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NECESSITY OF GRADE SEPARATED INTERSECTION AT DEBARI JUNCTION OF NH-76 & NH-8 AND REALIGNMENT OF UDAIPUR-AHMEDABAD BYPASS IN THE STATE OF RAJASTHAN
Surendra Kumar Soni1, Dr Esar Ahmad2, Shashivendra Dulawat3 1 M Tech Scholar, Civil Engineering Department, Mewar University 2,3 Assistant Professor, Civil Engineering Department, Mewar University, Chittorgarh, Rajasthan ABSTRACT: in the field of road transport, the intersections are road junctions where two or more roads either meet or cross each other at grade or at different levels. Various types of road intersections are broadly classified into two group viz. Intersections-at-Grade and Grade separated Intersections. An intersection where all roads join or cross each other at the same level is known as an at grade intersection and when intersection layout permits crossing manoeuvres at different levels the intersection is known as grade separated intersection. Intersections include not only the pavement area but the adjacent sidewalks and pedestrian curb cut ramps also. All the modes of travel e.g., pedestrian, bicycle, motor vehicle and transit are there at a typical intersection. Intersections are very important elements of road which include the roadway and roadside design features which facilitate orderly traffic movements in that area. At grade and grade separated intersections are very common on Indian roads. They are generally a major construction for smooth flow of traffic. It is observed that well over half of the fatal and serious road accidents in built-up areas occur at junctions. Since an intersection involves conflicts between traffic in different directions, its scientific design can control accidents and delay and can lead to orderly movement of traffic. The importance of design of the intersection stems from the fact that efficiency of operation, safety, speed, cost of operation and capacity are direct governed by the design. Thus there is a great need to properly study and subsequently design intersection on the road networks. Two important National Highways viz. NH-76 and NH-8 meet each other at Debari junction near Udaipur City, both having major heavy and light traffic vehicles. Looking to the gradual increment in traffic volume per year the Chittaurgarh-Udaipur section of (NH-76) and Udaipur-Ahmedabad section of NH-8 are now getting upgraded to six lanes from their four lane configuration, along with structural improvements. Udaipur city which is also known as city of lakes is a world fame city from the tourist point of view. Lacs of tourist visit this city and it’s nearby tourist places every year. There is an international airport at a distance of about 17 Km from the center of city. Two National Highways viz. NH-76 and NH-8 pass through the outer periphery of this city. This city also has a well developed mining and industrial area from where goods are transported to other districts and cities of various Indian states. National Highways have full traffic load every day. Presently the highway traffic emerging from Chittaurgarh, Rajsamand and Pindwara and moving towards Ahmedabad pass through Pratapnagar Junction and create heavy congestion of traffic, resulting road accidents every day. Number of registered vehicles in Udaipur have increased from 2,90,567 in 2001- 11 to 5,71,350 in 2015-16, i.e. an average growth rate of 7% per year. Among these, 2 wheelers constitute about 78% of total registered vehicles. Cars constitute 9% while buses constitute only 1% of the total registered vehicles. Besides these there are commercial vehicles and other transport vehicles like auto-rickshaw, cargo vehicles and loading tempo etc. Pratapnagar Circle is a poor designed, un-signalized and very congested circle in Udaipur city which can not accommodate high volume of traffic flow. In last 20 years 1156 accidents have happened on Pratapnagar-Balicha bypass in which 187 persons were killed and many among them are bound to live as disabled or crippled persons these days. In last two years 20 persons are killed in 103 road accidents at Pratapnagar Junction. Approximate 10 thousand heavy vehicles pass every day through Pratapnagar junction which create traffic jam situation. Due to traffic jam the movement of two wheelers and small four wheel vehicles becomes very tedious. Thus, there is an urgent need to reduce the traffic pressure at Pratapnagar junction and minimize the possibility of road accidents by identifying the significant causes of traffic congestion and road accidents. Since the major cause is improper intersection design, which, in this project, has studied and subsequent suggestions have been accounted. In this thesis, two main intersections having different traffic situation, conditions, and type of vehicles are taken. Both junctions also face high intensity of traffic due to transport business nearby. Keeping in view the real existing situations of traffic at the junction, total station and traffic volume surveys had been done and the data thus obtained is analyzed and then in accordance with relevant IRC provisions, best possible alternate of grade separated intersection at Debari junction along with bypass from Debari to Kaya-kundal has been finalized. KEYWORDS: Pavement, At-grade-Intersection, Grade-Separated-Intersection, Ramp, PCU, Traffic Volume, Pavement Quality Concrete
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I. INTRODUCTION In Highway alignment, an intersection is the area where two or more highways join or cross at same grade or at different grade/levels. An intersection includes the roadway and roadside design features which facilitate orderly and traffic movements in that area. The main function of an intersection is to provide for the change of route directions. Intersections vary in complexity from simple intersection where two roads cross at right angles to complex intersection where three or more roads cross in the same area. Since an intersection involves conflicts between traffic in different directions, its scientific design can control accidents and delay and can lead to orderly movement of traffic. Good intersection design results from a minimization of the magnitude and characteristics of the conflicts and a simplification of driver route selection process. Intersections are mainly classified into three categories: a. At Grade Intersection b. Grade Separated Intersection with interchange c. Grade Separated Intersection without interchange 1.1 AT GRADE INTERSECTION An intersection where all roadways join or cross at the same level is known as an at grade intersection. 1.2 GRADE SEPARATED INTERSECTION WITH INTERCHANGE An intersection layout which permits crossing manoeuvers at different levels is known as grade separated intersection. Grade separated intersection is a bridge that eliminates crossing conflicts at intersections by vertical separation of roadways in space. Grade separated intersections cause less hazard and delay than at grade intersections. Route transfer at grade separations is accommodated by interchange facilities consisting of ramps. Interchange is a system whereby facility is provided for movement of traffic between two or more roadways at different levels in the grade separated junction. Interchange ramps are classified as Direct, Semi-Direct and Indirect. Interchanges are described by the patterns of the various turning roadways or ramps. The interchange configurations are designed in such a way to accommodate economically the traffic requirements of flow, operation on the crossing facilities, physical requirements of the topography, adjoining land use, type of controls, right-of-way and direction of movements. 1.3: GRADE SEPARATED INTERSECTION WITHOUT INTERCHANGE A structure without interchange is an over bridge (also called overpass) or underpass or flyover, whereby the traffic at different levels moves separately without a provision for an interchange between them. The choice between at grade and grade separated intersection at a particular site depends upon various factors such as traffic, economy, safety, aesthetics, delay etc. Grade separated intersections are justified in certain situations such as: a. On high type facilities such as expressways, freeways and motorways. b. Certain at grade intersection which have reached the maximum capacity and where it is not possible to improve the capacity further by retaining the at grade crossing. c. At certain locations which have a proven record of bad accident history when functioning as at grade junctions. d. At junctions were the traffic volume is heavy and the delays and loss caused justify economically the provision of grade separation. e. At certain topographical situations where it is logical to provide a grade separated structure rather than an at grade intersection, which may involve considerable earthwork or acquisition of land.
