M9 final report 07.07.12

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July, 2012

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Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9) FINAL REPORT

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Table of Contents

Page i

TABLE OF CONTENTS

S. No. Description

List of Tables

List of Figures

1. Introduction

1.1 Background

1.2 Consultant’s Appointment

1.3 Scope of Work

2. Study Methodology

2.1 Project Description

2.1.1 History

2.1.2 Site Location

2.1.3 Key Features of the Highway

2.2 Study Methodology

3. Field Surveys

3.1 General

3.2 Selection of Survey Locations

3.3 Selection of Survey Types

3.3.1 Mid-Block Count Surveys

3.3.2 Turning Movement Count Survey

3.3.3 Origin Destination Surveys

3.3.4 Willingness to Pay Surveys

3.3.5 Occupancy Surveys

3.3.6 Travel Time Surveys

3.3.7 Road Condition Surveys

3.4 Vehicle Classifications for Survey

3.5 Survey Forms and Schedule

3.6 Survey Performance

3.6.1 Sampling

3.6.2 Survey Method

3.7 Data Quality Assurance

3.7.1 Pre-Survey Training Sessions

3.7.2 In-Field Quality Checks

3.7.3 Quality Checks During Data Entry

3.7.4 Logical and Consistency Checks

3.7.5 Data Processing

3.8 Mid-Block Count Surveys

3.8.1 Introduction

3.8.2 Summary of Traffic Counts

3.8.3 Annual Average Daily Traffic

3.8.4 Passenger Car Units (PCUs)

3.8.5 Characteristics by Survey Location

3.8.6 Peak Hour


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TABLE OF CONTENTS

S. No. Description

3.9 Passenger Occupancy Surveys

3.9.1 Introduction

3.9.2 Analysis of Passenger Occupancy Survey

3.10 Travel Time Surveys

3.11 Willingness to Pay surveys

3.11.1 Introduction

3.11.2 Survey Performance


3.11.4 Analysis of Survey Results

3.12 Origin Destination Surveys

3.12.1 Introduction

3.12.2 Frequency by Trip Purpose

3.12.3 Trip Frequency by Time

3.12.4 Frequency by Commodity Type

3.13 Turning Movement Count Survey

3.13.1 Introduction

3.13.2 Analysis of Turning Movement Count

4. Demand Forecast & Modeling

4.1 Overview

4.2 Modelling Objectives

4.3 Modelling Approach

4.4 Development of Current OD Matrix (Year 2012)

4.4.1 Components, Structure and Development

4.4.2 Components of OD Matrix

4.4.2.1 Occupancy Data

4.4.2.2 Classified Traffic Volume Counts

4.4.2.3 Interview Data

4.4.3 Methodologyfor Developing Current OD Matrix

4.5 Traffic Analysis Zones

4.6 Network Development

4.7 Network Structure and Attributes

4.8 Capacity and Speed Relationship (QV)

4.9 Base Year (2012) Network

4.10 Network Calibration

4.11 Base Case Assignment

4.12 Traffic Growth Estimation

4.12.1 Setting Estimation Milestones

4.12.2 Developing OD Matrices for Future

5. Traffic Projections

5.1 Future Network Development:

5.2 Person Trip Estimations:


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TABLE OF CONTENTS

S. No. Description

5.3 Future Assignments:

5.4 Future Projections:

5.4.1 Karachi – Kathore Section:

5.4.2 Kathore – Nooriabad Section:

5.4.3 Nooriabad - Hyderabad Section:

5.5 Overall Growth Rate Comparison

6. Capacity Analysis

6.1 Introduction

6.2 Limitations of Analysis

6.3 Existing Conditions Analysis

6.4 Future Conditions Analysis

6.4.1 Determination of Free Flow Speed (FFS)

6.4.2 Traffic Projections

6.4.3 Peak Hour Traffic

6.4.4 Volume to Capacity and LOS

7. Financial Projections

7.1 Assumptions

7.1.1 General Assumptions

7.2 Detailed Analysis

7.2.1 Toll & Non Toll Revenues

7.2.1.1 Revenues

7.2.1.2 Toll Revenues

7.2.1.3 Non Toll Revenue

8. Conclusions & Recommendations

8.1 Conclusions:

8.2 Recommendations:

Annexure

Annexure I: Survey Forms

Annexure II: Traffic Volume Count

Annexure III: Traffic Occupancy Count

Annexure IV: Passengers Travelling by Mode

Annexure V: Financial Projections

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LIST OF TABLES

S. No. Description

Table 3.1 Survey Locations & Specifications

Table 3.2 Vehicle Classification for Surveys

Table 3.3 Survey Schedule

Table 3.4 Daily Traffic Volume by Direction

Table 3.5 Average Daily Traffic by Direction

Table 3.6 PCU Factors

Table 3.7 Peak Hour Traffic (PCUs)

Table 3.8 Passenger Occupancy Survey Locations

Table 3.9 Passenger Occupancy Survey Modes

Table 3.10 Average Occupancy by Class of Travel

Table 3.11 Travel Time Survey Results on Super Highway (Cars)

Table 3.12 Travel Time Survey Results on N-5 (Cars)

Table 3.13 Travel Time Survey on Super Highway (Freight)

Table 3.14 Willingness to Pay Survey Vehicle Categories

Table 3.15 Toll vs Diversion Curve for Cars (Super Highway vs M-9)

Table 3.16 Toll vs Diversion Curve for Cars (N-5 vs M-9)

Table 3.17 Toll vs Diversion Curve for Trucks (Super Highway vs M-9)

Table 3.18 Toll vs Diversion Curve for Trucks (N-5 vs M-9)

Table 3.19 Toll vs Diversion Curve for Public Transport (Super Highway vs M-9)

Table 3.20 Toll vs Diversion Curve for Public Transport (N-5 vs M-9)

Table 3.23 Toll vs Diversion Curve for Trailers (Super Highway vs M-9)

Table 3.24 Toll vs Diversion Curve for Trailers (N-5 vs M-9)

Table 3.25 OD Survey Locations

Table 4.1 Passenger’s travelling by different mode

Table 4.1a Base Year Person Trips by Vehicle Class

Table 4.1b List of TAZ IDs and Names

Table 4.1c Network Attributes for Highway Network

Table 4.2 QV Function for Road Types

Table 4.3 Actual Vs Modelled Daily Traffic Flows

Table 4.4 Milestone Years for M-9

Table 4.5 List of Projects & their Expected Impacts on M-9 in Milestones Years

Table 4.6 Growth Rates for TAZ Class 1

Table 4.7 Trip Generation Contribution in Base OD Matrix

Table 4.8 Adopted Growth Trip Rates by Mode by Milestone Year

Table 5.1 List of Interchanges along M-9

Table 5.2 Temporal Distribution of Person Trips in Future Years

Table 5.3 Temporal Variation of Traffic Volume between Karachi &Kathore

Table 5.4 Temporal Variation of Traffic Growth between Karachi &Kathore

Table 5.5 Temporal Variation of Traffic Volume between Kathore – Nooriabad Section

Table 5.6 Temporal Variation of Traffic Growth between Kathore – Nooriabad Section

Table 5.7 Temporal Variation of Traffic Volume between Nooriabad – Hyderabad


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LIST OF TABLES

S. No. Description

Section

Table 5.8 Temporal Variation of Traffic Growth between Kathore – Nooriabad Section

Table 5.9 Growth Rate Comparison

Table 6.1 Level of Service Criteria Description as per HCM

Table 6.2 Freeway Level of Service Criteria as per HCM

Table 6.3 HCM Criteria for Lane Width Adjustment

Table 6.4 HCM Criteria for Left Shoulder Clearance Adjustment

Table 6.5 HCM Criteria for Number of Lanes Adjustment

Table 6.6 HCM Criteria for Interchange Density Adjustment

Table 6.7 Traffic Projections for Karachi-Kathore Section

Table 6.8 Traffic Projections for Karachi-Kathore Section in PCU

Table 7.1 Vehicle Classes

Table 7.2 Tolls Rates after M-9 Improvement

Table 7.3 Annualized Growth Rates

Table 7.4 Toll Rate Variation Over Concession Period

Table 7.5 Gross Toll Revenues

Table 8.1 Total Network Travel Demand


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LIST OF FIGURES

S. No. Description

Figure 2.1 NHA Highways and Motorways Map

Figure 2.2 Steps in Performing Study

Figure 2.3 Model Development Approach

Figure 3.1 Field Survey Locations

Figure 3.2 Traffic Mix by Mode at SL-01

Figure 3.3 Hourly Traffic Variation at SL-01

Figure 3.4 Hourly Traffic Variation (PCU) at SL-01


Figure 3.6 Hourly Variation at SL-02




















Figure 3.26 Process for Developing Diversion Curves

Figure 3.27 Percent Diversion Curve for Cars (Super Highway vs M-9)

Figure 3.28 Percent Diversion Curve for Cars (N-5 vs M-9)

Figure 3.29 Percent Diversion Curve for Trucks (Super Highway vs M-9)

Figure 3.30 Percent Diversion Curve for Trucks (N-5 vs M-9)

Figure 3.31 Percent Diversion Curve for Public Transport (Super Highway vs M-9)

Figure 3.32 Percent Diversion Curve for Public Transport (N-5 vs M-9)

Figure 3.33 Percent Diversion Curve for Trailers(Super Highway vs M-9)

Figure 3.34 Percent Diversion Curve for Trailers (N-5 vs M-9)

Figure 3.35 Trip Purpose Frequency for Private Transport (Super Highway)

Figure 3.36 Trip Purpose Frequency for Private Transport (N-5)

Figure 3.37 Trip Frequency for Private Transport (M-9)

Figure 3.38 Trip Frequency for Private Transport (N-5)


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LIST OF FIGURES

S. No. Description

Figure 3.39 Trip Frequency for Public Transport (M-9)

Figure 3.40 Trip Frequency for Public Transport (N-5)

Figure 3.41 Trip Frequency for Light Freight & 2-3 Axle Trucks (M-9)

Figure 3.42 Trip Frequency for 2-3 Axle Trucks (N-5)

Figure 3.43 Trip Frequency for 4-5-6 Axle Trailers (M-9)

Figure 3.44 Trip Frequency for 4-5-6 Axle Trailers (N-5)

Figure 3.45 Commodity Type for Light Freight & 2-3 Axle (M-9)

Figure 3.46 Commodity Type for Light Freight & 2-3 Axle (N-5)

Figure 3.47 Commodity Type for 4-5-6 Axle Trailers (M-9)

Figure 3.48 Commodity Type for 4-5-6 Axle Trailers (N-5)

Figure 3.49 Turning Movement at SL-09

Figure 4.1 Modelling Approach

Figure 4.2 Components of OD Matrix

Figure 4.3 Flow chart of OD matrix estimation

Figure 4.4 TAZ Map

Figure 4.5 Steps for Network Development

Figure 4.6 Highway & Transit Networks

Figure 4.7 Observed VS Assigned Traffic

Figure 4.8 Highway Network for Base Year (2012)

Figure 4.9 Traffic Distribution from TAZ 4 (Karachi)

Figure 4.10 Traffic Distribution from TAZ 16 (Hyderabad)

Figure 4.11 Traffic Distribution from TAZ 5 & 9 (Steel Town & PQA)

Figure 4.12 Traffic Distribution from TAZ 7 (Lucky Cement)

Figure 5.1 Future Network

Figure 5.2 Year wise Person Trips Graph

Figure 5.3 Traffic Assignment for the year 2015




Figure 5.7 Temporal Variation between Karachi & Kathore

Figure 5.8 Temporal Variation between Kathore & Nooriabad Section

Figure 5.9 Temporal Variation between Nooriabad & Hyderabad Section Section

Figure 7.1 Toll Vs Non Toll Revenue Sharing

Figure 7.2 Temporal Variation of Toll Revenue by Vehicle Class

Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)

FINAL REPORT

Introduction

Page 1-1

Chapter 1 – Introduction 1.1 Background:

Karachi is the largest and the fastest growing megacity of Pakistan. It is the

hub of economic and commercial activities in Pakistan. The population has

been growing nearly 4% per annum and was estimated to have reached 18

million in 2010. As a consequence, Karachi City is suffering from worsening

traffic congestion and environmental degradation in the CBD and on most of

the radial corridors because of rapid motorization due to the increase of

population and subsequent economic growth.

An effective transport and communications system is a necessary condition

for rapid economic growth. It serves to link all the other sectors of the

economy together, and has a profound effect on the achievements in almost

every sphere of national life. In the context of national development,

transport and communication facilities play a fundamental role in expanding

the domestic markets and making possible increased level of economic and

social activities. Inadequate transport and transport infrastructure are

frequently a major cause of non-realization of targets in the agricultural,

industrial and other sectors.

Karachi is bounded by three major highways that connect the city to the rest

of the country, i.e. Super Highway, National Highway and RCD Highway.

Super Highway (M-9) is a 145 km four-lane highway that starts at the

Karachi Toll Plaza near the interchange with Karachi Northern Bypass (M-10)

and ends at the Kotri interchange near Hyderabad. The National Highway

(N-5) extends from Shara-e-Faisal near Quaidabad and moves eastward

through the towns of Gharo and Thatta before turning northwards to

Hyderabad and onwards to Torkham via Multan, Lahore, Rawalpindi and

Peshawar. RCD Highway connects Karachi to the province of Baluchistan via

Hub and ends at Quetta.

Two of the three major ports of Pakistan; the Karachi Port and the Port

Muhammad Bin Qasim are located in Karachi. The Karachi Port handles

about 60% while Port Qasim handles about 30% of the nation’s cargo. Port

traffic from Karachi to other parts of the province and to the provinces of

Punjab and Khyber Pukhtun khaw use the Super Highway (M-9) or National


FINAL REPORT

Introduction

Page 1-2

Highway (N-5). Most of the existing freight traffic uses the Super Highway

for onward journey from the ports due to better road condition and shorter

travel distance to Hyderabad and beyond.

Furthermore, Karachi attracts a large number of commuters from other

parts of the Sindh province, especially from Hyderabad, Thatta and

surrounding regions. Many people drive to and from Karachi daily, while

many others return back to their home cities over the weekend. These

motorists primarily use the Super Highway to travel between Karachi and

Hyderabad. Commuters from Thatta generally use the National Highway

(N-5) to travel to Karachi and vice versa.

The Super Highway serves as a critical transportation link between Karachi

and the rest of Pakistan. The existing Karachi – Hyderabad Superhighway is

a 4-lane facility with an open toll system with access to local traffic present

throughout the length of the highway. The existing road surface condition is

far from satisfactory. Due to the rapid urbanization in Karachi and increase

in private and freight traffic, the need for up-gradation of Super Highway is

necessary to meet future travel demand requirements and to induce

economic activity.

1.2 Consultant’s Appointment:

The National Highway Authority (NHA) has planned to upgrade Super

Highway into a 6-lane access controlled motorway (M-9) on a BOT basis to

cater for the future travel demand. BinaPuri Holdings (BHD) was awarded

the contract by NHA for the conversion of Super Highway into a 6-lane

motorway. BinaPuri appointed Exponent Engineers (EE) on March 31, 2012

to conduct an independent traffic study for the proposed project.

1.3 Scope of Work:

Exponent Engineers’ Scope of Work is defined as:

To review previous traffic studies as well as other relevant

documentation including the proposed route alignment and toll plaza

locations.

To undertake primary data collection by conducting midblock traffic

counts, turning movement counts, origin-destination surveys,


FINAL REPORT

Introduction

Page 1-3

willingness to pay surveys, travel time surveys and road condition

surveys. The surveys include the following: -

o Traffic count surveys at road midblocks to identify traffic volumes.

This data will be used in the model calibration process.

o Turning movement counts to estimate lane requirements for

geometric design of interchanges, where necessary.

o Passenger Occupancy Surveys to be carried out for support in OD

Matrix Development.

o Roadside interview surveys to be carried out at several locations for

development of OD Matrix.

o Travel speed surveys, to determine the level of service on arterial

roads. These surveys to be conducted 3 (three) times a day for two

directions on weekdays on M-9 (existing) and National Highway

(N5) between Karachi & Hyderabad.

o Road condition surveys to determine the current length, width of

the arterial road and other parameters for estimation of road

capacities within the study area corridor.

To undertake other relevant surveys and compile the analyses and

results.

To undertake site visits and discuss with the relevant authorities to

identify and review local planning information, socio-economic / land

use plan development data, population and vehicle ownership growth

within the study corridor.

To validate socio-economic baseline data that is readily available from

previous studies.

Estimate number of lanes required at new interchanges locations.

To review toll rates prevailing on M-9 and other roads of NHA and

corroborate already agreed toll rates with NHA during concession

period.

To develop a 4 stage traffic demand model for the study corridor using

JICA STRADA with acceptable level of calibration.

To perform policy testing depicting various possible scenarios of

operations using the demand model.


FINAL REPORT

Introduction

Page 1-4

Estimating expected traffic diversion under agreed toll rates.

Preparing cash inflows for various scenarios.


FINAL REPORT

Study Methodology

Page 2-1

Chapter 2 - Study Methodology

2.1 Project Description:

2.1.1 History:

The Karachi-Hyderabad section of N-5 (popularly known as super

highway) connects the port city of Karachi with the North of Pakistan. This

section of the highway is amongst the most densely trafficked in the entire

country, with the existing highway serving heavy traffic volume with large

portion of truck traffic. The route is also the shortest possible distance

between the two cities i.e Karachi and Hyderabad and feeds into the main

North – South Links i.e N-55 (Indus Highway) and the National Highway

N-5 (Grand Trunk Road).

The Karachi-Hyderabad section was constructed as part of the First

Highway Project with the assistance of World Bank during 1964 – 68 and

dualiyzed in 1991 as part of the Fourth IBRD Highway Project. Toll is

presently being collected from Highway users by the NHA.

The NHA has awarded the construction contract of existing 4-lane

Karachi–Hyderabad Superhighway as 6-lane, access controlled, world

class Motorway (M-9) along with its allied facilities to BinaPuri Holdings

(BHD) on a BOT basis.

2.1.2 Site Location:

The Project starts off at Km 13+000 (Project Chainage 0+000) of the NHA

reference under the flyover interchange provided for the Lyari

Expressway on the Lyari River and ends at Km 149+000 (Project

Chainage 136+000) in the proximity of the existing clover leaf

interchange on the Hyderabad Bypass.

The first 15 Km at the Western end of the Highway is being rapidly

urbanized. The next 20 Km are semi urban. Then the population thins out

into isolated portions along the rest of the Highway until the end point

near Hyderabad Bypass. The alignment is scattered with factories,

especially the Nooriabad Industrial Zone towards the middle of the

alignment and a number of fuel pumps and minor truck restaurants.

Habitation is sparse along the length and natural vegetation is confined to

thorns, shrubs and cactuses. The drainage divide of the highway is almost


FINAL REPORT

Study Methodology

Page 2-2

at the midpoint of the route. The Malir River and its tributaries flowing in

the south-west and the tributaries of River Indus in the southeast drain off

the rest of the route. The rivers and streams remain dry generally but get

flooded during heavy rains in the respective vast catchments. The ground

elevation varies from 28 meters to 260 meters above mean sea level.

Figure 2.1 shows the location of Karachi – Hyderabad Superhighway with

respect to the NHA Highways and Motorways network.

2.1.3 Key Features of the Highway:

The key engineering features of the Project, for construction of an

excellent motorway, include, but not limited to the following (Project

Chainages are referred hereunder):

Rehabilitation of the existing 134.35 Km (Length reduced by 1.65 Km

at Hyderabad end, terminating before Hyderabad Interchange) of

4-lane carriageway, both north-bound and south-bound and

construction of an additional new lane on the inner side of the

Highway with 3.0 m outer shoulder and 1.0 m inner shoulder. Lane

width is to be taken as 3.65 m. Both rehabilitation and widening would

reflect a coherent motorway carriageway and the north and

southbound carriageways will be divided by a New Jersey Barrier.

Extensions are to be made to all the existing bridge structures and

culverts. Four (4) bridges have an additional extension on either side

accommodating service roads to allow local traffic to negotiate land

locked areas between canals.

The required drainage and cross drainage structures are to be

provided throughout the Project length.

Seven (7) New Interchanges are to be provided to support

populations, towns, industrial zones and other isolated pockets

enabling them to commute on the motorway after fencing of the Right

of Way (“ROW”). Although at some locations, volume of traffic does

not justify an interchange, the isolation of roadside developments and

population’s warrants connectivity as there is no other route available

for transport. Interchanges within the closed system to have entry

and exit 2-lane Toll Plazas. The locations for the new interchanges are

as follows:


FINAL REPORT

Study Methodology

Page 2-3

Figure 2.1: NHA Highways and Motorways Map

In

dus

Riv

er

M-2

M-3

M-4

M-8

M-9

Abbottabad

Khunjrab Pass

Gilgit

Bat Khela

Mardan

Dir

Chitral

Drosh

Malakand

Chakdara

Tamergara

Sher Ghargh

Jalkhad

Naran

Misgar

Karimabad

Chilas

Sazin

Dasu

Sust

Haripur

Rondu

Jaglot

Skardu

Muzaffarabad

Kohala

Murree

ISLAMABAD

Rahimyar Khan

Hyderabad

Moro

Hala

Thatta

Sadiqabad

Okara

Bahawalpur

Sahiwal

Torkham

Rawalpindi

Kharian

Gujranwala

Gujrat

Jhelum

KARACHI

Zhob

QUETTA

QilaSaifullah

Mughal Kot

Muslim

BaghMina Bazar

Darazinda

Sibi

Jaccobabad

Khuzdar

Liari

Bela

Wad

Mastung

Kalat

Surab

Uthal

Hub Chowki

Kuchlak

Qila

Abdullah

Jiwani

OrmaraPasni

Kotri

Larkana

Sehwan

DI Khan

Bannu

DG Khan

Kotri Kabir

Baberlo

Ghotki

Ubauro

Saeedabad

Sakrand

Kazi Ahmed

Daulatpur

Naushero Feroz

Ranipur

Rohri

Pano Aqil

Dharki

Sardar Garh

Zahirpir

Ahmedpur East

Khan Bela

T. M. Panah

Nurpur Nauranga

Lodhran

Lar

Mianchannu

Chichawatni

Pattoki

Renala Khurd

Bahi Pheru

Gujar Khan

Sohawa

Shahdara

Kakkar

Petaro

Jampur

Nutkani

Pezu

Retra

Malana

Taunsa

Shadan Lund

Sarai Gambila

Latambar

Lachi

Dara Ademkhel

Dadhar

DM Jamali

Nuthal

Bellpat

Mach

Spezand

Mansehra

M-1

Faisalabad

Rakhni

Mekhtar

Muzaffargarh

MultanLoralai

Taftan

Nok KundiDalbandin

Noshki

Padog

Ahmed Wal

Yak Much

Lakpass

Chaman

Gwadar

Pindi Bhattian

Turbat

LAHORE

National Highways and

Motorways of Pakistan

National Highway

National Highway (Shingle)

Road Proposed for Federalization

Motorway (Operational)

Motorway (Under construction)

Motorway (Planned)

National Capital

Provincial Capital

City/Town

Interchange

Provincial Boundary

International Boundary

River

M-6

M-7

N-5A

N-5

N-25

S-1

N-35

N-45

N-75

N-55

N-5

N-65

N-50

Khan

ewal

Mehar

Dadu

N-55

PESHAWAR Nowshera

Hoshab

Basima

Nag

Panjgur

Sr.

No.

Rout

e No.Route Detail

Length

(Km)

MOTORWAYS – 767 Kms.

1 M-1 Islamabad-Peshawar Motorway 155

2 M-2Lahore-Islamabad Motorway incl. 32 Km Link

roads367

3 M-3 Pindi Bhattian-Faisalabad-Motorway 53

4 M-9 Karachi-Hyderabad Motorway (Super Highway) 136

5 M-10 Karachi Northern Bypass 56

NATIONAL HIGHWAYS – 8710 Kms.

1 N-5 Karachi-Lahore-Peshawar-Torkham 1819

2 N-10Makran-Coastal; Liari-Ormara-Gwadar-Jiwani-

Gabd653

3 N-15 Mansehra-Naran-Jalkhad 240

4 N-25 Karachi-Kalat-Quetta-Chaman 813

5 N-30 Basima - Khuzdar 110

6 N-35 Hassanabdal-Thakot-Khunjrab 806

7 N-40 Lakpass-Dalbandin-Taftan 610

8 N-45 Nowsehra-Dir-Chitral 309

9 N-50 Kuchlack-Zhob-D.I.Khan 531

10 N-55 Kotri-Larkana-D.G.Khan-D.I.Khan-Peshawar 1264

11 N-65 Sukkur-Sibi-Quetta 385

12 N-70 Multan-D.G.Khan-Loralai-Qali Saifullah 447

13 N-75 Islamabad-Satra Mile-Lower Topa-Kohala 90

14 N-80 Tarnol-Fateh Jang-Jand-Khushal Garh-Kohat 146

15 N-85 Hoshab-Panjgur-Nag-Basima-Surab 487

STRATEGIC ROADS – 207 Kms.

1 S-1 KKH-Skardu Road (Strategic Road) 167

2 S-2 Kohala-Muzaffarabad 40

Total length of Motorways/National Highways/Strategic

Roads 9684

ROADS PROPOSED FOR FEDERALIZATION – 374 Kms.1 N-5A Lodhran - Khanewal 102

2 Chakdara - Kalam 135

3 Khwazakhela - Besham 65

4 S-4 Muzaffarabad – Bararkot 17

5 Muzaffarabad - Chakothi 55

GRAND TOTAL 10058

Parachinar JAMMU & KASHMIR

(DISPUTED

TERRITORY)

INDIA

CHINA

AFGHANISTAN

IRAN

ARABIAN SEA

Komoke

Bahawal Khan

Kandhkot

Kashmor

Nakka Karri

Kalam

Khwazakhela

Bara

rkot

Chakothi

HatianS-2

S-4

Shikarpur

Rajanpur

M-10

N-25

N-35N-5

N-55

DBO (RAMS)

Bala

kot

Sahianwala

Millat

Charsadda

Srinagar

Gabd

M-5

N-80Kohat

N-85

N-30

N-95

N-9

0

N-95


FINAL REPORT

Study Methodology

Page 2-4

Name of Interchange Chainage (Km)

1. Malir Road - CH 14+985

2. Damba Goth - CH 23+112

3. Lucky Cement - CH 45+596

4. Nooriabad - CH 55+760

5. Tooriabad - CH 66+936

6. Thano Bullah Khan - CH 80+952

7. Borari Sand - CH 113+440

Two kinds of service road formations are to be incorporated with

minimum provisions as follows:

o Urban (Shoulder – 1.5m (DST), Carriageway – 7.0m (Asphalt),

Shoulder – 1.5m (DST))

o CH 0+000 to CH 15+000 Both Sides of Motorway

o Semi-Urban, rural (Shoulder – 1.0m (Earthen), Carriageway

-6.1m(TST), Shoulder – 1.0m (Earthen))

CH 15+000 to CH 19+800 Both Sides of Motorway





Minimum two main Service Areas of M-2 (Lahore-Islamabad

Motorway) Service Area standard, with minimum following facilities,

are to be established as part of the Project:

o Restaurants and Food Courts

o Toilets

o CNG/LPG Filling Stations with Tuck Shop

o Diesel/Petrol Filling Stations with Tuck Shop

o Tyre Shop and Mini Workshop

o Trauma Centre

o Mosque

o Parking Area

o Truckers Workshop

o AamSarai and Dhaba (with Trucks/Buses Parking)

o Customer service centers where motorists can inquire about

products, services, road information, weather etc.

o Internal Roads, Sewerage, Water Supply and Electrification


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The CH 60+790 (North Bound & South Bound) is a proposed location

for Service Areas,

Two New 16-lane Toll Plazas with ETTM and other state-of-the-art

facilities are to be provided on the main carriageway at entry point on

the Karachi End and the Hyderabad End on the following Project

Chainages, respectively. These new Toll Plazas shall replace the

existing Toll Plazas:

o CH 16+000

o CH 131+900

o Seven (7) weigh stations are to be provided strategically to cover

movement of heavy traffic and minimize overloading at least on

the following locations:

CH 15+500 (North Bound)

CH 30+750 (South Bound)






Provision of chain link fence with pre-stressed poles and necessary

arrangements on both sides of defined ROW

Landscaping and tree plantation

Provision of a minimum of two maintenance and operation

compounds

Undertake Ancillary Development relevant to the Project. Such

development encompasses approach roads, pedestrian/ cattle

crossings, lighting, administrative and operation buildings/centers,

controlling systems, vehicle recovery and environment-friendly

development of areas located in the project jurisdiction and where the

Motorway links with the city or other connecting points.

Ensure provision of following motorway facilities and will maintain

them in a good working condition throughout the Concession Period:

o Electronic Toll collection (ETC) for quick convenient and cashless

transactions

o Emergency Call Service for motorists requesting assistance in


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case of accidents and other emergencies

o Road structure safety features:

Reflectorized lane markings

Emergency parking areas

Rumble strips

Motorway signage plan

Installation of urban road lighting and reflectorized lane

marking along the strategic locations as well as interchanges

and toll plazas

o Centralized Operation Centre: The smooth traffic flow is to be

ensured through electronic traffic management system,

complementing its operation with CCTV (close circuit TV) system

for closer monitoring of traffic situations inside a centralized

operation, maintenance and control center.

o Traffic counting station / weight-in-Motion (WIM) systems.

o Variable message signs (VMS) that provide motorists with useful

updates on the traffic situation and other helpful information

along the highway.

o Emergency assistance system with:

First aid emergency trucks & Mobile Workshops

Traffic patrol surveillance system equipped with cameras,

radios and speed monitoring devices

2.2 Study Methodology:

The accuracy of measuring traffic growth is linked to the ability of highway

planners to adequately monitor the patterns and trends of highway usage

by various types of vehicles. This is directly related to the selection of data

collection sites, the reliability of data collection technique, and the ability

to extrapolate from short-term data collection periods to represent annual

average data. These and other factors can significantly affect the

estimated growth patterns and universal procedures are not in place to

represent the variations, which can be on the geographical area, type of

facility, socio-economic factors, and various demand generators.

This section documents the framework and update process of the STRADA

travel demand model used in the analysis. This model was developed by

http://en.wikipedia.org/wiki/Rumble_strips


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recalibrating the existing City of Karachi model with attention given to

more detailed refinement within the study area.

The steps performed in conducting the study are given in Figure 2.2.

Figure 2.2: Steps in Performing Study

In the earlier stage of the Study, the focus was placed on the conduct of

transport surveys, which include traffic count surveys, travel time

surveys, willingness to pay surveys, occupancy surveys and a road

condition survey. Second, a current OD matrix representing the existing

conditions surveyed was developed based on the Person Trip database

developed for the Karachi Transport Improvement Plan (KTIP), 2030, and

a network database was created with the result of the road inventory

survey. The current OD matrix, the existing network database, and

socio-economic framework are essential input to build the models for

forecasting, and the future network database developed based on the

existing network database provided the forecast of the future transport

demand by using the models developed.

Develop Financial Model for the Project

Determine Future Transport Demand

Perform Policy Testing for future Demand forecast

Utilize OD and Occupancy data for development of current OD matrix

Use traffic volume counts for model calibration

Develop highway network in STRADA

Analysis of processed survey data

Process raw data into spreadsheets

Conduct Field surveys

Prepare survey forms

Prepare survey schedule

Determine types of surveys to be conducted

Conduct Field visit to determine survey locations

Review available Secondary Data


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Results of the traffic count surveys were used to calibrate the model. In

addition, the results of the traffic count surveys utilized in estimating the

Average Daily Traffic (ADT) as well as the existing condition analysis of the

highway. The occupancy surveys were conducted to develop the

Origin-Destination (OD) matrix.

Willingness to Pay (WTP) surveys were performed to gather information

about the potential diversion from / to the M-9 from other areas, notably

the National Highway (N-5). The WTP can reflect drivers expectations of

what the tolled facility offers, such as improved safety and reliability and

fine savings.

