POINTWISE COMPLIANCE TO QUERIES RAISED DURING 25th EAC (Infra‐II) MEETING

Sr. No. Query Raised Reply

1 Certified Compliance Report issued We have not yet started the work by the MoEF&CC, Regional Office or on site and the same was concerned Regional Office of Central submitted during 22nd EAC Pollution Control Board or the Meeting held on 11.09.2017. Member Secretary of the respective Copy of same is attached as State Pollution Control Board for the Annexure I conditions stipulated in the earlier environmental clearance issued for the project along with an action taken report on issues which have been stated to be partially complied or non/not complied 2 A certificate from the local body The NOC from Municipal supplying water, specifying the total corporation for water supply is annual water availability with the attached as Annexure II local authority, the quantity of water already committed the quantity of water allotted to the project under consideration and the balance water available. This should be specified separately for ground water and surface water sources, ensuring that there is no impact on other users 3 A detailed traffic management and This layout plan of project is traffic decongestion plan to ensure approved by Thane Municipal that the current level of service of Corporation. the roads within a 05 kms radius of the project is maintained and The approval is granted based on improved upon after the traffic decongestion plan because implementation of the project. This of the different infrastructure plan should be based on cumulative projects planned within 5km impact of all development and radial distance of the proposed increased habitation being carried development. Some of these out or proposed to be carried out by major infrastructure projects the project or other agencies in this include: 05 Kms radius of the site in different  MRTS(Mass Rapid Transit scenarios of space and time and the System) traffic management plan shall be  HCMTR(High Capacity duly validated and certified by the Mass Transit Route) State Urban Development  Inland Water Transport Department and the P.W.D. and  New DP Roads Sr. No. Query Raised Reply

shall also have their consent to the  MLCP(Multi‐Level Car implementation of components of Parking Lots) the plan which involve the The proposed infrastructure participation of these departments projects will mitigate the traffic impact by maintaining or improving the current level of service of the roads within a 5km radius. The infrastructure projects will also increase the capacity of the roads within 5km radius by removing the on‐street parking.

These infrastructure projects already takes into account the cumulative impact of all the developments and increased inhabitation being carried out or proposed to be carried out by the project or other agencies in this 5km radius of the site in different scenarios of space and time. In order to decongest the roads/mitigate the traffic impact, Thane Municipal Corporation has planned comprehensive infrastructure development projects and the implementation is under progress.

Further, we have carried out the detailed traffic studies from a reputed institution and the same was submitted to Town Planning department of Thane Municipal Corporation. The Town Planning department of Thane Municipal Corporation has accepted and approved our traffic Management Plan. The NOC from TMC is attached as Annexure III.

The detailed traffic management is attached as Annexure‐IV. 4 The permission of the CGWA for We are not extracting ground abstraction of ground water and for water for any purpose however basement/excavation dewatering. we have applied to CGWA for Sr. No. Query Raised Reply

basement dewatering. The copy of same is attached as Annexure V 5 A certificate of adequacy of available The NOC/Certificate from power from the agency supplying MSEDCL for supply of power is power to the project along with the attached as Annexure VI load allowed for the project

6 A certificate from the competent The NOC from Thane Municipal authority for discharging treated Corporation for discharging effluent/ untreated effluents into treated sewage in Municipal the Public sewer/ disposal/drainage Sewer Line. The copy of same is systems along with the final attached as Annexure VII disposal point 7 A certificate from the competent We have made an agreement authority handling municipal solid with Samarth Bharat Vyasapith wastes, indicating the existing civic for collection and disposal of capacities of handling and their Non‐Biodegradable Solid waste adequacy to cater to the M.S.W. generated from our project. The generated from project copy of same is attached as Annexure VIII. The Biodegradable waste generated from project will be treated by Mechanical composting plant

ANNEXURE I Presentation for Environmental Clearance before the Esteemed Members of “EXPERT APPRAISAL COMMITTEE" MINISTRY OF ENVIRONMENT, FOREST & CLIMATE CHANGE FOR PROPOSED AMENDMENT/MODERNIZATION IN RESIDENTIAL CUM COMMERCIAL PROJECT WITH MMRDA RENTAL HOUSING SCHEME (Obtained Prior Environmental Clearance vide letter no. 21‐85/2014‐IA.III dt 18.06.2015) AT Village ‐Balkum, Tal – Thane, Dist – Thane, Maharashtra

PROPOSED BY DOSTI ENTERPRISES

ENVIRONMENTAL CONSULTANT Mahabal Enviro Engineers Pvt. Ltd. Pollution monitoring, Engineers & Contractors in Environmental Management Accredited by NABET by it’s vide letter No. QCI/NABET/ENV/ACO/16/06/0172 dated 16th June 2016. 22nd EAC Meeting, Agenda Item No. 22.3.7 Dt.11.09.2017 File No. F. No. 21-47/2017-IA-III INTRODUCTION

 Dosti Enterpises is proposing amendment/modernization in Residential cum Commercial project with Rental housing scheme on plot bearing S. No.16 (Hiss No. 1, 2, 3, 4, 5, 6, 8 pt, 9 pt, 10 pt, 11 pt, 12 A, 12B pt), S. No. 17 (Hissa No. 1, 2, 3, 4, 5, 6, 7A, 7B, 8, 9, 10, 11A, 11B, 11C, 12, 13,14), S. No. 12 (Hissa No. 6), S. No. 18 (Hissa No. 1, 2, 3, 4, 5, 6pt, 7, 8, 9, 10 pt, 11 pt),S. No.19 (Hissa No. 23, 29, 30, 31, 32, 37, 42, 43pt, 45), S. No. 22pt, S. No. 23pt, S. No. 24, S. No. 25 (Hissa No. 1, 2, 3, 4, 5pt, 7pt, 9pt,10A pt, 10B pt, 13A pt), S. No. 26 (Hissa No. 8Apt, 9 pt, 10A, 10B, 11A pt, 11B pt,12),S. No. 27 (Hissa No. 10 pt, 11 pt, 15, 16A pt, 16B pt, 17), S. No. 40 (Hissa No. 15pt, 8A, 8B pt, 17 pt, 22 pt), S. No. 44 (Hissa No.1pt, 2 A pt, 2B pt ), S. No. 47 Hissa No. (1pt, 2A pt, 3pt, 2/2+3/2Apt, 2/2+3/2B, 4B, 6 pt, , 7 B, 5 pot, 8A2, 8B2, 8C1, S. No. 48 (Hissa No. 4A. 4B), S. No. 49 (Hissa No. 1pt, 2, 3, 4, 5, 6, 7A pt, 7B, 8Apt, 8B), S. No. 50 (Hissa No. 3A pt, 3B), S. No. 51 (Hissa No 3A, 3B, 5A, 5B), S. No. 77 Hissa No. 13 B pt, 13C pt, 14A pt, 14 B pt) at village Balkum , Taluka and District Thane.

 We have obtained Prior Environmental Clearance vide letter No. 21‐85/2014‐IA.III dt 18.06.2015 for the proposed residential cum commercial project with MMRDA rental housing scheme with construction area of 8,33,031.72 m2 and unit size of 160 ft2 for rental housing scheme.  We have not yet started the work on site.

 As per the direction received from planning authority vide its letter dt 01.07.2016, the unit sizes of affordable housing scheme are increased from 160 ft2 to 320 ft2.  Due to this change (modernization) in unit sizes the construction area is reduced to 5,27,405.78 m2 2 from the earlier EC of 8,33,031.72 m , hence this application for Modernization in the existing EC with downward revision. The plot area is also restricted for this scheme and is now reduced.  The amended proposal will have 19 nos. of sale buildings and 2 nos. of rental housing buildings with commercial area, welfare centres and balwadi. DOSTI ENTERPRISES 2 ANNEXURE II

ANNEXURE IV

TRAFFIC STUDY REPORT

Of

The Proposed amendment/modernization in Residential cum Commercial project with Rental housing scheme at village Balkum, Taluka and District Thane

