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Aurangabad-Yedshi NH-211 Traffic Study

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Aurangabad-Yedshi NH-211 Traffic Study

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royal swami

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FINAL DETAILED PROJECT REPORT

Volume I: Main Report

Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

4 TRAFFIC STUDIES AND ANALYSIS

4.1 GENERAL

Traffic is an important parameter in deciding the feasibility of a highway project as it provides the
sole revenue stream for the project. Hence traffic estimates assume further importance in
deciding the viability as well as the concession period.

Considering the above aspects comprehensive assessment of the existing traffic, travel pattern,
assessment of developments in the project influence area to work out the traffic growth rates are
made.
This chapter gives details about traffic surveys, secondary data collection, analysis of the data,
toll traffic forecast and estimates of revenue.

4.2 PROJECT ROAD DESCRIPTION

The Project Road (Yedshi-Aurangabad) is part of National Highway 211. NH-211 starts at
Sholapur and ends at Dhule. It passes through Sholapur, Osmanabad, Yedshi, Beed, Aurangabad,
Chalisgaon and ends at Dhule.
The project road (Yedshi-Aurangabad) starts from Yedshi at Km 100+000 (now modified as per
the NHAI guidelines to km 100+000 from earlier km 85+000 and passes through Beed, Gevrai,
Pachud, Adul, Chitegaon and ends at Aurangabad at Km 290+200. There is no railway line
crossing the project corridor. The project corridor lies entirely in the state of Maharashtra. The
project corridor passes through four districts viz., Osmanabad, Beed, Jalna and Aurangabad.
There are two major towns Beed and Gevrai along the corridor. Ribbon development at these two
towns along the corridor is more and hence may require bypasses at these locations.

4.3 HOMOGENEOUS SECTIONS

Detailed reconnaissance survey was done to understand the travel pattern on the project road.
Based on the reconnaissance survey, the project road is divided in to seven homogeneous
sections.

The passenger vehicles towards Shirdi from Hyderabad take diversion at Pardi Phata junction.
Hence the Yedshi-Pardi Phata junction is delineated as a homogeneous section. Traffic having
destinations at Ahmednagar, Kaje gets diverted at Manjursumba junction. Hence the section from
Pardi-Phata to Manjursumba is defined as a homogeneous section. Beed is a major town along
the corridor and hence the link between Manjursumba to Beed is defined as a homogeneous
section. NH-222 crosses the project corridor at Paidalsingi Junction (Km 195+400) and at Gadi
junction (km201.000). Hence the link between Beed and Gadi Junctions is defined as
homogeneous section. There is an existing road leading to Jalna at Wadi Godri junction and
hence the traffic to Jalna town will deviate at this location. SH-48 is crossing the project corridor
at Km 250+500. Hence the links between Gadi junction to Wadi Godri and Wadi Godri to SH-48
junction and SH-48 to Aurangabad are defined as homogeneous sections.

The details are given in Table 4.1 and Figure 4.1 shows the homogeneous sections.

4-1
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Table 4.1: Homogeneous Sections

Existing Chainage
S. No. Description
From To
HS 1 Yedshi - Pardi Phata Junction Km 100+000 Km 114+400
HS 2 Pardi-Phata Junction Manjarsumba Junction Km 114+400 Km 158+000
HS 3 Manjarsumba Junction-Beed town Km 158+000 Km 173+000
HS 4 Beed - Gadi Junction Km 173+000 Km 201+000
HS 5 Gadi Junction-Wadi Godri Junction Km 201+000 Km 231+600
HS 6 Wadi-Godri Junction-SH-148 Junction Km 231+600 Km 254+400
HS 7 SH-148 Junction Beed Bypass Junction Km 254+400 Km 290+200

Aurangabad

Section 7

SH 48

Section 6

Wadi Godri

Section 5
Gadi Jn.

Section 4
Beed
Town
Section 3

Manjarsumba
Jn
Section 2

Pardi Phata

Section 1
Yedshi

Figure 4.1: Homogeneous Sections

4.4 TRAFFIC SURVEYS

The feasibility and design of any highway facility (or a corridor) basically depends on the volume
and intensity of traffic likely to flow on it in the design year. The estimation of the likely traffic
scenario in the design year on the highway/corridor proposed for improvement, with an optimal
lane configuration as in the present case, requires basic information regarding the current level of
traffic and its characteristics on it. Thus, the collection of basic data on the nature and extent at
present of different traffic parameters assumes greater significance.

The traffic on the Project corridor is characterized by a high degree of motorized vehicles which
consist of passenger vehicles such as cars, two wheelers, LCVs , Trucks. The non-motorized
vehicles comprise mostly of bicycles.
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Traffic studies i.e. mode wise traffic estimates, travel pattern of passenger and freight (goods)
vehicles, speed and delay (travel time) characteristics and axle load characteristics. Traffic
surveys were conducted as per the guidelines given in IRC: SP-19. The locations and type of
various traffic surveys have been carefully finalized in consultation with the NHAI on the basis of
a reconnaissance survey as well as requirements of the RFP.

The traffic surveys undertaken for the project include:

Classified 7-day, 24 hours continuous traffic volume counts.

1 day 24 hour Intersection turning movement surveys
1 day 24 hour Origin-Destination surveys
Axle load surveys
Pedestrian and animal count surveys
Speed and Delay surveys
Goods focal point survey

4.4.1 Classified Volume Counts

As per Terms of Reference, Classified Traffic Volume Count (CTVC) (7 days 24 hour continuous)
surveys have to be done at 3 stations per 100 km. The length of Yedshi-Aurangabad section is
175 km. Hence, Consultants after detailed reconnaissance survey decided to conduct CTVC
surveys at 7 locations. The location and schedule of survey locations are given in Table 4.2.
Figure 4.2 shows the locations of the Traffic Volume Count stations.

Table 4.2: Locations & Schedule of Classified Traffic Volume Count Stations
S. No. Classified Traffic Volume Count Survey Date
II Existing Km Location Survey From To
th th
1 Km 104+000 Near Terkheda 7 day TVC 30 April, 2011 6 May, 2011
th
2 Km 146+000 Near Dhotra 7 day TVC 30 April, 2011 6th May, 2011
3 Km 166+400 Near Pali 7 day TVC 29th April, 2011 5th May, 2011
4 Km 188+000 Near Pendgaon 7 day TVC 21st April, 2011 27th April, 2011
5 Km 215+000 Near Nagzari 7 day TVC 21st April, 2011 27th April, 2011
6 Km 234+000 Near Wadi Godri 7 day TVC 29th April, 2011 5th May, 2011
st
7 Km 276+800 Near Adul 7 day TVC 21 April, 2011 27th April, 2011
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NH-211

KHULTABAD

AURANGABAD
BADNAPUR JALNA
CHITEGAON
KM 276.8
GANGAPUR
ADUL

NH-211

PACHUD BUZURG
AMBAD

PAITHAN KM 234

WADI GODHRI

SHAHGADH

KM 215
GAVRAI NH-222

NH-222
PADALSINGH MAJALGAON

KM 188

BEED
WADWANI

KM 166.4

ASHTI
AMBAJOGAI
PATODA
KM 146 KAIJ

PARRGAON

KALAMB
WASI

BHUM KM 105
TERKHED

YEDSHI
PARANDA BARSI

OSMANABAD

LEGEND TULJAPUR
LOHARA

Project Corridor NH-211

National Highway
State Highway/MDR
TVC locations
OD & Axle Load locations

Figure 4.2: TVC, OD, & Axle Load Survey Locations

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4.4.2 Turning Movement Surveys

On the basis of the reconnaissance survey, nine intersections along the project road/corridor
were identified for conducting detailed turning movement surveys. Classified traffic surveys were
carried out for a period of 24 hours at all the intersections to capture morning and evening
patterns.

The passenger traffic coming from Andhra Pradesh takes diversion to Shirdi at Pardi Phata
junction (Km 114+400). The junction at Km 123 (Kuthalgiri) provides access to Bhum town. The
junction at Km 158 (Manjursumba junction) provides access to Kaje town. NH-222 gets
connected at from the eastern side at Paidalsingi junction (Km 195). NH-222 forms a junction on
the western side of the project corridor at Gadi Junction (Km 201). The road coming from Jalna
gets connected to the project corridor at Wadigodri (Km 231+800). The State Highway-48 gets
connected to the project corridor at Km 250+500. The Beed bypass (at Aurnagabad) forms at
junction with the project corridor at Km 292. Since these are major junction having access to the
important towns traffic surveys were conducted at these locations to understand the intensity of
traffic in order to decide about the type of junction.

The location and schedule of the traffic surveys is indicated in Table 4.3 & Figure 4.3.

Table 4.3: Location & Schedule of Turning Movement Surveys

Junction Count Survey
S. No. Date
Existing Km Location Survey
1 Km 114+400 Pardi phata Junction 1 day, 24 hours 6th May, 2011
2 Km 123+000 Kunthalgiri Junction 1 day, 24 hours 4th May, 2011
3 Km 158+000 Manjarsumba Junction 1 day, 24 hours 2nd May, 2011
4 Km 195+700 Paidalsingi Junction 1 day, 24 hours 27th April, 2011
5 Km 201+000 Gadhi Junction 1 day, 24 hours 25th April, 2011
6 Km 231+800 Wadigodri Junction 1 day, 24 hours 25th April, 2011
7 Km 250+500 SH 148 Junction 1 day, 24 hours 27th April, 2011
Beed bypass Junction near
8 Km 292+000 1 day, 24 hours 25th April, 2011
Zalta phata
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NH-211

KHULTABAD

AURANGABAD
KM 292.2 BADNAPUR JALNA
CHITEGAON

GANGAPUR
ADUL

NH-211

PACHUD BUZURG KM 250.5

AMBAD

PAITHAN

KM 231.8 WADI GODHRI

SHAHGADH

GAVRAI NH-222
KM 201
NH-222
PADALSINGH MAJALGAON
KM 195

BEED
WADWANI

KM 158
ASHTI
AMBAJOGAI
PATODA
KAIJ

PARRGAON

KM 123
KALAMB
WASI
KM 114.4
BHUM
TERKHED KM 97

YEDSHI
PARANDA BARSI

OSMANABAD

LEGEND TULJAPUR
LOHARA

Project Corridor NH-211

National Highway
State Highway/MDR
TMC locations

Figure 4.3: Turning Movement Count Survey Locations

4.4.3 O-D and Willingness to Pay & Axle load Survey

An Origin-Destination (O-D) and Willingness to Pay Survey was carried out adopting Road Side
Interviews (RSI) method at the four of the classified count stations for a continuous period of 24
hours along with the classified counts. Care was taken that these surveys were conducted on
week days. The location and schedule of the Origin-Destination survey is provided in Table 4.4
and Figure 4.2. The random sampling method was adopted for this survey. The local police
assistance was available to stop the vehicles for interviewing the road users. The RSI was carried
out through pre-planned and structured questionnaires suitable for computer analysis. Axle load
surveys were also simultaneously conducted to take advantage of the stopping of the vehicles
and collect the information about the weight of the vehicles.

Table 4.4: Location & Schedule of Origin-Destination & Axle Load surveys
Orgin-Destination & Axle Load Survey
S. No. Day
Existing Km Location Date
1 Km 146+000 Near Chausala 5th May, 2011 Thursday
2 Km 166+400 Near Pali 3rd May, 2011 Tuesday
3 Km 188+000 Near Pendgaon 26th April, 2011 Tuesday
4 Km 215+000 Near Nagzari 28th April, 2011 Thursday

The information collected during these surveys for passenger vehicles included the origin and
destination; purpose, occupancy and frequency of the trip. In the case of freight vehicles the
information sought included type and quantity of commodity being transported, in addition to
origin and destination, and frequency of travel on the route.

Information was sought from the road users on willingness to pay toll based on the
improvements proposed as per the National toll policy.

4.4.4 Pedestrian / Animal Count Surveys

Uncontrolled pedestrian or cattle movement across the highway results in traffic hazards and
accidents. Based on reconnaissance survey 7 locations are identified for Pedestrian / Cattle Count
surveys. Pedestrian surveys were organised at the indicated locations for peak hours (8 AM to
8 PM) on a representative working day. The number of pedestrians walking across the road was
observed at these locations. The survey locations and schedule is indicated in Table 4.5 and also
presented in Figure 4.4.

Table 4.5: Location & Schedule of Pedestrian & Cattle count Surveys
S. No. Pedestrian/Cattle Traffic Count
Date
IV Existing Km Location
1 Km 144+200 Chausala in front of Bus stand 5th May, 2011
2 Km 194+000 School at Padalsingi 29th April, 2011
3 Km 198+000 Animal count survey- Ranjani village 29th April, 2011
4 Km 207+800 Georai town 29th April, 2011
5 Km 209+400 Near Market Georai 29th April, 2011
6 Km 223+000 Near Shahgad Pedestrian crossing 29th April, 2011
7 Km 250+200 At Pachod 6th May, 2011
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NH-211

KHULTABAD

AURANGABAD
BADNAPUR JALNA
CHITEGAON

GANGAPUR
ADUL

NH-211

PACHUD BUZURG
KM 250.2 AMBAD

PAITHAN
WADI GODHRI

KM 223
SHAHGADH

KM 209.4
GAVRAI NH-222
KM 207.8
NH-222 KM 198
PADALSINGH MAJALGAON
KM 194

BEED
WADWANI

KM 160.4
ASHTI
AMBAJOGAI
PATODA
KM 144.2 KAIJ

KM 136.4 PARRGAON

KALAMB
WASI

BHUM
TERKHED

YEDSHI
PARANDA BARSI

OSMANABAD

LEGEND TULJAPUR
LOHARA

Project Corridor NH-211

National Highway
State Highway/MDR
Pedestrian Counts
Truck Parking Locations

Figure 4.4: Truck parking & Pedestrian and Cattle Count Survey Locations
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4.4.5 Truck Focal Point Survey

Truck Focal point survey was conducted at two locations one before the Ghat section (Km
160+800) and another at Km 136+400. The truck accumulation survey was conducted at these
locations to understand the time of parking and the number of parking spaces required at these
locations. In addition the origin and destination information of the trucks also is collected. The
details of the survey are presented in Table 4.6 and also presented in Figure 4.4.

Table 4.6: Location & Schedule of Pedestrian & Cattle Count Surveys
S. No. Truck Focal Point Surveys Date
1 Km 136+400 04-May, 2011
2 Km 160+400 04-May, 2011

The survey formats used for carrying out the traffic surveys is presented in Volume-I,
Annexure 4.1.

Specially trained enumerators were used for counting traffic under the supervision of qualified
and experienced traffic engineers/supervisors. The data collected from the traffic surveys was
coded and entered into computer for its analysis and interpretation of results with respect to
existing traffic, travel pattern and for forecasting purposes. The traffic survey analysis is
presented in the following section.

4.5 TRAFFIC ANALYSIS

4.5.1 Classified Traffic Volume Counts

Classified Traffic Volume counts were conducted manually for 7 continuous days for 24 hours at
seven locations. The analysis of the same is done as below:

Average Daily Traffic (ADT)

Temporal Variation
Daily Variation
Hourly Variation
Peak Hour factor
Directional Distribution
Traffic composition
Average Annual Daily Traffic (AADT)
Seasonal Correction Factor
Average Annual Daily Traffic (AADT)

4.5.1.1 Average Daily Traffic

The traffic volumes counted in 15 minute intervals have been aggregated to one-hour volumes.
These are presented in Volume-I, Annexure 4.2. The hourly volumes have been aggregated
into daily volumes for the entire survey period (7-days). The daily volumes are then averaged for
ADT. To express the classified vehicular count in terms of PCUs, the PCU factors as given in IRC-
64: 1990 have been considered. For ready reference, the PCU Factors considered in the analysis
are given in Table 4.7.
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Table 4.7: PCU Factors Adopted for Study

Fast Vehicles PCU Slow Vehicles PCU
Car 1 Agricultural Tractor 1.5
Mini Bus 1.5 Agricultural Tractor & Trailer 4.5
Standard Bus 3 Animal/Hand Cart 6
LCV/LGV 1.5 Cycle 0.5
2-Axle Truck 3 Cycle Rickshaw 2
3 Axle Truck 3
MAV 4.5
Two Wheeler 0.5
Auto Rickshaw 1

The summary of ADT, as observed on the Project Road, in terms of vehicles and PCUs at different
survey locations is given in Table 4.8.
Table 4.8: Average Daily Traffic
Near Near Near
Terkheda Near Pali Pedgaon Pimpalwadi
Chausala Wadigodri Adul
Vehicle Type
Km
Km 105 Km 146 Km 188 Km 215 Km 234 Km 277
166+400
Two Wheeler 2,033 1,455 4,309 4,202 2,762 1,341 3,998
Three Wheeler 175 196 724 1,039 456 127 261
Car/Van/Jeep/Tempo 1,543 1,067 2,317 2,485 2,444 1,676 2,379
Taxi 178 137 297 248 206 68 275
Mini Bus 13 10 17 37 33 29 35
Private Bus 46 20 31 35 28 34 34
Govt Bus 205 163 385 414 400 261 265
3 Wheeler Goods 84 67 141 180 316 65 168
4 Wheeler Goods 219 76 238 221 331 183 324
LCV 312 185 394 257 562 300 448
2 Axle Truck 956 1,009 1,172 1,828 1,190 1,057 1,393
3 Axle Truck 1,677 1,546 1,649 1,695 1,739 1,300 1,367
MAV 208 211 226 217 224 168 163
MAV >6A - - - - 1 - -
HCE/EME 2 2 4 5 3 1 2
Agricultural Tractor 34 18 19 26 38 20 21
Agricultural Tractor & Trailor 48 15 20 23 55 23 33
Animal & Hand
3 2 3 12 11 12 4
Non drawn
Motorised Cycle 5 5 64 40 10 29 40
Vehicles Cycle Rickshaw - - - - - 3 -
Others - 1 1 1 3 - 2
Toll Car / Van/Jeep 1 2 10 11 1 8 15
Exempted Ambulance 2 2 6 8 8 9 15
Vehicles Bus / Truck - - 2 3 - 1 2
Motorised 7,736 6,181 11,961 12,934 10,797 6,671 11,198
Vehicles Non Motorised 8 8 68 53 24 44 46
Total 7,744 6,189 12,029 12,987 10,821 6,715 11,244
Motorised 13,574 11,838 17,384 19,812 17,446 12,159 16,277
PCU Non Motorised 27 23 61 121 107 117 61
Total 13,601 11,861 17,445 19,933 17,553 12,276 16,338
Tollable Traffic 12,028 10,748 14,221 16,318 14,975 11,139 13,625
PCU
Capacity Traffic 12,032 10,753 14,246 16,350 14,988 11,164 13,669
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The number of vehicles for the CTVC stations near Beed (Km 188+000) being a major town is
highest. The next locations where the number of vehicles are high are near Pali (Km
166+40).

