2018/Issue32/IJREATV6I2002.pdf · 2018-04-15 · the provinces of Punjab and Khyber Pukhtun khaw...

IJREAT International Journal of Research in Engineering & Advanced Technology, Volume 6, Issue 2, April - May, 2018 ISSN: 2320 – 8791 (Impact Factor: 2.317)

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www.ijreat.org Published by: PIONEER RESEARCH & DEVELOPMENT GROUP (www.prdg.org) 4

TRAFFIC VOLUME STUDY: A CASE STUDY OF

KARACHI-HYDERABAD MOTORWAY M9 (PAKISTAN)

Yasir Ibrahim Shah1, Hu Zhijian2

School of Transportation, Department of Bridge Engineering

Wuhan University of Technology, China

ABSTRACT—The central idea of this article is to determine the traffic volume of Karachi

Hyderabad motorway (M9). And classification of vehicle into different classes (Toll

able).Traffic volume study give a brief data of all the types of traffic that enter or exit to Karachi

city from the differ parts of Pakistan

This traffic volume studies are a prerequisite to intelligent evaluation ofAll-inclusive

transportation system of a city. Traffic volume studiesof M9 play fundamental rule for any

master plan, such as one-way streets, highway networks, expressways, public transit system, and

parking facilities in Karachi city. Thistraffic Volume studies is an enumeration of traffic flow at

M9. A series of a surveys provides a map of average daily or hourly flow for Karachi Hyderabad

motorway (M9). Classification is usually made by type of vehicle and time period of day. At

intersections, vehicular movements are generally classified by turning and straight movements.

This study provides basic data for planning traffic control, roadway maintenance, roadway

changes and construction of new facilities. The starting point for most traffic engineering is the

current state of facilities and traffic along with a prediction or anticipation of future demand. The

former requires that a wide variety of data and information be assembled that adequately

describe the current status of systems, facilities and traffic. The information on traffic volume is

gathered by survey and will normally be disaggregated to indicate the number of vehicles of

different types in the traffic stream. Disaggregation by vehicle occupancy is achieved because

count is made by survey staff rather than by automatic equipment. Depending on the purpose of

the survey, the count relates to traffic passing along a specified link or may relate to traffic

making a particular turning movement at Karachi Hyderabad motorway (M9).

KEYWORDS—Traffic volume, Karachi Hyderabad motorway (M9), Toll able, One-way streets,

highway networks, Expressways, Public transit system,Traffic Engineering,Turning movement,

1.1 INTRODUCTION

Karachi is the largest and the fastest growing megacity of Pakistan. It is the hub of economic and

commercial activities in Pakistan.

The population has been growing nearly 4% per annum and was estimated to have reached 25

million in 2017. As a consequence, Karachi City is suffering from worsening traffic congestion

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and environmental degradation in the CBD and on most of the radial corridors because of rapid

motorization due to the increase of population and subsequent economic growth. Aneffective

transport and communications system is a necessary condition for rapid economic growth. It

serves to link all the other sectors of the economy together, and has a profound effect on the

achievements in almost every sphere of national life. In the context of national development,

transport and communication facilities play a fundamental role in expanding the domestic

markets and making possible increased level of economic and social activities. Inadequate

transport and transport infrastructure are frequently a major cause of non-realization of targets in

the agricultural, industrial and other sectors. Karachi is bounded by three major highways that

connect the city to the rest of the country, i.e. Super Highway, National Highway and RCD

Highway. Super Highway (M-9) is a 145 km four-lane highway that starts at the Karachi Toll

Plaza near the interchange with Karachi Northern Bypass (M-10) and ends at the Kotri

interchange near Hyderabad. The National Highway (N-5) extends from Shara-e-Faisal near

Quaidabad and moves eastward through the towns of Gharo and Thatta before turning

northwards to Hyderabad and onwards to Torkham via Multan, Lahore, Rawalpindi and

Peshawar. RCD Highway connects Karachi to the province of Baluchistan via Hub and ends at

Quetta. Two of the three major ports of Pakistan; the Karachi Port and the Port Muhammad Bin

Qasim are located in Karachi. The Karachi Port handles about 60% while Port Qasim handles

about 30% of the nation’s cargo. Port traffic from Karachi to other parts of the province and to

the provinces of Punjab and Khyber Pukhtun khaw use the Super Highway (M-9) or National

Highway (N-5). Most of the existing freight traffic uses the Super Highway for onward journey

from the ports due to better road condition and shorter travel distance to Hyderabad and beyond.

Furthermore, Karachi attracts a large number of commuters from other parts of the Sindh

province, especially from Hyderabad, Thatta and surrounding regions. Many people drive to and

from Karachi daily, while many others return back to their home cities over the weekend. These

motorists primarily use the Super Highway to travel between Karachi and Hyderabad.