Prepared for

M/S Dosti Enterprises

January – 2018 TRAFFIC STUDY REPORT

Traffic Study of the Proposed amendment/modernization in Residential cum Commercial project with Rental housing scheme on plot bearing S. No.16 (Hiss No. 1, 2, 3, 4, 5, 6, 8 pt, 9 pt, 10 pt, 11 pt, 12 A, 12B pt), S. No. 17 (Hissa No. 1, 2, 3, 4, 5, 6, 7A, 7B, 8, 9, 10, 11A, 11B, 11C, 12, 13,14), S. No. 12 (Hissa No. 6), S. No. 18 (Hissa No. 1, 2, 3, 4, 5, 6pt, 7, 8, 9, 10 pt, 11 pt),S. No.19 (Hissa No. 23, 29, 30, 31, 32, 37, 42, 43pt, 45), S. No. 22pt, S. No. 23pt, S. No. 24, S. No. 25 (Hissa No. 1, 2, 3, 4, 5pt, 7pt, 9pt,10A pt, 10B pt, 13A pt), S. No. 26 (Hissa No. 8Apt, 9 pt, 10A, 10B, 11A pt, 11B pt,12),S. No. 27 (Hissa No. 10 pt, 11 pt, 15, 16A pt, 16B pt, 17), S. No. 40 (Hissa No. 15pt, 8A, 8B pt, 17 pt, 22 pt), S. No. 44 (Hissa No.1pt, 2 A pt, 2B pt ), S. No. 47 Hissa No. (1pt, 2A pt, 3pt, 2/2+3/2Apt, 2/2+3/2B, 4B, 6 pt, , 7 B, 5 pot, 8A2, 8B2, 8C1, S. No. 48 (Hissa No. 4A. 4B), S. No. 49 (Hissa No. 1pt, 2, 3, 4, 5, 6, 7A pt, 7B, 8Apt, 8B), S. No. 50 (Hissa No. 3A pt, 3B), S. No. 51 (Hissa No 3A, 3B, 5A, 5B), S. No. 77 Hissa No. 13 B pt, 13C pt, 14A pt, 14 B pt) at village Balkum , Taluka and District Thane

January 2018

Developer : M/S Dosti Enterprises Lawrence and Mayo House, First Floor, 276, Dr. D N Road, - 400001. Traffic Consultants: M/S Transportation and Traffic Engineering Consultants (TTEC) F-61, Shagun Arcade, Opp. HDFC Bank, Gen. A.K. VaidyaMarg (E) Mumbai – 400097 E :[email protected] W : www.ttec.co.in T:+912228407770

TRAFFIC STUDY REPORT

Table of Contents

1.0 INTRODUCTION 3 1.1 Project Background 3 1.2 Scope of Work 3 1.3 Structure of this Report 4 2.0 EXISTING CONDITIONS 5 2.1 Existing Development Site Conditions 5 2.2 Existing Traffic Conditions 10 2.3 Road Network 12 2.4 Existing Travel Pattern to enter & exit the site 19 2.5 Connectivity to Public Transport 22 2.6 Mid-Block Traffic Volume Count Survey 24 2.7 Turning Movement Traffic Volume Count Survey 29 2.8 Traffic Generation/Attraction Survey at Dosti Imperia 54 3.0 GENERAL DEVELOPMENT LAYOUT 60 3.1 Background 60 3.2 Development Layout 60 3.3 Development Schedule 60 3.4 Design Basis of the parking layout 67 3.5 Evacuation Analysis 70 4.0 TRAFFIC GENRATION AND IMPACT ANALYSIS 76 4.1 Trip Generation Estimating Procedure 76 4.2 Traffic Generation 76 4.3 Traffic Distribution 81 4.4 Traffic Impact Analysis 82 4.5 Mitigating Measures 100 4.6 Conclusion 100

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Introduction TRAFFIC STUDY REPORT

1.0 INTRODUCTION 1.1 Project Background

M/S Dosti Enterprises plans to develop a Residential cum Commercial project with Rental housing scheme at village Balkum, Thane.

The proposed development (Balkum) comprises of 19 Sale buildings and 2 Reantal buildings. The 19 Sale buildings envisage total 3132 apartments (i.e. 2-BHK & 3-BHK units) while 2 Rental buildings envisage total 2117 apartments (i.e. 1-RK units). The Sale buildings 9, 10, 11 & 12 have some 19321 Sqft Commercial component. Similarly the Rental buildings have some 7653 Sqft (i.e. 4478 Sqft of Building 1 & 3175 Sqft of Building 2) Commercial component. The Sale building 1 & 2 also includs Club house (i.e. 41949 Sqft).

The ingress and egress to the proposed development (Balkum) is provided through Old Agra Road, Vaitrana Pipeline Service Road, 20m wide DP road and 30m wide DP Road.

The 20m wide and 30m wide DP road is partially constructed by developer but yet to be fully developed. However these two roads (i.e. 20m & 30m wide DP road) will be fully developed by the completion of this project. These two roads (i.e. 20m wide and 30 m wide DP road) will give an excellent connectivity to the proposed development (Balkum) and will help to distribute the traffic evenly.

Recognizing the need for traffic engineering advice, M/S Dosti Enterprises appointed M/s Transportation and Traffic Engineering Consultants to undertake the preparation of traffic study of the proposed development (Balkum).

This report presents the results and findings of the traffic study. 1.2 Scope of Work

The scope of our work during this study report covers the following aspects related to Traffic study:

 Initial overview and comments on any current master plan layouts and surrounding roads and identification of potential traffic issues and concerns  Assessment of existing traffic conditions in the vicinity of the site; which includes site surveys and analysis of the surrounding road network  Future Traffic forecast: Traffic surveys to quantify existing flows and trip rates for this type of development  Traffic Assignment: This involves the pattern in which the generated traffic will be distributed on the surrounding roads. The outcome of the traffic surveys & the existing and future road connectivity will be the inputs for the traffic assignment.

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 Traffic Impact Analysis: Assessment of the impact of the vehicles coming to the proposed development (Balkum) on the surrounding road network in the immediate vicinity of the proposed development (Balkum)  Assessment of the adequacy of existing road system capacity in the vicinity of the site to take the traffic generated from the proposed development (Balkum).  Traffic management measures to mitigate the traffic impact if any impact is significant.  Ingress/egress points to the development site.  Overview of the internal traffic circulation at ground level and at different parking levels: This involves removing/reducing the conflicting vehicular movements at different levels  Development of traffic management scheme, layout proposals, design of external junctions (if required), signal design (if required) etc.  Comments on the road widths of the internal roads based on the projected traffic generation.  Swept path analysis: Checking the turning radius of different vehicles types (i.e. cars.) at critical locations with the help of AUTOTRACK software  Comments on the ramp system (i.e. circular ramps, straight ramps, the turning radius etc.)  Review of the parking layouts. Analyzing the areas of concern inside the car parks  Optimization of car parking bays inside the car park, comments on the aisle  Preparation of a report on traffic issues and recommendations. 1.3 Structure of this Report

Following this introduction Chapter 1, this report is divided into the following chapters;

Chapter 2 Existing Conditions; which describes the existing road network and the prevailing traffic conditions in the vicinity of the development site.

Chapter 3 General Development Layout

Chapter 4 Traffic Generation & Impact Analysis

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Existing Conditions TRAFFIC STUDY REPORT

2.0 EXISTING CONDITIONS 2.1 Existing Development Site Conditions

The proposed development (Balkum) project site location is presented in Figure 2.1 whereas Google map of the proposed development (Balkum) and the surrounding area as per the existing conditions is shown in the Figure 2.2(a).

The main roads surrounding the proposed development (Balkum) site are Old Agra Road (SH 35), Vaitrana Pipeline Service Road and 20m wide DP road to the South, 30m wide DP road to the South-West to the proposed development (Balkum). All these roads will provide an excellent connectivity to the proposed development (Balkum)

The 20m wide and 30m wide DP road is partially constructed by the developer. However it will be fully developed by the completion of the project.

As per the existing condition, the area surrounding the proposed development (Balkum) includes some Commercial and Residential developments.

Figure 2.2(b) shows the influence circle of 5km from the proposed development (Balkum) . Figure 2.2(c) shows the Development Plan (DP) map of study area. .

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Figure 2.1: Location Map

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Figure 2.2(a): Google Map of the surrounding area (as per the Existing conditions)

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Figure 2.2(b): Influence Circle of 5Km of Proposed Development (Balkum)

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Figure 2.2(c): Development Plan (DP) Map

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2.2 Existing Traffic Conditions

In order to quantify the traffic conditions and also to understand the impact of the proposed development traffic, following traffic surveys were carried out:

 Weekday Classified Mid-block traffic volume count on Vaitrana Pipeline Service Road at three different locations (i.e. to the near Balkum Road, near the proposed development (Balkum) and near Kolshet road).The survey was carried out for 12 hours.

 Weekday Classified turning movement traffic volume count on 4-arm junction (i.e. Old Agra Road X Balkum Road.). The survey was carried out for 12 hours.

