IRC : 102-1988 IRC: 102-1988 MEMBERS OF THE HIGHWAYS SPECIFICATIONS & STANDARDS COMMITTEE. Ceonesor, Ales RE Sa wings” nn of TRAFFIC STUDIES 2. K, Arunachalam Chief Project Manager’ (Roads), Rail India FOR (SiemberSecretary) Feshnial and Economic Servite Limted, New 3. P.Rama Chandran Chief Engineer, P.W.D., Kerala PLANNING BYPASSES 4 V.P.Chetat Chet Engiaeee (Cvih, N-D-M.C., Now Delhi ering, Regional Engh AROUND TOWNS 5. Dr. S. Raghava Chari Head, Transporation Eng neering College, Warangal 6 A.N.Choudhori Chief Engineer, P.W.D. Assam : 7. N.M, Dange Director, Maharashira” Engineeriog Research 8. N.B, Desai Director, Gujarat Engineering Research Institute 9. Dr. M. P. Dhir Director, Central Road Research Institute 10, J.K. Dugad Chie Engineer (Mechanical), Ministry of Surface ‘Transport (Roads Wing) LL. D.P. Gupta Chief Engineer (Planning), Ministry of Sucface Transport (Roads Wing) 12, Dr. ALK. Gupta Professor and Co-ordinator, University of Roorkee; 13, S.S.Das Gupta _Sr, Bitumen Manager, Indian Oil Corporation Lid. 14, R.A. Goel Enginees-in-Chief, Haryana P.W.D, B & R 15, Dr. L.R.Kadiyali 259 Mandakini Enclave, New Delhi-110 019 16. V. P, Kamdar Secretary to the Govt. of Gujarat, P.W.D. 17. PK Lauria ‘Chief Engineer (Roads), P.W.D. B & R, Rajasthan 18, N.Y. Merani Secretary to the Govt. of Mabarasira (11) P.W.D- 19, A.N.Nanda . Engineer-in-Chief-cum-Seéretary to the Govt. of Onibsa, P.W.D. 20. N.P.Muthanna __Englacercia-Chief, Madhya Pradesh P.W.D. 21, T.K, Natarajan Deputy Director, Central Road Research Institute - 22. -Y.R. Phull Deputy Director, Central Road Research Institute ~ 23, V. Raghavan Engineer-in-Chief (B &'R), Andhra Pradesh PWD. 24, G. Raman { Ditetor, (Civil Englaeriag), Bureau of Indian Published by 25, avindra Kumar Dor, UP, Reser ntiie THE INDIAN ROADS CONGRESS 26. A, Sankaran Chief Engineer, C.P.W.D., New Delhi Jamnagar House, Shahjahan Road, 21, Dr. A.C.Sarna___Depuly Director, Central Road Research Institute New Delhi-110 011 28, R.K, Saxena Chiet Bogineer (Roads), Ministry of Surface ‘Trans, 1988 port (Roads Wing) a | 28, N.Sea Chief Engineer (Reid), 12-A, Chittaniaa: Park, Price Rs, 36°34 New Delt (Plus packing & postageTRC : 102-1988 First Published : October, 1988 (Rights of Publication and of Translation are Reserved) OINTAITY New Pethict 10.020 IRC : 102-1988 ‘TRAFFIC STUDIES FOR PLANNING BYPASSES AROUND TOWNS: 1, INTRODUCTION Ll. The Traffic Studies for Planning Bypasses Around ‘Towns have been under the consideration of the Traffic Engine- ering Committee of the Indian Roads Congress for some time. ‘The ‘Traffic Engineering Committee in their meeting held at New Delhi on the 12th June, 1987 (personnel given below) had discus“ sed the document and decided that Shri J. B. Mathur, D. S. (R), IRC and Shri D. Sanyal, Member-Secretary, Traffic Engineering Committee revise this document keeping ‘in view the observa tions made during the meeting : Convenor Member-Secretary K. Suryanarayana Rao Prof, N, Ranganathan RUT Atte A. K. Bandopadhyaya P's, Bawa ALK. Bhattacharya Dilip'Bhs S.P. Bhar PDas Ri. Thillainayagam 8. B. Deol V.Y. Thaker T. Ghosh DL. Vaidya Dr. A. K, Gupta Prof. Dinesh Mohan Toginder Singh Pe. Valsankar Dr. C.B.G. Justo CE. (NH), Kerala (V. S. Iyer) Der, . R. Kadiyali Director, Transport Research, vy. P. Kamdar MOST (R. C. Sharma) Dr, §.K. Khanna ‘The Chief, Transport & Commu- NV. Merani nication Board, B.M.R.D.A. ‘Narain Prakash Mathur @&_Y. Tambe) Kc. Nayak S.E. Trafic Engs. & Management ALN. Nanda Cell; Madras SoM. Parulker ‘The Pretidem, IRC & DG (RD) Sheo'Nandan Prasad (KK Sarin) Dr. §.P. Planiswamy -Ex-officio ‘Dr_S.P. Raghava Chari « ‘The Secretary, IRC V8, Rane (Ninan Koshi) - Prof. M.S. V. Rao -Bx-offcio 1.2, The revised document was discussed by the 1IRC : 102-1988, Specifications and Standards Committee in their meeting held at New Delhi on 9th November, 1987. The Committee considered the draft in the light of the comments of members and decided that further revision to it might be carried out jointly by S)Shri D. Sanyal, J.B. Mathur and K. Arunachalam. The ‘Committee also authorised the Group to finalise the draft. 1.3. The draft as revised by the Group was approved by the Executive Committee in their meeting held on the 26th April, 1988. Later on the document was placed before the Council _in their 123rd meeting held at Guwahati on the 7th May, 1988. The Council approved the document for publication. 