The locations Adul and Pimpalwadi are next in the order. The remaining locations have
relatively less number of vehicles and hence lesser PCUs.

Two wheelers , three wheelers and cars are major differentiating modes between these seven
stations. These modes being used for local travel the difference in numbers across the
stations is understandable.

Commercial vehicles are more or less uniform across the four counting stations.

The summary of the seven day volume counts are presented at Volume-I, Annexure 4.3.

4.5.1.2 Temporal Variation

Analysis has been carried out to understand the following parameters of temporal variation of
traffic on the project road.

Daily variation of Traffic

Hourly variation of Traffic
Peak Hour Factor (PHF)

The results and findings from the above analysis are presented below:

a. Daily Variation

The location wise daily variation of traffic both in terms of tollable traffic and non-tollable traffic is
presented in Figure 4.5 to 4.18.

Figure 4.5: Daily Variation in Number of Vehicles Km 105+000

Figure 4.6: Daily Variation in PCUs Km 105+000

Figure 4.7: Daily Variation in Number of Vehicles Km 146+000

Figure 4.8: Daily Variation in PCUs Km 146+000

Figure 4.9: Daily Variation in Number of Vehicles Km 166.+400

Figure 4.10: Daily Variation in PCUs Km 166+400

Figure 4.11: Daily Variation in Number of Vehicles Km 188+000

Figure 4.12: Daily Variation in PCUs Km 188+000

Figure 4.13: Daily Variation in Number of Vehicles Km 215+000

Figure 4.14: Daily Variation in PCUs Km 215+000

Figure 4.15: Daily Variation in Number of Vehicles Km 234+000

Figure 4.16: Daily Variation in PCUs Km 234+000

Figure 4.17: Daily Variation in Number of Vehicles Km 277+000

Figure 4.18: Daily Variation in PCUs Km 277+000

The number of tollable vehicles changes slightly across the days of the week.

Toll able vehicles are highest at Km 188+000 near Pendgaon and lowest at Km 146+000 near
Chausala. Non tollable vehicles are highest at Km 188+000 near Pendgaon and lowest at Km
234+000 near Wadi Godhri.

When compared in terms of PCUs the tollable vehicles far outweigh the non tollable vehicles.
This is mainly due to the prevalence of higher percentage of commercial vehicles i.e. Trucks.

b. Hourly Variation

Similar to daily variation, analysis has also been carried out for hourly variation. The hourly
variations will be useful in the Capacity and LOS analysis, in planning various facilities, like,
number of toll lanes at the toll plaza, rest area, etc. The hourly variations in traffic (in Vehicles
per Day) observed at all the seven count stations on the Project Road have been presented in
Figure 4.19 to Figure 4.25.

Figure 4.19: Hourly Variation in Number of Vehicles Km 105+000

Figure 4.20: Hourly Variation in Number of Vehicles Km 146+000

Figure 4.21: Hourly Variation in Vehicles Km 166+400

Figure 4.22: Hourly Variation in Vehicles Km 188+000

Figure 4.23: Hourly Variation in Vehicles Km 215+000

Figure 4.24: Hourly Variation in Vehicles Km 234+000

Figure 4.25: Hourly Variation in Vehicles Km 277+000

The passenger vehicles have distinct morning and evening peaks. The volumes decrease to
lower levels during the night times as expected.

The commercial vehicles are more or less uniform through out the day across all the locations
when compared in terms of number of vehicles.

The slow moving vehicles are more or less constant through out the day.

c. Peak Hour Factor (PHF)

Hourly variations observed in traffic at all the seven count locations have been analyzed for PHFs
(Peak Hour Flow as a percentage of the total day flow), and are summarized in the following
Table 4.9.

Table 4.9: Peak Hour Factors Observed on the Project Road

Existing Km Peak Hour Peak Hour Flow, PCU PHF, %
Km 105+000 07:00-08:00 1,010 7.4 %
Km 146+000 20:15-21:15 842 7.1 %
Km 166+400 10:45-11:45 1,161 6.6 %
Km 188+000 10:00-11:00 1,220 6.1 %
Km 215+000 17:00-18:00 1,162 6.6 %
Km 234+000 06:45-07:45 783 6.4 %
Km 277+000 15:30-16:30 1,089 6.7 %

The above PHFs represent a nearly uniform traffic distribution. The PHF in the range 6.1 to 7.4%
implies that the project road can cater to nearly accommodate 26% more capacity given in IRC :
64.

4.5.1.3 Directional Distribution

Like hourly variations, directional distribution of traffic will be useful in the Capacity and LOS
analysis, and in planning various facilities, like, number of toll lanes at the toll plaza, rest area,
etc. The directional distribution in each of the TVC location is presented at Table 4.10 below:

Table 4.10: Directional Distribution

Directional Distributions
Location
Aurangabad-Yedshi Yedshi-Aurangabad
Km 105+000 52% 48%
Km 146+000 51% 49%
Km 166+400 51% 49%
Km 188+000 51% 49%
Km 215+000 50% 50%
Km 234+000 49% 51%
Km 277+000 51% 49%

A relatively flat peak with PHF in the range 6.0 to 7.1 and a directional distribution of 51:49
means that the Project Road can cater to much higher traffic volume than the capacity specified
in IRC: 64 1991.
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4.5.1.4 Traffic Composition

While detailed traffic counts are presented in Volume-I, Annexure 4.2, the composition of the
traffic presented below for easier appreciation of quantum of various modes of traffic plying on
the corridor.

Figure 4.26: Traffic Composition at Km 105+000

Figure 4.27: Traffic Composition at Km 146+000

Figure 4.28: Traffic Composition at Km 166+400

Figure 4.29: Traffic Composition at Km 188+000

Figure 4.30: Traffic Composition at Km 215+000

Figure 4.31: Traffic Composition at Km 234+000

Figure 4.32: Traffic Composition at Km 277+000

It is observed over 99% of the traffic flow on the project corridor comprises of motorized
traffic. The composition of traffic in PCUs and vehicles is presented in Figures 4.26 to 4.32
The share of the Non Motorized Traffic (NMT) is insignificant.
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Two wheelers and three wheelers composition in the total vehicles is significant ranging from
22%(Km 234, Wadi Godri) to 42% (Km 166+600, Pali). However, they do not contribute to
the revenue as they are non tollable traffic.
The tollable vehicles share is over 56% in all the seven locations. The tollable vehicles are
highest in terms of vehicles at 75% at Wadigodri (Km 234). The tollable vehicles share is
lowest again in terms of vehicles at 56% at Pali (Km 166+400)
When the tollable vehicles share is compared in terms of PCUs they vary in a narrow band
ranging from 81% - 91%. The main reason for the same is the composition of commercial
vehicles.
When the comparison is made in terms of number of vehicles, the passenger vehicles
composition is highest at Adul (Km 166+400) at 45% and lowest at Chausala (Km 146) at
31%. The variation is mainly due to the number of two wheelers at these locations.
When comparison is made in terms of PCUs the commercial vehicles are more than 55% in all
the seven sections.

4.5.1.5 Annual Average Daily Traffic (AADT)

The traffic plying on any road generally varies over different periods of year depending on the
cycle of different socio-economic activities in the regions through which it passes. Therefore, in
order to have more realistic picture of the traffic on the project road, it is required to assess
seasonal variation in traffic to estimate Annual Average Daily Traffic (AADT). Therefore, the ADT
observed during the survey duration is multiplied by a Seasonal Correction Factor (SCF) to derive
AADT. The seasonal correction factor is generally derived from secondary data sources such as
past month-wise traffic data on the project road, monthly toll revenues from existing tolled
highways in the immediate influence area, sales of fuel at different filling stations along the
project highway, arrival of vehicles at establishments like APMC, Truck Terminals, etc.

In the absence of any other data, either of the project road or in the near vicinity, only the
monthly Figures of fuel sales collected from one petrol bunk on the project road are considered in
the estimation of seasonal variation and seasonal correction factors.

Seasonal Variation

For the present study, firstly the petrol (MS) and diesel (HSD) sale Figures have been used from
petrol bunks along the corridor. The petrol and diesel fuel sale data for the past few years have
been collected and analysed for estimation of SCF. As the traffic surveys were conducted in the
months of April, and May, a SCF for the average for the months of April and May is considered.
The fuel sales Figures at the filling stations along the corridor are presented in Volume-I,
Annexure 4.4. The summary of the analysis in terms of monthly Seasonal Correction Factors
used is presented at Table 4.11 and Figure 4.33.

Table 4.11: Seasonal Correction Factor

SCF SCF
Month Petrol Diesel Month Petrol Diesel
April 0.99 0.97 October 0.99 0.99
May 1.01 0.98 November 0.97 1.01
June 1.00 1.01 December 1.00 0.98
July 1.02 1.03 January 0.97 0.97
August 1.02 1.01 February 0.99 1.01
September 1.03 1.04 March 1.03 1.00
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Figure 4.33: Seasonal Correction Factor

AADT

The seasonal correction factors for petrol and diesel driven vehicles, described in the previous
sections have been applied to ADT to derive AADT. The AADT is presented at Table 4.12.

Table 4.12: Average Annual Daily Traffic

Near Near Pimpal- Near Near

Terkheda Pedgaon
Vehicle Type Chausala Pali wadi Wadigodri Adul
Km 105 Km 146 Km 166+400 Km 188 Km 215 Km 234 Km 277
Two Wheeler 2,033 1,455 4,309 4,202 2,762 1,341 3,998
Three Wheeler 171 191 706 1,013 445 124 254
Car/Van/Jeep/Tempo 1,524 1,054 2,288 2,454 2,413 1,655 2,349
Taxi 176 135 293 245 203 67 272
Mini Bus 13 10 17 36 32 28 34
Private Bus 45 20 30 34 27 33 33
Govt Bus 200 159 375 404 390 254 258
3 Wheeler Goods 82 65 137 176 308 63 164
4 Wheeler Goods 214 74 232 215 323 178 316
LCV 304 180 384 251 548 293 437
2 Axle Truck 932 984 1,143 1,782 1,160 1,031 1,358
3 Axle Truck 1,635 1,507 1,608 1,653 1,696 1,268 1,333
MAV 203 206 220 212 218 164 159
MAV >6A - - - - 1 - -
HCE/EME 2 2 4 5 3 1 2
Agricultural Tractor 33 18 19 25 37 20 20
Agricultural Tractor & Trailor 47 15 20 22 54 22 32
Animal & Hand drawn 3 2 3 12 11 12 4
Non Cycle 5 5 64 40 10 29 40
Motorised
Vehicles Cycle Rickshaw - - - - - 3 -
Others - 1 1 1 3 - 2
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Near Near Pimpal- Near Near

Terkheda Pedgaon
Vehicle Type Chausala Pali wadi Wadigodri Adul
Km 105 Km 146 Km 166+400 Km 188 Km 215 Km 234 Km 277
Toll Car / Van/Jeep 1 2 10 11 1 8 15
Exempted Ambulance 2 2 6 8 8 9 15
Vehicles Bus / Truck - - 2 3 - 1 2
Motorised 7,615 6,078 11,803 12,750 10,629 6,560 11,051
Vehicles Non Motorised 8 8 68 53 24 44 46
Total 7,623 6,086 11,871 12,803 10,653 6,604 11,097
Motorised 13,282 11,575 17,036 19,404 17,077 11,894 15,953
PCU Non Motorised 27 23 61 121 107 117 61
Total 13,309 11,598 17,097 19,525 17,184 12,011 16,014
Tollable Traffic 11,748 10,495 13,898 15,944 14,634 10,882 13,317
PCU
Capacity Traffic 11,752 10,500 13,922 15,975 14,647 10,906 13,360

4.5.1.6 Confirmatory Traffic Studies

As the earlier Report for the Up gradation of Aurangabad-Yedshi Section of NH-211 has been
submitted to the Authority in the year 2011(last year), the consultants were advised to conduct
confirmatory traffic surveys at the proposed toll plaza locations. The locations and the Chainages
of the proposed toll plazas are as shown in the Table 4.13 below.
Table 4.13: Locations & Chainages of Proposed Toll Plaza Locations
Existing Km Location No. of Lanes
134+000 Before Paragaon Village 6+6
197+200 After Padalsingh Village 6+6
258+950 Before Adugaon Village 6+6

Table 4.14: Schedule of the Confirmatory Traffic Surveys

Classified Traffic Volume Count Survey Date

S. No.
Existing Km Location Survey From To
th nd
1 Km 136+000 Near Paragaon 3 day 20 March, 2012 22 March, 2012
2 Km 197+000 NearPadalsinghi 3 day 20th March, 2012 22nd March, 2012
3 Km 257+000 Near Adagaon 3 day 20th March, 2012 22nd March, 2012

Table 4.15: Average Daily Traffic

Paragaon Padalsinghi Adugaon

Vehicle Type
Km 136 Km 197 Km 257
Two Wheeler 939 4,394 1,840
Three Wheeler 48 1,205 116
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Paragaon Padalsinghi Adugaon

Vehicle Type
Km 136 Km 197 Km 257
Car/Van/Jeep/Tempo 1076 2,563 1,721
Taxi 130 247 84
Mini Bus 7 32 26
Private Bus 25 37 31
Govt Bus 153 389 276
3 Wheeler Goods 45 156 108
4 Wheeler Goods 87 263 187
LCV 205 451 293
2 Axle Truck 970 1,711 1,052
3 Axle Truck 1711 1,883 1,433
MAV 231 233 187
MAV >6A 5 0 0
HCE/EME 4 7 2
Agricultural Tractor 18 28 14
Agricultural Tractor & Trailor 72 29 18
Animal & Hand drawn 8 24 2

Non Motorised Cycle 13 11 2

Vehicles Cycle Rickshaw 2 0 2
Others 0 0 1
Car / Van/Jeep 9 33 26
Toll Exempted
Ambulance 3 10 9
Vehicles
Bus / Truck 1 2 1
Motorised 5739 13,673 7,424
Vehicles Non Motorised 23 35 7
Total 5762 13,708 7,431
Motorised 12205 20,733 12,989
PCU Non Motorised 75 198 26
Total 12280 20,931 13,015
Tollable Traffic 11274 16,948 11,700
PCU
Capacity Traffic 12204 20733 12989

The numbers of vehicles are highest at Km 197+000 at 17,002 PCUs.

Two Wheelers, three wheelers, Cars, and LCV are the major differentiating factor
between the three toll plaza locations.
In commercial traffic 2 Axle trucks, 3 Axle trucks and MAV are more or less same at all
the toll plaza locations.
Slow moving vehicles are more at Km 197+000
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Table 4.16: Average Annual Daily Traffic

Paragaon Padalsinghi Adugaon
Vehicle Type
Km 136 Km 197 Km 257
Two Wheeler 967 4,526 1,895
Three Wheeler 48 1,205 116
Car/Van/Jeep/Tempo 1,108 2,640 1,773
Taxi 132 251 85
Mini Bus 7 32 26
Private Bus 25 37 31
Govt Bus 153 389 276
3 Wheeler Goods 45 156 108
4 Wheeler Goods 87 263 187
LCV 205 451 293
2 Axle Truck 970 1,711 1,052
3 Axle Truck 1,711 1,883 1,433
MAV 231 233 187
MAV >6A 5 0 0
HCE/EME 4 7 2
Agricultural Tractor 18 28 14
Agricultural Tractor & Trailor 72 29 18
Animal & Hand
8 24 2
drawn
Non
Motorised Cycle 13 11 2
Vehicles Cycle Rickshaw 2 0 2
Others - 0 1
Car / Van/Jeep 9 34 27
Toll
Exempted Ambulance 3 10 9
Vehicles
Bus / Truck 1 2 1
Motorised 5,801 13,887 7,533
Vehicles Non Motorised 23 35 7
Total 5,824 13,922 7,540
Motorised 12,252 20,881 13,070
PCU Non Motorised 59 150 22
Total 12,311 21,030 13,092
PCU Tollable Traffic 11,308 17,029 11,753

4.5.1 Comparison of present and previous counts

Initially the traffic counts were conducted at seven locations (km 104+400, km 146+000, km
166+400, km 188+000, km 215+000, km 234+000, km 276+800) in the month of April, 2011
between the dates 21/04/2011 and 30/04/2011. As a part of confirmatory study the traffic counts
were conducted at the three proposed toll plaza locations (km 136+000, km 197+000 and km
257+000) in the month of March, 2011. The AADT results of traffic counts were compared and
are presented in the following Table 4.17.
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Table 4.17: Average Annual Daily Traffic

Chausala Paragaon Pedagaon Padalsinghi Wadigodri Adugaon

Vehicle Type Projected* Present** Projected* Present** Projected* Present**
Km 146 Km 134 188 Km 197 Km 234 Km 257
Two Wheeler 1,641 967 4,681 4526 1,494 1,895
Three Wheeler 276 48 1,278 1205 201 116
Car/Van/Jeep/Tempo 1,134 1,108 2,640 2640 1,781 1,773
Taxi 146 132 264 251 72 85
Mini Bus 10 7 38 32 29 26
Private Bus 20 25 36 37 35 31
Govt Bus 165 153 420 389 265 276
3 Wheeler Goods 0 45 0 156 0 108
4 Wheeler Goods 79 87 231 263 191 187
LCV 193 205 269 451 314 293
2 Axle Truck 1,059 970 1,918 1711 1,109 1,052
3 Axle Truck 1,628 1,711 1,785 1883 1,369 1,433
MAV 222 231 229 233 177 187
MAV >6A - 5 - 0 - 0
HCE/EME 2 4 5 7 1 2
Agricultural Tractor 18 18 26 28 23 14
Agricultural Tractor & Trailor 15 72 23 29 12 18
Animal &
Hand drawn
2 8 12 24 30 2
Non
Motorised Cycle 5 13 41 11 3 2
Traffic Cycle rickshaw 0 2 0 0 0 2
Others 1 0 1 0 9 1
Car / Van/Jeep 2 9 12 34 8 27
Toll
Exempted Ambulance 2 3 8 10 9 9
Vehicles
Bus / Truck 2 1 3 2 1 1
Total Traffic, PCU 12,516 12,327 21,048 21,078 13,038 13,096

*- Traffic projected based on the surveys conducted in April 2011 for preparation of DPR
** - Actual traffic recorded in confirmatory traffic surveys in March 2012.