 Weekday Classified turning movement traffic volume count on two 3-arm junctions (i.e. Kolshet Road X Balkum Road, Kolshet Road X Akbar Camp Road & Ghodbunder Road X Hiranandani Estate Road.). The survey was carried out for 12 hours.

 Traffic Generation/Attraction Survey surveys at the Ingress and Egress of the Dosti- Imperia Residential Development.

 Road Inventory Surveys

 Site Reconnaissance Survey

 Photographic Surveys

The location of the traffic surveys is presented in Figure 2.3.

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Figure 2.3: Location of Traffic Surveys

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2.3 Road Network

The important roads in the surrounding area are as follows:

2.3.1 Old Agra Road (SH 35)

It operates as 6-lanes, 2-way divided road. The traffic on this road is heavy through traffic throughout the day. One of the entries and exits to the proposed development (Balkum) are provided through this road.

Figure 2.4 shows the existing condition of this road. Figure 2.5 presents a typical section of this road based on the existing conditions.

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Figure 2.4: Existing conditions of Old Agra Road (SH 35)

Figure 2.5: Typical Cross-Section of Old Agra Road (SH 35)

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2.3.2 Vaitrana Pipeline Service Road

It is a 2-lanes, 2-way undivided road parallel to the Old Agra road. The traffic on this road particularly near the proposed development (Balkum) is less as there are no developments in the near vicinity.

The road gives an exclusive entry to the proposed development (Balkum). There is a temporary parking of vehicles for RTO approval on this road throughout the day.

Figure 2.6 shows the existing condition of Vaitrana Pipeline Service Road. Figure 2.7 presents a typical section of this road based on the existing conditions.

Figure 2.6: Existing conditions of Vaitrana Pipeline Service Road

Figure 2.7: Cross-Section of Vaitrana Pipeline Service Road

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2.3.3 Balkum Road It is a 2-lanes, 2-way undivided road. The traffic on this road is less during peak hours. The DP width of this road is 30m.

Figure 2.8 shows the existing condition of Balkum Road. Figure 2.9 presents a typical section of this road based on the existing conditions.

Figure 2.8: Existing conditions of Balkum Road

Figure 2.9: Cross-Section of Balkum Road (Based on the Existing conditions)

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2.3.3 20m wide DP Road It operates as a 4-lanes, 2-way undivided road as per existing condition.

Figure 2.10 shows the existing condition of 20m wide Road. Figure 2.11 presents a typical section of this road based on the existing conditions.

Figure 2.10: Existing conditions of 20m wide Road

Figure 2.11: Cross-Section of 20m wide Road (Based on the Existing conditions)

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2.3.3 30m wide DP Road It operates as 4-lanes, 2-way undivided road.

Figure 2.12 shows the existing condition of 30m wide Road. Figure 2.13 presents a typical section of this road based on the existing conditions.

Figure 2.12: Existing conditions of 30m wide Road

Figure 2.13: Cross-Section of 30m wide Road (Based on the Existing conditions)

Figure 2.14 presents surrounding road network within 5km radial distance.

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Figure 2.14: Surrounding Road Network within 5Km Radial Distance

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2.4 Existing Travel Pattern to enter & exit the site

2.4.1 Ingress and Egress to the proposed development (Balkum) site

Figure 2.15 & Figure 2.16 presents the travel pattern to access the proposed development (Balkum) from different directions. Figure 2.15 presents the travel pattern to enter the proposed development (Balkum) while Figure 2.16 presents the travel pattern to exit the proposed development (Balkum).

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Figure 2.15: Existing Travel pattern to access the proposed development (Balkum)

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Figure 2.16: Travel pattern to exit the proposed development (Balkum)

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2.5 Connectivity to Public Transport

The proposed site is located some 7.5 Km from Thane Railway Station. There is a proposed metro alignment near the proposed development (Balkum). The proposed development (Balkum) is some 1.8km from proposed Kapurbawadi Metro Station and some 0.7km from proposed Balkumnaka Metro Station. Figure 2.17 shows the connectivity of proposed development (Balkum) to Thane Railway Station and proposed Metro Stations (i.e Kapurbawadi Metro Station & Balkum Naka Metro Station).

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Figure 2.17: Connectivity to the Public Transport

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2.6 Mid-Block Traffic Volume Count Survey

A week day Mid-Block taffic volume count survey was conducted on three different locations of Vaitrana Pipeline Service Road (i.e. Near Balkum Road, Near Proposed development (Balkum) and Near Kolshet Road) for 12 hours (i.e. from 8:00 A.M. to 8:00 P.M.). The survey was conducted to find out the existing traffic flow and thus to understand the residual capacity of the surrounding roads. This will help us to know whether these roads can carry the additional traffic generated from the proposed development (Balkum).

Figure 2.18 to Figure 2.20 presents the Mid-Block traffic volume analysis of Vaitrana Pipeline Service Road at three different locations (i.e. near balkum road, near proposed development (Balkum) and near kolshet road).

Figure 2.20(a) shows the morning and evening peak hour directional flow at three locations on vaitrana pipeline service road.

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Figure 2.18: Mid-Block Traffic Volume Count Survey at Vaitrana Pipeline Service Road (Near Balkum Road)

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Figure 2.19: Mid-Block Traffic Volume Count Survey at Vaitrana Pipeline Service Road (Near Proposed development (Balkum))

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Figure 2.20: Mid-Block Traffic Volume Count Survey at Vaitrana Pipeline Service Road (Near Kolshet Road)

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Figure 2.20(a): Morning & Evening Peak Hour Directional Flow (Vaitrana Pipeline Service Road)

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2.7 Turning Movement Traffic Volume Count Survey

2.7.1 Old Agra Road X Balkum Road (Four Arm Junction)

A week day turning movement traffic volume count survey was conducted on 4-Arm junction (i.e. Old agra Road X Balkum Road) for 12 hours (i.e. from 8:00 A.M. to 8:00 P.M.). The survey was conducted to find out the existing traffic flow and thus to understand the residual capacity of the surrounding roads. This will help us to know whether these roads can carry the additional traffic generated from the proposed development (Balkum).

Figure 2.21 to Figure 2.25 presents the turning movement traffic volume analysis of 4-arm junction (i.e. Old Agra Road X Balkum Road).

Figure 2.26 presents the existing morning and evening peak hour directional traffic flow.

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Figure 2.21: Total Inflow (Old Agra Road X Balkum Road)

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Figure 2.22: Midblock Traffic Volume Count at Arm 1 (Balkum Road towards Kolshet)

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Figure 2.23: Midblock Traffic Volume Count at Arm 2 (Old Agra Road towards )

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Figure 2.24: Midblock Traffic Volume Count at Arm 3 (Balkum Road towards )

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Figure 2.25: Midblock Traffic Volume Count at Arm 4 (Old Agra Road towards Thane)

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Figure 2.26: Existing Peak Hour Directional Flow

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2.7.2 Kolshet Road X Balkum Road (Three Arm Junction)

A week day turning movement traffic volume count survey was conducted on 3-Arm junction (i.e. Kolshet Road X Balkum Road) for 12 hours (i.e. from 8:00 A.M. to 8:00 P.M.). The survey was conducted to find out the existing traffic flow and thus to understand the residual capacity of the surrounding roads. This will help us to know whether these roads can carry the additional traffic generated from the proposed development (Balkum).

Figure 2.27 to Figure 2.30 presents the turning movement traffic volume analysis of 3-arm junction (i.e. Kolshet Road X Balkum Road).

Figure 2.31 presents the existing morning and evening peak hour directional traffic flow.

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Figure 2.27: Total Inflow (Kolshet Road X Balkum Road)

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Figure 2.28: Midblock Traffic Volume Count at Arm 1 (Balkum Road)

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Figure 2.29: Midblock Traffic Volume Count at Arm 2 (Kolshet Road towards Thane)

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Figure 2.30: Midblock Traffic Volume Count at Arm 3 (Kolshet Road towards Bhiwandi)

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Figure 2.31: Existing Peak Hour Directional Flow

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A week day turning movement traffic volume count survey was conducted on 3-Arm junction (i.e. Kolshet Road X Akbar Camp Road) for 12 hours (i.e. from 8:00 A.M. to 8:00 P.M.). The survey was conducted to find out the existing traffic flow and thus to understand the residual capacity of the surrounding roads. This will help us to know whether these roads can carry the additional traffic generated from the proposed development (Balkum).

