Annexure-I

Traffic Management Plan supported

by layout plan
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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN

BUILDING AT ASMARA LINES DELHI CANTT, NEW DELHI

RIAN ENVIRO PVT LTD, PATNA

TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

1 Chapter 1 Introduction
1.1 Background
The Proposed project is Thal Sena Bhawan Building at Asmara Lines Delhi Cantt, New Delhi. The
proposed Plot area is 158379 sqm and build up area is 146044.213 sqm.

Delhi Cantonment (popularly referred to as Delhi Cantt) was established in 1914. Until February 1938,
the Cantonment Board Delhi was known as the Cantt authority.

Delhi Cantonment is connected by road, railway and air. Delhi Airport is about 5 kilometres from Delhi
Cantonment. Its nearest metro station are Brar Square, South Delhi Cantonment and Shankar Vihar metro
station. Delhi Cantonment has a railway station. Almost all the trains plying from Delhi towards Rajasthan
or Gujarat stop here. It is easily accessible by road and local bus to the residents of nearby residential
neighbourhoods such as Palam, Dwarka, Dhaula Kuan, Tilak Nagar, Vasant Vihar, Naraina and
Janakpuri. Delhi Metro has 3 train stations nearby.

The addition of traffic from adjacent land uses should not affect the carrying capacity of these
roads and the traffic on arterial roads must not affect the access and value of the properties
adjacent to the road. This is the essence of Traffic Impact Assessment study.

The project site and road network characteristics including Right of Way, effective carriageway,
MRTS Line, Bus Stop etc. are presented in following figure 1.1.

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NEW DELHI

Figure 1-1: Connectivity from the project site

1.2 Need for Study: -

The project site will contribute vehicular trips, especially during the peak hours, in addition to the
existing traffic along the road. This may lead to conflict at the access locations outside the site,
leading to congestion along the driveways of the site as well as affect the Up-Stream/Down-Stream
Traffic along the Arterial/Sub Arterial roads around it. As the slow/ stopped traffic on the approach
streets obstructs the access to the project site, it may cause delay to the road users, local as well as
through, thereby lowering the attractiveness of properties around. A need exists to examine the
likely Traffic Impact due to the proposed Proposed Thal Sena Bhawan and to suggest
Mitigating Measures to alleviate the traffic impact.

1.3 Study Objective

 To estimate the traffic impact due to the project site within One Km of the Project
site.
 To estimate the traffic impact on the surrounding road network in horizon year within
5 Km of the Project site
 To quantify the impact of generated traffic from site on Level of Service of approach roads.
To suggest mitigating measures to minimize the traffic impact.

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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

1.4 Scope of Services

 Traffic Survey on approaches of intersection closest to site
 Use the secondary data (proposed land use) to estimate the trips generated from area within
PIA.
 Estimate the trips generated from project site using Floor Area/ Parking metrics
 Quantification of Traffic impact on the Level of Services outside the site. Quantification
of Traffic impact due to project up to distance of 1 Km and 5 Km from project site.
 Suggest Measures to mitigate the traffic impact due to project site.
 Carry out capacity analysis of approach roads of intersection adjacent to project site suggest
design interventions to minimize project impact.

1.5 Data Sources

The consultant has carried out traffic survey along approach road including Turning Movement
count and Mid-Block Traffic Counts within Influence Area and used the secondary data to carry
out trip impact. Suitable assumptions have been made, wherever necessary, based on experience
of consultant on similar projects elsewhere. The secondary data used by the consultant is listed in
next chapter.

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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

Figure 1-2: Site photographs

2 Chapter 2: Data Collection

2.1 Sources of Data
2.1.1 Primary Data Collection
The consultant has carried out classified traffic volume counts at nearest intersection and at mid-
block locations for the period of 12 hours on a normal working day to assess the base year traffic
volumes and existing operational condition at the intersection/ approach road. The survey locations
are presented in Figure 2.1. The primary data was collected at Near RR Hospital on Dhaula Kuan
Road from 01 Dec 2021-07 Dec 2021.

2.1.2 Secondary Data Collection

 Total Site Area Built up Area, Dwelling Units Nos., and Parking Supply at various levels
/locations within site.
 Proposed Land use, permissible FAR, parking norms from Master Plan of Delhi 2021.

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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

Figure 2-1: Classified Traffic Volume Count (CTVC) Location

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 TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

3 Chapter 3: Traffic Analysis

Traffic analysis is carried out by understanding the existing carrying capacity of the roads near the
project site and the connecting main roads in the area.

