Traffic Report Revised PESHAWAR - TORKHAM EXPRESSWAY

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Head Office: AL-9, 15th Lane, Khayaban-e-Hilal,Phase VII, D.H.A., Karachi-75500.,

Phone: 111-111-584, Fax: (021) 584-1825E-mail: [email protected]

Head Office: AL-9, 15th Lane, Khayaban-e-Hilal,Phase VII, D.H.A., Karachi-75500.,

Phone: 111-111-584, Fax: (021) 584-1825E-mail: [email protected]

Consulting Engineers, Architects, Economists & Planning Experts

February 2006February 2006

PESHAWAR - TORKHAM EXPRESSWAYPESHAWAR - TORKHAM EXPRESSWAY

NATIONALHIGHWAYAUTHORITY

ISLAMABAD

NATIONALHIGHWAYAUTHORITY

ISLAMABAD

MINISTRY OF COMMUNICATIONSMINISTRY OF COMMUNICATIONS

Islamic Republic of Pakistan

Table of Contents EEXXEECCUUTTIIVVEE SSUUMMMMAARRYY:: ........................................................................................................................................................................................................11

1.0 INTRODUCTION .........................................................................................................2 1.1 Overview of Study Area ................................................................................................2 1.2 Objectives of Traffic Study............................................................................................3 1.3 Scope of Work ...............................................................................................................3 1.4 Methodology..................................................................................................................3 1.5 Organization of Report ..................................................................................................4 2.0 DATA COLLECTION METHODOLOGY..............................................................6

2.1 Survey Points Identification...........................................................................................6 3.0 TRAFFIC DATA ANALYSIS ....................................................................................7

3.1 Traffic Analysis Methodology.......................................................................................7 3.2 Volume Count Presentation ...........................................................................................7 3.3 Anticipated Traffic Volume...........................................................................................8 3.4 PCE and Design Hourly Volume Estimation: .............................................................11 4.0 TRAFFIC FORECAST.............................................................................................12

4.1 Traffic Generation Phenomenon..................................................................................12 4.2 Traffic Growth Rates: ..................................................................................................12 4.3 Projected Average Daily Traffic..................................................................................13 5.0 CAPACITY ANALYSIS ...........................................................................................14

5.1 Operational Analysis....................................................................................................14 6.0 CONCLUSIONS ........................................................................................................15

List of Tables Table A-1(a) : 1st Day 24 hour Traffic Volume count at Jamrud Station Table A-1 (b) : 2nd Day 24-hour Traffic Volume count at Jamrud Station Table A-1 (c) : 3rd Day 24-Hour Traffic Volume Count at Jamrud Station Table A-2(a) : 1st Day 24 hour Traffic Volume count at Gulsher Village Station Table A-2 (b) : 2nd Day 24-hour Traffic Volume count at Gulsher Village Station Table A-2 (c) : 3rd Day 24-Hour Traffic Volume Count at Gulsher Village Station Table A-3(a) : 1st Day 24 hour Traffic Volume count at Mechani Station Table A-3 (b) : 2nd Day 24-hour Traffic Volume count at Mechani Station Table A-3 (c) : 3rd Day 24-Hour Traffic Volume Count at Mechani Station Table A-4: Three Day Average Traffic Volume at all Three Stations Table A-5 : Estimation of DDHV for Operational Analysis ( K Factor Approach) Table A-6: Average daily traffic volume for Case 1 according to modes and their PCE estimation Table A-7: Average daily traffic volume for Case 2 according to modes and their PCE estimation Table A-8 : Average daily traffic volume for Case 3 according to modes and their PCE estimation Table A-9 (a): Peak hour volume for case 1 Table A-9 (b): Peak hour volume for case 2 Table A-9 (c): Peak hour volume for case 3 Table A-10(a): Operational Analysis at Jamrud Section for Anticipated Volume Case 1 Table A-10(b): Operational Analysis at Jamrud Section for Anticipated Volume Case 2 Table A-10(c): Operational Analysis at Jamrud Section for Anticipated Volume Case 3 Table A-11(a): Operational Analysis at Gulsher section for Anticipated Volume Case 1 Table A-11(b): Operational Analysis at Gulsher section for Anticipated Volume Case 2 Table A-11(c): Operational Analysis at Gulsher section for Anticipated Volume Case 3 Table A-12(a): Operational Analysis at Mechani post for Anticipated Volume Case 1 Table A-12(b): Operational Analysis at Mechani post for Anticipated Volume Case 2 Table A-12(c): Operational Analysis at Mechani post for Anticipated Volume Case 3

List of Figures Figure A-1: Average Daily Traffic Volume according mode for Case 1 at Jamrud Station Figure A-2: Average Daily Traffic Volume according mode for Case 2 at Jamrud Station Figure A-3: Average Daily Traffic Volume according mode for Case 3 at Jamrud Station Figure A-4: Average Daily Traffic Volume according mode for Case 1 at GulSher Village Figure A-5: Average Daily Traffic Volume according mode for Case 2 at GulSher Village Figure A-6: Average Daily Traffic Volume according mode for Case 3 at GulSher Village Figure A-7: Average Daily Traffic Volume according mode for Case 1 at Mechani Station Figure A-8: Average Daily Traffic Volume according mode for Case 2 at Mechani Station Figure A-9: Average Daily Traffic Volume according mode for Case 3 at Mechani Station

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EEXXEECCUUTTIIVVEE SSUUMMMMAARRYY:: National Highway Authority (NHA) has been taken another initiative by proposing development of expressway between Peshawar and Torkham. It is anticipated that with the development of trade relationship of Pakistan with Afghanistan and other Central Asian countries, which in turn results boost up of trade related traffic. Therefore, it is the need of the time that an expressway should be built in between such points of Afghan Border that connects major potential points within the country. This will offer smooth traffic operational condition to generated trade traffic movements. This report presents traffic study carried out for development of the proposed expressway between Peshawar and Torkham. Keeping in view the importance of the proposed project, traffic study methodology was devised. Classified traffic volume counts for 24 hrs of a day were observed on continuous time scale of three days at three main locations of existing roadway between Peshawar and Torkham. These points were chosen with such logic that the traffic at these points will help analyzing anticipated traffic on proposed expressway. The traffic study was limited to provide estimation of anticipated traffic and operational analysis under such circumstances. In this traffic study, three cases are defined to estimate anticipated traffic on proposed expressway by giving importance to three criteria such as operational condition, estimation of financial benefit and pavement design procedure. In first case it was assumed that all the traffic which is actually run on existing road will diverge towards proposed expressway, this assumption seems to be logical in a way that the proposed expressway will attract equal amount of traffic volume as running on existing way irrespective of that from where it is diverged. This case gives an ideal scenario to analyze operational condition of proposed expressway. The second case assumed that all heavy vehicles will diverge and only 30% of local categories traffic volume that serves local passenger movement will use this expressway. In this case traffic volume anticipated on proposed expressway is low and therefore this case seems to be an ideal case for estimating expected benefits. The third case considers the impact of generated traffic due to progressing trade relationship of Pakistan with Afghanistan and other central Asian countries. In which, it was assumed that 10% of more heavy traffic as compared to case two will be attracted at the time of opening of proposed expressway, In this way, case three seems to be an ideal case for pavement design of this expressway. This traffic report also comprises presentation of operational analysis of all of the above three cases, the level of service was obtained on yearly basis up to 20 years life span by forecasting future year traffic at suitable growth rate. The necessary input required for performing operational analysis was determined from detailed analysis of traffic volume data at all collected points.


