IMPACT ON TRAFFIC PATTERN DUE TO THE CONSTRUCTION OF CABLE STAYED BRIDGE – SURAT CITY

A Report on

“IMPACT ON TRAFFIC PATTERN DUE TO THE

CONSTRUCTION OF CABLE STAYED BRIDGE” –
SURAT CITY

Prepared By Guided By
M.Tech Students (TE&P) Dr. G.J.Joshi
Semester- III, 2011 P G In-charge & Associate Professor

As a Part of
CE-865: TRANSPORTATION ENGINEERING PROJECT

P. G. Centre in Transportation Engineering & Planning,

Civil Engineering Department,
Sardar Vallabhbhai National Institute of Technology,
Surat – 395007 (Gujarat)

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IMPACT ON TRAFFIC PATTERN DUE TO THE CONSTRUCTION OF CABLE STAYED BRIDGE – SURAT CITY

CERTIFICATE
This is to certify that M.Tech.-II

(Transportation Engineering &

Planning) class students have

satisfactorily completed the project
work as part Transportation

Engineering Project (CE-865) subject

during the year -2011.

Date: Guided By
Dr. G.J.Joshi
P G In-charge & Associate Professor

P. G. Centre in Transportation Engineering & Planning,

Civil Engineering Department,
Sardar Vallabhbhai National Institute of Technology,
Surat – 395007 (Gujarat)

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IMPACT ON TRAFFIC PATTERN DUE TO THE CONSTRUCTION OF CABLE STAYED BRIDGE – SURAT CITY

ACKNOWLEDGEMENT
First and foremost, we crave to thank our subject co-ordinator
Dr. G.J. Joshi, Associate Professor and P G in-charge (TE&P), Civil
Engineering Department. We appreciate all his contributions of
time and ideas regarding our project work and making our
experience productive and stimulating.

We would like to express our sincere gratitude to Dr. N.C. Shah,

Section Head (TEP & planning) and Professor, Civil Engineering
Department for his continuous support during M-Tech study.

We owe our gratefulness to Dr. B. K. Katti, Professor Emeritus,

Civil Engineering Department, for always encouraging us
throughout the M-Tech study and ready to help anytime. Sir it is
pleasure to thank you for sharing your valuable guidance and
time.

Our sincere thanks also go to Dr. J.N. Patel, Head of Department,

Civil Engineering Department, for providing us with good
infrastructure environment to help in our academic work.

We would like to thanks all Faculty members for their support

during entire study which always helpful us to enhance our
knowledge.

Last but not the least we would like to thanks all M. Tech-I year
students & rest of our classmates for their contribution in our
project.

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TABLE OF CONTENTS

1 INTRODUCTION .............................................................................................................. 2
1.1 General ........................................................................................................................ 2
1.2 Need of Study .............................................................................................................. 3
1.3 Objectives .................................................................................................................... 4
1.4 Scope of Study ............................................................................................................ 4
2 STUDY STRETCH PROFILE ........................................................................................... 5
2.1 Location ....................................................................................................................... 5
2.2 Area Detailed............................................................................................................... 6
2.2.1 West side of River Tapi ........................................................................................ 6
2.2.2 East side of River Tapi ......................................................................................... 6
2.3 Sardar Patel Bridge Across River Tapi ....................................................................... 7
2.4 Proposed Project Corridor (Cable Stayed Bridge) ...................................................... 7
3 METHODOLOGY ............................................................................................................. 8
4 FIELD STUDIES ............................................................................................................... 9
4.1 Traffic Survey Locations ............................................................................................. 9
4.2 Traffic Survey Schedule .............................................................................................. 9
4.3 Classified Traffic Volume Count Survey .................................................................. 10
4.3.1 Objective ............................................................................................................ 10
4.3.2 Methodology ...................................................................................................... 11
4.4 Screen Line Count Survey......................................................................................... 11
4.4.1 Objective ............................................................................................................ 11
4.4.2 Methodology ...................................................................................................... 11
4.5 Turning Movement Survey ....................................................................................... 12
4.5.1 Objective ............................................................................................................ 12
4.5.2 Methodology ...................................................................................................... 12
4.6 Speed & Delay Study ................................................................................................ 13
4.6.1 Objective ............................................................................................................ 13
4.6.2 Methodology ...................................................................................................... 13
4.7 Survey Administration .............................................................................................. 14
5 TRAFFIC DATA ANALYSIS ......................................................................................... 15
5.1 Analysis of Classified Volume Count (CVC) Survey............................................... 15

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5.1.1 Peak hour factor ................................................................................................ 16

5.1.2 Design Service Volume ...................................................................................... 17
5.1.3 Traffic Volume Variation in Peak Hours at City Court ..................................... 18
5.1.4 Traffic Composition & Mode Share in Peak Hours at City Court .................... 19
5.2 Analysis of Screen Line Count Survey ..................................................................... 22
5.2.1 Traffic Volume Variation in Peak Hours on Sardar Bridge .............................. 23
5.2.2 Directional Split on Sardar Bridge .................................................................... 26
5.3 Analysis of Turning Movement Count Survey ......................................................... 27
5.4 Analysis of Speed & Delay Study ............................................................................. 31
6 DIVERSION ANALYSIS & TRAFFIC FORECASTING .............................................. 32
6.1 Introduction ............................................................................................................... 32
6.2 Methodology ............................................................................................................. 33
6.3 The Bureau Of Public Roads (B.P.R) Method .......................................................... 34
6.4 Logit Model ............................................................................................................... 34
6.5 Detail Analysis .......................................................................................................... 35
6.5.1 Calculation of Diverted Traffic from Adajan to Dumas in Peak Hour for Peak
Direction ........................................................................................................................... 35
6.5.2 Calculation of Travel Impedance....................................................................... 37
6.6 V/C Analysis And Level Of Service (LOS) .............................................................. 42
6.6.1 Case-I: V/C Analysis for Traffic Growth Rate of 10% ...................................... 44
6.6.2 Case-II: V/C Analysis Traffic Growth Rate of 12%........................................... 46
7 PARKING INVENTORY STUDY .................................................................................. 48
7.1 Introduction ............................................................................................................... 48
7.2 City Court Parking Inventory Study ......................................................................... 48
7.3 Gujarat Gas Circle Parking Inventory Study............................................................. 49
7.4 Anand Mahal Junction Parking Inventory Study ...................................................... 51
7.5 Adajan Circle Parking inventory Study .................................................................... 52
7.6 Pal Junction Parking Inventory Study ....................................................................... 53
7.6.1 Observations ...................................................................................................... 53
8 PEDESTRIAN AND CYCLISTS FACILITIES .............................................................. 55
8.1 Introduction ............................................................................................................... 55
8.2 City Court Pedestrian and Cyclists Facilities Study.................................................. 55
8.3 Gujarat Gas Circle Pedestrian and Cyclists Facilities Study..................................... 56

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8.4 Anand Mahal Junction Pedestrian and Cyclists Facilities Study .............................. 57
8.5 Adajan Circle Pedestrian and Cyclists Facilities Study ............................................ 58
8.6 Pal Junction Pedestrian and Cyclists Facilities Study ............................................... 58
9 RESULTS & CONCLUSIONS ........................................................................................ 60
10 RECOMMENDATIONS .............................................................................................. 61
11 FURTHER SCOPE ....................................................................................................... 62
REFERENCES ........................................................................................................................ 63
ANNEXURE…………………………………………………………………………………65

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LIST OF TABLES
Table 2-1 Details of Sardar & Cable Stayed Bridge ------------------------------------------------- 7
Table 4-1 : Traffic Survey Schedule for Project Corridor ------------------------------------------- 9
Table 4-2 Survey schedule for Turning Movement Count -----------------------------------------13
Table 5-1: PCU Factors ---------------------------------------------------------------------------------15
Table 5-2: Recommended Design Service Volumes ------------------------------------------------17
Table 5-3 : Analysis of Classified Traffic Volume count at City Court --------------------------18
Table 5-4: Traffic Composition & Mode Share in Morning Peak Hours at City Court --------20
Table 5-5: Traffic Composition & Mode Share in Evening Peak Hours at City Court --------20
Table 5-6: Analysis of Classified Traffic Volume count on Sardar Bridge ----------------------22
Table 5-7: Traffic Composition & Mode Share in Morning Peak Hours on Sardar Bridge ---24
Table 5-8: Traffic Composition & Mode Share in Morning Peak Hours on Sardar Bridge ---25
Table 5-9: Directional Split in Peak Hours on Sardar Bridge--------------------------------------26
Table 5-10: Vehicle Composition (%) at Intersections for Morning Peak Hours ---------------27
Table 5-11: Vehicle Composition (%) at Intersections for Evening Peak Hours ---------------28
Table 5-12: Analysis of Speed and Delay Study-----------------------------------------------------31
Table 6-1: Sector Trip Interchanges for the Year 2001 ---------------------------------------------36
Table 6-2: Sector Trip Interchanges for the Year 2016 ---------------------------------------------36
Table 6-3: Growth Rate of Diverted Trips from Adajan to Dumas -------------------------------36
Table 6-4: Estimating Diverted Traffic for the Year 2011 from Adajan to Dumas-------------37
Table 6-5: Trip Lengths and Free Flow Impedance -------------------------------------------------37
Table 6-6: Travel Impedance from Pal Junction -----------------------------------------------------38
Table 6-7: Travel Impedance from Adajan Junction ------------------------------------------------39
Table 6-8: Travel Impedance from Anand Mahal Junction ----------------------------------------40
Table 6-9: Travel Impedance from Gujarat Gas Junction ------------------------------------------41
Table 6-10: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak
Direction (for calculated Growth rate 7.28%) --------------------------------------------------------42
Table 6-11: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak
Direction ---------------------------------------------------------------------------------------------------44
Table 6-12: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak
Direction ---------------------------------------------------------------------------------------------------46

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LIST OF FIGURES

Figure 1-1 Location Map for the Study ..................................................................................... 2

Figure 2-1 Arial View of corridor .............................................................................................. 5
Figure 2-2 View of Sardar Bridge, Figure 2.3 View of Proposed Cable stayed Bridge ............ 7
Figure 3-1: Methodology Chart ................................................................................................. 8
Figure 4-1: Traffic Survey Locations on the Study Area ........................................................ 10
Figure 4-2: Video Graphic Survey for Screen Line Count during Morning Peak Hours ........ 12
Figure 4-3: Video graphic Survey for Turning Movement count at Gujarat Gas Junction ..... 13
Figure 4-4: Survey Administration .......................................................................................... 14
Figure 5-1: Traffic Variation in Morning Peak Hours at City Court ....................................... 19
Figure 5-2: Traffic Variation in Evening Peak Hours at City Court........................................ 19
Figure 5-3: Mode Share in Morning Peak Hours at City Court ............................................... 20
Figure 5-4: Mode Share in Evening Peak Hours at City Court ............................................... 21
Figure 5-5: Traffic Volume Variation in Morning Peak Hours on Sardar Bridge................... 23
Figure 5-6: Traffic Volume Variation in Evening Peak Hours on Sardar Bridge ................... 23
Figure 5-7: Mode Share in Morning Peak Hours on Sardar Bridge ........................................ 24
Figure 5-8: Mode Share in Morning Peak Hours on Sardar Bridge ........................................ 25
Figure 5-9: Directional Split in Peak Hours on Sardar Bridge ................................................ 26
Figure 5-10: Traffic Volume at Different Intersections and V/C Analysis during Morning
Peak hours ................................................................................................................................ 29
Figure 5-11: Traffic Volume at Different Intersections and V/C Analysis during Evening
Peak hours ................................................................................................................................ 30
Figure 5-12: Journey Speed and Running Speed ..................................................................... 31
Figure 6-1: Location Map for Diversion Analysis ................................................................... 32
Figure 6-2: Methodology for Diversion Analysis & Traffic Forecasting ................................ 33
Figure 6-3 : Travel Demand Study Analysis (Sector Diagram) for Surat City ....................... 35
Figure 6-4: Travel Impedance from Pal Junction .................................................................... 38
Figure 6-5: Travel Impedance from Adajan Junction .............................................................. 39
Figure 6-6: Travel Impedance from Anand Mahal Junction ................................................... 40
Figure 6-7: Travel Impedance from Gujarat Gas Junction ...................................................... 41
Figure 6-8: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak
Direction (for calculated Growth rate 7.28%) ......................................................................... 43

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Figure 6-9: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak
Direction .................................................................................................................................. 45
Figure 6-10: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak
Direction .................................................................................................................................. 47
Figure 8-1: Existing Parking Condition at City Court ............................................................. 49
Figure 8-2 Existing Parking Condition at GGC ....................................................................... 50
Figure 8-3 Existing Parking Condition at GGC Rander Side .................................................. 51
Figure 8-4 Existing Parking Condition at GGC Tadwadi Side................................................ 51
Figure 8-5: Existing Parking Condition at Anand Mahal Junction.......................................... 52
Figure 8-6: Existing Parking Condition at Adajan Circle ........................................................ 53
Figure 9-1: Pedestrian Walkway encroached by Two-wheeler ............................................... 56
Figure 9-2: Pedestrian Walkway Encroached by Two-wheeler & Pedestrian Crossing Facility
.................................................................................................................................................. 57
Figure 9-3: Pedestrian Crossing at Anand Mahal Junction ..................................................... 57
Figure 9-4: Pedestrian Crossing at Adajan Circle.................................................................... 58

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ABSTRACT

Traffic pattern plays a vital role in promoting economic growth and prosperity of any
city. The development of city largely depends upon their physical, social, and institutional
infrastructure. In this context, the importance of intra-urban transportation is paramount. Due
to increase in day by day traffic resulting in congestion on city roads which has been solved
by providing Grade separation or underpass but how long it would serve the traffic is
questionable. Also,the construction of Fly over affect the traffic pattern on parallel or
subsequent grade separation. This study provides an overview of change in traffic pattern due
to construction of Cable Stayed Bridge on Tapi River Parallel to existing Sardar Bridge
having one approach at Pal Junction on Gujarat Gas Circle- Hajira and other at City court on
Athwa- Dumas corridor in walled city Surat, Gujarat.