Figure 2.32 to Figure 2.35 presents the turning movement traffic volume analysis of 3-arm junction (i.e. Kolshet Road X Akbar Camp Road).

Figure 2.36 presents the existing morning and evening peak hour directional traffic flow.

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Figure 2.32: Total Inflow (Kolshet Road X Akbar Camp Road)

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Figure 2.33: Midblock Traffic Volume Count at Arm 1 (Akbar camp Road)

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Figure 2.34: Midblock Traffic Volume Count at Arm 2 (Kolshet Road towards Bhiwandi)

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Figure 2.35: Midblock Traffic Volume Count at Arm 3 (Kolshet Road towards Thane)

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Figure 2.36: Existing Morning & Evening Peak Hour Directional Flow

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2.7.3 Ghodbunder Road X Hiranandani Estate Road (Three Arm Junction)

A week day turning movement traffic volume count survey was conducted on 3-Arm junction (i.e. Ghodbunder Road X Hiranandani Estate Road) for 12 hours (i.e. from 8:00 A.M. to 8:00 P.M.). The survey was conducted to find out the existing traffic flow and thus to understand the residual capacity of the surrounding roads. This will help us to know whether these roads can carry the additional traffic generated from the proposed development (Balkum).

Figure 2.37 to Figure 2.40 presents the turning movement traffic volume analysis of 3-arm junction (i.e. Ghodbunder Road X Hiranandani Estate Road).

Figure 2.41 presents the existing morning and evening peak hour directional traffic flow.

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Figure 2.37: Total Inflow (Ghodbunder Road X Hiranandani Estate Road)

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Figure 2.38: Midblock Traffic Volume Count at Ghodbunder Road (Towards Thane)

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Figure 2.39: Midblock Traffic Volume Count at Ghodbunder Road (Towards )

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Figure 2.40: Midblock Traffic Volume Count at Hiranandani Estate Road

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Figure 2.41: Existing Morning & Evening Peak Hour Directional Flow

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2.8 Traffic Generation/Attraction Survey at Dosti Imperia

Traffic Generation/Attraction surveys were carried out at Dosti Imperia residential development.

These surveys were carried out to understand the traffic generation/attraction from the proposed development (Balkum). The location of the Traffic Generation/Attraction Surveys is shown in Figure 2.3.

The outcome of the traffic generation/attraction surveys carried out at the entry and exit of Dosti Imperia is presented in Figure 2.42.

Figure 2.42(a) and 2.42(b) presents the peak hour volume, hourly variation of the traffic and mode wise comparison of the traffic entering and exiting Dosti Imperia respectively. Figure 2.42(c) shows the analysis of vehicle entering and exiting from the Dosti Imperia.

Table 2.1 and Table 2.2 show the classified vehicular entry and exit from Dosti Imperia respectively. Table 2.3 shows morning and evening peak hour traffic generated from Dosti Imperia.

The analysis of traffic generation survey of Dosti Imperia shows that the morning peak hour traffic generation occurs from 12:00 P.M. to 1 P.M. and evening peak traffic generation occurs from 4:00 P.M. to 5:00 P.M.

Passenger Car Unit (PCU): It is a metric used to assess traffic-flow rate in a mixed traffic conditions to convert all modes of traffic into a single unit. This is required for quantification. It is the number of passenger cars that are displaced by a single vehicle of a particular type of mode under prevailing roadway, traffic, and control conditions. For eg. A car is taken as standard, two-wheelers as 0.5 PCU, LCV as 1.5 PCU, Buses as 3 PCU etc.

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Figure 2.42(a): Analysis of Vehicular Entry Count to Dosti Imperia

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Figure 2.42(b): Analysis of Vehicular Exit Count from Dosti Imperia

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Figure 2.42(C): Analysis of Vehicular Entry + Exit Count from Dosti Imperia

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Table 2.1: Classified vehicle entry at Dosti Imperia PCU Factors VEHICLE CLASS Entry Volume Hourly TIME Car Taxi AR MTW Minibus LCV HCV Bicycle Hourly PCUs Vehicles From To 1 1 0.75 0.5 1.5 1.5 3 0.4 8:00 9:00 22 19 37 41 0 3 2 0 124 100 9:00 10:00 31 14 28 50 0 5 2 2 132 106 10:00 11:00 31 12 33 53 0 1 2 1 133 103 11:00 12:00 35 10 61 39 0 2 0 2 149 115 12:00 13:00 32 15 79 40 0 4 1 1 172 136 13:00 14:00 22 4 23 17 0 2 1 1 70 59 14:00 15:00 33 6 31 36 2 5 0 0 113 91 15:00 16:00 48 14 35 55 1 5 0 1 159 126 16:00 17:00 36 11 51 39 0 5 2 0 144 119 17:00 18:00 36 12 42 41 1 10 0 0 142 117 18:00 19:00 43 10 17 26 0 0 0 0 96 79 19:00 20:00 39 12 19 30 0 0 0 0 100 81

Total 408 139 456 467 4 42 10 8 1534 1232

Peak Entry 32 15 79 40 0 4 1 1 172 136

Table 2.2: Classified vehicle exit from Dosti Imperia PCU Factors VEHICLE CLASS Exit Volume Hourly TIME Car Taxi AR MTW Minibus LCV HCV Bicycle Hourly PCUs Vehicles From To 1 1 0.75 0.5 1.5 1.5 3 0.4 8:00 9:00 44 20 36 30 1 2 1 0 134 114 9:00 10:00 75 12 28 34 0 4 2 0 155 137 10:00 11:00 51 9 33 57 0 3 3 0 156 127 11:00 12:00 60 9 58 47 0 4 0 0 178 142 12:00 13:00 49 13 71 29 0 1 0 0 163 132 13:00 14:00 38 1 23 27 0 1 0 0 90 72 14:00 15:00 33 5 17 27 0 2 0 1 85 68 15:00 16:00 40 15 23 25 1 1 0 0 105 88 16:00 17:00 40 11 40 34 0 2 1 0 128 104 17:00 18:00 41 9 35 18 0 1 1 1 106 91 18:00 19:00 44 3 14 24 0 0 0 0 85 70 19:00 20:00 41 10 20 38 0 0 0 0 109 85

Total 556 117 398 390 2 21 8 2 1494 1230

Peak Exit 60 9 58 47 0 4 0 0 178 142

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Table 2.3: Peak Hour Traffic Generated from Dosti Imperia

Peak Hour Scenario

Morning Peak Evening Peak Vehicle ( 12 PM to 1 PM) ( 4 PM to 5 PM ) Type Entry Exit Entry Exit (No.’s) (No.’s) (No.’s) (No.’s)

Car 32 49 36 40

Taxi 15 13 11 11

AR 79 71 51 40

MTW 40 29 39 34

LCV 4 1 5 2

HCV 1 0 2 1

Bicycle 1 0 0 0

Total PCU’s 136 132 119 104

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3

General Development Layouts TRAFFIC STUDY REPORT

3.0 GENERAL DEVELOPMENT LAYOUT 3.1 Background

M/S Dosti Enterprises plans to develop a Residential cum Commercial project with Rental housing scheme at village Balkum, Thane.

3.2 Development Layout

The details of the Proposed development (Balkum) are given below:

 The proposed development comprises of 19 Sale buildings & 2 Rental buildings.  The Sale buildings (Building 1 to Building 19) envisage 3132 apartments (i.e. 2-BHK & 3-BHK units). The Sale buildings 9, 10, 11 & 12 have some 19321 Sqft Commercial component. Sale building 1 & 2 also includs Club house (i.e. 41949 Sqft).  Rental buildings (Building 1 & Building 2) envisage total 2117 apartments (i.e. 1-RK units). These buildings have some 7653 Sqft (i.e. 4478 Sqft of Building 1 & 3175 Sqft of Building 2) Commercial component

The ingress and egress to the proposed development (Balkum) is provided through Old Agra Road, Vaitrana Pipeline Service Road, 20m wide DP road and 30m wide DP Road.

3.3 Development Schedule

The parking statement of the proposed development is shown in Table 3.1.