The survey locations for the earlier study done in April 2011 and the present confirmatory surveys
are slightly different. Due to this the local traffic is varying due to the presence of settlements
nearby and this is understandable. The through traffic like commercial 2 axle, 3 axle and MAV are
more or less matching with the forecast values. The total traffic is less than 2% which is
acceptable.
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Figure 4:34: Comparison of Projected and Actual traffic

4.5.2 Intersection Flows

The important junctions on the highway are identified through careful reconnaissance survey.
Total 9 locations are identified and the list & location of these junctions are provided at Table
4.3 and Figure 4.3.

The traffic flow through the intersections during peak hour ranges from 718 PCUs at Intersection-
2 at Pardiphata junction to 1,519 PCUs at Manjarsumba junction. Please refer Table 4.18.

two intersections (Int-6 &

13) where it is less than 1,100 PCUs. The conflicting traffic through at the intersection ranges
between 64% - 92 % of the intersection flow. The conflict flow is high at 92% (Intersection-3).

Table 4.18: Peak Hour Intersection Flows

Conflicting*/Cross
Flow Road. Flow
Intersection Location Peak Hour
Percentage
Int 1 - Km 114+400 Pardiphata Junction 18:15 - 19:15 718 650 91%
Int 2 - Km 123+000 Kunthalgiri Junction 10:15 - 11:15 727 667 92%
Int 3 - Km 158+000 Manjarsumba Junction 10:15 - 11:15 1,517 1,045 69%
Int 4 - Km 195+700 Padalshingi Junction 10:30 - 11:30 1,193 1,069 90%
Int 5 - Km 201+000 Gadhi Junction 9:45 - 10:45 1,429 1,202 84%
Int 6 - Km 231+800 Wadigodri Junction 9:45 - 10:45 1,102 928 84%
Int 7 - Km 250+500 SH-148 Junction 10:45 - 11:45 1,152 943 82%
Int 8 - Km 292+000 Aurangabad Junction 18:00- 19:00 1,519 974 64%

the peak hour and also during the survey period. The flow in terms of vehicles especially through
four-arm intersections on rural highways provides information on the planning of grade
separation facilities.

Traffic flow characteristics at each of the intersections are described hereinafter.

Intersection 1 (Km 114+400) Pardiphata Junction : Traffic flow through the intersection is
718 PCUs during the peak hour (18:15-19:15) and 11,883 PCUs during the survey period. The
Peak Hour Factor (PHF) varies from 0.98 (morning peak) to 0.72 (evening peak). The conflicting
/cross road flow from the side roads is about 91% of the peak hour traffic. The composition of
the passenger vehicles is 23% and commercial vehicles is 77% of the total motorised traffic at
the junction. Daily, morning peak, evening peak hour flow turning volumes at the junction are
provided at Volume-I, Annexure 4.5.

Intersection 2 (Km 123+000) Kunthalgiri Junction: Traffic flow through the intersection is
727 PCUs during the peak hour (10:15-11:15) and 13,010 PCUs during the survey period. The
Peak Hour Factor (PHF) varies from 0.94 (morning peak) to 0.78 (evening peak). The
conflicting/cross road flow from the side roads is about 92% of the peak hour traffic. The
composition of the passenger vehicles is 26% and commercial vehicles is 74% of the total
motorised traffic at the junction. Daily, morning peak, evening peak hour flow turning volumes at
the junction are provided at Volume-I, Annexure 4.5.

Intersection 3 (Km 158+000) Manjursumba Junction : Traffic flow through the

intersection is 1,517 PCUs during the peak hour (10:15 to 11:15) and 23,786 PCUs during the
survey period. The Peak Hour Factor (PHF) varies from 0.88 (morning peak) to 0.92 (evening
peak). The conflicting/cross road flow from the side road is about 69% of the peak hour traffic.
The composition of the passenger vehicles is 53% and commercial vehicles is 47% of the total
motorised traffic at the junction. Daily, morning peak, and evening peak hour flow turning
volumes at the junction are provided at Volume-I, Annexure 4.5.

Intersection 4 (Km 195+700) Padalshingi Junction : Traffic flow through the intersection
is 1,193 PCUs during the peak hour (10:30-11:30) and 20,084 PCUs during the survey period.
The Peak Hour Factor (PHF) varies from 0.88 (morning peak) to 0.93 (evening Peak). The
conflicting / cross road flow from the side road is about 90% of the peak hour traffic. The
composition of the passenger vehicles is 35% and commercial vehicles is 65% of the total
motorised traffic at the junction. Daily, morning peak, and evening peak hour flow turning
volumes at the junction are provided at Volume-I, Annexure 4.5.

Intersection 5 (Km 201+000) Gadhi Junction : Traffic flow through the intersection is 1,429
PCUs during the peak hour (09:45-10:45) and 23,073 PCUs during the survey period. The Peak
Hour Factor (PHF) varies from 0.85 (morning peak) to 0.90 (evening peak). The conflicting/cross
road flow from the side road is about 84% of the peak hour traffic. The composition of the
passenger vehicles is 40% and commercial vehicles is 60% of the total motorised traffic at the
junction. Daily, morning peak, and evening peak hour flow turning volumes at the junction are
provided at Volume-I, Annexure 4.5.

Intersection 6 (Km 231+800) Wadigodri Junction : Traffic flow through the intersection is
1,102 PCUs during the peak hour (09:45 to 10:45) and 19,186 PCUs during the survey period.
The Peak Hour Factor (PHF) varies from 0.92 (morning peak) to 0.76 (evening peak). The
conflicting/cross road flow from the side road is 84% of the peak hour traffic. The composition of
the passenger vehicles is 31% and commercial vehicles is 69% of the total motorised traffic at
the junction. Daily, morning peak and evening peak hour flow turning volumes at the junction are
provided at Volume-I, Annexure 4.5.

Intersection 7 (Km 250+500) SH-148 Junction : Traffic flow through the intersection is
1,152 PCUs during the peak hour (10:45 to 11:45) and 19,114 PCUs during the survey period.
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The Peak Hour Factor (PHF) varies from 0.87 (morning peak) to 0.93 (evening peak). The
conflicting/cross road flow from the side road is 82% of the peak hour traffic. The composition of
the passenger vehicles is 39% and commercial vehicles is 61% of the total motorised traffic at
the junction. Daily, morning peak and evening peak hour flow turning volumes at the junction are
provided at Volume-I, Annexure 4.5.

Intersection 8 (Km 292+000) Aurangabad Junction : Traffic flow through the intersection
is 1,519 PCUs during the peak hour (18:00 to 19:00) and 23,018 PCUs during the survey period.
The Peak Hour Factor (PHF) varies from 0.90 (morning Peak) to 0.90 (evening peak). The
conflicting/cross road flow from the side road is 64% of the peak hour traffic. The composition of
the passenger vehicles is 34% and commercial vehicles is 66% of the total motorised traffic at
the junction. Daily, morning peak and evening peak hour flow turning volumes at the junction are
provided at Volume-I, Annexure 4.5.

4.5.3 Pedestrian and Cattle Traffic

Pedestrian and cattle volumes across the road were observed for twelve hours during morning
and evening peak periods at seven locations on the corridor. The cross pedestrian cum cattle
volume ranges between 1,800 and 22,000 across various locations for the entire day. The peak
volume ranges between 100 and 700 across the locations. The pedestrian cum cattle traffic
volume details across the locations are presented at Table 4.19 & Table 4.20

Table 4.19: Pedestrian Volumes at Survey Locations

S. Existing Avg. Peak Volume Peak Hours

Location
No Km PV2/108 Morning Evening Morning Evening
1 Km 143+000 Chausala Village 1.634 628 414 8:15 - 9:15 17:00 - 18:00
2 Km 198+000 Padalshingi Village 0.937 39 111 8:45 - 9:45 17:30 - 18:30
3 Km 209+200 Georai Bus Stand 1.344 198 143 9:15 - 10:15 17:15 - 18:15
4 Km 207+400 Georai Village 4.406 542 523 8:15 - 9:15 17:45 - 18:45
Jaykwadicamp
5 Km 213+000 4.454 732 518 8:15 - 9:15 17:00 - 18:00
Village
6 Km 250+000 Pachod Village 1.827 237 165 10:30 - 11:30 17:15 - 18:15

Table 4.20: Cattle Volumes at Survey Locations

Paidalsingi Village
Animals (Along & Across the Road)
Peak
Along Peak Hour Across Peak Hour
Morning Peak 117 8:00 - 9:00 12 8:30 - 9:30
Evening Peak 53 17:30 - 18:30 11 17:30 - 18:30

It is proposed to provide pedestrian underpasses at all the above locations considering the
pedestrian volumes subject to the proposals of the bypasses for the towns.

The location wise details of the Pedestrian and Cattle count survey are presented at Volume-I,
Annexure 4.6.

4.5.4 Speed & Delay Studies

The journey speeds on the Project Road were observed during both peak and off-peak periods.
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For the purpose of this survey, morning peak was considered between 8:00 AM and 10:00 am,
evening peak between 5:00 PM and 8:00 PM and off-peak between 2:00 PM and 4:00 PM. Three
independent runs in both the directions of traffic were considered for measuring journey (car)
speeds on the project road.

The following Table 4.21 presents average journey speeds on the Project Road.

Table 4.21: Speed & Delay on Project Road

First Stop Second
S. Distance Watch Stop Watch
Control Points Cause of Delay
No (Km) Journey Time Delay Time
Min Sec Min Sec
1 32+500 Km114+000-Pardi Phata Junction 36 15
2 42+000 Km123+500-Kunthalagiri Junction 47 33
3 54+600 Km136+100-Pargaon Village 63 0
5 61+100 Km142+500-Chausala Village 71 46 0 6 Traffic Congestion
6 76+700 Km158+00-Manjarsumba Junction 90 48 0 15 Traffic Congestion
7 79+400 Km160+600-Ghat Section Start 98 52
8 81+600 Km162+800-Ghat Section Start 101 38
9 94+000 Km 175+200 - Beed Start 117 7 0 24 Traffic Congestion
10 97+000 Km 178+100 - Beed Junction 120 45 0 56 Traffic Congestion
11 100+100 Km 181+200 - Beed End 124 1
12 119+900 Km 201+000 - Gadhi Village 147 20
13 126+200 Km 207+200 - Georai Village 157 8 1 11 Traffic Congestion
14 141+000 Km 222+00 - Shahagad Village 175 38 1 53 Traffic Congestion
15 152+300 Km 233+200 - Wadi Godri Village 187 40
16 169+100 Km 250+000 - Pachod Village 208 27 2 7 Traffic Congestion
17 191+900 Km 272+800 - Adul Village 234 15 2 15 Traffic Congestion
18 211+200 Km 292+200 - End Point 255 9

As given in the above table the traffic speeds are high with delays at Chausala, Beed town,
Georai town and Shahgad towns. Since it crosses number of settlements, the side friction is
considerable.

4.5.5 Truck Focal Point Survey

Truck focal point survey is done at two locations Km 136+400 and at Km 160+400 as per the
details given at Table 4.6. The purpose of the survey is to know the requirement of truck
parking spaces along the project corridor. It is observed that trucks are parked at these two
locations hence these locations are identified for the survey.

Modewise vehicle, registration number of the vehicle, and occupancy of the parking space, origin,
destination and trip frequency data is captured during this survey. The data is captured for every
half an hour interval.

Based on the above information the parking accumulation of the commercial vehicles (LCV, 2 Axle
& 3 Axle trucks & MAVs) is derived and presented below at Figure 4.35 & Figure 4.36
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Figure 4.35: Parking Accumulation of Commercial Vehicles at Km 136+400

Figure 4.36: Parking Accumulation of Commercial Vehicles at Km 160+400

The peak accumulation at each Km of the truck focal point survey is derived from the data and
presented at Table 4.22
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Table 4.22: Peak Accumulation Truck Focal Point survey

Truck Parking Peak No. of Peak Hour

accumulation Vehs PCUs From To

Km 136+400 26 83 08:30 09:30

Km 160+400 34 102 08:30 09:30

Based on the above information, suitable spaces are to be reserved for the Truck parking.

4.5.6 Travel Pattern

As described earlier comprehensive Origin-Destination surveys were conducted for 1 day for 24
hours at each of the 4 locations. The O-D surveys on the project road were carried out based on
the Road Side Interview (RSI) method as described in IRC:102-1988.

In order to understand and use the travel pattern data collected during the O-D survey, a
scientifically derived zoning system is prepared. The Project Influence Area is broadly divided into
Immediate Influence Area (IIA) and Broad Influence Area (BIA) as detailed below:

Immediate Influence Area (IIA) This region contributes to most of the trips observed
on the project road, and primarily includes the towns, cities and districts around and near the
Project Road.
Broad Infuence Area (BIA) This region contributes trips, but to a lesser degree when
compared to the IIA.
While defining zone boundaries, the following were considered:

Important towns and industrial centers along the project road and competing roads in the
region.
Administrative boundaries of district and state boundaries.
Configuration of the project roads in the regional road network with respect to other National
Highways.

A comprehensive 61 zone system was adopted for the study to understand the travel pattern of
the traffic using the project road/corridor. As indicated in earlier section the entire length of the
project road/corridor passes through Maharashtra state only. In Maharashtra it passes through
four districts viz., Osmanabad, Beed, Jalna and Aurangabad. These districts are thus delineated in
to a small number of traffic zones to provide an insight into the travel pattern in these districts. In
order to determine the influence area of the project road and to estimate the likely traffic to the
accuracy possible, the area outside these districts which have a bearing on the traffic plying on
the corridor is divided into a number of zones. Delhi is identified as an independent zone. The
important cities/towns along the corridor and across the corridor providing good connectivity are
also delineated as separate zones. The list of the traffic zones delineated for the study is
presented in Table 4.23.

Table 4.23: Zoning System

Zone No. Zone Name
Local Zones
1 Aurangabad
2 Chitegaon, Pipri
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Zone No. Zone Name

3 Adul
4 Pachod Budurk
5 Wadi Godri
6 Shahagad
7 Georai
8 Khopat/PadalSingi/Ranjani/Gadi
9 Nandur
10 Beed
11 Pali/Revtargaon
12 Pargaon
13 Wasi
14 Terkhed/Yermala
15 Yedshi
Aurangabad District
16 Soygaon, Sillod, Phulambri Talukas
17 Kannad, Khultabad Talukas
18 Ajanta/Ellora
19 Vaijapur, Gangapur Talukas
20 Paithan/Pinpalwadi/Rahatgaon/Panthewadi
21 Revgaon/Hiradpuri/Unchegaon/Nayatpur/Dawarwadi/Pachod/Tanda
22 Aadgaon/Devgaon/Georai/Ranjangaon
23 Dhorkin/Nidagaon/Varvandi/Dhupkhed/Kapuswadi/Gevraivashi
24 Bemblechiwadi/Pimpalgaon/kachner
25 Kahmdam/Tisgaon/Kesapuri/Harsool
26 Jadgaon/Karmad/Banegaon/Anjandoh/Kotthan
Jalna District
27 Bhokardan, Jafrabad Talukas
28 Badnapur Taluka
29 Jalna Taluka
30 Ghansavangi, Partur, Mantha Talukas
31 Kajrat, Ambad Taluka
Beed District
32 Majalgaon, Nandalgaon, Talkher, Rajegaon
Ambajigal, Kaij, Yelamb,Dighol, Renapur, Sirsala, Parli,Wadwani, Vida, lahovi, Dharur,
33
Yousufbadgaon
Patoda, Ashti, Pargaon, Kada, Manur, Padli, Rajuri, Amalner, Balam, Amba, Umapur,
34
Nandur
Osmanabad District
35 Osmanabad
36 Kalamb, Thair, nipari
37 Bhum, Paranda, Pathrud, Khaspuri
38 Tuljapur, Hmarga, Naldurg, Savalgaon, Lohara, Bemili
Maharashtra District level zones
39 Solapur
40 Latur, Ahmadpur
41 Parbhani
42 Buldhana, Akola, Amravathi, Hingoli, Washim, Nanded, Yavatmal, Wardha, Chandrapur,
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Zone No. Zone Name

Gadchiroli, Nagpur, Bhandara, Gondia
43 Jalgaon
44 Dhule, Nandurbar
45 Nashik
46 Ahmadnagar
47 Shirdi
48 Mumbai
49 Thane, Raigarh, Pune
50 Satara,Ratnagiri,Sangli, Kolhapur, Sindhudurg
State level zones
51 Karnataka,Goa
52 Hyderabad
53 Andhra Pradesh
54 Tamilnadu, Kerala
55 Gujarat
56 Rajasthan,Delhi, Hariyana, Punjab, Himachal Pradesh, Jammu & Kashmir
Uttara khand, UP, Bihar, Jharkhand, West Bengal, Sikkim, Meghalaya, Assam,Arunachal
57
Pradesh, Nagaland, Manipur, Kizoram, Tripura
58 MP, Chattisgarh, Orissa
59 Indore
60 Surat
61 Delhi

Mode wise samples obtained at the survey stations are presented in Table 4.24. It is generally
observed that the sample sizes obtained are fairly high and reasonable. The survey was
conducted in such a way that no major inconvenience is caused to the road user due to stoppage
of vehicles resulting in queue of large number of vehicles.