Traffic survey has been carried out on this corridor from City court to Pal Junction including
Turning movement count, classified volume count, Screen line count & Speed & Delay
Studies. On the basis of this study analysis in terms of total diverted traffic, Total Volume
(VPH and PCU/Hr.), V/C ratio, Peak Hour Factor (PHF), Service Life of bridge to cater the
sustainable traffic etc. has been carried out. After determining this much of output it is seen
that the traffic coming from the Adajan zone to Athwa-Dumas corridor totally diverted on
proposed Cable Stayed Bridge based on Route Assignment by Bureau of Public Road (BPR),
may not reduced the V/C on existing at that level which provide sustainable traffic for present
and in future. Also, the traffic diverted on proposed Cable Stayed Bridge may not serve the
Level of Service required for Urban Arterial after 2-3 years.

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1 INTRODUCTION

1.1 GENERAL
After liberalization trend, Indian economy is growing rapidly resulting in more and
better infrastructure facilities in metropolitan areas. One way push and pull lead India to
acceleration phase of urbanization. About 19 crore people (42% of urban population) are
living in metropolitan cities. Thus major thrust of urbanization in India in last two decades is
on metropolitan cities with increase in the population per metropolitan city as well as number
of metropolitan cities. Urban sprawl results in increased trip rate and trip length leading to
high travel demand. The high share of personalized low occupancy vehicles increases traffic
volume on the old roads as well as on Grade separation leading to deteriorated level of
Service i.e. congestion, delay, pollution, fatigue etc.

Figure 1-1 Location Map for the Study

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Surat is one of the metropolitan regions in the state of Gujarat which has been continuously
growing swiftly over the past three decades at average decadal population growth rate of
60%. This rapid urbanization in the city center has spread over its periphery. With spatial
expansion of settlement, there is increment of average trip length of city. Also as population
increases, travel demand also increases. Accessibility between the outer periphery and the
city center becomes very critical especially when people seek employment within the city
center. Due to lack of adequate and efficient transit system on one hand, and improved
socioeconomic characteristics of the household on the other, the demand for private vehicle is
expected to increase also.

A Gujarat’s first Cable Stayed Bridge now constructed in Walled city Surat on Tapi River
parallel to existing Sardar Bridge joining Adajan and Athwa to Dumas road. In the above
context, study has been carried out on the Impact on traffic pattern due to construction of
Cable Stayed Bridge on Tapi River parallel to existing Sardar Bridge joining Athwa and
Adajan and also serves as Ring road. Presently, such bridge having 15m Four lane divided
carriageway serves the traffic in saturated condition during peak hours because of V/C ratio
1.2 as per CMP.All the traffic coming from Adajan, Pal Anand Mahal, Rander, Tadwadi
which are the Residential hubs and going towards Dumas right from Athwa which are
commercial hubs have only option to negotiate from this Bridge. The average trip length
from Pal junction to City court via Athwa is 4.5 km which reduce to 1.5 km after the
construction of proposed bridge. The traffic regulations will adopt when the traffic pattern
changes due to diversion on new Cable stayed bridge.

1.2 NEED OF STUDY

The connectivity between West zone (Adajan) and South-West (Athwa-Dumas) is
only through Sardar Bridge. The construction of proposed Cable Stayed Bridge is other link
between these two zones separated by river Tapi. There is no any study carried by Surat
Municipal Corporation (SMC) regarding to the change in traffic pattern. Hence, Such study
give some idea about change in traffic pattern and diversion of traffic from Sardar bridge due
to construction of proposed Cable stayed bridge which is now in saturated condition with V/C
1.2 as per CMP and thereby reducing congestion on existing Sardar bridge and maintained
Level of Service (LOS C for urban arterial) for Sardar bridge as well as Gujarat Gas Circle to
Hajira road. Also the trip length, journey time and delay reduced while traffic negotiating
proposed Cable stayed bridge.

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Hence, This study also helpful to improvement in mid block as well as various intersections
in study area. If daily traffic going towards the Dumas via Athwa diverted on proposed Cable
stayed bridge there would be chances of improving LOS as well as maintaining V/C for that
LOS on existing Sardar Bridge which also used as Ring road towards station. Land use
pattern may changes on Athwa – Dumas and GGC- Hajira corridor while the traffic is
diverted.

1.3 OBJECTIVES
 To estimate the Travel Impedance on Study Corridor.
 To estimate the diverted traffic from Sardar Bridge to proposed Cable Stayed Bridge.
 To analyze change in the Congestion level on Study Corridor.
 To Study Pedestrian and Parking facilities on Study and Competing Corridors.

1.4 SCOPE OF STUDY

This study is conducted to explore the generation of traffic from various zones in the
study area and analysis of diversion of traffic in influence area. The changes in traffic pattern,
journey time, delay, Level of Service, reduction in congestion etc also analyzed in this study.
The diverted traffic reduced the pressure on outer Ring road which is the beneficial for future
traffic on it. In spite of them some of the Traffic regulation taken up in future also analyzed
along with parking, pedestrian and cyclist facilities.

Such, study also helpful to Traffic Cell of Surat Municipal Corporation (SMC) while taking
some traffic regulation after construction of proposed Cable Stayed Bridge at both
approaches as well as on both corridors.

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2 STUDY STRETCH PROFILE

2.1 LOCATION
The area under study should be separated by river Tapi in two zones, one at Adajan
side from Gujarat Gas circle to Pal Junction on west part and other at Dumas side Athwa to
Dumas road on east side of Tapi shown in Figure 2. At Adajan side there is two other
junctions in between Gas circle to Pal Junction namely Anand Mahal (3-legged Intersection)
Junction and Adajan Circle (4-legged Intersection). At Dumas side major intersection is at
SVNIT circle and Kargil circle on Gaurav Path. One approach of proposed Cable Stayed
Bridge at Pal Junction, Adajan side and other at LalBunglow Gali, near Agriculture
Department Office on Athwa to Dumas road.

GGC

Anand Mahal
Adajan Circle Sardar Bridge

Pal Junction
Athwa Gate
Sardar Bridge

Proposed Cable
Stayed Bridge

Lal Bunglow Gali

Figure 2-1 Arial View of corridor

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2.2 AREA DETAILED

2.2.1 West side of River Tapi

Gujarat Gas Junction:

First Intersection (4-legged) at the end of Sardar Bridge provided with 60m Diameter. Most
of the traffic is plying from Hajira, Rander and Tadwadi. Presently the rotary is not able to
accommodate traffic negotiating it during peak hours resulting in bunching of traffic at
rotary.

Anand Mahal Junction:

Second Intersection (3-legged), at Anand Mahal the traffic merge from Anand Mahal road to
main corridor Gujarat Gas circle- Hajira. At present Flyover is constructed at this junction
having one approach at existing Sardar Bridge and other at Tadwadi road towards Gujarat
Gas circle.

Adajan Junction:
Third Intersection (4-legged), having Rotary of 30 m diameter. Traffic merging from Adajan
Gam and Tapi Side to main corridor Gujarat Gas circle- Hajira.

Pal Junction:
Fourth Intersection (3-legged), traffic is merging from L P Savani road and Hajira side
towards Gujarat Gas circle.

2.2.2 East side of River Tapi

Athwa Gate:
First Intersection (5-legged), having signal for traffic coming from Sardar Bridge, Dumas
road and Station. Traffic from Sardar Bridge, Nanpura and Chauk also negotiate the rotary
located at Athwa Gate if they want to go towards Dumas road.

City Court:
This is Mid Block section on main corridor Athwa-Dumas having approach of proposed
Cable Stayed Bridge. The Corridor is six lane dual carriageway and approach of existing
Parle Point Bridge. Traffic is plying from Sardar Bridge, Nanpura, Chauk and Station on this
corridor.

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2.3 SARDAR PATEL BRIDGE ACROSS RIVER TAPI

Sardar patel Bridge act as major inter connecting zones between west zone and east
zone across the river Tapi. Cable Stayed Bridge is under construction in Walled city Surat on
Tapi River parallel to existing Sardar Bridge .Study has been carried out on the Impact on
traffic pattern due to construction of Cable Stayed Bridge on Tapi River. Sardar Bridge joins
Athwa and Adajan and also serves as Ring road. Presently, such bridge having 15m Four lane
divided carriageway serves the traffic in saturated condition during peak hours because of
V/C ratio 1.2 as per CMP .All the traffic entering from Adajan, Pal Anand Mahal, Rander,
Tadwadi which are the Residential hubs and exists towards Dumas right from Athwa which
are commercial hubs have only option to negotiate from this Bridge. The detail of Sardar
Bridge is shown in Table 2-1.

Figure 2-2 View of Sardar Bridge Figure 2.3 View of Proposed Cable stayed Bridge

2.4 PROPOSED PROJECT CORRIDOR (CABLE STAYED BRIDGE)

Gujarat’s first Cable Stayed Bridge is under construction in Walled city Surat on Tapi
River parallel to existing Sardar Bridge joining Adajan and Athwa to Dumas road. The major
advantage of this cable stayed bridge is to reduce the average trip length. The existing
distance between Pal junctions to City court via Athwa is 4.5 km which reduce to 1.5 km
after the construction of proposed cable stayed bridge. Due to the new corridor the LOS will
be changed on sardar bridge, the existing L.O.S is “E” the Fuel consumption and travel time
will be changed. The details of the cable Stayed Bridge is shown in Table 2-1.

Table 2-1 Details of Sardar & Cable Stayed Bridge

Sr. No Geometry Sardar Bridge Cable Stayed Bridge
1 Total Length 900 m 918.2 m including 300 m Cable
2 Carriage way 4- lane divided 4- lane divided
Stayed portion
3 Footpath 1 m both side 2 m both side

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3 METHODOLOGY
The methodology adopted to estimate the traffic from various zones in the study area is
shown in Figure 3-1: Methodology Chart and the methodology adopted for diversion analysis
is shown in the Chapter 6. The transform in traffic pattern, Travel Impedance, Level of
Service and reduction in congestion etc. is also analyzed and is shown in the subsequent
chapters.

Problem Identification Need of Study

Setting of Objectives
Scope of Study

Data Collection
Field Survey
 TMC
 CVC
 Screen Line
 Speed & Delay
Data Analysis
 Parking & Pedestrian

Diversion and V/C Analysis,

Traffic Forecasting

Results & Conclusion

Figure 3-1: Methodology Chart

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4 FIELD STUDIES
Estimation of traffic over the project corridor is an essential step towards establishing the
project viability. This includes conducting field traffic surveys, data analysis, and assessment
of impending traffic. The present traffic surveys have been planned in a way to obtain all the
necessary information and data deemed necessary for the administration. The basis for
identification of traffic survey locations is the based on the field reconnaissance surveys. The
objective was to assess the prevailing traffic characteristics and to accurately assess the
project traffic and vehicular growth rates on the Proposed both Proposed cable Stayed Bridge
and Existing Sardar Bridge.
To establish the traffic flow characteristics and travel pattern on the corridor, the following
surveys were conducted at different locations in the selected study Area.

To fulfill the above objectives, the following traffic surveys were carried out,
 Classified Traffic volume Count Survey at one location in the Study Area for peak
Hours for one day.
 Screen Line Count Survey at one Location in the study Area for Peak hours of one
Day.
 Turning Movement Count Survey at Three different locations in the study Area for
Peak hours of One day.

