DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT STRATEGIES FOR SALEM CITY

International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 1, January 2017, pp. 519 531, Article ID: IJCIET_08_01_060 Available online at http://www.iaeme.com/ijciet/issues.asp?jtype=ijciet&vtype=8&itype=1 ISSN Print: 0976-6308 and ISSN Online: 0976-6316 IAEME Publication DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT STRATEGIES FOR SALEM CITY ABSTRACT A. Asokan Research Scholar, Department of Civil Engineering, Karpagam University, Coimbatore, Tamilnadu, India Dr. N. Balasundaram Professor, Department of Civil Engineering, Karpagam University, Coimbatore, Tamilnadu, India Urban planning as majorly practiced in India is mainly concerned with the development of land in cities. Urban traffic congestion being a major problem in large cities which has a negative impact on mobility, environment, local economy and quality of life. The aim of this thesis is to develop an efficient transport with good and better facility for the Salem city. The roads and public transportation areas should be developed and maintained clean. Salem was a municipal town till 2007 and is developed to city in 2008 with heavy area expansion to more than ten times. A detail including all the elements like sustainable urban transport strategies for Salem city is not carried out in the past. To achieve this, development of Salem should meet all the three strategies i.e. social, economic and environmental sustainability goals. Hence sustainable development for Salem city is necessary. Key words: environment, mobility, strategies, sustainability, transportation. Cite this Article: A. Asokan and Dr. N. Balasundaram, Development of Sustainable Urban Transport Strategies for Salem City. International Journal of Civil Engineering and Technology, 8(1), 2017, pp. 519 531. http://www.iaeme.com/ijciet/issues.asp?jtype=ijciet&vtype=8&itype=1 1. INTRODUCTION 1.1. Need and Importance for Preparation of CMP for Salem Salem was a municipal town till 2007 and upgraded to city Corporation in 2008 with an area expansion to more than ten times. Due to this recent urbanization and being a major transport hub in the western part of Tamil Nadu, Salem City cater to high urban transport demand to the people of Salem and nearby districts. Though Salem offers an affordable public transport, the city faces a major transport crisis that is marked by lack of facilities for pedestrian and cyclists, increasing personal vehicle use, congestion, pollution; road accidents, etc. The National Urban Transport Policy (NUTP) that is formulated by the ministry of Urban Development in 2006 aims to transform the current urban transport system into a safe, convenient and efficient transportation system across all urban areas in India. Every individual or commuter of Salem should be able to fulfill his or her mobility needs in a quick, affordable, safe, reliable, comfortable, energy efficient and environmentally benign manner. To achieve this, the transportation system of Salem should http://www.iaeme.com/ijciet/index.asp 519 editor@iaeme.com

A. Asokan and Dr. N. Balasundaram meet all the three i.e. social, economic and environmental sustainability goals. Comprehensive Mobility Plan for Salem will be able to guide the sustainable growth of the transport sector. This will be the tool to guide the future growth of transport in Salem. The sustainability indicators that should be addressed include the following: 1.1.1. Access and Mobility Proper allocation of road space for sustainable modes including public transport and non motorized transport Promoting connectivity of slum. Urban poor residential areas Special recommendations for mobility of the physically challenged, women, children and elderly Integrated land use and transport development and promoting balanced regional growth Reduce the need to travel Encourage walkable / cyclable communities Promote transit oriented growth Promote balanced spatial growth, social cohesion and community liveability 1.1.2. Safety and Security Segregated rights of way for cyclists and pedestrians Safe environment for mobility of all traveler categories Ensuring strict enforcement to reduce encroachment of footpaths Specific recommendations for security of women, children, elderly and vehicles 1.1.3. Environmental friendliness and low energy use i) Promoting mass transport Proposals for public transport systems serving the entire population Recommendations to improve access to public transport nodes Proposals to integrate IPT as a support / feeder to public transport systems Suggests measures to improve quality of public transport services Promotes a multi- modal public transport system Recommends use of ICT to improve delivery of public transport services ii) Promoting NMT Creating safe bicycle parking spaces, facilities like shade giving landscaping. Provision of drinking water and resting stations along bicycle corridors and Pedestrian pathways Public bicycle program rent and use a bicycle Preference in the allocation of parking space for non - motorized modes iii) Effective traffic demand management principles and systems Congestion free movement on roads by traffic management measures http://www.iaeme.com/ijciet/index.asp 520 editor@iaeme.com