1.4, Traffic plying on rural highways many a time has to pass through the urban areas of various sizes with or without the purpose of halting within the urban areas. The non-halting traffic is known as through traffic with its origin and destination lying outside the limits of the urban area, The proportion of through traffic to total traffic in the case of medium sized towns (with population 1,00,000 to 5,00,000) and small sized towns (with spulation 20,000 to 1,00,000) will be larger than that of big cities. The frequent interaction of through traffic with the local traffic of the urban area besides bringing down the level of operation of both types of traffic would also erode the traffic environment of the township. In all such cases, proper plan- ning of bypasses assumes great importance''for providing unhindered movement to the through traffic and decongest the townships. 1.5. In many instances a bypass, after being constructed, soon becomes engulfed with the local activities resulting in a total loss of its desired functional character. Chances of such eventualities taking place must be obviated through planning the bypass alignment in relation to the master plan of the. town in such a manner that the bypass remains unaffected by the local urban activities till the end of the design year. Tendencies of ribbon development along the bypass must also-be totally curbed through proper legislation on land control and effective imple- mentation. Various types of facilities along the bypass must be planned in the beginning itself and such facilities must be developed in an integrated manner. 2. SCOPE 2.1, Particulars such as volume, origin, déstination, and delays, pertaining to through and local traffic are required for justifying the provision of a bypass. Depending upon its origin 2 IRC : 102-1988 and destination, the traffic going through a town can be classi- fied as : @ External to external : Traffic whose orgin. and destination both He outside the town. (@) External to internal : Origin of trafic outside and destination Gnd he fowne Internal to external : Origin of trafic inside and destination owt- side the town; and + Traffic whose origin and destination both lie within the town. i Gv) Internal 2.2. External to external traffic is usually totally bypas- sable whereas other traffic is not. A portion of bypassable traffic may have to enter the town for purposes of refreshments, fuel filling, minor repairs, etc. By providing such facilities along the proposed bypass, the demands of this traffic can be easily met and the traffic successfully diverted. Such details must form an integral part of any proposed bypass. 2.3. In addition to above information, frequency and route description of the bypassable traffic is also required for planning the bypass. This information is collected through comprehensive surveys at suitably selected outer cordon points around the town. 2.4. This document provides guidelines on conducting studies on traffic required for planning bypasses as also analysis ofthe data, Suitable proformae for recording the data and their analysis are provided. An worked out example to illustrate the methodology is included. 3. ORIGIN AND DESTINATION SURVEY 3.1, Selection of Survey Points Judicious location of survey points is necessary to get right data for the study. Survey stations should be located where the approach roads intersect the cordon line drawn to enclose the town under study. Fig. 1 indicates cordon line for a sample case. The following points should be kept in view while loca- ting the cordon : @ the cordon line should be well away from the town for effectively dentiying the bypassable trafic; and (dd the cordon line should encompass all existing bypasses catering 10 regional traffic moving around the town, 3IRC : 102-1988 REFERENCE cere erie un it ae et eee en eee eerie esa) creed q Route?! J-1-2-3-4~5-6-7-8-E Route 2: J-1-2+9-10-S+6-7- B-E Central Business Distriet Fig. 1. Location of cordon line and survey stations for a sample case IRC : 102-1988, 3.2, Frequency and Duration of O-D Surveys The surveys should be carried out simultaneously at all the selected locations, during the peak and the normal periods ‘The period in which these are conducted should be so selected as to trap representative characteristics of the traffic. The surveys should normally be conducted for seven consecutive days but in any case for not less than three days and must encompass the weekly market day and one working day. 3.3. Sample Size 3.3.1. As far as possible the survey should cover maximum percentage of traffic, and it is preferable to cover the entire fraffie giving one hundred per ceat sample size. When this is not possible the survey should cover a minimum percentage of traffic as given below : During peak periods Daring normal periods 25 per cent of volume of traffic. 