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Fig. 1.2: Multi-Level Grade Separated Intersection
1.4 NECESSITY OF GRADE SEPARATED INTERSECTION Pratapnagar junction which is an at-grade-intersection has reached the maximum capacity is highly prone to the accidents and need improvement, realignment and restructure itself. Earlier, the National Highways, NH-8 and NH-76 were met at Pratapnagar junction but after construction of NH-76 bypass from Amberi junction to Debari junction they meet at a common point at Debari T-junction. Maximum traffic running from Chittaurgarh, Rajasamand and Pindwara side meet at this common point and then rush to Pratapnagar junction where it face the crossing of upcoming traffic from city, from Ahmedabad side and from nearby industrial area thereby creating congestion and situation of traffic jam. The Chittaurgarh-Udaipur section of National Highway NH-76 and Udaipur-Ahmedabad section of National Highway NH-8 which are ordinarily four lane highway are now upgraded to six lane highways by NHAI, keeping in view the gradual increment in traffic volume per year and future prospects of coming 20 years. As per MoRTH guidelines and IRC guidelines for six lane highways, if a six lane highway meets or cross the four lane or lower category road, it is necessary to provide a grade separated intersection at crossing point for free movement of traffic in each lane. If it is supposed that existing section of four lane road from Debari to Balich via Pratapnagar upgraded to six lane highway with junction improvement at Pratapnagar and Balicha crossing points, it would be a very tedious job because the land required for this purpose and for junctions improvements is not much enough in this stretch due to mass construction on both sides of existing right-of-way. Also being very close to city premise it will not be possible to further widening improvement for future traffic accommodation. Hence, if a grade separated intersection at Debari T-junction, along with bypass from Debari to Kaya-Kundal (another point on NH-8 out side city towards Ahmedabad) is developed the traffic coming from Chittaurgarh, Rajasamand and Pindwara and routing to Ahmedabad would directly be diverted to Ahmedabad through bypass and the travel distance will also be lesser as compared to movement via Pratapnagar junction. On the contrary the upcoming traffic running from Ahmedabad and going to Chittaurgarh, Rajasaman and Pndwara side would also be routed directly through this junction without interruption to local traffic.
1.5 OBJECTIVE OF THE STUDY The objectives of the study are as follows: Study of relevant literature. Study of the existing Debari and Pratapnagar intersections in Udaipur City. Provision of grade separated intersections at Debari Junction in Udaipur City.
1.6 NEED OF THE STUDY
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Rapid growth rate (GDP) of India from the past 2 decades had lead to increase in per capita income henceforth increasing their capacity to buy more vehicle or to use the intermediate transport systems like taxies etc. But, on the other hand, the design of the Indian roads and intersection had not been improved up to such extent to bear such a huge traffic. This has placed a great stress on the road traffic particularly in the cities and urban areas, as compared to the rural areas, and along with this rapid increase in traffic, number of accidents and the number of people killed and injured in traffic crashes have been steadily increasing. The severe ness of the problem can be seen from the accident data provided by National Crime Bureau, from the year 2014 to 2018.
Table 1.6: Growth in Number of Vehicles and Road Accidents in India (2014 to 2018) Rate of Road Persons No. of S. Persons Deaths Year Accidents Injured Killed Vehicles per No. In Nos. In Nos. In Nos. In Nos. thousand Vehicles (1) (2) (3) (4) (5) (6) (7) 1 2014 450900 477700 141526 182445 0.8 2 2015 464700 482400 148707 210023 0.7 3 2016 473000 485500 151801 230031 0.7 4 2017 445700 456200 150093 253311 0.6 5 2018 445500 446500 152780 253311 0.6
Table 1.6.1: Rate of road accidental deaths in India during (2014 to 2018) S.No. Year Total no. Estimated mid- year Rate of accidental of population (in lakhs) deaths (col.3/col.4) deaths (1) (2) (3) (4) (5) 1. 2014 277263 10856 25.5 2. 2015 294175 11028 26.7 3. 2016 314704 11197.75 28.1 4. 2017 340794 11365.53 30.0 5. 2018 342309 11531.3 29.7 (Source: National Crime Records Bureau, 2018)
1.7 SCOPE OF THE STUDY The Scope of this study is limited to improve Debari T-junction (The junction point of NH-76 and NH-8) as a Grade-Separated-Intersection in Udaipur city, where there are large number of pedestrians, 2-wheelers, small four wheel vehicles, carriage vehicles and heavy commercial vehicles due to both of the National Highways, nearby transport nagar and industrial area along with local traffic of Udaipur city.
