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Head Office: AL-9, 15th Lane, Khayaban-e-Hilal,Phase VII,
D.H.A., Karachi-75500.,
Phone: 111-111-584, Fax: (021) 584-1825E-mail:
[email protected]
Head Office: AL-9, 15th Lane, Khayaban-e-Hilal,Phase VII,
D.H.A., Karachi-75500.,
Phone: 111-111-584, Fax: (021) 584-1825E-mail:
[email protected]
Consulting Engineers, Architects, Economists & Planning
Experts
February 2006February 2006
PESHAWAR - TORKHAM EXPRESSWAYPESHAWAR - TORKHAM EXPRESSWAY
NATIONALHIGHWAYAUTHORITY
ISLAMABAD
NATIONALHIGHWAYAUTHORITY
ISLAMABAD
MINISTRY OF COMMUNICATIONSMINISTRY OF COMMUNICATIONS
Islamic Republic of Pakistan
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Table of Contents EEXXEECCUUTTIIVVEE SSUUMMMMAARRYY::
........................................................................................................................................................................................................11
1.0 INTRODUCTION
.........................................................................................................2
1.1 Overview of Study Area
................................................................................................2
1.2 Objectives of Traffic
Study............................................................................................3
1.3 Scope of Work
...............................................................................................................3
1.4
Methodology..................................................................................................................3
1.5 Organization of Report
..................................................................................................4
2.0 DATA COLLECTION
METHODOLOGY..............................................................6
2.1 Survey Points
Identification...........................................................................................6
3.0 TRAFFIC DATA ANALYSIS
....................................................................................7
3.1 Traffic Analysis
Methodology.......................................................................................7
3.2 Volume Count Presentation
...........................................................................................7
3.3 Anticipated Traffic
Volume...........................................................................................8
3.4 PCE and Design Hourly Volume Estimation:
.............................................................11 4.0
TRAFFIC
FORECAST.............................................................................................12
4.1 Traffic Generation
Phenomenon..................................................................................12
4.2 Traffic Growth Rates:
..................................................................................................12
4.3 Projected Average Daily
Traffic..................................................................................13
5.0 CAPACITY ANALYSIS
...........................................................................................14
5.1 Operational
Analysis....................................................................................................14
6.0 CONCLUSIONS
........................................................................................................15
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List of Tables Table A-1(a) : 1st Day 24 hour Traffic Volume
count at Jamrud Station Table A-1 (b) : 2nd Day 24-hour Traffic
Volume count at Jamrud Station Table A-1 (c) : 3rd Day 24-Hour
Traffic Volume Count at Jamrud Station Table A-2(a) : 1st Day 24
hour Traffic Volume count at Gulsher Village Station Table A-2 (b)
: 2nd Day 24-hour Traffic Volume count at Gulsher Village Station
Table A-2 (c) : 3rd Day 24-Hour Traffic Volume Count at Gulsher
Village Station Table A-3(a) : 1st Day 24 hour Traffic Volume count
at Mechani Station Table A-3 (b) : 2nd Day 24-hour Traffic Volume
count at Mechani Station Table A-3 (c) : 3rd Day 24-Hour Traffic
Volume Count at Mechani Station Table A-4: Three Day Average
Traffic Volume at all Three Stations Table A-5 : Estimation of DDHV
for Operational Analysis ( K Factor Approach) Table A-6: Average
daily traffic volume for Case 1 according to modes and their PCE
estimation Table A-7: Average daily traffic volume for Case 2
according to modes and their PCE estimation Table A-8 : Average
daily traffic volume for Case 3 according to modes and their PCE
estimation Table A-9 (a): Peak hour volume for case 1 Table A-9
(b): Peak hour volume for case 2 Table A-9 (c): Peak hour volume
for case 3 Table A-10(a): Operational Analysis at Jamrud Section
for Anticipated Volume Case 1 Table A-10(b): Operational Analysis
at Jamrud Section for Anticipated Volume Case 2 Table A-10(c):
Operational Analysis at Jamrud Section for Anticipated Volume Case
3 Table A-11(a): Operational Analysis at Gulsher section for
Anticipated Volume Case 1 Table A-11(b): Operational Analysis at
Gulsher section for Anticipated Volume Case 2 Table A-11(c):
Operational Analysis at Gulsher section for Anticipated Volume Case
3 Table A-12(a): Operational Analysis at Mechani post for
Anticipated Volume Case 1 Table A-12(b): Operational Analysis at
Mechani post for Anticipated Volume Case 2 Table A-12(c):
Operational Analysis at Mechani post for Anticipated Volume Case
3
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List of Figures Figure A-1: Average Daily Traffic Volume
according mode for Case 1 at Jamrud Station Figure A-2: Average
Daily Traffic Volume according mode for Case 2 at Jamrud Station
Figure A-3: Average Daily Traffic Volume according mode for Case 3
at Jamrud Station Figure A-4: Average Daily Traffic Volume
according mode for Case 1 at GulSher Village Figure A-5: Average
Daily Traffic Volume according mode for Case 2 at GulSher Village
Figure A-6: Average Daily Traffic Volume according mode for Case 3
at GulSher Village Figure A-7: Average Daily Traffic Volume
according mode for Case 1 at Mechani Station Figure A-8: Average
Daily Traffic Volume according mode for Case 2 at Mechani Station
Figure A-9: Average Daily Traffic Volume according mode for Case 3
at Mechani Station
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EEXXEECCUUTTIIVVEE SSUUMMMMAARRYY:: National Highway Authority
(NHA) has been taken another initiative by proposing development of
expressway between Peshawar and Torkham. It is anticipated that
with the development of trade relationship of Pakistan with
Afghanistan and other Central Asian countries, which in turn
results boost up of trade related traffic. Therefore, it is the
need of the time that an expressway should be built in between such
points of Afghan Border that connects major potential points within
the country. This will offer smooth traffic operational condition
to generated trade traffic movements. This report presents traffic
study carried out for development of the proposed expressway
between Peshawar and Torkham. Keeping in view the importance of the
proposed project, traffic study methodology was devised. Classified
traffic volume counts for 24 hrs of a day were observed on
continuous time scale of three days at three main locations of
existing roadway between Peshawar and Torkham. These points were
chosen with such logic that the traffic at these points will help
analyzing anticipated traffic on proposed expressway. The traffic
study was limited to provide estimation of anticipated traffic and
operational analysis under such circumstances. In this traffic
study, three cases are defined to estimate anticipated traffic on
proposed expressway by giving importance to three criteria such as
operational condition, estimation of financial benefit and pavement
design procedure. In first case it was assumed that all the traffic
which is actually run on existing road will diverge towards
proposed expressway, this assumption seems to be logical in a way
that the proposed expressway will attract equal amount of traffic
volume as running on existing way irrespective of that from where
it is diverged. This case gives an ideal scenario to analyze
operational condition of proposed expressway. The second case
assumed that all heavy vehicles will diverge and only 30% of local
categories traffic volume that serves local passenger movement will
use this expressway. In this case traffic volume anticipated on
proposed expressway is low and therefore this case seems to be an
ideal case for estimating expected benefits. The third case
considers the impact of generated traffic due to progressing trade
relationship of Pakistan with Afghanistan and other central Asian
countries. In which, it was assumed that 10% of more heavy traffic
as compared to case two will be attracted at the time of opening of
proposed expressway, In this way, case three seems to be an ideal
case for pavement design of this expressway. This traffic report
also comprises presentation of operational analysis of all of the
above three cases, the level of service was obtained on yearly
basis up to 20 years life span by forecasting future year traffic
at suitable growth rate. The necessary input required for
performing operational analysis was determined from detailed
analysis of traffic volume data at all collected points.
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1.0 INTRODUCTION
National Highway Authority (NHA) has planned to construct an
expressway from Peshawar to Torkham (a town near Afghanistan
border). Peshawar-Torkham expressway will serve as a major highway
for vehicular movements from Peshawar to Torkham thereafter will
lead to central Asian countries through Afghanistan. This
expressway will provide high level of service to large amount of
heavy vehicles running through Pak Afghan border. Because of the on
going development in trade relationship of Pakistan with
Afghanistan and other Central Asian Countries, it is required that
a good quality road be constructed that would provide an efficient
operation of vehicles which are expected to generate due to growing
multi trade activities among them. Thus, Peshawar-Torkham
expressway will be a contributing factor to Pakistans economic
growth, its trade and transport for many years.
1.1 Overview of Study Area
The study incorporates such future traffic movements that are
likely to accrue on this expressway. There are three major borders
through which central Asian trade related traffic will enter into
Pakistan through Afghanistan. Following are the three borders also
shown on the map for the guidance.
1) Torkham Border 2) Chaman Border 3) Haji Gulam Khan (HGK)
Border According to geographical conditions of these three borders
the Torkham border is relatively on upper side of the other two
borders. So it is the most attracted point for Central Asian trade
related traffic to enter into Pakistan and move onwards. But due to
poor security condition prevailing in Afghanistan, transport
stakeholders avoid long routes on Afghan land, therefore, they
enter into Pakistan from other two points. Furthermore,
Peshawar-Torkham expressway will provide a safe and efficient route
for sea related traffic for onward movement of trade goods to
middle-east countries through Karachi and Gwadar ports. The
improving relations between Pakistan and India will also enhance
the importance of this expressway manifold for trade between India
and Central Asian States through Wagha. The network of Pakistan
Motorway thorough out Pakistan will facilitate these movements of
trade goods. The map attached as Figure 1 in which movements are
marked help understanding the above discussion. The above
discussion provides a solid background for constructing
Peshawar-Torkham expressway and insists to incorporate this
viewpoint in traffic analysis study of Peshawar-Torkham expressway.