Travel time surveys were designed to determine the Level of Service

(LOS) on arterial roads, while the Road Condition Survey was performed

to determine the current length, width of the arterial road and other

parameters for estimation of road capacities within the study area

corridor.

Figure 2.3 shows the approach employed in the development of the travel

demand model.

Figure 2.3: Model Development Approach

KSDP-2020

Person Trip Study

by JICA

Conducting

Transport

Surveys

Survey ResultsPerson Trip

Database

Development

of Current OD

Matrix

Establish-

ment of

Network

Database

Current OD Matrix

Existing Network

Database

Development

of Models

Future

Transport

Demand

Forecast

Socio-economic

and Landuse Data

Future Network

Database

Future Transport

Demand

Household

Interview Surveys

(HIS) data)


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Page 2-9

Once the model was developed, Policy Testing was performed to get the

future year traffic forecast based on the results of the surveys. Policy

Testing is considered to be an important tool in Transportation

Engineering as it enables the engineers and planners to determine the

possible outcomes of various scenarios. Generally in Policy Testing,

alternate options are developed so as to analyse the pros and cons each of

the test may have, and by doing this iteratively the best possible solutions

could be proposed. This is a general practice carried out in almost all parts

of the world.

The results of the policy testing were then utilized to predict the

forecasted traffic growth rate for the years 2015, 2020, 2030, 2040 and

2042. The projected traffic was used in the capacity estimation and

financial modelling.


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Chapter 3 - Field Surveys

3.1 Background:

Traffic surveys are an integral component of a comprehensive Traffic &

Transportation study. Appreciation of existing traffic and travel

characteristics is extremely important for developing a comprehensive

traffic and transportation plan.

The baseline data, apart from helping in understanding the existing traffic

and transportation situation along with its problems and constraints, would

help in development, calibration and validation of the travel demand

forecasting models. Base year data has been analyzed to provide the

planning, transport and land use information, trip end summaries and

travel time matrix that form the basis for model construction.

The above discussion leads to the following objectives of this section:

In depth discussion on surveys and their specifications including but not

limited to the following:

o Type of survey

o Survey justification

o Selection of appropriate locations

o Scope of Work

o Survey Performance

o Technique used for field data collection

o Data collection sample size

o Quality assurance measures

o Special Considerations

Data processing techniques being adopted

Data preparation for traffic modeling

Analysis and discussion of results of data collection.

To meet the above objectives, this chapter is divided into several logical

sections. Additionally, the Sections are supplemented with three (3)

appendices containing support information and data.

After this section, which covers Introduction to the field surveys, Section

3.2 covers a detailed discussion on the selection of locations, while Section


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3.3 covers the types of survey conducted for this study. Section 3.4 details

the vehicle classifications selected for surveys.

Section 3.5 details the finalization of survey forms and the survey schedule,

while section 3.6 discusses the Survey performance for all survey types.

Section 3.7 elaborates upon the Data Quality Assurance.

Finally yet importantly, sections 3.8 thru 3.14 focuses on the results of

various types of surveys conducted.

3.2 Selection of Survey Locations:

Collecting correct, relevant and precise data from field is the core of any

engineering project and so the validity of the techniques used for data

collection is vital and similar is the theme of this section.

The study entails the conversion of existing 4-lane Karachi – Hyderabad

Superhighway into a world class 6-lane motorway (M-9) on a BOT basis

with the addition of interchanges at seven (7) locations. Survey sites and

types were selected based on the project needs.

A preliminary field visit was conducted by the consultants on April 02, 2012

along the entire length of the 136 km Karachi – Hyderabad Superhighway.

Since the up-gradation of the project may induce demand from competing

corridors, a field visit was conducted along the entire length of the National

Highway (N-5) from Karachi to Hyderabad on April 03, 2012. Based on the

field visit and by examining the secondary survey data conducted by other

consultants, nine (9) sites were identified for the surveys. Figure 3.1 show

the sites selected for conducting traffic surveys.


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Figure 3.1: Field Survey Locations

SL-2

SL-1

SL-8

SL-4

SL-3

SL-6

SL-5

SL-7

SL-9


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3.3 Selection of Survey Types:

Traffic count survey types were selected within the study area for the

duration of the proposed analytical period after the completion of field visit

exercise. The survey types selected for the study include the following:

3.3.1 Mid-Block Count Surveys:

Mid-block counts are the most basic type of traffic survey. These counts

provide the daily traffic at a particular location. Mid-block counts were

conducted in 15-minute intervals for the entire 24-hour period. These

counts were conducted for 7 continuous days at some locations, while at

others, the counts were conducted for 72 continuous hours. The locations

were so selected that they represented significant traffic, spread out over

the entire study area network.

Survey at location SL-06 (National Highway near Thatta) was cancelled due

to the prevailing political and law and order situation in the area.

Figure 3.1 and Table 3.1 detail the mid-block count locations and their

survey duration.

3.3.2 Turning Movement Count Survey:

Turning movement counts are conducted so as to establish the traffic

turning at particular junctions. Turning movement count for one day was

conducted at SL-9 (New Link Road between Super Highway – National

Highway near Airport) since at present, the New Link Road makes a T-

junction with Super Highway and in future, an interchange will be

constructed at this junction. Figure 3.1 and Table 3.1 shows the turning

movement count location and the survey duration.

3.3.3 Origin Destination Surveys:

In order to determine the transportation needs and appropriate solutions

for an area, it is important to have an understanding of the underlying

characteristics of travel. The origins and destinations of traffic are among

the most important of these characteristics. A roadside origin-destination

study was undertaken at key locations to measure travel characteristics.

This survey was conducted to capture the internal-external trips and vice

versa. The results of these surveys were then used in the model

development. Figure 3.1 and Table 3.1 detail the OD survey locations and

their duration.


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3.3.4 Willingness to Pay Surveys:

These surveys were performed to estimate potential traffic diversion on to

the proposed M-9 and vice versa. Therefore they play a vital role in traffic

and revenue estimation. The outcome of this survey was development of

toll versus percentage diversion curve for potentially diverting modes of

traffic on M-9. Figure 3.1 and Table 3.1 detail the Willingness to pay survey

locations and their survey duration.

3.3.5 Occupancy Surveys:

A vehicle occupancy survey’s purpose is to determine the average number

of persons per vehicle. Vehicle occupancy data was used to offer a

quantifiable performance measure in the travel demand modelling. Figure

3.1 and Table 3.1 detail the occupancy survey locations and their survey

duration.

3.3.6 Travel Time Surveys:

Travel time survey’s purpose is to determine the amount of time, an

indicator of congestion, it takes a vehicle to drive from point A to point B

along a defined corridor. The survey results are valuable in calibrating the

Travel Demand Model. These surveys further provided the existing travel

time between major segments on the Karachi – Hyderabad Superhighway

and National Highway (N-5).

3.3.7 Road Condition Surveys:

Road condition surveys were conducted to determine the highway length,

width and other parameters for estimation of road capacities within the

study area corridor for the development of the travel demand network.


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Table 3.1: Survey Locations & Specifications

3.4 Vehicle Classifications for Survey:

At present, the Super Highway carries motorcycle, auto rickshaws and

tractor traffic. Once the limited access motorway is constructed,

motorcycles and other slow moving vehicles will not be allowed on the

motorway. The survey form designed for this particular project included

these vehicle classifications; however, the final survey summary was

tabulated based on the NHA approved vehicle classifications as detailed in

Schedule M of the Concession Agreement (CA).

The vehicle classifications for traffic survey forms attached in Annexure 1

include motorcycles and auto rickshaws, since at present both these

vehicular modes are allowed to travel on the Super Highway. However, the

travel distance from both these modes is for shorter distances. These

vehicle categories were selected for survey to determine the existing travel

demand through these modes.

Current tolling by NHA for Class 2 merges both Class 2 and Class 3

vehicles. Other surveys previously conducted by various consultants /

agencies also used different classes of tollable traffic than provided in the

BinaPuri Concession Agreement.

Site ID

Location Description

Survey Duration by Survey Types

TMC Mid-Block

Passenger Occupancy

Roadside OD

Willingness to Pay

SL – 1 Karachi Northern Bypass Toll Plaza

- 168 hrs

- - -

SL – 2 Karachi Toll Plaza on Super Highway

- 168 hrs

72 hrs 72 hrs 24 hrs

SL – 3 Super Highway at

Nooriabad

- 168

hrs - - -

SL – 4 Near Hyderabad Toll Plaza on Super Highway

- 168 hrs


SL – 5 National Highway near

Kotri

- 72 hrs 72 hrs 72 hrs 24 hrs

SL – 6 National Highway near Thatta


SL – 7 Sassi Toll Plaza on National Highway

- 168 hrs


SL – 8 Toll Plaza on Super Highway – National Highway Link Road


SL – 9

New Link Road between

Super Highway – National

Highway near Airport

24

hrs 48 hrs - - -


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Mazda Truck T-3000 falls under Class 2 and Mazda Truck T-3500 is in Class

3, but practically both trucks are similar and it would have been difficult for

the enumerators to separate them in the field during data collection. For

this reason primarily, the two Mazda types were merged into Class 3

category for data collection ease. Similarly other types of small trucks

(Shahzoor, Master Trucks) were taken into class 2 vehicles as per NHA

classifications since they are considered as Mini Trucks.

Additionally, Toyota Hilux Single / Double Cabin fall under Class 2,

however, they also transport people. In order to avoid doubling of vehicle

counts between Class 1 and Class 2, these vehicle types were counted

under Class 1 as per NHA classification.

Although all modes were selected for survey, the vehicle classifications

selected for survey analysis as per the Concession Agreement are shown in

Table 3.2.

Table 3.2: Vehicle Classification for Surveys

S. No.

Vehicle Class

Description Description,If

any

1. Class 1 Cars / Vans / Jeeps / Pajero / Suzuki Van / Pickups / Toyota Hilux single/double Cabin / Taxis

2. Class 2 Wagons / Pickups / Shahzor / Master

3. Class 3 Coasters / Mini Trucks / Mazda T-3000 / Mazda T-3500

4. Class 4 Intercity Buses

5. Class 5 Rigid Trucks 2 – 3 Axles

6. Class 6 Articulated Trucks 4 – 5 – 6 Axles

3.5 Survey Forms and Schedule:

Survey forms were designed to meet the specific project requirements.

Annexure 1 provides the blank survey forms for various types of surveys

conducted during this study. The surveys at the 9 locations were divided in

4 phases as shown in Table 3.3.


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Table 3.3: Survey Schedule Site ID

Location Description Survey Types Duration

Volume

Count

Occupancy OD Willingness

to Pay

Start

Date

End Date

PHASE A

SL – 1 Karachi Northern Bypass Toll Plaza

168 hrs - - - 13/04/2012 (Friday)

19/04/2012 (Thursday)

SL – 2 Karachi Toll Plaza on Super Highway

168 hrs 72 hrs 72 hrs 24 hrs

SL – 3 Super Highway at Nooriabad

168 hrs - - -

SL – 9 New Link Road between Super Highway – National Highway near Airport

72 hrs - - -

PHASE B

SL – 4 Near Hyderabad Toll Plaza on Super Highway

168 hrs 72 hrs 72 hrs 24 hrs 21/04/2012 (Saturday)

27/04/2012 (Friday)

SL – 5 National Highway near Kotri


PHASE C

SL – 6 National Highway near Thatta

72 hrs 72 hrs 72 hrs 24 hrs 27-04-2012 (Friday)

03-05-2012 (Thursday)

SL – 7 Sassi Toll Plaza on National Highway


SL – 8 Toll Plaza on Super Highway – National

Highway Link Road


PHASE D

1 Route Condition Surveys - - - - 16-04-2012 (Monday)

22-04-2012 (Sunday)

2 Spot Speed Surveys - - - -

3.6 Survey Performance:

On each of the turning movement and mid-block count locations, Traffic

Count Survey was conducted for 24 hours starting from 0700 hours. Vehicle

Occupancy Surveys were conducted at specific sites for 72 hours i.e.

starting from 0700 hours.

Surveys at SL-06 (National Highway near Thatta) were cancelled due to the

prevailing political and law & order situation as advised by the local police.

Additionally, OD and Willingness to Pay surveys were conducted at the

same locations where vehicle occupancy surveys were conducted. The OD

surveys were conducted for 72 hours while the willingness to Pay surveys

were conducted for 24 hours. Public holidays, strike days or any other day

not representing typical weekday traffic on a particular location were also

excluded from surveys.


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3.6.1 Sampling:

The sampling rates for the various survey types are as follows:

Traffic counting (turning movement and mid-block) was performed

continuously capturing 100 percent of vehicles travelling in both

directions under each of the mentioned vehicle categories.

Vehicle occupancy survey was conducted on sample basis. Although the

enumerators were instructed to capture the maximum number of

vehicles, the target was to get a sample of at least 30 percent of

passing vehicles for each category, direction and time bracket.

OD surveys and Willingness to Pay surveys were conducted on sample

basis. Although the enumerators were instructed to capture the

maximum number of vehicles, the target was to get a sample of at

least 10 percent of the total daily traffic.

Route condition and travel time surveys were conducted on both the

Super Highway from Karachi Toll Plaza (SL-2) to Hyderabad Toll Plaza

(SL-4) and on National Highway from Gharo (SL-7) to Kotri Toll Plaza

(SL-5).

3.6.2 Survey Method:

Following general guidelines were used to perform surveys in the field:

Traffic Count Surveys

o The survey technique used was non-intrusive. Surveyors were

provided safe locations to conduct the manual counting. These

locations were determined during the initial field visit.

o Surveyors continuously counted the number of vehicles by

direction, category and time.

o Surveyors counted number of vehicles manually using tally

markings.

o The cumulative number of vehicles by direction and vehicle type

were recorded on a summary form (during data punching) for

every 15-minutes interval.

Vehicle Occupancy Surveys

o The survey technique used was non-intrusive. Surveyors were

provided safe locations to conduct the manual counting. These

locations were determined during the initial field visit.

o The cumulative number of passengers by direction and vehicle type

were recorded on a summary form (during data punching) for


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every fifteen (15) minutes interval.

OD and Willingness to Pay Surveys

o The survey method used for interviews required that the

enumerators stop the oncoming traffic at a safe location with the

help of Sindh Police and Motorway Police.

o The interviewers were asked questions presented in the OD and

Willingness to Pay survey form and their responses marked in the

corresponding fields on the survey forms.

o Incomplete questionnaires were discarded from the surveys.

Travel Time Surveys

o The surveys were conducted using an “average car” following

technique. The “average car” driving style has the driver

attempting to maintain speeds within the average flow of traffic.

o A run each was made on Super Highway and National Highway on

the same week day.

o The average travel speed was derived from the results of the

survey with segmental speeds also calculated every 25 km.

o Time that the vehicle slowed down below 15 km/h (if any) due to a

highway incident, such as accidents (if any) was noted before the

average speed was computed.

3.7 Data Quality Assurance:

One of the most important aspects of field surveys was to maintain quality

during data collection and data entry. As data quality both in field and

during data punching is the core for all studies, certain techniques were

adopted for minimizing chances of errors. Therefore, several mechanisms

were adopted which are discussed in the following sections of the report.

3.7.1 Pre-Survey Training Sessions:

The essence of data quality assurance lies in the appropriate selection and

training of human resources. All survey teams went through pre-survey

training camps. This was to ensure good quality of human resources

conducting field surveys, and therefore, to diminish chances of errors

because of unawareness about data collection technique among

enumerators.

Furthermore, care was also taken to have proper field trials and pilot

surveys conducted by each enumerator group so as to develop a better


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understanding of the type of work and the likely difficulties to be faced in

field.

Last but not the least, special care was also given to the number of persons

attending to these training sessions. The number of trainee enumerators in

each of the survey camp did not exceed 50 persons to ensure individual

focus of trainers on each enumerator.

3.7.2 In-Field Quality Checks:

Although enumerators were extensively trained, however, in order to

further minimize the chances of disorder in the field and wrong data

recording, two relievers (also acting as assistant supervisors) and one site

supervisor were assigned to each location. Time and again during field

surveys, the assistant supervisors and supervisor randomly took samples

for each of the selected mode and continuously compared the results with

those taken by the enumerator.

Field survey sheets filled in by the supervisors / assistant supervisors were

also punched and simultaneously checked by the analysis team. This helped

to monitor repetitive mistakes by a specific enumerator.

To further facilitate this process, the enumerator’s attendance in the field

was taken according to direction of travel, mode and type of survey that an

enumerator performed on a specific day. As a result, each enumerator

could be checked for the types of errors he was making in the field. In case

any specific enumerator was committing a repeated mistake, the analysis

team could take a decision for the replacement of that enumerator.

Above all, the project team regularly visited the survey locations and

checked and guided the enumerators for any corrective measures.

3.7.3 Quality Checks During Data Entry:

The supervisors and the person in charge of the data-punching site first

converted tally marks in numeric counts that were later used for data entry.

The project team continuously compared the figures being punched with

those actually recorded on survey forms. This technique was used to check

mistakes in data punching.

3.7.4 Logical and Consistency Checks:

Last but not the least, data was checked logically for any inconsistencies

before being used in the analysis. In case of any inconsistency in the data,

the corresponding survey form(s) were referred back for final checking and

correction. The task of logical checking was performed by the project team.


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3.7.5 Data Processing:

Once field data collection and its logical checking were completed,

processing of the verified data was started. The primary objective of data

processing was to:

Estimate ‘Total Vehicles’ crossing each of the Mid-block count and

turning movement count location by mode, direction and time.

Traffic Volumes and Vehicle Occupancy were converted into 15-minutes

data summary. The processing was performed for vehicle mode, travel

direction and travel time.

By comparing 15-minutes summarization of data for volume and

occupancy, expansion factors were calculated for each vehicle mode

and direction, for every 15-minutes time interval.

Expansion factors were multiplied with volume counts to convert these

into passenger counts by mode, direction and time.

Total passenger counts were finally calculated for each mid-block

location.

Results from the willingness to pay surveys were used in the model to

estimate potential diversion to / from M-9.

The results of the OD surveys were verified for any computational and

logical errors to create the OD matrix.

Travel time survey results were computed to gather information on the

existing LOS.

3.8 Mid-Block Count Surveys:

3.8.1 Introduction:

For any modelling exercise calibration plays a vital role, without which

model cannot be used for any policy testing. The best way for model

calibration is to adopt error minimization through an iterative process.

Traffic assignment is done by iteratively adjusting various assignment

parameters and comparing assignment results with that of the actual

counts iteratively till achievement of acceptable difference between the two.


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Detailed discussion of technique used for model calibration in this study is

discussed in Chapter 4 of this report. Traffic surveys on Mid-Block locations

were performed for the reason.

The 9 MB count locations were so selected that they represented significant

traffic, spread out over the study area network. These included traffic

counts on the Karachi – Hyderabad Superhighway, National Highway (N-5)

and some intersections with Superhighway such as the Link Road between

Superhighway and National Highway and the Malir Link Road. Some

locations were common to some of those at which KMC / JICA had

conducted traffic counts during the last few years. These locations helped

ascertain the road traffic growth and the change in modal share (if any)

from past years. The locations finalized for Mid-Block Surveys are shown in

Figure 3.1 and the same are listed in Table 3.1 with the coverage duration

of each survey.

3.8.2 Summary of Traffic Counts:

Data collected from the field for each site was tabulated hourly. The

average daily traffic (ADT) was computed for weekday traffic and weekend

traffic. Upon detailed analysis of the ADT for the two periods, the results

showed that the variation in ADT for the weekday and weekend traffic at

some locations was minimal; therefore weekly traffic was converted to ADT

at locations where the survey was conducted for 7 consecutive days.

Annexure 2 provides the hourly summary of the traffic counts summary

conducted at all study area locations. Table 3.4 provides the daily summary

of traffic counts by direction of travel.


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Table 3.4: Daily Traffic Volume by Direction

SITE ID

DESCRIPTION DIRECTION Day of the Week

Fri Sat Sun Mon Tue Wed Thu

SL-01 Karachi Northern Bypass (KNBP)

Hub 1,477 1,670 1,903 1,964 2,136 2,149 2,020

From Super Highway

1,915 1,899 1,869 1,670 2,087 2,030 2,253

Both Directions

3,392 3,569 3,772 3,634 4,223 4,179 4,273

SL-02

Karachi - Hyderabad Super Highway near Karachi Toll Plaza

From Karachi 11,128 10,497 9,926 10,815 10,231 12,041 10,199

From Hyderabad

12,255 12,251 12,419 12,301 12,539 12,612 12,661

Both Directions

23,382 22,747 22,345 23,117 22,770 24,654 22,860

SL-03

Karachi - Hyderabad Super Highway near Nooriabad

From Karachi 11,085 9,829 8,553 9,338 9,758 10,081 9,741

From Hyderabad

10,487 8,724 10,398 10,485 10,968 12,153 12,835

Both Directions

21,572 18,553 18,951 19,823 20,726 22,234 22,576

SL-04

Karachi - Hyderabad Super Highway near Hyderabad

From Karachi 8,982 8,728 8,951 8,674 8,796 8,976 8,556

From Hyderabad

9,370 9,088 9,122 9,158 9,429 8,843 8,845

Both Directions

18,351 17,816 18,073 17,831 18,225 17,819 17,401

SL-05 National Highway (N-5) near Kotri

From Kotri 1,902 2,288

2,678

From Super Highway

3,236 2,777 4,193

Both Directions

5,138 5,065 6,871

SL-07 National Highway (N-5) Sassi Toll Plaza

From Karachi 4,915 4,637

4,989 4,886 5,163

From Gharo 4,361 3,536 5,391 4,646 4,823

Both Directions

9,276 8,173 10,380 9,532 9,986

SL-08 Link Road (N-5 - Super Highway)

From National Highway

2,993 3,122 3,231

From Super Highway

2,995 3,102 2,684

Both Directions

5,988 6,224 5,915

SL-09 New Link Road (MalirCantt)

From Malir

3,569 4,559 4,445

From Super

Highway 4,779 4,782 5,044

Both Directions

8,348 9,341 9,489

The results in Table 3.4 indicate that the Karachi – Hyderabad Super

Highway carries the most traffic of all the sections surveyed. Its only

competitor, the National Highway, carries much lower daily traffic.


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3.8.3 Annual Average Daily Traffic:

Annual Average Daily Traffic (AADT) is the standard measurement for

vehicle traffic load on any section of road, and the basis for most decisions

regarding transport planning, or to the environmental hazards of pollution

related to road transport. Average daily traffic or ADT, is the average

number of vehicles passing (two-way) at a specific point in a 24-hour

period.

The National Transport Research Centre (NTRC), Ministry of

Communications is a research body that periodically provides much needed

research and development (R&D) support for planning and appraisal of

transport sector projects/plans. The NTRC report “Traffic Factors for

Pakistan-III (NTRC-151)”, published in April 1992 provides traffic

adjustment factors by type of day, week and month for various road

segments in Pakistan to convert the daily traffic into AADT.

The collected data was compared against the study area road segments to

gather the coefficient of monthly seasonal variation for the study. Upon

review of the NTRC report, it was observed that the monthly adjustment

factor for April for both Super Highway (1.010) and National Highway

(0.995) within the study area was close to 1, which symbolizes that the

average daily traffic at the study locations can be used as the AADT.

Table 3.5 shows the ADT summary for each traffic count location by

direction.

Table 3.5: Average Daily Traffic by Direction

SITE ID

DESCRIPTION DIRECTION ADT

SL-01 Karachi Northern Bypass (KNBP)

From Hub 1,903

From Super Highway

1,960

Both Directions 3,863

SL-02 Karachi - Hyderabad Super Highway near Karachi Toll Plaza

From Karachi 10,691

From Hyderabad 11,061


SL-03 Karachi - Hyderabad Super Highway near Nooriabad

From Karachi 9,769



SL-04 Karachi - Hyderabad Super Highway near Hyderabad

From Karachi 8,809



http://en.wikipedia.org/wiki/Transport_planning

http://en.wikipedia.org/wiki/Automobile


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SL-05 National Highway (N-5) near Kotri

From Kotri 1,717

From Super Highway

3,402


SL-07 Sassi Toll Plaza on National Highway (N-5)

From Gharo 4,551

From Karachi 4,918


SL-08 Link Road (N-5 - Super Highway)


3,115

From Super Highway

2,927


SL-09 New Link Road (MalirCantt)

From Malir 4,191

From Super Highway

4,868


3.8.4 Passenger Car Units (PCUs):

It is a unit of measure whereby trucks and buses are converted to

passenger cars using multiplication factors. This approach results in dealing

with mixed traffic streams more accurately on a highway network. The PCU

factors applied to this study were taken from Schedule M of the BinaPuri

Concession Agreement. These factors for the 6 classes of toll are presented

in Table 3.6.

Table 3.6: PCU Factors

Class 1 Class 2 Class 3 Class 4 Class 5 Class 6

Toll Multiple 1.00 1.38 2.20 3.15 3.85 4.96

3.8.5 Characteristics by Survey Location:

SL-01 (Karachi Northern Bypass):

This site carries a low amount of daily traffic (3,863 vehicles) in both

directions. A look at the average daily traffic volume data shows that the

private cars consist of about 39% of the total traffic during the 24-hour

period, while trucks and trailers constitute 26% each. Large buses and

wagons / pickups share on this route totals approximately 1% each of

the total average daily traffic, while the share of coasters / minibus is

approximately 8% as shown in Figure 3.2. A summary of hourly traffic

volumes for weekday average, weekend average and weekly average is

shown in Figure 3.3. Figure 3.4 provides the summary of hourly traffic

volumes for weekday average, weekend average and weekly average of


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Page 3-17

traffic volumes converted to Passenger Car Units (PCUs) derived from

Table 3.6.

Figure 3.2: Traffic Mix by Mode at SL-01

Figure 3.3: Hourly Traffic Variation at SL-01

The results above indicate that the hourly traffic for weekday and

weekend counts follows similar peaking trends. The traffic remains

steady during morning and evening hours and is lowest during the night.

39%

0% 8%

1%

26%

26%

SL-01: Daily Traffic %age by Vehicle Class (Both

Directions)

CLASS 1

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CLASS 3

CLASS 4

CLASS 5

CLASS 6

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Hourly Time Intervals

ADT- BOTH DIRECTIONS @ SL-01 KNBP

Weekday Weekend 7-day


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Figure 3.4: Hourly Traffic Variation (PCU) at SL-01

The results of Figure 3.4 above indicate the hourly traffic in PCUs is

roughly 3 times the corresponding hourly count traffic shown in Figure

3.3. This is due to more than 50% of the traffic mix as shown in Figure

3.2 being trucks or trailers. The traffic remains steady during morning

and evening hours and is lowest during the night with the peak hour

between 11 – 12 pm.

SL-02 (Super Highway near Karachi Toll Plaza)

This site carries a high amount of daily traffic (21,752 vehicles) in both

directions over the week. A look at the average daily traffic volume data

shows that the private cars consist of roughly half the total traffic during

the 24-hour period, while trucks and trailers constitute 16% and 13%,

respectively. Large buses share at this location totals approximately 6%

of the total average daily traffic, while the share of coasters / minibus is

approximately 11%. Wagons / pickups constitute the remaining 3% of

the average daily traffic as shown in Figure 3.5. A summary of hourly


shown in Figure 3.6. Figure 3.7 provides the summary of hourly traffic



Table3.6.

0

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SL-01: ADT (PCU) BY HOUR (BOTH DIRECTIONS)



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Figure 3.6: Hourly Variation at SL-02


weekend counts follows similar peaking trends. The traffic generally

remains steady throughout the 24-hour period and is lowest during late

night / early morning with the peak hour of traffic occurring between 5

and 6 pm.

51%

3%

11%

6%

16%

13%


Directions)

CLASS 1

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CLASS 3

CLASS 4

CLASS 5

CLASS 6

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SL-02: ADT BY HOUR (BOTH DIRECTIONS)



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roughly twice the corresponding hourly count traffic shown in Figure 3.6.

The freight traffic share is 29% of the traffic mix as shown in Figure

3.5.The traffic in PCUs remains steady throughout the 24 hour period

with the peak hour traffic coming around midnight. The high traffic

volumes (PCUs) during night time are due to the movement of freight

traffic.

SL-03 (Super Highway near Nooriabad)

This site carries a high daily traffic (20,633 vehicles) in both directions

over the week. A look at the average daily traffic volume data for the

week shows that the private cars consist of roughly half the total traffic

during the 24-hour period, while trucks and trailers constitute 16% and

18%, respectively. Large buses share at this location totals

approximately 7% of the total average daily traffic, while the share of

coasters / minibus is approximately 8%. Wagons / pickups constitute

the remaining 4% of the average daily traffic as shown in Figure 3.8. A

summary of hourly volumes for weekday average, weekend average and

weekly average is shown in Figure 3.9. Figure 3.10 provides the

summary of hourly traffic volumes for weekday average, weekend

average and weekly average of traffic volumes converted to Passenger

Car Units (PCUs) derived from Table 3.6.

0

500

1,000

1,500

2,000

2,500

3,000

3,500

07:0

0

08:0

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09:0

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remains steady throughout the day and is lowest during late night /

early morning with the peak hour of traffic occurring between 5 and 6

pm.

47%

4%

8% 7%

16%

18%

SL-03: Daily Traffic %age by Vehicle Class (Both Directions)

CLASS 1

CLASS 2

CLASS 3

CLASS 4

CLASS 5

CLASS 6

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600

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1,000

1,200

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roughly twice the corresponding hourly count traffic shown in Figure 3.9.

The freight traffic share is 34% of the traffic mix as shown in Figure

3.8.The traffic in PCUs remains steady throughout the 24 hour period

with the peak hour traffic coming around midnight. The high traffic


traffic.

SL-04 (Super Highway near Hyderabad Toll Plaza)

This site carries a high daily traffic (17,931 vehicles) in both directions

over the week. A look at the average daily traffic volume data for the

week shows that the private cars consist of roughly 50% of the total

traffic during the 24-hour period, while trucks and trailers constitute

19% and 15%, respectively. Large buses share at this location totals

approximately 8% of the total average daily traffic, while the share of

coasters / minibus is approximately 5%. Wagons / pickups constitute

the remaining 3% of the average daily traffic as shown in Figure 3.11. A

summary of hourly volumes for weekday average, weekend average and

weekly average is shown in Figure 3.12.Figure 3.13 provides the




0

500

1,000

1,500

2,000

2,500

3,000

3,500

07:0

0

08:0

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09:0

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remains steady during from morning till evening and is lowest during

late night / early morning with the peak hour of traffic occurring

between 6 and 7 pm.

50%

3% 5%

8%

19%

15%


Directions)

CLASS 1

CLASS 2

CLASS 3

CLASS 4

CLASS 5

CLASS 6

0

200

400

600

800

1,000

1,200

07:0

0

08:0

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roughly two to three times the corresponding hourly count traffic shown

in Figure 3.12. The freight traffic share is 34% of the traffic mix as

shown in Figure 3.11.The traffic in PCUs remains steady throughout the

day with the peak hour traffic coming around 6 pm. The high traffic


traffic.

SL-05 (National Highway near Kotri)

This site only carries an average of 5,691 vehicles in a 24 hour period in

both directions averaged over the 3-day survey period. A look at the

average daily traffic volume data for the week shows that the private

cars consist of roughly 51% of the total traffic during the 24-hour

period, while trucks also constitute a major share of the total traffic

(38%). Trailers, large buses and coasters / mini buses each constitute

only 2% of the traffic. Wagons / pickups constitute the remaining 5% of

the average daily traffic as shown in Figure 3.14. A summary of hourly


shown in Table 3.15.Figure 3.16 provides the summary of hourly traffic



Table 3.6.

0

500

1,000

1,500

2,000

2,500

3,000

07:0

0

08:0

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09:0

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10:0

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weekend counts generally follow similar peaking trends. The weekday

traffic at this location is more than the weekend traffic. The hourly traffic

shows fluctuation and is lowest during late night / early morning with

the peak hour of traffic occurring between 11 am and 12 pm for the 3-

day ADT.