2 50 per cent of volume of trai 3.3.2. In addition to this sample survey, traffic count should be conducted simultaneously during the ‘survey period. This is mainly required to expand the sample to the total popula- tion, Trafiic count data by vehicle type should also be collected for every 15 minute interval by using Form 1. Deployment of manpower for this purpose should be adequate. 3.4. Methodology 3.4.1, Depending upon the size of the town. accuracy requir~ ed ete, the survey can be carried out by any of the following methods : (@ Registration plate method ; ) Tag and dise method ; or i) Roadside interview method. 3.4.2. Registration plate, method : Registration number of yehicies and time of entry and exit of the inbound and outbound Vehicles are noted down by observers posted separately at cach survey point. When survey is conducted on sampling basis for recording vehicles at entry and exit points, vehicles with registra tion numbers ending with pre-determined digits (say 0,5,7 and excluding the letters) only are recorded. This method does not cause any inconvenience to trafic and is suitable for very small towns, It is not possible to collect data regarding the purpose of trip, details of stopping through traffic, ete., by this method. 5TRC : 102-1988 3.4.3. Tag and dise method : The vehicles entering the town are stopped at survey points and tags with entries such as the time of entry, place of entry and type of vehicle are tied to the front of the Vehicles by the observers posted to cover the inbound traffic, Sometimes instead of tags, discs are distributed to the drivers. When the vehicles leave the town at the. cordons, these tags of discs are collected by the surveyors posted at the survey points. Different coloured tags and discs can be distributed to identify the distributing station and type of vehicle with registra- tion numbers ending with pre-determined digits (letters. may be excluded) for easy identification. 3.4.4, Roadside interview method 3.4.4.1. Inbound vehicles are stopped at the survey points and information on time of interview, type of vehicle, registra~ tion number of vehicle etc., are noted down by the observer. Then the observer puts questions in a polite. manner to the driver or occupant to get information on origin, destination, purpose of trip, number and purpose of halts within the town, route follow- ed inside the town, etc. Form 2 may be used for collecting this, information. 3.4.4.2. Random sampling may be adopted to avoid any bias. Tt is enough to conduct the survey on vehicles from one direction only, preferably inbound vehicles, due to the following reasons : (@ the through traffic will be covered at the survey station at the approach to the tow Gi) this will avoid possibility of interviewing the through, trafic twice, ‘once at entry point and the second time at the exite point ; and Gii) the local traffic will be partly eliminated. 3.4.5. Requirements of survey stations : Adequate care should be taken to locate the survey station well away from the carriage- way to cause little interference to the passing traflic. If necessary, police help may be taken for conducting the survey. Adequate provision at survey point may be made to provide information to the road users regarding the purpose of the survey through installation of banners, ete. 4, TRAVEL TIME AND DELAY STUDIES 4.1, This study can be conducted by the moving car tech- nique. By this technique, a test vehicle is run _at the perceptible average speed of the traffic stream. ‘The observers inside the test 6 IRC : 102-1986 vehicle note down the’ journey and delay timings and causes of delays. Depending upon the method of regulating the speed of the fest car, the survey can be conducted by any one of the following methods : (@ Floating car method ii) Average car method (Gi) Restricted car method 4.2. In the floating car method, the driver has to overtake an equal number of vehicles which overtake the test car. How. ever, it is rather difficult to apply this method in our towns because of mixed traffic conditions. 