10 1 RO Observation - Noise level found to be higher than residential standard (Standard in residential Area, Compliance : The Noise level found higher at 3 places - Near main gate, -55.6 dbA Near B1 and B2 Building Common Point- 59.5 dbA , Near A 3 Building- 57.8 dbA -Same as above, • As the project is located in the close vicinity of populated residential area so there would be the possibility of increase in Noise level near Gate . We have provided Barricading around the plot boundary and plantation will proposed all around the periphery to minimize the Noise level. Following other measures have taken at site to reduce noise level. • Keeping the Noisy equipment's, pumps away as far as possible from nearby • Buildings • Use of electrically powered equipment's instead of diesel power equipment's • By using ready to use material at site during construction • By close supervision at site • By Switching of the equipment's when not in use • Noise level Test has been conducted after taking all the measures as mentioned above . 11 The results of Noise level found satisfactory same are attached hereunder, Noise level Reports
12 Condition XXIX The ground water level and its quality should be monitored regularly in consultation with Ground Water Authority.
RO Observation - Ground water level and quality is not being monitored
Compliance -
We are using tanker water for all Construction Activities from start and no ground water has been used for construction. As per requirement we have applied for NOC to Central Ground Water Board for extraction of Ground water on 9 March 2017 and also Tested the water quality from MPCB approved lab on 31-1-2017.The report for the same attached herewith,
13 Application to Central Ground Water Board
14 Condition liii The proponent shall upload the status of compliance of the stipulated EC conditions, including results of monitored data on their website and shall update the same periodically. It shall simultaneously be sent to the Regional Office of MoEF, the respective Zonal Office of CPCB and the SPCB. The criteria pollutant levels namely; SPM, RSPM. 502, NOx (ambient levels as well as stack emissions) or critical sector parameters, indicated for the project shall be monitored and displayed at a convenient location near the main gate of the company in the public domain.
RO Observation - status of compliance of the stipulated EC conditions, including results of monitored data on their website and shall update the same periodically
• The report of environment compliances has been sent to MPCB and MoEF Ref attached acknowledgement from MPCB and MoEF & CC are attached herewith, • The criteria pollutant levels namely; SPM, RSPM. 802, NOx (ambient levels as well as stack emissions) or critical sector parameters, indicated for the project has been monitored and displayed at Construction Gate and at Site office of the company in the public domain. Details for the same attached herewith, • The status of compliance of the stipulated EC conditions, and results of monitored data is being displayed at companies website· and will be update periodically. Attached herewith,
15 16 17 18 19 20 21 22 23 24 RESULTS DISPLAYED ON SITE
25 SCREEN SHOT COMPANY WEBSITE
26 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐ MEDIUM Sr. ENVIRONMENTAL CONDITIONS COMPLIANCE No Topography 1 1. The natural drain system should be 1. The Land for proposed project is fairly leveled. and maintained for ensuring unrestricted flow 2. Contours are used in such a way that minimal Natural of water. cutting filling is involved in the project. Drainage 2. No construction shall be allowed to 3. The project is not proposed on wetland and obstruct the natural drainage through the water bodies. site. 4. Proper management for channelization of storm 3. No construction is allowed on wetland water from site will be made by using proper and water bodies. Check dams, internal SWD having adequate carrying capacity bioswales, landscape, and other has been proposed for the project sustainable urban drainage systems 5. It will be connected to External Municipal Drain (SUDS) are allowed for maintaining the line. drainage pattern and to harvest rain 6. Also, proper maintenance of storm water water. drainage will be looked after to avoid choking of 4. Buildings shall be designed to follow the drains and flooding on site and ensure natural topography as much as possible. discharge of storm water from the site is clear of 5. Minimum cutting and filling should be sediment and pollution. done. 7. Details of Storm Water:- a) Quantity of Storm water generated : 7.23 m3/min b) Size of internal SWD : 450 mm dia Slope 1: 500 Carrying Capacity 0.16 m3/sec c) Size of external SWD: 900 mm dia Slope 1: 500 Carrying Capacity 4.34m3/sec d) Slope : East to West
1 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Water 2 1. A complete plan for rain water 1. Rain water harvesting is planned as per conservation harvesting, water efficiency and hydrogeology - Rain Water conservation should be prepared. report Harvesting, 2. The local bye-law provisions on rain 2. Average depth of shallow aquifer is located and Ground water harvesting should be followed. between 28-30 meters depth. Water If local bye-law provisions are not 3. Accordingly, depth of the harvesting Recharge available, adequate provision for structures is storage and recharge should be planned. followed as per the Ministry of 4. Number of rain water harvesting pits- 16 nos Urban Development Model Building 5. Size of percolation pit with bore well –1.3 m Byelaws, 2016. dia with 3 m depth . 3. A rain water harvesting plan needs 6. Tanker water will be used during the to be designed where the recharge Construction phase bores of minimum one recharge and during operation phase, water will be bore per 5,000 square meters of supplied by built up area and storage capacity of PMC. minimum one day of total fresh 7. Ground water will be extracted by obtaining water requirement shall be provided. permission from CGWA. In areas where ground water recharge is not feasible, the rain water should be harvested and stored for reuse. The ground water shall not be withdrawn without approval from the Competent Authority. 4. All recharge should be limited to shallow aquifer. 2 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr. ENVIRONMENTAL COMPLIANCE No CONDITIONS Water 2(a) At least 20% of the open Green Area Provided :- conservati spaces as required by the local Type Area (m2) on - Rain building bye-laws shall be Lawn in RG area 1096.712 Water pervious. Use of Grass pavers, Shrub bed & grass 5967.08 Harvestin paver blocks with at least 50% pavers in RG g, and opening, landscape etc. would Green belt along 45,520.077 Ground be considered as pervious periphery of plot Water surface. (ADDITIONAL Recharge GREEN +
RIVERSIDE LANDSCAPE) Podium+STILT - 3259.258 softscape Total 55843.12
3 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr. ENVIRONMENTAL CONDITIONS COMPLIANCE No Water 2 (b) Use of water efficient appliances 1. Low flow fixture minimizes the use of conservatio should be promoted. Low flow fixtures municipal water and reduces the load n - Rain or sensors to be used to promote on waste water system. Water water conservation 2. Appropriate flow restrictors/ sensor Harvesting, type fixture will be provided for and Ground economizing on water consumption. Water 3. The flow resistors shall be typically Recharge sized for following flow / discharge. 4. Low flow fixture save water by reducing the flow without reducing their efficiency. 5. Low flow fixtures deliver more than 30% saving than the standard fixture. 2 ( c) Separation of grey and black water 1. Domestic and flushing water will be should be done by the use of dual pumped using two different transfer plumbing system. In case of single pump sets from Domestic & flushing stack system separate recirculation UGR to the respective OHT. lines for flushing by giving dual 2. Water Distribution from the OHT to the plumbing system to be done various toilet fixtures shall be by gravity down-takes in separate zones to ensure the required pressure & flow to each fixture. 3. Separate Down-take pipes shall be provided for the domestic and flushing system. 4 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr. ENVIRONMENTAL CONDITIONS COMPLIANCE No Solid Waste 3 1. Solid waste: Separate wet and dry 1. Garbage shoot will be provided in each Managemen bins must be provided in each unit and floor. t at the ground level for facilitating segregation of waste. 2. The provisions of the Solid Waste (Management) Rules 2016 and the e- waste (Management) Rules 2016, and the Plastics Waste (Management) Rules 2016 shall be followed. 3 (a) All non-biodegradable waste shall be 1. Non-Biodegradable waste including handed over to authorized recyclers for plastic waste generated will be handed which a written tie up must be done over to PMC through authorized recycler with the authorized recyclers. ”SWACH” 2. We have got the agreement done with SWACH. 3(b) Organic waste composter/ Vermiculture 1. As this is a Residential project, we have pit with a minimum capacity of 0.3 kg considered 0.45 kg/person/day criteria /person/day must be installed for generation of organic waste as per solid waste handling rules, 2016. 2. We will be installing OWC for treatment of wet garbage. 3. Solid Waste generation from the proposed project is estimated to be 5571 kg/day 4. Biodegradable waste: 3890 kg/day 5. Non-Biodegradable: 1681 kg/day 5 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐ MEDIUM Sr. No ENVIRONMENTAL CONDITIONS COMPLIANCE
Sewage 4 1. Onsite sewage treatment of capacity 1. We have proposed STP : Treatment of treating 100% waste water to be Plant installed. Capacity 1570 KL D 2. Treated waste water shall be reused Technology RMBR on site for landscape, flushing, cooling tower, and other end-uses. Area Provided 300 m2 3. Excess treated water shall be discharged as per CPCB norms. Location Ground 4. Natural treatment systems shall be promoted. Total water requirement 2039 m3/day
Sewage available for recycling 1560 m3/day
Recycled Sewage for reuse 867 m3/day
(a) for gardening 310m3/day (b) for flushing 557 m3/day
Please Note : * We have considered 10% less availability of sewage for recycling considering losses of sewage in evaporation and sludge formation
2. Treated Waste water shall be used for Gardening and Flushing. 3. Excess treated water shall be discharged to Grampanchayat (Drainage NOC obtained from Grampanchayat Bavdhan (Local Authority)
6 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐ MEDIUM Sr. ENVIRONMENTAL COMPLIANCE No CONDITIONS Sewage 4 Sludge from the onsite No sludge generation. Treatment sewage treatment, including Plant septic tanks, shall be collected, conveyed and disposed as per the Ministry of Urban Development, Central Public Health and Environmental Engineering Organization (CPHEEO) Manual on Sewerage and Sewage Treatment Systems, 2013.
7 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr. ENVIRONMENTAL CONDITIONS COMPLIANCE No Energy 5 1. Compliance with the Energy ECBC Compliance submitted. Conservation Building Code (ECBC) of Bureau of Energy Efficiency shall be ensured. 2. Buildings in the States which have notified their own ECBC, shall comply with the State ECBC. 3. Outdoor and common area lighting shall be LED. 4. Concept of passive solar design that minimize energy consumption in buildings by using design elements, such as building orientation, landscaping, efficient building envelope, appropriate fenestration, increased day lighting design and thermal mass etc. shall be incorporated in the building design. 5. Wall, window, and roof u-values shall be as per ECBC specifications.
8 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Description Conventional Energy 5 (a) Solar, wind or other Renewable Consumption (Units / Year) Energy shall be installed to meet electricity generation equivalent to Energy Saving of Lighting Load Building Common Area 104,505 1% of the demand load or as per Parking Area 1,012,708 the state level/ local building bye- External Lighting 18,626 laws requirement, whichever is Buildings Solar PV System
higher. Total Savings / Year 1,135,839 Energy Saving Method % of Energy Consumption (Units Saving Energy Cost / Saving / year / Year) ( Units/ Year) year (Rs/Year) 76,155 28,351 226,805 27.13 675,138 337,569 ,700,554 33.33 4,809 13,817 110,534 74.18 155,925 1,247,400 535,662 4,285,293 47.16%
5 (b) Solar water heating shall be 1. As this is a Residential project no solar water provided to meet 20% of the hot heating is proposed. water demand of the commercial and institutional building or as per the requirement of the local building bye-laws, whichever is higher. Residential buildings are also recommended to meet its hot water demand from solar water heaters, as far as possible. 9 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Energy 5 (c) 1. Use of environment friendly OK- same will be complied. materials in bricks, blocks and other construction materials, shall be required for at least 20% of the construction material quantity. 2. These include fly ash bricks, hollow bricks, AACs, Fly Ash Lime Gypsum blocks, Compressed earth blocks, and other environment friendly materials. 3. Fly ash should be used as building material in the construction as per the provisions of the Fly Ash Notification of September, 1999 as amended from time to time.
10 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐ MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Air Quality 6 1. Dust, smoke & other air pollution In order to avoid Dust, smoke & other air and Noise prevention measures shall be pollution, following measures will be provided:- provided for the building as well as (a) Barricading sheets will be provided around the site. the building under construction, continuous 2. These measures shall include dust/wind breaking walls all around the site (at screens for the building under least 12 meter height) is planned. construction, continuous dust/ wind (b) Plastic/tarpaulin sheet covers will be breaking walls all around the site (at provided for vehicles bringing in sand, cement, least 3 meter height). murram and other construction materials prone 3. Plastic/tarpaulin sheet covers shall to causing dust pollution at the site. be provided for vehicles bringing in (c) Sand, murram, loose soil, cement, stored on sand, cement, murram and other site will be covered adequately so as to prevent construction materials prone to dust pollution in the designated area. causing dust pollution at the site as (d) Wet jet will be provided for grinding and well as taking out debris from the stonecutting which will take place in a site. designated area. 4. Wheel washing for the vehicles (e) All construction waste will be stored at the used be done. site (and not dumped on the roads or open 5. Sand, murram, loose soil, cement, spaces outside)before they are properly used. stored on site shall be covered Layout depicting same is attached. adequately so as to prevent dust pollution. 6. Wet jet shall be provided for grinding and stone cutting. Unpaved surfaces and loose soil shall be adequately sprinkled with water to suppress dust.
11 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Air Quality 6 7. All construction and demolition (f) All workers working at the and Noise debris shall be stored at the site construction site and involved in loading, (and not dumped on the roads or unloading, carriage of open spaces outside) before they construction material and construction are properly disposed. debris or working in any area with dust 8. All demolition and construction pollution will be provided with dust mask. waste shall be managed as per the (g) All the above measures are provisions of the Construction and considered in the Environment Demolition Waste Rules 2016. Management plan. 9. All workers working at the construction site and involved in loading, unloading, carriage of construction material and construction debris or working in any area with dust pollution shall be provided with dust mask. For indoor air quality the ventilation provisions as per National Building Code of India.
Air Quality 6 (a) The location of the DG set and The location of the DG set and exhaust and Noise exhaust pipe height shall be as per pipe height is in accordance with the the provisions of the CPCB norms. provisions of the CPCB norms 12 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐ MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Green Cover 7 1. A minimum of 1 tree for every 80 1. Net Plot area is 100111.29m2. sq.mt. of land should be planted 2. As per local bye-laws 1251 trees are and maintained. required considering a minimum of 1 tree 2. The existing trees will be counted for every 80 m2 of land. for this purpose. 3. However, to increase the biodiversity and 3. Preference should be given to greenery around project, we have planned planting native species. 1320trees in the proposed project site. 7 (a) 1. Where the trees need to be cut, Tree NOC obtained. compensatory plantation in the Total No. of Existing Trees “:26 Nos. ratio of 1:3 (i.e. planting of 3 trees Trees to be Transplanted : 3 Nos. for every 1 tree that is cut) shall Trees to be Cut : 3 Nos. be done and maintained. Trees to be Retained : 20 Nos. Planting of 3 trees for every 1 tree that is cut is considered. Top Soil 8 1. Topsoil should be stripped to a 1. We will be excavating 277157m3 which will Preservation depth of 20 cm from the areas be used within the site for backfilling . and Reuse proposed for buildings, roads, paved areas, and external services. 2. It should be stockpiled appropriately in designated areas and reapplied during plantation of the proposed vegetation on site
13 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Transport 9 1. A comprehensive mobility 1. Site is well connected to the external plan, as per MoUD best road network. practices guidelines 2. Detailed internal roads are indicated (URDPFI), shall be prepared in Fire Tender Movement plan. to include motorized, non- 3. Separate entry exit, adequate motorized, public, and private parking places, traffic signage's, networks. Road should be traffic mirrors will be proposed for designed with due smooth traffic movement. consideration for environment, 4. Proper design of entry and exit and safety of users. points proposed. 2. The road system can be 5. Swept Path & Retrieval Analysis designed with these basic carried out for the project. criteria. 6. Parking Norms will be as per 3. Hierarchy of roads with proper PMRDA ( Local Authority) segregation of vehicular and pedestrian traffic. 4. Traffic calming measures. 5. Proper design of entry and exit points. 6. Parking norms as per local regulation.
