Intersection

Improvement for
Nimani, Shalimar
and Raviwar
Karanja
 Nimani Junction

Raviwar Karanja

Shalimar Junction
Nimani
Junction
Market Yard
(APMC),
Nashik

Nimani Bus
Stand
Dindori Road Turning Volume Summary

Towards Panchavati
Karanja
LEGEND: AM (PM)
 Turning Volume Summary
(Passenger Car Unit/hour)
PCU/ hr

As per the PCU values mentioned

in IRC: 65-2017
(Guidelines for Planning and
Design of Roundabouts)
Issues at the Junction
 2 1. Inadequate Pedestrian Infrastructure

2. Unorganized Autorickshaw and Taxi Stand

3. Illegal On-street Parking

2
4. Unauthorized Hawking Activity

4 5. Extra Wide Junction

5
6. Large Pedestrian Crossing

1 6
6
3 1
 1. Inadequate pedestrian infrastructure
2. Unorganised Autorickshaw and Taxi Stand
Issues at 3. Illegal on-street parking within junction and on
vicinity roads.
Nimani 4. Unauthorised hawking activity at the junction.

Junction 5. Extra Wide Junction encouraging Weaving

Manoeuvres
6. Large Pedestrian Crossing Distance
 Unorganised Rickshaw Parking in front of Unorganised Parking on Junction Approaches
Nimani Bus stand

Nimani
Junction
Images Unorganised Hawkers Activity Insufficient Pedestrian Infrastructure
Geometric
Component of
Roundabout
Guidelines for Design of Roundabouts
 Passenger Car Units

Intersection Roundabout
 LOS on Delay Criteria

Intersection Roundabout
CONFLICT POINT
COMPARISON OF
SIGNALISED VS
ROUNDABOUT
JUNCTION
 Benefits of Roundabout over Signalized
intersection
• Safety- Roundabout eliminates Through and Left Turn movements and thus
reduces the no. of vehicle conflict points, the angle of impacts, & the resulting
severity of injuries & fatalities when compared to those associated with stop or
signal controlled.

• Functional Performance- All approaches being yield-controlled reduces delay and

congestion whereas, vehicles in signal-controlled intersection sit through an
entire signal cycle during the off-peak hours even when there is no cross traffic.
• Environmental Impact- Since vehicles are not required to stop at the approaches
to a roundabout, stop and start movements are reduced compared to Signalized
intersection.
• Traffic calming measures- Specific geometric parameters encourage drivers to
reduce the operating speed of vehicles, followed with standard signage and
marking.
• Aesthetics- The central island and splitter island provides landscape
opportunities.
• Pedestrian Access- Pedestrian safety is provided at the roundabouts by reducing
vehicle operating speeds and pedestrian refuge in the splitter islands.
Key Features of a Roundabout

• Yeild Control
• Circulatory Roadway
• Central island
• Splitter island
• Pedestrian Access
• Landscaping
• Truck apron
• Signage & Marking
 LOS on Delay Criteria

Intersection Roundabout
CONFLICT POINT
COMPARISON OF
SIGNALISED VS
ROUNDABOUT
JUNCTION
 Benefits of Roundabout over Signalized
intersection
• Safety- Roundabout eliminates Through and Left Turn movements and thus
reduces the no. of vehicle conflict points, the angle of impacts, & the resulting
severity of injuries & fatalities when compared to those associated with stop or
signal controlled.

• Functional Performance- All approaches being yield-controlled reduces delay and

congestion whereas, vehicles in signal-controlled intersection sit through an
entire signal cycle during the off-peak hours even when there is no cross traffic.
• Environmental Impact- Since vehicles are not required to stop at the approaches
to a roundabout, stop and start movements are reduced compared to Signalized
intersection.
• Traffic calming measures- Specific geometric parameters encourage drivers to
reduce the operating speed of vehicles, followed with standard signage and
marking.
• Aesthetics- The central island and splitter island provides landscape
opportunities.
• Pedestrian Access- Pedestrian safety is provided at the roundabouts by reducing
vehicle operating speeds and pedestrian refuge in the splitter islands.
Key Features of a Roundabout

• Yield Control
• Circulatory Roadway
• Central island
• Splitter island
• Pedestrian Access
• Landscaping
• Truck apron
• Signage & Marking
Proposed Nimani
Junction Design
• Roundabout as per IRC
standards.
• Roundabout geometry to
accommodate heavy Traffic
Volumes.
• Safer Pedestrian Infrastructure.
• Traffic calming interventions.
• Accommodating authorized
autorickshaw stand.
• Improved existing rotary
movements.
• Channelized free left turn
movement for heavy flow.
• Central geometry in accordance
with IRC requirement.
• Central geometry for improved
bus manoeuvrability.
 Nimani Chowk:

IRC Standards Adopted for Capacity Analysis:

IRC for
Planning &
Design of
Roundabouts
IRC: 65- 2017 Standards adopted for modelling the roundabout
Raviwar
Karanja
Raviwar Peth
Road

Raviwar Karanja
Turning Volume Summary

LEGEND: AM (PM)
 Turning Volume Summary
(Passenger Car Unit/hour)
PCU/ hr

As per the PCU values mentioned

in IRC: 106-1990 (Guidelines-for-
capacity-of-urban-roads-in-plain-
areas) Peak Hour Traffic= 3671 PCU/hr
Morning Peak= 10:45 to 11:45
Issues at the Junction
 1. Haphazard on-street parking

