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CHAPTER - 5

TRAFFIC ANALYSIS REPORT FOR SH-99A

5.1 INTRODUCTION
5.1.1 Objective
Traffic assessment and forecast has been carried out as part of Detailed Project Report for road section.
An accurate estimate of the traffic that is likely to use the project road, when it is upgraded, is very important as
it forms the basic input in its design and operation. Analysis of the travel characteristics of vehicles using the
project road is important in traffic forecast. Hence, detailed traffic surveys have been carried out to assess the
current traffic characteristics on the project road.

5.1.2 Project Corridor : Thanjavur- Vallam Road (SH-99A)

The project alignment starts at Km 0/000 at Ramanathan Circle, traverse through Membalam junction at
km 0/850, intersecting ODR 113 at Km 3/350, Outer Ring Road (ORR) at Km 7/300 and NH-83 at Km 10/050 and
finally ends at km 93/700 of SHU-89, being Km 10/600 end chainage of project road, to a total length of 10.6km.
The project road busy corridor attracts heavy traffic as it links Thanjai Periya Kovil, Railway station

5.1.3 Scope of the Study

The primary objectives of the traffic study are to:
 Determine the characteristics of the traffic movement on the project Highway and identifying
homogeneous sections and alternate routes and impact assessment.
 Collect Historical data on traffic growth in the Project Highway.
 Estimate the future growth rate and Capacity augmentation.
 Determine the travel pattern as well as type and weight of commodities carried by goods vehicles.
 Determine the spectrum of axle loads and the vehicle damage factor of different types of commercial
vehicles, thereby giving Input for pavement design and Pattern of commodity movement.
 Determine the turning movement of traffic at road intersections and identify requirement of suitable
remedial measure such as ROB/RUB at rail crossings, construction of underpasses, flyovers, grade
separated interchange etc.
 Identify traffic bottlenecks and the need for service road, bypass to congested location.
 Identify the requirement of grade separators for pedestrians / animals to Improve traffic safety.
 Conduct Speed and delay survey to identify need for segregation of local traffic, traffic safety etc.
 Identification of accident prone locations and recommendation on safety measures.
 Economic and financial appraisal of the project.
 Environmental Impact Assessment.

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5.2 TRAFFIC SURVEY LOCATIONS & SCHEDULE:

As per the TOR, Clause: 7.2, following traffic surveys has been carried out at the following locations;

 Traffic volume count survey for 7 days at 1 location.

 Turning Movement survey for 24 hours at 1 location.
 Pedestrian/Animal count Survey.
 Speed and Delay Survey.

The location, type and date of surveys are mentioned in Table 5.1 The traffic survey location shown in
Figure 5.1 respectively.

Table 5.1 Locations & Type of Traffic Survey

Duration of
S.No Type of Survey Chainage (Km) Location Date of survey
survey
Classified Traffic 22.07.2019 –
1 5+400 BVM Nagar 7 Days
Volume Counts 28.07.2019
0+000 Ramanathan Circle 24 hours 23.07.2019
Intersection
0+800 Membalam 24 hours 26.07.2019
Volume Count
2 Eswari Nagar (ODR 113
/Turning 3+430 24 hours 23.07.2019
intersecting)
Movement
7+275 Outer Ring Road 24 hours 26.07.2019
Pedestrian/Animal 22.07.2019 –
3 20 Locations 24 hours
count 28.07.2019

5.2.1 Classified Traffic Volume Count Survey

The classified traffic volume count survey was carried out for 7 days (continuous, direction-wise) at the
selected survey stations as per IRC guidelines on the subject (IRC: 9-1972). The vehicle classification system as
given in relevant IRC code was followed. However, the following generalized classification system is suggested
in view of the requirements of traffic demand estimates and economic analysis:
5.2.2 Turning Movement Survey
The objective of the turning movement survey is to determine the directional movement of traffic in
order to assess the measure required to improve the junction capacity and to regulate safe traffic movement.
Turning movement count survey was carried out for a period of 24 hours at one major intersection / junction.
5.2.3 Pedestrian/Animal count
The pedestrian survey report warrants supporting components, then necessary design will be carried
out for the fulfilment of pedestrian usage.

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Fig. 5.1 Index plan Showing Locations of Traffic Survey

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5.3 APPROACH AND METHODOLOGY FOR TRAFFIC SURVEY:

Location for Traffic survey has been identified and formats designed on the basis of objective of the study
and data to be collected during the survey. The survey was carried out as described in the TOR. Special teams
consisting of Traffic Engineer and enumerator constituted to carry out the survey. The activity included:
 Training of enumerator
 Constitution of survey teams
 Carrying out of surveys

Training of Enumerators:

Enumerators proposed to be deployed for traffic survey were trained in identification of various
categories of vehicles and filling up of Performa / formats before the work is commenced on surveys.
Survey Teams:
Each team was consisting of one supervisor and adequate enumerator, depending on location and scope
of the survey.
All results are presented in tabular and graphical form. The survey data is analyzed to bring out the
hourly and daily variations. The traffic volume count per day is averaged to show a weekly Average Daily Traffic
(ADT) by vehicle type. The Annual Average Daily Traffic (AADT) was worked out by applying seasonal factors.
The relevant traffic volume data from secondary sources is also compiled. The salient features of traffic
volume characteristics were brought out and variations if any, from the traffic census carried out by the NHAI are
suitably explained.
The type of traffic surveys and the survey stations are mentioned in Table 5.2