14 ENVIRONMENTAL CONDIITIONS FOR BUILDINGS AND CONSTRUCTIONS NOTIFICATION DATED 9TH DEC 2016 (APPENDIX – XIV) CATEGORY ‐
MEDIUM Sr.N ENVIRONMENTAL CONDITIONS COMPLIANCE o Environmen 10 1. An environmental management 1. Environmental management plan t plan (EMP) shall be prepared (EMP) has been prepared. Managemen and implemented to ensure t Plan compliance with the environmental conditions specified in item number 1 to 9 2. We have separate facility management above. department. 2. A dedicated Environment Monitoring Cell with defined functions and responsibility shall 3. The same will be taken care by facility be put in place to implement the management department. EMP. 3. The environmental cell shall ensure that the environment infrastructure like Sewage Treatment Plant, Landscaping, Rain Water Harvesting, Energy efficiency and conservation, water efficiency and 4. The same will be taken care by facility conservation, solid waste management department. management, renewable energy etc. are kept operational and meet the required standards. 4. The environmental cell shall also keep the record of environment monitoring and those related to 15 the environment infrastructure.
RHEAA CIVITECH PVT. LTD.
TRAFFIC ANALYSIS REPORT FOR GOEL GANGA GROUP
Project: “Ganga Legend” at Bavdhan,Mulshi, Pune.
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Contents
Index Description Page No
1 Introduction 1 1.1. Background 1 1.2. Terminals 2 1.3 Pune Metropolitan Region (PMR) 3 1.3.1. PMC (Pune Municipal Corporation) 4 1.3.2. PCMC (Pimpari Chinchawad Municipal Corporation) 5 1.3.3. PC and KC (Pune Cantonment and Khadki Cantonment) 5 1.3.4. PMRDA 6 1.4. Alternative Transport Plans & Land use plans 6 2 Study Area & Salient Features 7 2.1. Study Area Road Layout-18m wide 9 2.2. Study Area Road Layout-12m wide 10 3 Traffic Studies 11 3.1. Weekday PCU Count 13 3.1.1. Morning hours field study (% share) at 18 m wide road 13 3.1.2. Evening hours field study (% share) at 18 m wide road 15 3.1.3. Actual PCU Count for morning hours 17 3.1.4. Actual PCU Count for evening hours 20 3.1.5. Morning hours field study (% share) at 12 m wide rod 23 3.1.6. Evening hours field study (% share) at 12 m wide rod 25 3.1.7. Actual PCU Count for Morning hours 27 3.1.8. Actual PCU Count for Evening hours 30 3.2. Weekend PCU Count 33 3.2.1. Morning hours field study (% share) at 18 m wide road 33 3.2.2. Evening hours field study (% share) at Site Road 35 3.2.3. Actual PCU Count for morning hours 37 3.2.4. Actual PCU Count for evening hours 40 3.2.5. Morning hours field study (% share) at 12 m wide road 43 3.2.6. Evening hours field study (% share) at 12 m wide road 45 3.2.7. Actual PCU Count for morning hours 47 3.2.8. Actual PCU Count for evening hours 50 3.8. Summary of Total PCU Count for Current Traffic 53 4 Study of Load on Current Traffic 54 4.1. During Construction Phase 54
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Index Description Page No
4.2. After Possession Phase 55 5 Conclusion 59 5.1. Level of Services as per IRC:106-1990 59 5.2. Result of Ganga Legend Project of Goel Ganga Group 60 5.2.1. PCUs Count 60 5.2.2. V/C Ratio Calculation 61 6 Internal Traffic Movement 64 7 Study of project surrounding(In 0.5 km radius) 74 8 Study of project surrounding (In 05 km radius) 76 9 Trip Generation for Site 78
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
List of Table
Table No. Description Page No
1.1. Distance of Bavdhan From Different Stations 2 1.1. Projected Population and Employment 6 2.1. Study Area 7 3.1. Equivalent Passenger Car Units 11 5.1. Different Level of Services 60
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
List of Figures Fig. No. Description Page No
1.2 Projected Population Growth in PMC 5 2.1. Proposed Construction Area 8 2.2. Study Area 1 9 2.2. Study Area 2 10 4..1. Development plan 56 5.1. Graph for Different Level of Services 59 6.1. Fire Tender Movement Plan 65 6.2. Swept Path Analysis For site 66 6.3. Indicative Footpath Layout 68 6.4. Indicative Road Section 69 6.5. Connection to External Service Road 72 7.1. 0.5 km radius around the project. 74 8.1. 5 km radius around the project. 76
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
1. INTRODUCTION
1.1. BACKGROUND Pune is the seventh largest city in India and second largest city in Maharashtra after Mumbai. Pune Municipal Corporation (PMC) jurisdiction extends up to an area of 243.84 sq. km. housing 2.54 million population within 144 wards. Pune, also known as an ‘Oxford of India’, houses six Universities with about 600 functional higher education centers catering to an estimated 5 lakh student population. Additionally, Pune is popularly nicknamed as ‘Queen of Deccan’, ‘Pensioners Paradise’, ‘Cultural Capital of Maharashtra’, ‘Cyber City’ etc. owing to its location, pleasant climate, historical importance, vibrant culture and upcoming IT-BT centers. City is situated on leeward site of Deccan Plateau (Sanhyadri Hills/Western Ghats) between 18º 32' North latitude and 72º 51’ East longitudes; Pune is well connected by road, rail and air network with almost all the important cities within Maharashtra and India. The city is located at the confluence of Mula and Mutha rivers (plains of Bhima and Nira River basin) at a height of 560m above Mean Sea Level (MSL) and characterized by vast stretches of undulating plains inter spread by low and medium ranges of hills. The growth and all the economic benefits brought with it an unprecedented stress on Pune’s transportation and land use. The city once called the “cycle-city” is now commonly referred to as a “motor-cycle city”. During the last few years, the urban sprawl has extended far beyond the existing territorial jurisdiction of the city administration and is continuing to spill over into the fringe areas of the city. Pune Municipal Corporation and other agencies have undertaken various programs and studies on the transportation system. Some are completed and some are ongoing. Several road widening and network improvement proposals (including planning and construction of flyovers and junction improvements) are underway, including proposals for a Bus Rapid Transit System, Metro Rail & Mono Rail. These programs are however are isolated with each of them planned to meet an objective set by each program.
Bavdhan is suburb of Pune, India. It is located off the Mumbai-Bangalore national highway, by-passing Pune city. Bavdhan road serves as the main approach road for Mumbai- e{xtt V|ä|gxv{ cäàA _àw . 1
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Pune expressway and near Chandani Chowk. Bavdhan is bordered by Pashan in north, Sus village on west, NDA reserved forest area in south and Kothrud in east. Bavdhan is mostly a residential suburb of Pune and is very fast-growing in the last one decade. The suburb is nestled amidst three hills on its south, east and west and the scenic Pashan Lake in the north. Springs flowing down from the hills create a small river - Ramnadi - which flows from south to north and empties its water into Pashan Lake. Ramnadi divides Bavdhan into 2 sub-areas - Khurd and Budruk, Khurd being on the eastern side of the river and Budruk being on the western side.
Bavdhan has seen gradual growth in the form of planned development. It is strategically located on NDA Road, the centre of Aundh and Kothrud - both well-developed suburbs free from illegal development and encroachment . The area is easily accessible from Mumbai as well the main city. Hinjawadi IT Park is within ready commuting distance from Bavdhan, being just 20 minutes away via the highway.
Our current site is located in Bavdhan.The nearest railway station is Shivajinagar station from Bavdhan and the nearest bus stand is the Shivajinagr bus stand. Along with these, Bavdhan is connected to Pune Railway station and bus stand. The Pune Railway station is about 13 kilometers from Bavdhan while the Pune International Airport at Lohegaon is about 19.2 kilometers away. Following table shows the distances: Table No.1.1. Distances of Bavdhan from Different Stations
Sr.No. From Distance in Km
1 Pune Railway Station 13.00 Km 2 Pune Station Bus Stand 13.00 Km 3 Shivajinagar Railway Station 8.70 Km 4 Shivajinagar Bus Stand 8.70 Km 5 Swargate Bus Stand 11.00 Km 6 Pune Air Port 19.20 Km
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
1.2. Terminals
∑ Bus Terminals
There are four major bus terminals in Pune namely Shivajinagar, Pune Railway station, Swargate and Pune Municipal Corporation. Some of the major problems associated with these bus terminals are: ∑ Access roads leading to these bus terminals are narrow and encroached by hawkers, shop keepers and parked vehicles. ∑ Inadequate facilities within bus terminals in terms of bus bays, boarding alighting platforms and circulation. Following are the seven bus depots/terminals situated in the city. Swargate Depot N.T.Wadi (Shivajinagar) Depot Kothrud Depot Katraj Depot Hadapser Depot M.Yard Depot Pune Station Bus Terminal Mahatma Gandhi Bus Terminal Among these seven bus terminals Swargate, Shivaji Nagar and Pune Station bus terminal are situated in the congested area.
∑ Truck Terminals
The major truck terminals in Market Yard area, Pune Station and Maldhakka where loading and unloading of goods takes place. Parking for trucks is located in the terminal area. Market yard is a well-planned terminal situated on the southern outskirts of the old municipal limits. But with the addition of new areas in the new Development Plan 2026 it can be no longer be called outskirts. Under the present circumstances the location is right within the heart of the city. The operation of these terminals especially Maldhakka causes traffic congestion.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
∑ Non-Motorized Transport
Historically, Pune was known as the "cycle city of India", however cycling has decreased in popularity as the ownership and use of motorized two-wheelers has increased. Previous transportation studies observed about 11% of trips are made by cycles. But in most of the roads there is no segregation for the cycle traffic from the motorized traffic causing potential unsafe conditions.
1.3. PUNE METROPOLITAN REGION (PMR) Urban development in PMC is greatly interlinked and supported by its surrounding areas. Considering this, boundaries of PMR were defined in early 1967. Spread out over an area of approximately 1,340 sq. km. in Haveli Taluk of Pune District, PMR consists of Pune Municipal Corporation (PMC), Pimpri Chinchwad Municipal Corporation (PCMC), Pune Cantonment (PC), and Khadki Cantonment (KC) and close to 100 other census towns and villages.
Urbanization and urban population growth are pointers towards the change in the occupational pattern of the community, from agriculture and allied livelihoods to industrial and other non-agriculture occupations.
1.3.1. PMC (Pune Municipal Corporation) The below image shows the project population growth in PMC. The PMC population growth has come to 3.34 million in year of 2011 form 2001 year's 2.54 million and the projected population rapid growth in the infrastructure of the city and road network goes to 5.63 million by end of 2031. This shows a rapid growth in the city.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Population Growth in Million 6 5.63 5 4.4 4 3.34 3 2.54 Population Growth 2
1
0 2001 2011 2021 2131
Source: City Development Plan Pune Figure 1.1. Population Growth in PMC Over the years PMC has grown in concentric rings. Future growth of PMC will be mainly governed by existing transport corridors, existing and future industrial developments in and around PMC and the expansion of central business district (CBD). Spatial growth of PMC will take place towards employment nodes; in areas which are closer to these nodes and areas which gives immediate connectivity to these nodes. Along with this, few areas in PMC will be further densified and will be overcrowded in terms of commercial developments while out migration is expected from already overcrowded residential areas towards peripheral areas.
1.3.2. PCMC (Pimpri Chinchwad Municipal Corporation) PCMC is a twin city of PMC and houses most of the industrial developments. PCMC has a population of 1.73 million (2011). The PCMC’s population has grown from 0.52 million in 1991 to 1.01 million in 2001 and 1.73 million in 2011. PCMC has experienced a high CAGR after its industrialization in 1960, almost thrice than that of PMC growth.
1.3.3. PC and KC (Pune Cantonment and Khadki Cantonment) Pune is headquarters of the Indian Army Southern Command. PC and KC are the military bases established during British rule and still continue to operate as army bases for Indian army. KC is also famous for two ordnance factories: ammunition factory (AFK) and high explosive e{xtt V|ä|gxv{ cäàA _àw . 5
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
factory (HEF). PC and KC account for only four percent of the total PMR population and shown a slight growth in the last decade (CAGR 2.16 and 2.28 percent respectively) compared to negative growth during 1981-1991. Any development in these cantonment areas are under control of Indian army and have minimal impact on urbanization of the rest of the PMR.
1.3.4. PMRDA The remaining part of the PMR consists of close to 100 census towns and villages with population of 0.56 million that accounts for 13 percent of the total PMR population. The rest of the PMR is also shows a fast pace of urbanization in line with PMC and PCMC growth.
1.4. ALTERNATIVE TRANSPORT PLANS AND LAND USE PLANS As the city is experiencing development of several new integrated townships, SEZs and IT parks, local and State governing bodies have prepared several studies. Each of these studies resulted in identifying appropriate solutions to meet the resultant transportation demands. Several road widening and network improvement proposals are underway; a key initiative towards addressing the public transportation system is the Bus Rapid Transit System (100 km) that is being implemented. City Development Plan process initiated by the JNNURM and the existing Land Use Master Plan given one roadmap for the future land use development. From both the above mentioned transport proposals and land use plans composite land use transport plans have been prepared for testing the various proposals. Below table shows the projected population and employment in Pune city. Table 1.2 Projected Populations and Employment
Region Population (Million) Employment (Million) 2007 2011 2021 2031 2007 2011 2021 2031 PMC 2.97 3.34 4.40 5.63 1.11 1.35 1.78 2.36 PC 0.11 0.12 0.13 0.14 0.04 0.04 0.05 0.05 KC 0.12 0.12 0.13 0.15 0.04 0.04 0.05 0.05 PCMC 1.42 1.74 2.75 4.10 0.54 0.72 1.26 1.89 Rest PMR 0.70 0.79 1.07 1.39 0.25 0.29 0.39 0.50 Total PMR 5.31 6.11 8.48 11.41 1.98 2.44 3.52 4.85 Source: City Development Plan Pune (2008)
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
2. Study Area & Salient Features
It is proposed to analyze the impact of traffic movement due to the upcoming project by Goel Ganga Group at Mulshi. The Study includes the impact maximum of total passenger car units during constructional phase due to constructional vehicular movement and after possession phase. The study roads do not have any signal on the roads, which makes a smooth and clear flow of vehicles. We have also observed that there are very less ranches on this road which connects to this main road, which results in less intersection on the road and allows the smoother flow of traffic. The field study is done at two junction points. Below table shows the location of study.
Table 2.1 Study Area
Name of the Location No. of Movements
18 m wide DP Road (Study Area 1) 2 ( up and Down)
12 m wide service Road (Study Area 2) 2 ( up and Down)
The proposed construction area and study area is shown in Figures.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Figure 2.1 Proposed Construction Area
Salient features at junctions and present traffic management system is given below:
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
2.1. STUDY AREA ROAD LAYOUT-18 M WIDE These roads located near site at Bavdhan, Mulshi. road does not have any signal at this point. The vehicular movement at this junction is fast moving and clear as shown in below fig.
TOWARDS CHANDANI
CHOWK AND KOTHRUD
18m wide DP Road
Site Road TOWARDS SITE
TOWARDS PUNE CITY AND KATRAJ
Figure 2.2. Study Area 1
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
2.2. STUDY AREA ROAD LAYOUT-18 M WIDE This road is located at North exit of site. This road also does not have any signals which make smooth flow of vehicles.
TOWARDS SITE
UP
TOWARDS HINJAWADI TOWARDS CHANDANI CHOWK
DOWN NH 4 SERVICE ROAD
Figure 2.3. Study Area 2
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3. Traffic Studies
Traffic data is collected and tentative peak hour volume count is completed first to take fair idea of traffic. The Vehicles are classified in following categories for traffic count: o Two Wheeler o Three Wheeler o Car / Jeep / LMV o Mini Bus o Standard Bus o Light Commercial Vehicle (LCV) o 2 Axle Truck o 3 Axle Truck o MAV o Tractors o Bicycles o Other (Specify)
Traffic volume is converted into Passenger Car Unit (PCU) for calculation. PCU factors are given in Table 3.1.
Table 3.1 Equivalent Passenger Car Units
MODE PCU FACTOR <5% <10% 2W 0.50 0.75 3W 1.2 2 4W 1 1 MINI BUS 2.2 3.7 STD. BUS 2.2 3.7 LCV 1.4 2 2-AXLE 2.2 3.7 3-AXLE 2.2 3.7 MAV 2.2 3.7 Tractor 4 5 Bicycle 0.4 0.5 (Source: IRC: 106-1990)
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Traffic analysis is carried out roads wise and finally traffic is summarized and mentioned separately.