4.1 TRAFFIC SURVEY LOCATIONS

Locations for carrying out traffic surveys were selected based on site reconnaissance and
Preliminary studies. The traffic survey locations were shown in the Table 4-1.

4.2 TRAFFIC SURVEY SCHEDULE

Table 4-1 : Traffic Survey Schedule for Project Corridor

S. No Types of Surveys Date of Survey (14-09-2011)

Morning Peak Hours Evening Peak Hours
4 hrs. Classified Traffic Volume
1 09:30-11:30 04:30-06:30
Count at selected location.
4 hrs. Screen line Count at selected
2 09:30-11:30. 04:30-06:30
location i.e. on the Sardar Bridge
4 Hrs. Turning Movement Count at
3 09:30-11:30 04:30-06:30
all the Selected Locations
4 Speed and Delay Study 10:30-13:00 Pm 5:30-08:00

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Figure 4-1: Traffic Survey Locations on the Study Area

4.3 CLASSIFIED TRAFFIC VOLUME COUNT SURVEY

4.3.1 Objective

Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. These data can help identify critical
flow time periods, determine the influence of large vehicles or pedestrians on vehicular traffic
flow, or document traffic volume trends. The intensity of traffic flow at any given section of
the road forms the basis for determining its spatial and structural design requirements. If so,
manual count with 5-minute intervals could be used to obtain the traffic volume data. The
collection of traffic data thus assumes utmost significance in the development of any road
project. The traffic volume count was conducted on city court road of mid block intersection
and survey schedule is given in Error! Reference source not found..

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4.3.2 Methodology
Two methods are available for conducting traffic volume counts:

 Manual
 Automatic

We adopted manual Methodology for Traffic volume count. Most applications of manual
counts require small samples of data at any given location. Normal intervals for a manual
count are 5, 10 or 15 Minutes. Classified Volume count was carried out for Morning and
Evening Peak hours at the selected location i.e. City Court. Manual counts are recorded using
Tally sheet method. Recording data onto tally sheets is the simplest means of conducting
manual counts. The data can be recorded with a tick mark on a pre-prepared field form. A
watch or stopwatch is necessary to measure the desired count interval. In order to assess the
Average Daily Traffic (ADT) at any section of road, classified traffic volume counts are
carried out for a peak Hour Traffic period of 1 day to average any variation in the short term.
The detailed Survey data sheets are attached enclosed in the Annexure. The Detail Analysis
of the Survey is carried out in the Chapter 5.

4.4 SCREEN LINE COUNT SURVEY

4.4.1 Objective

Vehicles are counted in each direction in order to classify traffic by vehicle

occupancy levels and types of vehicles using the roadways. The purpose of cordon count
program is to measure the total traffic volume flows that moves on an average weekday
through the various areas of the region and to determine the proportion of travel by cars, two-
wheeler’s ,auto rickshaw, LCV and bicycle during particular times of the day. The
information collected through conducting cordon counts is used to assess the impact of
developmental activities in areas of rapid growth or the addition of road infrastructure on the
regional travel pattern.

4.4.2 Methodology
Screen Line is an imaginary line running parallel to the Tapi River. 4- Hour traffic
count has been carried out at Sardar Bridge during morning peak hours 09:30-11:30 and
Evening 04:30-06:30. The summary of finding from the screen line count survey analysis is
presented. Total traffic crossing Screen Line during morning peak direction is 8408 VPH
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(8113 PCU/Hr). The methodology adopted for screen line count is videography. The Survey
sheets are enclosed in the annexure and the survey location and schedule is shown in Error!
Reference source not found.. The Detailed Analysis is done in the Subsequent chapter 5.

Figure 4-2: Video Graphic Survey for Screen Line Count during Morning Peak Hours

4.5 TURNING MOVEMENT SURVEY

4.5.1 Objective
Turning movement volumes are an important part of the analysis of any intersection.
To measure turning movement volumes, vehicles must be tracked through the intersection
from their approach leg to their exit leg. The Turning Movement Survey was conducted at 4
major intersections in the Study Area to obtain information on directional movement of
traffic at intersections. Classified traffic volume counts of all vehicle types were made
separately for all turning movements from each approach as per guidelines given in IRC
Code SP-41:1994.

4.5.2 Methodology
The survey was conducted recording traffic for each successive 05-minute intervals,
for Peak hours on a working day with the help of trained enumerators. Each turning
movement at the intersection was recorded by deploying enumerators in sufficient numbers at
suitable locations. The data on peak hour volume with turning movement flows would be
used to analyze and design the intersection. Out of the four locations, two are 3-Legged

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intersections and two are 4-Legged intersections. Data sheets are attached in Annexure I. The
detailed Survey Analysis is shown in the subsequent chapter 5.

Table 4-2 Survey schedule for Turning Movement Count

Date of Survey (14-09-2011)
Count Survey Locations
Morning Peak Hours Evening Peak Hours
TMC/1 Pal Junction 9:30AM-11:30AM 4:30PM – 6:30PM
TMC/2 Adajan Junction 9:30AM-11:30AM 4:30PM – 6:30PM
TMC/3 Anand Mahal 9:30AM-11:30AM 4:30PM – 6:30PM
TMC/4 Gujarat Gas Junction 9:30AM-11:30AM 4:30PM – 6:30PM

Figure 4-3: Video graphic Survey for Turning Movement count at Gujarat Gas
Junction
4.6 SPEED & DELAY STUDY
4.6.1 Objective
This study is carried out to obtain the Journey time, Running time and Delay on study
corridor. This should be helps in obtaining average speed, Length of corridor etc.
4.6.2 Methodology
This study is carried out for Morning and Evening Peak hours on both corridors by
moving observer method using car and Two-wheeler from City court to Pal Junction on
general weekday. One of the observer in car having stop watch counting delay in terms of
signal, congestion etc. the other one noted time when reached at particular Junction. Ten trips
are made by car and Two-wheeler to complete the survey during peak hours. Survey
Schedule is shown in Error! Reference source not found. and the detailed analysis is shown in
the chapter 5 and raw Survey sheets were enclosed in annexure.
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4.7 SURVEY ADMINISTRATION

The Survey was performed by the M. tech Students of Transportation Engineering and Planning and the surveys and the corresponding locations allotted for
the students are given in the chart below.
TYPE OF
SURVEYS

SCREEN CLASSIFIED
T.M.C-I T.M.C-II T.M.C-III LINE SPEED AND
T.M.C-IV VOLUME DELAY STUDY
COUNT COUNT

PAL.JN ANAND CITY OVER ALL

G.G.C ADAJAN SARDAR
MAHAL COURT CORRIDOR
BRIDGE ROAD

Manjur
Vinod Jignesh Jatin Ramiz
Sunny Kevin Modi Shiv Mansha Darshan
Darshan Hemant
Ninaad Mehul Anjul Rishikesh Vishal
Vishal Prashanth
Ajinkya Nirav Seshu Vruti Hemant
Ramiz Mihir
Mayur Atif Dinesh Rinkal Dinesh
Yash Ravi Dharmesh Prashant
Ajaz

Figure 4-4: Survey Administration

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5 TRAFFIC DATA ANALYSIS

5.1 ANALYSIS OF CLASSIFIED VOLUME COUNT (CVC) SURVEY

The data collected from the survey for the various vehicle types having different sizes
and characteristics are to be converted into a standard equivalent unit called “Passenger Car
Unit” (PCU). The Passenger Car Unit (PCU) Values (Rural Roads) as suggested in the IRC:
106– 1990 “Guidelines for Capacity of Urban Roads in Plain Areas” have been adopted as
given in Table 5-1.

Table 5-1: PCU Factors

Equivalent PCU factors/

Percentage Composition of Vehicle

Sl. No: Vehicle Categories
Category in Traffic Stream

5% 10%

Fast Vehicles

1 2-Wheelers 0.5 0.75

2 Passenger Car, Pick-up Van 1.0 1.0

3 Auto-rickshaw 1.2 2.0

4 Light Commercial Vehicle 1.4 2.0

5 Truck/Bus 2.2 3.7

6 Agriculture Tractor Trailer 4.0 5.0

Slow Vehicles

7 Cycle 0.4 0.5

8 Cycle Rickshaw 1.5 2.0

9 Horse Drawn Vehicle 1.5 2.0

10 Hand Cart 2.0 3.0

Source: IRC: 106-1990, “Capacity of Urban Roads in Plain areas”.

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5.1.1 Peak hour factor

Traffic engineers focus on the peak-hour traffic volume in evaluating capacity and
other parameters because it represents the most critical time period. And, as any motorist who
travels during the morning or evening rush hours knows, it’s the period during which traffic
volume is at its highest. The analysis of level of service is based on peak rates of flow
occurring within the peak hour because substantial short-term fluctuations typically occur
during an hour. In this survey practice we use a peak 5-minute rate of flow. Flow rates are
usually expressed in vehicles per hour, not vehicles per 5 minutes. The relationship between
the peak 5-minute flow rate and the full hourly volume is given by the peak-hour factor
(PHF) as shown in the following equation.

Hourly volume
P.H.F=
Peak rate of flow within the Hour

If 5 minute period are used, the PHF is computed as

V
P.H.F =
12×V 5max

Where,

V = Peak Hour Volume (VPH)

V5 max = Maximum of 5 minute Volume

As per Survey data, the detailed analysis has been carried out and the summary sheet of the
analysis is shown in the 5-3.
As per Analysis, During Morning Peak Hours, Peak Hour Volume obtained in the SVNIT-
Athwa Gate direction is 4369 PCU during (10:10 -11:10 Am) and the Peak Hour Factor is
0.82. Where as in the other direction (Athwa Gate- SVNIT) the peak hourly volume is 4649
PCU during (9:30-10:30 AM) and the corresponding Peak Hour Factor is 0.87.
Simultaneously V/C analysis has been carried out and the V/C corresponding to the Peak
Hour volume varies between 0.82-0.90 with a level of service (LOS- D to E). Similarly for
the Evening Peak Hours is shown in the table 5-3.

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5.1.2 Design Service Volume

The Capacity of the corridor is assessed by the principle parameter Design Service volume.
This Design service volume depends mainly on the width of the carriageway. IRC: 106-1990,
“Capacity of Urban roads in Plain areas” mentioned the Design service volume for various
categories of Corridors in Urban area upon distinct carriageway widths as shown Table 5-2

Table 5-2: Recommended Design Service Volumes

Total Design Service Volumes (PCU/Hr)

Sr.No. Types of carriageway for Different categories of Urban Roads
Arterial Sub-arterial Collector
1 2-Lane (One-Way) 2400 1900 1400
2 2-Lane (Two-Way) 1500 1200 900
3 3-Lane (One-Way) 3600 2900 2200
4 4-Lane Undivided (Two-Way) 3000 2400 1800
5 4-Lane Divided (Two-Way) 3600 2900 -
6 6-Lane Undivided (Two-Way) 4800 3800 -
7 6-Lane Divided (Two-Way) 5400 4300 -
8 8-Lane Divided (Two-Way) 7200 - -
Source: IRC: 106-1990, “Capacity of Urban Roads in Plain areas”.

Based on the Design Service Volumes Suggested by the Indian Road Congress (IRC) the
Capacity of the corridor is estimated by considering the design factor (0.7) for any urban
corridor with Level of Service (LOS-C).

For City Court Arterial corridor, the calculation of capacity for the given Design Service
volume is shown below

Type of Carriage way = 3- lane (one way)

Design Service Volume = 3600 PCU/Hr (As per IRC)

For Level of Service (LOS-C)

Volume/ Capacity = 0.7

Therefore, Capacity = 3600/0.7

= 5143 PCU/Hr.