However, with the limited availability of data regarding the
overall traffic movements, this effect cannot be explained in
quantitative terms but the overall operational analysis can be
performed to assess the level of service of Peshawar-Torkahm
expressway under these circumstances.
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1.2 Objectives of Traffic Study The objectives under which this
traffic study has been carried out are in lined with the objectives
of the whole project and provide baseline input data for planning,
design and economic appraisal of the project. The main Objectives
of the traffic study are: To study the present traffic pattern and
its movement in the vicinity of proposed expressway alignment To
estimate the anticipated traffic volume at different junctions of
proposed expressway To ascertain the expected level of service that
would prevail during the study period on the proposed expressway To
anticipate the improvement in the traffic flow conditions of the
overall existing road network in conjunction with proposed
expressway
1.3 Scope of Work The work related to this traffic study has
been limited to understand the existing road network along with
traffic pattern. In addition to this, classified traffic volume
counts are collected at different junctions of existing road
network in order to anticipate the traffic volume on proposed
expressway. This data will also help analyzing the operational
conditions through capacity analysis procedure of the proposed
expressway during its life span.
1.4 Methodology
To Carryout this traffic study in accordance with the objectives
setout above the following methodology was adopted which is
presented in descriptive form as well as in framework form for
clear understanding. Figure 2 depicts various steps involved in
methodology of this traffic study in the form of flow chart called
as conceptual framework of traffic study. The steps involve in the
methodology of carrying out this traffic study are as follows:
Existing Scenario; this step is primarily based on study of
existing road network
through available maps, this provide an understanding of whole
situation of travel network along with the identification of points
(location) which are of prime importance in the travel network.
Furthermore, this gives an idea about potential locations which are
able to generate considerable traffic volume especially heavy
vehicles.
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Data Collection; this step involve identification of type of
data needed to analyze the traffic condition along with the
methodology for its collection. The collected data will then be
analyzed according to standard procedure to obtain the anticipated
traffic volume on proposed expressway and to carryout operational
analysis accordingly.
Traffic Data Analysis; this step involves rigorous analysis of
collected data through
which existing traffic operations are compared with proposed
expressway traffic conditions. This is the vital stage of traffic
study as it provide complete picture with respect to traffic
pattern. Traffic data analysis comprises of three stages namely, i)
Expected traffic Estimation ii) Traffic Volume Analysis iii)
Operational Analysis The above three analysis stages serve as input
to each other.
Traffic Report Preparation; this step involves the presentation
of collected data and its
analysis results in accordance with standard procedure.
1.5 Organization of Report
This report is organized in a functional layout spread over 6
main sections. The section 1 is an introductory section which
provides the overall project perspective and also gives idea about
this traffic study i.e. its objectives and methodology. Section 2
describes the type of survey involves in collecting required data
and its collection methodology. Section 3 depicts the primary data
analysis such as estimation of anticipated traffic volume on
proposed expressway and further estimation of DDHV for operation
analysis. Traffic forecasting has been discussed in section 4 and
section 5 describes the operational analysis procedure along with
year-wise level of service determination at 3 points of proposed
express way. Section 6 discusses the conclusion drawn for this
traffic study and is followed by the annexure to the report.
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Figure 2: Framework showing methodology of traffic Study
Dat
a C
olle
ctio
n B
ackg
roun
d
Understanding regarding Project (Setting Out Goals and
Objectives)
Traffic Surveys (Classified Volume counts)
Traffic Data Analysis
Anticipation of Traffic
Traffic Volume Analysis
Analysis Results and Summarization of Findings
Report Writing
Operational Analysis
Dat
a A
naly
sis
Con
clus
ion
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2.0 DATA COLLECTION METHODOLOGY
In accordance with the limited scope of this traffic study data
needed for further analysis is classified volume counts. However,
anticipating the length of proposed expressway traffic volume
counts are collected at three points. The subsequent paragraph
discusses justification of taking three points for volume
counts.
2.1 Survey Points Identification
The proposed alignment of Peshawar-Torkham expressway intersects
at three main points at existing road between Peshawar and Torkahm.
Furhter, the existing road passes through settlement at Landi Kotal
and the proposed alignment of expressway bypasses this settlement.
Figure 3 representing the existing road and proposed expressway
alignment between Peshawar and Torkham. After development of
proposed expressway, there can be different traffic volume
conditions at these three points (indicated in Figure 3). This is
because some of traffic volume which originates from Peshawar may
be destined at Landi Kotal or some other settlement in the way
between Peshawar and Torkahm. So because of long length of proposed
expressway the origin & destination may not be the same for
whole traffic volume. This variation in origin & destination
can only be explained by taking traffic volume counts at different
points, so in present case 3 points are identified. In addition to
this the location of these survey points is such that one can
easily estimate the probable traffic volume at proposed expressway.
The three points identified for counting traffic volume are
i) Jamrud Station ii) Gulsher Village iii) Mechani Station
2.1 Classified Traffic Volume Counts
A comprehensive plan was prepared to conduct the required
traffic counts at three points. All aspects of traffic survey
including the schedule, location, methodology, data collection
format etc were taken into consideration and site visits were also
made to various locations in the project corridor before finalizing
the program of traffic survey. Especial efforts are put forwarded
to engage required manpower for smooth conduction of traffic volume
counts and training is also provided to them in order to avoid
confusion at later stages. Classified Traffic volume counts were
conducted for 24 hours for two days at all three main points. Table
A-1 in annexure depicts the classified traffic volume counts in
summarized fashion. Vehicles are classified according to the
following categories:
Trucks Trailers Car/Jeeps/ Suzuki
Pickups & Vans
Bus Mini Bus /
Coasters
Tractor/ Tractor Trolley
2-axle
3-axle
4-axle (Coupled)
4-axle
5-axle
6-axle
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LOCATION MAPLOCATION MAPFIG No.03
SHODANI
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3.0 TRAFFIC DATA ANALYSIS Keeping in view the broad objectives
of this traffic study, analysis of traffic data has been carried
out to support the above discussed view points and geometric
parameters of proposed expressway. Furthermore, the detailed micro
level data is not available and also one can never project exactly
about the economic development situation between Pakistan,
Afghanistan and Central Asian countries. It is entirely difficult
to incorporate the impact of future trade relationship between
these countries in this traffic report. However, a proportion of
existing traffic is added in operational analysis to explain this
future economic development. In addition to this, it is recommended
that NHA should conduct a separate study that will incorporate all
inter-border traffic movements along the newly proposed motorways
and expressways.
3.1 Traffic Analysis Methodology A methodology has been devised
according to analysis activities in order to meet the objectives of
this traffic study. In first stage estimation has been performed
regarding traffic volume that could use proposed expressway. In
second stage, traffic volume analysis has been done, which provides
the base line data i.e. AADT, Peak Hour traffic Volume, DDHV to be
used in third stage that is operational analysis. The operational
analysis includes sensitivity analysis of the project the details
of which is explained under the heading of Operational analysis in
subsequent paragraph.
3.2 Volume Count Presentation
On the existing way between Peshawar and Torkham three points
were picked to carry out traffic volume count survey. This survey
was performed for whole day (24 hours) and continued up to three
days in one run at a particular point. The data has been tabulated
and presented in Table A-1 to Table A-3 of the Annexure for all
three locations. The Table 2 presents the summarized daily traffic
volume at all three locations for both directions. The Map attached
with this report as Figure 3 shows the location of these three
points. Table 2: Summarized daily traffic volume at surveyed
points
Station Name ADT (vehicles per day)
At Jamrud Station 8752
At Gul Sher Village 5415
At Mechani Post 3336
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Traffic flow variation w ith time of day
0100200300400500600700800
8:00
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Time of Day
Tota
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ffic
Vol
ume
Gul sher
Mechani
Jamrud
Table 2 presents the average of daily traffic volume counted for
three days. In addition to this it can be seemed from the table
that at Jamrud station the ADT is higher from others two and
further at Gul Sher village which is lie in between Jamrud and
Mechani the ADT is lower than jamrud and higher than Mechani post.
This can be explained with the statement that the traffic volume is
diverged before reaching at Gul Sher from Jamrud and same was
happened in between Gulsher and Mechani. The above statement can be
more understandable with the geographic location of these stations
marked on the map. The daily variation of volume at these three
stations is shown from Figure 4.
3.3 Anticipated Traffic Volume As it is known that an existing
road between Peshwar and Torkham passes from various localities, in
which one of major town is Landi Kotal. The proportion of that
traffic volume whose destination is Torkahm i.e. Afghan Border
suffers lower operational conditions in terms of Level of service.
