Road Transport Rail Logistics

Road Logistics Report
TABLE OF CONTENTS
2 ROAD TRANSPORT, RAIL & LOGISTICS...............................................................................2-1

2.1 EXISTING TRAFFIC AND TRANSPORT MODES IN VICINITY......................................................2-1
2.2 TRAFFIC DEMAND ESTIMATION............................................................................................2-1
2.2.1 Methodology.........................................................................................................................2-2
2.3 PAVEMENT DESIGN...............................................................................................................2-4
2.3.1 Design Standards...................................................................................................................2-4
2.3.2 Design Approach and Methodology......................................................................................2-4
2.3.3 Embankment.........................................................................................................................2-4
2.3.4 Input Parameters...................................................................................................................2-5
2.3.5 Design Traffic.........................................................................................................................2-5
2.3.6 Vehicle Damage Factors (VDF)...............................................................................................2-5
2.3.7 Evaluation of Design Traffic for Pavement Design.................................................................2-6
2.3.8 Design of Flexible Pavement..................................................................................................2-7
2.3.9 Pavement Design Main Carriageway.....................................................................................2-9
2.4 PAVEMENT DESIGN FOR SERVICE ROAD..............................................................................2-11
2.4.1 Pavement Design for Cycle Track.........................................................................................2-12
2.4.2 Pavement Design for Walkway............................................................................................2-12
2.5 TRAFFIC SIGNAGE’S & ROAD MARKINGS.............................................................................2-14
2.5.1 Traffic Signage’s...................................................................................................................2-15
2.5.2 Cautionary / Warning Signs:................................................................................................2-16
2.5.3 Informatory Signs................................................................................................................2-17
2.5.4 Road Marking......................................................................................................................2-20
2.6 JUNCTIONS..........................................................................................................................2-22
2.7 TRAFFIC CIRCULATION.........................................................................................................2-26
2.8 SCENARIO DEVELOPMENT STRATEGIES...............................................................................2-31
2.9 LOGISTICS & GOODS MOVEMENT:......................................................................................2-32
2.9.1 Travel Demand for Goods Movement.................................................................................2-32
2.10 RAIL SIDING.........................................................................................................................2-34
2.10.1 Raghunathpur logistics & warehousing infrastructure........................................................2-34
2.10.2 Assumptions While Planning Logistics Park and Railway Siding at RIMC:............................2-35
2.10.3 Parking Demand Estimation.................................................................................................2-36
2.11 TRAVEL DEMAND MODELLING............................................................................................2-38
2.11.1 Overview of Travel Demand Modelling...............................................................................2-38
2.11.2 Primer to the Four-Step Travel Demand Modeling Process.................................................2-38
2.11.3 Methodology adopted for Travel Demand Modelling.........................................................2-39
2.12 DEVELOPMENT OF TRAFFIC ZONE (TAZ’s) SYSTEM..............................................................2-39
2.13 ROAD NETWORK..................................................................................................................2-44
2.13.1 Roadway Network Structure................................................................................................2-44
2.13.2 Model Network Link Attributes...........................................................................................2-44
2.13.3 Turn Penalties......................................................................................................................2-46
2.13.4 Model Network Check - Validation......................................................................................2-46
2.14 TRIP GENERATION - SOCIO- ECONOMIC INPUTS.................................................................2-48
2.14.1 External travel.....................................................................................................................2-49
2.15 TRIP DISTRIBUTION..............................................................................................................2-52

2.15.1 Estimating the network impedances...................................................................................2-52
2.15.2 Estimating the model friction factors..................................................................................2-53
2.16 MODE CHOICE- OCCUPANCY RATE AND PCU......................................................................2-53
2.17 TRIP ASSIGNMENT...............................................................................................................2-53
2.18 ROAD CATEGORIES..............................................................................................................2-59
2.19 RIGHT OF WAY.....................................................................................................................2-61
2.20 DESIGN SPEED.....................................................................................................................2-61
2.21 LANE REQUIREMENT FOR CARRIAGEWAY...........................................................................2-61
2.22 FOOTPATH/PATHWAY.........................................................................................................2-61
2.23 CYCLE TRACK.......................................................................................................................2-62
2.24 SERVICE LANE......................................................................................................................2-62
2.25 MEDIANS.............................................................................................................................2-62
2.26 SIGHT DISTANCE..................................................................................................................2-62
2.27 HORIZONTAL ALIGNMENT...................................................................................................2-62
2.28 SUPER ELEVATION...............................................................................................................2-63
2.29 WIDENING OF CARRIAGEWAY OF CURVES..........................................................................2-63
2.30 VERTICAL ALIGNMENT.........................................................................................................2-63
2.31 PROPOSED TYPICAL CROSS SECTIONS.................................................................................2-65
2.31.1 ARTERIAL ROAD (45 M ROW)..............................................................................................2-65
2.31.2 Sub Arterial Road-Industrial (30 m ROW)............................................................................2-65
2.31.3 Collector Road (24 m ROW)................................................................................................2-68
2.31.4 Collector Road (18m ROW).................................................................................................2-68
LIST OF TABLES
Table 2-1 : Land-use Wise Person Trips Generated per Day for Different Mode.................................................2-3
Table 2-2: PCU Values and Vehicular Occupancy Assumed..................................................................................2-3
Table 2-3 : Land-use Wise Vehicular Trips Generated per Day for Different Modes...........................................2-3
Table 2-4: Recommended Pavement Type...........................................................................................................2-4
Table 2-5: Vehicle Damage Factors Adopted for the Design of RIMC Roads.......................................................2-6
Table 2-6: Lane and Directional Distribution Factor.............................................................................................2-6
Table 2-7: Design Traffic for Estimation of MSA at RIMC Roads..........................................................................2-7
Table 2-8: MSA Estimation of for Different category of Roads at RIMC Roads....................................................2-7
Table 2-9: Proposed million standard axle (MSA) by category of road................................................................2-8
Table 2-10: Proposed Pavement Composition for Main Carriageway.................................................................2-9
Table 2-11: Strain calculation output from IIT PAVE for all categories of road..................................................2-10
Table 2-12: Proposed Pavement Composition for Service Road........................................................................2-11
Table 2-13: Pavement composition for Cycle Track...........................................................................................2-12
Table 2-14: Pavement composition for Walk way..............................................................................................2-12
Table 2-15: Traffic Signages................................................................................................................................2-18
Table 2-16: Marking Patterns & Specifications..................................................................................................2-21
Table 2-17: Goods Demand Estimation at RIMC................................................................................................2-33
Table 2-18 Truck Estimation for movement of goods material by Road............................................................2-33
Table 2-19 : Modal Share Adopted for distribution of Good generated within RIMC......................................2-36
Table 2-20: Land use Area Statement at Raghunathpur Industrial Park............................................................2-36
Table 2-21: Minimum Parking requirement for different land uses at RIMC.....................................................2-37
Table 2-22 : Network Statistics for PTV Visum Network Model.........................................................................2-44
Table 2-23 : Link Attributes of Raghunathpur Network Model.........................................................................2-45

Table 2-24 : Road Category Classification used in TDM.....................................................................................2-46
Table 2-25 : Production / Attraction Rate for Different Land-use.....................................................................2-49
Table 2-26 : PCU Values and Vehicular Occupancy Rate....................................................................................2-53
Table 2-27 : LOS of two Lane Undivided Urban Roads on stream speed, V/C ratio, free flow speed...............2-58
Table 2-28 : LOS of Multilane Lane Undivided Urban Roads on stream speed, V/C ratio, free flow speed.....2-58
Table 2-29 : Capacity and Lane configuration for Different Category of Roads................................................2-59
Table 2-30 : Proposed Road Network.................................................................................................................2-59
Table 2-31: Right of Way (ROW).........................................................................................................................2-61
Table 2-32 : Design Speed Recommentation......................................................................................................2-61
Table 2-33 : Adopted lane width for RIMC.........................................................................................................2-61
Table 2-34 : Sight Distances for Various Speeds.................................................................................................2-62
Table 2-35: Radius of Horizontal Curve..............................................................................................................2-63
Table 2-36: Proposed Cross Section details........................................................................................................2-65
LIST OF FIGURES
Figure 2-1: Vehicular Composition at SH-5 (2015)...............................................................................................2-1

Figure 2-2: Land use Map of RIMC........................................................................................................................2-2
Figure 2-3: Methodology for Travel Demand Estimation through Four stage Transportation Planning at RIMC. 2-
2
Figure 2-4 : Cross section for all categories of roads..........................................................................................2-14
Figure 2-5: Prohibitory Signs...............................................................................................................................2-15
Figure 2-6: Cautionary Signs...............................................................................................................................2-16
Figure 2-7: Informatory Signs.............................................................................................................................2-17
Figure 2-8: Prototype of a Gantry form Directional Sign....................................................................................2-18
Figure 2-9: Junction Improvement Measures within RIMC................................................................................2-24
Figure 2-10 Typical junction within Raghunathpur.............................................................................................2-25
Figure 2-11: Proposed Circulation for Buses with Bus Stop Location.................................................................2-27
Figure 2-12: Circulation Plan for IPT modes with IPT Stands..............................................................................2-29
Figure 2-13: Most likely routes for Bicycles and other NMT modes..................................................................2-30
Figure 2-14: Scenario with Public Transit + NMT + Electric IPT..........................................................................2-31
Figure 2-15: Scenario with Public Transit + Private Vehicles + NMT..................................................................2-32
Figure 2-16: Scenario with high share of private mode.....................................................................................2-32
Figure 2-17 : Logistic Area components..............................................................................................................2-35
Figure 2-18: Parking Requirements for different land use.................................................................................2-38
Figure 2-19 : Methodology Adopted for Travel Demand Modelling at Raghunathpur Industrial Area.............2-39
Figure 2-20 : Land-Use Clusters with Land Parcel Number................................................................................2-41
Figure-2-21 : Traffic Zone Map For Raghunathpur Industrial Park.....................................................................2-42
Figure 2-22 : Zone Centroids, Connectors and its connectivity to Road Network.............................................2-43
Figure 2-23 : Road Classification and ROW........................................................................................................2-47
Figure 2-24 : Network Check Validation in PTV Visum......................................................................................2-48
Figure 2-25 : Trips Produced per day from Different Proposed TAZ's................................................................2-50
Figure 2-26 : Trips Attracted per day from Different Proposed TAZ's................................................................2-51
Figure 2-27 : Desire Line Diagram from Internal OD Pairs Intarction................................................................2-55
Figure 2-28 : Traffic Volume on the Road Network............................................................................................2-56
Figure : 2-29 V/C and LOS for Road Network.....................................................................................................2-57
Figure 2-30: Road Network.................................................................................................................................2-60
Figure 2-31: TCS for 45 m ROW..........................................................................................................................2-66
Figure 2-32: TCS for 30m ROW Industrial & Residential.....................................................................................2-67

2 ROAD TRANSPORT, RAIL & LOGISTICS
2.1 EXISTING TRAFFIC AND TRANSPORT MODES IN VICINITY
Being a Greenfield development, traffic at present road network falling within project boundary is
only village destined and is served by village roads. This traffic is therefore mostly passenger traffic
which is performed by two wheelers and some shared autos. The major traffic is observed on SH-5
which provides major connectivity between Asansol and Raghunathpur, abutting which is the project
site.
An Average Daily Traffic (ADT) of 9083PCUs is recorded on SH-5 of which nearly 32% traffic is of two
wheelers. The vehicular composition for passenger vehicles is shown in the chart below:
Vehicular Composition At SH-5

Cycle
Ricksha
w
4%
Cycle 2W
27% 33%
Tractor
Trailer
MAV
1%
3-Axle
1%
2-Axle 3W
3% 4%
4% LCVTractor
Bus 4W
7%/ 1% 16%
Public
Van
0%
Figure 2-1: Vehicular Composition at SH-5 (2015)