1.0 INTRODUCTION

National Highway Authority (NHA) has planned to construct an expressway from Peshawar to Torkham (a town near Afghanistan border). Peshawar-Torkham expressway will serve as a major highway for vehicular movements from Peshawar to Torkham thereafter will lead to central Asian countries through Afghanistan. This expressway will provide high level of service to large amount of heavy vehicles running through Pak Afghan border. Because of the on going development in trade relationship of Pakistan with Afghanistan and other Central Asian Countries, it is required that a good quality road be constructed that would provide an efficient operation of vehicles which are expected to generate due to growing multi trade activities among them. Thus, Peshawar-Torkham expressway will be a contributing factor to Pakistans economic growth, its trade and transport for many years.

1.1 Overview of Study Area

The study incorporates such future traffic movements that are likely to accrue on this expressway. There are three major borders through which central Asian trade related traffic will enter into Pakistan through Afghanistan. Following are the three borders also shown on the map for the guidance.

1) Torkham Border 2) Chaman Border 3) Haji Gulam Khan (HGK) Border According to geographical conditions of these three borders the Torkham border is relatively on upper side of the other two borders. So it is the most attracted point for Central Asian trade related traffic to enter into Pakistan and move onwards. But due to poor security condition prevailing in Afghanistan, transport stakeholders avoid long routes on Afghan land, therefore, they enter into Pakistan from other two points. Furthermore, Peshawar-Torkham expressway will provide a safe and efficient route for sea related traffic for onward movement of trade goods to middle-east countries through Karachi and Gwadar ports. The improving relations between Pakistan and India will also enhance the importance of this expressway manifold for trade between India and Central Asian States through Wagha. The network of Pakistan Motorway thorough out Pakistan will facilitate these movements of trade goods. The map attached as Figure 1 in which movements are marked help understanding the above discussion. The above discussion provides a solid background for constructing Peshawar-Torkham expressway and insists to incorporate this viewpoint in traffic analysis study of Peshawar-Torkham expressway. However, with the limited availability of data regarding the overall traffic movements, this effect cannot be explained in quantitative terms but the overall operational analysis can be performed to assess the level of service of Peshawar-Torkahm expressway under these circumstances.


1.2 Objectives of Traffic Study The objectives under which this traffic study has been carried out are in lined with the objectives of the whole project and provide baseline input data for planning, design and economic appraisal of the project. The main Objectives of the traffic study are: To study the present traffic pattern and its movement in the vicinity of proposed expressway alignment To estimate the anticipated traffic volume at different junctions of proposed expressway To ascertain the expected level of service that would prevail during the study period on the proposed expressway To anticipate the improvement in the traffic flow conditions of the overall existing road network in conjunction with proposed expressway

1.3 Scope of Work The work related to this traffic study has been limited to understand the existing road network along with traffic pattern. In addition to this, classified traffic volume counts are collected at different junctions of existing road network in order to anticipate the traffic volume on proposed expressway. This data will also help analyzing the operational conditions through capacity analysis procedure of the proposed expressway during its life span.

1.4 Methodology

To Carryout this traffic study in accordance with the objectives setout above the following methodology was adopted which is presented in descriptive form as well as in framework form for clear understanding. Figure 2 depicts various steps involved in methodology of this traffic study in the form of flow chart called as conceptual framework of traffic study. The steps involve in the methodology of carrying out this traffic study are as follows:

Existing Scenario; this step is primarily based on study of existing road network

through available maps, this provide an understanding of whole situation of travel network along with the identification of points (location) which are of prime importance in the travel network. Furthermore, this gives an idea about potential locations which are able to generate considerable traffic volume especially heavy vehicles.


Data Collection; this step involve identification of type of data needed to analyze the traffic condition along with the methodology for its collection. The collected data will then be analyzed according to standard procedure to obtain the anticipated traffic volume on proposed expressway and to carryout operational analysis accordingly.

Traffic Data Analysis; this step involves rigorous analysis of collected data through

which existing traffic operations are compared with proposed expressway traffic conditions. This is the vital stage of traffic study as it provide complete picture with respect to traffic pattern. Traffic data analysis comprises of three stages namely, i) Expected traffic Estimation ii) Traffic Volume Analysis iii) Operational Analysis The above three analysis stages serve as input to each other.

Traffic Report Preparation; this step involves the presentation of collected data and its

analysis results in accordance with standard procedure.

1.5 Organization of Report

This report is organized in a functional layout spread over 6 main sections. The section 1 is an introductory section which provides the overall project perspective and also gives idea about this traffic study i.e. its objectives and methodology. Section 2 describes the type of survey involves in collecting required data and its collection methodology. Section 3 depicts the primary data analysis such as estimation of anticipated traffic volume on proposed expressway and further estimation of DDHV for operation analysis. Traffic forecasting has been discussed in section 4 and section 5 describes the operational analysis procedure along with year-wise level of service determination at 3 points of proposed express way. Section 6 discusses the conclusion drawn for this traffic study and is followed by the annexure to the report.


Figure 2: Framework showing methodology of traffic Study

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Understanding regarding Project (Setting Out Goals and Objectives)

Traffic Surveys (Classified Volume counts)

Traffic Data Analysis

Anticipation of Traffic

Traffic Volume Analysis

Analysis Results and Summarization of Findings

Report Writing

Operational Analysis

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2.0 DATA COLLECTION METHODOLOGY

In accordance with the limited scope of this traffic study data needed for further analysis is classified volume counts. However, anticipating the length of proposed expressway traffic volume counts are collected at three points. The subsequent paragraph discusses justification of taking three points for volume counts.