The alignment of expressway between Peshwar and torkham is such
that it will bypass all major localities and in turn also provides
connection to major localities that have potential to produce major
proportion of traffic volume. In addition to this, one of the major
advantages of this expressway is that it also bypasses the Peshawar
city through Northern Bypass finally links with Motorway (M-1),
which in turn provides an attraction for that much traffic volume
whose origin or destination is onwards Peshawar city. Through the
above discussion and keeping in view the available data, the exact
estimation of anticipated traffic volume that uses the proposed
expressway cannot be determined easily. However, to remain at the
safer side the three cases are devised according to the following
aspects and the operational analysis is performed for all three
cases of anticipated volume. 1) Operational Analysis 2) Economic
and Financial Feasibility 3) Establishment of Pavement Design
Criteria
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1st Case: In the first case it is assumed that all the traffic
volume will be shifted to propose expressway this means the
anticipated traffic volume (vehicles per day) will remain same as
mentioned in table 2. It is worthwhile to discuss the justification
why it is considered that the whole traffic volume will be shifted
towards new expressway, however; in general it is not realistic
approach. The subject matter behind this assumption that proposed
expressway alignment is such that it will passes through many new
heavy populated local localities where existing road doesnt provide
any service i.e. Ganj Garhi, Wauch Gagrai, Labba and Shodanai.
Because of that it is assumed that proposed expressway will
generate equal amount of local passenger travel modes (Wagons,
Minibuses and Buses) in order to serve the movements of identified
localities. Furthermore, the geometric conditions, which are speed,
pavement conditions and provision of medians, of expressway is such
that it will definitely attract that much amount of traffic volume
whose origin or destination in either direction is Peshawar and
Torkham. This case may serve as critical case, as operational
analysis results obtained from this case are acceptable then it
means that proposed alignment and geometric parameters of
expressway is such that it should satisfy the second case. 2nd
Case: In this case it is assumed that only 30% of traffic volume
related to modes i.e. Cars, vans, Pickups, Buses and Minibuses will
be used the proposed expressway, all other modes which are
classified as heavy vehicles assumed to be used the proposed
expressway. The reason behind this assumption is that these travel
modes are mostly used for passenger movements from localities near
existing roads. This case is simpler in its appearance but it will
be best suitable case for toll analysis or in other words to
estimate expected benefits from the project. Thus this case will
help analyzing economic and financial feasibility of the project as
in this case the traffic volume assumed is lower than other cases
so the benefits estimated from this anticipated traffic volume will
also come lower than other cases. In this way this case will guides
the economic and financial viability about the proposed expressway.
The estimation of anticipated traffic in this case can be
summarized as follows Table 3: Summarized anticipated daily traffic
volume at surveyed points
Station Name ADT (vehicles per day)
At Jamrud Station 3708
At Gul Sher Village 2532
At Mechani Post 1587
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3rd Case: This case is the extension of 2nd case as it is
assumed in this case that additional 10% of the traffic will be
attracted to use the proposed expressway and to remain on the safer
side this additional 10% of traffic volume is assumed for heavy
vehicle categories in equal proportion. This case relates with the
background that how much will be the attracted traffic volume on
the proposed expressway keeping in view the international trade
related traffic volume. In Pakistan, NHA have developed a series of
good road network in such a fashion that it is connected by all
potential traffic generator points such that significant harbours
and dry ports (i.e. Gawadar, Karachi, Lahore, Rawalpindi, and
Islamabad). Keeping in view the availability of good road network
and smooth traffic operation with no security hazards in Pakistan
one can assumed that with the development of trade relationship
with Afghanistan and Central Asian countries the proposed
expressway will certainly attract good amount of traffic volume. In
addition to this, as Pakistan possess comparatively better security
conditions than Afghanistan the transport stakeholders will prefer
shorter travel route in Afghanistan to enter in Pakistan and if it
is the case, according to geographical location of Central Asian
countries, Afghanistan and Torkahm Border of Pakistan, this whole
amount of traffic volume will be attracted towards Peshawar-Torkham
expressway and then go onward at any destination in Pakistan or
across Pakistan. Furthermore, this expressway along with the
connection of Islamabad-Lahore motorway provides an economically
viable route for goods movements from Central Asian countries and
India or vice versa. This means the provision of proposed
expressway will definitely attract or generate more traffic volume
especially in heavy vehicle categories. The above discussion
provides solid reason for developing 3rd case for anticipated
traffic volume. Additionally, this case may serves as critical or
in other words best suitable for determining axle load for pavement
designing. The estimation of traffic volume anticipated for this
case is presented in Table-4. Table 4: Summarized anticipated daily
traffic volume at surveyed points
Station Name ADT (vehicles per day)
At Jamrud Station 3880
At Gul Sher Village 2661
At Mechani Post 1671
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3.4 PCE and Design Hourly Volume Estimation:
Passenger Car Equivalent (PCE) is mostly used as relative term
to amplify the traffic volume i.e. all the travel modes volume is
expressed in terms of volume of car. Thus the PCE for car is taken
as 1 and all other travel modes are defined in terms of this factor
according to their relative ness with car. This suggests that for
heavy vehicles the PCE factor should be more than 1. In addition to
this, PCE factors play an important role in operational analysis
for proposed expressway as the most of the traffic volume on this
proposed expressway will belong to heavy vehicles categories. The
adopted values of PCE for the operational analysis of the proposed
expressway are presented in Table 5. The rolling terrain is assumed
while adopting these PCE, conversion of traffic volume in terms of
Passengers car for all the three cases of anticipated traffic
volume is presented in Table given in Annexure.
Table 5: Adopted Values of PCE factors Trucks Trailers
Travel Modes
Car/Jeeps/ Suzuki
Pickups & Vans
Bus Mini Bus /
Coasters
Tractor/ Tractor Trolley
2-axle
3-axle
4-axle (Coupled)
4-axle
5-axle
6-axle
PCE Factor
1.0 2.5 2 2 3 3 3.5 3.5 4 4.5
* source: Highway Capacity Manual 1985 and Traffic Engineering
by McShane As the 15 minute interval traffic volume count is not
available, the maximum flow rate i.e. maximum hourly volume is
taken as Peak hour volume and this quantity is used for further
calculations for determining the Design hourly volume (DHV). The
percentage factor k has been estimated in relation to daily volume
and peak hour volume. These factors later were used to convert ADT
into DHV for further analysis. The peak hour traffic volume is
along with time of day is presented in Table 6 at all three traffic
volume counting stations.
Table 6: Peak hour time and traffic volume
Station Name Hour of Day Traffic Volume
(Vehicles / Hour) At Jamrud Station 9:00 to 10:00 AM 709
At Gul Sher Village 10:00 to 11:00 AM 511 At Mechani Post 10:00
to 11:00 AM 356
Table 6 shows that the occurrence of peak hour in relation with
traffic volume is considerably earlier at Jamrud Station in
comparison with other two stations. The possible reason may be the
distance of other two stations with Jamrud. This means that peak
hour traffic that passes through Jamrud station was reaching at
other two stations in one hour time frame. If the volume count of
15 minutes interval is available then other reason for this
variation in peak hour timings may be searched out. The design
hourly volume for the entire analysis period has been estimated
i.e. forecasted and the results of the same are presented in
Annexure.
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4.0 TRAFFIC FORECAST
Forecasting of traffic or in other terms projection of traffic
volume trend in future years is required for determination of
operational condition of proposed expressway for upcoming years.
This forecasting mainly depends on growth rate of traffic which in
turn depends on socio-economic conditions prevailing in study area.
The indicators which are generally used to determine the growth
rate are number of registered vehicles, historic traffic data, and
vehicle ownership and in case of this expressway, trade
relationship i.e. sales record of import and export between two
countries plays vital role in estimating growth rate. Fuel and
tyres consumption record may serves as good indicators for
estimation of growth rates. The following paragraphs discuss the
methodology adopted for forecasting of traffic volume for
operational analysis.
4.1 Traffic Generation Phenomenon
As discussed in introductory part of this report about the
influence of study area in respect of traffic generation and in
addition to this development of three cases for estimating
anticipated traffic volume, the traffic generation phenomenon
occurring in the base year is justified with these estimations. In
case three of anticipated traffic volume the operational analysis
has been carried out for generated or in other terms attracted
traffic due to the development of proposed expressway and this
volume is taken as 10% of additional volume of heavy vehicles.
4.2 Traffic Growth Rates:
As discussed earlier growth rates depends on a number of
parameters. There are several growth rates already estimated by
numerous numbers of organizations. From these, one of the reliable
sources of data regarding growth rates is the study carried out
under National Transportation Plan JICA and NTRC in 1995. For this
traffic study the same has been adopted. Table 7 shows summarized
data of growth rates for different types of vehicles used in
Pakistan.
Table 7: Summarized data regarding growth rates
It is clearly visible from the table 7 that the growth rate for
heavy vehicles is around 7%, as in this case of proposed expressway
between Peshawar and Torkham heavy traffic is mostly expected to
use this facility, so for convenient in analysis linear growth rate
of 7% is assumed for all vehicles categories and for whole analysis
period as well. The damping factors here are not considered because
it is expected that in future the traffic volume will serve by this
road may be higher due to inter trade relationship of Pakistan with
Afghanistan and other central Asian countries.