0

50

100

150

200

250

300

350

400

450

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51%

5%

2%

2%

38%

2%


Directions)

CLASS 1

CLASS 2

CLASS 3

CLASS 4

CLASS 5

CLASS 6


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Page 3-26



roughly two to three times the corresponding hourly count traffic shown

in Figure 3.15. The freight traffic share is 40% of the traffic mix as

shown in Figure 3.14.The hourly traffic fluctuation at this site is more

pronounced than at other locations. The peak hour traffic (PCUs) for the

3-day average comes around 7 pm.

SL-07 (Sassi Toll Plaza on National Highway)

This site carries an average of 9,469 vehicles in a 24 hour period in both

directions averaged over the week. A look at the average daily traffic

volume data for the week shows that the private cars consist of roughly

57% of the total traffic during the averaged 24-hour period, while trucks

constitute 38%. Trailers and Wagons / pickups both constitute the 5%

of the average daily traffic. Coasters / mini buses constitute 12% of the

traffic while the remaining 3% traffic consists of large buses as shown in

Figure 3.17. A summary of hourly volumes for weekday average,

weekend average and weekly average is shown in Figure 3.18.Figure

3.19 provides the summary of hourly traffic volumes for weekday

average, weekend average and weekly average of traffic volumes

converted to Passenger Car Units (PCUs) derived from Table 3.6.

0

100

200

300

400

500

600

700

800

900

07:0

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08:0

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weekend counts generally follow similar peaking trends. The weekday

traffic at this location is more than the weekend traffic. The hourly traffic

remains steady during from morning till evening and is lowest during

late night / early morning with the peak hour of traffic occurring

between 7 and 8 pm.

57%

5%

12%

3%

18%

5%


Directions)

CLASS 1

CLASS 2

CLASS 3

CLASS 4

CLASS 5

CLASS 6

0

100

200

300

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600

700

07:0

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roughly twice the corresponding hourly count traffic shown in Figure

3.18. The freight traffic share is 23% of the traffic mix as shown in

Figure 3.17.The peak hour traffic (PCUs) for the 5-day average comes

around 7 pm and for the weekend traffic comes around 8 pm.

SL-08 (Link Road between Super Highway & National Highway)


directions averaged over the 3-day survey period. A look at the average

daily traffic volume data for the 3 days shows that the private cars

consist of 22% of the total traffic during the averaged 24-hour period,

while trucks constitute 27%. Trailers constitute roughly 36% traffic.

Wagons / pickups constitute only 1% of the average daily traffic.

Coasters / mini buses constitute 11% of the traffic while the remaining

3% traffic consists of large buses as shown in Figure 3.20. A summary

of hourly volumes for weekday average, weekend average and weekly

average is shown in Figure 3.21.Figure 3.22 provides the summary of

hourly traffic volumes for weekday average, weekend average and

weekly average of traffic volumes converted to Passenger Car Units

(PCUs) derived from Table 3.6.

0

200

400

600

800

1,000

1,200

07:0

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The results above indicate that the average weekday traffic at this

location remains constant throughout the 24-hour period with the peak

hour of traffic occurring between 7 and 8 am. This site carries a high

percentage of truck and trailer traffic. Link Road is primarily used be

freight traffic to access Port Qasim from Super Highway and vice versa.

22%

1%

11%

3%

27%

36%


Directions)

CLASS 1

CLASS 2

CLASS 3

CLASS 4

CLASS 5

CLASS 6

0

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100

150

200

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300

07:0

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The results of Table 3.22 above indicate the hourly traffic in PCUs is

roughly three to four times the corresponding hourly count traffic shown

in Figure 3.21. The freight traffic share is 63% of the traffic mix, which

explains the PCU hourly traffic 3-4 times more than the hourly traffic

count volumes as shown in Figure 3.20.The peak hour traffic (PCUs) for

the 3-day average comes around midnight.

SL-09 (New Link Road between Super Highway and Malir Cantt)


directions averaged over the 3-day survey period. A look at the average

daily traffic volume data shows that the private cars consist of 77% of

the total traffic during the averaged 24-hour period, while coasters /

mini buses constitute 14%. Trucks constitute roughly 9% traffic.

Wagons / pickups, large buses and trailers share in the traffic mix is

negligible as shown in Figure 3.23. A summary of hourly volumes for

weekday average is shown in Figure 3.24.Figure 3.25 provides the




0

200

400

600

800

1,000

1,200

07:0

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08:0

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The results above indicate that the average hourly traffic at this location

remains at peak from 9 am till 7 pm. The traffic during night / early

morning is negligible. A reason for low trailer volume is that the new

Link Road travels through the residential areas and trailer traffic is not

allowed on this route.

77%

0%

14%

0% 9%

0%


Directions)

CLASS 1

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CLASS 3

CLASS 4

CLASS 5

CLASS 6

0

100

200

300

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700

07:0

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slightly more than the corresponding hourly count traffic shown in Figure

3.24. The freight traffic share is only 9% of the traffic mix, which

explains the PCU hourly traffic close to the hourly traffic count volumes

as shown in Figure 3.23.The peak hour traffic (PCUs) for the 3-day

average comes around 6 pm.

3.8.6 Peak Hour

Peak hour traffic is the critical factor in designing the number of lanes of a

facility to operate under acceptable LOS. The peak hour is also useful in

determining the existing performance level of any segment of the road.

Peak hour was calculated for each direction for all count locations by using

converted passenger car units (PCU) volumes from PCU factors given in

Table 3.6 above. Table 3.7 shows summary of peak hour time and volume

by direction.

0

200

400

600

800

1,000

1,200

07:0

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08:0

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Table 3.7: Peak Hour Traffic (PCUs)

SITE ID

DESCRIPTION DIRECTION PEAK HOUR

TRAFFIC TIME

SL-01 Karachi Northern Bypass

(KNBP)

From Hub 383 17:00 - 18:00

From Super Highway 417 11:00 - 12:00

SL-02 Karachi - Hyderabad Super Highway near Karachi Toll

Plaza

From Karachi 1,857 00:15 - 01:15

From Hyderabad 1,558 03:45 - 04:45

SL-03 Karachi - Hyderabad Super Highway near Nooriabad

From Karachi 1,847 23:00 - 00:00

From Hyderabad 1,311 18:00 - 19:00

SL-04 Karachi - Hyderabad Super Highway near Hyderabad

From Karachi 1,193 18:45 - 19:45

From Hyderabad 1,242 17:15 - 18:15

SL-05 National Highway (N-5)

near Kotri

From Kotri 380 19:00 - 20:00


SL-07 Sassi Toll Plaza on

National Highway (N-5)

From Gharo 518 16:00 - 17:00

From Karachi 563 07:00 - 08:00

SL-08 Link Road (N-5 - Super

Highway)


627 22:00 - 23:00


SL-09 New Link Road

From Malir 443 14:00 - 15:00


From U-Turn 192 09:00 - 10:00

The results show that the peak hour traffic (PCUs) is significantly higher on

the three locations on Super Highway (SL-02, SL-03 and SL-04). The peak

hours on Super Highway traveling from Karachi fall in the night. This is

because freight traffic usually leaves the ports / city during night. This

trend is reflective of the freight movement characteristics found elsewhere

in the world. The peak traffic on Super Highway from Hyderabad /

upcountry was also observed during evening / night hours.

The peak hour traffic on survey locations on National Highway (SL-05 and

SL-07) is significantly lower as compared to the peak hour traffic on Super

Highway. The peak hour traffic on National Highway is comparable to the

peak hour traffic on Karachi Northern Bypass and Link Roads. The peak

hour traffic on National Highway in both directions varies greatly by time of

day.

Peak hour traffic on Karachi Northern Bypass (SL-01), Link Road (SL-08)

and New Link Road (SL-09) also varies greatly by time of day.


FINAL REPORT

Field Surveys

Page 3-34

3.9 Passenger Occupancy Surveys

3.9.1 Introduction

Passenger occupancy surveys were conducted for several vehicle modes at

select locations. The locations selected for occupancy survey are shown in

Table 3.8.

Table 3.8:Passenger Occupancy Survey Locations

Site ID Location Description Passenger Occupancy

SL – 2 Karachi Toll Plaza on Super Highway 72 hrs

SL – 4 Near Hyderabad Toll Plaza on Super Highway 72 hrs

SL – 5 National Highway near Kotri 72 hrs

SL – 6 National Highway near Thatta 72 hrs

SL – 7 Sassi Toll Plaza on National Highway 72 hrs


72 hrs

The passenger occupancy survey form is attached in Annexure 1. Surveys

at SL-6 (National Highway near Thatta) were called off due to the prevailing

law & order situation in the area. Passenger occupancy survey results for all

sites are attached in Annexure 3. The modes selected for passenger

occupancy surveys are given in Table 3.9.

Table 3.9: Passenger Occupancy Survey Modes

S. No. Mode of Travel

1 Private Cars

2 Intercity Buses

3 Wagons

4 Coasters

5 Minibuses

3.9.2 Analysis of Passenger Occupancy Survey

Average passenger occupancies were calculated for private cars, wagons,

coasters / minibuses and intercity buses separately for both directions.

Table 3.10 provides the average passenger occupancies for the entire 24-

hour period by mode of travel.


FINAL REPORT

Field Surveys

Page 3-35

Table 3.10: Average Occupancy by Class of Travel

Location Description Direction of Travel

Mode of Travel

Class 1 Class 2 Class 3 Class 4

SL-02 Karachi Toll

Plaza

From Karachi

3.42 11.05 30.00 36.39

Towards Karachi

3.28 8.98 26.09 32.56

SL-04 Hyderabad Toll Plaza

From Karachi

3.16 9.37 11.20 31.32

Towards

Karachi 3.16 10.46 27.43 36.51

SL-05 National

Highway near Kotri

From Kotri 3.05 8.96 21.86 35.57

From Super

Highway 2.36 9.07 10.00 29.35

SL-07

Sassi Toll Plaza on National Highway

From

Karachi 3.05 10.11 25.02 43.09

From Gharo 2.69 11.70 23.55 44.04

The results of occupancy survey indicate that the average occupancy for

individual modes across locations and direction of travel are similar. Further

analysis of occupancy survey was conducted and used in the model

development to generate person trips traveling in the network and

explained in later chapters.

3.10 Travel Time Surveys

Travel time surveys were conducted for passenger car and freight traffic on

Super Highway and on National Highway. These surveys were conducted

between Karachi Toll Plaza and Hyderabad Toll Plaza on Super Highway,

while on National Highway, travel time surveys were conducted between

Sassi Toll Plaza and Kotri.

The surveys were divided into segments of 25 km each. For each 25 km

distance travelled, the corresponding travel time in minutes was recorded.

The average travel speed on each segment was computed from distance

and time it took to travel the distance. Results of travel time survey by

private cars on Super Highway and National Highway are shown in Tables

3.11 and 3.12, respectively.


FINAL REPORT

Field Surveys

Page 3-36

Table 3.11: Travel Time Survey Results on Super Highway (Cars)

S.No. Distance

(km)

Travel Time Travel Speed

From Khi

(mins)

From Hyd

(mins)

From Khi

(km/h)

From Hyd

(km/h)

1 0 To 25 20 20 75 75

2 25 To 50 19 19 79 79

3 50 To 75 19 19 79 79

4 75 To 100 18 19 83 79

5 100 To 125 18 19 83 79

6 125 To 135 6 7 100 86

Total 135 100 103 83 79

Table 3.12: Travel Time Survey Results on N-5 (Cars)

S.

No.

Distance

(km)

Travel Time Travel Speed

From Khi

(mins)

From Hyd

(mins)

From Khi

(km/h)

From Hyd

(km/h)

1 0 To 25 26 23 58 65

2 25 To 50 28 19 54 79

3 50 To 75 18 19 83 79

4 75 To 100 21 23 71 65

5 100 To 125 19 20 79 75

6 125 To 150 29 26 52 58

7 150 To 175 25 35 60 43

Total 175 166 165 63 64

Analysis of the travel time comparison on Super Highway and National

Highway indicates that the average travel speed on Super Highway is much

higher than that of National Highway. National Highway passes through

urban and semi urban centers, which reduces the overall travel speed.

Additionally, the serviceability of N-5 is poor as compared to Super

Highway, which increases travel time significantly.

Results of travel time survey by freight traffic on Super Highway are shown

in Table 3.13.

Table 3.13: Travel Time Survey on Super Highway (Freight)

Freight

Type

Average Travel

Speed (km/h)

2-axle 40

3-axle 43

4-axle 44

6-axle 33


FINAL REPORT

Field Surveys

Page 3-37

Results indicate that the average travel speed of trucks is significantly

higher than the average travel speed of 6-axle trucks. The speed of freight

traffic as compared to private cars is about half. It is expected that the

freight seed on M-9 would be higher due to the addition of one extra lane,

plus improved road serviceability.

3.11 Willingness to Pay surveys

3.11.1 Introduction

These surveys were performed to estimate potential traffic diversion on the

Super Highway. The outcome of this survey was development of toll versus

percentage diversion curve for potentially diverting modes of traffic on M-9.

Willingness to Pay surveys is used as a discreet model in the analysis. Table

3.14 provides the location and vehicles categories selected for interviews.

Table 3.14: Willingness to Pay Survey Vehicle Categories

Site

ID Location Description

Survey

Duration Vehicle Categories

SL–02 Karachi Toll Plaza on Super

Highway 24 hrs

Passenger Cars

Public Transport

Light Freight

Trucks (2 & 3 axle)

Trailers (4, 5 & 6 axle) SL–04

Near Hyderabad Toll Plaza on

Super Highway 24 hrs

3.11.2 Survey Performance

The survey was an interview-based survey. The travelers were stopped

while on the move and were asked about their opinion to use to M-9 once it

was converted from Super Highway against toll values against an OD pair

being travelled. They were further asked comparison for traveling M-9

versus traveling on National Highway.

The survey was conducted on a sample basis. Following method was used

to conduct this survey.

The survey team interviewed the vehicle driver asking various questions

related to his origin, destination, trip purpose, mode of travel, frequency

of travel, usual time that it takes to travel on the OD pair he is

travelling.

The survey team then briefed the interviewee about the proposed up-

gradation of Super Highway to M-9 and also briefed him about possible

time, saving in fuel and maintenance costs, and enhanced ride quality

while travelling on M-9 as opposed to the existing Super Highway.

After briefing, the interviewee was offered toll against the services


FINAL REPORT

Field Surveys

Page 3-38

explained. The question of toll was asked incrementally increasing it

from lower to higher side. The interviewee was asked about his / her

willingness to pay till he / she refuses to use M-9.

Those interviewees who agreed to pay the maximum toll and did not

show any intention to divert to National Highway (N-5) were not asked

the second part of the willingness to pay survey.

Those interviewers who refused to pay the maximum toll designed in the

questionnaire and showed inclination towards diverting to N-5 were

asked the second question. In this question, they were given an

overview of the travel time, fuel and cost difference between M-9 and N-

5 and asked if they would now be willing to pay the increased tolls on M-

9.

The interviewers were asked this question till the time they refused to

pay the incremental toll rates.


The potential outcome of willingness to pay survey was to develop a

mathematical model between toll and possible percentage diversion on to

M-9. The data was processed to generate to generate Diversion curves for

each mode of travel. The entire data processing method is presented in

Figure 3.26.

Figure 3.26: Process for Developing Diversion Curves

3.11.4 Analysis of Survey Results

Major output of willingness to pay survey was development of mathematical

model for toll sensitivity curve for 5 modes (i.e. Private Cars, Public

Transport, Light Freight, Trucks and Trailers). The same is discussed as

under.


FINAL REPORT

Field Surveys

Page 3-39

Toll Sensitivity Model for Private Cars

In response to the first question about paying tolls on the improved M-9

versus the existing Super Highway, the toll sensitivity model developed

for private cars shows 81% acceptance at toll rate of Rs. 0.56 per

kilometre. However the percentage drops down considerably as the toll

rate increases. Table 3.15 shows the summary of toll rate versus

percentage utilization of M-9.

Table 3.15: Toll vs Diversion Curve for Cars (Super Highway vs M-9)

Max Toll (Rs. / km.) Potential Use of

M-9 (%)

0.22 100

0.37 99.07

0.56 81.02

0.74 64.35

0.93 53.70

1.11 46.30

The results indicate that at toll rates of Rs. 0.22 / km (existing toll rates on

Super Highway), 100% of the existing travelers on Super Highway will

continue to use the improved M-9. At toll rates of Rs. 0.56 / km, about

19% of the drivers showed inclination over shifting to N-5. At toll rates of

Rs. 0.93 / km, about 46% of the drivers showed inclination over shifting to

N-5.

The regression between the two parameters reveals that the two have

strong correlation following a linear relationship at value R² = 0.9979. The

variables follow the following relation:

y = 321.19x3-579.56x2 + 242.17x + 71.586

Where,

y = Use of M-9 (in Percentage)

x = Toll Rate (in Rs. Per Km)

The same is shown in Figure 3.27.


FINAL REPORT

Field Surveys

Page 3-40

Figure 3.27: Percent Diversion Curve for Cars (Super Highway vs M-9)

The results of the second question (use of N-5 vs M-9) for different toll

rates on M-9 and related cost and time savings on improved M-9 indicate

that 89% of the travelers are willing to pay toll rate of Rs. 0.74 / km on M-

9 as opposed to traveling on N-5.

Table 3.16 shows the summary of toll rate versus percentage utilization of

M-9. Figure 3.28 shows the graphical representation of the results of

surveys for private cars.

Table 3.16: Toll vs Diversion Curve for Cars (N-5 vs M-9)

Max Toll (Rs.

/ km.)

Potential

Diversion (%)

0.22 100

0.37 97.69

0.56 93.52

0.74 88.89

0.93 55.09

1.11 43.98

y = 321.19x3 - 579.56x2 + 242.17x + 71.586

R² = 0.9979

0

20

40

60

80

100

120

0.00 0.20 0.40 0.60 0.80 1.00

Div

ersio

n (

%)

Toll (Rs / km)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-41

Figure 3.28: Percent Diversion Curve for Cars (N-5 vs M-9)

Toll Sensitivity Model for Light Freight / Trucks



for light freight / trucks shows 82% acceptance at toll rate of Rs. 1.11

per km. However the percentage drops down considerably as the toll

rate increases. Table 3.17 shows summary of toll rate versus percentage

utilization of M-9.

Table 3.17: Toll vs Diversion Curve for Trucks (Super Highway vs M-9)


M-9 (%)

0.67 100

1.11 82.37

1.85 55.80

2.59 32.37

3.33 13.29

4.07 7.25

y = 76.997x3 - 240.49x2 + 139.29x + 78.409

R² = 0.9534

0

20

40

60

80

100

120

0.00 0.20 0.40 0.60 0.80 1.00 1.20

Div

ersio

n (

%)

Toll (Rs.)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-42

The results indicate that at toll rates of Rs. 0.67 / km, 100% of the existing

users on Super Highway will continue to use the improved M-9. At toll rates

of Rs. 2.59 / km, about 68% of the drivers showed inclination over shifting

to N-5. At toll rates of Rs. 4.07 / km, about 93% of the drivers showed

inclination on shifting to N-5.




y = 1.4275x3– 4.9143x2–32.12x + 122.89

Where,


x = Toll Rate (in Rs. per Km)


Figure 3.29: Percent Diversion Curve for Trucks (Super Highway vsM-9)





y = 1.4275x3 - 4.9143x2 - 32.12x + 122.89

R² = 0.9997

0

20

40

60

80

100

120

0.00 1.00 2.00 3.00 4.00 5.00

Div

ersio

n (

%)

Toll (Rs.)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-43



surveys for light freight / trucks.

Table 3.18: Toll vs Diversion Curve for Trucks (N-5 vs M-9)

Max Toll (Rs. /

km.)

Potential

Diversion (%)

0.67 100

1.11 86.23

1.85 64.25

2.59 42.75

3.33 29.95

4.07 9.18

Figure 3.30: Percent Diversion Curve for Trucks (N-5 vs M-9)

Toll Sensitivity Model for Public Transport



for Public Transport shows 74% acceptance at toll rate of Rs. 0.74 per

km. However the percentage drops down considerably as the toll rate

increases. Table 3.19 shows summary of toll rate versus percentage

utilization of M-9.

y = -0.8183x3 + 7.4311x2 - 45.724x + 128.04 R² = 0.998

0

20

40

60

80

100

120

0.00 1.00 2.00 3.00 4.00 5.00

Div

ersio

n (

%)

Toll (Rs.)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-44

Table 3.19: Toll vs Diversion Curve for Public Transport (Super Highway vs

M-9)


M-9 (%)

0.56 100

0.74 74.34

1.48 58.61

2.22 45.70

2.96 33.28

3.70 25.50

The results indicate that at toll rates of Rs. 0.56 / km, 100% of the existing

users on Super Highway will continue to use the improved M-9. At toll rates

of Rs. 2.22 / km, about 54% of the drivers showed inclination over shifting

to N-5. At toll rates of Rs. 3.70 / km, about 75% of the drivers showed

inclination on shifting to N-5.




y = -3.7923x3+ 30.014x2–88.726x + 134.16

Where,





FINAL REPORT

Field Surveys

Page 3-45

Figure 3.31: Percent Diversion Curve for Public Transport (Super Highway

vs M-9)







surveys for Public Transport.

y = -3.7923x3 + 30.014x2 - 88.726x + 134.16

R² = 0.9627

0

20

40

60

80

100

120

0.00 1.00 2.00 3.00 4.00

Div

ersio

n (

%)

Toll (Rs.)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-46

Table 3.20: Toll vs Diversion Curve for Public Transport (N-5 vs M-9)

Max Toll (Rs. /

km.)

Potential

Diversion (%)

0.56 100

0.74 95.20

1.48 88.74

2.22 79.14

2.96 65.56

3.70 54.97

Figure 3.32: Percent Diversion Curve for Public Transport (N-5 vs M-9)

Toll Sensitivity Model for Trailers



for Trailers shows 86% acceptance at toll rate of Rs. 1.48 per km.

However the percentage drops down considerably as the toll rate

increases. Table 3.23 shows summary of toll rate versus percentage

utilization of M-9.

y = 0.3877x3 - 3.6381x2 - 4.7025x + 102.31 R² = 0.9954

0

20

40

60

80

100

120

0.00 1.00 2.00 3.00 4.00

Div

ersio

n (

%)

Toll (Rs.)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-47

Table 3.23: Toll vs Diversion Curve for Trailers (Super Highway vs M-9)

Max Toll (Rs. /

km.)

Potential Use of

M-9 (%)

1.30 100

1.48 86.27

2.22 52.94

3.33 26.47

4.44 19.61

5.19 16.91

The results indicate that at toll rates of Rs. 1.30 / km (existing), 100% of

the trailers on Super Highway will continue to use the improved M-9. At toll

rates of Rs. 2.22 / km, about 47% of the drivers showed inclination over

shifting to N-5. At toll rates of Rs. 5.19 / km, about 83% of the drivers

showed inclination on shifting to N-5.




y = -1.9421x3+ 26.842x2–126.6x + 222.43

Where,





FINAL REPORT

Field Surveys

Page 3-48

Figure 3.33: Percent Diversion Curve for Trailers (Super Highway vs M-9)







surveys for Trailers.

y = -1.9421x3 + 26.842x2 - 126.6x + 222.43

R² = 0.9996

0

20

40

60

80

100

120

0.00 1.00 2.00 3.00 4.00 5.00 6.00

Div

ersio

n (

%)

Toll (Rs.)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-49

Table 3.24: Toll vs Diversion Curve for Trailers (N-5 vs M-9)

Max Toll (Rs.

/ km.)

Potential

Diversion (%)

1.30 100

1.48 96.57

2.22 88.73

3.33 73.04

4.44 48.04

5.19 34.80

Figure 3.34: Percent Diversion Curve for Trailers (N-5 vs M-9)

The results of the willingness to pay surveys indicate that motorists are

averse to paying high toll rates for traveling on the improved M-9.

However, the only other competitor is N-5.Due to the poor road condition of

N-5 and the extra time it takes to reach Hyderabad, the motorists have

more favourable views on paying tolls on M-9 and a majority of the traffic

that refused to pay the high tolls on M-9 would still travel on M-9.

It must be noted that the driver’s willingness to pay higher tolls on M-9 is

highly dependent on two conditions, i.e., the existing poor road condition

y = 0.4273x3 - 5.8803x2 + 6.4049x + 99.603

R² = 0.9979

0

20

40

60

80

100

120

0.00 1.00 2.00 3.00 4.00 5.00 6.00

Div

ersio

n (

%)

Toll (Rs.)

Potential Diversion


FINAL REPORT

Field Surveys

Page 3-50

on N-5 remains so in the future and the decision to apply weight limits for

freight traffic. It is highly probable that freight traffic would divert back to

N-5 if weight restrictions were imposed on M-9.

3.12 Origin Destination Surveys

3.12.1 Introduction

OD surveys were conducted for several vehicle modes at selected locations.

The locations selected for occupancy survey are shown in Table 3.25.

Table 3.25:OD Survey Locations

Site ID Location Description OD

SL – 2 Karachi Toll Plaza on Super Highway 72 hrs

SL – 4 Near Hyderabad Toll Plaza on Super Highway 72 hrs

SL – 5 National Highway near Kotri 72 hrs

SL – 6 National Highway near Thatta 72 hrs

SL – 7 Sassi Toll Plaza on National Highway 72 hrs


72 hrs

Surveys at SL-6 (National Highway near Thatta) were called off due to the

prevailing law & order situation in the area.

3.12.2 Frequency by Trip Purpose

OD survey results were primarily used for the development of model. The

detailed discussion of OD surveys in model development is provided in the

next chapter. Results of the OD surveys by commodity type carried by

freight traffic, trip frequency and trip purpose frequency are provided

below. Figures 3.35 and 3.36 show the results of trip purpose frequency for

private transport on Super Highway and N-5, respectively.


FINAL REPORT

Field Surveys

Page 3-51

Figure 3.35: Trip Purpose Frequency for Private Transport (Super Highway)

Figure 3.36: Trip Purpose Frequency for Private Transport (N-5)

The results above indicate that at both locations, the private trip purpose is

the most prevailing single trip purpose, followed by business. As expected

on these routes, the trip purpose for School trips is negligible. The

commuter trips (job and business trips) account for 50% of the total trips

on M-9.

3.12.3 Trip Frequency by Time

The frequency of trips made by various vehicle modes on both Super

Highway and N-5 were calculated.

Private Transport

Any private transport user making 3 or more trips in a week on the

Super Highway and N-5 were considered commuters for the purposes

15% 1%

38% 40%

6%

Private Transport

Trips Purpose

1 Job

2 School

3 Business

4 Private

5 Home

17% 0%

18% 57%

8%

Private Transport

Trips Purpose

1 Job

2 School

3 Business

4 Private

5 Home


FINAL REPORT

Field Surveys

Page 3-52

of this analysis. Figures 3.37 and 3.38 present the trip frequencies of

private transport on Super Highway and N-5.

Figure 3.37: Trip Frequency for Private Transport (M-9)

Figure 3.38: Trip Frequency for Private Transport (N-5)

Results shown above indicate that about 57% of the private transport

users are currently making 3 trips or more in a week on Super

Highway, while 62% of the private transport users are making 3 or

more trips on N-5 per week.

Since over 50% of the private transport users on Super Highway are

making 3 or more trips in a week, it may be possible to provide them

with monthly passes on the improved M-9. The monthly passes could

be based upon the destination of these private transport users since it

is probable that many of the commuter trips are to Hyderabad and

Nooriabad.

27% 26% 21% 26% 0%

0%

20%

40%

60%

80%

100%

1 Trip 2 Trips 3 Trips 4 Trips > 5 Trips

Private Transport Trips / Week

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips

11% 27% 25%

37%

0% 0%

20%

40%

60%

80%

100%


Private Transport Trips / Week

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips


FINAL REPORT

Field Surveys

Page 3-53

Public Transport

Any public transport making 3 or more trips in a month on the Super

Highway and N-5 were considered regular users of the respective roads

in this analysis. Figures 3.39 and 3.40 present the trip frequencies of

public transport on Super Highway and N-5.

Figure 3.39: Trip Frequency for Public Transport (M-9)

Figure 3.40: Trip Frequency for Public Transport (N-5)

Results shown above indicate that about 97% of the public transport is

currently making 3 trips or more in a month on Super Highway, while

98% of the public transport is making 4 or more trips on N-5 per

month.

The results translate into high percentage of public transport making

regular trips on Super Highway. These include intercity transport as

well as public transport provided by business to bring their employees

to work.

1% 1% 1% 2%

94%

0%

20%

40%

60%

80%

100%


Public Transport Trips / Month

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips

2% 0% 5% 7%

86%

0%

20%

40%

60%

80%

100%


Public Transport Trips / Month

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips


FINAL REPORT

Field Surveys

Page 3-54

Light Freight and 2-3 Axle Trucks

Any light freight and 2-3 axle trucks making 3 or more trips in a month

on the Super Highway and N-5 were considered regular users of the

respective roads in this analysis. Figures 3.41 and 3.42 present the trip

frequencies of 2-3 axle trucks on Super Highway and N-5.

Figure 3.41: Trip Frequency for Light Freight & 2-3 Axle Trucks (M-9)

Figure 3.42: Trip Frequency for 2-3 Axle Trucks (N-5)

Results shown above indicate that about 89% of the light freight traffic

is currently making 3 trips or more in a month on Super Highway, while

99% of the light freight is making 3 or more trips on N-5 per month.

The results translate into a high percentage of light freight and 2-3 axle

trucks making regular trips on Super Highway, making them captive

riders.

3% 8% 17% 17%

55%

0%

20%

40%

60%

80%

100%


Light Freight & 2,3 Axle Trips / Month

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips

0% 0% 2% 1%

96%

0%

20%

40%

60%

80%

100%


Light Freight & 2,3 Axle Trips / Month

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips


FINAL REPORT

Field Surveys

Page 3-55

Trailers (4-5-6 Axle)

Any 4-5-6 axle trailers making 3 or more trips in a month on the Super

Highway and N-5 were considered regular users of the respective roads

in this analysis. Figures 3.43 and 3.44 present the trip frequencies of 4-

5-6 axle trailers on Super Highway and N-5.

Figure 3.43: Trip Frequency for 4-5-6 Axle Trailers (M-9)

Figure 3.44: Trip Frequency for 4-5-6 Axle Trailers (N-5)

Results shown above indicate that about 80% of the trailer traffic is

currently making 3 trips or more in a month on Super Highway, while

nearly 100% of the trailer traffic is making 3 or more trips on N-5 per

month.

Based on the results of the trip frequency analysis of various modes of

travel, it was observed that a high percentage of all traffic currently

utilizing Super Highway is captive traffic. However, the frequency of 3

or more trips for all vehicle classes on N-5 is more than on M-9,

3% 16%

38%

22% 20% 0%

20%

40%

60%

80%

100%


4-5-6 Axles Trips / Month

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips

0% 0% 0% 12%

88%

0%

20%

40%

60%

80%

100%


4-5-6 Axles Trips / Month

1 Trip

2 Trips

3 Trips

4 Trips

> 5 Trips


FINAL REPORT

Field Surveys

Page 3-56

possibly indicating that the OD pairs for Super Highway and N-5

actually dictate the use of any particular road rather than the road

condition. It is apparent from the results of the OD survey that the OD

pairs on Super highway and N-5 are distinct.

In the existing scenario, traffic from Port Qasim and population centers

such as Gharo use the Kathore Link Road to travel on Super Highway

for onward journey to Hyderabad and beyond. The National Highway

from Thatta to Kotri is unsafe due to law and order situation. In order

to bring additional traffic from Thatta and surrounding regions onto

Super Highway, the existing link between Nooriabad and Thatta will

need to be improved beyond Jhimpir. Additionally, traffic from Tando

Muhammad Khan, which uses the N-5, can be attracted towards Super

Highway if a new connection is created to connect this traffic to the

Nooriabad-Jhimpir-ThattaRoad.