2.1 Survey Points Identification

The proposed alignment of Peshawar-Torkham expressway intersects at three main points at existing road between Peshawar and Torkahm. Furhter, the existing road passes through settlement at Landi Kotal and the proposed alignment of expressway bypasses this settlement. Figure 3 representing the existing road and proposed expressway alignment between Peshawar and Torkham. After development of proposed expressway, there can be different traffic volume conditions at these three points (indicated in Figure 3). This is because some of traffic volume which originates from Peshawar may be destined at Landi Kotal or some other settlement in the way between Peshawar and Torkahm. So because of long length of proposed expressway the origin & destination may not be the same for whole traffic volume. This variation in origin & destination can only be explained by taking traffic volume counts at different points, so in present case 3 points are identified. In addition to this the location of these survey points is such that one can easily estimate the probable traffic volume at proposed expressway. The three points identified for counting traffic volume are

i) Jamrud Station ii) Gulsher Village iii) Mechani Station

2.1 Classified Traffic Volume Counts

A comprehensive plan was prepared to conduct the required traffic counts at three points. All aspects of traffic survey including the schedule, location, methodology, data collection format etc were taken into consideration and site visits were also made to various locations in the project corridor before finalizing the program of traffic survey. Especial efforts are put forwarded to engage required manpower for smooth conduction of traffic volume counts and training is also provided to them in order to avoid confusion at later stages. Classified Traffic volume counts were conducted for 24 hours for two days at all three main points. Table A-1 in annexure depicts the classified traffic volume counts in summarized fashion. Vehicles are classified according to the following categories:

Trucks Trailers Car/Jeeps/ Suzuki

Pickups & Vans

Bus Mini Bus /

Coasters

Tractor/ Tractor Trolley

2-axle

3-axle

4-axle (Coupled)

4-axle

5-axle

6-axle

LOCATION MAPLOCATION MAPFIG No.03

SHODANI


3.0 TRAFFIC DATA ANALYSIS Keeping in view the broad objectives of this traffic study, analysis of traffic data has been carried out to support the above discussed view points and geometric parameters of proposed expressway. Furthermore, the detailed micro level data is not available and also one can never project exactly about the economic development situation between Pakistan, Afghanistan and Central Asian countries. It is entirely difficult to incorporate the impact of future trade relationship between these countries in this traffic report. However, a proportion of existing traffic is added in operational analysis to explain this future economic development. In addition to this, it is recommended that NHA should conduct a separate study that will incorporate all inter-border traffic movements along the newly proposed motorways and expressways.

3.1 Traffic Analysis Methodology A methodology has been devised according to analysis activities in order to meet the objectives of this traffic study. In first stage estimation has been performed regarding traffic volume that could use proposed expressway. In second stage, traffic volume analysis has been done, which provides the base line data i.e. AADT, Peak Hour traffic Volume, DDHV to be used in third stage that is operational analysis. The operational analysis includes sensitivity analysis of the project the details of which is explained under the heading of Operational analysis in subsequent paragraph.

3.2 Volume Count Presentation

On the existing way between Peshawar and Torkham three points were picked to carry out traffic volume count survey. This survey was performed for whole day (24 hours) and continued up to three days in one run at a particular point. The data has been tabulated and presented in Table A-1 to Table A-3 of the Annexure for all three locations. The Table 2 presents the summarized daily traffic volume at all three locations for both directions. The Map attached with this report as Figure 3 shows the location of these three points. Table 2: Summarized daily traffic volume at surveyed points

Station Name ADT (vehicles per day)

At Jamrud Station 8752

At Gul Sher Village 5415

At Mechani Post 3336


Traffic flow variation w ith time of day

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Table 2 presents the average of daily traffic volume counted for three days. In addition to this it can be seemed from the table that at Jamrud station the ADT is higher from others two and further at Gul Sher village which is lie in between Jamrud and Mechani the ADT is lower than jamrud and higher than Mechani post. This can be explained with the statement that the traffic volume is diverged before reaching at Gul Sher from Jamrud and same was happened in between Gulsher and Mechani. The above statement can be more understandable with the geographic location of these stations marked on the map. The daily variation of volume at these three stations is shown from Figure 4.

3.3 Anticipated Traffic Volume As it is known that an existing road between Peshwar and Torkham passes from various localities, in which one of major town is Landi Kotal. The proportion of that traffic volume whose destination is Torkahm i.e. Afghan Border suffers lower operational conditions in terms of Level of service. The alignment of expressway between Peshwar and torkham is such that it will bypass all major localities and in turn also provides connection to major localities that have potential to produce major proportion of traffic volume. In addition to this, one of the major advantages of this expressway is that it also bypasses the Peshawar city through Northern Bypass finally links with Motorway (M-1), which in turn provides an attraction for that much traffic volume whose origin or destination is onwards Peshawar city. Through the above discussion and keeping in view the available data, the exact estimation of anticipated traffic volume that uses the proposed expressway cannot be determined easily. However, to remain at the safer side the three cases are devised according to the following aspects and the operational analysis is performed for all three cases of anticipated volume. 1) Operational Analysis 2) Economic and Financial Feasibility 3) Establishment of Pavement Design Criteria


1st Case: In the first case it is assumed that all the traffic volume will be shifted to propose expressway this means the anticipated traffic volume (vehicles per day) will remain same as mentioned in table 2. It is worthwhile to discuss the justification why it is considered that the whole traffic volume will be shifted towards new expressway, however; in general it is not realistic approach. The subject matter behind this assumption that proposed expressway alignment is such that it will passes through many new heavy populated local localities where existing road doesnt provide any service i.e. Ganj Garhi, Wauch Gagrai, Labba and Shodanai. Because of that it is assumed that proposed expressway will generate equal amount of local passenger travel modes (Wagons, Minibuses and Buses) in order to serve the movements of identified localities. Furthermore, the geometric conditions, which are speed, pavement conditions and provision of medians, of expressway is such that it will definitely attract that much amount of traffic volume whose origin or destination in either direction is Peshawar and Torkham. This case may serve as critical case, as operational analysis results obtained from this case are acceptable then it means that proposed alignment and geometric parameters of expressway is such that it should satisfy the second case. 2nd Case: In this case it is assumed that only 30% of traffic volume related to modes i.e. Cars, vans, Pickups, Buses and Minibuses will be used the proposed expressway, all other modes which are classified as heavy vehicles assumed to be used the proposed expressway. The reason behind this assumption is that these travel modes are mostly used for passenger movements from localities near existing roads. This case is simpler in its appearance but it will be best suitable case for toll analysis or in other words to estimate expected benefits from the project. Thus this case will help analyzing economic and financial feasibility of the project as in this case the traffic volume assumed is lower than other cases so the benefits estimated from this anticipated traffic volume will also come lower than other cases. In this way this case will guides the economic and financial viability about the proposed expressway. The estimation of anticipated traffic in this case can be summarized as follows Table 3: Summarized anticipated daily traffic volume at surveyed points






