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Project: DPR for Nanded City Roads under JNNURM of 6 Contents June 2006

CONTENTS

Chapter No. Section Title Page No. 1. Introduction 1 – 5 1.1 Preamble 1

1.2 Study Area Demography 2

1.3 Connectivity 3

1.4 Study Background 4

1.5 Study Scope 5

1.6 Report Structure 5

2. Traffic Surveys and Analysis

6 – 38

2.1 Introduction 6 2.2 Traffic Surveys 6 2.2.1 Classified Traffic Volume Count

Survey 8

2.2.2 Turning Movement Count Survey 16 2.2.3 Pedestrian Count Survey 19 2.2.4 Speed and Delay Survey 22 2.2.5 Road Characteristics 24 2.3 Peak Hour Traffic on Various

Roads 37

3. Traffic Forecast

39 – 57

3.1 General 39 3.2 IRC Capacity Guidelines for

Urban Roads 39

3.3 Recommended Design Service Volume for Urban Roads

39

3.4 Assessment of Growth Rates 40 3.4.1 Industrial Infrastructure in

Nanded District 40

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Chapter No. Section Title Page No. 3.4.2 Proposed Industrial Estates 41 3.4.3 Industrial Infrastructure in

Nanded City Limits 42

3.4.4 Population Projection 42 3.4.5 Growth Rate based on Past

Traffic Data 43

3.4.6 Growth Rate based on Vehicle Registration

44

3.5 Suggested Traffic Growth Rates 45 3.6 Traffic Forecast 47 3.7 Assessment of Lane

Requirement 54

3.8 Summary 55

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List of Tables

Chapter No. Table No. Title Page No.

1. Introduction

1 – 5

1.1 Population Trend in Nanded 2 1.2 Demographic Data of Nanded City as

per 2001 Census 3

2. Traffic Surveys and Analysis

6 - 38

2.1 Traffic Survey Locations and Schedule 6 2.2 PCU Factors for Different Vehicle

Categories 8

2.3 Average Daily Traffic (ADT) on Major Roads

10

2.4 Daily Variation of Traffic 11 2.5 Composition of Motorized Traffic 15 2.6 Summary of Peak Hour Traffic at

Intersections 16

2.7 Pedestrian Traffic 20 2.8 PV2 Values at Various Locations 22 2.9 Average Speed on the Project Corridor 23 2.10 Peak Hour Traffic on Various Roads

(2006) 38

3. Traffic Forecast

39-57

3.1 Design Service Volume and Capacity 40 3.2 Summary of MIDC Industrial Areas in

Nanded 41

3.3 Details of Co-Operative Industrial Estates

41

3.4 Population Projections 42 3.5 Average Annual Growth Rate of Past

Traffic

43

3.6 Registered Motor Vehicle Population in Nanded City

44

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Chapter No. Table No. Title Page No.

3.7 Growth Rate of Registered Motor

Vehicles in Nanded City 45

3.8 Suggested Traffic Growth Rates for Most Likely Scenario

46

3.9 Suggested Traffic Growth Rates for Optimistic Scenario

46

3.10 Suggested Traffic Growth Rates for Pessimistic Scenario

47

3.11 Forecasted Traffic (Most Likely Scenario)

48

3.12 Forecasted Traffic (Optimistic Scenario) 50 3.13 Forecasted Traffic (Pessimistic

Scenario) 52

3.14 V/C Ratio - Do-Nothing Scenario 54 3.15 Proposed Lane Configuration 56

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List of Figures

Chapter No. Table No. Title Page No. 2. Traffic Surveys and Analysis

2.1 Traffic Survey Locations 2.2 Daily Variation of Traffic on Purna Road 2.3 Daily Variation of Traffic on Malegaon

Road 2.4 Daily Variation of Traffic on Latur Road 2.5 Daily Variation of Traffic at S.P Office

on Necklace Road 2.6 Daily Variation of Traffic at Hotel

Bageecha on NH-222 2.7 Daily Variation of Traffic at Tyre Board

on Degloor Road 2.8 Traffic Composition at Mutha Chowk 2.9 Traffic Composition at Milk Dairy Chowk 2.10 Hourly Variation of Pedestrian Flow at

Gurudwara Gate No. 1 2.11 Hourly Variation of Pedestrian Flow at

Dena Bank Junction 2.12 Hourly Variation of Pedestrian Flow at

Ambedkar Junction 2.13 Peak Hour Traffic Volume on Important

Roads of Nanded City (2006)

3. Traffic Forecast

3.1 Forecasted Peak Hour Traffic Volume on Important Roads of Nanded City (2026)

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List of Annexures

Chapter No. Table No. Title Page No. 2. Traffic Surveys and Analysis

2.1 Hourly Traffic Volume Details 2.2 Peak Hour Traffic Flow Diagrams for all

Junctions 3. Traffic Forecast

3.1 Base Year Traffic (2006) for Design of

Pavements

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Project: DPR for Nanded City Roads under JNNURM Sheet 1 of 57 Chapter-1 June 2006

CHAPTER 1 INTRODUCTION

1.1 Preamble

The total population of the Nanded district as per 2001 census is 28.68 lakhs. About 28.29% of the population lives in urban area. Nanded City is the largest urban center in the district with a population of 4.30 lakh constituting close to 15% of the total population. The other urban centers in the district are Mudkhed, Loha, Kandhar, Mukhed, Deglur, Biloli, Kondalwadi, Dharmabad, Umri, Hadgaon, and Kinwat. Nanded City, one of the largest urban centers in Marathwada region of Maharashtra, is an important pilgrim center of national and international significance due to the presence of Sachkand Gurudwara - one of the five Takhats of Sikh religion - as well as abode of Shri Guru Granth Sahib and the last remains of last living Sikh Guru Shri Guru Gobind Singhji. Over a million tourists from all over the world visit Sachkand Gurudwara, Nanded every year. Its close proximity to large urban centers like Hyderabad, Nagpur and Aurangabad as well as its inherent strength in education and health care sectors further reinforces its potential to emerge as an important regional destination in the country. The city is essentially a district headquarters and the activities at Nanded are characteristic of an administrative headquarters serving as a market center to the rural hinterland. Trade, Commerce, Education and Pilgrim tourism are the key economic drivers of the city.

The Gurudwara in Nanded is poised for a mega-event in October 2008 that marks the Tercentenary of the establishment of the Guru Granth Sahib as the ultimate perceptor of Sikhism by the 10th Guru, Shri Gobind Singh. The event is expected to attract about 2.5 million pilgrims over a 1-week period in October 2008. NWCMC has embarked on a large-scale city development plan to meet the infrastructure requirement for the mega-event in the immediate future and for the city’s development in the medium-to-long term.

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1.2 Study Area Demography

Nanded Waghala City Municipal Corporation (NWCMC) was established on 26th March 1997, by merging Nanded Municipal Council and adjoining Waghala Municipal Council. The Corporation is constituted under the provisions of Bombay Provincial Municipal Corporations Act, 1949 and is also governed by the provisions of 74th Constitutional Amendments Act 1992 (CAA). In addition to the Waghala Municipal Council, the following areas were merged with the NWCMC:

a. Vasarni Village b. Kautha Village c. Asarjan Village d. Fatehjangpur Village e. Asadwan Village and f. CIDCO and HUDCO colonies

The total area under the NWCMC jurisdiction is 51.76 Sq.km, (5,176.66 Ha). Nanded City is divided in two parts i.e Old Nanded (20.62 Sq.km) north of the Godavari river (on the left bank) and New Nanded (31.14 Sq.km) comprising of Waghala and six other newly merged villages and CIDCO area, south of the Godavari river (on the right bank).

The population of Nanded city, as per 2001 census was 430,733. The population of the city has grown from 126,518 in 1971 to the 2001 level of 430,733 at a CAGR of about 4.17 per cent. The population trend in Nanded is shown in Table 1.1.

Table 1.1 Population Trend in Nanded

Year Population

(Census) Decadal Growth

CAGR CAGR from 1971

1971 126,518 -- -- -- 1981 191,269 51% 4.22% 4.22% 1991 309,316 62% 4.92% 4.57% 2001 430,733 39% 3.37% 4.17%

It may be noted from the above table that the population growth rate during the last decade (1991 to 2001) has been substantially lower than the previous decade. This, despite the fact that the municipal territorial jurisdiction more than doubled in area from 20.62 sq.km. in 1991 to 51.76 sq.km. in 2001. Table 1.2 presents some of the key demographic data of Nanded city as per 2001 Census.

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Table 1.2 Demographic Data of Nanded City as per 2001 Census

Total Number of Households 72,733 Total Population 430,733 Male 224843 Female 205890 Population Density 183.05 persons/ha Literacy Rate 81.50% Male Literacy 89% Female Literacy 73% Average Household Size 5.92

1.3 Connectivity

The total road length in Nanded city is about 415 km, majority of them laid out in North Nanded. The key mode of transportation in the city is private transport (two-wheelers and bicycles). There is no public transportation system in the city and IPT modes like auto-rickshaws and cycle rickshaws are key modes of public transportation. The sprawl of the city is limited the core city area in North Nanded, between the Godavari River and the Railway Line, and is naturally growing north-ward across the railway line due to availability of a road network and presence of the railway station and proposed airport in the North.

a. Roads: Nanded is connected to all the important destinations of India Viz:

Mumbai, Delhi, Amritsar, Hyderabad, Bangalore and Nagpur through well-laid road and rail networks. It’s close proximity to some of the important cities/ markets like Hyderabad (260 km), Nagpur (275 km), Aurangabad (250 km) and Pune (450 km) has made it an important regional destination in terms of trade, tourism and agriculture.

b. Rail: Nanded is connected through rail networks to important destinations of India Viz: Mumbai, Delhi, Amritsar, Hyderabad, Bangalore, Nagpur, Patna and Kolkata. Direct trains are available upto Amritsar, Mumbai, Hyderabad & Delhi that are adequate for normal/routine load of travelers.

c. Air: Presently the city has an airstrip, developed and maintained by Maharashtra Industrial Development Corporation (MIDC) that is capable of handling only small private aircrafts. It is currently used for landing of private aircrafts and Government dignitaries visiting Nanded. Government of Maharashtra through MIDC is presently upgrading the existing infrastructure to facilitate regular

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commercial flights between Nanded and other important cities. The closest regular airports are at Aurangabad and Hyderabad.

1.4 Study Background

The city witnesses narrow congested roads, inadequate water supply, poor sewerage sanitation and drainage, frequent power outages due to which the city has been experiencing a decelerating trend in economic growth. When supported with adequate facilities and evolving a tourism centric development the average tourists per year could be expected to further increase. Besides, the city is now poised for hosting the tercentennary celebration of the Gurta-Gaddi at Sachkhand Gurudwara in October 2008. Huge number of tourists are expected to visit Nanded during the 3-month period till December 2008. In the present scenario and existing infrastructure set up, the city will not be able to cope with such high floating population. The city’s infrastructure needs to be developed and strengthened to cater to the immediate need for the event. Jawaharlal Nehru Nation Urban Renewal Mission (JNNURM) launched by GoI has been programmed with an aim at creating economically productive, efficient, equitable and responsive Cities. As part of its Mission, GoI has identified 59 cities in the first phase, categorized under three groups, spread across the country as target cities for development by providing financial assistance in line with the provisions of Mission. Nanded city is one of the eligible cities under JNNURM launched by GoI for integrated development of infrastructural services. Nanded is one of the eligible cities that entails it to an 80 per cent grant from Government of India, 10 per cent grant from the Government of Maharashtra and 10 per cent from financial institutes as per the JNNURM guidelines. NWCMC has already identified certain priority projects including road widening, construction of ROBs/ Bridges, bypass, etc. and has initiated preliminary activities in this regard. Infrastructure Leasing and Financial Services Limited. (IL&FS) were requested by ITNL to provide advisory services regarding project financing, preparatory work for grant assistance under JNNURM and subsequently financing and implementing the projects. IL&FS Transport Networks Limited (ITNL) appointed M/s Consulting Engineering Services (India) Private Limited as design and supervision consultants (DSC) to prepare detailed engineering reports for widening and improvement of about 57.7 km of road stretches excluding Godavari River Front development that it intends to take up for immediate construction.