3.12.4 Frequency by Commodity Type

The frequency by commodity type made by freight traffic on both Super

Highway and N-5 were analysed to understand the type of commodity each

section of the road carries.

Light Freight and 2-3 Axle Trucks

The freight traffic carrying various commodity types were surveyed.

Figures 3.45 and 3.46 present the commodities carried by light freight

and 2-3 axle trucks on Super Highway and N-5.

Figure 3.45: Commodity Type for Light Freight & 2-3 Axles (M-9)

29%

22%

2% 5% 1% 2% 4%

2% 1% 0%

18%

12%

0%

5%

10%

15%

20%

25%

30%

Food I

tem

s

Constr

uction

Mate

rials O

il

Clo

thes

Chem

icals

Iron/S

teel

Liv

esto

ck

Machin

ery

Vehic

les

Coal

Em

pty

Oth

ers

Light Freight & 2-3 Axle

Commodity Types Carried


FINAL REPORT

Field Surveys

Page 3-57

Figure 3.46: Commodity Type for Light Freight & 2-3 Axles (N-5)

Results shown above indicate that about 51% of the commodity carried

by light freight and 2-3 axle trucks on Super Highway are food items

and construction materials. In comparison, N-5 carries 42% of these

two commodities.

4-5-6 Axle Trucks

The freight traffic carrying various commodity types were surveyed.

Figures 3.47 and 3.48 present the commodities carried by 4-5-6 axle

trailers on Super Highway and N-5.

Figure 3.47: Commodity Type for 4-5-6 Axle Trailers (M-9)

28%

14%

0%

2% 2%

6%

19%

4%

0% 0%

20%

5%

0%

5%

10%

15%

20%

25%

30%

Food I

tem

s

Constr

uction

Mate

rials O

il

Clo

ths

Chem

icals

Iron/S

teel

Liv

e S

tock &

Rela

ted P

roducts

Machin

ery

Vehic

les

Coal

Em

pty

Oth

ers

Light Freight & 2-3 Axle


25%

9%

6% 8%

2% 7%

3% 3% 2%

9%

14% 12%

0%

5%

10%

15%

20%

25%

30%

Food I

tem

s

Constr

uction

Mate

rials O

il

Clo

thes

Chem

icals

Iron/S

teel

Liv

esto

ck

Machin

ery

Vehic

les

Coal

Em

pty

Oth

ers

4-5-6 Axle



FINAL REPORT

Field Surveys

Page 3-58

Figure 3.48: Commodity Type for 4-5-6 Axle Trailers (N-5)

The 4-5-6 axle trucks carry only 34% of the food items and

construction materials on both Super Highway and N-5, indicating that

the large trailers carry a lot more of other commodities as compared to

light freight and 2-3 axle trucks.

3.13 Turning Movement Count Survey

3.13.1 Introduction

Turning Movement Count (TMC) surveys were conducted at SL-09 (New

Link Road from Malir Cantt). The reason for conducting this survey for 24

hours was to estimate the traffic coming from Malir Cantt and turning onto

Super Highway. The turning traffic from Super Highway onto New Link Road

also needed to be determined since an interchange is proposed at this

location.

3.13.2 Analysis of Turning Movement Count

At present, traffic from the New Link Road turning right on northbound

Super Highway makes a left turn at Super Highway and then uses Karachi

Northern Bypass interchange to make a u-turn onto northbound Super

Highway.

The traffic entering the New Link Road from Super Highway comprises of

traffic coming from Karachi Toll Plaza and traffic approaching from Sohrab

Goth. The section between Sohrab Goth and Karachi Toll Plaza has no

access control. This section is heavily urbanized, therefore, many openings

27%

7%

0% 0% 0%

7%

0%

27%

0% 0%

13%

20%

0%

5%

10%

15%

20%

25%

30%

Food I

tem

s

Constr

uction

Mate

rials O

il

Clo

ths

Chem

icals

Iron/S

teel

Liv

e S

tock &

Rela

ted…

Machin

ery

Vehic

les

Coal

Em

pty

Oth

ers

4-5-6 Axle



FINAL REPORT

Field Surveys

Page 3-59

exists in the median for u-turn traffic. Due to this very reason, it was

difficult to separate right turning traffic from Sohrab Goth and the left

turning traffic from Karachi Toll Plaza.

Figure 3.49 provides the summary of the TMC for the 24-hour period by

mode of travel.

Figure 3.49: Turning Movement at SL-09

As shown in Figure 3.49, the major traffic at this intersection is the left turn

traffic from Super Highway on to New Link Road. This turning traffic

includes both the Super Highway traffic coming from Karachi Toll Plaza and

from Sohrab Goth.

3.14 Route Condition Survey

The Section explains the adopted road classification, capacity calculation

and highway network development. Road inventory survey was conducted

on Super Highway and National Highway to investigate network

information. This information was needed because simulations for traffic

demand forecast require traffic assignment for which detailed network

attributes are necessary. These attributes may include various parameters

representing actual traffic operating conditions. In order to accurately

develop the network attribute database, first-hand network information

could only be gathered through field surveys.

The following information was collected for the project:

Segment length

0

50

100

150

200

250

300

350

400

450

07:0

0

08:0

0

09:0

0

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

19:0

0

20:0

0

21:0

0

22:0

0

23:0

0

00:0

0

01:0

0

02:0

0

03:0

0

04:0

0

05:0

0

06:0

0

AD

T


SL-09: ADT BY HOUR (TURNING MOVEMENT)

From Super Highway to Malir Cantt (Left turn from Super Highway)From Malir Cantt to Karachi Toll Plaza (Right Turn)From Malir Cantt to Sohrab Goth (Left Turn)


FINAL REPORT

Field Surveys

Page 3-60

Number of Lanes

Lane Markings

Median Availability

Traffic Operations

Side Lane Availability

Side Clearance Availability

Roadside Encroachment Status


FINAL REPORT

Demand Forecast Modeling

Page 4-1

CHAPTER 4 – DEMAND FORECAST

MODELLING

4.1 Overview:

For any road under BoT arrangement, the key to success lies in accuracy of

traffic estimation. The reliability and truthfulness of traffic estimations give

confidence to the investors to decide whether to invest or not in a project.

Additionally, this also gives a clear idea about conditions of project viability

and its latitudes of estimation approximations for which the investor need

to be working.

For a project of scope like Karachi – Hyderabad Motorway (M-9), the traffic

patterns of entire area were to be studied, as project had its traffic

influence spread to all major traffic generators and attractors of Karachi in

particular and to the entire country in general.

The base traffic modelling dataset i.e. Origin Destination (OD) Matrices by

Mode of Travel was developed from road side interview surveys conducted

at various locations on M-9 & N-5 to estimate the travel pattern of vehicles.

A detailed discussion on how the surveys were conducted and how their

analysis was carried out is already done in Chapter 3 of the report.

The development of a transport model is a key task in Demand Forecast

Analysis. This provides an analytical tool to estimate traffic being diverted

in various years from multiple OD pairs in the influence area. This also

helps in ascertaining parameters like locations of potential interchanges,

lane requirements for various sections, modal share by road sections,

operating parameters (operating speed, v/c ratio etc), traffic being

attracted under various toll scenarios & operating conditions etc.

The principal purpose of this report is to ensure that technical modelling

aspects, such as model structure, input data, network development, model

functionality and application of the models are adequately recorded. This

report also allows a person who is not familiar with the specific modelling

tool and requirements but has an understanding of the strategic modelling

approach in general, to understand the assumptions and functions applied

in this Study. The report will also assist BinaPuri Holdings engineers to

familiarize themselves with the basic idea of ‘Demand Forecast Modelling’.


FINAL REPORT


Page 4-2

4.2 Modelling Objectives:

The future traffic demand is forecasted to basically examine transport

characteristics of a project and to estimate its ridership in future. However,

developing a transport model and in particular, collecting the necessary

data to build reliable models are time and cost intensive. Therefore, a

carefully considered decision should be taken in order to build effective

models in limited time. Before the methodology of how to build models is

discussed, it is necessary to clarify expected outputs from demand

forecasting. The expected outputs from this section of study can be

summarized as following:

Models should provide travel demand; Travel demands estimated by the

models are for M-9 Karachi Hyderabad Motorway.

Models should provide information in terms of demand on each road

section.

Models can be easily updated when new information is available.

Toll sensitivity models for various vehicular modes should be developed

for quick and rational analysis on effects of various toll regimes on M-9

Karachi Hyderabad Motorway traffic.

4.3 Modelling Approach:

In general, the process in forecasting transport demand entails the

following:

Analysis is first done on the current situation of the urban structure and

on the travel demand in the study area based on the interview survey

result. In our case road side interview surveys were conducted at

various locations to develop a potential Origin Destination (OD) Matrix of

travelers.

Models are then developed to estimate future traffic demand. These

models are divided into two groups: namely, the model to estimate a

future origin and destination (OD) matrix, and the model for calculating

the traffic volume on a transportation network.

To estimate future OD matrix the conventional four-step methodology is

applied. Models can be built by analyzing the relation between travel

demand, socio-economic environment, and the service level of transport

facilities. The above-mentioned data set is used for this purpose as well.

Mathematical models on Toll vs Potential Traffic Diversion on to project

road were also developed. This helped consultants to estimate future OD


FINAL REPORT


Page 4-3

matrices for various modes of traffic being diverted on M-9 Karachi

Hyderabad Motorway under different toll regimes.

Then, the future OD matrix was assigned on a transportation network,

which included the project under consideration i.e. M-9 (Existing Super

Highway) along with N-5 (National Highway) along with all their

connectivity, to calculate the future traffic demand.

Results of this calculation were used in estimating project operational

parameters, lane requirements, interchange locations and toll revenue

estimations.

Figure 4.1 illustrates the process followed in the Study.

First, in terms of the person trip data, the current travel demand was

analyzed. For this purpose, interview survey data was used.

Second, the existing network for road was modeled: This step was done

in parallel with the first step.

Third, the next step examined the model’s performance of calibration,

that is, by comparing results of existing traffic count survey with the

traffic volumes that were calculated according to the existing OD matrix

using STRADA.

Fourth, the models to estimate a future OD matrix were developed by

analyzing socio-economic indicators, growth patterns and current OD

matrix.

Fifth, developing toll sensitivity models under different toll regimes using

Willingness to Pay Survey Data.

Sixth, the future network was built based on the existing road network

including M-9 Karachi Hyderabad Motorway and all potential network

improvements as per various reports. This step was done in parallel to

step four.

The final step predicts the future traffic demand by assigning the future

OD matrices on the future network under various toll regimes and

development scenarios.


FINAL REPORT


Page 4-4

Figure 4.1: Modelling Approach

4.4 Development of Current OD Matrix (Year 2012):

4.4.1 Components, Structure and Development:

Developing an OD matrix of M-9 Karachi Hyderabad Motorway was an

essential step for forecasting future travel demand of M-9. The whole

process for formation of present OD matrix development is structured over

several components.

To develop an OD matrix for M-9, several surveys were conducted at 8

different locations in the vicinity of M-9 (Super Highway) & N-5 (National

Highway). The three major surveys performed for OD matrix formation

were volume count, occupancy survey and passenger interview surveys.

These surveys were conducted for all modes. All these surveys were

performed in a precise manner on a particular sample size in order to


FINAL REPORT


Page 4-5

assure the quality of results. The sample size is well accepted as per

international standards and reasonable enough to represent travel patterns

of people using M-9.

Development of Base OD Matrix is the most important step for the

development of Travel Demand Forecast Model as it provides the ability to

perform future scenarios and to take decisions based on them.

4.4.2 Components of OD Matrix:

Developing an OD matrix is a structured exercise depending on three

different components. Before discussing the method it is necessary to

understand the ingredient components which are used to initiate the

process for the formation of OD matrix.

Figure 4.2: Components of OD Matrix

4.4.2.1 Occupancy Data:

Occupancy data basically reveals the actual passenger occupancy of

vehicles. There were four different modes observed on the highway which

cover all 6 classes of vehicles presented in the results, therefore every

mode has its own occupancy status. These occupancies were recorded in

occupancy codes which were decoded during data punching stage to

identify the actual occupancy of different modes. These occupancies were


FINAL REPORT


Page 4-6

further processed to obtain the average occupancies in 15 minutes time

intervals in order to serve the process of obtaining the persons travelling on

the highway. Results of Occupancy survey for all locations are attached in

Appendix III.


FINAL REPORT


Page 4-7

Table 4.1: Passenger’s travelling by different mode

Time

Private Cars Wagons Coasters / Mini Bus Intercity Buses

Volume Occupancy Passengers

Travelling Volume Occupancy

Passengers


Passengers


Passengers

Travelling

7:00 - 8:00 155 3.6 550 24 9.5 228 39 32.0 1248 35 37.1 1297

8:00 - 9:00 239 3.7 878 33 9.4 310 32 32.0 1024 33 38.3 1262

9:00 - 10:00 278 3.7 1015 25 10.5 261 51 32.0 1632 32 36.2 1157

10:00 - 11:00 325 3.6 1185 23 11.4 262 45 32.0 1440 37 38.0 1406

11:00 - 12:00 295 3.6 1053 19 10.5 200 59 32.0 1888 32 37.5 1199

12:00 - 13:00 231 3.5 817 13 11.7 152 66 32.0 2112 30 36.9 1108

13:00 - 14:00 193 2.9 568 13 10.7 138 58 32.0 1856 30 38.0 1140

14:00 - 15:00 160 3.3 528 22 10.7 236 44 32.0 1408 26 37.5 976

15:00 - 16:00 215 3.5 746 20 9.9 198 32 32.0 1024 29 32.2 933

16:00 - 17:00 267 3.3 894 18 11.3 203 60 32.0 1920 38 38.0 1444

17:00 - 18:00 308 3.5 1093 17 11.3 191 45 28.0 1260 32 38.0 1216

18:00 - 19:00 252 3.4 867 20 10.8 216 38 32.0 1216 38 37.2 1414

19:00 - 20:00 313 4.1 1292 12 11.8 142 61 32.0 1952 28 38.0 1064

20:00 - 21:00 279 3.9 1082 20 11.0 219 73 32.0 2336 44 37.2 1637

21:00 - 22:00 221 3.5 783 14 11.7 164 37 32.0 1184 37 38.0 1406

22:00 - 23:00 197 3.7 720 14 12.0 168 49 32.0 1568 32 38.0 1216

23:00 - 0:00 151 3.4 517 15 11.3 169 32 16.0 512 25 36.4 910

0:00 - 1:00 144 3.4 485 8 12.0 96 33 32.0 1056 24 32.1 770

1:00 - 2:00 120 3.3 394 12 9.0 108 46 32.0 1472 16 31.7 507

2:00 - 3:00 94 3.0 282 2 12.0 24 27 24.0 648 2 28.5 57

3:00 - 4:00 84 3.0 248 2 12.0 24 38 20.0 760 0 0.0 0

4:00 - 5:00 77 2.8 214 0 0.0 0 13 32.0 416 0 0.0 0

5:00 - 6:00 75 3.0 228 8 12.0 96 12 32.0 384 11 38.0 418

6:00 - 7:00 116 3.3 380 5 12.0 60 16 24.0 384 13 38.0 494


FINAL REPORT


Page 4-8

4.4.2.2 Classified Traffic Volume Counts:

Volume data was observed on the field for different modes to calculate the

actual volume of traffic. These volumes were recorded on the field by the

help of tally marks which were processed to actual numbers during the data

punching stage. The volume data was then incorporated with the average

occupancy to calculate the actual persons travelling. Classified Traffic

Volume Counts at all locations are attached in Appendix II of the report.

4.4.2.3 Interview Data:

In passenger interview survey the passengers were interviewed at 4

different locations with questions related to different attributes. The

interviews revealed the origin and destination of certain sample size which

are incorporated with persons travelling extracted from volume and

occupancy to expand the data set.

4.4.3 Methodology for Developing Current OD Matrix:

Following steps were involved in developing the current OD matrix from

raw data discussed above, and the same ODs are used for the base case

assignment and later on for calibration of the network.

Step 1, Occupancy data was processed mode wise to ascertain average

occupancies in 15 minute intervals.

Step 2, Passengers travelling was calculated by incorporating average

occupancies with volume.

Step 3, using interview data and persons travelling, expansion factors

were developed for each 15 minute interval.

Step 4, these expansion factors were further applied to interview data to

expand the data set to realistic level and to form an expanded OD

matrix.

Figure 4.3 shows a flow chart for describing mechanism of developing

current OD matrix. This flow chart is an easy approach to understand the

OD matrix formation methodology.


FINAL REPORT


Page 4-9

Fig 4.3: Flow chart of OD Matrix Estimation

The results of current OD development show that a total of 244,423 person

trips shall be generated on the network. This could be taken as total daily

travel demand on the network in base year. Table 4.1a shows person trips

by vehicle class as total travel need of the network. The table clearly shows

that about 58% person trips are being generated by Class 4 vehicles

followed by 30% generated by Class 1 vehicles. The person trip

contribution of freight vehicles was found to be around 12%.

Table 4.1(a): Base Year Person Trips by Vehicle Class

S.

No. Vehicle Class

Daily

Person

Trips

Percentage

contribution

1. Class 1 73,593 30.11

2. Class 4 141,822 58.02

3. Class 3 & 5 22,015 9.01

4. Class 6 6,993 2.86

Total 244,423


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Page 4-10

4.5 Traffic Analysis Zones:

Traffic analysis zones (TAZ) were defined based on:

Administrative boundary, especially UCs

Size of zone, to ensure the accuracy of travel demand modeling

Location of major roads, existing or planned (particularly when zone is

too large)

Homogeneity of land use

Based on above criteria the total TAZ for this study consisted of 24 zones

covering the entire area between Karachi and Hyderabad both through

Super Highway and National highway, as shown in Figure 4.4 and listed in

Table 4.1(b) . There were 19 internal zones (for traffic between M-9 & N-5)

and 5 external zones (for traffic beyond Hyderabad) used for analysis.

Table 4.1(b): List of TAZ IDs and Names

TAZ

ID NAME

TAZ

ID NAME

1 Gadap / Hub 13 Nooriabad

2 Kathor 14 Between Nooriabad & Hyderabad

3 Pachran Hill 15 Kotri

4 Karachi 16 Hyderabad

5 Steel Town 17 Tando Muhammad Khan

6 DHA City 18 Makli

7 Lucky Cement 19 Mir pur Bathoro

8 Jung Shahi 20 Rest of Sindh

9 Port Qasim 21 Punjab

10 Thatta 22 KPK

11 Thano Bulla Khan 23 AJK

12 Jamshoro 24 Balochistan


FINAL REPORT


Page 4-11

Figure 4.4: TAZ Map

4.6 Network Development:

JICA STRADA was used for demand modelling of M-9 Karachi Hyderabad

Motorway Project. JICA STRADA is 4-stage travel demand modelling

software developed in Japan for demand estimation and modelling projects

all over the world. The software consists of various modules working

independently yet having full compatibility among its modules.

This chapter presents details about developing existing road network used

for demand estimation. The chapter focuses on 2 aspects mentioned as

under:

Network & its attributes development for the base year i.e. 2012.

Network Calibration

Demand modelling software uses two types of networks i.e. Road or

Highway Network and Transit Network. The former defines roads and

streets and uses network attributes (discussed later in this section) for

assigning demands from OD Matrix on to the road and the latter defines

fixed routes used by public transport onto the previous network. Since M-9

is a highway facility mainly between two cities so there are no Public

Transport operations in progress. Intercity bus operations have been taken


FINAL REPORT


Page 4-12

into account for modelling purposes but that does not qualify for transit

assignment. Several surveys and data collection efforts provide input to

development and calibration of network, these described as under:

The “beginning point” of network development is the detailed study of

mapping provided as a base map for tracing and overlapping.

The Study team discussed network hierarchy in terms of functional class

and selected necessary links to be evaluated.

Conversion of road information into GIS network files by the Study

Team.

Road inventories regarding specification of road section, type of traffic

operation, side friction and encroachment, chain and intersection types,

were developed based on field inspections by members of the Study

Team.

The network derivation process is shown in Figure 4.5.

Figure 4.5: Steps for Network Development

Source: The Study on Future Demand Forecast for Karachi City

Base Map

Selection of

Network

Compilation

of Network

Database

Road Inventory

Survey

Determination

of Capacity

and Velocity

Other Studies

Network on GIS

STRADA Network

for Simulation

Simulation

and

Calibration

Traffic Count

Survey Results


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Page 4-13

4.7 Network Structure and Attributes:

Typically a highway or road network comprises of nodes representing

intersections or junctions and links, having nodes at both ends, represents

road segments. Likewise, a transit network comprise of transit (bus) routes

over highway network utilizing the nodes. Figure 4.6; show both the

networks (i.e. highway network in ‘Black’ and Transit Network in ‘Red’).

Figure 4.6: Highway & Transit Networks

However, as described in the earlier discussion only highway or road

network is considered in this project therefore all discussions in later parts

of the chapter shall only be for the network considered in this study.

JICA STRADA uses attributes for each link on the highway network for

performing traffic assignment. The attributes needed by STRADA are

termed as network attributes. Table 4.1c presents highway network

attributes for STRADA.


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Page 4-14

Table 4.1(c): Network Attributes for Highway Network

Field Name Data

Type Content

For

STRADA1

LinkName Char (10) ID of a link O

Node_I Char (10) ID of the node at one end of the link O

Node_J Char (10) ID of the node at the other end of the link

O

Length Float Link distance (km) O

Vmax Float Free flow speed (km/h) O

Qmax Integer Maximum capacity (pcu) O

QVType Integer Code number to identify QV type O

Fare Float Fare of each mode O

Dir Integer Directional control for each mode O

RoadType Integer Road type flag: 0=general, 1=toll road, 2=railway

O

Evaluation Integer No-evaluation flag: 1=excluding this

link from the evaluation

O

RoadName Char (50) Name of a road O

Lane Integer Number of lanes

Stops Integer Number of bus stops in this link

Parking Char (10) Parking condition: yes=used for

parking, no=not used

Encroachment Char (10) Encroachment: yes or no

Operation Char (10) One way or two way

Median Char (10) Yes or no

Class Integer 1=expressway, 2=principal arterial,

3=minor arterial

Subclass Integer Speed class: 1=high, 2=medium,

3=intermediate, 4=low

Hvy_veh Integer Heavy vehicle ratio (%)

Vp Integer Hourly capacity (pcu/h)

Capacity Integer Daily capacity (pcu/day)

Speed Integer Free flow speed (km/h)

Dummy Logical Dummy flag: F=general link, T=dummy

link

Source: JICA STRADA User Manual

4.8 Capacity and Speed Relationship (QV):

This is one of the most important parameters used by STRADA during

network assignment. The relationship is used to calculate the fastest route

between OD pairs using the road network. The travel speed between an OD

pair depends on the quantum of traffic passing through the road segment

at the same time. This means that the travel speed reduces as traffic flow

on a road segment increases. This relationship between the travel speed

and traffic flow is defined as ‘QV’ function.

1 Information required for simulation by STRADA


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Page 4-15

A comprehensive exercise was performed during KTIP 2030 study. QV type

functions were developed for various roads functional classifications. The

same were adopted in this study for network calibration. Table 4.2

summarizes the same.

Mainly five categories of road classifications namely Expressway, Highway,

Principle Arterial, Minor Arterial and Collector are used in the analysis. QV

function for each the road type was estimated for various types of

operations (Two Way & One Way) and for various numbers of lanes within

the project vicinity.

In this study, a similar table was adopted and each link on the network was

first classified under the mentioned road type and an appropriate QV

function was assigned.


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Page 4-16

Table 4.2: QV Function for Road Types

S.

No. Functional Classification No. of Lanes Operation

CBD Urban

Free Flow Speed (KPH)

Capacity (PCU/Day)

Free Flow Speed (KPH)

Capacity (PCU/Day)

1. Expressway 6 Two Way - - 100 138,000

4 92,000

3 One Way 69,000

2 46,000

2. Highway 8 Two Way 80 228,000

6 171,000

4 114,000

2 36,000

2 One Way 57,000

3. Principle Arterial 10 Two Way 50 93,000 60 119,000

8 75,000 95,000

6 56,000 71,000

5 47,000 59,000

4 37,000 47,000

3 One Way 28,000 36,000

2 Two Way 12,000 16,000

2 One Way 19,000 24,000

4. Minor Arterial 8 Two Way 40 49,000 50 64,000

6 37,000 48,000

4 24,000 32,000

3 One Way 18,000 24,000

2 Two Way 8,000 11,000

2 One Way 12,000 16,000

5. Collector Road 6 Two Way 30 23,000 40 33,000

4 16,000 22,000

3 One Way 12,000 16,000

2 Two Way 6,000 9,000

2 One Way 8,000 11,000 Source: Draft Interim Report – 1, KTIP 2030


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Page 4-17

4.9 Base Year (2012) Network:

The base year network of project area was developed by digitizing roads

from 0.61m-spatial resolution satellite image from Digital Globe. The

image was first geo-referenced to represent an acceptable level of scaling

and afterwards roads under each category mentioned above were

selected, classified and digitized carefully using GIS software. The network

was then cleaned from errors and GIS network topology was developed.

The final attributes as shown in Table 4.2 were then entered. After this

step the network was finally ready to be converted to STRADA Network

using GIS Converter Module.

The highway network used for network calibration is also presented in

Figure 4.7.

4.10 Network Calibration:

Network calibration is one of the most important steps in demand

modelling. This is done by comparing actual traffic volumes on the road

by the ones assigned by STRADA based on OD Matrix. The two volumes

are compared for multiple locations especially in areas near to the project

vicinity. Once a reasonable low error value is achieved the network is

called calibrated network. This means that the network is assigning

volumes on roads similar to actual volumes flowing on the roads. Once a

network is calibrated it is fit for policy testing.

The measure of quality of calibration is expressed in terms of Correlation

Coefficient (R2) and Root Mean Square Rate (CRMSD). The value for R2

varies between 0 and 1. The higher its value the stronger is correlation

between observed and assigned traffic volume. Similarly, CRMSD is also

measured between 0 and 1, however the lower the value the better is the

error in the traffic flow estimation.

For the M-9 the two parameters yielded acceptable results after several

iterations. These values were found to be 0.9091 for R2 and 0.2220 for

CRMSD. These values were therefore accepted for network calibration.

Figure 4.7 presents values of observed and assigned traffic flow on 6 MB

locations.


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Page 4-18

Table 4.3: Actual Vs Modelled Daily Traffic Flows

S.

No. Location Name

Observed Daily

Traffic

Estimated

By STRADA

1 Karachi Toll Plaza 21,752 21,145

2 Nooriabad 20,633 26,500

3 Hyderabad Toll Plaza 17,931 17,597

4 Sassi Toll Plaza 9,469 10,900

5 Link Road 6,042 7,000

6 Kotri 5,691 8,200

Figure 4.7: Observed VS Assigned Traffic

Once model was calibrated it was ready for policy testing, therefore future

OD matrices and future network development were required for estimating

future traffic demand forecasts on M-9 Karachi Hyderabad Motorway. This

section describes methodology used to develop future OD Matrices.

One thing which is important to note is that for the base year network

Malir Expressway is shown, however the capacity and speed of MEW is set

to be 0 so that no traffic can be diverted to it in 2012 assignment. This is

done because currently MEW is not constructed.


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Page 4-19

Figure 4.8: Highway Network for Base Year (2012)

4.11 Base Case Assignment:

Traffic assignment carried out for base case 2012 revealed following

results, in terms of traffic being originated from actively participating

TAZs.

4.11.1 Trip Distribution from TAZ 4 (Karachi):

The trip distribution from this TAZ shows that trips are going to all major

TAZ of the network. Since this TAZ represents traffic generation from

Karachi therefore the distribution outfall is to all other TAZs. The traffic

distribution from TAZ 4 is presented in Figure 4.9.

The major traffic distribution on N-5 through TAZ 4 was to TAZ 5 (Steel

Town), TAZ 9 (Port Qasim) and TAZ 10 (Thatta). However, the same on

M-9 were TAZ 15 (Kotri), TAZ 16 (Hyderabad) and TAZ 20 – 24 (External

Zones). In addition to these, minor traffic was also found going to TAZ 2

(Kathor), TAZ 7 (Lucky Cement), TAZ 13 (Nooriabad), TAZ 18 (Makli) and

TAZ 12 (Jamshoro).

The TAZ also contributes a significant amount of traffic for external zones

representing northern parts of Pakistan like Punjab, Khyber Pakhtun

Khaw, Rest of Sindh, and Azad Jammu & Kashmir. A significant traffic

generation from these TAZ use M-9.


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Page 4-20

Figure 4.9: Traffic Distribution from TAZ 4 (Karachi)

4.11.2 Trip Distribution from TAZ 16 (Hyderabad):

This is the 2nd largest trip contributor to the network. The TAZ not only

distributes traffic to M-9 but also contributes significant traffic to

National Highway. On National Highway (N-5), the TAZ has strong

distribution for TAZ 17 (Tando Muhammad Khan), TAZ 18 (Makli), TAZ

10 (Thatta) and TAZ 5 (Steel Town). However, traffic coming to TAZ 4

(Karachi), TAZ 13 (Nooriabad) and TAZ 7 (Lucky Cement) prefers to use

M-9 instead of N-5. Traffic arriving to these TAZ are in significant

numbers. The travelling conditions on N-5 are not conducive for

travelling however the weak linkage between M-9 and N-5 at Nooriabad

– Thatta link results in this traffic using N-5 instead of M-9. This should

be looked into as one of the possibilities of future demand enhancement

activities by Binapuri. Figure 4.10 shows results of assignment for TAZ

16.


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Page 4-21

Figure 4.10: Traffic Distribution from TAZ 16 (Hyderabad)

4.11.3 Trip Distribution from TAZ 5 & 9 (Steel Town & Port Qasim)

This TAZ also generates a significant traffic to M-9, N-5 and Kathore Link

Road. On N-5 the TAZ generates traffic to TAZ 10 (Thatta), TAZ 18

(Makli), TAZ 17 (Tando Muhammad Khan) and TAZ 16 (Hyderabad).

For M-9 the TAZ generates a significant traffic to TAZ 2 (Kathore), TAZ

13 (Nooriabad) and TAZ 16 (Hyderabad). This is also evident from

Figure 4.11 that all traffic going on external routes i.e. TAZ 20 – 24 uses

M-9 via Kathore Link Road.

4.11.4 Trip Distribution from TAZ 7 (Lucky Cement)

All of the traffic generated by this TAZ remains on M-9. Traffic generated

from lucky cement travels to TAZ 4 (Karachi), TAZ 20 – 24 (External

Zones) and TAZ 13 (Nooriabad). Refer Figure 4.12 for details.


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Page 4-22

Figure 4.11: Traffic Distribution from TAZ 5 & 9 (Steel Town & PQA)

Figure 4.12: Traffic Distribution from TAZ 7 (Lucky Cement)


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Page 4-23

4.12 Traffic Growth Estimation:

Estimating traffic growth for future demand is one of the most crucial

steps in demand forecast analysis. Therefore, knowledge of major

anticipated activities in the zone of analysis plays a vital role. This is one

of the reasons the study area was divided in appropriate sized Traffic

Analysis Zones (TAZ). The activity of each zone was then analysed in

terms of trips being generated by each TAZ for each vehicle mode. The

expected growth in trips generated by each TAZ for each mode then

resulted in traffic generated on the road.

The discussion on TAZ development for the study has already been

discussed in the previous sections of this report.

It is extremely important to mention that:

All TAZ do not participate and/or grow equally at all times in the

analysis period.

Anticipated future activities in TAZ results in traffic growth on the

network roads.

