alternative analysis using vissim - cept...

Alternative Analysis using VISSIM

HUBLI DHARWAD BUS RAPID TRANSIT

Centre of Excellence in Urban Transport, CEPT University

Team members: Shivanand Swamy, Shalini Sinha, Jainal Shah, Chintan Daftardar, Khelan Modi

1

Dharwad

Hubli

PTV Vision User Group Meeting, New Delhi

Presented at PTV Vision Group Meeting, New Delhi on 7th Nov. 2014

Background •Micro-simulation work carried out as part of Hubli-Dharwad BRT Project •Aided in decision making at several levels

2 Centre of Excellence in Urban Transport, CEPT University Presented at PTV Vision Group Meeting, New Delhi on 7th Nov. 2014

Presentation Structure

3

Overview of the project

Objective of the micro-simulation exercise

Micro-simulation modelling and analysis

Conclusions

Centre of Excellence in Urban Transport, CEPT University Presented at PTV Vision Group Meeting, New Delhi on 7th Nov. 2014

The Context Hubli-Dharwad - twin cities in Karnataka

Population : 10 lakhs (2011), Density: 47 pph

Distance between Hubli & Dharwad - 22 kms

Hubli: commercial centre and business hub of the

region ; Dharwad: educational hub

Predominantly 2 lane undivided road between two

cities – congestion on PB Road due to high level of

interaction between the two cities

Dharwad

Hubli


Existing Status- Network Characteristics

> 0.90

0.80 – 0.90

0.60 – 0.80

Congestion Level of major road network

21mt.

24mt.

30mt.

Road widths (RoW) of corridor Dharwad

Hubli

Dharwad

Hubli


Existing Status- Traffic & PT Characteristics Travel time : Bus (65 mins), Car/TW (40-45 mins)

Travel Speeds: Bus (23km/hr), Car/TW (29-32km/hr)

No. of bus-stops on corridor: 43 stops + 2 terminals

Junctions: 11 ( 6 Signalized + 5 Manually controlled)

Passenger: 2lakhs boardings on corridor (55% through ridership)

Hubli-Dharwad Intercity Bus Route Network

Navanagar

Section Bus Flows

(No. of Buses/Hr/Dir.)

Pass. Flows (PPHPDT) - Max

Hubli Section (7km) 80-120 4800

Navanagar (9km) 80-90 5000

Dharwad (6km) 80 4200 Hubli

Dharwad

4 lane


Plan proposals KRDCL Proposal: Four

laning of connecting highway

4 lane Mixed Traffic for 10km of stretch (Hosur-Jubilee)

DULT-CEPT Proposal: Four laning of connecting highway with 4 lanes of BRTS

3 lanes segregated BRTS with 4 lanes mixed traffic - 10km

4 lane Segregated BRTS with 4 lanes mixed traffic - 12km

3lanes BRT + 4lanes mixed traffic

4lanes BRT + 4lanes mixed traffic 4 lanes mixed traffic

Dharwad

Hubli

Dharwad

Hubli

3 lanes segregated BRTS with 4 lanes mixed traffic

4 lanes segregated BRTS with 4 lanes mixed traffic


Objective of micro-simulation exercise

Stage 2: Alternative Analysis of BRT corridor for operational and design inputs

At-grade BRT vs BRT with elevated sections in city area

Service configuration : Express and Regular Inputs for decision on number of bays

requirements

Stage 1: Evaluation of alternative proposals for HD corridor

Business As Usual (Road widening to 4 lanes) Road widening + 4 lanes of BRT


Stage 1: EVALUATION OF ALTERNATIVE PROPOSALS FOR HD CORRIDOR

Length of the network – 22 kms

Signalized intersections : 11

Un-signalized intersections : 15

Bus stops: 43; BRT Stations: 33

BRT Services – 2-3 routes, headway 45-60 seconds

Assessment of travel time benefits Interruptions to private traffic due to BRT priority at junctions


Presenter

Presentation Notes

2 in Hubli, 3 in Dharwad,

Model Development Modelled Years Input data Calibration data

Network Characteristics Demand Data

Base Year Road network • Inventory of corridor • Number of junctions –

signalized /unsignalised • Max speed of private

vehicles and buses

PT network • Routes, bus stops • Dwell time/ passenger

Road network • Classified volume

count • Turning movements

and cycle times at junctions

Public Transport Stop boarding, alighting by services

• Queue length • Junction clearance

time • Total corridor travel

times (for calibration) • Model bus counts vs.