4.3. In the average car method, the driver runs the test vehicle at the speed which he considers as the average speed of the traffic stream, This method is restricted to conditions of continuous flow of traffic only and cannot be applied for free flow conditions. 4.4. The restricted car method is the same_as average car method. But it overcomes the disadvantage existing in the latter by restricting the speed of test vehicle under free flow conditions to predetermined speed limits. 4.5. The following preliminary work must be carried out prior to conducting the survey : (@ the entire route must be divided into. sections, each section havirg furly homogeneous Toad and traffle characteristics along the entire length. (i the restricted speed of test vehicle under free flow conditions is dete~ * ined by consigering the existing speed limits ; and Gi) if existing speed limits are not satisfactory, spot speed study shows (i oniuesed and restricted speed limits determined. 4.6. The test vebicle is run in both directions of test sections in order to cover all conditions of traffic. The cause, duration ‘and location of stops and other delays are recorded. For record- ing the readings, a tape recorder can be advantageously used. Form 3 may be used for carrying out this survey. In order to ensure accuracy of data, atleast six, and preferably a multiple of six runs per direction, must be made. 5, ANALYSIS ‘This part deals with processing and presenting the data collected from the surveys dealt with earlier, to evaluate the 7C 102-1988, necessity for bypass, and to select a suitable location therefore, if justified. 5.1. Analysis of Traffic Count Hourly volumes of traffic passing through various survey points are obtained by tabulating the traffic volume counts in Form 4, 5.2. Analysis of Delays From the survey the average delays (which covers all delays including waiting time at level crossing) involved for each route are compiled by summing up the delays involved in each run and then working out the average delay, Form 5. 5.3. Speed-flow Characteristics From the data already collected, speed-flow characteristics of the existing facility must be ascertained. This would help in defining the level of service as obtaining at persent. 5.4, Analysis of Origin and Destination Data The data obtained from origin and destination survey should be tabulated in Form 6 and the proportion of through traffic to total traffic obtained. The average delays during the 24 hour period as noted in Form 5 should be grouped for different sections of the entire route in Form 7. 5.5. Analysis of Speed and Delay Characteristics 5.5.1. The travel speeds and traffic volumes as obtained from Forms 3 and 4 respectively are used to develop a relation- ship between speed and volume for the route under study which may be of the following kind : Vest = Vr-kO = estimated speed, kmh Vy = average free speed, km/h k= a coeficient = average hourly traffic volume, vehicles per hour where 5.5.2. ‘The travel speeds of local traffic in the absence of through ‘traffic and of through traffic in the absence of local traffic should be estimated from speed-volume relationship. The average travel time on different route sections should be found 8 IRC : 102-1988 out based- on observed and estimated speeds. The average delays should be taken as the difference between the average travel time with the observed or estimated travel speed and the travel time with the average observed free speed. These values should be tabulated using Form 8 for the following cases ) local trafic with through traffic; i) local trafic without through trafic; Gi) through trafic with Iocal trafic; and Gv) through trafic without local traffic. 5.5.3. The vehicle-wise break up of through traffic should be tabulated in Form 9. 