be clearly said that the current system and trends in
Tambaram suburban are not sustainable.
35
5. STUDY OF HETEROGENEOUS TRAFFIC USING
VIDEO IMAGE PROCESSING TECHNIQUES
5.1 INTRODUCTION
(i) Angle
36
(ii) Focus
(iii) Zoom
(vi) Height
5.2.1 Angle
Camera should be placed above the central lane and should look
straight middle of the road. The tripod can be placed maximum one lane left
/right to the central lane which comes down to around + 15 degrees. The
Horizontal view angle must be adjusted in such way that the camera covers
the width of the road. The vertical view angle should be set such that it cover
20-25 meters from camera. The camera should be placed at a height of
10-12m (Height of fly over).
37
5.2.2 Focus
5.2.3 Zoom
5.2.6 Height
38
5.3 TRAZER : SOFTWARE
39
5.4 DATA ACQUISITION BY VIDEO SURVEILLANCE
METHOD
40
Table 5.1: Inventory of road network of the video shooting roads
Footpath
Road Name Width Lanes Land Use Encroachment
L R
GST Road 21 6 1 2 Com Moderate
Velachery Road 18 6 1.5 1.5 Mixed Low
Mudichur Road 7.5 3 - - Mixed Moderate
Gandhi road 9 4 1.5 1.5 Residential Moderate
Rajaji road 7.5 2 1.5 1.5 Mixed High
Agaram road 7.5 2 - - Com High
41
Figure 5.4: Central data center
42
Figure 5.6: Vehicle extraction
This format stores vehicles counts per each interval. The interval
size and vehicle categories are configurable. Table 5.2 and 5.3 shows the
volume of traffic on arterial road(G.S.T road). Tables 5.4 to 5.7, shows the
volume of traffic on sub arterial road (Velachery road , Mudichur Road), and
Table 5.8 gives the volume count in collector street such as camp road,
Gandhi road, Rajaji road.
The Table 5.2 and 5.3 gives the total no of vehicle passing in the
G.S.T road during peak hour and non- peak hour. since it is a arterial road the
capacity of the road is 7500 pcu /hour. The average vechile crossing the G.S.T
road during the peak hour is 4500pcu/hour. The v/c ratio is lesser than
1and ranges between 0.5- 1.1 in the peak hour at present. This Ratio is
expected to double by 2026 as this road is a major highway which connects
Chennai City to southern Tamil Nadu.
43
Table 5.2: Average vehicles volumes in G.S.T road towards Chrompet
44
5.6.2 Velachery Main Road
Table 5.4 and Table 5.5 shows the number of vehicle count in both
peak hours and non peak hours. The v/c ratio ranges between 0.5- 0.8 in the
non peak hour to peak hour.
This Road will see Heavy Traffic within the Next 5 years due to the
development seen in Selaiyur, Madipakkam, Pallikaranai, Kelambakkam,
ECR and OMR. This road is one of the major roads which connect the
Eastern coastal areas to Tambaram.
45
Table 5.5: Average vehicles volumes in Velachery road towards
Madippakam
The Table 5.6 give the volume of traffic in both peak hour and non
peak hour. The capacity of the road is 2000pcu/hour. The average number of
vehicle during peak hour is 2500pcu. The v/c ratio ranges between 1.23 – 1.1
in the peak hour .This road has a lot of HMV especially Lorries. This State
highway will be a Major route connecting the Outer Ring Road area to
Tambaram. As a Result Traffic is expected to increase manifold on this Road
in the next 5-6 years and will become a Arterial Road in the long term.
46
Table 5.6: Average vehicles volumes in Mudichur road towards
Tambaram
The Table 5.7 gives the volume of traffic in the collector street such
as camp road, Gandhi road and Rajaji road . the average volume of traffic is
1200 pcu/ hour. The capacity of the road is 1500pcu/hour. The v/c ratio
comes to be around 0.5-0.8 during the peak hour. These road are developing
as mixed residential and hence in future more vehicle is expected.