Development of Sustainable Urban Transport Strategies for Salem City Proposals to establishments to implement staff incentives for collective transport modes (carpooling, van pooling etc.) and encourage virtual commuting using video conferences and other latest techniques iv) Promoting use of clean alternative fuels like electricity from clean / renewable sources in public, private and IPT vehicles v) Subsidies / concessions on vehicle technology vi) Provision of supporting infrastructure to promote use of alternative fuel technology 1.1.4. Promoting efficient movement of freight traffic CMP implementation mechanism also should clearly spell out covering the target years strategy for financing and institutional strengthening and capacity building. 2. NATIONAL URBAN TRANSPORT POLICY The National Urban Transport Policy (NUTP) has been formulated by the ministry of Urban Development in 2006 to transform the current urban transport system into a safe, convenient and an efficient transportation system across all urban areas in India. The objectives of the NUTP are: Integrating land use and transport planning Priority to the use of public transport Integrated public transit system Pedestrian facilities and pathways Non motorized vehicles facilities Parking and freight traffic management Capacity building Road safety Pollution Reduction The CMP essentially will suggest various actions that lead towards the vision and also conform to the general objectives of the NUTP. 3 URBAN TRANSPORT STRATEGIES 3.1. Sustainable Urban Transport Sustainable development meets the needs of the present without sacrificing the ability of future generations to do the same. The strategies include goals related to economic development, social and human development and environmental and ecological health. Sustainable transport may be defined as a system that: Allows the basic access and development needs of individuals, companies and societies to be met safe and in a manner consistent with human and ecosystem health and promises equity within and between successive generations. Is affordable, operates fairly and efficiently, offers choice of transport mode and supports a competitive economy, as well as balanced regional development Limits emissions and waste within the planet s ability to absorb them, uses renewable resources at or below their rates of generation and uses non renewable resources at or below the rates of developmentof renewable substitutes while minimizing the impact on land and the generation of noise. http://www.iaeme.com/ijciet/index.asp 521 editor@iaeme.com