Commuters from Thatta generally use the National Highway (N-5) to travel to Karachi and vice

versa. The Super Highway serves as a critical transportation link between Karachi and the rest of

Pakistan. The existing Karachi – Hyderabad Superhighway is a 4-lane facility with an open toll

system with access to local traffic present throughout the length of the highway. The existing

road surface condition is far from satisfactory. Due to the rapid urbanization in Karachi increase

in private and freight traffic, the need for up-gradation of Super Highway is necessary to meet

future travel demand requirements and to induce economic activity.

1.2 LITERATURE REVIEW

Traffic volume studies are conducted to determine the number, movements, and classifications of

roadway vehicles at a given location. These data can help identify critical flow time periods,

determine the influence of large vehicles or pedestrians on vehicular traffic flow, or document

traffic volume trends. The length of the sampling period depends on the type of count being

taken and the intended use of the data recorded. For example, an intersection count may be




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conducted during the peak flow period. If so, manual count with 15-minute intervals could be

used to obtain the traffic volume data.

Two methods are available for conducting traffic volume counts:

(1) Manual traffic count.

(2) Automatic traffic count.

Manual counts are typically used to gather data for determination of vehicle classification,

turning movements, direction of travel, pedestrian movements, or vehicle occupancy.

Automatic counts are typically used to gather data for determination of vehicle hourly patterns,

daily or seasonal variations and growth trends, or annual traffic estimates. The selection of study

method should be determined using the count period. The count period should be representative

of the time of day, day of month, and month of year for the study area. For example, counts at a

summer resort would not be taken in January. The count period should avoid special event or

compromising weather conditions (Sharma 1994). Count periods may range from 5 minutes to 1

year. Typical count periods are 15 minutes or 2 hours for peak periods, 4 hours for morning and

afternoon peaks, 6 hours for morning, midday, and afternoon peaks, and 12 hours for daytime

periods (Robertson 1994). For example, if you were conducting a 2-hour peak period count,

eight 15-minute counts would be required. The study methods for short duration counts are

described in this chapter in order from least expensive (manual) to most expensive (automatic),

assuming the user is starting with no equipment.

Manual Count Method

Most applications of manual counts require small samples of data at any given location. Manual

counts are sometimes used when the effort and expense of automated equipment are not justified.

Manual counts are necessary when automatic equipment is not available. Manual counts are

typically used for periods of less than a day. Normal intervals for a manual count are 5, 10, or 15

minutes. Traffic counts during a Monday morning rush hour and a Friday evening rush hour may

show exceptionally high volumes and are not normally used in analysis; therefore, counts are

usually conducted on a Tuesday, Wednesday, or Thursday.

Average Daily Traffic and Annual Average Daily Traffic Counts

Average daily traffic (ADT) counts represent a 24-hour count at any specified location. These

counts are obtained by placing an automatic counter at the analysis location for a 24-hour period.

Accuracy of the ADT data depends on the count being performed during typical roadway,

weather, and traffic demand conditions. Local levels of government will typically conduct this

type of count. Annual average daily traffic (AADT) counts represent the average 24-hour traffic

volume at a given location averaged over a full 365-day year. AADT volume counts have the

following uses:




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Traffic Volume Counts measuring or evaluating the present demand for service by the roadway

or facility

Developing the major or arterial roadway system

Locating areas where new facilities or improvements to existing facilities are needed

Programming capital improvements

Contracting for a traffic volume count

Study information gathering

Before a jurisdiction contacts an engineering consulting firm to perform a traffic volume count

study, a variety of information may need to be collected. Any information may aid the consulting

firm in adequately completing the study. The following is a list of possible information that an

engineering consulting firm may request:

Issue at hand

Historic volume counts

Existing zoning

Proposed future land use changes

Traffic impact statements if available

Citizen input

Location map

Appropriate contact persons

Any other relevant information

The following project work order may assist local governments in contracting to an engineering

firm. The example project work order contains information from the manual count method

1.3 STUDY METHODOLGY

The accuracy of measuring traffic growth is linked to the ability of highway planners to

adequately monitor the patterns and trends of highway usage by various types of vehicles. This is

directly related to the selection of data collection sites, the reliability of data collection technique,

and the ability to extrapolate from short-term data collection periods to represent annual average

data. These and other factors can significantly affect the estimated growth patterns and universal

procedures are not in place to represent the variations.

The steps performed in conducting the study are given in Figure 1.1.




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Utilize OD for development of

current OD matrix

Conduct Field visit to determine

survey locations

Determine types of surveys to be

conducted

Prepare survey schedule

Review available Secondary Data

Prepare survey forms

Conduct Field survey

Process raw data into

spreadsheets

Analysis of processed survey data

Use traffic volume counts for

model calibration

Figure 1. 1 Study Methodology

DATA COLLECTION AND PROCESSING

Traffic surveys are an integral component of a comprehensive Traffic & Transportation study.