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Table 5-3 : Analysis of Classified Traffic Volume count at City Court

SVNIT to Athwa Gate Athwa Gate to SVNIT
DURATION
Vol/hr PCU/hr PHF V/C Vol/hr PCU/hr PHF V/C
Morning (Capacity =5143 PCU/hr )
9:30 to 10:30 3146 4142 0.77 0.81 4441 4649 0.87 0.90
9:35 to 10:35 3247 4236 0.79 0.82 4378 4599 0.86 0.89
9:40 to 10:40 3190 4128 0.77 0.80 4370 4646 0.87 0.90
9:45 to 10:45 3282 4215 0.79 0.82 4285 4572 0.86 0.89
9:50 to 10:50 3280 4172 0.78 0.81 4153 4474 0.84 0.87
9:55 to 10:55 3350 4275 0.80 0.83 4075 4415 0.83 0.86
10:00 to 11:00 3376 4318 0.81 0.84 3970 4370 0.85 0.85
10:05 to 11:05 3358 4308 0.80 0.84 3887 4288 0.84 0.83
10:10 to 11:10 3396 4369 0.82 0.85 3708 4149 0.88 0.81
10:15 to 11:15 3347 4285 0.80 0.83 3654 4097 0.87 0.80
10:20 to 11:20 3321 4231 0.79 0.82 3645 4103 0.87 0.80
10:25 to 11:25 3287 4175 0.78 0.81 3654 4147 0.88 0.81
10:30 to 11:30 3153 4021 0.79 0.78 3586 4106 0.87 0.80
Evening (Capacity =5143 PCU/hr )
4:30 to 5:30 3108 3768 0.85 0.73 3166 3635 0.95 0.71
4:35 to 5:35 3181 3900 0.88 0.76 3124 3591 0.93 0.70
4:40 to 5:40 3315 4045 0.79 0.79 3216 3682 0.90 0.72
4:45 to 5:45 3279 4022 0.78 0.78 3227 3684 0.90 0.72
4:50 to 5:50 3311 4052 0.79 0.79 3263 3710 0.89 0.72
4:55 to 5:55 3355 4117 0.80 0.80 3359 3800 0.87 0.74
5:00 to 6:00 3406 4189 0.82 0.81 3382 3796 0.87 0.74
5:05 to 6:05 3397 4198 0.82 0.82 3455 3863 0.88 0.75
5:10 to 6:10 3361 4155 0.81 0.81 3485 3875 0.89 0.75
5:15 to 6:15 3400 4188 0.82 0.81 3507 3875 0.89 0.75
5:20 to 6:20 3406 4196 0.82 0.82 3532 3883 0.89 0.76
5:25 to 6:25 3396 4228 0.82 0.82 3579 3925 0.90 0.76
5:30 to 6:30 3362 4171 0.81 0.81 3616 3963 0.91 0.77

5.1.3 Traffic Volume Variation in Peak Hours at City Court

The Classified Volume Count was carried out in 5-min intervals and the maximum volume
447 PCU was observed during 10:25 Am to 10:30 Am in SVNIT-Athwa Direction in during
Morning Peak hours. Whereas in the other direction, the Maximum volume 364 PCU was
observed during 10:50 to 10:55 Am. Similarly, for the Evening Hours, the Traffic Volume
variation in 5-min interval is shown in the Figure 5-1 &

Figure 5-2.

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Traffic Volume Variation in Morning Peak Hours

SVNIT to Athva Gate Athva Gate to SVNIT
447
450
Volume (PCU)

400
364
350

300

250

200

10:20 to 10:25
10:25 to 10:30
10:30 to 10:35
10:35 to 10:40
10:40 to 10:45
10:45 to 10:50
10:50 to 10:55
10:55 to 11:00
9:30 to 9:35
9:35 to 9:40
9:40 to 9:45
9:45 to 9:50
9:50 to 9:55
9:55 to 10:00
10:0 to 10:05
10:5 to 10:10
10:10 to 10:15
10:15 to 10:20

11:0 to 11:05
11:5 to 11:10
11:10 to 11:15
11:15 to 11:20
11:20 to 11:25
11:25 to 11:30
Time Interval

Figure 5-1: Traffic Variation in Morning Peak Hours at City Court

Traffic Variation in Evening Peak Hours

SVNIT to Athva Gate Athva Gate to SVNIT
450 428
Volume (PCU)

400
364
350

300

250

200
4:50 to 4:55

6:10 to 6:15
4:30 to 4:35
4:35 to 4:40
4:40 to 4:45
4:45 to 4:50

4:55 to 5:00
5:00 to 5:05
5:05 to 5:10
5:10 to 5:15
5:15 to 5:20
5:20 to 5:25
5:25 to 5:30
5:30 to 5:35
5:35 to 5:40
5:40 to 5:45
5:45 to 5:50
5:50 to 5:55
5:55 to 6:00
6:00 to 6:05
6:05 to 6:10

6:15 to 6:20
6:20 to 6:25
6:25 to 6:30

Time Interval

Figure 5-2: Traffic Variation in Evening Peak Hours at City Court

5.1.4 Traffic Composition & Mode Share in Peak Hours at City Court
As per the Classified Volume Count data, The Traffic Composition and Mode share is
calculated and it is observed that the contribution of Two-Wheelers is high i.e. 54.10%
compare to the other mode share in the direction of Athwa Gate- SVNIT during Morning
Peak Hours Whereas, in the other direction the contribution of Car is rather higher i.e.
41.09% than the other mode share. Similarly the Traffic Composition and the Mode share for
the Evening Peak Hours are calculated and are shown in the Figure 5-3 & Figure 5-4.
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Table 5-4: Traffic Composition & Mode Share in Morning Peak Hours at City Court
Vehicle Categories
Direction Total Traffic
CAR 2W 3W Bus/ Truck LCV Cycle Others

SVNIT - Athwa 2588 1516 2047 63 45 39 1 6299

Mode Share (%) 41.09% 24.07% 32.50% 1.00% 0.71% 0.62% 0.02% 100%
Athwa - SVNIT 1366 4343 1694 76 122 422 4 8027
Mode Share (%) 17.02% 54.10% 21.10% 0.95% 1.52% 5.26% 0.05% 100%
Total Traffic
3954 5859 3741 139 167 461 5 14326
Mode-Wise

Mode Share in Morning Peak Hours Mode Share in Morning Peak Hours
(SVNIT - Athwa Gate) (Athwa Gate - SVNIT)

2W
24.07% 3W
32.50% 2W
54.10% 3W
21.10%

CAR
41.09% LCV CAR
0.71% 17.02%
Bus/ Bus/ Truck
CYCLE Truck LCV
1.52% 0.95%
Others 0.62% 1.00% Others CYCLE
0.02% 0.05% 5.26%

Figure 5-3: Mode Share in Morning Peak Hours at City Court

Table 5-5: Traffic Composition & Mode Share in Evening Peak Hours at City Court
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Vehicle Categories Total

Direction
Car 2W 3W Bus/Truck LCV Cycle Others
Traffic
SVNIT - Athwa 2038 2277 1882 67 45 154 7 6470
Mode Share (%) 31.50% 35.19% 29.09% 1.04% 0.70% 2.38% 0.11% 100%
Athva - SVNIT 1720 3345 1453 72 63 125 4 6782
Mode Share (%) 25.36% 49.32% 21.42% 1.06% 0.93% 1.84% 0.06% 100%
Total Traffic 3758 5622 3335 139 108 279 11 13252
Mode-Wise

Mode Share in Evening Peak Hours

Mode Share in Evening Peak Hours
(Athwa Gate - SVNIT)
(SVNIT - Athwa Gate)

Car 2W
31.50% 2W Car 49.32%
35.19% 25.36%

3W 3W
29.09% 21.42%
Others
0.11% Others
Bus/ 0.06%
Cycle
Lcv Truck
2.38% Cycle Bus/
0.70% 1.04% Lcv
1.84% Truck
0.93% 1.06%

Figure 5-4: Mode Share in Evening Peak Hours at City Court

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5.2 ANALYSIS OF SCREEN LINE COUNT SURVEY

As per Analysis, During Morning Peak Hours, Peak Hour Volume obtained in the GGC-
Athwa Gate direction is 8710 PCU during (09:30 AM -10:30 AM) and the Peak Hour Factor
is 0.93. Where as in the other direction (Athwa Gate- GGC) the peak hourly volume is 6045
PCU during (09:30AM-10:30 AM) and the corresponding Peak Hour Factor is 0.88.
Simultaneously V/C analysis has been carried out and the V/C corresponding to the Peak
Hour volume varies between 1.18-1.69 with a level of service (LOS- F). Similarly for the
Evening Peak Hours is shown in the Table 5-6.

Table 5-6: Analysis of Classified Traffic Volume count on Sardar Bridge

Guj. Gas Circle to Athwa Gate Athwa Gate to Guj. Gas Circle
DURATION
Vol/hr PCU/hr PHF V/C Vol/hr PCU/hr PHF V/C
Morning (Capacity =5143 PCU/hr)
9:30 to 10:30 9134 8710 0.93 1.69 5329 6045 0.88 1.18
9:35 to 10:35 8988 8599 0.92 1.67 5316 6053 0.88 1.18
9:40 to 10:40 8860 8492 0.90 1.65 5259 5944 0.87 1.16
9:45 to 10:45 8744 8410 0.90 1.64 5233 5909 0.86 1.15
9:50 to 10:50 8627 8307 0.89 1.62 5184 5800 0.89 1.13
9:55 to 10:55 8436 8136 0.87 1.58 5154 5777 0.89 1.12
10:00 to 11:00 8285 8024 0.86 1.56 5125 5731 0.88 1.11
10:05 to 11:05 8092 7865 0.93 1.53 5082 5660 0.87 1.10
10:10 to 11:10 7990 7779 0.93 1.51 5054 5610 0.86 1.09
10:15 to 11:15 7949 7750 0.92 1.51 4990 5517 0.85 1.07
10:20 to 11:20 7853 7668 0.91 1.49 4925 5429 0.89 1.06
10:25 to 11:25 7769 7591 0.93 1.48 4884 5368 0.95 1.04
10:30 to 11:30 7681 7516 0.96 1.46 4908 5390 0.96 1.05
Evening (Capacity =5143 PCU/hr)
4:30 to 5:30 4768 4956 0.95 0.96 6684 6489 0.87 1.26
4:35 to 5:35 4817 5010 0.92 0.97 6827 6599 0.88 1.28
4:40 to 5:40 4835 5022 0.92 0.98 6989 6740 0.87 1.31
4:45 to 5:45 4898 5086 0.94 0.99 7160 6925 0.88 1.35
4:50 to 5:50 4948 5119 0.94 1.00 7294 7038 0.89 1.37
4:55 to 5:55 4987 5140 0.95 1.00 7412 7137 0.91 1.39
5:00 to 6:00 5016 5153 0.95 1.00 7551 7242 0.92 1.41
5:05 to 6:05 5061 5186 0.95 1.01 7616 7307 0.93 1.42
5:10 to 6:10 5105 5236 0.96 1.02 7736 7403 0.93 1.44
5:15 to 6:15 5133 5263 0.97 1.02 7786 7431 0.93 1.44
5:20 to 6:20 5141 5256 0.97 1.02 8001 7630 0.90 1.48
5:25 to 6:25 5175 5282 0.97 1.03 8233 7866 0.88 1.53
5:30 to 6:30 5206 5323 0.98 1.03 8431 8042 0.90 1.56

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5.2.1 Traffic Volume Variation in Peak Hours on Sardar Bridge

The Classified Volume Count was carried out in 5-min intervals and the maximum volume
783 PCU was observed during 10:00 AM to 10:05 AM in GGC (Gujarat Gas Circle – Athwa
Gate) Direction in during Morning Peak hours. Whereas in the other direction, the Maximum
volume 581 PCU was observed during 09:45 AM to 09:50 Am. Similarly, for the Evening
Hours, the Traffic Volume variation in 5-min interval is shown in the Figure 5-5 & Figure
5-6.