A. Asokan and Dr. N. Balasundaram 3.2. Sustainable Urban Transport for Salem Public transport is available through mofussil bus services operated by TNSTC and also by private and mini buses. Service coverage exists to various places in city, but many areas still lack public transport facility. The combined effect of all the above is the extreme congestion leading to high air and noise pollution and increased fuel usage. Salem has a radial road network. The three national highways, NH-7, NH47 and NH 68 form the regional mobility linkages along with the railway network. The bypass connecting NH 68 (Trichy road) and NH 7 (Omalur road) via: NH 47 encircles about two third of the city. The bypass helps to reduce traffic congestion on the city roads to an extent as it segregates the city traffic from intercity traffic. Two wheelers, cars and auto rickshaws form the main share of rivate modes, with two wheelers population having a significant share of 85%. The transport strategies developed primarily focus on the following: Public transport: Comprehensive Mobility Plan to provide a strategy to enhance the quality, security, integration and accessibility of public transport services, covering infrastructure, rolling stock and services. Non motorized transport: Projects to raise attractiveness, safety and security of walking and cycling. Existing infrastructure will be assessed and improved where it is necessary. The development of new infrastructure will be envisaged along the itineraries of motorized transport. Dedicated infrastructure will be considered for cyclists and pedestrians to separate them from heavy motorized traffic and to reduce travel distances, where appropriate. Inter modality: Schemes that contribute to a better integration of the different modes and identify measures aimed specifically at facilitating scam less and multi modal mobility and transport. Urban road safety: Projects to improve road safety based on an analysis of the main road safety problems and risk areas in the concerned urban area. Road Network: Measures to improve the efficiency of urban logistics, including urban freight delivery, while reducing related externalities like emissions of GHG, pollutants and noise. Mobility management: Actions to foster a change towards more sustainable mobility patterns. Citizens, employers, schools and other relevant actors should be engaged. Intelligent Transport Systems: ITS being applicable to all transport modes and mobility services, both for passengers and freight they can support strategy formulation, policy implementation and monitoring of each of the measures designed under the framework of comprehensive mobility plan. 3.3. Public Transport Strategy Bus Transport: One of the strategies identified as part of the vision is to segregate city bus services from mofussil services. At present, few local city services are only available. Hence the main strategy adopted is to segregate the mofussil buses from the local city service. Strategy will also be evolved to provide new bus routes to the places which are not connected by bus in the city. There are two bus terminals present in the city. The city bus stand and New Bus Stand. The city bus services are opening from the city bus stand located in the CBD and the access roads are very narrow, even made one ways and the bus stand is also very old. Mass Transport: Public transport corridors for low / medium capacity systems can be on existing transport network system either at grade or grade separated, depending upon the demand and right of way (RoW) available. Various parameters such as performing capacity, geometric constrains, capital & operating costs, alternative analysis etc. would determine the mass transit option on a corridor. Choices on public transit options are choices about a city s future. Multiple choices exist in mass transit industry. The type of public transit system will have a big impact on: Traffic demand Road geometrics http://www.iaeme.com/ijciet/index.asp 522 editor@iaeme.com

Development of Sustainable Urban Transport Strategies for Salem City Transport affordability Air and noise pollution Service availability to all The Mass Rapid Transit Systems (MRTS) can be broadly into a Rail based system and a Bus based system classification. The bus system can have its own dedicated guide way, but these vehicles are able to leave the guide way and use city streets. This distinction is important in areas where limited right of way (ROW) is available, such as Central Business Districts (CBD).Within these rail and bus systems, different technologies have different performance characteristics and requirements to be implemented. Comparison of different types of transit systems is presented below. It provides a preliminary guidance in deciding upon the type of system to be selected for a city. Line Capacity ( PAX / hr/dir.) Cost per km ( Infrastructure, vehicles, OCC, Maintenance) Alignment Double track railway Segregation 100% segregated in tunnels, elevated or at grade Road space required Vehicles Table 1 Different types of transit systems Metro LRT Tramways HCBRT BRT Bus Priority Lanes 40,000-15,000-5,000-15,000 20,000-7,500-15,000 5,000-75,000 45,000 35,000 Very high High Medium / high Medium / high None High capacity EMU Double track railway, elevated, a grade or in tunnels High degree of segregation preferred, but sections with shared right of way possible None in case of elevated and tunnel alignment, 2 lanes at grade, additional space required for stations and terminals Medium to high Double track tramway, atgrade Uses public roads, but may have reserved right of way on sections with higher demand 2 lanes, additional space may be required for stations and terminals, tracks can be shared with public roads or pedestrian roads Trams, articulated 4 Bus lanes ( 2 per direction) All bus lanes must be segregated to achieve high capacity 4 Lanes more linear space for interchanges and terminals Special articulated City Bus Below 1,000 7,500 Medium Low Very Low, only bus stops and maintenance shop required 2 to 3 Bus lanes Bus lanes must be in general segregated, exceptions possible, reduce capacity and speed 2 Lanes, possibly 3 or 4 at stations and interchanges and terminals` Articulated buses 2 Bus Lanes Use public roads Bus None priority lanes must be exclusivel y for buses 2 to 3 Lanes ( 3 to $ Lanes at Bus stops) Standard City Bus Shared with cars and pedestrian Standard City Bus http://www.iaeme.com/ijciet/index.asp 523 editor@iaeme.com

