Pimplgaon Traffic Report

Consultancy Services for Preparation of DPR for 6 – Laning of Existing 4-Lane Draft Feasibility Report
Dhule - Pimpalgaon Section from Km 265.000 to Km 380.000 of NH-3 (NEW

NH-60) in the State of Maharashtra.
6. TRAFFIC STUDIES & ANALYSIS
6.1 General
Traffic surveys have been carried out on the project road in order to identify present
and likely future traffic scenarios so as to propose suitable measures and to evolve
appropriate design methods. The primary objectives of these traffic surveys are to
establish and assess the characteristics of traffic movement on the project road,
pavement design, capacity augmentation proposals, junction improvement etc.
6.2 Objectives of Traffic Study

The objective of traffic study is to provide basic input for the following part:
Finding out the present level of traffic flow and its various characteristics (through
Classified Traffic Volume Count)
Capacity assessment based on demand forecasting for next 30 years.
Identifications of zone of influence of the project stretch as per O-D Survey and
Commodity Movement Characteristics survey.
Axle Load Survey to determine the Vehicle Damage Factor (V.D.F) as input to
design.
Intersection turning movement data defines the requirement of geometric
improvement of present intersection layout to improve the junction capacity or to
provide underpass or overpass.
Provision of service road to ascertain the need of segregation of local traffic in
congested areas on the basis of traffic data.
Pavement design.
Signal design.
Deriving Growth Factor for Traffic demand Forecasting
Location and sizing of truck terminal.
Study of possible location & design of toll plaza.
Development of wayside amenities.
Deriving EIRR / Cost Benefit and Sensitivity Analysis.
Environmental Impact Assessment and deciding mitigation measures.
Investment Appraisal.
6.3 Homogenous Section

The 118.158 kms project road is divided into two Homogeneous sections [HS]. The
start & end km, length of HS in each is as below.
K & J Projects Pvt. Ltd. 6/1 NHAI

Section Existing Traffic

Sr. Homogenous Remark
From Length Count
No. Section To (km)
(km) (km) Location
Near Rokdoba Hanuman
277+000
Temple (Arvi)
1 HS 1 261+720 318+970 57.250
313+200
Near Malegaon Village
314+800
351+300 Near Chandwad Village
2 HS 2 318+970 379+878 60.908
358+000 Near Mangrul Village
Total (Km) 118.158
As per TOR clause 4.9.2 classified traffic volume count shall be carried out using ATCC
systems or equivalent technologies.
The traffic survey is carried out by using ATCC systems.

The traffic count locations are proposed keeping in view the traffic movement plying on
project road length & bifurcation of traffic from project road.
6.4 Traffic Survey Locations & Schedule

As per TOR clause 4.9.2 classified traffic volume count is carried out by using ATCC
systems for 7 days (continuous, direction-wise) at the selected survey stations.
Table 6.1: Traffic Count Locations

Sr. Location
Type of Survey Remarks
No Activities Planned
1 227+000 After Laling toll plaza
2 313+000 Manmad HS1
Classified Traffic
3 214+800 Manmad
Volume Count
4 351+200 Chandwad toll plaza
HS2
5 358+000 Chandwad toll plaza
6 262+800 Chalisgaon Junction
7 265+200 Surat Juntion
8 279+100 Arvi HS 1
9 303+760 Malegaon Junction
Turning Movement
10 316+800 Tehrey
Survey
11 332+510 Saundane
12 354+000 Chandwad
HS2
13 257+620 Mangrul
14 363+850 Sogras
Pedestrian/Cattle
15 Crossing Traffic As Per Requirement HS
Movement
16 278+300 Laling Toll plaza HS 1
Axle Load Survey
17 357+000 Chandwad Toll plaza HS 2
18 Origin-Destination 278+300 Laling toll plaza HS 1
19 Survey 357+000 Chandwad toll plaza HS 2

Fig. - : Traffic Location Plan

Fig. - : Axle Load & O.D Survey Location Plan
6.5 Classified Traffic Volume Count

The traffic volume survey comply the following:
a. The classified traffic volume counts is carried out for 7 continuous days at the
selected survey stations as per IRC guidelines on the subject (IRC: 9-1972).
The following classes of vehicles are counted separately.

Motorised vehicles Non-motorised vehicles
1 Cars (include jeeps, vans) 1 Bicycles
2 Light commercial vehicles including 2 Cycle Rickshaws
mini buses
3 Buses 3 Animal Drawn Carts
4 Two axle trucks 4 Handcarts
5 Three axle trucks 5 Any other non-motorised vehicles
6 Four or more axle trucks
7 Tractors
8 Ambulance, fire tender, funeral vans

Motorised vehicles Non-motorised vehicles

9 Three wheelers
10 Two wheelers
b. The traffic count data is analyzed to depict hourly and daily variations, traffic
volume count per day & weekly Average Daily Traffic (ADT) for each vehicle
type. The Annual Average Daily Traffic (AADT) is worked out by applying
seasonal factors. The Abstract of traffic data for each survey station is provided
separately & are appended with this Volume.
6.6 Survey Methodology

Traffic surveys have been carried out in accordance with the guidelines specified by
IRC: 9-1972 and IRC: 102-1988. The methodology adopted for the traffic study is
detailed as below.
The project road corridor is divided into traffic homogeneous sections based on
change in traffic flow pattern.
The traffic surveys including classified traffic volume count is carried out for each
traffic homogeneous section.
The classified directional traffic volume counted over seven consecutive days for 24
hours on each day. The vehicle classification considered was in accordance with
IRC – 64. Number of vehicles in either direction was noted at 1-hour intervals in
accordance with their classification by observers specially trained for this purpose.
The classified traffic count data collected has been analyzed for hourly and daily
traffic intensity, traffic composition, peak hour factor (PHF), directional distribution,
average daily traffic (ADT) and finally annual average daily traffic (AADT) by
applying the seasonal correction factors. The AADT factor is considered as 1.02
from the prevailing studies in the state.
Traffic volume analysis has been carried out to assess the volume of traffic,
composition, hourly variation in traffic over 24 hours, and the daily variation in the
traffic over 7 days at the project locations. The compiled data obtained from field
traffic survey has been analyzed to work out the average daily traffic in terms of
total vehicles and total PCUs. The PCU factors used in the analysis, as referred
from IRC:64 as presented in the Table 6.2 below:

Table 6.2: Vehicle Classification and PCU Factors
Vehicle Type PCU Factor

Fast Moving Vehicle (FMV)
Two Wheeler 0.5
Three Wheeler 1.0
Car/ Jeep/ Van/ Taxi 1.0
Mini Bus 1.5
Full Bus 3.0
LCV 1.5
2-Axle Truck 3.0
3-Axle Truck 4.5
Article/ Semi Artic Truck 4.5
Tractor with Trailer 4.5
Tractor without Trailer 1.5
Slow Moving Vehicle (SMV)
Cycle 0.5
Cycle Rickshaw 2.0
Bullock Cart 8.0
Horse Drawn Cart 4.0
6.7 Traffic Analysis

The analysis of classified volume counts observed at the one count location was carried
out to arrive the:
Average Daily Traffic (ADT) for fast and slow moving vehicles
Hourly variation and Peak Hour Factor (PHF)
Directional Distribution
Traffic Composition
Annual Average Daily Traffic (AADT)
The traffic volume data collected at the selected location (for seven continuous days)
was averaged out to arrive at the average daily traffic (ADT) on the project road. Table
given below shows day wise variation of total traffic at all locations. The summary of
ADT in terms of no. of vehicles and PCU are given in following Tables and Total
tollable traffic in terms of ADT is also given for CH 227+000 , CH 313+200 CH
314+800 CH 351+300 and CH 358+000 Traffic counts.