Traffic Volume Variation in Morning Peak Hours

850
GGC-Atwa Gate Atwa Gate- GGC
783
750
Volume (PCU)

650 581
550
450
350
250
150
09:35-09:40
09:40-09:45
09:45-09:50
09:50-09:55
09:55-10:00
10:00-10:05
10:05-10:10
10:10-10:15
10:15-10:20
10:20-10:25
10:25-10:30
10:30-10:35
10:35-10:40
10:40-10:45
10:45-10:50
10:50-10:55
10:55-11:00
11:00-11:05
11:05-11:10
11:10-11;15
11:15-11:20
11:20-11:25
11:25-11:30
09:30-09:35

Time Interval

Figure 5-5: Traffic Volume Variation in Morning Peak Hours on Sardar Bridge
Traffic Volume Variation in Evening Peak Hours
GGC-Atwa Gate Atwa Gate- GGC 755
800
700
Volume (PCU)

600
500 462

400
300
200
100
09:50-09:55

10:20-10:25
09:35-09:40
09:40-09:45
09:45-09:50

09:55-10:00
10:00-10:05
10:05-10:10
10:10-10:15
10:15-10:20

10:25-10:30
10:30-10:35
10:35-10:40
10:40-10:45
10:45-10:50
10:50-10:55
10:55-11:00
11:00-11:05
11:05-11:10
11:10-11;15
11:15-11:20
11:20-11:25
11:25-11:30
09:30-09:35

Time Interval

Figure 5-6: Traffic Volume Variation in Evening Peak Hours on Sardar Bridge

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Table 5-7: Traffic Composition & Mode Share in Morning Peak Hours on Sardar Bridge
Vehicle Categories
Direction Total Traffic
Car 2W 3W Bus/ Truck LCV Cycle Others
GGC - Athwa
10942 2980 2190 60 571 65 7 16815
Gate
Mode Share (%) 65.07% 17.72% 13.02% 0.36% 3.40% 0.39% 0.04% 100%
Athwa Gate -
1693 5556 2465 104 31 385 3 10237
GGC
Mode Share (%) 16.54% 54.27% 24.08% 1.02% 0.30% 3.76% 0.03% 100%
Total Traffic
12635 8536 4654.99 164 602 450 10 27052
Mode–wise

Mode Share in Morning Peak Hours Mode Share in Morning Peak Hours
(Guj. Gas Circle - Athwa Gate) (Athwa Gate - Guj. Gas Circle)

2W 2W
17.72% 54.27%

3W
13.02% CAR
CAR 16.54%
3W
65.07% 24.08%

Others Bus/ Truck Others

0.04% 0.36% 0.03%
LCV
CYCLE
3.40% CYCLE LCV Bus/ Truck
0.39%
3.76% 0.30% 1.02%

Figure 5-7: Mode Share in Morning Peak Hours on Sardar Bridge

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Table 5-8: Traffic Composition & Mode Share in Morning Peak Hours on Sardar Bridge
Vehicle Categories
Direction Bus/ Total Traffic
Car 2W 3W LCV Cycle Others
Truck

GGC – Athwa Gate 5907 2002 1597 77 292 91 8 9974

Mode Share (%) 59.22% 20.07% 16.01% 0.77% 2.93% 0.91% 0.08% 100%

Athwa Gate - GGC 2833 10260 1583 156 76 204 3 15115

Mode Share (%) 18.74% 67.88% 10.47% 1.03% 0.50% 1.35% 0.02% 100%
Total Traffic
8740 12262 3180 233 368 295 11 25089
Mode–wise

Mode Share in Evening Peak Hours Mode Share in Evening Peak hours
(Guj. Gas Circle - Athwa Gate) (Athwa Gate to Guj. Gas Circle)
2W
20.07%
3W
3W 2W 10.47%
16.01% 67.88% Others
0.02%
Car
18.74% Bus/
Car Truck
59.22% Bus/ 1.03%
Truck
Lcv 0.77%
Cycle 2.93% Cycle Lcv
Others 0.91% 1.35% 0.50%
0.08%

Figure 5-8: Mode Share in Morning Peak Hours on Sardar Bridge

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5.2.2 Directional Split on Sardar Bridge

Table 5-9: Directional Split in Peak Hours on Sardar Bridge

Duration Direction of Traffic Volume in Peak Hours Directional Split
Morning
GGC-Athwa 16815 62.16%
9:30 AM- 11:30 AM
Athwa-GGC 10237 37.84%
Total Traffic in Peak Hours 27052
Evening
GGC-Athwa 9974 39.75%
4:30 Pm- 6:30 Pm
Athwa-GGC 15115 60.25%
Total Traffic in Peak Hours 25089

Directional Split (Morning) Directional Split (Evening)

GGC- GGC- Athwa-

Athwa Athwa- GGC
Athwa
62% GGC 60%
40%
38%

Figure 5-9: Directional Split in Peak Hours on Sardar Bridge

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5.3 ANALYSIS OF TURNING MOVEMENT COUNT SURVEY

The Turning Movement Count survey has been carried out to analyze the traffic flow pattern
and the characteristics at different Intersections. The detailed analysis has been carried out
and the corresponding summary sheet is shown in Figure 5-10 & Figure 5-11.
As per the analysis, During Morning Peak hours it is observed that Pal junction and Adajan
Junction has high through traffic share whereas at Anand Mahal Junction, Merging and
Diverging traffic is high compared to the other junctions. The mode share of Two-Wheelers
is very high compared to the other mode shares at all the Intersections as shown in the Table
5-10 & Table 5-11.

Table 5-10: Vehicle Composition (%) at Intersections for Morning Peak Hours

Vehicle Composition (%) At Intersections For Morning Peak Hours

Bus/
Location Direction 2-W Car 3-W LCV Cycle Others Total
Truck
Merging 17.1 7.6 1.5 0.1 0.3 0.3 0.0 27.0

Diverging 10.1 3.5 3.1 0.2 0.8 0.5 0.1 18.3

Pal
Junction Through 23.3 13.9 14.0 0.7 1.3 1.6 0.1 54.8

Total 50.5 24.9 18.5 1.1 2.4 2.4 0.2 100.0

Merging 5.3 2.1 2.3 0.1 0.1 0.0 0.1 10.1

Diverging 13.2 5.8 5.3 0.1 0.5 0.1 0.1 25.1

Adajan
Junction Through 64.8
37.6 13.8 10.0 1.2 0.8 1.3 0.1
Total 56.1 21.8 17.6 1.4 1.4 1.4 0.3 100.0

Merging 23.2 5.1 5.6 0.0 0.4 0.1 0.1 34.4

Anand Diverging 17.8 5.5 10.0 0.6 1.2 0.2 0.2 35.4
Mahal
Junction Through 12.8 7.7 8.3 0.3 0.2 1.0 0.0 30.3

Total 53.7 18.3 23.9 0.8 1.7 1.3 0.3 100

Merging 35.2 9.6 7.0 0.6 2.5 0.6 0.0 55.4

Gujarat Study
Gas 28.7 6.4 7.3 0.3 1.6 0.3 0.0 44.6
Corridor
Junction
Total 63.8 16.0 14.3 0.9 4.1 0.9 0.0 100.0

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Table 5-11: Vehicle Composition (%) at Intersections for Evening Peak Hours

Vehicle Composition (%) at Intersections for Evening Peak Hours

Bus/
Location Direction 2-W Car 3-W LCV Cycle Others Total
Truck
Merging 13.2 6 3.5 0.2 0.1 0.4 0.1 23.6
Diverging 16.6 8.4 3.5 0.3 0.6 0.6 0.2 30.2
Pal Junction
Through 17.8 12.9 10 1.2 1.2 3.1 0.2 46.2
Total 47.6 27.3 17 1.6 1.9 4.1 0.4 100
Merging 8.3 2.7 2.9 0.2 0.2 0 0.1 14.4
Diverging 10.7 5.3 4.8 0.2 0.2 0.1 0.1 21.4
Adajan
Through 33.2 15.6 10.1 1.6 0.9 2.7 0.2 64.3
Total 52.1 23.6 17.8 2 1.2 2.9 0.5 100

Merging 18.2 3.8 6 0.1 0.2 0.1 0 28.4

Diverging 23.1 7.4 9.4 0.3 0.6 0.2 0 41

Anand Mahal
Through 13.5 8.1 7.5 0.2 0.1 1.2 0 30.6

Total 54.8 19.2 23 0.6 1 1.5 0 100

Merging 2.7 1.5 1.9 0 0 0 0 6.2

Gujarat Gas Diverging 30 11.5 8.8 0.4 0.6 0.4 0 51.7

Junction Through 27.9 8.6 4.3 0.3 0.5 0.4 0 42.1

Total 60.5 21.7 15 0.8 1.1 0.8 0 100

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Figure 5-10: Traffic Volume at Different Intersections and V/C Analysis during Morning Peak hours

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Figure 5-11: Traffic Volume at Different Intersections and V/C Analysis during Evening Peak hours

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5.4 ANALYSIS OF SPEED & DELAY STUDY

In order to estimate the travel impedance on the study corridor, Speed and Delay study has
been carried out. For this study, Journey time and Journey Speed, Running time and Running
speed from each Intersection is calculated and it is observed that During Morning Peak hours
Average Journey Speed for 2-Wheeler in the peak direction is 19 KMPH and for Car is 14
KMPH whereas in the evening peak hours Average journey speed for 2- Wheeler in the peak
direction is 18 KMPH and for Car is 13 KMPH. The Detailed variation in Journey Speed and
the Running Speeds is shown in the Table 5-12 and Figure 5-12.

Table 5-12: Analysis of Speed and Delay Study

Morning Evening
Vehicle Speed/Time
Category (KMPH/ min) Pal- City City Court- Pal- City City Court-
Court Pal Court Pal
Journey Time 00:13:01 00:11:58 00:13:06 00:13:13
Journey Speed 19 21 18 18
2-W
Running Time 00:11:09 00:11:17 00:12:46 00:12:26
Running Speed 22 22 19 20
Journey Time 00:17:23 00:11:15 00:10:48 00:18:04
Journey Speed 14 22 23 13
Car
Running Time 00:13:20 00:10:30 00:09:49 00:16:28
Running Speed 18 23 25 15

Journey Speed & Running Speed

30 Journey Speed (2-W) Running Speed (2-W) Journey Speed (Car) Running Speed (Car)

25 23
21 22
Speed in KMPH

20 19 18 18

15 14 13

10

0
Pal- City Court City Court- Pal Pal- City Court City Court- Pal

Morning Evening

Figure 5-12: Journey Speed and Running Speed

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6 DIVERSION ANALYSIS & TRAFFIC FORECASTING

6.1 INTRODUCTION
Diversion Analysis from the Urban Point of View plays a vital role in assessing the feasibility
of the new system introduced in the particular zone in order to improve the Level of Service
of the old System. In this regard, Diversion Analysis has been carried out in the Surat City
between two corridors i.e. one is existing Sardar Bridge which is running under the saturation
level (LOS-F) and the other corridor is the Proposed Cable Stayed Bridge as shown in the
Figure 6-1.
In order to improve the Level of Service of the Existing Sadar Bridge the concerned local
authority has decided to construct the competing corridor (Cable Stayed Bridge) which is
parallel to the Sardar Bridge. Therefore soon after completion of this proposed Cable Stayed
Bridge the vehicles that are likely to be diverted on Cable Stayed Bridge from the Sadar
Bridge is analyzed by using Trip assignment technique i.e. B.P.R Method.

Figure 6-1: Location Map for Diversion Analysis

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6.2 METHODOLOGY

Sector Diagram

Estimation of Diverted Estimation of Vehicular

Traffic Traffic Growth Rate

Travel Impedance Using

BPR Function

Diversion Analysis Using

Logit Model

V/C Analysis

Traffic Forecasting

Sardar Bridge Sardar Bridge

Cable Stayed after Const. of
Bridge Before Const.of
CSB CSB

Sensitivity Analysis

Figure 6-2: Methodology for Diversion Analysis & Traffic Forecasting

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6.3 THE BUREAU OF PUBLIC ROADS (B.P.R) METHOD

The Relationship between link flow and the Link Impedance is described as the Link-
Capacity Function and is expressed mathematically as below.

β
q
W=Wf 1+α
qmax
Where,
W= Impedance of a given link at flow q
Wf = Free- Flow impedance of the link
α = 0.71, β=0.21 as per NCHRP 365, 1998
q= Link flow
qmax= Link’s capacity

Using This BPR function, Travel Impedance is estimated via Sardar Bridge and via Cable
Stayed Bridge. Based on the Obtained Travel Impedance obtained for the base year is
projected for the further years by applying the growth rate for the base year volume.

6.4 LOGIT MODEL

The Probability of Traffic volume that is likely to be diverted to the new system (Cable
Stayed Bridge) from the Old system (Sardar Bridge) is estimated by using the formula shown
below.
eSB
P SB = SB CSB
( ) e +e
CSB
Where,
PSB/CSB = Probability of Traffic Diverted from Sardar Bridge to Cable
Stayed Bridge.
SB
e = Travel Impedance via Sardar Bridge
e CSB = Travel Impedance via Cable Stayed Bridge (CSB).

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6.5 DETAIL ANALYSIS

6.5.1 Calculation of Diverted Traffic from Adajan to Dumas in Peak Hour for Peak
Direction

Based on the Desire line diagram and the Travel Demand Study Analysis, The Diverted trips
from Adajan to Dumas for the year 2001 in single direction is 33437 Trips/ day and
subsequently for the year 2016 in single direction is 95974 trips/ Day. Therefore applying
compound Interest formula the growth rate of Diverted trips is estimated i.e. 7.28%.

The Diverted trips for the base year (2011) is estimated by the same compound interest
formula adopting the same Growth rate of 7.28% which is calculated based on the Desire
Line Diagram and thus the Diverted trips from Adajan to Dumas for the base year (2011) is
67527 Trips/ Day. However, assuming 10% trips as Peak hour trips from the total trips
therefore the total trips that are likely to be diverted towards South West Zone (Dumas)
originating from West zone (Adajan) is 6753 trips/hr in Peak hour.

2001 2007

2 2

6 6
3 3

1 1

5 5

4 4

2012 2016

2 2

6 6
3 3

N
1 1
N.T.S.

