MODEL ON CARPOOLING TECHNIQUE TO REDUCE CONGESTION

International Journal of Research and Innovation (IJRI)
1401-1402
International Journal of Research and Innovation (IJRI)
MODEL ON CARPOOLING TECHNIQUE TO REDUCE CONGESTION
Gaddam Ushadri 1 , Rohith SR Mane 2 , K. Mythili 3
1 Research Scholar, Department of Civil Engineering, Aurora Scientific Technological and Research Academy, Hyderabad India.
2 Assistant Professor, Department of Civil Engineering, Aurora Scientific Technological and Research Academy, Hyderabad India.
3 Associate professor, Department of Civil Engineering, Aurora Scientific Technological and Research Academy, Hyderabad India.
Abstract
As is the trend worldwide, India is undergoing rapid urbanization. This means not only that more people than ever before
will be living and working in cities, but also that more people and more goods will be making more and longer trips
in urban areas. The costs of increasing dependence on cars is resulting in expensive road building and maintenance,
clogged and congested roads, high levels of energy consumption along with its economic and environmental costs, worsening
air and noise pollution, traffic accidents and social inequities that arise when the poor find transportation services
increasingly unaffordable.
The most widely used mode of conveyance of public transport in Hyderabad is “buses”. Thus buses form a backbone
of the transportation system in Hyderabad and serve about half of the travel demand while it constitutes less than 1 %
of the total vehicle fleet of Hyderabad. In spite of this, it does not receive any preferential treatment in terms of traffic
management, dedicated lanes, and better upkeep/ maintenance of vehicles resulting in that common man who can afford
even slightly is shifting from buses to their own vehicles. It may be two-wheelers or four wheelers or even bicycles
because of which the number of vehicles on the roads are increasing which is leading to further lowering of speed, congestion,
increase in pollution level etc. Strategies to combat these problems would include reducing the emissions per
vehicle kilometer traveled and the total number of kilometers traveled. Road congestion may be reduced by the use of
good public transport management, traffic management and car pools etc. In this paper, we have conducted a survey
based on a structured questionnaire for carpooling.
By the analysis of the data collected, we found that if there is no carpooling, the amount required for 968316 Kilolitre
petrol for 1289231 cars is Rs.4213.14crores per annum while by carpooling, this amount reduces to Rs. 4213.14-
1310.98 =2902.16 crores. Thus, a revenue of Rs. 1310.98 crores can be saved by saving 301307 Kilolitre petrol by
carpooling in Hyderabad.
By the analysis of the data collected, we found that if there is no carpooling, the amount required for 968316 Kilolitre
petrol for 1289231 cars is Rs.4213.14crores per annum while by carpooling, this amount reduces to Rs. 4213.14-
1310.98 =2902.16 crores. Thus, a revenue of Rs. 1310.98 crores can be saved by saving 301307 Kilolitre petrol by
carpooling in Hyderabad.
*Corresponding Author:
Gaddam Ushadri,
Research Scholar, Department of Civil Engineering,
Aurora Scientific Technological and Research Academy,
Hyderabad India.
Published: July 11, 2015
Review Type: peer reviewed
Volume: II, Issue : II
Citation: Gaddam Ushadri,Research Scholar (2015)
"MODEL ON CARPOOLING TECHNIQUE TO REDUCE CONGES-
TION"
INTRODUCTION
Transportation contributes to the economic, industrial,
social and cultural development of any country. It has a
vital role for economic development of any region, nation,
since, development follows the lines of transportation
since the basic media surround human being viz, land,
water and air the modes of transport are connected with
these three media for movements.
The four major systems of transportation are,
Road ways
Railways
Waterways
Airways
Road ways are basically of two types .i.e. (a) Urban Road
ways and (b) Rural road ways Among the above major
modes of transportation, road is die only mode which
could give maximum service to one and all. This mode has
the maximum flexibility for travel with reference to route,
direction, time and speed of travel etc., It is possible to
provide door to door service only by road transport. The
nature of transport system depends upon the economic
status, social development, geographic and topographical
conditions and the choice of modes of individuals.