GENERAL INFORMATION : The traffic survey at the project area is conducted for two days at one location during peak hours i.e. morning 0800am to 1200pm and evening 0500pm to 0900pm. The study is bifurcated on the types/category of vehicles at this location. The majority of traffic is found of two wheelers, cars followed by three wheelers, trucks, buses and other heavy vehicles.
Passenger Car Unit:
It is a metric used in Transportation engineering, to assess traffic-flow rate. A Passenger Car Equivalent is essentially the impact that a mode of transport has on traffic variables (such as headway, speed, density) compared to a single car.
Below table shows the percentage share of different types of vehicles on both directions on week days and weekend days.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1. Week Day PCU Count:
3.1.1. Morning Hours Field Study (%Share) at 18 m wide Road :
0% Time - 08:00 to 09:00 1% Bicycle 1% 7% 6% 2 wheeler 4 wheeler Auto Rick 27% 58% LMV HV Tractors/trailors
Time - 09:00 to 10:00
2% 4% 1% 5% Bicycle 2 wheeler 4 wheeler 23% Auto Rick
65% LMV HV Tractors/trailors
Time - 10:00 to 11:00
1% 3% Bicycle 5% 8% 2 wheeler 4 wheeler Auto Rick 27% 58% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 11:00 to 12:00
2% 3% Bicycle 5% 7% 2 wheeler 4 wheeler 47% Auto Rick
37% LMV HV Tractors/trailors
Time - 08:00 to 12:00 2% 1% 0% Bicycle 5% 6% 2 wheeler 4 wheeler Auto Rick 27% 58% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1.2. Evening Hours Field Study ( % Share ) at 18 m wide Road :
0% Time 17:00 to 18:00 1% 5% Bicycle 3% 6% 2 wheeler 4 wheeler Auto 50% 34% LMV HV Tractors/trailors
Time - 18:00 to 19:00 0% 1% 3% 3% Bicycle 7% 2 wheeler 4 wheeler Auto 34% 52% LMV HV Tractors/trailors
Time - 19:00 to 20:00 0% 1% 2% 2% Bicycle 6% 2 wheeler 4 wheeler Auto 32% 57% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 20:00 to 21:00 3% 0% 0% Bicycle 3% 7% 2 wheeler 4 wheeler Auto 52% 34% LMV HV Tractors/trailors
Time - 17:00 to 21:00 3% 0% 1% 3% Bicycle 6% 2 wheeler 4 wheeler Auto 53% 33% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1.3. Actual PCU Count for Morning Hours
MORNING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Chadani Chowk & Kothrud Down - Towards Pune City & Katraj Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 3 0.4 2 0.4 2.00 2 09:00 - 10:00 5 0.4 5 0.4 4.00 3 10:00 - 11:00 2 0.4 3 0.4 2.00 4 11:00 - 12:00 4 0.4 4 0.4 3.20 Total 11.20
2 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 391 0.75 153 0.75 408.00 2 09:00 - 10:00 452 0.75 125 0.75 432.75 3 10:00 - 11:00 317 0.75 112 0.75 321.75 4 11:00 - 12:00 153 0.75 89 0.75 181.50 Total 1,344.00
4 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 158 1 97 1 255.00 2 09:00 - 10:00 123 1 80 1 203.00 3 10:00 - 11:00 135 1 66 1 201.00 4 11:00 - 12:00 122 1 68 1 190.00 Total 849.00
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 35 1.2 26 1.2 73.20 2 09:00 - 10:00 23 1.2 23 1.2 55.20 3 10:00 - 11:00 19 1.2 15 1.2 40.80 4 11:00 - 12:00 13 1.2 13 1.2 31.20 Total 200.40
Light Commercial Vehicles Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 5 1.4 9 1.4 19.60 2 09:00 - 10:00 2 1.4 12 1.4 19.60 3 10:00 - 11:00 7 1.4 13 1.4 28.00 4 11:00 - 12:00 7 1.4 8 1.4 21.00 Total 88.20
Heavy Vehicles - Truck / Buses Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 22 3.7 31 3.7 196.10 2 09:00 - 10:00 21 2.2 15 2.2 79.20 3 10:00 - 11:00 35 3.7 21 3.7 207.20 4 11:00 - 12:00 22 3.7 15 3.7 136.90 Total 619.40
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 1 4 1 4 8.00 2 09:00 - 10:00 2 4 1 4 12.00 3 10:00 - 11:00 0 4 0 4 - 4 11:00 - 12:00 1 4 1 4 8.00 Total 28.00
TOTAL PCU COUNT FOR MORNING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 11.20
2 2 Wheeler 1,344.00
3 4 Wheeler 849.00
4 Auto Rickshaw 200.40
5 Light Commercial Vehicles 88.20
6 Heavy Vehicles - Truck / Buses 619.40
7 Tractors 28.00
Total 3,140.20
Total PCU per Hours for Morning Hours –3,140.20 /4= 785.05
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1.4. Actual PCU Count for Evening Hours
EVENING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Chadani Chowk & Kothrud Down - Towards Pune City & Katraj Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 2 0.4 3 0.4 2.00 2 18:00 - 19:00 3 0.4 5 0.4 3.20 3 19:00 - 20:00 3 0.4 2 0.4 2.00 4 20:00 - 21:00 2 0.4 1 0.4 1.20 Total 8.40
2 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 98 0.75 170 0.75 201.00 2 18:00 - 19:00 135 0.75 176 0.75 233.25 3 19:00 - 20:00 102 0.75 252 0.75 265.50 4 20:00 - 21:00 142 0.75 173 0.75 236.25 Total 936.00
4 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 86 1 96 1 182.00 2 18:00 - 19:00 108 1 95 1 203.00 3 19:00 - 20:00 95 1 102 1 197.00 4 20:00 - 21:00 106 1 101 1 207.00 Total 789.00
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 8 1.2 10 1.2 21.60 2 18:00 - 19:00 8 1.2 8 1.2 19.20 3 19:00 - 20:00 5 1.2 8 1.2 15.60 4 20:00 - 21:00 6 1.2 10 1.2 19.20 Total 75.60
Light Commercial Vehicles Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 10 1.4 18 1.4 39.20 2 18:00 - 19:00 9 1.4 6 1.4 21.00 3 19:00 - 20:00 8 1.4 6 1.4 19.60 4 20:00 - 21:00 9 1.4 8 1.4 23.80 Total 103.60
Heavy Vehicles - Truck / Buses Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 18 3.7 12 3.7 111.00 2 18:00 - 19:00 19 3.7 21 3.7 148.00 3 19:00 - 20:00 18 3.7 22 3.7 148.00 4 20:00 - 21:00 17 3.7 26 3.7 159.10 Total 566.10
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 1 4 1 4 8.00 2 18:00 - 19:00 0 4 1 4 4.00 3 19:00 - 20:00 1 4 1 4 8.00 4 20:00 - 21:00 2 4 1 4 12.00 Total 32.00
TOTAL PCU COUNT FOR EVENING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 8.40
2 2 Wheeler 936.00
3 4 Wheeler 789.00
4 Auto Rickshaw 75.60
5 Light Commercial Vehicles 103.60
6 Heavy Vehicles - Truck / Buses 566.10
7 Tractors 32.00
Total 2,510.70
Total PCU per Hours for Evening Hours –2,510.70 /4 = 627.68
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1.5. Morning Hours Field Study (%Share) at 12 m wide road.
Time - 08:00 to 09:00
4% 1% 1% 2% Bicycle 2 wheeler 7% 4 wheeler Auto Rick 26% 59% LMV HV Tractors/trailors
Time - 09:00 to 10:00
5% 2% 2% Bicycle 2 wheeler 8% 4 wheeler
23% Auto Rick 60% LMV HV Tractors/trailors
Time - 10:00 to 11:00
3% 2% 6% Bicycle 5% 2 wheeler 4 wheeler
24% Auto Rick 61% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 11:00 to 12:00
2% 2% Bicycle 6% 7% 2 wheeler 4 wheeler Auto Rick 50% 31% LMV HV Tractors/trailors
Time - 08:00 to 12:00 5% 1% 1% 2% Bicycle 2 wheeler 7% 4 wheeler Auto Rick 26% 58% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1.6. Evening Hours Field Study (%Share) at 12 m wide road. Time 17:00 to 18:00 1% 1% 5% Bicycle 8% 5% 2 wheeler 4 wheeler 42% Auto LMV 39% HV Tractors/trailors
Time - 18:00 to 19:00
0% 2% 4% Bicycle 4% 8% 2 wheeler 4 wheeler Auto 50% 33% LMV HV Tractors/trailors
Time - 19:00 to 20:00 1% 1% Bicycle 5% 4% 7% 2 wheeler 4 wheeler Auto 52% 30% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 20:00 to 21:00
1% 1% 3% Bicycle 4% 9% 2 wheeler 4 wheeler 43% Auto LMV 39% HV Tractors/trailors
Time - 17:00 to 21:00 1% 1% 4% Bicycle 4% 8% 2 wheeler 4 wheeler 47% Auto
35% LMV HV Tractors/trailors
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1.7. Actual PCU Count for Morning Hours
MORNING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Hinjawadi Down - Towards Chandani Chowk Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 2 0.4 1 0.4 1.20 2 09:00 - 10:00 3 0.4 3 0.4 2.40 3 10:00 - 11:00 1 0.4 5 0.4 2.40 4 11:00 - 12:00 2 0.4 2 0.4 1.60 Total 7.60
2 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 157 0.75 78 0.75 176.25 2 09:00 - 10:00 162 0.75 68 0.75 172.50 3 10:00 - 11:00 127 0.75 90 0.75 162.75 4 11:00 - 12:00 68 0.75 65 0.75 99.75 Total 611.25
4 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 51 1 54 1 105.00 2 09:00 - 10:00 45 1 45 1 90.00 3 10:00 - 11:00 47 1 37 1 84.00 4 11:00 - 12:00 45 1 38 1 83.00 Total 362.00
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 12 2 17 2 58.00 2 09:00 - 10:00 16 2 13 2 58.00 3 10:00 - 11:00 11 2 10 2 42.00 4 11:00 - 12:00 8 2 8 2 32.00 Total 190.00
Light Commercial Vehicles Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 3 1.4 4 1.4 9.80 2 09:00 - 10:00 1 1.4 6 1.4 9.80 3 10:00 - 11:00 3 1.4 6 1.4 12.60 4 11:00 - 12:00 3 1.4 3 1.4 8.40 Total 40.60
Heavy Vehicles - Truck / Buses Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 9 3.7 8 3.7 62.90 2 09:00 - 10:00 10 2.2 9 2.2 41.80 3 10:00 - 11:00 11 3.7 8 3.7 70.30 4 11:00 - 12:00 12 3.7 7 3.7 70.30 Total 245.30
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 1 4 1 4 8.00 2 09:00 - 10:00 2 4 1 4 12.00 3 10:00 - 11:00 0 4 0 4 - 4 11:00 - 12:00 1 4 2 4 12.00 Total 32.00
TOTAL PCU COUNT FOR MORNING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 7.60
2 2 Wheeler 611.25
3 4 Wheeler 362.00
4 Auto Rickshaw 190.00
5 Light Commercial Vehicles 40.60
6 Heavy Vehicles - Truck / Buses 245.30
7 Tractors 32.00
Total 1,488.75
Total PCU per Hours for Morning Hours –1,488.75 /4 = 372.19
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.1.8. Actual PCU Count for Evening Hours EVENING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Hinjawadi Down - Towards Chandani Chowk Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 1 0.4 2 0.4 1.20 2 18:00 - 19:00 2 0.4 3 0.4 2.00 3 19:00 - 20:00 2 0.4 1 0.4 1.20 4 20:00 - 21:00 1 0.4 1 0.4 0.80 Total 5.20
2 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 40 0.75 71 0.75 83.25 2 18:00 - 19:00 54 0.75 78 0.75 99.00 3 19:00 - 20:00 41 0.75 101 0.75 106.50 4 20:00 - 21:00 48 0.75 58 0.75 79.50 Total 368.25
4 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 48 1 54 1 102.00 2 18:00 - 19:00 34 1 53 1 87.00 3 19:00 - 20:00 42 1 41 1 83.00 4 20:00 - 21:00 53 1 43 1 96.00 Total 368.00
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 6 1.2 7 1.2 15.60 2 18:00 - 19:00 5 1.2 6 1.2 13.20 3 19:00 - 20:00 7 1.2 5 1.2 14.40 4 20:00 - 21:00 4 1.2 6 1.2 12.00 Total 55.20
Light Commercial Vehicles Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 5 1.4 8 1.4 18.20 2 18:00 - 19:00 7 1.4 3 1.4 14.00 3 19:00 - 20:00 8 1.4 5 1.4 18.20 4 20:00 - 21:00 3 1.4 4 1.4 9.80 Total 60.20
Heavy Vehicles - Truck / Buses Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 12 3.7 8 3.7 74.00 2 18:00 - 19:00 11 3.7 10 3.7 77.70 3 19:00 - 20:00 10 3.7 9 3.7 70.30 4 20:00 - 21:00 9 3.7 12 3.7 77.70 Total 299.70
e{xtt V|ä|gxv{ cäàA _àw . 31
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors PCU Factor Total Sr. PCU Factor as Time as per % PCU No. Up ( A ) per % share Down ( C ) share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 1 4 1 4 8.00 2 18:00 - 19:00 0 4 0 4 - 3 19:00 - 20:00 1 4 2 4 12.00 4 20:00 - 21:00 1 4 1 4 8.00 Total 28.00
TOTAL PCU COUNT FOR EVENING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 5.20
2 2 Wheeler 368.25
3 4 Wheeler 368.00
4 Auto Rickshaw 55.20
5 Light Commercial Vehicles 60.20
6 Heavy Vehicles - Truck / Buses 299.70
7 Tractors 28.00
Total 1,184.55
Total PCU per Hour for Evening Hours –1,184.55 /4 = 296.14
e{xtt V|ä|gxv{ cäàA _àw . 32
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2. Weekend Day PCU Count:
3.2.1. Morning Hours Field Study (% Share) at 18 m wide Road : Time - 08:00 to 09:00 0% 1% 2% Bicycle 6% 2 wheeler 8% 4 wheeler Auto Rick 25% 58% Light Commercial Vehicle HV Tractors/trailors
Time - 09:00 to 10:00 2% 4% 1%1% Bicycle 6% 2 wheeler 4 wheeler 21% Auto Rick
65% Light Commercial Vehicle HV Tractors/trailors
Time - 10:00 to 11:00
0% 1% 3% Bicycle 5% 8% 2 wheeler 4 wheeler Auto Rick 26% 57% Light Commercial Vehicle HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 33
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 11:00 to 12:00 1% 3% 3% Bicycle 8% 6% 2 wheeler 4 wheeler Auto Rick 46% Light Commercial Vehicle 33% HV Tractors/trailors
Time - 08:00 to 12:00
0% 1% 2% Bicycle 6% 6% 2 wheeler 4 wheeler Auto Rick 25% 58% Light Commercial Vehicle HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 34
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2.2. Evening Hours Field Study (%Share) at 18 m wide road: Time 17:00 to 18:00 1% 1% Bicycle 6% 4% 6% 2 wheeler 4 wheeler Auto Rick 51% 31% Light Commercial Vehicle HV Tractors/trailors
Time - 18:00 to 19:00 3% 0% 2% Bicycle 3% 7% 2 wheeler 4 wheeler Auto Rick 32% 53% Light Commercial Vehicle HV Tractors/trailors