Average Daily Traffic (ADT)

The Summary of Average Daily Traffic (Total No. of Vehicles and PCU)
Table 6.3: The Summary of Average Daily Traffic
Location 1 : Location 2 : Location 3 : Location 4 : Location 5 :
Type of 277+000 313+200 314+800 351+300 358+000
Vehicle
ADT PCU ADT PCU ADT PCU ADT PCU ADT PCU
Two
4425 2213 5352 2676 7550 3775 4075 2037 5459 2730
Wheeler
Car / Jeep /
4497 4497 5000 5000 5699 5699 4805 4805 6036 6036
Van / Taxi
Three
240 240 406 406 888 888 125 125 60 60
Wheeler
LCV 2718 4076 3751 5627 3141 4712 2545 3817 2350 3525
Govt. Bus 467 1401 76 229 359 1076 315 944 315 944
Private Bus 330 989 230 691 176 528 178 534 140 420
Mini Bus 39 58 42 63 48 72 30 45 38 57
Tractor 6 9 19 28 19 28 9 14 13 20
Tractor
With 20 90 270 1216 209 942 129 582 90 406
Trolley
2 – Axle 1046 3137 1350 4049 709 2127 612 1836 891 2674
3 – Axle 1552 4655 2120 6360 1157 3472 992 2976 1093 3280
Multi-Axle
3659 16466 3917 17626 2281 10267 1897 8535 1467 6603
Truck
Total Fast
18999 37831 22533 43971 22236 33586 15712 26250 17952 26755
Moving
Cycle 20 10 81 40 86 43 6 3 5 3
Rickshaws 0 1 1 2 2 4 0 1 0 0
Bullock
0 0 2 17 2 19 0 0 0 0
Cart
Total Slow
20 11 84 59 90 66 6 4 5 3
Moving
Total ADT 19019 37842 22617 44030 22326 33652 15718 26254 17957 26758

Daily Variation of Traffic

The location wise daily variation of traffic both in terms of tollable traffic and non-
tollable traffic is presented in Table 6.4 & 6.5 below.
Table 6.4 Daily Variation of Traffic (in Number, of Ch. 277+000, 313+200, 314+800,
and 351+300 358+000)
CH 277+000
F INAL WE E K L Y TR AF F IC S UMMAR Y Ma leg a on - Dh u le (NH-60) Ch a in a g e 277+000
DAIL Y VAR IATION OF TR AF F IC (IN Nu mbe r's )
Ca r / J e e p
Tw o Th re e P ri v a te Tra c tor 4-6 Ax l e 7++ Ax l e B u l l oc k Tota l
Da y of S u rv e y / Va n / L CV Gov t. B u s Mi n i B u s Tra c tor 2 - Ax l e 3 - Ax l e Cy c l e R i c k sh a w s
Wh e e l e r Wh e e l e r Bus Wi th Trol l y Tru c k Tru c k Ca rt Nu m be r
Ta x i
F riday
4429 4552 194 2942 488 330 29 12 18 918 1461 4199 0 4 1 0 19577.00
10-Nov-17
S aturday
4855 5204 200 2952 462 363 42 9 9 1199 1397 3294 3 43 0 0 20032.00
11-Nov-17
S unday
4899 6053 311 2643 467 367 43 6 35 970 1951 3814 0 59 1 0 21619.00
12-Nov-17
Monday
4161 4097 269 2461 460 306 17 3 24 880 1499 3276 0 1 0 0 17454.00
13-Nov-17
Tues day
4481 3615 207 2456 458 299 47 6 20 1075 1471 3685 0 2 0 0 17822.00
14-Nov-17
Wednes day
4096 3923 237 2766 500 327 39 4 16 922 1304 3699 0 17 0 0 17850.00
15-Nov-17
Thurs day
4055 4034 264 2803 434 316 54 1 18 1356 1778 3643 0 14 0 0 18770.00
16-Nov-17
Av era g e 4425 4497 240 2718 467 330 39 6 20 1046 1552 3659 0 20 0 0 19019
CH 313+200
CH 314+800
F INAL WE E K L Y TR AF F IC S UMMAR Y Ma leg a on - Ch a n d v a d (NH-60) Ch a in a g e 314+800
Ca r / J e e p
Da y of S u rv e y / Va n / L CV Gov t. B u s Mi n i B u s Tra c tor 2 - Ax l e 3 - Ax l e Cy c l e Ricksha ws
Wh e e l e r Wh e e l e r Bus Wi th Trol l y Tru c k Tru c k Ca rt Nu m b e r
Ta x i
S unda y
7698 6214 733 2858 384 185 14 16 98 970 1235 2400 0 84 1 4 22894
12-Nov-17
Monda y
7284 5368 860 3008 324 169 44 26 301 873 1233 2182 0 118 2 8 21800
13-Nov-17
Tues da y
7276 5479 945 3113 386 198 93 11 225 688 1235 2076 0 49 5 1 21780
14-Nov-17
Wednes da y
7607 5656 898 3174 316 159 47 5 214 549 1126 2152 0 74 3 2 21982
15-Nov-17
Thurs da y
7477 5776 890 3278 396 176 47 29 179 641 1089 2582 2 101 0 0 22663
16-Nov-17
F rida y
7849 5749 970 3235 321 153 43 5 235 557 1079 2151 0 74 2 2 22425
17-Nov-17
S a turda y
7659 5652 918 3324 383 191 49 39 214 685 1104 2427 0 102 0 0 22747
18-Nov-17
Av era g e 7550 5699 888 3141 359 176 48 19 209 709 1157 2281 0 86 2 2 22326
CH 351+300

F INAL WE E K L Y TR AF F IC S UMMAR Y Ch a n d w a d - Ma leg a on (NH-60) Ch a in a g e 351+300

Ca r / J e e p
Ta x i
S a turda y
5077 5383 146 2290 334 231 41 16 39 655 885 1776 0 24 1 0 16898
11-Nov-17
S unda y
4072 5615 160 2210 359 245 37 11 50 619 852 1773 0 16 0 0 16019
12-Nov-17
Monda y
4392 4357 171 2484 308 185 51 23 123 696 910 1635 0 0 0 0 15335
13-Nov-17
Tues da y
3588 4300 113 2362 297 143 16 1 198 485 1144 2186 0 0 0 0 14833
14-Nov-17
Wednes da y
3809 4565 78 3015 261 149 15 5 144 508 1041 1814 0 0 0 0 15404
15-Nov-17
Thurs da y
3597 4364 88 2850 320 131 16 3 216 733 1080 1864 0 3 0 0 15265
16-Nov-17
F rida y
3987 5048 116 2602 323 161 33 5 135 587 1033 2229 0 1 1 0 16261
17-Nov-17
Av era g e 4075 4805 125 2545 315 178 30 9 129 612 992 1897 0 6 0 0 15718
CH 358+000
F INAL WE E K L Y TR AF F IC S UMMAR Y P im p a lg a on - Ch a n d w a d (NH-60) Ch a in a g e 358+000