Table 5.2 Type of traffic surveys and survey stations

Sr. No Chainage Junction Location Traffic Category

1 0+000
2 0+800
3 3+430
4 5+400
5 7+275
X Ramanathan Circle IVC
Y Membalam IVC
Easwari Nagar (ODR
Y IVC
113 intersecting)
- BVM Nagar CTVC
Outer Ring Road
+ IVC
intersecting

5.4 VEHICLE CLASSIFICATIONS & PCU FACTORS

The traffic on the Project road is characterized as mixed traffic condition, resulting in complex interaction
between various kinds of vehicles. To cater to this, IRC has recommended converting different types of traffic in
to a common unit of “Passenger Car Unit (PCU)”. Each vehicle type is converted into equivalent PCUs based on
their interface value. Classifications of motorized and non motorized traffic are shown in Table 5.3. IRC has
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recommended the conversion factor as shown in Table 5.4.

Since the Project Road is passing through predominantly in urban areas, the following PCU factors are
adopted.
Table 5.3 Classification of Motorized and Non-Motorized Traffic
Motorized Traffic Non-Motorized Traffic
2-Wheeler Bi-Cycle
3-Wheeler Cycle-Rickshaw
Passenger Car Animal Drawn Vehicle (ADV)
Utility Vehicle (Jeep, Van etc.) Hand Cart
Bus Mini Bus
LCV LCV-Passenger
Truck MCV : 2-Axle Rigid Chassis
Other Non-Motorized Vehicle
HCV : 3-Axle Rigid Chassis
MAV Semi Articulated
Articulated

Table 5.4 Recommended PCU Factor for Various Types of Vehicles

Urban Roads
% Composition of vehicle type in traffic
Sr. No Vehicle Type
stream
5% 10% and above
Fast Vehicles
1 Two Wheelers, cycle or scooter etc. 0.5 0.75
2 Passenger Cars, Pick up Vans 1.0 1.0
3 Auto Rickshaw 1.2 2.0
4 Light Commercial Vehicles 1.4 2.0
5 Truck or Bus 2.2 3.7
6 Agricultural tractor With Trailer, MAV 4.0 5.0
Slow Vehicles
8 Cycle 0.4 0.5
9 Cycle Rickshaw 1.5 2.0
10 Tonga (Horse Drawn Vehicle) 1.5 2.0
11 Hand Art 2.0 3.0
Source :IRC 106-1990

The PCU factors used in the analysis, as referred from IRC:106, which is presented below in table 5.5.

Table 5.5 Adopted PCU Factors

Type of Vehicles PCU Factor

Two Wheelers 0.5
Auto Rickshaw 1.0

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Type of Vehicles PCU Factor

6 Seated 1.0
Car/Vans/Jeeps/Taxi 1.0
Mini Buses 1.5
Govt. Bus 3.0
Private Bus 3.0
Goods Auto 1.5
LCVs 1.5
2-Axle Truck 3.0
3-Axle Truck 4.5
Multi Axle Truck 4.5
Agricultural Tractors with trailers 4.5
Agricultural Tractors without trailers 1.5
Cycle 0.5
Animal Drawn 8.0
Cycle Rickshaw 1.5
Hand Cart 3.0
Others 6.0

5.5 CLASSIFIED TRAFFIC VOLUME COUNTS

The summary of all data collected at Km 5/400 near BVM nagar of the Project Road is presented in Table
5.6. Average Daily Traffic (ADT) both in Vehicles and PCU per day during the month of July 2019 is summarized in
this table. The daily variation of traffic volume counts are given in Table 5.7 as follows.

Table 5.6 Traffic Volume (ADT) at Km 5/400 of the Road Project.

SH 99A
Vehicles
Vehicles /day PCUs /day
Two Wheeler 27035 20276
Three Wheeler 1613 1936
Car/Jeep/Van/taxi 3954 3954
Bus 426 937
LCV(Mini bus, Tempo) 1002 1403
2-Axle 233 513
3 Axle 55 121
Multi Axle 52 209
Tractor With Trailer 18 73
Tractor Without Trailer 11 15
Cycle 379 151
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SH 99A
Vehicles
Vehicles /day PCUs /day
Others 8 48
Animal Drawn 0 0
Hand Cart 8 15
TOTAL 34794 29651
Source: Traffic Survey July 2019

Average Daily Traffic (Vehicles/Day)

40000

35000
Hand Cart
Animal Drawn
30000
Others
Cycle
25000
No of Vehicles

Tractor With out Trailer

Tractor With Trailer
20000 Multi Axle
3 Axle
2-Axle
15000 LCV (Mini Bus,Tempo)
Bus
10000 Car/Jeep/Van/taxi
Three Wheeler
Two Wheeler
5000

0
CH. 5+400
Traffic Survey Location

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Fig. 5.2 Average Daily Traffic (Vehicles/Day)