2.0 DESIGN OF INTERCHANGE 2.1 SELECTION OF INTERCHANGE TYPE Selection of the most appropriate type of interchange for the prevailing conditions is an important step in design. The specific form or type of interchange will depend on the physical condition of the site such as topography,
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available right-of-way, land use and development alongside the intersecting roads, expected volume of through and turning traffic including their composition, orientation of the intersecting highways, etc. At an interchange, not all the traffic streams need be grade separated in most of the cases. A study of the design peak hour traffic on all the arms and the directional distribution will clearly bring out the major conflict points and the traffic stream which should be grade separated to provide free flow conditions and satisfy the capacity requirements. For design traffic projection, a horizon of 20 years may be adopted. For directional distribution of traffic in the design year, unless the factors expected to change the pattern are known, a pattern similar to the one derived from the current traffic survey may be adopted. From the traffic data, design peak hour traffic flow diagram should be prepared as in fig. 2.10(a). Once a particular type of interchange is chosen for preliminary design, a traffic diagram should be prepared for facilitating the design of individual components. A diagram for a typical diamond interchange is as given in fig. 2.10(b).
Traffic Distribution Diagram for Diamond Interchange Fig. 2.1: Traffic flow Diagram
This diagram shows only the fast traffic in terms of PCU’s. Similar diagram is prepared for slow traffic for checking the adequacy of design. For converting fast vehicles into PCU’s the following equivalency factors are adopted:
Table 2.1 Vehicle Equivalent Factor S. No. Vehicle Type Equivalent Factor Passenger Car, Tempo, Auto-rickshaw, or Agriculture 1 1.0 Tractor 2 Cycle, Motor-cycle, or Scooter 0.5 3 Truck, Bus, or Agriculture Tractor-trailer unit 3.0
Study of the physical conditions of the site should include:
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(i) The Topography: This will bring out the roadway that can be made to flyover or run in a subway as also the pattern and possible location of the ramp for maximum economy. (ii) Location, alignment and design features of the intersecting highways: This will help to identify or distinguish the major highway where free flow type ramp terminals may be necessary. On a highway with frequent at-grade intersection, the ramp terminals should also be at-grade. Similarly, terminals on highways carrying more than 10 percent slow traffic should be at-grade. (iii) Road side Development: The design should be conductive to provide access to roadside properties and connection to existing access roads. This may call for construction of frontage road or collector roads with connection to the highway at appropriate point. (iv) Practicability of maintaining traffic during construction: This is important where the intersecting roads are existing roads. When the flyover structure is under construction, it should be possible to provide at grade connections to all traffic movements. (v) Flexibility to future adjustment and stage development: This should include a study of the design vis-à-vis the planned development in the adjoining area, augmentation of services and other improvements. Based on a study of the traffic data in conjunction with the consideration of physical conditions and the operational characteristics of the different types of interchanges, study sketches for number of interchange designs which are suitable to meet the traffic needs and are practicable for the site conditions should be prepared. These should be examined and short listed for preparing preliminary plan and profile. While doing so, the following principles should be kept in view: (i) Adoptability and attainability in the particular situation. (ii) Impact on access to adjoining properties because of the provision of interchange. (iii) Relative operational features and capacity potentials. (iv) Flexibility for future adjustment and expansion. The design selected at this stage should be further evaluated for initial construction cost and cost of vehicle operation, and the best among them selected for final design.
2.2 DECISION AS TO WHICH ROAD SHOULD BE FLYOVER The following points should be kept in view while deciding on the road to flyover the other road: (i) A design that best fits the existing topography will be the most pleasing and economical to construct and maintain, and this becomes the first consideration in the choice of the road to be elevated. (ii) Where turning traffic is significant, the ramp profiles are best fitted when the major road is at the lower level. The ramp grades assist turning vehicles to decelerate as they leave the major highway and to accelerate as they approach it. (iii) As far as possible, the grade line of the major highway should not be unduly disturbed. Where the widths of the roads are greatly different, the quantity of earthwork for the approaches makes this arrangement more economical. (iv) Troublesome drainage problems may be sufficient reason in some cases for choosing to carry the major highway over the minor road. (v) Where new highway crosses an existing route carrying a large volume of traffic, over-crossing by the new highway will cause the least disturbance to the existing route.
2.3 LOCATION OF RAMP TERMINALS The ramp terminals should be located sufficiently away from the grade separation structure so that vehicles entering or leaving the highway have sufficient visibility distance for performing the turning manoeuvres with safety.
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At-grade ramp terminals, as the minor road in the case of diamond design, should be located at a distance equal to at least the safe stopping sight distance corresponding to the design speed of that road. As regards the free flow type ramp terminals, the distance between the structure and the nose of the exit terminal on the far side of the structure should at least be 75 meter for exit drivers to have a good view of the terminals and leave the through lanes without undue hindrance to the through traffic. The corresponding distance for far side entrance terminals should be at least 150 meters to enable entrance drivers in having a clear view well back in the through road ahead or to their right. However, for terminals on the near side of the structure, this separation distance is not critical for entrance drivers since their view back along the highway is not affected by the structure. Such terminals could be located at a distance equal to the acceleration, and where this is not possible, at a distance of 15 meter with the acceleration lane continuing through or over the structure.
2.4 LANE BALANCE The basic number of lanes should be uniform for a substantial length of the highway. The basic number of lanes to be used on the highway and the minimum number of lanes required for ramps are determined by capacity analysis of the design traffic volumes. To realize efficient traffic operation through and beyond the interchange, there should be a balance in number of traffic lanes required on the highway and on the ramps. If additional traffic lanes are needed on the highway to maintain lane balance on the ramp, it should be accomplished by adding auxiliary lanes rather than changing basic number of lanes. Lane balance should be checked on the basis of following principles: (i) The number of lanes beyond merging of traffic streams should not be less than the sum of all traffic lanes on the merging minus one. (ii) In conjunction with the two-lane entrance, the highway beyond the ramp entrance should be at least one lane wider than the highway approaching the entrance. (iii) In conjunction with two-lane exit, the number of lanes on the highway should be reduced by one lane downstream from the ramp exit. (iv) Highway carriageway should be reduced by not more than one traffic lane at a time. (v) For cloverleaf designs where an exit ramp closely follows an entrance ramp, it will be preferable to combine the speed-change lanes of these terminals into a full-width auxiliary lane.