Ca r / J e e p
Ta x i
S a turda y
5984 6346 72 2332 288 157 15 20 37 778 965 1158 0 4 0 0 18156
11-Nov-17
S unda y
5998 7472 70 2240 349 142 28 9 32 904 1160 1509 0 3 0 0 19916
12-Nov-17
Monda y
5511 5651 86 2369 307 125 54 19 109 835 1019 1175 0 4 0 0 17264
13-Nov-17
Tues da y
5095 5410 43 2234 314 111 29 9 129 614 1406 1617 0 4 0 0 17015
14-Nov-17
Wednes da y
4782 5510 71 2353 354 151 45 24 121 1078 1077 1592 0 16 0 0 17174
15-Nov-17
Thurs da y
5362 5659 43 2351 312 149 47 6 120 940 964 1504 0 0 0 0 17457
16-Nov-17
F rida y
5482 6205 33 2573 278 145 46 7 84 1091 1063 1717 0 4 0 0 18728
17-Nov-17
Av era g e 5459 6036 60 2350 315 140 38 13 90 891 1093 1467 0 5 0 0 17957

Table 6.5 Daily Variation of Traffic (in PCUs, of Ch. 277+000, 313+200, 314+800, and
351+300 358+000)
CH 277+000
DAIL Y VAR IATION OF TR AF F IC (IN P CU)
Car / Trac tor
Two Th re e Gov t. P riv ate 4-6 Axle 7++ Axle R ic ks h aw B u lloc k
Day of S u rv e y J eep / L CV Min i B u s Trac tor With 2 - Axle 3 - Axle Cyc le
Wh e e le r Wh e e le r B us B us Tru c k Tru c k s Cart Total
Van / Taxi Trolly
Nu mbe r
P CU F ac tor 0.5 1 1 1.5 3 3 1.5 1.5 4.5 3 3 4.5 4.5 0.5 2 8
F riday
2215 4552 194 4413 1464 990 44 18 81 2754 4383 18896 0 2 2 0 40007
10-Nov-17
S aturday
2428 5204 200 4428 1386 1089 63 14 41 3597 4191 14823 14 22 0 0 37498
11-Nov-17
S unday
2450 6053 311 3965 1401 1101 65 9 158 2910 5853 17163 0 30 2 0 41469
12-Nov-17
Monday
2081 4097 269 3692 1380 918 26 5 108 2640 4497 14742 0 1 0 0 34454
13-Nov-17
Tues day
2241 3615 207 3684 1374 897 71 9 90 3225 4413 16583 0 1 0 0 36409
14-Nov-17
Wednes day
2048 3923 237 4149 1500 981 59 6 72 2766 3912 16646 0 9 0 0 36307
15-Nov-17
Thurs day
2028 4034 264 4205 1302 948 81 2 81 4068 5334 16394 0 7 0 0 38746
16-Nov-17
Av era g e 2213 4497 240 4076 1401 989 58 9 90 3137 4655 16464 2 10 1 0 37842
CH 313+200
Ca r / Tra c tor
Two Th re e Gov t. P riv a te 4-6 Axle 7++ Axle R ic k s h a w B u lloc k
Da y of S u rv e y J eep / L CV Min i B u s Tra c tor With 2 - Axle 3 - Axle Cyc le
Wh e e le r Wh e e le r B us B us Tru c k Tru c k s Ca rt Tota l
Va n / Ta xi Trolly
Nu mbe r
P CU F a c tor 0.5 1 1 1.5 3 3 1.5 1.5 4.5 3 3 4.5 4.5 0.5 2 8
S a turda y
2603 5710 337 5142 264 798 53 14 738 4146 7530 16317 0 49 6 8 43714
11-Nov-17
S unda y
2948 6614 503 5559 282 768 107 15 662 3483 6177 19017 0 31 0 8 46173
12-Nov-17
Monda y
2454 4903 344 5615 228 612 26 24 1143 3867 5265 13545 0 21 0 16 38061
13-Nov-17
Tues da y
2458 4256 374 5571 204 645 15 42 1458 4197 5676 16754 0 51 4 48 41752
14-Nov-17
Wednes da y
2889 4418 521 6137 255 747 96 63 1719 4635 6636 19913 5 50 4 32 48118
15-Nov-17
Thurs da y
2575 4433 406 5627 213 726 74 27 1364 4170 6315 18963 0 49 0 0 44940
16-Nov-17
F rida y
2808 4667 359 5739 156 543 69 11 1427 3846 6921 18864 5 33 0 8 45455
17-Nov-17
Av era g e 2676 5000 406 5627 229 691 63 28 1216 4049 6360 17625 1 40 2 17 44030
CH 314+800
Ca r / Tra c tor
Va n / Ta xi Trolly
Nu mbe r
P CU F a c tor 0.5 1 1 1.5 3 3 1.5 1.5 4.5 3 3 4.5 4.5 0.5 2 8
S unda y
3849 6214 733 4287 1152 555 21 24 441 2910 3705 10800 0 42 2 32 34767
12-Nov-17
Monda y
3642 5368 860 4512 972 507 66 39 1355 2619 3699 9819 0 59 4 64 33585
13-Nov-17
Tues da y
3638 5479 945 4670 1158 594 140 17 1013 2064 3705 9342 0 25 10 8 32806
14-Nov-17
Wednes da y
3804 5656 898 4761 948 477 71 8 963 1647 3378 9684 0 37 6 16 32353
15-Nov-17
Thurs da y
3739 5776 890 4917 1188 528 71 44 806 1923 3267 11619 9 51 0 0 34826
16-Nov-17
F rida y
3925 5749 970 4853 963 459 65 8 1058 1671 3237 9680 0 37 4 16 32692
17-Nov-17
S a turda y
3830 5652 918 4986 1149 573 74 59 963 2055 3312 10922 0 51 0 0 34542
18-Nov-17
Av era g e 3775 5699 888 4712 1076 528 72 28 942 2127 3472 10266 1 43 4 19 33652
CH 351+300

CH 358+000
Ca r / Tra c tor
Va n / Ta xi Trolly
Nu mbe r
P CU F a c tor 0.5 1 1 1.5 3 3 1.5 1.5 4.5 3 3 4.5 4.5 0.5 2 8
S a turda y
2992 6346 72 3498 864 471 23 30 167 2334 2895 5211 0 2 0 0 24904
11-Nov-17
S unda y
2999 7472 70 3360 1047 426 42 14 144 2712 3480 6791 0 2 0 0 28558
12-Nov-17
Monda y
2756 5651 86 3554 921 375 81 29 491 2505 3057 5288 0 2 0 0 24794
13-Nov-17
Tues da y
2548 5410 43 3351 942 333 44 14 581 1842 4218 7277 0 2 0 0 26603
14-Nov-17
Wednes da y
2391 5510 71 3530 1062 453 68 36 545 3234 3231 7164 0 8 0 0 27302
15-Nov-17
Thurs da y
2681 5659 43 3527 936 447 71 9 540 2820 2892 6768 0 0 0 0 26392
16-Nov-17
F rida y
2741 6205 33 3860 834 435 69 11 378 3273 3189 7727 0 2 0 0 28756
17-Nov-17
Av era g e 2730 6036 60 3525 944 420 57 20 406 2674 3280 6603 0 3 0 0 26758
Fig. 6.1: Daily Variation of traffic in numbers (of Ch. 277+000, 313+200, 314+800, and
351+300 358+000)
CH 277+000
CH 313+200