Average Daily Traffic (PCU/Day)

35000

30000 Hand Cart

Animal Drawn
Others
25000
No of Vehicles (PCU)

Cycle
Tractor With out Trailer
20000 Tractor With Trailer
Multi Axle
3 Axle
15000
2-Axle
LCV (Mini Bus,Tempo)
10000 Bus
Car/Jeep/Van/taxi
5000 Three Wheeler
Two Wheeler

0
CH. 5+400
Traffic Survey Location

Fig. 5.3 Average Daily Traffic (PCU/day)

5.5.1 Daily variation of Traffic at Km 5/400

Table 5.7 gives the daily traffic volume in numbers and table 5.8 depicts in PCU) as summarized below. It
is observed that maximum traffic flow plying on Tuesday as compared to other working days.

Table 5.7: Summary of Traffic Volume (Nos.) at Ch. 5+400

Mon Tue Wed Thu Fri Sat Sun

Averag
Type of Vehicles 22.07.2 23.07.2 24.07.2 25.07.2 26.07.2 27.07.2 28.07.2 %
e ADT
019 019 019 019 019 019 019
Two Wheeler 28555 29200 27432 26591 27652 25644 24173 27035 77.70
Three Wheeler 1694 1741 1593 1622 1659 1562 1423 1613 4.64
Car/Jeep/Van/taxi 4134 4264 3836 3975 4236 3839 3391 3954 11.36
Bus 437 461 412 418 457 421 374 426 1.22
LCV (Mini Bus,
1065 1055 996 1030 1015 976 879 1002 2.88
Tempo)

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Mon Tue Wed Thu Fri Sat Sun

Averag
Type of Vehicles 22.07.2 23.07.2 24.07.2 25.07.2 26.07.2 27.07.2 28.07.2 %
e ADT
019 019 019 019 019 019 019
2-Axle 247 238 233 236 236 229 214 233 0.67
3 Axle 60 53 55 53 56 57 50 55 0.16
Multi Axle 57 44 51 54 62 50 48 52 0.15
Tractor With
24 21 18 16 22 15 12 18 0.05
Trailer
Tractor Without
14 9 14 10 9 9 10 11 0.03
Trailer
Cycle 373 419 327 374 403 384 370 379 1.09
Others 9 10 8 9 11 6 3 8 0.02
Animal Drawn 0 0 0 0 0 0 0 0 0.00
Hand Cart 8 11 7 10 9 7 2 8 0.02
TOTAL 36677 37526 34982 34398 35827 33199 30949 34794 100
Source: Traffic Survey July 2019

Table 5.8: Summary of Traffic Volume (PCU) at Ch. 5+400

MON TUE WED THUR FRI SAT SUN Avera

Type of
ge %
Vehicles / Days 22.07.201 23.07.2 24.07.2 25.07.2 26.07.2 27.07. 28.07.
PCU
9 019 019 019 019 2019 2019
Two Wheeler 21416 21900 20574 19943 20739 19233 18130 20276 68.38
Three Wheeler 2033 2089 1912 1946 1991 1874 1708 1936 6.53
Car/Jeep/Van/t
4134 4264 3836 3975 4236 3839 3391 3954 13.33
axi
Bus 961 1014 906 920 1005 926 823 937 3.16
LCV (Mini
1491 1477 1394 1442 1421 1366 1231 1403 4.73
Bus,Tempo)
2-Axle Truck 543 524 513 519 519 504 471 513 1.73
3 Axle Truck 132 117 121 117 123 125 110 121 0.41
Multi Axle Truck 228 176 204 216 248 200 192 209 0.70
Tractor With
96 84 72 64 88 60 48 73 0.25
Trailer
Tractor With
20 13 20 14 13 13 14 15 0.05
out Trailer
Cycle 149 168 131 150 161 154 148 151 0.51
Others/Earth
54 60 48 54 66 36 18 48 0.16
mover
Animal Drawn 0 0 0 0 0 0 0 0 0.00
Hand Cart 16 22 14 20 18 14 4 15 0.05

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MON TUE WED THUR FRI SAT SUN Avera

Type of
ge %
Vehicles / Days 22.07.201 23.07.2 24.07.2 25.07.2 26.07.2 27.07. 28.07.
PCU
9 019 019 019 019 2019 2019
TOTAL 31274 31907 29744 29380 30628 28344 26287 29652 100.00

Daily Traffic Variation @ Ch.5+400 Hand Cart

40000
Animal Drawn

35000 Others/Earth mover

30000 Cycle

Tractor With out Trailer

25000
No of Vehicles

Tractor With Trailer

20000 Multi Axle Truck

15000 3 Axle Truck

2-Axle Truck
10000
LCV (Mini Bus,Tempo)
5000
Bus

0 Car/Jeep/Van/taxi
WED

FRI
TUE

SAT

SUN
MON

THUR

Three Wheeler

Days Two Wheeler

Fig. 5.4 Daily Traffic Variation in terms of Vehicles at Ch. 5+400

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Daily PCU Variation @ Ch.5+400

Hand Cart
35000
Animal Drawn
30000 Others/Earth mover

Cycle
25000
Tractor With out Trailer

20000 Tractor With Trailer

Multi Axle Truck

PCU

15000
3 Axle Truck

10000 2-Axle Truck

LCV (Mini Bus,Tempo)

5000 Bus

Car/Jeep/Van/taxi
0
WED

FRI

SAT
TUE
MON

SUN
THUR

Three Wheeler

Two Wheeler
Days

Fig. 5.5 Daily Traffic Variation in terms of PCU at Ch. 5+400

5.5.2 Hourly variation of Traffic

Figure 5 .6 presents the hourly variation of traffic, which is maximum on working day. As can be seen
from graph, there is no tidal variation in traffic during peak hours.