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1.5 Study Scope The main objective of the consultancy service is to prepare an implementable, environmentally friendly and socially acceptable Detailed Project Report (DPR) for the widening/ upgradation and new construction of 38 Urban Roads in Nanded City for a length of approximately 57.7 Km. including River Bridge and RoB based on the recommendations of the NWCMC. The main objective of traffic studies is to forecast the future traffic on various roads in Nanded city for next thirty years along with suggestions for capacity augmentation in a phased manner as per the projected traffic. The scope of traffic studies includes conducting traffic surveys, viz. classified traffic volume count survey, turning movement surveys, speed and delay survey, pedestrian count survey; traffic demand estimates, assessment of lane requirement and suggesting the necessary capacity augmentation/ improvement measures.

1.6 Report Structure

The present report covers details about the road characteristics of important roads in the study area, various surveys and studies carried out for the present study and their analysis, traffic projections and the suggested capacity augmentation measures. This report is organized in three Chapters. In Chapter 1, Introduction, overview of study area, study background and scope of work are presented. In Chapter 2, Traffic Surveys & Analysis, details of Traffic Surveys and their analysis are presented. In Chapter 3, Traffic forecast, lane requirement and the Improvement measures and capacity analysis is presented.

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Chapter 2 Traffic Surveys and Analysis

2.1 Introduction

This chapter presents various traffic surveys conducted as per TOR and their analysis. The results of analysis will form input for future planning of road network improvements, lane requirement, designing the pavement and road cross section, etc.

2.2 Traffic Surveys

Following traffic surveys were carried out at various locations on Nanded road network to establish the traffic flow characteristics, travel pattern and delays on the corridor.

Classified Traffic Volume Count Survey Classified Turning Movement Count Survey Pedestrian Count Survey Speed and Delay Survey

The locations for carrying out traffic surveys were selected after site reconnaissance and in discussion with the client. Surveys at 11 additional intersections, as suggested by the Client, were also carried out. The traffic survey locations along with the schedule are presented in Table 2.1. The traffic survey locations are shown in Figure 2.1.

Table 2.1 Traffic Survey Locations and Schedule

Type of Survey Duration Name of the Road Location

Date of Survey

Purna Road (SH-44) Waman Nagar Malegaon Road (NH-222) Hotel Sourab Necklace Road (Road No. 7) S.P Office Latur Road Near Koutha

15.05.06 to

18.05.06

Degloor Road Tyre Board

Classified Traffic Volume Count

Survey

3 Days

Hingoli Road Near Airport Hotel Bagicha

21.05.06 to

23.05.06 Raj Bar Corner Road No 7 18.05.06 Workshop Corner Road No 7 18.05.06

16 Hours

Bhagyanagar Circle Road No 39 19.05.06


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Type of Survey Duration Name of the Road Location

Date of Survey

Mutha Chowk Road No 7 19.05.06 Ambedkar Chowk, Near Railway Station

Road No 1 19.05.06

Old Monda (Tower) Road No 8 26.05.06 Junction on Shivaji Nagar R OB

Road No 7 19.05.06

Maharana Pratap Chowk Degloor Road 22.05.06 Bafna T-point Degloor Road 25.05.06 Degloor Naka Road No 8 & 9 24.05.06 Hingoli Naka Road No 19 24.05.06 Bharki Chowk Road No 8 25.05.06 Kalsa Hallabhol Chowk Road No 19 24.05.06 Gurudwara Chowk Road No 3 25.05.06 Bhagat Singh Cross Road No 3 25.05.06 Chhatrapati Shivaji Chowk Road No 41 & 42 23.05.06 Mahaveer Chowk Road No 8 24.05.06 Latur Phata (Ambedkar Chowk)

Latur Road 23.05.06

12 Hours

Gurudwara Chowk at Dena Bank

Road No 8 25.05.06

Milk Dairy Chowk Latur Road 23.05.06 Taroda Naka Road No 32 25.05.06 I.T.I Chowk Road No 7 23.05.06 Rest House Chowk Road No 7 23.05.06 Register Office Chowk Road No 7 23.05.06

Classified Turning Movement Count Survey

8 Hours

Nayak Chowk Road No 39 22.05.06

Gurudwara Gate No. 1 Junction

Road No 2 25.05.06

Gurudwara Chowk at Dena Bank

Road No 8 25.05.06 Pedestrian

Volume Count 12 Hours

Ambedker Junction Road No 1 19.05.06 Speed & Delay

Survey Peak

Period Major project corridors

Speed & Delay Survey

Peak Hours

2.2.1 Classified Traffic Volume Count Survey


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3-Day (24 hours) Classified Traffic Volume Count survey was carried out at six locations as mentioned in Table 2.1. Traffic counting was carried out manually in three eight-hour shifts on each day by trained enumerators. The count data was recorded at 15-minute intervals and total vehicles for each vehicle category were computed. The traffic volume count data was processed using the commonly used spread-sheet package. The processed hourly traffic volume data has been compiled direction-wise. Data collected from site was analyzed to study daily variation and hourly variation of traffic, peak hour share, traffic composition and ADT at all the survey locations. The various vehicle types having different sizes and characteristics were converted into equivalent passenger car units. The equivalent PCUs of different vehicle categories do not remain constant under all circumstances. Rather, these are a function of the physical dimensions and operational speeds of respective vehicle classes. In urban situations, the speed differential amongst different vehicle classes is generally low, and as such the PCU factors are predominantly a function of the physical dimensions of the various vehicles. Nonetheless, the relative PCU of a particular vehicle type will be affected to a certain extent by increase in its proportion in the total traffic. Consultants have considered the Passenger Car Unit (PCU) factors based on the percentage composition of vehicle type in traffic stream recommended by Indian Road Congress in Guidelines for Capacity of Urban Roads in Plain Areas (IRC: 106-1990) (Table 2.2).

Table 2.2 PCU Factors for Different Vehicle Categories

Vehicle Type PCU Factor

Two Wheeler 0.75 Auto

3 – Seater 2.00 6 – Seater 2.00 Goods Auto 1.40

Car Car 1.00 Jeep/Van 1.00 Govt. C/J/V 1.00 Passenger Jeep 1.00

Buses Mini Bus 1.40 Private Bus 2.20 ST. Bus 2.20 LCV 1.40


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Vehicle Type PCU Factor

Trucks 2.20 MAV

Semi Articulated 4.00 Articulated 4.00 Tractor 4.00 Tractor Trailer 4.00

Non-Motorised Vehicles Cycle 0.50 Cycle Rickshaw 1.50 Hand Cart & Animal Drawn Vehicle 2.00 Others 3.00

Source: Guidelines for Capacity of Roads in Urban Areas (IRC 106-1990)

Average Daily Traffic (ADT)

Daily traffic volume by vehicle type and direction is added separately and averaged to determine the Average Daily Traffic. ADT, at all the six locations, by vehicle type are presented in Table 2.3.

The Average Daily Traffic (ADT) observed on the six major roads varied in the range of and 11,748 - 55,448 PCUs (10,865 - 46,871 Vehicles). The detailed daily traffic flows and hourly variation observed on the six major roads are given in Annexure 2.1. From the base year (2006) traffic figures at the six survey locations (Table 2.3), it can be observed that the maximum ADT is observed at S P Office on the Necklace Road i.e. 55,448 PCUs and minimum traffic is observed on the Purna Road i.e. 11,748 PCUs.

Table 2.3 Average Daily Traffic (ADT) on Major Roads


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Vehicle Type Purna Road

Malegaon Road

Latur Road

Necklace Road

Degloor Road

NH-222 (Airport Road)

Two-wheeler 4839 6689 11113 20310 4566 5085 3-Seater Auto 2210 3241 6458 15516 2848 956 6-Seater Auto 13 3 1 1 3 544 Goods Auto 127 487 351 240 498 457 Car 427 744 1261 2264 585 959 Jeep/Van 345 564 940 687 648 1064 Govt. C/J/V 22 90 107 359 45 54 Passenger Jeep 39 66 300 0 194 365 Mini Bus 70 9 30 15 231 105 Private bus 36 17 149 63 107 205 Standard Bus 44 118 281 11 471 359 LCV 264 263 754 256 408 437 Trucks 194 268 399 27 2841 1743 Semi Articulated 26 15 96 2 991 1222 Articulated 4 7 3 4 47 56 Tractor 20 105 25 10 27 92 Tractor-Trailer 42 92 18 1 39 82 Cycles 2012 1960 4026 5927 1631 1033 Cycles Rickshaw 93 150 139 909 372 20 ADV / Hand 38 135 119 270 141 16 Others 0 0 0 0 0 0 Total in Vehicles 10865 15023 26571 46871 16695 14851 Total In PCUs 11748 17271 30300 55448 25787 22110

Daily Variation of Traffic

Daily traffic variation in terms of vehicles as well as in PCUs observed at each of the survey locations is shown in Figure 2.2 to Figure 2.7 and variation of traffic in terms of minimum and maximum traffic (PCUs) on various roads is presented in Table 2.4

Table 2.4 Daily Variation of Traffic


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Location Max Traffic (PCUs)

Min Traffic (PCUs)

Average Traffic (PCUs)

% Variation of max. traffic

w.r.t. average

% Variation of min. traffic w.r.t.

average Purna Road 12807 11072 11748 8.3% -6% Malegaon Road 18492 15229 17271 6.6% -13% Latur Road 32324 28924 30300 6.3% -5% Necklace Road 62254 51608 55448 10.9% -7% Degloor Road 26212 25528 25787 1.6% -1% NH-222 (Airport Road) 23112 21593 22110 4.3% -2%

0

2000

4000

6000

8000

10000

12000

14000

Monday Tuesday Wednessday

Day

Vehi

cles

and

PC

Us

VehiclesPCUs

Figure 2.2 Daily Variation of Traffic on Purna Road


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02000400060008000

100001200014000160001800020000


Day

Vehi

cles

and

PCU

s

VehiclesPCUs

Figure 2.3 Daily Variation of Traffic on Malegaon Road

0

5000

10000

15000

20000

25000

30000

35000


Day

Vehi

cles

and

PCU

s

VehiclesPCUs

Figure 2.4 Daily Variation of Traffic on Latur Road


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0

10000

20000

30000

40000

50000

60000

70000


Day

Vehi

cles

and

PC

Us

VehiclesPCUs

Figure 2.5 Daily Variation of Traffic at S.P Office on Necklace Road

0

5000

10000

15000

20000

25000


Day

Veh

icle

s an

d PC

Us

VehiclesPCUs

Figure 2.6 Daily Variation of Traffic at Hotel Bageecha on NH-222


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0

5000

10000

15000

20000

25000

30000


Day

Vehi

cles

and

PCU

s

VehiclesPCUs

Figure 2.7 Daily Variation of Traffic at Tyre Board on Degloor Road

Hourly Variation of Traffic Hourly traffic observed on an average day is presented in Annexure 2.1 for six locations. These figures indicate the hourly variation of total traffic in terms of vehicles and PCUs. Important findings of data analysis are discussed below:

It may be observed that peak hour traffic share varied in the range of 6.1% to 8.5%. Morning peak period (7.00 to 13.00 hours) traffic varied between 696 – 4190 PCUs, evening peak period (17.00 to 22.00 hours) traffic varied between 977 – 4717 PCUs. The minimum peak hour traffic was observed on Purna Road and maximum at S P Office on Necklace Road.

Directional Distribution

Directional distribution of traffic is an important input for capacity analysis. The directional split observed on the Degloor Road (Nanded/Degloor), Malegaon Road (Malegaon/Nanded), Necklace Road (Workshop/Mutha) and NH-222 (Nanded/ Ardhapur) was 51:49, whereas for Latur Road (Tower/ CIDCO) and Purna Road (Purna/Nanded) it was 52:48. This indicates that the directional distribution of traffic on all the major corridors is nearly uniform and a value of 50:50 is adopted for all the sections for capacity analysis.