2.5 PROVISION FOR SLOW TRAFFIC Interchanges are essentially intended for highways carrying fast moving traffic. Slow moving traffic like carts and bicycles if present in appreciable numbers will cause serious obstruction to the free operation, particularly at the free-flow type ramp terminals. For example, the purpose of long acceleration lane will be completely lost even if one slow vehicle comes in the way of fast vehicles at the ramp terminal, Another major problem is the tendency on the part of the slow vehicles is not using detours in the form of indirect connection like loop and in finding shorter routes by cutting across the medians or in moving in the wrong direction, all leading to confusion and hazardous situation. Where slow traffic present in any of the intersecting highways is more than about 10 percent, the classical forms of interchange designs will require, particularly in respect of the following: (i) Designs involving loops should be avoided as far as possible. Rotary or diamond type interchange with partial ramps will be more appropriate. (ii) The acceleration and deceleration lanes will serve more for providing manoeuvring space than for their intended purpose. Their recommended lengths should therefore be reduced by 25 percent without much loss in efficiency. (iii) Irrespective of traffic volume, it will be preferable to have a carriageway width of at least 5.5 meter for the ramps so as to facilitate easy overtaking of slow traffic by the faster ones. (iv) As it is desirable to ban the moving the slow traffic on the elevated major road, the slow traffic can be permitted on the roads on either side of the bridge and across the minor road at appropriate places with signal control. A typical design for an interchange in urban area having provision for slow traffic as in fig. 2.11
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Fig. 2.5 Typical 4-leg Interchange in Urban Area
2.6 SIGNING OF INTERCHANGE The signs on the interchange should serve the following functions: (i) These should furnish advance notice of the approach to the interchange. (ii) These should direct drivers into appropriate lanes well in advance of diverging or merging movements. (iii) These should identify routes and directions on these routes. (iv) These should show distances and destinations. (v) These should provide other information of importance to the driver. The size and lettering of interchange signs should correspond to the type of highway on which the interchange is situated. However, the letters, numbers, symbols and boarders should be reflectorised for better visibility. The signing plan showing the type and location of the different signs should be prepared simultaneously with the design of the interchange.
2.7 LANDSCAPE DEVELOPMENT An interchange in an urban area is an integral part of the city structure and aesthetically it must be treated as such. The retaining wall and all other large and exposed concrete mass should be suitably softened. Perspective drawings, including scale models must be prepared so that best arrangements for landscaping could be developed.
3.0 METHODOLOGY For the planning and development of Debari Grade-Separated-Intersection and Debari-Kaya bypass the major steps of proposed methodology are as followed:
3.1 REVIEW OF RELEVANT LITERATURE The research papers given by various researchers in this field are studied and the relevant codal provisions in the vicinity of IRC publications are analyzed and their brief summary is being described in this paper.
3.2 STUDY OF JUNCTION AREA Study of Pratapnagar and Debari road junctions are taken under the scope of work. Looking forward into the future prospects as regard to traffic expansion, and availability of land in the area under consideration, both the junctions have been studied. The Master development plan of the area, proposed for the development of Grade-Separated-Interchange, in the vicinity affecting the project is studied in detail.
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3.3 CONDUCTING SURVEYS For understanding the present situations of the site and for collecting the sufficient relevant data and information various surveys have been conducted as under: A. Total station Survey A Survey of the proposed site and its surroundings with the use of Total Station Instrument has been done to prepare the detailed topographic plan of the area. This survey is necessary for acquisition of land required for the development of Grade-Separated-Interchange, to final the suitable alignment for bypass, to prepare Index Map/Site Plan/L-Section/Cross-Section, and for possibility of future expansion of the interchange. B. Traffic Surveys For detailed planning of the facilities which have to be related to the desired level of service along such corridors, it becomes necessary to study, in detail, the present and expected future characteristics of traffic at such locations. The following surveys are carried out for making these studies: Road Inventory Survey Classified Traffic Volume Survey Turning Movement Count Survey Vehicle Occupancy Survey Roadside Origin-Destination Survey Vehicle Speed and Delay Survey Intersection Volume-Delay Survey
3.4 ANALYSIS OF SURVEYED DATA The surveyed data thus obtained are analyzed in order to find the most suitable type of intersection, and thereafter, to design the Grade-Separated-Intersection on the basis of real time data and in accordance with relevant IRC codal provisions.
3.5 GEOTECHNICAL INVESTIGATION AND ANALYSIS Special survey for collection of Geotechnical data is carried out at the proposed location/alignment of Grade-Separated-intersection to find the suitability and safety of foundations for the bridge structures, wherever required. Sub-surface exploration is done to determine the suitability or otherwise of the soil surrounding the foundation and soil parameters of rock characteristics for the design of foundation, by in-situ testing of samples/cores taken out of exploration. The data thus collected are then analyzed to decide the type of foundation to be adopted.
3.6 PLANNING, DESIGN AND EXECUTION After relevant traffic surveys and analysis of collected data the planning of Grade- Separated-Intersection is done. The design of various structural members of Grade-Separated-Interchange are done keeping in view the Geotechnical Investigation and sub soil exploration of site, as well as keeping in view the IS and IRC codal provisions. A detailed construction programme is prepared for the work execution.
4.0 WORKDONE AND RESULTS
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Debari road intersection is at present a three legged intersection carrying traffic from two National Highways. NH-8 and NH-76 respectively. NH-76 runs from Pindwara to Chittaurgarh via Udaipur and vice versa. It is part of NH-76 (New NH-27), the East-West corridor, which starts from Porbander in the state of Gujarat and ends at Silcher in the state of Assam. NH-8 which runs from New Delhi to Mumbai merges with NH-76 at crossing point near Amberi of Udaipur District in the state of Rajasthan and follows the route of NH-76 from Amberi to Debari intersection. From Debari crossing it diverts to Pratapnagar junction for onward movement to Ahmadabad through Pratapnagar-Balicha bypass of Udaipur District. National Highway NH-8 is a major National Highway in India. It is the busiest highway in the subcontinent, as it connects the National Capital Delhi to the Financial Capital Mumbai, as well as important cities like Gurgaon, Jaipur, Ajmer, Udaipur, Ahmadabad, Vadodara, Surat and Kheda. Under the new numbering, from Udaipur to Ahmadabad, it has now become a part of the NH-48. This highway is also a part of Golden Quadrilateral project undertaken by National Highways Authority of India (NHAI).