Appreciation of existing traffic and travel characteristics is extremely important for developing a

comprehensive traffic and transportation plan. Precise data collection is one of the most

important constraints which will serve as the basis for an effective transportation plan and travel

demand predictions. The data collected from field will help in development, calibration and

validation of the travel demand forecasting models. Base year data will be analysed to provide

the planning.

Information, trip end summaries and travel time matrix that form the basis for model

construction. The above discussion leads to the following objectives of this section.

In depth discussion on surveys and their specifications including but not limited to the following

Type of survey

Survey justification

Selection of appropriate locations

Survey Performance




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Technique used for field data collection

Data collection simple size

Quality assurance measures

Special Considerations

1.4 CLASSIFICATION OF VEHICLE CLASSES

At present, the Super Highway also carries motorcycle, auto rickshaws and tractor traffic.

Once the limited access motorway is constructed, motorcycles and other slow moving

vehicles will not be allowed on the motorway. Only Toll able vehicles are allowed and toll

able classes are describing in 1.1 table

S.

NO.

Vehicle

Class

Description Description

1 Class 1 Cars/Vans/Pajero /Toyota

Hilux

2 Class 2 Wagons/Pickups/Master

3 Class 3 Coasters/Mini Trucks

4 Class 4 Intercity Buses

5 Class 5 Rigid Trucks 2-3 Axles

6 Class 6 Articulated Trucks 4-5-6-Axles

Table 1. 1 Vehicle Classification

1.5 SUMMARYOF TRAFFIC

Daily traffic count is shown in ADT graph location name is Average Daily Traffic (ADT) is

the standard measurement for vehicle traffic load on any section of road, and the basis for

most decisions regarding transport planning, or to the environmental hazards of pollution

related to road transport. Average daily traffic or ADT, is the average number of vehicles

passing (two-way) at a specific point in a 24-hour period.

The National Transport Research Centre (NTRC), Ministry of

Communications is a research body that periodically provides much needed

research and development (R&D) support for planning and appraisal of

transport sector projects/plans. The NTRC report “Traffic Factors for

Pakistan-III (NTRC-151)”, published in April 1992 provides traffic

adjustment factors by type of day, week and month for various road

segments in Pakistan to convert the daily traffic into AADT.

The collected data was compared against the study area road segments to

gather the coefficient of monthly seasonal variation for the study. Upon

review of the NTRC report, it was observed that the monthly adjustment




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factor for April for both Super Highway (1.010) and National Highway

(0.995) within the study area was close to 1, which symbolizes that the

average daily traffic at the study locations can be used as the AADT..

Different locations are mention below:

SL-03 at National Highway N-5 at Dadu Toll Plaza

SL-04 at National Highway N-5 at Moro Toll Plaza

SL-01Karachi Hyderabad Super Highway at Hyderabad Toll Plaza

I have mention the ADT graph for three locations other traffic data.

Figure 1. 2 SL-03 at National Highway N-5 at Dadu Toll Plaza

This ADT graph show the traffic data SL-03 at National Highway N-5 at Dadu Toll Plaza.

Traffic towards the Karachi and away from Karachi are mention in the graph.

155

94 101 105

150 145

120

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9783 78

22 21 28

96117 112

71 6382

157170

7694

7792

82 86 88 89 89105

119107

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HOURLY TIME INTERVALS

SL-03 ADT BY HOUR (BOTH DIRECTION)

ADT Toward karachi ADT Away From karachi ADT BOTH DIRECTION




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The results above indicate that the average hourly traffic at this location remains at peak from

7 am till 11 am. And minimum traffic flow is during day time 2pm to 3pm and 8pm to

10pm.The traffic pattern seems to be steady during whole day.

Figure 1. 3 SL-04 at National Highway N-5 at Moro Toll Plaza

This ADT graph show the traffic data SL-04 at National Highway N-5 at Moro Toll Plaza.

Traffic towards the Karachi and away from Karachi are mention in the graph.

The results above indicate that the average hourly traffic at this location

remains at peak from 5 pm till 7pm. And minimum traffic flow is during early morning from

1am to 7am .The traffic pattern seems to be steady during day.

254

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544486486

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NS-04 ADT BY HOURLY BOTH DIRECTION

ADT Toward karachi ADT Away From karachi




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Figure 1. 4 NS-07 Karachi Hyderabad Super Highway at Karachi Toll Plaza

This ADT graph show the traffic data: NS-07 Karachi Hyderabad Super Highway at Karachi

Toll Plaza. Traffic towards the Karachi and away from Karachi are mention in the graph.

The results above indicate that the average hourly traffic at this location

remains at peak from 10 am till 11am. And from 5pm to 6pm. minimum traffic flow is during

early morning from 1am to 6am .The traffic pattern seems to be steady during day.

