7.

TRAFFIC SURVEY AND ANALYSIS

7.1. INTRODUCTION
7.1.1 BACKGROUND
Traffic surveys are a fundamental constituent of a comprehensive traffic and transportation study.
Assessment of existing traffic and travel characteristics is extremely important for developing a
precise traffic and transportation plan.

The construction of about 700 km long Jalandhar – Moga – Bhatinda – Kishangarh - Ajmer Express
Highway is one of these proposed highways which have been identified for implementation under
this programme. The NHAI as employer and executing agency has commissioned the services of
Intercontinental Consultants and Technocrats Private limited (ICT) in joint venture with Consulting
Engineers Group (CEG) Ltd, for carrying out consultancy services for preparation of Detailed
Project Report for Jalandhar – Moga – Bhatinda – Kishangarh - Ajmer expressway under this
programme.

7.1.2 STRUCTURE OF THE TRAFFIC REPORT

Traffic survey report includes detailed study on traffic surveys, data collection of different surveys
performed, evaluation and analysis of collected data.

It mainly consists of Five Sections and is described below:

Section 1: Traffic survey

Section 2: Traffic Data analysis
Section 3: Development of Transport demand model
Section 4: Traffic Forecast
Section 5: Conclusion and Recommendation

7.2 TRAFFIC SURVEY

7.2.1 PLANNING OF TRAFFIC SURVEY

Traffic survey stations for carrying out various traffic surveys such as Videography Traffic Volume
Count (CVC), Axle Load Survey, and Origin-Destination survey were selected considering the
following parameters:
 The location of stations represents the traffic homogeneous sections.
 The locations identified based on the network study.

7.2.2 SCHEDULE OF PRIMARY SURVEYS

To capture traffic flow characteristics and travel pattern of users passing through the project road,
the following primary traffic surveys were conducted.
 Videography Traffic Volume Count Survey (CVC)
 Origin-Destination Survey (OD)
 Axle Load Survey (AXL)
The traffic survey locations are presented in Table 7.1.

Table7.2: Traffic Survey Locations

Survey Duratio
Sl.
Location Locations Type of Survey n in Date on Survey Performed
No
No Days

1 18 Siwani to Rajgarh CVC 7 11-11-2017 to 17-11-2017

CVC 7 11-11-2017 to 17-11-2017
2 19 Rajgarh to Churu Axle Load 2 16-11-2017 to 17-11-2017
Origin Destination 1 16-11-2017
CVC 7 10-11-2017 to 16-11-2017
3 20 Nohar to Sahawa
Origin Destination 1 11-11-2017
Sahawa to
4 21 Taranagar
CVC 7 10-11-2017 to 16-11-2017
CVC 7 10-11-2017 to 16-11-2017
5 22 Taranagar to Churu Axle Load 2 13-11-2017 to 14-11-2017
Origin Destination 1 13-11-2017
6 23 Churu to Fatehpur CVC 7 07-11-2017 to 13-11-2017

CVC 7 07-11-2017 to 13-11-2017

7 24 Fatehpur to Sikar Axle Load 2 09-11-2017 to 10-11-2017
Origin Destination 1 09-11-2017
CVC 7 08-11-2017 to 14-11-2017
Sikar to Kuchaman
8 25
City
Axle Load 2 13-11-2017 to 14-11-2017
Origin Destination 1 13-11-2017
Kuchaman city to
9 26 Makrana
CVC 7 08-11-2017 to 14-11-2017
CVC 7 21-11-2017 to 27-11-2017
Makrana to
10 27
Roopangarh
Axle Load 2 23-11-2017 to 24-11-2017
Origin Destination 1 23-11-2017
Roopangarh to
11 28 Kishangarh
CVC 7 21-11-2017 to 27-11-2017
Kishangarh to
12 29 Ajmer
CVC 7 20-11-2017 to 26-11-2017
CVC 7 08-11-2017 to 14-11-2017
Rawatsar to
13 30
Sardarshahar
Axle Load 2 09-11-2017 to 10-11-2017
Origin Destination 1 09-11-2017
CVC 7 08-11-2017 to 14-11-2017
Sardarshahar to
14 31
Ratangarh
Axle Load 2 12-11-2017 to 13-11-2017
Origin Destination 1 03-11-2017
CVC 7 11-11-2017 to 17-11-2017
Ratangarh - Ladnu
15 32
- Didwana
Axle Load 2 15-11-2017 to 16-11-2017
Origin Destination 1 15-11-2017
CVC 7 13-11-2017 to 19-11-2017
Didwana -
16 33
Kuchman
Axle Load 2 18-11-2017 to 19-11-2017
Origin Destination 1 18-11-2017
 Survey Duratio
Sl.
Location Locations Type of Survey n in Date on Survey Performed
No
No Days

Suratgarh to
17 37 Bikaner
CVC 3 20-11-2017 to 22-11-2017
Ajmer to Merta CVC 3 20-11-2017 to 22-11-2017
18 38
City Origin Destination 1 20-11-2017
Kishangarh to CVC 3 20-11-2017 to 22-11-2017
19 39
Jaipur Origin Destination 1 22-11-2017

7.2.3 Survey Methodology and Conduct of Surveys

Video based Count and Classification:

Videography Classified Traffic Volume Count Survey was conducted at 16 locations, each location
representing mid-block count station for different homogeneous sections of the project road. The
videography was conducted for 7-day and 3-day durations at different locations (as mention in Table
7.1) to capture traffic in each direction. The cameras used for videography has infrared night vision,
so that the traffic netted during night is visible.

The video cameras were mounted on 12 feet high tripods, so that there is no occlusion in captured
videos. The video streams were stored continuously in a DVR, and for safety, every hour video was
saved in an external hard disk / pen drive.
Care was taken to ensure -
i. No vehicles are stopped in front of camera and no obstruction interrupts the video streams.
ii. There is continuous power supply to cameras and DVRs
iii. Sufficient shade is provided to protect cameras from adverse climate.
iv. Extra cameras, DVRs, etc., were maintained at site so that the video capture is continuous
and uninterrupted.

The video captured was processed at the laboratory for classifying the vehicles (through an image
processing software) based on the pre-decided vehicle categories in intervals of one hour. The
software used for classifying vehicles will store images of detected and classified vehicles in
different categories. Each image has time, date and vehicle type in its file name.

Following photographs depicts the site arrangement made for the traffic counts.

IMAGES

Validation of Traffic Count and Classification

The count and classification was correlated to get an accurate and reliable traffic count and
classification in all conditions. The processed video was annotated through software. The annotated
video contains category types of vehicles superimposed on the video (for example, when a 2-axle
Truck passes through the vision of the camera, the annotated video displays the text of “2-axle
Truck”). This enables review of vehicle count as well as classification at a later date – without
counting the vehicles again. For ready reference a sample of screen shots of post processed images is
shown below.
 IMAGES

Origin-Destination (O-D) Survey

The primary objective of O-D Survey is to study travel patterns of goods and passenger traffic along
the study corridor. The results have also been useful for identifying the influence area of the project
road, estimating the growth rates of traffic and planning the tolling strategies and for locating the toll
plazas on the most viable section of the project road.

The O-D survey was carried out for one day (24 hours) at twelve locations shown in
Table 7.1, simultaneously along with the Videography based classified traffic volume counts.
Roadside interview method was adopted for the survey. The vehicles were stopped on random
sample basis with the help of police, and trained enumerators interviewed the drivers to obtain the
required data. During the surveys the information pertaining to trip length, commodity types, loading
pattern and trip purpose as applicable for various vehicle types were recorded.

Axle Load Survey

Axle Load Survey was carried out for 2 days (48 hours) at nine locations on the project road. The
main purpose for carrying out the survey was to assess the overloading pattern on the corridor and to
estimate Vehicle Damage Factor based on the commercial (Heavy) vehicle volume which is using
the road.

During the survey, Axle load of commercial vehicles, i.e. LCVs, 2-Axle, 3-Axle, Multi Axle Trucks
and Buses, were weighed on random sampling basis. The vehicles were stopped with the help of
police and the drivers were directed to stop their vehicles in such a way that wheel of each axle can
be weighed using portable Axle Load Weighing Pad. The readings were recorded by trained
enumerators for each axle separately.