5.5.4, ~ The total Joss in manhours and the total extra fuel consumed per day should be tabulated in the Form 10, for Jocal traffic and through traffic separately for both the cases of their travelling together and separated from each other. The extra manhours and the extra fuel lost per day should be calcul- ated as follows : (gates maahous ox extra el lost or focal trae = manhours or fuel lost per day while travelling. alongwith through trafic (Observed) minis manhours. or fuel lost per day while travelling with- out through traffic (estimated). fmangrs of ful lot pe day while ravelling alongwith "local traffic (observed) minus manhours of fuel Tost per day ‘while travelling. with- ‘out local trafic (estimated). ( extra manhours or extra fuel lost per day for ‘through iraffic 5.5.5. The direct economic losses in the base year which include the extra manhours and extra fuel should be quantified by adopting suitable monentary values for local and through traffic in Form 11. 5.6. Projection 5.6.1. The necessity of a bypass can be better emphiasized by working out the details for a future date since present demand may vastly increase due to : @ growth of the region; and (i) attraction of more tratlic by new facility due to improved level of service offered. 5.6.2, A twenty year period is normally assumed to be the désign period. for a road project. However. this can be suitably altered to suit the local conditions. 9IRC : 102-1988 5.6.3. The traffic counts pertaining to the town during previous years, if available, can be used for projecting the growth of traffic to the design year. If no such data is available, the traffic can be projected by the growth factor method, on considerations of the growth of region with respect to popula- tion, fuel consumption, number of registered motor vehicles etc.” Changes in level of service for each year will then have to be ‘determined Keeping in view the projected yearly growth in traffic. 5.6.4, From the projected traffic, the vehicle-hours lost, manhours lost etc., and the anticipated economic loss for the design year could be obtained using Form 12. 5.6.5. The design speed, which depends on the character- istics of traffic in the region, can be obtained after comparing the speeds of traffic on similar bypasses in the region. With this data, the geometric details of the bypass and the cost of the projects to meet the needs of the projected traffic can be worked out. 5.7. Economic Analysis. ‘The economic savings due to the provision of the facility is compared with the anticipated economic loss had the existing facility been continued upto the design year for the purpose of justifying the construction of the bypass. While carrying out this economic analysis, savings due to likely reduction in num- ber and severity of accidents brought about by the provision of @ bypass and improvement in level of service offered by the exist- ing facility due toa reduction in traffic volume levels (through traffic having been assigned to the bypass) should also be considered. 6, PRESENTATION ‘The through traffic analysed according to origin and desti- nation in terms of passenger car units (Rural) and projected to design year is represented by means of desire line diagram treating the survey points as origins and destinations. Such a diagram will clearly indicate the control points and the most suitable alignment for the bypass. Origin and Destination Survey — Traffic Counts FORM1: Shest No. ‘Name of the Town : Date: ‘Weather condition : Name of the Enumerator Survey Station Hours : Direction of Travel : Location (km) : To: From: ‘moving Vehicles (please ) Other slow Animal ‘drawn, vehicles Motor | Cycles and cycles and | cyclo ‘scooters | rickshaws Cars, Jeeps Vans, three- ‘wheelers Trucks, ‘ruck: Time Interval IRC : 102-198IRC : 102-1988 Ses — anna SOURIS SANeiNUND: woReD0T vera _ | _ uu, Supe um uy Sunz0g ur oasgo Jo 2U0N Son ee ot soma _ woe #43n§ 01, 1s houng wos Fon aus eo —— ‘erp Aft pu au Jone —RonsNS VONTUNSEC PUR UO 1 | | seq | | Palas | 4 soa | “Jo | s co ma | ak | omen anes on _ 35 | eae [ogres a ae ao ie | aoa tos easy | sia cowl’ | ht | ind puns | Sad ae | ae. | ow “outa | Siow | da Foo |x sey | ott. | 8 | a nao a eer eee (009 vope01 a suopypuoo s04%89\4 spqof42000] Jo otweN = tones Anns S| Pont ays MOY. 