Table 4.24: O-D Sample

Vehicle Km146 - Near Chausala Km166+400 - Near Pali Km188 - Near Pendgaon Km215 - Near Pimpilwadi
Type Sample AADT Percentage Sample AADT Percentage Sample AADT Percentage Sample AADT Percentage

Car 784 1189 65.9% 991 2581 38.4% 813 2699 30.1% 1191 2617 45.5%

Bus 97 178 54.4% 282 406 69.5% 155 438 35.4% 213 417 51.0%

LCV 163 320 51.0% 199 754 26.4% 157 642 24.5% 120 1179 10.2%

2-Axle 493 984 50.1% 516 1143 45.2% 603 1782 33.8% 803 1160 69.2%

3-Axle 580 1507 38.5% 739 1608 46.0% 560 1653 33.9% 855 1696 50.4%

MAV 42 208 20.2% 77 224 34.4% 27 217 12.4% 17 221 7.7%

Total 2159 4386 49.2% 2804 6715 41.8% 2315 7430 31.2% 3199 7290 43.9%

O-D matrices (sample values) for each vehicle type were developed separately to understand the
travel pattern and also to estimate the traffic that is likely to use the proposed bypasses. The
passenger and commercial vehicles O-D matrices developed are presented at Volume-I,
Annexure 4.7
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The O-D data is analysed to find out distribution of purpose of the passenger vehicles, trip length,
commodity carried by the commercial vehicles and the average load carried and is presented
below:

Work trips contribute to major share of the trips and the balance trips are education, business,
shopping etc. The details are provided at Table 4.25.

Table 4.25: Trip Purpose of Passenger Vehicles

Percentage
Purpose
Km146+000 Km166+400 Km188+000 Km215+000
Work 19.5% 16.0% 26.9% 36.4%
Education 26.3% 19.2% 14.4% 6.4%
Business 19.8% 34.1% 8.5% 8.6%
Social 8.7% 11.0% 11.7% 6.8%
Shopping 2.4% 4.1% 12.8% 9.1%
Recreation 14.3% 6.7% 3.8% 9.1%
Health 1.4% 1.6% 4.3% 2.7%
Religious 0.9% 1.2% 3.6% 1.5%
Others 6.8% 6.1% 14.0% 19.5%
Total 100.0% 100.0% 100.0% 100.0%

The commercial vehicles share in the total traffic is ranges between 30-43% which is quite
sizable. The commodities carried by the commercial vehicles is analyzed and presented at Table
4.26 & Table 4.27

Table 4.26: Commodity Distribution by Commercial Vehicles at Survey Locations

S. Commodity Km 146+000 - Near Chausala Km 166+400 - Near Pali
No. Type LCV 2 Axle 3 Axle MAV Total LCV 2 Axle 3 Axle MAV Total
1 Empty 18% 8% 4% 0% 7% 37% 11% 5% 5% 13%
2 Food Grains 16% 18% 28% 27% 23% 16% 27% 37% 24% 29%
Fruits &
3 9% 12% 13% 15% 12% 10% 17% 19% 17% 16%
vegetables
4 Fertilizers 4% 4% 3% 7% 4% 1% 2% 2% 4% 2%
Petrol &
5 7% 8% 9% 17% 9% 4% 6% 8% 19% 7%
Chemicals
Building &
6 construction 18% 15% 9% 10% 12% 13% 13% 10% 11% 11%
Materials
7 Textiles 2% 2% 3% 0% 3% 1% 3% 4% 4% 3%
Household
8 1% 4% 3% 2% 3% 2% 1% 1% 0% 1%
Goods
9 Mineral Oils 1% 1% 2% 2% 2% 0% 1% 1% 1% 1%
Heavy
10 3% 4% 3% 5% 4% 1% 3% 4% 3% 3%
Machinery
11 New Vehicles 2% 1% 1% 2% 1% 1% 0% 0% 1% 0%
Automobile
12 4% 3% 1% 2% 2% 1% 0% 0% 0% 0%
Parts
Electrical &
13 1% 2% 2% 0% 2% 4% 1% 1% 3% 2%
Electronics
14 Parcel 2% 8% 7% 2% 6% 4% 7% 5% 4% 5%
15 Sand 1% 1% 1% 0% 1% 6% 3% 1% 3% 3%
16 Plastic 0% 1% 1% 0% 1% 0% 0% 0% 0% 0%
17 Iron 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
18 Others 9% 8% 7% 7% 8% 1% 4% 3% 1% 3%
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S. Commodity Km 146+000 - Near Chausala Km 166+400 - Near Pali

No. Type LCV 2 Axle 3 Axle MAV Total LCV 2 Axle 3 Axle MAV Total
19 Animals 2% 0% 1% 0% 1% 2% 1% 0% 0% 1%
Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

Table 4.27: Commodity Distribution by Commercial Vehicles at Survey Locations

S. Commodity Km188 - Near Pendgaon Km215 - Near Pimpilwadi

No. Type LCV 2 Axle 3 Axle MAV Total LCV 2 Axle 3 Axle MAV Total
1 Empty 13% 12% 10% 15% 11% 10% 6% 5% 6% 7%
2 Food Grains 10% 11% 19% 8% 14% 25% 23% 22% 29% 23%
Fruits &
3 10% 8% 8% 19% 9% 11% 10% 12% 6% 11%
vegetables
4 Fertilizers 2% 3% 3% 4% 3% 2% 1% 2% 0% 2%
Petrol &
5 3% 8% 8% 15% 7% 7% 6% 6% 12% 6%
Chemicals
Building &
6 construction 11% 8% 7% 8% 8% 4% 8% 5% 12% 6%
Materials
7 Textiles 10% 6% 7% 4% 7% 6% 4% 5% 6% 5%
Household
8 3% 2% 3% 4% 3% 2% 1% 2% 0% 2%
Goods
9 Mineral Oils 2% 1% 3% 0% 2% 2% 1% 1% 0% 1%
Heavy
10 1% 3% 2% 4% 3% 1% 4% 4% 0% 3%
Machinery
11 New Vehicles 0% 4% 2% 4% 3% 1% 2% 2% 0% 1%
Automobile
12 2% 1% 3% 0% 2% 0% 0% 1% 0% 0%
Parts
Electrical &
13 2% 0% 3% 4% 2% 3% 1% 1% 6% 2%
Electronics
14 Parcel 1% 3% 4% 4% 3% 5% 10% 5% 6% 6%
15 Sand 6% 9% 2% 8% 6% 7% 5% 5% 0% 5%
16 Plastic 1% 1% 1% 0% 1% 0% 0% 1% 0% 0%
17 Iron 1% 4% 3% 0% 3% 3% 2% 3% 0% 2%
18 Others 16% 13% 12% 0% 12% 14% 16% 19% 18% 17%
19 Animals 8% 2% 1% 0% 2% 0% 1% 1% 0% 0%
Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

Building Materials, Food grains, and fruits & Vegetables are the major commodities carried by the
commercial vehicles.

The analysis of the O-D matrices indicates that over 90% of the motorized passenger traffic (all
the four OD locations) is from Maharashtra state only. Since location Km 146+000 & Km 166+000
are closer to the state of Andhra Pradesh the influence of Andhra Pradesh state is there though
marginally. After this location the influence of Maharashtra state is more than 96%. Hence, for
passenger vehicles Maharashtra can be considered as the Project Influence Area.

The analysis of the O-D matrices indicates about 50% of the commercial traffic is from
Maharashtra state and the balance is evenly spread among Karnataka & Goa, Andhra Pradesh,
Tamilnadu, Gujarat and Rest of India. The influence of the states Andhra Pradesh, Karnataka &
Goa decreases as the location of the OD survey is located away from these states.
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Average Load

Detailed analysis has been carried out about the average load carried by each mode. The location
wise data is presented at Table 4.28 and Table 4.29.

Table 4.28: Average Load Carried by Different Vehicles at Km 146 and Km 166+400
Location Km 146+000 - Near Chausala Km 166+400 - Near Pali
Vehicle Type LCV 2 Axle 3 Axle MAV LCV 2 Axle 3 Axle MAV
No. Empty Vehicles 29 39 25 0 73 57 35 4
No. of Loaded Vehicles 134 454 555 41 126 459 704 71
Total Load (T) 690.5 3730.8 7630.5 728.5 666 3880.5 8876 1213
Avg. Load/Loaded Vehicles (T) 5.15 8.22 13.75 17.77 5.29 8.45 12.61 17.08

Table 4.29: Average Load Carried by Different Vehicles at Km 188+00 and Km 215+000
Location Km 188+00 - Near Pendgaon Km 215+00 - Near Pimpilwadi

Vehicle Type LCV 2 Axle 3 Axle MAV LCV 2 Axle 3 Axle MAV

No. Empty Vehicles 20 72 54 4 12 46 47 1

No. of Loaded Vehicles 137 531 506 22 108 757 808 16
Total Load (T) 882 4705 6825 316 658.5 6722 10055 239
Avg. Load/Loaded Vehicles
6.44 8.86 13.49 14.36 6.10 8.88 12.44 14.94
(T)

Average Lead

Detailed analysis has been carried out about the average lead by each mode. The location wise
data is presented at Table 4.30.

Table 4.30: Average Trip Length by Different Vehicle

Average Trip length (Km)
Vehicle Type
Km 146+000 Km1 66+400 Km 188+000 Km 215+000
Car 264.12 259.02 170.41 209.08
Bus 311.77 245.90 259.17 264.10
LCV 388.9 444.8 455.9 547.8
2 Axle 848.3 871.5 743.3 925.4
3 Axle 1100.2 1053.2 1091.3 1136.1
MAV 1176.4 1023.8 929.8 1305.5

The location-wise state share of influence both for the passenger as well as commercial vehicles
are presented in Table 4.31 & Table 4.32.

Table 4.31: Project Influence Area Passenger Vehicles

Passenger
State
Km 146+000 Km 166+400 Km 188+000 Km 215+000
Maharashtra 90.7% 93.1% 96.6% 97.5%
KA & Goa 2.2% 1.9% 0.5% 0.6%
Andhra Pradesh 6.1% 2.9% 0.1% 0.2%
Tamil Nadu 0.2% 0.5% 0.1% 0.0%
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Passenger
State
Km 146+000 Km 166+400 Km 188+000 Km 215+000
Gujarat 0.1% 0.7% 1.0% 0.9%
RoI 0.7% 0.8% 1.7% 0.8%
Total 100.0% 100.0% 100.0% 100.0%

Table 4.32: Project Influence Area Commercial Vehicles

Commercial
State
Km 146+000 Km 166+400 Km 188+000 Km 215+000
Maharashtra 43.8% 50.6% 52.3% 48.3%
KA & Goa 12.6% 13.5% 12.0% 11.0%
Andhra Pradesh 12.0% 9.4% 7.6% 8.1%
Tamil Nadu 7.2% 5.7% 4.5% 6.7%
Gujarat 10.9% 8.6% 9.0% 10.8%
RoI 13.5% 12.3% 14.5% 15.0%
Total 100.0% 100.0% 100.0% 100.0%

The information in the previous section indicates that the Project Influence Area (PIA) is mainly
Maharashtra, Karnataka, Andhra Pradesh and Gujarat states. The socio-economic parameters of
the PIA are presented below.

For passenger vehicles the state of Maharashtra is considered as Project Influence Area and for
commercial vehicles the states of Maharashtra, Karnataka, Andhra Pradesh and Gujarat are
considered as Project Influence Area.

4.5.7 Willingness To Pay Survey

NHAI has adopted the concept of development of the projects on BOT (Toll) basis. The user pays
for the development of the project criteria has been adopted in various projects and is received
well all over the country. The result is well developed highways. The toll rates are also
established on per Km basis which is applicable to all the projects. Detailed guidelines are given
to revise the toll rates.

For the present project the Consultants have carried out the Willingness To Pay survey at
different locations as indicated in the survey schedule. The results are analyzed and found that
about 86% of the users are willing to pay for the cost of project development. This also indicates
the necessity of the widening the project corridor immediately.

Table 4.33: Willingness To Pay Survey

S. No. Description %
Percentage of people willing to pay the toll for the improvement of
1 86 %
highway to 4 lanes

4.5.8 Axle Load Survey

Axle load surveys have been conducted on the project corridor at all proposed toll plaza locations
to estimate the overloading and the VDF at the toll plaza locations. Axle load survey has been
conducted for one day at four locations. Please refer the traffic survey schedule for details. The
axle load data have been collected mainly for trucks (both empty and loaded). However, a few
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numbers of buses had also been weighed to get an idea of their loading behavior. Special care
had been taken to avoid any variation in the wheel loads due to camber. The procedure adopted
using the weigh pad was as follows:

A suitable safe site was selected for the diversion of vehicles to avoid traffic congestion and
utilization of the equipment.
The weigh pads were placed on firm ground adjacent to the Carriageway, at a spacing to
match with the wheel paths of trucks and buses. Each pad is provided with ramps to facilitate
vehicle movement onto the pad.
The driver of the vehicle was directed to position the front wheel(s) on the centre of the
pad(s). After waiting for 30 seconds to stabilize the reading, axle load was noted from the
inbuilt display unit.
Similarly, the rear axle was also positioned and reading noted.
Sum of the front and rear axle loads gives the Gross Vehicle Weight (GVW)

Enumerators were enlisted to direct the traffic and to ensure random sampling. The enumerators
recorded the type of the vehicles, number of axles, and commodity carried. Maximum gross
vehicle weight has been considered as per the MoRSTH specification.

Vehicle damage factor has been calculated based on the axle load survey results for each
category of vehicles at all the proposed toll plaza locations and presented in the Table 4.34 &
Table 4.35.

Table 4.34: Vehicle Damage Factor (VDF) Aurangabad to Yedshi Direction

Vehicle Damage Factor (VDF)
S.
Vehicle Type Aurangabad to Yedshi Direction
No
Km146 Km166+400 Km188 Km215
1 LCV Goods 0.05 0.03 0.12 0.08
2 2 Axle Truck 2.47 1.49 4.42 2.01
3 Semi Truck Trailer with Single Rear Axle 879 6.43 11.61 8.92
4 Semi Truck Trailer with Tandem Rear Axle 5.66 3.18 3.53 5.83
Semi Truck Trailer with Tandem Middle &
5 - 5.74 2.35 0.04
Rear Axle
Semi Truck Trailer with Tandem Middle &
6 - 15.89 - -
Tridem Rear Axle
7 3 Axle Truck 2.71 1.42 3.45 2.53
8 Tridem Axle Truck - 0.98 1.93 2.49

Table 4.35: Vehicle Damage Factor (VDF) Yedshi to Aurangabad Direction

Vehicle Damage Factor (VDF)
S.
Vehicle Type Yedshi to Aurangabad Direction
No
Km146 Km166+400 Km188 Km215
1 LCV Goods 0.08 0.08 0.1 0.02
2 2 Axle Truck 1.79 1.61 1.62 1.27
3 Semi Truck Trailer with Single Rear Axle 8.53 10.99 8.58 10.47
4 Semi Truck Trailer with Tandem Rear Axle 3.25 5.52 2.43 2.51
Semi Truck Trailer with Tandem Middle &
5 - - 1.08 0.16
Rear Axle
Semi Truck Trailer with Tandem Middle &
6 - 0.87 - -
Tridem Rear Axle
7 3 Axle Truck 2.34 3.41 2.27 0.35
8 Tridem Axle Truck 1.53 2.81 1.69 0.28
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4.6 INFLUENCE AREA

The information in the previous section indicates that the Project Influence Area (PIA) is mainly
Maharashtra, Karnataka, Andhra Pradesh and Gujarat States. The socio-economic parameters of
the PIA are presented below:

Maharashtra

Population of Maharashtra increased from 39.55 million in 1961 to 96.88 million in 2001
registering a growth of 2.26 % (CAGR). Table 4.36 shows the growth of Population in
Maharashtra and the decadal growth rates.