7.2.4 Secondary Data

Secondary data related to Project Stretch are collected from various authorities, institution etc. and
reviewed for understanding the Project Stretch. Following are the list of relevant documents
collected, reviewed in this study.
i. Fuel data
ii. Toll Data
7.3 TRAFFIC DATA ANALYSIS
7.3.1 Analysis of Traffic Volume Count

Classified traffic volume count surveys were conducted at 16 locations by videography, in

accordance with IRC: 9-1972. The PCU values adopted are as follows:

Adopted PCU values for Project section

Fast Vehicles Slow Vehicles

PCU
Vehicle Group Vehicle Group PCU Factor
Factor
Car, Jeep, Van, Taxi and Utility Vehicles 1.0 Bi-cycle 0.5
Auto Rickshaw / Tempo 1.0 Cycle-Rickshaw 2.0
2 Wheelers 0.5 Animal Drawn 6.0
Mini Bus 1.5 Hand Drawn 3.0
Standard Bus 3.0
Light Commercial Vehicle (LCV) 1.5
2 – Axle Truck 3.0
3 – Axle Truck 3.0
Multi Axle Truck (4 and above)/ HCM/EME 4.5
Agriculture Tractor without Trailer 1.5
Agriculture Tractor with Trailer 4.5

The detailed Traffic Volume count data and analysis are given in Appendix-4.1 (Volume-II, Part-
I). The counts observed at the toll locations have been analyzed for the following:
 Average Daily Traffic (ADT)
 Traffic Composition
 Daily Variation of Traffic
 Hourly Variation of Traffic
 Annual Average Daily Traffic (AADT)

Average Daily Traffic

The average value of Traffic Volume Count Data for 7 days and 3 days count at different location
has been calculated to determine the Average Daily Traffic (ADT). The Average Daily Traffic
(ADT) in terms of Vehicles and PCU for both directions traffic is shown in Table 4.4 given below:

Average Daily Traffic (ADT)

 Survey Location No- 18
Siwani - Rajgarh
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 519 260
3 Wheeler 6 6
Passenger Car 1700 1700
Mini Bus 14 21
Standard Bus 115 345
LCV 780 1170
2-Axle 226 678
3-Axle 643 1929
MAV (4 to 6) 1255 5648
OSV (7++ Axle) 1 5
HCM/EME 0 0
Tractors-With Trailer 129 581
Tractors-Without Trailer 1 2
Bi-Cycle 0 0
Cycle-Rickshaw 0 0
Animal-Drawn 3 18
Hand-Drawn 0 0
Exempted Vehicle 2  
Total Commercial Traffic 2905 9429
Total Tollable Traffic 4734 11495
Total Traffic 5394 12361
Table No. :

Survey Location No- 19

Rajgarh - Churu
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 515 258
3 Wheeler 48 48
Passenger Car 1121 1121
Mini Bus 14 21
Standard Bus 111 333
LCV 768 1152
2-Axle 191 573
3-Axle 609 1827
MAV (4 to 6) 1250 5625
OSV (7++ Axle) 2 9
HCM/EME 0 0
Tractors-With Trailer 56 252
Tractors-Without Trailer 5 8
Bi-Cycle 1 1
Cycle-Rickshaw 0 0
Animal-Drawn 4 23
Hand-Drawn 0 0
Exempted Vehicle 11 0
Total Commercial Traffic 2820 9186
Total Tollable Traffic 4066 10661
Total Traffic 4706 11250
Table No. :

Survey Location No- 20

Nohar- Sahawa
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 419 210
3 Wheeler 0 0
Passenger Car 417 417
Mini Bus 6 9
Standard Bus 57 171
LCV 340 510
2-Axle 23 69
3-Axle 51 153
MAV (4 to 6) 14 63
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 106 477
Tractors-Without Trailer 0 0
Bi-Cycle 0 0
Cycle-Rickshaw 0 0
Animal-Drawn 4 27
Hand-Drawn 0 0
Exempted Vehicle 0 0
Total Commercial Traffic 428 795
Total Tollable Traffic 908 1392
Total Traffic 1438 2105
Table No. :

Survey Location No-21

Sahawa - Taranagar
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 394 197
3 Wheeler 1 1
Passenger Car 445 445
Mini Bus 9 14
Standard Bus 96 288
LCV 294 441
2-Axle 23 69
3-Axle 38 114
MAV (4 to 6) 9 41
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 19 86
Tractors-Without Trailer 2 3
Bi-Cycle 0 0
Cycle-Rickshaw 0 0
Animal-Drawn 1 3
Hand-Drawn 0 0
Exempted Vehicle 0 0
Total Commercial Traffic 364 665
Total Tollable Traffic 914 1411
Total Traffic 1331 1701
Table No. :

Survey Location No- 22

Taranagar- churu
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 360 180
3 Wheeler 5 5
Passenger Car 364 364
Mini Bus 8 12
Standard Bus 65 195
LCV 199 299
2-Axle 6 18
3-Axle 10 30
MAV (4 to 6) 13 59
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 7 32
Tractors-Without Trailer 3 5
Bi-Cycle 1 0
Cycle-Rickshaw 0 1
Animal-Drawn 2 10
Hand-Drawn 0 0
Exempted Vehicle 1 0
Total Commercial Traffic 228 405
Total Tollable Traffic 665 976
Total Traffic 1043 1208
Table No. :

Survey Location No- 23

Churu- Fatehpur
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 1360 680
3 Wheeler 83 83
Passenger Car 2363 2363
Mini Bus 37 56
Standard Bus 285 855
LCV 624 936
2-Axle 346 1038
3-Axle 514 1542
MAV (4 to 6) 1059 4766
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 42 189
Tractors-Without Trailer 8 12
Bi-Cycle 2 1
Cycle-Rickshaw 1 1
Animal-Drawn 1 9
Hand-Drawn 0 0
Exempted Vehicle 7 0
Total Commercial Traffic 2543 8282
Total Tollable Traffic 5228 11555
Total Traffic 6732 12530
Table No. :

Survey Location No- 24

Fatehpur -Sikar
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 1599 800
3 Wheeler 102 102
Passenger Car 3825 3825
Mini Bus 53 80
Standard Bus 701 2104
LCV 1078 1618
2-Axle 379 1138
3-Axle 480 1439
MAV (4 to 6) 510 2296
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 110 497
Tractors-Without Trailer 17 26
Bi-Cycle 7 3
Cycle-Rickshaw 1 2
Animal-Drawn 4 25
Hand-Drawn 0 1
Exempted Vehicle 26 0
Total Commercial Traffic 2448 6491
Total Tollable Traffic 7028 12500
Total Traffic 8895 13956
Table No. :

Survey Location No- 25

Sikar- Kuchaman
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 642 321
3 Wheeler 24 24
Passenger Car 969 969
Mini Bus 12 18
Standard Bus 57 171
LCV 298 447
2-Axle 249 747
3-Axle 410 1230
MAV (4 to 6) 570 2565
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 62 279
Tractors-Without Trailer 24 36
Bi-Cycle 3 2
Cycle-Rickshaw 0 0
Animal-Drawn 1 6
Hand-Drawn 0 0
Exempted Vehicle 1 0
Total Commercial Traffic 1527 4989
Total Tollable Traffic 2565 6147
Total Traffic 3322 6815
Table No. :

Survey Location No- 26

Kuchaman - Makrana
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 3194 1597
3 Wheeler 117 117
Passenger Car 3610 3610
Mini Bus 30 45
Standard Bus 458 1374
LCV 785 1178
2-Axle 539 1617
3-Axle 904 2712
MAV (4 to 6) 1268 5706
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 143 644
Tractors-Without Trailer 20 30
Bi-Cycle 5 3
Cycle-Rickshaw 1 2
Animal-Drawn 1 3
Hand-Drawn 0 0
Exempted Vehicle 12 0
Total Commercial Traffic 3496 11213
Total Tollable Traffic 7594 16242
Total Traffic 11086 18637
Table No. :

Survey Location No- 27

Makrana - Roopnagarh
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 2271 1136
3 Wheeler 40 40
Passenger Car 2837 2837
Mini Bus 22 33
Standard Bus 317 951
LCV 39 59
2-Axle 506 1518
3-Axle 906 2718
MAV (4 to 6) 1175 5288
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 45 203
Tractors-Without Trailer 5 8
Bi-Cycle 1 0
Cycle-Rickshaw 0 0
Animal-Drawn 0 0
Hand-Drawn 0 0
Exempted Vehicle 0 0
Total Commercial Traffic 2626 9582
Total Tollable Traffic 5802 13403
Total Traffic 8164 14789
Table No. :

Survey Location No- 28

Roopangarh - Kishangarh
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 2418 1209
3 Wheeler 43 43
Passenger Car 3414 3414
Mini Bus 21 31
Standard Bus 301 903
LCV 30 45
2-Axle 653 1958
3-Axle 731 2192
MAV (4 to 6) 1475 6638
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 54 244
Tractors-Without Trailer 6 9
Bi-Cycle 2 1
Cycle-Rickshaw 0 0
Animal-Drawn 0 1
Hand-Drawn 0 0
Exempted Vehicle 0 0
Total Commercial Traffic 2889 10833
Total Tollable Traffic 6624 15181
Total Traffic 9148 16687
Table No. :

Survey Location No- 29

Kishangarh - Ajmer
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 6217 3109
3 Wheeler 311 311
Passenger Car 11036 11036
Mini Bus 147 221
Standard Bus 1372 4116
LCV 2027 3041
2-Axle 742 2226
3-Axle 1085 3255
MAV (4 to 6) 5974 26883
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 136 612
Tractors-Without Trailer 12 18
Bi-Cycle 11 6
Cycle-Rickshaw 2 3
Animal-Drawn 1 3
Hand-Drawn 0 0
Exempted Vehicle 51 0
Total Commercial Traffic 9828 35405
Total Tollable Traffic 22383 50777
Total Traffic 29124 54839
Table No. :

Survey Location No- 30

Rawatsar- Saradarshahar
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 452 226
3 Wheeler 11 11
Passenger Car 1540 1540
Mini Bus 11 17
Standard Bus 226 678
LCV 25 38
2-Axle 131 393
3-Axle 474 1422
MAV (4 to 6) 664 2988
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 146 657
Tractors-Without Trailer 21 32
Bi-Cycle 2 1
Cycle-Rickshaw 0 0
Animal-Drawn 1 4
Hand-Drawn 0 0
Exempted Vehicle 13 0
Total Commercial Traffic 1294 4841
Total Tollable Traffic 3071 7075
Total Traffic 3716 8006
Table No. :