Observed bus counts

Forecast Year 2025 Proposed road network characteristics, BRT corridor and BRT stations BRT routes

Future traffic volume data and PT boarding and alighting (from strategic modelling)

NA


Travel Time for private modes 2025 Ti

me

in m

inut

es

• Pvt vehicles journey time - 54 minutes in BAU vs 43 minutes in BRT scenario

• No difference in queuing time

• Travel time savings for mixed traffic due to segregation of buses

BUSINESS AS USUAL

AT GRADE BRT


Travel Time for buses 2025 Ti

me

in m

inut

es

• Total journey time - 69 minutes vs 51/45 minutes in BRT scenario

• Express Service times similar to private vehicle travel times

• Not much difference in queuing times/dwell times

• Travel time savings predominantly due to faster running speeds.

BUSINESS AS USUAL

AT GRADE BRT


Stage 2: ALTERNATIVE ANALYSIS OF BRT CORRIDOR FOR OPERATIONAL AND DESIGN INPUTS


Stage 2 •BRT Scenario analysis shows significant travel time benefits for both private vehicles as well as buses in comparison to the BAU alternative.

•Trajectories of different services depicts issues of bus bunching

Average Journey Time: 45 mins & 51 mins Sample Size : 15 Buses

Dist

ance

in m


Stage 2 analysis - Design Alternatives Service Design

• Number of services – Express, Regular • Number of bays at BRT stations

Corridor Design

• Segregated at-grade BRT versus at-grade BRT with elevated sections


Stage 2: ALTERNATIVE ANALYSIS OF BRT CORRIDOR FOR OPERATIONAL AND DESIGN INPUTS

SERVICE DESIGN

Dharwad Hubli Service 1

Service 2

Service 3

16

Headway reliability Travel time consistency


Bus Bunching (3 Service Vs 2 Service)

3 Services 2 Service

Dist

ance

in m

Hosur Junction

Time in seconds Time in seconds

17

Headway reliability (Avg hdw/std dev)

Travel time consistency (Avg travel time/std dev)

3 services 0.034 12.22

2 services 0.18 16.45


Corridor Alternatives Four laning of connecting

highway with BRTS



Elevated BRT corridor in city centre

2+2 Elevated BRT Corridr


4 lanes Elevated BRTS section


Bus Bunching (At grade BRT Vs BRT with elevated section) At Grade BRT Scenario Average Journey Time: 45 mins & 51 mins Sample Size : 15 Buses

BRT Scenario with elevated section

Average Journey Time: 41 mins & 48 mins Sample Size : 15 Buses

Dist

ance

in m


Travel Time (2025)

AT GRADE BRT SCENARIO

Tim

e in

min

utes

AT GRADE + ELEVATED BRT SCENARIO

Tim

e in

min

utes

AT GRADE BRT SCENARIO

AT GRADE + ELEVATED BRT SCENARIO

• Reduction in queue times by 50% for both buses and private vehicles

• No change in link travel times for buses and private vehicles

• Consistency in travel time observed in the Elevated BRT scenario

BUSES PRIVATE VEHICLES


Queue Time

AT G

RADE

+ El

evat

ed

Corr

idor

in c

ity

AT G

RADE

BRT

SCE

NAR

IO

Tim

e in

min

utes

Ti

me

in m

inut

es


Summary Scenario s Pvt. Veh. Journey Time (Min.) PT Journey Time (Min.) Observations / Conclusions

Scenario 1: 4 lane mixed traffic 54 69 • Significant travel time savings in scenario 2

for private vehicles & PT. • No difference in pvt vehs & PT queuing time • Express bus has similar travel time as pvt

vehs

Scenario 2: 4lane mixed traffic + 4 lane BRTS 43 45 - 51

Services Design Headway variability (Avg hdw/std dev)

Travel time variability (Avg travel time/std dev) Conclusions

1. One Regular service & One Express (Two Services) 0.18 16.45

Operations better in case of two BRT service scenarios 2. Two Regular & One Express

(Three Services) 0.034 12.22

At grade Vs. Elevated Section Travel time in mins

Conclusions Regular Express Private Veh.

1. At grade BRT Scenario 51 45 41 • Reduction in queue times by 50% for both buses and private vehicles

• No change in link travel times for buses and private vehicles

2. At grade BRT with Elevated section 48 41 39


Conclusions VISSIM- an useful tool for PT network planning Alternative analysis Operational aspects

BRT corridor under implementation in Hubli-Dharwad

Finalisation of BRT operational plan: Service design : 2 types of services – Express and Regular finalised Identification of queuing sections - priority of BRT buses BRT corridor at grade between Hubli till Dharwad City, Elevated section in Dharwad

Further scope of work using VISSIM Pedestrian facilities (at-grade or grade separated)


THANK YOU

24

[email protected] Centre of Excellence in Urban Transport, CEPT University Presented at PTV Vision Group Meeting, New Delhi on 7th Nov. 2014

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