Table 4.36: Growth of Population of Maharashtra

Population Percentage variation over previous census
Year
Total Males Females Total Males Females
1961 39,554 20,429 19,125 - - -
1971 50,412 26,116 24,296 27.50% 27.80% 27.00%
1981 62,784 32,415 30,369 24.50% 24.10% 25.00%
1991 78,937 40,826 38,111 25.70% 25.90% 25.50%
2001 96,879 50,401 46,478 22.70% 23.50% 22.00%

4.6.1 Growth in Vehicle Registration

The vehicle registration data for the state of Maharashtra is provided below. The two wheelers
and the commercial vehicles have registered an impressive growth of 11% (CAGR) during the
period 2002-08. Cars increased at more than 10 % (CAGR) during this period, whereas the buses
increased at 7.4%. The details are provided at Table 4.37.

Table 4.37: Growth in Vehicle Population - Maharashtra

Year Two Wheelers Car/Jeeps Bus Commercial
2002-03 5,431,255 1,154,993 40,794 448,301
2003-04 6,037,975 1,262,367 43,572 488,211
2004-05 6,717,466 1,408,298 47,706 542,785
2005-06 7,509,649 1,875,606 51,930 605,695
2006-07 8,346,637 1,721,524 54,041 677,659
2007-08 9,178,600 1,920,227 58,219 759,357

4.6.2

.e.Net State Domestic Product (NSDP) at constant prices (1999-00), is Rs

35,740,164 crores for the year 2007-08 higher by 9.1 % over the previous year. The primary
sector has registered positive growth between 1999-08 except for two years 2000-01 & 2004-05.
Since 2005-06 the primary sector growth is good and for the last two years the growth has been
more than 10%. The secondary sector growth is negative in the initial two years 2000-02 and
since then it is growing at a positive clip at more than 7 %. The tertiary sector growth is very
impressive at about 10 % for the last 4 years. The details of NSDP and growth rates are provided
in Table 4.38.
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Table 4.38: Net State Domestic Product (NSDP) at constant prices (1999-00)
Year Primary Gr Rate Secondary Gr Rate Tertiary Gr Rate NSDP Gr Rate
1999-00 3,709,476 - 5,964,777 - 12,045,540 - 21,719,793 -
2000-01 3,525,725 -5.00% 5,323,195 -10.80% 12,203,711 1.30% 21,052,631 -3.10%
2001-02 3,724,300 5.60% 5,169,988 -2.90% 12,902,043 5.70% 21,796,331 3.50%
2002-03 3,815,103 2.40% 5,629,766 8.90% 13,854,532 7.40% 23,299,401 6.90%
2003-04 4,209,647 10.30% 6,209,231 10.30% 14,679,982 6.00% 25,098,860 7.70%
2004-05 3,921,536 -6.80% 6,733,470 8.40% 16,630,989 13.30% 27,285,995 8.70%
2005-06 4,261,433 8.70% 7,234,885 7.40% 18,379,624 10.50% 29,875,942 9.50%
2006-07 4,707,585 10.50% 7,860,276 8.60% 20,192,049 9.90% 32,759,910 9.70%
2007-08 5,196,978 10.40% 8,441,475 7.40% 22,101,711 9.50% 35,740,164 9.10%

7 % in 1999-00 to 15% in 2007-

08.
tertiary sector has increased its share from 55% to 62% for the above period.

Per Capita Income

The Per Capita Income of the State has increased by 7.5 % to Rs 33,302/- in the year 2007-08.
The per capita income experienced negative growth in the year 2000-01. The growth of PCI is
more than 7.5 % for the last three years. The year wise Per Capita Income and growth details
are provided in Table 4.39.

Table 4.39: Year wise Per Capita Income

Year PCI Gr Rate
1999-00 23,011 -
2000-01 21,892 -4.90%
2001-02 22,258 1.70%
2002-03 23,447 5.30%
2003-04 24,859 6.00%
2004-05 26,603 7.00%
2005-06 28,683 7.80%
2006-07 30,982 8.00%
2007-08 33,302 7.50%

Economy Andhra Pradesh, Karnataka and Gujarat States

The growth in the population, NSDP, NSDP (P&S), PCI of the PIA states Andhra Pradesh,
Karnataka and Gujarat states are presented in Table 4.40 to Table 4.42.

Table 4.40: Economic Parameters of Andhra Pradesh (In Lakhs)

Year NSDP NSDP (P&S) POP PCI
1999-00 11,696,594 6,060,685 75,427,000 15,507
2000-01 12,640,184 6,552,292 76,045,000 16,622
2001-02 13,210,837 6,650,435 76,542,000 17,260
2002-03 13,588,101 6,603,173 77,710,000 17,486
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Year NSDP NSDP (P&S) POP PCI

2003-04 14,906,707 7,367,328 78,616,000 18,961
2004-05 15,797,499 7,609,774 79,502,000 19,871
2005-06 17,146,208 8,261,622 80,369,000 21,334
2006-07 18,546,205 8,890,136 81,219,000 22,835
2007-08 20,548,600 9,868,600 82,049,000 25,044

Table 4.41: Economic parameters of Karnataka (In Lakhs)

Year NSDP NSDP (P&S) POP PCI
1999-00 9,053,192 4,851,750 51,726,000 17,502
2000-01 9,113,592 4,647,862 52,522,000 17,352
2001-02 9,278,843 4,499,484 53,321,000 17,402
2002-03 9,776,504 4,654,412 53,969,000 18,115
2003-04 9,966,856 4,401,248 54,654,000 18,236
2004-05 10,980,798 5,007,366 55,327,000 19,847
2005-06 12,269,696 5,579,827 55,992,000 21,913
2006-07 13,001,833 5,679,447 56,647,000 22,952
2007-08 14,452,709 6,338,542 57,292,000 25,226

Table 4.42: Economic parameters of Gujarat (In Lakhs)

Year NSDP NSDP (P&S) POP PCI
1999-00 92,54,100 51,14,100 4,90,57,000 18,864
2000-01 92,27,400 48,57,000 5,01,72,000 18,392
2001-02 1,01,79,000 52,10,300 5,13,49,000 19,823
2002-03 1,18,13,000 62,17,300 5,20,79,000 22,683
2003-04 1,42,53,400 79,85,100 5,29,44,000 26,922
2004-05 1,55,18,400 86,04,500 5,37,98,000 28,846
2005-06 1,80,27,100 1,02,20,300 5,46,42,000 32,991
2006-07 2,08,21,100 1,18,07,100 5,54,75,000 37,532

4.6.3 New Developments in the Vicinity

a. DELHI MUMBAI INDUSTRIAL CORRIDOR

The Delhi Mumbai Industrial Corridor Project is a State-sponsored Industrial Development

Project of the Government of India. It is an ambitious project aimed at developing an Industrial
Zone spanning across six states in India. The project will see major expansion of Infrastructure
and Industry including industrial clusters and rail, road, port, air connectivity in the states
along the route of the Corridor. The corridor will span a length of 1483 km.

The ambitious project will be funded through private-public partnership and foreign investment.
Japan will be a major investor for this project. Both India and Japan signed an agreement to set
up a project development fund. The initial size of the Fund will be Rs 1,000 Crore (about $212
milion). Both the Japanese and Indian governments contribute equally.
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The corridor would include six mega Investment Regions (SIR) of 200 square kilometers each and
will run through six states Delhi, Western Uttar Pradesh, Southern Haryana, Eastern Rajasthan,
Eastern Gujarat, Western Maharashtra.

Conceived as a Global Manufacturing and Trading Hub, the project is expected to double
employment potential, triple industrial output and quadruple exports from the region in 5 years.
The total employment to be generated from the project is 3 million, bulk of which will be in the
manufacturing/processing sectors.

It will include a 4000 MW Power Plant, three sea Ports and six Airports in addition to connectivity
with the existing ports. The industrial corridor project will be implemented by the Delhi Mumbai
Industrial Corridor Development Corporation (DMICDC), an autonomous body comprising of
Government and Private Sector.

It will be implemented through special purpose vehicles [SPVs]. The project is expected to deliver
a 2-3-4-5 benefit, to double employment (2), triple industrial output (3) and quadruple exports
(4) from the region in five years (5). It will built along a dedicated rail freight corridor, and once
commissioned, will reduce the Delhi-Mumbai transit time from 60 hours to 36 hours.

The Government of Maharashtra has constituted a high-power committee to develop four

integrated industrial mega towns in Dhule, Nashik, Aurangabad and Dighi in a time-bound
manner.

The state government has decided to set up an exhibition and convention centre at Shendra,
Aurangabad; the Nashik-Igatpuri-Sinnar investment region; and a multi-model logistic hub at
Karla. It also has plans to develop the Dighi port.

is the planning authority for the

corridor. It will take care of land acquisition and coordinate the development. It is exploring
possibilities of promoting manufacturing industries, such as automobiles, white goods, hardware,
iron and steel. With adequate connectivity and infrastructure available along the corridor,
transportation of raw and finished goods will become easier.

Consultancy for preparation of Development Plan for Igatpuri-Nashik-Sinnar Investment Region

and Dighi Port Industrial Area in Maharashtra awarded to Consultants in January 2010. Area
delineation, market analysis and infrastructure gap assessment reports submitted by the
consultants are being reviewed by the DMICDC and state government.

The Project is proposed to be developed in two phases. Phase I of the project is planned to be
completed by 2013. Phase II is planned to be completed by 2018. 6 Investment Regions and 6
Industrial Areas (listed below) are proposed to be developed in Phase I of the project.

Phase I

Investment Regions:

Dadri-Noida-Ghaziabad Region in Uttar Pradesh as General Manufacturing Investment

Region;
Manesar-Bawal Region in Haryana as Auto Component/ Automobile Investment Region;
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Kushkhera-Bhiwadi-Neemrana Region in Rajasthan as General Manufacturing/ Automobile/

Auto Component Investment Region;
Bharuch-Dahej Region in Gujarat as Petroleum, Chemical and Petro-Chemical Investment

Ahmedabad-Dholera Investment Region, subject to the approval of Apex Monitoring

Authority)
Igatpuri-Nashik-Sinnar Region in Maharashtra as General Manufacturing
Investment Region;
Pitampura-Dhar-Mhow in Madhya Pradesh as General Manufacturing Investment Region.

Industrial Areas:

Meerut-Muzaffarnagar Zone in Uttar Pradesh as Engineering & Manufacturing Industrial Area;

Faridabad-Palwal Zone in Haryana as Engineering & Manufacturing Industrial Area;
Jaipur-Dausa Zone in Rajasthan as Marble/Leather/Textile Industrial Area; (Subsequently,
Government of Rajasthan requested to replace this IA with Kishangarh, Ajmer)
Vadodara-Ankleshwar Zone in Gujarat as General Manufacturing Industrial Area;
Industrial Area with Greenfield Port at Dighi in Maharashtra;
Nimach-Nayagaon in Madhya Pradesh as Engineering and Agro-Processing Industrial Area.

Phase II

Following 12 nodes identified tentatively for development in Phase II of the project:-

Investment Regions:

Kundli Sonepat Investment Region

Ajmer-Kishangarh Investment Region
Bharuch-Dahej Investment Region
Dhule-Nardhana Investment Region
Ratlam-Nagda Investment Region

Industrial Areas:

Rewari-Hissar Industrial Area

Rajsamand-Bhilwara Industrial Area
Pali-Marwar Industrial Area
Surat-Navsari Industrial Area
Valsad-Umbergaon Industrial Area
Pune-Khed Industrial Area
Shajhapur-Dewas Industrial Area

The development of the Delhi Mumbai Industrial Corridor will give a fillip to the development in
the region. Maharashtra being one of the beneficiary states of this development. The
development of Igatpuri-Nashik-Sinnar region which is close to the present corridor will influence
the development of traffic on the corridor. Hence, these development is also considered in the
growth rates.
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b. SPECIAL ECONOMIC ZONES

Special Economic Zones approvals are given by Government of India. The approved projects
near the project corridor are listed out below.

Two pharma SEZs, one biotechnology zone, one automobile zone, one aluminum industry zone,
one textile zone and one agro processing zones are given formal approvals. The details are
provided below at Table 4.43:
Table 4.43: Special Economic Zones
Notification
S. Name of the Area
Location Type of SEZ number and
No developer (Hectares)
Date
Maharashtra
Shendra, Dist. Aluminum and
Industrial 2145(E), dt.
1 Aurangabad, Aluminum related 118.13
Development 22nd Dec.'06
Maharashtra industries
Corportation
Wockhardt
Shendra, Aurangabad 592(E) dt. 17th
2 Infrastructure Pharmaceutical 107
Distt, Maharashtra April'07
Development Limited
Automobile and
M/s. Bajaj Auto 591(E) dt. 17th
3 Waluj, Aurangabad Automobile 100.26
Limited April'07
components
Plot No.C-22, MIDC,
Shendre Five Star
Ajanta Projects 1951(E), Dt.5th
4 Industrial Area, Biotechnology 10
(India) Ltd. August, 08
District-Aurangabad
Maharashtra
Plot No.C-21, MIDC,
Shendre Five Star 2503(E),
Ajanta Projects
5 Industrial Area, Pharmaceutical 100 Dt.22nd 01-10-
(India) Ltd.
District-Aurangabad 2008
Maharashtra
Maharashtra
1279 (E), dt.
Industrial
Agro 19th
6 Development Latur, Maharashtra 139
processing May 09
Corporation
Dec.'06
Ltd.
Maharashtra
39(E) dt. 15th
Industrial Distt. Sholapur,
7 Textile Industry 103 Jan.'07
Development Maharashtra
April'07
Corporation Ltd.

These Special Economic Zones will be developed in a phased manner over the years. The
developmental traffic from these Special Economic Zones are considered in the traffic forecast.

4.7 FUTURE GROWTH OF THE PIA ECONOMY

The past growths of the PIA economy, proposed developments in the region are critically
analyzed and projected in to the future. The projected growths of the PIA economy are presented
in Table 4.44.

The realistic growth rates of the PIA economy are assessed based on the previous growths and
the potential of the area. The details are provided below:
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Table 4.44: Projected Economic Parameters without Impact of DMIC

Parameter 2011-2015 2016-2020 2021-2025 > 2025
Pop 1.56 1.56 1.55 1.54
PCI 6.3 6.1 5.2 4.3
NSDP 8.00 7.80 6.80 5.90

The Delhi-Mumbai Industrial Corridor (DMIC) is proposed to be developed in the vicinity of the
project corridor. The details of the Development of the Industrial Regions and the Industrial Areas
in the phase I and phase II are provided in the previous section. Due to these huge
developments, the economy of the area will get galvanised which will reflect in the growth rates
of the economy. In view of the above an additional growth of 1% is considered in the PIA
economy. Since the project DMIC is expected to be implemented from 2015, the impact is
considered for the period afterwards. The considered growth rates of the economy are provided
below in Table 4.45:

Table 4.45: Projected Economic Parameters with Impact of DMIC

Parameter 2011-2015 2016-2020 2021-2025 > 2025
Population(Pop) 1.56 1.56 1.55 1.54
Per Capita
6.34 6.64 6.17 5.29
Income (PCI)
Net State
Domestic 8.00 8.30 7.80 6.90
Product(NSDP)

4.8 TRAFFIC GROWTH RATES

4.8.1 Elasticity Analysis

Elasticity Analysis is generally done to establish the relationship between the growths in the
economy to the growths of the vehicle registration data. This is used to establish the growth rates
of the corridor.

The other method of fixing the growth rates is the historical mode wise data on the project
corridor. If reliable data is available this gives good insights. Unfortunately the historical data is
collected by different survey agencies and generally not reliable. In view of the above the
elasticity analysis is employed for this present study.

Elasticity analysis is used in the report. Vehicle registration data is regressed with the economic
parameters to establish the relationship. The results of the elasticity Analysis is presented at
Table 4.46 below:

Table 4.46: Results of Elasticity Analysis

S. No. Mode Independent Variable Coeffieient R2 t-stat
1 Car NSDP 1.53 0.94 9.83
POP 6.46 0.98 19.64
PCI 1.79 0.97 10.67
2 Buses NSDP 0.71 0.79 4.37
POP 2.42 0.66 3.14
PCI 0.94 0.79 4.37
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S. No. Mode Independent Variable Coeffieient R2 t-stat

3 Trucks NSDP 1.08 1.00 59.87
NSDP (P&S) 1.19 1.00 30.14
POP 6.73 0.99 22.28
PCI 1.27 1.00 44.28
4 Two NSDP 1.51 0.94 9.19
Wheeler POP 7.47 0.99 21.85
PCI 1.87 0.93 7.94

The results of elasticity analysis are closely observed for their logic, R 2 values and t-stat values
and finalized.

4.8.2 Traffic Growth Rates

Traffic growth rates needed to assess the likely future traffic levels on the project road are a
product of the economic growth rate and the elasticity of the traffic demand vis-à-vis economic
growth. This can be expressed by the following equation.

Tg = e x Eg .1

Where Tg = Traffic Growth Rate

e = Elasticity of Traffic Demand
Eg = Economic Growth Rate

Based on the mode-wise elasticity values, and estimated future growth rates of the PIA economy,
the mode-wise growth rates are finalized.

The traffic growth rates are considered for three scenarios Optimistic, Realistic and Pessimistic
primarily based on the growth of the PIA economy. The growth rates of the economy for these
three scenarios are presented in Table 4.47.

Table 4.47: NSDP Growth Rates of PIA Economy for three scenarios
NSDP Growth rates
Year
Optimistic Realistic Pessimistic
2011-2015 9.2 8.0 6.8
2016-2020 8.1 7.0 6.0
2021-2025 6.9 6.0 5.1
> 2025 6.0 5.2 4.4

Mode wise growth rates for the three scenarios Optimistic, Realistic and Pessimistic scenarios is
presented in Table 5.48, Table 5.49 & Table 5.50.

