CE6006 TRAFFIC ENGINEERING AND MANAGEMENT

CE6006 TRAFFIC ENGINEERING AND MANAGEMENTLT P C

3003
UNIT I TRAFFIC PLANNING AND CHARACTERISTICS 9
Road Characteristics – Road user characteristics – PIEV theory – Vehicle – Performance
characteristics – Fundamentals of Traffic Flow – Urban Traffic problems in India – Integrated
planning of town ,country ,regional and all urban infrastructure – Towards Sustainable approach
– land use & transport and modal integration.

UNIT II TRAFFIC SURVEYS 10

Traffic Surveys – Speed, journey time and delay surveys – Vehicles Volume Survey including
non-motorized transports – Methods and interpretation – Origin Destination Survey – Methods
and presentation – Parking Survey – Accident analyses -Methods, interpretation and presentation
– Statistical applications in traffic studies and traffic forecasting – Level of service – Concept,
applications and significance.

UNIT III TRAFFIC DESIGN AND VISUAL AIDS 10

Intersection Design - channelization, Rotary intersection design – Signal design – Coordination
of signals –– Grade separation - Traffic signs including VMS and road markings – Significant
roles of traffic control personnel - Networking pedestrian facilities & cycle tracks.

UNIT IV TRAFFIC SAFETY AND ENVIRONMENT 8

Road accidents – Causes, effect, prevention, and cost – Street lighting – Traffic and environment
hazards – Air and Noise Pollution, causes, abatement measures – Promotion and integration of
public transportation – Promotion of non-motorized transport public transportation – Promotion
of non-motorized transport.

UNIT V TRAFFIC MANAGEMENT 8

Area Traffic Management System - Traffic System Management (TSM) with IRC standards –
Traffic Regulatory Measures-Travel Demand Management (TDM) – Direct and indirect methods
– Congestion and parking pricing – All segregation methods- Coordination among different
agencies – Intelligent Transport System for traffic management, enforcement and education.
TOTAL: 45 PERIODS
OUTCOMES:
On completing this course, the Students will be able to
  Analyse traffic problems and plan for traffic systems various uses
  Design Channels, Intersections, signals and parking arrangements
 Develop Traffic management Systems
TEXTBOOKS:
1. Kadiyali.L.R. "TrafficEngineering andTransportPlanning", KhannaPublishers, Delhi, 2013
2. Indian Roads Congress (IRC) Specifications: Guidelines and Special Publications on Traffic
Planning and Management.
3. Salter. R.I and Hounsell N.B, "Highway Traffic Analysis and design", Macmillan Press
Ltd.1996.

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 CE6006 TRAFFIC ENGINEERING AND MANAGEMENT

UNIT-1

TRAFFIC ENGINEERING AND MANAGEMENT

1. SCOPE AND SIGNIFICANCE

1) Traffic engineering covers a broad range of engineering applications with a focus on the
safety of the public, the efficient use of transportation resources, and the mobility of people and
goods.
2) Traffic engineering involves a variety of engineering and management skills, including
design, operation, and system optimization. In order to address the above requirement, the
traffic engineer must first understand the traffic flow behaviour and characteristics by
extensive collection of traffic flow data and analysis. Based on this analysis, traffic flow is
controlled so that the transport infrastructure is used optimally as well as with good service
quality.
3) In short, the role of traffic engineer is to protect the environment while providing
mobility, to preserve scarce resources while assuring economic activity, and to assure safety
and security to people and vehicles, through both acceptable practices and high-tech
communications.

1.0 Other important disciplines

In addition to the four major disciplines of transportation, there are several other
important disciplines that are being evolved in the past few decades. Although it is difficult
to categorize them into separate well defined disciplines because of the significant overlap,
it may be worth the effort to highlight the importance given by the transportation
community. They can be enumerated as below:

1. Public transportation: Public transportation or mass transportation deals with study of

thetransportation system that meets the travel need of several people by sharing a vehicle.
Generally this focuses on the urban travel by bus and rail transit. The major topics include
characteristics of various modes; planning, management and operations; and policies for
promoting public transportation.

2. Financial and economic analysis: Transportation facilities require large capital

investments.Therefore it is imperative that whoever invests money should get the returns. When
government invests in transportation, its objective is not often monetary returns; but social
benefits. The economic analysis of transportation project tries to quantify the economic benefit
which includes saving in travel time, fuel consumption, etc. This will help the planner in
evaluating various projects and to optimally allocate funds. On the contrary, private sector
investments require monetary projects from the projects. Financial evaluation tries to quantify
the return from a project.

3. Environmental impact assessment: The depletion of fossil fuels and the degradation of
theenvironment has been a severe concern of the planners in the past few decades.
Transportation; in spite of its benefits to the society is a major contributor to the above concern.
The
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environmental impact assessment attempts in quantifying the environmental impacts and tries to
evolve strategies for the mitigation and reduction of the impact due to both construction and
operation. The primary impacts are fuel consumption, air pollution, and noise pollution.

4. Accident analysis and reduction: One of the silent killers of humanity is

transportation.Several statistics evaluates that more people are killed due to transportation than
great wars and natural disasters. This discipline of transportation looks at the causes of accidents,
from the perspective of human, road, and vehicle and formulate plans for the reduction.

5. Intelligent transport system: With advent to computers, communication, and

vehicletechnology, it is possible in these days to operate transportation system much effectively
with significant reduction in the adverse impacts of transportation. Intelligent transportation
system orders better mobility, efficiency, and safety with the help of the state-of-the-art-
technology.