CH 314+800
CH 351+300
CH 358+000

Fig. 6.2: Daily Variation of traffic in PCUs (of Ch. 277+000, 313+200, 314+800, and 351+300
358+000)
CH 277+000
CH 313+200
CH 314+800

CH 351+300
CH 358+000
Hourly Variation of Traffic

Similar to daily variation, analysis has also been carried out for hourly variation. The
hourly variations will be useful in evaluating Capacity and LOS analysis, in planning
various facilities, like number of toll lanes at the toll plaza, rest area, etc. The hourly

variations in traffic (in Vehicles and PCUs per Day) observed at the count station on
the Project Road have been presented in Fig. 6.3 & 6.4 Below.
Fig. 6.3: Hourly Variation of traffic in numbers (of Ch. 277+000, 313+200, 314+800,
and 351+300 358+000)
CH 277+000
CH 313+200
CH 314+800
CH 351+300

CH 358+000
Fig. 6.4: Hourly Variation of traffic in PCUs (of Ch. 277+000, 313+200, 314+800, and 351+300
358+000)
CH 277+000
CH 313+200

CH 314+800
CH 351+300
CH 358+000

Peak Hour
Hourly variations observed in traffic at survey location have been analyzed for PHF
(Peak Hour Flow as percentage of the total day traffic), and summarized in the
following Tables.
Table 6.6 : Peak Hour Factor of Ch. 277+000, 313+200, 314+800, and 351+300 358+000)
Ch. 277+000
Peak Hours Total No. Peak Hours Total PCU
Morning 16:00 17:00 1175 Morning 16:00 17:00 1982
Evening 17:00 18:00 1199 Evening 17:00 18:00 1984
Ch. 313+200
Morning 16:00 17:00 1333 Morning 09:00 10:00 2247
Evening 17:00 18:00 1461 Evening 17:00 18:00 2224
Ch. 314+800
Morning 16:00 17:00 1491 Morning 16:00 17:00 1882
Evening 18:00 19:00 1557 Evening 18:00 19:00 1976
Ch. 351+300
Morning 12:00 13:00 982 Morning 12:00 13:00 1362
Evening 17:00 18:00 981 Evening 17:00 18:00 1316
Ch. 358+000
Morning 16:00 17:00 1201 Morning 16:00 17:00 1473
Evening 17:00 18:00 1173 Evening 17:00 18:00 1431

Directional Distribution
Like hourly variations, directional distribution of traffic will be useful for Capacity and
LOS analysis, and in planning various facilities, like, number of toll lanes at the toll
plaza, rest area, etc.
The directional distribution observed at the count station on the Project Road has
been presented in Table 6.7 below.
Table 6.7: The Directional Distribution Ch. 277+000, 313+200, 314+800, and 351+300
358+000)
Directional Distributions
Location
Towards Pimpalgaon Baswant Towards Dhule
Ch. 277+000 49.12% 50.88%
Ch. 313+200 49.92% 50.08%
Ch. 314+800 49.77% 50.23%
Ch. 351+300 48.94% 51.06%
Ch. 358+000 49.21% 50.79%
Composition of traffic
Analysis was carried out to find the composition of traffic in terms of fast and slow
moving traffic and in terms of various types of vehicles. The observed vehicular
compositions are shown in Table 6.8 below
Table 6.8: Summary of Composition of Traffic

Type of 277+000 313+200 314+800 351+300 358+000
Vehicle
Number PCU Number PCU Number PCU Number PCU Number PCU
Two
23.30% 6.00% 23.70% 6.00% 33.80% 11.00% 23.70% 6.00% 30.40% 10.00%
Wheeler
Car /
Jeep /
23.60% 12.00% 22.10% 11.00% 25.50% 17.00% 22.10% 11.00% 33.60% 23.00%
Van /
Taxi
Three
1.30% 1.00% 1.80% 1.00% 4.00% 3.00% 1.80% 1.00% 0.30% 0.00%
Wheeler
LCV 14.30% 11.00% 16.60% 13.00% 14.10% 14.00% 16.60% 13.00% 13.10% 13.00%
Govt. Bus 2.50% 4.00% 0.30% 1.00% 1.60% 3.00% 0.30% 1.00% 1.80% 4.00%
Private
1.70% 3.00% 1.00% 2.00% 0.80% 2.00% 1.00% 2.00% 0.80% 2.00%
Bus
Mini Bus 0.20% 0.00% 0.20% 0.00% 0.20% 0.00% 0.20% 0.00% 0.20% 0.00%
Tractor 0.00% 0.00% 0.10% 0.00% 0.10% 0.00% 0.10% 0.00% 0.10% 0.00%

Tractor
With 0.10% 0.00% 1.20% 3.00% 0.90% 3.00% 1.20% 3.00% 0.50% 2.00%
Trolley
2 – Axle 5.50% 8.00% 6.00% 9.00% 3.20% 6.00% 6.00% 9.00% 5.00% 10.00%
3 – Axle 8.20% 12.00% 9.40% 14.00% 5.20% 10.00% 9.40% 14.00% 6.10% 12.00%
Multi-
Axle 19.20% 44.00% 17.30% 40.00% 10.20% 31.00% 17.30% 40.00% 8.20% 25.00%
Truck
Total Fast
100.00% 100.00% 100.00% 100.00% 100.00% 100.000% 100.00% 100.00% 100.000% 100.000%
Moving
Cycle 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
Rickshaws 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
Bullock
0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
Cart
Total
Slow 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
Moving
Total
100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
ADT

Fig. 6.5: Traffic Composition in Percentage (In Numbers)
CH 277+000
CH 313+200
CH 314+800
CH 351+300

CH 358+000
Fig. 6.6: Traffic Composition in Percentage (In PCUs)
CH 277+000
CH 313+200

CH 314+800
CH 351+300
CH 358+000

6.8 Annual Average Daily Traffic (AADT):

The traffic plying on any road generally varies over different periods of the year
depending on the cycle of different socio-economic activities in the regions through
which it generates or terminates. Therefore, in order to have a more realistic picture of
the traffic on the project road, it is required to assess its seasonal variation to estimate
the annual average daily traffic (AADT). As per Clause 6.2 IRC SP: 19:2001, the ADT
(Average Daily Traffic) shall be converted into AADT (Annual Average Daily Traffic)
applying seasonal correction factor. The ADT observed during the survey duration is
multiplied by a seasonal correction factor (SCF) to derive an AADT. The seasonal
correction factor is generally derived from secondary data sources such as past month-
wise traffic data on the project road, monthly toll revenues from existing tolled
highways in the immediate influence area, sale of fuel at different filling stations along the
project highway etc.
In the present study SCF is estimated based on past year traffic data for one location on
the project road for last three years. The SCF computations are work out below as per
IRC- 108:2015 clause C.1
AS PER IRC: 108:2015 clause C.1

ADT AT LALING TOLL PALZE CH 268+630
Car, Passenger Van or Jeep
Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct
2015 6138 5866 4833 4900 4381 5045 6371 5395 4425 4602 4766 4456
2016 2202 5629 5405 5287 5056 6083 6408 5028 4919 4702 4199 4865
2017 5747 6447 5217 5168 4699 5646 6799 5551 4929 4916 7420 6468
Winter (NOV -FEB) Summer (MAR- JUNE) Mansoon (JULY - OCT)
2015 21737 21192 18249
2016 18523 22575 18685
2017 22579 22695 23733
AVG 20946 22154 20222
Seasonal Index 94.55 100 91.28
Avg. Seasonal Index 95.28
Seasonal variation factor For November Month 1.01