National Highways NH-8 and NH-76 are under the jurisdiction of National Highways Authority of India (NHAI). NHAI keeping in view, the present traffic volume and its future expansion, has decided to upgrade the national highway routes from Delhi to Mumbai in 6-lane category from 4-lane category. The up gradation work from Delhi to Jaipur and Kishangarh to Ahmadabad is in progress and soon it will be completed. At present the National Highway route passes through Pratapnagar junction. Pratapnagar junction is an At-Grade junction without signal facility, and was developed very long before (approx. 24 years before) to accommodate the local traffic and out coming traffic from Nathdwara, Pindwara, Chittorgarh and Nimbahera side and passing through Bhuwana-Pratapnagar-Balicha bypass of Udaipur city. Since the traffic volume is increasing continuously and the Udaipur city itself has expanded beyond the existing bypass, it becomes necessary to redesign the present junction or to explore the possibilities of an alternate route to accommodate complete traffic volume without confliction. Pratapnagar junction has now become very congested and since there is no sufficient land available for its up-gradation and widening of existing bypass, it is very difficult to expand/widen the same and accommodate the present heavy traffic volume. Looking to present traffic scenario it seems utmost requirement to find the new track/route, which should be easy, economical, safe and shortest as compared to present route. Keeping all these points in view, the topographic and traffic survey is conducted. For evaluating the feasibility of Grade-Separated-Intersection at Debari junction, realignment of Udaipur-Ahmadabad bypass and for their design, traffic volume surveys are conducted at Debari junction and at Kaya village on Udaipur-Ahmadabad stretch of NH-8. The summary of traffic survey is as under.
4.1TRAFFIC SURVEY As a part of project preparation and validation of design traffic, traffic surveys such as 7 days Traffic Volume Count Survey at two locations along with 48 hours Origin-Destination Survey and 48 hours Axle Load Survey have been carried out at one location along the project section. The schedule of Traffic Surveys and traffic survey location map are given below:
Table 4.1: Traffic Survey Locations Location Type of Duration S. Kilometer Name Survey (Days/hrs.) No.
Near 311.000 of 1 Paduna Toll CVC-01 7 Days NH-8 Plaza
117.800 of At Debari 2 CVC-02 7 Days NH-76 Junction
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Near 311.000 of 3 Paduna Toll AXL-01 48 Hrs. NH-8 Plaza
Near 311.000 of 4 Paduna Toll O-D -01 48 Hrs. NH-8 Plaza
Fig. 4.1: Traffic Survey Location Map and Proposed Bypass
4.2 TRAFFIC ANALYSIS 4.2.1 CLASSIFIED TRAFFIC VOLUME COUNT SURVEY The classified traffic volume count survey has been conducted in accordance with IRC: SP: 19-2001 “Manual for Survey, Investigation and preparation of Road Projects”. The PCU values adopted have been categorized.
Table 4.2.1 Adopted PCU Values as per IRC: 64-1990 Fast Vehicles Slow Vehicles Vehicle Group PCU Factor Vehicle Group PCU Factor Car, Jeep, Van, Taxi and Mini Bi-cycle 1.0 0.5 LCV 2 Wheelers 0.5 Cycle-Rikshaw 2.0 3 Wheelers (Auto Animal Drawn 1.0 6.0 Rikshaw/Tempo) Mini Bus 1.5 Hand Drawn Vehicle 3.0 Standard Bus 3.0 Exempted Vehicle 1.0 Light Commercial Vehicle (LCV) 1.5
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2-Axle Truck 3.0 3-Axle Truck 3.0 Multi Axle Truck (4 and 4.5 above)/HCM/EME Agriculture Tractor 1.5 Agriculture Tractor with Trailer 4.5
The detailed Traffic Volume count data observed at the survey locations have been analyzed for the following: Average Daily Traffic (ADT) Hourly Variation Directional Distribution Traffic Composition Annual Average Daily Traffic (AADT)
4.2.2 AVERAGE DAILY TRAFFIC (ADT) The average value of Traffic Volume Count Data for 7 days count at two locations has been calculated to determine the Average Daily Traffic (ADT). . 4.2.3 HOURLY VARIATION The hourly variation of traffic for both the directions is as follows:
Fig. 4.2.3.1 Hourly Variation of Traffic at km 117.800
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Fig. 4.2.3.2 Hourly Variation of Traffic at km 311.000
4.2.4 DIRECTIONAL DISTRIBUTION The directional distribution of Total traffic for UP Direction v/s DN Direction is as follows: Table 4.2.4 Directional Distribution of Total Traffic S. Location UP Direction DN Direction No. (Chittorgarh to (Udaipur to Udaipur) Chittorgarh) 1 Km Total Traffic – Total Traffic – 117.800 50% 50% UP Direction DN Direction (Udaipur to (Ahmadabad to Ahmadabad) Udaipur) 2 Km Total Traffic – Total Traffic – 311.000 48% 52%
The directional distribution for all vehicle categories follows as:
Fig. 4.2.4.1 Directional Distribution of Traffic at km 117.800
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Fig. 4.2.4.2 Directional Distribution of Traffic at km 311.000
4.2.5 TRAFFIC COMPOSITION From the composition, it is understood that at km 117.800, 77-78% traffic is composed of 2 Wheelers, 3 Wheelers, Cars & others, while 21-23% is commercial traffic. At km 311.00, 40% traffic is composed of 2 Wheelers, 3 Wheelers, Cars & others, while 60% is commercial traffic.