Legend :
5 5 < 50000
4 4
50001 - 100000
100001 - 150000
>150001

Sector Desire Line Diagram

108
TRAVEL DEMAND STUDY ANALYSIS

Source: “Spatial Household Growth and Urban Travel demand Study with reference to Metropolitan
City in Gujarat through fuzzy-Neuro simulation” by Dr. G.J. Joshi

Figure 6-3 : Travel Demand Study Analysis (Sector Diagram) for Surat City

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Table 6-1: Sector Trip Interchanges for the Year 2001

Sector Trip Interchanges (2001)
Sector 1 2 3 4 5 6 SUDA Total
1 388820 33232 70561 43203 106193 27385 23362 692756
2 95642 287427 101636 27083 41362 23901 9274 586325
3 142414 72435 880628 90493 73119 31767 21880 1312736
4 106253 28886 115352 938782 110843 38293 46296 1384705
5 75486 15548 40230 48915 291396 25887 19115 516577
6 78316 40564 34163 26429 66874 185948 45262 477556
Total 886931 478092 1242570 1174905 689787 333181 165189
Source: “Spatial Household Growth and Urban Travel demand Study with reference to Metropolitan
City in Gujarat through fuzzy-Neuro simulation” by Dr. G.J. Joshi

Table 6-2: Sector Trip Interchanges for the Year 2016

Sector Trip Interchanges (2016)
SECTOR 1 2 3 4 5 6 SUDA TOTAL
1 259287 14748 44125 32900 65551 13099 14654 444364
2 122040 566578 164555 45584 69692 44353 19072 1031874
3 135319 97467 1276999 114161 96390 44923 32615 1797874
4 166574 70141 288621 1812966 181760 57245 96423 2673730
5 118843 53574 104187 129849 595445 52008 50895 1104801
6 195106 193623 152339 123815 191947 463461 125042 1445333
TOTAL 997169 996131 2030826 2259275 1200785 675089 338701
Source: “Spatial Household Growth and Urban Travel demand Study with reference to Metropolitan
City in Gujarat through fuzzy-Neuro simulation” by Dr. G.J. Joshi

Table 6-3: Growth Rate of Diverted Trips from Adajan to Dumas

Growth Rate of Diverted Trips based on the Desire Lines
Growth Rate of
Year 2-Way Trips Single Trips
Diverted Trips (%)
2001 66874 33437
7.28%
2016 191947 95974
Predicted Diverted Trips for the base Year (2011)
2011 67527

In order to analyze the Level of service (LOS) of the study corridor it necessary to convert
the Trips obtained from the Desire Line Diagram into Vehicles by applying occupancy values
obtained from the secondary data and by trial and error method total diverted traffic is
estimated i.e. 2865 VPH during Peak hour in Peak direction thus the share of Diverted traffic
towards Dumas is 34.07% of traffic plying on the Sardar Bridge.

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Table 6-4: Estimating Diverted Traffic for the Year 2011 from Adajan to Dumas

Vehicle Diverted Total

Vehicle Vehicle
Diverted
categories Occupancy* Composition
Trips
Trips Vehicles
2-W 1.35 17.72% 702 520
Car 2.50 65.07% 4650 1860
6753
3-W 3.50 13.02% 1295 370
LCV/others 1.00 4.19% 115 115
Total 6762 2865
*Source: “Study of Public Transport operation in CBD corridor”, SVNIT, Surat

6.5.2 Calculation of Travel Impedance

Applying BPR function, Travel Impedance is estimated from different intersections via
Sardar Bridge and Cable Stayed Bridge for the base year (2011) and subsequently the volume
on the corridor is projected for the future years by applying growth rate (7.28%) which is
obtained from the Sector Diagram Figure 6-3. The Detailed Calculations of Travel
Impedance are shown in the tables 6-5 to 6-8 and Corresponding figures 6-3 to 6-6 for
different Intersections.

Table 6-5: Trip Lengths and Free Flow Impedance

Trip Lengths to City Free Flow Impedance (Wf)
Sr.No. Location Court (Km) min
via via Cable via Sardar via Cable Stayed
Sardar Stayed Bridge Bridge
1 Pal Junction Bridge
4.10 Bridge
1.00 6.15 1.00
2 Adajan Junction 3.55 1.55 5.32 2.33
3 Anand Mahal 3.05 2.05 4.58 3.08
Junction
4 Gujarat Gas Junction 2.80 2.35 4.20 3.53

As per the Traffic Flow Study in the Surat city Free flow speed for Sardar Bridge is 40
KMPH and for Cable stayed bridge Design Speed is considered as free flow speed i.e. 60
KMPH.

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Table 6-6: Travel Impedance from Pal Junction

Pal Junction (3- Lane one way)
Volume on Impedance (min)
Volume on
Sardar Capacity
Year Cable Bridge
Bridge PCU/hr Via Sardar Bridge Via Cable Stayed
(VPH)
(VPH)
2011 8408 2865 5143 12.74 1.21
2012 9020 3074 5143 14.88 1.24
2013 9677 3297 5143 17.71 1.28
2014 10381 3537 5143 21.46 1.32
2015 11137 3795 5143 26.43 1.37
2016 11948 4071 5143 33.02 1.43
2017 12818 4368 5143 41.74 1.50
2018 13751 4686 5143 53.29 1.58
2019 14752 5027 5143 68.59 1.68
2020 15826 5393 5143 88.86 1.78
2021 16978 5785 5143 115.70 1.91

Pal Junction
30.00
26.43
25.00
21.46 via
Impedance (min)

20.00 17.71 Sardar

14.88 Bridge
15.00 12.74

10.00 via Cable

Stayed
5.00 Bridge
1.21 1.24 1.28 1.32 1.37
0.00
2011 2012 2013 2014 2015

Figure 6-4: Travel Impedance from Pal Junction

From the Analysis, the Impedance via Sardar Bridge is 12.74 min and via Cable Stayed
Bridge is 1.21 min Therefore by applying Logit Model it is obtained that the traffic coming
from Pal Junction Is 100% likely to be diverted to the Cable Stayed Bridge.

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Table 6-7: Travel Impedance from Adajan Junction

Adajan Junction (3- Lane one way)
Volume on Volume on Impedance (min)
Sardar Cable Capacity
Year
Bridge Bridge (PCU/Hr) Via Sardar Bridge Via Cable Stayed
(VPH) (VPH)
2011 8408 2865 5143 11.02 2.81
2012 9020 3074 5143 12.87 2.88
2013 9677 3297 5143 15.32 2.97
2014 10381 3537 5143 18.57 3.08
2015 11137 3795 5143 22.87 3.20
2016 11948 4071 5143 28.56 3.34
2017 12818 4368 5143 36.11 3.50
2018 13751 4686 5143 46.10 3.68
2019 14752 5027 5143 59.33 3.90
2020 15826 5393 5143 76.87 4.15
2021 16978 5785 5143 100.09 4.44

Adajan Junction
25.00 22.87

20.00 18.57
Impedance (min)

Via Sardar
15.32 Bridge
15.00 12.87
11.02
10.00

5.00 2.81 2.88 2.97 3.08 3.20 via Cable

stayed
0.00 bridge
2011 2012 2013 2014 2015
Year

Figure 6-5: Travel Impedance from Adajan Junction

From the Analysis, the Impedance via Sardar Bridge is 11.02 min and via Cable Stayed
Bridge is 2.81 min Therefore by applying Logit Model it is obtained that the traffic coming
from Adajan Junction Is 99.99% likely to be diverted to the Cable Stayed Bridge.

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Table 6-8: Travel Impedance from Anand Mahal Junction

Anand Mahal Junction

Impedance (min)
Volume on Volume on
Capacity Via Cable
Year Sardar Cable Bridge Via Sardar
(PCU/Hr) Stayed
Bridge (VPH) (VPH) Bridge
Bridge
2011 8408 2865 5143 9.48 3.71
2012 9020 3074 5143 11.07 3.82
2013 9677 3297 5143 13.18 3.93
2014 10381 3537 5143 15.97 4.07
2015 11137 3795 5143 19.66 4.23
2016 11948 4071 5143 24.56 4.41
2017 12818 4368 5143 31.05 4.62
2018 13751 4686 5143 39.64 4.87
2019 14752 5027 5143 51.03 5.16
2020 15826 5393 5143 66.10 5.49
2021 16978 5785 5143 86.07 5.87

Anand Mahal Junction

19.66
20.00
18.00
15.97
16.00
Via
Impedance (min)

14.00 13.18
Sardar
12.00 11.07
Bridge
9.48
10.00
8.00
6.00 4.07 4.23
3.71 3.82 3.93 via Cable
4.00
Stayed
2.00 Bridge
0.00
2011 2012 2013 2014 2015
Year

Figure 6-6: Travel Impedance from Anand Mahal Junction

From the Analysis, the Impedance via Sardar Bridge is 9.48 min and via Cable Stayed Bridge
is 3.71 min Therefore by applying Logit Model it is obtained that the traffic coming from
Anand Mahal Junction Is 99.53% likely to be diverted to the Cable Stayed Bridge.

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Table 6-9: Travel Impedance from Gujarat Gas Junction

Gujarat Gas Junction (3-Lane one way)

Volume on Volume on Impedance (min)
Sardar Cable Capacity
Year
Bridge Bridge (PCU/Hr) Via Sardar Bridge Via Cable Stayed
(VPH) (VPH)
2011 8408 2865 5143 8.70 4.26
2012 9020 3074 5143 10.16 4.37
2013 9677 3297 5143 12.10 4.51
2014 10381 3537 5143 14.66 4.67
2015 11137 3795 5143 18.05 4.85
2016 11948 4071 5143 22.55 5.06
2017 12818 4368 5143 28.50 5.30
2018 13751 4686 5143 36.39 5.58
2019 14752 5027 5143 46.84 5.91
2020 15826 5393 5143 60.68 6.29
2021 16978 5785 5143 79.02 6.73

Gujarat Gas Junction

20.00 18.05
18.00
16.00 14.66 Via
Impedance (min)

14.00 Sardar
12.10
12.00 Bridge
10.16
10.00 8.70
8.00
6.00 4.26 4.37 4.51 4.67 4.85
4.00 via Cable
2.00 Stayed
0.00 Bridge
2011 2012 2013 2014 2015
Year

Figure 6-7: Travel Impedance from Gujarat Gas Junction

From the Analysis, the Impedance via Sardar Bridge is 8.70 min and via Cable Stayed Bridge
is 4.26 min Therefore by applying Logit Model it is obtained that the traffic coming from
Gujarat Gas Junction Is 99.53% likely to be diverted to the Cable Stayed Bridge.

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6.6 V/C ANALYSIS AND LEVEL OF SERVICE (LOS)

V/C analysis has been carried out for both the Study Corridor and the Competing Corridor based on the Traffic diverted to the Cable Stayed
Bridge as shown in Table 6-10. As per Analysis it is obtained that the construction of Cable Stayed Bridge has very less impact on the Sardar
Bridge because The Level of Service (LOS) before construction of Cable stayed Bridge for the base year (2011) is “F” and after Construction of
Cable Stayed Bridge though the Diverted Traffic is 100% The Level of Service on the Sardar Bridge is in the Saturation level with LOS-E. As
part of this analysis, the Sensitivity of Growth rate of Vehicles is analyzed by varying the Growth rate of Vehicle (10% & 12%) and the
Corresponding change in the Level of Service for both the Study corridor and the competing corridor is observed.
Table 6-10: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak Direction (for calculated Growth rate 7.28%)

Before Const. of Cable Stayed Bridge After Const. of Cable Stayed Bridge
Sardar Bridge Cable Stayed Bridge Sardar Bridge
Year Volume Capacity Volume Capacity Volume Capacity
V/C LOS V/C LOS V/C LOS
VPH PCU/Hr PCU/Hr VPH PCU/Hr PCU/Hr VPH PCU/Hr PCU/Hr

2011 8408 8113 5143 1.58 F 2865 3220 5143 0.63 B 5543 4893 5143 0.95 E
2012 9020 8704 5143 1.69 F 3074 3454 5143 0.67 B 5947 5249 5143 1.02 F
2013 9677 9337 5143 1.82 F 3297 3706 5143 0.72 C 6379 5631 5143 1.09 F
2014 10381 10017 5143 1.95 F 3537 3976 5143 0.77 C 6844 6041 5143 1.17 F
2015 11137 10746 5143 2.09 F 3795 4265 5143 0.83 D 7342 6481 5143 1.26 F
2016 11948 11529 5143 2.24 F 4071 4576 5143 0.89 E 7877 6953 5143 1.35 F
2017 12818 12368 5143 2.40 F 4368 4909 5143 0.95 E 8450 7459 5143 1.45 F
2018 13751 13268 5143 2.58 F 4686 5266 5143 1.02 F 9065 8002 5143 1.56 F
2019 14752 14234 5143 2.77 F 5027 5649 5143 1.10 F 9725 8585 5143 1.67 F
2020 15826 15270 5143 2.97 F 5393 6061 5143 1.18 F 10433 9210 5143 1.79 F
2021 16978 16382 5143 3.19 F 5785 6502 5143 1.26 F 11193 9880 5143 1.92 F

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V/C Analysis for Traffic Growth Rate (7.28%)

3.50 Sardar Bridge
3.19 (Before
2.97 construction
3.00 2.77 CSB)
2.58
2.50 2.40
2.24 Cable Stayed
2.09 Bridge
1.95
V/C

2.00 1.92
1.82 1.79
1.69 1.67
1.58 1.56
1.45
1.50 1.26 1.35
1.09 1.17
1.02 Sardar Bridge
0.95
1.00 (After
construction of
0.50 CSB)
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Year

Figure 6-8: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak Direction (for calculated Growth rate 7.28%)

As per the analysis from the Table 6-10 & Figure 6-8, it is observed that if the Traffic Growth rate is taken as per the calculation based on the
Desire lines i.e.7.28% Level of Service (LOS) of Sardar Bridge due to construction of Cable Stayed Bridge is LOS-E in the Year 2011 and the
Level of Service (LOS) of the Cable Stayed Bridge is deteriorating rapidly by reaching Saturation level (LOS-E) in the Year 2016 which may
not be the optimum solution for dropping the congestion level and improving the Level of Service on the Sardar Bridge.