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Traffic Composition

Composition of traffic (on a typical working day) as observed at the volume count stations on various roads are given in Annexure 2.1. From the analysis, it was observed that the share of Two-Wheeler traffic is high (27% to 45%). The composition of Motorised and Non-motorised vehicles in the traffic stream observed at all the survey locations compiled in Table 2.5 brings out the following inferences for the Necklace Road and rest can be viewed in the Table 2.5.

Passenger vehicles (Car/Jeep/Van) on Necklace Road constitute over 7% while

Mini buses & Buses are negligible, since heavy vehicles are not allowed on this road

Two Wheeler, Auto Rickshaw and Cycle traffic constitute about 43%, 33% and.13% of total traffic respectively.

LCVs constitute only about 1%, while 2-Axle/3-Axle trucks and MAV vehicles are not allowed on Necklace Road.

Government vehicles constitute only about 1%.

Table 2.5 Composition of Motorized Traffic

Composition Mode Purna

Road Malegaon

Road Latur Road

Necklace Road

NH-222 Degloor

Road Two Wheeler 45% 45% 42% 43% 34% 27% 3-Seater Auto Rickshaw 22% 22% 24% 33% 6% 17% 6-Seater Auto Rickshaw 0% 0% 0% 0% 4% 0% Goods Auto 3% 3% 1% 1% 3% 3% Car 5% 5% 5% 5% 6% 4% Jeep/Van 4% 4% 4% 1% 7% 4% Govt C/J/V 1% 1% 0% 1% 0% 0% Passenger Jeep 0% 0% 1% 0% 2% 1% Mini Bus 0% 0% 0% 0% 1% 1% Pvt Bus 0% 0% 1% 0% 1% 1% Stand Bus 1% 1% 1% 0% 2% 3% LCV 2% 2% 3% 1% 3% 2% Truck 2% 2% 2% 0% 12% 17% Semi Articulated 0% 0% 0% 0% 8% 6%


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Composition Mode Purna

Road Malegaon

Road Latur Road

Necklace Road

NH-222 Degloor

Road Articulated 0% 0% 0% 0% 0% 0% Tractor 1% 1% 0% 0% 1% 0% Trailer 1% 1% 0% 0% 1% 0% Cycle 13% 13% 15% 13% 7% 10% Cycle Rickshaw 1% 1% 1% 2% 0% 2% Hand Cart & ADV 1% 1% 0% 1% 0% 1%

2.2.2 Turning Movement Count Survey

Turning Movement Survey was conducted at 25 important intersections in Nanded City to obtain information on direction wise and mode wise turning movement of traffic. The survey was conducted for 8/12/16 hours covering both morning and evening peak periods. The peak hour directional movement data was used to generate mid-block count data on each road. Annexure 2.2 presents the peak hour traffic flow diagrams for all the 25 intersections. Table 2.6 presents intersection-wise peak hour traffic and corresponding peak hour, as observed at the intersections.

Table 2.6 Summary of Peak Hour Traffic at Intersections

Peak Hour Traffic Sl. No.

Intersection Vehicles PCUs

Peak Hour

1 Raj Bar Corner 5860 6415 19.00 – 20.00 2 Work Shop Junction 6697 7335 19.00 – 20.00 3 Rest House Junction 3057 3365 16.00 – 17.00 4 ITI Junction 3999 4431 16.00 – 17.00 5 Junction on Shivaji Nagar ROB 5906 6374 10.00 – 11.00 6 Mutha Junction 6310 7466 19.00 – 20.00 7 Mahaveer Junction 5523 6273 12.00 – 13.00 8 Gurudwara Dena Bank Junction 2146 2419 10.00 – 11.00 9 Tower 4007 4500 12.00 – 13.00

10 Bharki Junction 2859 3544 12.00 – 13.00 11 Degloor Junction 4067 2020 12.00 – 13.00


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Peak Hour Traffic Sl. No.

Intersection Vehicles PCUs

Peak Hour

12 Bhagya Nagar Circle 4924 5029 20.00 – 21.00 13 Nayak Junction 4355 4556 19.00 – 20.00 14 Register Office Junction 2689 2723 19.00 – 20.00 15 Taroda Junction 2285 2501 10.00 – 11.00

16 Ambedker Junction near Railway Station

2645 3797 12.00 – 13.00

17 Kalsa Hallabhol Junction 4830 5658 19.00 – 20.00 18 Gurudwara Gate 1 Junction 2043 2292 13.00 – 14.00 19 Bhaghat Singh Cross 2429 2859 13.00 – 14.00 20 Bafna T-Point 3259 5006 9.00 – 10.00 21 Maharana Pratap Chowk 2846 3502 20.00 – 21.00 22 Hingoli Gate Junction 5057 5840 11.00 – 12.00 23 Ambedker Chowk (Latur Phata) 2342 3041 9.00 – 10.00 24 Milk Dairy Chowk 863 1264 16.00 – 17.00 25 Chhatrapati Shivaji Chowk 1511 2290 10.00 – 11.00 From the analysis of turning movement survey data the following inferences are made: • Maximum peak hour traffic was observed at Mutha Chowk 7466 PCUs (6310

vehicles) followed by Work Shop Junction 7335 PCUs (6697 vehicles) • Minimum peak hour traffic was observed at Milk Dairy Junction 1264 PCUs (863

vehicles). • The composition of traffic observed at Mutha Chowk and Milk Dairy Chowk are

shown in Figure 2.8 and 2.9. The hourly variation graphs for all the junctions and traffic composition figures for the rest of the Junctions are presented in Annexure 2.2.

• High percentage of right turning traffic has been observed at Mutha Chowk, Raj Bar Corner and Hingoli Gate Junctions.

• Minimum percentage of right turning traffic has been observed at Kalsa Hallbhol Junction.

• High percentage of turning traffic has been observed at Hingoli Gate Junction and Tower (Old Monda) Junction.

• Minimum percentage of turning traffic has been observed at Shivaji Nagar ROB junction.


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Truck0.01%

Goods Auto0.48%

6-Seater0.02%

Jeep/Van1.33%

Govt. C/J/V0.33%

Passenger Jeep

0.01%

Pvt. Bus0.07%

Stand. Bus0.01%Mini Bus

0.01%

Two Wheeler50.02%

3-SeaterAuto Rickshaw

31.80%

Car3.26%

Tractor Trailor0.01%

LCV0.07%

Cycle11.20%

Cycle Rickshaw1.01%

Figure 2.8 Traffic Composition at Mutha Chowk

Truck14.14%

Mini Bus

1.46% Jeep/Van2.65%

Govt. C/J/V0.29%

Pvt. Bus0.31%

Articulated 0.09%

Semi Articulated 3.71%

TractorAgriculture

0.32%

6-Seater0.25%

Tractor Trailer0.36%

Passenger Jeep0.70%

Stand. Bus1.57%

LCVTruck2.18%

Car3.35%

Goods Auto1.42%

Cycle Rickshaw1.01% Hand Cart & ADV

0.97%

Two Wheeler33.26%

Cycle17.94%

3-SeaterAuto Rickshaw

14.04%

Figure 2.9 Traffic Composition at Milk Dairy Chowk

2.2.3 Pedestrian Count Survey


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In order to study and assess the requirement of pedestrian facilities in areas of intense pedestrian movement, Consultants have conducted pedestrian count surveys at the following locations:

Ambedker junction near Railway Station Gurudwara Gate No. 1 Dena Bank near Gurudwara

All the three junctions are four legged junctions. The minor road at Ambedker junction is a small road leading to railway station and pedestrian movement was observed on this arm. Both the junctions near Gurudwara are having two minor roads leading to Gurudwara Gate No. 1 and Nagina Ghat and pedestrian movement was observed on these two minor arms. Hence, pedestrian count survey was conducted at these three locations. On Gurudwara Road, carriageway from Gurudwara Gate No. 1 to Dena Bank Junction is encroached by shops and hawkers. Considering the importance of the uninterrupted flow on Necklace Road and Railway Station Road (Hingoli Gate to Bus Station), studying the necessity of exclusive signal phase for pedestrians or grade separated pedestrian facilities is important, which would eliminate the traffic problems. To study the requirement pedestrian facilities, pedestrian count surveys were carried out for 12 hours (8:00 hrs to 20:00 hrs) at Gurudwara Gate 1 & Dena Bank Junction and for 15 hours (from 8.00 to 23.00 hours) at Ambedkar Junction near Railway Station. Pedestrians crossing the road in both the directions were counted manually. The peak hour and 12/15 hours pedestrian flow observed across the road in both directions is presented in Table 2.7.


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Table 2.7 Pedestrian Traffic

Gurudwara Gate 1 Junction

Dena Bank junction Ambedker Junction

Location Gate 1

to Dena Bank

Dena Bank

to Gate 1

Peak Hour

Nagina Ghat to Gate 1

Gate 1 to

Nagina Ghat

Peak Hour

Railway Station

to Shivaji Chowk

Shivaji Chowk

to Railway Station

Peak Hour

Peak Hour Pedestrians

218 295 18.00

to 19.00

247 230 11.00

to 12.00

490 397 20.00

to 21.00

12/15 Hours

Pedestrians 1640 1821 1547 1280

4189* 4262*

* 15 hours count Hourly variation of pedestrian flows observed at the three count locations is shown in Figure 2.10, Figure 2.11 and Figure 2.12 respectively.

0

100

200

300

400

500

600

08.00

-9.00

09.00

-10.00

10.00

-11.00

11.00

-12.00

12.00

-13.00

13.00

-14.00

14.00

-15.00

15.00

-16.00

16.00

-17.00

17.00

-18.00

18.00

-19.00

19.00

-20.00

Time

No.

of P

edes

tria

ns

Figure 2.10 Hourly Variation of Pedestrian Flow at Gurudwara Gate No. 1


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0

100

200

300

400

500

600

08.00

-9.00

09.00

-10.00

10.00

-11.00

11.00

-12.00

12.00

-13.00

13.00

-14.00

14.00

-15.00

15.00

-16.00

16.00

-17.00

17.00

-18.00

18.00

-19.00

19.00

-20.00

Time

No.

of P

edes

tria

ns

Figure 2.11 Hourly Variation of Pedestrian Flow at Dena Bank Junction

0

100

200

300

400

500

600

700

800

900

1000

08.00

-09.00

09.00

-10.00

10.00

-11.00

11.00

-12.00

12.00

-13.00

13.00

-14.00

14.00

-15.00

15.00

-16.00

16.00

-17.00

17.00

-18.00

18.00

-19.00

19.00

-20.00

20.00

-21.00

21.00

-22.00

22.00

-23.00

Time

No.

of P

edes

tria

ns

Figure 2.12 Hourly Variation of Pedestrian Flow at Ambedkar Junction IRC:103-1988 provides the following guidelines for controlled pedestrian crossing facilities at mid-block locations in the form of traffic signals in situations if:

i) Peak hour pedestrian volume (P) and vehicles (V) are such that, PV2 >= 1x108

for undivided carriageways, and PV2 >= 2x108 for divided carriageways ii) Approach speeds of vehicles exceed 65 kmph iii) Waiting time for pedestrians/ vehicles becomes too long


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iv) Accident records indicate 5 or more injuries to pedestrians in a year due to collision with vehicles

IRC:103-1988 provides the guidelines for grade separated pedestrian facilities at the signalized intersections in situations if one or more of the following conditions exist:

a. Volumes of pedestrians and vehicular traffic are so large that insertion of an exclusive pedestrian phase will increase the cycle time for the traffic signals beyond 120 seconds.

b. Vehicular traffic demands uninterrupted flow as associated with major arterial roads and expressways

c. Control at-grade pedestrian crossing decisively fails to mitigate the problems of pedestrian-vehicle collisions. Viability of grade separated pedestrian facility must be checked against the delay cost for both pedestrians and vehicle drivers/users including increase in vehicle operating costs inflicted by increased delays.

Based on the following considerations, exclusive signal phase for pedestrians is proposed at the three locations.