Source: Consultancy Services for Preparation of Base Line Master Plan with Digital Map and Strategic Option Study for
Prioritization for development of State Highway Network in West Bengal
The volumes on SH-5 at point near to site for proposed Industrial park at Raghunathpur, suggests
high volumes of two wheelers (32.98%), cyclists (26.80%) and private cars (15.63%). Share of public
transport is as low as 1%. Therefore, it can be inferred that the travel characteristics of trips in this
area are more of urban in nature with no mass transit service in line. Transport proposals for
Raghunathpur Industrial Park are inclined towards increasing public transport share thereby also
promoting e-vehicle as a mode of transit.
2.2 TRAFFIC DEMAND ESTIMATION
For carrying travel demand estimations for passenger as well as goods each cell of the land use is
treated as one Traffic Analysis Zone (TAZ). Each TAZ would be acting as a traffic generator that
would be attracting and producing trips. For trip production and attraction estimations, trip factors
for each of the land use are assumed based on consultant’s experiences and trip factors used for
similar type of green field projects across the country.
Figure 2-2: Land use Map of RIMC
2.2.1 Methodology
The methodology adopted for the estimation of travel demand is by four stage transportation
planning is being summarized in the figure below:
Figure 2-3:
Methodology for Travel Demand Estimation through Four stage Transportation Planning at RIMC
Trip estimation and each stage of four stage modelling have been explained in detail in Travel
Demand Modelling section. Total Person trips generated from each land-use have been summarized
and given below in the table.
Table 2-1 : Land-use Wise Person Trips Generated per Day for Different Mode 1
Mode Wise Trips Generated / day
Trip
S.No Land use Walk Public Intermediate Two-
Generation Car
Transport Public transport Wheeler
1 Industrial (Green Zone) 19896 796 9948 2785 2387 3979
2 Industrial (Orange Zone) 11250 450 5625 1575 1350 2250
3 Industrial (Red Zone) 20150 806 10075 2821 2418 4030
4 Residential 45798 1832 22899 6412 5496 9160
5 Commercial 13876 555 6938 1943 1665 2775
6 PSP 14289 572 7144 2000 1715 2858
7 Recreational 1955 78 977 274 235 391
8 Utility 2167 87 1084 303 260 433
9 Logistics 5368 215 2684 751 644 1074
Total 141463 5390 5390 18865 16170 26950
Source: Consultant Analysis
Further these trips generated have been converted into Vehicular Trips based on assumed mode
share and vehicular occupancy rate as given in the table
Table 2-2: PCU Values and Vehicular Occupancy Assumed
Vehicles 2-W 3-W Taxi Car Charted Bus Public Transport
PCU 0.5 1 1 1 3 3
VOC 1 2.5 2.5 2.5 40 40
Source: Consultant Assumption, IRC 106:1990
Table 2-3 : Land-use Wise Vehicular Trips Generated per Day for Different Modes
Intermediate Total Total
Public Two-
S.No Land use Public Car Vehicular PCU/
Transport Wheeler
transport Trips day
1 Industrial (Green Zone) 249 796 955 3183 5183 4407
2 Industrial (Orange Zone) 141 450 540 1800 2931 2492
3 Industrial (Red Zone) 252 806 967 3224 5249 4463
4 Residential 572 1832 2198 7328 11930 10144
5 Commercial 173 555 666 2220 3615 3073
6 PSP 179 572 686 2286 3722 3165
7 Recreational 24 78 94 313 509 433
8 Utility 27 87 104 347 565 480
9 Logistics 67 215 258 859 1398 1189
Total 1684 5390 6468 21560 35102 29847
2.3 PAVEMENT DESIGN
 Being Raghunathpur as Greenfield Township developed on self-sustain model, consultant has assumed
modal split as per existing best practices followed around the world. PT and IPT combine share is 64%
followed by private mode as 32% and walk 4%.
 As majority of worker will resides within the Raghunathpur residential complex, hence consultant have
Internal-Internal trip share as 60% followed by 40% for Internal-External and External-Internal.
At Raghunathpur Industrial Park approx. 30 km road length is proposed for accessing the proposed
land use. The land use at RIMC is planned on both sides of the Regional Road SH-5. To access the
land uses a hierarchy of the roads are planned at RIMC. Pavement crust for each of the listed roads
would be designed based on sub grade CBR and expected MSA from the proposed land uses
during its planning and operational period.
2.3.1 Design Standards

The following IRC publications have been used for the design of pavement.
 IRC: SP-73:2015 - Manual of Specifications & Standards for Two laning of Highways with
Paved Shoulder.
 IRC: SP-84:2014 - Manual of Specifications & Standards for Four laning of Highways through
Public Private Partnership.
 IRC: 37 – 2018, “Guidelines for the Design of Flexible Pavements, 4th Revision”.
 IRC: 58 – 2015, “Guidelines for the Design of Plain Jointed Rigid Pavements for Highways, 4th
Revision”.
2.3.2 Design Approach and Methodology
Design for pavement has been dealt in accordance with Indian and International practice.
Considering the stage wise development of road network, flexible pavement has been adopted by
the Consultant. The preliminary design of pavement is in accordance with the guidelines of IRC: 37-
2018.
Table 2-4: Recommended Pavement Type
Road Component Recommended Pavement Type
Main Carriageway Flexible Pavement
Service Road Flexible Pavement
Cycle Track Premix carpet
Walkway Interlocking Paver Blocks
The new flexible pavement structure will comprise of Bituminous Concrete wearing course on
bituminous base course of Dense Bituminous Macadam (DBM). Below the bituminous layer, a
Granular base with well-graded aggregates in the form of Wet Mix Macadam (WMM) base will be
laid on top of GSB layer.
All these layers shall be constructed to the requirements of MORT&H specifications. The drainage
layer, which is a part of the Granular Sub Base (GSB) layer, shall be provided extending over the full
width of formation to the embankment slope, which will also act as a drainage layer both for surface
& capillary water that would affect the structural performance of the pavement.
2.3.3 Embankment
The material used in embankment, sub grade, earthen shoulder and miscellaneous backfills shall be
soil, moorum, gravel, fly ash, a mixture of these & shall be free of logs, stumps, roots, rubbish, or any
other ingredients likely to adversely affect the stability of the embankments /sub grade. The physical
properties of the embankment soil must be as per requirements given in IRC: 36-2010.
2.3.4 Input Parameters
Design CBR
In flexible pavement, the load is eventually transmitted to the natural subgrade. For the design of
new pavement, effective CBR at formation level governs the pavement design, which for fill
embankments, is the combined contribution of roadbed soil CBR and fill CBR. Therefore, it is the
natural subgrade that must be used as the starting point for support characterization. The strength
of sub-grade in terms of subgrade CBR (which in turn is correlated to resilient modulus, Mr) is
required for the design of new flexible pavement as per IRC: 37-2018 method.
The factors governing the design of flexible pavement are sub grade soil CBR, design MSA and
vehicle damaging factors. Normally for most of the soils CBR value will be less than 5%. At RIMC as
most of the soils are fine grained soils which belong to clay family group with high compressibility to
low compressibility. For most of the soil four days soaked CBR value will be less than 5%.
Wherever CBR value is less than 5%, stabilization with fly ash (from Damodar Valley Power Plant,
near RIMC ) and lime is suggested to achieve minimum subgrade CBR of 5% (Clause A.2.1.3 of IRC 37-
2018 ). Hence for all practical purposes for the design of pavement structural component layers an
effective design CBR of 5 % is adopted.
2.3.5 Design Traffic
Design traffic for the various road categories will depend on the land use pattern, expected
commercial traffic due to passenger and goods movement. At RIMC, as the total developments
intended are of green field in nature due to this reason no traffic data census is available at the site.
At RIMC a wide variety of land uses such as, industrial, commercial, institutional and residential land
uses are proposed. Also the population and employment allocations at RIMC are exogenous in
nature. Due to exogenous allocations trips generated at RIMC would be largely of Internal-
Internal. Also a significant portion of the trips would be and internal- external in nature. Also most
of the internal trips are walk based due to low trip length, the traffic generated would mostly from
light vehicles and resulting MSA would be low. Traffic specific to each of the land uses at RIMC are
derived through land use production and attraction factors. Trip attraction and trip productions for
each of the land use-parcel at RIMC are estimated based on the regional context, best practices
followed in similar type of designs. Trip productions and trip attractions would be summarized to
obtain Trip Generations from each of the proposed land use parcels. Using transportation planning
techniques and tools, generated traffic was converted into vehicles and from there the passenger
commercial vehicles and goods commercial goods vehicles are derived.
2.3.6 Vehicle Damage Factors (VDF)
To convert different legal axel loads, into Equivalent Single Wheel Loads (ESWL) VD factors are
required. The Vehicle Damaging Factor (VDF) is a multiplier for converting the number of commercial
vehicles of different legal axle loads to the number of standard axle load repetitions. Also the VDF
will facilitate to compute MSA for each of the category of vehicle, which would be operating
for the designed period of 20 years. Normally for an existing highway which is scheduled for
upgradation, the VDF values would be derived from field investigations by conducting axle load
survey at project area roads, from where traffic is expected to be diverted from the project area
influenced roads. All the roads at RIMC are accessing the region through the regional road (SH-5)
which providing regional connectivity to the project site. At the moment traffic volumes on SH-5 is
also very low and is not carrying any significant commercial traffic. However, in the absence of
traffic volume data on project roads and regional roads and VDF data, specific to the project site,
the VDF values for the RIMC are assumed based on consultant previous experiences on similar
type of projects2 and VDF values are adopted from IRC -37(2018) and IRC SP-72 also based on
which is furnished in the table below:
Table 2-5: Vehicle Damage Factors Adopted for the Design of RIMC Roads
Vehicle Type Adopted VDF
LCV(Medium Commercial Vehicle) 0.34
Bus 0.90
2 & 3 Axle(Heavy Commercial Vehicle) 2.86
MAV 5.0
Source: IRC-37:2018, IRC SP-72:2015
2.3.7 Evaluation of Design Traffic for Pavement Design.
Overall thickness of the pavement is a function of traffic that would be plying on the road during its
design period. The traffic would be expressed in terms of number of repetitions of standard axle
loads and expressed in million standard axle (MSA).
The other factors govern the estimation of MSA would be
 The composition of traffic,
 Base year traffic
 Traffic Growth Factors
 Vehicle Damage Factors (VDF)
 Design life of flexible pavement
 Lane Distribution factors (DF)
For flexible pavements, the percentage of vehicles in heaviest loaded lane can be determined as per
IRC: 37-2018 and IRC: 115-2014 guidelines given below:
Table 2-6: Lane and Directional Distribution Factor
Directional Distribution
Type of Facility Lane Distribution Factor
Factor3
6 Lane Divided Carriage Way 60% of directional traffic 0.5
4- lane divided carriageway 75% of directional traffic 0.5
2- lane carriageway 50% of directional traffic 0.5
Source: IRC-37:2018
With the base year traffic in terms of commercial vehicles per day (CVPD), annual growth rate of
each of commercial vehicle over the design period, design traffic in terms of MSA over the design life
can be estimated using the following formula.
365 x [ (1+r )n−1]