Fig. 4.2.5.1 Composition of Traffic at Km 117.800
Fig. 4.2.5.2 Composition of Traffic at Km 311.000
4.2.6: ANNUAL AVERAGE DAILY TRAFFIC (AADT) The Annual Average Daily Traffic (AADT) is determined through multiplication of Average Daily Traffic (ADT) and Seasonal Variation Factor (SVF). Seasonal variation factors by vehicle types are required to account for variations in the pattern of traffic volume on the project road sections over different months or seasons of the year. There are various methods for determining the seasonal factors such as through past traffic count data or secondary data (fuel sales data or toll plaza data). The past traffic count methodology is useful if it is carried out round the
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year, but year round counts are seldom done in India on any road. Therefore, the seasonal factors are generally calculated through secondary data. Here, the SVF is adopted considering two years traffic data of Khandi-Obri toll plaza for Udaipur-RJ/GJ Border section. The adopted Seasonal Variation factor is presented in Table 4.2.6 The monthly SVF factors thus derived are as follows:
Table 4.2.6 Average SVF of Khandi-Obri Toll Plaza (NH-8) for Year 2014 & 2015 Month Car/Jeep/Van LCV Truck/Bus/MAV
March 1.25 1.07 1.18
April 1.09 1.00 0.99
May 0.96 1.07 1.07
June 0.94 1.02 1.01
July 1.10 1.02 1.10
August 1.04 0.92 1.14
September 1.14 0.95 1.05
October 0.98 0.97 1.08
November 0.84 1.09 1.02
December 1.01 1.07 0.99
January 0.95 1.01 0.97
February 0.96 0.90 0.95
4.2.7 AXLE LOAD SURVEY Traffic loading has a significant impact on pavement performance and design. The deterioration of pavement caused by traffic is due to both the magnitude of the individual wheel loads and the number of times these loads are applied. For design purpose it is therefore necessary to consider not only the total number of vehicles that will use the road but also the vehicle wheel or axle loads. Hence traffic count and axle load information are essential for design purposes. Thus, if the design is to be done adequately, the importance of accurate knowledge about the magnitude and frequency of the axle loads being carried on roads is self-evident. During the survey, axle loads were measured on random sampling basis to cover directional traffic for both empty and loaded commercial vehicles, i.e. LCVs, 2-Axle, 3-Axle, Multi Axle Trucks and Buses. The axle load pads have been placed on outer lanes of the carriageway for both the directions. While carrying out axle load survey enough care is taken to ensure that this survey work will not hamper the normal passage of the traffic. Enumerators were hired, and these enumerators with red flags in their hands ask the vehicles to stop and inform the drivers about the survey and to help the smooth passage of the traffic. Sufficient arrangements for lighting and other accessories were made for the smooth conduct of survey at night. The axle loads were measured using the portable Axle Load Weighing Pad. Sample (%) collected during the survey is given at Table 4.2.7
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Table 4.2.7 Samples (%) Collected at km 311.000 Direction- Udaipur to Direction- Ahmedabad to Ahmedabad Udaipur LHS RHS 2 3 A A x x Particulars 2A 3A l l M L B LC xle xle B e e A C MAV us V Tr Tr us T T V V uck uck r r u u c c k k 2 1 6 3 30 101 0 35 2 Day 1 Traffic 520 450 0 8 2338 3 4 8 3 7 7 0 9 0 3 1 9 8 Axle Load Sample Nos. 33 58 111 155 0 29 9 352 2 0 9 2 1 1 2 1 10 4 5 1 5 Sample Size Day 1 11. 24. 15. 8. .8 . . . . 15.06 Traffic in % 15 67 29 22 9 7 1 0 1 9 6 5 2 Total Sample Size 666/4376 = 15.22% 745/4948 = 15.06% 33 48 98 21 67 132 24 Day 2 Traffic 411 336 360 9 9 8 35 0 8 18 10 19 35 37 Axle Load Sample Nos. 33 74 29 74 91 206 0 0 0 0 20 19 16 11 Sample Size Day 2 9. 18.0 25. 15. 15. .4 .2 .3 8.63 .0 Traffic in % 73 0 28 51 30 5 3 9 4 Total Sample Size 747/4362 = 17.13% 770/5112 = 15.06% The required Sample size as per Section 5.2 of IRC: 58-2015 for a CVPD of 3000 to 6000 = 15%. Hence the sample size is found to be adequate.
The photos given below shows the Axle Load and Origin-Destination surveys carried out in field.
Fig. 4.2.7 Axle Load Survey at km 311.000
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4.2.8 ORIGIN-DESTINATION SURVEY In the Origin-Destination Survey that was conducted for 48 hours, at km 311.000, the vehicle drivers were inquired of the route they had taken to reach Udaipur (going towards Ahmedabad) from Delhi, Punjab, Haryana, Maharashtra, and other parts of Rajasthan and the route they would use while going in the opposite direction. The routes were specified as NH-76 and NH-08 in the interviews. Based on the O-D data analysis, the proportion of vehicles that would use the proposed Udaipur Bypass was arrived at by eliminating the vehicles that were either originating at Udaipur or having their destination as Udaipur. This traffic would be used for pavement design.