A. Asokan and Dr. N. Balasundaram Source : MoUD tool kit for CMP preparation MRT Options BRT LRT Capacity EMUs And or with (upgrade trams wagons as an as an option option Table 2 Suggested Approach for selecting Appropriate MRT options City Requirements Cities with a medium to high density urban area BRT should be one of the first considerations in MRT system development in any city. BRT system can be developed as trunk systems as well as feeders to an existing ( or planned) MRT system Suitable for cities where an MRT system needs to be developed quickly and incrementally as conditions and funding allow A well developed traffic planning / management capability should be available ( this may be brought in initially) Existing bus and paratransit operations can be regulated / restructured Road space is available for BRT development ( 2 4 lanes existing roads) Cities with a medium to high density urban area Cities where environmental issues are critical and there is a need to attract car users to use public transport systems. However, if the core requirements are operational effectiveness, BRT system should be developed that is more flexible and costs less Appropriate for cities with an existing tram operation, this may be cost effectively enhanced. A well developed traffic planning / management capability should be available Existing bus and paratransit operations can be regulated / restructured Road space is available for LRT development ( 2-3 lanes from existing road) or existing tram track can be converted to an LRT route. Preferable a national / provincial capital city or a major regional commercial centre Existing public transport flows on the main corridor of the order of 10,000-15,000 passengers per hour per direction with more than 15 km trip length City incomes that are not low ( typically at least USSI, 800 per person) Prospects for sustained economic growth and an expanding centre Existence of a low cost metro alignment Fares policy a fares policy on metro and bus systems to encourage ridership yet limit the need for financial support A well developed traffic planning / management capability should be available Existing bus and paratransit operations can be regulated / restricted Strong and largely autonomous Source :MoUD tool kit for CMP preparation Bus with at Pre-paid floor boarding boarding and required wide doors Passengers per Vehicle / Train 1,200-2,500 250-1,500 Depends on length Traction Electric Electric Electric Diesel Diesel (Electric as an option Articulated as option 180-240 150-180 75-100 75 Diesel Diesel Feeder system Necessary Necessary Non Necessary Necessary Desired Non Necessary Non Necessary Flexibility of Very Low Low Low Very low Medium Medium Very high route changes Ticketing system Closed Closed Open Closed Closed or open Open Open http://www.iaeme.com/ijciet/index.asp 524 editor@iaeme.com

Development of Sustainable Urban Transport Strategies for Salem City 3.4. Non Motorized Transport Strategy Bicycling and walking are the most efficient and environmentally sustainable means of making short trips. Thus bicyclists and pedestrians are more efficient users of scarce road space than private motor vehicles, helping to combat congestion. Cyclists sharing the carriageway along with motor vehicles, cause hazards for themselves. This is particularly true when cycle traffic is more. Under such circumstances, it is necessary to segregate cyclists from other traffic taking safety into consideration. Provision bi cycle lanes of at least 2m width would improve the overall traffic flow. To provide separate NMT facilities sometimes the shoulders and carriageway may need to be widened within the ROW. Parking may need to be relocated to make way for the NMT facilities at certain locations. Cycle path is needed at all junctions crossing the roads suggested with cycle lanes. At present there exists no facilities for pedestrians and cycle traffic in Salem and the CMP strategies towards NMT are: To segregate pedestrians from fast modes by providing safe facilities like designated and well maintained footpath of minimum2.0m width on major urban roads in the I.P.A. The footpath should be provided with hand rails at the junctions. To ensure safe pedestrian crossings at junctions and mid blocks, grade separation(preferably subways),grade crossings (zebra crossings, striping, pedestrian flashing signals) and pedestrian signal phase should be provided. Exclusive cycle path (2 m wide) near schools and colleges should be provided where cycle traffic is marked. Figure 1 Pedestrians and cycle traffic 3.5. Parking Management Strategy Presently most of the roads in the city have free on street parking. The main consequence of this is the loss in the through out of the adjacent street due to parking interference and interference to the free movement of pedestrians. A part of the principles upon which the CMP is being developed, it is envisaged such that: Regularization of on street parking by designating parking bays with bay marking, introducing parking fee, banning parking on the streets with lower width and heavy traffic. Development of off street parking sites and integrates it with other CMP elements. The parking structures will be either isolated or integrated with the public transport terminals to facilitate the public transport. http://www.iaeme.com/ijciet/index.asp 525 editor@iaeme.com