Growth in each TAZ and consequently traffic on network roads (and

road segments) also do not grow with a constant growth rate

throughout the analysis period, rather traffic may keep on increasing

with varying growth rates with respect to roads segments, their

capacities, tolling structure, economic growth in the area,

developments on other roads etc.

The above leads to setting up of milestones for the anticipated growth in

TAZ, subsequently resulting in growth of traffic on the network roads. The

main focus of this part of the report is also on the same topic.

4.12.1 Setting Estimation Milestones

The biggest problem in countries like Pakistan is to find reliable statistics.

The statistics like GDP, vehicle registration records and other

socioeconomic parameters are usually published at national or provincial

levels however they are not available at the district and taluka levels. In

the absence of such basic information, the best way to use growth rates

for developing future OD matrix is to use published growth rates used in

other studies. The same was the case in this study and as a remedy, few

published growth rate sources were used and adopted.

This discussion therefore leads to classifying TAZ with respect to certain

milestones that would lead to using published growth rates. These

milestones were established considering the following:


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Page 4-24

Participation level of each TAZ in current OD Matrix.

Generating list of projects and their possible impacts (+ve or -ve) on

relevant TAZ and associating their traffic impacts with TAZ future

activity.

Establishing TAZ participation levels (i.e. in terms of traffic generation)

in future project milestone years.

The above discussion leads to the establishment of milestone years for M-

9 Motorway project. These are established as years that were considered

important for the project in future. The milestone years considered for M-

9 are shown in shown in Table 4.4:

Table 4.4: Milestone Years for M-9

S. No.

Milestone Year Milestone Year Sentiment

1. 2012 Base Year:

Considered as base for developing all future activities

Improvement on M-9 shall commence.

2. 2015 Opening Year:

Improved M-9 facility would be opened.

New Tolls shall be charged as per C.A.

3. 2020 Interim Year:

Activities from DHA City shall commence &

shall generate about 10% of the total expected traffic.

Malir Expressway Project shall be available

to users.

4. 2030 Interim Year:

Activities from DHA City shall reach 50% traffic generation levels.

5. 2040 Terminal Year:

End of concession period.

Facility to be returned to NHA.

5th year into 100% traffic generation from DHA City.

OD matrices were developed for each of milestone year and traffic for in

between years was projected using calculated growth rates on M-9

obtained as a result of traffic assignment results in milestone years.


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Page 4-25

Additional to identifying milestone years, one more important task was to

identify projects that are likely to impact traffic in TAZ during analysis

period. The task comprises of highlighting projects important for each TAZ

and their anticipated traffic impact in each of milestone year. Table 4.5

identifies projects and their possible impacts on M-9.

Table 4.5: List of Projects & their Expected Impacts on M-9 in Milestones

Years

S.

No. Project Name

Expected Impact on M-9

2015 2020 2030 2040

1. DHA City Karachi NA +Ve +Ve +Ve

2. Malir Expressway Project NA +Ve +Ve +Ve

3. Deep Water Container Port at KPT2 +Ve +Ve +Ve +Ve

4. QICT – II & Other Developments at

PQA2 +Ve +Ve +Ve +Ve

5. Education City NA NA +Ve +Ve

6. Routine Growth of all TAZ related to

Karachi +Ve +Ve +Ve +Ve

7. Routine Growth of all TAZ other than

Karachi +Ve +Ve +Ve +Ve

Looking at the table above, it is clear that developments in the future

shall support M-9 in terms of generated traffic and it is in the best interest

of Binapuri Holdings to facilitate these for capitalizing on revenue

generation from toll sources.

In addition to the above, a significant traffic is being contributed from

NATO Supplies and Afghan Transit Trade. Though at the time of this

project this traffic was suspended, however, the political scenario

suggests that traffic from this would certainly to resume in a few months

time and shall continue for a quite a while. The real impact of traffic from

this source shall be discussed in later sections of this report.

4.12.2 Developing OD Matrices for Future

As previously mentioned the growth rates of each TAZ shall differ from

each other based on their expected growth and supplementary projects

planned in the TAZ.

The first was classifying TAZ into various clusters (such as low, medium or

high) based on percentage contribution in trip generation in base OD

Matrix and/or expected additional growth because of a project(s)

activity(ies). Table 4.7 summarizes percentage trip generation

2 Port Master Plan of Pakistan by Ministry of Ports & Shipping, March 2012


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Page 4-26

contribution of TAZ and their respective classification as per on base OD

matrix.

Analysing Table 4.7 reveals that TAZ IDs are to be classified into following

major classes:

TAZ Class 1:

1, 4, 5, 6 & 9 belongs to Karachi. These zones contribute for 47.2% of

the total trip generation on the network in base matrix. It is evident

that since this TAZ represents traffic contribution from Karachi this will

continue to have great impact on the network roads especially on M-9

throughout analysis period.

Additionally, since TAZ IDs 6 & 9 represents DHA City and Port Qasim

respectively these could be treated separately. This is because DHA

City (TAZ ID 6) shall start contributing trips from year 2020; however

its major traffic contribution starts appearing on the network beyond

2030. Similarly, TAZ 9 (Port Qasim) is going under major development

in form of QICT – II and other projects and therefore would have a

different growth rate as per PQA Master Plan document.

From the above discussion, it can be concluded that for growth rate

estimation TAZ Class 1 can be classified into 3-sub classes i.e. Class

1a, Class 1b and Class 1c. While Class 1a comprises of TAZ 1, 4 & 5

(Gadap, Karachi, Hub & Steel Town), Class 1b comprises of TAZ 6

(DHA City) and Class 1c (Port Qasim) comprises of TAZ 9.

Published growth rates by vehicles classifications were available for all

the sub classes of TAZ Class 1 and these are summarized in Table 4.6.

Table 4.6: Growth Rates for TAZ Class 1

TAZ Growth Rate Reference Document

ID Name

1 Gadap / Hub Table 5.2, Financial Viability of Malir

Expressway Project by Exponent Engineers

(Pvt.) Ltd. based on JICA KTIP results.

4 Karachi

5 Steel Town

6 DHA City Traffic Impact Assessment Report of DHA City,

Osmani & Company

9 Port Qasim PQA Master Plan


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Page 3-27

Table 4.7: Trip Generation Contribution in Base OD Matrix

Traffic Analysis Zone (TAZ) Percentage Trip Generation by Vehicle Class

ID Name Class 1 Class 2 & 4 Class 3 & 5 Class 6 All Modes

1 Gadap / Hub 0.7% 0.2% 1.0% 1.7% 0.5%

2 Kathor 4.6% 0.1% 0.5% 0.0% 1.5%

3 Pachran Hill 2.2% 0.0% 0.2% 0.0% 0.7%

4 Karachi 33.2% 33.8% 16.8% 37.1% 32.2%

5 Steel Town 9.1% 15.8% 21.6% 3.9% 14.0%

6 DHA City 0.0% 0.0% 0.0% 0.0% 0.0%

7 Lucky Cement 0.7% 0.0% 1.1% 0.0% 0.3%

8 Jung Shahi 0.3% 1.0% 0.0% 0.5% 0.7%

9 Port Qasim 0.8% 0.3% 0.7% 1.6% 0.5%

10 Thatta 9.1% 5.2% 12.2% 4.7% 7.0%

11 Thano Bulla Khan 0.0% 0.0% 0.1% 0.0% 0.0%

12 Jamshoro 0.4% 0.3% 0.9% 0.0% 0.4%

13 Nooriabad 4.2% 2.4% 7.2% 0.0% 3.3%

14 Kerthar 0.0% 0.0% 0.0% 0.0% 0.0%

15 Kotri 3.3% 0.6% 4.6% 1.9% 1.8%

16 Hyderabad 17.7% 11.3% 11.4% 3.2% 13.0%

17 Tando Muhammad Khan 0.0% 0.0% 0.0% 0.0% 0.0%

18 Makli 0.5% 1.3% 0.2% 0.4% 0.9%

19 Mir pur Bathoro 0.0% 0.0% 0.0% 0.0% 0.0%

20 Rest of Sindh 8.4% 14.6% 10.7% 13.8% 12.4%

21 Punjab 2.2% 9.1% 6.1% 24.3% 7.2%

22 KPK 2.1% 2.8% 1.8% 3.9% 2.6%

23 AJK 0.0% 0.4% 0.7% 0.4% 0.3%

24 Rest of Baluchistan 0.5% 0.9% 2.0% 2.6% 0.9%


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Page 4-28

TAZ Class 2:

TAZ 15 & 16 (Kotri & Hyderabad) were found contributing for 14.8% of

total trip generation. Since this zone was representing urban area of

significant size it was assumed that this would also be following trends

similar to TAZ Class 1.

TAZ Class 3:

TAZ 20 – 24 were zones lying outside the project area, were found to

be contributing for 23.4% trip generation activity along and the

network roads. Growth rates published under Pakistan Transport Plan

Study in The Islamic Republic of Pakistan by JICA were adopted.

TAZ Class 4:

The remaining zones i.e. TAZ IDs 2, 3, 7, 8, 10, 11, 12, 13, 14, 17,

18, 19 were contributing 14.6% of the remaining traffic. Most of the

TAZ in these were insignificantly participating in the network traffic.

Since the statistics for these were not available, KTIP trip rates were

used for the task.

The above discussion leads to final growth rates used to grow OD

matrices by milestone years and by mode. The resulting OD growth

rates adopted for the study are presented in Table 4.8.

Afghan Transit & NATO Supply Traffic:

At the time of this study both of the traffic were on halt. However, it is

likely that the same shall be opened very soon. This traffic mainly

comprises of goods traffic through Class 5 and Class 6 vehicles.

Assuming that the NATO supply traffic shall remain for limited time

during the concession period, however, Afghan Transit traffic has

historically been going via Karachi Port to Afghanistan and shall

continue throughout the concession period. It is assumed that this

traffic shall start soon and shall grow with the same rate as other

freight traffic.


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Page 4-29

Table 4.8: Adopted Growth Trip Rates by Mode by Milestone Year

TAZ Growth Rate

2015 2020 2030 2040

ID Name Private

Cars

Public

Transport

Light

Freight

4-5-6

Axle

Private

Cars

Public

Transport

Light

Freight

4-5-6

Axle

Private

Cars

Public

Transport

Light

Freight

4-5-6

Axle

Private

Cars

Public

Transport

Light

Freight 4-5-6

Axle

1 Gadap / Hub 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

2 Kathor 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

3 Pachran Hill 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

4 Karachi 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

5 Steel Town 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

6 DHA City 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

7 Lucky Cement

4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

8 Jung Shahi 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 3.50 6.00 3.50 3.50 2.50 6.00 3.50 3.50

9 Port Qasim 6.30 6.30 3.95 9.95 6.3 6.30 3.95 3.95 4.59 4.59 2.96 2.96 4.59 4.59 2.96 2.96

10 Thatta 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

11 Thano Bulla Khan

4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

12 Jamshoro 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

13 Nooriabad 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

14 Kerthar 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

15 Kotri 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

16 Hyderabad 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

17 Tando Muhammad Khan

4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.50 3.50 2.50 6.00 3.50 3.50

18 Makli 4.31 6.00 3.50 3.50 2.33 6.00 3.50 3.50 1.70 6.00 3.5 3.5 2.50 6.00 3.50 3.50

19 Mir pur Bathoro

4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00

20 Rest of Sindh

4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00

21 Punjab 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00

22 KPK 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00

23 AJK 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00

24 Baluchistan 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00 4.00 5.00 5.00 5.00


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Traffic Projections

Page 5-1

Chapter 5 – Traffic Projections

5.1 Future Network Development:

As mentioned earlier, once the network is calibrated, future assignments

can be carried out and the results achieved can be relied upon and can be

used for future decision making. For this task firstly the future network

needed to be developed incorporating all the changes that were expected

to take place in the influence area within the stipulated time frame. This

was important because only then it could be analysed how the future

network would perform under various circumstances. Generally the

likelihood of different circumstances is known to be the scenarios for

which policy testing is carried out.

In case of this project the entire analysis is based for the development of

M-9 Karachi – Hyderabad Motorway. Therefore for the future network

development several assumptions have been incorporated after

discussions with the client. These are actually the improvements that will

take place once the project is executed.

Firstly, it has been planned that M-9 Karachi – Hyderabad Motorway

would be a closed System facility and traffic would only be allowed

to exit / enter the motorway through slip roads proposed at various

locations parallel to the project.

Secondly, 7 Interchanges would be provided on M-9 to facilitate the

traffic coming from various origins and going to various

destinations. Following is a list of Interchanges being provided by

the client as per their preliminary design.

Table 5.1: List of Interchanges along M-9

S.

No

Interchange

Name

Chainage

(Km.)

S.

No

Interchange Name Chainage

(Km.)

1. Malir Ch 14+985 5. Dada Bhouy

Cement

Ch 66+936

2. Damba Goth Ch 23+112 6. Thano Bulla Khan Ch 80+952

3. Lucky Cement Ch 45+596 7. Borari Sand Ch 113+440

4. Nooriabad Ch 55+760 -

Thirdly, it is expected that residents of DHA city Karachi, which is a

huge development planned right on the Super Highway will also


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Traffic Projections

Page 5-2

start construction/settle within the concession agreement time

period of the project. It can be said that DHA City would start its

operations during the first phase of the agreement. Hence it is

important to include its traffic in the analysis years into the demand

forecast model so that traffic generated from DHA city can also be

traced in terms of M-9 ridership. Figure 5.1 shows the future

network of the M-9 Karachi-Hyderabad Motorway.

Figure 5.1: Future Network

5.2 Person Trip Estimations:

After developing the future OD’s for all the years under consideration,

person trip data was extracted from the assignment results to analyse the

future person trips on the network in various horizon years by mode.

Table 5.2 shows the temporal variation of Person Trips by mode on the

entire network taken into consideration for the study purpose. It is quite

evident that the network has an ever increasing demand which reaches up

to 1 million trips in the year 2040 for all modes. It is important to note

that out of the total person trips for each year into consideration; most of

the trips are taking place on M-9 Karachi – Hyderabad Motorway.


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Traffic Projections

Page 5-3

Table 5.2: Temporal Distribution of Person Trips in Future Years

S. No.

Vehicle Class Temporal Distribution of Person Trips

2015 2020 2030 2040

1 Class 1 83,461 97,848 137,549 177,583

2 Class 4 167,601 228,919 439,147 737,132

3 Class 3 & 5 24,639 29,753 43,477 63,780

4 Class 6 7,932 9,750 14,757 22,453

Total 285,648 368,290 636,960 1,002,988

The chart below shows that this data has a strong correlation factor of

nearing 1, which gives confidence to the study team about their analysis:

Hence it can be concluded that as the time would pass by the demand on

the entire network in general and on M-9 in particular would increase.

Figure 5.2: Year wise Person Trips Graph

5.3 Future Assignments:

Before the execution of future assignment, Origin Destination (OD)

Matrices for the projected years were developed. Future OD Development

has been discussed in greater details in previous sections of this report.

Further, a discussion on low growth rates were calculated and applied has

also been included in the previous chapter.

y = 544.78x2 - 2E+06x + 2E+09 R² = 0.9999

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

2010 2015 2020 2025 2030 2035 2040

Pe

rso

n T

rip

s

Years


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Traffic Projections

Page 5-4

After the development of Future Network and Future OD Matrices,

assignment can be run to extract the future conditions of the project area.

This not only helps in analysing how the facility would be performing after

years of construction but also gave an idea about the number of lanes

required in the future.

The figure below shows the Origin Destination travel pattern on the

network under consideration for the year 2015. As 2015 is the base year

for M-9 Karachi – Hyderabad Motorway, so the major traffic generator

would be Karachi. It can be seen that the most travelled OD pair is

between Karachi & Hyderabad through M-9. As discussed earlier, M-9 &

N-5 have their own distinct OD pairs. Traffic originating from Karachi (TAZ

4) and going to Hyderabad (TAZ 16) is the most widely used OD pair on

M-9. Apart from this considerable amount of traffic is going to Nooriabad

(TAZ 13) and to Lucky Cement (TAZ 7) from karachi. Figures 5.3 thru 5.6

below show the OD travel pattern for the years under analysis.

Figure 5.3: Traffic Assignment for the year 2015


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Page 5-5




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Traffic Projections

Page 5-6


5.4 Future Projections:

Future Projections were performed for mainly 4 stages i.e. 2015, 2020,

2030 & 2040. This was carried out to visualize how M-9 Karachi

Hyderabad Motorway would perform during the concession agreement

period and to know whether the Right of Way (ROW) would remain

adequate even in 2040.

Growth factors were applied to the OD matrix for various milestone years’

to get escalated traffic. As described in the previous section of the report,

the traffic does not grow equally for all modes and for all analysis years,

which is why activity based growth was applied to the TAZ. Eventually,

these OD matrices were used to perform traffic assignment and

estimating traffic on the road.

The impact of traffic from Afghan Transit Trade and NATO Supplies was

also incorporated in the future traffic assignments. The impact of this

traffic was estimated by comparing various counts conducted before the

halt of this traffic with traffic date collected in this study. The consultants

had counts available for various locations along M-9 for 2009 and 2010.

Comparison of freight traffic with the recent counts yielded an adjustment

factor for freight traffic. The consultant worked out this factor to be 1.92.


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Traffic Projections

Page 5-7

During traffic assignment JICA SATADA keeps on assigning sections of OD

matrices to the traffic and keeps on calculating QV time on the road

link(s). This enables STRADA to dynamically calculate travel time based

on the shortest paths for each OD pair while incorporating capacity and

allowed speed on the link. This section discusses results obtained after

traffic assignment stage. This section also discusses calculated growth

rates based on traffic assignment results on each traffic segment.

5.4.1 Karachi – Kathore Section:

This is the first segment of M-9 Motorway where the traffic is mainly

coming from Karachi. This is the most travelled among all the sections of

M-9. As per Table 5.3 a consistent increase of traffic in all modes has

been noticed.

Table 5.3: Temporal Variation of Traffic Volume between Karachi &

Kathore

S.

No. Vehicle Category Axles

Analysis Year

2012 2015 2020 2030 2040

1 Class 1 - Car/Van 11,091 12,368 14,263 19,544 26,266

2 Class 2 - Wagons/Pick

ups

740 857 1,131 1,932 3,209

3 Class 3 - Coasters/Mini

Trucks

2,270 2,742 3,669 6,510 10,807

4 Class 4 - Buses 1,318 1,624 2,184 3,766 6,018

5 Class 5 - Trucks 2 Axle 8,508 9,888 12,305 18,390 27,222

6 Class 5 - Trucks 3 Axle

7 Class 6 - Articulated

Trucks

4 Axle

4,002 4,595 5,632 8,597 13,340 8 Class 6 - Articulated

Trucks

5 Axle


Trucks

6 Axle

Total 27,929 32,074 39,185 58,738 86,862

Based on above traffic assignment results, growth rates on this section

were estimated and the same are presented in Table 5.4. The table shows

reasonably high growth rates for Class 2, 3 and 4 vehicles.


FINAL REPORT

Traffic Projections

Page 5-8

Table 5.4: Temporal Variation of Traffic Growth between Karachi &

Kathore

S.


Analysis Year

2012 2015 2020 2030 2040

1 Class 1 - Car/Van - 3.70% 2.89% 3.20% 3.00%


ups

- 5.00% 5.71% 5.50% 5.21%


Trucks

- 6.50% 6.00% 5.90% 5.20%

4 Class 4 - Buses - 7.21% 6.10% 5.60% 4.80%

5 Class 5 - Trucks 2 Axle - 5.14% 4.47% 4.10% 4.00%



Trucks

4 Axle

- 4.71% 4.16% 4.32% 4.49% 8 Class 6 - Articulated

Trucks

5 Axle


Trucks

6 Axle

Total - 4.72% 4.09% 4.13% 3.99%

5.4.2 Kathore – Nooriabad Section:

Traffic in the middle section between Kathore and Nooriabad is the highest

among the segmental traffic at M-9. This is quite understandable as in this

section traffic coming from Karachi Toll Plaza and Kathore Link road adds

up and there is no destination point between this section other than Lucky

Cement and Nooriabad. The traffic also shows consistent increase for all

classes and all years and the same is shown in Table 5.5 and Figure 5.7.

Table 5.5: Temporal Variation of Traffic Volume between Kahtore –

Nooriabad Section

S.


Analysis Year

2012 2015 2020 2030 2040

1 Class 1 - Car/Van 9,776 11,114 13,200 18,175 24,426


ups

722 830 1,047 1,625 2,464


Trucks

1,708 1,942 2,172 2,630 3,482

4 Class 4 - Buses 1,416 1,666 2,124 3,416 5,748




Trucks

4 Axle


Trucks

5 Axle


Trucks

6 Axle

Total 26,898 30,643 37,038 53,498 76,922


FINAL REPORT

Traffic Projections

Page 5-9

The growth patterns in this segment show lesser growth than the Karachi

kathore section. Table 5.6 shows the temporal variation of traffic growth

between kathore – Nooriabad section.

Table 5.6: Temporal Variation of Traffic Growth between Kathore –

Nooriabad Section

S.


Analysis Year

2012 2015 2020 2030 2040

1 Class 1 - Car/Van - 4.37% 3.50% 3.25% 3.00%


ups

- 4.75% 4.75% 4.50% 4.25%


Trucks

- 4.37% 2.26% 1.94% 2.84%

4 Class 4 - Buses - 5.57% 4.98% 4.87% 5.34%




Trucks

4 Axle


Trucks

5 Axle


Trucks

6 Axle

Total - 4.44% 3.86% 3.75% 3.70%

5.4.3 Nooriabad - Hyderabad Section:

This is the last section on M-9. The traffic at this point is lesser than that

of the other sections. Refer Table 5.7. for traffic from all modes by

analysis years.

Table 5.7: Temporal Variation of Traffic Volume between Nooriabad –

Hyderabad Section.

S.


Analysis Year

2012 2015 2020 2030 2040

1 Class 1 - Car/Van 8,956 10,220 12,435 18,853 28,313


ups

455 527 656 993 1,470


Trucks

930 1,058 1,300 1,925 2,795

4 Class 4 - Buses 1,416 1,630 2,103 3,347 5,578




Trucks

4 Axle


Trucks

5 Axle


Trucks

6 Axle

Total 23,952 27,330 33,642 50,992 76,869


FINAL REPORT

Traffic Projections

Page 5-10

The section shall experience moderate growth over the analysis period.

However the growth rates shall remain over 4% on an overall basis. Refer

Table 5.8 for traffic growth between Kathore and Nooriabad section.

Table 5.8: Temporal Variation of Traffic Growth between Kathore –

Nooriabad Section

S.


Analysis Year

2012 2015 2020 2030 2040

1 Class 1 - Car/Van - 4.50% 4.00% 4.25% 4.15%


ups

- 5.00% 4.50% 4.23% 4.00%


Trucks

- 4.39% 4.21% 4.00% 3.80%

4 Class 4 - Buses - 4.81% 5.22% 4.76% 5.24%




Trucks

4 Axle


Trucks

5 Axle


Trucks

6 Axle

Total - 4.50% 4.24% 4.25% 4.19%


FINAL REPORT

Traffic Projections

Page 5-11

Figure 5.7: Temporal Variation between Karachi & Kathore


FINAL REPORT

Traffic Projections

Page 5-12

Figure 5.8: Temporal Variation between Kathore & Nooriabad Section


FINAL REPORT

Traffic Projections

Page 5-13

Table 5.9: Temporal Variation between Nooriabad & Hyderabad Section


FINAL REPORT

Traffic Projections

Page 5-14

5.5 Overall Growth Rate Comparison

Since traffic growth rates used in C.A. were equal for analysis period and

for each segment, it was necessary to compare growth rates calculated

from consultant’s assignment results with those of the C.A.

In C.A. the adopted traffic growth rates were 5% for Class 1, 2 & 3

vehicles however for Class 4, 5 & 6 a flat growth rate of 4% was used.

Looking at the traffic growths estimated and presented in Table 5.9, as

per consultant’s methodology the growth rates for Class 1, 2 and 3 were

less than the rates in C.A. (refer Col. 4 & 5 of Table 5.9). However,

growth rates for Class 4 vehicles were calculated to be nearing slightly

above 5%. However, looking at the growth rates for Class 4 vehicles

calculated by Pakistan Transport Plan Study in The Islamic Republic of

Pakistan by JICA, growth rate of 6% has been estimated for Intercity

Buses. For freight traffic the expected growth was found slightly above

expected growth from CA.

Based on the discussion it can therefore be assumed that the calculated

growth rates by the consultant are in corroboration with that mentioned in

C.A and estimated by JICA in their 2006 study for NTRC.

Table 5.9: Growth Rate Comparison

S.

No Vehicle Category

Overall Growth Rates

EE Study As Per

CA Actually

Calculated

Averaged for

Comparison

1 2 3 4 5

1 Class 1 - Car/Van 3.65% 4.24% 5.00%

2 Class 2 - Wagons/Pick ups 4.78%


Trucks 4.28%

4 Class 4 - Buses 5.37% 5.37% 4.00%

5 Class 5 - Trucks 4.28% 4.29% 4.00%

7 Class 6 - Articulated Trucks 4.29%


FINAL REPORT

Capacity Analysis

Page 6-1

Chapter 6 – Capacity Analysis

6.1 Introduction:

Capacity and Level of Service are two related terms. Capacity analysis tries

to give a clear understanding of how much traffic a given transportation

facility can accommodate. Level of Service (LOS) tries to answer how good

the present traffic situation on a given facility is. Thus LOS provides a

qualitative measure of traffic, whereas capacity analysis gives a quantitative

measure of a facility. Capacity and LOS vary with the type of facility,

prevailing traffic and road conditions, etc.

Capacity is defined as the maximum number of vehicles, passengers, or the

like, per unit time, which can be accommodated under given conditions with

a reasonable expectation of occurrence. Capacity is independent of the

demand. It speaks about the physical amount of vehicles and passengers a

road can afford and depends on traffic conditions, geometric design of the

road, etc.

The factors used to measure the level of service provided by any given

facility might include any or all of the following:

User comfort

Convenience

Travel time

Maneuverability

Interruptions in traffic

Speed

Cost

Number of stops

Fuel consumption

The Highway Capacity Manual (HCM) divides the quality of traffic into six

levels ranging from level ‘A’ to level ‘F’. Level ‘A’ represents the best quality

of traffic where the driver has freedom to drive with free flow speed and level

‘F’ represents the worst quality of traffic. Generally, a LOS up to ‘D’ is

acceptable, however, for many local and international agencies, LOS ‘E’ are

also acceptable. The acceptability of LOS ‘E’ is related to the volume to

capacity (v/c ratio). As the v/c ratio reaches up to 0.95, the traffic flows

become forced and delays are experienced. For v/c below 0.95, LOS ‘E’ is


FINAL REPORT

Capacity Analysis

Page 6-2

considered acceptable and is used in many studies. For this study, a LOS ‘E’

was used as acceptable criteria provided the v/c ratio remains below 0.95.

Table 6.1 provides the description of Level of Service (LOS) grading while

Table 6.2 provides the v/c and LOS criteria for a highway based on HCM

2000.

Table 6.1: Level of Service Criteria Description as per HCM

Level of

Service Description

A Free-Flow Operation

B Reasonably free flow with ability to maneuver slightly restricted

C Represents stable flow. Freedom to maneuver is noticeably

restricted

D Speeds decline slightly with increasing flows. Density increases

more quickly and freedom to maneuver is more noticeably limited

E Operation near or at capacity. No usable gaps in the traffic stream

and operations become extremely volatile

F Breakdown in flow while queues form behind breakdown points

and Demand > capacity


FINAL REPORT

Capacity Analysis

Page 6-3

Table 6.2: Freeway Level of Service Criteria as per HCM

Capacity and LOS were analyzed for the existing (2012) conditions as well as over

the project life until the expiry of the concession period in the year 2040.

6.2 Limitations of Analysis:

The LOS analysis has limitations and the results of the analysis should be

considered within those accepted parameters for capacity and LOS

calculations. The factors that are not considered in the analysis are:

Special lanes reserved for a particular type of vehicle (HOV, truck,

climbing, etc.),

Extended bridge segments,

Segments near a toll plaza,

Facilities with FFS < 55 mi/h or > 75 mi/h,

Demand conditions in excess of capacity,

Influence of downstream blockages or queuing,

Posted speed limit,


FINAL REPORT

Capacity Analysis

Page 6-4

Extent of police enforcement,

Intelligent transportation system features , and

Capacity enhancing effects of ramp metering

6.3 Existing Conditions Analysis:

The v/c and the corresponding LOS depend upon the Free Flow Speed (FFS)

of the particular highway. The HCM 2000 provides method to calculate the

FFS based on adjustment factors derived through research. These

adjustment factors to the base free flow speed include factors such as lane

width, lateral clearance, etc.

The free flow speed on Super Highway for the existing capacity and LOS

analysis was calculated based upon the results of the travel time survey as

provided in Table 3.11 of Section 3.10 of this report. The free flow speed

(average travel speed) on Super Highway from Karachi was measured at 83

km/h (53 mph) and from Hyderabad was measured at 79 km/h (50 mph).

The existing conditions LOS for Super Highway was calculated based on the

Peak Hour Traffic volumes (PCUs) provided in Table 3.7. Generally, the

number of lanes on a freeway is equal in both directions, except for short

segments, where local requirements may dictate additional lane(s) in one

direction. For the purposes of this study, the worst peak hour traffic from

Table 3.7 was utilized for calculation of the number of lanes required in the

existing (2012) conditions and the corresponding LOS. The peak hour traffic

(in PCUs) from Karachi near SL-02 (1,857 vph) was selected for the existing

conditions’ analysis.

The hourly lane capacity for a LOS ‘E’ as per HCM criteria is 2,250 vehicles

(Table 6.2). Based on the LOS and v/c criteria presented in Table 3.9 and for

a free flow speed of 83 km/h (53 mph), the existing conditions LOS comes

out at ‘B’ with a volume to capacity ratio of 0.42, indicating that the traffic

flow is reasonably free flow with ability to maneuverer slightly restricted.

6.4 Future Conditions Analysis:

6.4.1 Determination of Free Flow Speed (FFS):

The existing 4-lane Super Highway will be converted into a 6-lane limited

access motorway by the year 2015. The up gradation of the highway into

motorway will result in improved speeds and therefore, reduced travel time.


FINAL REPORT

Capacity Analysis

Page 6-5

The capacity analysis was conducted for the last year of operations (year

2042) based on a design speed of 120 km/h. The free flow speed of the

upgraded road was calculated based on the HCM 2000 criteria as below:

FFS = BFFS – fLW – fLC – fN - fID

Where,

FFS = Free Flow Speed (mph)

BFFS = Base Free Flow Speed (mph),

fLW = adjustment for lane width (mph),

fLC = adjustment for left-shoulder lateral clearance (mph),

fN = adjustment for number of lanes (mph), and

fID = adjustment for interchange density (mph).

Tables 6.3 thru 6.6 provide the HCM 2000 adjustment factors.

Table 6.3: HCM Criteria for Lane Width Adjustment

Table 6.4: HCM Criteria for Left Shoulder Clearance Adjustment


FINAL REPORT

Capacity Analysis

Page 6-6

Table 6.5: HCM Criteria for Number of Lanes Adjustment

Table 6.6: HCM Criteria for Interchange Density Adjustment

The base free flow speed was taken as 75 mph (120 km/h). The lane width

provided on the motorway is 3.65m (12 ft). The outside shoulder is 3.0m

(10ft), while the inside shoulder is 1.5m (5 ft). The total numbers of lanes

are 3 in each direction, whereas the 7 interchanges provided along the

corridor are several kilometres apart from each other.

The free flow speed based on the base FFS, the motorway features

presented in the paragraph above and the adjustment factors provided in

table 6.3 thru 6.6 is:

FFS = 75 – 0 –0 – 3 – 0 = 72 mph (115 km/h)

The HCM criteria for freeway LOS presented in Table 6.2 provides FFS for 70

mph and 75 mph. For analysis purposes, the FFS criterion for 70 mph (110

km/h) was selected based on the M-9 FFS of 72 mph (115 km/h).