Thus, it is especially important to know the existing information of traffic flow, commodity
movement and traffic pattern is required to assess the traffic behavior on a connecting road. To
collect such information to satisfy the project requirements, Classified Traffic Volume Count
Survey was carried out at NH 48 near RR Hospital, Delhi Cantonment.

For the traffic counting purpose, a day has been divided into three shifts of 12 hours each and
separate enumerators with a supervisor assigned for each unit. Enumerators were literate persons.
Recording has been done for each direction of travel separately. For this it was necessary to divide
staff for every shift into two parties. Recording was done in a prescribed standard format as per
IRC: SP: 19-2001 “Manual for survey, Investigation and Preparation of Road Projects (Second
Revision)”.

3.1 Analysis of Traffic Volume Count

24-Hours Continuous classified traffic volume counts survey carried out by trained enumerators
to obtain a realistic picture of the current volume and composition of the traffic. The analysis of
traffic counts provided an estimate of the Average Daily Traffic (ADT) and Annual Average Daily
Traffic (AADT). The analysis has been carried out in terms of total number of vehicles and in
respect to Passenger Car Unit (PCU).

Table 3-1: Analysis of Traffic Volume Count

S. No. PCU Equivalents as per IRC:64-1990 Adopted PCU values for Analysis
Vehicle Type PCU Vehicle Type PCU
Fast Moving Vehicles
1 Cars/Jeeps/Vans/3Wheelers 1.0 Cars/Ambulance/3Wheelers 1.0
2 2 Wheelers 0.5 2 Wheelers 0.5
3 LCV / Minibus 1.5 LCV / Minibus 1.5
4 Bus or Truck 3.0 Bus or 2 Axle Truck / 3 Axle 3.0
5 Truck/ Agriculture Tractor-Trailer 4.5 Multi Axle/Agriculture Tractor-Trailer 4.5
Slow Moving Vehicles
6 Cycle 0.5 Cycle 0.5
7 Cycle Rickshaw/Battery Rickshaw 2.0 Cycle Rickshaw/Battery Rickshaw 2.0

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NEW DELHI

8 Hand Cart 3.0 Hand Cart 3.0

9 Horse –drawn vehicle 4.0 Animal drawn vehicle 6.0
10 Bullock Cart* 8.0 Others 3.0

Table 3-2: Average of seven days traffic volume for different classes of vehicles

Classification of (UP) (DN) Total PCU

Traffic

(UP + DN)
Cars 1270 1257 2526.5 2526.5
Three Wheeler 982 990 1972 1972
Two wheeler 398 415 813 406.5
Mini Bus 124 62 186 279
Std. Bus 19 19 38 114
LCV 67 67 134 201
2-Axle 23 26 49 147
3-Axle 18 18 36 108
MAV 3 6 9 40.5
MAV >6 Axle 0 0 0 0
Tractor 3 3 6 9
Tractor Trailor 3 3 6 27
Cycle 16 16 32 16
Battery Rickshaw 398 398 796 1592
Hand Cart 7 7 14 42
Rickshaw
Animal Drawn 0 0 0 0
Toll Exempted 4 0 4 4
Total 3335 3287 6622 7484.5

The secondary data available on various literature shows that the road used to receive more than
12000 PCU per day but due to Covid -19 restrictions and most of the employees working Work-
from-Home, the PCU is restricted to 7484.5 only.

3.2 Capacity of Existing Four lane road

The existing road has 4 lanes (4 x 3.5 m) as per design of IRC-SP-84-2014. Accordingly, The IRC-
SP-84-2014 prescribes following volume of PCU’s per day for smooth running of the traffic on
existing 4 lane road (sectoral road).

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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

Table 3-3: Design Capacity for 4 lanes Road

Capacity for Level of Service ‘B’

No. of PCU’s per day in both directions 40,000

3.3 Calculations for the fitment of Level of Service Criteria (LOS)

The Table-4 given below presents the conditions for judging the LOS for existing traffic on the
four lane sectoral road. The existing traffic volume study was conducted at the approach road to
the project site.