Light Commercial Vehicle

2015 1301 1541 1398 1512 1376 1305 1315 1343 1344 1411 1432 1364
2016 379 1409 1488 1463 1501 1457 1459 1426 1250 1287 1417 1534
2017 1542 1525 1518 1572 1537 1449 1407 1347 1318 1402 1522 1450
ADT -Winter (NOV -FEB) ADT -Summer (MAR- JUNE) ADT -Mansoon (JULY - OCT)
2015 5752 5339 5551
2016 4739 5843 5488
2017 6157 5740 5692
AVG 5549 5641 5577
Truck/Bus
2015 2009 1996 1884 1951 1928 2026 2113 1997 1735 1897 1930 1873
2016 612 1992 1912 1966 2124 2225 2197 2001 1784 1772 1807 1994
2017 1829 1880 2145 2139 1947 2002 1976 1780 1648 1669 1769 1851
2015 7840 8064 7435
2016 6482 8547 7357
2017 7993 7705 6937
AVG 7438 8105 7243
Multi Axle Vehicle (> 2 axle)

2015 3801 4143 3726 4212 4311 3940 3855 3900 3784 4051 4510 4424
2016 1113 3814 4015 4677 5036 4700 4272 3970 3593 3688 4328 4667
2017 3393 3287 4147 4417 4174 3809 3162 2893 3018 3082 3587 3536
2015 15882 16006 16769
2016 13619 17978 16276
2017 15244 14038 13223
AVG 14915 16007 15423

Total ADT
2015 13248 13546 11842 12574 11996 12316 11919 12635 11288 11961 12639 12117
2016 4306 12845 12820 13871 13717 14465 14336 12425 11546 11449 11750 13060
2017 12511 13139 13027 13295 12357 12906 13344 11571 10913 11069 11598 13305
2015 51210 48866 48005
2016 43842 54943 47805
2017 51972 50178 46885
AVG 49008 51329 47565
Seasonal variation factor For November Month

Car, Passenger Van or Jeep 1.01
Light Commercial Vehicle 1.01
Truck/Bus 1.02
Multi Axle Vehicle (> 2 axle) 1.04
Avg. ADT 1.01
For the project road under consideration, the seasonal correction factor is adopted as 1.01 as
per calculation, to assess AADT & the Table 6.9 below shows the variation between ADT &
AADT for the project road.
Table 6.9: The Summary of Average Daily Traffic

Type of 277+000 313+200 314+800 351+300 358+000
Vehicle
AADT PCU AADT PCU AADT PCU AADT PCU AADT PCU
Two
4469 2235 5406 2703 7626 3813 4116 2057 5514 2757
Wheeler
Car / Jeep /
4542 4542 5050 5050 5756 5756 4853 4853 6096 6096
Van / Taxi
Three
242 242 410 410 897 897 126 126 61 61
Wheeler
LCV 2745 4117 3789 5683 3172 4759 2570 3855 2374 3560
Govt. Bus 472 1415 77 231 363 1087 318 953 318 953
Private Bus 333 999 232 698 178 533 180 539 141 424
Mini Bus 39 59 42 64 48 73 30 45 38 58
Tractor 6 9 19 28 19 28 9 14 13 20

Tractor
With 20 91 273 1228 211 951 130 588 91 410
Trolley
2 – Axle 1056 3168 1364 4089 716 2148 618 1854 900 2701
3 – Axle 1568 4702 2141 6424 1169 3507 1002 3006 1104 3313
Multi-Axle
3696 16631 3956 17802 2304 10370 1916 8620 1482 6669
Truck
Total Fast
19189 38209 22758 44411 22458 33922 15869 26513 18132 27023
Moving
Cycle 20 10 81 40 86 43 6 3 5 3
Rickshaws 0 1 1 2 2 4 0 1 0 0
Bullock
0 0 2 17 2 19 0 0 0 0
Cart
Total Slow
20 11 84 59 90 66 6 4 5 3
Moving
Total
19209 38220 22842 44470 22548 33988 15875 26517 18137 27026
AADT
6.9 Demand Assessment Background

Traffic demand forecasting is to be done for future traffic volumes the project road is
supposed to cater. This is primarily based on the present day traffic volume and likely
traffic growth rates periodically during the forecasting period of 20 years for the
proposed road improvements. The traffic growth rates are dependent on various
factors such as growth in national economy, changes in socio-economic conditions of
the people etc.
Forecasted traffic forms the basis for determining the requirements for capacity
augmentation by way of widening of existing carriageway, pavement design and also
economic / financial deciding viability of project
6.9.1 Economic Modeling for Maharashtra

Econometric modeling is attempted to estimate traffic demand forecasting considering a
number of variables such as population, per capita income, net state domestic product
(NSDP) and past vehicle registration data. Time series data on vehicle registration in the
state was collected from secondary sources. Similarly time series past data on
population, state income (NSDP) and per capita income for the state has also been
obtained from the concerned departments of Government.
Based on the available time series data on vehicles registration, NSDP, population and
per capita income for the state during the period 2010 to 2016, log-log regression have
been developed, for each type of vehicle to obtain elasticity values.
Trend in Growth of various Socio Economic Indicators

The economic indicators of state are used for the regression analysis along with vehicle
registration data as presented in Table 6.10 below:
Table 6.10: Economic Indicators for Maharashtra State
DATA
NSDP (In PER
Sr. 2-
YEAR Rs. POPULATION CAPITA CAR BUS TRUCK
No. WHEELER
Million) INCOME
2010 1 599338 111118000 69765 964902 238379 6509 62552
2011 2 667625 112372972 84858 1240319 297171 8735 84135
2012 3 1122173 114170968 93748 1489720 340287 10210 110223
2013 4 1184240 115969272 103991 1502587 332520 10731 87433
2014 5 1267144 117766794 114392 1548950 300910 12108 88554
2015 6 1332239 119564629 134081 1667321 323953 10232 87676
2016 7 1441675 121362092 147399 1739065 351287 12073 90414
6.9.2 Adoption of Elasticity values

The elastic coefficient is the factor by which GDP growth rate will be multiplied to get
the future growth rates for directs modes.
Passenger traffic demand is a function of growth of population and per capita income.
Similarly, state income growth is mostly governed by freight traffic growth. In line with
this philosophy, the elasticity of traffic demand for 2-wheelers, car, bus and truck with
respect to the past motorized registered vehicles have been estimated. The resultant
elasticity values at present indicators are presented in Table 6.11 and recommended
elasticity values for future in Table 6.12 below.
Table 6.11: Regression Analysis Results (Based on Socio-Economic indicators & Vehicle
Registration Data)
TOTAL SUMMARY REPORT
COEFFICIENT
VEHICAL TYPE VARIABLE R2
ELASTICITY
2-WHEELER PCI 0.87 0.73
CAR PCI 0.58 0.38
BUS PCI 0.72 0.70
TRUCK NSDP 0.4451 0.32

Table 6.12: Recommended elasticity values
Based on the moderated elasticity values and average growth rate of NSDP 2010-2016
and with the given model as follows, the future average annual compound traffic growth
rates for vehicle type are estimated as below:
Passenger or Goods Vehicles Traffic Growth Rates

Tgr = (NSDPgr or PCIgr or Populationgr whichever is more) x E
Where NSDPgr – NSDP Growth Rate
PCIgr – Per Capita Income Growth Rate
Populationgr – Population Growth Rate
E – Elasticity Value
6.9.3 Resultant Traffic Growth Rates

Economic Forecast
Traffic growth rates needed to assess the likely future traffic levels on the project road
are a product of the economic growth rate and the elasticity of the traffic demand vis-à-
vis economic growth. This can be expressed by the following equation.
Tg = e x Eg ………………………….1
Where Tg = Traffic Growth Rate

e = Elasticity of Traffic Demand
Eg = Economic Growth Rate
Based on the mode-wise elasticity values, and estimated future growth rates of the PIA
economy, the mode-wise growth rates are finalized.
The traffic growth rates are considered for three scenarios – Optimistic, Realistic and
Pessimistic primarily based on the growth of the PIA economy. The growth rates of the
economy for these three scenarios are presented in Table 6.13.