Fast, cheap and comfortable modes of transport are used
frequently. No one mode of transport combines all these
qualities. The majority of population who are economically
backward will give prime importance to the least expensive
transport system.
Nature of Indian traffic
Road traffic has been growing at a very rapid rate in India.
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International Journal of Research and Innovation (IJRI)
The number of motor Vehicles is also growing at a rapid
rate. The investments on roads have not kept pace with
the growth of traffic, leading to many problems like severe
congestion, low speeds, high operation costs etc.,
One of the major problems associated with Indian traffic
is its heterogeneous nature In general, traffic streams are
not uniform, but vary over both space and time The traffic
on Indian roads, termed as mixed traffic consists of variety
of modes, starting from human powered, bicycle to motorized
multi- axle heavy commercial vehicles. These modes
exhibit different physical and operational characteristics
and the variety of situations that can result because of
the interaction of these modes under the traffic stream
analysis more complex. At this juncture it would be appropriate
to understand the effect of individual mode on
traffic speeds because speed is the crucial factor in urban
traffic. In this study motorized two wheelers is taken as
the mode whose effect is evaluated on traffic speeds.
Methodology
The intent of this chapter is to explain the procedure
which is adopted in this present study. A flow chart
involving proposed methodology is shown in fig 3.1 and
explains each step briefly
Hyderabad traffic scenario
In Hyderabad, public transport such as buses, auto rickshaws
and multi modal railways are the most frequently
used transport by the residents. The composition of vehicles
m Hyderabad are , 75% two-wheelers, 14% cars,
1% taxis, 4% goods vehicles, 2% buses (including 3,800
RTC buses) and 4% other vehicles (including 71,000 auto
rickshaws). In some parts of the city cycle rickshaws are
used as a means of public transport for smaller distances.
Hyderabad is sixth largest metropolitan city in India covering
an area approximately 1554 sqkm. The city not only
became an industrial centre but also a major centre for
trade, commerce and culture.
Growth of Vehicles in Telengana has been recording
a sustained growth in the number of vehicles over the
years. The development of good infrastructure, besides
the state emerging as a major IT hub has enabled the accelerated
growth of vehicles
Sl. No
CLASS OF VEHI- Nos.
CLE
1. Auto Rickshaws 576453
2 Contract Carriages 6530
3 Educational institution
29804
Buses
4. Goods Carriages 550699
5 Maxi Cabs 32178
6 Mopeds and Motor 8608056
Cycles
7. Motor Cars 1083942
8 Motor Cabs 98939
9 Private Service 5497
Vehicles
10 Stage Carnages 31608
11. Tractor and Trailers
660763
12. Others 72279
Total 11756748
Hyderabad is a historical city as 400 years of history. It is
gone through complex evolutionary process of social, economical,
political change over these years. It was and it
will be center of migration with in state and country since
it is having large number of employment opportunities.
Methodology adopted for the study
Study includes review of literature on traffic volume,
speed and density with and with out car pooling and
bike pooling by green shield analysis. Preliminary surveys
were performed for identification of suitable study
stretches
DATA COLLECTION
General
Data collection forms the very basis of any research activity
and type of data to be collected is largely dependent
on the objectives of the study.The items of interest in
traffic theory have been the following
•Rates of flow (vehicles per unit time)
•Speeds (distance per unit time)
•Travel time over a known length of road
•Occupancy (percent of time a point on the road is occupied
by vehicles);
•Density (vehicles per unit distance)
•Time headway between vehicles (time per vehicle)
•Spacing, or space headway between vehicles (distance
per vehicle) and concentration (measured by density or
occupancy)
Measurement capabilities for obtaining traffic data have
changed over the nearly 60- year span of interest in traffic
flow, and more so in the past 40 years during which there
have been a large number of freeways Indeed, measurement
capabilities are still changing.