N= xA x VDF xDF
r
Where,
2
Similar VDF factors have been adopted for the green field, mixed land use developments at
Dighi Port Industrial Area( a 3000 Ha development) located on Panvel-Indapur NH-66 section,
which is part of Western Dedicated Freight Corridor. Also similar VDF factors were adopted
for the roads in Global City
3
Where there is no significant difference between traffic in each of the two direction, the design
traffic for each direction may be assumed as half of the sum of the traffic in both the directions.
N = Cumulative number of standard axles to be catered (Million Standard Axle Load
MSA)
A = Initial number commercial vehicles per day in the year when the road is
operational
r = Annual rate of growth of commercial traffic
n = Design period in years
DF= Lane distribution factor, given below
VDF = Vehicle Damage Factor
For estimation of MSA, design period of 20 years is considered, for the area statement given at RIMC
the number of commercial vehicles and buses.
Table 2-7: Design Traffic for Estimation of MSA at RIMC Roads
Absolute Numbers Frequency factor Design Traffic
Category of Road
Bus Truck Bus Truck Bus Truck
Arterial Roads 310 422.8 15 2.5 4654 1057
Sub Arterial Roads 200 471.2 10 2 2000 942
Collector Roads 100 110.8 10 2.5 1000 277
Local Road 40 14 10 2 400 28
While estimating the MSA, for the 50% of the traffic is taken as the initial traffic and it is gradually
increased to 4000 bus trips and 1200 truck trips a day by the end of the design period. MSA
estimations for different category of Roads at RIMC is furnished in the table below:
Table 2-8: MSA Estimation of for Different category of Roads at RIMC Roads
Category of Road Estimated MSA Adopted MSA for Pavement Design
Arterial 20.3 25
Sub Arterial 12.5 15
Collector 6.3 10
Local 2 5
Minimum value of MSA considered while design of pavement crust as per IRC-37(2018) is 5 MSA.
Hence a minimum value of 5 MSA is adopted for pavement design of local roads.
2.3.8 Design of Flexible Pavement
IRC: 37 – 2018, Tentative Guidelines for the Design of Flexible Pavements
The pavement designs given in this section are based on the results of pavement research work
done in India and experience gained over the years on the performance of the designs given therein.
Flexible pavement has been modelled as a three-layer structure with stresses and strains at critical
locations computed using the linear elastic model FPAVE developed under the Ministry of Road
Transport & Highways Research Scheme, R – 56 and further updated it with IITPAVE recently (IRC-
37,2018).
The pavement designs are given for sub-grade CBR values ranging from 5 per cent to 15% for
different pavement type options like Cement Treated base and Sub base, use of RAP in asphalt layer
with foamed bitumen or emulsion. The pavement compositions given in the design catalogue are
relevant to Indian conditions, materials and specifications. Where changes to layer thickness and
specification are considered desirable from practical considerations, the guidelines recommend
modifications using an analytical approach. Hence, the design has been carried out based on the
procedure given in IRC: 37-2018.
Design of Pavement Structure as per IRC: 37-2018
With traffic loading, pavement support and pavement components defined as earlier, the pavement
structural design of flexible pavement has been carried out individually for each category of the road
and is given below:
IRC: 37-2018 pavement design method utilizes cumulative ESALs during the design life and the
subgrade strength as key design parameters, together with criteria for selection of materials for the
different pavement layers. The input parameters used for the design of flexible pavement are
discussed in previous sections of this report.
For the current project at RIMC, as most of the traffic is internally generated, and also largely
constituted by passenger vehicles of very high volumes of buses. For the assessment of MSA 50%
of the designed traffic is taken at the beginning and would achieve full traffic by the end of the
designed life. Expected MSA on each category of the road is furnished below.
Table 2-9: Proposed million standard axle (MSA) by category of road
Lane Carriage Way
S.No. ROW Category of Road Design MSA
Configuration Width
1 45 Arterial Road 6 Lane 10.5 X2 25
2 30 Sub Arterial Road 4 Lane 7.5X2 15
5 12 Collector Road 2 Lane 10.5X1 10
6 9 Local Road 2 Lane 5
7 6 Local Road Intermediate 5.5X1 5
Design Period
In case of bituminous pavement and clause 4.3.1 of IRC: 37-2018, The design period to be adopted
for pavement design is the time span considered appropriate for the road pavement to function
without major rehabilitation. It is recommended that a design period of 20 years may be adopted for
the structural design of pavements for National Highways, State Highways and Urban Roads.
Specification of Road Construction Material
The consultant will incorporate local construction material in pavement design to reduce the overall
construction cost as far as possible. The basic properties considered for design of some of the
materials are given below
a) Bitumen grade: Resilient moduli of 2000 MPa (VG30 binder mix of BC as well as DBM) and
3000 MPa (VG40 binder mix of BC as well as DBM) were considered for less 20 msa and 20 to
50 msa categories respectively at 35 oC. For national highway even if design traffic is 20 msa or
less, VG40 bitumen have been used for surface as well as DBM layer At RIMC for Arterial and
Sub Arterial roads VG40 and for other category of roads VG30 is used.
MRS = 10*CBR for CBR>5%
MRS = 17.6*(CBR) 0.64 for CBR>5%
b) Granular base/ Crack relief layer: The base layer and crack relief layer will consist of wet mix
macadam. For design purpose, the resilient modulus of 450 MPa is taken for crack relief layer.
c) Granular sub-base: This material may consist of natural sand, Moorum, gravel or crushed
stone. The resilient modulus of sub-base depends on the resilient modulus of sub grade and
thickness of the sub-base layer as computed by following equation:
MRgran = 0.2 x h0.45 x MR sub grade
d) Interlocking concrete block: The minimum compressive strength of a single block should be
above 30 MPa. The thickness of the block varies from 60 mm to 100
Flexible Pavement Design
The flexible pavement for new construction has been designed for a period of 20 years projected
traffic (MSA). The new pavement designed in accordance to provisions made under IRC: 37-2018.
2.3.9 Pavement Design Main Carriageway
For flexible pavement design CBR of 5% and subgrade 500mm has been considered. MSA has been
estimated for various category of roads, with effective CBR of 5% and crust composition has been
arrived as per IRC: 37-2018. Designed crust composition for various road types are presented in the
table below. Further thickness of pavement layers has been cross checked using IITPAVE 2012 that
the provided thickness will able to suffice the fatigue life and rutting life.
Table 2-10: Proposed Pavement Composition for Main Carriageway
Actual Pavement
Design
Total Life for the
Traffic
Pavement Composition Crust assumed
in Layer Modulus (Mpa)
(mm) (mm pavement
terms Desig
Sn Viscosit ) thickness (IRC 37-
Road Type of n CBR,
o y Grade 2018)
MSA %
Nf- Nr-
(10
Granula Subgrad B DB WM GS Fatigu Rutting
YEARS BT
r e C M M B e life, life,MS
)
MSA A
300
1 Arterial Road 25 5 VG40 156.3 50 40 110 250 200 600 27.3 46.2
0
300
2 Sub Arterial Road 15 5 VG40 156.3 50 40 90 250 200 580 16.3 27.3
0
200
3 Collector Road 10 5 VG30 156.3 50 40 95 250 200 585 11.5 21.4
0
200
4 Local Road 5 5 VG30 148.2 50 40 70 250 150 510 5.6 6.5
0
Horizontal tangential strain below bituminous layer and vertical strain on top of subgrade are
calculated from IIT Pave and used to calculate for Fatigue life and Rutting life of the roads for specific
MSA . Strain calculation output from IIT PAVE for all 4 type of roads are given in table below:
Table 2-11: Strain calculation output from IIT PAVE for all categories of road
Arterial Road
Sub Arterial Road

Collector Road
Local Road
2.4 PAVEMENT DESIGN FOR SERVICE ROAD
For service road, flexible pavement is provided considering 5% CBR and 5 MSA and is given in Table
below:
Table 2-12: Proposed Pavement Composition for Service Road
BC DBM WMM GSB Subgrade Total
Items MSA CBR (%)
(mm) (mm) (mm) (mm) (mm) (mm)
Service Road 5 5 40 70 250 150 500 510
2.4.1 Pavement Design for Cycle Track
Premix carpet pavement is proposed for cycle way, the layer composition is shown in the following
table
Table 2-13: Pavement composition for Cycle Track
WMM (mm) Subgrade (mm) Total
Premix carpet (mm) GSB (mm)
(mm)
20 75 200 300 295
2.4.2 Pavement Design for Walkway

Interlocking Concrete Block as per the guidelines given in IRC: SP: 63-2004 has been adopted for
MPC and median having width up to 3m. The proposed composition is given below
Table 2-14: Pavement composition for Walk way
Concrete Paver Block Sand Bed Granular Base Subgrade Total
GSB (mm)
(mm) (mm) (mm) (mm) (mm)
60 50 75 200 300 385
Figure 2-4 : Cross section for all categories of roads
2.5 TRAFFIC SIGNAGE’S & ROAD MARKINGS
Traffic Signs and Road Markings act as a manual for road user to guide him through the road
network planned. These are silent speakers on the roads for road user who can be behind the wheel
as a driver or a pedestrian walking. Regional Transport offices ensure a thorough understanding of
traffic signs and road markings as a mandatory requirement for issuance of a driving license. The
general awareness of road signs and road markings help save life and therefore are useful.
Traffic signs give information about the road conditions ahead, provide instructions to be followed at
the major crossroads or junctions, warn or guide drivers and ensures optimised functioning of traffic
on roads. Lack of knowledge about the road signs or absence of road signs on the road network can
result in loss of property and even life. This section provides details of signages on proposed road
network and basis of selection of each road sign. Road marking, guide the road user where of
general information such as no overtaking stretch, lane marking, pedestrian crossings etc. The
combination of both is a must for efficient operations of the road network and safety of the road
user. The major difference between traffic signs and road markings is that traffic signages provide
information to the road user periodically while road markings ensure that the information is
provided to user continuously while the road and associated facilities to roads are being used.
2.5.1 Traffic Signage’s
Placed along the side and above roads, traffic signs are mostly used to provide the following
information to road users:
- Distance to major landmarks / cities
- Area Boundaries (State Limits, Municipal Limits)
- Speed Limits
- Way side amenities
- Road Name
- Warnings such as junctions, steep curve, median start / break information
- Hazard markers at culverts and small bridges and other objects which can have high impact
while crashing
- Pedestrian crossings
- Parking / No parking information
- Bus stops / U turns / Railway Crossings
The signs can be classified into various types based on the type of information they are displaying.
The broad classification of sign types and their explanation is provided below:
2.5.1.1 Prohibitory and Mandatory Signs:
The mandatory traffic signs are used to ensure free movement of traffic and make the road users
aware of prevailing rules and regulations to be followed on road they are travelling. The violation of
these road signs invites penalty and are treated as offence by the law. This includes the speed limits
signs, directional sign (compulsorily left / right / straight), traffic movement (one way / two way)
signs, bus only or NMT only lanes.
Figure 2-5: Prohibitory Signs

The dimensioning and placing of signs is as per IRC 67 (2012), which are explained in subsequent
sections. Mandatory signs are a subset of prohibitory signs.
2.5.2 Cautionary / Warning Signs:
These are the signs which make road user cautious about the hazardous conditions on road,
beforehand. The drivers accordingly take necessary actions to handle the situation.
Figure 2-6: Cautionary Signs

There are no legal penalties involved with these signs but their presence is to safeguard the life of
road user due to any geographical or locational constraint. These are also termed as Warning signs
due to their nature of warning the road user of potential danger ahead.
Priority Signs:
Road is a space shared by various modes such as pedestrians, light vehicles, heavy vehicles. There
also comes intersections where in the space is shared by vehicles travelling in different directions. It
is therefore necessary to prioritize the one movement over other in case two vehicles approach the
same intersection at the same time. For this reason, the priority signs are mostly placed at
intersections. These are a sub set of cautionary signs where it cautions the road user of prioritised
road space.
The most commonly used priority signs are of Give way, which informs the driver on the road to stop
in case another vehicle is approaching on adjoining road and give way to it.
2.5.3 Informatory Signs
These road signs guide road user about destinations, distances, alternative routes and prominent
locations like food joints, religious spots, public conveniences etc.
Figure 2-7: Informatory Signs
These signs act as guide to the road user in case of a requirement of any facility along the road.
Directional Signs
Installed to assist in providing information regarding major landmarks, cities nearby, the directional
signs are one of the oldest form of signage. The signs can be ether placed at the shoulder or in the
form of gantry which are visible from a distance of more than 100mts for the driver.
Figure 2-8: Prototype of a Gantry form Directional Sign
Considered as a type of informatory signs only, the directional signs do not involve any kind of
legality / penalty associated with them. The sole purpose of these signs is to guide the road user of
directions which helps in decision making. Type of direction signs also varies based on sign distance
available, road hierarchy, space available for installation of signboards etc.
Road Signs for road network of proposed Industrial Park at Raghunathpur, are planned in reference
to the specifications recommended under codes for road signs (IRC 67:2012). The placement,
frequency, type selection and sizing of the sign boards are as per the specifications provided in this
code. The details of traffic signage’s to be provided on the roads have been shown in the plan of the
roads. Table below lists the sample signage’s used for the study roads.
Table 2-15: Traffic Signages
Specifications to
Signage Type Image
be followed
STOP IRC 67:2012

Speed Limit IRC 67:2012
Pedestrian
IRC 67:2012
Crossing
School Ahead IRC 67:2012
Cycle Crossing IRC 67:2012
Parking IRC 67:2012

No Parking IRC 67:2012
Source: IRC:67 - 2012
The above list is for information purpose only. IRC 67-2012 “Code of practice for Road Signs” has
been followed for providing Traffic Signage’s at road network for proposed Industrial Park at
Raghunathpur.
2.5.4 Road Marking

Road markings perform an important function in guiding & controlling traffic along roads. The
markings serve as a psychological barrier and thus help to signify the delineation of traffic path and
its lateral clearance from traffic hazards facilitating safe movement. Further road markings
channelize the pedestrians and cyclists movement into safe location and in effect, provide of an
extension of the side walk/cycle track across the roadway. Road markings are therefore
indispensable to ensure smooth and orderly flow of traffic and for promoting road safety. Road
markings also offer advantages of offering the required information to the road user without
distracting the attention of the driver from the carriageway. Road markings are also categorized in to
various types based on the function they serve to road user.
i. Longitudinal Markings: Used as a guiding line for maintaining lanes of vehicular traffic on
carriageway
ii. Transverse Markings: Used to bifurcate the movement of traffic which is in opposite direction
to each other
iii. Block Markings: Usually in the form of a single block, applied at certain intervals or entry or
exits of any facility such as cycle track, pedestrian only lanes, bike box etc.
iv. Arrow Markings: Used mostly at junctions to warn the road user of possible turns ahead.
The proposed study corridors are proposed to be developed in line with the provisions of road
markings as mandated by IRC: 35-2015.
Table 2-16: Marking Patterns & Specifications