For the present traffic conditions with the growth in vehicular traffic and

pedestrian traffic at the three locations, the cycle time required at the three locations may not exceed beyond 120 seconds. Signal controlled pedestrian crossings would serve the purpose without increasing the delays and waiting time for traffic as well as pedestrians.

PV2 values are more than 2 x 108 for all the three locations (Refer Table 2.8).

Table 2.8 PV2 Values at Various Locations

Location Peak Hour

Vehicular Traffic (V)

Pedestrian Volume (P)

PV2

(1 x 108)

Gurudwara Gate No.1 2043 513 21.41 Dena Bank Chowk 2146 477 21.96 Ambedkar Chowk 2645 887 62.05

2.2.4 Speed and Delay Survey

The speed and delay survey was conducted to know the journey speed of traffic on the major roads of the study area. For this purpose, the project roads have been divided into various sections. Total two runs were made on the project network roads.


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Information on journey time along with the delays was recorded during the survey. The results of the survey analysis are presented in Table 2.9. Speeds are generally low because of the bad condition of the roads. However, the average stopped delay on the major roads is negligible.

Table 2.9 Average Speed on the Project Corridor

Road Name Section Name Distance

(km)

Average Travel Speed

Kmph

Average Running

Speed Kmph

Road No 7 Raj Corner to Mutha 3.36 20.34 20.66 Road No 8 Bharki to Mutha Chowk 2.80 14.74 14.98 Road No 32 (NH 222) Airport to Taroda Junction 2.60 16.59 16.59

Purna Road Waman Nagar to Taroda Junction

1.20 31.16 31.16

Road No 39 Workshop Junction - Nayak Junction

2.06 28.07 28.07

Road No 40 Bhagya Nagar Junction-Railway Station

2.10 19.40 19.40

Road No 1,2&3 Ambedker Chowk-Keli Junction

1.92 17.00 17.00

Chikkalawadi Road Mahaveer Chowk - Hingoli Chowk

1.70 20.52 20.71

Bhaghat Singh Road Tower – Bafna Petrol Bunk 1.27 12.34 12.44

Degloor Road (Airport to Chhatrapati Chowk to Milk Dairy)

Forest Naka – Chhatrapati Shivaji Chowk - Milk Dairy

8.20 29.13 35.21

Crusher Road to Keli Market Degloor Road to Keli Market

0.80 11.10 11.33

Hingoli Gate to Railway Station

Hingoli Gate to Railway Station

0.60 13.73 16.08

From the analysis of Speed and Delay survey data the following inferences are made: 1. Maximum speed was observed on Purna Road. 2. Minimum speed was observed on Crusher Road due to the very bad condition of

the road.


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2.2.5 Road Characteristics Road No. 1: Railway Station to Vazirabad Police Station

It originates from Nanded railway station and runs perpendicular to the station complex towards Vazirabad Police Station. It passes near District Court, Shivaji Statue, Post office and ends at Vazirabad Police Station. Majority of abutting land use is commercial or residential between railway station and Vazirabad Police Station. The carriageway width varies from 7.0m to 10.5m with a paved shoulder of 2.0m on either side. Traffic Mid block peak hour volume of 2456 PCUs (1742 vehicles) was observed on this road. It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 17.00 to 18.00 hours. Maximum composition of traffic was of two wheelers followed by cycles and autos. Commercial traffic is minimum on this road. The traffic on this road is two-way. Road No. 2: Vazirabad Police Station to Gurudwara Gate No. 1 This road starts from Vazirabad Police station and ends at Road No. 17 near Gurudwara Gate No.1. The road touches the entrance (Road No. 12) to Gurudwara Gate No. 2. Majority of abutting land use is commercial or residential between Vazirabad Police Station and Gurudwara Gate No. 1. The carriageway width is 7.0 with a paved shoulder of 1.5m to 2.5m on either side. The carriageway has unpaved shoulder of 1.5m to 2.5m on both sides. Traffic Mid block peak hour volume of 2729 PCUs (2726 vehicles) was observed on this road. It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 17.00 to 18.00 hours. Maximum composition of traffic was of two-wheeler followed by autos and cycles. The traffic on this road is one-way. Road No. 3: Gurudwara Gate No. 1 to Keli Market

This road is a concrete road and starts from Road No. 17 near Gurudwara Gate No. 1 and crosses Bhagat Singh Road and ends at Keli market. The overall condition of the


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road is poor. Majority of abutting land use is commercial or residential throughout. At few locations, encroachments have been seen on both the sides of the road. Traffic Mid block peak hour volume of 1859 PCUs (1589 vehicles) was observed on this road. It is observed that morning peak occurs during 13.00 to 14.00 hours and evening peak during 17.00 to 18.00 hours. Maximum composition of traffic was of two wheelers followed by autos and cycles. The traffic on this road is one-way. Road No. 4: Keli Market to Bharki Chowk

The bituminous road starts from Keli market and meets Road no. 8 at Bharki Chowk. The road touches temple & mosque at the start and end of the road. Majority of abutting land use is commercial or residential. The carriageway width is 5.5 m and has paved shoulder on both sides. Traffic Mid block peak hour volume of 2147 PCUs (1604 vehicles) was observed on this road. It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 18.00 to 19.00 hours. Maximum composition of traffic was of two wheelers followed by autos and cycles. The traffic on this road is one-way.

Road No. 5: Bharki Chowk to Mosque to Navghat

The road length is 720 m and the DP width is 18 m. The road starts from Bharki Chowk and ends at Navghat. This road is combination of bituminous and concrete pavement. The first 110 m stretch from Bharki Chowk and the last 70m from Navghat are bituminous and the remaining stretch is concrete road. The road touches two temples and one mosque. Majority of abutting land use is residential and the remaining land use is commercial cum residential. The average carriageway width of the road is 5.0 m to 6.0 m. Traffic Mid block peak hour volume of 1485 PCUs (1246 vehicles) was observed on this road. It is observed that morning peak occurs during 11.00 to 12.00 hours and evening peak during 18.00 to 19.00 hours. Maximum composition of traffic was of two wheelers followed autos and cycles. The traffic on this road is mainly local.


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Road No. 6: Darbar Masjid to Fort

This is basically a missing link. The proposed road starts from Road No. 5 at Darbar Masjid and passes through the graveyard and ends at Fort. Majority of abutting land use is residential. Traffic Since the road is a missing link, the traffic coming to the Fort is estimated, which is about 637 PCUs (534 vehicles) during peak hour. Road No. 7: Regional Workshop to Mutha Chowk

The bituminous Road No. 7 starts from Mutha Chowk (which is at the heart of the city) passes through the busy residential and commercial area and crosses Manmad-Mudkhed Railway line through ROB near ST Bus Depot and ultimately is connected to the National Highway No. 222 at Raj Bar Corner near Regional Workshop. The road passes near the office of Superintendent of Police, Kalamandir, PWD Rest house and ST workshop. Majority of abutting land use is commercial or residential throughout. The road is having a four-lane carriageway divided by 0.3m median. The total length of the road is 3.36 km and majority of the road has footpath, which varies from 2.0m to 4.5m in width.

Traffic The complete road is a two-way road. Three (3) day volume count survey was conducted at SP Office near Mutha Chowk and turning movement count survey was conducted at six junctions on this road. Five out of six junctions are 3-legged and Mutha Junction is a 4-legged junction. Mid block peak hour traffic volume observed near Workshop Corner is 6400 PCUs (7889 vehicles). It is observed that morning peak occurs during 10.00 to 11.00 hours and evening peak during 18.00 to 19.00 hours. Maximum composition of traffic was of two-wheeler followed by 3-seater autos and cycles. Heavy commercial traffic is not allowed on this road.


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Road No. 8: Mutha Chowk - Mahaveer Chowk - Bharki Chowk - Degloor Naka

The undivided bituminous road starts from Mutha Chowk and passes through Old Munda, Bharki Chowk and ultimately is connected to Degloor Road at Degloor Naka. Majority of abutting land use is commercial. The road from Degloor Naka to Bharki Chowk is of single/intermediate lane. The road width varies from 3.3 m to 5.0 m. Traffic Maximum peak hour traffic of 6150 PCUs (5326 vehicles) is observed at Dena Bank on this road near Gurudwara. Only one-way traffic is allowed on this road. Road No. 9: Degloor Naka to Hingoli Road

The road starts from Degloor Naka and ends at Hingoli Road. The road is partially metalled and partially earthen. Majority of abutting land use near Degloor Naka is commercial cum residential. The remaining stretches are mainly agricultural land. The road width varies from 8.0m to 13.0m and the overall condition of the road is bad. Traffic The existing mid block peak hour traffic volume is 1516 PCUs (1414 vehicles), It is observed that morning peak occurs during 11.00 hours to 12.00 hours and evening peak during 19.00 to 20.00 hours. Maximum composition of traffic was of two wheelers followed by cycles and autos. Presently this road is partially exists, after full development, there would be new generated traffic and diverted traffic ply on this road. For future traffic forecast on this road carried out considering the same. Road No. 10: Mutha Chowk to Govardhanghat

The existing road starts from Mutha Chowk and ends at Godavari River. The exiting road is proposed to be extended over the river with bridge and finally will connect to Latur Road. Majority of abutting land use is commercial or residential. The road is undivided with intermediate lane carriageway and has unpaved shoulders of width 1.0m to 1.5m on both sides. The overall condition of the road is good.


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Traffic Mid block peak hour traffic volume of 2627 PCUs (2896 vehicles) is observed on this road. It is observed that morning peak occurs during 10.00 to 11.00 hours. Maximum composition of traffic was of two wheelers followed by auto and cycles. Road No. 11: Gurudwara Parikrama

The road length is 260 m and the DP width is 15m. This road is concrete road and starts from Road No. 12 near Baryam Singh house and passes through Gurudwara Gate No.1 and ends at Road No. 16. The overall condition of the road is poor. Majority of abutting land use is residential. The existing carriageway width is 3.6m to 4.0m. Road No. 12: Baryam Singh House - Gurudwara Gate No. 2 - Yatri Niwas

The first 90m stretch of this Road No.2 is concrete and the remaining stretch is bituminous. The road starts from Baryam Singh house and ends at Yatri Niwas on Road No. 14. The road touches Gurudwara Gate No. 2. Majority of abutting land use is residential and partly commercial. Traffic The existing mid block peak hour traffic volume on this road is very low (465 PCUs) and maximum is local traffic. Road No. 13: Chikhalwadi Road to Bhagat Singh Road The road starts from Yatri Niwas and ends at Bhagat Singh Road. It crosses Road No. 12. Majority of abutting land use is residential. The road from Yatri Niwas to Bhagat Singh Road is of single/intermediate lane and width varies from 3.0m to 5.0m. The carriageway has unpaved shoulders on both the sides. Traffic The existing traffic on this road is very low and maximum is local traffic.


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Road No. 14: Yatri Niwas to Crusher Road

The existing bituminous road starts from Yatri Niwas and ends at Bhagat Singh Road and proposed to be extended to Crusher Road. It crosses Road no. 12. Majority of abutting land use is residential. The existing road from Yatri Niwas to Bhagat Singh Road is of single lane carriageway and the carriageway width varies from 3.0m to 3.5m. Traffic Mid block peak hour traffic volume of 341 PCUs (288 vehicles) is observed on this road. It is observed that morning peak occurs during 11.00 to 12.00 hours and maximum composition of traffic was of two-wheeler followed by cycles and auto. Road No. 15: Gurudwara Gate No. 3 to Bhagat Singh Road

The existing bituminous road starts from Gurudwara Gate No. 3 and ends at Bhagat Singh road. The length of the road is 150m and majority of abutting land use is residential. Road No. 16: Gurudwara Gate No. 4 to Gurudwara Road The road length is 210m and the DP width is 15m. This concrete road starts from Gurudwara Gate No.4 and connected to Road No. 3. The overall condition of the road is poor. Majority of abutting land use is residential. The carriageway width is 5.0m. Traffic The existing traffic on this road is very low. Road No. 17: Gurudwara Gate No.1 to Nagina Ghat

The road starts from Gurudwara Gate No. 1 and ends at Nagina Ghat. The first 350 m stretch from Gate No. 1 is bituminous, the next 340 m is concrete road and the remaining stretch is metalled road. The road touches one temple on Right Hand Side and Dharamshala and shops. The average carriageway width is 6.5m.