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6.6.1 Case-I: V/C Analysis for Traffic Growth Rate of 10%

Table 6-11: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak Direction

Before Const. of Cable Stayed Bridge After Const. of Cable Stayed Bridge
Sardar Bridge Cable Stayed Bridge Sardar Bridge
Year Volume Capacity Volume Capacity Volume Capacity
V/C LOS V/C LOS V/C LOS
VPH PCU/Hr PCU/Hr VPH PCU/Hr PCU/Hr VPH PCU/Hr PCU/Hr

2011 8408 8113 5143 1.58 F 2865 3220 5143 0.63 B 5543 4893 5143 0.95 E
2012 9249 8924 5143 1.74 F 3152 3542 5143 0.69 B 6097 5382 5143 1.05 F
2013 10359 9995 5143 1.94 F 3404 3896 5143 0.76 C 6955 6099 5143 1.19 F
2014 11602 11195 5143 2.18 F 3676 4286 5143 0.83 D 7926 6909 5143 1.34 F
2015 12994 12538 5143 2.44 F 3970 4714 5143 0.92 E 9024 7824 5143 1.52 F
2016 14553 14043 5143 2.73 F 4288 5186 5143 1.01 F 10266 8857 5143 1.72 F
2017 16300 15728 5143 3.06 F 4631 5704 5143 1.11 F 11669 10023 5143 1.95 F
2018 18255 17615 5143 3.43 F 5001 6275 5143 1.22 F 13254 11340 5143 2.20 F
2019 20446 19729 5143 3.84 F 5401 6902 5143 1.34 F 15045 12826 5143 2.49 F
2020 22900 22096 5143 4.30 F 5833 7593 5143 1.48 F 17066 14504 5143 2.82 F
2021 25648 24748 5143 4.81 F 6300 8352 5143 1.62 F 19348 16396 5143 3.19 F

As per the Sensitivity analysis from the Table 6-11, it is observed that if the Traffic Growth rate is taken on the superior side i.e.10 % no change
in the level of Service (LOS-E) of Sardar Bridge due to construction of Cable Stayed Bridge and the Level of Service (LOS) of the cable stayed
Bridge is deteriorating rapidly by reaching Saturation level (LOS-E) in the Year 2015 which may not be the optimum solution for dropping the
congestion level and improving the Level of Service on the Sardar Bridge.

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V/C Analysis for Traffic Growth Rate of 10%

5.00 4.81

4.50 4.30

4.00 3.84
3.43
3.50 3.19
3.06 Sardar Bridge
3.00 2.82 (Before
2.73 Construction
2.44 2.49
V/C

2.50 of CSB)
2.18 2.20
1.94 1.95 Cable Stayed
2.00 1.74 1.72 Bridge (CSB)
1.58 1.52
1.50 1.34
1.19
0.95 1.05
1.00 Sadar Bridge
(After
0.50 Construction
of CSB)
0.00
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Year

Figure 6-9: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak Direction

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6.6.2 Case-II: V/C Analysis Traffic Growth Rate of 12%

Table 6-12: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak Direction

Before Const. of Cable Stayed Bridge After Const. of Cable Stayed Bridge
Sardar Bridge Cable Stayed Bridge Sardar Bridge
Year Volume Capacity Volume Capacity Volume Capacity
V/C LOS V/C LOS V/C LOS
VPH PCU/Hr PCU/Hr VPH PCU/Hr PCU/Hr VPH PCU/Hr PCU/Hr
2011 8408 8113 5143 1.58 F 2865 3220 5143 0.63 B 5543 4893 5143 0.95 E
2012 9417 9087 5143 1.77 F 3209 3606 5143 0.70 C 6208 5480 5143 1.07 F
2013 10547 10177 5143 1.98 F 3594 4039 5143 0.79 C 6953 6138 5143 1.19 F
2014 11813 11398 5143 2.22 F 4025 4524 5143 0.88 D 7788 6874 5143 1.34 F
2015 13230 12766 5143 2.48 F 4508 5067 5143 0.99 E 8722 7699 5143 1.50 F
2016 14818 14298 5143 2.78 F 5049 5675 5143 1.10 E 9769 8623 5143 1.68 F
2017 16596 16014 5143 3.11 F 5655 6356 5143 1.24 F 10941 9658 5143 1.88 F
2018 18587 17935 5143 3.49 F 6334 7118 5143 1.38 F 12254 10817 5143 2.10 F
2019 20818 20087 5143 3.91 F 7094 7973 5143 1.55 F 13724 12115 5143 2.36 F
2020 23316 22498 5143 4.37 F 7945 8929 5143 1.74 F 15371 13569 5143 2.64 F
2021 26114 25198 5143 4.90 F 8898 10001 5143 1.94 F 17216 15197 5143 2.95 F

As per the Sensitivity analysis from the Table 6-12 & Figure 6-10, it is observed that if the Traffic Growth rate is taken on the conservative side
i.e.12% no change in the level of Service (LOS-E) of Sardar Bridge due to construction of Cable Stayed Bridge and the Level of Service (LOS)
of the cable stayed Bridge is deteriorating rapidly by reaching Saturation level (LOS-E) in the Year 2015 which may not be the optimum
solution for dropping the congestion level and improving the Level of Service on the Sardar Bridge.

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V/C Analysis for Traffic Growth Rate of 12%

4.90
5.00 Sardar Bridge
4.37 (Before
4.50
3.91 Construction
4.00
3.49 of CSB)
3.50 3.11 2.95
3.00 2.78 2.64
2.48 Cable Satyed
V/C

2.50 2.22 2.36

2.10 Brdge (CSB)
1.98 1.88
2.00 1.77 1.68
1.58 1.50
1.50 1.19 1.34
0.95 1.07
1.00
Sardar Bridge
0.50 (After
0.00 Construction
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 of CSB)

Year

Figure 6-10: V/C Analysis for Both Study and Competing corridor in Peak Hour for Peak Direction

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7 PARKING INVENTORY STUDY

7.1 INTRODUCTION
A Parking Inventory Study was conducted to study the currently available facilities for
parking and the scenario on the influence zone due to the parking of vehicles. For the parking
inventory a structured questionnaire was prepared and survey teams were sent to total 5
locations in the influence area where the parking problems do occur apparently. The five
locations where the parking inventory survey was done were:
 City Court
 Gujarat Gas Circle
 Adajan Circle
 Anand Mahal Junction
 Pal Junction
Out of these 5 locations surveyed for the parking facility majority showed congestion on road
sides due to insufficient parking facilities. We shall discuss the parking facility of these areas
one by one. The questions in the questionnaire included type of parking, physical dimensions
of parking area, space available in form of bays, existence of properly lighted, clean and
security enabled parking, whether parking was community enabled or pay parking and other
questions. The survey questionnaires are attached in the appendix.

7.2 City Court Parking Inventory Study

This area represents a mixture of official, residential and commercial activities. There are
apartment complexes and banks and jewellery showrooms in the area apart from the city
court which sees mostly office crowd.The type of parking available here was above the
ground on street and off street type of parking. The width ranged from 22-60m and the space
available for one car ranged from 2.75-4.28m width and 4-7m length on both sides of the
road. The space available between two cars is around 75 cm to 80 cm. most of the bays are
occupied for parking and there is no multi storeyed parking garage in the area. The space
requirements are adjustable with the ones given in IRC:SP 12. Lightening arrangements are
done in the parking lots only by the showroom owners, apart from that the road lights are
present. The parking area is clean and adequately provided with signage. There is no
community managed or pay parking in the area. At one place a advertisement pillar is
obstructing the parking area. Also, at one corner there is a blind spot in the parking area. The
parking facilities at City court is shown in Figure 7-1.
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Figure 7-1: Existing Parking Condition at City Court

7.3 Gujarat Gas Circle Parking Inventory Study

The Gujarat Gas Circle is a heavily congested multi leg commercial area with construction
also going on in the middle for some municipal works. The major landmarks are the Vijay
Dairy, The A1 fire service centre, the Sheetal studio, the road to Randir etc.
The type of parking available here was above the ground on street and off street type of
parking. The width ranged from 10-35m and the space available for one car was 3m width
and 6.2m length on both sides of the road. The space available between two cars is around 80
cm. most of the bays are occupied for parking and there is no multi storeyed parking garage
in the area. The space requirements are in adequacy when compared with the ones given in
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IRC:SP-12. Lightening arrangements are done in the parking lots at some places. Kerb
Parking is also seen in the area. The parking area is clean and adequately provided with
signage. There is community managed parking by the shopping complexes. A lot of
advertisement hoardings block the view of the area. At some places there is basement parking
available for two wheelers only. Also in the road towards Randir, parking is available on
street kerbs but only for two wheelers. Overall Gujarat Gas Circle lacks in parking facilities
for four wheelers. Parking Facility at Gujarat Gas circle shown in Figure 7-2 to 8-4.

Figure 7-2 Existing Parking Condition at GGC

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Figure 7-3 Existing Parking Condition at GGC Rander Side

Figure 7-4 Existing Parking Condition at GGC Tadwadi Side

7.4 Anand Mahal Junction Parking Inventory Study

Anand Mahal Junction is a semi commercial type area. The type of parking available here
was above the ground on street and off street type of parking. The width ranged from 10-30m
and the space available for one car ranged from 3m width and 6m length on both sides of the
road. The space available between two cars is around 85cm. Haphazard parking is observed
in the area which shows around 40-90% congestion of vehicles. At some places obstacles like
pillars and advertisement boards are present. Angular, Parallel as well as parking at right
angles is observed here. The space requirements are adequate as compared with the ones
given in IRC: SP 12. Lightening arrangements are done in the parking lots only by the
complex communities, apart from that the road lights are present. The parking area is clean

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and adequately provided with signage. There is community managed parking in the area. The
existing parking facility at Anand Mahal is shown in Figure 7-5.

Figure 7-5: Existing Parking Condition at Anand Mahal Junction

7.5 Adajan Circle Parking inventory Study

The Adajan Circle is also a heavy commercial area and it also faces major parking concerns
as only two wheeler parking is available and that too at few places. The type of parking
available here was above the ground on street and off street type of parking. The width
ranged from 10-20m and the space available for one car was 2.8m width and 5m length on
both sides of the road. The space available between two cars is around 60 cm. most of the
bays are occupied for parking and there is no multi storied parking garage in the area. The
space requirements are lacking in dimensions compared with the ones given in IRC: SP 12.

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Lightening arrangements are seldom seen. The parking area is not clean and is having litter
and garbage around along with the hoardings and advertisements. The signage is proper and
the parking is managed by the shopping complex areas. This area also, as Gujarat Gas Circle
faces similar parking problems. The existing parking facility at Adajan Circle is shown in
Figure 7-6.