47
5.7 VEHICLE TRAJECTORY
48
Some of the vehicle trajectories obtained over a certain road length
are
Accuarcy
Ground Detected Accuracy Accuracy
vehicle
Truth objects detection Classification
trajector
115 110 96% 92% 93%
49
5.8 CONCLUSION
50
6. SUSTAINABLE ROAD LAYOUT DESIGN FOR
LIVE ABLE AREA (TAMBARAM) WITH THE
AID OF FUZZY LOGIC SYSTEM
6.1 INTRODUCTION
51
TW, pedestrian path, Auto along with adequate footpath width is being
envisaged for the major part of Tambaram area. The main congestion in
widening of the roads is the lack of space and the allocation for commercial
area for the humans to survive. This flow chart explains the course of our
proposed methodology by means of fuzzy logic process for the present road
system with appropriate lane allocation.
52
6.3 INDICATORS OF SUSTAINABILITY
53
The University of reading gives the indicators for sustainable
transportation in terms of car use and total passenger travel, short journey,
real changes in the cost of transport and freight traffic while there is no simple
or single means of achieving efficient transportation measures for the study
could include the following
Congestion Index
54
Table 6.1: Details about the indicator selected to evaluate the road
layout sustainability
Measurement Preferred
Dimension Indicator Description Source
unit Direction
a. To reduce the
change in
% Share Census
Landuse
Urbanization pattern
b. To ensure the
Density – no of
population Census
person /sq.km
growth
a. To increase
Passenger *
productivity
kilometre per
and efficiency Traffic Data
lane kilometre
of transport
*hour
Motorization supply
b. To increase
the capacity of Road length or Geomentric
transport Road area of roads
supply
Transportation Number of
System modal choices
Management a. To increase per each trip
Traffic data
the number of for different
PCU
modal choices purposes at
different times
Modal share in a day
Square metre *
b. To ensure
hours for
equality in
certain mode
using the Traffic data
during critical
transport
period (peak
services
hours)
a. To reduce
congestion value
Effects on index
mobility b. To reduce
Volume / Value
capacity ratio
55
Table 6.1: (Continued)
Measurement Preferred
Dimension Indicator Description Source
unit Direction
Accident
numbers,
To reduce
accident Accident
Accident accident
density per data
frequency
Safety kiolmeter of
management road length
To increase the
No of off street
off street Municipality
parking parking area
parking data
available
facilities
To increase the Width of
Pedestrian walking mode footpath and Geomentric
facilities for short crossing of roads
Energy distance facilities
Management Seperate lane
To increase the
for non- Geomentric
NMT services non-motorised
motorised of roads
transport
transport
To reduce the Pollution
Tones/1000
Air pollution carbon control
sq.km
Environmental emission board
management To reduce noise Pollution
Noise
level in the Dbl level control
pollution
study area board
a) Motorization
b) Road width
56
Road. The Current Width of the road is 21m with no lane Demarcation.
Hence to Improve Traffic Flow, a proposed method is designed with fuzzy
logic to provide an optimal layout of the existing road to ensure a sustainable
transport. Google road map are shown in Figure 6.1.
Figure 6.1: (a) Road map from Tambaram to Velachery (b) Road map
of GST road (c) Road map from Tambaram to Mudichur
(d) Road map of Camp road
57
high. Hence we are categorizing the population in the shape of percentage
from zero to hundred in our suggested method.
e) Land usage
58
The pie chart describe in Figure 6.2 the land allocation of tambaram
with different parameters such as agriculture, water body, residential,
industrial, low lying area commercial, institutional, excluded area. In the
future space has been allotted for mixed residential, continuous building area
and resulting in lesser space allotted purely for residential purposes. With the
some part of residential land being allotted to mixed residential and other land
use like continuous building the population is going to increase and the traffic
is bound to increase in these places due to Commercialization of Existing
Residential Plots.
In our method the input for the land usage is given by the numerical
value 0.1, 0.2, 0.3, 0.4, where each value represents for different P, Q, R, S
road layouts respectively. Each numerical value has its own standards and if
the value is given in different format the chart for the corresponding layout
will not be displayed and will display out of limit in command window during
processing.