Table 6.13: Derived Growth rates in different scenarios
Growth Rates of Vehicular Traffic for the state of Maharashtra

2- Average
S. no. Description Car Bus Truck
Wheeler growth rate
1 PESSIMISTIC 6.19% 3.75% 6.46% 4.15% 5.14%
3 REALISTIC 7.28% 4.42% 7.60% 4.88% 6.04%
2 OPTIMISTIC 8.37% 5.08% 8.74% 5.61% 6.95%
The realistic growth rate for Maharashtra state derived is 6.04% and hence the
recommended growth rate adopted for future traffic generation is 6%.
6.10 Projected Traffic & Capacity analysis

The future traffic generation is carried out considering 6% per year growth rate for
commercial vehicles i.e. Tollable vehicles and 5% National Average Growth Rate is
considered for Non Tollable vehicles. The capacity augmentation is carried out the
capacity analysis and design service volume for lane configuration as specified by IRC 64-
1990 are used for working out lane requirement of the Project road and are as given
below Table 6.14 for homogenous sections.
Table 6.14 (a): Summary of Projected Traffic for HS-I

HS1
Location 1 : Location 2 : Location 3 :
SI. No Year 277+000 313+200 314+800
Total Total Total
Remark Remark Remark
PCU PCU PCU
2018 - 4 Lane with Paved 2 Lane with Paved
38220 4 Lane LOS B 44467 33984
2019 Shoulder LOS B Shoulder LOS C
1 40487 47091 35966 4 Lane LOS B
2020 Shoulder LOS B Shoulder LOS B
2 42889 49870 38063 4 Lane LOS B
2021 - 4 Lane with Paved 4 Lane with Paved 4 Lane with Paved
3 45434 52813 40284
2022 Shoulder LOS B Shoulder LOS B Shoulder LOS B
4 48130 55931 42634
5 50986 59233 45122
6 54012 62731 6 Lane 47756
7 57218 66435 6 Lane 50545
2026 - 4 Lane with Paved
8 60615 6 Lane 70359 6 Lane 53496
2027 Shoulder LOS B
9 64214 6 Lane 74515 6 Lane 56621
2028 Shoulder LOS B

HS1
Location 1 : Location 2 : Location 3 :
SI. No Year 277+000 313+200 314+800
Total Total Total
Remark Remark Remark
PCU PCU PCU
10 68026 6 Lane 78917 6 Lane 59929
2029 Shoulder LOS B
2029 -
11 72066 6 Lane 83580 6 Lane 63431 6 Lane
2030
2030 -
12 76345 6 Lane 88519 6 Lane 67139 6 Lane
2031
2031 -
13 80880 6 Lane 93751 6 Lane 71064 6 Lane
2032
2032 -
14 85684 6 Lane 99293 6 Lane 75219 6 Lane
2033
2033 -
15 90773 6 Lane 105162 6 Lane 79619 6 Lane
2034
2034 -
16 96166 6 Lane 111380 6 Lane 84276 6 Lane
2035
2035 -
17 101880 6 Lane 117966 6 Lane 89207 6 Lane
2036
2036 -
18 107933 6 Lane 124943 6 Lane 94428 6 Lane
2037
2037 -
19 114347 6 Lane 132333 6 Lane 99955 6 Lane
2038
2038 -
20 121142 6 Lane 140161 6 Lane 105807 6 Lane
2039
2039 -
21 128342 6 Lane 148453 6 Lane 112003 6 Lane
2040
2040 -
22 135970 6 Lane 157237 6 Lane 118563 6 Lane
2041
2041 -
23 144053 6 Lane 166542 6 Lane 125508 6 Lane
2042
2042 -
24 152617 6 Lane 176399 6 Lane 132862 6 Lane
2043
2043 -
25 161690 6 Lane 186840 6 Lane 140648 6 Lane
2044
2044 -
26 171304 6 Lane 197900 6 Lane 148893 6 Lane
2045
2045 -
27 181490 6 Lane 209617 6 Lane 157622 6 Lane
2046
2046 -
28 192283 6 Lane 222029 6 Lane 166864 6 Lane
2047
2047 -
29 203719 6 Lane 235177 6 Lane 176651 6 Lane
2048
2048 -
30 215835 6 Lane 249105 6 Lane 187013 6 Lane
2049

Table 6.14 (b) : Summary of Projected Traffic for HS-II

HS2
Location 4 : Location 5 :
SI. No Year 351+300 358+000
Total
Remark Total PCI Remark
PCI
2 Lane with Paved Shoulder 2 Lane with Paved Shoulder
2018 - 2019 26516 27025
LOS C LOS C
1 2019 - 2020 28079 28614
LOS C LOS C
2 2020 - 2021 29734 30297
LOS C LOS C
3 2021 - 2022 31487 32079
LOS C LOS C
4 2022 - 2023 33344 33966
LOS C LOS C
5 2023 - 2024 35311 4 Lane LOS B 35964 4 Lane LOS B
6 2024 - 2025 37394 4 Lane LOS B 38081 4 Lane LOS B
4 Lane with Paved Shoulder

7 2025 - 2026 39600 4 Lane LOS B 40322
LOS B
8 2026 - 2027 41937 42696
LOS B LOS B
9 2027 - 2028 44412 45209
LOS B LOS B
10 2028 - 2029 47034 47871
LOS B LOS B
11 2029 - 2030 49810 50691
LOS B LOS B
12 2030 - 2031 52751 53677
LOS B LOS B
13 2031 - 2032 55866 56839
LOS B LOS B
4 Lane with Paved Shoulder
14 2032 - 2033 59166 60188 6 Lane
LOS B
15 2033 - 2034 62660 6 Lane 63735 6 Lane
16 2034 - 2035 66362 6 Lane 67491 6 Lane
17 2035 - 2036 70283 6 Lane 71470 6 Lane
18 2036 - 2037 74436 6 Lane 75683 6 Lane
19 2037 - 2038 78835 6 Lane 80146 6 Lane
20 2038 - 2039 83495 6 Lane 84873 6 Lane