The Peak Hour Factor (PHF) (defined as the ratio between the numbers of vehicles counted during the
peak hour to the total vehicles counted in a day) calculated at various count locations is presented in Table 5.9.

Table 5.9 Peak Hour Traffic

Peak Hour
SI. No. Survey Locations PHF (%) Peak Hours
Volume (PCU)

1 5+400 2263 7.09 6.00 PM – 7.00 PM

Source: Traffic Survey July 2019

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Time Interval
2500.00

2000.00

1500.00

1000.00
PCU Value

500.00

0.00
00.00AM - 01.00 AM
01.00AM - 02.00 AM

03.00AM - 04.00AM
04.00AM - 05.00AM

07.00AM - 08.00AM
08.00AM - 09.00AM

02.00PM - 03.00PM
03.00PM - 04.00PM

06.00PM - 07.00PM
07.00PM - 08.00PM

10.00PM - 11.00PM
11.00PM - 12.00AM
02.00AM - 03.00AM

05.00AM - 06.00AM
06.00AM - 07.00AM

09.00AM - 10.00AM
10.00AM - 11.00AM

12.00PM - 01.00PM
01.00PM - 02.00PM

04.00PM - 05.00PM
05.00PM - 06.00PM

08.00PM - 09.00PM
09.00PM - 10.00PM
11.00AM - 12.00NOON

Fig. 5.6 Hourly Variation of Traffic

5.5.3 Directional Distribution

Directional distribution of traffic during morning, mid-day, evening and night was also analyzed. The
analysis reveals that there is a tidal flow on the road during the peak hours and the directional distribution
for the whole day. The directional distribution is shown in Table 5.10.

Table 5.10 Directional Distribution of traffic in PCU

Directional Distribution
Chainage (Km)
Towards Membalam (%) Towards Vallam (%)

5+400 54.45 45.55

5.5.4 Composition of Traffic

Composition of average daily traffic at Km 5/400 is shown in table 5.11. It can be seen from f ol lo w i n g
table that two wheelers constituted the major % of traffic followed by Cars and Three wheelers. The traffic of
trucks (2 Axle, 3 Axle, and Multi Axle) is also in the range of 0.15% to 1%.

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Table 5.11 Composition of Traffic in Percentage

Traffic composition in Traffic composition in

Type of Vehicles
Vehicles (%) PCU (%)
Two Wheeler 77.70 68.38
Three Wheeler 4.64 6.53
Car/Jeep/Van/taxi 11.36 13.33
Bus 1.22 3.16
LCV (Mini Bus, Tempo) 2.88 4.73
2-Axle 0.67 1.73
3 Axle 0.16 0.41
Multi Axle 0.15 0.70
Tractor With Trailer 0.05 0.25
Tractor Without Trailer 0.03 0.05
Cycle 1.09 0.51
Others 0.02 0.16
Animal Drawn 0.00 0.00
Hand Cart 0.02 0.05
TOTAL 100 100
Source: Traffic Survey July 2019

5.5.5 Annual Average Daily Traffic (AADT)

There is no significant Agricultural activity in this area and hence seasonal correction is not considered,
but to derive the AADT from ADT observed the seasonality in traffic and adopted the factor as 1, so we can
consider AADT equal to ADT. The traffic volume at the location is shown in Table 5.12.

Table 5.12 Traffic Volume at of the Road Project, AADT in Vehicle & PCU per day

SH 99A, 5+400 km
Vehicles
Vehicles/day PCUs/day
Two Wheeler 27035 20276
Three Wheeler 1613 1936
Car/Jeep/Van/taxi 3954 3954
Bus 426 937
LC (Mini Bus, Tempo) 1002 1403
2-Axle 233 513
3 Axle 55 121
Multi Axle 52 209

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SH 99A, 5+400 km
Vehicles
Vehicles/day PCUs/day
Tractor With Trailer 18 73
Tractor Without Trailer 11 15
Cycle 379 151
Others 8 48
Animal Drawn 0 0
Hand Cart 8 15
TOTAL 34794 29651

5.5.6 Design Road Capacity

For the optimum utilization of resources, phased out road up-gradation Programme is essential so that
improved facilities are created as per the traffic requirement. As shown in Table 5.9, the maximum hourly traffic
2263 PCU/hour, observed at Km. 5+400. Design service volume (PCU/hr) as per IRC: 106-1990 given in below in
table 5.12

Table 5.12 Recommended Design Service Volumes (PCU Per Hour)