Fig. 4.2.8 Origin-Destination Survey at km 311.000 The proportion of commercial traffic along is given in Table 4.2.7.1 and Table 4.2.7.2 AADT for the Udaipur Bypass (UB) bound commercial traffic is given in Table 4.2.7.3
Table 4.2.7.1 Proportion of Udaipur Bypass bound Commercial Vehicles (LHS) Udaipur-Ahmedabad Split of UB bound traffic NH-76 (Chittor, NH-76 NH-8 (Ajmer, To Via Vehicle Udaipur UB Kapasan,Debari, (Pindwara, Rajsamand,Beawar) Type (%) Dabok) to to Proposed UB (%) (%) Jaisalmer,Sirohi) Proposed UB (%) to NH-8 (%) Day 1 LCV 23 77 40 0 37 2 Axle 29 71 28 1 42 3 Axle 23 77 35 0 42 MAV 23 77 33 0 44 Day 2 LCV 19 81 44 0 37 2 Axle 24 76 29 1 46 3 Axle 22 78 38 0 40 MAV 25 75 35 0 40
Table 4.2.7.2 Proportion of Udaipur Bypass bound Commercial Vehicles (RHS) Ahmedabad to Udaipur
Vehicle To Via Split of UB bound traffic
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Type Udaipur UB NH-76 (Chittor, NH-76 NH-8 (Ajmer, (%) (%) Kapasan,Debari, (Pindwara, Rajsamand,Beawar) to Dabok) to Proposed Proposed UB (%) Jaisalmer,Sirohi) UB (%) to NH-8 (%) Day 1 LCV 47 53 30 2 21 2 Axle 31 69 29 2 36 3 Axle 25 75 40 2 33 MAV 24 76 45 2 29 Day 2 LCV 24 76 35 1 40 2 Axle 21 79 35 0 44 3 Axle 7 93 34 1 58 MAV 5 95 40 0 55
Table 4.2.7.3 Udaipur Bypass Commercial Vehicles – AADT and % Udaipur to Ahmedabad Ahmedabad to Udaipur Category Average (%) AADT Average (%) AADT LCV’s 79 416 65 425 Mini Buses 50 19 50 16 Buses 50 193 50 174 2Axle Trucks 74 332 74 317 3Axle Trucks 78 842 85 1114 Multi-Axle Trucks 76 1693 86 2085 Total 3495 4131
4.2.9 TRAFFIC GROWTH RATE Traffic forecasting is at best an approximation, which is based on analysis of available data. Traffic is generated as a result of the interplay of a number of contributory factors, some of which are difficult to estimate with their trend in economy. Forecasts of traffic have, therefore, to be dependent on the forecasts factors such as Vehicle Ownership, Net National Product (NNP), Net State Domestic Product (NSDP), & Per Capita Income (PCI). Future pattern of change in these factors can be estimated with only a limited degree of accuracy and hence the forecasting of future traffic levels cannot be precise. It is necessary to distinguish between the following:
4.2.10 NORMAL TRAFFIC Normal traffic is the estimated traffic on a roadway facility due to increase in population, natural change in land-use and normal socio-economic development in the region or PIA. The normal growth should be estimated based on the past and envisaged future trend of traffic on the project corridor or in the influence area. Normal traffic growths and expected to be higher for uncongested operations but the growth rate declines with increase in congestion level, reaching a self-limiting equilibrium.
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4.2.11 GENERATED TRAFFIC Road improvements may attract trips from other routes, modes and encourage longer and more frequent travel. The additional traffic volumes likely to be generated on project corridor due to road improvements are termed as generated traffic. Generated traffic may be classified further as diverted traffic and induced traffic. 4.2.12 DIVERTED TRAFFIC It is that component of generated traffic which is the result of shift in route and change of mode. Diverted traffic could be both positive and negative. 4.2.13 INDUCED TRAFFIC It may be defined as an increase in total vehicle-kilometers of travel due to roadway improvements, which may be due to increase in vehicle-trip frequency and distance, but exclude trips/traffic shifted from other routes. It is like release of latent demand for travel. Generated traffic reflects the economic “law of demand” which states that consumption of goods increase as the price declines. Roadway improvements, that alleviate congestion and reduce generalized cost of travel, encourage more travel/vehicle use. Depending upon the road network and socio-economic profile of the PIA, generated traffic may constitute a significant part of the total future traffic volume. Keeping in view the above factors, in this study, for estimating growth factors and future traffic, Elasticity of Transport Demand has been used. This method relies on the correlation between The past trends in traffic on the project road/Motor Vehicles Registered in the State, and Time series data of Net National Product (NNP), Net State Domestic Product (NSDP) & Per Capita Income (PCI).
4.3 SECOINDARY DATA COLLECTION The secondary data required for the estimation of traffic growth rate is as follows: PIA Data Vehicle Registration data Socio Economic Indicators Data like NSDP, NNP and PCNSDP/PCI
4.3.1 PIA DATA In order to estimate the traffic growth, the Origin/Destination data of Axle Load has been studied and based on the Origin/Destination of vehicle, the project influence areas have been identified. The PIA states for Cars, Buses & Trucks are as shown below:
Table 4.3.1Project Influence Areas PIA States Cars Buses Trucks 1 Rajasthan 63.00% 46.00% 33.00% 2 Gujarat 32.00% 37.00% 38.00% 3 Haryana 0.00% 3.00% 3.00% 4 Maharashtra 3.00% 11.00% 9.00% 5 Punjab 0.00% 0.00% 1.00% 6 Delhi 1.00% 3.00% 11.00% 7 All India 1.00% 0.00% 5.00%
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4.3.2 VEHICLE REGISTRATION DATA The vehicle registration data of Toll able vehicle in Rajasthan has been obtained from the Road Transport Year Book published by Transport Research Wing Ministry of Road Transport & Highways and is summarized in Table 5.14.
Table 4.3.2 Registered Motor Vehicles from Year 2004-05 to 2012-13 In Rajasthan (Tollable Category) S. No. Year Cars Buses Trucks 1 2004-05 409442 58092 191207 2 2005-06 460380 60979 206381 3 2006-07 515376 63320 152223 4 2007-08 579044 65605 169486 5 2008-09 646102 69298 179631 6 2009-10 727158 73257 198089 7 2010-11 824612 77980 222959 8 2011-12 934962 83345 362028 9 2012-13 409442 58092 191207 CAGR 12.52% 5.29% 9.55%
4.3.3 ELASTICITY OF TRANSPORT DEMAND Elasticity of transport (traffic) demand is defined as the ratio of percentage change in traffic to the percentage change in socio-economic parameters. The concept of developing regression equation is to relate the dependent variable in terms of one or more independent variables. The registered motor vehicles are dependent variable and socio-economic parameters are independent variables. The traffic growth rates, by vehicle types are obtained by using simple regression equation with perspective values of independent variables. The selection of variables is a function of availability of data and goodness of statistics (e.g. R-Square, t-value, etc.).