Longitudinal Markings
Wid
Marking Length
Length of Line th
Abbreviati Type of Gap Colour Pattern
Segment (mm) (m
on (mm)
m)
LM01 Broken 3000 6000 100 White
LM04 Broken 6000 3000 100 White
Continuo
LM23 NA NA 100 White
us
Transverse Marking
Length Lengt
Marking
of line h of Width Colou
Abbreviati Type Pattern
segment Gap (mm) r
on
(mm) (mm)
Continuo
us (Two Each
lines Solid
TM03 separated Two Solid Line line of White
by 200
300mm mm
apart)
TM04 Broken 600 300 100 White
Block Markings
Marking Dimension (mm) Gap in
Abbreviati Type Bread between Colour Pattern
Length
on th (mm)
Rectangul As per Whit

BM01 500 500
ar Block site e
Cycle
BM08 As shown NA White
Symbol
Arrow Markings
Marking
Length Width
Abbreviati Type Colour Pattern
(mm) (mm)
on
Straight
AM01 3500 500 White
Arrow
Left
AM02 3500 750 White
Arrow
Right
AM03 3500 750 White
Arrow
Straight &
AM04 Left 3500 850 White
Arrow
Straight &
AM05 Right 3500 850 White
Arrow
Right &
AM06 Left 3500 750 White
Arrow
Arrow for
AM14 Cycle NA 1000 White
Track
Source: IRC 35-2015
The above list is for information purpose only. IRC 35-2015 “Code of practice for Road Markings”
has been followed for providing road markings.
Road markings for proposed road network plan in Raghunathpur Industrial Park are in line with
the specifications provided in codes. Thermoplast paint are used for these road markings, however
the detailed specification can vary at the time of detailed project report preparation.
2.6 JUNCTIONS
Performance of any road network is directly dependent on ease with which their junctions
perform. Major Junctions are treated for seamless movement of vehicles. The junctions are
designed with corrected geometry required for deceleration, acceleration and turning of heavy
vehicles with ease. Warrants for up-gradation of junctions based on their hierarchy are issued
upon reading the peak hour volumes at each junction. The volumes for which each junction design
varies and is broadly adopted as below:
a) Peak Volumes up to 500PCUs: Uncontrolled Junction
b) Peak Volumes more than 500PCUs up to 3000 PCUs: Controlled Junctions (Roundabouts,
signalised, channelizers)
c) Peak Volumes up to 5000PCUs: Signalised Intersections
d) Peak Volumes more than 10,0000 PCUs: Grade Separators
Detailed analysis for volumes of traffic at each junction is studied and possible interventions are
suggested for these junctions. Tools adopted for junction improvements varied based on the
type / scale of junctions formed within both the planning blocks of RIMC and that of RIMC roads
with SH include:
a) Channelizing the directional traffic flows using islands
b) Geometric corrections in terms of turning radius improvement, sigh distance enhancement
c) Pedestrian safety measures such as raised crossings, pedestrian refugee areas, FOBs, guided
pedestrian movement
d) Warrant checks for proposed junction improvements based on volumes expected on each
junction within RIMC and that of SH-5 upon upgradation.
Figure 2 -9 below is one of the junctions on the parcel- 1 of Raghunathpur Industrial park for
which junction improvement have been given in accordance guidelines. As roundabout junction
has been proposed, hence IRC -65:2017 have been adopted for junction design. Two approaching
arm have different ROW with different lane configuration viz. 4 lane divided and 2 lane undivided.
In order to avoid any hindrance due to geometrics and maintain smooth flow, channelizing Island
have been developed in accordance with 2 lane undivided carriageway. Keeping the importance
and movement of Bus, central inscribed diameter (CID) of 24m is provided, Inscribed Circular
Diameter (ICD) of 41m with circulatory carriageway width of 8.5m. Preference to circulating traffic
is given priority while design the junction
Final Preliminary Design Report (PDR) & Tender Packages
RIMC, Raghunathpur, Purulia District, West Bengal, AKIC Region
Figure 2-9: Junction Improvement Measures within RIMC

Figure 2-10 Typical junction within Raghunathpur

Junctions of major roads, in case of urban roads are recommended to be either controlled with the
help of signalisation or through traffic management plan. Grade separated interchange are
discouraged while planning for junctions in RIMC as the focus is to help people move and
discourage usage of private vehicles. The transportations system of RIMC is planned with an
objective to promote and make public transit, electric mobility as the major means of
transportation. Walk is another major mode in case of trips with lower trip distance. It is therefore
ensured that pedestrian safety is a top priority while planning for junctions within RIMC site which
is more urban in nature. represents the junction being developed for urban roads within RIMC
with 30m and 24m ROW. Separate lane has been provided for pedestrian and cycle mode.
The junctions for Urban Roads are planned with pedestrian centric designs wherein it is ensured
that the walking distances for pedestrians crossing the junctions are minimal; the speed of
approaching vehicles is reduced while speed of vehicles exiting the junction is more,
comparatively. Crossing facilities for cyclists is also provided. The junctions designs proposed for
RIMC is also in synchronisation with the proposed traffic circulation plan. The section below
explains the traffic circulation plan proposed for Raghunathpur Industrial Park road network.
2.7 TRAFFIC CIRCULATION
Traffic circulation plan is required to complement the proposed road network for efficient working
and operations of the system. Traffic circulation is usually a type of short term improvement
measure which is due to the reason that it is easy to implement and can be done with minimal cost
involved. Re-arranging of some traffic islands, barricading, man-power for implementation are some
of the tools which are required for implementing traffic circulation plan in any given area.
The traffic circulation plan for Raghunathpur Industrial Park is proposed to facilitate last mile
connectivity to pedestrians and ensure minimal travel distances for people. The focus is also on
minimising the conflicts among vehicular movements and safeguards the bi-directional movement
exclusively on State Highway.
Traffic circulation with respect to the following modes of transport is crucial for defining transport
system:
- Public Transport Circulation Plan
- Intermediate Public Transport Circulation Plan
- Circulation plan for cyclists and other NMT modes
The public transportation circulation plan comprises of routes at which buses can ply. Also covered
in detailed plan showing bus shelters, bus bays etc. The circulation plan for buses on proposed road
network for Raghunathpur Industrial park is presented below.
26 | P a g e
Figure 2-11: Proposed Circulation for Buses with Bus Stop Location
27 | P a g e
Primary route is represented with blue dotted line. Red dotted line in the figure above represents
the extension of primary PT route which will run during peak hour. In general practice each Bus
stops serve a catchment area of 500m. Overlapping of catchment area of bus stop is due to presence
of multiple bus routes and additional bus stops proposed near commercial land-use. Bus routes can
be later rationalised based on fluctuating demand based on development in the area. The traffic
circulation plan for buses is to also provide the information about roads at which plying buses is
beneficial and possible with minimal conflicts.
Para transits / Intermediate Public transport modes are proposed to be in the form of e-vehicles
only. These e-vehicles shall require charging stations and dedicated tracks in some cases where
movement of heavy vehicles or fast moving vehicles is expected to be along.
Intermediate Public Transport (IPT) comprises informal modes of transport that facilitate
connectivity of different areas with the public transport systems. It will acts as first and last mile
connectivity, while also bridging the gap between the proposed public transports. It will offer
flexibility and convenience for whose will not able to follow fix time schedule of public transport in
Raghunathpur Industrial Park. However there are walk/other NMT trips which are also in the form
of last mile connectivity to zones where in the IPT service is not available. In order to facilitate this,
the circulation form for NMT modes including bicycles and walking. Infrastructure facilities for
non-motorised transport shall be planned at streets of all hierarchical order. The map below
shows in Figure 2 -13 most likely routes for bicycle users in Raghunathpur industrial park.
Continuity has to be ensured for NMT modes using road space. Though the trip lengths for NMT
modes is shorter compared to those of motorised, but it is the first mode every trip makes
especially in case of a public transport. For this reason, it is necessary to ensure that each road is
equipped with infrastructure facilities for NMT modes. Figure 2-13 shows the NMT route in RIMC
28 | P a g e
Figure 2-12: Circulation Plan for IPT modes with IPT Stands
29 | P a g e
Figure 2-13: Most likely routes for Bicycles and other NMT modes
30 | P a g e
2.8 SCENARIO DEVELOPMENT STRATEGIES
RIMC being a Greenfield development, the exercise of creating and evaluating various
development and demand scenarios is required. Scenarios based on the anticipated development
and desirable mode share, are the two strategies being adopted for which scenarios are
developed. The three scenarios to be evaluated are:
a) Optimistic: Where in more than the targeted goals are achieved
b) Business as Usual: Where in the goals set are only achieved
c) Pessimistic: Where in the goals set are not achieved or scenario in which the objective of
planning is nowhere met.
The scenario development strategies for travel demand estimates are directly linked to the land
use, proposed to be developed. Keeping the landuse proposal as constant, the function of travel
demand is varied for creating variation in these scenarios.
Scenario 1 (Optimistic): Public Transit Share of more than 70% and Private Vehicle share of less
than 10%; balance share for other modes such as walk, cycle, IPT etc in case of passenger vehicles
Figure 2-14: Scenario with Public Transit + NMT + Electric IPT
The scenario presents an ideal situation of an urban development where all daily trips are made
using public transit, with the help of last mile connectivity ensured using electric vehicles. Private
vehicles are used only for the special purposed trips such as health trips, emergency situations. In
an Optimistic scenario, even the recreational and education trips are made by public transit.
The scenarios resulted in lesser need of transport infrastructure in the form of roads, thereby
saving limited resource in the form of land and other facilities can be planned on area saved. This
also has least environment footprints in terms of reduced pollutants due to transportation.
However, this scenario is less likely, as the multiple factors involved in overall shaping of the
transport system of area, results in most likelihood of business as usual scenarios to be formulated
on ground.
Scenario 2 (Business As Usual): Public Transit Share nearly 50%; Private Vehicle Share nearly 30%
and balance share for other modes of passenger transport modes.
The scenario presents most likely situation of an urban development where the targeted public
transit share is nearly achieved with a room for further improvisation. The private mode is a
competing mode in RIMC with site abutting a highway.
Being the most likely scenario, it requires dynamic planning for infrastructure facility based on
changing travel patterns. In this scenario, since there is a room for shift of user from private mode
to public transport, initiatives are always on to promote public transport and discourage use of
31 | P a g e
private mode using tools such as parking policies, congestion pricing, free PT rides on weekends
etc.
Figure 2-15: Scenario with Public Transit + Private Vehicles + NMT
Scenario 3 (Pessimistic : Public transit share nearly 10%; private vehicle share to be on higher side
with nearly 60% and balance share with other modes of transport.
This scenario, though unlikely compared to 2 nd scenario, but requires constant checks at each
phase of development. The lack of public transit facility right at the inception of any development,
can lead to such scenarios.
Figure 2-16: Scenario with high share of private mode
Each scenario listed is evaluated for the total travel demand. The vehicular trips are highest in
pessimistic scenario and require 6 lane divided roads even for sector roads. The business as usual
scenario is adopted as it has most likelihood of being present in horizon year. The demand
estimates are presented in separate section.
2.9 LOGISTICS & GOODS MOVEMENT:

2.9.1 Travel Demand for Goods Movement
Similar approach, which is followed in passenger demand estimation, is followed for goods demand
estimation. Good production and attraction rate for each land-use have been adopted. With these
rate goods generation for each of the TAZ which further have been summarized into good generated
from each land-use and is presented in the Table 2 -17 below.
Total tonnage demand is met by road and rail as mode of transport. The factors on which modal
share are depended on:
a) Types of goods (Perishable, Non-perishable, Heavy and Light)
b) Commodity Lead Distance
c) Handling
d) Availability of mode
32 | P a g e
Table 2-17: Goods Demand Estimation at RIMC
Mode Share
Load Distribution
Goods Distribution*
S.N
Land use generatio Units Road Rail
o
n Road Rail (Truck/Da (TEU/da
y) y)
Industrial (Green Tons
1 444 100% 0% 21 0.0
Zone) /day
Industrial (Orange Tons
2 580 80% 20% 22 5.3
Zone) /day
Tons
3 Industrial (Red Zone) 1102 80% 20% 41 10.0
/day
Tons
4 Residential 159 80% 20% 6 1.4
/day
Tons
5 Commercial 88 80% 20% 4 0.8
/day
Tons
6 PSP 66 60% 40% 2 1.2
/day
Tons
7 Recreational 14 60% 40% 1 0.2
/day
Tons
8 Utility 43 40% 60% 1 1.2
/day
TEU /
9 Logistics 460 70% 30% 323 138
Day
Tons
Total 17678 421 158.2
/day
Source-Consultant Analysis
* Modal share for the goods movement is adopted in line with the recommendations of National
Transport Policy Committee and Technology Vison -2035 Technology Information, Forecasting and
Assessment Council (TIFAC) Department of Science and Technology (DST) New Delhi 110016, India
From the table it can be seen that loading requirement by rail siding would be 158 TEU per day
which will be translated in to 1.76 rakes per day.
* 1 Rail Rake is 90 TEU
*1 TEU is 22 Tons
Once the full operation of all land uses and logistic park are materialised by the horizon year it
would achieve three rakes per day. For these three rail sidings are recommended, one each for
finished goods, one metallic goods, one for non -metallic goods.
Loading requirement by road is 9262 Tons/day, which will be met by 421 trucks. Based on multiple
truck movement, the total truck trips will be 400-450 trucks/day. Bigger trucks to operate between
major connecting cities and smaller trucks will transport goods from RIMC to nearby cities.
Table 2-18 Truck Estimation for movement of goods material by Road
Truck Numbers
Trucks Trucks
Sl.No Type of Land use Area Acres considered based on
No Number
multiple movements
1 Industrial (Green Zone) 320.0 21 421 400-450
2 Industrial (Orange Zone) 260.9 22
3 Industrial (Red Zone) 460.8 41
33 | P a g e
Truck Numbers
Trucks Trucks
Sl.No Type of Land use Area Acres considered based on
No Number
multiple movements
4 Residential 262.6 6
5 Commercial 126.1 4
6 PSP 119.1 2
7 Recreational 528.5 1
8 Utility 61.9 1
9 Logistics (Unit - TEU) 153.4 323
Road 191.9 0
Total 2485.2 421
Source-Consultant Analysis
2.10 RAIL SIDING