Vehicles Motor cycles Cars Mini Bus/ Coasters Buses Trucks
Growth Rate (% p.a) 5.42 7.02 8.15 5.76 6.74
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4.3 Projected Average Daily Traffic
Based on above discussion the average daily traffic (ADT) has
been projected for the analysis period of 20 years after the
construction of this facility. The year 2009 is considered as
opening year of proposed expressway. The tables in Annexure
presented the summarized data of ADT and corresponding DHV to
facilitate operational analysis
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5.0 CAPACITY ANALYSIS
The capacity analysis of a transportation facility reflects its
ability to accommodate a moving stream of vehicles in a most
diligent way. There are basically two procedures adopted for
capacity analysis which are as follows
1) Operational Analysis 2) Design Analysis Operational analysis
is basically the determination of level of service which is based
on the geometric, traffic and other parameters, while Design
analysis is the determination of geometric parameters based on
certain supposition of Level of service. As in the case of proposed
expressway basic geometric parameters are known so it is better to
performed operational analysis to ascertain the traffic operation
conditions.
5.1 Operational Analysis
Operational analysis was carried out for three cases of
anticipated traffic volume condition for proposed expressway on the
basis of the procedures outlined in the Highway Capacity Manual
published by the Transportation Research Board USA. The tables in
the annexure present operational conditions of proposed expressway
on yearly basis. For Jamrud traffic volume operational analysis has
been performed using design speed equals to 50 mph (80 kmh) and for
Gulsher and Mechani post traffic volume design speed was taken as
32 mph (50 kmh). Certain logical assumptions were also made while
performing operational analysis; these assumptions are discussed as
follows
1. It is assumed that 90% of vehicle drivers are commuters i.e.
only 10% of traffic
volume was assumed for recreational population.
2. The Directional factor was assumed to be 0.60 in peak hour
traffic conditions
The summarized results of the operational analysis are presented
in annexure. The most critical case about anticipated traffic
volume condition has come out to be the first case in which at
Jamrud section the level of service condition will reach at level E
at fourth last year of its 20 years of life span. However, for
other stations level service will not fall from level D.
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6.0 CONCLUSIONS
On the basis of this traffic study the following is concluded:
The proposed project improve the overall traffic operation
conditions
especially for heavy vehicles The proposed geometric design
parameters i.e. design speed and number of
lanes found to sufficient for the proposed expressway in respect
of Level of service criteria.
The proposed expressway will definitely capable of providing
good traffic
conditions to future attracted traffic (may because of enhance
trade relationship of Pakistan with Afghanistan and Other Central
Asian Countries) within its life span.
The one of the major advantage of the proposed expressway is
that it will
carry the load of heavy traffic and resulting in good
operational conditions of the existing road link between Peshawar
and Torkham. This will facilitate both as heavy vehicle traffic and
Passenger movement traffic onwards Peshawar.
The 1st case comes out to be more critical in terms of
operational analysis, 2nd
case provide an useful estimate of benefits for financial
analysis and the 3rd case proved to be the critical case in
pavement designing circumstances.
-
TABLES
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE
A-1(a)Station / Location:Date: 14/2/2005 Road Length: 48 KMDay:
Monday Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 240 15 170 0 32 15 6 0 2 2 4829:00 - 10:00 A.M.
345 44 108 0 14 11 17 9 5 26 57910:00 - 11:00 A.M. 413 60 123 0 26
19 21 9 17 15 70311:00 - 12:00 Noon 414 41 97 0 2 4 26 8 19 22
63312:00 - 1:00 P.M. 374 41 120 0 1 4 24 30 16 12 6221:00 - 2:00
P.M. 303 70 102 0 8 1 28 15 40 15 5822:00 - 3:00 P.M. 372 74 90 0 1
4 26 7 12 15 6013:00 - 4:00 P.M. 372 47 111 0 7 6 30 9 8 6 5964:00
- 5:00 P.M. 399 43 123 0 13 7 24 0 2 8 6195:00 - 6:00 P.M. 418 37
108 0 8 3 17 0 2 5 5986:00 - 7:00 P.M. 254 21 50 0 10 1 15 0 0 6
3577:00 - 8:00 P.M. 177 19 48 0 7 2 22 9 13 12 3098:00 - 9:00 P.M.
103 13 33 0 23 5 21 10 15 12 2359:00 - 10:00 P.M. 68 12 24 0 15 9
18 9 14 6 17410:00 - 11:00 P.M. 10 11 27 0 13 8 19 8 13 6 11511:00
- 12:00 Mid Night 6 10 16 0 13 6 17 8 12 5 9312:00 - 1:00 A.M. 10 9
13 0 11 3 14 7 10 4 821:00 - 2:00 A.M 0 7 12 0 7 2 10 5 7 3 522:00
- 3:00 A.M. 0 5 9 0 6 1 8 4 6 2 403:00 - 4:00 A.M. 1 4 9 0 5 1 10 3
4 5 424:00 - 5:00 A.M. 10 9 24 0 15 11 19 5 9 12 1135:00 - 6:00
A.M. 23 11 36 0 23 27 20 5 10 13 1676:00 - 7:00 A.M. 24 11 24 0 17
5 16 7 10 4 1197:00 - 8:00 A.M. 80 16 84 0 27 15 25 8 13 8 276Total
4416 630 1558 0 304 169 452 175 259 224 8186
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
Jamrud Station
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Traffic
Per Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS) Jamrud Station
(14th February 2005)
Cars/Jeeps/ Suzuki Pickups & Vans 4416
(54%)
Bus 630 (8%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups 1558
(19%)
Trucks 925 (11%)
Trailer 658 (8%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE
A-1(b)Station / Location:Date: 15-2-05 Road Length: 22 KMDay:
Tuesday Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 240 15 170 0 32 15 6 0 10 20 5089:00 - 10:00
A.M. 358 63 142 0 21 12 32 13 14 28 68310:00 - 11:00 A.M. 355 56
128 0 20 13 20 22 15 20 64911:00 - 12:00 Noon 326 57 108 0 15 10 15
24 11 17 58312:00 - 1:00 P.M. 353 59 98 0 12 5 16 23 7 17 5901:00 -
2:00 P.M. 270 55 74 0 15 10 24 22 21 23 5142:00 - 3:00 P.M. 289 42
115 0 6 5 11 10 14 16 5083:00 - 4:00 P.M. 306 33 89 0 4 10 9 9 16 6
4824:00 - 5:00 P.M. 385 46 103 0 4 4 4 19 10 12 5875:00 - 6:00 P.M.
235 58 101 0 13 6 14 15 13 10 4656:00 - 7:00 P.M. 253 31 87 0 9 5
12 9 6 12 4247:00 - 8:00 P.M. 166 21 47 0 7 1 7 11 0 5 2658:00 -
9:00 P.M. 106 14 31 0 1 2 5 4 3 0 1669:00 - 10:00 P.M. 65 11 23 0
14 8 17 9 13 6 16610:00 - 11:00 P.M. 10 11 25 0 13 7 18 8 13 6
10911:00 - 12:00 Mid Night 6 10 15 0 13 5 16 8 12 5 8812:00 - 1:00
A.M. 10 9 12 0 10 3 14 7 9 4 771:00 - 2:00 A.M 0 6 11 0 7 2 9 5 7 3
492:00 - 3:00 A.M. 0 5 8 0 5 1 7 4 5 2 383:00 - 4:00 A.M. 1 4 9 0 5
1 9 3 4 5 394:00 - 5:00 A.M. 10 8 22 0 14 10 18 5 9 11 1075:00 -
6:00 A.M. 22 10 34 0 22 26 19 5 10 12 1586:00 - 7:00 A.M. 23 11 23
0 16 5 15 7 9 4 1137:00 - 8:00 A.M. 76 16 79 0 26 14 24 8 13 7
262Total 3862 649 1555 0 303 180 341 247 242 251 7631
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
Jamrud station
Cars/Jeeps/ Suzuki Pickups &
VansBus
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Traffic
Per Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Jamrud Station
(15th February 2005)
Cars/Jeeps/ Suzuki Pickups &
Vans, 3862(50%)
Bus, 649(9%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1555
(20%)
Trucks, 825 (11%)
Trailer, 740 (10%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE
A-1(c)Station / Location:Date: 16-2-05 Road Length:Day: Wednesday
Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 360 23 255 0 48 23 9 0 15 30 7629:00 - 10:00
A.M. 438 70 121 0 7 9 43 29 28 48 79310:00 - 11:00 A.M. 413 49 104
0 5 6 22 20 13 36 66811:00 - 12:00 Noon 362 59 118 0 9 3 29 31 27
86 72412:00 - 1:00 P.M. 390 75 122 0 10 4 21 24 17 22 6851:00 -
2:00 P.M. 325 43 75 0 10 5 12 15 15 28 5282:00 - 3:00 P.M. 367 71
125 0 13 7 27 25 20 19 6743:00 - 4:00 P.M. 447 75 146 0 16 8 18 22
22 19 7734:00 - 5:00 P.M. 387 54 152 0 13 7 16 56 21 22 7285:00 -
6:00 P.M. 330 69 140 0 19 0 13 18 14 10 6136:00 - 7:00 P.M. 221 58
88 0 14 0 14 12 14 12 4337:00 - 8:00 P.M. 126 44 61 0 7 3 11 9 6 10
2778:00 - 9:00 P.M. 93 19 30 0 7 4 12 6 6 9 1869:00 - 10:00 P.M. 71
12 26 0 15 9 19 9 14 7 18310:00 - 11:00 P.M. 11 12 28 0 14 8 20 8
14 6 12111:00 - 12:00 Mid Night 6 11 16 0 14 6 18 8 13 5 9812:00 -
1:00 A.M. 11 10 14 0 11 4 15 7 10 4 861:00 - 2:00 A.M 0 7 12 0 7 2
10 5 7 3 542:00 - 3:00 A.M. 0 5 9 0 6 1 8 4 6 3 423:00 - 4:00 A.M.