Survey Location No- 31

Sardarshahar - Ratangarh
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 361 180
3 Wheeler 36 36
Passenger Car 1704 1704
Mini Bus 15 22
Standard Bus 316 947
LCV 107 161
2-Axle 126 378
3-Axle 601 1803
MAV (4 to 6) 695 3126
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 14 64
Tractors-Without Trailer 6 9
Bi-Cycle 2 1
Cycle-Rickshaw 0 0
Animal-Drawn 0 3
Hand-Drawn 0 0
Exempted Vehicle 11 0
Total Commercial Traffic 1529 5467
Total Tollable Traffic 3563 8140
Total Traffic 3995 8435
Table No. :

Survey Location No- 32

Ratangarh-Ladnu-Didiwana
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 403 202
3 Wheeler 9 9
Passenger Car 1092 1092
Mini Bus 5 8
Standard Bus 122 366
LCV 55 83
2-Axle 208 624
3-Axle 542 1626
MAV (4 to 6) 672 3024
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 34 153
Tractors-Without Trailer 13 20
Bi-Cycle 0 0
Cycle-Rickshaw 0 0
Animal-Drawn 1 7
Hand-Drawn 0 0
Exempted Vehicle 1 0
Total Commercial Traffic 1477 5357
Total Tollable Traffic 2696 6822
Total Traffic 3157 7212
Table No. :

Survey Location No- 33

Didwana- kuchaman
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 1496 748
3 Wheeler 36 36
Passenger Car 1451 1451
Mini Bus 22 33
Standard Bus 228 684
LCV 143 215
2-Axle 120 360
3-Axle 393 1179
MAV (4 to 6) 772 3474
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 69 311
Tractors-Without Trailer 9 14
Bi-Cycle 1 0
Cycle-Rickshaw 7 13
Animal-Drawn 5 32
Hand-Drawn 0 0
Exempted Vehicle 0 0
Total Commercial Traffic 1428 5228
Total Tollable Traffic 3129 7396
Total Traffic 4752 8549
Table No. :

Survey Location No- 37

Suratgarh- Bikaner
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 310 155
3 Wheeler 25 25
Passenger Car 1260 1260
Mini Bus 10 15
Standard Bus 198 594
LCV 629 944
2-Axle 245 735
3-Axle 674 2022
MAV (4 to 6) 2031 9140
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 129 581
Tractors-Without Trailer 63 95
Bi-Cycle 4 2
Cycle-Rickshaw 0 0
Animal-Drawn 8 50
Hand-Drawn 0 1
Exempted Vehicle 24 0
Total Commercial Traffic 3579 12840
Total Tollable Traffic 5047 14709
Total Traffic 5611 15617
Table No. :

Survey Location No- 38

Ajmer -Merta City
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 2261 1131
3 Wheeler 9 9
Passenger Car 2434 2434
Mini Bus 26 39
Standard Bus 323 969
LCV 619 929
2-Axle 137 411
3-Axle 176 528
MAV (4 to 6) 653 2939
OSV (7++ Axle) 0 0
HCM/EME 0 0
Tractors-With Trailer 70 315
Tractors-Without Trailer 15 23
Bi-Cycle 1 1
Cycle-Rickshaw 0 0
Animal-Drawn 0 0
Hand-Drawn 0 0
Exempted Vehicle 4 0
Total Commercial Traffic 1585 4806
Total Tollable Traffic 4368 8248
Total Traffic 6728 9726
Table No. :

Survey Location No- 39

Kishangarh-Jaipur
Categories
ADT (Both Direction)
Vehicles PCU
2 Wheeler 2254 1127
3 Wheeler 110 110
Passenger Car 4624 4624
Mini Bus 59 89
Standard Bus 491 1473
LCV 1338 2007
2-Axle 852 2556
3-Axle 1792 5376
MAV (4 to 6) 4388 19746
OSV (7++ Axle) 3 14
HCM/EME 3 14
Tractors-With Trailer 57 257
Tractors-Without Trailer 11 17
Bi-Cycle 3 2
Cycle-Rickshaw 3 5
Animal-Drawn 0 2
Hand-Drawn 0 0
Exempted Vehicle 23 0
Total Commercial Traffic 8376 29712
Total Tollable Traffic 13547 35884
Total Traffic 16011 37417

It is proximity of Allahabad district. The total traffic is seen to be continuously increasing as

we move from Raebareli to Allahabad. The increase in the traffic from km 104+000 to km
140+000 is due to converging traffic from Kanpur and Fatehpur via SH-38 near Unchahar
(km 114+000) on the project road. Further, the traffic increases from km 140+000 to km
179+500 due to proximity of Allahabad district.observed that the total traffic at km 179+500
is maximum of the three locations due to the

4.1.1 Traffic Composition

The composition of traffic for each survey location in terms of ADT (Nos.) & percentage is
as given below:

Table 4.7.3-1: Traffic Composition

Survey Location No- 18 Survey Location No- 19

Categories Siwani - Rajgarh Rajgarh - Churu
Vehicles % Vehicles %
2 Wheeler 519 9.62 515 10.94
3 Wheeler 6 0.11 48 1.02
Passenger Car 1700 31.51 1121 23.82
Mini Bus 14 0.26 14 0.30
Standard Bus 115 2.13 111 2.36
LCV 780 14.46 768 16.32
2-Axle 226 4.19 191 4.06
3-Axle 643 11.92 609 12.94
MAV & Above 1256 23.28 1252 26.60
Others 132 2.45 72 1.53
Slow Moving Vehicles 3 0.06 5 0.11
Total Traffic 5394 100% 4706 100%

Survey Location No- 20 Survey Location No- 21

Categories Nohar- Sahawa Sahawa - Taranagar
Vehicles % Vehicles %
2 Wheeler 419 29.14 394 29.61
3 Wheeler 0 0.00 1 0.08
Passenger Car 417 29.00 445 33.44
Mini Bus 6 0.42 9 0.68
Standard Bus 57 3.96 96 7.21
LCV 340 23.65 294 22.09
2-Axle 23 1.60 23 1.73
3-Axle 51 3.55 38 2.86
MAV & Above 14 0.97 9 0.68
Others 106 7.39 21 1.59
Slow Moving Vehicles 4 0.31 1 0.04
Total Traffic 1438 100% 1331 100%
 Survey Location No- 22 Survey Location No- 23
Categories Taranagar- churu Churu- Fatehpur
Vehicles % Vehicles %
2 Wheeler 360 34.50 1360 20.20
3 Wheeler 5 0.48 83 1.23
Passenger Car 364 34.88 2363 35.10
Mini Bus 8 0.77 37 0.55
Standard Bus 65 6.23 285 4.23
LCV 199 19.07 624 9.27
2-Axle 6 0.58 346 5.14
3-Axle 10 0.96 514 7.64
MAV & Above 13 1.25 1059 15.73
Others 11 1.03 57 0.85
Slow Moving Vehicles 3 0.26 4 0.06
Total Traffic 1043 100% 6732 100%

Survey Location No- 24 Survey Location No- 25

Categories Fatehpur -Sikar Sikar- Kuchaman
Vehicles % Vehicles %
2 Wheeler 1599 17.98 642 19.33
3 Wheeler 102 1.14 24 0.72
Passenger Car 3825 43.01 969 29.17
Mini Bus 53 0.60 12 0.36
Standard Bus 701 7.89 57 1.72
LCV 1078 12.12 298 8.97
2-Axle 379 4.27 249 7.50
3-Axle 480 5.39 410 12.34
MAV & Above 510 5.74 570 17.16
Others 154 1.73 87 2.61
Slow Moving Vehicles 12 0.14 4 0.12
Total Traffic 8895 100% 3322 100%
 Survey Location No- 26 Survey Location No- 27
Categories Kuchaman - Makrana Makrana - Roopnagarh
Vehicles % Vehicles %
2 Wheeler 3194 28.81 2271 27.82
3 Wheeler 117 1.06 40 0.49
Passenger Car 3610 32.56 2837 34.75
Mini Bus 30 0.27 22 0.27
Standard Bus 458 4.13 317 3.88
LCV 785 7.08 39 0.48
2-Axle 539 4.86 506 6.20
3-Axle 904 8.15 906 11.10
MAV & Above 1268 11.44 1175 14.39
Others 175 1.58 50 0.61
Slow Moving Vehicles 7 0.06 1 0.01
Total Traffic 11086 100% 8164 100%

Survey Location No- 28 Survey Location No- 29

Categories Roopangarh - Kishangarh Kishangarh - Ajmer
Vehicles % Vehicles %
2 Wheeler 2418 26.43 6217 21.35
3 Wheeler 43 0.47 311 1.07
Passenger Car 3414 37.32 11036 37.89
Mini Bus 21 0.22 147 0.50
Standard Bus 301 3.29 1372 4.71
LCV 30 0.33 2027 6.96
2-Axle 653 7.14 742 2.55
3-Axle 731 7.99 1085 3.73
MAV & Above 1475 16.13 5974 20.51
Others 60 0.66 199 0.68
Slow Moving Vehicles 2 0.03 14 0.05
Total Traffic 9148 100% 29124 100%
 Survey Location No- 30 Survey Location No- 31
Categories Rawatsar- Saradarshahar Sardarshahar - Ratangarh
Vehicles % Vehicles %
2 Wheeler 452 12.16 361 9.03
3 Wheeler 11 0.30 36 0.91
Passenger Car 1540 41.44 1704 42.66
Mini Bus 11 0.30 15 0.36
Standard Bus 226 6.08 316 7.90
LCV 25 0.67 107 2.68
2-Axle 131 3.53 126 3.16
3-Axle 474 12.75 601 15.04
MAV & Above 664 17.87 695 17.38
Others 180 4.84 32 0.80
Slow Moving Vehicles 2 0.07 3 0.08
Total Traffic 3716 100% 3995 100%