3rd Case: This case is the extension of 2nd case as it is assumed in this case that additional 10% of the traffic will be attracted to use the proposed expressway and to remain on the safer side this additional 10% of traffic volume is assumed for heavy vehicle categories in equal proportion. This case relates with the background that how much will be the attracted traffic volume on the proposed expressway keeping in view the international trade related traffic volume. In Pakistan, NHA have developed a series of good road network in such a fashion that it is connected by all potential traffic generator points such that significant harbours and dry ports (i.e. Gawadar, Karachi, Lahore, Rawalpindi, and Islamabad). Keeping in view the availability of good road network and smooth traffic operation with no security hazards in Pakistan one can assumed that with the development of trade relationship with Afghanistan and Central Asian countries the proposed expressway will certainly attract good amount of traffic volume. In addition to this, as Pakistan possess comparatively better security conditions than Afghanistan the transport stakeholders will prefer shorter travel route in Afghanistan to enter in Pakistan and if it is the case, according to geographical location of Central Asian countries, Afghanistan and Torkahm Border of Pakistan, this whole amount of traffic volume will be attracted towards Peshawar-Torkham expressway and then go onward at any destination in Pakistan or across Pakistan. Furthermore, this expressway along with the connection of Islamabad-Lahore motorway provides an economically viable route for goods movements from Central Asian countries and India or vice versa. This means the provision of proposed expressway will definitely attract or generate more traffic volume especially in heavy vehicle categories. The above discussion provides solid reason for developing 3rd case for anticipated traffic volume. Additionally, this case may serves as critical or in other words best suitable for determining axle load for pavement designing. The estimation of traffic volume anticipated for this case is presented in Table-4. Table 4: Summarized anticipated daily traffic volume at surveyed points






3.4 PCE and Design Hourly Volume Estimation:

Passenger Car Equivalent (PCE) is mostly used as relative term to amplify the traffic volume i.e. all the travel modes volume is expressed in terms of volume of car. Thus the PCE for car is taken as 1 and all other travel modes are defined in terms of this factor according to their relative ness with car. This suggests that for heavy vehicles the PCE factor should be more than 1. In addition to this, PCE factors play an important role in operational analysis for proposed expressway as the most of the traffic volume on this proposed expressway will belong to heavy vehicles categories. The adopted values of PCE for the operational analysis of the proposed expressway are presented in Table 5. The rolling terrain is assumed while adopting these PCE, conversion of traffic volume in terms of Passengers car for all the three cases of anticipated traffic volume is presented in Table given in Annexure.

Table 5: Adopted Values of PCE factors Trucks Trailers

Travel Modes

Car/Jeeps/ Suzuki

Pickups & Vans

Bus Mini Bus /

Coasters


2-axle

3-axle

4-axle (Coupled)

4-axle

5-axle

6-axle

PCE Factor

1.0 2.5 2 2 3 3 3.5 3.5 4 4.5

* source: Highway Capacity Manual 1985 and Traffic Engineering by McShane As the 15 minute interval traffic volume count is not available, the maximum flow rate i.e. maximum hourly volume is taken as Peak hour volume and this quantity is used for further calculations for determining the Design hourly volume (DHV). The percentage factor k has been estimated in relation to daily volume and peak hour volume. These factors later were used to convert ADT into DHV for further analysis. The peak hour traffic volume is along with time of day is presented in Table 6 at all three traffic volume counting stations.

Table 6: Peak hour time and traffic volume

Station Name Hour of Day Traffic Volume

(Vehicles / Hour) At Jamrud Station 9:00 to 10:00 AM 709

At Gul Sher Village 10:00 to 11:00 AM 511 At Mechani Post 10:00 to 11:00 AM 356

Table 6 shows that the occurrence of peak hour in relation with traffic volume is considerably earlier at Jamrud Station in comparison with other two stations. The possible reason may be the distance of other two stations with Jamrud. This means that peak hour traffic that passes through Jamrud station was reaching at other two stations in one hour time frame. If the volume count of 15 minutes interval is available then other reason for this variation in peak hour timings may be searched out. The design hourly volume for the entire analysis period has been estimated i.e. forecasted and the results of the same are presented in Annexure.


4.0 TRAFFIC FORECAST

Forecasting of traffic or in other terms projection of traffic volume trend in future years is required for determination of operational condition of proposed expressway for upcoming years. This forecasting mainly depends on growth rate of traffic which in turn depends on socio-economic conditions prevailing in study area. The indicators which are generally used to determine the growth rate are number of registered vehicles, historic traffic data, and vehicle ownership and in case of this expressway, trade relationship i.e. sales record of import and export between two countries plays vital role in estimating growth rate. Fuel and tyres consumption record may serves as good indicators for estimation of growth rates. The following paragraphs discuss the methodology adopted for forecasting of traffic volume for operational analysis.

4.1 Traffic Generation Phenomenon

As discussed in introductory part of this report about the influence of study area in respect of traffic generation and in addition to this development of three cases for estimating anticipated traffic volume, the traffic generation phenomenon occurring in the base year is justified with these estimations. In case three of anticipated traffic volume the operational analysis has been carried out for generated or in other terms attracted traffic due to the development of proposed expressway and this volume is taken as 10% of additional volume of heavy vehicles.

4.2 Traffic Growth Rates:

As discussed earlier growth rates depends on a number of parameters. There are several growth rates already estimated by numerous numbers of organizations. From these, one of the reliable sources of data regarding growth rates is the study carried out under National Transportation Plan JICA and NTRC in 1995. For this traffic study the same has been adopted. Table 7 shows summarized data of growth rates for different types of vehicles used in Pakistan.

Table 7: Summarized data regarding growth rates

It is clearly visible from the table 7 that the growth rate for heavy vehicles is around 7%, as in this case of proposed expressway between Peshawar and Torkham heavy traffic is mostly expected to use this facility, so for convenient in analysis linear growth rate of 7% is assumed for all vehicles categories and for whole analysis period as well. The damping factors here are not considered because it is expected that in future the traffic volume will serve by this road may be higher due to inter trade relationship of Pakistan with Afghanistan and other central Asian countries.

Vehicles Motor cycles Cars Mini Bus/ Coasters Buses Trucks

Growth Rate (% p.a) 5.42 7.02 8.15 5.76 6.74


4.3 Projected Average Daily Traffic

Based on above discussion the average daily traffic (ADT) has been projected for the analysis period of 20 years after the construction of this facility. The year 2009 is considered as opening year of proposed expressway. The tables in Annexure presented the summarized data of ADT and corresponding DHV to facilitate operational analysis


5.0 CAPACITY ANALYSIS

The capacity analysis of a transportation facility reflects its ability to accommodate a moving stream of vehicles in a most diligent way. There are basically two procedures adopted for capacity analysis which are as follows

1) Operational Analysis 2) Design Analysis Operational analysis is basically the determination of level of service which is based on the geometric, traffic and other parameters, while Design analysis is the determination of geometric parameters based on certain supposition of Level of service. As in the case of proposed expressway basic geometric parameters are known so it is better to performed operational analysis to ascertain the traffic operation conditions.