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LS es ee; P| S| = LA 3 a Eg a) {|—t 5 e g ‘sassaooid 1 - a (01 s2s807] ojtonoag Jo sysfeay Aung Wom 93 [ony BIN ON anew. ‘poatnsto> jong enxy | sanoqubur uy ssory ong put Sunoqueyy ur s95807 yea WBRON, pure [2901 ac pu UIE “Or WUOT + WMO, J0 202 2IRC : 102-1988 FORM 1; | Through | Direct uatbe | economic | inYehices | Toutes for Year| “perday | through ‘tragic in lakh Tapes Projected Economic Losses for Through and Local Traffic in vehicles ‘per day 22 IRC : 102-1988 7, EXAMPLE-CASE STUDY 7.1. ‘This part deals with an hypothetical case study in which the justification for planning a bypass for an urban area is explained 7.2. Fig. 2, shows the urban area through which @ major inter-urban arterial such as National Highway passes. Traffic studies for evaluating the drop in the level of service of traffic plying on the arterial and for planning a suitable bypass to decongest the urban township were conducted at carefully selected survey stations. ee aa ATE ‘ooeu NON 7 reesevr uit 2 UMTS 277 rose tn ata Ts Tas van rastta PUN) © cas cao poe ep ax20e count vars Fig.2. Plan showing study area for the example case “not to seale) 7.3. The 8 km long route of the arterial is divided into six sections. Based on the 0-D survey and information collected on 23IRC : 102-1988 Form 1 and 2, origin and destination matrix for the vehicular traffic on the major urban arterial has been prepared and shown in Table E-1: Computation on sectionwise vehicular traffic is done in Table E-2. Mode-wise traffic on these route sections are given in Table E-3, The detailed methodology for carrying out the traffic volume counts, origin and destination survey and travel time and delay studies have already been explained in the earlier sections. ‘The necessary data and analysis are given in the Tables listed below. ‘Table E- 4 + shows the hourly summary sheet of traffic count fon route section AI. Table E- 5 : shows the duration of delays (in minutes) in the route section A-I during 24 hour period, Table E- 6 : shows the percentage of through or bypassable trafic to the total traffic plying on the arterial Table E- 7 + shows the summary of analysis of delays on the entire arterial, Table B- 8 : shows the travel time and delay characteristics of local trafic and through traffic. Table E- 9 : shows the mode-wise through traffic during the hour period. Table E40 : shows the analysis of losses in man hours and fuel to local and through traffic. ‘Table B-11 : shows the direct economic losses in the base year {or local and through trafic. Table E-12 : shows the projected economic losses for through ‘and local trafic for a design period of 20 years. 24 IRC : 102-1988 ‘Taaus Eel. ORIOIN-DESTINATION MARTIX POR THE VEHICULAR TRAFFIC ON THE MAJOR INTRA URBAN ARTERIAL (VBHICLES/DAY) Fae see elo 2) ee Tol i 1e00 200 720-1080 720 4800200038 1680 31, Lae 136 1, 2 6 we 10 sos 3h, 10752 33, 3 460 2 3 4 4 ais 36 m0 sate 5 5 384 woth 5 3B Bs 56 tsk 578 tO 2600 2B mop a a ee op ae ae ; on Bom mF Note : 34 Summation of tafe overall vias with destination a A tions with origin at A. A affic over it 4 —Summation of traffic over all desti ‘Same description holds good for other notations also through or noa- stopping or bypassable trafic A==B (4800) + B->A (3840) = 8640 vehicles per day or 360 vehicles per hour, See Fig. 2 for locations of sections. 25IRC : 102-1988, IRC : 102-1988, as ge28 5 $3) Tapes E-. Coupurarion oF stcriowwise raatric On THE ze $8 g MAIO INTRA URBAN ARTERIAL oF fSSaae28 | ‘SI. Section Sections to be combined along Total average daily [ i No. with their average daily traffic ic in vehicle/day 2 2 8828 th nan sehctetday? i a 3 |g cee see q2 | Tact gA@eon Ago Teme ee 2 a | de| debt | 8 2 BE RE 2 2A c12000)- 1 (1800) A oaaaeaep : + BA (3840) + BI (576) 4 17376 El2 | gia 8232282 2A (516) +21 888) + oe ee : 026) 2 3 £8285] - oe 3 3 8683 238 A a zg sS285 8 323 aBCr2000)~a1 G80) zl, d ~A2 @880) + BA (3840) 24000 218 \ ge gEHREE + BI (576) + B2 868) 518 | Se See8E & + 23 (6840) ++ 32 4560) ee pees eee eee - 213 | genad ag 4 4B Aer2000)— a1 (1800) z|,| ogee: ) 222888 ~ A2 (2880) —A3 (720) g E “se i 2 B e600) Bs (2508) 22800 e\ilg l\sse¢3 88 é 3 eye ~BS (1440) +34 6152) 2 |4—__| : ——EEE = i ages | B22 8 28 5 és 5 48 AS 720) + AB 800) blow +2 B 9600)—Bs (1440) 14400 | feed geG828 + 45 (36) + $4 (384) a) 2er$ saatice “ 7 B 3B 2\ $2. 