The study of traffic engineering may be divided into six major sections:
1. Traffic characteristics
2. Traffic surveys and analysis
3. Traffic operation control and regulations
4. Planning and analysis
5. Geometric design
6. Traffic management

5E’S OF TRAFFIC ENGINNERING:

1. Engineering
2. Enforcement
3. Education
4. Economics
5. Environmental

2. VECHICLE CHARACTERISTICS
The various vehicular characteristics affecting road the road design may be classified into two
types.
1. Static characteristics
2. Dynamic characteristics
2.1 Static characteristics
Static characteristics of vehicle includes the vehicle dimensions, weight, axle
configuration, turning radius and turning path.

2.1.1 Vehicle Dimensions

The vehicular dimensions which can affect the road and traffic design are mainly:
width,height, length, rear overhang, and ground clearance. The width of vehicle affects the
width of lanes, shoulders and parking facility.
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The capacity of the road will also decrease if the width exceeds the design values. The height
ofthe vehicle affects the clearance height of structures like over-bridges, under-bridges
andelectric and other service lines and also placing of signs and signals. Another important factor
is the length of the vehicle which affects the extra width of pavement, minimum turning radius,
safe overtaking distance, capacity and the parking facility. The rear overhang control is mainly
important when the vehicle takes a right/left turn from a stationary point.
The ground clearance of vehicle comes into picture while designing ramps and property
access and as bottoming out on a crest can stop a vehicle from moving under its own pulling
power.
1. Weight, axle configuration etc.
The weight of the vehicle is a major consideration during the design
ofpavements both flexible and rigid. The weight of the vehicle is transferred to the
pavement through the axles and so the design parameters are fixed on the basis of
thenumber of axles. The power to weight ratio is a measure of the ease with which a
vehicle can move. It determines the operating efficiency of vehicles on the road. The ratio
is more important for heavy vehicles. The power to weight ratio is the major criteria
which determines the length to which a positive gradient can be permitted taking into
consideration the case of heavy vehicles.

2. Turning radius and turning path

The minimum turning radius is dependent on the design and class of the vehicle.
The effective width of the vehicle is increased on a turning. This also important at an
intersection, roundabout, terminals, and parking areas.
2.2Dynamic Characteristics
Dynamic characteristics of vehicles affecting road design are speed, acceleration
and braking characteristics, Power Performance and some aspects of vehicle body design.
1. Speed
The vehicle speed affects, (i) sight distances (ii) super elevation, length of transition
curve and limiting radius on horizontal curves (iii) length of transition curves on vertical valley
curves and humps (iv) width of pavement shoulders on straight and on horizontal curves (v)
design gradient (vi) capacity of traffic lane (vii) design and control measures on intersections.

2. Acceleration Characteristics
The acceleration capacity of vehicle is dependent on its mass, the resistance to motion
and available power. In general, the acceleration rates are highest at low speeds, decreases as
speed increases. Heavier vehicles have lower rates of acceleration than passenger cars. The
difference in acceleration rates becomes significant in mixed traffic streams. For example, heavy
vehicles like trucks will delay all passengers at an intersection. Again, the gaps formed can be
occupied by other smaller vehicles only if they are given the opportunity to pass. The presence of
upgrades makes the problem more severe. Trucks are forced to decelerate on grades because
their power is not sufficient to maintain their desired speed. As trucks slow down on grades, long
gaps will be formed in the traffic stream which cannot be efficiently killed by normal passing
maneuvers.

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3. Braking performance
As far as highway safety is concerned, the braking performance and deceleration
characteristics of vehicles are of prime importance. The time and distance taken to stop the
vehicle is very important as far as the design of various traffic facilities are concerned.

The factors on which the braking distance depends are the type of the road and its
condition,the type and condition of tire and type of the braking system. The main
characteristics of atraffic system influenced by braking and 4deceleration performance are: (i)
sight distance (ii) clearance and change in interval (iii)sign placement
Safe stopping sight distance: The minimum stopping sight distance includes both the
reactiontime and the distance covered in stopping. Thus, the driver should see the obstruction in
time to react to the situation and stop the vehicle.
Clearance and change interval: The Clearance and change intervals are again related to
safestopping distance. All vehicles at a distance further away than one stopping sight distance
from the signal when the Yellow is flashed is assumed to be able to stop safely.
Sign placement: The placement of signs again depends upon the stopping sight distance
andreaction time of drivers. The driver should see the sign board from a distance at least equal to
or greater than the stopping sight distance.

3. Power performance of vehicles

Knowledge of the power performance of a vehicle is necessary to determine the vehicle
running costs and the geometric design elements like grades. The power developed by the engine
(Pp) should be sufficient to overcome all resistance to motion at the desired speed and to
acceleration at any desired rate to the desired speed. The forces have to be overcome for this
purpose:
1. Rolling resistance(Pf)
2. Air resistance(Pa)
3. Grade resistance(Pi)
4. Inertia forces during acceleration and deceleration(Pj)
5. Transmission losses

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Forces Acting On Vechicle

Road user characteristics (or) Human factors affecting transportation

Road users can be defined as drivers, passengers, pedestrians etc. who use the streets and
highways. The physical, mental and emotional characteristics of human beings affect their ability
to operate motor vehicle safely or to service as a pedestrian. The various factors which affect
road user characteristics may broadly be classified into four heads:
1. Physical
2. Mental
3. Psychological and
4. Environmental