HS2
Location 4 : Location 5 :
SI. No Year 351+300 358+000
Total
Remark Total PCI Remark
PCI
21 2039 - 2040 88430 6 Lane 89879 6 Lane
22 2040 - 2041 93658 6 Lane 95181 6 Lane
23 2041 - 2042 99196 6 Lane 100797 6 Lane
24 2042 - 2043 105063 6 Lane 106745 6 Lane
25 2043 - 2044 111276 6 Lane 113045 6 Lane
26 2044 - 2045 117858 6 Lane 119717 6 Lane
27 2045 - 2046 124831 6 Lane 126785 6 Lane
28 2046 - 2047 132217 6 Lane 134270 6 Lane
29 2047 - 2048 140040 6 Lane 142199 6 Lane
30 2048 - 2049 148328 6 Lane 150597 6 Lane
Table 6.15 Year of reaching LOS B and LOS C

HS 1 HS2
LOS 277+000 313+200 314+800 351+300 358+000
Year Capacity Year Capacity Year Capacity Year Capacity Year Capacity
2 Lane
with 2018 2018 2018
Paved - 33984 - 26516 - 27025
Shoulder 2019 2019 2019
LOS C
2018 2019 2023 2023
4 Lane
- 38220 - 35966 - 35311 - 35964
LOS B
2019 2020 2024 2024
4 Lane
with 2019 2018 2021 2026 2025
Paved - 40487 - 44467 - 40284 - 41937 - 40322
Shoulder 2020 2019 2022 2027 2026
LOS B
2026 2024 2029 2033 2032
6 Lane - 60615 - 62731 - 63431 - 62660 - 60188
2027 2025 2030 2034 2033

The project road HS 1 section qualifies for the capacity of 6 Lane in the Year 2026 with
design volume of 60615 PCU & HS 2 section qualifies for the capacity of 6 Lane in the
Year 2032 with design volume of 60188 PCU. Subsequently as per the circular NHAI
Circular No. NHAI/CGM/QA/DPRs/2017 dt. 24th January 2017, 6- Lane improvements
were proposed for traffic of 25,000 PCU (Plain terrain) and as per these guidelines 6-
Lane carriageway is proposed for section.
6.11 Origin Destination Survey

During the OD survey all the relevant information was collected from the vehicle
operators in pre-designed format by stopping vehicles at random sample basis. The
collected data includes vehicle number, origin and destination place, commodity carried,
distance travelled, no. of trips in a month, willingness to pay toll etc.
6.11.1Goods Vehicles – Commodity Analysis

Different commodities recorded during the O-D survey were classified into 10
categories. Due consideration has been given to include all possible commodities
moving along the project road.
Commodity pattern shows prominent movement of Agricultural Produce, Iron and

Steel construction material & coal along the project corridor. Distribution of various
commodities is presented in the Table 6.16 below.
Table 6.16: Commodity Distribution
Commodities Item UP Total No Composition at CH 357/000
Agricultural Products 43 20.28%

Automobiles 13 6.13%
Chemicals & Fertilizer 3 1.42%
Coal 3 1.42%
Construction Material 12 5.66%
Container 35 16.51%
Empty 10 4.72%
Empty Tanker 25 11.79%
Food Product 15 7.08%
Fruits, Vegetables, Milk, Eggs 1 0.47%
Iron & Steel 3 1.42%
Manufactured Goods 14 6.60%
Other 21 9.91%
Petrol, Diesel, Gas, Kerosene, Oil 14 6.60%
Total 212 100%

Commodities Item Down Total No Composition at CH 357/000

Coal 1 0.32%
Container 52 16.56%
Courier 4 1.27%
Empty 9 2.87%
Other 30 9.55%
Total 314 100.00%
Commodities Item UP Total No Composition at CH 278/300

Container 14 12.17%
Household Goods 2 1.74%
Other 13 11.30%
Empty 15 13.04%
Total 115 100%
Commodities Item Down Total No Composition at CH 278/300

Container 31 19.62%
Empty 14 8.86%
Other 12 7.59%
Total 158 100.00%

6.11.2 Goods vehicles – Lead & Load Analysis

The survey data was analyzed to assess the lead and load distribution for commercial
vehicles. The distribution observed for different vehicle types is grouped into various
ranges. The trip length frequency is presented in Table and graphically indicated in Table
No. 6.17 & Fig No. 6.7
Table 6.17: Trip Length Frequency Distribution of Goods Vehicles with Fig. 6.7.
Lead Distribution of Vehicles (Up & Down)

Km Near CHANDWAD Toll Plaza (357/000) Km Near CHANDWAD Toll Plaza (357/000)
Trip Length (Up) (Down)
(km) 2- Axle 3- Axle 4-6 Multi LCV 2- Axle 3- Axle 4-6 Multi LCV
Axle Axle
0-50 0 0 0 0 0 0 0 0 0 0
51-100 0 0 0 0 3 0 0 0 0 2
101-250 1 1 5 0 0 1 2 0 0 8
251-500 4 1 10 0 1 6 2 20 0 4
501-1000 23 20 57 0 0 18 22 73 0 1
1001-1500 9 11 39 0 0 10 17 77 0 0
>1500 1 5 16 0 0 2 8 41 0 0
Lead Distribution of Vehicles (Up & Down)
Km CH 278+300 (Up) Km CH 278+300 (Down)

Trip Length
Axle Axle
0-50 0 0 0 0 0 0 0 0 0 0
51-100 1 1 1 0 3 2 1 0 0 0
101-250 0 1 2 0 3 0 1 1 0 4
251-500 3 3 13 0 1 2 1 9 0 0
501-1000 9 12 15 0 0 17 9 35 0 0
1001-1500 6 6 22 0 0 6 9 21 0 0
>1500 1 4 8 0 0 0 4 36 0 0

Fig. 6.7. Trip Length Frequency Distribution of Goods Vehicles
Fig. 6.7: Trip Length Frequency Distribution of Goods Vehicles

Analysis shows the maximum movement of freight vehicles at all the locations is in the
range of 501-1000 km. the Load distribution observed for different vehicle types is
grouped into various ranges. The load distribution is graphically indicated Fig. and source
data included in Table 6.18.
Table 6.18: Load Distribution of Freight Vehicles

Load Distribution of Vehicles (Up & Down)
Trip Length Km Near CHANDWAD Toll Plaza (357/000) Km Near CHANDWAD Toll Plaza (357/000)
(km) (Up) (Down)
2- Axle 3- Axle 4-6 Multi LCV 2- Axle 3- Axle 4-6 Multi LCV
Axle Axle
Empty 8 6 30 0 1 1 2 4 0 7
0-2.5 0 0 0 0 0 0 0 0 0 1
2.6-5.0 1 0 2 0 3 4 0 0 0 11
5.1-7.5 2 0 0 0 0 4 0 0 0 1
7.6-10 28 3 3 0 0 28 10 6 0 0
10.1-15 1 3 1 0 0 0 28 36 0 2
15.1-20 1 25 46 0 0 0 11 99 0 0
20.1-25 1 1 30 0 0 0 0 43 0 0
>25.1 0 0 14 0 0 0 0 23 0 0
Load Distribution of Vehicles (Up & Down)

Trip Length Km CH 278+300 (Up) Km CH 278+300 (Down)

Axle Axle
Empty 4 1 8 0 2 4 4 5 0 14
0-2.5 0 0 0 0 0 0 0 0 0 0
2.6-5.0 0 0 0 0 4 1 0 0 0 3
5.1-7.5 0 0 0 0 1 7 0 0 0 0
7.6-10 16 2 3 0 0 15 1 0 0 0
10.1-15 0 0 3 0 0 0 5 1 0 0
15.1-20 0 24 6 0 0 0 14 17 0 0
20.1-25 0 0 11 0 0 0 1 40 0 0
>25.1 0 0 30 0 0 0 0 39 0 0
Fig. 6.8: Load Distribution of Freight Vehicles
6.12 Pedestrian & Animal count Survey