Table 3.1: Parking Statement of Proposed development (Balkum)

Single 2lvl. Puzzle 2lvl. Puzzle 3lvl. Puzzle 3lvl. Puzzle 4lvl. Puzzle Two Floor Total Parking Bay Parking No 3 Parking No 5 Parking No 5 Parking No 8 Parking No 11 Wheeler

Ground 306 16 X 3 = 48 237 X 5 = 1185 - - - 1539 589 Floor

Basement 282 - - 19 X 5 = 95 292 X 8 = 2336 3 X 11 = 33 2746 - B1

Stilt Floor 212 - - - - - 212 -

Total 800 16 X 3 = 48 237 X 5 = 1185 19 X 5 = 95 292 X 8 = 2336 3 X 11 = 33 4497 589

Figure 3.1 shows the block plan of the proposed development. Figure 3.2 to Figure 3.4 shows the traffic management plan of Ground Floor. Figure 3.5 and Figure 3.6 present the parking layouts of basement B1 and Upper Stilt level respectively.

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Block Plan

Figure 3.1: Block Plan

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Ground Floor Plan

Figure 3.2: Ground Floor Plan (Entry/Exit)

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Ground Floor Plan Part 1

Figure 3.3: Ground Floor (Part-1)

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Ground Floor Plan Part 2

Figure 3.4: Ground Floor (Part 2)

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Basement B1 Floor Plan

Figure 3.5: Basement B1 Floor Plan

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Upper Stilt Floor Plan

Figure 3.6: Upper Stilt Floor Plan

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3.4 Design Basis of the parking layout

The design basis for the proposed parking layouts is as follows:

 A car park should provide a safe and efficient connection to the external road network

 Entry and exit radii should be larger than or equal to 90 degree to allow smooth entry and improved weaving and merging on exit.

 Queuing and storage at the entrance are to be within the car park/premises and not on the external roads. The queuing area should be based on the peak hour arrival The storage/queuing area will depend on the security checking strategy

 The location of the pick-up/drop-off points should provide a facility of immediate access to the pick-up points after exiting from the basements and also to access the basement after leaving the drop-off points

 The pick-up/drop-off points should have adequate length and width to serve the peak hour vehicular arrivals and departures.

 Entry and exit lanes should not cross and exit should not be before entry. If possible, the entries and exits should be separated.

 The transition from the external road to a car park should be defined using lane marking or a change of surface

 One way ramps are preferred, unless there is strong reason for 2 way ramps. In case of one-way ramp, the width is 6m while for two-way ramp, the width should be at least 7.5m

 The traffic circulation should remove/minimize the conflicting vehicular movements. Therefore as far as possible all the driveways/aisles should be kept one-way for better circulation.

 All the driveways/aisles should be straight and dead ends should be avoided. If a dead end cannot be avoided, then it is to be a maximum of 6 bay widths long. Else some space should be left at the dead end for proper maneuvering of vehicle

 Cross-aisles and other vehicular conflict points should be eliminated. All junctions should be designed so that traffic merges and diverges, with only convenient and safe maneuvers required of drivers. “T” junctions/3-Arm junction is the recommended intersection type. 4-Arm junctions should be avoided.

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 The minimum width of the aisle should be kept as 6m for one-way and 7.5m for two-way traffic flow. In worst case scenario, 6m is the minimum width for two-way flow.

 The traffic circulation on the drive-ways should be through and the dead ends should be avoided.

 The traffic flow should blend/merge conveniently with the circulation in the parking level at the vehicular entry point(s) and at the vehicular exit point(s)

 Adequate connectivity/ramps (i.e. in terms of capacity) should be provided between different parking levels.

 The traffic circulation should minimize the average distance from the parking bay to the ramps and vice versa should be minimized.

 The recommended colors are the folloWing: Aisle : blue Pedestrian walkway : red delineated by solid yellow lines Bay : light grey

 Speed control and traffic calming devices are to be used including ripple painted areas, surface textures and signs are to be used. Speed humps are to be used as a last option.

 Aisle lengths are to be kept to a minimum, consistent with providing convenient traffic flows for search and exit.

 Aisles that are 100m or longer are to have mandatory speed control devices

 Speed humps are required at each access control point to control vehicle speed as it approaches the access control equipment. It is also required before entering to the parking level.

 No pedestrian crossings should be provided at or near corners or at the entry to or exit from ramps or intersections. Separate pedestrian walkways are to be located between bays or on the sides of aisles.

 A one way drive-way is usually 6 meters, therefore 4 meters of aisle width is acceptable for vehicle movement with a one meter pedestrian walkway on each side of the aisle where possible

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Figure 3.7: Driveway with Pedestrian Strip

 The minimum width of the pedestrian walkways should be 1 m

 No parking space should be more than 30m away from a pedestrian route that leads to a car park exit.

 Pedestrian walkways are preferably painted in a different colour which is usually red with yellow line marking

 Disabled parking is to be provided at the rate of 1-2% of all parking spaces.

 The disabled space configuration should consist of 2.6m width with 0.6m on each side for wheelchair usage. The minimum size of a disabled car park space is the same length as a standard space but is to be 1.2m greater in width

Figure 3.8: Disabled Parking

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3.5 Evacuation Analysis

Evacuation time is the time taken during emergency to evacuate entire parking lot.

There are seven entry Gates and three exit gates provided through 20m wide DP road and 30m wide DP road.

During emergency evacuation all gates will operate as exit gate only. Therefore during emergency evacuation at least 20 lanes of exit will be available for emergency evacuation.

There are four one way and one two way ramp which serve the basement level. Moreover there are two two-way ramps which serves upper stilt level.

There are total 1539 car parking bays provided at ground level, 2746 at basement B1 level and 212 bays at Upper stilt level in the proposed development (Balkum).

The rate of exit per vehicle/lane from the exit point to the external road is assumed as 8 seconds on an average (i.e. assuming the capacity of exit lane as 450 PCU/hr./lane). This is assuming maximum obstruction to the vehicles joining the queue of exiting vehicles.

During emergency evacuation, the evacuation of Basement level and Upper stilt level will happen simultaneously (i.e. Basement B1 to Ground and Upper Stilt level to Ground). However this is the worst scenario in terms of obstruction by one vehicle to other.

Assuming some reaction time, the first twenty vehicles will take around 2.0-2.5 minutes to evacuate. After these 20 cars, there will be 20 lanes of vehicles exiting out simultaneously.

There are 4497 car parking bays provided at Basement level, Upper Stilt Level and Ground level. Assuming 85% as peak hour occupancy, the number of cars exiting out from car parking will be 3822. The total time taken to evacuate the complete car park will be 1673 seconds/ 28 minutes [i.e. 150+ (3822-20)*8/20)]. However the traffic on the external roads need to be managed during emergency evacuation.

Figure 9 to Figure 13 presents the evacuation analysis of the proposed development (Balkum).

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Evacuation analysis Ground Floor Plan

Figure 3.9: Evacuation Analysis Ground Floor

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Evacuation analysis Ground Floor Plan Part 1

Figure 3.10: Evacuation Analysis Ground Floor (Part 1)

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Evacuation analysis Ground Floor Plan Part 2

Figure 3.11: Evacuation Analysis Ground Floor (Part 2)

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Evacuation Analysis Basement B1 Floor Plan

Figure 3.12: Evacuation Analysis Basement B Floor

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Evacuation Analysis Upper Stilt Floor Plan

Figure 3.13: Evacuation Analysis Upper Stilt Floor

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4

Traffic Generation & Impact Analysis TRAFFIC STUDY REPORT

4.0 TRAFFIC GENRATION AND IMPACT ANALYSIS 4.1 Trip Generation Estimating Procedure

The process of estimating future traffic levels generated from the proposed development (Balkum) involves the identification of suitable trip generation/attraction rates obtained from the previous surveys and applying these to the proposed development (Balkum).

Assumptions are then made regarding the likely external road routing(s) of this traffic to the development recognizing the final entry/exit arrangements. The net future development site traffic is then superimposed onto the existing traffic to provide an estimate of the future traffic conditions on the external roads serving the development.

4.2 Traffic Generation

Trip generation rates are different for each type of property use. Traffic generation vary depending on the size and behavior of the property.

The trip generation rates used to determine the expected traffic coming to the proposed development (Balkum) is taken from previously surveyed properties.

The process of developing valid trip generation rates involves surveying the number of vehicles entering and exiting the property throughout the day. This is then divided by the number of flats within the property to give you the existing vehicle trip rate per hour.

To estimate the expected traffic generation to the property, these rates are then multiplied against the total number of flats within the proposed development (Balkum).

To determine the traffic generation from the proposed development (Balkum), traffic generation surveys were carried out at Dosti Imperia residential development.

Note: In particular, the traffic impact analysis also considers all the major residential developments planned in the surrounding area for next 10 years.