1. Physical characteristics
The physical characteristics of the road users may be either permanent or temporary. The
physical characteristics are the vision, hearing, strength and the general reaction to traffic
situations.
Vision:
The perception-reaction time depends greatly on the effectiveness of drivers vision in
perceiving the objects and traffic control measures. The PIEV time will be decreased if
the vision is clear and accurate. Visual acuity relates to the field of clearest vision. The
most acute vision(visual acuity or cone of vision) is within a cone of 3 to 5 degrees,
fairly clear vision within 10 to 12 degrees and the peripheral vision will be within 120
to 180 degrees.
This is important when traffic signs and signals are placed, but other factors like
dynamic visual acuity, depth perception etc. should also be considered for accurate
design. Glare vision and color vision are also equally important.
Glare vision is greatly affected by age. Glare recovery time is the time required
torecover from the effect of glare after the light. source is passed, and will be higher for
elderly persons.
Color vision is important as it can come into picture in case of sign and
signalrecognition.

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Visual acuity

Hearing:
Hearing is required for detecting sounds, but lack of hearing acuity can be compensated
by usage of hearing aids. Lot of experiments were carried out to test the drive vigilance which is
the ability of a drive to discern environmental signs over a prolonged period. The results showed
that the drivers who did not undergo any type of fatiguing conditions performed significantly
better than those who were subjected to fatiguing conditions. But the mental fatigue is more
dangerous than skill fatigue. The variability of attitude of drivers with respect to age, sex,
knowledge and skill in driving etc. are also important.

The temporary physical characteristics of the road users affecting their efficiency are
fatigue, alcohol or drugs and illness. All these reduce alertness and increase the reaction
and also affect the quality of judgment in some situations.

1. Mental characteristics
Knowledge, skill, intelligence experience and literacy can affect the road user
characteristics. knowledge of vehicle characteristics, traffic behavior, driving practice, rules of
road and psychology of road users will be quite useful for safe traffic operation. Understanding
the traffic regulations and special instruction and timely action depends on intelligence and
literacy. Reactions to certain traffic situations become more spontaneous with experience.

2. Psychological Characteristics
These affect reaction to traffic situations of road users to a great extent. The emotional
factors such as attentiveness, fear anger, superstition impatience, general attitude towards traffic
and regulations and maturity also come under this.

PIEV THEORY
According to this theory total reaction time of the driver is split into four parts,viz.,time
taken by the driver for:

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Perception
It is the time required for the sensations received by the eyes or ears to be transmitted to
the brain through the nervous system and spinal chord. In other words it is the time required to
perceive an object or situation.

Intellection
It is the time required for understanding the situation. It is also time required for
comparing the different thoughts, regrouping and registering new sensations.

Emotion
This stage involves the judgment of the appropriate response to be made on the stimuli
like to stop, pass, move laterally etc.

Volition
Volition is the time taken for the final action.

Reaction Time and PIEV Theory

4. Environmental Factors
The environmental factors like weather, visibility and other atmospheric conditions. The
various environmental conditions affecting the behavior of road user are traffic stream
characteristics, facilities to the traffic, atmospheric conditions and the locality.

COMPONENTS OF TRAFFIC ENGINEERING

The components of traffic engineering classified into three types.
1. Road users including drivers, cyclists and pedestrians
2. Vehicle
3. Roads and Highways
4. Control devices
5. Land use characteristics

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1. Road user characteristics

Same as above mentioned road user characteristics
2. Vehicle
Same as above mentioned vehicle characteristics
3. Road characteristics
The various road characteristics may be classified into six types.
1. Road surface
2. Lighting
3. Roughness
4. Pavement color
5. Night visibility
6. Geometric aspects
1. Road surface
The type of pavement is determined by the volume and composition of traffic, the
availability of materials, and available funds. Some of the factors relating to road surface like
road roughness, tire wear, tractive resistance, noise, light reflection,
electrostaticproperties etc. should be given special attention in the design, construction
andmaintenance of highways for their safe and economical operation. Unfortunately, it
isimpossible to build road surface which will provide the best possible performance for all
these conditions. For heavy traffic volumes, a smooth riding surface with good all-
weatherantiskid properties is desirable. The surface should be chosen to retain these
qualities sothat maintenance cost and interference to traffic operations are kept to a
minimum.
2. Lighting
Illumination is used to illuminate the physical features of the road way and to aid in
the driving task. Highway lighting is particularly more important at intersections, bridge
site,level crossing and in places where there is restriction of traffic to movements. On urban
roadswhere the density of population is also high, road lighting has other advantages like feeling
of security and protection.
3. Roughness
This is one of the main factors that an engineer should give importance during the design,
construction, and maintenance of a highway system. Drivers tend to seek smoother surface when
given a choice. On four-lane highways where the texture of the surface of the inner-lane is
rougher than that of the outside lane, passing vehicles tend to return to the outside lane after
execution of the passing maneuver. Shoulders or even speed change lanes may be deliberately
roughened as a means of delineation.
4. Pavement colors
When the pavements are light colored(for example, cement concrete pavements) there is
better visibility during day time whereas during night dark colored pavements like bituminous
pavements provide more visibility. Contrasting pavements may be used to
indicatepreferential use of traffic lanes. A driver tends to follow the same pavement color
having
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driven some distance on a light or dark surface, he expects to remain on a surface of that same
color until he arrives a major junction point.
5. Night visibility
The main reason for increased accident rate during night time may be attributed to poor
night visibility. An important factor is the amount of light which is reflected by the road surface
to the drivers eyes. Glare caused by the reflection of oncoming vehicles is negligible on a dry
pavement but is an important factor when the pavement is wet.
6. Geometric aspects
The roadway elements such as pavement slope, gradient, right of way etc affect
transportation in various ways. Central portion of the pavement is slightly raised and
issloped to either sides so as to prevent the ponding of water on the road surface. This will
deteriorate the riding quality since the pavement will be subjected to many failures like
potholes etc. Minimum lane width should be provided to reduce the chances of accidents.
Also the speed of the vehicles will be reduced and time consumed to reach the destination
will also be more. Right of way width should be properly provided. If the right of way width
becomes less, future expansion will become difficult and the development of that area will be
adversely affected. One important other road element is the gradient. It reduces the
tractiveeffort of large vehicles. Again the fuel consumption of the vehicles climbing a
gradient ismore. The other road element that cannot be avoided are curves. Near curves,
chances of accidents are more.