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Traffic Mid block peak hour traffic volume of 713 PCUs (641 vehicles) is observed on this road. It is observed that morning peak occurs during 11.00 to 12.00 hours and evening peak during 19.00 to 20.00 hours. Maximum composition of traffic was of two wheelers followed by cycles and autos. Road No. 18: Gandhi Statue to Mahaveer Chowk

The existing bituminous road starts from Mahaveer Chowk and connects to Road No.2 at Gandhi Statue. The road touches one Dargah on LHS and Forest office on RHS. The length of the road is 230m. The existing road carriageway width is 7.0m Traffic Mid block peak hour traffic volume of 3281 PCUs (2952 vehicles) is observed on this road. It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 20.00 to 21.00 hours. Maximum composition of traffic was of two wheelers followed by autos and cycles. Only part of the road is two-way and the rest is one-way. Road No. 19: Hingoli Gate (RUB) - Forest Office - Banda Ghat The road length is 1700m and the DP width is 18m. The bituminous road starts from Hingoli Gate and crosses through a RUB and ends at Banda Ghat. The 100m stretch of this road from VIP road is 6 lane carriageway with 0.6m depressed median. The carriageway width within the RUB portion is 8.0m. The 740m stretch from Degloor road junction is four lane divided carriageway Traffic Mid block peak hour traffic volume of 2342 PCUs (2122 vehicles) is observed on this road. It is observed that morning peak occurs during 11.00 to 12.00 hours and evening peak during 18.00 to 19.00 hours. Maximum composition of traffic was of two wheelers followed by autos and cycles.


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Road No. 22: Nagina Ghat to Banda Ghat The road length is 370m and the DP width is 20m. This road is a concrete road and starts from Nagina Ghat and ends at Banda Ghat. The carriageway width varies from 5.5m to 10.0m. Traffic The present observed peak hour traffic on this road is very low (428 PCUs). There is no regular traffic on this road and only pilgrim traffic is observed. Road No. 23: Vazirabad Road to Banda Ghat

The existing road is combination of bituminous and concrete road. The road starts from Vazirabad Road and ends at Banda Ghat. Majority of abutting land use is residential. The existing road is single lane carriageway and the average carriageway width is 3.5m. Traffic The peak hour traffic observed on this road is very low (290 PCUs). Mainly the traffic using this road is local. Road No. 24: Degloor Road through C.R.C to Gyanamata School

The existing road is basically a cart track. The road starts from Degloor Road and crosses the railway line and ultimately meets Hingoli Road. Majority of abutting land use is agricultural. The existing cart track is in bad condition. The road width varies from 4.0m to 12.5m. Road No. 26: Mahadeo Dalmill to Gorakshan Chikalwadi road

The road length is 550m and the DP width is 30m. The road partially exists. The road is proposed to start from Mahadeo Dalmill and ends at railway level crossing. The majority of abutting land use is residential on the existing portion. The abutting land use on the missing link portion is a combination of residential and paddy fields.


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Traffic This is a proposed road and the traffic on the partial existing road is very low. Road No. 27: Dr. Savirkar Building to Navghat The road length is 740m and the DP width is 15m.The road starts from Dr. Savirkar Building and ends at Navghat. Majority of abutting land use is residential. The carriageway width varies from 3.5 to 7.5m. Traffic The present peak hour traffic on this road is very low (143 PCUs) and the major proportion of traffic is two wheelers followed by cycles and autos.

Road No. 28: Bafna Petrol Pump - Old Munda - New Bridge On Godavari

The road starts from Bafna Petrol Pump and ends at starting of Godavari Bridge. This road is a combination of bituminous and concrete pavement. The road passes near old Monda statue. The majority of abutting land use is commercial. The first 600 m of the road is four lane divided carriageway. The next 280m stretch is undivided two lane carriageway and the last 290m is combination of intermediate and two lanes. The carriageway width varies from 5.5m to 7.0m and the carriageway width around Old Monda is 15.0m. Traffic Mid block peak hour traffic volume of 2316 PCUs (2063 vehicles). It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 17.00 to 18.00 hours. Maximum composition of traffic was of two wheelers followed by cycles and autos, fair amount of commercial traffic is also observed on this road. Road No. 28A: Khalsa RUB Approaches

The proposed RUB location is on the east of Khalsa School across railway track. It connects Degloor Road on southern side of railway track and Hingoli Road on northern side. The BT carriageway width is 5.5m with unpaved shoulder of 1.0m on either side. The northern approach has metal road of 3m to 4m width. Traffic


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Mid block peak hour volume of 1082 PCUs (942 vehicles) is observed on this road. It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 17.00 to 18.00 hours. Maximum composition of traffic was of two wheelers followed cycles and autos. Road No. 29: Crusher Road (From Degloor Road to Keli Market) The road starts from Degloor Road and ends at Keli Market. This road is a combination of bituminous pavement and metalled road. The 220m in length road is a two lane undivided newly constructed carriageway. Majority of abutting land use is agricultural land. Traffic The traffic on this road is very less (380 PCUs). A few commercial vehicles use the road and the rest of the traffic comprises of two wheelers and cycles.

Road No. 30: Latur Road to Milk Dairy

The road starts from Road No. 31 at Milk Diary and ultimately connects to Latur Road. It passes near the TV center and temple. This road is a bituminous road. The majority of abutting land use is agricultural land. The carriageway width varies from 3.5m to 4.2m. Traffic The observed peak hour traffic on this road is very low (538 PCUs). The major composition of traffic consisted of cycles and two wheelers followed by autos. Road No. 31: Navghat Bridge to Milk Dairy (Latur Road)

The road length is 1200m and the DP width is 30m. The road starts from Milk Diary and ends at Navghat Bridge. The majority of abutting land use is agricultural land. The average carriageway width of the bituminous stretch is 3.5m. The carriageway has unpaved shoulder of 1.5m width on both sides. The overall condition of this road is bad. Traffic


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Mid block peak hour traffic volume of 143 PCUs (176 vehicles) is observed on this road. It is observed that morning peak occurs during 9.00 to 10.00 hours and evening peak during 17.00 hours to 18.00 hours. Maximum composition of traffic was of two wheelers followed by cycles. Road No. 32: Airport (Forest Naka) to Chhatrapati Nagar

The road length is 3900m and the DP width is 30m. This road is part of NH No. 222. This road is a bituminous road with a two lane undivided carriageway. The carriageway has paved shoulder on both sides up to a distance of 2km from Chhatrapati Nagar. The majority of abutting land use is agricultural land. Traffic The maximum mid block peak hour traffic volume of 786 PCUs (651 vehicles) was observed at Chaitanya Nagar near to Airport. It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 18.00 to 19.00 hours. Maximum composition of traffic was of two wheelers followed by cycles and autos, and a fair amount of commercial traffic is also observed on this road. Road No. 34: Pawdewadi Naka to Rest House

The road length is 900m and the DP width is 18m. This existing bituminous road starts form Pawdewadi Naka and ends behind PWD rest house. The existing road is to be extended up to Road No.7. The road is single lane carriageway and the carriageway has unpaved shoulder of width 1.5m on both sides. The overall condition is bad. The abutting land use of the existing road is residential. The land use of the missing link is residential. Traffic Mid block peak hour traffic volume of 735 PCUs (770 vehicles) is observed on this road. It is observed that morning peak occurs during 10.00 to 11.00 hours and evening peak during 19.00 to 20.00 hours. Maximum composition of traffic was of two wheelers followed by cycles and autos. Road No. 35: Shivaji Nagar to Nasratpur


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The road length is 5000m and the DP width is 15m. The existing bituminous road starts from ROB and up to a distance of 820m from ROB it is under part of Road No. 35. The road takes left turn at Dr. Kabde Hospital. This road is a combination of bituminous, metal and concrete pavement. The 100m approach viaduct portion is 3-lane carriageway. The carriageway width of next 720m varies from 5.5m to 7.0m. The 5.5m intermediate carriageway has paved shoulder of 0.5m width on both sides. The 7.0m carriageway has unpaved shoulder of 1.0m width. The majority of abutting land use is residential. The other land use is commercial in the metalled road portion and agricultural land in the missing link portion.

Traffic Mid block peak hour traffic volume of 518 PCUs (531 vehicles) is observed on this road. It is observed that morning peak occurs during 11.00 hours to 12.00 hours and evening peak during 20.00 to 21.00 hours. Maximum composition of traffic was of two wheelers followed by cycles and autos. Commercial traffic is almost negligible on this road. Road No. 37: Shivaji Statue to (Through Z P Girls School) to Degloor Road The DP width of this partially existing road is 15m. The existing road starts from Degloor road and exists up to a distance of 220m from Degloor road. There is a proposal to extend the existing road and connect Road No.2 at Shivaji Statue. The 100m approach viaduct portion is a 3-lane carriageway and the carriageway width of next 720m varies from 5.5m to 7.0m.

Traffic

Mid block peak hour traffic volume of 1033 PCUs (1338 vehicles) is observed on this road. It is observed that morning peak occurs during 13.00 to 14.00 hours and evening peak during 15.00 to 16.00 hours. Maximum composition of traffic was of two-wheeler followed cycles and autos. Road No. 38A: Part of Western Bypass The existing road length is 1060m and the overall DP width throughout the corridor is 30m. This bituminous road starts from Latur Road up to a distance of 1060m. The remaining stretch is partly cart track and partly missing link up to Godavari River. The bituminous pavement is a newly constructed road. The abutting land use of the


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existing road is agricultural land. The road is two-lane carriageway. The cart track is in bad condition. Road No. 39: Anandnagar Road

The road length is 2060m and the DP width is 30m. The bituminous road starts from Road No.7 near ST Workshop and runs through the busy residential and commercial area and ultimately connects Hingoli Road. The road mainly passes near the Municipal drinking water refilling station, polytechnic college and temple. Majority of abutting land use is commercial or residential. The 440m stretch of this road from ST workshop is two lane undivided carriageway with unpaved shoulder of 2.5m and paved shoulder of 1.5m on both sides. The remaining stretch is four lane carriageway divided by 1.0m median without barrier.

Traffic Mid block peak hour traffic volume of 3649 PCUs (3520 vehicles) is observed on this road. It is observed that morning peak occurs during 10.00 hours to 11.00 hours and evening peak during 20.00 to 21.00 hours. Maximum composition of traffic was of two wheelers followed by autos and cycles. Road No. 40: Bhagyanagar to Yashwant College to Railway Station The road length is 2100m and the DP width is 18 to 22m. The bituminous road starts from railway station and runs perpendicularly towards Bhagyanagar and cross the VIP Road and ultimately connects Anandnagar Road. The road mainly passes near Yashwant College, stadium. Majority of abutting land use is commercial or residential. The 100m stretch form railway station is two lane undivided carriageway with unpaved shoulder of 2.5m and paved shoulder of 1.5m on both sides. The remaining stretch is three lane carriageway.

Traffic Mid block peak hour traffic volume of 3160 PCUs (3144 vehicles) is observed on this road. It is observed that morning peak occurs during 11.00 hours to 12.00 hours and evening peak during 20.00 to 21.00 hours. Maximum composition of traffic consisted of two wheelers followed by autos and cycles. Commercial traffic is minimum on this road.