In this dissertation the survey for the data collection was
designed so as to fit in the framework of the objective In
the traffic studies, apart from the traffic parameters such
as density, flow and speed, the geometries of the locations
have enormous influence on the traffic behavior Hence
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International Journal of Research and Innovation (IJRI)
the selection of location for the collection of data assumes
much significance in the traffic stream studies Five mid
blocks were selected for traffic volume and spot speed
studies. The details of locations selected for the present
study and the methodology adopted and the data collected
are presented in the following articles.
ANALYSIS OF DATA
General
To design new traffic facilities and new control plans for
the existing facilities, it is necessary to predict the performance
of traffic to the traffic engineer with regard to
variety of characteristics to improve the existing and design
the new one. It should be feasible for traffic engineer
to make this prediction with limited amount of data
available. In traffic engineering, statistical methods are
a powerful tool to analyze and interpret the data among
such statistical methods. Greenshield analysis is very extensively
used and powerful method depending upon the
type of situation of being studied, analysis can range from
the simple and straight forward to the complex.
Pooling Technique
By standardising the number of cars i.e to ride comfortably
in a car normally four passengers can be seated.
So dividing the total number of cars by four, for the same
number of passengers optimum number of cars on road
can be obtained.
By standardising the number of bikes i.e to ride comfortably
on bike normally two passengers can be seated. So
dividing the total number of bikes by two, for the same
number of passengers optimum number of motorised two
wheelers on road can be obtained.
Traffic flow at ameerpet – S.R Nagar Midblock with
pooling system
Hour
of
count
8-9
am
9-10
am
10-11
am
11-12
am
Buses Trucks Cars Two
Wheelers
Three
Wheelers
Total
Vol/
Hr
49 10 33 255 26 1 375
52 11 60 330 28 4 485
53 13 115 493 26 3 703
55 14 167 53 31 3 323
12-1pm 47 11 62 47 27 5 623
1-2
pm
32 12 32 201 18 3 298
2-3 pm 42 13 88 180 18 4 345
3-4 pm 46 17 69 181 12 4 329
4-5 pm 52 10 94 283 20 3 462
5-6 pm 67 8 122 400 44 4 646
6-7 pm 77 16 119 598 24 4 838
7-8 pm 64 11 135 562 20 3 795
8-9 pm 56 9 142 501 19 2 729
After applying the pooling technique as mentioned in
5.3.1 the maximum number of vehicles changed from
1794 to 838 vehicles per hour.
Traffic flow at Nagole – LB Nagar Midblock with
Pooling system
Hour
of
count
Buses Trucks Cars Two
Wheelers
Three
Wheelers
Total
Vol/
Hr
8-9am 32 8 62 235 12 1 773
9-10am 49 9 81 350 17 1 507
Bicycles
Bicycles
10-
11am
11-12
am
52 06 123 848 18 3 1050
53 11 116 566 16 4 766
12-1pm 55 10 110 420 22 1 618
1-2pm 46 12 89 225 16 2 390
2-3 pm 33 10 60 205 8 1 317
3-4 pm 42 11 1163 215 14 3 348
4-5 pm 47 13 60 232 9 1 362
5-6 pm 42 10 86 283 24 2 447
6-7 pm 74 13 108 526 34 1 756
7-8 pm 62 08 136 551 20 2 779
8-9 pm 52 11 152 573 15 1 807
After applying the pooling technique as mentioned in 5.3
the maximum number of vehicles changed from 1836 to
1050 vehicles per hour.
Traffic flow at Ramanthapur – Amberpet Midblock
with pooling system
Hour
of
count
8-9
am
9-10
am
Bicycles
10-
11am
11-12
am
Buses Trucks Cars Two
Wheelers
Three
Wheelers
Total
Vol/
Hr
31 6 24 295 17 1 374
36 10 165 291 17 1 520
44 11 99 300 37 3 494
51 6 88 310 18 1 474
12-1pm 37 12 79 251 28 2 409
1-2pm 28 11 80 252 18 1 390
2-3 pm 22 8 81 168 20 2 301
3-4 pm 35 9 73 183 20 2 322
4-5 pm 31 10 44 137 42 1 265
5-6 pm 36 9 64 178 24 1 312
6-7 pm 39 6 36 175 23 1 330
7-8 pm 35 7 120 220 37 2 421
8-9 pm 33 9 101 343 31 1 518
After applying the pooling technique as mentioned in 5.3
the maximum number of vehicles changed from 1305 to
518 vehicles per hour.