Total Design service Volume for Different
Sr.
Type of Carriageway categories of Urban Roads
No.
Arterial * Sub-arterial ** Collector***
1 2-Lane (One-Way) 2400 1900 1400
2 2-Lane ( Two-Way) 1500 1200 900
3 3-Lane (One-way) 3600 2900 2200
4 4-Lane Undivided (Two-Way) 3000 2400 1800
5 4-Lane Divided (Two-Way) 3600 2900 -
6 6-Lane Undivided (Two-Way) 4800 3800 -
7 6-Lane Divided (Two-lane) 5400 4300 -
8 8-Lane (Two-Way) 7200 - -
*Road with no frontage access, no standing vehicles and very little cross traffic.
**Road with frontage access bur no standing vehicles and high capacity intersections.
***Road With free frontage access, parked vehicle and heavy cross traffic.
Source: Guidelines For Capacity of Urban road in Plain Areas-IRC: 106-1990

The Peak Hour Factor (PHF) (defined as the ratio between the numbers of vehicles counted during the
peak hour to the total vehicles counted in a day) observed at Km 5+400 from Table 5. 8 and found to be 7%
and 2293PCU.
Considering the project road as Sub-arterial category, from the above table it can be clearly noted that
the proposed project highway will be able to cater 2900 PCU in peak hour. As the prevailing peak hour traffic is
being 2263PCU, the project road on augmentation will sustain for a considerable period. Further the traffic
bound in this urban stretch will be operating only at a speed of 40Kmph, at this condition the project road will
cater the traffic seamlessly at level of service 'C'. For the enhancement of traffic flow the following measures are
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recommended adhering to Clause 9 of IRC: 106-1990.

I. Prohibiting on-street parking of vehicles, and simultaneously developing off street parking facilities.
II. Segregating the bi-directional traffic flow through central verge / median.
III. Provision of segregated right-of-way for slow moving vehicles such as animal drawn carts, Rickshaws /
Tongas etc.,
IV. Imposing restrictions on the movement of animal drawn / other slow moving vehicles , and / or heavy
commercial vehicles on busy arterial / sub-arterials during selected periods, specially the peak hours.
V. Reduction of roadside friction through control of abutting land-use and roadside commercial activity.
VI. Provision of adequate facilities for pedestrians and cycles.
VII. Banning certain conflicting movements at major intersections, particularly during peak hours.
VIII. Controlling the cross traffic and side-street traffic by regulating the gaps in medians and.
IX. Improving traffic discipline such as proper lane use correct over taking trough appropriate road
markings, education and publicity.

5.6 INTERSECTION TURNING MOVEMENT SURVEY

5.6.1 Objective

The objective of the turning movement survey is to determine the directional movement of traffic In
order to access the measure required to improve the junction capacity and regulate safe traffic movement.

The turning movement survey is to understand the traffic characteristics of each arm of the
intersection and to access the need of signal control, grade separation etc. at the intersection.

As per IRC: SP: 41 -1994 (“Guidelines for the Design of At grade intersection in rural and urban area”)
the traffic at intersection will require time separation, i.e. signal control, when the major road flow is more
than 800 vehicle per hour (both direction) and the mirror road flow is more than 250 vehicles per hours (one
direction) for each of any 8 hours of an average day.

5.6.2 Turning Movement Survey Locations

A total of 4 intersections were identified for conducting turning movement survey which is a major
intersection. The directional traffic counts were carried out for 24 hrs. The location of Intersections taken up for
study is indicated in Table 5.13.

Table 5.13 Intersection Turning Movement Survey Locations.

Type of
S.No Location Chainage (Km) Survey Date
Junction
1 X Ramanathan Circle 0+000 23.07.2019
2 Y Membalam 0+800 26.07.2019
3 Y Easwari Nagar 3+430 23.07.2019
4 + Outer Ring Road 7+275 26.07.2019
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5.6.3 Junction at CH. 0+000 (SH-99A)

The traffic flow at junction Ramanathan circle has been analysed and summary of total peak hour flow
is shown below in table 5.14 following to the detailed volume direction wise in table 5.15 as follows.

Table 5.14: Peak hour inflow at CH. 0+000

Ch: Time PCU

TOTAL INFLOW - 4363

MORNING PEAK HOUR 9.00 AM – 10.00 AM 3904

EVENING PEAK HOUR 6.00 PM – 7.00 PM 4214

Table 5.15: Peak Hour Traffic Distribution at Ch. 0+000

ARM-2 (Railway
ARM-1 (SH-99A) ARM-3 (SH-27) ARM-4 (SHU-89)
Station Road)
Types of Towards
Towards Towards Towards Towards Towards
Vehicles Ramanat Towards Towards
Ramanat Railway Ramanat Pudukott Ramanat
han Vallam Trichy
han Circle Station han Circle ai han Circle
Circle
Passenger
1090 1287 1521 1346 1462 1109 727 1058
Vehicle
Commercial
33 42 27 28 33 34 29 18
Vehicle
Slow
Moving 4 9 8 4 5 7 10 7
Vehicles
Total No. of
Vehicles on 1127 1338 1556 1378 1500 1150 766 1083
Peak Hour
Total Peak
998 1182 1346 1224 1295 1030 724 927
Hour PCU

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Fig.5.6. Peak hour flow of Ramanathan Circle Junction km 0+000

From the above figure it can be observed that the maximum traffic of 678 PCUs/hr. (15.54 %) is in the
direction from SH-27 to SH-99A. The minimum traffic of 46 PCUs/hr. (1.04%) observed at the junction is in the
direction from SHU-89 to SH-27.