Survey Location No- 32 Survey Location No- 33

Categories Ratangarh-Ladnu-Didiwana Didwana- kuchaman
Vehicles % Vehicles %
2 Wheeler 403 12.77 1496 31.48
3 Wheeler 9 0.29 36 0.76
Passenger Car 1092 34.59 1451 30.54
Mini Bus 5 0.16 22 0.46
Standard Bus 122 3.86 228 4.80
LCV 55 1.74 143 3.01
2-Axle 208 6.59 120 2.53
3-Axle 542 17.17 393 8.27
MAV & Above 672 21.29 772 16.25
Others 48 1.51 78 1.64
Slow Moving Vehicles 1 0.04 13 0.26
Total Traffic 3157 100% 4752 100%
 Survey Location No- 37 Survey Location No- 38
Categories Suratgarh- Bikaner Ajmer -Merta City
Vehicles % Vehicles %
2 Wheeler 310 5.52 2261 33.61
3 Wheeler 25 0.45 9 0.13
Passenger Car 1260 22.46 2434 36.18
Mini Bus 10 0.18 26 0.39
Standard Bus 198 3.53 323 4.80
LCV 629 11.21 619 9.20
2-Axle 245 4.37 137 2.04
3-Axle 674 12.01 176 2.62
MAV & Above 2031 36.20 653 9.71
Others 216 3.85 89 1.32
Slow Moving Vehicles 13 0.23 1 0.01
Total Traffic 5611 100% 6728 100%

Survey Location No- 39

Categories Kishangarh-Jaipur
Vehicles %
2 Wheeler 2254 14.08
3 Wheeler 110 0.69
Passenger Car 4624 28.88
Mini Bus 59 0.37
Standard Bus 491 3.07
LCV 1338 8.36
2-Axle 852 5.32
3-Axle 1792 11.19
MAV & Above 4394 27.44
Others 91 0.57
Slow Moving Vehicles 6 0.04
Total Traffic 16011 100%

From the above data it is understood that at all the locations 50% to 70% traffic composes
of 2 Wheelers, 3 Wheelers & Cars, while 10% to 30% is commercial traffic. The traffic
composition in terms of percentage at all the survey locations follows as:

CVC for Survey Location 18 – Siwani to Rajgarh

 Figure 4.1: Traffic Composition at Siwani – Rajgarh

CVC for Survey Location 19 – Rajgarh – Churu

 Figure 4.2: Traffic Composition at Rajgarh – Churu

CVC for Survey Location 20 – Nohar – Sahawa

CVC for Survey Location 21 – Sahawa - Taranagar

CVC for Survey Location 22 – Taranagar – Churu

CVC for Survey Location 23 – Churu – Fatehpur

CVC for Survey Location 24 – Fatehpur – Sikar

CVC for Survey Location 25 – Sikar - Kuchaman

CVC for Survey Location 26 – Kuchaman – Makrana

CVC for Survey Location 27 – Makrana - Roopangarh

CVC for Survey Location 28 – Roopangarh - Kishangarh

CVC for Survey Location 29 - Kishangarh – Ajmer

CVC for Survey Location 30 - Rawatsar – Sardarshahar

CVC for Survey Location 31 - Sardarshahar - Ratangarh

CVC for Survey Location 32 - Ratangarh – Didwana

CVC for Survey Location 33 - Didwana - Kuchaman

CVC for Survey Location 37 - Suratgarh - Bikaner

CVC for Survey Location 38 - Ajmer – Merta City

CVC for Survey Location 39- Kisangarh – Jaipur

Daily Variation

The direction wise daily variation of traffic at all the locations with respect to 7 days and 3
days average follows as:

Daily variation of traffic in Vehicles and PCU :

Location 18: Siwani to Rajgarh

Figure 4.3: Direction wise daily variation of traffic at Location 18 (Siwani -Rajgarh)
Location 19 Rajgarh to Churu

Figure 4.4: Direction wise daily variation of traffic at Location 19 (Rajgarh - Churu)

Location 20 Nohar to Sahawa

Figure 4.5: Direction wise daily variation of traffic at Location 20 (Nohar - Sahawa)

Location 21 Sahawa to Taranagar

Figure 4.6: Direction wise daily variation of traffic at Location 21 (Sahawa -

Taranagar)
Location 22 Taranagar to Churu

Figure 4.7: Direction wise daily variation of traffic at Location 22 (Taranagar - Churu)

Location 23 Churu to Fatehpur

Figure 4.8: Direction wise daily variation of traffic at Location 23 (Churu – Fatehpur)

Location 24 Fatehpur to Sikar

Figure 4.9: Direction wise daily variation of traffic at Location 24 (Fatehpur – Sikar )
Location 25 Sikar to Kuchaman

Location 26 Kuchaman to Makrana

Location 27 Makrana to Roopangarh

Location 28 Roopangarh to Kishangarh

Figure 4.10: Direction wise daily variation of traffic at Location 28 (Roopangarh-

Kishangarh)

Location 29 Kishangarh to Ajmer

Location 30 Rawatsar to Sardarshahar

Location 31 Sardarshahar to Ratangarh

Location 32 Ratangarh-Ladnu- Didwana

Location 33 Didwana- Kuchaman

Figure 4.11: Direction wise daily variation of traffic at Location 33 (Didwana -

Kuchaman)

Location 37 Suratgarh – Bikaner

Figure 4.12: Direction wise daily variation of traffic at Location 37(Suratgarh -

Bikaner)

Location 38 – Ajmer – Merta city

Figure 4.13: Direction wise daily variation of traffic at Location 37 (Ajmer – Merta
City)
Location 39 – Kishangarh - Jaipur

Figure 4.14: Direction wise daily variation of traffic at Location39 (Kishangarh-

Jaipur)
Hourly variation of traffic :

Location 18 Siwani to Rajgarh

Location 19 Rajgarh to Churu

Location 20 Nohar to Sahawa

Location 21 Sahawa to Taranagar

Location 22 Taranagar to Churu

Location 23 Churu to Fatehpur

Location 24 Fatehpur to Sikar

Location 25 Sikar to Kuchaman

Location 26 Kuchaman to Makrana

Location 27 Makrana to Roopangarh

Location 28 Roopangarh to Kishangarh

Location 29 Kishangarh to Ajmer

Location 30 Rawatsar to Sardarshahar

Location 31 Sardarshahar to Ratangarh

Location 32 Ratangarh-Ladnu- Didwana

Location 33 Didwana- Kuchaman

Location 37: Suratgarh – Bikaner

Location 38 – Ajmer – Merta city

Location 39 – Kishangarh - Jaipur
CVC-3 (km 179+500)
Figure 4.15: Traffic Composition at km 179+500

4.1.2 Daily Variation

The direction wise daily variation of traffic at all the locations with respect to 7 days average
follows as:

Figure 4.16: Direction wise daily variation of traffic at Km 104+000 (Raebareli

-Allahabad)
Figure 4.17: Direction wise daily variation of traffic at Km 104+000 (Allahabad -
Raebareli)

Figure 4.18: Direction wise daily variation of traffic at Km 140+000 (Raebareli

-Allahabad)

Figure 4.19: Direction wise daily variation of traffic at Km 140+000 (Allahabad -

Raebareli)
 Figure 4.20: Direction wise daily variation of traffic at Km 179+500 (Raebareli
-Allahabad)

Figure 4.21: Direction wise daily variation of traffic at Km 179+500 (Allahabad -

Raebareli)

4.1.3 Hourly Variation

The hourly variation graphs for all the survey locations are as follows:
CVC-1 (km 104+000)

Figure 4.22: Hourly Variation of Total Traffic for Both Directions at km 104+000

CVC-2 (km 140+000)

Figure 4.23: Hourly Variation of Total Traffic for Both Directions at km 140+000

CVC-3 (km 179+500)

 Figure 4.24: Hourly Variation of Total Traffic for Both Directions at km
179+500

4.1.4 Directional Distribution

The directional distribution of tollable traffic for UP Direction v/s DN Direction has been
worked out, the directional split follows as:

Table 4.7.3-2: Directional Distribution of Total & Tollable Traffic (%)

S. UP Direction DN Direction
Location
No. (Raebareli - Allahabad) (Allahabad - Raebareli)

Total Traffic – 50% Total Traffic – 50%

1 Km 104+000
Tollable Traffic – 50% Tollable Traffic – 50%

Total Traffic – 52% Total Traffic – 48%

2 Km 140+000
Tollable Traffic – 52% Tollable Traffic – 48%

Total Traffic – 50% Total Traffic – 50%

3 Km 179+500
Tollable Traffic – 49% Tollable Traffic – 51%

The directional distribution graphs for all vehicle categories for each location are as follows:
CVC-1 (km 104+000)

Figure 4.25 : Directional Distribution of Total Traffic for Both Directions at km

104+000

CVC-2 (km 140+000)

Figure 4.26 : Directional Distribution of Total Traffic for Both Directions at km

140+000

CVC-3 (km 179+500)

 Figure 4.27: Directional Distribution of Total Traffic for Both Directions at km
179+500