4.3.3.1 Regression Analysis The Regression analysis tool performs linear regression analysis by using the "least squares" method to fit a line through a set of observations. We can analyze how a single dependent variable is affected by the values of one or more independent variables. In the present case registered vehicles by type are dependent variables whereas the economic parameters are independent variables. Once the relation is established by regression, following are the measures to accept or reject the relation. 4.4 GROWTH RATE Table 4.4 Growth Rate (%) for Proposed Udaipur Bypass
Adopt FY1 FY2 FY2 FY3 FY3 FY4 FY45 ed 9-F 2-F 5-F 0-F 5-F 0-F -FY4 Growt Y21 Y24 Y29 Y34 Y39 Y44 9 h Rate Cars 5.00 5.00 5.00 5.00 5.00 5.00 5.00 Buses 5.00 5.00 5.00 5.00 5.00 5.00 5.00 Mini 7.40 6.90 6.00 5.20 5.00 5.00 5.00 LCV & LCV
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2 Axle 5.00 5.00 5.00 5.00 5.00 5.00 5.00 Trucks 3 Axle 5.10 5.00 5.00 5.00 5.00 5.00 5.00 Trucks MAV 7.70 7.20 6.30 5.40 5.00 5.00 5.00
4.5 COMMERCIAL TRAFFIC The commercial traffic as per CVC survey is tabulated below. Table 4.5 Commercial Traffic Categories Km 117.800 Km 311.000 AADT Nos. AADT Nos. (Both Direction) (Both Direction) Vehicles PCU Vehicles PCU Mini Bus 584 876 68 101 Standard Bus 817 2235 733 2175 LCV 965 1450 1181 1774 2-Axle 705 2083 877 2630 3-Axle 1768 5304 2389 7167 MAV (4 to 6 Axles) 3729 16782 4642 20889 OS(7 Axles & Above) 10 2 14 3 HCM/EME 2 10 3 14 Total Commercial Traffic 8592 28788 9913 34781
5.0 DISCUSSION AND CONCLUSION From Traffic Survey and its analysis, it reveals, that traffic on all legs of National Highways is more than 10000 PCUs. It is thus obvious that as per IRC guidelines there is a necessity of upgrading the existing Pratapnagar Junction from At-Grade- Intersection to a Grade-Seperated-Intersection and widening of existing Udaipur-Ahmedabad bypass, into six-lane configuration, to accommodate the present calculated traffic and its future expansion. If we see the present status of land available at Pratapnagar junction and status of “habitation, industrial and commercial area” surrounding it, we find that there is no scope of its up gradation. Secondly the present status of Udaipur-Ahmedabad bypass is “two-lane with paved shoulder”, and moreover, there is short of land on both of its sides, due to commercial and industrial growth. It, therefore, becomes necessary to find out the new and versatile alternate for the development of Grade-Separeted-Intersection and for realignment of Udaipur-Ahmedabad bypass. Presently Debari junction is a T-junction which is a meeting point of NH-8 and NH-76, and there is wide scope of its improvement due to land abundance in its surroundings. Further, since the area under consideration is free from encroachments and other illicit activities, it can be improved as Grade-Separated-Intersection. Being in extreme outer periphery of Udaipur city a bypass from Debari junction to Kaya Village ( at meeting point with NH-8) can also be planned as an alternate of existing Pratapnagar-Balicha bypass ( or Udaipur-Ahmedabad bypass). If Debari-Kaya bypass is planned a Trumpet type grade separator will be required at meeting point with NH-8 near Kaya village. If a bypass from Debari to Kaya is planned, Debari junction becomes a four legs junction. In such circumstances it can be developed as four legs Grade-Separated-Intersection which may be in the form of cloverleaf or partial cloverleaf grade separator. The Cittaurgarh-Udaipur-Ahmedabad section of National Highways is under 6-lane up gradation and work is in progress. As per MoRTH guidelines of 6-lane project, if a six lane highway crosses/meets the other national
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highway or state highway, it becomes necessary to provide a grade separated structure at junction point, to provide easy way to traffic plying over all the routes, without conflicting each other. After detailed topographic and traffic surveys, and active directions of traffic movements it is proposed to plan a partial cloverleaf grade-separated-interchange at Debari junction along with bypass from Debari to Kaya-village. But, since on the proposed alignment of Udaipur-Ahmedabad bypass, there is a railway crossing, in a very close proximity to Debari junction, it is further suggested to provide a partial cloverleaf intersection with viaduct so that construction may be economical and space beneath the viaduct may be utilized for beneficiary purposes. The proposed partial cloverleaf grade separated intersection with viaduct is as given in figure 5.0.
Fig 5.0 Proposed Partial Cloverleaf Grade-Separated-Intersection
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[20] Taleb and Majumdar (2012) [21] Taylor and Knight (2012) [22] J. (2014) [23] Ankit M Patel (2012) [24] Quing He, Ramya Kamineni and Zhenhua Zhang [25] Sentayehu Leleisa et al (2018) [26] Navneet Monga and Anoop Bishnoi (2015) [27] Road Transport Year Book by Transport Research Wing of MoRTH [28] Indian Roads Congress, “Manual for Grade Separators and Elevated Structures”, IRC: SP: 90-2010. [29] Indian Roads Congress, “Guidelines for Cement Concrete Mix-Design for Pavements”, IRC: 44-2017. [30] Indian Roads Congress, “Manual of Specifications and Standards for Expressways”, IRC: SP: 99-2013 [31] Indian Roads Congress, “Manual for Survey, Investigation and preparation of Road Projects”, IRC: SP: 19-2001. [32] Indian Road Congress, “Guidelines for Capacity of Roads in Rural Areas”. IRC: 64-1990. [33] IS: 10262-2002, “Mix-Design of Concrete”.
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