Figure 7-6: Existing Parking Condition at Adajan Circle

7.6 Pal Junction Parking Inventory Study

Pal Junction is sparsely built up area with a major shopping mall and some residential units.
The type of parking available here was above the ground on street and off street type of
parking. The width ranged from 10-35m and the space available for one car ranged from 4m
width and 7m length on both sides of the road. The space available between two cars is
around 1m. Most of the bays are lying empty and only 10-20% congestion is seen. The space
requirements are enough as compared with the ones given in IRC: SP 12. Lightening
arrangements are done in the parking lots. The parking area is clean and adequately provided
with signage. There is no community managed or pay parking in the area. At Pal Junction
currently parking problems are not highlighted but once the cable stayed Bridge is
constructed even here we shall expect parking problems as traffic on this part of the river is
expected to surge.
7.6.1 Observations
The observations reveal that the Parking Scenario is worst at the Gujarat Gas Circle and
Adajan Circle where measure need to be taken up to ensure capacity enhancement in parking
especially for four wheelers. Also at Anand Mahal junction Parking areas need to be

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organized. At the City court junction and the Pal junction the parking problems are likely to
emerge once the Bridge starts operation as then the traffic flow in these directions is likely to
increase. So, preventive measures for the expected parking troubles in these areas should be
taken.
Apart from parking space, the lightening and security arrangement were not found to be
satisfactory in these areas. At some places obstructions were seen while at other places the
parking lot was not clean.

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8 PEDESTRIAN AND CYCLISTS FACILITIES

8.1 INTRODUCTION
A pedestrian and Cyclists Facilities Study was conducted to study the currently available
facilities for pedestrians and cyclists. For the pedestrian and Cyclists Facilities Study a
structured questionnaire was prepared and survey teams were sent to total 5 locations in the
influence area where the requirement of pedestrian and cyclists movement is seen. The five
locations where the parking inventory survey was done were:
 City Court
 Gujarat Gas Circle
 Adajan Circle
 Anand Mahal Junction
 Pal Junction
The Pedestrians and cyclists are the vulnerable group in the aspect of safety especially in
Indian cities where separate arrangements to encourage people to walk or cycle up to their
destination are not present. The cyclists suffer from the common lane problem as in they are
plying on the road in the same lane with other vehicles, even for pedestrians most of the time
they are using the same carriageway for walking which is being used for vehicle movement.
We shall discuss the facilities provided in the 5 survey areas one by one.

8.2 City Court Pedestrian and Cyclists Facilities Study

At the city court Road the Pedestrian walkway is provided only in one direction of the road
i.e. SVNIT to Athwa direction. The provided width of the sidewalk is 3m but the sidewalk is
seldom used for walking as most of the time it is encroached by 2 wheelers parked
haphazardly as shown in Figure 8-1. This results in people abandoning the sidewalks. Also,
the sidewalks are not properly lighted at all places. Obstructions such as trees are present in
the sidewalks. There is no separate foot over bridge or subway for the pedestrians to cross the
road and even Zebra crossings are not clearly marked at the intersection. The width of the
median refuge is a mere 1m. though there is no facility for cyclists such as a separate cyclist
lane but there were around 10-13 cyclists observed in 5 minute intervals which mostly fell in
the age group of 20 to 35. Kids were not seen on the road with cycles.

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Figure 8-1: Pedestrian Walkway encroached by Two-wheeler

8.3 Gujarat Gas Circle Pedestrian and Cyclists Facilities Study

At the Gujarat Gas Circle the Pedestrian movement is very haphazard even when separate
sidewalks are present due to very less width of sidewalks and also sidewalk being used by
local vendors for encroachments. The provided width of the sidewalk is 1.2-2.5m which is
very less as per the requirement of the area. This results in people abandoning the sidewalks.
Also, the sidewalks are not properly lighted at all places. Obstructions such as advertisements
and hoardings are present in the sidewalks. There is no separate foot over bridge or subway
for the pedestrians to cross the road and even Zebra crossings are not clearly marked at the
intersection. Especially as Gujarat Gas Circle is a multi leg intersection the vulnerability of
the pedestrian or cyclist increases amidst the chaotic and high speed movement of the motor
vehicles. The width of the median refuge is 2m and length is 6.4m at some places. There are
neither Guardrails on the sidewalks nor any provision for physically handicapped people.
Though there is no facility for cyclists such as a separate cyclist lane but there were around
10-11 cyclists observed in 5 minute intervals which mostly fell in the age group of 15 to 30.
Kids were not seen on the road with cycles. Existing Parking and Crossing facilities are
shown in Figure 8-2.

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Figure 8-2: Pedestrian Walkway Encroached by Two-wheeler & Pedestrian Crossing

Facility

8.4 Anand Mahal Junction Pedestrian and Cyclists Facilities Study

At Anand Mahal junction there are very less sidewalks present. The provided width of the
sidewalk is 0.5-1.5m which is very less as per the requirement of the area. Most of the
sidewalks if present are used for parking vehicles. This results in people abandoning the
sidewalks. Also, the sidewalks are not properly lighted at all places. Obstructions such as
advertisements and hoardings are present in the sidewalks. There is no separate foot over
bridge or subway for the pedestrians to cross the road. The width of the median refuge is
5.5m which is good enough. There are neither Guardrails on the sidewalks nor any provision
for physically handicapped people. Though there is no facility for cyclists such as a separate
cyclist lane but there were around 9-11 cyclists observed in 5 minute intervals which mostly
fell in the age group of 15 to 35. Kids were not seen on the road with cycles. At Anand Mahal
Junction interestingly a lot of space is available for the proper construction of sidewalks but,
it has yet to be utilized properly.

Figure 8-3: Pedestrian Crossing at Anand Mahal Junction

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8.5 Adajan Circle Pedestrian and Cyclists Facilities Study

At the Adajan Circle the Pedestrian movement faces a lot of problems due to lack of
sidewalks and also the ones present are being used by road side vendors or either for parking
purposes. The provided width of the sidewalk is 3.2m which is only present at one place. At
other places no sidewalk facility is present. The sidewalks are lighted at all places.
Obstructions such as advertisements and hoardings are not present in the sidewalks very
often. There is no separate foot over bridge or subway for the pedestrians to cross the road.
The width of the median refuge is 4m and length is 7m at one place. There are neither
Guardrails on the sidewalks nor any provision for physically handicapped people. Though
there is no facility for cyclists such as a separate cyclist lane but there were around 8-12
cyclists observed in 5 minute intervals which mostly fell in the age group of 17 to 33. Even
the pedestrian walkways of the shopping complexes were used for parking so walkability of
people is less in the area.

Figure 8-4: Pedestrian Crossing at Adajan Circle

8.6 Pal Junction Pedestrian and Cyclists Facilities Study

At the Pal junction there are sidewalks present but at few places. The provided width of the
sidewalk is 3-3.5m which is sufficient as per the requirement of the area. Since there is a lot
of space and lesser people plying on the road so the sidewalks are efficiently used and no
parking is observed on the sidewalks. The sidewalks are not properly lighted at all places.
Obstructions such as advertisements and hoardings are not present in the sidewalks. There are
neither Guardrails on the sidewalks nor any provision for physically handicapped people.

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Very few pedestrians and cyclists were observed in the area. At Pal Junction interestingly a
lot of space is available for the proper construction of sidewalks but, it has yet to be utilized
properly. This space can be utilized for efficient cycle Lane construction as well as
construction of broad pedestrian walkways.

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9 RESULTS & CONCLUSIONS

This study has been carried out to determine impact on traffic pattern due to construction of
Cable Stayed Bridge and to improve the deteriorated level of Service on Existing Sardar
Bridge. After analysis of data collected from various surveys following conclusion have been
emerged:
 The V/C on existing Sardar Bridge reaches at 1.58 in Peak direction having (LOS F).
 The traffic playing on corridor Hajira to Gujarat Gas Circle and Gujarat Gas Circle to
Hajira during peak hours having significant variation in V/C from intersection to
intersection which showing deterioration of LOS between two successive
intersections.
 The Level of Service on existing Athwa to Dumas corridor is found to be LOS-D
with V/C is 0.8 indicating Accelerating rate of deterioration.
 Total diverted traffic 34.07% from existing Sardar Bridge found from Sector Diagram
for year 2011 is 2865 VPH or 3220 PCU/Hr having LOS B with V/C 0.63 without
considering induced traffic.
 Based on the BPR formula it has been found that the 100% (2865 VPH or 3220
PCU/Hr) traffic should be diverted on proposed Cable Stayed Bridge, if this traffic
should be subtracted from total traffic on existing Sardar Bridge (8408 VPH or 8113
PCU/Hr) in peak direction is found to be 5543 VPH or 4893 PCU/Hr indicating LOS
E with V/C 0.95 which clearly seen that there has been no improvement of LOS due
to diversion of traffic.
 Based on Growth rate 7.28% found from Sector Diagram traffic have been forecasted
for year 2021 and it clearly seen that till the year 2017 proposed Cable Stayed Bridge
and existing Sardar Bridge serving traffic with LOS E and LOS F respectively.
 At present, this study indicates that the construction of Proposed Cable Stayed Bridge
may not be a feasible solution to improve the LOS on existing Sardar Bridge during
peak hours.
 The Five survey areas showed that few or almost negligible facilities are available for
the pedestrians and the cyclists. The pedestrians and the cyclists have no option but to
share the roadway with the vehicles plying at high speeds on the road. The lightening
arrangements on sidewalks if present are also few. There is no provision for the safety
of the Pedestrians. At heavy commercial places there is no foot over bridge or subway
present. Also, no special arrangement is done to protect the pedestrians by installing a
guardrail or providing facilities for physically handicapped people.
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10 RECOMMENDATIONS
 The following recommendations may help the SMC for efficient parking in the
studied areas:
 Pay Parking should be induced in the areas to take care of the chaos and congestion.
 Proper Lightening arrangements should be done in the parking lots.
 To increase the parking efficiency demarcation bays should be done so utilization of
space is more and haphazard parking can be prevented.
 Proper security arrangements should be ensured in the parking lots and CCTV’s
should be installed.
 Parking lots should be free of intrusions in the form of advertisement boards and
hoardings, so these should be removed and instead proper signage be installed.
 Cleanliness of the parking lots should be maintained.
 Blind corners if any should be taken care of in the parking areas.
 In heavy commercial areas provision of Multi storeyed parking garage should be
considered.
 Kerb parking should not be allowed, and all space requirements should be met as per
IRC: SP 12.
 Reserved Parking for the disabled should be made.

The following measures are recommended in order to encourage the usage of road by
pedestrians and cyclists:
 Physical infrastructure such as sidewalks, subways, median refuge, and separate cycle
lanes should be provided for the pedestrians and the cyclists.
 Zebra crossings should be clearly marked at intersections.
 There should be proper lightening arrangements at the sidewalks or in foot over
bridges and subways.
 There should be special provisions for physically handicapped people.
 Proper guardrails as per IRC specifications should be installed for the safety of
Pedestrians.
 Security measures should be taken for foot over bridges and subways.
 The sidewalks should be kept free of obstructions such as trees and pillars. Also, there
should be no hoardings blocking the view of the pedestrians.

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 Proper cycle parking bays should be provided to cyclists and the lane width should be
as per the IRC specifications.
 Care should be taken that places where cycle tracks are not present kids below 12
should not be allowed to cycle.
 Under no circumstance should encroachment of cycle lanes or sidewalks be allowed.

11 FURTHER SCOPE

 The construction of one more flyover on GGC -Hajira corridor is in progress having
one approach at Anand Mahal Junction, one is at Adajan Circle and other at Sardar
Bridge with separate lane.

 This flyover may reduce congestion on GGC as the merging traffic from Anand
Mahal and merging and through traffic from Adajan Cicle going to Athwa or station
using this flyover.

 If such traffic directly goes through this Particular flyover the GGC have only traffic
from Rander and Tadwadi as well as local traffic from area itself.

 There may be reduction in congestion level and delay as the traffic reaches Sardar
Bridge via Flyover which gives free flow without stopping and interruption of other
traffic.
 To determine the reduction in deterioration level and to predict future traffic and upto
which this would serve better LOS the detailed study will required on GGC-Hajira
corridor.

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12 REFERENCES

 C.Jotin Khisty B.Kent Lal, “Transportation Engineering an Introduction” Published

by PHI Learning PVT.LTD. 2008.

 C.S Papacostas, P.D. Prevedouros, “Transportation Engineering and Planning”

Published by PHI Learning PVT.LTD. 2009

 Dr. G.J. Joshi, “Spatial Household Growth and Urbal Travel Demand Study with

reference to a Metropolitan city in Gujarat through Fuzzy- Neuro Simulation” Ph.D

thesis, 2006.

 Dr. L.R. Kadiyali, “Traffic Engineering and Transport Planning” Published by

Khanna Publishers 2009.

 IRC: 106-1990, “Capacity of Urban Roads in Plain Areas”, Published by Indian Road

Congress.

 Partha Chakraborthy, Animesh Das, “Principles of Transportation Engineering”

Published by PHI Learning PVT.LTD. 2009.

 “Study of Public Transport operation in CBD corridor: Chowk to Railway station-

Surat” , by M.tech Students (2010-2012), SVNIT, Surat 2011

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