59
6.5 FUZZY LOGIC SYSTEM
Start
Input parameters
Crisp input values
LMV
Defuzzificatio
Human population
n
60
At the outset, the input constraints are pooled together and
furnished to the fuzzy logic mechanism. As they are not capable of being
treated straight in the FLS, fuzzification of the input constraints is performed.
Average
Vehicle type Road width Crisp data
population
Low Low lying Minimum 1
Medium Average Normal 2
High Large Maximum 3
6.6.1 Fuzzification
61
Fuzzification
Linguistic Linguistic
Membership
6.6.2 Inference
“IF A THEN B”
The “IF” part of the Fuzzy Rule is known as the “antecedent” and
also the “THEN” part is called as the “conclusion” in fuzzy rules.
62
Table 6.2: Fuzzy rules
63
6.6.3 Defuzzification
Membership Function
64
(a) (b)
(c) (d)
Figure 6.6: (a) shows the traffic flow in one of the area in Tambaram
with existing lanes, (b) shows allocation vehicles in no
parking area, (c) subway which is allocated with platform
shops, fig(d) shows roads which are left unconstructed
The images given in Figure 6.6(a) to 6.6(d) are obtained from the
concurrent research in the Tambaram area for the project work and
highlighted to develop the area by effectively applying our project outcomes.
Tables 6.4-6.10 contain the data gathered from the concurrent investigations.
65
6.7 SUSTAINABLE ROAD LAYOUT
This road layout Figure 6.7 represents the 21m road which is
mentioned as P. This is the sustainable layout for the GST road which is
considered as the heart of Tambaram area. In this road layout, there are two
separate sections which are considered as over bridge and main road. All
together there are 12 lanes considering both over bridge and main road with
each lane capacity of 720 vehicles per lane and two lanes are allocated for the
66
convenience of the people who walks out through the small path. D represents
allocation for two wheelers with 1.5m and 4m wide respectively on both sides
of the road, G represents allocation for LMV+Auto+Two wheelers. Now
considering on the main road, there are 8 lanes including two pedestrian paths
where E is allocated for the pedestrian path on both side of the road with 2m
each. B represents allocation for HMV with 2m wide on both side and F
represents allocation for LMV+Auto with space allocation of 2m wide. The
spacing between each road is 0.33m wide and H represents area for bridge
construction. In over bridge the gap between the two roads is 0.25m and in
main road the gap is of 0.366m between each road.
The layout of the road in Figure 6.8 represents 18m wide road
which is mentioned as Q. In this layout the allocation for the pedestrian path
is at the left most side and at the right most side of which is represented by E
with a width of 0.5m, followed by allocation of road for two wheelers with a
width of 4m and it is represented by D on either side of the road. F represents
the road allocation for LMV + Auto with a width of 2m each sides. Finally B,
67
which is allocated for HMV with a width of 2m.and LMV+ Auto is allocated
in two lanes due to the increase in the number of vehicles. Due to the increase
in the width of the road the allocation for each lane is highly spaced. The
capacity of each lane is around 520vehicles/lane. The spacing between each
road is 0.25m for easy mode of traffic.
68
6.7.4 Road Layout Design 4: S
Figure 6.10 illustrates the road layout with a road width of 7.5m
which is represented as S and to modify this road we have suggested the road
plan with twin ways comprising the main road and the subway. In the sub
way there are 6 lanes which are allocated only for two-wheelers and heavy
moving vehicles.
69
the subway is allocated, the traffic flow will be easy and larger number of
traffic can be made to allow without any distortion or congestion.
70
environmental management, alternate fuels such as natural gas, propane,
methane, and biogas may be provided. In the future one of the sources of fuel
is hydrogen, which is converted to liquid fuel. Hence, in this investigation, we
put forward an innovative layout with maximum optimal solution leading to
sustainability by means of the fuzzy logic system. Thus, with the help of this
technique we arrive at an optimal road layout where each individual factor
contributes to a specified level.
The Table 6.6 represents the roads which are used in the
experiment to calculate the sustainability and also the input parameters such
as average number of vehicles, road width and average number of population
of the specified road.