The most critical infrastructure in an MMLH is the rail siding as it supports the arrival and dispatch of
trains and loading/ unloading of cargo. Special container handling equipment is used to interchange
cargo from rail to road and vice versa.
It will not only be a rail siding for loading trains. It will have a business park component for high
quality warehousing and value adding industries
Also, can be briefed as- Short lines “hub” freight to the main lines where passing rail freight services
collect the wagons for on-delivery to their destinations.
The rail terminal will set up as a part of multi modal hub. The rail terminal is developed on 160 acre
plot with handling capacity of 58035 TEU a year. Thus, weekly two rail rakes are required. The
facilities, proposed to be developed consist of an Inland Container Depot with a rail siding; and
handling infrastructure for export-import/domestic bulk and containerized cargo.
2.10.1 Raghunathpur logistics & warehousing infrastructure
For coal, iron and other minerals 30 acres (1, 20,000 sqm) area is allocated which is capable to stack
and handle 20,000T material. (800x30m can be used for 4000T material stacking). At RIMC 7.7 acres
allocated for logistics loading & unloading and 45 acres allocated for storage & stacking. This facility
can be used for transport container, steel coils, steel sheets and rails etc.
Total goods generation would be 81720 TEU per day which will be transferred into 2.5 rakes per day.
For food grains/ fertilizer godowns in RIMC we allocated 15000sqm which can be handled 25000MT
of goods material. As per CWC (Central Warehousing Corporation) specifications 2649.79 sqm is
required for 5000MT capacity godown. Considering the size of site and product mix it is proposed to
primarily cater to RIMC requirements.
Godown is situated alongside 10 m wide platform of line 1 of rail siding. This line is used for food
grains etc. Container/ steel container area is situated alongside rail siding (line 2). There is no
infrastructure required, it is open to sky (OTS). Stock pile for coal/iron ore is situated on line 3. This is
also open to sky (OTS).
This whole rail siding area is fenced/ restricted area. The rest of the space can be used for truck
parking. Before entering the logistic area, a tuck weigh bridge has to be placed at the entry.
Similarly, IMWB (In Motion Weigh Bridge) has to be placed for rail siding, before entering the site.
34 | P a g e
Figure 2-17 : Logistic Area components
2.10.2 Assumptions While Planning Logistics Park and Railway Siding at RIMC:
a) For the estimation of goods generated from the proposed Logistics Park at RIMC, goods input
for the specific industry would be the raw material and goods output would be the finished
goods. Input and output factors would vary for each industry, and are estimated based on
production and attraction factor per acre per year specific to the industry.
b) Goods input and output factors significantly vary from industry to industry based on weight
loosing (Metal Processing Industry) and weight gaining (example-electronic goods) and type
of production process. The factors adopted are the average figures derived from different
capacity and area based on the prevailing industrial production practices. And also from
Freight Trip Generation Hand and Land use Draft Hand book (NATIONAL COOPERATIVE
FREIGHT RESEARCH PROGRAM (NCFRP))
c) Goods generated from each industry are estimated per acre per day and details are furnished
in separate table in the report.
35 | P a g e
d) Modal share for the goods movement is adopted in line with the recommendations of
National Transport Policy Committee and Technology Vison -2035 Technology Information,
Forecasting and Assessment Council (TIFAC) Department of Science and Technology (DST)
New Delhi 110016, India.
e) Adopted modal share is furnished below.
Table 2-19 : Modal Share Adopted for distribution of Good generated within RIMC
Mode Share Distribution

S.No Land use
Road Rail
1 Industrial (Green Zone) 100% 0%
2 Industrial (Orange Zone) 80% 20%
3 Industrial (Red Zone) 80% 20%
4 Residential 80% 20%
5 Commercial 80% 20%
6 PSP 60% 40%
7 Recreational 60% 40%
8 Utility 40% 60%
9 Logistics 70% 30%
i. One Rail Rack consists of 90 TEU and one TEU is capable of carrying 22 tons.
ii. For Logistic park the TEU demand would be based on the bench marking observed at
JNPT Port, Mumdraport and Nahava Sheva Port where in average TEU demand per day
would be:3TEU/Acare/day
2.10.3 Parking Demand Estimation
RIMC is designed as a self-contained development, wherein population and employment are
allocated exogenously. Due to this reason a large number of trips (65%) generated at RIMC are
internal to internal. Also, about 50% of these trips are envisaged as public transit oriented. The basis
for design of parking spaces for different land uses at RIMC is on its land use, for which the area
statement considered is furnished in below table:
Table 2-20: Land use Area Statement at Raghunathpur Industrial Park
POPULATIO
LAND AREA BUILTUP AREA
N
S.NO. LANDUSE
RESIDEN
ACRES % SQMT % WORKING
T
1 Industrial (Green Zone) 320.00 13% 1159866 16% 21015
2 Industrial (Orange Zone) 260.94 10% 1055982 15% 10468
3 Industrial (Red Zone) 460.76 19% 1864639 26% 16861
4 Residential 262.58 11% 1649459 23% 82070
5 Commercial 126.14 5% 510481 7% 12344
6 Public Semi-Public 119.07 5% 481867 7% 5353
RECREATIONAL
(Including Forest, River &
7 528.52 21% 395529 6% 3164
Settlement Buffer, Other Open
Areas)
8 UTILITY & TRANSPORT 407.14 16% 1925
TOTAL 2485.17 100% 7117824 100% 66041 82070
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From the above table it can be seen that, for the land uses other than commercial and public &
semi- public utilities the parking requirements at non-commercial areas would be taken care by the
owners during its development. At RIMC out of 2500 acres of area, 5% of the area is allocated for
commercial activities and another 5% is allocated for public & semi-public activities. These two land
uses would be generating significant number of passenger trips. Also 30% of these trips are
dependent on private mode (two-wheeler and car) and para transit. For harnessing the best use of
these two land uses, there is a need to provide adequate parking facilities in the vicinity. The parking
spaces required for all categories of the TAZs (traffic analysis zone) are estimated in ECS (Equivalent
Car Space) units.
Parking requirements for all the land uses are arrived based on the guidelines given below: -
a) Building Regulations for Industrial growth Centres and parks for WBIIC in West Bengal,2016
b) (Urban and regional Development Plans Formulation and Implementation) URDPFI guideline
Volume I, January 2015
c) National Building Code
Table 2-21: Minimum Parking requirement for different land uses at RIMC
Type of Building / Land use Minimum ECS* Required

Group Housing 2 For each dwelling Unit
Commercial Building 1 ECS per 50m^2 of covered area
Industries 1 ECS per 50m^2 of covered area
Public- Semi Public
Office complex 1.8 ECS per 100m^2 of Floor area
Depot 2 ECS per 100m^2 of Floor area
Hospital 3 ECS per 100m^2 of Floor area
Commercial Centres
Freight complex 3 ECS per 100m^2 of Floor area
Community Centres 3 ECS per 100m^2 of Floor area
* 1 ECS = 23 square meter for open parking, 28 square meters for stilts and 32 square meters for basement parking
Using the standards listed in the table above, Parking Requirements for each land use is estimated
and is summarised in the table below:
Land Use Parking Required (ECS)

Industrial 48,345
Residential 32,219
Commercial 8,999
Public &Semi Public 5,969
Recreational 2,604
Transportation & Utilities 2,586
Total Parking Required (ECS) 1,00,722
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Industrial 48, 345
Residential 32,219
Commercial 8,999
PSP 5,969
Recreational 2604
Transportation 2586
Figure 2-18: Parking Requirements for different land use

Hence total parking required for both parcel of RIMC is 1,00,722 ECS.
2.11 TRAVEL DEMAND MODELLING

The Raghunathpur Industrial Park (RIMC) Travel Demand Model (TDM) is a transportation planning
tool developed to facilitate the analysis of transportation system and to estimate long-range travel
forecasts which are a vital input to the Road infrastructure development process in RIMC. The model
utilizes the study area roadway network, socio-economic data and land use data to estimate the
future travel demand. The model also predicts the future travel pattern in the region based on
changes to the roadway network and/or land-use data.
2.11.1 Overview of Travel Demand Modelling

The RIMC travel demand model uses a traditional four-step forecasting process. A brief overview of
the four-step forecasting process is discussed.
2.11.2 Primer to the Four-Step Travel Demand Modeling Process

The RIMC travel demand model is a person trip model built on the PTV Visum transportation
modeling software platform and follows the typical four-step forecasting process. This section
presents a brief summary of the modeling process. The following elements are the major modules of
a four-step model:
1. Trip Generation
2. Trip Distribution
3. Model Choice
4. Trip Assignment
A “trip” is defined as person/vehicle traveling from an origination to a destination without any

intermediate stops. In the modeling process, trips (person/vehicle) are generated, distributed
between model zones and assigned on the roadway network. A trip within the model can be made
for various purposes such as going to work, for shopping, recreation, etc.
The model study area is divided into smaller geographical areas, known as traffic analysis zones
(TAZs) for analysis. Trip generation utilizes land-use, socio-economic data and trip rates/equations
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to estimate the number of trips beginning and ending at each TAZ. The trip distribution step allots
the trips from one zone to every other zone in the model. The gravity model is the most common
trip distribution model which uses spatial separation between zones and magnitude of zonal activity
to distribute the trips. The mode choice module splits the model trips by the competing modes of
travel in the region. Once the transit and non-motorized trips are separated from the total model
trips, the remaining person trips are converted into automobile trips using auto occupancy factors.
The trip assignment step assigns the vehicular and transit trips on the road network and the transit
network, respectively.
2.11.3 Methodology adopted for Travel Demand Modelling

The methodology Adopted for Travel Demand Modelling at Raghunathpur Industrial area master
planning is being summarized in the figure below:
Figure 2-19 : Methodology Adopted for Travel Demand Modelling at Raghunathpur Industrial Area
2.12 DEVELOPMENT OF TRAFFIC ZONE (TAZ’s) SYSTEM

Traffic Analysis Zones (TAZ’s) are developed based on proposed master plan for RIMC. Land-use has
been classified into different 8 clusters at macro level which have been listed below:
LAND AREA BUILTUP AREA POPULATION

S.NO. LANDUSE
ACRES % SQMT % WORKING RESIDENT
1 Industrial (Green Zone) 320.00 13% 1159866 16% 21015
2 Industrial (Orange Zone) 260.94 10% 1055982 15% 10468
3 Industrial (Red Zone) 460.76 19% 1864639 26% 16861
4 Residential 262.58 11% 1649459 23% 82070
5 Commercial 126.14 5% 510481 7% 12344
6 Public Semi-Public 119.07 5% 481867 7% 5353
7 RECREATIONAL 528.52 21% 395529 6% 3164
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(Including Forest, River &