Annual Average Daily Traffic (AADT)

The calculation for Annual Average Daily Traffic (AADT) is done by multiplying the ADT
values with Seasonal Variation Factors (SVF). Seasonal variation factors by vehicle types
are required to account for variations in the pattern of traffic volume on the project road
sections over different months or seasons of the year. There are various methods of
determining the seasonal factors such as through past traffic count data or secondary data
(fuel sales data or toll plaza data). The past traffic count methodology is useful if it is carried
out round the year, but year round counts are seldom done in India on any road. Therefore,
the seasonal factors are generally calculated through secondary data. The traffic count
data is collected from an existing toll plaza located on Lucknow Raebareli stretch at km
42+500 to calculate the monthly SVF. The data is collected for duration of 12 months from
June 2015 to May 2016. The Average factors thus derived are as follows:

Table 4.7.3-3: Average SVF (June 2015 to May 2016)

Month CAR L.C.V. TRUCK/BUS 3 AXLE MAV

June
July
August
September
October
November
Month CAR L.C.V. TRUCK/BUS 3 AXLE MAV
December
January
February
March
April
May

From the values obtained above, it is understood that the seasonal factors obtained from
toll data are consistent. The traffic survey was done in the month of November 2017, hence
the values considered for Seasonal factor will be from June 2015. The values thus adopted
for all the locations are follows as:

Table 4.7.3-4: Final Adopted SVF

Categories SVF
Car/Jeep
Bus/Truck
LCV
MAV
Others

Applying the factors derived above the Annual Average daily Traffic in Vehicles and PCU
are given below:

Table 4.7.3-5: Annual Average Daily Traffic (AADT)

Section 18 Section 19 Section 20

AADT (Both AADT (Both AADT (Both
Categories Direction) Direction) Direction)
Vehicle Vehicle
PCU PCU Vehicles PCU
s s
2 Wheeler
3 Wheeler
Passenger Car
Mini LCV
Mini Bus
Standard Bus
LCV - 4 Tyre
LCV - 6 Tyre
 Section 18 Section 19 Section 20
AADT (Both AADT (Both AADT (Both
Categories Direction) Direction) Direction)
Vehicle Vehicle
PCU PCU Vehicles PCU
s s
2-Axle
3-Axle
MAV (4 to 6)
OSV (7++ Axle)
HCM/EME
Tractors-With Trailer
Tractors-Without Trailer
Bi-Cycle
Cycle-Rickshaw
Animal-Drawn
Hand-Drawn
Exempted Vehicle
Total Commercial
Traffic
Total Tollable Traffic
Total Traffic

7.3.2 INDENTIFICATION OF HOMOGENEOUS SECTIONS

7.3.3 ANALYSIS OF O-D SURVEY DATA

The O-D survey was conducted at 12 different locations along our project corridor.
Roadside Interview Method was adopted for conducting the survey. The vehicles were
stopped at random under police presence and drivers were interviewed by trained
enumerators to collect the needful information/ data. The pertinent information in respect of
travel characteristics including the following were collected during these interviews:

 Origin and Destination of the trip makers

 Trip length
 Trip Frequency
 Commodity Type and load
 Trip Time

Section-19 Section-20

Figure 4.28: OD Survey Locations

Data Checking

The collected O-D data of all the locations was entered in the computer and checked
manually. Incorrect entries were corrected by cross checking with original field data sheets.
The data were also checked for inconsistencies, and other logical errors, the inappropriate
data has been discarded too. The sample size thus left for both the toll locations for
different categories is as under:

Table 4.7.3-6: % Sample for OD Survey

Category Total Traffic Sample % Sample

Section No. 19

Car/ Taxi 2464 517 21%

Mini Bus 60 51 85%

 Category Total Traffic Sample % Sample

Standard Bus 192 88 46%

LCV 963 183 19%

2 Axle 403 86 21%

3 Axle 410 133 32%

MAV 465 149 32%

km 140+000

Car/ Taxi 2465 747 30%

Mini Bus 16 5 31%

Standard Bus 188 23 12%

LCV 619 154 25%

2 Axle 187 136 73%

3 Axle 948 253 27%

MAV 641 168 26%

Expansion factor for 12 locations to be entered

Zoning System

In order to assess the movement pattern of traffic on the project influence area, a zoning
system has been developed keeping in view the major trip generation & distribution points.
The details of the traffic zones adopted for the study are presented in Table 4.13. The
project influence area mainly comprises of Immediate Influence Area (Zones along project
corridor, i.e. Jalandhar – Moga – Bathinda - Kishangarh- Ajmer), Intermediate Influence
Area (other zones of Punjab, Haryana & Rajasthan) and Broad Influence Area (Rest of the
states).

State OD Zones Zone Code

Amritsar, Maan,Attari, Wagah 1
  Batala, Bhagowal 2
Beas 3
Gurdaspur, Sultanpur 4
 
Nakodar 5
 Punjab
Pathankot 6
Kapurthala 7
  Hoshiarpur 8
  Jalandhar, Rama Mandi 9
  Jagraon 10
 
  Dharmkot, Jalalabad East 11
Moga,Bagha Purana,Rampur Phul 12
State OD Zones Zone Code
  Talwandi Bhai, Lalle 13
  Rupnagar Ropar,Anandpur, Nangal 14
  Patiala,Rajpura 15
Barnala,Mahal - Kalan,Dhanula 16
 
Khanna, Sirhind, Mandi Govindgarh 17
 
Abohar, Killianwali 18
  Ludhiana, Gill,Raikot 19
  Ferozepur,Guru Har Sahai,Sadiq 20
 Punjab Zira 21
Taran taran, Patti,Harike, Makhu 22
  Faridkot, Tehna,Pakka, Dhudhi, Kaler, Misriwala 23
Kot Kapura 24
 
Ramiana, Jaito 25
 
Muktsar Sahib, Doda 26
  Goniana, Nehan Singh wala 27
  Malout,Gidderbaha 28
  Mudki,Chandbaja, Jandwala 29
  Bathinda, Jassi Bagwali,Bucho Mandi,Rampura, Sangria, Bandi, 30
  Sangat
  Nathana,Gidder,kotha guru, Maluka, Bhagta Bhai ka 31
Guru Har Sahai 32
 
Talwandi Sabo 33
 
Mansa,Bhiki ( mansa district) 34
  Bajakhana, Bargari 35
  Chandigarh, Zirakpur 36
  Sangrur, Balad Kalan 37
  Guru govind singh oil refinery near jassi bagwali 38
 
 
 
 
  Mandi Dabwali 39
  Fatehabad,Ratiya 40
  Sirsa 41
Hisar/ Muklan 42
 
Bhuna 43
 
Ellenabad 44
 Haryana Lilas,Siwani,Dariyapur 45
Bahal 46
  Hansi 47
  Rewari/Narnol 48
 
  Jind 49
  Yamuna nagar 50
Rohtak 51
State OD Zones Zone Code
  Haryana Gohna/Panipat/Karnal/ Ambala 52
  Gurgaon 53
 
  Ganganagar 54
  Hanumnagarh 55
  Nohar 56
Rawatsar 57
 
Pallu 58
 
Ratngarh 59
  Sardarsahar 60
  Kishangarh Ajmer Nasirabad 61
  Padihara 62
  Chaapar 63
  Suratgarh 64
Bidasar 65
 
Losal 66
 
Choti chapri 67
  Didwana 68
 Rajasthan Daulatpura 69
Salasar 70
  Sujangarh 71
  Kuchaman City 72
  Molasar 73
Manglana, makrana 74
 
Durjana 75
 
Meghana Sahawa 76
  Raisinghnagar 77
  Taranagar 78
  Bhadra 79
  Chalkoi Jori 80
  Fatehpur Kheenwasar 81
Rajgarh 82
 
Sikar and Laxmangarh 83
 
Churu 84
  Merta City 85
  Degana 86
  Sahpura 87
  Gulabpura 88
  Behrunda 89
Dudu 90
 
Jaipur and Bagru 91
 
Pushkar 92
  West Rajasthan- Bikaner, Nokha, Nagaur,Phalodi, Jodhpur, 93
  Barmer, Siwana, Sanchor
  South Rajasthan - Bhilwara, Udaipur, Chittorgarh 94
  East Rajasthan - Kota, Alwar, Bharatpur, Bundi 95
State OD Zones Zone Code
 Rajasthan
 
 
 
  Jammu & Kashmir 701
  Himachal Pradesh 702
  New Delhi 703
Indore/Nagpur/Andhra Pradesh/ Telangana/ Tamil Nadu 704
 Rest of India 
Bhopal / Chattisgarh / Odisha 705
Uttar Pradesh /Uttrakhand /Bihar/Jharkhand/West Bengal 706
Maharashtra/Goa/Karnataka/Kerala 707
Gujarat 708
4.1.5 Commodity Groups

After coding of Origin – Destination data, a variety of commodity movement is found on the
project road, the commodities were categorized and allotted codes as presented in Table
4.14. Due consideration has been given to include all possible commodities and are
categorized into homogenous groups. Composition of commodity movement for all
categories combined is given below in the form of bar charts for each location.