4. CONTROL DEVICES
Traffic control device is the medium used for communicating between traffic engineer
and road users. Unlike other modes of transportation, there is no control on the drivers using the
road. Here traffic control devices comes to the help of the traffic engineer. The major types of
traffic control devices used are traffic signs, road markings , traffic signals and parking
control.
Traffic signs: Used to regulate, guide or warn the traffic.

Traffic signs
The three different types of signs are,

1. Regulatory signs: These signs require the driver to obey the signs for the safety
of other road users.

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2. Warning signs: the warning signs are in the shape of equilateral triangle with
apexupwards. These signs are for the safety of on self who is driving and advice the
drivers to obey these signs.

3. Informative signs: These signs provide information to the driver about the
facilitiesavailable ahead, and the route and distance to reach the specific destinations.

Traffic markings:
The essential purpose of road markings is to guide and control traffic on a highway. The
road markings are classified as longitudinal markings, transverse markings, object markings,
word messages, marking for parkings, marking at hazardous locations etc.

Traffic signals:
Traffic signals are control devices which could alternately direct the traffic to stop and
proceed at intersections using red and green traffic light signals automatically. The main
requirement of traffic signal are draw the attention, provide meaning and time to respond and to
have minimum waste of time.

Parking control:
Parking is one of the major problems that is created by the increasing road traffic. It is an
impact of transport development. The availability of less space in urban areas has increased the
demand for parking space especially in areas like Central business district. This affects the mode
choice also. This has a great economical impact.

LAND USECHARACTERISTICS

The amount of traffic depends on how the land is used. for example shopping centers,
residential buildings and complexes. Land uses characteristics depends on

1. Number of household

2. Population of the area

3. Road pattern

4. Mode of travel

5. Socio economic characteristics

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Fundamentals of Traffic Flow

 Speed (v) is the rate of movement of traffic or of specified components of traffic and is
 expressed in Kmph.
 Flow is known as volume (Q), is the number of vehicles passing a specified point during
 a stated period of time expressed as vehicles per hour.
 Concentration, also known as density (K), is the number of vehicles present in a stated
 length of road at an instant, expressed as vehicles per km.
 Space headway (s) is the distance between the fronts of successive vehicles expressed in
meters.

• Time headway (h) is the time interval between the passages of the fronts of successive
vehicles at a specified point expressed in seconds.

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• Speed is one of the basic parameters of traffic flow and time mean speed and space mean
speed are the two representations of speed.
Time Mean Speed

• Time mean speed is the average of all vehicles passing a point over a duration of time. It
is the simple average of spot speed. Time mean speed Vt is given by,

n
t  1  i
V V
n
i1
Space Mean Speed

• The space mean speed also averages the spot speed, but spatial weightage is given instead
of temporal.
• Consider unit length of a road, and let vi is the spot speed of ith vehicle. Let ti is the time
the vehicle takes to complete unit distance and is given by
• If there are n such vehicles, then the average travel time ts is given by,

t
n V
i 1 1
ts  n
i

Then space mean speed, V  n

s n 1
 i 1
V
i

Fundamentals diagrams of traffic

flow Flow-Density Curve

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Flow-Density Curve

Speed-Density Curve

Speed-Flow Curve

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Urban Traffic Problems in India

Growth of Towns
• Urbanization and industrialization are two of the most important features of modern
civilization.

Urbanization
The urban population in 2014 accounted for 54% of the total global population, up from
34% in 1960, and continues to grow. The urban population growth, in absolute numbers, is
concentrated in the less developed regions of the world. It is estimated that by 2017, even in less
developed countries, a majority of people will be living in urban areas. The global urban
population is expected to grow approximately 1.84% per year between 2015 and 2020, 1.63%
per year between 2020 and 2025, and 1.44% per year between 2025 and 2030. India is still one
of the countries having a low degree of urbanization. (32.3%, WHO statistics 2014)

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Urbanization
-pressure on land mounts up
-high rise building
-residences pushed to fringe of
town -Urban Sprawl
-More load on transport system

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Growth of Traffic
-private car usage increased -
poor Public Transport system
-leads to oil crisis
-poor traffic management
-where is the road space?

1. Severe congestion on streets!

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2. Parking demand increases

3. Driver stresses caused by frustration and delays

MEASURES TO MEET THE PROBLEM

1. Land use and city planning controls: limiting floor area ratio; restricting high rise
construction

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2. Transportation studies to be carried out and plans for new roads and reorganization of the
existing road network to be formulated.

Kannur City Road Improvement Project

3. Road pricings & Parking restriction

4. Promotion of public transport system

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5. Pedetrianization in congestion city centers

6. Staggering of working hours

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7. Promotion of bi-cycle traffic

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Relationship of the Planning System

Tamil Nadu Town and Country Planning Act of 1971.