1 4 10 0 5 1 10 3 4 5 444:00 - 5:00 A.M. 11 9 25 0 16 12 19 5 9 13
1185:00 - 6:00 A.M. 24 11 37 0 24 28 20 5 11 14 1756:00 - 7:00 A.M.
25 12 25 0 18 6 17 7 10 4 1247:00 - 8:00 A.M. 84 17 88 0 29 15 26 8
14 8 290Total 4502 818 1826 0 337 170 431 339 331 423 9178
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
Jamrud station
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups
Tractor/ Tractor Trolley
Trucks Trailer Total Traffic Per
Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Jamrud Station
(16th February 2005)
Cars/Jeeps/ Suzuki Pickups &
Vans, 4502(49%)
Bus, 818(9%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1826
(20%)
Trucks, 938(10%)
Trailer, 1093(12%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE -
A-2(a)Station / Location:Date: 10-Jan-05 Road Length: 22 KMDay:
Monday Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 162 12 157 0 30 52 15 0 12 7 4479:00 - 10:00
A.M. 156 18 182 0 24 27 17 0 7 17 44810:00 - 11:00 A.M. 152 16 172
0 16 21 18 0 9 25 42911:00 - 12:00 Noon 123 15 152 0 23 9 6 0 4 14
34612:00 - 1:00 P.M. 45 5 52 0 3 5 4 0 0 1 1151:00 - 2:00 P.M. 135
23 160 1 26 23 11 0 7 24 4102:00 - 3:00 P.M. 219 18 172 1 27 15 8 0
1 1 4623:00 - 4:00 P.M. 240 15 170 0 32 15 6 0 2 2 4824:00 - 5:00
P.M. 138 13 168 1 26 12 5 0 4 5 3725:00 - 6:00 P.M. 116 12 150 0 23
21 7 1 0 5 3356:00 - 7:00 P.M. 83 17 108 0 15 20 10 0 7 19 2797:00
- 8:00 P.M. 57 2 33 0 11 7 1 0 3 1 1158:00 - 9:00 P.M. 42 0 16 0 9
7 2 0 1 6 839:00 - 10:00 P.M. 13 0 9 0 2 7 1 0 1 1 3410:00 - 11:00
P.M. 10 1 13 0 2 6 4 0 2 1 3911:00 - 12:00 Mid Night 6 0 2 0 2 4 2
0 1 0 1712:00 - 1:00 A.M. 10 0 1 0 1 2 1 0 0 0 151:00 - 2:00 A.M 0
0 3 0 0 1 0 0 0 0 42:00 - 3:00 A.M. 0 0 2 0 0 0 0 0 0 0 23:00 -
4:00 A.M. 1 0 4 0 1 0 4 0 0 3 134:00 - 5:00 A.M. 10 2 15 0 8 10 9 0
2 9 655:00 - 6:00 A.M. 23 4 27 0 16 26 10 0 3 10 1196:00 - 7:00
A.M. 24 2 12 0 7 4 3 0 0 0 527:00 - 8:00 A.M. 80 6 70 0 16 13 10 0
2 3 200Total 1845 181 1850 3 320 307 154 1 68 154 4883
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
P.S.O. Pump (Gul Sher Village)
Cars/Jeeps/ Suzuki
Pickups & Vans
Bus
Mini Bus/ Coaster/ Flying Coach/
Tractor/ Tractor Trolley
Trucks TrailerTotal Traffic
Per Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)PSO Pump (Gul Sher
Village)
(10th January 2005)
Cars/Jeeps/ Suzuki Pickups &
Vans, 1845(37%)
Bus, 181(4%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1850
(38%)
Tractor/ Tractor Trolley, 3
(0%)
Trucks, 781(16%)
Trailer, 223 (5%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE -
A-2(b)Station / Location:
Date: 11-Jan-05 Day Tuesday Weather: Sunny DayTime
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 179 17 168 0 32 60 21 0 16 18 5119:00 - 10:00
A.M. 165 19 194 1 34 33 26 4 10 26 51210:00 - 11:00 A.M 195 22 181
1 26 21 24 3 17 39 52911:00 - 12:00 Noo 172 22 132 0 22 31 20 2 6
19 42612:00 - 1:00 P.M. 166 17 183 0 37 19 8 0 3 21 4541:00 - 2:00
P.M. 160 17 145 0 29 20 4 0 5 4 3842:00 - 3:00 P.M. 171 15 152 0 52
30 14 1 2 5 4423:00 - 4:00 P.M. 173 14 143 0 21 16 4 4 5 6 3864:00
- 5:00 P.M. 151 14 140 0 30 9 6 2 4 8 3645:00 - 6:00 P.M. 130 13
133 0 19 30 3 0 2 8 3386:00 - 7:00 P.M. 99 15 83 0 17 23 8 3 11 14
2737:00 - 8:00 P.M. 68 3 40 0 9 10 2 0 2 4 1388:00 - 9:00 P.M. 48 1
21 0 10 8 0 0 0 5 939:00 - 10:00 P.M. 22 0 6 0 3 4 2 0 1 2 4010:00
- 11:00 P.M 15 2 10 0 3 7 5 0 1 2 4511:00 - 12:00 Mid 9 0 4 0 2 6 3
0 0 0 2412:00 - 1:00 A.M. 12 0 2 0 0 2 1 0 0 0 171:00 - 2:00 A.M 1
0 2 0 0 0 0 0 0 0 32:00 - 3:00 A.M. 0 0 4 0 0 0 0 0 0 0 43:00 -
4:00 A.M. 3 0 5 0 2 1 0 0 0 0 114:00 - 5:00 A.M. 12 1 13 0 7 8 6 0
2 6 555:00 - 6:00 A.M. 18 6 29 0 18 26 15 0 7 20 1396:00 - 7:00
A.M. 30 4 39 0 21 9 4 2 3 22 1347:00 - 8:00 A.M. 70 10 126 1 20 38
8 0 6 16 295Total 2069 212 1955 3 414 411 184 21 103 245 5617
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
P.S.O. Pump (Gul Sher Village)
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Traffic
Per Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)PSO Pump (Gul Sher
Village)
(11th January 2005)
Trailer, 369(7%)
Trucks, 1009(18%)
Tractor/ Tractor Trolley, 3,
(0%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1955
(35%)
Bus, 212(4%)
Cars/Jeeps/ Suzuki Pickups &
Vans, 2069(36%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE -
A-2(c)Station / Location:Date: 12-Jan-05 Road Length: 22 KMDay:
Wednesday Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 183 20 161 2 33 57 19 4 18 20 5179:00 - 10:00
A.M. 151 17 198 0 37 35 25 3 11 26 50310:00 - 11:00 A.M. 200 24 202
0 29 26 23 0 22 49 57511:00 - 12:00 Noon 158 19 161 0 25 34 18 0 7
17 43912:00 - 1:00 P.M. 136 16 172 1 36 14 17 0 4 23 4191:00 - 2:00
P.M. 145 22 139 0 27 27 13 0 8 11 3922:00 - 3:00 P.M. 170 14 151 0
52 24 11 0 3 9 4343:00 - 4:00 P.M. 190 15 140 2 28 15 7 2 6 8
4134:00 - 5:00 P.M. 140 19 162 0 26 10 7 0 6 12 3825:00 - 6:00 P.M.
117 15 143 0 25 29 5 1 1 16 3526:00 - 7:00 P.M. 75 17 93 0 19 18 2
0 0 6 2307:00 - 8:00 P.M. 60 4 43 0 13 6 12 5 3 8 1548:00 - 9:00
P.M. 38 1 34 0 7 9 3 0 9 2 1039:00 - 10:00 P.M. 25 1 8 0 4 11 3 0 4
7 6310:00 - 11:00 P.M. 12 0 12 0 5 7 5 0 2 0 4311:00 - 12:00 Mid
Night 5 0 3 0 6 2 2 0 0 0 1812:00 - 1:00 A.M. 16 0 0 0 2 1 0 0 0 0
191:00 - 2:00 A.M 0 0 4 0 0 0 0 0 0 0 42:00 - 3:00 A.M. 0 0 1 0 1 0
0 0 0 0 23:00 - 4:00 A.M. 2 2 6 0 0 0 5 0 0 7 224:00 - 5:00 A.M. 8
3 16 0 7 16 12 0 6 11 795:00 - 6:00 A.M. 22 5 29 0 15 27 9 0 4 13
1246:00 - 7:00 A.M. 27 9 97 0 23 24 5 5 9 7 2067:00 - 8:00 A.M. 68
12 85 0 16 48 9 2 3 9 252Total 1948 235 2060 5 436 440 212 22 126
261 5745
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
P.S.O. Pump (Gul Sher Village)
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups
Tractor/ Tractor Trolley
Trucks Trailer Total Traffic Per
Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)PSO Pump (Gul Sher
Village)
(12th January 2005)
Bus, 235(4%)
Trailer, 409(7%)
Trucks, 1088(19%)
Tractor/ Tractor Trolley, 5
(0%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 2060
(36%)
Cars/Jeeps/ Suzuki Pickups &
Vans, 1948(34%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE -
A-3(a)Station / Location:Date: 10-Jan-05 Road Length: 22 KMDay:
Monday Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 77 1 148 0 9 35 11 1 10 15 3079:00 - 10:00 A.M.