6 5-8-5 Baa) + 3B (9600) 13600 2 | Seo: a 0 on * *D6 & | ges 28 ER 8 E Note. tions and their corresponding traffic shown in the Table above have coh ijeen taken from the origin-destinaion matty Cable E-)- = : Acpl~ Trafic with origin at A and destination at 1. ag eena2ne ls 26+1—Trafle with origin at 2 and destination at 1. ae Same description holds good for other notations aso. memati 38 zaagzee a8 eaanvas (2 a 27ARC : 102-1988, a8 Tek 00891 600t Bost eszpt id ame 7 — “gus wo 98 Ow ° oor ~ * * C3 S S46 “$-¥ ose “ st x “ wt Or ve od 0 a st « 5 e-t tu Pa a1 0 ocr a 8 a zor a w woot oz a 8 nis 1-1 et 0 ost = 6 te SB 6 oS wow id o us t ww a fa * oo 7 @ ose us 8 «1 Ot “an ove o a a1 ur OF “ woe ° ses ust eo ove sor » ee a mea oot ost % “6 “ uk HL, * esi a a 6 ser Sith “ ooet sot a ar som gee sl 8 up “aru 00 ost 6 06 ose 961 on 8 we * LI-94 on sor w ey $65 ue &e os a “ost osr » a o eae 8 we ae si ose ws Km is 96¢ ° wm o% “seer oo» © oe ove « ® oc om emer 006 ser +s 8 so. au wor soup “aw oer st a son sz st 8 gs nor 0091 ow 96 ote ot ot ote os cost sz % ssi sae wt 8 ew “ 6-8 ont ow 8 set ott see wt 8 oon em 08 ocr ® u 099 st $$ ety noe —9 | roppuea | aneusrou somes | ‘umesp | ony | ren | wary soa | ent | soreyen Sursour sors | sopyes Suyou ise pousa IRC : 102-1988, rwoneig éoaing toe (ry Nousag sso) sxn09 o144vaL do Laas ANVANS ATHNOFT-A4A¥E NOLLWMIESZCE ONY NIOINO. “pa TEV, oRIRC ‘TABLE E-5, ORIGIN AND DesTINATION suRV 1 Dr /EY-—DURATION OF DELAYS (IN MINUTES, Iv THIF ROUTE SECTION A-t (2.0 kim) Roiite Course Route No. Date Name of Town seis ale 2 z | | 2 2 2 3 |- a "| Bee LB se]. on 1% 92 78 18 98 80 98 90 o 78 38 Sehgucenensgnanaecean eae) BRSgSE259829982295280 Bddinidnccdaddeinndcossacae pean scescecreecee oon SSSRRS8SS93RG92539583928 Saangzeegngangaqgnesconas Bde tSSdocddcdsdsssosde 7 we 9 510 10-1 ua 2B B14 14-15 15-16 16-17 18 18-19 19-20 20-21 21-92 223 Bm 1-2 23 aa es 36 30 ‘Taste E-6,. ORIGIN AND DesrINaTio "BYPASSARLP TRAFFIC IRC: 102.1988 IRVEY-PERCENTAGE OF ee ‘Total momber of vehi- | Through | Destinating cles per day fast mov- | fast moving Note: ing vehicles | vehicles, (refer to Table E-1.) (a) All vehicles (Total number of ‘ehisles originating at cordon points A and B) (b) Fast moving vehicles (total number of vehicles originating at cordon points A and B—slow moving vehicles) (©) Through fast moving vehicles (@ Destinating fast moving vehicles (©) Percentage of bypassable trafic to total trafic per day Gd excluding slow vehicles i al vehicles 31 Percentage of bypassable ‘ralic to total trafic per day Excluding AL slow moving | _vebicies ‘vehicles, oats 36 12000 2B soo) = 21600 (Geom Table Et) 2600-3240 = 18360 AB 4800) + BA 840) = 8640 18360-8640 = 9720 8640/18360 x 100 = 47.0 = 864021600 x 100 = 40.0IRC : 102-1988 sro 00s oo" oer ose oo as 8 0 vos over oz ove st ss wo 9st 00s ores a6 06s coe eo wr 0s os'8e st 019 zl et sro ot 00s osty ot 96 ott 10 ore 00s erty ue ove ory oT (patos) outs aqqossoddg oyna eo ot 0s we wt ose or ms 8 180 oft 00s are wz ore sto ses ys 9st os orse ore 06s ert wr wr 00s sete 308 ovo tT ett 190 wt 00s site ast t9¢ ott se ore 00s ove ae ove Ce = toy ou (passasgg) ous aygoss0eg yuna ‘ 8 L ° s * € cea 8100s | gy x £109 i ; | 1 | comma le] gropon © * E48] one | Sig | ox | aatees (caimerm) | (sonmm poads | (qu) pon | “1e> | _ Garman) | atanyon 2 wor Sou uiva sup. | -soeqo peas | (qfurp Poads | porsosqo aan | ani qesoy au | SiH] | oro ‘ore abeaty | jaan siumny | aaySseony | at Sebony Bren aeisay | nou aBeiony | 2ufous 100} fo soyssustz0s0yp &o}2p pun aun peur“ SAVIUCL ONY sattag THAVAL], GRLYRILSE GNY GEAWIEEO 40 SISATNY “$+ ATVI, ce ' ? » | 38] 4 5 we | > | 8855 2858 4488 248R FEER BR g : Ha | #e2s 2333 8253 8383 3383 8935 : 4 4 g 2. 8288 3388 e282 esse geee] 3 i GH AH Gey Sat EE Sasa Sage 5882 S888 gage : be a is i Ee g 8 a 8 8 FF aa z& a3 3 35 8 a 38 | 8 : « - 33 3 eae T i t a Ey) et fe I d I ] i Fa 5 <é 2/2. 