From the analysis of peak hour data in the below table, it can be seen that, this junction warrants for
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grade separation at the year of 2037. Presently this junction is facilitated with twin at grade rotary, adjoining to
the existing 2 lane ROB at the nearby Membalam junction, it is envisaged that the additional provision of ROB will
share a considerable quantum of traffic bound towards Thanjavur Big Temple and old bus stand, therefore the
Ramanathan Circle junction traffic will be reduced and the junction at present condition will sustain for another
few years catering the future traffic. Hence this junction may be maintained at present status for time being.

Table 5.16: Peak Hour Traffic Projection at Ramanathan Circle Junction, Km 0+000

Sl.No Year Projected Peak hour

traffic in PCU
1 2019 4363
2 2020 4581
3 2021 4810
4 2022 5051
5 2023 5304
6 2024 5569
7 2025 5847
8 2026 6139
9 2027 6446
10 2028 6768
11 2029 7106
12 2030 7461
13 2031 7834
14 2032 8226
15 2033 8637
16 2034 9069
17 2035 9522
18 2036 9998
19 2037 10498
20 2038 11023
21 2039 11574
22 2040 12153

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Junction at CH. 0+800 (SH-99A)

Table 5.17: Peak hour inflow at.CH.0+800

Ch: Time PCU

TOTAL INFLOW - 4935
MORNING PEAK HOUR 9.00AM-10.00A.M 4838
EVENING PEAK HOUR 7.00PM-8.00PM 4904

Table 5.18: Peak Hour Traffic Distribution at Ch. 0+800

ARM-1 (Railway bridge ARM-2 ( Medical college ARM-3 (Sachidananda Moopanar

approach Road) road -SH-99A ) road - SH-99A)
Types of
Towards Towards Towards
Vehicles Towards Towards Towards
Membalam Membalam Membalam
Big Temple Vallam Thanjavur
Junction Junction Junction
Passenger
2230 2827 2192 1976 1166 785
Vehicle
Commercia
89 49 43 82 34 35
l Vehicle
Slow
Moving 26 54 59 27 20 24
Vehicles
Total No.
of Vehicles
2345 2930 2294 2085 1220 844
on Peak
Hour
Total Peak
1983 2429 1888 1762 1064 744
Hour PCU

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Fig. 5.7 Peak hour flow of Membalam Junction km 0+800

From the above figure it can be observed that the maximum traffic of 1574 PCUs/hr. (31.89 %) is in the
direction from Medical College to Membalam. The minimum traffic of 209 PCUs/hr. (4.24%) observed at the
junction is in the direction from Moopanar Road to Medical College.

The data collected from survey has been compiled and checked for further analysis in order to
understand the traffic characteristics and travel pattern in the study area. This junction is obviously warrants

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for a flyover as it attains the requisite volume of traffic at the end of the year 2033 .The traffic forecast has been
done in accordance with IRC: SP: 90-2010, clause 5.7.1.2, considering a growth of 5% per year the peak
hourly volume traffic is projected from the base year of 2021 to 2040, the design life of the facility ie. 20 years
after the construction of flyover, this is illustrated in the table below.

Therefore a grade separator is recommended at this junction to cater the growing traffic. In order to
mitigate the severity this junction is proposed to facilitate with an additional provision of 2 lane ROB, adjoining to
the existing 2 lane ROB which will act as a divided 4 lane ROB, so as to handle the majority of traffic bound
towards Thanjavur Big Temple. It is envisaged that this arrangement will de-congest this junction and avoid
queuing of vehicles on the ROB towards Big Temple.

Table 5.19 Peak Hour Traffic Projection at Membalam junction, Km 0+800

Projected Peak hour

Sl.No Year
traffic in PCU
1 2019 4935
2 2020 5182
3 2021 5441
4 2022 5713
5 2023 5999
6 2024 6299
7 2025 6614
8 2026 6945
9 2027 7292
10 2028 7657
11 2029 8040
12 2030 8442
13 2031 8864
14 2032 9307
15 2033 9772
16 2034 10261
17 2035 10774
18 2036 11313
19 2037 11879
20 2038 12473
21 2039 13097
22 2040 13752
Junction at CH. 3+430 (SH-99A)

Table 5.20: Peak hour inflow at.CH.3+430

Traffic Flow Time PCU

TOTAL INFLOW - 2913
MORNING PEAK HOUR 9.00 AM – 10.00 AM 2857
EVENING PEAK HOUR 6.00 PM – 7.00 PM 2723

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Table 5.21: Peak Hour Traffic Distribution at Ch. 3+430

ARM-1 (SH-99A) ARM-2 (SH-99A) ARM-3 (ODR 113)