Table 4.7.3-7: Commodity Codes for the Project Road

Commodity
Commodity Type Description
Code
1 Minerals Coal etc.
2 Food Grains Wheat, Rice etc.
3 Cash Crops Cotton, Jute, Tea etc.
Vegetables, Fruits, Fish, Meat, Milk and
4 Perishables Items Milk Products etc.
5 Wood and Forest Products Timber, Furniture etc.
6 Building Materials Brick, Cement, Sand, Lime, Stone, Iron etc.
7 Oil and Natural Gas Petrol, Diesel, Oil, Lubricant etc.
8 Grocery Items Soap, Salt, Sugar, Pulses, Spices etc.
Electronic items, Vehicles, Medicine,
9 Manufacturing Items Leather, Wine, Tobacco, Rubber/ Tyre,
Plastics, Cloth, Paper etc.
10 Others Fertilizer, Rubbish, Animals etc.
11 Empty ------

4.1.6 Expansion Factors and Development of Origin – Destination Matrices

The Origin-Destination details were collected from the trip makers during the O-D survey on
sample basis as stopping and interviewing all the vehicles was not possible. The sample
size varied for different survey locations depending upon the volume of traffic moving on
the road. Sampling rate also varied with the change in traffic flow during different time of
the day at the same location. Care had been taken to eliminate any element of bias in the
sampling method. Since the data was collected on the sample basis, expansion factors are
required to replicate the pattern as reflected in the sample to the total number of vehicular
trips made during the day. These expansion factors are calculated separately for each
class of vehicle. For example if “xc“ is the number of cars interviewed and “Xc“ is the total
number of cars counted during the day, then “Xc/xc“ would be the expansion factor for cars.

OD Matrices are developed to assess the traffic movement pattern. These matrices actually
provide distribution of inter-zonal trip movements for each zone. Multiplying the sample O-D
matrix obtained from the survey data with the expansion factors developed, vehicle wise O-
D matrices for both the survey locations were obtained. Accordingly O/D matrices, by
various vehicle categories, were developed for each of the survey locations. O-D matrices
for different vehicle types for each count station in the project road are presented in
Appendix-4.3 (Volume-II, Part-I). On the basis of O-D matrices, travel pattern of the
vehicles moving on the project road is discussed below.

Travel Pattern

The analysis of travel pattern reveals that about majority of trips are within the project
corridor & within the state and negligible trips to other states. The mode wise distribution of
trips (%) across various regions mentioned above is as follows:

Table 4.7.3-8: Mode wise Distribution of Trips (%) at km 104+000

Standar
d Bus 2- Axle 3- Axle
Zones Car Mini Bus LCV MAV
(Govt. & Truck Truck
Pvt.)

Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%

Table 4.7.3-9: Mode wise Distribution of Trips (%) at km 140+000

Standar
Mini d Bus 2- Axle 3- Axle
Zones Car LCV MAV
Bus (Govt. Truck Truck
& Pvt.)
 Standar
Mini d Bus 2- Axle 3- Axle
Zones Car LCV MAV
Bus (Govt. Truck Truck
& Pvt.)

Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%

Commodity Analysis

The commodity distribution at both the locations followed by the major commodities carried
directionally is mentioned below:

Table 4.7.3-10: Commodity Analysis at km 104+000

S.
Commodity LCV 2 Axle 3 Axle MAV
No.

1 Minerals

2 Food Grains

3 Cash Crops

4 Perishables Items

5 Wood and Forest Products

6 Building Materials

7 Oil and Natural Gas

8 Grocery Items

9 Manufacturing Items

10 Others

11 Empty
 S.
Commodity LCV 2 Axle 3 Axle MAV
No.

100.00 100.00 100.00 100.00

TOTAL
% % % %

Figure 4.29: Commodity distribution at km 104+000

The directional major commodities at km 140+000 are as given below:

Table 4.7.3-11: Major Commodities at km 104+000

Commodity Type LCV 2 Axle 3 Axle MAV

Raebareli to Allahabad
Empty 7.23% 5.56% 17.65% 69.74%
Perishable Products 40.96% 2.78% 8.82% 5.26%
Consumer Products 14.46% 25.00% 25.00% 2.63%
Parcel & Paper Products 13.25% 2.78% 13.24% 7.89%
Automobile Spare Parts & Machinery 2.41% 19.44% 5.88% 2.63%
Miscellaneous 3.61% 11.11% 13.24% 3.95%
TOTAL OF THE ABOVE 81.93% 66.67% 83.82% 92.11%
Allahabad to Raebareli
 Empty 66.67% 46.00% 27.69% 13.70%
Perishable Products 11.11% 4.00% 1.54% 1.37%
Minerals & Ores 2.02% 0.00% 6.15% 9.59%
Building Materials 1.01% 18.00% 21.54% 1.37%
Cement 0.00% 2.00% 3.08% 13.70%
Miscellaneous 3.03% 10.00% 26.15% 43.84%
Total % 83.84% 80.00% 86.15% 83.56%

Note: More than 40% empty LCV and 2 Axle are moving in one direction. It might be due to
change in route by the vehicles.

Table 4.7.3-12: Commodity Analysis @ km 140+000

S.
Frequency LCV 2 Axle 3 Axle MAV
No.
1 Minerals

2 Food Grains

3 Cash Crops

4 Perishables Items

5 Wood and Forest Products

6 Building Materials

7 Oil and Natural Gas

8 Grocery Items

9 Manufacturing Items

10 Others

11 Empty
100.00 100.00 100.00
Total 100.00%
% % %
 Figure 4.30: Commodity Distribution at km 140+000

The directional major commodities at km 140+000 are as given below:

Table 4.7.3-13: Major Commodities at km 140+000

Commodity Type LCV 2 Axle 3 Axle MAV

Raebareli to Allahabad
Empty
Perishable Products
Consumer Products
Food Crops
Petroleum Products
Miscellaneous
TOTAL OF THE ABOVE
Allahabad to Raebareli
Empty
Perishable Products
Minerals & Ores
Building Materials
Parcel & Paper Products
Miscellaneous
TOTAL OF THE ABOVE
Lead Analysis

The O-D survey data has been further analyzed to obtain lead and ranges for various
passenger and goods vehicles. The trip length frequency distribution in terms of proportion
for the selected range is presented in Table 4.21 & Table 4.22.

Table 4.7.3-14: Mode Wise Distribution of Trips by Various Lead Ranges (%) at km
104+000

Trip Length
Car Mini Bus Standard Bus

0-20
20-50
50-250
250-500
500-1000
1000-1500
>1500
Total Vehicles 100.00% 100.00% 100.00%

Trip Length LCV 2 Axle 3 Axle MAV

0-50
50-250
250-500
500-1000
1000-1500
>1500
Total Vehicles 100.00% 100.00% 100.00% 100.00%

Table 4.7.3-15: Mode Wise Distribution of Trips by Various Lead Ranges (%) at km
140+000

Trip Length Car Mini Bus Standard Bus

0-50
50-250
250-500
 Trip Length Car Mini Bus Standard Bus
500-1000
1000-1500
>1500
Total Vehicles 100.00% 100.00% 100.00%

Trip Length LCV 2 Axle 3 Axle MAV

0-25 2.60% 1.47% 1.19% 0.60%
25-50 0.00% 0.74% 0.40% 0.00%
50-100 5.19% 9.56% 12.70% 11.90%
100-150 8.44% 12.50% 6.75% 4.76%
150-200 1.95% 2.94% 1.19% 2.38%
200-300 38.31% 27.94% 15.48% 15.48%
300-400 5.84% 5.88% 6.75% 8.93%
400-500 3.25% 3.68% 3.17% 3.57%
500-700 7.14% 4.41% 5.95% 8.33%
>700 27.27% 30.88% 46.43% 44.05%
Total Vehicles 100.00% 100.00% 100.00% 100.00%

7.3.4 ANALYSIS OF AXLE LOAD SURVEY DATA

The intensity of traffic loading and corresponding damaging of different categories of vehicles is an
important parameter for the design of pavements. The primarily objective of axle load survey is to
determine the Vehicle Damaging Factor (VDF) of commercial vehicles and over loading. The
survey was conducted at 9 locations for 2 days (48 hrs) on random sampling basis to cover
directional traffic for both empty and loaded commercial vehicles using portable weighing pads.

The survey was carried out on random sampling basis to cover directional traffic for both empty and
loaded commercial vehicles, i.e. LCVs, 2-Axle, 3-Axle, Multi Axle Trucks and Buses. The drivers
were directed to stop their vehicles in such a way that wheel of each axle can be weighed using
portable Axle Load Weighing Pad.
 Axle load Survey Image-01 Axle Load Survey Image-02
Figure 4.31: Axle Load Survey Locations

Load Equivalency Factors

Equivalency is a convenient means for indexing the wide spectrum of actual loads to one selected
value, defined as “Equivalent Axle Load (EAL)”. One of the most important and useful products of
AASHTO Road Test was the development of a relationship characterizing the relative damaging
effect of varying axle load on pavements in terms of equivalent 80 kN standard axle load. This
relationship sometimes referred the “Fourth Power” rule has subsequently been verified by studies
reported by several agencies in different countries.

As per the guidelines of IRC: 37-2012, the equations used for computing equivalency factors for
single, tandem & tridem axles are mentioned below:

Single axle with single wheel = (Axle load in kN/65) ^4

Single axle with dual wheel = (Axle load in kN/80) ^4

Tandem axle with dual wheel = (Axle load in kN/148) ^4

Tridem axle with dual wheel = (Axle load in kN/224) ^4

The values mentioned above are in terms of kN which is further converted into kgs, as the collected
load data during the surveys is also in the same unit.

The Total Equivalencies factors are obtained for each category from “Fourth Power” rule as the
product of numbers of vehicles sampled and load equivalency factor.