A. Asokan and Dr. N. Balasundaram Figure 2 Road side parking 3.6. Road Network & Mobility corridor Strategy Salem has a radial road network provided by NH7, NH 47, SH 159, NH 68 and SH 188 and a partial ring road between NH 7 and NH 68. The city is the district head quarter as well as the center of commercial and market activities for the district and the region, resulting in very high travel demand within the city and for the floating population ( daily about 2. 0 lakhs). Hence it is essential to improve the mobility of people within the city and outside. Presence of forest area limits the continuous developments, mainly in south east and north east quadrants. Yercaud is an important tourist place in the district, for which the road connectivity is through Salem. Considering these aspects, the network strategy of the CMP is evolved. The strategy considers strengthen of the radial network and completion of the existing ring road through the north east quadrant of the city and a new partial ring between NH 7 ( Rasipuram road) and NH 7 ( Bangalore road) passing through the towns. Functionally urban roads are classified as Arterial, Sub arterial, collector / distributor and local streets. Functional classification of the urban roads is an important step wherein design and management of roadways would be standardized by designating certain roads as mobility. Corridors, these corridors get priority for increasing the throughput as well as speeds would then be focused and appropriate solutions would be identified. Experience indicates that as speeds of a public transport vehicle reduce travel times increase to such an extent that commuters look for personalized modes of travel. In addition to the user travel preferences the road design and operations also have bearing on the traffic congestion. The above strategy is sought to be implemented through the following policies: Identification of trunk mobility corridors. Integration with public transport Roads to bypass the city Integrating with master plan and CDP plans Since vehicle ownership will not come down immediately in a developing economy, highly congested junctions would continue to witness large delays and traffic jams even after trying traffic management measures. Hence this may lead to lay augmentation by grade separation of traffic movements. Intersection grade separation may be considered if the following criteria are met. Low cost traffic management measures have been tried but not effective The grade separation reduces the pollution and junction delays for the overall corridor and more importantly for public transport commuters http://www.iaeme.com/ijciet/index.asp 526 editor@iaeme.com

Development of Sustainable Urban Transport Strategies for Salem City A TEFS has been prepared by a professional and competitive agency The flyover design must take into consideration the comprehensive plan for the corridor including public transport systems. 3.7. Fright Management Strategy Leigh Bazar area, Shevapet and market station area are the main goods distribution areas in Salem. Absence of truck terminals force trucks to park on the roads, creating safety and mobility issues. Various strategies of increasing the efficiency of freight and commercial transport in Salem include. Segregation of long distance commercial vehicles from city roads Shifting of CFS,godowns and yard from Salem market station Freight terminals development close to ring roads Use of small and medium size vehicles with modern emission controls in the central city areas Restricted movement of commercial vehicles in the city core area(8 AM - 8 PM prohibition) and other mobility corridors (morning and evening peak periods) 3.8. Traffic Management Strategy Significant benefits can ensue the Traffic Management. The improvement schemes are of low cost but yet can use existing infrastructure at the optimum. Key traffic management measures are. Road Improvements Pavement strengthening Provision of shoulder,footpaths,drain etc. Provision of road furniture Provision of bus shelters Intersection Improvements Signalization Signal Retiming Intersection Channelization and Geometric Improvements Pedestrian crossing facilities Area Traffic Control &ITS Policy Related Parking management Regulation of Auto rickshaws Hawker Management Enforcement 3.9. Travel Demand Management Strategy In addition to the supply oriented strategies as indicated earlier, demand oriented strategies are also required for Salem. These strategies would also contribute to indirectly shift the travel patterns of the study area. To further increase in public transport modal shares additional demand management interventions may be implemented as necessary such as. http://www.iaeme.com/ijciet/index.asp 527 editor@iaeme.com