Time - 19:00 to 20:00 1% 3% 0% 2% Bicycle 6% 2 wheeler 4 wheeler
30% Auto Rick 57% Light Commercial Vehicle HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 35
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 20:00 to 21:00
3% 1% 3% Bicycle 3% 8% 2 wheeler 4 wheeler Auto Rick 31% 52% Light Commercial Vehicle HV Tractors/trailors
Time - 17:00 to 21:00 1% 2% 4% Bicycle 3% 7% 2 wheeler 4 wheeler Auto Rick 31% 53% Light Commercial Vehicle HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 36
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2.3. Actual PCU Count for Morning Hours
MORNING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Chadani Chowk & Kothrud Down - Towards Pune City & Katraj Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 3 0.4 2 0.4 2.00 2 09:00 - 10:00 4 0.4 4 0.4 3.20 3 10:00 - 11:00 2 0.4 3 0.4 2.00 4 11:00 - 12:00 5 0.4 5 0.4 4.00 Total 11.20
2 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 255 0.75 100 0.75 266.25 2 09:00 - 10:00 294 0.75 82 0.75 282.00 3 10:00 - 11:00 216 0.75 77 0.75 219.75 4 11:00 - 12:00 100 0.75 58 0.75 118.50 Total 886.50
4 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 94 1 58 1 152.00 2 09:00 - 10:00 73 1 48 1 121.00 3 10:00 - 11:00 88 1 43 1 131.00 4 11:00 - 12:00 72 1 41 1 113.00 Total 517.00
e{xtt V|ä|gxv{ cäàA _àw . 37
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 27 1.2 20 1.2 56.40 2 09:00 - 10:00 18 1.2 18 1.2 43.20 3 10:00 - 11:00 15 1.2 12 1.2 32.40 4 11:00 - 12:00 10 1.2 10 1.2 24.00 Total 156.00
Light Commercial Vehicles Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 4 1.4 7 1.4 15.40 2 09:00 - 10:00 2 1.4 9 1.4 15.40 3 10:00 - 11:00 5 1.4 10 1.4 21.00 4 11:00 - 12:00 5 1.4 6 1.4 15.40 Total 67.20
Heavy Vehicles - Truck / Buses Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 17 3.7 22 3.7 144.30 2 09:00 - 10:00 15 2.2 11 2.2 57.20 3 10:00 - 11:00 24 3.7 15 3.7 144.30 4 11:00 - 12:00 15 3.7 11 3.7 96.20 Total 442.00
e{xtt V|ä|gxv{ cäàA _àw . 38
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 1 4 1 4 8.00 2 09:00 - 10:00 2 4 1 4 12.00 3 10:00 - 11:00 0 4 0 4 - 4 11:00 - 12:00 1 4 1 4 8.00 Total 28.00
TOTAL PCU COUNT FOR MORNING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 11.20
2 2 Wheeler 886.50
3 4 Wheeler 517.00
4 Auto Rickshaw 156.00
5 Light Commercial Vehicles 67.20
6 Heavy Vehicles - Truck / Buses 442.00
7 Tractors 28.00
Total 2,107.90
Total PCU per Hour for Morning Hours –2,107.90 /4 =526.98
e{xtt V|ä|gxv{ cäàA _àw . 39
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2.4. Actual PCU Count for Evening Hours
EVENING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Chadani Chowk & Kothrud Down - Towards Pune City & Katraj
Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 2 0.4 3 0.4 2.00 2 18:00 - 19:00 3 0.4 4 0.4 2.80 3 19:00 - 20:00 3 0.4 2 0.4 2.00 4 20:00 - 21:00 5 0.4 5 0.4 4.00 Total 10.80
2 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 64 0.75 111 0.75 131.25 2 18:00 - 19:00 88 0.75 115 0.75 152.25 3 19:00 - 20:00 70 0.75 172 0.75 181.50 4 20:00 - 21:00 93 0.75 113 0.75 154.50 Total 619.50
4 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 51 1 57 1 108.00 2 18:00 - 19:00 64 1 57 1 121.00 3 19:00 - 20:00 62 1 67 1 129.00 4 20:00 - 21:00 63 1 60 1 123.00 Total 481.00
e{xtt V|ä|gxv{ cäàA _àw . 40
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 6 1.2 8 1.2 16.80 2 18:00 - 19:00 6 1.2 6 1.2 14.40 3 19:00 - 20:00 4 1.2 6 1.2 12.00 4 20:00 - 21:00 5 1.2 8 1.2 15.60 Total 58.80
Light Commercial Vehicles Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 7 1.4 13 1.4 28.00 2 18:00 - 19:00 7 1.4 5 1.4 16.80 3 19:00 - 20:00 6 1.4 5 1.4 15.40 4 20:00 - 21:00 7 1.4 6 1.4 18.20 Total 78.40
Heavy Vehicles - Truck / Buses Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 13 3.7 9 3.7 81.40 2 18:00 - 19:00 15 3.7 12 3.7 99.90 3 19:00 - 20:00 11 3.7 13 3.7 88.80 4 20:00 - 21:00 12 3.7 18 3.7 111.00 Total 381.10
e{xtt V|ä|gxv{ cäàA _àw . 41
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 1 4 1 4 8.00 2 18:00 - 19:00 0 4 1 4 4.00 3 19:00 - 20:00 1 4 1 4 8.00 4 20:00 - 21:00 2 4 1 4 12.00 Total 32.00
TOTAL PCU COUNT FOR EVENING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 10.80
2 2 Wheeler 619.50
3 4 Wheeler 481.00
4 Auto Rickshaw 58.80
5 Light Commercial Vehicles 78.40
6 Heavy Vehicles - Truck / Buses 381.10
7 Tractors 32.00
Total 1,661.60
Total PCU per Hour for Evening Hours –1,661.60 /4 = 415.40
e{xtt V|ä|gxv{ cäàA _àw . 42
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2.5. Morning Hours Field Study (% Share) at 12 m wide road: Time - 08:00 to 09:00 5% 1% 1% 2% Bicycle 8% 2 wheeler 4 wheeler 24% Auto Rick 59% Light Commercial Vehicle HV Tractors/trailors
Time - 09:00 to 10:00 1%2% 2% Bicycle 5% 2 wheeler 9% 4 wheeler Auto Rick 21% 59% Light Commercial Vehicle HV Tractors/trailors
Time - 10:00 to 11:00
0% 2% 3% Bicycle 6% 2 wheeler 7% 4 wheeler Auto Rick 22% 60% Light Commercial Vehicle HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 43
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 11:00 to 12:00
2% Bicycle 3% 5% 8% 2 wheeler 7% 4 wheeler Auto Rick 27% 48% Light Commercial Vehicle HV Tractors/trailors
Time - 08:00 to 12:00 1% 3% 3% Bicycle 6% 2 wheeler 8% 4 wheeler Auto Rick 23% 57% Light Commercial Vehicle HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 44
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2.6. Evening Hours Field Study (% Share) at 12 m wide road: Time 17:00 to 18:00 1% 2% Bicycle 6% 9% 2 wheeler 6% 4 wheeler 42% Auto Rick
35% Light Commercial Vehicle HV Tractors/trailors
Time - 18:00 to 19:00 1% 3% 4% Bicycle 5% 8% 2 wheeler 4 wheeler Auto Rick 49% 30% Light Commercial Vehicle HV Tractors/trailors
Time - 19:00 to 20:00 2% 2% 5% Bicycle 7% 5% 2 wheeler 4 wheeler Auto Rick 51% 29% Light Commercial Vehicle HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 45
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Time - 20:00 to 21:00
2% Bicycle 4% 9% 6% 5% 2 wheeler 4 wheeler
41% Auto Rick Light Commercial Vehicle 34% HV Tractors/trailors
Time - 17:00 to 21:00
1% 3% Bicycle 5% 8% 5% 2 wheeler 4 wheeler
46% Auto Rick Light Commercial Vehicle 32% HV Tractors/trailors
e{xtt V|ä|gxv{ cäàA _àw . 46
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2.7. Actual PCU Count for Morning Hours
MORNING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Hinjawadi Down - Towards Chandani Chowk
Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 2 0.4 1 0.4 1.20 2 09:00 - 10:00 3 0.4 3 0.4 2.40 3 10:00 - 11:00 1 0.4 4 0.4 2.00 4 11:00 - 12:00 5 0.4 5 0.4 4.00 Total 9.60
2 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 103 0.75 51 0.75 115.50 2 09:00 - 10:00 106 0.75 45 0.75 113.25 3 10:00 - 11:00 87 0.75 62 0.75 111.75 4 11:00 - 12:00 45 0.75 43 0.75 66.00 Total 406.50
4 Wheeler Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 08:00 - 09:00 31 1 32 1 63.00 2 09:00 - 10:00 27 1 27 1 54.00 3 10:00 - 11:00 31 1 25 1 56.00 4 11:00 - 12:00 27 1 23 1 50.00 Total 223.00
e{xtt V|ä|gxv{ cäàA _àw . 47
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw PCU Factor Total Sr. PCU Factor as Time as per % PCU No. Up ( A ) Down ( C ) per % share share [ ( A x B ) + ( C x D )] ( D ) ( B ) 1 08:00 - 09:00 9 2 13 2 44.00 2 09:00 - 10:00 12 2 10 2 44.00 3 10:00 - 11:00 9 2 8 2 34.00 4 11:00 - 12:00 6 2 6 2 24.00 Total 146.00
Light Commercial Vehicles PCU Factor Total Sr. PCU Factor as Time as per % PCU No. Up ( A ) Down ( C ) per % share share [ ( A x B ) + ( C x D )] ( D ) ( B ) 1 08:00 - 09:00 3 1.4 3 1.4 8.40 2 09:00 - 10:00 1 1.4 5 1.4 8.40 3 10:00 - 11:00 3 1.4 5 1.4 11.20 4 11:00 - 12:00 3 1.4 3 1.4 8.40 Total 36.40
Heavy Vehicles - Truck / Buses PCU Factor Total Sr. PCU Factor as Time as per % PCU No. Up ( A ) Down ( C ) per % share share [ ( A x B ) + ( C x D )] ( D ) ( B ) 1 08:00 - 09:00 7 3.7 6 3.7 48.10 2 09:00 - 10:00 7 3.7 7 3.7 51.80 3 10:00 - 11:00 8 3.7 6 3.7 51.80 4 11:00 - 12:00 9 3.7 5 3.7 51.80 Total 203.50
e{xtt V|ä|gxv{ cäàA _àw . 48
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors PCU Factor Total Sr. PCU Factor as Time as per % PCU No. Up ( A ) Down ( C ) per % share share [ ( A x B ) + ( C x D )] ( D ) ( B ) 1 08:00 - 09:00 1 4 1 4 8.00 2 09:00 - 10:00 1 4 1 4 8.00 3 10:00 - 11:00 0 4 0 4 - 4 11:00 - 12:00 2 4 2 4 16.00 Total 32.00
TOTAL PCU COUNT FOR MORNING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 9.60
2 2 Wheeler 406.50
3 4 Wheeler 223.00
4 Auto Rickshaw 146.00
5 Light Commercial Vehicles 36.40
6 Heavy Vehicles - Truck / Buses 203.50
7 Tractors 32.00
Total 1,057.00
Total PCU per Hour for Morning Hours –1,057.00 /4 =264.25
e{xtt V|ä|gxv{ cäàA _àw . 49
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2.8. Actual PCU Count for Evening Hours EVENING PEAK HOURS FLOW IN BOTH DIRECTION TOTAL PCU CALCULATION Up - Towards Hinjawadi Down - Towards Chandani Chowk
Bicycle Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D )
1 17:00 - 18:00 1 0.4 2 0.4 1.20 2 18:00 - 19:00 2 0.4 3 0.4 2.00 3 19:00 - 20:00 2 0.4 1 0.4 1.20 4 20:00 - 21:00 5 0.4 5 0.4 4.00 Total 8.40
2 Wheeler Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 26 0.75 47 0.75 54.75 2 18:00 - 19:00 36 0.75 51 0.75 65.25 3 19:00 - 20:00 28 0.75 69 0.75 72.75 4 20:00 - 21:00 32 0.75 38 0.75 52.50 Total 245.25
4 Wheeler Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 29 1 32 1 61.00 2 18:00 - 19:00 21 1 32 1 53.00 3 19:00 - 20:00 28 1 27 1 55.00 4 20:00 - 21:00 32 1 26 1 58.00 Total 227.00
e{xtt V|ä|gxv{ cäàA _àw . 50
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Auto Rickshaw Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 5 2 6 2 22.00 2 18:00 - 19:00 4 1.2 5 1.2 10.80 3 19:00 - 20:00 6 1.2 4 1.2 12.00 4 20:00 - 21:00 3 1.2 5 1.2 9.60 Total 54.40
Light Commercial Vehicles Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 4 2 6 2 20.00 2 18:00 - 19:00 5 1.4 3 1.4 11.20 3 19:00 - 20:00 6 1.4 4 1.4 14.00 4 20:00 - 21:00 3 1.4 3 1.4 8.40 Total 53.60
Heavy Vehicles - Truck / Buses Total Sr. Time PCU Factor as PCU Factor as PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 9 3.7 6 3.7 55.50 2 18:00 - 19:00 8 3.7 7 3.7 55.50 3 19:00 - 20:00 7 3.7 7 3.7 51.80 4 20:00 - 21:00 7 3.7 9 3.7 59.20 Total 222.00
e{xtt V|ä|gxv{ cäàA _àw . 51
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Tractors Total Sr. PCU Factor as PCU Factor as Time PCU No. Up ( A ) per % share Down ( C ) per % share [ ( A x B ) + ( C x D )] ( B ) ( D ) 1 17:00 - 18:00 1 4 1 4 8.00 2 18:00 - 19:00 1 4 0 4 4.00 3 19:00 - 20:00 2 4 1 4 12.00 4 20:00 - 21:00 1 4 2 4 12.00 Total 36.00
TOTAL PCU COUNT FOR EVENING HOURS:
Sr. No. Vehicle Type PCU Count
1 Bicycle 8.40
2 2 Wheeler 245.25
3 4 Wheeler 227.00
4 Auto Rickshaw 54.40
5 Light Commercial Vehicles 53.60
6 Heavy Vehicles - Truck / Buses 222.00
7 Tractors 36.00
Total 846.65
Total PCU per Hour for Evening Hours –846.65 /4 =211.66
e{xtt V|ä|gxv{ cäàA _àw . 52
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3.2. Summary of Total PCU Count
A] Week Day PCU Count per hour
On18 m wide Road:
Morning Hours PCU Count: 785.05
Evening Hours PCU Count: 627.68
On 12 m wide road:
Morning Hours PCU Count: 372.19
Evening Hours PCU Count: 296.14
B] Weekend Day PCU Count
On18 m wide Road:
Morning Hours PCU Count: 526.98
Evening Hours PCU Count: 415.40
On 12 m wide road:
Morning Hours PCU Count: 264.25
Evening Hours PCU Count: 211.66
e{xtt V|ä|gxv{ cäàA _àw . 53
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
4. STUDY OF LOAD ON CURRENT TRAFFIC
4.1 DURING CONSTRUCTION PHASE: (Phase Wise Construction is considered) With reference to the targeted date of completion of project, following table shows the PCU per hour for construction vehicles.
Total Total Sr. Vehicle PCU Operating Vehicle Type Vehicles PCUs per No. Count Factor Hours per hour hour
1 Bicycle 50 0.4 2 25 10.00
2 2 Wheeler 75 0.75 2 37.5 28.13
3 4 Wheeler 30 1 2 15 15.00
4 Auto Rickshaw 5 1.4 4 1.25 1.75
5 Light Commercial Vehicles 20 1.4 4 5 7.00 Heavy Vehicles - Truck / 6 Buses 70 2.2 5 14 30.80
7 Trailer 7 4 3 2.33 9.33 257 102.01 Total
Total PCU count per hour- 102.01
e{xtt V|ä|gxv{ cäàA _àw . 54
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
4.2 DURING POSSESSION PHASE: With reference to the targeted date of completion of project, following table shows the PCU per hour for after possession phase.