5.1 Operational Analysis

Operational analysis was carried out for three cases of anticipated traffic volume condition for proposed expressway on the basis of the procedures outlined in the Highway Capacity Manual published by the Transportation Research Board USA. The tables in the annexure present operational conditions of proposed expressway on yearly basis. For Jamrud traffic volume operational analysis has been performed using design speed equals to 50 mph (80 kmh) and for Gulsher and Mechani post traffic volume design speed was taken as 32 mph (50 kmh). Certain logical assumptions were also made while performing operational analysis; these assumptions are discussed as follows

1. It is assumed that 90% of vehicle drivers are commuters i.e. only 10% of traffic

volume was assumed for recreational population.

2. The Directional factor was assumed to be 0.60 in peak hour traffic conditions

The summarized results of the operational analysis are presented in annexure. The most critical case about anticipated traffic volume condition has come out to be the first case in which at Jamrud section the level of service condition will reach at level E at fourth last year of its 20 years of life span. However, for other stations level service will not fall from level D.


6.0 CONCLUSIONS

On the basis of this traffic study the following is concluded: The proposed project improve the overall traffic operation conditions

especially for heavy vehicles The proposed geometric design parameters i.e. design speed and number of

lanes found to sufficient for the proposed expressway in respect of Level of service criteria.

The proposed expressway will definitely capable of providing good traffic

conditions to future attracted traffic (may because of enhance trade relationship of Pakistan with Afghanistan and Other Central Asian Countries) within its life span.

The one of the major advantage of the proposed expressway is that it will

carry the load of heavy traffic and resulting in good operational conditions of the existing road link between Peshawar and Torkham. This will facilitate both as heavy vehicle traffic and Passenger movement traffic onwards Peshawar.

The 1st case comes out to be more critical in terms of operational analysis, 2nd

case provide an useful estimate of benefits for financial analysis and the 3rd case proved to be the critical case in pavement designing circumstances.

TABLES

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE A-1(a)Station / Location:Date: 14/2/2005 Road Length: 48 KMDay: Monday Weather: Sunny Day

Time

From - To 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6- axle

8:00 - 9:00 A.M. 240 15 170 0 32 15 6 0 2 2 4829:00 - 10:00 A.M. 345 44 108 0 14 11 17 9 5 26 57910:00 - 11:00 A.M. 413 60 123 0 26 19 21 9 17 15 70311:00 - 12:00 Noon 414 41 97 0 2 4 26 8 19 22 63312:00 - 1:00 P.M. 374 41 120 0 1 4 24 30 16 12 6221:00 - 2:00 P.M. 303 70 102 0 8 1 28 15 40 15 5822:00 - 3:00 P.M. 372 74 90 0 1 4 26 7 12 15 6013:00 - 4:00 P.M. 372 47 111 0 7 6 30 9 8 6 5964:00 - 5:00 P.M. 399 43 123 0 13 7 24 0 2 8 6195:00 - 6:00 P.M. 418 37 108 0 8 3 17 0 2 5 5986:00 - 7:00 P.M. 254 21 50 0 10 1 15 0 0 6 3577:00 - 8:00 P.M. 177 19 48 0 7 2 22 9 13 12 3098:00 - 9:00 P.M. 103 13 33 0 23 5 21 10 15 12 2359:00 - 10:00 P.M. 68 12 24 0 15 9 18 9 14 6 17410:00 - 11:00 P.M. 10 11 27 0 13 8 19 8 13 6 11511:00 - 12:00 Mid Night 6 10 16 0 13 6 17 8 12 5 9312:00 - 1:00 A.M. 10 9 13 0 11 3 14 7 10 4 821:00 - 2:00 A.M 0 7 12 0 7 2 10 5 7 3 522:00 - 3:00 A.M. 0 5 9 0 6 1 8 4 6 2 403:00 - 4:00 A.M. 1 4 9 0 5 1 10 3 4 5 424:00 - 5:00 A.M. 10 9 24 0 15 11 19 5 9 12 1135:00 - 6:00 A.M. 23 11 36 0 23 27 20 5 10 13 1676:00 - 7:00 A.M. 24 11 24 0 17 5 16 7 10 4 1197:00 - 8:00 A.M. 80 16 84 0 27 15 25 8 13 8 276Total 4416 630 1558 0 304 169 452 175 259 224 8186

PESHAWAR - TORKHAM EXPRESSWAY24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

Jamrud Station

Cars/Jeeps/ Suzuki Pickups

& VansBus

Mini Bus/ Coaster/ Flying Coach/

Toyota Pickups


Trucks TrailerTotal Traffic

Per Hour

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS) Jamrud Station

(14th February 2005)

Cars/Jeeps/ Suzuki Pickups & Vans 4416

(54%)

Bus 630 (8%)

Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups 1558

(19%)

Trucks 925 (11%)

Trailer 658 (8%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE A-1(b)Station / Location:Date: 15-2-05 Road Length: 22 KMDay: Tuesday Weather: Sunny Day

Time




Jamrud station

Cars/Jeeps/ Suzuki Pickups &

VansBus

Mini Bus/ Coaster/ Flying Coach/ Toyota

Pickups



Per Hour

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Jamrud Station



Vans, 3862(50%)

Bus, 649(9%)

Mini Bus/ Coaster/ Flying Coach/ Toyota Pickups, 1555

(20%)

Trucks, 825 (11%)

Trailer, 740 (10%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE A-1(c)Station / Location:Date: 16-2-05 Road Length:Day: Wednesday Weather: Sunny Day

Time




Jamrud station


& VansBus


Pickups


Trucks Trailer Total Traffic Per

Hour

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Jamrud Station



Vans, 4502(49%)

Bus, 818(9%)


(20%)

Trucks, 938(10%)

Trailer, 1093(12%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE - A-2(a)Station / Location:Date: 10-Jan-05 Road Length: 22 KMDay: Monday Weather: Sunny Day

Time




P.S.O. Pump (Gul Sher Village)

Cars/Jeeps/ Suzuki

Pickups & Vans

Bus




Per Hour

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)PSO Pump (Gul Sher Village)

(10th January 2005)


Vans, 1845(37%)

Bus, 181(4%)


(38%)

Tractor/ Tractor Trolley, 3

(0%)

Trucks, 781(16%)

Trailer, 223 (5%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE - A-2(b)Station / Location:

Date: 11-Jan-05 Day Tuesday Weather: Sunny DayTime


8:00 - 9:00 A.M. 179 17 168 0 32 60 21 0 16 18 5119:00 - 10:00 A.M. 165 19 194 1 34 33 26 4 10 26 51210:00 - 11:00 A.M 195 22 181 1 26 21 24 3 17 39 52911:00 - 12:00 Noo 172 22 132 0 22 31 20 2 6 19 42612:00 - 1:00 P.M. 166 17 183 0 37 19 8 0 3 21 4541:00 - 2:00 P.M. 160 17 145 0 29 20 4 0 5 4 3842:00 - 3:00 P.M. 171 15 152 0 52 30 14 1 2 5 4423:00 - 4:00 P.M. 173 14 143 0 21 16 4 4 5 6 3864:00 - 5:00 P.M. 151 14 140 0 30 9 6 2 4 8 3645:00 - 6:00 P.M. 130 13 133 0 19 30 3 0 2 8 3386:00 - 7:00 P.M. 99 15 83 0 17 23 8 3 11 14 2737:00 - 8:00 P.M. 68 3 40 0 9 10 2 0 2 4 1388:00 - 9:00 P.M. 48 1 21 0 10 8 0 0 0 5 939:00 - 10:00 P.M. 22 0 6 0 3 4 2 0 1 2 4010:00 - 11:00 P.M 15 2 10 0 3 7 5 0 1 2 4511:00 - 12:00 Mid 9 0 4 0 2 6 3 0 0 0 2412:00 - 1:00 A.M. 12 0 2 0 0 2 1 0 0 0 171:00 - 2:00 A.M 1 0 2 0 0 0 0 0 0 0 32:00 - 3:00 A.M. 0 0 4 0 0 0 0 0 0 0 43:00 - 4:00 A.M. 3 0 5 0 2 1 0 0 0 0 114:00 - 5:00 A.M. 12 1 13 0 7 8 6 0 2 6 555:00 - 6:00 A.M. 18 6 29 0 18 26 15 0 7 20 1396:00 - 7:00 A.M. 30 4 39 0 21 9 4 2 3 22 1347:00 - 8:00 A.M. 70 10 126 1 20 38 8 0 6 16 295Total 2069 212 1955 3 414 411 184 21 103 245 5617




& VansBus


Toyota Pickups



Per Hour


(11th January 2005)

Trailer, 369(7%)

Trucks, 1009(18%)

Tractor/ Tractor Trolley, 3,

(0%)


(35%)

Bus, 212(4%)


Vans, 2069(36%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE - A-2(c)Station / Location:Date: 12-Jan-05 Road Length: 22 KMDay: Wednesday Weather: Sunny Day

Time






& VansBus


Pickups


Trucks Trailer Total Traffic Per

Hour


(12th January 2005)

Bus, 235(4%)

Trailer, 409(7%)

Trucks, 1088(19%)


(0%)


(36%)


Vans, 1948(34%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE - A-3(a)Station / Location:Date: 10-Jan-05 Road Length: 22 KMDay: Monday Weather: Sunny Day

Time




Mechani Post


& VansBus


Toyota Pickups



Per Hour

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)Mechani Post

(10th January 2005)

Trailer, 244(8%)Trucks, 535

(17%)


(0%)


(45%)

Bus, 9(0%)


Vans, 954(30%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE - A-3(b)Station / Location:Date: 11-Jan-05 Road Length: 22 KMDay: Tuesday Weather: Sunny Day

Time




Mechani Post


& VansBus


Toyota Pickups



Per Hour


(11th January 2005)

Trailer, 275(9%)

Trucks, 556(17%)


(0%)


(44%)


Vans, 946(30%)

Bus, 14(0%)

Direction: (Peshawar To Torkham + Torkham To Peshawar) TABLE - A-3(c)Station / Location:Date: 12-Jan-05 Road Length: 22 KMDay: Wednesday Weather: Sunny Day

Time




Mechani Post


& VansBus


Pickups



Per Hour


(12th January 2005)

Bus, 11 (0%)


Vans, 987 (27%)


(48%)


(0%)

Trucks, 619 (17%)

Trailer, 271(8%)

PESHAWAR - TORKHAM EXPRESSWAYAVERAGE DAILY TRAFFIC

Table A-4Time

From - To Jamrud Gul sher Mekhani

8:00 - 9:00 A.M. 700 492 322

9:00 - 10:00 A.M. 709 488 349

10:00 - 11:00 A.M. 687 511 356

11:00 - 12:00 Noon 658 404 329

12:00 - 1:00 P.M. 648 329 266

1:00 - 2:00 P.M. 554 395 279

2:00 - 3:00 P.M. 608 446 243

3:00 - 4:00 P.M. 633 427 221

4:00 - 5:00 P.M. 661 373 250

5:00 - 6:00 P.M. 573 342 147

6:00 - 7:00 P.M. 413 261 163

7:00 - 8:00 P.M. 284 136 72

8:00 - 9:00 P.M. 196 93 26

9:00 - 10:00 P.M. 138 46 13

10:00 - 11:00 P.M. 124 42 2

11:00 - 12:00 A.M 102 20 1

12:00 - 1:00 A.M. 89 17 0

1:00 - 2:00 A.M 55 4 0

2:00 - 3:00 A.M. 44 3 0

3:00 - 4:00 A.M. 46 15 0

4:00 - 5:00 A.M. 118 66 1

5:00 - 6:00 A.M. 179 127 5

6:00 - 7:00 A.M. 203 131 102

7:00 - 8:00 A.M. 331 249 188

Total 8752 5415 3336

Total Average Traffic Volume

PESHAWAR - TORKHAM EXPRESSWAY(Average Daily Traffic)

5415

3336

8752

0100020003000400050006000700080009000

10000

Jamrud Gul sher Mekhani

PESHAWAR - TORKHAM EXPRESSWAY

Table A-5

At Jamrud Station 60% 9:00 to 10:00 AM 8752 709 8% 425

At Mechani Post 60% 10:00 to 11:00 AM 3336 356 11% 214

DDHV

307

K Factor

9%

D Factor

At Gul Sher Village 10:00 to 11:00 AM 511541560%

Station Name Hour of Day PHVADT

Table A-6 - Average daily traffic volume for case 1 according to modes and their PCE estimation

2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6- axle

Volume 4260 699 1646 0 315 173 408 254 277 299 8752

PCE 4260 1748 3293 0 944 519 1428 888 1109 1347 15536

Volume 1954 209 1955 4 390 386 183 15 99 220 5415

PCE 1954 523 3910 7 1170 1158 642 51 396 990 10802

Volume 962 11 1525 4 133 347 90 42 52 169 3336

PCE 962 28 3049 9 400 1040 315 148 207 762 6921

Total Daily Traffic

Cars/Jeeps/ Suzuki Pickups & Vans Bus


PickupsStation


Gul Sher Village

Mechani Post

Jamrud Post

Trucks Trailer



Volume 1278 210 494 0 315 173 408 254 277 299 3708

PCE 1278 524 988 0 944 519 1428 888 1109 1347 9026

Volume 586 63 587 4 390 386 183 15 99 220 2532

PCE 586 157 1173 7 1170 1158 642 51 396 990 6331

Volume 289 3 457 4 133 347 90 42 52 169 1587

PCE 289 9 915 9 400 1040 315 148 207 762 4093



PickupsStation


Trucks Trailer Total Daily Traffic

Jamrud Post

Gul Sher Village

Mechani Post



Volume 1278 210 494 0 409 225 531 330 360 389 3880

PCE 1278 524 988 0 1227 675 1857 1154 1442 1751 10896

Volume 586 63 587 4 507 502 238 19 129 286 2661

PCE 586 157 1173 7 1521 1505 834 67 515 1287 7653

Volume 289 3 457 4 173 451 117 55 67 220 1671

PCE 289 9 915 9 520 1352 410 193 269 991 4954

Total Daily Traffic

Jamrud Post



Pickups


Station

Gul Sher Village

Mechani Post

Trucks Trailer

Table A-9 (a) Peak hour volume for case 1

Time

Station 2-axle 3-axle 4- axle (Coupled) 4-axle 5-axle 6- axle

Jamrud Post 380.33 59.00 123.67 0.00 14.00 10.67 30.67 17.00 15.67 34.00 685.00 342.50