71
Table 6.6 (Continued)
72
7. RESULT AND DISCUSSION
Figure 7.1 shows the GUI output for the layout of P. Here the input
parameters are assigned and the corresponding road layout is obtained. The
contribution of TM and SM are of 50% and 30% each. EM and Env
contributions are 10% each. The model diagram shows the model output for
our proposed method. Here we have to furnish the input parameters such as
vehicles, width, population, accident case, land usage and by means of the
process we achieve appropriate layout with layout design and the individual
contribution of each and every distinct criterion.
73
In Figure 7.1 the average number of vehicle is given by splitting in
4 different types as LMV, HMV, two wheelers and auto and the input is given
as 1000, 200, 1400, 300 and width as 20 and population as 30 which lies
under the sequence HDDGGDDH+HEFBGGBFEH and the corresponding
output will be layout P. In this layout the contribution for TM and SM are
50% and 30% each. In this layout the capacity of each lane is
720vehicles/lane. Hence this layout has two sections so the traffic can flow
through the perceptive lanes without any disturbance. So the safety
management will be high so its contribution will be low. Highlighting on
energy and environment management, both seeks the same level of
distribution. Accidental management (AM chart), Transportation Modal (TM
chart) and its corresponding land usage is shown in the GUI output. In TM
chart 1,2,3,4 represents LMV, HMV, Auto, and two wheelers.
This GUI output Figure 7.2 shows the output of Q layout. Here the
input for vehicle is LMV, HMV, tow wheelers and auto are 175, 279, 500,
74
246 respectively and width is 15 and population as 75 which lies under the
sequence EDBFFBDE and the corresponding layout is Q and the capacity of
each lane is 520vehicles/hour. So the input for vehicle is given less than the
capacity of total vehicles of all lanes. The contribution for each criterion is
also described. As the amount of total vehicle is less hence the contribution
will be more in the transport management and it is given as 20%. The
accident case will be high and its contribution will be low and it is gives as
10%. Here the path for the pedestrian is allocated separately so the two
wheelers can be reduced and hence energy consumption will be reduced and
the environment pollution will be reduced. Hence both contribute to an
average amount of 30% and 40% each. Among our road layout velachery
main road and velachery side road satisfies this case. The lanes allocated for
two wheelers are two and the vehicles per lane will be reduced by using the
pedestrian path. Accidental management (AM chart), Transportation Modal
(TM chart) and its corresponding land usage is shown in the GUI output. In
TM chart 1,2,3,4 represents LMV, HMV, Auto, and two wheelers.
75
This output Figure 7.3 provides for the layout of R. here the input
of vehicle given as LMV, HMV, tow wheelers and auto are 608, 305, 1875,
266 respectively and width as 10 and population as 40 which lie under the
sequence EDBGGBDE. The sustainable layout design is also given in the
output. The capacity of each lane is 421vehicles/hour. The contributions for
each factor are also given with transport management as 20%. Since the
vehicles are to be diverted in another area, the corresponding area allocation
has to be managed in advance. The safety management will be 10% because
the traffic conjunction will be low. On focusing energy and environment
management there will be 30% and 40% respectively. Since there is separate
allocation for pedestrian path the environment will be not so polluted and the
energy will be reduced in very small amount. Accidental management (AM
chart), Transportation Modal (TM chart) and its corresponding land usage is
shown in the GUI output. In TM chart 1,2,3,4 represents LMV, HMV, Auto,
and two wheelers.