Total PCUs count per hour for
Total Vehicle PCU Operating Total Sr. No. Vehicle Type Vehicles Count Factor Hours PCUs per hour 1 Bicycle 2725 0.50 4 681.25 340.63 2 2 Wheeler 2725 0.75 4 681.25 510.94 3 4 Wheeler 4262 1.00 4 1065.50 1065.50 4 Auto Rickshaw 60 1.20 4 15.00 18.00 5 LMV 0 0.00 0 0.00 0.00 6 HV - Truck / Buses 20 2.20 4 5.00 11.00 7 School Buses 16 2.20 4 4.00 8.80 8 Trailer 0 0 0 0.00 0.00 Total 9772 1954.86
Total PCU count per hour-1954.86
Highlighted cells show outside vehicles which may come inside of premises for loading unloading.
e{xtt V|ä|gxv{ cäàA _àw . 55
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Project
Figure No.4.1.Development Plan
e{xtt V|ä|gxv{ cäàA _àw . 56
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
As site has two entry and exit internal vehicles will be go outside by these exits. Plan is enclosed for better understanding.
Assumptions
Assuming that only 5% cycles will go outside premises daily towards 18 mtr wide On an average 10 heavy vehicles will visit daily during peak hours. On an average 30 auto will visit daily during peak hours from 18 mtr wide road.
Vehicles from Building B1, B2, B3, B4, B5, A3 and A4 will go outside by 18 m wide road as its closer to them. Vehicles impacting on 18 m wide road will be as follows
On 18 m wide road
Total Vehicle PCU Operating Total Sr. No. Vehicle Type Vehicles Count Factor Hours PCUs per hour 1 Bicycle 70 0.50 4 17.50 8.75 2 2 Wheeler 1380 0.75 4 345.00 258.75 3 4 Wheeler 2137 1.00 4 534.25 534.25 4 Auto Rickshaw 30 1.20 4 7.50 9.00 5 LMV 0 1.40 4 0.00 0.00 6 HV - Truck / Buses 10 2.20 4 2.50 5.50 7 School Buses 8 2.20 4 2.00 4.40 8 Trailer 0 4.00 4 0.00 0.00 Total 3635 820.65
PCUs impacting on 18m wide road will be -820.65 PCUs/hr
Assumptions
Assuming that only 5% cycles will go outside premises daily towards 12 mtr wide On an average 10 heavy vehicles will visit daily during peak hours. On an average 30 auto will visit daily during peak hours from 12 mtr wide road.
Vehicles from Building B6, B7, B8, B9, B10, A1 and A2 will go outside by 12 m wide road as its closer to them. Vehicles impacting on 12 m wide road will be as follows
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
On 12 m wide road
Total Vehicle PCU Operating Total Sr. No. Vehicle Type Vehicles Count Factor Hours PCUs per hour 1 Bicycle 71 0.50 4 17.75 8.88 2 2 Wheeler 1345 0.75 4 336.25 252.19 3 4 Wheeler 2125 1.00 4 531.25 531.25 4 Auto Rickshaw 30 1.20 4 7.50 9.00 5 LMV 0 1.40 4 0.00 0.00 6 HV - Truck / Buses 10 2.20 4 2.50 5.50 7 School Buses 8 2.20 4 2.00 4.40 8 Trailer 0 4.00 4 0.00 0.00 Total 3589 811.21
PCUs impacting on 12 m wide road will be -811.21 PCUs/hr
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
5. CONCLUSION
5.1 LEVEL OF SERVICES AS PER IRC: 106-1990 a) Level of Services definition generally describes these conditions in terms of factors such as speed and travel time, freedom to manpower, traffic interruption, comfort and convenience and safety. Six levels of services are commonly designated from A to F with level of services. A representing the best operating condition (i.e. free flow) and level of service F represent the worst (forced or breakdown). Following graphs indicates the different level of services:
Figure No.5.1 Graph for different Level of Services
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
With reference to the above graph, we can conclude to the following table:
Table 5.1. Different Level of Services
Sr. No. Existing Volume / Capacity Ratio Level of Services 1 0.0 to 0.2 "A" – Excellent 2 0.2 to 0.4 "B" - Very Good 3 0.4 to 0.6 "C" – Good 4 0.6 to 0.8 "D" – Fair 5 0.8 to 1.0 "E" – Poor
5.2 RESULT OF ‘GANGA LEGEND” OF GOEL GANGA GROUP
Following is the result of study executed to analyze the traffic flow.
5.2.1. PCUs Count:
I) Actual Field Study On current Traffic condition maximum PCU are
18 m wide road
Maximum PCU Count: 785 PCUs/hr (Morning)
12 m wide road
Maximum PCU Count: 372 PCUs/hr (Morning)
II) PCUs during Construction Phase - Hourly PCUs likely to make impact on current traffic during construction phase per hour = 102.01 Assuming vehicles will impact on 12 m wide road as it is direct connecting to site from external main road.
Total Volume= Maximum of Peak Hours PCUs (Morning vs. Evening) + PCUs during Construction =372+102.1 =474.1 PCUs/hr e{xtt V|ä|gxv{ cäàA _àw . 60
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
III) After possession PCUs: 18 m wide road:
Total Volume= Maximum of Peak Hours PCUs (Morning vs. Evening) + PCUs after possession Phase = 785+820.65 = 1,600.46
On 12 m wide road:
Total Volume= Maximum of Peak Hours PCUs (Morning vs. Evening) + PCUs after possession Phase =372+ 811.21 = 1,183.21
5.2.2. V/C Ratio Calculation:
A) V/C ratio for current Traffic condition-
V/C Ratio - V/C ration is defined as the ratio of existing volume vs. capacity of the item.
Capacity of Road (As per IRC: 106-1990) 18 m wide Road-3600 PCUs/hr 12 m wide Road-2400 PCUs/hr
V/C Ratio
For 18 m wide road
=785 /3600
=0.22 (Very Good)
For 12 m wide road
=372/2400
=0.16 (Excellent)
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
B) V/C ratio During Construction Phase
PCUs during Construction Phase-
For 12 m wide road (as vehicles will impacting on 12m wide road)
=474.1 /2400
=0.20 (Very Good)
C) V/C Ratio after completion of Project For 18 m wide road
=1,600.46 /3600
=0.45 (Good)
For 12 m wide road
=1,183.21 /2400
=0.49 (Good)
D) Anticipated V/C Ratio for years 3, 6, 9 and 12 years resp. (Incremental 10% growth is assumed) Incremental Road Sr. No. Road BAU Total V/C Ratio PCUs Category 1 Scenario after 3 Years 12 mtr wide 409.20 811.21 1220.41 0.51 Good 18 mtr wide 863.50 820.65 1684.15 0.47 Good
2 Scenario after 6 Years 12 mtr wide 450.12 811.21 1261.33 0.53 Good 18 mtr wide 949.85 820.65 1770.50 0.49 Good
3 Scenario after 9 Years 12 mtr wide 495.13 811.21 1306.34 0.54 Good 18 mtr wide 1044.84 820.65 1865.49 0.52 Good
4 Scenario after 12 Years 12 mtr wide 544.65 811.21 1355.86 0.56 Good 18 mtr wide 1149.32 820.65 1969.97 0.55 Good
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Steps to be Taken by PP for smooth flow of traffic during construction phase:-
1. PP shall appoint traffic man at entry and exit point to insure the smooth traffic movement.
2. PP shall try to avoid the agricultural trailers/heavy vehicles to flow on the road during peak traffic hours.
3. PP shall ensure sufficient parking inside the site premises during the construction phase for staff as well as visitors.
4. PP shall encourage the staff of contractor and self to use public transport.
5. PP shall maintain the traffic signage within the premises wherever required.
6. As far as possible PP shall maintain the two different lanes for up and down direction for flows of vehicles during construction phase within site premises.
7. PP shall strictly avoid the use of phone calls during driving within and outside premises.
8. PP shall ensure that the stacking of material which takes more time for unloading should have in some different area within the site premises so as to avoid waiting of other vehicles.
9. PP shall ensure that every resident from project have a card so that they can be released without checking from security gate and barricades which make traffic movement smooth.
10. PP shall ensure that no construction activity related vehicles shall be allow to enter within premises during peak hours, say morning 9.00 to 11.00 and evening 6.00 to 8.00.
11. PP shall identify a separate parking area outside premises to park construction vehicles so that there should not be any disturbance in external traffic flow as well as internal traffic flow.
12. PP shall use the 45 m wide road as an alternative to allow entry of constructional vehicles from other side of project.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
6. INTERNAL TRAFFIC MOVEMENT
Internal Traffic Movement of Proposed Project and Proposed Signages
This is a proposed plan of “Ganga Legend” and we are studying the internal traffic flow within this project. In traffic movement first of all we have to check out that what kind of buildings is available, what are the different structures are present like residential apartments, commercial areas, schools, hospitals and many more things.
When we study about this proposed project we observe that only residential buildings with two club house. For internal vehicular movement there is 12m wide road. At junction point i.e. at the point of chowk proper speed breakers are provided which helps in avoiding the accidents due to fast moving vehicles. At the entry gate of every building boom barriers are provided so that it will be helpful for checking of vehicles and avoiding unexpected things.
This project has some of sharp curves as well as smooth curves which may confuse the driver of respective vehicle. So to avoid this confusion concave mirror has been provided at most of curve. In residential building areas board of “speed limit up to 10km/hr” has been posted. This poster is helpful because in residential areas children’s used to play and if a driver drive vehicle in high speed so it may hurt kids as well as the driver. Discussing about the heavy traffic timing of these buildings we can’t judge such fix timing but then also these areas like residential buildings will be quite crowded in the morning from7 to 11 and in the evening four hours from 6.30 to 10.30 as all offices timing include this time zone. Residential areas also have senior citizens and house wives so for some work they might go out of their respective house in the afternoon and evening but traffic flow will be very less. So in short we can say that residential areas have heavy traffic four hours in the morning and four hours in the evening.
Entry gate has boom barrier for proper checking and concave mirror as well for avoiding confusions of vehicles at turns
Every corner of the project is well in reach of fire tender, minimum turning radius of road is 9 m. Please refer below the road network plan:
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Figure No.6.1.Fire Tender Movement Plan
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Figure No.6.2.Swept Path Analysis for Site e{xtt V|ä|gxv{ cäàA _àw . 66
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
ROAD NETWORK PLAN & SRATEGIES EMPLOYED IN SAFE ROAD DESIGNING FOR PEDETRIANS
In this proposed plan of Ganga Legend, road network has been designed in proper and comfortable manner by considering each and every kind of person using these roads. Just now we had seen about the road constructions and traffic flow of this project now we will be studying the safe and comfortable pedestrian network.
In studies we observe that proper track of footpath with comfortable design has been provided. Along with the roads where vehicles used to move a separate track for the senior citizens and for the people going across the road has maintained so that it will not harm or cause any kind of accidents for the pedestrians. Normally due to lack of separate track for the pedestrian people use roads where vehicles with high speed moves, which turn into collision of high speed vehicle and the person walking across the road. And second thing is that use of main road by pedestrians gives difficulty to driver of the vehicles at turns and through the length of road as well. So to avoid this we will provide separate tracks for the pedestrians at different places.
Also provided zebra crossing at each chowk for the passengers which give them a proper track to cross the road. Boom barriers are also provided at entry levels which minimize the speed of vehicle as well as for checking purpose.
For safety of pedestrian fallowing safety measures are provided in project.
• Speed breakers to ensure the speed limits to be controlled on the road crossings so as to allow safe road crossing to the pedestrians. • Signals shall be provided wherever required for pedestrians to cross the road from one side to another side. • Zebra crossing of 3000 mm is provided. • PP shall ensure the separate footpaths throughout the road network. Please refer the section of road. • Level difference between the road and foot path shall be well maintained. e{xtt V|ä|gxv{ cäàA _àw . 67
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
• PP shall provide the concave mirror wherever there are sharp turnings. • Cycle tracks shall be very well separated from other vehicular movement. • Traffic signages shall be maintained. • PP shall handover trained and dedicated staff to final project authority who will manage and look after all the internal traffic related activities, i.e. speed limit of vehicles, blow horn etc. The agency shall also ensure that there must be no hawker within the premises other than authorized shops in commercial area.
Figure No.6.3.Indicative Footpath Layout
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
ROAD SECTION:
Figure No.6.4.Indicative Road Section
Also at junction, proper speed breakers are provided which helps in avoiding the accidents due to fast moving vehicles. At the entry gate of every building boom barriers are provided so that it will be helpful for checking of vehicles and avoiding unexpected things.
This project has some of sharp curves as well as smooth curves which may confuse the driver of respective vehicle. So to avoid this concave mirror has been provided at most curve. In residential building areas, shopping areas like commercial towers roads, bungalows, villas board of “speed limit up to 10km/hr” has been posted. This poster is helpful because in residential areas children’s used to play and if a driver drive vehicle in high speed so it may hurt kids as well as the driver.
Public Transport in and around Project: Bavdhan is well connected to Kothrud, Paud Road, Baner, Aundh, Pashan, University circle, Sus village via excellent roads. The train station is about 10 km away (20 mins) and the
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
airport about 19km away (35-40 mins). Sutarwadi, Abhinav College and Bavdhan village are the major stops for PMPML buses that cater to passengers. Direct buses are available from these stops to Deccan Gymkhana, Marketyard and Pune Station.
Measures To Be Taken During Operation Phase-
∑ As per daily movement of vehicle from site from Pune and other locality includes 4262 nos. of 4W,2725 nos. of 2W, 2725 nos. of cycles. As per study of actual traffic and anticipated v/c ratios it is clear that will not be any traffic jam due to project and Even if to avoid emergency traffic jams fallowing measures are recommended during operation phase. 1. Separate entry and exit for vehicles. There is already provision for separate gates for entry and exits
2. The vehicles bringing utility raw materials need to be regulated and managed by the project in such a way that the impact during peak hours of traffic remains minimum.
3. At entry and exit gates there will be worker for managing traffic during peak hours.
4. People will be encouraged to park their vehicles on provided parking areas only.
5. Entry of vehicles into the site will be properly managed to avoid queuing on the road outside.
6. Visitor’s parking will be close to main gate house from wherein they need to walk to main access zone.
7. Internal signages plan showing the locations of traffic signages like speed limit etc. with location of concave mirrors.
8. It will be ensured that all fleet vehicles comply with environmental regulations with regards emission and noise.
9. Strictly compliance in accordance with delineated in the Traffic Management Plan
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Traffic Volume Diagram at Entry and Exit
At 18 m wide Road
At 12 m wide Road
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Figure No.6.5.Connection to Ecternal service road
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
At Exit on service road PP has plan to provide following
1. Extra lanes on both the sides of road which moves traffic/vehicles smoothly at turning. 2. PP will provide concave mirriors. 3. PP will provide speed breakers near the exit and entry points which prevent vehicles from over speeding. 4. PP also has plan to provide lights or signals at exit points. 5. At entry and exit gates there will be worker for managing traffic during peak hours.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
7. STUDY OF PROJECT SURROUNDING (In 0.5 km radius)
Below diagram shows the site surrounding in 0.5 km radius. From below image it is clear that the project surrounding area is purely residential area. It does not have any commercial or industrial area in 0.5 km radius.
Also there are not any religious places near the site.
Figure No.7.1. 0.5 km radius around the project.
In surrounding area it has following residential projects.
1.DSK Ranwara
2.High classresidency
3.Pinnacle Gulmohar
4.Viva Hallmark e{xtt V|ä|gxv{ cäàA _àw . 74
Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
5.Pentium Elite
6.Sai kamal Residency etc.
All above projects are completed and operated. So traffic from these already covered in traffic survey.
From above we conclude following
1. Surrounding area is purely residential. Also surrounding area is already developed. So there are very little changes of traffic congestions as current survey have covered vehicles from surrounding building and v/c ratios fits in very good category for current conditions. 2. It does not have any commercial or industrial area in 0.5 km radius. So there will not be any external vehicles. It reduces changes of congestions. 3. Also there are not any religious places near the site. So changes of traffic congestions get reduced
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
8. STUDY OF PROJECT SURROUNDING (In 05 km radius)
Figure No.8.1. 5 km radius around the project.
Project surrounding area in 5 km have major areas as
1. Cummins Company
It is directlt connected Karve Raod and Kothrud Depo(via DP raod).Company is about 7.9 km from project site.So it will not affect project any extent.