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Road No. 41: Milk Dairy to Degloor Road Junction (Milk Dairy to Chhatrapati Shivaji Chowk) The road length is 1840m. The bituminous road starts from Milk Dairy and connects Degloor Road. Majority of abutting land use is agricultural land. The road is three lane undivided carriageway with unpaved shoulder of 2.5 m on both sides. The condition of the majority of the road is bad. Traffic Mid block peak hour traffic volume of 751 PCUs (422 vehicles) is observed on this road. It is observed that morning peak occurs during 12.00 to 13.00 hours and evening peak during 17.00 to 18.00 hours. Maximum composition of traffic was commercial traffic followed by two wheelers and autos. This road is used as a bypass between Degloor Road and Latur Road. Road No. 42: Degloor Road Junction (Chhatrapati Shivaji Chowk) to Old Bridge The road length is 1160m. The bituminous road starts from Old Godavari River Bridge to Degloor junction. Majority of abutting land use is agricultural land throughout the project corridor. Little encroachment has been observed near the approach of bridge. The road is a two lane undivided carriageway with unpaved shoulder of 1.5m to 2.0m on both sides. The majority of road is in bad condition. Traffic Mid block peak hour traffic volume of 1629 PCUs (634 vehicles) is observed on this road. It may be observed that morning peak occurs during 12.00 hours to 13.00 hours and evening peak during 18.00 to 19.00 hours. Maximum composition of traffic consisted of Commercial vehicles followed by two wheelers and cars.

2.3 Peak Hour Traffic on Various Roads The mid block peak hour traffic volume on the important roads of Nanded City road network is shown in Figure 2.13. The road wise mid block peak hour traffic volume in the base year (2006) is also presented in Table 2.10.

Table 2.10 Peak Hour Traffic on Various Roads (2006)

Road No. Location Name PCUs/Hour


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Road No. Location Name PCUs/Hour1 Near Vazirabad Police Station 2456 2 Near Khalsa Hallabol Chowk 2729 3 Near Bhagat Singh Chowk 1859 4 Near Bharki Chowk 2147 5 Near Bharki Chowk 2122 6 Near Darbar Masjid 636 7 Between Raj Bar and Workshop Chowk 6400 8 Between Dena Bank and Mahaveer Chowk 6150 9 Near Degloor Naka 1516

10 Near Mutha Junction 2627 12 Baryam Singh House to Gurudwara Gate No. 2 465 14 Yatri Nivas to Crusher Road 341 17 Dena Bank 713 18 Between Mahaveer and Gandhi Statue 3281 19 Near Hingoli Gate 2342 22 Nagina Ghat to Bhanda Ghat 428 23 Vazirabad Road to Bhanda Ghat 290 24 Degloor Road thru C.R.C. to Gyanamata School 1860 27 Near Navghat 143 28 Near Tower 2316

28A Khalsa RUB Approaches 1082 29 Crusher Road 380 30 Between Latur Phata and Milk Dairy 538 31 Near Milk Dairy 143 32 Chaitanya Nagar 786 34 Near Rest House 735 35 Shivaji Nagar R.O.B. 518 37 Shivaji Statue to Degloor Road 1675 39 Between Bhagyanagar and Nayak Chowk 3649 40 Near Bhagyanagar Circle 3160 41 Between Milk Dairy and Chhatrapati Shivaji Chowk 751 42 Near Chhatrapati Shivaji Chowk 2148


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Chapter 3 Traffic Forecast

3.1 General

An in-depth analysis of the data collected as part of present study has enabled to assess the road improvements/capacity augmentation measures that have to be taken up to meet the future year travel demand. Future year traffic depends on many factors like socio -economic growth of the city. This chapter discusses about the methodology for forecasting the traffic for various horizon years. 2011, 2016, 2021, 2026, 2031 and 2036 is estimated and compared with existing LOS. The road network improvements required to meet the future traffic demand based on the forecasted traffic is discussed in the following sections.

3.2 IRC Capacity Guidelines for Urban Roads

Capacity standards are fixed normally in relation to the Level of Service (LOS) adopted for the design. Design criteria for urban roads are unlike rural roads. The hourly variation of traffic on urban roads has at least two distinct peaks during morning and evening hours of the day. The urban peak hour traffic constitutes about 6-10% of the daily traffic depending on various factors including the importance of the road in the network. During peak periods, unidirectional traffic is also observed on several roads in urban areas. These factors coupled with other urban characteristics make it necessary to design the urban roads on the basis of peak hour traffic rather than average daily traffic (ADT) as in the case of rural roads.

3.3 Recommended Design Service Volume for Urban Roads Considering the need for smooth traffic flow, it is not advisable to design the road cross-sections for traffic volumes equal to the maximum capacity which will become available normally at LOS E. At this LOS, the speeds are rather low and freedom to manoeuvre within the traffic stream is very much restricted. Besides, even a small increase in traffic at that traffic volume would lead to forced flow situation and breakdown within the traffic stream. On the other hand adoption of a higher level of service like A or B, although enabling near free flow conditions would mean lower design service volumes necessitating higher number of traffic lanes to carry a specified traffic volume with implicit higher facility cost. As a compromise solution, it is recommended that normally LOS C be adopted for design of urban roads. At this level, volume of traffic will be around 0.70 times the maximum capacity and this is taken as the design service volume for the purpose of adopting design values.


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Design service volume and capacity for different categories of arterial roads is presented in Table 3.1.

Table 3.1 Design Service Volume and Capacity

S. No Type of Carriageway Total Design

Service Volume (PCUs/Hr.)

Capacity (PCUs/Hr.)

1 2-Lane (One-Way) 2400 3429 2 2-Lane (Two-Way) 1500 2143 3 3-Lane (One-Way) 3600 5143 4 4-Lane Undivided (Two-Way) 3000 4286 5 4-Lane Divided (Two-Way) 3600 5143 6 6-Lane Undivided (Two-Way) 4800 6857 7 6-Lane Divided (Two-Way) 5400 7714 8 8- Lane Divided (Two-Way) 7200 10286

Source: Indian Roads Congress 106:1990

3.4 Assessment of Growth Rates

Long term forecasting of traffic on the project road during the time horizon of the study is required for design of highway and assessing the economic and financial viability of the proposed investment. To establish the future traffic growth rates, following approaches are generally used.

• Past trends in traffic growth in the study area • Growth of registered motor vehicles • Transport demand elasticity approach

Consultants have also examined the growth of industrial infrastructure as well as the envisaged population growth in the study area. The details are presented below.

3.4.1 Industrial Infrastructure in Nanded District There are three MIDC areas in Nanded district. They are Dhanegaon, Nanded (Growth Center), Kondhar (Mini area) and Krushnor. These industrial areas accommodate about 499 SSIs and 5 Medium Scale Industries. The details about MIDC industrial areas are given in Table 3.2. Co-operative Industrial Estates are located at Nanded, Loha, Degloor and Dhanudabad. These estates in all accommodate about 116 units and 4 more Co-operative Industrial Estates are proposed at Burud Taluka, Nanded, Bhokar Taluka Bhokar, Dabhod Taluka


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Nanded and Tansa Taluka Hodgaon. The details about Co-operative Industrial Estates of Nanded district are given in Table 3.3. In order to harness the potential of industrial activities as well as promote industrial investment in Nanded Government of Maharashtra has taken a decision to develop five star industrial estates of 645.81 hectares at Krishnur.

Table 3.2 Summary of MIDC Industrial Areas in Nanded

Sl. No.

Name of the Industrial

Estate

Total Area (In Ha)

No. of plots

covered

No. of plots

allotted to SSI

S.S. Units Functioning

1 Nanded 271.89 538 478 259 2 Degloor 71.56 30 18 1 3 Khandhar 11.39 51 1 - 4 Krishna 645.81 187 2 -

3.4.2 Proposed Industrial Estates

i. Dr. Babasaheb Ambedkar Gramin Co.op Industrial Estate, Barad, Nanded ii. Priyadarshini Co.op. Industrial Estate, Bhokar, Nanded iii. Dadhad Co.op. Industrial Estate, Dabhad, Nanded iv. Tamsa Co.op. Industrial Estate Tamsa, Hadgaon

Table 3.3 Details of Co-Operative Industrial Estate

Sl. Name of the Industrial

Estate Urban/ Rural

Area (In

Acre)

No. of Plots

No. of Plots

allotted

No. of SSI Units

Functional 1 Nanded Co-operative

Industrial Estate Ltd. Urban 55.39 187 187 102

2 Dharmabad Co-op Industrial Estate

Urban 6.15 36 34 12

3 Mahatma Jyotiba Phule Co-operative Industrial Estate

Urban 5 26 3 2

4 Viswakarma Co-op. Industrial Estate

Urban 13.58 60 56 -

3.4.3 Industrial infrastructure in Nanded City Limits


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Presently the city has two Industrial Estates. The Co-operative Industrial Estate is within the city and the other MIDC just at the outskirts. MIDC has developed an industrial area of 271.90 hectors. Out of the 335 plots in this area 326 plots have been allotted to the various entrepreneurs. There are at present around 15 large-scale units and 900 odd small scale units engaged in the manufacturing activities. Some of the prominent ones include Sipta Coated Steels Limited, Shiva Fertilizers, Kohinoor Feeds and Fats that are functioning well.

3.4.4 Population Projection The population projection in Nanded has been carried out as part of City Development Plan prepared in March 2006 and the results of the projections under two scenarios (trend based and assumed growth rates) is presented in Table 3.4. It may be observed from the table the assumed annual growth rate of population during 2005-2025 is about 4%.

Table 3.4 Population Projections

Projected Population (Trend Based)

Projected Population (Assumed Growth Rate)

Year Actual

Population Population

Decadal Growth

Derived Annual Growth

Rate

Assumed Annual Growth

Rate

Population

1971 126,518 1981 191,269 51% 4.22% 1991 309,316 62% 4.92% 2001 430,733 39% 3.37% 2005 493,735 3.25% 4.00% 503,897 2010 575,730 3.04% 4.00% 613,067 2011 592,979 38% 3.00% 4.00% 637,590 2015 664,809 2.84% 4.00% 745,890 2020 760,971 1.67% 4.00% 907,489 2021 781,053 32% 2.64% 4.00% 943,789 2025 864,216 2.52% 4.00% 1,104,100

3.4.5 Growth Rate based on Past Traffic Data


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Past traffic data as collected from PWD is available only for 2 years for three locations (Near Mondh Ghat Bridge, NTC Mill Nanded, Chaitanya Nagar and Taroda Naka). The growth rates were worked out for various categories of vehicles and presented in Table 3.5. As the past traffic data on the project road is available only for last 2 years, one should not be guided by past traffic data for deriving growth rates. It can be observed from the table that the trend in growth rate is very erratic and cannot be used for assessing the future traffic growth.

Table 3.5 Average Annual Growth Rate of Past Traffic

Year Location Two

WheelersCar/Jeep/

Van Buses Trucks ADV Cycles

Cycle Rick-

shaws Near Mondha Ghat Bridge

4191 4026 846 3175 215 571 684

NTC Mill Nanded

328 393 38 369 241 329 173

Chaitanya Nagar

1617 1969 177 1870 821 164 0

2004

Taroda Naka 2462 1921 231 1185 148 2609 62 Near Mondha Ghat Bridge

4268 2931 286 1712 222 709 128

NTC Mill Nanded

338 418 39 392 274 342 195

Chaitanya Nagar

1627 2004 186 1905 125 1698 223

2005

Taroda Naka 2473 1921 228 1188 155 2723 75 Near Mondha Ghat Bridge

1.84 -27.20 -66.19 -46.08 3.26 24.17 -81.29

NTC Mill Nanded

3.05 6.36 2.63 6.23 13.69 3.95 12.72

Chaitanya Nagar

0.62 1.78 5.08 1.87 -84.77 935.37

Average Growth

Rate (%)

Taroda Naka 0.45 0.00 -1.30 0.25 4.73 4.37 20.97 3.4.6 Growth Rate based on Vehicle Registration


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An alternative approach is to explore the registered motor vehicles growth in the influence area and assume a growth rate equal to the average growth of vehicle registration. Such an assumption may not be correct, unless the area of influence is well defined and the general development pattern of influence area remains same. However, this would be an alternative approach in the absence of any additional information or usable past traffic data on the project road. The registered vehicle population for various modes is tabulated in Table 3.6. The growth rate for various modes is presented in Table 3.7.