A. Asokan and Dr. N. Balasundaram Corridor Densification Parking Management Congestion pricing for commercial vehicles in the core area The Development plan must anticipate the increase in value of land due to the public transport investments and must capture the land value. The transport plan for the study area must orient itself towards densifying parts of the city that are not transit oriented due to the low density developments. Mechanisms must be brought in to increase the density/fsi. This would, in addition to controlling transport demand in favor of public transport. The air quality in Salem should also be improved. 3.10. Parking Management Plan As prevalent in various cities across India, the road in Salem is having free on-street parking. Parking management achieves the following strategic objectives. Reduces development costs and increases affordability Enables multi-modal community planning (smart growth) Reduce motor vehicle use (thereby reducing traffic congestion, accidents an pollution) Improves user options and quality of service Ability to accommodate new uses and respond to new demands Related environmental and aesthetic benefits Off street parking Measures: As a long term measure to improve parking facilities in Salem, off street parking sites need to be identified. The off street parking structures, either isolated or integrated with the public transport terminals, should meet some or all of the following requirements before implementation: The parking plaza must preferably discourage other commercial uses in the same premises to the extent possible The parking plaza must facilitate public transport The parking plaza must facilitate non motorized transport The parking plaza should off set removal of on street parking Comprehensive Mobility Plan focuses on mobility of people to achieve cost effective equitable urban transport measures within an appropriate and consistent methodology for the coming decades ( 2013 to 2033). The study furnishes various proposals for improving the usage for public transport modes and non motorized modes. The scenario tests the impact of CMP proposals along with the do minimum scenario. Major public transport network improvements include: Addition of new bus routes connecting developing areas Mass Rapid Transport System The proposals are tested to measure the impact in terms of vehicle Kilometers travelled, Passenger Kilometers travelled, average network speed, mode split and congestion levels. 3.11. Per capita Trip rate (RCTR) & Travel Demand The per capita trip rate (all modes) has been complied the observed trip rate along with the projections has been illustrated. PCTR has been expected to grow to 1.26 by the horizon year 2033. The trips assigned in horizon year estimated based on the planning variables forecast and the PCTR values are presented in Table 3. http://www.iaeme.com/ijciet/index.asp 528 editor@iaeme.com

Development of Sustainable Urban Transport Strategies for Salem City Table 3 Per capita Trip Rate Trips and Daily Travel Demand - 2033 Scenario PCTR (All Vehicles) PCTR (Motorized) Daily Travel Demand (Motorized) Business as Usual scenario 1.26 0.93 2,761,108 CMP 1.26 0.86 2,553,282 The anticipated trips are assigned for the morning peak and the scenarios are evaluated against the identified parameters. The following figures present the results of the two scenarios. 3.11.1. Major forecast assumptions: Average Vehicle Ownership will grow at 6% per annum Per Capita trip rate PCTR will grow to 1.26 by 2033 Average per capita income will grow at +2% per annum Vehicle operating cast will grow at +1% per annum ( to take into account the efficiency due to improved vehicle technology) Value of time will grow at 2% per annum ( n line with per capita income growth) Auto fare grow at 2% per annum Figure 3 Traffic Flow CMP scenario Mode Split: In comparison, the share of public transport will improve to 55 % in 2033 and the share of private modes will come down to 30 %. Table 4 Percentage of Scenario Item Base Year ( 2013) Business as usual CMP Scenario ( 2033) Scenario ( 2033) Pubilc Transport 32% 26% 55% IPT 13% 15% 15% Private Transport 54% 59% 30% http://www.iaeme.com/ijciet/index.asp 529 editor@iaeme.com