2. Mahatma Society. It is connected to DP road which connects it to Karve road. It is about 5.2 km from site by road.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
3. Oxford Golf Resort It is connected to Mumbai-Bangalore highway by service road. So it will not affect project site. 4. Bhugaon Bhugaon is directly connected to Chandani Chowk by Bhygaon road. From there it connects to other parts of city like Kothrud and Warje. From Chandani chowk it connects to Mumbai-Bangalore highway. 5. Kothrud Kothrud lies well within city.It is connected to city by Paud road.Traffic from this area will affect the project as traffic from this areais diverted mostly to Pune city and remaining will be on Mumbai Bangalore highway which is due to working people in hinjawadi and Baner area.Vehicles from this area will not divert to our site as per land use pattern as its fully residential. Also surrounding area does not house any commercial or industrial area. 6. Baner Baner is connected by two roads.One is Mumbai Bangalore highway and other is Baner road.It houses many IT companies.But it is directly connected to city by Baner road.Major vehicles come in this area by Baner road.So it will affect our site.
Around 60% area in 5 km radius is hilly area so there will not be any development in this area.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
9. TRIP GENERATION 1. Trip Generation ° Trip generation is estimated peak hour and daily traffic daily site traffic volumes for a particular land use. ° Involves development of relationships between vehicle trips and land use characteristics
2. Trip Generation Used for ° To calculate vehicle traffic generated for particular land as per land use pattern ° Regional study as per socio economic scenario. ° Useful for zoning and planning applications. ° Sizing of transportation system ° To calculate traffic impact on environment due to noise and emissions.
3. Trip Generation Analysis Trip Generation Analysis is of two types 1. Trip production analysis 2. Trip attraction analysis
1. Trip production analysis: Trip production refers to trip generated by residential zones where this trip may be trip origin or trip destinations. It includes trip from home to work place /school or work place to home.
2. Trip attraction analysis: Trip attraction refers to trip generated by activities at non home end of trips Trip broadly classified in two types
1. Home based trip: These are those trips which have house at one end 2. Non-home based trips:
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
These are those trips between work place and shopping area, business trips between two activity centres etc.
Definition
House hold: These are group people living together related or unrelated taking their meals together. Eg.House,hotels,rescue homes,ashrams,orphanage etc.
Home based trips classified as follows
Regular Trips- a. Work trips b. Educational trips
Irregular trips- a. Shopping trips b. Personal business trips c. Work related business trips d. Social /recreational trips
Typical example of trip distribution
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
W- Workplace R-Residential area S-Shopping
Trip generated will be a follows a,b-Home based trips c,d-Non-home based trips e,f-home based trips g,h-Home based trips
3. Modelling of Trip Production Processing of trips produced by households to the factors influencing trip production by appropriate analytical technique is termed as modelling trip production. Modelling trip generation involves relating a dependent variables(trip production) to the set of independent variables. Variables that affect trip generations are as - i. Household size and composition( age ,sex ,education) ii. No. of employed persons iii. No. of student iv. Household income v. Vehicle ownership
Regression Analysis Method is commonly used for trip generation modelling.
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
4. Trip Generation for Site As per land use pattern it is residential land use. As per ITE manual trip generation factor is 0.62 So total trip from site will be On 18 m wide road So total trip from site will be Cars-2137X0.62=1325 Scooters-1380X 0.62=856 Cycles-70X0.62=44 PCUs count as follows Vehicle PCU Operating Total Vehicles Sr. No. Vehicle Type Total PCUs Count Factor Hours per hour 1 Bicycle 44 0.5 4 11.00 5.50 2 2 Wheeler 856 0.75 4 214.00 160.50 3 4 Wheeler 1325 1 4 331.25 331.25 4 Auto Rickshaw 30 1.2 4 7.50 9.00 5 LMV 0 0 0 0.00 0.00 6 HV - Truck / Buses 10 2.2 4 2.50 5.50 7 School Buses 8 2.2 4 2.00 4.40 8 Trailer - - - - 0.00 Total 2273 516.15 Total PCUs on 18m wide road-516.15+785=1301.15 On 12 m wide road So total trip from site will be Cars-2125X0.62=1318 Scooters-1345X 0.62=834 Cycles-70X0.62=44 PCUs count as follows Total Vehicle PCU Operating Sr. No. Vehicle Type Vehicles per Total PCUs Count Factor Hours hour 1 Bicycle 44 0.5 4 11.00 5.50 2 2 Wheeler 834 0.75 4 208.50 156.38 3 4 Wheeler 1318 1 4 329.50 329.50 4 Auto Rickshaw 30 1.2 4 7.50 9.00 5 LMV 0 0 0 0.00 0.00 6 HV - Truck / Buses 10 2.2 4 2.50 5.50 7 School Buses 8 2.2 4 2.00 4.40 8 Trailer - - - - 0.00 Total 2244 510.28
Total PCUs on 12m wide road-510.28+372=882.28
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
5. V/c Ratios for Project site Case-1 (PCUs as per normal vehicle distribution)
Anticipated V/C Ratio for years 3, 6, 9 and 12 years resp. (Incremental 10% growth is assumed for every 3 years)
Incremental Road Sr. No. Road BAU Total V/C Ratio PCUs Category 1 Scenario after 3 Years 12 mtr wide 409.20 811.21 1220.41 0.51 Good 18 mtr wide 863.50 820.65 1684.15 0.47 Good
2 Scenario after 6 Years 12 mtr wide 450.12 811.21 1261.33 0.53 Good 18 mtr wide 949.85 820.65 1770.50 0.49 Good
3 Scenario after 9 Years 12 mtr wide 495.13 811.21 1306.34 0.54 Good 18 mtr wide 1044.84 820.65 1865.49 0.52 Good
4 Scenario after 12 Years 12 mtr wide 544.65 811.21 1355.86 0.56 Good 18 mtr wide 1149.32 820.65 1969.97 0.55 Good
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Case-2 (PCUs as per normal vehicle distribution) Anticipated V/C Ratio for years 3, 6, 9 and 12 years resp. (Incremental 7% growth is assumed for every year) Incremental Road Sr. No. BAU Total Road PCUs V/C Ratio Category
Scenario after 3 Years 12 Mtr 455.72 811.21 1,266.93 0.53 Good 1 18 mtr 961.66 820.65 1,782.31 0.50 Good
Scenario after 6 Years 2 12 Mtr 558.28 811.21 1,369.49 0.57 Good 18 mtr 1178.07 820.65 1,998.72 0.56 Good
Scenario after 9 Years 3 12 Mtr 683.92 811.21 1,495.13 0.62 Fair 18 mtr 1443.19 820.65 2,263.84 0.63 Fair
Scenario after 12 Years 12 Mtr 837.83 811.21 1,649.04 0.69 Fair 4 18 mtr 1767.97 820.65 2,588.62 0.72 Fair
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Case-3 (PCUs As per trip generation) Anticipated V/C Ratio for years 3, 6, 9 and 12 years resp. as per trip generation (Incremental 10% growth is assumed for every 3 years) Proposed Incremental Total Road Sr. No. Road PCUs After V/C Ratio PCUs PCUs Category Ganga Legend Scenario after 3 Years
12 Mtr 409.20 516.15 925.35 0.39 Good 1 18 mtr 863.50 510.28 1,373.78 0.38 Good
Scenario after 6 Years
2 12 Mtr 450.12 516.15 966.27 0.40 Good 18 mtr 949.85 510.28 1,460.13 0.41 Good
Scenario after 9 Years
3 12 Mtr 495.13 516.15 1,011.28 0.42 Good 18 mtr 1044.84 510.28 1,555.12 0.43 Good
Scenario after 12 Years
4 12 Mtr 544.65 516.15 1,060.80 0.44 Good 18 mtr 1149.32 510.28 1,659.60 0.46 Good
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Traffic Analysis of “Ganga Legend” for Goel Ganga Group, At Bavdhan,Ta.Mulshi, Pune
Case-4 (PCUs As per trip generation)
Anticipated V/C Ratio for years 3, 6, 9 and 12 years resp. as per trip generation (Incremental 7% growth is assumed for every year) Proposed PCUs Incremental Total Road Sr. No. Road After Ganga V/C Ratio PCUs PCUs Category Legend Scenario after 3 Years 12 Mtr 455.72 516.15 971.87 0.40 Good 1 18 mtr 961.66 510.28 1,471.94 0.41 Good
Scenario after 6 Years 2 12 Mtr 558.28 516.15 1,074.43 0.45 Good 18 mtr 1178.07 510.28 1,688.35 0.47 Good
Scenario after 9 Years 3 12 Mtr 683.92 516.15 1,200.07 0.50 Good 18 mtr 1443.19 510.28 1,953.47 0.54 Good
Scenario after 12 Years 12 Mtr 837.83 516.15 1,353.98 0.56 Good 4 18 mtr 1767.97 510.28 2,278.25 0.63 Fair
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CONCLUSION :
On the basis of actual field study carried out and considering the strength/capacity fo the sanctioned roads, it seems that there won't be any traffic jam in the surrounding area for at least next 12 years ( With reference to above v/c ratio table ). The anticipated development has been taken care during the study carried out on the basic assumption of the parking statement, which shall be as per the norms. The study also includes the management plan for internal traffic movement which includes strategies considered for safe movement of pedestrian at any point of time at any location. This also includes the foot path for pedestrians. The study covers following poins :
° Study external surrounding roads with reference to IRC guideline and in form of V/c Ratios is carried out which fits into good category. ° Road Gemoetry is studied, which had some limitations. ° Internal traffic movement plant is pepared which includes following o Internal signages plan showing the locations of traffic signages like blow horn, no horn, speed limit etc along with location of boom barrier, concave mirrors etc. o Steps taken for safe pedestrian movement. o Road sections are attached along with cycle track and foot path.
Based on the study carried out and data attached, the report is submitted for your kind approval of project for traffic impact study.
M/s. Rheaa CiviTech Pvt. Ltd.
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RHEAA CIVITECH PVT. LTD.
ROAD GEOMETRY AND TRAFFIC VOLUME REPORT FOR GOEL GANGA GROUP
Project: “Ganga Legend”at Bavdhan Ta.Mulshi,Pune
Road Geometry and Traffic Volume Report of “Ganga Legend for Goel Ganga Group,At Bavdhan,Ta.Mulshi,Pune
Contents
Index Description Page No
1 Introduction 1
2 Traffic Analysis 1
Alignment 2
Profile 4
Cross Section 8
3 Reasons for Maximum Road Accidents 10
4 Road Network 11
5 Traffic Volume Diagrams 12
6 Decongestion Measures During Operation Phase 13
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Road Geometry and Traffic Volume Report of “Ganga Legend for Goel Ganga Group,At Bavdhan,Ta.Mulshi,Pune
List of Figures
Fig. No. Description Page No
2.1 Type of Road Alignment 2
2.2. Site Road Alignment 3
2.3. Site Location 4
2.4. Types of Road Profile 5
2.5 Site Road Profile 6
2.6. Horizontal Alignment of Site Roads 7
2.7. Site Road Lanes 9
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
Road Geometry and Traffic Volume Report
1. Introduction:
Bavdhan is suburb of Pune, India. It is located off the Mumbai-Bangalore national highway, by-passing Pune city. Bavdhan road serves as the main approach road for Mumbai- Pune expressway and near Chandani Chowk. Bavdhan is bordered by Pashan in north, Sus village on west, NDA reserved forest area in south and Kothrud in east. Bavdhan is mostly a residential suburb of Pune and is very fast-growing in the last one decade. The suburb is nestled amidst three hills on its south, east and west and the scenic Pashan Lake in the north. Springs flowing down from the hills create a small river - Ramnadi - which flows from south to north and empties its water into Pashan Lake. Ramnadi divides Bavdhan into 2 sub-areas - Khurd and Budruk, Khurd being on the eastern side of the river and Budruk being on the western side.
Bavdhan has seen gradual growth in the form of planned development. It is strategically located on NDA Road, the centre of Aundh and Kothrud - both well-developed suburbs free from illegal development and encroachment . The area is easily accessible from Mumbai as well the main city. Hinjawadi IT Park is within ready commuting distance from Bavdhan, being just 20 minutes away via the highway.
Our current site is located in Bavdhan. The nearest railway station is Shivajinagar station from Bavdhan and the nearest bus stand is the Shivajinagr bus stand. Along with these, Bavdhan is connected to Pune Railway station and bus stand. The Pune Railway station is about 13 kilometers from Bavdhan while the Pune International Airport at Lohegaon is about 19.2 kilometers away 2. Traffic Analysis:
The peak timing for this road traffic is morning and evening as people staying in this locality belongs to working class and project is located Bavdhan .Geometric design of roads is the branch of highway engineering concerned with the positioning of the physical elements of the roadway according to standards and constraints. e{xtt V|ä|gxv{ cäàA _àw ECDI@DJ . : 1
Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
The basic objectives in geometric design are to optimize efficiency and safety while minimizing cost and environmental damage. Geometric design also affects an emerging fifth objective called "livability," which is defined as designing roads to foster broader community goals, including providing access to employment, schools, businesses and residences, accommodate a range of travel modes such as walking, bicycling, transit, and automobiles, and minimizing fuel use, emissions and environmental damage. There are different parts that have to be considered in the geometrical study of a road like • Alignment • Profile • Cross Section
‹ Alignment:
Alignment is the route of the road, defined as a series of horizontal tangents and curves.
The profile is the vertical aspect of the road, including crest and sag curves, and the straight grade lines connecting them.
Fig.2.1:Type of Road Alignment
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
Fig.2.2. Site Road Alignment
The cross section shows the position and number of vehicle and bicycle lanes and sidewalks, along with their cross slope or banking. Cross sections also show drainage features, pavement structure and other items outside the category of geometric design. For Bavdhan we have go Pashan. We can reach Bavdhan by Pashan road and also by old Mumbai Highway. When we talk about Old Mumbai Highway we observe that there is proper consistency. That’s why we are able to see proper alignment of road with appropriate horizontal tangents and curves. The tangent is nothing but a line joining road sides which makes the road uniform and smooth so that a person driving a vehicle feels easy going path. And moreover there is no any kind of sharp curves as well. While considering the turns proper radius of turns have been maintained menace no any steep curve. This helps a lot in avoiding situations of accidents. When driver drives a vehicle he can’t prejudge about the curves and speed of vehicle can’t be controlled at sharp curves which lead to lots of accidents, but on road of this project side there are no sharp turns, so lesser chances of accidents.
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
In Bavdhan roads are designed in conjunction with design guidelines and standards. These are adopted by state and national authorities. Design guidelines take into account speed, vehicle type, road grade (slope), view obstructions, and stopping distance. With proper application of guidelines, along with good engineering judgment, an engineer can design a roadway that is comfortable, safe, and appealing to the eye.
‹ Profile:
Next part that include under road geometry is profile of road. It consists of road slopes, called grades, connected by parabolic vertical curves. Vertical curves are used to provide a gradual change from one road slope to another, so that vehicles may smoothly navigate grade changes as they travel
Fig.2.3. Site Location
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
Fig.2.4.Types of Road Profile
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
Fig.2.5.Site Road Profile
Sag vertical curves are those that have a tangent slope at the end of the curve that is higher than that of the beginning of the curve. When driving on a road, a sag curve would appear as a valley, with the vehicle first going downhill before reaching the bottom of the curve and continuing uphill or level.
Crest vertical curves are those that have a tangent slope at the end of the curve that is lower than that of the beginning of the curve. When driving on a crest curve, the road appears as a hill, with the vehicle first going uphill before reaching the top of the curve and continuing downhill.
When we talk about the road of Bavdhan we observe that there are no hilly areas. Hilly area meance there should be some kind of ups and downs included in road. And these ups downs will be filled up with the slopes. So in short there are not different kinds of slopes are present in Bavdhan area. There are not ups and downs on the road so this will not affect on sight of driver of any vehicle. Due to ups and downs the light intensity of the vehicle will get affected as the e{xtt V|ä|gxv{ cäàA _àw ECDI@DJ . : 6
Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
area covered will be some times short and sometimes long so the driver have to be very careful regarding this problem. In the night time due to improper sight driver can’t judge that what is there in front of it and he can’t judge about the distance between himself and the object in front of him. This situation leads to accidents. As if the light intensity of vehicle needed will be appropriate so that no any problem will cause due to low intensity or improper visibility which leads to safe driving and less accidents. Also this leads to disturbed drainage lines. As we have seen that due to slopes and hilly areas road drainage line disturbs which leads to improper draining of water and accumulation of water at 1 stage leading to bike slips. But as we have seen there are not any kinds of slopes on Bavdhan site, so this will not affect on the driver sight and will not cause accidents.