Table 3.6 Registered Motor Vehicle Population in Nanded City

Sl No Category 2004* 2005* 2006*

1 Motor Cycle 41842 54395 564902 Scooters 10446 10595 106133 Moped 17631 18875 19022

Total 2-Wheelers 69919 83865 861254 Motor Car 4107 4882 50885 Jeep 4462 4811 48086 St. Wagon 42 42 427 Taxi Cabs 131 188 1948 A/R 9220 10674 109149 St. Carriage 409 409 409

10 a) Cont. Carriage 13 26 28 b) Mini Bus 0 0 0

11 School Bus 24 24 24

12 Pvt. Service Vehicle 27 27 27

13 Ambulance 48 49 49

14 a) Truck & Lorry 5089 5427 5607 b) MAV 1 1 1

15 Tankers 222 227 22716 D. Van 4 Wheeler 873 1019 112017 D. Van 3 Wheeler 25 353 45618 Tractor 2520 2791 285819 Trailer 2309 2448 248220 Others 3 4 4

Total 99444 117267 120463


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* As on 31st March

Table 3.7 Growth Rate of Registered Motor Vehicles in Nanded City

Years 2004-05 2005-06 Average

TW 19.95% 2.69% 11.32% Auto 15.77% 2.25% 9.01% Car 17.55% 1.84% 9.69% Buses 25.00% 1.92% 13.46% LCV 52.78% 14.87% 33.83% Trucks 2.96% 1.11% 2.04% Tractor 8.39% 1.89% 5.14%

It can be observed from the above Table 3.7, during the last 2 years, average growth of two wheelers is around 11.32%; growth of cars is about 9.69% and that of trucks is 2.04%. The high growth rate of more than 10% may not sustain in future. Mode wise growth rates arrived at by different methods indicate that growth rate of two wheelers varies between 3.05% & 11.32%, while growth rate of cars varies between 6.36% & 9.69% and that of bus and truck varies between 2.63% & 13.46% and 6.23% & 2.04% respectively.

3.5 Suggested Traffic Growth Rates

The estimated growth rates based on past traffic data have no definite trend. Therefore registered motor vehicles growth in Nanded city is estimated. It showed a growth of 11.32% for 2-wheelers, 9.69% for cars and 13.46% for buses. Sufficient vehicle registration data is not available. However, these past growth rates based on these data cannot be used for estimating future traffic on the project roads. The future traffic may not follow these growth rates due to several reasons, like changes in price of new vehicles, fuel and taxes on several commodities. Consultants have been involved in many other traffic and transportation studies of Class I and Class II cities in India. Based on the envisaged growth in population and the growth in industrial infrastructure in the influence area of Nanded city, following traffic growth rates have been suggested. In line with the TOR, traffic growth rates have been suggested for three scenarios namely. Optimistic, Pessimistic and Most Likely Traffic Growth. The growth factors have been suggested at 5 yearly intervals and presented in Table 3.8, 3.9 and 3.10 for Most Likely, Optimistic and Pessimistic scenarios respectively.


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Table 3.8 Suggested Traffic Growth Rates for Most Likely Scenario

(%)

Years 2006-2011

2011-2016

2016-2021

2021-2026

2026-2031

2031-2036

TW 5.00 4.00 3.00 3.00 2.00 2.00 Auto 4.00 3.00 3.00 3.00 2.00 2.00 Car 5.00 4.00 3.00 3.00 2.00 2.00 Buses 2.00 2.00 2.00 2.00 2.00 2.00 LCV 4.00 3.00 3.00 2.00 2.00 2.00 Trucks 4.00 3.00 3.00 2.00 2.00 2.00 Tractor 4.00 3.00 2.00 2.00 2.00 2.00 Cycles 2.00 2.00 2.00 2.00 2.00 2.00 Hand Carts 2.00 2.00 2.00 2.00 2.00 2.00

Table 3.9 Suggested Traffic Growth Rates for Optimistic Scenario

(%)

Years 2006-2011

2011-2016

2016-2021

2021-2026

2026-2031

2031-2036



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Table 3.10 Suggested Traffic Growth Rates for Pessimistic Scenario (%)

Years 2006-2011

2011-2016

2016-2021

2021-2026

2026-2031

2031-2036


3.6 Traffic Forecast

Long term forecasting of existing traffic on the road network is required for assessing the required improvement for existing roads. Forecasted traffic is estimated based on traffic growth rates in three scenarios presented in Table 3.9, Table 3.10 & Table 3.11 and considering diverted & generated traffic on various roads. Traffic is forecasted in terms of PCUs for the horizon years 2011 to 2036 at 5 year intervals for various roads. Base year (2006) existing traffic and forecasted traffic for the three scenarios are presented in Table 3.11, Table 3.12 and Table 3.13. The forecasted peak hour traffic volume (Most Likely Scenario) on the important roads of Nanded City road network for the horizon years 2026 is shown in Figure 3.1. In the overall road network analysis some of the major roads reach saturation level in the base year itself. Due to proposed new roads and widening of some of the existing roads, some percentage of the traffic will be diverted from the existing major roads resulting in reduction of traffic congestion. Horizon year traffic forecast on missing links and partially developed links has been worked out considering normal traffic, diverted traffic and new generated traffic depending on importance of road and connectivity to other roads. In consultation with the client for design of pavement, the base year traffic was estimated assuming diverted traffic, generated traffic and normal traffic for base year it self. This base year estimated traffic was not used for capacity analysis. Road wise traffic forecast details are presented in Annexure 3.1 For level of service and lane requirement analysis Consultants have considered forecasted traffic of Most Likely Scenario.

Project: Preparation of DPR for Urban Roads Development in Nanded City Page 48 of 57 Chapter 3 June 2006

Table 3.11 Forecasted Traffic (Most Likely Scenario)

PCUs/Hour Road No. Location Name 2006 2011 2016 2021 2026 2031 2036

1 Near Vazirabad Police Station 2456 3000 3505 4053 4687 5175 5713 2 Near Khalsa Hallabol Chowk 2729 3368 3970 4596 5321 5875 6486 3 Near Bhagat Singh Chowk 1859 2289 2697 3118 3600 3975 4389 4 Near Bharki Chowk 2147 2624 3068 3547 4101 4528 4999 5 Near Bharki Chowk 2122 2562 2978 3425 3941 4351 4804 6 Near Darbar Masjid 909 1098 1276 1468 1689 1865 2059 7 Between Raj Bar and Workshop Chowk 6400 6311 7445 8607 9950 10985 121288 Between Dena Bank and Mahaveer Chowk 6150 7518 8811 10168 11737 12958 143079 Near Degloor Naka 1516 2941 3395 3875 4283 4707 5175

10 Near Mutha Junction 2627 3238 3820 4416 5106 5638 6225 12 Baryam Singh House to Gurudwara Gate No. 2 465 572 674 780 898 991 1094 14 Yatri Nivas to Crusher Road 341 415 485 557 625 688 758 17 Dena Bank 713 867 1015 1167 1334 1473 1626 18 Between Mahaveer and Gandhi Statue 3281 4008 4697 5419 6252 6903 7622 19 Near Hingoli Gate 2342 4453 5247 6060 6997 7726 8530 22 Nagina Ghat to Bhanda Ghat 428 520 609 700 800 884 976 23 Vazirabad Road to Bhanda Ghat 290 353 412 475 545 601 662 24 Degloor Road thru C.R.C. to Gyanamata School 1860 2254 2621 3018 3412 3767 4159 27 Near Navghat 143 284 332 381 434 479 529 28 Near Tower 2316 2790 3246 3726 4272 4717 5208

28A Khalsa RUB Approaches 1082 1422 1663 1915 2205 2434 2687 29 Crusher Road 380 464 544 627 720 794 875

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30 Between Latur Phata and Milk Dairy 538 654 763 878 997 1101 1215 31 Near Milk Dairy 143 270 316 362 412 455 502 32 Chaitanya Nagar 786 966 1135 1311 1500 1657 1829 34 Near Rest House 735 913 1079 1244 1435 1584 1749 35 Shivaji Nagar R.O.B. 518 636 750 865 998 1102 1217 37 Shivaji Statue to Degloor Road 1675 2023 2356 2706 3101 3423 3778 39 Between Bhagyanagar and Nayak Chowk 3649 4510 5339 6168 7121 7863 8681 40 Near Bhagyanagar Circle 3160 3891 4592 5301 6118 6755 7458 41 Between Chhatrapati Shivaji Chowk and Milk Dairy 751 913 1064 1215 1365 1507 1663 42 Near Chhatrapati Shivaji Chowk 2148 2607 3037 3498 3946 4356 4810

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Table 3.12 Forecasted Traffic (Optimistic Scenario)


1 Near Vazirabad Police Station 2456 3552 4713 5712 6610 7649 8852 2 Near Khalsa Hallabhol Chowk 2729 3976 5298 6433 7450 8629 9996 3 Near Bhagat Singh Chowk 1859 2678 3542 4286 4954 5726 6620 4 Near Bharkhi Chowk 2147 3100 4111 4981 5764 6670 7719 5 Near Bharkhi Chowk 2122 2970 3870 4653 5364 6186 7134 6 Near Darbar Masjid 909 1273 1659 1994 2299 2651 3058 7 Between Raj Bar and Workshop Chowk 6400 7389 9794 11865 13727 15882 183788 Between Dena Bank and Mahaveer Chowk 6150 8787 11582 13997 16175 18695 216119 Near Degloor Naka 1516 3244 4044 4758 5301 6009 6819

10 Near Mutha Junction 2627 3794 5031 6097 7054 8163 9447 12 Baryam Singh House to Gurudwara Gate No. 2 465 669 885 1072 1237 1429 1652 14 Yatri Nivas to Crusher Road 341 463 587 695 784 892 1015 17 Dena Bank 713 984 1265 1510 1731 1984 2276 18 Between Mahaveer and Gandhi Statue 3281 4676 6155 7434 8589 9924 1146819 Near Hingoli Gate 2342 4706 6208 7505 8674 10026 1158922 Nagina Ghat to Banda Ghat 428 590 759 906 1039 1191 1365 23 Vazirabad Road to Banda Ghat 290 410 538 649 746 861 994 24 Degloor Road thru C.R.C. to Gyanamata School 1860 2535 3201 3786 4293 4871 5530 27 Near Navghat 143 459 579 686 782 893 1019 28 Near Tower 2316 3190 4115 4924 5659 6507 7483


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30 Between Latur Phata and Milk Dairy 538 740 942 1118 1273 1449 1651 31 Near Milk Dairy 143 302 383 454 518 591 675 32 Chaitanya Nagar 786 1109 1440 1728 1982 2274 2610 34 Near Rest House 735 1052 1382 1667 1925 2223 2567 35 Shivaji Nagar R.O.B. 518 736 968 1169 1350 1560 1802 37 Shivaji Statue to Degloor Road 1675 2319 2999 3593 4129 4749 5464 39 Between Bhagyanagar and Nayak Chowk 3649 5239 6920 8370 9674 11182 1292740 Near Bhagyanagar Circle 3160 4519 5957 7200 8318 9613 1111041 Near Chhatrapati Shivaji Chowk 751 998 1236 1441 1623 1829 2062 42 Near Chhatrapati Shivaji Chowk 2148 2918 3668 4329 4895 5538 6270

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Table 3.13 Forecasted Traffic (Pessimistic Scenario)


1 Near Vazirabad Police Station 2456 2867 3314 3699 4084 4509 4978 2 Near Khalsa Hallabhol Chowk 2729 3214 3721 4183 4619 5099 5630 3 Near Bhagat Singh Chowk 1859 2188 2529 2851 3147 3475 3837 4 Near Bharkhi Chowk 2147 2508 2899 3238 3575 3947 4358 5 Near Bharkhi Chowk 2122 2463 2830 3159 3488 3851 4252 6 Near Darbar Masjid 909 1055 1213 1354 1495 1651 1822 7 Between Raj Bar and Workshop Chowk 6400 6033 6972 7859 8677 9580 105778 Between Dena Bank and Mahaveer Chowk 6150 7200 8305 9315 10285 11355 125379 Near Degloor Naka 1516 2850 3251 3660 3936 4324 4752