Table 4.48: Growth Rates for the Realistic Scenario

Two Car/ Mini 2 Axle 3 Axle MAV up MAV >6 HCM/E
Period Bus LCV
Wheeler Jeep/ Van Bus Truck Truck to 6 Axle Axles ME
2011-2015 11.4 7.6 4.1 4.1 7.2 6.4 8.0 8.0 8.0 8.0
2016-2020 10.0 7.0 4.1 4.1 6.8 4.5 7.5 7.5 7.5 7.5
2021-2025 8.6 5.9 4.0 4.0 5.6 2.8 6.3 6.3 6.3 6.3
> 2025 6.9 5.1 4.0 4.0 5.0 1.9 5.0 5.0 5.0 5.0
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Table 4.49: Growth Rates for the Optimistic Scenario

Two Car/ Mini 2 Axle 3 Axle MAV up MAV >6 HCM/
Period Bus LCV
Wheeler Jeep/ Van Bus Truck Truck to 6 Axle Axles EME
2011-2015 13.1 8.8 4.7 4.7 8.3 7.4 9.2 9.2 9.2 9.2
2016-2020 11.4 8.1 4.7 4.7 7.8 5.2 8.6 8.6 8.6 8.6
2021-2025 9.9 6.8 4.6 4.6 6.4 3.2 7.2 7.2 7.2 7.2
> 2025 7.9 5.8 4.6 4.6 5.7 2.1 5.7 5.7 5.7 5.7

Table 4.50: Growth Rates for the Pessimistic Scenario

2 Car/ Mini 2 Axle 3 Axle MAV up MAV >6 HCM/
Period Bus LCV
Wheeler Jeep/ Van Bus Truck Truck to 6 Axle Axles EME
2011-2015 9.7 6.5 3.4 3.4 6.1 5.4 6.8 6.8 6.8 6.8
2016-2020 8.5 6.0 3.4 3.4 5.7 3.8 6.4 6.4 6.4 6.4
2021-2025 7.3 5.0 3.4 3.4 4.8 2.4 5.4 5.4 5.4 5.4
> 2025 5.9 4.3 3.4 3.4 4.2 1.6 4.2 4.2 4.2 4.2

4.9 TRAFFIC FORECAST

Traffic on different section (HS-1 to HS-7, Table 4.1) of the project corridor is forecast 30 years
into the future based on the growth rates estimated for the project.

The traffic on the highway is generally estimated in three categories Generated Traffic, Induced
Traffic and Diverted Traffic.

Generated Traffic

The proposed new developments in the vicinity of the project highway will generate additional
traffic. The Delhi Mumbai Industrial Corridor project is being developed by GOI. The development
regions and areas in different phases are being contemplated in Maharashtra state also, the
details of which are given above. Since these developments have wide spinoffs in the economy an
additional 1% growth in the economy due to the above is considered. Further to the above four
Special Economic Zones are being developed in Maharashtra state in proximity to the project
corridor. The impacts of these SEZs are being considered in different phases and impact of the
same is estimated based on the trip rates (ITE).

Induced Traffic

Development of the project highway from 2 lane facility to a 4 lane facility (partially) will induce
more traffic on to the highway. It is normal based on past experience to consider a 2% of
induced traffic on such facilities. Accordingly 2% induced traffic is considered on the present
project highway.

Diverted Traffic

a. Presently the truck traffic is not using the project corridor due to the presence of Ghat section
near Chalisgaon. The truck traffic is using the Jalgaon route and bypasses the ghat section
and ultimately uses the Yedshi-Sholapur section since it is the only route to go further down
south. Once the project corridor is developed improving/ bypassing the ghat section this truck
traffic will get diverted to the project corridor. Hence the OD matrix of Yedshi-Sholapur
section is used and compared with the Aurangabad-Yedshi section and the difference is
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added to get the diverted traffic. This additional traffic gets added to the Aurangabad-Wadi
Godri sections. The details are given below:

Mode Divertible Traffic

3 Axle Trucks 245

MAV 90

b. The impact of the NH-222 is studied. The OD data at different locations is studied and found
that traffic is already using the NH-222 and there will not be any further increase in the traffic
in future.

Traffic forecast for the most likely (Realistic) growth scenario is presented in Table 4.51 to
Table 5.57. It is observed that the traffic (vehicles) on the project corridor in the horizon year
would be over five times to the base year value.
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Table 4.51: Traffic Forecast (AADT) Yedshi-Pardiphata section - Realistic (Most Likely) Growth Scenario

Non-Motorised Toll exempted vehides

Two 4Wh HCM / Agricultural Agricultural Total
Year Auto Car Taxi Mini Bus Pvt Bus Govt Bus LCV 2Axle 3Axle MAY MAV>6A Animal
Wheelers Tempo EME Tractor Tractor & Trailor Cyde PCU
Hand Cyde Others Car Ambulance Bus/Truck
Rickshaw
drawn

2012 2,265 272 1,640 189 13 47 208 229 326 1,003 1,766 219 2 34 48 3 5 - - 1 2 - 14,338
2013 2,523 292 1,765 203 14 49 217 245 349 1,079 1,907 237 2 35 49 3 5 - - 1 2 - 15,449
2014 2,811 314 1,899 218 15 51 226 263 374 1,161 2,060 256 2 36 50 3 5 - - 1 2 - 16,651
2015 3,194 344 2,084 240 16 54 240 288 409 1,274 2,270 282 2 38 52 3 5 - - 1 2 - 18,302
2016 3,513 367 2,230 256 17 56 250 307 437 1,601 2,599 303 2 39 53 3 5 - - 1 2 - 20,817
2017 3,864 393 2,386 274 18 58 260 327 466 1,697 2,781 325 2 40 54 3 5 - - 1 2 - 22,238
2018 4,250 419 2,553 294 19 60 270 350 498 1,799 2,978 350 2 41 55 3 5 - - 1 2 - 23,766
2019 4,676 449 2,732 314 20 62 282 373 531 1,908 3,189 376 2 42 56 3 5 - - 1 2 - 25,408
2020 5,143 480 2,922 337 21 65 293 399 567 2,025 3,417 405 2 43 57 3 5 - - 1 2 - 27,179
2021 5,586 508 3,095 356 22 68 304 421 599 2,130 3,622 430 2 44 58 3 5 - - 1 2 - 28,785
2022 6,066 538 3,277 377 23 71 316 445 632 2,241 3,840 458 2 45 59 3 5 - - 1 2 - 30,499
2023 6,587 568 3,471 400 24 74 328 469 668 2,360 4,072 487 2 46 60 3 5 - - 1 2 - 32,316
2024 7,153 601 3,676 423 26 78 342 496 706 2,485 4,319 517 2 47 61 3 5 - - 1 2 - 34,254
2025 7,768 635 3,893 448 27 81 355 523 746 2,618 4,581 550 2 48 62 3 5 - - 1 2 - 36,313
2026 8,305 668 4,092 470 28 84 369 550 783 2,739 4,802 577 2 49 63 3 5 - - 1 2 - 38,130
2027 8,878 702 4,301 495 29 87 384 577 822 2,867 5,035 606 2 50 64 3 5 - - 1 2 - 40,038
2028 9,491 737 4,521 520 30 90 399 606 863 3,000 5,278 636 2 51 65 3 5 - - 1 2 - 42,048
2029 10,146 774 4,751 547 31 94 415 636 906 3,141 5,534 668 2 52 66 3 5 - - 1 2 - 44,165
2030 10,846 814 4,994 574 32 98 431 668 951 3,289 5,804 702 2 53 67 3 5 - - 1 2 - 46,396
2031 11,594 856 5,249 604 33 102 449 702 999 3,445 6,086 736 2 54 68 3 5 - - 1 2 - 48,746
2032 12,394 899 5,516 634 34 106 467 736 1,049 3,608 6,383 773 2 55 69 3 5 - - 1 2 - 51,216
2033 13,249 945 5,798 667 35 110 486 773 1,101 3,780 6,694 812 2 56 70 3 5 - - 1 2 - 53,818
2034 14,163 992 6,093 701 36 114 505 812 1,156 3,961 7,021 853 2 57 71 3 5 - - 1 2 - 56,557
2035 15,140 1,042 6,405 736 37 118 525 853 1,214 4,151 7,363 896 2 58 72 3 5 - - 1 2 - 59,441
2036 16,184 1,095 6,731 774 38 123 547 896 1,275 4,351 7,723 940 2 59 73 3 5 - - 1 2 - 62,484
2037 17,301 1,152 7,075 814 39 129 568 940 1,339 4,561 8,102 987 2 60 74 3 5 - - 1 2 - 65,688
2038 18,495 1,211 7,436 856 41 134 591 987 1,407 4,781 8,499 1,036 2 61 75 3 5 - - 1 2 - 69,058
2039 19,771 1,273 7,815 900 43 139 614 1,036 1,477 5,013 8,916 1,088 2 62 77 3 5 - - 1 2 - 72,611
2040 21,134 1,338 8,214 946 45 144 639 1,088 1,550 5,256 9,353 1,142 2 63 79 3 5 - - 1 2 - 76,355
2041 22,593 1,407 8,633 993 47 150 664 1,142 1,628 5,512 9,813 1,200 2 64 81 3 5 - - 1 2 - 80,304
2042 24,152 1,478 9,074 1,044 49 156 691 1,200 1,710 5,782 10,296 1,260 2 65 83 3 5 - - 1 2 - 84,463
2043 25,818 1,553 9,537 1,098 51 162 718 1,260 1,795 6,064 10,803 1,323 2 66 85 3 5 - - 1 2 - 88,845
2044 27,600 1,632 10,024 1,154 53 168 747 1,323 1,885 6,361 11,335 1,389 2 67 87 3 5 - - 1 2 - 93,459
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Table 4.52: Traffic Forecast (AADT) Pardiphata - Manujursumba section - Realistic (Most Likely) Growth Scenario

Non-Motorised Toll exempted vehides

Two 4Wh HCM / Agricultural Agricultural Anlmal Total
Year Auto Car Taxi Mini Bus Pvt Bus Govt Bus LCV 2Axle 3Axle MAY MAV>6A Cyde PCU
Wheelers Tempo EME Tractor Tractor & Trailor Hand Cyde Others Car Ambulance Bus/Truck
Rickshaw
drawn
2012 1,621 276 1,134 146 10 20 165 79 193 1,059 1,628 222 - 2 18 15 2 5 - 1 2 2 - 12,500
2013 1,806 297 1,220 157 10 21 172 85 207 1,139 1,758 240 - 2 18 15 2 5 - 1 2 2 - 13,472
2014 2,012 319 1,313 169 10 22 179 91 222 1,226 1,899 259 - 2 18 15 2 5 - 1 2 2 - 14,524
2015 2,286 350 1,441 186 10 23 190 100 243 1,345 2,092 286 - 2 18 15 2 5 - 1 2 2 - 15,973
2016 2,514 374 1,542 199 10 24 198 107 259 1,677 2,408 307 - 2 18 15 2 5 - 1 2 2 - 18,325
2017 2,766 400 1,650 213 10 26 206 114 276 1,778 2,576 330 - 2 18 15 2 5 - 1 2 2 - 19,573
2018 3,043 428 1,766 228 10 27 214 122 295 1,886 2,758 355 - 2 18 15 2 5 - 1 2 2 - 20,913
2019 3,347 458 1,889 245 10 28 223 131 315 2,002 2,953 381 - 2 18 15 2 5 - 1 2 2 - 22,353
2020 3,681 491 2,022 262 10 29 233 140 337 2,125 3,162 410 - 2 18 15 2 5 - 1 2 2 - 23,901
2021 3,997 519 2,141 277 10 30 242 148 355 2,236 3,351 436 - 2 18 15 2 5 - 1 2 2 - 25,303
2022 4,341 550 2,267 294 10 31 251 156 374 2,355 3,552 463 - 2 18 15 2 5 - 1 2 2 - 26,798
2023 4,714 582 2,401 311 10 32 261 165 396 2,479 3,766 493 - 2 18 15 2 5 - 1 2 2 - 28,392
2024 5,119 616 2,543 329 10 33 271 174 418 2,612 3,993 523 - 2 18 15 2 5 - 1 2 2 - 30,083
2025 5,560 652 2,693 349 10 34 283 185 442 2,751 4,235 556 - 2 18 15 2 5 - 1 2 2 - 31,882
2026 5,944 685 2,831 366 10 35 294 194 464 2,880 4,439 583 - 2 18 15 2 5 - 1 2 2 - 33,463
2027 6,354 720 2,975 385 10 36 306 204 488 3,014 4,653 613 - 2 18 15 2 5 - 1 2 2 - 35,131
2028 6,792 757 3,127 404 10 37 318 214 512 3,156 4,878 644 - 2 18 15 2 5 - 1 2 2 - 36,881
2029 7,260 796 3,286 424 10 38 330 225 538 3,305 5,113 676 - 2 18 15 2 5 - 1 2 2 - 38,723
2030 7,761 836 3,454 446 10 39 344 237 564 3,461 5,361 710 - 2 18 15 2 5 - 1 2 2 - 40,660
2031 8,297 879 3,630 468 10 41 357 249 593 3,625 5,621 746 - 2 18 15 2 5 - 1 2 2 - 42,704
2032 8,869 924 3,816 492 10 43 371 261 622 3,798 5,894 783 - 2 18 15 2 5 - 1 2 2 - 44,857
2033 9,481 971 4,011 517 10 45 387 274 654 3,979 6,181 822 - 2 18 15 2 5 - 1 2 2 - 47,122
2034 10,135 1,021 4,216 544 10 47 402 288 686 4,170 6,482 863 - 2 18 15 2 5 - 1 2 2 - 49,503
2035 10,834 1,073 4,431 571 10 49 418 302 721 4,371 6,798 906 - 2 18 15 2 5 - 1 2 2 - 52,014
2036 11,582 1,127 4,657 601 10 51 435 317 757 4,582 7,130 951 - 2 18 15 2 5 - 1 2 2 - 54,651
2037 12,381 1,185 4,895 631 10 53 452 334 795 4,804 7,479 999 - 2 18 15 2 5 - 1 2 2 - 57,434
2038 13,236 1,245 5,145 664 10 55 470 350 834 5,036 7,845 1,049 - 2 18 15 2 5 - 1 2 2 - 60,363
2039 14,148 1,309 5,407 698 10 57 489 367 876 5,281 8,229 1,101 - 2 18 15 2 5 - 1 2 2 - 63,442
2040 15,125 1,375 5,682 733 10 59 508 386 920 5,538 8,633 1,156 - 2 18 15 2 5 - 1 2 2 - 66,686
2041 16,168 1,445 5,972 771 10 61 528 405 966 5,808 9,056 1,214 - 2 18 15 2 5 - 1 2 2 - 70,104
2042 17,284 1,519 6,277 811 10 63 550 425 1,014 6,093 9,501 1,275 - 2 18 15 2 5 - 1 2 2 - 73,706
2043 18,476 1,595 6,597 853 10 65 572 447 1,065 6,392 9,968 1,339 - 2 18 15 2 5 - 1 2 2 - 77,499
2044 19,751 1,676 6,934 897 10 68 595 469 1,118 6,706 10,459 1,407 - 2 18 15 2 5 - 1 2 2 - 81,494

4-57
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Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

Table 4.53: Traffic Forecast {AADT) Manjursumba - Beed section - Realistic {Most Likely) Growth Scenario