4.2.1 Sale Buildings (i.e. Building 1 to Building 19)

The flats configuration/type of Sale Buildings of the proposed development (Balkum) is similar to the flats configuration/type of Dosti Imperia. Therefore the traffic generation/attraction rate for Sale Buildings of the proposed development (Balkum) is taken from the traffic generation/attraction rate of Dosti Imperia.

The total no. of flats in Dosti Imperia and the Sale buildings of the proposed development (Balkum) are 650 and 3121 respectively.

Table 4.1 shows the traffic generation rates of Dosti Imperia residential development..

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Table 4.1: Traffic generation rates of Dosti Imperia

Dosti Imperia Peak Hour Entry Exit Total AM PEAK 0.21 0.20 0.41

PM PEAK 0.18 0.16 0.34

Table 4.2 and Table 4.3 shows the projected peak hour traffic generation/attraction and projected peak hour classified traffic generation/attraction respectively from the proposed development (Balkum) (Sale buildings).

Table 4.29: Projected Peak Hour Traffic Generation/Attraction from Sale Buildings

Proposed development Peak Hour (Balkum) (Sale Buildings) Entry Exit Total AM PEAK 655 636 1291

PM PEAK 573 501 1075

Table 4.3: Projected Peak Hour Classified Traffic Generation/Attraction from Sale Buildings

Peak Hour Scenario

Morning Peak Evening Peak Vehicle Type Entry Exit Entry Exit (No.’s) (No.’s (No.’s) (No.’s Car 154 236 173 193 Taxi 72 63 53 53 AR 381 342 246 193 MTW 193 140 188 164 LCV 19 5 24 10 HCV 5 0 10 5 Bicycle 5 0 0 0 Total 655 636 573 501 PCU’s

Sale Buildings 9 to 12 have some Commercial component (i.e. 19321 Sqft) and one Club House (i.e. 41949 Sqft) under building 1 & building 2. As per the thumb rule it will generate some 60-100 PCU’s.

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4.2.2 Rental Buildings (Building 1 & Building 2)

The flats configuration/type of Rental Buildings of the proposed development (Balkum) is similar to the flats configuration/type of Rehab Buildings. Therefore the traffic generation/attraction rate for Rental Buildings of the proposed development (Balkum) is taken from the traffic generation/attraction rate of Rehab buildings.

The total no. of flats in Rental Buildings (Building 1 & Building 2) of proposed development (Balkum) are 2117.

Table 4.4 shows the traffic generation rates of Rental buildings.

Table 4.4: Traffic generation rates of Rental Building

Peak Hour Entry Exit Total

AM PEAK 0.04 0.07 0.11

PM PEAK 0.07 0.05 0.12

Table 4.5 and Table 4.6 shows the projected peak hour traffic generation/attraction and projected peak hour classified traffic generation/attraction respectively from the Rental buildings of the proposed development (Balkum).

Table 4.5: Projected Peak Hour Traffic Generation/Attraction from Rental Buildings Proposed development Peak Hour (Balkum) (Rental Buildings) Entry Exit Total AM PEAK 85 148 233 PM PEAK 148 106 254

Table 4.6: Projected Peak Hour Classified Traffic Generation/Attraction from Rental Buildings

Morning Peak Evening Peak Vehicle Type Entry Exit Entry Exit (No.’s) (No.’s (No.’s) (No.’s Car 20 55 45 41 Taxi 9 15 14 11 AR 49 80 64 41 MTW 25 33 49 35 LCV 2 1 6 2 HCV 1 0 2 1 Bicycle 1 0 0 0 Total 85 148 148 106 PCU’s

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Rental Buildings have some Commercial component (i.e. 7653 Sqft). As per the thumb rule it will generate some 20-30 PCU’s.

4.2.3 Proposed development (Balkum) (Sale Buildings + Rental Buildings)

The projected total traffic generation and attraction corresponds to total no. of flats of Sale & Rental buildings (i.e. 3132 flats in Sale Buildings and 2117 flats in Rental Buildings).

Table 4.7 and Table 4.8 show the projected total peak hour traffic generation/attraction and projected total classified peak hour traffic generation/attraction respectively for proposed development (Balkum) (Sale Buildings + Rental Buildings).

Table 4.7: Projected Total Peak Hour Traffic Generation/Attraction from Proposed development (Balkum) (Sale Buildings + Rental Buildings)

Peak Hour Entry Exit Total

AM PEAK 740 784 1524

PM PEAK 722 607 1329

Table 4.8: Projected Peak Hour Classified Traffic Generation/Attraction from Proposed development (Balkum) (Sale Buildings + Rental Buildings)

Morning Peak Evening Peak Vehicle Type Entry Exit Entry Exit (No.’s) (No.’s (No.’s) (No.’s Car 174 291 218 233 Taxi 82 77 67 64 AR 430 422 309 233 MTW 218 172 236 198 LCV 22 6 30 12 HCV 5 0 12 6 Bicycle 5 0 0 0 Total PCU’s 740 784 722 607

In addition, the traffic generation from two major developments of M/s Lodha Group and M/s Kalptaru developers is also taken into consideration for the detailed traffic impact analysis.

Table 4.9 presents the total traffic generation including complete development of M/s Lodha Group and M/s Kalptaru developers.

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Table 4.9: Projected Peak Hour Total Traffic Generation/Attraction from Proposed development (Balkum) + Lodha Group + Kalptaru Developers

Peak Hour Entry Exit Total

AM PEAK 5449 5355 10804 PM PEAK 4842 4208 9050

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4.3 Traffic Distribution

During study for the project site, it is observed that the 20m wide DP road and 30m Wide DP road are partially constructed. After completion of construction of these roads in future, it shall provide excellent connectivity to the proposed development (Balkum) and will also give a breathing space for the other roads that abuts the proposed development (Balkum). This is because the peak hour traffic will be distributed.

Hence, traffic impact analysis is carried out considering different traffic distribution scenarios. These scenarios are presented in Table 4.10.

Table 4.10: Different Scenarios for Traffic Impact Analysis

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4.4 Traffic Impact Analysis

The traffic impact analysis is carried out considering different traffic distribution scenarios.

A line of comparison of the congestion index (V/C ratio) is drawn between the existing traffic conditions and the projected traffic conditions (when the proposed development (Balkum) will be in place).

Figure 4.1 to Figure 4.10 shows the traffic impact analysis/ congestion analysis of the surrounding roads for existing & future traffic conditions considering different scenarios. The same is presented Table 4.11.

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Figure 4.1: Traffic Impact Analysis/ Congestion Analysis – Scenario 1 (Year 2017)

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Figure 4.2: Traffic Impact Analysis/ Congestion Analysis - Scenario 2 (Year 2022)

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Figure 4.3: Traffic Impact Analysis/ Congestion Analysis – Scenario 3A (Year 2022)

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Figure 4.4: Traffic Impact Analysis/ Congestion Analysis – Scenario 3B (Year 2022)

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Figure 4.5: Traffic Impact Analysis/ Congestion Analysis – Scenario 4A (Year 2027)

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Figure 4.6: Traffic Impact Analysis/ Congestion Analysis – Scenario 4B (Year 2027)

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Figure 4.7: Traffic Impact Analysis/ Congestion Analysis – Scenario 5A (Year 2032)

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Figure 4.8: Traffic Impact Analysis/ Congestion Analysis – Scenario 5B (Year 2032)

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Figure 4.9: Traffic Impact Analysis/ Congestion Analysis – Scenario 6A (Year 2037)

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Figure 4.10: Traffic Impact Analysis/ Congestion Analysis – Scenario 6B (Year 2037)