Gul Sher Village 182.33 20.67 185.00 0.33 23.67 22.67 21.67 1.00 16.00 37.67 511.00 255.50

Mechani Post 111.33 1.33 167.00 0.33 9.33 27.00 2.00 10.00 6.33 21.33 356.00 178.00

DDHVTrucks Trailer

Total Peak Hour Traffic


& VansBus


Toyota Pickups


Table A-9 (b) Peak hour volume for case 2

Time


Jamrud Post 114.10 17.70 37.10 0.00 14.00 10.67 30.67 17.00 15.67 34.00 290.90 145.45

Gul Sher Village 54.70 6.20 55.50 0.10 23.67 22.67 21.67 1.00 16.00 37.67 239.17 119.58

Mechani Post 33.40 0.40 50.10 0.10 9.33 27.00 2.00 10.00 6.33 21.33 160.00 80.00

DDHVCars/Jeeps/

Suzuki Pickups & Vans

BusMini Bus/ Coaster/

Flying Coach/ Toyota Pickups


Trucks TrailerTotal Peak

Hour Traffic

Table A-9 (c) Peak hour volume for case 3

Time


Jamrud Post 114.1 17.7 37.1 0 18.20 13.87 39.87 22.10 20.37 44.20 327.50 163.75

Gul Sher Village 54.7 6.2 55.5 0.1 30.77 29.47 28.17 1.30 20.80 48.97 275.97 137.98

Mechani Post 33.4 0.4 50.1 0.1 12.13 35.10 2.60 13.00 8.23 27.73 182.80 91.40


& VansBus


Toyota Pickups


Trucks TrailerTotal Peak

Hour Traffic DDHV

Table A-10 (a) : Opearational Analysis at Jamrud Section for Case 1 anticipated traffic volume

C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv=0.412

2005 1 343 0.237 -

2006 2 366 0.253 -

2007 3 392 0.271 -

2008 4 420 0.290 -

2009 5 449 0.310 B

2010 6 480 0.332 B

2011 7 514 0.355 B

2012 8 550 0.380 B

2013 9 588 0.407 B

2014 10 630 0.435 B

2015 11 674 0.466 B

2016 12 721 0.498 B

2017 13 771 0.533 C

2018 14 825 0.571 C

2019 15 883 0.611 C

2020 16 945 0.653 C

2021 17 1011 0.699 C

2022 18 1082 0.748 D

2023 19 1158 0.800 D

2024 20 1239 0.856 E

2025 21 1325 0.916 E

2026 22 1418 0.980 E

2027 23 1517 0.981 E

2028 24 1624 0.986 E

* Capacity Analysis has been performed using Table given in Traffic Engineering by McShane

* The shaded line is considered as Opening year of the Proposed project

Commulative yearsYears Volume Volume / Capacity LOS

Table A-10 (b) : Opearational Analysis at Jamrud Section for Case 2 anticipated traffic volume


2005 1 145 0.127 -

2006 2 156 0.136 -

2007 3 167 0.146 -

2008 4 178 0.156 -

2009 5 191 0.167 A

2010 6 204 0.179 A

2011 7 218 0.191 A

2012 8 234 0.205 A

2013 9 250 0.219 A

2014 10 267 0.234 A

2015 11 286 0.251 A

2016 12 306 0.268 A

2017 13 328 0.287 A

2018 14 351 0.307 B

2019 15 375 0.328 B

2020 16 401 0.351 B

2021 17 429 0.376 B

2022 18 459 0.402 B

2023 19 492 0.431 B

2024 20 526 0.461 B

2025 21 563 0.493 B

2026 22 602 0.527 C

2027 23 644 0.564 C

2028 24 690 0.604 C

Years Commulative years Volume Volume / Capacity LOS

Table A-10 (c) : Opearational Analysis at Jamrud Section for Case 3 anticipated traffic volume

C= 1950 veh/hr fp= 0.9, fw=1, fe=0.95 fhv= 0.428

2005 1 164 0.109 -

2006 2 175 0.117 -

2007 3 187 0.125 -

2008 4 201 0.133 -

2009 5 215 0.143 A

2010 6 230 0.153 A

2011 7 246 0.164 A

2012 8 263 0.175 A

2013 9 281 0.187 A

2014 10 301 0.200 A

2015 11 322 0.214 A

2016 12 345 0.229 A

2017 13 369 0.245 A

2018 14 395 0.263 A

2019 15 422 0.281 A

2020 16 452 0.301 B

2021 17 483 0.322 B

2022 18 517 0.344 B

2023 19 553 0.368 B

2024 20 592 0.394 B

2025 21 634 0.422 B

2026 22 678 0.451 B

2027 23 725 0.483 B

2028 24 776 0.517 C

Years Commulative years Volume Volume / Capacity LOS

Table A-11(a) : Opearational Analysis at Gulsher village Section for Anticipated Volume Case 1


2005 1 256 0.191 -

2006 2 273 0.204 -

2007 3 293 0.218 -

2008 4 313 0.233 -

2009 5 335 0.250 B

2010 6 358 0.267 B

2011 7 383 0.286 B

2012 8 410 0.306 B

2013 9 439 0.327 B

2014 10 470 0.350 B

2015 11 503 0.375 B

2016 12 538 0.401 C

2017 13 575 0.429 C

2018 14 616 0.459 C

2019 15 659 0.491 C

2020 16 705 0.526 C

2021 17 754 0.563 C

2022 18 807 0.602 C

2023 19 864 0.644 C

2024 20 924 0.689 D

2025 21 989 0.737 D

2026 22 1058 0.789 D

2027 23 1132 0.844 D

2028 24 1211 0.903 E



Years Commulative years Volume V/C Ratio LOS

Table A-11 (b) : Opearational Analysis at Gulsher village Section for Anticipated Volume Case 2