The Pedestrian animal cross traffic survey is not carried as for all major habitations new
bypasses are proposed & as few local habitations 4 lane with service roads & additional
safety measures are proposed.
6.13 Axle Load Survey

Axle Load Survey provides data to enable the assessment of the damaging effect of
vehicles. Axle Load Survey was carried out at each location for two day each location

on random sampling basis in both directions. Selected Categories of goods vehicles and
buses were stopped using police help. The enumerators guided the front wheel of the
vehicle slowly on the calibrated Axle Load Pad and the readings were recorded on the
specially designed format once the readings got stabilized. The vehicle was directed to
move ahead slowly till the rear wheel properly mounted on the axle pad. The
procedure was repeated while recording the readings on the meter. In case of tandem
axles, the second, third and subsequent axles were also directed on the wheel pad in
sequential manner and the measurement of weight was repeated. Significant amount of
data was however collected and analyzed.
It comprises of a flat weighing platform with a laterally connected indicating device. The
WL 103 Wheel Load Weigher has a maximum capacity of weighing is 20 tones &
minimum is 10 kg.
For design purpose, the variation in axle is determined by reducing the actual axle loads
to an Equivalent Axle Load (EAL). An equivalent is a convenient means of indexing the
wide spectrum of actual loads to one selected value. The equivalent standard Axle load
is determined by the relationship given below.
The relationship is sometimes referred to as ‘Fourth Power Rule’. The rule states that
the damaging effect of an axle load increases as fourth power of the weight of the axle.
In order to convert axle loads from axle load survey into ESAL, they are grouped by
intervals of 0.9 tone and the frequency of each interval is determined. Equivalency
factors are obtained for each category from the ‘Fourth Power Rule’. The product of
frequency of each interval and corresponding equivalency factor gives the ESAL for that
weight class of samples.
Equivalency Factor
= (W/6.5)^4 - for Single Axle with single wheel on either side.
= (W/8.0)^4 - for Single Axle with Dual wheel on either side.
= (W/14.8)^4 - for Tandem Axle with Dual wheel on either side.
= (W/22.4)^4 - for Tridem Axle with Dual wheel on either side.
Where, W – Axle Load in tons
Total EAL = (No of vehicles in each weight class) X (Load equivalency factor for that
class)
The vehicle damage factor (VDF) is an important indexing factor in characterizing the
traffic loading for a road. It is also a multiplier for converting the number of commercial
vehicles of different axle loads to the number of standard axle load repetitions.
VDF = Total EAL / Number of vehicles weighted

The VDF calculated for all commercial vehicles on the basis of Axle Load Survey carried
out on the project road is given in Annexure – VII of this report. The computation of
VDF is given hereunder:
Table 6.19: VDF Computation for HS-I @ Location km. 278/300
Location :- CH 278+300 Date :- 30-Dec-17 31-Dec-17
DIRECTION DIRECTION DIRECTION
Code.
MODE Dhule Pimpalgaon Both Adopted
No.
V.D.F. V.D.F. Max V.D.F.
Bus
1 Single Axle 0.51 0.00 0.51 3.50
& Double Wheel
Private Bus
2 Single Axle 0.00 0.00 0.00 3.50
& Double Wheel
LCV
3 Single Axle 1.98 0.07 1.98 3.50
& Double Wheel
2 Axle
4 Single Axle 2.39 2.83 2.83 3.50
& Dual Wheels
3 Axle : -Single Axle

5 & Tandem Axle 5.08 6.76 6.76 6.76
Dual Wheels
4 Axle: -Single Axle

6 & Tandem Axle 9.18 10.90 10.90 10.90
Dual Wheels

7 & Tridem Axle 8.28 9.82 9.82 9.82
Dual Wheels

Table 6.20: VDF Computation for HS-II @ Location km. 357/000
Location :- CH - 357+000 Date :- 28-Dec-17 29-Dec-17
DIRECTION DIRECTION DIRECTION
Code.
MODE Dhule Pimpalgaon Both Adopted
No.
V.D.F. V.D.F. Max V.D.F.
Bus
1 Single Axle 0.00 0.00 0.00 3.50
& Double Wheel
Private Bus
2 Single Axle 0.00 0.00 0.00 0.35
& Double Wheel
LCV
3 Single Axle 0.00 0.04 0.04 3.50
& Double Wheel
2 Axle
4 Single Axle 4.05 2.19 4.05 4.05
& Dual Wheels
3 Axle : -Single Axle

5 & Tandem Axle 3.86 3.38 3.86 3.86
Dual Wheels

6 & Tandem Axle 8.25 6.55 8.25 8.25
Dual Wheels

7 & Tridem Axle 7.02 6.45 7.02 7.02
Dual Wheels
The Adopted VDF are in conformity with IRC 37-2012 Table no. 4.2.

6.14 Truck Terminal Surveys

The data derived from the O-D, speed-delay, other surveys and also supplementary
surveys will be analysed to assess requirements for present and future development of
truck terminals at suitable locations enroute.
As per reconnaissance survey Truck Terminals are proposed at existing Toll Plaza locations
at De. Ch. 268.600 Awadhan & Existing Truck lay bye at De. Ch. 340.800 shall be widened.

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Consultancy Services for Preparation of DPR for 6 – Laning of Existing 4-Lane Draft Feasibility Report

Dhule - Pimpalgaon Section from Km 265.000 to Km 380.000 of NH-3 (NEW

6. TRAFFIC STUDIES & ANALYSIS

6.2 Objectives of Traffic Study

6.3 Homogenous Section

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Section Existing Traffic

The traffic survey is carried out by using ATCC systems.

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6.4 Traffic Survey Locations & Schedule

Table 6.1: Traffic Count Locations

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Fig. - : Traffic Location Plan

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Fig. - : Axle Load & O.D Survey Location Plan

6.5 Classified Traffic Volume Count

The following classes of vehicles are counted separately.

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Motorised vehicles Non-motorised vehicles

6.6 Survey Methodology

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Table 6.2: Vehicle Classification and PCU Factors

Vehicle Type PCU Factor

6.7 Traffic Analysis

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Average Daily Traffic (ADT)

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Daily Variation of Traffic

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F INAL WE E K L Y TR AF F IC S UMMAR Y Ch a n d w a d - Ma leg a on (NH-60) Ch a in a g e 351+300

DAIL Y VAR IATION OF TR AF F IC (IN Nu mbe r's )

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Hourly Variation of Traffic

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Table 6.8: Summary of Composition of Traffic

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Fig. 6.5: Traffic Composition in Percentage (In Numbers)

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Fig. 6.6: Traffic Composition in Percentage (In PCUs)

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6.8 Annual Average Daily Traffic (AADT):

AS PER IRC: 108:2015 clause C.1

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Light Commercial Vehicle

Multi Axle Vehicle (> 2 axle)

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Seasonal variation factor For November Month

Table 6.9: The Summary of Average Daily Traffic

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6.9 Demand Assessment Background

6.9.1 Economic Modeling for Maharashtra

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Table 6.10: Economic Indicators for Maharashtra State