A. Asokan and Dr. N. Balasundaram Figure 4 Mode split in the scenario Table 5 Mode split in the scenario Business as usual scenario Project Scenario Bus 9.1 10.3 Car 8.5 8.1 Two Wheeler 7.9 7.1 Auto Rickshaw 3.2 3.4 Average 7.6 8.4 Passenger/Vehicle Kilometers of Travel: There is a substantial reduction of 33% to vehicle kilometers in the CMP scenario in comparison with the do something scenario is presented in Table 6 and passenger Kilometers is presented in Table 7. Table 6 Vehicle Kilometres in Lakhs -2033 Mode Business as usual scenario Project scenario Two wheeler 79.79 43.76 Car 16.37 14.49 Auto Rickshaw 13.06 12.97 Bus 2.73 2.85 Total 111.95 74.06 Table 7 Passenger Kilometers in lakhs 2033 Mode Business as usual scenario Project scenario Two wheeler 103.00 42.29 Car 25.16 10.95 Auto Rickshaw 12.80 12.42 Bus 62.86 138.00 Total 203.82 203.66 Network Speed: Commuter s desire to travel is readily related to travel speeds on the network. Average network speed will increase to 28 kmph from 14 kmph for the year 2033 in the project scenario ( refer Table 8). http://www.iaeme.com/ijciet/index.asp 530 editor@iaeme.com

Development of Sustainable Urban Transport Strategies for Salem City Table 8 Project scenario for the year 2033 Average Journey Speed in kmph (city) Base year 2013 Do something 2033 Project 2033 20 14 28 4. CONCLUSION Nowadays, to full fill our day to day need people need transport to reach the needs of them. In these terms, sustainable development creates better conditions for driving people. This system has many advantages such as pollution, improving health, reducing the spending and transportation cost. It is better that the responsible take a better look if the modern texture of Salem is formed based on the principles of sustainable development. REFERENCES [1] EvangelosMitsakis, IraklisStamos, et. al. Urban mobility Indicators for Thessaloniki, Greece Journal of Traffic and Logistics Engineering (JTLE) Vol, 1, No. 2 December 2013. [2] Takyi Harriet, Kofi Poku. et. al., An assessment of traffic congestion and its effect on productivity in urban Ghana International Journal of Business and Social Science Vol. 4 Issue 3, March 2013. [3] Robert EbihartMsigwa and KemboM.Bwana Parking challenges facing urban cities in Tanzania, China Mathematical Theory and Modeling ISSN 2224-5804 (Paper) ISSN 2225-0522 (Online) Vol.3, No.5, 2013. [4] Dr. Jain, R. K. Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune Metropolitan Region. International Journal of Civil Engineering and Technology, 6 (7), 2015, pp. 69-79. [5] Ashishkumersaha, Md. Rashedulhaque, et. al., Application of traffic management plan a sustainable solution of traffic congestions in pabna city, Bangladesh International Journal of Recent Development in Engineering and Technology ISSN 2347-6435(Online), Volume 1, Issue 3, December 2013. [6] Harish H.S. and Suresha S.N Studies on mobility Indicators and the effect of congestion reduction measures on the movement of vehicular traffic in Bangalore city using micro simulation software The International Journal of Engineering And Science (IJES) ISSN: 2319-1813 ISBN: 2319-1805 Volume- 2 Issue 1 June-2013. [7] S.M.Subash, K.Chandrabose, U.Umamaheshwari and T.Maharajan, Feasibility Study of Metro Transport: Case Study Madurai. International Journal of Civil Engineering and Technology, 4 (4), 2013, pp. 72-83. [8] Olusina, J.O. and Samson, A.P. Determination of predictive models for traffic congestion in lagos metropolis International Journal of Engineering and Applied Sciences ISSN2305-8269 Vol. 5 Issue 2, July 2014. http://www.iaeme.com/ijciet/index.asp 531 editor@iaeme.com