392433530

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HOURLY TIME INTERVALS

NS-07: ADT BY HOURLY(BOTH DIRECTION)

ADT Toward karachi ADT Away From karachi ADT BOTH DIRECTION




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Figure 1. 5 SL-03 at National Highway N-5 at Dadu Toll Plaza

This site carries an average of 4,297 vehicles in a 24 hour period in both

directions averaged over the 3-day survey period. A look at the average

daily traffic volume data shows that the private cars consist of 35% of

the total traffic during the averaged 24-hour period whereas wagons,

pickups and rigid trucks constitute the 61% of the total traffic. Long

trucks and intercity buses are negligible in count as shown in figure1.5

35%

36%

1%2%

25%

1%

SL-03:Daily Traffic average by Vehicle Class (Both Direction)

CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 6




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Figure 1. 6 SL-04 at National Highway N-5 at Moro Toll Plaza

This site carries an average of 15,792 vehicles in a 24 hour period in

both directions averaged over the 3-day survey period. A look at the

average daily traffic volume data shows that the private cars consist of

33% of the total traffic during the averaged 24-hour period whereas

Trucks and heavy traffic constitute the 58% of the total traffic as shown

in figure 1.6

33%

7%

0%2%24%

34%

SL-04:Daily Traffic average by Vehicle Class (Both Direction)

CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 6




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Figure 1. 7 NS-07 Karachi Hyderabad Super Highway at Karachi Toll Plaza

This site carries a high amount of daily traffic (21,752 vehicles) in both

directions over the week. A look at the average daily traffic volume data

shows that the private cars consist of roughly half the total traffic during

the 24-hour period, while trucks and trailers constitute 16% and 13%,

respectively. Large buses share at this location totals approximately 6%

of the total average daily traffic, while the share of coasters / minibus is

approximately 11%. Wagons / pickups constitute the remaining 3% of

the average daily traffic as shown in Figure 5 a summary of hourly

volumes for weekday average, weekend average and weekly average is

shown in Figure 1.7

The results above indicate that the hourly traffic for weekday and

weekend counts follows similar peaking trends. The traffic remains

steady during morning and evening hours and is lowest during the night.

51%

4%3%5%

24%

13%

NS-07: Daily average by Vehicle Class (Both Direction)

CLASS 1

CLASS 2

CLASS 3

CLASS 4

CLASS 5

CLASS 6




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1.6 CONCLUSIONS

1. In order to prepare a comprehensive traffic study, various types of

field surveys were conducted in the months of January and February and 2015 to 2017.

2. These surveys includedTurning Movement Counts, Origin-Destination, Willingness to

Pay surveys, and Travel Time surveys.

3. The traffic surveys were not only conducted on existing Super Highway (M-9).but were

also conducted on Karachi Northern Bypass (M-10), National Highway (N-5), Khatore

Link Road and Malir Link Road, this helped in getting a good overview of the entire road

network in the influence zone rather than just M-9.

4. Performance of these surveys enabled the consultants to estimate total traffic potential of

the network and work out potentially divertible traffic to M-9 from other roads of the

network.

5. The traffic counts included all vehicle types playing on existing Super Highway (M-9),

including motorcycles and rickshaws; however the results of the survey were compiled

based on the six (6) toll able classes

6. The Karachi Toll Plaza on Existing Super Highway (M-9) was found to carry the

maximum average daily traffic i.e. 27,929 vehicles, followed by 26,898 at Nooriabad and

23,952 vehicles on Hyderabad Toll Plaza.

7. Traffic on National Highway (N-5) was found to be much lesser than

on M-9 with Kotri getting average daily traffic volume of 5,119, and Gharo carrying

9,469 daily vehicles.

8. A reasonable number of traffic was found plying on Khatore Link Road (between N-5 &

M-9) and the Malir Link Road (between Sharah-e-Faisal & M-9) with average daily

traffic of 5,264 and 8,011, respectively. These two link roads serve as important feeders

to M-9 diverting traffic on N-5 to M-9.

9. The traffic mix on M-9 consisted of roughly 47% private vehicles (Class I), followed by

freight traffic (Class 5 & 6) 43%, leaving combined effect of rest of the vehicle classes

(Class 2, 3 & 4) to be around 10% only.

10. The peak hour traffic on M-9 (converted into PCUs to reflect the actual road usage)

comes to 1,912 PCUs (in one direction) with the peak hour falling between 00:15 – 0:15.

This is primarily due to significant percentage of freight traffic movement at night it was

also found that traffic variation by day of the week was insignificant.

11. The vehicle freight classes were more sensitive towards paying high tolls, and also

showed their concerns on charging on overloading on M-9.

It is also pertinent to note that strategy implemented for weight limit restrictions will

play a major role in whether freight traffic will use M-9 or N-5 in future.




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