Table 3-4: Average Daily Traffic (Bi-Directional)

Average Daily Traffic (Bi directional)

Location Incremental (PCU’s) Total Volume
On the Road Time PCUs due to proposed of Traffic
project (PCU’s)
Near RR Hospital 24 hours 7485 7000 14485

The following guidelines of IRC have been followed:

Table 3-5: Guidelines of IRC for Judging LOS Vs Performance

V/C LOS Performance

0.0-0.2 A Excellent
0.2-0.4 B Very Good
0.4-0.6 C Good/Average
0.6-0.8 D Below Average
0.8-1.0 E Poor
1.0-1.2 F Very Poor

The anticipated level of service with the incremental load is provided in the Table-3.6 below:

Table 3-6: Anticipated Level of Service (LOS) With Incremental Traffic Load

Design capacity of
Nos. of Anticipated Anticipated
Condition Road with PCU’s Performance
PCU’s V/C LOS
nos.
Existing traffic
7485 40,000 0.18 A Excellent
volume

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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

After project traffic

14485 40,000 0.36 B Very Good
volume
*Considering the worst scenario with maximum traffic flow

The above Table-3-6 indicates that the LOS of the road shall not change with the addition of traffic
load due to the proposed project and shall not differ significantly. Compared to the existing traffic
on approach road, the incremental traffic density due to the proposed project will be negligible.
Hence, insignificant impact on the adequacy of the traffic is envisaged.

3.4 Hourly Variation of Traffic

The hourly variation of traffic count shows the pattern of traffic flow during the survey period.
The hourly variation chart shows that the peak period during morning peak hours between 09:00
AM and 12:00 Noon and during evening peak hours between 15:00 PM and 19:00 PM. The hourly
variation of traffic is graphically presented in figure.

Hourly Traffic Count Variation

800
600
400
200
0

Figure 3-1: Graphical Presentation of Hourly Variation of Traffic

3.5 Traffic Composition

The average composition of traffic shows two wheelers comprising maximum traffic (nearly 40%)
all along the corridor. Figure 3.2 presents the graphical representation of vehicle composition.

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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

2-Axle Traffic Composition

Std. LCV 1%
3-Axle MAV
Bus 2% 0% 0%
1%

Two
wheeler
14%
Cars
44%

Three Wheeler
34%

Figure 3-2: Graphical Presentation of Composition of Traffic

3.6 Seasonal Correction of Traffic Volume

Seasonal Correction factors by vehicle types are required to account for variations in the pattern
of traffic volume on the project road sections over different seasons of the year. Seasonal correction
trends were assessed based on sale of automobile fuels i.e. Petrol and Diesel. Average seasonal
correction factors were worked out to arrive at Annual Average Daily Traffic. The monthly petrol
and diesel sales data was collected from various fuel stations on the project road. These factors are
based on the month wise fuel sale data collected from the filling stations situated along the project
corridor. The month wise petrol and diesel sale data from different fuel stations around the project
have been collected for the year of 2021 and 2022, and used to arrive at the seasonal correction in
the traffic on the project road. The SCF was calculated separately for petrol driven and diesel
driven vehicles on the project road. The adopted Seasonal correction factor is 1.15 for the diesel
driven vehicles and 1.13 for petrol driven vehicles.

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TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

3.7 Annual Average Daily Traffic (AADT)

The seasonal correction factors described above are used to convert Average Daily Traffic (ADT)
to Annual Average Daily Traffic (AADT). Annual Average Daily Traffic has been worked out by
applying the seasonal correction factor to the Average Daily Traffic. The AADT values obtained
at traffic count stations are shown in table 3.7.

Table 3-7: Annual Average Daily Traffic (AADT)

Classification of AADT
Traffic No PCU
Cars 2855 2855
Three Wheeler 2219 2219
Two wheeler 899 450
Mini Bus 285 428
Std. Bus 44 131
LCV 154 231
2-Axle 60 179
3-Axle 21 62
MAV 7 31
MAV >6 Axle 0 0
Tractor 7 10
Tractor Trailor 7 31
Cycle 32 16
Battery Rickshaw 796 1592
Hand Cart Rickshaw 14 42
Animal Drawn 0 0
Toll Exempted
9 9
Vehicle
Total Vehicles 7409 8287

3.8 Traffic Demand Forecasting

I. Traffic Forecasting

Traffic volume in annual form has been projected up to the horizon of 18 years as stipulated
in TOR based on various methods.

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 TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

Traffic projections have been calculated based on NSDP Method (Econometric Model:
IRC-108)

Traffic forecasting is an approximation, which depends on varieties of factors. Forecast of

traffic therefore has to be dependent on various factors such as population, gross domestic
product, vehicle ownership, agricultural output, fuel consumption etc. Though future
pattern of change in these factors can be estimated with only a limited degree of accuracy,
almost care has been taken for the same.

It is assumed that the building project completed in 2023. The projections have been done
18 years including construction phase of 18 Months, the traffic forecast has been made up
to 2040.

II. NSDP Method (Econometric Model: IRC-108)

This method is based on econometric model and is described in IRC-108.