Traffic flow at Dilsuknagar– Chaitanyapuri Midblock
with pooling system
Hour
of
count
Buses Trucks Cars Two
Wheelers
Three
Wheelers
8-9am 34 3 85 235 19 1
9-10am 41 5 86 245 21 1
Bicycles
10-
11am
11-12
am
47 7 125 360 20 2
52 11 118 638 20 4
Total
Vol/
Hr
12-1pm 54 9 113 706 24 1 907
377
399
561
843
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International Journal of Research and Innovation (IJRI)
1-2pm 45 11 89 425 20 1
2-3 pm 32 21 63 225 12 0
3-4 pm 42 11 88 210 20 0
4-5 pm 47 16 60 220 15 0
5-6 pm 42 26 86 237 24 2
6-7 pm 70 17 106 293 32 0
7-8 pm 60 09 144 401 21 0
8-9 pm 61 14 149 506 18 0
After applying the pooling technique as mentioned in 5.3
the maximum number of vehicles changed from 1954 to
907 vehicles per hour.
Traffic flow at JNTU– Miyapur Midblock with pooling
system
Hour
of
count
Buses Trucks Cars Two
Wheelers
Three
Wheelers
8-9am 33 2 21 235 12 0
9-10am 64 5 81 405 16 0
Bicycles
10-
11am
11-12a
m
87 7 120 558 18 1
86 12 113 616 16 2
12-1pm 64 9 431 475 21 0
1-2pm 49 13 89 435 17 0
2-3 pm 37 21 60 255 8 0
3-4 pm 44 17 63 270 14 1
4-5 pm 41 18 59 237 9 0
5-6 pm 36 26 88 393 23 2
6-7 pm 39 18 108 736 34 0
7-8 pm 61 08 136 856 20 2
8-9 pm 69 22 152 587 17 1
591
353
371
358
417
518
635
748
Total
Vol/
Hr
303
571
791
845
667
603
381
409
364
566
935
1081
After applying the pooling technique as mentioned in 5.3
the maximum number of vehicles changed from 2350 to
1081 vehicles per hour.
The above data is analysed by using greenshield model as
mentioned in 3.6.1 and 3.7.1 of calibration of greenshield
model.
Ammerpet- Sr Nagar With Out Pooling technique
Density (x)
Speed (y)
29 25
37 27
67 23
29 30
51 25
17 35
25 32
847
23 31
36 29
52 27
81 22
80 22
61 23
588 351
Amerpet- Sr Nagar mid block With Pooling technique
Density
Speed
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
588 351
Ameerpet – Sr Nagar Mid Block
Without Pooling
Maximum Density = 430 Veh/Km
Maximum Flow = 3246 Veh/Hr
With Pooling
Maximum Density = 260 Veh/Km
Maximum Density = 2018 Veh/Km
Nagole - LB Nagar With Out Pooling technique
Density
Speed
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
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International Journal of Research and Innovation (IJRI)
By Analyzing this as the above, using green shield equation
Jam Density = 306Veh/Km
Maximum Flow = 2341Veh/hr
Nagole - LB Nagar With Pooling technique
Density
Speed
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
By Analyzing this as the above, using green shield equation
Jam Density = 222Veh/Km
Maximum Flow = 1738Veh/hr
Ramnthapur- Amberpet With out Pooling technique
Density
Speed
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
By Analyzing this as the above, using green shield equation
Jam Density = 379Veh/Km
Maximum Flow = 2871Veh/hr
Ramnthapur- Amberpet with pooling technique
Density
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
Speed
16 29
24 27
38 22
36 22
37 23
By Analyzing this as the above, using green shield equation
Jam Density = 307Veh/Km
Maximum Flow = 2370Veh/hr
DilsukhNagar - Chaitanyapuri With out Pooling
technique
Density
Speed
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
By Analyzing this as the above, using green shield equation
Jam Density = 387Veh/Km
Maximum Flow = 3377Veh/hr
DilsukhNagar -Chaitanyapuri With Pooling technique
Density
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
Speed
By Analyzing this as the above, using green shield equation
Jam Density = 300Veh/Km
Maximum Flow = 1938Veh/hr
135

International Journal of Research and Innovation (IJRI)
JNTU - Miyapur With out Pooling technique
Density
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
Speed