2. Hawkers occupancy on roads

3. Unorganized IPT stand

4. Wrong side manoeuvre

5
5. Lack of Pedestrian Infrastructure

4 6. Footpath encroachment

1 2
3

2 6
 1. Haphazard on-street parking within junction
and on vicinity roads.
Issues at 2. Junction and Vicinity roads occupied by the
hawkers
the 3. Unorganised IPT stands within the junction
4. Vehicles doing wrong side manoeuvre
Junction 5. Lack of pedestrian infrastructure like footpaths.
6. Footpaths wherever provided are encroached
by vegetable vendors.
 Autorickshaw Encroachment on Footpath Vendors and rickshaw parking within Junction

Issues at
the
Junction Unsafe Pedestrian Crossing Vehicular Parking within Junction
 Proposed
Junction
Design
(Roundabout
Option)
Intersection
Level of
Service
  Standard roundabout as per IRC
 Safer Pedestrian Infrastructure
Proposed  Traffic Calming Interventions.
Improvement  Improved existing rotary improvements
(Roundabout  Channelized free left turning movement for
Option) heavy volumes.
 Central Geometry for improved bus
manoeuvrability.
Shalimar
Junction
 Neharu Garden
Tilak Road

Regional Super
Speciality Hospital

Kalidas Kalamandir
Shalimar
Junction

Tilak Road
 Turning Volume Summary

1764 (1360)

Tilak Road

LEGEND: AM (PM)
 Turning Volume Summary
(Passenger Car Unit/hour)
PCU/ hr

As per the PCU values mentioned

in IRC: 106-1990 (Guidelines-for-
capacity-of-urban-roads-in-plain-
areas)

Peak Hour Traffic= 3671 PCU/hr

Morning Peak= 10:45 to 11:45
Issues at the Junction
 1. Unorganized Autorickshaw Stand

2. Bus stops encroached by IPT

3. Inadequate Pedestrian Infrastructure

3
4. Haphazard on-street parking

4 5. Unauthorized hawking activity

5
6. Wrong side manoeuvring

6 1
6
 1. Unorganised Autorickshaw stands at junction (2
Issues at Authorised rickshaw stand in the center of
junction)
the 2. Bus stops encroached by IPT
3. Inadequate Pedestrian infrastructure occupied
Junction by Hawkers
4. Haphazard on-street parking within junction
and on vicinity roads.
5. Unauthorised hawking activity at the junction.
6. Vehicles doing wrong side manoeuvre
 Hawkers encroaching Junction Vehicular Parking within the Junction

Issues at
the
Junction Haphazard Parking of IPT Encroaching Bus Stop Inadequate Pedestrian Infrastructure
  Provision of pedestrian plaza to accommodate
Proposed hawkers as well as placemaking initiative in the city for
Improvement pedestrians.
in Shalimar  Improved Design of rickshaw stands
Junction  Provision of bollards and pedestrian ramps for
(Roundabout universal accessibility.
Option)  Better circulation at the junction by reducing illegal
manoeuvre in the junction
Proposed Shalimar Junction Design
Existing Inventory: Police Chowky & Structure
Free Flow Movements with Existing Inventory Retained
Option-1
Proposed Design Modelled in SIDRA for Analysis

Option-1 Option-2
Comparison of Degree of Saturation

Option-1 Option-2
Comparison of Free flow & T-Junction Option
 Corridor Capacity Analysis of Shalimar Junction (Option 1)

Roadway Carriageway Road Width Design

From/to To/From Road Category Capacity Volume V/C LOS
Segment Type (m) Volume

Shalimar Two Lane

Nehru garden Collector 5 2000 2857
Junction (one way)
2308 0.81 D
4 Lane
Shalimar khadkali
Sub arterial Divided 4 3314 4734
Junction signal
(Two way)
3322 0.70 C
Shalimar
Junction
Shalimar Ambedkar 4 Lane Divided
Sub arterial 3 2486 3551
Junction Statue (Two way)
1408 0.40 B

Shalimar 4 Lane
Collector
Junction Nehru Undivided
garden (One way) 3 2400 3429 1971 0.57 C
 Corridor Capacity Analysis of Shalimar Junction (Option 20

Roadway Carriageway Road

From/to To/From Road Category Capacity Volume V/C LOS
Segment Type Width (m)
Nehru Kadkali Three lane
Sub arterial 3 3551
garden signal (one way) 2308 0.65 C
AM Nehru
Kadkali Three lane
garden/am Sub arterial 3 3551
signal (one way)
bedkar 2732 0.77 D
Nehru Kadkali Three lane
Sub arterial 3 3551
garden signal (one way) 2192 0.62 C
PM Nehru
Kadkali Three lane
garden/amb Sub arterial 3 3551
signal (one way)
edkar 2033 0.57 C
  Distance of Nearest off-street parking near Shalimar
Way junction i.e. B D Bhalekar Highschool ground is more
hence proposed 2 off-street parking location in the
Forward vicinity of the junction.
 Restrict the no. of Autos in the Junction.
 Accommodate Hawking activity in the Pedestrian Plaza
area.
 Provide Pedestrian facilities like Footpath. Provide
bollards and pedestrian ramps for universal
accessibility at the junction
PANCHVATI KARANJA
17m diameter island & 1.7m apron

Option-1

Only One Bus

can take right
turn
simultaneously,
(From Nimani to
Malegaon Stand)
12m diameter island & 2.5m apron

Option-2

Two Buses can

take right turn
simultaneously,
(From Nimani to
Malegaon Stand)
 Thank You
Pratapsingh Bhonsle
Global Traffic Solutions, Pune
Email -: PBHONSLE@gtsolns .com