Towards Towards Towards
Types of Vehicles Towards Towards Towards
ODR ODR ODR
Thanjavur Vallam Budalur
Junction Junction Junction
Passenger Vehicle 1585 1352 1311 1440 479 583
Commercial Vehicle 40 30 26 52 34 18
Slow Moving
32 6 0 29 7 4
Vehicles
Total No. of
Vehicles on Peak 1657 1388 1337 1521 520 605
Hour
Total Peak Hour
1358 1159 1121 1257 434 497
PCU

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Fig. 5.8 Peak hour flow of Easwari Nagar Junction

From the above figure it can be observed that the maximum traffic of 1034 PCUs/hr. (35.50 %) is in the
direction from Thanjavur to Vallam. The minimum traffic of 173 PCUs/hr. (5.94%) observed at the junction is in
the direction from Vallam to ODR 113.

The peak hour traffic projection indicates there is no need of grade separator and the intersection will
handle the future traffic for another few decades. Therefore this junction is proposed to facilitate with traffic
islands and traffic signs.

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Table 5.22 Peak Hour Traffic Projection at Easwari Nagar junction, Km 3+430

Projected Peak hour

Sl.No Year
traffic in PCU

1 2019 2913
2 2020 3059
3 2021 3212
4 2022 3373
5 2023 3542
6 2024 3719
7 2025 3905
8 2026 4100
9 2027 4305
10 2028 4520
11 2029 4746
12 2030 4983
13 2031 5232
14 2032 5494
15 2033 5769
16 2034 6057
17 2035 6360
18 2036 6678
19 2037 7012
20 2038 7363
21 2039 7731
22 2040 8118

Junction at CH. 7+275 (SH-99A)

Table 5.23: Peak hour inflow at CH. 7+275
Ch: Time PCU
TOTAL INFLOW - 1944
MORNING PEAK HOUR 10.00 AM – 11.00 AM 1810
EVENING PEAK HOUR 5.00 PM – 6.00 PM 1783

Table 5.24: Peak Hour Traffic Distribution at Ch. 7+275

ARM-3 (Outer Ring ARM-4 (Outer Ring

ARM-1 (SH-99A) ARM-2 (SH-99A)
Road) Road)
Types of
Towards Towards
Vehicles Towards Towards Towards Towards Towards Towards
Thanjavu Thiruvaiy
ORR ORR Vallam ORR ORR NH-83
r aru
Passenger
930 675 466 623 357 471 163 147
Vehicle
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ARM-3 (Outer Ring ARM-4 (Outer Ring

ARM-1 (SH-99A) ARM-2 (SH-99A)
Road) Road)
Types of
Towards Towards
Vehicles Towards Towards Towards Towards Towards Towards
Thanjavu Thiruvaiy
ORR ORR Vallam ORR ORR NH-83
r aru
Commercial
61 37 43 40 30 63 26 20
Vehicle
Slow
Moving 6 6 5 3 3 3 0 2
Vehicles
Total No. of
Vehicles on 997 718 514 666 390 537 189 169
Peak Hour
Total Peak
870 661 512 587 354 522 208 174
Hour PCU

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Fig.5.9: Peak hour flow of Outer Ring Road Junction

From the above figure it can be observed that the maximum traffic of 458 PCUs/hr. (23.56 %) is in the
direction from Thanjavur to Vallam. The minimum traffic of 18 PCUs/hr. (0.93%) observed at the junction is in

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the direction from Vallam to NH-67.

The peak hour traffic projection indicates there is no need of grade separator and the intersection will
handle the future traffic for another few decades. Therefore this junction is proposed to facilitate with traffic
islands and traffic signs.

Table 5.25 Peak Hour Traffic Projection at ORR junction, Km 7+275

Projected Peak hour

Sl.No Year
traffic in PCU
1 2019 1944
2 2020 2041
3 2021 2143
4 2022 2250
5 2023 2363
6 2024 2481
7 2025 2605
8 2026 2735
9 2027 2872
10 2028 3016
11 2029 3167
12 2030 3325
13 2031 3491
14 2032 3666
15 2033 3849
16 2034 4041
17 2035 4243
18 2036 4455
19 2037 4678
20 2038 4912
21 2039 5158
22 2040 5416

5.7 Speed and delay survey

Travel time survey was carried on the project road by moving car method on 25.07.19 with the following
objectives:
 To determine running speed and journey speed.
 To identify sections with typical traffic flow problems and congestion.
 To recommend suitable measures for segregation of local traffic smooth flow of through traffic and traffic
safety.
 To study the feasibility and requirement of provision of bypasses underpasses flyover interchanges grade-
separated interactions and service roads.
Table 5.26 Details of travel time and delay

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Journey time in seconds Delay in seconds

Peak
Up Down Up Down
Morning Peak 962 988 148 127
Off Peak 874 862 165 182
Evening Peak 984 992 158 142