If the past data on vehicle registration or traffic volume is available for a number of years
and the corresponding data on some economic indicator such as GDP or NSDP is also
available, then the data can yield an econometric model of the following type:

Loge P = Ao + A1 Loge NSDP

Where
P = Traffic Volume or Vehicle Registration data
NSDP = Net State Domestic Product at Constant Price
Ao = Regression Constant
A1 = Regression Coefficient

The value of A1 is known as the Elasticity Coefficient. The elasticity coefficient is the
factor by which the NSDP growth rate has to be multiplied to arrive at the growth rate of
traffic. The following method has been used to carry out the regression analysis for deriving
growth rate (in %) for different category of vehicles on the project highway.

Net State Domestic Product (NSDP) at constant price, Per Capita Income and Population
of the Madhya Pradesh state are taken into consideration for analysis of Growth Factors.
Growth factor has been derived from Regression Analysis. From economic indicators of
the State, average yearly growth rate of NSDP. The method takes into consideration growth

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 TRAFFIC IMPACT ASSESMENT FOR PROPOSED THAL SENA BHAWAN BUILDING AT DELHI CANTT,
NEW DELHI

in vehicles on road, along with NSDP and Population growth for a region. This method
yields more realistic forecasting data and hence growth rates are adopted for estimation of
forecasted traffic up to year 2040 is close to this. The calculated growth rates are as under.

Table 3-8: Growth Rate by NSDP Method

Sr. No Method 2- 3- Car/Jeep Buses LCV 2A 3A/MA

Wheeler Wheeler / Van V
1 As per IRC-108,
5.8% 5.2% 5.4% 3.9% 4.9% 4.5% 4.7%
NSDP Method
2 Adopted Growth 5% 5% 5% 5% 5% 5% 5%
Rate
As per circular provided by GOI, Ministry of Road Transport & Highways, dated 18th
January, 2008 reference no. RW/NH-37011/57/2006-PIC, 5% traffic growth rate as given
in approved MCA is to be considered for determination of lane requirement/project
preparation and also for viability of the project. So the Growth rate has been taken 5%.

3.9 Forecast Results for Alternative Scenario

The traffic forecasts as described above can be said to represent a “normal” scenario with
assumptions that are considered the most likely. Many of the assumptions are obviously
uncertain due to a number of factors such as world commodity prices, international fuel
reserves, the security situation in the region etc.

The growth of transport demand elasticity is closely related to general economic growth as
indicated by the Gross Domestic Product. Hence, alternative scenarios can best be
summarized by varying the assumed traffic growth rates. The following three scenarios
have been studied.

Pessimistic Scenario (2) Most Likely Scenario (3) Optimistic Scenario Table shows the
Growth Rates adopted for Pessimistic & Optimistic Scenario.

Table 3-9: Growth Rates (%) adopted for Pessimistic & Optimistic Scenarios

Scenario 2- Wheelers Car / Jeep /3-W Bus Goods

Pessimistic 4.25 4.25 4.25 4.25
Most Likely 5.0 5.0 5.0 5.0
Optimistic 5.75 5.75 5.75 5.75

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3.9.1 Growth Rates for Slow Moving Traffic

The slow moving vehicles essentially cater to short haul traffic, meeting localized demand for
transportation of passengers and goods from rural areas to the nearest market town and urban
centres. These are gradually being replaced by motorized vehicles. The slow moving traffic is not
expected to have high growth rates on National Highways. As such, slow moving traffic growth
has been taken as 0%.

3.9.2 Traffic Projections

The total annual average daily traffic (AADT) of project road has been projected up to the horizon
year 2046 by applying the adopted growth rate (5%) from the base year (2021). The year wise
calculated PCUs are presented in table below.
Table 3-10: Traffic Projection
Sr. No. YEAR AADT REMARKS
No PCU
1. 2021 8168 9136 Year of Study
2. 2022 8577 9593 Construction
3. 2023 9006 10073 Period
4. 2024 9456 10577 Project
Opening
5. 2025 9929 11105
6. 2026 10425 11661
7. 2027 10946 12244
8. 2028 11494 12856
9. 2029 12068 13499
10. 2030 12672 14174
11. 2031 13305 14882
12. 2032 13971 15626
13. 2033 14669 16408
14. 2034 15403 17228
15. 2035 16173 18090
16. 2036 16982 18994
17. 2037 17831 19944
18. 2038 18722 20941
19. 2039 19658 21988
20. 2040 20641 23087

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 CIRCULATION

Main Address Road

Vehicular Movement
Processional Path
Pedestrian Movement in Courtyard
Pedestrian Movement