6.4.2 Traffic Projections:

The traffic forecast provided in Chapter 5 shows that the highest traffic on

M-9 will be in the Karachi-Kathore section. The forecasted traffic for the year

2040 for this section is reproduced in Table 6.7, while the corresponding

24-hour traffic in PCUs is detailed in Table 6.8.


FINAL REPORT

Capacity Analysis

Page 6-7

Table 6.7: Traffic Projections for Karachi-Kathore Section

Vehicle Class Traffic Projections

2012 2015 2020 2030 2040

Class 1 - Car/Van 11,091 12,368 14,263 19,544 26,266

Class 2 - Wagons/Pick ups 740 857 1,131 1,932 3,209

Class 3 - Coasters/Mini Trucks 2,270 2,742 3,669 6,510 10,807

Class 4 - Buses 1,318 1,624 2,184 3,766 6,018

Class 5 - Trucks 8,508 9,888 12,305 18,390 27,222

Class 6 - Articulated Trucks 4,002 4,595 5,632 8,597 13,340

Total 27,929 32,074 39,185 58,738 86,862

Table 6.8: Traffic Projections for Karachi-Kathore Section in PCU

Vehicle Class Traffic Projections (PCU)

2012 2015 2020 2030 2040

Class 1 - Car/Van 11,091 12,368 14,263 19,544 26,266

Class 2 - Wagons/Pick ups 1,021 1,182 1,560 2,665 4,429

Class 3 - Coasters/Mini Trucks 4,994 6,033 8,073 14,321 23,776

Class 4 - Buses 4,152 5,116 6,879 11,862 18,957

Class 5 - Trucks 32,756 38,068 47,374 70,803 104,806

Class 6 - Articulated Trucks 19,850 22,791 27,935 42,641 66,166

Total 73,864 85,558 106,084 161,837 244,399

6.4.3 Peak Hour Traffic:

For calculation of volume to capacity and LOS, the peak hour traffic was

determined based on the existing (2012) traffic data analysis presented in

Chapter 3. The peak hour traffic percentage of the daily traffic was assumed

to be the same as for the existing conditions.

From results of the field data analysis, the Karachi toll plaza carries the

maximum traffic with the peak hour traffic in PCUs coming after midnight

from 12:15 am to 01:15 am. This peak hour traffic from Karachi was 1,857

PCUs. The daily PCU traffic calculated from the field data was calculated at

48,784 PCUs. The peak hour factor was thus taken as 5.70%.

Based on this assumption, the peak hour factor of the daily traffic was taken

as 5.70%. During evening and night, freight traffic increases and the toll

multiple factors presented in table 3.6 explain the peak hour traffic being

high.

The daily traffic volume in PCUs was calculated as 244,399 in the year 2040.

The peak hour traffic in the year 2040 was estimated at 13,921 vehicles per

hour in both directions using the peak hour factor of 5.70%. Assuming a

directional distribution of 50%, the peak hour traffic on in one direction was

calculated as 6,961 vehicles.


FINAL REPORT

Capacity Analysis

Page 6-8

6.4.4 Volume to Capacity and LOS:

The peak hour traffic of 6,961vehicles (PCUs) was compared with the LOS

criteria presented in Table 6.2 to determine the volume to capacity (v/c) and

LOS of the facility.

Using the free flow speed criteria for 70 mph (110 km/h) conditions with the

maximum service flow rate for LOS ‘E’ at 2,400 passenger cars per hour per

lane, the volume to capacity ratio in the year 2040 comes to 0.97 with the

corresponding LOS at ‘E’.

The capacity analysis indicates that the road will be nearing capacity by the

year 2040.


FINAL REPORT

Financial Modelling

Page 7-1

Chapter 7 – Financial Projections

7.1 Assumptions:

Following are assumptions used to develop financial model of the project;

7.1.1 General Assumptions:

The Company has taken concession of the M-9 Karachi-Hyderabad Project

on Built Operate and Transfer basis for a concession period of 28 years.

The project operational life is assumed to be 25 years.

A calendar year is assumed to be of 12 Months and each month is assumed

to be 30 days. It is further assumed that all days in a calendar year would

be working days.

Toll revenue is assumed to grow at 10% per annum.

It is assumed that track will be opened for all types of traffic including the

following;

Table 7.1: Vehicle Classes

Class 1 - Car/Van

Class 2 - Wagons/Pick ups

Class 3 - Coasters/Mini Trucks

Class 4 – Buses

Class 5 – Trucks- 2-Axles

Class 5 – Trucks-3-Axles

Class 6 - Articulated Trucks-4-Axles



The traffic volumes have been assumed on the basis of Traffic Demand

Forecast modeling.

It is assumed that after the construction period and from the date of

opening of new track for public use, the toll rates will be revised. After the

opening of track, the toll will be charged under closed toll system for the

distance traveled by the vehicles from entry to exit point. Each KM of the

distance travelled on the Motorway will be charged at the prevailing toll

rates. The revised toll at current rates are as follows;


FINAL REPORT

Financial Modelling

Page 7-2

Table 7.2: Tolls Rates after M-9 Improvement

Type Toll Per KM

Amount in Rs

Class 1 - Car/Van 0.89

Class 2 - Wagons/Pick ups 1.23

Class 3 - Coasters/Mini Trucks 1.96

Class 4 – Buses 2.80

Class 5 – Trucks- 2-Axles 3.43

Class 5 – Trucks-3-Axles 3.43

Class 6 - Articulated Trucks-4-Axles 4.42



It is further assumed that distance between Sohrab goth and Karachi toll

Plaza will be charged at Karachi toll Plaza from all vehicles passing through

Karachi toll Plaza on both sides.

It is further assumed that total length of the road would be 136 KM divided

into three sections viz a viz Karachi-Kathore ( 31KM), Kathore –Nooriabad

(37KM) and Nooriabad-Hyderabad (68 KM)

Based on desktop assessment of potential and existing sources of Non Toll

Revenue, it is assumed that Non Toll Revenue will comprise of the

following namely;

a) advertisement on light poles

b) Advertisement on hoarding sign boards

c) lease rental from Petrol Pumps, hotels and shops on both sides of road

d) Revenue from rest areas to be developed by the Bina Puri

e) Fines & penalties etc

Based on above listed potential sources of non-toll revenue, it is assumed

that non-toll revenue shall be equal to 10% of the total toll revenue.

7.2 Detailed Analysis:

7.2.1 Toll & Non Toll Revenues:

7.2.1.1 Revenues:

Revenue comprises of two components viz-a-viz Toll Revenue and Non Toll

Revenue. The total revenue will start flowing from the first year of concession.

Over the concession period of the project, the project will be earning


FINAL REPORT

Financial Modelling

Page 7-3

approximately Rs 849.272 billion out of which 91% will be represented by Toll

Revenue and rest is assumed to be earned on account of non-toll revenue.

Figure 7.1: Toll Vs Non Toll Revenue Sharing

7.2.1.2 Toll Revenues:

The toll revenues are the major contributor of the earnings made by the

project. During the period of concession, the Client will be collecting toll on the

existing/prevailing rates that will be approx Rs. 7.217 billion. Whereas from

fourth year onward the toll will be collected at the new toll rates applied under

closed toll system as agreed in concession agreement which will be

approximately Rs. 764.849 billion over the remaining period of concession.

The traffic volumes were worked through traffic demand forecast modeling.

The overall growth in the traffic volumes over concession period is as follows;

Table 7.3: Annualized Growth Rates

T

The revised/new toll rates have been assumed to grow at the rate of 10% per

annum. Keeping in view the continuous growth in the toll rates, the maximum

toll rates would be as follows

TOTAL REVENUE

Toll Revenue

Non Toll Revenue

Type Annualized

Growth Rate

Class 1 - Car/Van 3.65%

Class 2 - Wagons/Pick ups 4.78%

Class 3 - Coasters/Mini Trucks 4.28%

Class 4 – Buses 5.37%

Class 5 - Trucks 2.14%

Class 6 - Articulated Trucks 2.15%


FINAL REPORT

Financial Modelling

Page 7-4

Table 7.4: Toll Rate Variation Over Concession Period

Type Toll Per KM Amount in Rs

Initial Max

Class 1 - Car/Van 0.89 8.8

Class 2 - Wagons/Pick ups 1.23 12.1

Class 3 - Coasters/Mini Trucks 1.96 19.3

Class 4 – Buses 2.80 27.6

Class 5 – Trucks- 2-Axles 3.43 33.8

Class 5 – Trucks-3-Axles 3.43 33.8

Class 6 - Articulated Trucks-4-Axles 4.42 43.5



The analysis reveals more than 850% increase in initial toll rates over the

period of concession, which may affect the client’s ability to implement the

revised toll rates without the support from the government of Pakistan.

Figure 7.2: Temporal Variation of Toll Revenue by Vehicle Class

The following table depicts the relationship between averages per day volumes

of type of vehicles with the total revenue generated from those over the

concession period.

0

5

10

15

20

25

30

35

40

45

50

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

Ru

pe

es

Years

Toll Curve

Class 1 - Car/Van Class 2 - Wagons/Pick ups

Class 3 - Coasters/Mini Trucks Class 4 - Buses

Class 5 - Trucks Class 5 - Trucks

Class 6 - Articulated Trucks


FINAL REPORT

Financial Modelling

Page 7-5

Table 7.5: Gross Toll Revenues

Type Toll Revenue Rs in

Million

Class 1 - Car/Van 93,409

Class 2 - Wagons/Pick ups 11,132

Class 3 - Coasters/Mini Trucks 41,910

Class 4 – Buses 53,982

Class 5 – Trucks- 2-Axles 317,663

Class 6 - Articulated Trucks-4-Axles 253,969

772,066

The analysis further reveals that 74% of the total toll revenue would be

generated from heavy freight vehicles, which are almost 49% of the daily

traffic volumes.

7.2.1.3 Non Toll Revenue:

The Non Toll Revenue is approx 10% of the total revenue, which will be

generated through various sources including advertisement on poles,

advertisements on hoarding signs, lease rentals from hotels, shops,

restaurants, fine & penalties and income from rest areas to be developed by

the BinaPuri.

The Non Toll revenue would be Rs 77.206 billion over the period of concession.

With the development of Motorway and accordingly improvement in access as

well as security, the number of ridership and viewership would improve

tremendously. The improvement in visitor’s number would be a positive sign

to get the advertisement business at lucrative rates; a potential non toll

revenue generating activity.


FINAL REPORT

Conclusions and Recommendations

Page 8-1

Chapter 8 - Conclusions and

Recommendations

8.1 Conclusions:

The following can be concluded from the study:

In order to prepare a comprehensive traffic study, various types of

field surveys were conducted in the months of April and May 2012.

These surveys included Mid-Block Counts, Turning Movement Counts,

Occupancy surveys, Origin-Destination, Willingness to Pay surveys,

and Travel Time surveys.

The traffic surveys were not only conducted on existing Super

Highway (M-9) but were also conducted on Karachi Northern Bypass

(M-10), National Highway (N-5), Khatore Link Road and Malir Link

Road, this helped in getting a good overview of the entire road

network in the influence zone rather than just M-9.

Performance of these surveys enabled the consultants to estimate

total traffic potential of the network and work out potentially

divertible traffic to M-9 from other roads of the network.

The traffic counts included all vehicle types playing on existing Super

Highway (M-9), including motorcycles and rickshaws; however the

results of the survey were compiled based on the six (6) tollable

classes as provided in Schedule M of BinaPuri Concession Agreement

(CA).

The Karachi Toll Plaza on Existing Super Highway (M-9) was found to

carry the maximum average daily traffic i.e. 27,929 vehicles, followed

by 26,898 at Nooriabad and 23,952 vehicles on Hyderabad Toll Plaza.

Traffic on National Highway (N-5) was found to be much lesser than

on M-9 with Kotri getting average daily traffic volume of 5,119, and

Gharo carrying 9,469 daily vehicles.

A reasonable number of traffic was found plying on Khatore Link Road

(between N-5 & M-9) and the Malir Link Road (between

Sharah-e-Faisal & M-9) with average daily traffic of 5,264 and 8,011,

respectively. These two link roads serve as important feeders to M-9

diverting traffic on N-5 to M-9.


FINAL REPORT


Page 8-2

The connectivity between M-9 and N-5 after Khatore Link Road was

found week despite traffic demand from areas in lower Sindh such as

Mirpur Sakro, Keti Bander, Sajawal, Thatta, Badin and Tando

Muhammad Khan. Though there is a road linking N-5 and M-9

between Thatta and Nooriabad, however neither travel nor law &

order conditions on this road were found favorable for traffic transfer

to M-9.

The average daily traffic at all locations was converted to passenger

car units (PCU) using the PCU factors provided in Schedule M of the

Concession Agreement (CA).

The traffic mix on M-9 consisted of roughly 47% private vehicles

(Class I), followed by freight traffic (Class 5 & 6) 43%, leaving

combined effect of rest of the vehicle classes (Class 2, 3 & 4) to be

around 10% only.

The peak hour traffic on M-9 (converted into PCUs to reflect the actual

road usage) comes to 1,912 PCUs (in one direction) with the peak

hour falling between 00:15 – 0:15. This is primarily due to significant

percentage of freight traffic movement at night.

It was also found that traffic variation by day of the week was

insignificant.

The daily average passenger occupancy on Class 1 vehicles was found

to be 3.1 passengers per car however the same were 10, 30 and 38

passengers per vehicle for Vehicle Classes 2, 3 and 4 respectively.

The same for Classes 4 and 5 was assumed to be 2 based on

historically collected data under various studies by the consultants.

The average occupancy of all vehicle classes remained more or less

unchanged through the day.

The results of OD surveys show that 244,423 person trips were

generating on the network in 2012, showing total potentially available

network travel demand.

The person trips by vehicle classes in 2012 were found to be 73,593,

141,822, 22,015 and 6,993 for Classes 1, 4, 3 & 5 and 6 respectively.

The percentage contribution of person trips by vehicle class was found

to be 30.1, 58, 9 and 2.9 for classes 1, 4, 3 & 5 and 6 respectively.

This shows maximum trips being produced by Class 4 vehicles.


FINAL REPORT


Page 8-3

The results of the travel time survey indicated that average car speed

on M-9 from Karachi is 83 km/h, while that from Hyderabad is 79

km/h. Correspondingly, the average travel speed on N-5 from Karachi

is 63 km/h, while from Hyderabad is 64 km/h.

The low average travel speeds on N-5 were due to poor road condition

and its alignment traversing through many urban and semi-urban

areas without city bypasses.

Conversion of Super Highway into motorway will significantly increase

the average travel speed of vehicles on M-9 and therefore travel

speed differential between the two roads is expected to increase. This

may result in vehicles travelling on M-9 to keep using M-9, even in toll

increase scenario.

Willingness to Pay surveys indicated high sensitivity to paying high

toll rates. However, when comparing travel speeds differential

between M-9 and N-5 users preferred to travel on M-9 even under

high tolling.

Motorists were averse to the idea of paying tolls 3-4 times the existing

rates and showed inclination towards shifting to N-5, which is the only

competitor to Super Highway. However, due to the poor road

condition on N-5, unsafe driving conditions due to poor law & order

and the extra time it takes to reach their destinations, drivers

preferred to use M-9 again with acceptance of higher toll rates than

they previously rejected. This leads us to a very important conclusion,

i.e. any improvement plans on N-5 in future may affect route choice of

commuter traffic.

The vehicle freight classes were more sensitive towards paying high

tolls, and also showed their concerns on charging on overloading on

M-9.

It is also pertinent to note that strategy implemented for weight limit

restrictions will play a major role in whether freight traffic will use M-9

or N-5 in future.

Based on the results of the trip frequency analysis of various modes of

travel, it was observed that a high percentage of all traffic currently

utilizing Super Highway is commuter traffic. However, the frequency

of 3 or more trips for all vehicle classes on N-5 is more than on M-9,

possibly indicating that the OD pairs for Super Highway and N-5


FINAL REPORT


Page 8-4

actually dictate the use of any particular road rather than the road

condition.

It was apparent from OD Survey results that OD pairs on M-9 and N-5

were distinct i.e. completely different from each other. This may be

because that M-9 is attracting the maximum travel demand of the

area leaving only OD pairs that either do not find good connectivity

between N-5 and M-9 or represent localized short communing trips.

In existing scenario, traffic from Port Qasim and population centers

such as Gharo use the Kathore Link Road to travel on Super Highway

for onward journey to Hyderabad and beyond. N-5 from Thatta to

Kotri is unsafe due to law and order situation. In order to bring

additional traffic from Thatta and surrounding regions onto Super

Highway, the existing link between Thatta and Nooriabad may be

needed to improve beyond Jhimpir for additional traffic attraction.

Traffic from areas such as Thatta, Sujawal, Keti Bunder, Mirpur Sakro

Tando Muhammad Khan etc, can be attracted towards M-9, if the road

link between Thatta and Nooriabad can be improved beyond Jhampir

and overall travel conditions on the road could be improved.

The existing conditions Level of Serviec (LOS) for M-9 was calculated

based on the Peak Hour Traffic volumes (in PCUs). With a free flow

speed of 83 km/h (as measured in the travel time survey), the

existing volume to capacity (v/c) ratio comes to 0.42 with the

corresponding Level of Service (LOS) at ‘B’. A LOS of ‘B’ represents

reasonably free flow conditions.

For travel demand modeling, highway network calibration was

performed on 6 well-scattered locations on the network to be

representing a good level reliability in traffic projections. The network

calibration was performed at Karachi Toll Plaza, Nooriabad,

Hyderabad Toll Plaza, Sassi Toll Plaza, Khatore Link Road Toll Plaza

and Kotri.

The network calibration results showed very good correlation

coefficient R2 and standard error CRMSD values. These were found to be

0.91 and 0.22 respectively.

Projects like DHA City, Malir Expressway, Deep Water Container Port

at KPT, QICT – II at Port Qasim and Education City shall have positive


FINAL REPORT


Page 8-5

impacts on M-9 and these will result in generating considerable traffic

for M-9.

For future OD estimation, growth rate factors were developed based

on anticipated development activities in each TAZ and trip generation

contribution of existing TAZ in total person trips generation in base

year.

Significant freight traffic (i.e. Class 5 & 6) from NATO Supplies and

Afghan Transit Trade were present before being halted in November

2011. However, it is assumed that the same shall open soon and shall

continue to be on M-9 during concession period.

In present situation (2012) TAZ IDs 1, 4, 5 & 6 (Gadap / Hub, Karachi,

Steel Town, Port Qasim respectively) were contributing for 47.2% of

the total trip generation activity.

M-9 can benefit from DHA city traffic. DHA City shall commence its

trip generation activities beyond 2020 and its traffic generation

activity shall maximize beyond 2030.

TAZ IDs 15 and 16 (i.e. Kotri & Hyderabad respectively) were

contributing for 14.8% of the total person trips on the network.

Similarly, TAZ IDs 20 to 24 (External Zones) were contributing for

23.4% of the trip generation activity.

The remaining TAZ IDs were all together contributing for 14.6% of the

trip contribution.

For growth rates estimation the entire TAZ were divided into groups

belonging to similar activities being performed.

Table 8.1 presents total network travel demand for milestone years.

Showing person trips by increase 3.5 times from 2015 to 2040 i.e. in

25 years.


FINAL REPORT


Page 8-6

Table 8.1: Total Network Travel Demand

S. No.

Vehicle Class

Temporal Distribution of Person Trips

2015 2020 2030 2040

1. Class 1 83,461 97,848 137,549 177,583

2. Class 4 167,601 228,919 439,147 737,132

3. Class 3 & 5 24,639 29,753 43,477 63,780

4. Class 6 7,932 9,750 14,757 22,453

Total 285,648 368,290 636,960 1,002,988

Since M-9 is attracting maximum of the travel demand in the network,

additional demand attraction from network is not possible. Therefore,

assumption that in 2015 some additional traffic will be attracted to

M-9 because of better service does not seem to happen.

Analyzing locations of proposed interchanges for M-9, it is concluded

that separate interchanges at Dumba Goth and Khatore cannot be

justified with traffic point of view, however instead it is recommended

that an interchange at Kathore should be enough. Additionally it is

recommended that an interchange may be provided at DHA city.

In future condition once a closed toll system shall be introduced to

M-9 traffic shall only be allowed to enter and exit from designated

interchanges. This therefore shall require slip roads for connecting

towns to interchanges.

The segmental comparison of assignment results reveal that in

Karachi Khatore segment of the traffic shall grow from 32,074 in 2015

to 86,862 vehicles in 2040. However the same in segment between

Khatore and Nooriabad the traffic shall grow from 30,643 in 2015 to

76,922 in 2040. Lastly in segment between Nooriabad and Hyderabad

the traffic shall grow from 27,330 to 76,869. This shows a consistent

traffic to remain on M-9 troughout the concession period.

Analysis of traffic assignment results which indicates that the traffic

segment from Karachi - Khatore shall have maximum traffic.

The traffic growth for various traffic sections along M-9 shall vary

depending upon expected activity in the TAZ. It was found that in the

segment between Karachi Toll Plaza and Khatore, the average overall

growth shall be 4.8%, however the same in segment from Khatore to

Nooriabad shall be 3.3%, lastly the same shall be 3.7% on Nooriabad

– Hyderabad Section.


FINAL REPORT


Page 8-7

The estimated growth rates by segment calculated after traffic

assignment results were found comparable with growth rates taken in

C.A.

The capacity calculations on future segmental traffic reveals that in

year 2040 the total required lanes shall be adequate for the expected

traffic.

The 74% of the toll revenues would be contributed by freight vehicles

(Class 5 & 6), this is followed by 19% from Class 1, 2,& 3 vehicles and 7%

from Class 4 Vehicles.

Keeping in view the very high dependence on Freight Classes, BinaPuri

should also consider increasing sources of NTR. This will help reducing

their dependence on just toll revenues.

Non Toll Revenues (NTR) were estimated on a lower side, especially

keeping in view existing potential of the project for NTR.

8.2 Recommendations:

The following is recommended:

It is highly recommended that Binapuri should look for demand

enhancement measures and ways of increasing NTR to substantiate

toll revenues.

Since M-9 is attracting maximum travel demand potential of the

network, demand enhancement measures are necessary to increase

potential traffic in future and for the reason the following is

recommended:

o Better linkage between N-5 and M-9 to be introduced.

Especially, the link road between Thatta and Nooriabad should

be improved and made safe to attract traffic from lower Sindh.

o The Government Sindh is developing an intercity bus terminal

near M-10, once this is developed all intercity buses would be

refrained from entering the city. This will generate a need for

shuttle service from various parts of the city to the bus

terminal. It is recommended that, if possible, this shuttling

should be introduced with participation from Binapuri.

The proposed interchange at Damba Goth does not seem to qualify in

terms of traffic consideration and therefore its shifting to a viable

place such as DHA City is highly recommended.


FINAL REPORT


Page 8-8

The traffic joining M-9 from Damba Goth can however be given a slip

road up to Khatore Interchange.

Binapuri should encourage and partner with projects having positive

impacts on M-9. One of the major activities anticipated in future is

DHA City. DHA City shall produce significant traffic after year 2030

and Binapuri should capitalize on this by providing one or two

interchanges to DHA City beyond 2025.

Like DHA City, Binapuri may also have association with FWO on Malir

Expressway Project. The extent of association with FWO should be

discussed, however, it is recommended that a unified tolling system

could be worked out with FWO for ease of road users. This may also

result in preventing traffic (especially freight vehicles) being diverting

to N-5.

Since a significant number of persons travelling on M-9 are

commuters, ‘Commuter Passes’ of various denominations like weekly,

monthly, quarterly or yearly passes should be introduced. This shall

help in developing better loyalty of commuter traffic to M-9.

Most of the freight traffic travelling on highways travels overloaded.

This results in increased deterioration of pavement and also results in

increased pavement maintenance costs. However, freight traffic is

also one of the biggest toll revenue generators. It can be inferred

from the willingness to pay results that trucks are most sensitive

towards being diverted to N-5, if restrictions on overloading are

imposed. To prevent this, it is recommended that possibility of

making outermost lane (on both sides) with Rigid Concrete should be

worked out restricting trucks to use this lane.

A significant local travelling at Damba Goth, Khatore and Nooriabad

was noticed in OD Surveys. People on small vehicles travel to existing

M-9 and get transport to commute to Karachi, Hyderabad and

beyond. After developing M-9, some people may get deprived from

availing such services. It is recommended that change in geometric

design should be made to develop bus bays along these locations

where intercity buses could facilitate boarding and alighting of

passengers.

For road segment up to Khatore and portions near Nooriabad

communities are living on both sides of the road. A small travelling

has been observed during OD Surveys. It is recommended that


FINAL REPORT


Page 8-9

community linkage should be studied in a separate study and the

same should be accommodated in the design.

Binapuri should focus on possibility of enhancing Non Toll Revenues

(NTR) for M-9. If NTR is somehow enhanced this can take a significant

place in the revenue stream and ease out toll revenue pressure from

Binapuri. The following could be some sources of generating NTR for

M-9:

o Rentals from Petrol Pumps, CNG Stations and Restaurants.

o Introducing street light hoarding signs and billboards

especially in sections between Sohrab Goth and Karachi Toll

Plaza and at least 10 km from Hyderabad Toll Plaza.

o Sponsorship on Interchanges and milestone boards.

o Developing recreational facilities and real estate along M-9.

A detailed study should be conducted for identifying available sources of

NTR and also to develop strategies for maximizing other NTR activities.

Annexures

Annexure I: Survey Forms

Time of the Day

Private Cars [Cars/Jeep/Pajero/Su

zuki Van/Pick up/Toyota Hilux

single/double Cabin]

Taxies [Yellow & Black Cabs, Yellow Cabs & Radio

Cabs]Articulated

Trucks [ 4/5/6 Axle]

Remarks, if any:Shift Supervisor:Enumerator:

Motorcycles & Scooters

Public Transport [Busses, Mini Busses & Coaches]

Freight Transport

WAGONS [UPTO 12 SEATS]

Coasters Mini Busses / Coaches

Intercity Buses Light Freight Vehicles [Master, Shehzoor, Mazda T-3000/T-

3500]

Rigid Trucks [2 & 3 Axle]

Auto Rickshaws [Old Style &

CNG 4-Stroke]

m 1 2

TRAFFIC STUDY FOR KARACHI - HYDERBAD MOTORWAY (M9)Manual Classified Mid-Block Traffic Counts

Survey Location [Name & ID]: Direction: Date:

d d mI D

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

I D

0 3

1 4

2 5

S. No.

S. No.

1 0 1 2 3 4 5 27 0 1 2 3 4 5

2 0 1 2 3 4 5 28 0 1 2 3 4 5

3 0 1 2 3 4 5 29 0 1 2 3 4 5

4 0 1 2 3 4 5 30 0 1 2 3 4 5

5 0 1 2 3 4 5 31 0 1 2 3 4 5

6 0 1 2 3 4 5 32 0 1 2 3 4 5

7 0 1 2 3 4 5 33 0 1 2 3 4 5

8 0 1 2 3 4 5 34 0 1 2 3 4 5

9 0 1 2 3 4 5 35 0 1 2 3 4 5

10 0 1 2 3 4 5 36 0 1 2 3 4 5

11 0 1 2 3 4 5 37 0 1 2 3 4 5

12 0 1 2 3 4 5 38 0 1 2 3 4 5

13 0 1 2 3 4 5 39 0 1 2 3 4 5

14 0 1 2 3 4 5 40 0 1 2 3 4 5

15 0 1 2 3 4 5 41 0 1 2 3 4 5

16 0 1 2 3 4 5 42 0 1 2 3 4 5

17 0 1 2 3 4 5 43 0 1 2 3 4 5

18 0 1 2 3 4 5 44 0 1 2 3 4 5

19 0 1 2 3 4 5 45 0 1 2 3 4 5

20 0 1 2 3 4 5 46 0 1 2 3 4 5

21 0 1 2 3 4 5 47 0 1 2 3 4 5

22 0 1 2 3 4 5 48 0 1 2 3 4 5

23 0 1 2 3 4 5 49 0 1 2 3 4 5

24 0 1 2 3 4 5 50 0 1 2 3 4 5

25 0 1 2 3 4 5 51 0 1 2 3 4 5

26 0 1 2 3 4 5 52 0 1 2 3 4 5

Observation Time [hh:mm]


Cars / Jeep / Pajero

Suzuki Van/Pick up

Toyota Hilux single/double Cabin

Occupancy Code Key:

Occupancy Code [encircle]

Date: d d m m 1 2 Car Model:

Occupancy Code [encircle]

Shift Supervisor:

TRAFFIC STUDY FOR KARACHI - HYDERBAD MOTORWAY (M9) Private Cars Occupancy Survey

Survey Location [Name & ID]:

Direction: Enumerator:

No Passenger [only Driver]

Three Passengers

One Passenger Four Passengers

Two Passengers

More than 4 Passengers

Remarks, if any: Encircle 'Mode' for which Data is

I D

0 3

1 4

2 5

S. No.

S. No.

1 0 1 2 3 4 5 27 0 1 2 3 4 5

2 0 1 2 3 4 5 28 0 1 2 3 4 5

3 0 1 2 3 4 5 29 0 1 2 3 4 5

4 0 1 2 3 4 5 30 0 1 2 3 4 5

5 0 1 2 3 4 5 31 0 1 2 3 4 5

6 0 1 2 3 4 5 32 0 1 2 3 4 5

7 0 1 2 3 4 5 33 0 1 2 3 4 5

8 0 1 2 3 4 5 34 0 1 2 3 4 5

9 0 1 2 3 4 5 35 0 1 2 3 4 5

10 0 1 2 3 4 5 36 0 1 2 3 4 5

11 0 1 2 3 4 5 37 0 1 2 3 4 5

12 0 1 2 3 4 5 38 0 1 2 3 4 5

13 0 1 2 3 4 5 39 0 1 2 3 4 5

14 0 1 2 3 4 5 40 0 1 2 3 4 5

15 0 1 2 3 4 5 41 0 1 2 3 4 5

16 0 1 2 3 4 5 42 0 1 2 3 4 5

17 0 1 2 3 4 5 43 0 1 2 3 4 5

18 0 1 2 3 4 5 44 0 1 2 3 4 5

19 0 1 2 3 4 5 45 0 1 2 3 4 5

20 0 1 2 3 4 5 46 0 1 2 3 4 5

21 0 1 2 3 4 5 47 0 1 2 3 4 5

22 0 1 2 3 4 5 48 0 1 2 3 4 5

23 0 1 2 3 4 5 49 0 1 2 3 4 5

24 0 1 2 3 4 5 50 0 1 2 3 4 5

25 0 1 2 3 4 5 51 0 1 2 3 4 5

Occupancy Code Key:

Full Seats Occupied

Route Number

Occupancy Code

[encircle]

TRAFFIC STUDY FOR KARACHI - HYDERBAD MOTORWAY (M9)

Public Transport Occupancy Survey

Enumerator:Survey Location [Name & ID]:

Buses

Bus Model:

Shift Supervisor:Encircle 'Mode' for which Data is

Wagons

Minibus/Coach

Empty

Less then ½ Seats Occupied

Hanging

Half Standing

Remarks, if any:

Direction:

Full Standing

Occupancy Code

[encircle]

Coasters

Date:d d m m 1 2

Observation Time

[hh:mm]

Route Number


Traffic Survey for Karachi – Hyderabad

Motorway (M-9)

Survey for Freight Transport

(Light Freight & 2,3 Axle Trucks)

EE / BP /

NHA

Survey

Location

Sheet

No.

InterviewerShariq Shamsher

Supervisor

Province

City

Area

Q1. Origin Place

Province

City

Area

Q2. Destination Place1. Industry 2. Truck Stand 3. Others 1. Industry 2. Truck Stand 3. Others

II. Origin and Travel of this Trip

Travel Time (min.) Fuel Cost (Rs.)

Q3. What is the time & cost of travel?