• It is a comprehensive piece of legislation
• It is a borrowed concept from British (UK)
• In UK it is called T&CP Act of 1909.
• Madras T&P Act of 1920 is based on this Act.
• Later on Madras T&P Act of 1920 was replaced by TN T&CP Act of 1971.
• Town and country Planning Act of 1971 came into force in 1973 (15.9.73) on Anna‟s
Birthday.

Why Madras TP Act of 1920 was replaced by TN T&CP Act of 1971 ?

• In olden days it was called Madras province.
• Difference is only the word country.
• Madras Town planning Act was applicable for urban areas.
• Madras TP Act prepared town planning schemes mostly for residential areas like
T.Nagar, Madaiveli, CIT Nagar, etc,. (equivalent to DDP)
• Today's rural area can become tomorrow's urban area. They are like both sides of the
coin. They are inter related and interdependent.
• Hence Town and Country Planning Legislation was brought forward.
• Here Madras refers to entire Tamil Nadu

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• T&CP Act envisages the new authorities to prepare plan (CMDA,DTCP, New town
authority)
• To prepare a comprehensive plan like Master Plan, Regional Plan
• Local authorities can issue license, but cannot prepare plan

Objectives of Town and Planning Act of 1971

• To enable and facilitate an orderly and sustainable development.
• Quality of life is achieved for living, working, social environment. Joblessness and
homelessness is eliminated overtime.
• To Provide for
Plan preparation- Planning process
Plan Enforcement- DCR, Management of Development.
Plan Implementation -Execution
Purpose of New Towns
• To act as a filter/stop the migrants to the city
• To provide opportunities for the migrants
• Located in the outskirts of the city or CMA limit.
Why and how was CMDA formed?
• When World Bank was contacted to provide funding, WB insisted that there should be
separate body to take care off planning and development as per the Act. Hence CMDA
was formed.
• In 1974, and amendment was made particularly for the formation of CMDA
What is meant by Composite Local Planning Authority?
It is the one where the boundary of LPA is bigger than the boundary of LA .Have more
than one local authority- Corporation, Town Panchayat. Criticism of Town and Country Planning
Act
• Duality has been created
• One plan, Two permissions, Two authorities
• Building license and layout approval- local bodies
• But planning permission is given be CMDA.
Missing Provision in this Act
• Publication in newspaper
Master plan to be published in 2 daily leading newspapers as per M T Planning
Act TNT&CP Act does not mention about the publication in newspaper
• Time limit-
• Has been prescribed in MT &P Act
• Not prescribed in TN T&CP Act.
• 30 days for building approval and 60 days for layout approval.
• For re-classification (DCR) it takes more than 1 year. That is why people go for
illegal development

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Main duties of local bodies

 Provision and maintenance of basic services
Why local bodies were not interested in preparing Detailed plan?
 They thought it as an additional burden.
Contents of T&CP Act
There are 14 chapters in T&CP Act.
Chapter 1- Definition of Terms
Chapter 2- Speaks about T&CP Board
Minister for T&CP is the chairman for this board.
It is the Apex authority-
a. Main duty is to advise the government about planning and development
activities. b. To direct, monitor the functions of the planning authority
But what is the status? Does it function?
• No, till date only one meeting had been conducted so far (1975).
• It has become powerless
• So there is no coordination and synchronisation between CMDA and DTCP.
• Chapter 2A- Formation of all Development authorities.
(Before 1975, They did not consider any area for notifying as Metropolitan area.
Only after 1975, all development authorities was formed.
Chapter 3- Provides for notification of Area, Authorities and plan preparationGovernment
has power to notify any area as RPA, LPA, site for New town etc,.
Chapter 4- Land Acquisition
In India land can be acquired for public purpose or for any company under the land
acquisition Act of 1894.
T&CP Act joins in the middle of the Que and expedite the process of Land Acquisition and
notice is issued under Section 6 of L.A. Act.
Chapter 5 –Special Powers
CMDA.
NTDA
LPA
RPA
There is difference in development and planning
Chapter 6 –Control of Development and Use of land (zoning Regulation)
Chapter 7- Assessment, Levy and Collection of Development Charge.
Concept of Development Charge was introduced in this chapter.
Development Charge
What is meant by Development Charge and when?
• Any development that requires permission for planning approval will be levied a charge
called as development charge.
• It is a charge levied by the development authority on the developer.

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• Authorities prepare plan, provides infrastructure, get it approved so land value goes up
and they become millioner.
• Charge- Rs I lakh/ hectare for land (based on 1980 money value)-Rs 25/ Sq m for
building
What is meant by “Impact and Amenity charge”?
• Government of Tamil Nadu in 2007 have amended a new charge called Impact and
Amenity Charge. Rs 100 / Sq ft for commercial buildings and multi storied building.
Chapter 8- Finance .
It is about mobilization resources, source of revenue for plan preparation,
developmental activities.
Chapter 9-Tribunalone man judicial body.
Purpose: to resolve the conflict between developers and the authorities. ie in terms of
compensation, levy charge etc. Penalty- Rs 100 /Sq ft. But now the committee recommends
to the govt to consider as a criminal offense.
Chapter 10- Appeal, Revision and Review.
Act provides for all the 3 activities.
Revision- Government or court either on application or on own motion can
call for plan permission.
Review- Take a re-look (Re-view). When an applicant has a document
which he hadn‟t it before can be brought to the notice . Eg. 15.9.75,- house was there before
1975.
Chapter 11- Penalty.
Any body who violates the law are liable in terms of punishment
(imprisonment or fine).