Settlement Buffer, Other Open
Areas)
8 UTILITY & TRANSPORT 407.14 16% 1925
TOTAL 2485.17 100% 7117824 100% 66041 82070
Source: Egis Analysis
These macro level clusters have been further classified at micro level plots boundaries. These micro
level plots are termed as TAZ’s from where trips generation process will initiate. While delineating
TAZ’s, Plots have carefully studied to provide access through hierarchy of roadway system. Each
TAZ’s is primarily connected to access road (ROW 9, 12 and 18m) followed by collector Road (ROW
24), Sub- Arterial Road (ROW 30m), Arterial Road and State Highway respectively. Land present at
western side of State highway have been termed as Parcel-1 and Eastern side land is termed as
Parcel -2 . Land-use clusters with Land parcel numbers is shown in Figure 2 -20 below.
There are total 220 plots on plot both side of State highway. Around 129 plots on Western side of
State highway- 5 followed by 91 plots on eastern side, a total of 219 internal traffic zones have been
delineated within the study area.
A total number of 9 external traffic zones have also been included in the zoning system. These
external traffic zones have been delineated from nearby towns to our project site which will have
direct influence on our transportation scenario and further at State and National level Zone. Total
229 zones which include internal and external zones (highlighted in Red Colour) are shown in the
Figure- 2 -21 below. List of the these have been further summarized and given in the annexure.
Centroids and Centroid Connectors
The TAZ centroid represents the activity center of the zone and contains the socio-economic
information pertaining to the TAZ. The centroid represents the point of trip origin and destination
within the zone. The centroid connectors represent the local roads in the model and provide a link
between the centroids and the adjacent roadway network. The centroid location, the number of
centroid connectors in a zone and the length of the centroid connectors impact the way the model
trips are loaded onto the roadway network. Suitable adjustments were made continuously to the
centroid locations and the centroid connectors during the modeling process to improve the model
representation of the base year conditions. shows Centroids and Centroid Connectors in the
Raghunathpur TDM. Further X, Y coordinate for the centroids are also listed out in annexure.
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Figure 2-20 : Land-Use Clusters with Land Parcel Number
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Figure-2-21 : Traffic Zone Map For Raghunathpur Industrial Park
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Figure 2-22 : Zone Centroids, Connectors and its connectivity to Road Network
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2.13 ROAD NETWORK
The model roadway network is an essential input to the Travel Demand Modelling (TDM) and
represents the supply side of the modelling process. The roadway network is used to distribute and
assign model trips. The model network contains all the basic roadway information to be used in the
modelling process. The network is also used to store model outputs such as traffic volume, Capacity,
Number of Lanes, Level of Service (LOS) and Vehicle Kilometres Travelled (VKT). The model network
for the base year was developed using ArcGIS to represent the base year roadway network. PTV
Visum accommodates multiple networks to represent base year and alternate/future scenarios. This
chapter discusses the general roadway structure used in PTV Visum and the development of the
base year Raghunathpur travel demand model network. Raghunathpur Industrial Park master plan is
divided into two land parcels which are connected by State highway (SH-5). For accessing land parcel
1 form parcel-2, all the passengers have to use State highway.
2.13.1 Roadway Network Structure

The Raghunathpur model network is composed of nodes and links. Nodes represent the intersection
of roadway links. Node attributes include node number, x-coordinate, and y-coordinate. Links
represent the roadway segments in the model. All the components of RIMC roadway network which
have been used to build the network model summarised below
Table 2-22 : Network Statistics for PTV Visum Network Model

S.no. Attribute type of Roadway Network Total (nos.)
1 Nodes 319
2 Links 672
3 Turns 1496
4 Zones 229
5 Connectors 616
6 OD Pairs 52441
The network links store basic roadway information such as link attributes which are used to
distribute/assign trips in the model. Basic link attributes include lane configuration (one-way/two-
way, number of lanes), link length, area type, traffic volume, speed, and roadway capacity. The
accuracy of these attributes is essential to develop a reliable travel demand model. The
Raghunathpur roadway network in a travel demand model is limited to arterials, Sub-arterial and
collector roadways. The access roadway system is too detailed for modelling purposes. Some access
roadways are included in the model when they provide crucial network connection to major
roadways.
2.13.2 Model Network Link Attributes

The basic link attributes required for the modelling process are link distance, speed and capacity. All
other input link attributes are used to either identify a link in the network or to calculate link
distance, speed, and capacity. Table 2 -23shows the link attributes incorporated in the
Raghunathpur TDM. The model input attributes are discussed more in detail in the following
sections. The accuracy of the travel demand model depends heavily on the quality of the input
variables.
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Table 2-23 : Link Attributes of Raghunathpur Network Model

S.no. Attribute Description
1 $LINK:NO Link ID number
2 FROMNODENO Identifies the "from" node of the link
3 TONODENO Identifies the "to" node of the link
4 TYPENO Road Category Classification (0-11)
5 TSYSSET Modes of Transport Carrying on the link
6 LENGTH Length of Links
7 NUMLANES Number of Lanes
8 ENTITY Roadway Right of Way
9 LAYER Roadway Name
10 CAPPRT Peak Hour Capacity of Link
11 V0PRT Free Flow Link Speed
12 VOLVEHPRT(AP) Code Use to Calculate Link Volume
Code Use to Calculate Link Volume with State Highway
13 ELEVATION
Volume on Network
TYPENO/ Classification of Road Category
The TYPENO or Classification of Road Category determines the function of each link in the model
network. The link Type number is used to determine the free flow speed, capacity and volume-delay
characteristics for the network link. Raghunathpur roadway network links were classified into the
ten road category classifications listed below in the Table 2 -24
LENGTH/ Length of Links
The Length of the link is derived from the shape file generated while preparing Master Plan for
Raghunathpur Industrial Park. Link lengths are the true length wrt. ground scenario which have been
imported in Visum for TDM.
V0PRT / Free Flow Link Speed
Free flow link speed is an important input in the modelling process. The ideal method to estimate
the free flow speed is by conducting travel time studies along the roadway included in the model
network. Due to time and financial constraints, this approach was not always feasible for existing
roads which State highway, National Highway and MDR. Hence the free flow links speeds for the
TDM were estimated based on the design and link facility type. The free flow speed is usually lower
than the posted speed limits in urban areas
CAPPRT / Peak Hour Capacity of Link
The link capacity is an important criterion when assigning traffic on the model network. The daily
capacity for each link in the Raghunathpur model network was calculated based on its Road category
and Type number as shown in Table below. The link capacity was used to determine the volume
delay functions in the trip assignment process. Following link attributes for each category has been
summarized and listed below in the table
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Table 2-24 : Road Category Classification used in TDM

Type Existing / Entity/ Capacit Free Flow
Attribute Number of Lanes
No Proposed Link ROW (m) y Speed4 (Km/hr)
0 Arterial Road Proposed 45 4LD + Service Rd 5143 80
1 Sub-Arterial Road Proposed 30 4LD 4143 80
2 Collector Road Proposed 24 4LD 2571 60
3 Access Road Proposed 18 3LUD 1929 60
4 Access Road Proposed 12 2LUD 1286 50
5 National Highway Existing 45 2LUD 2143 100
6&7 State Highway Proposed 45 4LD 5143 50
9 Access Road Proposed 9 1L 964 50
10 Rail Existing - 1 - -
11 MDR Existing 25 2LUD 1286 50
Source: Consultant Analysis, IRC – 73:1980, IRC – 106:1990
Pictorial presentation for classification of Road with respect to Category and Right of Way (ROW) is
given in the figure above .
2.13.3 Turn Penalties

The turn penalties are a crucial input in the trip assignment process. They are included to add delay
to the turn movements in the model network. In certain cases, turn penalties can also be used to
prohibit a turn in the network. Turn penalties can be adjusted to represent the existing and future
conditions. Turn penalties used in PTV Visum network model is an independent parameter. It does
not depend on the 4-stage modelling steps hence inputs are in model are made at network building
stage. The Raghunathpur travel demand model includes a 30 seconds delay for all right turns and a
15 seconds delay for all left turns in the model network.
2.13.4 Model Network Check - Validation

The Raghunathpur travel demand model network was compared against the existing roadway
network as part of the Network check validation process. Visual checks were performed using the
aerial photographs as the major validation source. Local knowledge of the area was used to make
necessary adjustments to the model network. The following checks were performed to validate the
model roadway network.
i. Color figures were plotted for various network attributes to highlight any possible
discrepancies.
ii. The State Highway to Arterial Road coding was checked for proper connections. The State
highway link lengths were corrected to match the actual curved distance on the actual
roadway.
iii. The network connectivity was checked using the tools provided in PTV-Visum as Network
Check as shown in the Figure 2 -24 below.
iv. Origin-destination paths were plotted between zones in PTV-Visum and checked for
reasonability
4
Free Flow Speed for the respective category may be defined as maximum speed at which vehicle can when
there is zero impedance and no traffic on road. In Raghunathpur being a green field project attaining the
respective would be difficult due to various site constrains. It includes multiple punctures on different hierarchy of
road due to direct access from the TAZ’s, Junctions after every 0.5km of stretch.
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Figure 2-23 : Road Classification and ROW
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Figure 2-24 : Network Check Validation in PTV Visum
2.14 TRIP GENERATION - SOCIO- ECONOMIC INPUTS
Another major input into the modeling process is the zonal socio-economic data. Basic socio-
economic data by TAZ includes data on Population and Employment information for Raghunathpur
Industrial park. RIMC is envisaged for 1.53 lakh of population and will provide employment 71,125
that will be accommodate in 229 traffic analysis zone
These Population and employment are further use in trip generation model for estimating trips
produced and attracted from each zones. As the proposed developments for Raghunathpur
Industrial Park is Greenfield development, Hence population and employment for different proposed
land-use mix are estimated based on trip production and attraction rates. Trip productions from
each TAZ are related to the population of the zone, while the attractions to each TAZ are based on
the zonal employment information.
In RIMC, there are 10 types of land-use proposed under this master plan. Each type of land-use is
further fragmented into number of micro land parcels which will generate traffic. These micro land
parcels are otherwise termed as TAZs. Assumed production and attraction rate for each 10 types of
is given in the table below.
Rates mentioned in the Table 2 -25 are used for calculating production and attraction for proposed
developments for Raghunathpur Industrial Park. Figure below represents the pictorial presentation
for Trips produced and attracted per Day from different TAZ’s.
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Table 2-25 : Production / Attraction Rate for Different Land-use

Attraction Productions
Sl.No Type of Land use
Trips/acre/day Trips /10Sq.m/day Trip Productions /Acre
1 Metal Processing 80 2 60
2 Non Metal Industries 80 2 60
3 Utility 50 2 40
4 Medium and Small Scale 100 2 80
5 Mixed Land Use 50 4 50
6 Commercial 400 10 150
7 Public and Semi Public 240 2 80
8 Forest and Green Areas 25 2 25
9 Logistics 50 2 50
10 Residential /capita/day 200 2 100
Trip rates for production and attraction across different land uses are based on production and attraction observed for
different industry sectors. Passenger trip rates are assumed based on travel characteristics observed at different green field
SEZ developments. Also for benchmarking trip generation’s manual available across developed countries is also referred.
2.14.1 External travel

Model trips with one or both trips ending outside the study area are defined as external trips. Trips
with one end outside the model study area are called External-Internal (E-I) trips or Internal-External
(I-E) depending on the origin of the trip. Some of the I-E trips are calculated along with I-I trips as
part of TAZ productions. Trips with both ends outside the model study are called External-External
(E-E) trips. Even though, generally E-E trips do not originate or end within the study area, the trips
utilize the model network and should be included in the trip assignment process. But as are project
study area our land parcels are divided into two parts by State highway. E-E trips won’t use our road
network, hence E-E trips are considered as zero for Travel Demand Modelling.
Ideally, an external cordon survey or Origination-Destination (OD) survey is required to estimate the
external travel in the model.
RIMC is a Greenfield township developed on self-sustain model, most of the trips trip would be
Internal-Internal and to some extent Internal- external or External to Internal. Hence for estimated
the I-E/E-I Trips we have assumed spilt of 60:40 viz. I-I as 60% of total trips and I-E / E-I trips as 40%.
Total number of trips produced and attracted from each have been summarized and presented in
annexure.
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Figure 2-25 : Trips Produced per day from Different Proposed TAZ's
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Figure 2-26 : Trips Attracted per day from Different Proposed TAZ's
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2.15 TRIP DISTRIBUTION
Trip distribution allots the trips generated from each TAZ to every other TAZ in the model study area
by trip purpose. The Raghunathpur TDM uses the standard gravity model for trip distribution. In the
gravity model, the allocation of trips between zones depends on the magnitude of activities at the
destination zone and the spatial separation between the two zones. The following equation
describes the gravity model:
Pi∗A i F ij K ij
T ij = n
∑ A j F ij K ij
i=0
Where,
Tij = Number of trips from zone i to zone j