Non-Motorised Toll exempted vehldes

Agricultural
Two 4Wh HCM / Agricultural Animal Total
Year Auto Car Taxi Mini Bus Pvt Bus Govt Bus LCV 2Axle 3Axle MAV MAV>6A Tractor & Cycle
Wheelers Tempo EME Tractor Hand Cyde Others Car Ambulance Bus/Truck PCU
Trailor Rickshaw
drawn
2012 4,800 907 2,462 316 17 31 391 249 412 1,230 1,736 238 - 4 19 20 3 65 1 11 6 2 18,442
2013 5,347 976 2,649 340 18 32 407 267 442 1,323 1,875 257 - 4 19 20 3 66 1 12 6 2 19,894
2014 5,957 1,049 2,850 366 19 33 424 286 474 1,424 2,025 278 - 4 19 20 3 67 1 13 6 2 21,471
2015 6,769 1,151 3,128 402 20 35 450 313 518 1,563 2,231 306 - 4 19 20 3 69 1 14 6 2 23,635
2016 7,446 1,230 3,348 430 21 36 468 335 554 1,990 2,610 329 - 4 19 20 3 70 1 15 6 2 26,963
2017 8,191 1,316 3,582 461 22 37 488 357 592 2,107 2,790 354 - 4 19 20 3 71 1 16 6 2 28,830
2018 9,010 1,408 3,833 494 23 38 508 381 631 2,233 2,983 380 - 4 19 20 3 72 1 17 6 2 30,843
2019 9,910 1,506 4,101 528 24 40 528 407 674 2,366 3,191 409 - 4 19 20 3 73 1 18 6 2 33,008
2020 10,902 1,611 4,388 565 26 42 550 435 720 2,510 3,415 440 - 4 19 20 3 74 1 19 6 2 35,341
2021 11,839 1,704 4,647 599 27 44 572 459 761 2,640 3,617 467 - 4 19 20 3 75 1 20 6 2 37,477
2022 12,857 1,804 4,922 634 28 46 595 485 804 2,776 3,831 497 - 4 19 20 3 77 1 21 6 2 39,748
2023 13,963 1,910 5,212 672 29 48 618 512 849 2,921 4,059 528 - 4 19 20 3 79 1 22 6 2 42,173
2024 15,163 2,023 5,519 712 30 50 643 541 897 3,075 4,302 562 - 4 19 20 3 81 1 23 6 2 44,757
2025 16,467 2,142 5,845 754 31 52 668 571 947 3,237 4,560 598 - 4 19 20 3 83 1 24 6 2 47,509
2026 17,603 2,251 6,142 793 32 54 695 600 993 3,386 4,778 627 - 4 19 20 3 85 1 26 6 2 49,943
2027 18,818 2,365 6,456 833 33 56 722 629 1,043 3,542 5,006 659 - 4 19 20 3 87 1 27 6 2 52,511
2028 20,116 2,486 6,785 876 34 58 751 661 1,095 3,706 5,246 692 - 4 19 20 3 89 1 28 6 2 55,217
2029 21,505 2,612 7,131 921 35 60 780 694 1,151 3,879 5,498 726 - 4 19 20 3 91 1 29 6 2 58,070
2030 22,989 2,745 7,495 968 36 62 812 728 1,208 4,060 5,762 763 - 4 19 20 3 93 1 30 6 2 61,084
2031 24,575 2,885 7,877 1,017 37 64 845 765 1,268 4,251 6,039 801 - 4 19 20 3 95 1 31 6 2 64,257
2032 26,270 3,031 8,279 1,069 38 67 878 804 1,331 4,452 6,331 840 - 4 19 20 3 97 1 33 6 2 67,611
2033 28,083 3,185 8,702 1,123 39 70 913 844 1,397 4,663 6,637 882 - 4 19 20 3 99 1 35 6 2 71,144
2034 30,021 3,347 9,145 1,180 41 73 950 885 1,468 4,885 6,958 926 - 4 19 20 3 101 1 37 6 2 74,873
2035 32,092 3,517 9,611 1,240 43 77 987 929 1,541 5,117 7,296 972 - 4 19 20 3 103 1 39 6 2 78,805
2036 34,307 3,695 10,102 1,304 45 80 1,027 976 1,619 5,362 7,650 1,021 - 4 19 20 3 105 1 41 6 2 82,959
2037 36,674 3,883 10,617 1,370 47 83 1,068 1,025 1,699 5,619 8,022 1,072 - 4 19 20 3 107 1 43 6 2 87,337
2038 39,205 4,081 11,159 1,439 49 86 1,111 1,076 1,784 5,889 8,413 1,126 - 4 19 20 3 109 1 45 6 2 91,959
2039 41,910 4,288 11,728 1,513 51 89 1,156 1,130 1,873 6,174 8,823 1,182 - 4 19 20 3 111 1 47 6 2 96,835
2040 44,801 4,506 12,326 1,590 53 92 1,202 1,186 1,967 6,473 9,253 1,241 - 4 19 20 3 113 1 49 6 2 1,01,978
2041 47,893 4,735 12,954 1,672 55 96 1,250 1,245 2,064 6,787 9,705 1,304 - 4 19 20 3 115 1 51 6 2 1,07,408
2042 51,198 4,976 13,615 1,757 57 100 1,299 1,308 2,168 7,116 10,179 1,369 - 4 19 20 3 117 1 54 6 2 1,13,139
2043 54,730 5,229 14,310 1,847 59 104 1,352 1,373 2,276 7,463 10,678 1,437 - 4 19 20 3 119 1 57 6 2 1,19,190
2044 58,506 5,495 15,039 1,941 61 108 1,406 1,441 2,390 7,827 11,201 1,509 - 4 19 20 3 121 1 60 6 2 1,25,572

4-58
FINAL DETAILED PROJECT REPORT
Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

Table 4.54: Traffic Forecast (AADT) Beed - Gadi section - Realistic (Most Likely) Growth Scenario

Non-Motorised Toll exempted vehides

Agricultural
Two 4Wh HCM / Agricultural Animal Total
Year Auto Car Taxi Mini Bus Pvt Bus Govt Bus LCV 2Axle 3Axle MAV MAV>6A Tractor & Cycle
Wheelers Tempo EME Tractor Hand Cyde Others Car Ambulance Bus/Truck PCU
Trailor Rickshaw
drawn
2012 4,681 1,278 2,640 264 38 36 420 231 269 1,918 1,785 229 - 5 26 23 12 41 1 12 8 3 21,048
2013 5,215 1,375 2,841 284 40 37 437 248 288 2,064 1,928 247 - 5 27 23 12 42 1 13 9 3 22,688
2014 5,810 1,479 3,057 306 42 39 455 266 309 2,221 2,082 267 - 5 28 23 12 43 1 14 10 3 24,468
2015 6,601 1,623 3,355 336 45 42 483 291 338 2,438 2,294 294 - 5 30 23 12 45 1 15 11 3 26,918
2016 7,261 1,736 3,589 359 47 44 503 310 361 3,005 2,731 316 - 5 31 23 12 46 1 16 12 3 30,861
2017 7,988 1,857 3,840 385 49 46 523 332 386 3,188 2,916 340 - 5 32 23 12 47 1 17 13 3 32,962
2018 8,786 1,987 4,110 411 51 48 545 354 412 3,384 3,115 365 - 5 33 23 12 48 1 18 14 3 35,226
2019 9,665 2,125 4,397 440 53 50 567 378 440 3,593 3,329 393 - 5 34 23 12 49 1 19 15 3 37,660
2020 10,631 2,274 4,705 470 55 52 591 404 469 3,816 3,559 422 - 5 35 23 12 50 1 20 16 3 40,277
2021 11,545 2,406 4,983 498 57 54 614 426 496 4,018 3,766 449 - 5 36 23 12 51 1 21 17 3 42,664
2022 12,538 2,547 5,276 527 59 56 639 450 523 4,231 3,986 477 - 5 37 23 12 52 1 22 18 3 45,205
2023 13,616 2,696 5,588 559 61 58 664 475 553 4,458 4,221 507 - 5 38 23 12 53 1 23 19 3 47,913
2024 14,787 2,853 5,917 592 63 60 691 502 583 4,697 4,469 539 - 5 39 23 12 54 1 24 20 3 50,791
2025 16,059 3,020 6,266 626 65 62 718 530 616 4,951 4,735 572 - 5 40 23 12 55 1 26 21 3 53,861
2026 17,167 3,173 6,585 658 68 64 747 557 647 5,184 4,958 601 - 5 41 23 12 56 1 27 22 3 56,588
2027 18,351 3,334 6,921 692 71 67 776 584 679 5,428 5,193 630 - 5 42 23 12 57 1 28 23 3 59,462
2028 19,617 3,504 7,274 727 74 70 807 614 713 5,685 5,439 662 - 5 43 23 12 58 1 29 24 3 62,498
2029 20,970 3,682 7,645 764 78 73 839 645 749 5,954 5,699 695 - 5 44 23 12 59 1 30 26 3 65,693
2030 22,418 3,870 8,035 803 81 77 873 677 786 6,238 5,970 729 - 5 45 23 12 60 1 31 27 3 69,062
2031 23,964 4,067 8,445 844 84 80 908 711 826 6,535 6,255 766 - 5 46 23 12 61 1 33 28 3 72,615
2032 25,617 4,273 8,875 886 87 83 945 747 868 6,849 6,555 805 - 5 47 23 12 62 1 35 29 3 76,363
2033 27,385 4,490 9,328 931 90 86 982 784 912 7,178 6,870 845 - 5 48 23 12 63 1 37 30 3 80,308
2034 29,275 4,719 9,803 979 94 89 1,022 823 958 7,524 7,200 886 - 5 49 23 12 64 1 39 31 3 84,469
2035 31,295 4,958 10,303 1,029 98 92 1,063 864 1,006 7,887 7,547 930 - 5 50 23 12 65 1 41 33 3 88,853
2036 33,454 5,211 10,828 1,081 102 96 1,106 907 1,056 8,268 7,911 977 - 5 51 23 12 66 1 43 35 3 93,483
2037 35,762 5,476 11,380 1,136 106 100 1,150 952 1,109 8,670 8,293 1,026 - 5 52 23 12 67 1 45 37 3 98,364
2038 38,230 5,755 11,961 1,194 110 104 1,195 1,000 1,164 9,093 8,695 1,077 - 5 53 23 12 68 1 47 39 3 1,03,511
2039 40,867 6,048 12,570 1,256 114 108 1,243 1,050 1,222 9,536 9,117 1,131 - 5 54 23 12 69 1 49 41 3 1,08,938
2040 43,688 6,356 13,212 1,320 118 112 1,293 1,102 1,283 10,002 9,559 1,187 - 5 55 23 12 70 1 51 43 3 1,14,660
2041 46,702 6,679 13,886 1,387 123 116 1,345 1,157 1,347 10,492 10,024 1,246 - 5 56 23 12 71 1 54 45 3 1,20,698
2042 49,924 7,019 14,594 1,458 129 121 1,399 1,215 1,415 11,007 10,512 1,309 - 5 57 23 12 72 1 57 47 3 1,27,068
2043 53,368 7,376 15,339 1,532 134 126 1,456 1,276 1,485 11,549 11,024 1,374 - 5 58 23 12 73 1 60 49 3 1,33,787
2044 57,051 7,751 16,121 1,611 139 132 1,514 1,340 1,560 12,118 11,562 1,442 - 5 59 23 12 74 1 63 51 3 1,40,873

4-59
FINAL DETAILED PROJECT REPORT
Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

Table 4.55: Traffic Forecast (AADT) Gadi - Wadigodri section - Realistic (Most Likely) Growth Scenario

Non-Motorised Toll exempted vehides

Agricultural
Two 4Wh HCM / Agricultural Animal Total
Year Auto Car Taxi Mini Bus Pvt Bus Govt Bus LCV 2Axle 3Axle MAV MAV>6A Tractor & Cycle
Wheelers Tempo EME Tractor Hand Cyde Others Car Ambulance Bus/Truck PCU
Trailor Rickshaw
drawn
2012 3,077 808 2,597 219 33 28 406 346 587 1,248 1,831 236 1 3 38 55 11 10 3 1 8 18,486
2013 3,428 868 2,794 236 34 29 423 371 629 1,343 1,977 255 1 3 39 56 11 10 3 1 9 19,895
2014 3,819 932 3,006 254 35 30 440 398 674 1,445 2,135 275 1 3 40 57 11 10 3 1 10 21,412
2015 4,339 1,021 3,299 278 37 32 467 436 737 1,586 2,352 303 1 3 42 59 11 10 3 1 11 23,517
2016 4,773 1,092 3,529 298 38 33 487 465 787 2,094 2,794 325 1 3 43 60 11 10 3 1 12 27,180
2017 5,250 1,169 3,776 318 40 34 507 497 840 2,213 2,983 350 1 3 44 61 11 10 3 1 13 28,983
2018 5,775 1,251 4,040 341 42 35 527 530 898 2,340 3,187 376 1 3 45 62 11 10 3 1 14 30,922
2019 6,353 1,337 4,323 364 44 36 549 566 959 2,476 3,407 405 1 3 46 63 11 10 3 1 15 33,002
2020 6,988 1,430 4,626 390 46 37 571 605 1,024 2,622 3,642 436 1 3 47 64 11 10 3 1 16 35,241
2021 7,589 1,513 4,899 413 48 38 594 639 1,081 2,753 3,855 463 1 3 48 65 11 10 3 1 17 37,280
2022 8,242 1,599 5,188 438 50 39 617 674 1,141 2,892 4,082 493 1 3 49 66 11 10 3 1 18 39,444
2023 8,951 1,691 5,494 463 52 41 642 712 1,206 3,039 4,323 523 1 3 50 67 11 10 3 1 19 41,747
2024 9,721 1,789 5,818 491 54 43 667 752 1,273 3,195 4,579 556 1 3 51 68 11 10 3 1 20 44,199
2025 10,557 1,892 6,162 519 56 45 694 794 1,344 3,360 4,850 591 1 3 52 69 11 10 3 1 21 46,804
2026 11,285 1,988 6,476 546 58 47 721 833 1,412 3,511 5,079 620 1 3 53 70 11 10 3 1 22 49,119
2027 12,064 2,089 6,806 573 60 49 750 875 1,482 3,670 5,320 651 1 3 54 71 11 10 3 1 23 51,554
2028 12,896 2,195 7,153 603 62 51 779 919 1,557 3,837 5,573 683 1 3 55 72 11 10 3 1 24 54,122
2029 13,785 2,306 7,518 633 64 53 811 965 1,634 4,013 5,838 718 1 3 56 73 11 10 3 1 26 56,825
2030 14,737 2,423 7,902 666 67 55 844 1,013 1,716 4,198 6,117 754 1 3 57 74 11 10 3 1 27 59,670
2031 15,754 2,545 8,305 700 70 57 877 1,064 1,801 4,391 6,409 792 1 3 58 75 11 10 3 1 28 62,666
2032 16,841 2,674 8,728 735 73 59 912 1,117 1,891 4,595 6,717 831 1 3 59 77 11 10 3 1 29 65,820
2033 18,003 2,809 9,173 773 77 61 949 1,173 1,986 4,810 7,039 873 1 3 60 79 11 10 3 1 30 69,147
2034 19,245 2,952 9,641 813 80 63 986 1,232 2,085 5,035 7,377 917 1 3 61 81 11 10 3 1 31 72,653
2035 20,573 3,102 10,133 855 83 65 1,026 1,293 2,189 5,272 7,733 963 1 3 62 83 11 10 3 1 33 76,346
2036 21,993 3,258 10,650 899 86 68 1,067 1,358 2,298 5,520 8,107 1,011 1 3 63 85 11 10 3 1 35 80,233
2037 23,511 3,422 11,192 945 89 71 1,110 1,426 2,413 5,782 8,498 1,062 1 3 64 87 11 10 3 1 37 84,330
2038 25,133 3,596 11,764 992 92 74 1,155 1,497 2,534 6,056 8,911 1,115 1 3 65 89 11 10 3 1 39 88,645
2039 26,867 3,777 12,363 1,043 96 78 1,201 1,572 2,660 6,345 9,343 1,171 1 3 66 91 11 10 3 1 41 93,191
2040 28,720 3,968 12,994 1,097 100 81 1,248 1,650 2,793 6,648 9,797 1,229 1 3 67 93 11 10 3 1 43 97,975
2041 30,702 4,169 13,657 1,153 104 84 1,298 1,733 2,933 6,967 10,273 1,290 1 3 68 95 11 10 3 1 45 1,03,019
2042 32,821 4,380 14,353 1,212 108 87 1,350 1,820 3,079 7,301 10,774 1,355 1 3 69 97 11 10 3 1 47 1,08,333
2043 35,085 4,601 15,086 1,274 112 90 1,405 1,910 3,233 7,653 11,299 1,422 1 3 70 99 11 10 3 1 49 1,13,928
2044 37,505 4,834 15,855 1,339 116 94 1,461 2,006 3,396 8,024 11,851 1,493 1 3 71 101 11 10 3 1 51 1,19,833

4-60
FINAL DETAILED PROJECT REPORT
Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

Table 4.56: Traffic Forecast (AADTI Wadigodri - SH-48 section - Realistic (Most Likely) Growth Scenario