Chapter 12 -Miscellaneous.
Important provision under this chapter is Section 113 - “Exemption for
demolition”
Provides the government a blanket power for exempting any
development. No fees was collected for violation.
Under this section on a single day 80 Multi storied building were exempted
in Chennai in 1987.
It is a misuse of power under this section.
• Section 113A- Exemption is given under payment if they think it is too much hardship on
the individual which is called as regularization scheme, amended in 1999.
• Regularization Scheme: In Chennai there are 3 lakhs dwelling which are violated. They
are regularized by paying a fees called Regularization
Scheme. In 2000- 11,500 application were received.
In 2001- 4,500 In
2002 – 11,000

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This repeated process led to the formation of committee called Monitoring committee
Due to the PIL filed by Mr Vijayan in Supreme court.
Chapter 13- Rule making powers of the government.
Chapter 14- Repeal and savings.
Flaws in T&CP Act.
1. They did not have common provision in general for any Metropolitan Authority.
2. Duality of Powers is still in existence
One Plan but two permission (To CMDA and CMC)
Building license and layout approval- local bodies
Planning permission- CMDA.
In Kerala, Karnataka and AP- the permission is given only by local authority.
th
Constitutional (74 ) Amendment Act of 1992
• It says that all powers should be given to the local bodies.
• This was amended based on the recommendation of National Commission on
Urbanization (NCU) of 1987.
• Local bodies are the cradle of democracy. They should be responsible. They are very
closer the people.
• CMDA or Authorities should take care of the technology.
• Section 47 of T &CP Act : Control of Development and Use of Land.
Any development should be in conformity ( in accordance) with the plan.
(after consent, it will consider objection, received from the public, review
it, if possible will include and then resubmit for approval. Then it becomes for operation).
• Section 48: Restriction for Development.
After publication of consent (MP) or Resolution(DDP) no development
should take place without their approval.
• Section 49- Planning Permission
Any person other than government should write to the authority for
development on land and building.
The authority before issuing permission should look into 3 points
- the purpose for which planning permission
is required.
- future development
- suitability
If the authority refuse it should point out the reason
• Section 50- Duration
Validity of the approved plan is 3 years.
After getting planning permission on can go head within in the 3 years.
• Section 56 - Power to remove unauthorized development. It
is a frightening section
When can the authority use this section?

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1. no permission but building is under construction

2. Permission given but there are certain violation
3. Misuse of building- planning permission given for residential building but used as
commercial building.
4. Section 56 - Power to remove unauthorized development.
In all such cases authjorities can serve the notice to owner, occupier within
3 years saying it as removal of unauthorized building.
But in 2006 High court says even if it is more than 3 years the building can
be demolished.
What does the notice say? Time frame is 30 days
Demolish the structure
Alter the structure
To discontinue the use
• If the work is completed it can use section 56 of T&CP Act
• If the work is not completed, then section 57 can be
used. Section 57- Power to stop the work

Sustainable Urban & Regional Development

The important concepts influencing planning are: Transport network,
Drainage network, Density distribution and Disaster proofing. For achieving the above, there
should be adequate emphasis of these on the basic concept in planning. Twelfth Five Year Plan
has also noticed the trend of urbanisation like its precursor and provided road map intending to
fasten and guiding urbanisation into broad based inclusive development phenomenon including:
Step up investment and leverage JnNURM to provide required investment in Urban
Infrastructure Capex, Operation & Management, Strengthen Urban Governance structure /
Local Bodies, Augment „Soft infrastructure‟- System Capacities, Inclusive Governance-Take
care of the Poor, More Miles to cover, More Attention to the Urban Renewal as well as Regional
Planning, Urban Governance structures, esp. the Municipalities, need strengthening & support
Environmental sustainability- Cities are not sustainable yet: Inadequate water supply, solid waste
management India is a diverse nation, with varying topography, many types of cites; contextual
in term of land form, cultural historic backgrounds and socio-cultural variations. With a long
history; the Indian cities have evolved into typical urban morphology, which have extreme
variations from each other. In such diversities, multiple options would need to be explored.
Micro projects would need to be molded in existing developments, while larger concept and
approaches have to be tailored in city specific and contextual requirements. Implementation of
some of the successful approaches in one city has failed in another due to lack of alteration as per
situation.