94 0 157 0 13 40 15 3 4 18 34410:00 - 11:00 A.M. 111 0 176 1 7 29 2
9 6 20 36111:00 - 12:00 Noon 75 3 130 2 16 32 9 2 6 31 30612:00 -
1:00 P.M. 89 2 147 0 2 14 3 4 1 12 2741:00 - 2:00 P.M. 96 1 119 0
10 10 1 0 1 15 2532:00 - 3:00 P.M. 60 1 125 0 8 9 10 7 4 2 2263:00
- 4:00 P.M. 69 1 94 1 8 17 4 1 2 3 2004:00 - 5:00 P.M. 96 0 90 0 5
23 5 2 1 10 2325:00 - 6:00 P.M. 53 0 50 0 15 10 8 2 5 4 1476:00 -
7:00 P.M. 42 0 45 0 20 43 12 4 2 2 1707:00 - 8:00 P.M. 17 0 22 0 3
12 0 2 1 5 628:00 - 9:00 P.M. 3 0 9 0 2 5 1 3 0 1 249:00 - 10:00
P.M. 4 0 3 0 2 2 0 1 0 1 1310:00 - 11:00 P.M. 0 0 0 0 1 0 0 0 0 0
111:00 - 12:00 Mid Night 0 0 0 0 0 0 0 0 0 0 012:00 - 1:00 A.M. 0 0
0 0 0 0 0 0 0 0 01:00 - 2:00 A.M 0 0 0 0 0 0 0 0 0 0 02:00 - 3:00
A.M. 0 0 0 0 0 0 0 0 0 0 03:00 - 4:00 A.M. 0 0 0 0 0 0 0 0 0 0
04:00 - 5:00 A.M. 0 0 0 0 0 0 0 0 0 0 05:00 - 6:00 A.M. 0 0 3 0 0 1
0 0 0 0 46:00 - 7:00 A.M. 32 0 46 0 4 13 1 0 0 7 1037:00 - 8:00
A.M. 36 0 93 0 2 30 1 0 2 12 176Total 954 9 1457 4 127 325 83 41 45
158 3203
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
Mechani Post
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Traffic
Per Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Mechani Post
(10th January 2005)
Trailer, 244(8%)Trucks, 535
(17%)
Tractor/ Tractor Trolley, 4
(0%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1457
(45%)
Bus, 9(0%)
Cars/Jeeps/ Suzuki Pickups &
Vans, 954(30%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE -
A-3(b)Station / Location:Date: 11-Jan-05 Road Length: 22 KMDay:
Tuesday Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 79 3 163 0 11 32 9 4 7 18 3269:00 - 10:00 A.M.
75 1 150 1 7 38 9 1 6 25 31310:00 - 11:00 A.M. 125 2 146 0 16 26 4
6 2 19 34611:00 - 12:00 Noon 99 3 170 0 14 44 22 7 9 41 40912:00 -
1:00 P.M. 78 2 126 0 4 18 3 1 1 16 2491:00 - 2:00 P.M. 115 2 148 1
12 6 1 2 2 9 2982:00 - 3:00 P.M. 56 0 103 1 5 27 6 3 3 10 2143:00 -
4:00 P.M. 65 1 79 0 4 11 2 1 1 2 1664:00 - 5:00 P.M. 92 0 80 0 8 29
4 0 1 7 2215:00 - 6:00 P.M. 50 0 42 0 10 15 9 2 3 4 1356:00 - 7:00
P.M. 30 0 39 0 14 36 3 2 2 1 1277:00 - 8:00 P.M. 18 0 17 0 2 7 1 1
2 5 538:00 - 9:00 P.M. 2 0 19 0 0 1 2 0 0 2 269:00 - 10:00 P.M. 3 0
4 0 1 3 0 0 0 1 1210:00 - 11:00 P.M. 0 0 0 0 0 1 0 0 0 0 111:00 -
12:00 Mid Night 0 0 0 0 0 0 0 0 0 0 012:00 - 1:00 A.M. 0 0 0 0 0 0
0 0 0 0 01:00 - 2:00 A.M 0 0 0 0 0 0 0 0 0 0 02:00 - 3:00 A.M. 0 0
0 0 0 0 0 0 0 0 03:00 - 4:00 A.M. 0 0 0 0 0 0 0 0 0 0 04:00 - 5:00
A.M. 0 0 0 0 0 0 0 0 0 0 05:00 - 6:00 A.M. 0 0 2 0 0 3 0 0 0 0
56:00 - 7:00 A.M. 14 0 33 0 2 20 0 0 0 26 957:00 - 8:00 A.M. 45 0
86 0 10 41 3 3 4 13 205Total 946 14 1407 3 120 358 78 33 43 199
3201
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
Mechani Post
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Traffic
Per Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Mechani Post
(11th January 2005)
Trailer, 275(9%)
Trucks, 556(17%)
Tractor/ Tractor Trolley, 3
(0%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1407
(44%)
Cars/Jeeps/ Suzuki Pickups &
Vans, 946(30%)
Bus, 14(0%)
-
Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE -
A-3(c)Station / Location:Date: 12-Jan-05 Road Length: 22 KMDay:
Wednesday Weather: Sunny Day
Time
From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
8:00 - 9:00 A.M. 82 2 165 1 7 43 15 0 7 12 3349:00 - 10:00 A.M.
102 0 186 0 10 47 19 1 2 22 38910:00 - 11:00 A.M. 98 2 179 0 5 26 0
15 11 25 36111:00 - 12:00 Noon 78 0 146 0 14 7 3 4 8 12 27212:00 -
1:00 P.M. 78 0 139 0 12 12 6 4 11 14 2761:00 - 2:00 P.M. 76 1 162 0
8 21 2 5 2 10 2872:00 - 3:00 P.M. 88 1 153 1 11 14 6 12 2 0 2883:00
- 4:00 P.M. 91 3 150 2 13 22 9 2 3 3 2984:00 - 5:00 P.M. 80 2 140 1
23 28 13 1 2 7 2975:00 - 6:00 P.M. 43 0 70 1 7 24 6 2 2 5 1606:00 -
7:00 P.M. 35 0 47 0 17 42 20 4 5 23 1937:00 - 8:00 P.M. 27 0 29 0 9
18 3 1 4 10 1018:00 - 9:00 P.M. 4 0 6 0 2 9 2 2 1 2 289:00 - 10:00
P.M. 0 0 2 0 2 1 0 0 3 5 1310:00 - 11:00 P.M. 0 0 0 0 1 3 0 0 0 0
411:00 - 12:00 Mid Night 0 0 1 0 0 2 0 0 0 0 312:00 - 1:00 A.M. 0 0
0 0 0 0 0 0 0 0 01:00 - 2:00 A.M 0 0 0 0 0 0 0 0 0 0 02:00 - 3:00
A.M. 0 0 0 0 0 0 0 0 0 0 03:00 - 4:00 A.M. 0 0 0 0 0 0 0 0 0 0
04:00 - 5:00 A.M. 0 0 0 0 2 0 0 0 0 0 25:00 - 6:00 A.M. 1 0 4 0 1 1
0 0 0 0 76:00 - 7:00 A.M. 56 0 36 0 3 8 2 0 1 1 1077:00 - 8:00 A.M.