III. Other Attributes of this Trip

Q4. Type of truck / trailer interviewed?

Q6. What is the commodity in the truck?

Location

Name

Survey Time

Direction: Inbound

Outbound

1. Light Trucks (Shahzoor, Master

Mazda T3000/T3500

2. 2 Axle / 3 Axle Rigid Trucks

3. 4/5/6 or more Axle Trucks

Q5. What is the frequency of trips / month?

1. 1 TRIP

2. 2 TRIPS

3. 3 TRIPS

4. 4 TRIPS

5. MORE THAN 4 TRIP

Q7. Which do you prefer, existing Super Highway or Motorway (M-9) for each case given below?

IV. Preference on Route Selection

Q8. Which do you prefer, National Highway (N-5) or Motorway (M-9) for each case given below?

I. Survey Database Infomation


Motorway (M-9)

Survey for Freight Transport

(4,5,6 Axle Trucks)

EE / BP /

NHA

Survey

Location

Sheet

No.


Supervisor

Province

City

Area

Q1. Origin Place

Province

City

Area

Q2. Destination Place1. Industry 2. Truck Stand 3. Others 1. Industry 2. Truck Stand 3. Others





Q4. Type of truck / trailer interviewed?

Q6. What is the commodity in the truck?

Location

Name

Survey Time

Direction: Inbound

Outbound

1. Light Trucks (Shahzoor, Master

Mazda T3000/T3500

2. 2 Axle / 3 Axle Rigid Trucks

3. 4/5/6 or more Axle Trucks


1. 1 TRIP

2. 2 TRIPS

3. 3 TRIPS

4. 4 TRIPS

5. MORE THAN 4 TRIP





Q1. Gender Q2. Age

Town UC Landmark

Q6. Residence

Town

UC

Landmark

Q7. Origin Place

Town

UC

Landmark

Q8. Destination Place1. Residence 2. Work Place 3. Others

I. Attributes of Traveler


Q10. Mode of Transport 1. Bus 2. Private car 3. Motorcycle 4. Others

Travel Time (min.)

Q9. Trip Purpose 1. Job 2. School 3. Business 4. Private 5. Home

Q11. Travel Time


Q12. How often do you make this trip per week?

1. Once a week

2. Two or three times

3. Everyday except the week ends

4. Others (Please specify)

Survey

LocationSheet

No.

Interviewer SupervisorLocation Name

Survey Time:



Motorway (M-9)Survey for Private Cars

EE / BP /

NHA

Shariq Shamsher



1. Residence 2. Work Place 3. Others

Direction: Inbound

Outbound


Motorway (M-9)Survey for Public Transport

EE / BP /

NHA

Survey

Location

Sheet

No.


Supervisor

Province

City

Area

Q1. Origin Place

Province

City

Area

Q2. Destination Place1. Bus Stand 2. Others





Q4. Type of public transport interviewed?

Q6. How many passengers (approx) are there in the bus?

Location

Name

Survey Time

Direction: Inbound

Outbound

1. Intercity Buses

2. Wagons / HIACE


1. 1 TRIP

2. 2 TRIPS

3. 3 TRIPS

4. 4 TRIPS

5. MORE THAN 4 TRIP





1. Bus Stand 2. Others

Annexure II:

Traffic Volume Count

CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 67:00 - 8:00 47 0 7 0 25 26 1058:00 - 9:00 76 0 9 0 22 22 1299:00 - 10:00 78 2 10 0 41 32 163

10:00 - 11:00 117 2 12 0 46 62 23911:00 - 12:00 120 0 17 2 63 52 25412:00 - 13:00 99 0 13 0 45 51 20813:00 - 14:00 95 0 14 0 52 57 21814:00 - 15:00 70 1 28 0 30 50 17915:00 - 16:00 95 0 10 1 31 54 19116:00 - 17:00 93 0 16 1 27 40 17717:00 - 18:00 107 0 11 0 37 62 21718:00 - 19:00 107 0 23 2 29 54 21519:00 - 20:00 53 1 12 3 23 56 14820:00 - 21:00 29 0 26 2 43 45 14521:00 - 22:00 18 0 11 0 27 26 8222:00 - 23:00 11 3 17 5 33 58 12723:00 - 0:00 6 3 22 3 9 23 660:00 - 1:00 9 2 10 4 23 12 601:00 - 2:00 1 2 15 1 12 27 582:00 - 3:00 4 0 18 1 8 18 493:00 - 4:00 5 0 6 0 19 14 444:00 - 5:00 2 0 7 0 10 19 385:00 - 6:00 19 0 17 1 27 28 926:00 - 7:00 54 0 10 1 70 53 188

1,315 16 341 27 752 941 3,392

13-04-2012

SUMMARY OF MID BLOCK VOLUME COUNTS

SL-01Survey Location: Karachi Nothern ByPass near Super Highway SL-01

Direction : Both

TIME OF DAYCLASSIFICATION OF VEHICLES

Total

Total

13-04-2012




10:00 - 11:00 82 2 9 0 27 39 15911:00 - 12:00 79 0 12 1 45 43 18012:00 - 13:00 78 0 12 0 26 35 15113:00 - 14:00 62 0 12 0 29 39 14214:00 - 15:00 46 1 20 0 12 23 10215:00 - 16:00 57 0 9 0 12 28 10616:00 - 17:00 63 0 15 1 18 31 12817:00 - 18:00 58 0 11 0 17 31 11718:00 - 19:00 65 0 23 2 18 29 13719:00 - 20:00 30 1 10 0 8 24 7320:00 - 21:00 17 0 21 0 7 11 5621:00 - 22:00 14 0 11 0 11 13 4922:00 - 23:00 9 3 10 3 4 2 3123:00 - 0:00 3 3 14 0 1 3 240:00 - 1:00 7 2 8 4 8 2 311:00 - 2:00 0 2 8 1 6 5 222:00 - 3:00 3 0 7 0 0 0 103:00 - 4:00 2 0 6 0 4 6 184:00 - 5:00 2 0 2 0 2 11 175:00 - 6:00 11 0 7 1 17 7 436:00 - 7:00 11 0 6 1 44 39 101

799 16 254 14 372 460 1,915


10:00 - 11:00 35 0 3 0 19 23 8011:00 - 12:00 41 0 5 1 18 9 7412:00 - 13:00 21 0 1 0 19 16 5713:00 - 14:00 33 0 2 0 23 18 7614:00 - 15:00 24 0 8 0 18 27 7715:00 - 16:00 38 0 1 1 19 26 8516:00 - 17:00 30 0 1 0 9 9 4917:00 - 18:00 49 0 0 0 20 31 10018:00 - 19:00 42 0 0 0 11 25 7819:00 - 20:00 23 0 2 3 15 32 7520:00 - 21:00 12 0 5 2 36 34 8921:00 - 22:00 4 0 0 0 16 13 3322:00 - 23:00 2 0 7 2 29 56 9623:00 - 0:00 3 0 8 3 8 20 420:00 - 1:00 2 0 2 0 15 10 291:00 - 2:00 1 0 7 0 6 22 362:00 - 3:00 1 0 11 1 8 18 393:00 - 4:00 3 0 0 0 15 8 264:00 - 5:00 0 0 5 0 8 8 215:00 - 6:00 8 0 10 0 10 21 496:00 - 7:00 43 0 4 0 26 14 87

516 0 87 13 380 481 1,477

Direction : From Hub Chowki


Total

Total

Direction : From Super Highway


Total

Total


10:00 - 11:00 100 1 10 1 39 61 21211:00 - 12:00 100 0 7 1 36 36 18012:00 - 13:00 83 1 7 1 41 57 19013:00 - 14:00 81 0 8 0 64 59 21214:00 - 15:00 87 0 17 1 58 77 24015:00 - 16:00 86 1 11 1 32 31 16216:00 - 17:00 71 1 13 0 30 45 16017:00 - 18:00 121 0 15 1 38 57 23218:00 - 19:00 87 0 17 2 75 67 24819:00 - 20:00 59 0 12 1 57 69 19820:00 - 21:00 45 1 22 1 33 59 16121:00 - 22:00 25 0 8 0 45 51 12922:00 - 23:00 16 0 3 0 33 17 6923:00 - 0:00 37 0 6 0 32 43 1180:00 - 1:00 25 0 21 0 22 26 941:00 - 2:00 16 1 9 0 18 23 672:00 - 3:00 15 0 14 0 8 9 463:00 - 4:00 10 0 8 0 11 7 364:00 - 5:00 5 0 12 0 14 12 435:00 - 6:00 44 0 11 1 21 42 1196:00 - 7:00 36 0 11 0 46 40 133

1,303 7 288 15 893 1,063 3,569



Direction : Both


Total

Total

14-04-2012



14-04-2012


10:00 - 11:00 70 1 9 1 24 43 14811:00 - 12:00 70 0 6 1 19 24 12012:00 - 13:00 53 1 7 1 28 46 13613:00 - 14:00 59 0 4 0 30 41 13414:00 - 15:00 41 0 4 1 28 51 12515:00 - 16:00 55 1 9 1 18 16 10016:00 - 17:00 43 1 11 0 19 25 9917:00 - 18:00 67 0 10 0 13 24 11418:00 - 19:00 53 0 9 2 20 19 10319:00 - 20:00 33 0 10 0 14 25 8220:00 - 21:00 27 1 6 0 5 10 4921:00 - 22:00 11 0 4 0 13 15 4322:00 - 23:00 11 0 3 0 9 2 2523:00 - 0:00 20 0 4 0 7 14 450:00 - 1:00 16 0 15 0 12 11 541:00 - 2:00 8 1 6 0 12 2 292:00 - 3:00 6 0 7 0 4 0 173:00 - 4:00 5 0 3 0 2 5 154:00 - 5:00 1 0 4 0 11 3 195:00 - 6:00 21 0 7 1 12 21 626:00 - 7:00 7 0 3 0 20 21 51

783 7 179 11 395 524 1,899


10:00 - 11:00 30 0 1 0 15 18 6411:00 - 12:00 30 0 1 0 17 12 6012:00 - 13:00 30 0 0 0 13 11 5413:00 - 14:00 22 0 4 0 34 18 7814:00 - 15:00 46 0 13 0 30 26 11515:00 - 16:00 31 0 2 0 14 15 6216:00 - 17:00 28 0 2 0 11 20 6117:00 - 18:00 54 0 5 1 25 33 11818:00 - 19:00 34 0 8 0 55 48 14519:00 - 20:00 26 0 2 1 43 44 11620:00 - 21:00 18 0 16 1 28 49 11221:00 - 22:00 14 0 4 0 32 36 8622:00 - 23:00 5 0 0 0 24 15 4423:00 - 0:00 17 0 2 0 25 29 730:00 - 1:00 9 0 6 0 10 15 401:00 - 2:00 8 0 3 0 6 21 382:00 - 3:00 9 0 7 0 4 9 293:00 - 4:00 5 0 5 0 9 2 214:00 - 5:00 4 0 8 0 3 9 245:00 - 6:00 23 0 4 0 9 21 576:00 - 7:00 29 0 8 0 26 19 82

520 0 109 4 498 539 1,670



Total

Total



Total

Total


10:00 - 11:00 85 3 6 1 33 55 18311:00 - 12:00 136 0 13 3 50 29 23112:00 - 13:00 132 1 16 1 53 41 24413:00 - 14:00 130 1 18 0 39 45 23314:00 - 15:00 122 0 18 0 36 37 21315:00 - 16:00 129 0 9 2 49 48 23716:00 - 17:00 139 1 7 1 53 35 23617:00 - 18:00 138 0 14 1 44 43 24018:00 - 19:00 173 4 24 5 41 34 28119:00 - 20:00 87 1 10 1 33 33 16520:00 - 21:00 88 1 24 0 38 32 18321:00 - 22:00 92 0 6 0 31 19 14822:00 - 23:00 32 0 9 1 35 18 9523:00 - 0:00 24 0 10 1 24 14 730:00 - 1:00 24 0 5 0 13 14 561:00 - 2:00 7 0 8 0 14 11 402:00 - 3:00 6 0 10 0 20 9 453:00 - 4:00 13 0 4 0 7 4 284:00 - 5:00 10 0 4 0 14 8 365:00 - 6:00 19 0 19 0 41 31 1106:00 - 7:00 102 0 13 0 48 34 197

1,818 13 284 21 874 762 3,772



Direction : Both


Total

Total

15-04-2012



15-04-2012


10:00 - 11:00 62 2 6 1 20 29 12011:00 - 12:00 88 0 8 2 26 6 13012:00 - 13:00 89 1 7 0 25 28 15013:00 - 14:00 82 1 12 0 18 26 13914:00 - 15:00 60 0 9 0 21 15 10515:00 - 16:00 69 0 8 2 19 21 11916:00 - 17:00 73 1 2 1 24 12 11317:00 - 18:00 59 0 11 0 20 17 10718:00 - 19:00 63 3 8 0 16 15 10519:00 - 20:00 44 1 8 1 16 20 9020:00 - 21:00 52 0 17 0 7 15 9121:00 - 22:00 50 0 2 0 6 5 6322:00 - 23:00 20 0 7 1 8 7 4323:00 - 0:00 14 0 9 1 1 3 280:00 - 1:00 9 0 1 0 5 2 171:00 - 2:00 3 0 7 0 7 2 192:00 - 3:00 1 0 9 0 10 4 243:00 - 4:00 7 0 1 0 1 4 134:00 - 5:00 3 0 2 0 7 3 155:00 - 6:00 5 0 13 0 25 21 646:00 - 7:00 29 0 6 0 31 29 95

960 10 179 12 373 335 1,869


10:00 - 11:00 23 1 0 0 13 26 6311:00 - 12:00 48 0 5 1 24 23 10112:00 - 13:00 43 0 9 1 28 13 9413:00 - 14:00 48 0 6 0 21 19 9414:00 - 15:00 62 0 9 0 15 22 10815:00 - 16:00 60 0 1 0 30 27 11816:00 - 17:00 66 0 5 0 29 23 12317:00 - 18:00 79 0 3 1 24 26 13318:00 - 19:00 110 1 16 5 25 19 17619:00 - 20:00 43 0 2 0 17 13 7520:00 - 21:00 36 1 7 0 31 17 9221:00 - 22:00 42 0 4 0 25 14 8522:00 - 23:00 12 0 2 0 27 11 5223:00 - 0:00 10 0 1 0 23 11 450:00 - 1:00 15 0 4 0 8 12 391:00 - 2:00 4 0 1 0 7 9 212:00 - 3:00 5 0 1 0 10 5 213:00 - 4:00 6 0 3 0 6 0 154:00 - 5:00 7 0 2 0 7 5 215:00 - 6:00 14 0 6 0 16 10 466:00 - 7:00 73 0 7 0 17 5 102

858 3 105 9 501 427 1,903



Total

Total



Total

Total


10:00 - 11:00 82 2 12 0 51 49 19611:00 - 12:00 70 0 12 0 57 38 17712:00 - 13:00 59 1 9 3 63 42 17713:00 - 14:00 61 0 11 0 63 39 17414:00 - 15:00 67 0 30 0 59 53 20915:00 - 16:00 86 0 10 0 49 50 19516:00 - 17:00 76 1 17 0 62 50 20617:00 - 18:00 105 2 23 0 41 55 22618:00 - 19:00 106 6 24 1 53 56 24619:00 - 20:00 73 1 16 1 45 73 20920:00 - 21:00 33 0 6 0 39 39 11721:00 - 22:00 40 0 7 0 58 37 14222:00 - 23:00 33 0 7 0 50 36 12623:00 - 0:00 27 0 14 0 33 35 1090:00 - 1:00 26 0 6 1 16 28 771:00 - 2:00 33 0 9 0 8 15 652:00 - 3:00 30 0 6 1 8 20 653:00 - 4:00 22 0 2 0 12 17 534:00 - 5:00 22 0 1 0 17 11 515:00 - 6:00 22 0 7 0 47 32 1086:00 - 7:00 91 0 8 0 36 36 171

1,335 16 273 7 1,043 960 3,634



Direction : Both


Total

Total

16-04-2012



16-04-2012


10:00 - 11:00 21 2 9 0 29 38 9911:00 - 12:00 28 0 5 0 24 30 8712:00 - 13:00 26 1 7 1 21 26 8213:00 - 14:00 28 0 8 0 26 29 9114:00 - 15:00 29 0 11 0 33 37 11015:00 - 16:00 23 0 5 0 17 27 7216:00 - 17:00 21 1 12 0 29 27 9017:00 - 18:00 34 1 11 0 12 30 8818:00 - 19:00 39 2 11 0 16 24 9219:00 - 20:00 27 0 6 1 19 33 8620:00 - 21:00 25 0 2 0 11 14 5221:00 - 22:00 21 0 6 0 12 16 5522:00 - 23:00 17 0 6 0 12 10 4523:00 - 0:00 20 0 13 0 11 15 590:00 - 1:00 18 0 6 1 3 7 351:00 - 2:00 17 0 6 0 3 4 302:00 - 3:00 18 0 2 0 3 7 303:00 - 4:00 17 0 1 0 7 4 294:00 - 5:00 18 0 1 0 5 2 265:00 - 6:00 16 0 6 0 39 13 746:00 - 7:00 18 0 4 0 13 12 47

543 7 160 3 432 525 1,670


10:00 - 11:00 61 0 3 0 22 11 9711:00 - 12:00 42 0 7 0 33 8 9012:00 - 13:00 33 0 2 2 42 16 9513:00 - 14:00 33 0 3 0 37 10 8314:00 - 15:00 38 0 19 0 26 16 9915:00 - 16:00 63 0 5 0 32 23 12316:00 - 17:00 55 0 5 0 33 23 11617:00 - 18:00 71 1 12 0 29 25 13818:00 - 19:00 67 4 13 1 37 32 15419:00 - 20:00 46 1 10 0 26 40 12320:00 - 21:00 8 0 4 0 28 25 6521:00 - 22:00 19 0 1 0 46 21 8722:00 - 23:00 16 0 1 0 38 26 8123:00 - 0:00 7 0 1 0 22 20 500:00 - 1:00 8 0 0 0 13 21 421:00 - 2:00 16 0 3 0 5 11 352:00 - 3:00 12 0 4 1 5 13 353:00 - 4:00 5 0 1 0 5 13 244:00 - 5:00 4 0 0 0 12 9 255:00 - 6:00 6 0 1 0 8 19 346:00 - 7:00 73 0 4 0 23 24 124

792 9 113 4 611 435 1,964



Total

Total



Total

Total


10:00 - 11:00 81 2 12 1 56 46 19811:00 - 12:00 141 2 16 3 64 63 28912:00 - 13:00 95 1 10 2 66 53 22713:00 - 14:00 96 0 14 0 57 44 21114:00 - 15:00 96 1 23 0 74 50 24415:00 - 16:00 126 1 12 0 73 62 27416:00 - 17:00 89 0 20 0 60 57 22617:00 - 18:00 113 2 12 6 45 60 23818:00 - 19:00 112 5 24 5 50 29 22519:00 - 20:00 82 1 36 1 85 33 23820:00 - 21:00 51 2 12 0 57 60 18221:00 - 22:00 47 4 4 1 73 72 20122:00 - 23:00 30 0 7 0 40 36 11323:00 - 0:00 13 0 6 0 25 27 710:00 - 1:00 17 0 4 0 32 28 811:00 - 2:00 18 0 2 0 20 14 542:00 - 3:00 15 1 6 0 27 10 593:00 - 4:00 15 1 4 0 27 16 634:00 - 5:00 9 0 2 0 25 16 525:00 - 6:00 13 0 3 0 26 28 706:00 - 7:00 70 0 18 0 77 49 214

1,573 26 291 20 1,250 1,063 4,223



Direction : Both


Total

Total

17-04-2012



17-04-2012


10:00 - 11:00 48 2 5 0 33 22 11011:00 - 12:00 81 1 10 1 44 47 18412:00 - 13:00 48 0 9 1 36 39 13313:00 - 14:00 61 0 11 0 28 29 12914:00 - 15:00 56 1 5 0 37 30 12915:00 - 16:00 73 0 9 0 37 29 14816:00 - 17:00 46 0 14 0 25 23 10817:00 - 18:00 62 1 12 0 15 25 11518:00 - 19:00 51 0 15 0 15 16 9719:00 - 20:00 50 0 25 1 35 11 12220:00 - 21:00 33 0 8 0 14 20 7521:00 - 22:00 31 0 3 0 18 7 5922:00 - 23:00 16 0 7 0 13 6 4223:00 - 0:00 9 0 4 0 13 10 360:00 - 1:00 8 0 3 0 22 14 471:00 - 2:00 7 0 2 0 10 7 262:00 - 3:00 7 0 2 0 14 4 273:00 - 4:00 7 0 0 0 15 4 264:00 - 5:00 4 0 2 0 13 11 305:00 - 6:00 7 0 2 0 13 17 396:00 - 7:00 8 0 8 0 34 25 75

829 6 186 3 565 498 2,087


10:00 - 11:00 33 0 7 1 23 24 8811:00 - 12:00 60 1 6 2 20 16 10512:00 - 13:00 47 1 1 1 30 14 9413:00 - 14:00 35 0 3 0 29 15 8214:00 - 15:00 40 0 18 0 37 20 11515:00 - 16:00 53 1 3 0 36 33 12616:00 - 17:00 43 0 6 0 35 34 11817:00 - 18:00 51 1 0 6 30 35 12318:00 - 19:00 61 5 9 5 35 13 12819:00 - 20:00 32 1 11 0 50 22 11620:00 - 21:00 18 2 4 0 43 40 10721:00 - 22:00 16 4 1 1 55 65 14222:00 - 23:00 14 0 0 0 27 30 7123:00 - 0:00 4 0 2 0 12 17 350:00 - 1:00 9 0 1 0 10 14 341:00 - 2:00 11 0 0 0 10 7 282:00 - 3:00 8 1 4 0 13 6 323:00 - 4:00 8 1 4 0 12 12 374:00 - 5:00 5 0 0 0 12 5 225:00 - 6:00 6 0 1 0 13 11 316:00 - 7:00 62 0 10 0 43 24 139

744 20 105 17 685 565 2,136



Total

Total



Total

Total


10:00 - 11:00 96 2 11 0 70 52 23111:00 - 12:00 111 0 18 0 82 81 29212:00 - 13:00 112 1 14 0 71 68 26613:00 - 14:00 96 1 16 1 56 71 24114:00 - 15:00 90 0 24 1 54 61 23015:00 - 16:00 112 1 10 0 69 62 25416:00 - 17:00 95 0 14 0 57 59 22517:00 - 18:00 107 4 29 0 86 62 28818:00 - 19:00 119 4 17 1 80 63 28419:00 - 20:00 103 0 31 1 41 67 24320:00 - 21:00 47 0 10 0 40 47 14421:00 - 22:00 31 0 11 0 57 46 14522:00 - 23:00 33 0 8 0 45 34 12023:00 - 0:00 27 1 16 0 29 20 930:00 - 1:00 11 0 3 0 21 16 511:00 - 2:00 15 0 5 0 23 13 562:00 - 3:00 11 0 1 0 16 13 413:00 - 4:00 8 0 2 0 20 17 474:00 - 5:00 12 0 9 0 17 19 575:00 - 6:00 19 0 7 0 29 22 776:00 - 7:00 79 0 10 1 30 35 155

1,545 16 302 5 1,198 1,113 4,179



Direction : Both


Total

Total

18-04-2012



18-04-2012


10:00 - 11:00 57 2 4 0 41 30 13411:00 - 12:00 63 0 9 0 54 52 17812:00 - 13:00 51 0 8 0 43 39 14113:00 - 14:00 57 1 14 1 31 57 16114:00 - 15:00 46 0 12 1 26 37 12215:00 - 16:00 58 0 7 0 34 34 13316:00 - 17:00 46 0 8 0 28 32 11417:00 - 18:00 55 0 14 0 34 24 12718:00 - 19:00 64 0 6 1 33 24 12819:00 - 20:00 72 0 22 1 18 17 13020:00 - 21:00 30 0 4 0 16 5 5521:00 - 22:00 16 0 6 0 17 5 4422:00 - 23:00 19 0 8 0 16 6 4923:00 - 0:00 9 1 4 0 8 3 250:00 - 1:00 4 0 0 0 10 6 201:00 - 2:00 2 0 0 0 9 7 182:00 - 3:00 5 0 0 0 8 7 203:00 - 4:00 3 0 0 0 10 8 214:00 - 5:00 6 0 8 0 10 8 325:00 - 6:00 7 0 4 0 18 10 396:00 - 7:00 7 0 4 1 16 22 50

756 5 166 5 573 525 2,030


10:00 - 11:00 39 0 7 0 29 22 9711:00 - 12:00 48 0 9 0 28 29 11412:00 - 13:00 61 1 6 0 28 29 12513:00 - 14:00 39 0 2 0 25 14 8014:00 - 15:00 44 0 12 0 28 24 10815:00 - 16:00 54 1 3 0 35 28 12116:00 - 17:00 49 0 6 0 29 27 11117:00 - 18:00 52 4 15 0 52 38 16118:00 - 19:00 55 4 11 0 47 39 15619:00 - 20:00 31 0 9 0 23 50 11320:00 - 21:00 17 0 6 0 24 42 8921:00 - 22:00 15 0 5 0 40 41 10122:00 - 23:00 14 0 0 0 29 28 7123:00 - 0:00 18 0 12 0 21 17 680:00 - 1:00 7 0 3 0 11 10 311:00 - 2:00 13 0 5 0 14 6 382:00 - 3:00 6 0 1 0 8 6 213:00 - 4:00 5 0 2 0 10 9 264:00 - 5:00 6 0 1 0 7 11 255:00 - 6:00 12 0 3 0 11 12 386:00 - 7:00 72 0 6 0 14 13 105

789 11 136 0 625 588 2,149



Total

Total



Total

Total


10:00 - 11:00 107 3 16 3 63 75 26711:00 - 12:00 135 3 15 4 70 69 29612:00 - 13:00 100 0 22 1 66 55 24413:00 - 14:00 89 1 22 1 41 47 20114:00 - 15:00 99 1 38 0 64 69 27115:00 - 16:00 118 0 14 1 71 75 27916:00 - 17:00 128 3 20 3 57 64 27517:00 - 18:00 127 4 20 5 47 58 26118:00 - 19:00 132 0 46 3 63 65 30919:00 - 20:00 53 0 34 1 69 73 23020:00 - 21:00 30 0 27 1 50 43 15121:00 - 22:00 44 0 12 0 56 57 16922:00 - 23:00 17 1 12 0 38 51 11923:00 - 0:00 14 0 13 0 33 22 820:00 - 1:00 15 0 14 0 27 25 811:00 - 2:00 16 0 8 0 21 19 642:00 - 3:00 11 0 5 0 20 16 523:00 - 4:00 12 0 3 0 27 19 614:00 - 5:00 12 0 3 0 22 23 605:00 - 6:00 13 0 12 0 30 25 806:00 - 7:00 28 1 9 0 31 22 91

1,530 9 413 25 1,133 1,153 4,273


Total

Total


TIME OF DAY

19-04-2012

Direction : Both

CLASSIFICATION OF VEHICLES



19-04-2012


10:00 - 11:00 60 3 13 3 34 49 16211:00 - 12:00 88 1 9 3 47 54 20212:00 - 13:00 53 0 7 0 31 41 13213:00 - 14:00 48 0 18 0 19 32 11714:00 - 15:00 57 0 20 0 31 42 15015:00 - 16:00 56 0 7 0 37 47 14716:00 - 17:00 66 2 12 1 39 36 15617:00 - 18:00 71 1 13 4 24 34 14718:00 - 19:00 73 0 33 0 34 28 16819:00 - 20:00 40 0 16 1 27 29 11320:00 - 21:00 25 0 16 1 15 11 6821:00 - 22:00 19 0 6 0 16 15 5622:00 - 23:00 7 1 4 0 13 9 3423:00 - 0:00 8 0 5 0 17 8 380:00 - 1:00 9 0 9 0 16 10 441:00 - 2:00 10 0 6 0 13 5 342:00 - 3:00 7 0 2 0 13 4 263:00 - 4:00 8 0 0 0 18 7 334:00 - 5:00 8 0 0 0 14 9 315:00 - 6:00 8 0 9 0 21 9 476:00 - 7:00 13 0 7 0 21 10 51

838 9 250 15 572 569 2,253


10:00 - 11:00 47 0 3 0 29 26 10511:00 - 12:00 47 2 6 1 23 15 9412:00 - 13:00 47 0 15 1 35 14 11213:00 - 14:00 41 1 4 1 22 15 8414:00 - 15:00 42 1 18 0 33 27 12115:00 - 16:00 62 0 7 1 34 28 13216:00 - 17:00 62 1 8 2 18 28 11917:00 - 18:00 56 3 7 1 23 24 11418:00 - 19:00 59 0 13 3 29 37 14119:00 - 20:00 13 0 18 0 42 44 11720:00 - 21:00 5 0 11 0 35 32 8321:00 - 22:00 25 0 6 0 40 42 11322:00 - 23:00 10 0 8 0 25 42 8523:00 - 0:00 6 0 8 0 16 14 440:00 - 1:00 6 0 5 0 11 15 371:00 - 2:00 6 0 2 0 8 14 302:00 - 3:00 4 0 3 0 7 12 263:00 - 4:00 4 0 3 0 9 12 284:00 - 5:00 4 0 3 0 8 14 295:00 - 6:00 5 0 3 0 9 16 336:00 - 7:00 15 1 2 0 10 12 40

692 10 163 10 561 584 2,020



Total

Total

Total



Total


10:00 - 11:00 515 39 84 76 68 97 87911:00 - 12:00 543 47 86 70 62 88 89612:00 - 13:00 586 39 76 59 76 102 93813:00 - 14:00 468 72 107 81 69 87 88414:00 - 15:00 473 53 96 62 38 76 79815:00 - 16:00 686 35 65 75 68 84 1,01316:00 - 17:00 735 51 100 72 73 85 1,11617:00 - 18:00 883 69 110 96 60 95 1,31318:00 - 19:00 872 58 130 84 62 84 1,29019:00 - 20:00 803 66 98 68 51 88 1,17420:00 - 21:00 978 63 105 69 157 92 1,46421:00 - 22:00 869 63 80 69 154 92 1,32722:00 - 23:00 728 50 94 60 140 102 1,17423:00 - 0:00 524 47 111 45 200 154 1,0810:00 - 1:00 499 26 131 24 203 202 1,0851:00 - 2:00 426 23 114 27 188 296 1,0742:00 - 3:00 235 24 103 20 166 241 7893:00 - 4:00 176 23 80 22 178 217 6964:00 - 5:00 149 20 90 15 237 221 7325:00 - 6:00 165 16 82 47 220 165 6956:00 - 7:00 228 29 89 94 194 69 703

12,592 1,012 2,278 1,428 2,951 3,121 23,382


SL-02Survey Location: Super Highway KHI Toll Plaza SL-02

Direction : Both


Total

Total

13-04-2012



13-04-2012


10:00 - 11:00 302 27 45 40 22 58 49411:00 - 12:00 268 32 52 36 28 48 46412:00 - 13:00 290 19 60 33 29 45 47613:00 - 14:00 187 26 65 40 42 42 40214:00 - 15:00 215 24 37 36 21 34 36715:00 - 16:00 305 14 34 29 37 48 46716:00 - 17:00 294 32 59 35 34 43 49717:00 - 18:00 326 27 74 46 40 55 56818:00 - 19:00 272 27 70 30 38 44 48119:00 - 20:00 238 25 56 38 29 52 43820:00 - 21:00 433 25 52 41 85 68 70421:00 - 22:00 422 24 38 35 67 59 64522:00 - 23:00 329 20 35 33 59 54 53023:00 - 0:00 208 22 46 24 103 78 4810:00 - 1:00 203 16 60 12 123 157 5711:00 - 2:00 212 13 50 13 121 219 6282:00 - 3:00 121 13 53 11 72 141 4113:00 - 4:00 100 8 22 9 69 86 2944:00 - 5:00 78 13 31 3 66 63 2545:00 - 6:00 80 8 35 9 77 93 3026:00 - 7:00 152 13 17 16 68 20 286