Fig.2.6. Horizontal Alignment of Site Roads Horizontal alignment in road design consists of straight sections of road, known as tangents, connected by circular horizontal curves. Circular curves are defined by radius (tightness) and deflection angle (extent). The design of a horizontal curve entails the determination of a minimum radius (based on speed limit), curve length, and objects obstructing the view of the driver.
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
Using AASHTO standards, an engineer works to design a road that is safe and comfortable. If a horizontal curve has a high speed and a small radius, an increased super elevation (bank) is needed in order to assure safety. If there is an object obstructing the view around a corner or curve, the engineer must work to ensure that drivers can see far enough to stop to avoid an accident or accelerate to join traffic.
‹ Cross Section:
The cross section of a roadway can be considered a representation of what one would see if an excavator dug a trench across a roadway, showing the number of lanes, their widths and cross slopes, as well as the presence or absence of shoulders, curbs, sidewalks, drains, ditches, and other roadway features.
• Lane width
The selection of lane width affects the cost and performance of a highway. Typical lane widths range from 3 metres (9.8 ft) to 3.6 metres (12 ft). Wider lanes and shoulders are usually used on roads with higher speed and higher volume traffic, and significant numbers of trucks and other large vehicles. Narrower lanes may be used on roads with lower speed or lower volume traffic.
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
Fig.2.7: Site Road Lanes
The geometry of a road influences its safety performance. While studies of contributing factors to road accidents show that human factors predominate, roadway factors are the second most common category, with vehicle factors last. So overall it shows that the Bavdhan site road is totally safe for travelling as not much traffic, none of slopes and proper drainage linings and due to proper lane width and four lanes with footpaths on both sides there is not any possibility of causing traffic and accidents. The geometric design of roads is the branch of highway engineering concerned with the positioning of the physical elements of the roadway according to standards and constraints.
Cross-sectional geometry properties affect vehicle stability and road width requirements. These two factors do interact. A driver has a better chance of recovering from a loss of control if he or she has more road width available. Conversely leaving the seal surface because of inadequate seal width is less likely to lead to a loss-of-control event if the shoulder is level with the road surface and does not drop away suddenly.
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
If an evasive manoeuvre involves the vehicle crossing the centerline of the road, it is likely that the cross-slope due to road camber will worsen the vehicle's dynamic performance on both turns; the greater the camber the greater the degradation. The increase could be as much as a 7% change in crash risk per 1% change in camber but it was noted that there are relatively few crashes recorded for this type of manoeuvre.
Increasing cross-slope increases the road width required by heavy vehicles. This is equivalent to reducing the seal width. Every 1% increase in cross-slope results in approximately 40 mm of additional road width required which in turn results in a 0.32% increase in crash risk. Thus the effect is quite small. If there is a sudden drop off at the edge of the road the risk of loss- of-control or rollover is substantially increased (the dynamic load transfer is double). However combining these effects is not straightforward because the relationship between crash risk and road width is an average figure and already includes both favorable and unfavorable shoulder conditions.
3. Reasons for Maximum Road Accidents
• High crown
• Curve not well banked
• Edge badly defined or gave way
• Unusually narrow
These statistics suggest that geometric effects contributed to a very small proportion of heavy vehicle crashes. However, road geometry is believed to play a part in many more crashes. Although, in most cases, driver error is considered to be the main cause of the crash there are always other contributing factors. In case Bavdhan we are not able to see such problems.
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
4. Road Network:
As we discussed above site of Goel Ganga at Bavdhan is off old Mumbai Highway. So to reach the site we have to go Pashan then by using Pashan road we can reach Bavdhan.
Road Connecting to Bavdhan site is properly connected with 4 lane road without footpaths. This is a two way road. This tar road is separated by dividers to separate the flow of traffic. This road have proper chowk, also has two to three T points connected with a bit of sharp curves. Among these T points there are proper signals on the road. Road also has speed breakers. So that vehicle speed is controlled. Due to these reasons i.e. availability of speed breaker, Signals at regular intervals leads to negligible or zero accidents.
For studying the actual traffic flow for proposed site we have studied actual traffic flow. This road has not any commercial areas. There is provision of service road for local residential in some portion of road somewhere there is no provision of service roads .Due to this there are changes minor of traffic conjunctions.
Road connecting to our site has not separate track for the senior citizens called footpath. So the people moving across the road use main road for walking. This road has few of cycle users as well but there is no provision of separate track for the cycle users. So these cyclists use the road.
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
5. Traffic Volume Diagrams
At 18 m wide Road
At 12 m wide Road
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
6. Decongestion Measures During Operation Phase: As per daily movement of vehicle from site from Pune and other locality includes 4262 nos. of 4W,2725 nos. of 2W, 2725 nos. of cycles. As per study of actual traffic and anticipated v/c ratios it is clear that will not be any traffic jam due to project and Even if to avoid emergency traffic jams fallowing measures are recommended during operation phase.
1. Separate entry and exit for vehicles. There is already provision for separate gates for entry and exits
2. The vehicles bringing utility raw materials need to be regulated and managed by the project in such a way that the impact during peak hours of traffic remains minimum.
3. At entry and exit gates there will be worker for managing traffic during peak hours.
4. People will be encouraged to park their vehicles on provided parking areas only.
5. Entry of vehicles into the site will be properly managed to avoid queuing on the road outside.
6. Visitor’s parking will be close to main gate house from wherein they need to walk to main access zone.
7. Internal signages plan showing the locations of traffic signages like speed limit etc. with location of concave mirrors.
8. It will be ensured that all fleet vehicles comply with environmental regulations with regards emission and noise.
9. Strictly compliance in accordance with delineated in the Traffic Management Plan
10. Encourage people to use public transport. It will help to reduce traffic in some extent. Also there is BRT work completed in some parts of city and under process in some parts.
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Road Geometry and Traffic Volume Report of “Ganga Legend” for Goel Ganga Group,At Bavdhan,Ta.Mulshi, Pune
So public transport system will take lesser time span. This will attract people to use public transport.
11. Road retrofitting to be done to improve their safety features. In retrofitting additional marking and lamps lighting the road, assistance of the drivers in observation with the help of mirrors on the roads with insufficient visibility, cameras with the screen of projector in the cab of the driver etc can be done
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PERFORMANCE
ANALYSIS REPORT
Ganga Legend Pune
DESIGN ANALYSIS REPORT : 20th July, 2017
GOEL GANGA GROUP
KAIZEN DESIGN SOLUTIONS
BUILDING PERFORMANCE ANALYSIS REPORT
EXECUTIVE SUMMARY
This report has been prepared for Ganga Legend project at Pune by Goel Ganga Group. This report is part of a process towards obtaining Environmental Clearance from MOEF. The specific objective of this report is to evaluate annual energy usage and apply various energy efficiency measures for ECBC Compliance for maximum Energy Efficiency. The building was analyzed using hourly energy simulation to evaluate the performance in terms of energy consumption and thermal comfort of the occupants. The purpose of this report is to present the performance of the design building in comparison to a baseline budget building based on ECBC 2007.
It is observed via various analysis tools that the buildings are properly Shaded, Naturally ventilated & has sufficient Daylight.
It is determined via simulation that the Tenant Building saves 3.69% in Energy over the ECBC 2007 mandated baseline and 3.25 % in Energy over the ECBC 2017 mandated baseline. EPI calculated excluding parking area is 113.49 kWh / Sqm / annum as per ECBC 2007, 112.96 kWh / Sqm / annum as per ECBC 2017 and 109.61 kWh / Sqm / annum as per proposed case. EPI Ratio calculated is 0.97 over ECBC 2017 base case.
In addition to this, if we consider Solar PV generation, the final saving will rise to 4.21% over the ECBC 2007 mandated baseline and 3.78% over ECBC 2017 mandated baseline.
The report is structured as follows.
CLIMATIC ANALYSIS
SHADING ANALYSIS
DAYLIGHT ANALYSIS
VENTILATION CALCULATIONS
HEAT ISLAND EFFECT
SHADING & RADIATION
RENEWABLE ENERGY
ENERGY SIMULATION
HEAT GAIN CALCULATION
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CLIMATIC ANALYSIS:
Psychrometric Chart above explains that, no other strategy is effective for passive comfort except Solar Shading & Natural Ventilation. Strategies like direct evaporative cooling, internal heat gain and High thermal mass are also effective, but for a lesser period. Around 30% of total comfort hours can be achieved by Sun Shading. Around 27% of total comfort hours can be achieved by Natural Ventilation. From all the above strategies around 50 % of total comfort hours can be achieved by Sun Shading and Natural Ventilation & for the rest 50% of the time air conditioning may be required. For this analysis, the Comfort Criterion was set at 20 to 26 degree C for dry bulb temperature & relative humidity to 70%.
The Pshychrometric Chart above confirms that the four effective strategies are Shading, Ventilation, Internal heat gain and Evaporative cooling. The graph plot on next page shows the degree difference between the Dry Bulb Temperature & Relative Humidity. As per the legend, at least 30% of the total hours are in comfort range with an effective wind speed of 3 to 5 m/s. Fan forced ventilation is also an effective strategy during monsoon period.
Next is the annual wind pattern of Pune city. The purpose is to understand this Wind Pattern. If you observe the legend carefully, you will understand that, 22% of the total annual wind is flowing from West direction, which has a temperature around 20 to 26 degree C, with a humidity around 70% & maximum wind speed is 6 m/s at one point of time. The predominant wind direction in Monsoon Period is west.
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BUILDING PERFORMANCE ANALYSIS REPORT
DRY BULB X RELATIVE HUMIDITY
ANNUAL WIND PATTERNS
SUMMER WINTER
SEASONAL WIND PATTERNS
JUNE JULY AUGUST
MONTH WISE PATTERNS
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BUILDING PERFORMANCE ANALYSIS REPORT
SHADING ANALYSIS:
Mutual shading plays an important role in heat gain through envelope. Though envelope insulation has more contribution towards heat gain reduction, at the same time Mutual & Window Shading is also effective. The project team has consciously designed the shading devices reducing insolation on walls & windows. The analysis confirms that proposed shading devices help to reduce incident radiation on envelope resulting in lesser heat load.
METHODOLOGY -
Virtual analysis tool – Ecotect has been used with the above information as a basis for the commentary provided in this report. To determine impacts of the proposed project structures, the 3D virtual model of the proposed building and surrounding structures were created in the software. Actual weather file of Pune were used for the simulation.
OBJECTIVE -
The aim of the study is to assess the potential impact of proposed shades on the building envelope. The effects of shading by one building upon another can be either positive or negative depending upon the site-specific circumstances of the properties involved. A potential benefit of shading for adjacent structures may be a cooling effect gained during warm weather. Negative consequences of shading include the loss of natural light for passive or active solar energy applications or the loss of warming influences during cool weather. Factors influencing the relative impact of shadow effects are site-specific and include differences in terrain elevation between involved properties, the height and bulk of structures, the time of year, the duration of shading in a day, and the sensitivity of adjacent land uses to loss of sunlight.
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BUILDING PERFORMANCE ANALYSIS REPORT
HOURLY SHADOW PATTERNS –
Building A4
Building B1
CONCLUSION -
Shading analysis confirms that more than 68% (for Building A4) and more than 44% (for Building B1) of the walls & windows are shaded due to mutual and shading devices designed in the project.
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DAYLIGHT ANALYSIS:
Simulation Method - The period of analysis was fixed for 8 hours between 8.00am to 5 pm IST resulting 2,920 hours in total at working plane, 800 mm.
Glass VLT – 50%, Reflectance – Ceiling 70%, Wall 50% & Flooring 20%, Furniture 50%.
Typical Flat 1 – 1 BHK (Building A4) Typical Flat 2 – 2 BHK (Building A4)
Typical Flat 3 – 2 BHK (Building B1)
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Objective and Methodology: The objective of this analysis is to study daylight levels and their compliance according to section 4.2.3 in ECBC 2017. The project has choose Daylighting Simulation Method to show the compliance using BEE approved software. The simulation process has followed / implemented all the assumptions given below.
Climate data file: Pune ISHRAE Simulation Duration: Annually Simulation hours: 8 hrs – 09:00 to 17:00 hrs IST Total 2,920 hrs Work plane height: 800 mm from the finished floor Reflectance values: o Wall 50% o Ceiling 70% o Floor 20%
Compliance: As per the requirement, above grade floor areas shall meet or exceed the useful daylight illuminance (UDI) area requirements listed in table below for 90% of the potential daylit time in a year. This means, buildings should achieve illuminance level between 100 lux and 2,000 lux for the minimum percentage of floor area prescribed in the table below for at least 90% of the potential daylit time. However, category for residential building has not been listed in it. The project is considering optimistic approach to show compliance of the project i.e. 45% for ECBC, 55% for ECBC+ and 65% for SuperECBC.
Percentage of above grade floor area meeting the UDI Building Category requirement ECBC ECBC+ SuperECBC Business, Educational 40% 50% 60% No Star Hotel Star Hotel 30% 40% 50% Healthcare Resort 45% 55% 65% Shopping Complex 10% 15% 20% Assembly* Exempted *and other buildings where daylighting will interfere with the functions or processes of 50% (or) of the building floor area
Results and Conclusion: The project comprises many dwelling units and it is practically infeasible to simulate and shows compliance with each and every dwelling units. The project has selected worst case analysis approach, where all typical dwelling units located with maximum surrounding obstruction have been selected to analyse. The results below shows compliance with the minimum requirement and also achieve SuperECBC.
# Dwelling Unit Average Lux Area below Area above Area under Compliance 100 Lux 2000 Lux UDI for 90% of Category time 1 Typical 1-BHK 427 2% 5% 93% Super ECBC 2 Typical 2-BHK 512 3% 3% 94% Super ECBC 3 Typical 3-BHK 465 6% 4% 90% Super ECBC
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BUILDING PERFORMANCE ANALYSIS REPORT
VENTILATION ANALYSIS:
Simulation Method – IES VE MacroFlow
Geometry Inputs
Opening Properties
Operable Area 66% Operating Time As per occupancy schedule Degree of Opening 33°C Prevailing Winds 50 km/ h hrs 50 km/ h °C Wind Frequency (Hrs) 443+ 45+ 398 40 Location: Mumbai, IND (18.9°, 72.8°) 40 km/ h 354 40 km/ h 35 Date: 1st January - 31st December 310 30 Time: 00:00 - 24:00 265 25 30 km/ h 221 30 km/ h 20 © Weather Tool 177 15 Climate Data 132 10 20 km/ h 88 20 km/ h 5 <44 <0 10 km/ h 10 km/ h Weather File Pune ISHRAE Wind Speed As per climate file
Wind Frequency (Hrs) Average Wind Temperatures
50 km/ h % 50 km/ h mm Obstruction Analysis 95+ 1.0+ 85 0.9 40 km/ h 75 40 km/ h 0.8 65 0.7 55 0.6 30 km/ h 45 30 km/ h 0.5 35 0.4 25 0.3 20 km/ h 15 20 km/ h 0.2 <5 <0.1 10 km/ h 10 km/ h
Ventilation Analysis Average Relative Humidity Average Rainfall (mm)
Building A4 - 2 BHK Flat
Required ACPH as per Space ACPH Compliance NBC 2016 Living Room 4.05 3 - 6 Yes Kitchen 3.25 3 - 6 Yes Bedroom 1 3.35 2 - 4 Yes Bedroom 2 3.45 2 - 4 Yes
. Ceiling fan efficiency – Minimum BEE 3 * rated . Exhaust fan efficiency – Not applicable
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BUILDING PERFORMANCE ANALYSIS REPORT
HEAT ISLAND EFFECT:
Urban development has serious effects on the global environmental quality, including the quality of air, increase in temperature and traffic congestion. Construction of building itself is related to global changes in terms of increase of urban temperatures, the rate of energy consumption, the increased use of raw materials, pollution and the production of waste, conversion of agricultural land to developed land, loss of biodiversity and water scarcity. An urban heat island is a climatic phenomenon in which urban areas have higher air temperature than their rural surroundings as a result of anthropogenic modifications of land surfaces, significant energy use and its consequent generation of waste heat. Thus, this might prove to be an unsustainable factor that leads to excessive energy use for cooling and putting the urban population at great risk for morbidity and mortality. According to the above perspective and considering that rapid and huge population growth is expected in the near future, it becomes increasingly important to apply heat island mitigation strategies in order to reduce energy consumption and improve the quality of life.