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Table 4.11: Comparison of Congestion Indices( V/C Ratio) V/C Ratio Level of Volume Capacity Road Name Traffic Scenario (Congestion Service (PCU's/Hr) (PCU's/Hr) Index) (LOS) Scenario 1 (Year 2017) 899 1200 0.75 D Scenario 2 (Year 2022) 2782 1200 2.32 F Scenario 3A (Year 2022) 2322 5400 0.43 B Scenario 3B (Year 2022) 1938 5400 0.36 B Balkum Road (Towards Scenario 4A (Year 2027) 2488 5400 0.46 B Kolshet) Scenario 4B (Year 2027) 2104 5400 0.39 B Scenario 5A (Year 2032) 2681 5400 0.50 C Scenario 5B (Year 2032) 2297 5400 0.43 B Scenario 6A (Year 2037) 2904 5400 0.54 C Scenario 6B (Year 2037) 2520 5400 0.47 B Scenario 1 (Year 2017) 4072 5400 0.75 D Scenario 2 (Year 2022) 5989 5400 1.11 F Scenario 3A (Year 2022) 5251 7200 0.73 D Scenario 3B (Year 2022) 5092 7200 0.71 D Old Agra Road (Towards Scenario 4A (Year 2027) 5494 7200 0.76 D Bhiwandi) Scenario 4B (Year 2027) 5335 7200 0.74 D Scenario 5A (Year 2032) 5621 7200 0.78 D Scenario 5B (Year 2032) 5462 7200 0.76 D Scenario 6A (Year 2037) 5803 7200 0.81 D Scenario 6B (Year 2037) 5644 7200 0.78 D Scenario 1 (Year 2017) 876 1200 0.73 D Scenario 2 (Year 2022) 1158 1200 0.96 E Scenario 3A (Year 2022) 1253 7200 0.17 A Scenario 3B (Year 2022) 1182 7200 0.16 A Balkum Road (Towards Scenario 4A (Year 2027) 1415 7200 0.20 A Eastern Express Scenario 4B (Year 2027) 1344 7200 0.19 A Highway) Scenario 5A (Year 2032) 1603 7200 0.22 A Scenario 5B (Year 2032) 1531 7200 0.21 A Scenario 6A (Year 2037) 1820 7200 0.25 A Scenario 6B (Year 2037) 1749 7200 0.24 A

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V/C Ratio Level of Volume Capacity Road Name Traffic Scenario (Congestion Service (PCU's/Hr) (PCU's/Hr) Index) (LOS) Scenario 1 (Year 2017) 4439 5400 0.82 D Scenario 2 (Year 2022) 6309 5400 1.17 F Scenario 3A (Year 2022) 5676 7200 0.79 D Scenario 3B (Year 2022) 5517 7200 0.77 D Old Agra Road (Towards Scenario 4A (Year 2027) 5941 7200 0.83 D Thane) Scenario 4B (Year 2027) 5782 7200 0.80 D Scenario 5A (Year 2032) 6080 7200 0.84 D Scenario 5B (Year 2032) 5921 7200 0.82 D Scenario 6A (Year 2037) 6278 7200 0.87 D Scenario 6B (Year 2037) 6119 7200 0.85 D Scenario 1 (Year 2017) 372 1200 0.31 B Scenario 2 (Year 2022) 2507 1200 2.09 F Scenario 3A (Year 2022) 1749 5400 0.32 B Scenario 3B (Year 2022) 1354 5400 0.25 A Balkum Road near Scenario 4A (Year 2027) 1818 5400 0.34 B (Balkum Road X Kolshet Road) Scenario 4B (Year 2027) 1422 5400 0.26 A Scenario 5A (Year 2032) 1897 5400 0.35 B Scenario 5B (Year 2032) 1502 5400 0.28 A Scenario 6A (Year 2037) 1989 5400 0.37 B Scenario 6B (Year 2037) 1594 5400 0.30 B Scenario 1 (Year 2017) 1590 2900 0.55 C Scenario 2 (Year 2022) 5352 2900 1.85 F Scenario 3A (Year 2022) 3660 7200 0.51 C

Kolshet Road Towards Scenario 3B (Year 2022) 3115 7200 0.43 B Thane near Scenario 4A (Year 2027) 3954 7200 0.55 C (Balkum Road X Kolshet Scenario 4B (Year 2027) 3409 7200 0.47 B Road) Scenario 5A (Year 2032) 4294 7200 0.60 C Scenario 5B (Year 2032) 3749 7200 0.52 C Scenario 6A (Year 2037) 4689 7200 0.65 C Scenario 6B (Year 2037) 4144 7200 0.58 C

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V/C Ratio Level of Volume Capacity Road Name Traffic Scenario (Congestion Service (PCU's/Hr) (PCU's/Hr) Index) (LOS)

Scenario 1 (Year 2017) 1780 2900 0.61 C Scenario 2 (Year 2022) 5263 2900 1.81 F Scenario 3A (Year 2022) 3881 7200 0.54 C Kolshet Road Towards Scenario 3B (Year 2022) 3335 7200 0.46 B Bhiwandi near Scenario 4A (Year 2027) 4209 7200 0.58 C (Balkum Road X Kolshet Scenario 4B (Year 2027) 3664 7200 0.51 C Road Scenario 5A (Year 2032) 4590 7200 0.64 C Scenario 5B (Year 2032) 4045 7200 0.56 C Scenario 6A (Year 2037) 5032 7200 0.70 D Scenario 6B (Year 2037) 4487 7200 0.62 C Scenario 1 (Year 2017) 1131 1200 0.94 E Scenario 2 (Year 2022) 3640 1200 3.03 F Scenario 3A (Year 2022) 2268 3600 0.63 C Scenario 3B (Year 2022) 1981 3600 0.55 C Akbar Camp Road near Scenario 4A (Year 2027) 2477 3600 0.69 D (Akbar Camp Road X Kolshet Road) Scenario 4B (Year 2027) 2190 3600 0.61 C Scenario 5A (Year 2032) 2719 3600 0.76 D Scenario 5B (Year 2032) 2432 3600 0.68 C Scenario 6A (Year 2037) 3000 3600 0.83 D Scenario 6B (Year 2037) 2713 3600 0.75 D Scenario 1 (Year 2017) 949 2900 0.33 B Scenario 2 (Year 2022) 2602 2900 0.90 E Scenario 3A (Year 2022) 1962 7200 0.27 A

Kolshet Road Towards Scenario 3B (Year 2022) 1703 7200 0.24 A Bhiwandi near Scenario 4A (Year 2027) 2137 7200 0.30 A (Akbar Camp Road X Scenario 4B (Year 2027) 1879 7200 0.26 A Kolshet Road) Scenario 5A (Year 2032) 2340 7200 0.33 B Scenario 5B (Year 2032) 2082 7200 0.29 A Scenario 6A (Year 2037) 2576 7200 0.36 B Scenario 6B (Year 2037) 2317 7200 0.32 B

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V/C Ratio Level of Volume Capacity Road Name Traffic Scenario (Congestion Service (PCU's/Hr) (PCU's/Hr) Index) (LOS)

Scenario 1 (Year 2017) 1406 2900 0.48 C Scenario 2 (Year 2022) 5461 2900 1.88 F Scenario 3A (Year 2022) 3205 7200 0.45 B Kolshet Road Towards Scenario 3B (Year 2022) 2732 7200 0.38 B Thane near Scenario 4A (Year 2027) 3464 7200 0.48 C (Akbar Camp Road X Scenario 4B (Year 2027) 2992 7200 0.42 B Kolshet Road) Scenario 5A (Year 2032) 3765 7200 0.52 C Scenario 5B (Year 2032) 3293 7200 0.46 B Scenario 6A (Year 2037) 4114 7200 0.57 C Scenario 6B (Year 2037) 3642 7200 0.51 C Scenario 1 (Year 2017) 180 1200 0.15 A Scenario 2 (Year 2022) 723 1200 0.60 C Scenario 3A (Year 2022) 351 1200 0.29 A Scenario 3B (Year 2022) 308 1200 0.26 A Vaitrana Pipeline Scenario 4A (Year 2027) 384 1200 0.32 B Service Road near Scenario 4B (Year 2027) 342 1200 0.28 A Balkum Road Scenario 5A (Year 2032) 423 1200 0.35 B Scenario 5B (Year 2032) 380 1200 0.32 B Scenario 6A (Year 2037) 467 1200 0.39 B Scenario 6B (Year 2037) 425 1200 0.35 B Scenario 1 (Year 2017) 246 1200 0.21 A Scenario 2 (Year 2022) 1167 1200 0.97 E Scenario 3A (Year 2022) 569 1200 0.47 B

Vaitrana Pipeline Scenario 3B (Year 2022) 484 1200 0.40 B Service Road near Scenario 4A (Year 2027) 614 1200 0.51 C Proposed development Scenario 4B (Year 2027) 529 1200 0.44 B (Balkum) Scenario 5A (Year 2032) 667 1200 0.56 C Scenario 5B (Year 2032) 582 1200 0.48 C Scenario 6A (Year 2037) 728 1200 0.61 C Scenario 6B (Year 2037) 643 1200 0.54 C

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V/C Ratio Level of Volume Capacity Road Name Traffic Scenario (Congestion Service (PCU's/Hr) (PCU's/Hr) Index) (LOS)