Non-Motorised Toll exempted vehides

Two 4Wh HCM / Agricultural Agricultural Animal Total
Year Auto Car Taxi Mini Bus Pvt Bus Govt Bus LCV 2Axle 3Axle MAV MAV>6A Cyde
Wheelers Tempo EME Tractor Tractor & Trailor Hand Cyde Others Car Ambulance Bus/Truck PCU
Rickshaw
drawn
2012 1,494 201 1,781 72 29 35 265 191 314 1,109 1,369 177 - 1 20 23 12 30 3 9 9 1 12,919
2013 1,664 216 1,916 77 30 36 276 205 337 1,193 1,479 191 - 1 20 23 12 31 3 10 10 1 13,893
2014 1,854 232 2,062 83 31 37 287 220 361 1,284 1,597 206 - 1 20 23 12 32 3 11 11 1 14,942
2015 2,106 255 2,263 91 33 40 305 241 395 1,807 2,270 316 - 1 20 23 12 34 3 12 12 1 19,528
2016 2,317 273 2,421 97 34 42 317 257 421 1,906 2,413 339 - 1 20 23 12 35 3 13 13 1 20,747
2017 2,549 292 2,591 104 35 44 330 274 450 2,013 2,568 362 - 1 20 23 12 36 3 14 14 1 22,059
2018 2,804 312 2,772 111 36 46 344 293 480 2,127 2,734 387 - 1 20 23 12 37 3 15 15 1 23,461
2019 3,084 334 2,966 119 37 48 358 313 513 2,249 2,912 413 - 1 20 23 12 38 3 16 16 1 24,968
2020 3,393 356 3,174 128 38 50 372 335 548 2,380 3,104 441 - 1 20 23 12 39 3 17 17 1 26,582
2021 3,684 377 3,362 135 39 52 388 353 578 2,497 3,279 468 - 1 20 23 12 40 3 18 18 1 28,061
2022 4,001 400 3,560 143 41 54 403 372 611 2,622 3,464 495 - 1 20 23 12 41 3 19 19 1 29,627
2023 4,345 422 3,770 151 43 56 419 393 646 2,753 3,660 525 - 1 20 23 12 42 3 20 20 1 31,290
2024 4,719 447 3,992 160 45 58 436 415 681 2,893 3,869 556 - 1 20 23 12 43 3 21 21 1 33,057
2025 5,124 472 4,228 169 47 60 453 439 719 3,041 4,091 590 - 1 20 23 12 44 3 22 22 1 34,935
2026 5,478 497 4,443 177 49 62 471 461 755 3,176 4,283 619 - 1 20 23 12 45 3 23 23 1 36,617
2027 5,857 522 4,670 187 51 64 490 485 793 3,318 4,483 651 - 1 20 23 12 46 3 24 24 1 38,383
2028 6,261 549 4,907 196 53 67 509 509 832 3,468 4,694 683 - 1 20 23 12 47 3 26 26 1 40,244
2029 6,693 576 5,157 206 55 70 529 534 874 3,625 4,915 718 - 1 20 23 12 48 3 27 27 1 42,201
2030 7,155 605 5,420 216 57 73 551 561 918 3,790 5,147 753 - 1 20 23 12 49 3 28 28 1 44,258
2031 7,649 635 5,697 227 59 77 573 590 964 3,964 5,390 791 - 1 20 23 12 50 3 29 29 1 46,422
2032 8,176 667 5,987 239 61 80 596 619 1,012 4,146 5,647 830 - 1 20 23 12 51 3 30 30 1 48,699
2033 8,740 701 6,292 251 63 83 619 650 1,063 4,338 5,915 872 - 1 20 23 12 52 3 31 31 1 51,093
2034 9,343 735 6,614 264 65 86 644 682 1,116 4,539 6,197 915 - 1 20 23 12 53 3 33 33 1 53,612
2035 9,988 773 6,951 277 68 89 669 716 1,172 4,750 6,494 961 - 1 20 23 12 54 3 35 35 1 56,267
2036 10,677 813 7,306 292 71 92 696 752 1,230 4,972 6,806 1,009 - 1 20 23 12 55 3 37 37 1 59,059
2037 11,414 854 7,679 307 74 96 723 789 1,291 5,206 7,133 1,060 - 1 20 23 12 56 3 39 39 1 62,000
2038 12,201 898 8,070 322 78 100 752 829 1,356 5,451 7,477 1,112 - 1 20 23 12 57 3 41 41 1 65,092
2039 13,043 944 8,482 339 81 104 781 871 1,423 5,709 7,838 1,168 - 1 20 23 12 58 3 43 43 1 68,351
2040 13,942 991 8,915 356 84 108 813 915 1,494 5,979 8,217 1,227 - 1 20 23 12 59 3 45 45 1 71,778
2041 14,904 1,041 9,370 374 87 112 846 961 1,569 6,264 8,614 1,288 - 1 20 23 12 60 3 47 47 1 75,379
2042 15,932 1,094 9,847 394 90 116 879 1,009 1,647 6,562 9,031 1,352 - 1 20 23 12 61 3 49 49 1 79,168
2043 17,032 1,151 10,349 414 94 121 914 1,059 1,730 6,877 9,470 1,420 - 1 20 23 12 62 3 51 51 1 83,166
2044 18,207 1,210 10,876 436 98 126 951 1,112 1,817 7,207 9,930 1,491 - 1 20 23 12 63 3 54 54 1 87,376

4-61
FINAL DETAILED PROJECT REPORT
Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

Table 4.57: Traffic Forecast (AADT) SH-48 - Aurangabad section - Realistic (Most Likely) Growth Scenario

Non-Motorised Toll exempted vehldes

Agricultural
Two 4Wh HCM / Agricultural Animal Total
Year Auto Car Taxi Mini Bus Pvt Bus Govt Bus LCV 2Axle 3Axle MAV MAV>6A Tractor & Cycle
Wheelers Tempo EME Tractor Hand Cyde Others Car Ambulance Bus/Truck PCU
Trailor Rickshaw
drawn
2012 4,454 450 2,528 292 36 35 269 339 468 1,461 1,439 172 - 2 21 33 4 41 2 16 16 2 17,278
2013 4,962 484 2,720 314 37 36 280 363 502 1,572 1,554 186 - 2 21 34 4 42 2 17 17 2 18,641
2014 5,528 520 2,927 338 39 37 291 389 538 1,691 1,678 201 - 2 21 35 4 43 2 18 18 2 20,114
2015 6,281 570 3,212 371 42 40 309 425 589 2,253 2,358 311 - 2 21 37 4 45 2 19 19 2 25,276
2016 6,909 610 3,436 397 44 42 321 454 628 2,383 2,509 333 - 2 21 38 4 46 2 20 20 2 26,958
2017 7,600 653 3,677 424 46 44 335 485 671 2,522 2,671 355 - 2 21 39 4 47 2 21 21 2 28,768
2018 8,360 698 3,934 454 48 46 348 517 717 2,671 2,845 379 - 2 21 40 4 48 2 22 22 2 30,717
2019 9,196 746 4,210 486 50 48 362 552 766 2,830 3,031 405 - 2 21 41 4 49 2 24 24 2 32,811
2020 10,116 797 4,504 519 52 50 377 590 818 3,000 3,232 433 - 2 21 42 4 50 2 27 27 2 35,073
2021 10,986 843 4,771 550 54 52 393 622 864 3,154 3,415 460 - 2 21 43 4 51 2 29 29 2 37,148
2022 11,931 891 5,052 582 56 54 408 657 912 3,316 3,609 487 - 2 21 44 4 52 2 31 31 2 39,345
2023 12,957 944 5,350 617 58 56 424 694 963 3,489 3,815 515 - 2 21 45 4 53 2 33 33 2 41,687
2024 14,071 999 5,665 654 60 58 442 732 1,017 3,671 4,033 547 - 2 21 46 4 54 2 35 35 2 44,188
2025 15,281 1,057 6,000 693 62 60 459 773 1,074 3,864 4,266 579 - 2 21 47 4 55 2 37 37 2 46,844
2026 16,335 1,111 6,306 728 64 62 477 812 1,128 4,040 4,466 608 - 2 21 48 4 56 2 39 39 2 49,220
2027 17,462 1,167 6,627 765 67 64 497 853 1,184 4,226 4,676 638 - 2 21 49 4 57 2 41 41 2 51,725
2028 18,667 1,226 6,965 804 70 67 516 896 1,243 4,421 4,897 670 - 2 21 50 4 58 2 43 43 2 54,365
2029 19,955 1,288 7,320 845 73 70 537 940 1,306 4,626 5,128 703 - 2 21 51 4 59 2 45 45 2 57,149
2030 21,332 1,354 7,693 887 77 73 558 987 1,371 4,841 5,371 739 - 2 21 52 4 60 2 47 47 2 60,088
2031 22,804 1,422 8,086 932 80 77 580 1,036 1,439 5,068 5,626 775 - 2 21 53 4 61 2 49 49 2 63,179
2032 24,378 1,494 8,498 980 83 80 604 1,088 1,512 5,306 5,894 814 - 2 21 54 4 62 2 51 51 2 66,450
2033 26,060 1,570 8,931 1,030 86 83 628 1,142 1,587 5,556 6,175 854 - 2 21 55 4 63 2 54 54 2 69,892
2034 27,858 1,649 9,387 1,083 89 86 654 1,200 1,667 5,819 6,471 897 - 2 21 56 4 64 2 57 57 2 73,526
2035 29,781 1,733 9,865 1,138 92 89 680 1,260 1,750 6,096 6,781 942 - 2 21 57 4 65 2 60 60 2 77,358
2036 31,836 1,821 10,368 1,196 96 92 708 1,323 1,838 6,386 7,107 988 - 2 21 58 4 66 2 63 63 2 81,399
2037 34,033 1,913 10,897 1,258 100 96 736 1,389 1,930 6,691 7,449 1,038 - 2 21 59 4 67 2 66 66 2 85,665
2038 36,381 2,009 11,453 1,322 104 100 766 1,459 2,027 7,013 7,808 1,090 - 2 21 60 4 68 2 69 69 2 90,165
2039 38,892 2,111 12,037 1,389 108 104 797 1,532 2,128 7,350 8,186 1,145 - 2 21 61 4 69 2 72 72 2 94,914
2040 41,575 2,217 12,651 1,460 112 108 828 1,609 2,234 7,705 8,582 1,203 - 2 21 62 4 70 2 77 77 2 99,924
2041 44,443 2,330 13,297 1,534 116 112 861 1,689 2,346 8,078 8,997 1,262 - 2 21 63 4 71 2 81 81 2 1,05,203
2042 47,510 2,447 13,975 1,613 121 116 896 1,774 2,463 8,469 9,433 1,325 - 2 21 64 4 72 2 85 85 2 1,10,776
2043 50,788 2,571 14,688 1,695 126 121 931 1,863 2,587 8,881 9,892 1,391 - 2 21 65 4 73 2 89 89 2 1,16,664
2044 54,293 2,702 15,437 1,782 132 126 969 1,955 2,716 9,314 10,373 1,461 - 2 21 66 4 74 2 93 93 2 1,22,878

4-62
FINAL DETAILED PROJECT REPORT
Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

4.10 RECOMMENDATIONS

4.10.1 Number of Lanes Requirement

It is considered that the Realistic scenario is likely one to occur in future. Summary of the Traffic
forecast for the most likely scenario for the different homogeneous sections is presented in
Table 4.58.

Table 4.58: Summary of Traffic Forecast

Traffic Volume in PCUs
Year 105 146 166 188 215 234 277
Terkheda Chausala Pali Pedgaon Pipawadi Wadigodri Adul
2012 14,338 12,500 18,442 21,048 18,486 12,919 17,278
2013 15,449 13,472 19,894 22,688 19,895 13,893 18,641
2014 16,651 14,524 21,471 24,468 21,412 14,942 20,114
2015 17,944 15,660 23,172 26,391 23,056 16,080 21,716
2016 23,089 20,602 28,838 32,339 28,655 21,027 27,238
2017 25,412 22,751 31,607 35,342 31,359 23,176 29,888
2018 27,068 24,220 33,749 37,735 33,427 24,639 31,901
2019 28,850 25,800 36,054 40,308 35,647 26,219 34,070
2020 30,771 27,497 38,537 43,075 38,035 27,907 36,409
2021 32,513 29,036 40,809 45,598 40,210 29,445 38,546
2022 34,369 30,673 43,223 48,282 42,518 31,075 40,811
2023 36,339 32,421 45,801 51,142 44,973 32,810 43,227
2024 38,441 34,275 48,549 54,184 47,589 34,652 45,807
2025 40,674 36,247 51,474 57,428 50,367 36,613 48,547
2026 42,638 37,976 54,055 60,302 52,829 38,347 50,979
2027 44,699 39,797 56,776 63,330 55,417 40,164 53,538
2028 46,871 41,710 59,645 66,528 58,148 42,084 56,239
2029 49,155 43,719 62,666 69,890 61,018 44,095 59,081
2030 51,563 45,833 65,856 73,436 64,040 46,213 62,084

IRC-64:1990 specifies a design service volume of 15,000 PCUs/day for two lane roads (plain
terrain, low curvature) which can be increased by 15% with the provision of paved shoulders i.e.
17,250 PCUs /day. This refers to a Level Of Service (LOS) of B i.e. 0.5 times the Capacity. It was
also recommended to design the highway for the LOS B only. The above table shows when (the
year) this threshold value is crossed and when we should go for the 4 lanes and it is summarized
in the Table 4.59.

Table 4.59: Section-wise Four-Laning Requirement

Year in whiKm Four lanes are
S. No. Section
required
1 Yedshi - Pardi Phata Junction 2015
2 Pardi-Phata Junction Manjarsumba Junction 2016
3 Manjursumba Junction-Beed town 2012
4 Beed - Gadi Junction 2012
5 Gadi Junction-Wadi Godri Junction 2012
6 Wadi-Godri Junction-SH-148 Junction 2015
7 SH-148 Junction Aurangbad Junction 2013
FINAL DETAILED PROJECT REPORT
Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

All the sections except section 2 are required to be four laned by 2015 i.e. during the construction
period itself (considering 3 years construction period). Hence it is recommended that the section
needs to be four laned right away based on the financial viability.

4.10.2 Grade Separated Intersections

Grade separation facilities need to be provided at various intersections, along the project corridor.
The guideline given by IRC and Four-laning manual are:

The Manual for Four-laning of Highways, IRC:SP-84-

under/overpass structures shall be provided at the intersection of the Project highway with
National Highways and State Highways. Such under/over passes shall also be provided across
the other categories of roads carrying an average daily traffic of more than 5000 PCUs on the
.
IRC-
intersections of divided rural highways if the ADT (fast vehicles only) on the cross road within
the next 5 years exceeds 5000. Where this traffic Figure will be reached within the next 20
years, the need for such facilities should be kept in view for future construction.
Total 9 intersections traffic volumes are studied. Table 4.60 presents the intersection wise data
of the projected cross road traffic in the next 5 years.
Table 4.60: Projected traffic at Intersections
S. No. Chainage Location 5 Years Fast vehicles only
1 Km 114+400 Pardiphata Junction (SH-142) 572
2 Km 123+000 Kunthalgiri Junction (SH-142) 616
3 Km 158+000 Manjarsumba Junction (SH-156) 2,339
4 Km 195+700 Padalsingi Junction (NH-222) 1,331
5 Km 201+000 Gadhi Junction (NH-222) 1,793
6 Km 231+600 Wadigodri Junction (SH-176) 1,074
7 Km 250+500 SH-148 Junction 1,614
8 Km 292+000 Aurangabad Junction 1,423

Based on the traffic forecast at the intersections, no intersection gets qualified for up gradation to
grade separated facility as per IRC-62:1976. But as per the Manual for Four-laning of Highways
(IRC:SP-84-2009), considering the traffic volumes and safety aspects it is recommended to
provide flyovers at the following junctions:

Km 158+000, Manjarsumba Junction (SH-156)

Km 195+700, Padalsingi Junction (NH-222)

Km 201+100, Gadhi Junction (NH-222)

Km 231+510, Wadigodri Junction (SH-176)

It is also recommended to provide VUP at Km 114+400 Pardiphata Junction, as SH-142 leads to

the town Bhoom and also to religious place Shirdi. At Km 123+000, Kunthalgiri Junction is
proposed for upgradation to major junctions design. SH-148 junction at Km 250+500 is within the
Pachod bypass extent and VUP is recommended.
FINAL DETAILED PROJECT REPORT
Volume I: Main Report
Consultancy Services for Preparation of Detailed Project Report for
Rehabilitation and Upgradation of Aurangabad to Yedshi Section of
NH-211 under NHDP Phase IV A&B in the State of Maharashtra

In addition to the above survey locations, VUPs and flyovers are also proposed at following
locations excluding bypass location:

At Km 104+000, VUP is proposed to provide access to Terkhed Village where many small
fire crackers industries are located.
At Km 184+780, VUP is proposed to Namalgaon road
At Km 202+500, VUP is proposed to provide access to sugar industry near Gadhi as
number of bullock carts, tractor trolleys, and trucks carrying sugar cane crosses at this
junction during Oct to March.
At Km 222+350, flyover is proposed at Shagad Bus Stand
At Km 226+600, VUP is proposed to provide access to sugar industry at Ankushnagar as
number of bullock carts, tractor trolleys, and trucks carrying sugar cane crosses at this
junction during Oct to March.
At Km 233+250, Km 280+450 and Km 282+650 VUPs are proposed to provide safe
crossing and access to village roads at the respective locations.

4.10.3 Pedestrian / Cattle Underpasses

Pedestrian cum cattle crossing volumes are studied at 7 locations. Daily and peak hour volumes
are summarized in Table 4.61 & Table 4.62.

Table 4.61: Pedestrian cum Cattle Crossings

Peak Volume
S. No Existing Km Location Avg PV2/108
Morning Evening
1 Km 143+000 Chausala Village 1.634 628 414
2 Km 198+000 Padalsingi Village 0.937 39 111
3 Km 209+200 Georai Bus Stand 1.344 198 143
4 Km 207+400 Georai Village 4.406 542 523
5 Km 213+800 Jaykwadicamp Village 4.454 732 518
6 Km 250+000 Pachod Village 1.827 237 165

Table 4.62: Animal Crossing at the Survey Location

Paidalsingi Village
Animals (Along & Across the Road)
Peak
Along Peak Hour Across Peak Hour
Morning Peak 117 8:00 - 9:00 12 8:30 - 9:30
Evening Peak 53 17:30 - 18:30 11 17:30 - 18:30

Considering the pedestrian volumes at Km 213+800 at Jaikwadicamp, it is proposed to provide a

PUP at Km 213+800. The locations Km 143+000, Km 209+200, Km 207+400 and Km250+000
are within the bypass extents. At Km 198+000 the pedestrian volumes are low and hence no PUP
is proposed at this location. In addition to survey locations PUP/CUP are provided at the
following locations excluding bypass location:

At Km 168+550, PUP is proposed considering an existing school in Pali village.

At Km 191+400, CUP is proposed at Hirapur village road.

At Km 241+800, CUP is proposed due to agricultural landuse.

At km 264+560 and 267+800 PUPs are proposed at Dabhrul and Tapti Tanda villages.

At Km 285+520, PUP is proposed at school zone in Aadgaon.

4.10.4 Truck Lay-Bys & Rest Areas

Truck focal point survey is done at two locations Km 136+400 and at Km 160+400 to know the
requirement of truck parking spaces along the project corridor. Based on the survey results and
site observations Truck Lay-Bys and Rest areas are proposed at the following locations.

Table 4.63: Location of Truck Lay-Bys & Rest Areas

S. No. Existing Km Proposed Chainage (Km) Side
1 121+300 121+050 BOTHSIDE
2 159+900 159+300 RHS
3 163+150 162+800 LHS
4 263+000 262+960 LHS

Table 4.64: Rest Area

S. No. Existing Km Proposed Chainage (Km) Side
1 165+600 165+350 Left
2 262+880 262+850 Right

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