By Analyzing this as the above, using green shield equation
Jam Density = 440Veh/Km
Maximum Flow = 3383Veh/hr
JNTU - Miyapur With Pooling technique
Density
Speed
15 25
18 27
30 23
11 30
25 25
8 35
11 32
11 31
16 29
24 27
38 22
36 22
37 23
By Analyzing this as the above, using green shield equation
Jam Density = 218Veh/Km
Maximum Flow = 1669 Veh/hr
SUMMARY AND CONCLUSIONS
Summary
The present study is mainly intended for effect of pooling
system on traffic volume and traffic density on five mid
blocks. As the number of motorized two wheelers and cars
causing problems related to traffic in Hyderabad. There is
a need to assess their effect on traffic . In this study five
mid blocks are selected in which arc having more than
50% of two wheelers and 25% of cars.
The selected mid blocks were
Ameerpet - S R.Nagar
Ramanthapur – Amberpet
Nagole - L.B. Nagar
DilsukhNagar-Chaitanyapur
Jntu-Miyapur
These mid blocks have different speeds and volumes. It
is observed that after applying pooling technique there
is a reduction in maximum flow and jam density.Graphs
are drawn between traffic density and traffic speed. From
these graphs, by using greenshield analysis it is observed
that there is a reduction in density and flow values.
Conclusions
The following conclusions can be drawn based on the present
data
• From the study it is revealed that there is definite influence
of pooling technique on traffic flow and density.
• In ammerpet- sr nagar midblock before and after pooling
the maximum flow varies from 3246 veh/hr to 2018
veh/hr and jam density varies from 430 veh/km to 260
veh/km.
• In Ramanthpur-amberpet midblock before and after
pooling the maximum flow varies from 2871 veh/hr to
2370 veh/hr and jam density varies from 379 veh/km to
307 veh/km
• In Nagole-Lb nagar midblock before and after pooling
the maximum flow varies from 2341 Veh/hr to 1738 veh/
hr and jam density varies from 306 veh/km to 222veh/
km.
• In Dilsukhnagar-chaitanyapuri midblock before and after
pooling the maximum flow varies from 3377 veh/hr to
1938 veh/hr and jam density varies from 387 veh/km to
300 veh/km.
• In Jntu-Miyapur midblock before and after pooling the
maximum flow varies from 3383 veh/hr to 1669 veh/hr
and jamm density varies from 440 veh/km to 218 veh/
km.
Limitations
Assessment of influence of individual mode on mixed traffic
is a complex phenomenon. Instead the mode itself is
influenced by the behavior of other modes i.e. violating
the traffic rules etc. So if an authoritative and meaningful
relationship is to be developed. A thorough investigation
into all the factors and modes that are influencing the
motorized two wheelers behavior is too carried out. This
is possible only when a comprehensive study is made resulting
in extensive data base. The selected study area is
independent of pavement conditions, climatic conditions,
number of lanes, type of shoulders etc.
The present study is a time bound project and and as traffic
is homogeneous, lack of adequate database in mixed
traffic conditions has been a major constraint during the
assessment of effect of pooling on traffic flow and traffic
density. However considering this as a beginning step in a
new direction, this study has been carried out.
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Author
Gaddam Ushadri
Research Scholar,
Department of Civil Engineering,
Aurora Scientific Technological and Research Academy,
Hyderabad India.
Rohith SR Mane
Assistant Professor,
Department of Civil Engineering,
Aurora Scientific Technological and Research Academy,
Hyderabad India.
K. Mythili
Associate professor,
Department of Civil Engineering,
Aurora Scientific Technological and Research Academy,
Hyderabad India.
137