48 0 95 0 6 29 3 0 3 0 184Total 987 11 1710 6 153 357 109 53 67 151
3604
PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH
DIRECTIONS)
Mechani Post
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Traffic
Per Hour
-
24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Mechani Post
(12th January 2005)
Bus, 11 (0%)
Cars/Jeeps/ Suzuki Pickups &
Vans, 987 (27%)
Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1710
(48%)
Tractor/ Tractor Trolley, 6
(0%)
Trucks, 619 (17%)
Trailer, 271(8%)
-
PESHAWAR - TORKHAM EXPRESSWAYAVERAGE DAILY TRAFFIC
Table A-4Time
From - To Jamrud Gul sher Mekhani
8:00 - 9:00 A.M. 700 492 322
9:00 - 10:00 A.M. 709 488 349
10:00 - 11:00 A.M. 687 511 356
11:00 - 12:00 Noon 658 404 329
12:00 - 1:00 P.M. 648 329 266
1:00 - 2:00 P.M. 554 395 279
2:00 - 3:00 P.M. 608 446 243
3:00 - 4:00 P.M. 633 427 221
4:00 - 5:00 P.M. 661 373 250
5:00 - 6:00 P.M. 573 342 147
6:00 - 7:00 P.M. 413 261 163
7:00 - 8:00 P.M. 284 136 72
8:00 - 9:00 P.M. 196 93 26
9:00 - 10:00 P.M. 138 46 13
10:00 - 11:00 P.M. 124 42 2
11:00 - 12:00 A.M 102 20 1
12:00 - 1:00 A.M. 89 17 0
1:00 - 2:00 A.M 55 4 0
2:00 - 3:00 A.M. 44 3 0
3:00 - 4:00 A.M. 46 15 0
4:00 - 5:00 A.M. 118 66 1
5:00 - 6:00 A.M. 179 127 5
6:00 - 7:00 A.M. 203 131 102
7:00 - 8:00 A.M. 331 249 188
Total 8752 5415 3336
Total Average Traffic Volume
-
PESHAWAR - TORKHAM EXPRESSWAY(Average Daily Traffic)
5415
3336
8752
0100020003000400050006000700080009000
10000
Jamrud Gul sher Mekhani
-
PESHAWAR - TORKHAM EXPRESSWAY
Table A-5
At Jamrud Station 60% 9:00 to 10:00 AM 8752 709 8% 425
At Mechani Post 60% 10:00 to 11:00 AM 3336 356 11% 214
DDHV
307
K Factor
9%
D Factor
At Gul Sher Village 10:00 to 11:00 AM 511541560%
Station Name Hour of Day PHVADT
-
Table A-6 - Average daily traffic volume for case 1 according to
modes and their PCE estimation
2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6- axle
Volume 4260 699 1646 0 315 173 408 254 277 299 8752
PCE 4260 1748 3293 0 944 519 1428 888 1109 1347 15536
Volume 1954 209 1955 4 390 386 183 15 99 220 5415
PCE 1954 523 3910 7 1170 1158 642 51 396 990 10802
Volume 962 11 1525 4 133 347 90 42 52 169 3336
PCE 962 28 3049 9 400 1040 315 148 207 762 6921
Total Daily Traffic
Cars/Jeeps/ Suzuki Pickups & Vans Bus
Mini Bus/ Coaster/ Flying Coach/ Toyota
PickupsStation
Tractor/ Tractor Trolley
Gul Sher Village
Mechani Post
Jamrud Post
Trucks Trailer
-
Table A-7 - Average daily traffic volume for case 2 according to
modes and their PCE estimation
2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6- axle
Volume 1278 210 494 0 315 173 408 254 277 299 3708
PCE 1278 524 988 0 944 519 1428 888 1109 1347 9026
Volume 586 63 587 4 390 386 183 15 99 220 2532
PCE 586 157 1173 7 1170 1158 642 51 396 990 6331
Volume 289 3 457 4 133 347 90 42 52 169 1587
PCE 289 9 915 9 400 1040 315 148 207 762 4093
Cars/Jeeps/ Suzuki Pickups & Vans Bus
Mini Bus/ Coaster/ Flying Coach/ Toyota
PickupsStation
Tractor/ Tractor Trolley
Trucks Trailer Total Daily Traffic
Jamrud Post
Gul Sher Village
Mechani Post
-
Table A-8 - Average daily traffic volume for case 3 according to
modes and their PCE estimation
2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6- axle
Volume 1278 210 494 0 409 225 531 330 360 389 3880
PCE 1278 524 988 0 1227 675 1857 1154 1442 1751 10896
Volume 586 63 587 4 507 502 238 19 129 286 2661
PCE 586 157 1173 7 1521 1505 834 67 515 1287 7653
Volume 289 3 457 4 173 451 117 55 67 220 1671
PCE 289 9 915 9 520 1352 410 193 269 991 4954
Total Daily Traffic
Jamrud Post
Cars/Jeeps/ Suzuki Pickups & Vans Bus
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups
Tractor/ Tractor Trolley
Station
Gul Sher Village
Mechani Post
Trucks Trailer
-
Table A-9 (a) Peak hour volume for case 1
Time
Station 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
Jamrud Post 380.33 59.00 123.67 0.00 14.00 10.67 30.67 17.00
15.67 34.00 685.00 342.50
Gul Sher Village 182.33 20.67 185.00 0.33 23.67 22.67 21.67 1.00
16.00 37.67 511.00 255.50
Mechani Post 111.33 1.33 167.00 0.33 9.33 27.00 2.00 10.00 6.33
21.33 356.00 178.00
DDHVTrucks Trailer
Total Peak Hour Traffic
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups
Tractor/ Tractor Trolley
-
Table A-9 (b) Peak hour volume for case 2
Time
Station 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
Jamrud Post 114.10 17.70 37.10 0.00 14.00 10.67 30.67 17.00
15.67 34.00 290.90 145.45
Gul Sher Village 54.70 6.20 55.50 0.10 23.67 22.67 21.67 1.00
16.00 37.67 239.17 119.58
Mechani Post 33.40 0.40 50.10 0.10 9.33 27.00 2.00 10.00 6.33
21.33 160.00 80.00
DDHVCars/Jeeps/
Suzuki Pickups & Vans
BusMini Bus/ Coaster/
Flying Coach/ Toyota Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Peak
Hour Traffic
-
Table A-9 (c) Peak hour volume for case 3
Time
Station 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6-
axle
Jamrud Post 114.1 17.7 37.1 0 18.20 13.87 39.87 22.10 20.37
44.20 327.50 163.75
Gul Sher Village 54.7 6.2 55.5 0.1 30.77 29.47 28.17 1.30 20.80
48.97 275.97 137.98
Mechani Post 33.4 0.4 50.1 0.1 12.13 35.10 2.60 13.00 8.23 27.73
182.80 91.40
Cars/Jeeps/ Suzuki Pickups
& VansBus
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups
Tractor/ Tractor Trolley
Trucks TrailerTotal Peak
Hour Traffic DDHV
-
Table A-10 (a) : Opearational Analysis at Jamrud Section for
Case 1 anticipated traffic volume
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv=0.412
2005 1 343 0.237 -
2006 2 366 0.253 -
2007 3 392 0.271 -
2008 4 420 0.290 -
2009 5 449 0.310 B
2010 6 480 0.332 B
2011 7 514 0.355 B
2012 8 550 0.380 B
2013 9 588 0.407 B
2014 10 630 0.435 B
2015 11 674 0.466 B
2016 12 721 0.498 B
2017 13 771 0.533 C
2018 14 825 0.571 C
2019 15 883 0.611 C
2020 16 945 0.653 C
2021 17 1011 0.699 C
2022 18 1082 0.748 D
2023 19 1158 0.800 D
2024 20 1239 0.856 E
2025 21 1325 0.916 E
2026 22 1418 0.980 E
2027 23 1517 0.981 E
2028 24 1624 0.986 E
* Capacity Analysis has been performed using Table given in
Traffic Engineering by McShane
* The shaded line is considered as Opening year of the Proposed
project
Commulative yearsYears Volume Volume / Capacity LOS
-
Table A-10 (b) : Opearational Analysis at Jamrud Section for
Case 2 anticipated traffic volume
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv=0.325
2005 1 145 0.127 -
2006 2 156 0.136 -
2007 3 167 0.146 -
2008 4 178 0.156 -
2009 5 191 0.167 A
2010 6 204 0.179 A
2011 7 218 0.191 A
2012 8 234 0.205 A
2013 9 250 0.219 A
2014 10 267 0.234 A
2015 11 286 0.251 A
2016 12 306 0.268 A
2017 13 328 0.287 A
2018 14 351 0.307 B
2019 15 375 0.328 B
2020 16 401 0.351 B
2021 17 429 0.376 B
2022 18 459 0.402 B
2023 19 492 0.431 B
2024 20 526 0.461 B
2025 21 563 0.493 B
2026 22 602 0.527 C
2027 23 644 0.564 C
2028 24 690 0.604 C
Years Commulative years Volume Volume / Capacity LOS
-
Table A-10 (c) : Opearational Analysis at Jamrud Section for
Case 3 anticipated traffic volume
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv= 0.428
2005 1 164 0.109 -
2006 2 175 0.117 -
2007 3 187 0.125 -
2008 4 201 0.133 -
2009 5 215 0.143 A
2010 6 230 0.153 A
2011 7 246 0.164 A
2012 8 263 0.175 A
2013 9 281 0.187 A
2014 10 301 0.200 A
2015 11 322 0.214 A
2016 12 345 0.229 A
2017 13 369 0.245 A
2018 14 395 0.263 A
2019 15 422 0.281 A
2020 16 452 0.301 B