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1. State Land Policy

State Land Utilisation Policy would need to be defined at the Perspective
Plan Level, which should be as per the guiding framework of National Land Utilisation Policy
(draft version is currently in place), Department of Land Resources, Ministry of Rural
Development, for different states keeping in context the state-specific needs, potential, priorities
and legal provisions.
The following six types of Land Utilisation Zones (LUZs) are proposed to be identified on the
basis of predominant land use: 1. Predominantly Rural and Agricultural Areas; 2. Areas Under
Transformation; 3. Predominantly Urban Areas; 4. Predominantly Industrial Areas; 5.
Predominantly Ecological Areas, Landscape Conservation & Tourism Areas. Heritage Areas; 6.
Major Hazard Vulnerable Areas.
2. Land Transport Integration
National Urban Transport Policy (NUTP), 2006 has identified - Integrating
land use and transport planning as one of its objectives. In the past decades, urban sprawl has
resulted into loss of high quality agricultural land and open space, fragmentation of ecosystems,
spatially segregated uses inducing high dependency on private vehicle use and unfavourable
conditions for public transport. Land transport integration benefits in making investment
decisions in transport infrastructure and services which in turn are linked to economic, social,
and environmental outcomes. It involves two mutually supportive processes: Organizing the
physical form and land use pattern of a city such that the travel demands, trip lengths and travel
times are minimized, while accessibility, comfort and efficiency are maximized. Organizing all
systems of transportation from pedestrian pathways to mass transit systems such that they
integrate well with each other and enable the harmonious establishment of land use around them,
in the process generating a city form that is sustainable.
3. Transit Oriented Development (TOD)
“Transit Oriented Development is essentially any development, macro or micro
that is focused around a transit node, and facilitates complete ease of access to the transit facility
thereby inducing people to prefer to walk and use public transportation over personal modes of
transport”. This is an attempt to compact the cities and reducing dependency on the new urban
developments in the periphery which highly encourage the shift from non-motorized to
motorized modes of travel. Approach to TOD development highly depends on establishing
mixed landuse zone by strategic densification. The policy includes: Network & Connectivity:
Disperse high traffic volumes over multiple parallel streets rather than concentrating traffic on
few major arterial streets. Create a fine network of streets that provides choice of routes for all
modes, reducing distances between places as well as journey times. Last mile connectivity:
Provide fast, convenient interchange options and spatial provision for various modes of
Intermediate Public Transport (IPT) at Multimodal Transit Station for seam less travel. Provide
multiple mode choices for last-mile connectivity at various prices and comfort levels. And at a

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given situation, eliminate the need of Intermediate Public Transport by design and engineering.
Pedestrian access: Provide the shortest direct route to pedestrians and non-motorised modes to
station as well as between building blocks. High Density, Mixed-Income Development: Compact
neighborhoods for shorter commutes and equity for all sections of society. Mix of use to promote
24 hour activity. Streetscape Design: Urban places should be designed for enjoyment, relaxation
and equity. Pedestrian friendly designated space for all activities. Promote Place Making to
Create a Sense of Place - Focus on promoting liveability, quality and uniqueness of each space
Direct Business to TOD Locations- Create transit services to regional job centers, focus job
creation investments in transit serviced locations Application of TOD is in context of scales in
planning i.e. Regional context, Sub-regional context, city context and area context. It shall
require a robust methodology for intervention6. Hence the Transit oriented development would
need to be planned at: 1. Moblity1: i.e Regional or Sub-regional planning level 2. Moblity2: i.e
City or local area planning level
Besides, integrated urban development, TOD can benefit as an alternative revenue
generation source, from: Financing of Urban Transport projects by Unlocking Land Values as
Higher FSI in influence zone of Transit corridors within the framework of the overall planning
guidelines to be prepared by respective states Transit Corridors (Metro/ Mono Rail, BRTS, Ring
Road) attracting economic activities and leading to induced urban development with less efforts
Land-use based financing sources along Transport Corridors. For example, periodic revision of
property guidance value, higher property tax along transit corridors, impact fees, development
charges, conversion charges and betterment charges.
4. Focus on Regional Planning
Strategic approach to planning urban areas starts with macro perspective at the
national/state level and then at regional level to guide urbanization and rural development in an
integrated and holistic manner. This comprehensive approach shall eventually pave way for
„sustainable settlement planning‟ emphasising on human living environment rather than overtly
concentrating on built environment and the accompanying administrative structures. It will
integrate top-down and bottom-up approaches. Hence, as suggested by the Steering committee
on Urban Development & Management, 12th Five-year plan; „Regional and urban planning
should be an instrument for guiding inclusive growth i.e spatial and development planning
covering metropolitan regions, planning areas of cities, while transportation networks to be
central pieces of planning to “lead” development
5. Flexibility in Plans
Statutory landuse plans have implications on the land use and development
control mechanism. Due to the controlled (rigid) approach, Development plans are not
implemented completely and have deficiency in coverage. Sometimes, in spite of statutory
backing, it has been experienced that the proposals/estimates have not kept pace with the
growing requirement of cities or the aspirations of the city dwellers. In case of conflicts, these
matters escalate.

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6. Land to generate fund for Infrastructure Development

The URDPFI Guidelines suggest the ways to augment financial resources for
implementation of the development/ spatial plan through various innovative sources of revenue
generation. Formulation of spatial plan should be such that the plan is able to create economic
growth and which could fund the implementation of the plan. Among the land development
mechanism, town planning schemes followed in the states of Maharashtra and Gujarat are
successful case to demonstrate financial sustainability (cost of recovery) of the plan.
7. Sustainable Waste Management
Developed nations in Europe have managed „Zero waste‟ disposal in a phased
manner. International agencies working on zero waste have claimed that recycling rates of 75%
& plus have been achieved by municipalities large and small throughout the world to prove it.
Zero waste is gaining ground as being practicably achievable.
8. Inclusive planning Development plan / Local area plans in India have not explicitly
earmarked spaces for the urban poor / informal sector for residents or other activities. In new
townships and new developments of IT / BPO Townships, Satellite Townships, SEZ, etc. where
the space standards are changing, informal sector is significantly gaining recognition. Planning
norms for urban street vendors, the marginalised and the informal sector to be adopted and
developed from this guideline. It is of utmost importance to protect the interest of urban poor by
reserving space, extending legal title (ownership) and above all the Master Plans / Development
Plans to take this component into account. Hence, planners should allocate space with serious
assessment of the requirements of urban poor after ascertaining the ground realities with regard
to location of vendors, informal activities, slums and need for in-situ redevelopment/upgradation.
9. Speeding the process of planning & implementation
As per the „Strategy paper on master plan formulation, inclusive planning,
proritization for housing and pedestrian movement‟, TCPO, there is a widely held view that the
urban development planning process in the past has been unduly time consuming and largely
confined to the detailing of land use aspects.
In light to the concern, the State Governments would need to modify respective Town & Country
Planning Acts for the following:
i. Simplification of preparation of plan: making provisions in the Development Plans for
detailing only the focused key sectors and preparation in a limited time to one year, as suggested
by TCPO
ii. Simplification in the implementation of plan: the plans to be easily understandable &
acceptable, minimizing conflicting recommendations within a plan, provision for translation of
plans and related documents into vernacular languages
iii. Simplification in data gathering: user-friendly GIS and remote sensing data to be sourced for
simplifying the process for plan formulation by developing a spatial data base useful for
planning, decision making and implementation decision
iv. Simplification of approval/schemes: improving the approval process by developing citizens
charter, approval mechanism for the change in landuse permissions and by developing regulatory