10 Near Mutha Junction 2627 3096 3578 4032 4451 4915 5426 12 Baryam Singh House to Gurudwara Gate No. 2 465 547 632 713 785 866 956 14 Yatri Nivas to Crusher Road 341 399 458 521 568 625 688 17 Dena Bank 713 833 958 1084 1197 1321 1459 18 Between Mahaveer and Gandhi Statue 3281 3840 4428 4968 5486 6057 6687 19 Near Hingoli Gate 2342 4022 4642 5230 5775 6376 7039 22 Nagina Ghat to Banda Ghat 428 500 575 650 718 793 875 23 Vazirabad Road to Banda Ghat 290 338 390 436 479 529 583 24 Degloor Road thru C.R.C. to Gyanamata School 1860 2161 2489 2827 3121 3446 3805 27 Near Navghat 143 418 478 542 599 661 730 28 Near Tower 2316 2687 3082 3456 3816 4213 4652


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CES


30 Between Latur Phata and Milk Dairy 538 627 723 819 904 998 1102 31 Near Milk Dairy 143 261 298 339 374 413 456 32 Chaitanya Nagar 786 923 1067 1210 1336 1475 1628 34 Near Rest House 735 875 1008 1142 1261 1393 1538 35 Shivaji Nagar R.O.B. 518 610 703 794 877 968 1069 37 Shivaji Statue to Degloor Road 1675 1947 2235 2506 2764 3051 3367 39 Between Bhagyanagar and Nayak Chowk 3649 4314 4983 5643 6230 6879 7595 40 Near Bhagyanagar Circle 3160 3725 4299 4856 5361 5919 6536 41 Near Chhatrapati Shivaji Chowk 751 874 1009 1143 1263 1394 1539 42 Near Chhatrapati Shivaji Chowk 2148 2499 2880 3284 3626 4003 4420

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Project: Preparation of DPR for Urban Roads Development in Nanded City Page 54 of 57 Chapter 3 June 2006 3.7 Assessment of Lane Requirement

For assessment of lane requirement Consultants has considered Most Likely Scenario. Based on the forecasted link flows on each road in the study area and adopted design service volumes presented in Table 3.1, Consultants have proposed the required lane configuration for each road. The Volume to Capacity Ratios (V/C) for all the roads for the Do-Nothing Scenario (Without improvements) are presented in Table 3.14. From the V/C ratios for the year 2006 i.e. Base Year, it can be inferred that, except six roads, almost all the roads are operating under V/C ratio less than 0.7 (LOS C), which is considered as acceptable level of service. Further, in the horizon years, with the significant increase in traffic, V/C ratios will increase beyond acceptable levels.

Considering level of service concept and IRC capacity guidelines, V/C ratios and number of lanes recommended by Consultants is presented in Table 3.15.

Table 3.14 V/C Ratio – Do-Nothing Scenario

V/C Ratio Sl. No. Road No.

2006 2016 2026 2036 1 1 1.56 2.23 2.98 3.64 2 2 0.80 1.16 1.55 1.89 3 3 0.36 0.52 0.70 0.85 4 4 1.37 1.95 2.61 3.18 5 5 1.35 1.90 2.51 3.06 6 6 0.58 0.81 1.07 1.31 7 7 1.49 1.74 2.32 2.83 8 8 1.79 2.57 3.42 4.17 9 9 0.41 0.91 1.15 1.39

10 10 2.04 2.97 3.97 4.84 11 12 0.36 0.52 0.70 0.85 12 14 0.27 0.38 0.49 0.59 13 17 0.45 0.65 0.85 1.03 14 18 0.96 1.37 1.82 2.22 15 19 0.91 2.04 2.72 3.32 16 22 0.33 0.47 0.62 0.76 17 23 0.23 0.32 0.42 0.52 18 24 1.45 2.04 2.65 3.24 19 27 0.11 0.26 0.34 0.41 20 28 0.54 0.76 1.00 1.22 21 28A 0.91 1.29 1.71 2.09 22 29 0.24 0.35 0.46 0.56

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V/C Ratio Sl. No. Road No.

2006 2016 2026 2036 23 30 0.34 0.49 0.63 0.77 24 31 0.09 0.20 0.26 0.32 25 32 0.50 0.72 0.95 1.16 27 34 0.57 0.84 1.12 1.36 28 35 0.33 0.48 0.64 0.77 29 39 0.71 1.04 1.38 1.69 30 40 0.85 1.24 1.65 2.01 31 41 0.20 0.29 0.37 0.45 32 42 1.37 1.93 2.51 3.06

3.8 Summary

The methodology adopted for forecasting the traffic for various horizon years is discussed in this Chapter. Forecasted traffic is estimated for three scenarios viz. Optimistic, Pessimistic and Most Likely. Traffic forecast on missing links and partially developed links has been worked out considering Normal traffic, Diverted traffic and Generated traffic depending on importance of road and connectivity to the other roads. Traffic is forecasted in terms of PCUs for the horizon years 2011 to 2036 at 5 year intervals for various roads. The road network improvements required to meet the future traffic demand have been suggested based on the forecasted traffic. Lane requirement for various horizon years is proposed based on future traffic forecast which includes normal traffic, diverted traffic and generated traffic. Consultants have not considered traffic generated due to forth coming mega-event in October 2008 that marks the Tercentenary of the establishment of the Guru Granth Sahib for predicting future traffic and recommending lane configuration. During such events, proper traffic management is required to enable smooth traffic flow.

Project: DPR for Nanded City Roads under JNNURM Page 56 of 57 Chapter 3 June 2006

Table 3.15 Required Lane Configuration

2011 2016 2021 2026 2031 2036

Sl. No. Road No. V/C Ratio

Proposed Lane Configuration

V/C Ratio

Proposed Lane

Configuration

V/C Ratio


V/C Ratio

Proposed Lane

Configuration

V/C Ratio

Proposed Lane

Configuration

V/C Ratio


1 1 0.58 4-Lane Divided 0.68 4-Lane Divided 0.53 6-Lane Divided 0.61 6-Lane Divided 0.67 6-Lane Divided 0.74 6-Lane Divided 2 2 0.65 4-Lane Divided 0.51 6-Lane Divided 0.60 6-Lane Divided 0.69 6-Lane Divided 0.76 6-Lane Divided 0.84 6-Lane Divided 3 3 0.45 4-Lane Divided 0.52 4-Lane Divided 0.61 4-Lane Divided 0.47 6-Lane Divided 0.52 6-Lane Divided 0.57 6-Lane Divided 4 4 0.51 4-Lane Divided 0.60 4-Lane Divided 0.69 4-Lane Divided 0.53 6-Lane Divided 0.59 6-Lane Divided 0.65 6-Lane Divided 5 5 0.50 4-Lane Divided 0.58 4-Lane Divided 0.67 4-Lane Divided 0.51 6-Lane Divided 0.56 6-Lane Divided 0.62 6-Lane Divided 6 6 0.51 2-Lane 0.60 2-Lane 0.69 2-Lane 0.49 2-Lane 0.54 2-Lane 0.60 2-Lane 7 7 0.82 6-Lane Divided 0.97 6-Lane Divided 1.12 6-Lane Divided 1.29 6-Lane Divided 1.42 6-Lane Divided 1.57 6-Lane Divided 8 8 0.97 6-Lane Divided 1.14 6-Lane Divided 1.32 6-Lane Divided 1.52 6-Lane Divided 1.68 6-Lane Divided 1.85 6-Lane Divided 9 9 0.69 4-Lane Undivided 0.66 4-Lane Divided 0.50 6-Lane Divided 0.56 6-Lane Divided 0.61 6-Lane Divided 0.67 6-Lane Divided

10 10 0.63 4-Lane Divided 0.50 6-Lane Divided 0.57 6-Lane Divided 0.66 6-Lane Divided 0.73 6-Lane Divided 0.81 6-Lane Divided 11 12 0.27 2-Lane 0.31 2-Lane 0.36 2-Lane 0.42 2-Lane 0.46 2-Lane 0.51 2-Lane 12 14 0.19 2-Lane 0.23 2-Lane 0.26 2-Lane 0.29 2-Lane 0.32 2-Lane 0.35 2-Lane 13 17 0.40 2-Lane 0.47 2-Lane 0.54 2-Lane 0.62 2-Lane 0.69 2-Lane 0.47 2-Lane 14 18 0.52 6-Lane Divided 0.61 6-Lane Divided 0.70 6-Lane Divided 0.81 6-Lane Divided 0.89 6-Lane Divided 0.99 6-Lane Divided 15 19 0.58 6-Lane Divided 0.68 6-Lane Divided 0.79 6-Lane Divided 0.91 6-Lane Divided 1.00 6-Lane Divided 1.11 6-Lane Divided 16 22 0.24 2-Lane 0.28 2-Lane 0.33 2-Lane 0.37 2-Lane 0.41 2-Lane 0.46 2-Lane 17 23 0.16 2-Lane 0.19 2-Lane 0.22 2-Lane 0.25 2-Lane 0.28 2-Lane 0.31 2-Lane 18 24 0.44 4-Lane Divided 0.51 4-Lane Divided 0.59 4-Lane Divided 0.66 4-Lane Divided 0.49 6-Lane Divided 0.54 6-Lane Divided 19 27 0.13 2-Lane 0.16 2-Lane 0.18 2-Lane 0.20 2-Lane 0.22 2-Lane 0.25 2-Lane 20 28 0.54 4-Lane Divided 0.63 4-Lane Divided 0.48 6-Lane Divided 0.55 6-Lane Divided 0.61 6-Lane Divided 0.68 6-Lane Divided 21 28A 0.66 2-Lane 0.32 4-Lane Divided 0.37 4-Lane Divided 0.43 4-Lane Divided 0.47 4-Lane Divided 0.52 4-Lane Divided 22 29 0.22 2-Lane 0.25 2-Lane 0.29 2-Lane 0.34 2-Lane 0.37 2-Lane 0.41 2-Lane 23 30 0.31 2-Lane 0.36 2-Lane 0.41 2-Lane 0.47 2-Lane 0.51 2-Lane 0.57 2-Lane 24 31 0.13 2-Lane 0.15 2-Lane 0.17 2-Lane 0.19 2-Lane 0.21 2-Lane 0.23 2-Lane 25 32 0.45 2-Lane 0.53 2-Lane 0.61 2-Lane 0.29 4-Lane Divided 0.32 4-Lane Divided 0.36 4-Lane Divided 26 34 0.43 2-Lane 0.50 2-Lane 0.58 2-Lane 0.67 2-Lane 0.46 2-Lane 0.51 2-Lane 27 35 0.30 2-Lane 0.35 2-Lane 0.40 2-Lane 0.47 2-Lane 0.51 2-Lane 0.57 2-Lane 28 37 0.39 4-Lane Divided 0.46 4-Lane Divided 0.53 4-Lane Divided 0.60 4-Lane Divided 0.67 4-Lane Divided 0.49 6-Lane Divided 29 39 0.58 6-Lane Divided 0.69 6-Lane Divided 0.80 6-Lane Divided 0.92 6-Lane Divided 1.02 6-Lane Divided 1.13 6-Lane Divided 30 40 0.50 6-Lane Divided 0.60 6-Lane Divided 0.69 6-Lane Divided 0.79 6-Lane Divided 0.88 6-Lane Divided 0.97 6-Lane Divided 31 41 0.18 4-Lane Divided 0.21 4-Lane Divided 0.24 4-Lane Divided 0.27 4-Lane Divided 0.29 4-Lane Divided 0.32 4-Lane Divided 32 42 0.51 4-Lane Divided 0.59 4-Lane Divided 0.68 4-Lane Divided 0.51 6-Lane Divided 0.56 6-Lane Divided 0.62 6-Lane Divided

Traffic Report CES

Project: DPR for Nanded City Roads under JNNURM Page 57 of 57 Chapter 3 June 2006

2011 2016 2021 2026 2031 2036

Sl. No. Road No. V/C Ratio


V/C Ratio

Proposed Lane

Configuration

V/C Ratio


V/C Ratio

Proposed Lane

Configuration

V/C Ratio

Proposed Lane

Configuration

V/C Ratio


Missing Links (New Links) 33 11 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 34 13 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 35 15 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 36 16 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 37 26 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 38 38A 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane 2-Lane

Traffic Report CES

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