Pij = Number of trip productions in zone i
Aj = Number of trip attractions in zone j
Fij = Friction factor/ Travel Time Factor relating to spatial separation between zone i to zone j
Kij = Trip distribution adjustment factor between zone i to zone j
The gravity model utilizes network travel/Road impedance and friction factors to distribute trips
between the zones. The zone to zone travel impedance matrix represents the path of least
resistance between the zone pair. Friction factor is a measure of impedance or unwillingness of
persons to make a trip based on spatial separation between zones. K-factors are occasionally used in
the travel demand model to adjust the attractiveness of trips between two zones due to a physical
barrier or distinct zonal socio-economic characteristic. The K-factors were not used in the
Raghunathpur travel demand model. This section discusses the following steps involved in the trip
distribution process:
a) Estimating the network impedances

b) Estimating the model friction factors
The input to the trip distribution step is the balanced trip production and attractions and the travel
impedance matrix. The output of this step was zone-to-zone trip production/attraction matrix for
each trip purpose.
2.15.1 Estimating the network impedances

The Raghunathpur Industrial park travel impedance represents the shortest travel distance path
between the zone pair. Zonal road network / travel impendence matrices are created based on
travel times, distance, and additional factors influencing travel (e.g. travel, tolls) between zones.
When more than one variable is used, then a generalized cost function is used to derive the signal
impedance variable. Being a Greenfield project and further due to absence of toll in any of I-I zonal
interaction. The shortest path in the model network was calculated using the trip distance
Impedance (dij).
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2.15.2 Estimating the model friction factors

Friction factors measure the impact of spatial separation and travel impedance between the two
zones on the model trips. The friction factors are used to enhance the gravity model by regulating
the trip lengths and trip length frequency distribution for each trip purpose. Adjustments to the
friction factors reflect the change in the travel patterns across the region. As the travel impedance
increases, the friction factor decreases. The friction factors for the Raghunathpur TDM were
calculated using the Power function, described in the following equation.
F ij=d ija
Where,
Fij = Friction factor/ Travel Time Factor relating to spatial separation between zone i to zone j
dij = Network Impedance
a = friction coefficient (generally a= 2)
2.16 MODE CHOICE- OCCUPANCY RATE AND PCU
Most of the trips within RIMC would be internal to internal, significant portion of the trips would be
on public transit and walk mode, whereas the internal – external trips would be largely depend on
public transit. To convert person trips to vehicle trips as a preparation for traffic assignment process,
auto occupancy rates are applied. The vehicle occupancy rates for different modes are assumed as
per consultant recommendation and PCU values taken from IRC-106:1990.
Table 2-26 : PCU Values and Vehicular Occupancy Rate

Three Public
Vehicles Two Wheeler Taxi Car Charted Bus
Wheeler Transport
Mode Share 15% 8% 2% 12.5% 12% 50%
PCU 0.5 1 1 1 3 3
VOC 1 2.5 2.5 2.5 40 40
Source: Consultant Assumption, IRC 106:1990
2.17 TRIP ASSIGNMENT
In this last step of the modeling process, model trips are loaded onto the road network. The vehicle
trips were assigned to the roadway network. The trips were assigned by Peak hour or daily, using the
User Equilibrium method. The User Equilibrium process is based on Wardrop’s principle which
considers equilibrium to be reached when no traveler can reduce the travel time below a specified
value between two zones by switching to an alternate path. In this method, the traveler uses the
shortest possible route between the origin and destination. This is the most common process used in
trip assignment. Other trip assignment algorithms/methods include stochastic equilibrium, all-or-
nothing, and incremental capacity-restrained assignment.
In the user equilibrium process, the vehicular trips are loaded on the shortest path between the
origin and destination. Based on the assigned volume from the 1st iteration, the congested travel
times are calculated using the Bureau of Public Roads (BPR) curves. The model trips are then
reloaded on the model network using the new congested travel times. This process is followed until
the check for convergence is satisfied. A convergence criterion of 0.05% was used for the
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Raghunathpur travel demand model. The turn penalty data was included in the trip assignment
process for the Raghunathpur Industrial Park model. Trip Assignment is being carried out for peak
hour traffic which is approximately 10% of daily trips.
Volume-Delay Function (BPR Curves)
The BPR curves present the relationship of the assigned volume and resulting delay on the roadway
link due to congestion. The BPR curves estimate the change in travel time with respect to the change
in the volume to capacity ratios. As the free flow speed increases, travel time decreases. The BPR
equation is given as follows:
b
V
[ ( )]
Tc=¿∗ 1+ a
C
Where
Tc = Congested Travel Time

To = Link Travel Time for free flow speed or previous iteration
V = assigned link volume
C = Link capacity
a, b = volume/delay coefficients
Volume delay coefficient ( a, b) for all the link types are adopted as per standard value given in the
PTV Visum software for BPR curve viz. (a =1, b= 2).
Maps have been generated to visualize the loaded traffic volumes on the road network and how the
interactions between the TAZ’s are going to impact the roadway infrastructure.
Figure 2 -27 represents the morning peak hour desire line diagram for top 150 OD pair’s
interactions between the TAZ’s. It can observe that majority of the interaction are too/fro
movement between Parcel 1 and parcel 2. As all home-based work trips (Residential TAZ’s) have to
travel form parcel 1 (on eastern side) to parcel 2 (Industrial TAZ’s) in the morning and return trips
form parcel 2 to 1 in the evening.
Figure 2 -28 : Traffic Volume on the Road Network represents the peak hour traffic volume
on the road network. For any interaction between the parcel 1 and 2, vehicle have to use SH-5.
Due to which estimated traffic volume on the part of state highway falling under Raghunathpur
Industrial Park is very high which can be seen in the Figure 2 -28.
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Figure 2-27 : Desire Line Diagram from Internal OD Pairs Intarction
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Figure 2-28 : Traffic Volume on the Road Network
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Figure : 2-29 V/C and LOS for Road Network
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V/C ratio and Level of Service are important parameters for deciding the capacity and roadway
infrastructure. The pictorial representation for the road network provided in the above by giving
due consideration to their respective capacity as per their Road Category. Table below gives range of
Level of service and V/C ratio adopted for 2 lanes undivided and multilane divided urban roads.
Table 2-27 : LOS of two Lane Undivided Urban Roads on stream speed, V/C ratio, free flow speed
LOS V/C Parentage of free flow Speed
A <= 0.35 >=89
B 0.36 to 0.55 88 to 55
C 0.56 to 0.7 54 to 21
D 0.71 to 0.85 20 0 12
E 0.86 to 1 11 to 6
F >1 <6
Source: INDO HCM, 2017
Table 2-28 : LOS of Multilane Lane Undivided Urban Roads on stream speed, V/C ratio, free flow speed
LOS V/C Parentage of free flow Speed
A <= 0.15 >=84
B 0.15 to 0.45 83 to 76
C 0.46 to 0.75 75 to 59
D 0.76 to 0.85 58 to 41
E 0.86 to 1 40 to 22
F >1 <22
Source: INDO HCM, 2017
Level of service map represents only person trips which are using personalized vehicle, IPT or public
transit. Form the above figure it can be seen that most of the roads are running under LOS-B.
However as per IRC- 106:1990, Urban roads are recommended to design for LOS C. In actual
scenario, commercial vehicles will also run along with passenger vehicles. In such scenario Level of
service for the different category of road cannot be only judge with respect to V/C ratio. Percentage
of free flow speed will also play an important role. With commercial moving along with passenger
vehicles, there will be a reduction in operating speed and free flow speed for passenger vehicles due
to following reasons:
 Space utilization of carriageway

 Size of vehicle (PCU)
 Difficulty in Maneuvering of vehicles
 Operating speed of vehicle is lesser than passenger vehicles
 Direct access punctures on roads category below arterial road from different land-use.
Hence keeping in view the movements of commercial vehicle, Rodway for Raghunathpur Industrial
Park have been design for the following number of Lanes and capacity for different road category
given in the table below:
Table 2-29 : Capacity and Lane configuration for Different Category of Roads
Total
Percentage of
S.no Attribute Length ROW (m) Number of Lanes Capacity
Free Flow Speed
(km)
1 Arterial Road 13.35 45 4LD + Service Rd 5143 70
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2 Sub-Arterial Road 31.05 30 4LD 4143 65

3 Collector Road 5.84 24 4LD 2571 60
4 Access Road 5.51 18 3LUD 1929 60
5 Access Road 4.01 12 2LUD 1286 60
6 Access Road 4.10 9 1L 964 50
2.18 ROAD CATEGORIES

The hierarchy of urban road network is based on the function that the road is expected to perform
and type of traffic present on the road. The design speed, cross section and other geometric features
are based on the following classification of urban road:
Arterial Roads: They are the primary roads for ensuring mobility function. These roads are
characterized by mobility and cater to through traffic with restricted access. The arterials are
generally divided highways with full or partial access. Pedestrians are allowed to cross only at
intersections.
Sub-Arterial Roads: This category of road follow all the functions of an Arterial road with somewhat
lower level of travel mobility and ROW compare to Arterial Road.
Collector Roads: These are locally important roads that provide a collector function, linking local
economic areas or areas of population . These roads distribute the traffic from access streets to
arterial and sub arterial roads. They are characterized by mobility and access equally. Normally full
access is allowed on these streets from abutting properties.
Local Roads: These are used for access functions to adjoining properties and areas. They are
characterized by access predominantly. These normally not carry large volume of traffic. Majority of
trips either originate from or terminate on these roads. Local roads may be residential, commercial
or industrial, depending on the predominant use of the adjoining land.
Table 2-30 : Proposed Road Network
S. No. Road Classification Road Name ROW (m) Length (m)
1 Arterial Roads R-01 to R-03 45 6819.88
Sub Arterial Roads
R-04 30 2998.06
(Industrial)
Sub Arterial Roads
2 R-12 & R-13 30 5395.00
(Residential)
Sub Arterial Roads
R-05 & R-06 30 2337.87
(Boulevard)
Collector Roads
3 R-14 24 816.74
(Industrial)
Collector Roads
4 R-15 & R-16 24 1309.90
(Residential)
Collector Roads R-07,R-08,R-09,R-17,R-18,R-19,R-20
5 18 4884.26
(Industrial+Residential) & R-21
Total Length 24561.71
59 | P a g e
Figure 2-30: Road Network
60 | P a g e
2.19 RIGHT OF WAY

Various standards suggest 6m to 80m ROW for urban roads as indicated in the table below.
Table 2-31: Right of Way (ROW)
S. ROW (m)
Road Classification
No. Code of Practice for IUT IRC 86 Adopted for RIMC
1 Arterial Roads 50-80 50-60 45
2 Sub Arterial Roads 30-50 30-40 30
2 Collector roads 12-30 20-30 18/24
4 Local roads 6-15 10-20 9-12
2.20 DESIGN SPEED

The design speed of 40 Kmph for Arterial and 30 Kmph for sub Arterial roads is adopted and lower
design speed for others categories of road. Although wherever possible curves has been designed
according to the IRC codal recommended design speed. Design speed recommendation given in
various standards is given below:
Table 2-32 : Design Speed Recommentation
Design speed (Km/hr)
S. No. Road Classification
IRC 86 Code of practice for IUT Adopted for RIMC
1 Arterial Roads 80 50-60 40
2 Sub Arterial Roads 60 50 30
3 Collector roads 50 30 20
4 Local roads 30 15 20
2.21 LANE REQUIREMENT FOR CARRIAGEWAY

Lane requirement is defined on the basis of projected traffic volume for horizon year. The provisions
of lane width recommended in IRC and others standards are as given below. The adopted lane width
for RIMC are also highlighted in the below table.
Table 2-33 : Adopted lane width for RIMC
S. Lane width (m)
Road Classification
No. IRC 86 Code of practice for IUT Adopted for RIMC
1 Arterial Roads 3.5 3.0-3.5 3.5
2 Sub Arterial Roads (Industrial) 3.5 3.0-3.5 3.5
3 Sub Arterial Roads (Residential) 3.5 3.0-3.5 3.25
4 Sub Arterial Roads (Boulevard) 3.5 3.0-3.5 3.75
5 Collector roads (Industrial) 3.5 3.0-3.5 3.5
6 Collector roads (Residential) 3.5 3.0-3.5 3.25
7 Local Roads 3 2.7-3.0 3.0/3.5
2.22 FOOTPATH/PATHWAY
The footpath/pathway is continuous as well as segregated. It is provided at the end of the proposed
Right of Way. Shared pathway cum cycle track is also proposed for collector roads (ROW 24m and
18m). Benches for the disabled as well as the general people are provided along the footpath. The
minimum width of footpath shall be 1.5m.
Footpath width (m)

S. No.
61 | P a g e
1 1.5 (Min) 1.5-3.0 1.5-3.0
2.23 CYCLE TRACK

The minimum width of cycle track shall be 2m. Shared pathway cum cycle track is also proposed for
collector roads (ROW 24m and 18m). No cycle track is proposed for local roads.
Width of Cycle Track (m)
S. No.
1 2.0 (Min) 1.5 (min) 1.8-3.0
2.24 SERVICE LANE