5.7.1 Methodology
With the above objectives the survey was carried out by running a passenger car with a speed of 60 Kmph along
the entire length of project road from Km 0/000 to Km 10/400.
Three runs were made during morning peak hours off-peak hours and evening peak hours in both directions for
the entire section of the project road. The following details were collected during the field survey and the details
are furnished.
 Time taken to traverse the section from one end to other end in both directions.
 Time delay due to traffic congestion.
 Number of overtaking/ overtaken/ opposite vehicles
The above details are tabulated and analyzed as per IRC: 102-1988. Table 4.15 gives the journey speed achieved
during each run of the car.
Table 5.27 Summary of Speed and Delay Analysis
Section Average Journey Speed (Kmph)
S. Morning
From To Off Peak Evening Peak
No Peak
(km) (km)
Up Down Up Down Up Down
Membalam Vallam
1 38.92 37.89 42.84 43.43 38.05 37.74
0+000 10+400

Section Average Running Speed (Kmph)

S. Morning
From To Off Peak Evening Peak
No Peak
(km) (km)
Up Down Up Down Up Down
Membalam Vallam
1 46.00 43.48 52.81 55.06 45.33 44.05
0+000 10+400
5.7.2 PEDESTRIAN CROSSING SURVEY:
 Objective:
Pedestrian survey are indicated to collect the data on the intensity of pedestrian movement at specific
location of significant pedestrian activity with a view to identifying and providing the type and extent of
pedestrian facilities needed at these locations.
 Methodology:
Three location of high pedestrian activity were chosen for the study. The details of pedestrian crossing on

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the project road at the mid-block section within the urban limit were collected for 12 hours. The data has been
tabulated and analyzed in order to decide the highest intensity of pedestrian movement at these locations.
 Uncontrolled crossings:
It is proposed to provide Mid-block Zebra crossings intermittently along the project highway, as number
of intersections abut from km 0+000 to km 9+000 and inevitable to facilitate crossings to approach the
Commercial and Residential built-ups along the road.
 Warrant for Crossings:
According to Clause: 6.7.4.1.2 of IRC: 103: 2012 the following condition for the warrant of Mid-block crossing is
considered.

I. Peak hour volumes of pedestrian (P) and vehicles (V) are such that PV 2 > 108 for undivided carriageways
and PV2 > 2x108 for divided carriageways.
II. Approach speeds of vehicles exceed 65kph.
III. Waiting time for pedestrian / vehicles become too long.
IV. Accident records indicate 5 or more injuries to pedestrian in a year due to collision with vehicles.

The Control measure usually adopted in such cases is a traffic signal with exclusive pedestrian phase. In
certain cases, where the warrants are met only during peak hours, police control could also be introduced.
Pedestrian operated pelican signals could also be introduced at such locations where the vehicular volume is too
large even through the volume of pedestrian may be low. Unless judiciously used. Pelican crossings are known to
cause undesirable impediments to the flow of vehicular traffic.
The Design of street crossings should aim for simplicity. The recommended minimum width of a street
crossing is 1800mm. The Safety of crossing can be significantly improved by extending the footpath out across
any parking lanes. This has the triple purpose of reducing the width of roadway to be crossed, slowing vehicular
traffic and improving the ability of pedestrian and drives to see each other. Crossings should be laid out with
ample space, especially at the top of the kerb ramp to allow easy passage for pedestrian who are not crossing the
road.
The locations of Zebra Crossing to facilitate Pedestrian movement to cross the road and to approach
footpath/platform is provided with respect to the Pedestrian movement in the Peak hour is accessed and
tabulated below.
Table 5.28 Zebra Crossing for Pedestrian movement

Warrant for
Chainage Pedestrian Peak hour
S. No. Location Zebra Crossing
(Km) s (P) PCU (V)
PV2> 2 x 108
1 0+032 Near Manimandapam junction 81 4363 15
2 0+900 Near membalam bus stop 107 4935 26
3 1+365 At junction near apex heart 126 4912 30

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Warrant for
Chainage Pedestrian Peak hour
S. No. Location Zebra Crossing
(Km) s (P) PCU (V)
PV2> 2 x 108
hospital
4 1+820 Near Balaji nagar bus stop 142 4327 27
5 2+275 Near Laxmi Seeval bus stop 84 3861 13
6 2+820 Mangalapuram bus stop 92 3483 11
7 3+200 Municipal colony bus stop 118 3107 11
Easwari nagar bus stop at junction
8 3+450 128 2913 11
with ODR - 113
Near Murugan Kovil bus stop, at
9 4+010 59 2728 4
junction with medical college road
10 4+290 Medical college 2nd gate 36 2684 3
11 4+540 Medical college 3rd gate 43 2514 3
At junction with Rahuman nagar
12 5+050 104 2455 6
road
13 5+290 National Pharma Hospital 52 2304 3
14 5+565 Muligai Pannai Bus stop 48 2263 2
15 6+320 Tamil University bus stop 82 2178 4
16 6+780 Housing board bus stop 41 2036 2
17 7+670 Pillayarpatti bus stop 55 1944 2
18 7+885 Pillayarpatti Village 73 1989 3
Periyar Maniammai University bus
19 9+390 1*
stop 62 1422
20 10+370 At junction with SHU - 89 57 1178 1*
*Although these locations are not warranted for Zebra Cross provision, it is proposed considering
the significance of the place.

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