Scenario 1 (Year 2017) 117 1200 0.10 A Scenario 2 (Year 2022) 982 1200 0.82 D Scenario 3A (Year 2022) 385 1200 0.32 B Scenario 3B (Year 2022) 299 1200 0.25 A Vaitrana Pipeline Scenario 4A (Year 2027) 401 1200 0.33 B Service Road near Scenario 4B (Year 2027) 315 1200 0.26 A Kolshet Road Scenario 5A (Year 2032) 419 1200 0.35 B Scenario 5B (Year 2032) 334 1200 0.28 A Scenario 6A (Year 2037) 441 1200 0.37 B Scenario 6B (Year 2037) 356 1200 0.30 B Scenario 1 (Year 2017) - - - - Scenario 2 (Year 2022) - - - - Scenario 3A (Year 2022) 1046 3600 0.29 A Scenario 3B (Year 2022) 732 3600 0.20 A 20m Wide Dp Road Scenario 4A (Year 2027) 1335 3600 0.37 B (Parallet to Vaitrana Scenario 4B (Year 2027) 934 3600 0.26 A Pipeline Service Road) Scenario 5A (Year 2032) 1704 3600 0.47 B Scenario 5B (Year 2032) 1193 3600 0.33 B Scenario 6A (Year 2037) 2174 3600 0.60 C Scenario 6B (Year 2037) 1522 3600 0.42 B Scenario 1 (Year 2017) - - - - Scenario 2 (Year 2022) - - - - Scenario 3A (Year 2022) 2313 5400 0.43 B Scenario 3B (Year 2022) 1619 5400 0.30 B Scenario 4A (Year 2027) 2952 5400 0.55 C 30m wide DP Road Scenario 4B (Year 2027) 2067 5400 0.38 B Scenario 5A (Year 2032) 3768 5400 0.70 C Scenario 5B (Year 2032) 2638 5400 0.49 C Scenario 6A (Year 2037) 4328 5400 0.80 D Scenario 6B (Year 2037) 3366 5400 0.62 C

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TRAFFIC STUDY REPORT

V/C Ratio Level of Volume Capacity Road Name Traffic Scenario (Congestion Service (PCU's/Hr) (PCU's/Hr) Index) (LOS)

Scenario 1 (Year 2017) - - - - Scenario 2 (Year 2022) - - - - Scenario 3A (Year 2022) 3354 7200 0.47 B Scenario 3B (Year 2022) 2348 7200 0.33 B 45m Wide DP Road to Scenario 4A (Year 2027) 4280 7200 0.59 C the East of the Proposed Scenario 4B (Year 2027) 2996 7200 0.42 B development (Balkum) Scenario 5A (Year 2032) 5463 7200 0.76 D Scenario 5B (Year 2032) 3824 7200 0.53 C Scenario 6A (Year 2037) 6275 7200 0.87 D Scenario 6B (Year 2037) 4880 7200 0.68 C Scenario 1 (Year 2017) - - - -

Scenario 2 (Year 2022) - - - - Scenario 3A (Year 2022) 1311 3600 0.36 B Scenario 3B (Year 2022) 918 3600 0.25 A 20m Wide Dp Road to Scenario 4A (Year 2027) 1673 3600 0.46 B the North of the Scenario 4B (Year 2027) 1171 3600 0.33 B Proposed Development Scenario 5A (Year 2032) 2135 3600 0.59 C Scenario 5B (Year 2032) 1495 3600 0.42 B Scenario 6A (Year 2037) 2725 3600 0.76 D Scenario 6B (Year 2037) 1908 3600 0.53 C

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TRAFFIC STUDY REPORT

V/C Ratio Level of Volume Capacity Road Name Traffic Scenario (Congestion Service (PCU's/Hr) (PCU's/Hr) Index) (LOS)

Scenario 1 (Year 2017) 2409 5400 0.45 B Scenario 2 (Year 2022) 2799 5400 0.52 C Scenario 3A (Year 2022) 2799 5400 0.52 C Scenario 3B (Year 2022) 2757 5400 0.51 C Ghodbunder Road Scenario 4A (Year 2027) 3076 5400 0.57 C (Towards Thane) Scenario 4B (Year 2027) 3034 5400 0.56 C Scenario 5A (Year 2032) 3381 5400 0.63 C Scenario 5B (Year 2032) 3340 5400 0.62 C Scenario 6A (Year 2037) 3719 5400 0.69 D Scenario 6B (Year 2037) 3677 5400 0.68 C Scenario 1 (Year 2017) 1290 5400 0.24 A Scenario 2 (Year 2022) 1563 5400 0.29 A Scenario 3A (Year 2022) 1563 5400 0.29 A Scenario 3B (Year 2022) 1522 5400 0.28 A Ghodbunder Road Scenario 4A (Year 2027) 1712 5400 0.32 B (Towards Boriwali) Scenario 4B (Year 2027) 1670 5400 0.31 B Scenario 5A (Year 2032) 1875 5400 0.35 B Scenario 5B (Year 2032) 1834 5400 0.34 B Scenario 6A (Year 2037) 2056 5400 0.38 B Scenario 6B (Year 2037) 2014 5400 0.37 B Scenario 1 (Year 2017) 1859 3600 0.52 C Scenario 2 (Year 2022) 2122 3800 0.59 C Scenario 3A (Year 2022) 2122 3800 0.59 C Scenario 3B (Year 2022) 2101 3800 0.58 C Hiranandani Estate Scenario 4A (Year 2027) 2366 3800 0.65 C Road Scenario 4B (Year 2027) 2315 3800 0.64 C Scenario 5A (Year 2032) 2572 3800 0.71 D Scenario 5B (Year 2032) 2551 3800 0.71 D Scenario 6A (Year 2037) 2832 3800 0.79 D Scenario 6B (Year 2037) 2811 3800 0.78 D

The traffic impact analysis shows that with proposed road infrastructure proposal and with proposed MRTS, HCMTR & Inland Water Transport, the traffic will distribute evenly and will have less impact on surrounding roads in future. This is because of the proposed DP roads (i.e. 20m wide DP road, 30m wide DP road & 45m wide DP road) which will give an excellent connectivity to the proposed developments in the vicinity. Table 4.12 shows the operating condition of roads in terms of V/C ratio

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TRAFFIC STUDY REPORT

Table 4.12: Operating Condition of Road in terms of V/C as per Indian Roads Congress (IRC) - 106-1990

4.5 Mitigating Measures

Project Proponent/Developer

Proper traffic control measures should be provided by the project proponent to regulate the flow of traffic/to streamline the traffic flow

 Adequate traffic signs should be provided.  Entries and Exits are segregated for efficient traffic evacuation  Speed humps/Speed Breakers should be provided for traffic calming and restricting the internal vehicular speed to 10km/hr.  Pedestrian facilities are provided like pedestrian strip and pedestrian crossing  Traffic wardens should be assigned to regulate the traffic flow during peak hours  Multiple entries and exits will help in distributing the traffic

Future Proponent

 The proposed DP roads should be built and widened as per the Development Plan (DP) map. It will help to distribute the projected traffic.

4.6 Conclusion

The proposed development (Balkum) site is well connected to the surrounding area. The site abuts two proposed DP roads (i.e. 20m wide DP Road and 30m wide DP Road). These DP roads are to be constructed as part of the proposed development (Balkum). Multiple entries and exits on these DP roads will help in better traffic dispersion. This will mitigate the traffic impact from the proposed development (Balkum).

The result of the traffic surveys and analysis shows that the traffic on the surrounding roads is normal to moderate. The surrounding roads have enough residual capacity to take the additional traffic generated from the proposed development (Balkum).

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TRAFFIC STUDY REPORT

There are other ongoing residential developments proposed in the surrounding area. However these developments are located on the other side of the proposed developments (Balkum) on different roads. There are new DP roads (i.e. 45m wide DP road and 20m wide DP road to the North of the proposed development) planned in the surrounding area. These proposed DP roads will help to distribute the total traffic generated from all the proposed developments of the surrounding area. This will further reduce the traffic impact from these developments.

All the major junctions (i.e. existing & future) in the surrounding area should be signalized to remove the conflicting movements/potential points of conflict at the junctions.

Thus it is expected that all the proposed developments of the surrounding area will attract and generate significant increase of vehicular traffic into the surrounding area which will add pressure on the surrounding road network. But the proposed DP roads will mitigate the traffic impact and have adequate capacity to take that additional traffic. Moreover the proposed MRTS (i.e. Mass Rapid Transit System), HCMTR (i.e. High Capacity Mass Transit Route) & Inland Water Transport in the vicinity will reduce the traffic by 20-30% and will mitigate the traffic impact.

101

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