2021 17 483 0.322 B
2022 18 517 0.344 B
2023 19 553 0.368 B
2024 20 592 0.394 B
2025 21 634 0.422 B
2026 22 678 0.451 B
2027 23 725 0.483 B
2028 24 776 0.517 C
Years Commulative years Volume Volume / Capacity LOS
-
Table A-11(a) : Opearational Analysis at Gulsher village Section
for Anticipated Volume Case 1
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv=0.38
2005 1 256 0.191 -
2006 2 273 0.204 -
2007 3 293 0.218 -
2008 4 313 0.233 -
2009 5 335 0.250 B
2010 6 358 0.267 B
2011 7 383 0.286 B
2012 8 410 0.306 B
2013 9 439 0.327 B
2014 10 470 0.350 B
2015 11 503 0.375 B
2016 12 538 0.401 C
2017 13 575 0.429 C
2018 14 616 0.459 C
2019 15 659 0.491 C
2020 16 705 0.526 C
2021 17 754 0.563 C
2022 18 807 0.602 C
2023 19 864 0.644 C
2024 20 924 0.689 D
2025 21 989 0.737 D
2026 22 1058 0.789 D
2027 23 1132 0.844 D
2028 24 1211 0.903 E
* Capacity Analysis has been performed using Table given in
Traffic Engineering by McShane
* The shaded line is considered as Opening year of the Proposed
project
Years Commulative years Volume V/C Ratio LOS
-
Table A-11 (b) : Opearational Analysis at Gulsher village
Section for Anticipated Volume Case 2
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv= 0.31
2005 1 120 0.109 -
2006 2 128 0.117 -
2007 3 137 0.125 -
2008 4 146 0.134 -
2009 5 157 0.143 A
2010 6 168 0.153 A
2011 7 179 0.164 A
2012 8 192 0.175 A
2013 9 205 0.188 A
2014 10 220 0.201 B
2015 11 235 0.215 B
2016 12 252 0.230 B
2017 13 269 0.246 B
2018 14 288 0.263 B
2019 15 308 0.282 B
2020 16 330 0.301 B
2021 17 353 0.322 B
2022 18 378 0.345 B
2023 19 404 0.369 B
2024 20 432 0.395 B
2025 21 463 0.422 C
2026 22 495 0.452 C
2027 23 530 0.484 C
2028 24 567 0.518 C
LOSYears Commulative years Volume V/C Ratio
-
Table A-11 (c) : Opearational Analysis at Gulsher village
Section for Anticipated Volume Case 3
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv=0.41
2005 1 138 0.094 -
2006 2 148 0.101 -
2007 3 158 0.108 -
2008 4 169 0.115 -
2009 5 181 0.124 A
2010 6 194 0.132 A
2011 7 207 0.141 A
2012 8 222 0.151 A
2013 9 237 0.162 A
2014 10 254 0.173 A
2015 11 271 0.185 A
2016 12 290 0.198 A
2017 13 311 0.212 B
2018 14 333 0.227 B
2019 15 356 0.243 B
2020 16 381 0.260 B
2021 17 407 0.278 B
2022 18 436 0.298 B
2023 19 466 0.318 B
2024 20 499 0.341 B
2025 21 534 0.365 B
2026 22 571 0.390 B
2027 23 611 0.417 C
2028 24 654 0.447 C
Years Commulative years Volume V/C Ratio LOS
-
Table A-12 (a) : Opearational Analysis at Mechani post forl
Anticipated Volume Case 1
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv= 0.401
2005 1 178 0.126 -
2006 2 190 0.135 -
2007 3 204 0.144 -
2008 4 218 0.155 -
2009 5 233 0.165 A
2010 6 250 0.177 A
2011 7 267 0.189 A
2012 8 286 0.203 B
2013 9 306 0.217 B
2014 10 327 0.232 B
2015 11 350 0.248 B
2016 12 375 0.266 B
2017 13 401 0.284 B
2018 14 429 0.304 B
2019 15 459 0.325 B
2020 16 491 0.348 B
2021 17 525 0.373 B
2022 18 562 0.399 B
2023 19 602 0.426 C
2024 20 644 0.456 C
2025 21 689 0.488 C
2026 22 737 0.522 C
2027 23 789 0.559 C
2028 24 844 0.598 C
* Capacity Analysis has been performed using Table given in
Traffic Engineering by McShane
* The shaded line is considered as Opening year of the Proposed
project
Years Commulative years Volume V/C Ratio LOS
-
Table A-12 (b) : Opearational Analysis at Mechani post forl
Anticipated Volume Case 2
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv=0.352
2005 1 80 0.070 -
2006 2 86 0.075 -
2007 3 92 0.080 -
2008 4 98 0.085 -
2009 5 105 0.091 A
2010 6 112 0.098 A
2011 7 120 0.105 A
2012 8 128 0.112 A
2013 9 137 0.120 A
2014 10 147 0.128 A
2015 11 157 0.137 A
2016 12 168 0.147 A
2017 13 180 0.157 A
2018 14 193 0.168 A
2019 15 206 0.180 A
2020 16 221 0.192 A
2021 17 236 0.206 B
2022 18 253 0.220 B
2023 19 270 0.235 B
2024 20 289 0.252 B
2025 21 310 0.269 B
2026 22 331 0.288 B
2027 23 354 0.309 B
2028 24 379 0.330 B
Years Commulative years Volume V/C Ratio LOS
-
Table A-12 (c) : Opearational Analysis at Mechani post forl
Anticipated Volume Case 3
C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv=0.452
2005 1 91 0.058 -
2006 2 98 0.062 -
2007 3 105 0.066 -
2008 4 112 0.070 -
2009 5 120 0.075 A
2010 6 128 0.081 A
2011 7 137 0.086 A
2012 8 147 0.092 A
2013 9 157 0.099 A
2014 10 168 0.106 A
2015 11 180 0.113 A
2016 12 192 0.121 A
2017 13 206 0.130 A
2018 14 220 0.139 A
2019 15 236 0.148 A
2020 16 252 0.159 A
2021 17 270 0.170 A
2022 18 289 0.182 A
2023 19 309 0.194 A
2024 20 331 0.208 B
2025 21 354 0.223 B
2026 22 378 0.238 B
2027 23 405 0.255 B
2028 24 433 0.273 B
LOSYears Commulative years Volume V/C Ratio
-
FIGURES
-
Figure A-1: Anticipated Traffic Volume per day at Jamrud Station
for Case 1
Cars/Jeeps/ Suzuki Pickups & Vans,
4260
Bus, 699
2-axleTrucks, 315
Mini Bus/ Coaster
Tractor
4- axle (Coupled), 408
3-axle, 173
4-axle Trailer, 254
6- axle, 299
5-axle, 277
-
Figure A-2: Average daily traffic volume for case 2 at Jamrud
Station
Cars/Jeeps/ Suzuki Pickups & Vans,
1278
Bus, 210
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups, 494Tractor/ Tractor
Trolley, 0
2-axleTrucks, 315
3-axle, 173
4- axle (Coupled), 408
4-axle Trailer, 254
5-axle, 277
6- axle, 299
-
Figure A-3: Average daily traffic volume for case 3 at Jamrud
Station
Cars/Jeeps/ Suzuki Pickups & Vans,
1278
Bus, 210
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups, 494
Tractor/ Tractor Trolley, 0
2-axleTrucks, 409
3-axle, 225
4- axle (Coupled), 531
4-axle Trailer, 330
5-axle, 360
6- axle, 389
-
Figure A-4: Average daily traffic volume for case 1 at GulSher
Village
3-axle, 386
4- axle (Coupled), 183
5-axle, 99
6- axle, 220
2-axleTrucks, 390
Tractor/ Tractor Trolley, 4
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups, 1955
Cars/Jeeps/ Suzuki Pickups & Vans,
1954
Bus, 209
4-axle Trailer, 15
-
Figure A-5: Average daily traffic volume for case 2 at GulSher
Village
Cars/Jeeps/ Suzuki Pickups & Vans, 586
Bus, 63
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups, 587Tractor/ Tractor
Trolley, 42-axle
Trucks, 390
3-axle, 386
4- axle (Coupled), 183
4-axle Trailer, 15
5-axle, 99
6- axle, 220
-
Figure A- 6: Average daily traffic volume for case 3 at GulSher
Village
Cars/Jeeps/ Suzuki Pickups & Vans, 586
Bus, 63
Mini Bus/ Coaster/ Flying Coach/
Toyota Pickups, 587
Tractor/ Tractor Trolley, 4
2-axleTrucks, 507
3-axle, 502
4- axle (Coupled), 238
4-axle Trailer, 19
5-axle, 129
6- axle, 286
-
Figue A-7: Average daily traffic volume for case 1 at
MechaniStation
4-axle Trailer, 42
Bus, 11
Cars/Jeeps/ Suzuki Pickups & Vans, 962
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups, 1525
Tractor/ Tractor Trolley, 4
2-axleTrucks, 133
6- axle, 169
5-axle, 52
4- axle (Coupled), 90
3-axle, 347
-
Figure A-8: Average daily traffic volume for case 2 at Mechani
Station
3-axle, 347
4- axle (Coupled), 90
5-axle, 526- axle, 169
2-axleTrucks, 133
Tractor/ Tractor Trolley, 4
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups, 457
Cars/Jeeps/ Suzuki Pickups & Vans, 289
Bus, 13
4-axle Trailer, 42
-
Figure A-9: Average daily traffic volume for case 3 at Mechani
Station
4-axle Trailer, 55
Bus, 3
Cars/Jeeps/ Suzuki Pickups & Vans, 289
Mini Bus/ Coaster/ Flying Coach/ Toyota
Pickups, 457
Tractor/ Tractor Trolley, 4
2-axleTrucks, 173
6- axle, 220
5-axle, 67
- axle (Coupled), 117
3-axle, 451