Effects of Urban Heat Island
• Increased in cooling demand;
• Increased in energy usage;
• Increased air pollution;
• Increased CO2 emissions;
• Climate change;
• Increase health problems;
• Heat related illness & death;
• Impaired water quality
Absorption of solar radiation
During the day in rural areas, the solar energy absorbed near the ground evaporates water from the vegetation and soil. Thus, while there is a net solar energy gain, this is compensated to some degree by evaporative cooling. In urban development, where there is less vegetation, the buildings, streets and sidewalks absorb the majority of solar energy input.
CONCLUSION -
From the results on the next page, it can be clearly seen that because of measures like Solar Panels on roof, Light Coloured or Open Grid Pavers, Shaded Streets, Maximum Green Area etc. there is a considerable decrease of 76% in the Surface Absorbed Radiation resulting is reduction of Cooling Loads.
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Case 1: The case has been assumed with all the proposed Case 2: The case has been proposed with light coloured road buildings with convectional finish on top, asphalt road and dark surface and paver blocks with green space in open area areas colored paving on site without any green space. which is help to reduce urban air temperature in surroundings.
BUILDING PERFORMANCE ANALYSIS REPORT
Case 1: The case has been assumed with all the proposed Case 2: The case has been proposed with light coloured road buildings with convectional finish on top, asphalt road and dark surface and paver blocks with green space in open area areas colored paving on site without any green space. which is help to reduce urban air temperature in surroundings.
High SRI Paints Light Colored Paver Block Light Coloured & Shaded Roads Green Open Area
High SRI Paints Light Colored Paver Block Light Coloured & Shaded Roads Green Open Area
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SHADING & RADIATION:
Analysis of Window Shades on South Façade -
Human Sensitivity Effect Human Sensitivity Effect Without Shades with Shades
False Colour Rendering False Colour Rendering Without Shades with Shades
Lux Counter Diagram Lux Counter Diagram Without Shades with Shades
All windows have been provided Shades of 600 mm depth. Above images explain the effectiveness of Shades. First image shows that penetration of Direct Radiation is completely nullified. Second image confirms that Glare is reduced & Visual Comfort is increased. Third image clarifies that daylight is Evenly Distributed in the space.
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Analysis of Incident Radiation on East & South Façade -
Building A4 Incident Radiation on East Facade Incident Radiation on East Facade Without Shades with Shades
Building B1 Incident Radiation on South Facade Incident Radiation on South Facade Without Shades with Shades
CONCLUSION -
The incident solar ingression has been analyzed for South façade, considering both the surfaces are most critical during summer period. In case 1, analysis was carried out on both the facades without shades. The same orientation is analyzed with overhangs of 600mm in Case 2. For the South façade is getting reduced incident radiation by 42%.
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Following images also show that the windows are completely shaded in summer season blocking summer heat & welcoming winter sun when it is required.
21ST MARCH 1PM
21ST DECEMBER 1PM
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BUILDING PERFORMANCE ANALYSIS REPORT
RENEWABLE ENERGY:
Total connected load of Proposed building 14528.31 1% of connected load of Proposed building 145 kW Renewable energy proposed for the Project 150
RET Screen Calculation Solar tracking mode Fixed Slope 20 Azimuth 0 Solar Data Photovoltaic Type poly - Si Power Capacity kW 150 Manufacturer DelSolar Model Poly - Si - D6P - 230W - B3 A Number of Units 654 Efficiency % 14% Nominal operating cell temperature ° C 45 % / ° Temperature coefficient 0.4 C Solar collector area m ² 1067 Miscellaneous losses % 5% Inverter Efficiency % 85% Capacity kW 75 Miscellaneous losses % 5% Summary Capacity Factor % 16.90% Electricity export rate Electricity explored to Grid - annual
Electricity exported to grid MWh 196
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BUILDING PERFORMANCE ANALYSIS REPORT
ENERGY ANALYSIS:
Ganga Legend is a residential project at Pune by Goel Ganga Group. The total built-up area of residential buildings is about 3,26,948 m2 distributed over a large area along with club house facility & other amenities. The overall Window to Wall Ratio is approximately 26%.
A zoning plan was developed for each floor & entered into the simulation model. Each zone was assigned a set of properties including lighting power density, equipment power density, occupancy rate, outside air requirement etc. Each zone was also assigned physical properties of floor-to-floor height, material conductivity & fenestration area etc.
A baseline building as per the properties stated in ECBC 2007 was modelled. The Building was simulated with actual orientation and again after rotating the entire Building by 90, 180 & 270 Degrees and then the annual energy consumption results were averaged out to get the ECBC 2007 Baseline Building Energy consumption in kilowatt hours. As per ECBC 2007, the average base case energy consumption does not consider the effect of building shades & overhangs.
A wide range of actual as-designed parameters such as Envelope (roofs, walls), Windows (type of window glass), Lighting (lighting power density), reduced Exterior Lighting, efficient system design were added to the Baseline case to simulate the performance of the designed building.
The project has been modelled with the e-QUEST energy analysis software that uses the DOE 2.2 Building energy simulation engine. The e-QUEST energy modelling software allows for a graphical display of all the 3-dimensional geometry entered in the application to describe the building. As per the view shown, the Building has been modelled in detail to improve the accuracy of analysis work. The project objective is to evaluate energy use and the energy efficiency performance of the Building.
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BUILDING PERFORMANCE ANALYSIS REPORT
BASELINE MODEL – As per ECBC 2007
The ECBC 2007 Minimally Compliant Baseline model is used to benchmark the design case. This model geometry is based upon the design case, but the performance parameters listed below are defined to reflect the minimum efficiency levels that ECBC 2007 defines for various building components.
These parameters are listed below.
Building Envelope
. Exterior wall construction:
U-value – 0.44 W/Sq.m.K
. Roof Construction:
U-value – 0.409 W/Sq.m.K
. Window wall ratio: 26%.
. Fenestration type:
U-Value : 3.3 W/Sq.m.K
SHGC (All) : 0.25
. Shading Devices: None.
Lighting Equipment
. Lighting Power Density is considered according
to building area method,
LPD : 7.5 W/sq.m.
Air Side HVAC System
. As per ANNEXURE-I all bedrooms and living rooms are modelled as conditioned spaces with unitary air conditioners assigned to each zone Based on above parameters, the average base-case with COP 3.0. Kitchen areas are modelled with consumption is 37,107 MWh. unit ventilators.
EPI of tenant building excluding parking area is 113.49 kWh / Sqm / annum as per ECBC 2007.
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BUILDING PERFORMANCE ANALYSIS REPORT
BASELINE MODEL as per ECBC 2017
The ECBC 2017 Minimally Compliant Baseline model is used to benchmark the design case. This model geometry is based upon the design case, but the performance parameters listed below are defined to reflect the minimum efficiency levels that ECBC 2017 defines for various building components.
These parameters are listed below.
Building Envelope
. Exterior wall construction:
U-value – 0.40 W/Sq.m.K
. Roof Construction: U-value – 0.33 W/Sq.m.K
. Window wall ratio: 26%.
. Fenestration type: U-Value : 3.0 W/Sq.m.K
SHGC (Non North) : 0.25
(North) : 0.50
. Shading Devices: None. Lighting Equipment
. Lighting Power Density is considered according to building area method,
LPD : 7.70 W/Sq.m. As per ECBC 2017
Service Hot Water
. 40% on Solar hot water system Air Side HVAC System
. As per ANNEXURE-I all bedrooms and living Based on above parameters. The average base-case rooms are modelled as conditioned spaces with consumption is 36,935 MWh. unitary air conditioners assigned to each zone with COP 3.0. Kitchen areas are modelled with unit ventilators.
EPI of tenant building excluding parking area is 112.96 kWh / Sqm / annum as per ECBC 2017.
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BUILDING PERFORMANCE ANALYSIS REPORT
PROPOSED CASE
Proposed case assumptions are based on project drawings and operating parameters assumptions based on experience and standards.
Building Envelope
. Exterior wall construction : 9” External wall
U-Value : 0.56 W/Sq.m.K
. Roof Construction : 6”RCC + 2” XPS Insulation
U-Value : 0.404 W/Sq.m.K
. Window to wall ratio: 26%
. Fenestration type:
Saint Gobain ET 150 II Clear (SGU)
U-Value : 5.0 W/Sq.m.K SHGC : 0.50 VLT : 50%
. Shading Devices: As per Design.
Lighting Equipment
. Lighting Power Density is considered according to building area method,
LPD : 5.0 W/sq.m.
Air Side HVAC System
. As per ECBC, all bedrooms and living rooms are modelled as conditioned spaces with unitary air conditioners assigned to each zone with COP 3.0.
Kitchen areas are modelled with unit ventilators. Based on above parameters, The proposed case Utility Rates - consumption is 35,837 MWh. Energy charge: 5/kWh
EPI of tenant building excluding parking area is 109.61 kWh / Sqm / annum as per proposed case.
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BUILDING PERFORMANCE ANALYSIS REPORT
SUMMARY
The Proposed case model shows significant savings in internal lighting as well as space cooling energy consumption as compared with the ECBC 2007 and 2017 stipulated baseline model. These energy reductions can primarily be attributed to improved lighting power density and reduction in cooling loads due to improved envelope and glazing specifications.
For the purposes of determining energy savings in rupees, the energy costs for the proposed case model are compared to the energy costs for the ECBC 2007 and 2017 minimally-compliant model.
Based on the final design considerations for building envelope and equipment, it is noted from the results of energy simulation that by using efficient envelope and lighting, the total annual energy is 35,837 MWh. The energy required for the baseline model as per ECBC 2007 is simulated to be 37,107 MWh, whereas the energy required for the baseline model as per ECBC 2017 is simulated to be 36,938 MWh, The total energy cost saving is 3.69% over ECBC 2007 base case and 3.25% over ECBC 2017 base case.
With current proposed case, the building is saving upto 3.69% in energy over ECBC 2007 base case & will be able to save 1,371 MWh annually. Similarly the building is saving up to 3.25% in energy over ECBC 2017 base case & will be able to save 1,202 MWh annually.
EPI of tenant building excluding parking area is 113.49 kWh/Sqm/annum as per ECBC 2007, 112.96 kWh/Sqm/annum as per ECBC 2017 and 109.61 kWh/Sqm/annum for proposed case.
The EPI ratio observed as per ECBC 2017 is 0.97.
In addition to this, if we consider Solar PV generation from 150 kW, which is 196 MWh, the final saving will rise to 4.21% over ECBC 2007 Base case and the final saving will rise to 3.78% over ECBC 2017 Base case.
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BUILDING PERFORMANCE ANALYSIS REPORT
APPENDIX I WEATHER DATA: Sun Path, Avg. Monthly Temperature & Solar Radiation -
Sun Path Diagram for Pune
Design Temperature for Pune
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APPENDIX II
Detailed comparison between Base case & Proposed case: # Model Input Baseline Case Baseline Case Proposed Case Parameter (As per ECBC 2007) (As per ECBC 2017)
Exterior Wall 9” external wall construction 1. U-factor = 0.44 W/Sq.m.K U-factor =0.63 W/Sq.m.K Construction U-factor = 0.56 W/Sq.m.K
U-factor = 0. 409 U-factor = 0. 33 W/Sq.m.K 6” RCC slab with 2”XPS Insulation Roof 2. W/Sq.m.K Insulation Insulation entirely above deck. Construction U-factor = 0. 404 W/Sq.m.K entirely above deck. Saint Gobain ET 150 II Clear U Value: 3.0 W/Sq.m.K U Value: 3.3 W/Sq.m.K Single Glazed Unit 3. Glazing SHGC (All) : 0.25 SHGC Non North) : 0.25 U Value : 5.0 W/Sq.m.K (North) : 0.50 SC : 0.50 VLT : 50%
4. WWR 25% 25% 26%
5. Shading No shades No shades Shading as per Design
Equipment 6. 1.5 W/ft2 Power Density 1.5 W/ft2 1.5 W/ft2
Pumps & 7. IE 2 IE 2 IE 3 Motors Lighting 8. 7.5 W/sq.m. 7.70 W/sq.m. 5.0 W/sq.m. Power Density External 9. 285 kW 285 kW 200 kW Lighting Load Domestic Hot 20% on Solar 40% on Solar 20% on Solar 10. Water Generation (20 ltr/person/day) (20 ltr/person/day) (20 ltr/person/day) HVAC System Packaged Single Zone Packaged Single Zone Packaged Single Zone 11. Type (Split Unit) with COP 3.0. (Split Unit) with COP 3.0 (Split Unit) with COP 3.0
12. Process Loads 475 kW 475 kW 475 kW
13. DG Set Not Applicable BEE 3 Star Rated BEE 3 Star Rated
14. PF Correction 0.95 0.97 0.97
Power 15. Distribution >1% > 3% > 3% Losses
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APPENDIX III Schedules Used for calculations – OCCUPANCY DAY SCHEDULE 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Occupancy Schedule for Living room, Dining room & Kitchen
OCCUPANCY NIGHT SCHEDULE 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Occupancy Schedule for Bedrooms
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LIGHTING DAY SCHEDULE 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Lighting Schedule for Living room, Dining room & Kitchen
LIGHTING NIGHT SCHEDULE 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Lighting Schedule for Bedrooms
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EQUIPMENT DAY SCHEDULE 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Equipment Schedule for Living room, Dining room & Kitchen
EQUIPMENT NIGHT SCHEDULE 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Equipment Schedule for Bedroom
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BUILDING PERFORMANCE ANALYSIS REPORT COOLING DAY SCHEDULE
ON
OFF 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Cooling Schedule for Living room & Dining room COOLING NIGHT SCHEDULE
ON
OFF 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Cooling Schedule for Bedroom EXTERIOR LIGHTING SCHEDULE 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 1 2 3 4 5 6 7 8 9 ------11 12 13 14 15 16 17 18 19 20 21 22 23 24 10 ------0 1 2 3 4 5 6 7 8 - 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Time
Typical Exterior Lighting Schedule
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APPENDIX IV
Heat Gain Calculation – Building Peak Load Components - LS-C Report, has been analysed here. The building heat gain comparison between base case & proposed case is as follows. It is clearly observed from the table below that, for a naturally ventilated residential building, Envelope Shading is also an effective strategy along with insulation. Though the Base case (With Insulation – Without Shading) still has a lesser heat gain as compared to Proposed case (Without Insulation – With Shading), but the difference is marginal & can be easily compensated by reducing lighting & Equipment consumptions. This is possible mainly because Reduced Sol Air Temp & Shaded Walls, Windows & Roof.
Peak Condition - 1 May 2 pm Heat Gain in kW Heat Gain in kW Sr. Description Base Case Proposed Case No. Sensible + Latent Sensible + Latent
1 Wall Conduction (S) 34 48 2 Roof Conduction (S) 2 3 3 Glass Conduction (S) 61 67 4 Glass Solar (S) 74 81 5 Lights to Space (S) 32 19 6 Equipments to Space (S) 48 48 7 Occupants to Space (S+L) 46 46 8 Infiltration (S+L) 66 66 9 Total Load 363 378 10 % Increase 3.94
Building Peak Load Components
Infiltration (S+L)
Occupants to Space (S+L)
Equipments to Space (S) Lights to Space (S) Glass Solar (S) Glass Conduction (S) Roof Conduction (S)
Wall Conduction (S)
0 10 20 30 40 50 60 70 80 90 Wall Roof Glass Lights to Space Equipments to Occupants to Infiltration Glass Solar (S) Conduction (S) Conduction (S) Conduction (S) (S) Space (S) Space (S+L) (S+L) Proposed Case 48 3 67 81 19 48 46 66 Basecase 34 2 61 74 32 48 46 66
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