2005 1 120 0.109 -

2006 2 128 0.117 -

2007 3 137 0.125 -

2008 4 146 0.134 -

2009 5 157 0.143 A

2010 6 168 0.153 A

2011 7 179 0.164 A

2012 8 192 0.175 A

2013 9 205 0.188 A

2014 10 220 0.201 B

2015 11 235 0.215 B

2016 12 252 0.230 B

2017 13 269 0.246 B

2018 14 288 0.263 B

2019 15 308 0.282 B

2020 16 330 0.301 B

2021 17 353 0.322 B

2022 18 378 0.345 B

2023 19 404 0.369 B

2024 20 432 0.395 B

2025 21 463 0.422 C

2026 22 495 0.452 C

2027 23 530 0.484 C

2028 24 567 0.518 C

LOSYears Commulative years Volume V/C Ratio

Table A-11 (c) : Opearational Analysis at Gulsher village Section for Anticipated Volume Case 3


2005 1 138 0.094 -

2006 2 148 0.101 -

2007 3 158 0.108 -

2008 4 169 0.115 -

2009 5 181 0.124 A

2010 6 194 0.132 A

2011 7 207 0.141 A

2012 8 222 0.151 A

2013 9 237 0.162 A

2014 10 254 0.173 A

2015 11 271 0.185 A

2016 12 290 0.198 A

2017 13 311 0.212 B

2018 14 333 0.227 B

2019 15 356 0.243 B

2020 16 381 0.260 B

2021 17 407 0.278 B

2022 18 436 0.298 B

2023 19 466 0.318 B

2024 20 499 0.341 B

2025 21 534 0.365 B

2026 22 571 0.390 B

2027 23 611 0.417 C

2028 24 654 0.447 C


Table A-12 (a) : Opearational Analysis at Mechani post forl Anticipated Volume Case 1


2005 1 178 0.126 -

2006 2 190 0.135 -

2007 3 204 0.144 -

2008 4 218 0.155 -

2009 5 233 0.165 A

2010 6 250 0.177 A

2011 7 267 0.189 A

2012 8 286 0.203 B

2013 9 306 0.217 B

2014 10 327 0.232 B

2015 11 350 0.248 B

2016 12 375 0.266 B

2017 13 401 0.284 B

2018 14 429 0.304 B

2019 15 459 0.325 B

2020 16 491 0.348 B

2021 17 525 0.373 B

2022 18 562 0.399 B

2023 19 602 0.426 C

2024 20 644 0.456 C

2025 21 689 0.488 C

2026 22 737 0.522 C

2027 23 789 0.559 C

2028 24 844 0.598 C




Table A-12 (b) : Opearational Analysis at Mechani post forl Anticipated Volume Case 2


2005 1 80 0.070 -

2006 2 86 0.075 -

2007 3 92 0.080 -

2008 4 98 0.085 -

2009 5 105 0.091 A

2010 6 112 0.098 A

2011 7 120 0.105 A

2012 8 128 0.112 A

2013 9 137 0.120 A

2014 10 147 0.128 A

2015 11 157 0.137 A

2016 12 168 0.147 A

2017 13 180 0.157 A

2018 14 193 0.168 A

2019 15 206 0.180 A

2020 16 221 0.192 A

2021 17 236 0.206 B

2022 18 253 0.220 B

2023 19 270 0.235 B

2024 20 289 0.252 B

2025 21 310 0.269 B

2026 22 331 0.288 B

2027 23 354 0.309 B

2028 24 379 0.330 B


Table A-12 (c) : Opearational Analysis at Mechani post forl Anticipated Volume Case 3


2005 1 91 0.058 -

2006 2 98 0.062 -

2007 3 105 0.066 -

2008 4 112 0.070 -

2009 5 120 0.075 A

2010 6 128 0.081 A

2011 7 137 0.086 A

2012 8 147 0.092 A

2013 9 157 0.099 A

2014 10 168 0.106 A

2015 11 180 0.113 A

2016 12 192 0.121 A

2017 13 206 0.130 A

2018 14 220 0.139 A

2019 15 236 0.148 A

2020 16 252 0.159 A

2021 17 270 0.170 A

2022 18 289 0.182 A

2023 19 309 0.194 A

2024 20 331 0.208 B

2025 21 354 0.223 B

2026 22 378 0.238 B

2027 23 405 0.255 B

2028 24 433 0.273 B

LOSYears Commulative years Volume V/C Ratio

FIGURES

Figure A-1: Anticipated Traffic Volume per day at Jamrud Station for Case 1

Cars/Jeeps/ Suzuki Pickups & Vans,

4260

Bus, 699

2-axleTrucks, 315

Mini Bus/ Coaster

Tractor

4- axle (Coupled), 408

3-axle, 173

4-axle Trailer, 254

6- axle, 299

5-axle, 277

Figure A-2: Average daily traffic volume for case 2 at Jamrud Station


1278

Bus, 210


Toyota Pickups, 494Tractor/ Tractor

Trolley, 0

2-axleTrucks, 315

3-axle, 173


4-axle Trailer, 254

5-axle, 277

6- axle, 299

Figure A-3: Average daily traffic volume for case 3 at Jamrud Station


1278

Bus, 210


Toyota Pickups, 494


2-axleTrucks, 409

3-axle, 225


4-axle Trailer, 330

5-axle, 360

6- axle, 389

Figure A-4: Average daily traffic volume for case 1 at GulSher Village

3-axle, 386


5-axle, 99

6- axle, 220

2-axleTrucks, 390



Toyota Pickups, 1955


1954

Bus, 209

4-axle Trailer, 15

Figure A-5: Average daily traffic volume for case 2 at GulSher Village

Cars/Jeeps/ Suzuki Pickups & Vans, 586

Bus, 63


Pickups, 587Tractor/ Tractor

Trolley, 42-axle

Trucks, 390

3-axle, 386


4-axle Trailer, 15

5-axle, 99

6- axle, 220

Figure A- 6: Average daily traffic volume for case 3 at GulSher Village


Bus, 63


Toyota Pickups, 587


2-axleTrucks, 507

3-axle, 502


4-axle Trailer, 19

5-axle, 129

6- axle, 286

Figue A-7: Average daily traffic volume for case 1 at MechaniStation

4-axle Trailer, 42

Bus, 11



Pickups, 1525


2-axleTrucks, 133

6- axle, 169

5-axle, 52


3-axle, 347

Figure A-8: Average daily traffic volume for case 2 at Mechani Station

3-axle, 347


5-axle, 526- axle, 169

2-axleTrucks, 133



Pickups, 457


Bus, 13

4-axle Trailer, 42

Figure A-9: Average daily traffic volume for case 3 at Mechani Station

4-axle Trailer, 55

Bus, 3



Pickups, 457


2-axleTrucks, 173

6- axle, 220

5-axle, 67

- axle (Coupled), 117

3-axle, 451

Traffic Report Revised PESHAWAR - TORKHAM EXPRESSWAY

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