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body at State and/or local area planning level to bridge the gap between approval and
implementation. Provision of Interim development order in between the period of plan
formulation to implementation can be considered.
v. Better public participation: The State planning provisions to be modified to emphasis on
involvement of public at early stages, formulation of Grievance & Redressal system to address
the public grievances and bringing transparency in accounting system. It is suggested to involve
Residential Welfare Associations (RWA) in Local area plans (LAPs) and ULBs to use modern
tools for awareness through websites/ on project sites.
Urban Infrastructure
Zero Waste and Waste Recycling
Zero waste concept shall be practiced in all cities which encouraged reuse or recovery of
all waste. It reduces the need of raw material which mainly extract from natural environment to
make new products, creating far less pollution and benefiting the local economy. The urban
waste should be recognised with a significant proportion of organic constituents, which has
emerged as a resource for energy generation in an environmentally sustainable manner. Energy
in the form of biogas, heat or power should be seen as a bonus which improves the viability of
such projects. While biomethanation, refuse derived fuel and incineration are the most common
technologies, pyrolysis and gasification are also emerging as preferred options. In case of
existing landfills, bioremediation of waste is recommended with a view to reclaim the land and
convert organic waste into useful products which will result in reduction or elimination of GHG
emission.
GHG mitigation measures for wastewater
GHG mitigation measures includes - collection, conveyance and treatment of
wastewater, reuse and recycling of treated effluent and gas recovery from sludge as well as use
of treated wastewater for artificial recharge of aquifers to improve the ground water potential.
Decentralized Wastewater Management
Decentralized waste water management systems for community, housing complexes, and
commercial buildings to be introduced for efficient wastewater management.
Low Water use and Ecological Sanitation
It should be ensured that systems for the management of human excreta incorporate
conservation principles. Low-water use toilets (3-5 litre) and ecological sanitation approaches
(including ecological toilets), where nutrients are safely recycled into agricultural manual can be
promoted.
Recovery of Energy
The major benefits of recovery of energy from urban wastes is to bring about reduction in
the quantity of waste by 60 per cent to 90 per cent; reduction in demand for land as well as cost
for transportation of wastes to faraway landfill sites; and net reduction in environmental
pollution besides generation of substantial quantity of energy.
Reducing need for pumping

INTRODUCTION

  in 1964 for the spatial organization of human activities in a metropolitan
Developed
area.
  Simple to use, require modest data, comprehensive and economical.
 
Model has good response in change in input variables.

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  Solutions produced by the model bear a strong resemblance to reality.

  
Model provides useful insights of urban spatial structure.
  
For the above reasons, this model is been used extensively for number of studies.

FUNDAMENTAL STRUCTURE OF LOWRY MODEL

Exogenous Allocation of Basic Employment

Employment to Home Allocation Function

Endogenous Allocation of Households

Population serving Employment Allocation Function

Endogenous Allocation of Population Serving

Employment

Check Constraints on Population and Service

Employment

Total Employment Vector Work Home Trip Vector

Household Vector
Home Service Trip Vector


  Principal Components of the Urban Area o
CONCEPT Three
Population
 
o Employment

o Communication between population and employment
 
Sectors of Activity in Urban form
o Employment in basic Industries
o Employment in Service (Population Serving) industries
o Household or Population Sector

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
Basic Employment
Employment in industries whose output and services are sold in markets external to the region
under study.
o Basic Employment is independent of population and service employment
distribution in that region.
o Example: University, Manufacturing Industries, Other exporting Industries.
 
Service Employment
Employment which serves the population in that region.
o Example: Shopping areas, Schools, Personal services.
  
Model use Location of employment in Basic Industries.
  
Location of Major Residential Areas
  
Location of Population serving Employment

Location of the Principal Transport System linking the Population and the Employment
Location.
Use of lowry land use transport model

Important questions

PART-A

1. Define Traffic Engineering(Nov/Dec 2011)

2. What do you understand acute vision?

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3. How does age of the driver influence in the driving behavior?(Nov/Dec 2011)

4. List out the 5E‟s of Traffic engineering(May/june 2012)

5. How land use and transport are interrelated? (May/june 2012)

6. List out the different components of traffic engineering

PART-B

1. Explain in detail the human factor governing road user behavior (May/June
2012,Nov/Dec 2011)

2. How do the Vehicle characteristics features affect the road geometric

elements?(May/June 2012)

3.what are the different types of resistance that is offered by the vehicle when it is in motion?
Explain.(May/June 2012)

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