Service lanes are provided either side of the arterial roads (with PROW 45m).However these could
not be provided along sub-arterial roads (with PROW 30m) due to land constraint.
2.25 MEDIANS
The minimum width of median shall be 1.2m according to the IRC: 86 and code of practice for IUT.
But due to land constraint minimum 1.0m median width is adopted for Sub Arterial roads.
2.26 SIGHT DISTANCE

As per IRC 86-1983 recommendations, provision of stopping sight distance should be provided at all
points on the road. The design values of sight distance are shown in Table 2.34. For measuring the
stopping sight distance, the height of eye should be 1.2m and height of object as 0.15m.
On undivided roads, intermediate sight distance which is equal to twice the stopping distance is
adopted where vehicles are permitted to cross the centre line.
Table 2-34 : Sight Distances for Various Speeds
Speed (km/hr) Stopping Sight Distance (m) Intermediate Sight Distance (m)
20 20 40
30 30 60
40 45 90
50 65 130
60 85 170
80 120 240
2.27 HORIZONTAL ALIGNMENT

Horizontal curves consist of a circular portion flanked by spiral transition both ends. Design speed,
super elevation and coefficient of side friction affect the design of circular curves. Length of
transition curves is calculated on the basis of rate of change of centrifugal acceleration and super
elevation. Minimum radius of curve is obtained for a particular design speed from the equation
R = (V)2 / 127 (e+f)
Where, V is the design speed in Kmph, R is the radius of the curve in metres, e is super elevation and
f=coefficient of side friction.
The following table illustrates minimum radius of horizontal curve for various design speed.
Table 2-35: Radius of Horizontal Curve
Maximum Recommended minimum

Speed (km/hr) Side friction (f)
Superelevation radius
62 | P a g e
20 0.35 0.05 20
30 0.25 0.05 30
40 0.23 0.05 45
50 0.19 0.05 85
Minimum length of transition curve shall be maximum of following two considerations
i) Ls=0.0215 (V)3 /CR
ii) Ls=2.7(V)2 /R
Where Ls is length of transition in metres, V is speed in KMPH, R is radius of circular curve in metres
and C is 80/(75+V) (subject to maximum of 0.8 and minimum of 0.5)
2.28 SUPER ELEVATION

The super elevation ‘e’ has been calculated from the formula.
e = (V)2 / 225 R
Where, V is the design speed in Kmph and R is the radius of the curve in metres.
Super elevation is provided to counteract the effect of centrifugal force. As per IRC: 38-1988, super-
elevation to fully counteract the centrifugal force for 75% of the design speed neglecting the lateral
friction developed will be adopted in design. The Super elevation should be attained gradually over
the full length of the transition curve so that design super elevation is available at the starting point
of the circular portion. In case where transition curve cannot some reason be provided, two-third
super elevation may be attained on the straight section before start of the circular curve and the
balance one-third on the curve.
Super elevation obtained from the above expression shall be limited to 5% considering the
convenience in construction and for facilitating easy and safe turning movement of vehicles. When
the value of the super elevation obtained is less than the road camber, the normal cambered section
is continued on the curved portion without providing any super elevation.
2.29 WIDENING OF CARRIAGEWAY OF CURVES

At sharp horizontal curves, it is necessary to widen the carriageway to provide for safe passage of
vehicle. Extra widening to be provided for two lane roads is given below, for multi lane roads,
widening shall be calculated by adding half the widening for two lane roads to each lane.
Radius of curve (m) Upto 40 41 to 60 61 to 100 101 to 300 Above 300
Extra width (m) Two-lane 1.5 1.2 0.9 0.6 Nil
Widening is affected by increasing the width at an approximately uniform rate along the transition
curve. Extra width is continued over the full length of the circular curve
2.30 VERTICAL ALIGNMENT

The desirable and absolute maximum longitudinal gradients for urban roads are recommended as
2.0% and 4.0% respectively. A minimum longitudinal gradient of 0.3% is adopted for facilitating
longitudinal drainage.
For cycle tracks and pedestrian ramps desirable maximum gradient shall be 3% and 10%
respectively.
63 | P a g e
Due to changes in grade in the vertical alignment of the roads vertical curves at the intersection of
the different grades will be provided in the design so as to smoothen the vertical profile resulting in
easing off of the changes in the gradients for the fast moving vehicles. Both summit curves and valley
curves will be introduced as per IRC guidelines.
The length of summit curve and valley curves (L) is guided by S, the sight distance and the deviation
angle (N).
(a) For Summit Curves :
When the length of the curve is greater than the sight distance
L = NS2 / 4.4, where S = Stopping sight distance
L = NS2 / 9.6, where S = Intermediate sight distance
When the length of the curve is less than the sight distance
L = 2 S – 4.4 / N, where S = Stopping sight distance
L = 2 S – 9.6 / N, where S = Intermediate sight distance
(b) For Valley Curves :
When the length of curve is greater than the stopping sight distance
L = NS2 / (1.5 + 0.035 S)
When the length of curve is less than the stopping sight distance
L = 2 S – (1.5 + 0.035 S) / N
Description Arterial Road Sub Arterial Road Collector Road Local Road
ROW (m) 45 30 24/18 9-12
Design speed (km/h) 40 30 20 20
Max. Super elevation 5.0% 5.0% 5.0% 5.0%
Cross slope of Carriageway 2.5% 2.5% 2.5% 2.5%
Stopping Sight Distance
45 30 20 20
(minimum) (m)
Intermediate Sight Distance
90 60 40 40
(minimum) (m)
Minimum lRadius of
45 30 20 20
horizontal curve (m)
Radii beyond which no
285 160 75 75
transition curve required (m)
Vertical profile As per IRC:86-1983 and IRC:SP 23-1989
Minimum Vertical Gradient 0.30% 0.30% 0.30% 0.30%
Minimum length of vertical
20 15 15 15
curve (m)
Maximum grade change (%)
1.2 1.5 1.5 1.5
not requiring vertical curve
64 | P a g e
2.31 PROPOSED TYPICAL CROSS SECTIONS

Road cross sections for various roads are developed based on engineering requirement are listed in
Table 5.5 and typical cross sections are shown below.
Table 2-36: Proposed Cross Section details
Paved Earthe
Central Shared
Should n Cycle Gree
RO Media Main Service Pathway Green Green
Roadway TCS er Should Track Pathway n
W n Carriagewa Road & Cycle Belt-1 Belt-2
Classification TYPE Width er Width Width (m) Belt-
(m) Width y (m) (m) Track (m) (m)
(m) Width (m) 3 (m)
(m) Width (m)
(m)
2.1 x 2.5 x 1.25 x
Arterial Roads 45 1 2 7.5 x 2 6x2 - - 2.0 x 2 - -
2 2 2
Sub Arterial 2.2 x 1.8 x 2+1.8 1.85 x
30 2 1 7x2 - - - - - -
Roads 2 x2 2
Collector Roads 24 3 1 6.5 x 2 - - - - 1.8 x 2 3.15 x 2 - - -
Collector Roads 18 4 - 10.5 x 1 - - - - 3x1 4.5 x 1 - - -
2.31.1 ARTERIAL ROAD (45 M ROW)

TCS-1 proposed for Arterial roads with 45.0m ROW. The cross section is proposed with dual 2- lane
carriageway with 2 m central median with 2.1 m Cycle track and 2 m Pathway on either side. Main
carriageway and cycle track is separated by 2.5m wide Green belt. Pathway and Cycle track is
separated by 1.25 m Multi utility zone/Green belt. This cross section is applicable for R-01 to R-03.
TCS Applicable Road Name Length (m)
R-01 745.00
TCS-1 R-02 955.93
R-03 5118.95
Total length 6819.88
2.31.2 Sub Arterial Road-Industrial (30 m ROW)
TCS-2 is proposed for Sub arterial roads with 30.0m ROW. The proposed cross section include 1.0 m
central median segregating dual 2-Lane carriageway (7.0m) with 2.2 m Cycle track and dual 1.8 m
Pathway on either side. Main carriageway and cycle track is separated by 1.85 m wide Green belt.
This cross section is applicable for R-04, R-05,R-06,R-12 & R-13.

R-04 2998.06
R-05 1167.54
TCS-2 R-06 1170.33
R-12 3995.85
R-13 1400.6
65 | P a g e
Figure 2-31: TCS for 45 m ROW
66 | P a g e
Figure 2-32: TCS for 30m ROW Industrial & Residential
67 | P a g e
2.31.3 Collector Road (24 m ROW)

TCS-3 is proposed for Collector roads with 24.0m ROW. The proposed cross section include 1.0m central median segregating dual 2-Lane carriageway (6.5m)
with 3.15m shared Pathway & Cycle track on either side. This cross section is applicable for R-14, R-15 & R-16.

R-14 816.74
TCS-3 R-15 902.91
R-16 406.99
2.31.4 Collector Road (18m ROW)
TCS-4 is proposed for Collector roads with 18.0 m ROW. The proposed cross section includes single 3-Lane carriageway (10.5m) with 3 m & 4.5 m Pathway
and shared Pathway cum Cycle track on RHS & LHS respectively. This cross section is applicable for R-07, R-08, R-09, R-17, R-18, R-19, R-20 & R-21.

R-07 1564.04
R-08 904.12
R-09 242.85
R-17 353.12
TCS-4
R-18 1021.09
R-19 315.56
R-20 291.21
R-21 192.27
68 | P a g e
69 | P a g e

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Road Logistics Report

2 ROAD TRANSPORT, RAIL & LOGISTICS...............................................................................2-1

2.15 TRIP DISTRIBUTION..............................................................................................................2-52

Table 2-23 : Link Attributes of Raghunathpur Network Model.........................................................................2-45

Figure 2-1: Vehicular Composition at SH-5 (2015)...............................................................................................2-1

Figure 2-33: TCS for 24 m ROW..........................................................................................................................2-69

Vehicular Composition At SH-5

Figure 2-1: Vehicular Composition at SH-5 (2015)

2.2 TRAFFIC DEMAND ESTIMATION

2.3 PAVEMENT DESIGN

2.3.1 Design Standards

365 x [ (1+r )n−1]

Sub Arterial Road

2.4 PAVEMENT DESIGN FOR SERVICE ROAD

2.4.2 Pavement Design for Walkway

2.5 TRAFFIC SIGNAGE’S & ROAD MARKINGS

Figure 2-5: Prohibitory Signs

Figure 2-6: Cautionary Signs

Figure 2-7: Informatory Signs

STOP IRC 67:2012

School Ahead IRC 67:2012

Cycle Crossing IRC 67:2012

Parking IRC 67:2012

Source: IRC:67 - 2012

2.5.4 Road Marking

Table 2-16: Marking Patterns & Specifications

TM04 Broken 600 300 100 White

Rectangul As per Whit

Figure 2-9: Junction Improvement Measures within RIMC

Figure 2-10 Typical junction within Raghunathpur

2.7 TRAFFIC CIRCULATION

2.8 SCENARIO DEVELOPMENT STRATEGIES

Figure 2-14: Scenario with Public Transit + NMT + Electric IPT

Figure 2-15: Scenario with Public Transit + Private Vehicles + NMT

Figure 2-16: Scenario with high share of private mode

2.9 LOGISTICS & GOODS MOVEMENT:

Table 2-17: Goods Demand Estimation at RIMC

2.10 RAIL SIDING

Figure 2-17 : Logistic Area components

Mode Share Distribution

Type of Building / Land use Minimum ECS* Required

Land Use Parking Required (ECS)

Industrial 48, 345

Figure 2-18: Parking Requirements for different land use

2.11 TRAVEL DEMAND MODELLING

2.11.1 Overview of Travel Demand Modelling

2.11.2 Primer to the Four-Step Travel Demand Modeling Process

A “trip” is defined as person/vehicle traveling from an origination to a destination without any

2.11.3 Methodology adopted for Travel Demand Modelling

2.12 DEVELOPMENT OF TRAFFIC ZONE (TAZ’s) SYSTEM

LAND AREA BUILTUP AREA POPULATION

(Including Forest, River &

Centroids and Centroid Connectors

Figure 2-20 : Land-Use Clusters with Land Parcel Number

Figure-2-21 : Traffic Zone Map For Raghunathpur Industrial Park

2.13 ROAD NETWORK

2.13.1 Roadway Network Structure

Table 2-22 : Network Statistics for PTV Visum Network Model

2.13.2 Model Network Link Attributes

Table 2-23 : Link Attributes of Raghunathpur Network Model

TYPENO/ Classification of Road Category

LENGTH/ Length of Links

V0PRT / Free Flow Link Speed