Total EAL= ∑ ( Number of Vehicles in ea c h weight class ×Load Equivalency Factor of weight Class )
Vehicle Damage Factor

The Vehicle Damaging factor (VDF) is an indexing factor for characterizing the traffic loading of
the road. The VDF can easily be computed from the axle load data, provided sufficiently large and
fairly distributed sample of vehicles are included in the axle load survey. The vehicle damage factor
is a multiplier to convert the number of commercial vehicles of different axle loads and axle
configuration to the number of standard axle load repetitions. It is defined as equivalent number of
standard axle per commercial vehicle. The VDF varies with the vehicle axle configuration, axle
loading scenario and No of traffic. VDF is calculated using following formula:

VDF = Total EAL/ No. of vehicles Weighed

The Vehicle Damage factor calibrated for each location, vehicle type, and direction is given in
Appendix-4.4 (Volume-II, Part-I). The summarized sample and VDF values are presented in
Table 4.23 & Table 4.24 given below.

Table 4.7.3-16: Number of Samples collected

Km 104+000 Km 140+000
Vehicles (Raebareli - (Allahabad - (Raebareli - (Allahabad -
Allahabad) Raebareli) Allahabad) Raebareli)
LCV 89 122 65 86
Bus 22 5 17 9
2T 36 33 47 30
3T 96 85 103 132
MAV 27 38 47 31

Table 4.7.3-17: Calculated VDF

Km 104+000 Km 140+000 Maximum VDF

Vehicles (Raebareli - (Allahabad - (Raebareli - (Allahabad - Km Km
Allahabad) Raebareli) Allahabad) Raebareli) 104+000 140+000
LCV 1.41 0.12 0.53 0.32 1.41 0.53
Bus 0.68 0.32 0.46 0.46 0.68 0.46
2T 2.70 3.40 1.90 2.28 3.40 2.28
3T 3.20 8.50 3.55 5.80 8.50 5.80
MAV 3.84 9.06 4.34 8.26 9.06 8.26
The calculated values are further adopted based on the nature, flow of traffic & directional
movement.

Table 4.7.3-18: Recommended VDF

 Km 104+000 Km 140+000
Vehicles (Raebareli- (Allahabad- (Raebareli- (Allahabad- Remarks
Allahabad) Raebareli) Allahabad) Raebareli)
The value is revised based
LCV 1.41 0.70 0.70 0.70
on the past experience.
At both the locations, the
Bus 0.80 0.80 0.80 0.80 value is revised based on the
past experience.
Values adopted as per the
2T 2.70 3.40 1.90 2.28
findings.
Values adopted as per the
3T 3.20 8.50 3.55 5.80
findings.
Values adopted as per the
MAV 3.84 9.06 4.34 8.26
findings.

7.4 DEVELOPMENT OF TRANSPORT DEMAND MODEL

7.5 TRAFFIC FORECAST

7.5.1 Introduction

Traffic forecasting is at best an approximation, which is based on analysis of available data. Traffic
is generated as a result of the interplay of a number of contributory factors, some of which are
difficult to estimate with their trend in economy. Forecasts of traffic have, therefore, to be
dependent on the forecasts factors such as Vehicle Ownership, Net National Product (NNP), Net
State Domestic Product (NSDP), & Per Capita Income (PCI). Future pattern of change in these
factors can be estimated with only a limited degree of accuracy and hence the forecasting of future
traffic levels cannot be precise. It is necessary to distinguish between the following:

Normal Traffic

Normal traffic is the estimated traffic on a roadway facility due to increase in population, natural
change in land-use and normal socio-economic development in the region or PIA. The normal
growth should be estimated based on the past and envisaged future trend of traffic on the project
corridor or in the influence area. Normal traffic growths and expected to be higher for uncongested
operations but the growth rate declines with increase in congestion level, reaching a self-limiting
equilibrium.

Generated Traffic

Road improvements may attract trips from other routes, modes and encourage longer and more
frequent travel. The additional traffic volumes likely to be generated on project corridor due to road
improvements are termed as generated traffic. Generated traffic may be classified further as diverted
traffic and induced traffic.
Diverted Traffic

It is that component of generated traffic which is the result of shift in route and change of mode.
Diverted traffic could be both positive and negative.

Induced Traffic

It may be defined as an increase in total vehicle-kilometres of travel due to roadway improvements,

which may be due to increase in vehicle-trip frequency and distance, but exclude trips/traffic shifted
from other routes. It is like release of latent demand for travel.

Generated traffic reflects the economic “law of demand” which states that consumption of goods
increase as the price declines. Roadway improvements, that alleviate congestion and reduce
generalized cost of travel, encourage more travel/vehicle use. Depending upon the road network and
socio-economic profile of the PIA, generated traffic may constitute a significant part of the total
future traffic volume.

Keeping in view the above factors, in this study, for estimating growth factors and future traffic,
Elasticity of Transport Demand has been used. This method relies on the correlation between

The past trends in traffic on the project road/Motor Vehicles Registered in the State, and Time series
data of Net National Product (NNP), Net State Domestic Product (NSDP) & Per Capita Income
(PCI).

7.5.2 Secondary Data

The secondary data required for the estimation of traffic growth rate is as follows:

Vehicle Registration data

Socio Economic Indicators Data like NSDP, NNP and PCNSDP/PCI

I. Vehicle Registration Data

The Vehicle registration data of U.P, Bihar, Uttarakhand, Jharkhand, Punjab, Delhi & All India has
been obtained from the Road Transport Year Book published by Transport Research Wing Ministry
of Road Transport & Highways and is summarized in Table 4.27 to Table 4.33.
7.5.3 Elasticity of Transport Demand

Elasticity of transport (traffic) demand is defined as the ratio of percentage change in traffic
to the percentage change in socio-economic parameters. The concept of developing
regression equation is to relate the dependent variable in terms of one or more
independent variables. The registered motor vehicles are dependent variable and socio-
economic parameters are independent variables. The traffic growth rates, by vehicle types
are obtained by using simple regression equation with perspective values of independent
variables. The selection of variables is a function of availability of data and goodness of
statistics (e.g. R-Square, t-value, etc.).

Regression Analysis

The Regression analysis tool performs linear regression analysis by using the "least
squares" method to fit a line through a set of observations. We can analyze how a single
dependent variable is affected by the values of one or more independent variables. In the
present case registered vehicles by type are dependent variables whereas the economic
parameters are independent variables. Once the relation is established by regression,
following are the measures to accept or reject the relation.

 t-statistic

The t-statistic is a measure of how strongly a particular independent variable explains

variations in the dependent variable. The larger the t-statistic, the better the independent
variable’s explanatory power. Next to each t-stat is a P-value. The P-value is used to
interpret the t-stat. In short, the P-value is the probability that the independent variable in
question has nothing to do with the dependent variable. Generally, we look for a P-value of
less than 0.05, which means there is a 5% chance that the independent variable is
unrelated to the dependent variable. If the P-value is higher 0.10, a strong argument can be
made for eliminating this particular independent variable from a model because it isn’t
statistically significant. (Source: http://www.investopedia.com,http://en.wikipedia.org)

 R-Square

R-Square is another measure of the explanatory power of the model. In theory, R-square
compares the amount of the error explained by the model as compared to the amount of
error explained by averages. The higher the R-Square value, stronger is the association.
Regression analysis is performed by developing econometric models, suggested in IRC:
108–2015, using historic vehicle registration data and their representative economic
Indicators, such as PCI for passenger vehicles and NSDP for Freight vehicles
TABLES

TABLES

TABLES

TABLES

TABLES
7.5.4 Traffic Forecast by Econometric Method

7.5.5 Estimation Traffic Forecast

Traffic on the project corridor will comprise of normal, diverted and induced/generated
components. Traffic projections were made by applying the mode-wise growth rates as
discussed above to the base year (2016) traffic. Mode-wise projections are undertaken up
to time horizon year 2046 (30 years).

Normal traffic comprises traffic that is presently observed on the project corridor and will
continue to use the project road in the future. Diverted traffic comprises vehicular traffic that
will get diverted from other parallel roads to project road due to decrease in travel cost over
the project road after the proposed improvement is undertaken. Induced/ generated traffic
comprises that traffic which was non-existent earlier but will get added to the project road
only due to proposed improvements to the existing facility.

Normal traffic projections

AADT observed at survey stations are applied with traffic growth rates to obtain the yearly
mode-wise traffic for the horizon years. Amongst the 3 different scenarios discussed above,
the most likely scenario refers to normal traffic projections. Projected normal traffic
(average of 7 days) on different sections of the project road for the cardinal years in terms
of AADT (PCU) is presented in Table 4.47. Vehicle wise detailed projected traffic is given in
Appendix-4.5 (Volume-II, Part-I).