2 | 3% “] 4 oi 3 ¢ “ S 3 33 32IRC ; 102-1988 IRC: 102-1988 siunos sen ot roadsai yum woneindod oy) or popuEdxs u9sq svy Z WO, SuTIdope pamatAl -wiog sq) uf ways axe soundly popuredxo otp pur *| W404 w apru 80 9798 SIGUEUS LL: 220N 0198 eal. cobr Is 005 roy, ote. oe or w set 00'80-~-00'07 wore x9 668 st set 00'0e—00'91 916 we ar ° soe 00'91—00'7 wuz 069 1 ot sist cozt—o0'8 7 a i a srojaauas-o000, sioyen-yooay, rie, soyoyijetmiooag | ‘suBA“sdoog/sie> sosng, spa | + esmnep o1now, ‘usoy. Jo ouON, sare won22g 40} ‘afdurexe ro “(¢-a 21484, ory) ayren yBnox Ajsnoy oFez2Ae Sa Daavaly ono 4 ANY ASIN 2100Y-AAWOS NOLLYNILSIC ANY NOTH oar, moy, ed s9[o1qon ut oumnjoa ayges) Ajmnoy eBes0K7 =D €L'8p —a/ury ur poods soy 2803080 — 54 (9) Jo "T'6'5 ese 20 18) stopoes x8 amp Ho ages} PAP Aq pUTEIGO S| sNOX od 89 ds100—sA, ‘umnjoa poods wos + -Z 824 suin0g oBes948 Wo (F-a TEL 18 UF OMe TwOI stINOY ABEIOAY |< w2ION 961 6 ons oy orn owe os wy (Porous) pou 1020) mnoyLA— 9 o's os. we wor ove os ay (pausasq9) 24s 1020) AV (aay my) | ua Geman a9 cayyaon ay | (ax wp + wy commana oy Cxuyfyan op) | (ary *| poods” | poodsyexen | “Sum toasit | otangoa” | Sists'y | uoryos o:no auony | soulatenay | Pofeimy | “sen sony | 3 34 2ufoas (yBnosy. aqgoss0d Cg fo soysyis120sey9 dojap pun ous Jason, “2 “prucg goa avs,te | eaacemest | baat eS z se grenrn aa tem Gm Boe et RS Bk eS Bn I HSL me in ow 1s sor ap inn 3 can tate mts cu sant te on oe ee $b am 0 ae as mn se 0 MGde 152 an 020 1s 790 2410-2 22K OTL 04 SIO 20) OMT 120 391 3.79 Oa S "Sa 8 PRI Roo wee we . om Is See $a a se sm se ss ae ESL oy ae ue ew os a me ae as am Ja cue im om seen [aIRC: 1021988 (- speL yet REI xr ossecett men orusson = - = ortrgovt syasceas —es'eest sore, anid TORY osusey - — os tususy op 890511 Hee eed 79K 51D cxzonone ov UIE oy aOhs «ea TOERGE | SS'OseL LOST. 201 Ow'990188 FTE OF Oa OSERER OmTssBS ON ONT sna OCLIEIONE OFTSSL «OS SE'SHS OF NSNBSHZ OSNSEST — BTR ‘9K "Wiss}0098 oes, OCSLIVAS OB'RLED «= OB_SCSETLB_ EHLERS SwERONLE —ETITOL OT ‘ 8 “ 9 s ’ £ z 1 Gor xg | $85) 1 | cep | Sad wor | aod sor ja0o Ie. | sino Oey | sin0N THA ona + uioy,J0 2000%%B eae TRC : 102-1988 gene | eiez |x . agz3 | 9/"2 13 “Tanun E:12, PaostcreD EooNoMle Losses FoR THROUOH AND LOCAL TRAPHIC eaee gles | = Name of Town Bate Year sies | Ze] u ‘Future date for which projection is made egas eels Tt ate 7 2gh2| 3: | 2 ‘Year | Through | Direct oa | Local trae | Diret eo- | Ts e283 e:}2 watts. | omic ose | "(Vebiles! | nomic losses | ¢cono as |= | leisy | for-ttroogs | day)” [for “tocal’| losses for ste e aa) | frac Gakh trafic (aikh | Tooal and ; tl3 3 ‘ipees) Tues) | ough 3393 3 Jak rupees) J | | atch rupees) a Sg ———___—_—_- a 2 38 ° 3640 an 9136 u4ao 77 RRaS * 1g ' 1 9288 erat 60910 11783, 185.24 ears a 45 2 cos kkk SLOG oe 3 som m6 64458 12470 Ras ry 4 1691 mao 6282 1313 1153, ; 4 5833 gat ee gees = 412 6 13306 9637 70372 13614 232.71 geeé a 32 7 14256 1038772146 9st 2.08 | 3 8: 5 15379 me 748i 14d 25576, esse 3 ° 16502 197876877 em 268.50 zee | 3 46 10 17198 mie Tee 130 2mAB BSEs | ake oe ee Or | 5 82 2 2863 oat 83873, 1ads 3. aese|s 3le 8a 3B us 160.54 86339 167.02 327.56 see3|2 2/23 38 4 23160 vas 85295 im MSI9 Sass | © 5) aes 5 25881849966 ima (3231 z| 22% 6 27s 92S yeas 38246 é|ee eee 0 zu. 38h TST 18876 402.60 A zai 1m aos ss 84 AO 3 328 19 34128 247.70 103488 700.20 447.90 ‘ 38% | Pr) art an 5 2.23 BO : Bag was ‘|g82 | Note: Projection formula 632 5 PeAdaton o +H2 where P = future traffic 2 dae [A& preset trafic on : m annutl growth rate (7.5% for through trafic) a i 0% for oeattae, ee | 2 = number of years 42. a 2 2. 34, 35. 36. an. 38, 40, 41. 2, BB 45, IRC : 102-1988 Maj.Gen M.S. Director General Border Roads Gosain Prof. C.G. [Retd, Director, Central Road Research Iastitute Swaminathan RP, Sika Chief Engineer (T&T), Ministry of Surface ‘Transport (Roads Wing) De.N,S,Scnivasan Exsoutive Director, National Transportation Plan- vat Sing and Research Ceatre (M.M, Swaroop Director (Engs.), Jaipur Development Authority ‘A. Venkatarangaraju Director; Highways Research Station, Madras 'S. Venkatesan’ Superintending Engineer (Roads), Ministry of Surface Transport (Roads Wing) ‘The Director <-R.& B Research Institute, West Bengal ‘The Chief Engineer Concrete Association of Tndia, Bombay ‘A Representative of Iodian Rosd Construction Corporation Limited, New Delhi ‘A.Represeatative of Department of Environment & Forests, New Delhi CORRESPONDING MEMBERS ‘ L.N. Narendra Singh Road Eogineer, IDL Chemicals Ltd., New Delhi ALT. Patel Chairman & Managing Director, Apollo Earth Movers Prt, Lid., Abmedabad ‘M.B.Jayavaint © Syathetic Asphalts, Bombay ‘The President India Roads Congress (J. M, Malhotra), Secretary to the Gort, of Rajasthan, P.W.D...—Ex-oflsio “The Director General (Road Development) & Addl. Secretary to, the ‘Govt of India (KK. Sarin) See ‘The Secretary radien Roads Conte Naga Kosh) —Peoicio