76
This GUI output Figure 7.4 is given for layout S. here the input
given for vehicle as LMV, HMV, tow wheelers and auto are 117, 20, 972, 131
respectively and width as 7.5 and population as 25 which lies under the
sequence HEFAAFEH+HBDDDDBH then the output with corresponding
layout is provided. Even the contribution of each factor is also given with a
pie graph. In this layout there are two roads as divided into main road and
subway. The contribution for transport management is 10% because large
amount of traffic can be diverted to subway and hence the main road will
provide more area for the movement of vehicles freely. In subway there are 4
lanes for two wheelers during peak hour: during non-peak hour among 6
lanes, 2 are for two wheelers and HMV. Hence the safety management will be
at a percentage of 50. Hiring on energy management will be at 20% as no
other sources are allowed for the traffic and environment management will be
only 20%. Mudichur Road, MEPZ to Camp Road, Rajaji Road and Agaram
Road satisfies this condition. Accidental management (AM chart),
Transportation Modal (TM chart) and its corresponding land usage is shown
in the GUI output. In TM chart 1,2,3,4 represents LMV, HMV, Auto, and two
wheelers. Figures 7.9 to 7.11 also explains each road layout and produces
each with different contribution. The table below shows each layout with
different contribution.
77
7.5 ACCIDENT CASE
Accident case = Total number of accident -(total number of accident ×SM contribution)
100
In our method the input for the accident case is given by the
numerical value 1,2,3,4, where each value represents for different P, Q, R, S
road layouts respectively. Each numerical value has its own standards and if
the value is given in different format the chart for the corresponding layout
will not be displayed and will display out of limit in command window during
processing. Here SM stands for Safety Management contribution of each
separate layout and hence 4 different graph is obtained
78
(P) (Q)
(R) (S)
7.6 MOTORIZATION
79
(P) (Q)
(R) (S)
7.7 CONCLUSION
80
road, population around the particular area, average number of vehicles in the
road during peak hours, accident case and land usage in 2013 has been found
out regarding these eight roads. We have acquired through the utilization of
our proposed method sustainable road layout and its corresponding
contribution for each and every factor such as transport management, safety
management, energy management and environment management etc. The
fuzzy logic concept is made use of in our procedure to provide optimal road
layout. There are a total of 19 lanes in existing roads but in our proposed
method there are total of 42 lanes including the pedestrian path.
Consequently by our proposed method there is an increase of 23% in total
lanes. A change in the mode of travel must be taken into account which
focuses on increasing the pedestrian path and reducing two wheelers to travel
in a short distance, and the spatial pattern of travel which is anticipated to
increase the area for travelling. If we put it in another way, the spatial
separation of activities and the distribution of land-uses increase the need to
travel. As a result, it is essential to consider a spatial layout that can facilitate
to support a better eco-friendly transport choice. The future work can be
focused on developing a road which provides better contribution for all the
four factors such as transport management, safety management, energy
management and environment management are to be considered in our future
road projects. So special attention must be paid for this purpose. The existing
largest road width is 21m in Tambaram area. This road width can be increased
by widening the road by removing unnecessary buildings, unwanted parking
areas, roads which are left unconstructed, road side shops etc from the road.
Accordingly the sustainability can be enlarged further in the future for making
higher contribution in all the four parameters such as transport management,
safety management, energy management and environment management.
Only the government can help doing this so that the involvement for each
factor can be greater than before.
81
8. CONCLUSION
82
characteristics for the three modes together was the ROW width. This
constant compared a given ROW width value with an equation for ROW
width containing the values the street charactersties. The scenarios showed
that fuzzy logic model provides information about sustainable design
satisfaction with different street design.
The objectives this thesis was to design fuzzy logic model for
sustainable road layout design which has been accomplished and
demonstrated in this document.
83
9. SUMMARY OF THE STUDY
84
10. SCOPE FOR FURTHER STUDIES
Several different option of the model can also be created where the
user would have the ability to enter certain preferences, including the weight
of a certain mode in comparison with the other modes. Also, a single model
can be created to combine several different sceneries when the user could
select the constraints and the weights for each mode.
The method provided within this document provide insight into the
precipitation of level of services by bicycle and pedestrian model user on
urban streets, as well as providing a method for engineers and planners to
design urban complete street to refute travellerar’s perception of screeches
and relevant design standard.
85
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LIST OF PUBLICATIONS
114
TECHNICAL BIOGRAPHY
1977, in Chennai, Tamil Nadu . She did her schooling in St.Anthony’s higher
She did her Masters in M.Tp. Town planning from School of Architecture and
planning, Guindy, Anna University in the year 2000. She has got fifteen years
9444208072.
115