Table 4.19: Projected Normal Traffic in AADT (PCU)-Most Likely Growth Scenario

Total AADT (PCU)

S. No. FY
Km 104+000 Km 140+000 Km 179+500
1 2017 12,545 16,195 19,605
2 2018 13,522 17,459 21,134
3 2019 14,604 18,856 22,826
4 2020 15,771 20,365 24,652
5 2021 17,034 21,995 26,624
6 2022 18,311 23,644 28,619
7 2023 19,684 25,416 30,765
8 2024 21,161 27,321 33,072
9 2025 22,472 29,014 35,119
10 2026 23,865 30,811 37,297
11 2027 25,346 32,722 39,610
12 2028 26,918 34,749 42,065
13 2029 28,587 36,904 44,673
14 2030 30,188 38,972 47,175
15 2031 31,879 41,154 49,816
 Total AADT (PCU)
S. No. FY
Km 104+000 Km 140+000 Km 179+500
16 2032 33,665 43,459 52,607
17 2033 35,550 45,893 55,553
18 2034 37,539 48,464 58,664
19 2035 39,415 50,888 61,597
20 2036 41,386 53,434 64,679
21 2037 43,455 56,106 67,913
22 2038 45,628 58,913 71,310
23 2039 47,910 61,859 74,874
24 2040 50,305 64,952 78,620
25 2041 52,821 68,200 82,549
26 2042 55,462 71,612 86,676
27 2043 58,234 75,193 91,011
28 2044 61,147 78,953 95,562
29 2045 64,203 82,902 1,00,341
30 2046 67,414 87,047 1,05,358
31 2047 70,784 91,398 1,10,624

Generated/Induced traffic projections

Generated/induced traffic comprises that traffic which was non-existent earlier but will get
added to the project road only due to proposed improvements to the existing/adjacent
facility, considered in optimistic growth scenario. At present, the project road is State
Highway and maintenance does not take place in a regular interval and so the riding quality
is not good. After upgradation to National Highway the importance of road will increase and
shall be under definite maintenance, hence due to improved journey time, it shall attract
more traffic. Vehicle wise detailed projected traffic is given in Appendix-4.5 (Volume-II,
Part-I).

Table 4.20: Projected Generated/Induced Traffic in AADT (PCU) - Optimistic Growth

Scenario

Total AADT (PCU)

S. No. FY
Km 104+000 Km 140+000 Km 179+500
1 2017 12,545 16,195 19,605
2 2018 13,522 17,459 21,134
 Total AADT (PCU)
S. No. FY
Km 104+000 Km 140+000 Km 179+500
3 2019 14,604 18,856 22,826
4 2020 15,771 20,365 24,652
5 2021 17,034 21,995 26,624
6 2022 18,311 23,644 28,619
7 2023 19,684 25,416 30,765
8 2024 21,161 27,321 33,072
9 2025 22,472 29,014 35,119
10 2026 23,865 30,811 37,297
11 2027 25,346 32,722 39,610
12 2028 26,918 34,749 42,065
13 2029 28,587 36,904 44,673
14 2030 30,188 38,972 47,175
15 2031 31,879 41,154 49,816
16 2032 33,665 43,459 52,607
17 2033 35,550 45,893 55,553
18 2034 37,539 48,464 58,664
19 2035 39,415 50,888 61,597
20 2036 41,386 53,434 64,679
21 2037 43,455 56,106 67,913
22 2038 45,628 58,913 71,310
23 2039 47,910 61,859 74,874
24 2040 50,305 64,952 78,620
25 2041 52,821 68,200 82,549
26 2042 55,462 71,612 86,676
27 2043 58,234 75,193 91,011
28 2044 61,147 78,953 95,562
29 2045 64,203 82,902 1,00,341
30 2046 67,414 87,047 1,05,358
31 2047 70,784 91,398 1,10,624

Diverted traffic projections

After development of project corridor, toll shall be charged on the project road which might
force road users to find other alternative routes, thus the traffic might divert from the project
road, such condition has been considered in the pessimistic growth scenario. Vehicle wise
detailed projected traffic is given in Appendix-4.5 (Volume-II, Part-I).
Table 4.21: Projected Diverted Traffic in AADT (PCU) - Pessimistic Growth Scenario

Total AADT (PCU)

S. No. FY
Km 104+000 Km 140+000 Km 179+500
1 2017 12,545 16,195 19,605
2 2018 13,522 17,459 21,134
3 2019 14,604 18,856 22,826
4 2020 15,771 20,365 24,652
5 2021 17,034 21,995 26,624
6 2022 18,311 23,644 28,619
7 2023 19,684 25,416 30,765
8 2024 21,161 27,321 33,072
9 2025 22,472 29,014 35,119
10 2026 23,865 30,811 37,297
11 2027 25,346 32,722 39,610
12 2028 26,918 34,749 42,065
13 2029 28,587 36,904 44,673
14 2030 30,188 38,972 47,175
15 2031 31,879 41,154 49,816
16 2032 33,665 43,459 52,607
17 2033 35,550 45,893 55,553
18 2034 37,539 48,464 58,664
19 2035 39,415 50,888 61,597
20 2036 41,386 53,434 64,679
21 2037 43,455 56,106 67,913
22 2038 45,628 58,913 71,310
23 2039 47,910 61,859 74,874
24 2040 50,305 64,952 78,620
25 2041 52,821 68,200 82,549
26 2042 55,462 71,612 86,676
27 2043 58,234 75,193 91,011
28 2044 61,147 78,953 95,562
29 2045 64,203 82,902 1,00,341
30 2046 67,414 87,047 1,05,358
31 2047 70,784 91,398 1,10,624
5% CAGR traffic projections
In the Model Concession Agreement, in Article 29, the target traffic shall be a number
based on 5% CAGR over the base traffic assumed for the Project Highway. Also the
financial viability of project is accessed for 5% CAGR; therefore we have projected traffic
for the same too. Vehicle wise detailed projected traffic is given in Appendix-4.5 (Volume-
II, Part-I).

Table 4.22: Projected Traffic in AADT (PCU) – 5% CAGR Scenario

Total AADT (PCU)

S. No. FY
Km 104+000 Km 140+000 Km 179+500
1 2017 12,545 16,195 19,605
2 2018 13,172 17,006 20,586
3 2019 13,832 17,856 21,616
4 2020 14,523 18,749 22,697
5 2021 15,250 19,687 23,834
6 2022 16,013 20,672 25,027
7 2023 16,814 21,706 26,280
8 2024 17,655 22,792 27,593
9 2025 18,539 23,932 28,973
10 2026 19,467 25,127 30,422
11 2027 20,439 26,383 31,946
12 2028 21,459 27,704 33,544
13 2029 22,532 29,089 35,220
14 2030 23,659 30,544 36,982
15 2031 24,841 32,071 38,832
16 2032 26,083 33,675 40,774
17 2033 27,387 35,359 42,812
18 2034 28,756 37,124 44,955
19 2035 30,192 38,980 47,202
20 2036 31,701 40,928 49,561
21 2037 33,287 42,974 52,039
22 2038 34,951 45,124 54,638
23 2039 36,699 47,383 57,372
24 2040 38,535 49,752 60,243
 Total AADT (PCU)
S. No. FY
Km 104+000 Km 140+000 Km 179+500
25 2041 40,461 52,240 63,255
26 2042 42,485 54,854 66,419
27 2043 44,609 57,598 69,740
28 2044 46,842 60,479 73,227
29 2045 49,184 63,502 76,887
30 2046 51,644 66,677 80,731
31 2047 54,227 70,012 84,769

7.5.6 Capacity Analysis

Capacity analysis for the project corridor is carried out in order to assess the Level of
Service (LOS) offered by road sections under prevailing roadway and traffic conditions.

Capacity and Design Service Volumes (DSV) specified in IRC-64-1990, Capacity of Roads
in Rural Areas have been adopted for determining the Level of Service offered by road
sections during study period. Based on the average rise & fall observed from the field
surveys, the project corridor runs through Plain terrain only. The capacity and design
service volumes for 2 lane and 4 lane configurations in case of plain terrain at different
LOS’s are presented in Table 4.51 given below:

Table 4.23: Capacity and Design Service Volume

Road Plain Terrain

Shoulder Type
Configuration Design Capacity
2 Lane Paved Shoulder 10,000*
Paved
4 Lane 60,000 (LOS C)**
shoulders
* As per ministry vide circular No. RW/NH-33044/28/2015/S&R (R)

** As per Table 2.9 of IRC: SP: 84-2014

The projected traffic is compared with Design Service Volume (DSV) to assess the
upgradation requirement for the corridor under prevailing roadway conditions. Capacity
augmentation is generally warranted for roads that cater to traffic volumes in excess of the
DSV at LOS C.
The Consultants have attempted to assess upgradation requirement to the existing road
based on the projected traffic in horizon years. Comparison of projected traffic with the DSV
at various LOS is shown in Table 4.52.

Table 4.24: Assessment of Upgradation Requirement

Km 104+000 Km 140+000 Km 179+500

Road Traffic LOS Reach in year LOS Reach in year LOS Reach in year
Config Growth Maximu
uration Scenario LOS LOS Maximum LOS LOS Maximum LOS LOS
m
B C Capacity B C Capacity B C
Capacity
Most Likely
Growth 2036 2044 - 2031 2039 - 2028 2035 -
Scenario
Optimistic
4 Lane
Growth 2036 2044 - 2031 2039 - 2028 2035 -
with
Scenario
Paved
Pessimistic
Should
Growth 2036 2044 - 2031 2039 - 2028 2035 -
er
Scenario
5% CAGR
Growth 2041 - - 2036 2044 - 2032 2040 -
Scenario

As per the capacity assessment given above, the upgradation of project road for four lane
with paved shoulder is required as for the base year the traffic observed exceeds the
design capacity for 2 lane road with paved shoulder as per ministry vide circular No.
RW/NH-33044/28/2015/S&R (R). Hence the project shall be developed for minimum four
lane with paved shoulder configuration as per the Guidelines of Ministry & IRC: SP: 73-
2015.