5,801 502 1,111 664 1,333 1,717 11,128


10:00 - 11:00 213 12 39 36 46 39 38511:00 - 12:00 275 15 34 34 34 40 43212:00 - 13:00 296 20 16 26 48 57 46313:00 - 14:00 281 46 42 41 27 45 48214:00 - 15:00 258 29 59 26 16 42 43015:00 - 16:00 381 21 31 46 31 36 54616:00 - 17:00 441 19 41 37 39 42 61917:00 - 18:00 557 42 36 50 20 40 74518:00 - 19:00 600 31 60 54 24 40 80919:00 - 20:00 565 41 42 30 22 36 73620:00 - 21:00 545 38 53 28 71 24 75921:00 - 22:00 447 39 42 34 87 33 68222:00 - 23:00 399 30 59 27 81 48 64423:00 - 0:00 316 25 65 21 98 76 6010:00 - 1:00 296 10 71 12 80 45 5141:00 - 2:00 214 10 64 14 66 77 4452:00 - 3:00 114 11 50 9 94 100 3783:00 - 4:00 76 15 58 13 109 131 4024:00 - 5:00 71 7 59 12 171 158 4785:00 - 6:00 85 8 47 38 143 72 3936:00 - 7:00 76 16 72 78 126 49 417

6,791 510 1,167 764 1,619 1,404 12,255

Direction : From Hyderabad


Total

Total

Direction : From Karachi


Total

Total


10:00 - 11:00 533 38 115 71 118 85 96011:00 - 12:00 572 36 108 75 107 107 1,00512:00 - 13:00 561 39 87 62 127 118 99413:00 - 14:00 533 60 107 73 98 84 95514:00 - 15:00 511 40 117 58 119 83 92815:00 - 16:00 645 37 58 87 111 89 1,02716:00 - 17:00 692 35 95 73 98 81 1,07417:00 - 18:00 853 68 129 90 82 93 1,31518:00 - 19:00 848 52 132 88 103 96 1,31919:00 - 20:00 850 63 81 71 157 138 1,36020:00 - 21:00 748 49 99 74 153 96 1,21921:00 - 22:00 666 48 62 72 131 67 1,04622:00 - 23:00 605 49 86 62 182 89 1,07323:00 - 0:00 479 42 111 42 171 129 9740:00 - 1:00 450 17 128 37 195 220 1,0471:00 - 2:00 355 23 117 27 191 223 9362:00 - 3:00 212 20 104 20 156 203 7153:00 - 4:00 175 22 85 20 142 212 6564:00 - 5:00 147 15 94 25 172 237 6905:00 - 6:00 150 12 68 45 129 130 5346:00 - 7:00 215 25 90 96 180 90 696

11,840 875 2,353 1,484 3,191 3,004 22,747



Direction : Both


Total

Total

14-04-2012



14-04-2012


10:00 - 11:00 320 26 76 35 35 46 53811:00 - 12:00 297 21 74 41 37 67 53712:00 - 13:00 265 19 71 36 73 61 52513:00 - 14:00 252 14 65 32 37 39 43914:00 - 15:00 253 11 58 32 66 41 46115:00 - 16:00 264 16 27 41 52 53 45316:00 - 17:00 251 16 54 36 27 39 42317:00 - 18:00 296 26 93 40 22 53 53018:00 - 19:00 248 21 72 34 42 56 47319:00 - 20:00 285 22 39 41 89 102 57820:00 - 21:00 203 11 46 46 96 72 47421:00 - 22:00 219 9 20 38 59 34 37922:00 - 23:00 206 19 27 35 71 41 39923:00 - 0:00 163 17 46 21 109 53 4090:00 - 1:00 154 7 57 25 128 175 5461:00 - 2:00 141 13 53 13 108 146 4742:00 - 3:00 98 9 54 11 96 103 3713:00 - 4:00 99 7 27 7 82 81 3034:00 - 5:00 76 8 35 13 79 79 2905:00 - 6:00 65 4 21 7 44 58 1996:00 - 7:00 139 9 18 18 119 41 344

5,049 365 1,186 720 1,577 1,600 10,497


10:00 - 11:00 213 12 39 36 83 39 42211:00 - 12:00 275 15 34 34 71 40 46912:00 - 13:00 296 20 16 26 54 57 46913:00 - 14:00 281 46 42 41 61 45 51614:00 - 15:00 258 29 59 26 53 42 46715:00 - 16:00 381 21 31 46 58 36 57316:00 - 17:00 441 19 41 37 71 42 65117:00 - 18:00 557 42 36 50 60 40 78518:00 - 19:00 600 31 60 54 61 40 84619:00 - 20:00 565 41 42 30 68 36 78220:00 - 21:00 545 38 53 28 57 24 74521:00 - 22:00 447 39 42 34 72 33 66722:00 - 23:00 399 30 59 27 112 48 67523:00 - 0:00 316 25 65 21 62 76 5650:00 - 1:00 296 10 71 12 67 45 5011:00 - 2:00 214 10 64 14 83 77 4622:00 - 3:00 114 11 50 9 60 100 3443:00 - 4:00 76 15 58 13 60 131 3534:00 - 5:00 71 7 59 12 93 158 4005:00 - 6:00 85 8 47 38 84 72 3346:00 - 7:00 76 16 72 78 61 49 352

6,791 510 1,167 764 1,615 1,404 12,251



Total

Total



Total

Total


10:00 - 11:00 656 38 124 76 103 120 1,11711:00 - 12:00 747 52 114 67 98 126 1,20412:00 - 13:00 685 47 107 67 100 126 1,13213:00 - 14:00 623 70 143 73 108 113 1,13014:00 - 15:00 556 43 103 52 82 91 92715:00 - 16:00 637 39 67 74 110 88 1,01516:00 - 17:00 718 43 73 66 103 76 1,07917:00 - 18:00 819 60 86 83 98 70 1,21618:00 - 19:00 889 48 116 88 96 77 1,31419:00 - 20:00 831 58 72 62 123 60 1,20620:00 - 21:00 790 54 80 76 112 37 1,14921:00 - 22:00 680 56 80 65 153 63 1,09722:00 - 23:00 627 40 88 61 147 60 1,02323:00 - 0:00 484 48 101 48 122 99 9020:00 - 1:00 458 22 118 29 155 87 8691:00 - 2:00 332 21 100 21 137 119 7302:00 - 3:00 208 16 87 15 124 126 5763:00 - 4:00 143 22 87 17 128 143 5404:00 - 5:00 200 20 88 14 203 182 7075:00 - 6:00 145 12 61 38 180 85 5216:00 - 7:00 234 22 139 90 157 65 707

12,475 898 2,292 1,378 2,943 2,359 22,345



Direction : Both


Total

Total

15-04-2012



15-04-2012


10:00 - 11:00 443 26 85 40 48 81 72311:00 - 12:00 472 37 80 33 49 86 75712:00 - 13:00 389 27 91 41 46 69 66313:00 - 14:00 342 24 101 32 53 68 62014:00 - 15:00 298 14 44 26 43 49 47415:00 - 16:00 256 18 36 28 57 52 44716:00 - 17:00 277 24 32 29 35 34 43117:00 - 18:00 262 18 50 33 38 30 43118:00 - 19:00 289 17 56 34 39 37 47219:00 - 20:00 266 17 30 32 55 24 42420:00 - 21:00 245 16 27 48 46 13 39521:00 - 22:00 233 17 38 31 70 30 41922:00 - 23:00 228 10 29 34 66 12 37923:00 - 0:00 168 23 36 27 39 23 3160:00 - 1:00 162 12 47 17 57 42 3371:00 - 2:00 118 11 36 7 62 42 2762:00 - 3:00 94 5 37 6 38 26 2063:00 - 4:00 67 7 29 4 33 12 1524:00 - 5:00 129 13 29 2 47 24 2445:00 - 6:00 60 4 14 0 37 13 1286:00 - 7:00 158 6 67 12 64 16 323

5,684 388 1,125 614 1,160 955 9,926


10:00 - 11:00 213 12 39 36 55 39 39411:00 - 12:00 275 15 34 34 49 40 44712:00 - 13:00 296 20 16 26 54 57 46913:00 - 14:00 281 46 42 41 55 45 51014:00 - 15:00 258 29 59 26 39 42 45315:00 - 16:00 381 21 31 46 52 36 56716:00 - 17:00 441 19 41 37 67 42 64717:00 - 18:00 557 42 36 50 60 40 78518:00 - 19:00 600 31 60 54 57 40 84219:00 - 20:00 565 41 42 30 68 36 78220:00 - 21:00 545 38 53 28 66 24 75421:00 - 22:00 447 39 42 34 84 33 67922:00 - 23:00 399 30 59 27 81 48 64423:00 - 0:00 316 25 65 21 84 76 5870:00 - 1:00 296 10 71 12 98 45 5321:00 - 2:00 214 10 64 14 75 77 4542:00 - 3:00 114 11 50 9 86 100 3703:00 - 4:00 76 15 58 13 95 131 3884:00 - 5:00 71 7 59 12 156 158 4635:00 - 6:00 85 8 47 38 143 72 3936:00 - 7:00 76 16 72 78 93 49 384

6,791 510 1,167 764 1,783 1,404 12,419



Total

Total



Total

Total


10:00 - 11:00 598 37 86 72 112 74 97911:00 - 12:00 610 30 80 60 99 75 95412:00 - 13:00 573 44 120 59 87 93 97613:00 - 14:00 528 64 121 73 97 77 96014:00 - 15:00 507 56 117 57 90 88 91515:00 - 16:00 693 41 76 86 103 86 1,08516:00 - 17:00 687 42 88 72 116 79 1,08417:00 - 18:00 796 67 95 92 84 101 1,23518:00 - 19:00 846 50 127 92 100 100 1,31519:00 - 20:00 874 71 100 72 146 82 1,34520:00 - 21:00 826 55 108 74 157 67 1,28721:00 - 22:00 718 57 95 66 165 72 1,17322:00 - 23:00 617 48 99 59 191 92 1,10623:00 - 0:00 442 41 108 43 172 103 9090:00 - 1:00 432 23 105 31 244 183 1,0181:00 - 2:00 300 21 135 27 241 270 9942:00 - 3:00 221 12 90 14 180 220 7373:00 - 4:00 171 17 87 17 141 239 6724:00 - 5:00 170 9 73 14 188 234 6885:00 - 6:00 134 11 86 38 193 162 6246:00 - 7:00 202 22 104 98 147 107 680

12,184 909 2,352 1,442 3,349 2,881 23,117



Direction : Both


Total

Total

16-04-2012



16-04-2012


10:00 - 11:00 385 25 47 36 40 35 56811:00 - 12:00 335 15 46 26 40 35 49712:00 - 13:00 277 24 104 33 41 36 51513:00 - 14:00 247 18 79 32 39 32 44714:00 - 15:00 249 27 58 31 39 46 45015:00 - 16:00 312 20 45 40 68 50 53516:00 - 17:00 246 23 47 35 52 37 44017:00 - 18:00 239 25 59 42 38 61 46418:00 - 19:00 246 19 67 38 49 60 47919:00 - 20:00 309 30 58 42 77 46 56220:00 - 21:00 281 17 55 46 89 43 53121:00 - 22:00 271 18 53 32 87 39 50022:00 - 23:00 218 18 40 32 84 44 43623:00 - 0:00 126 16 43 22 94 27 3280:00 - 1:00 136 13 34 19 171 138 5111:00 - 2:00 86 11 71 13 169 193 5432:00 - 3:00 107 1 40 5 107 120 3803:00 - 4:00 95 2 29 4 77 108 3154:00 - 5:00 99 2 14 2 82 76 2755:00 - 6:00 49 3 39 0 74 90 2556:00 - 7:00 126 6 32 20 79 58 321

5,393 399 1,185 678 1,683 1,477 10,815


10:00 - 11:00 213 12 39 36 71 39 41011:00 - 12:00 275 15 34 34 59 40 45712:00 - 13:00 296 20 16 26 46 57 46113:00 - 14:00 281 46 42 41 57 45 51214:00 - 15:00 258 29 59 26 51 42 46515:00 - 16:00 381 21 31 46 34 36 54916:00 - 17:00 441 19 41 37 64 42 64417:00 - 18:00 557 42 36 50 46 40 77118:00 - 19:00 600 31 60 54 51 40 83619:00 - 20:00 565 41 42 30 69 36 78320:00 - 21:00 545 38 53 28 67 24 75521:00 - 22:00 447 39 42 34 78 33 67322:00 - 23:00 399 30 59 27 107 48 67023:00 - 0:00 316 25 65 21 78 76 5810:00 - 1:00 296 10 71 12 73 45 5071:00 - 2:00 214 10 64 14 72 77 4512:00 - 3:00 114 11 50 9 72 100 3563:00 - 4:00 76 15 58 13 64 131 3574:00 - 5:00 71 7 59 12 106 158 4135:00 - 6:00 85 8 47 38 119 72 3696:00 - 7:00 76 16 72 78 68 49 359

6,791 510 1,167 764 1,665 1,404 12,301



Total

Total



Total

Total


10:00 - 11:00 538 35 84 73 127 79 93611:00 - 12:00 570 34 93 66 131 76 97012:00 - 13:00 527 33 82 56 125 111 93413:00 - 14:00 474 59 100 71 137 76 91714:00 - 15:00 418 51 103 52 142 59 82515:00 - 16:00 596 41 63 75 121 59 95516:00 - 17:00 708 37 101 75 163 94 1,17817:00 - 18:00 865 59 81 82 162 84 1,33318:00 - 19:00 852 51 98 92 125 75 1,29319:00 - 20:00 878 53 103 58 152 76 1,32020:00 - 21:00 824 58 126 72 163 88 1,33121:00 - 22:00 668 53 79 71 185 103 1,15922:00 - 23:00 596 44 108 59 188 77 1,07223:00 - 0:00 467 40 97 46 185 108 9430:00 - 1:00 440 18 104 36 298 248 1,1441:00 - 2:00 334 22 110 30 196 205 8972:00 - 3:00 208 13 77 11 144 196 6493:00 - 4:00 160 17 96 13 171 231 6884:00 - 5:00 148 7 72 12 206 228 6735:00 - 6:00 160 16 59 49 221 174 6796:00 - 7:00 192 21 88 91 161 120 673

11,580 869 2,173 1,388 3,846 2,914 22,770



Direction : Both


Total

Total

17-04-2012



17-04-2012


10:00 - 11:00 325 23 45 37 56 40 52611:00 - 12:00 295 19 59 32 62 36 50312:00 - 13:00 231 13 66 30 70 54 46413:00 - 14:00 193 13 58 30 85 31 41014:00 - 15:00 160 22 44 26 81 17 35015:00 - 16:00 215 20 32 29 60 23 37916:00 - 17:00 267 18 60 38 105 52 54017:00 - 18:00 308 17 45 32 81 44 52718:00 - 19:00 252 20 38 38 72 35 45519:00 - 20:00 313 12 61 28 75 40 52920:00 - 21:00 279 20 73 44 103 64 58321:00 - 22:00 221 14 37 37 94 70 47322:00 - 23:00 197 14 49 32 82 29 40323:00 - 0:00 151 15 32 25 85 32 3400:00 - 1:00 144 8 33 24 193 203 6051:00 - 2:00 120 12 46 16 116 128 4382:00 - 3:00 94 2 27 2 72 96 2933:00 - 4:00 84 2 38 0 88 100 3124:00 - 5:00 77 0 13 0 70 70 2305:00 - 6:00 75 8 12 11 78 102 2866:00 - 7:00 116 5 16 13 78 71 299

4,789 359 1,006 624 1,943 1,510 10,231


10:00 - 11:00 213 12 39 36 71 39 41011:00 - 12:00 275 15 34 34 69 40 46712:00 - 13:00 296 20 16 26 56 57 47113:00 - 14:00 281 46 42 41 52 45 50714:00 - 15:00 258 29 59 26 61 42 47515:00 - 16:00 381 21 31 46 62 36 57716:00 - 17:00 441 19 41 37 58 42 63817:00 - 18:00 557 42 36 50 80 40 80518:00 - 19:00 600 31 60 54 53 40 83819:00 - 20:00 565 41 42 30 77 36 79120:00 - 21:00 545 38 53 28 61 24 74921:00 - 22:00 447 39 42 34 90 33 68522:00 - 23:00 399 30 59 27 106 48 66923:00 - 0:00 316 25 65 21 99 76 6020:00 - 1:00 296 10 71 12 106 45 5401:00 - 2:00 214 10 64 14 80 77 4592:00 - 3:00 114 11 50 9 71 100 3553:00 - 4:00 76 15 58 13 83 131 3764:00 - 5:00 71 7 59 12 136 158 4435:00 - 6:00 85 8 47 38 143 72 3936:00 - 7:00 76 16 72 78 83 49 374

6,791 510 1,167 764 1,903 1,404 12,539



Total

Total



Total

Total

CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 67:00 - 8:00 325 19 51 62 112 107 6768:00 - 9:00 409 45 87 78 145 144 9089:00 - 10:00 487 27 109 79 191 175 1,068

10:00 - 11:00 580 29 75 69 108 60 92111:00 - 12:00 631 28 64 61 148 70 1,00212:00 - 13:00 553 34 44 55 140 91 91713:00 - 14:00 544 57 91 68 151 118 1,02914:00 - 15:00 525 51 177 54 180 153 1,14015:00 - 16:00 668 39 78 81 144 74 1,08416:00 - 17:00 756 34 104 67 134 123 1,21817:00 - 18:00 950 65 81 81 125 72 1,37418:00 - 19:00 962 49 102 85 157 81 1,43619:00 - 20:00 902 54 98 59 121 75 1,30920:00 - 21:00 840 56 115 63 227 102 1,40321:00 - 22:00 710 59 112 68 217 111 1,27722:00 - 23:00 630 40 107 52 186 112 1,12723:00 - 0:00 512 43 126 43 243 134 1,1010:00 - 1:00 420 20 133 30 298 299 1,2001:00 - 2:00 321 13 99 22 208 260 9232:00 - 3:00 189 16 112 17 131 260 7253:00 - 4:00 149 17 92 20 185 262 7254:00 - 5:00 134 16 104 12 214 274 7545:00 - 6:00 154 14 70 40 196 148 6226:00 - 7:00 207 20 108 86 180 112 713

12,558 845 2,339 1,352 4,143 3,417 24,654



Direction : Both


Total

Total

18-04-2012



18-04-2012


10:00 - 11:00 367 17 36 33 58 21 53211:00 - 12:00 356 13 30 27 71 30 52712:00 - 13:00 257 14 28 29 71 34 43313:00 - 14:00 263 11 49 27 84 73 50714:00 - 15:00 267 22 118 28 120 111 66615:00 - 16:00 287 18 47 35 59 38 48416:00 - 17:00 315 15 63 30 78 81 58217:00 - 18:00 393 23 45 31 65 32 58918:00 - 19:00 362 18 42 31 84 41 57819:00 - 20:00 337 13 56 29 46 39 52020:00 - 21:00 295 18 62 35 99 78 58721:00 - 22:00 263 20 70 34 110 78 57522:00 - 23:00 231 10 48 25 90 64 46823:00 - 0:00 196 18 61 22 120 58 4750:00 - 1:00 124 10 62 18 216 254 6841:00 - 2:00 107 3 35 8 139 183 4752:00 - 3:00 75 5 62 8 71 160 3813:00 - 4:00 73 2 34 7 115 131 3624:00 - 5:00 63 9 45 0 76 116 3095:00 - 6:00 69 6 23 2 67 76 2436:00 - 7:00 131 4 36 8 109 63 351

5,767 335 1,172 588 2,166 2,013 12,041


10:00 - 11:00 213 12 39 36 50 39 38911:00 - 12:00 275 15 34 34 77 40 47512:00 - 13:00 296 20 16 26 69 57 48413:00 - 14:00 281 46 42 41 66 45 52114:00 - 15:00 258 29 59 26 61 42 47515:00 - 16:00 381 21 31 46 84 36 59916:00 - 17:00 441 19 41 37 57 42 63717:00 - 18:00 557 42 36 50 60 40 78518:00 - 19:00 600 31 60 54 72 40 85719:00 - 20:00 565 41 42 30 75 36 78920:00 - 21:00 545 38 53 28 128 24 81621:00 - 22:00 447 39 42 34 107 33 70222:00 - 23:00 399 30 59 27 96 48 65923:00 - 0:00 316 25 65 21 123 76 6260:00 - 1:00 296 10 71 12 82 45 5161:00 - 2:00 214 10 64 14 69 77 4482:00 - 3:00 114 11 50 9 61 100 3453:00 - 4:00 76 15 58 13 70 131 3634:00 - 5:00 71 7 59 12 138 158 4455:00 - 6:00 85 8 47 38 129 72 3796:00 - 7:00 76 16 72 78 71 49 362

6,791 510 1,167 764 1,976 1,404 12,612



Total

Total



Total

Total


10:00 - 11:00 524 42 57 74 166 67 93011:00 - 12:00 669 32 90 61 173 75 1,10012:00 - 13:00 529 40 50 47 161 88 91513:00 - 14:00 502 59 68 68 154 64 91514:00 - 15:00 483 43 96 54 162 74 91215:00 - 16:00 611 37 63 80 123 67 98116:00 - 17:00 697 38 79 74 171 67 1,12617:00 - 18:00 868 59 65 79 143 57 1,27118:00 - 19:00 928 43 101 79 179 73 1,40319:00 - 20:00 879 57 84 63 109 81 1,27320:00 - 21:00 818 55 103 62 130 54 1,22221:00 - 22:00 678 54 65 61 129 88 1,07522:00 - 23:00 594 52 82 59 165 88 1,04023:00 - 0:00 448 43 90 52 164 126 9230:00 - 1:00 400 16 140 31 284 274 1,1451:00 - 2:00 324 16 141 26 183 262 9522:00 - 3:00 205 12 75 10 151 219 6723:00 - 4:00 159 21 69 15 170 236 6704:00 - 5:00 141 13 73 13 315 286 8415:00 - 6:00 171 15 70 41 236 129 6626:00 - 7:00 235 26 106 95 154 117 733

11,763 852 1,964 1,348 4,080 2,853 22,860


Total

Total


TIME OF DAY

19-04-2012

Direction : Both




19-04-2012


10:00 - 11:00 311 30 18 38 88 28 51311:00 - 12:00 394 17 56 27 98 35 62712:00 - 13:00 233 20 34 21 98 31 43713:00 - 14:00 221 13 26 27 83 19 38914:00 - 15:00 225 14 37 28 93 32 42915:00 - 16:00 230 16 32 34 70 31 41316:00 - 17:00 256 19 38 37 99 25 47417:00 - 18:00 311 17 29 29 89 17 49218:00 - 19:00 328 12 41 25 96 33 53519:00 - 20:00 314 16 42 33 64 45 51420:00 - 21:00 273 17 50 34 68 30 47221:00 - 22:00 231 15 23 27 65 55 41622:00 - 23:00 195 22 23 32 67 40 37923:00 - 0:00 132 18 25 31 78 50 3340:00 - 1:00 104 6 69 19 200 229 6271:00 - 2:00 110 6 77 12 110 185 5002:00 - 3:00 91 1 25 1 68 119 3053:00 - 4:00 83 6 11 2 59 105 2664:00 - 5:00 70 6 14 1 87 128 3065:00 - 6:00 86 7 23 3 55 57 2316:00 - 7:00 159 10 34 17 63 68 351

4,972 342 797 584 2,055 1,449 10,199


10:00 - 11:00 213 12 39 36 79 39 41811:00 - 12:00 275 15 34 34 75 40 47312:00 - 13:00 296 20 16 26 62 57 47713:00 - 14:00 281 46 42 41 71 45 52614:00 - 15:00 258 29 59 26 69 42 48315:00 - 16:00 381 21 31 46 52 36 56716:00 - 17:00 441 19 41 37 71 42 65117:00 - 18:00 557 42 36 50 54 40 77918:00 - 19:00 600 31 60 54 83 40 86819:00 - 20:00 565 41 42 30 45 36 75920:00 - 21:00 545 38 53 28 62 24 75021:00 - 22:00 447 39 42 34 64 33 65922:00 - 23:00 399 30 59 27 98 48 66123:00 - 0:00 316 25 65 21 85 76 5880:00 - 1:00 296 10 71 12 84 45 5181:00 - 2:00 214 10 64 14 73 77 4522:00 - 3:00 114 11 50 9 84 100 3683:00 - 4:00 76 15 58 13 111 131 4044:00 - 5:00 71 7 59 12 228 158 5355:00 - 6:00 85 8 47 38 181 72 4316:00 - 7:00 76 16 72 78 92 49 383

6,791 510 1,167 764 2,025 1,404 12,661



Total

Total

Total



Total


10:00 - 11:00 622 53 48 89 90 178 1,08011:00 - 12:00 479 41 45 60 87 173 88512:00 - 13:00 460 43 47 80 59 159 84813:00 - 14:00 479 30 66 67 83 124 84914:00 - 15:00 495 12 40 58 80 114 79915:00 - 16:00 428 22 44 67 92 123 77616:00 - 17:00 743 39 49 66 103 165 1,16517:00 - 18:00 683 53 55 83 124 125 1,12318:00 - 19:00 825 44 49 86 127 159 1,29019:00 - 20:00 786 35 46 57 144 153 1,22120:00 - 21:00 712 30 43 66 176 190 1,21721:00 - 22:00 336 26 30 58 80 133 66322:00 - 23:00 290 30 62 50 121 186 73923:00 - 0:00 313 29 91 45 143 186 8070:00 - 1:00 420 23 93 36 147 191 9101:00 - 2:00 386 22 95 29 141 165 8382:00 - 3:00 379 20 79 25 186 180 8693:00 - 4:00 330 22 71 40 228 266 9574:00 - 5:00 351 14 37 33 164 189 7885:00 - 6:00 331 16 50 33 140 155 7256:00 - 7:00 328 19 40 26 117 127 657

11,193 704 1,299 1,337 2,958 4,081 21,572


SL-03Survey Location: Nooriabad SL-03

Direction : Both


Total

Total

13-04-2012



13-04-2012


10:00 - 11:00 282 26 11 62 60 92 53311:00 - 12:00 227 17 5 31 53 94 42712:00 - 13:00 224 23 9 34 37 79 40613:00 - 14:00 221 14 28 35 40 33 37114:00 - 15:00 242 3 19 31 34 53 38215:00 - 16:00 215 14 19 34 52 49 38316:00 - 17:00 403 24 19 38 61 74 61917:00 - 18:00 374 25 24 41 56 42 56218:00 - 19:00 480 33 25 54 62 67 72119:00 - 20:00 476 21 32 36 61 51 67720:00 - 21:00 484 22 31 49 68 78 73221:00 - 22:00 77 17 24 31 32 54 23522:00 - 23:00 82 20 50 29 56 94 33123:00 - 0:00 99 18 82 25 79 112 4150:00 - 1:00 120 14 85 27 97 122 4651:00 - 2:00 114 9 91 10 97 117 4382:00 - 3:00 145 14 66 12 121 105 4633:00 - 4:00 96 13 57 10 174 220 5704:00 - 5:00 110 5 32 11 105 118 3815:00 - 6:00 142 9 42 8 87 95 3836:00 - 7:00 136 6 29 7 56 59 293

5,296 381 852 698 1,698 2,160 11,085


10:00 - 11:00 340 27 37 27 30 86 54711:00 - 12:00 252 24 40 29 34 79 45812:00 - 13:00 236 20 38 46 22 80 44213:00 - 14:00 258 16 38 32 43 91 47814:00 - 15:00 253 9 21 27 46 61 41715:00 - 16:00 213 8 25 33 40 74 39316:00 - 17:00 340 15 30 28 42 91 54617:00 - 18:00 309 28 31 42 68 83 56118:00 - 19:00 345 11 24 32 65 92 56919:00 - 20:00 310 14 14 21 83 102 54420:00 - 21:00 228 8 12 17 108 112 48521:00 - 22:00 259 9 6 27 48 79 42822:00 - 23:00 208 10 12 21 65 92 40823:00 - 0:00 214 11 9 20 64 74 3920:00 - 1:00 300 9 8 9 50 69 4451:00 - 2:00 272 13 4 19 44 48 4002:00 - 3:00 234 6 13 13 65 75 4063:00 - 4:00 234 9 14 30 54 46 3874:00 - 5:00 241 9 5 22 59 71 4075:00 - 6:00 189 7 8 25 53 60 3426:00 - 7:00 192 13 11 19 61 68 364

5,897 323 447 639 1,260 1,921 10,487



Total

Total



Total

Total


10:00 - 11:00 344 25 19 58 110 202 75811:00 - 12:00 332 19 25 70 76 165 68712:00 - 13:00 386 15 23 90 67 121 70213:00 - 14:00 331 26 34 83 98 124 69614:00 - 15:00 354 18 53 54 70 141 69015:00 - 16:00 426 28 57 71 130 139 85116:00 - 17:00 338 22 49 71 152 150 78217:00 - 18:00 425 33 47 73 151 151 88018:00 - 19:00 394 25 62 85 186 213 96519:00 - 20:00 414 41 67 79 183 223 1,00720:00 - 21:00 378 26 67 64 152 67 75421:00 - 22:00 427 31 69 67 173 51 81822:00 - 23:00 324 47 91 37 141 93 73323:00 - 0:00 384 14 85 34 183 207 9070:00 - 1:00 365 30 67 33 143 152 7901:00 - 2:00 507 31 75 14 181 144 9522:00 - 3:00 443 27 85 22 224 80 8813:00 - 4:00 541 36 45 30 147 98 8974:00 - 5:00 317 17 45 26 145 81 6315:00 - 6:00 295 8 42 21 176 63 6056:00 - 7:00 204 7 42 4 49 36 342

8,876 615 1,291 1,275 3,261 3,235 18,553



Direction : Both


Total

Total

14-04-2012



14-04-2012


10:00 - 11:00 194 12 7 34 70 123 44011:00 - 12:00 200 10 13 38 38 92 39112:00 - 13:00 230 9 8 56 39 55 39713:00 - 14:00 195 21 15 46 46 58 38114:00 - 15:00 194 11 33 31 39 63 37115:00 - 16:00 217 16 38 37 75 73 45616:00 - 17:00 225 15 28 37 71 83 45917:00 - 18:00 286 19 25 42 94 85 55118:00 - 19:00 238 13 34 52 95 116 54819:00 - 20:00 254 30 48 59 85 117 59320:00 - 21:00 157 7 26 39 67 40 33621:00 - 22:00 143 9 37 32 85 32 33822:00 - 23:00 150 33 40 23 75 73 39423:00 - 0:00 133 4 65 17 110 189 5180:00 - 1:00 173 20 44 13 79 127 4561:00 - 2:00 124 26 49 10 124 111 4442:00 - 3:00 207 13 34 8 124 60 4463:00 - 4:00 247 26 25 13 74 80 4654:00 - 5:00 66 7 22 6 68 56 2255:00 - 6:00 159 3 16 17 119 30 3446:00 - 7:00 100 0 0 0 0 0 100

4,361 350 707 712 1,765 1,934 9,829


10:00 - 11:00 150 13 12 24 40 79 31811:00 - 12:00 132 9 12 32 38 73 29612:00 - 13:00 156 6 15 34 28 66 30513:00 - 14:00 136 5 19 37 52 66 31514:00 - 15:00 160 7 20 23 31 78 31915:00 - 16:00 209 12 19 34 55 66 39516:00 - 17:00 113 7 21 34 81 67 32317:00 - 18:00 139 14 22 31 57 66 32918:00 - 19:00 156 12 28 33 91 97 41719:00 - 20:00 160 11 19 20 98 106 41420:00 - 21:00 221 19 41 25 85 27 41821:00 - 22:00 284 22 32 35 88 19 48022:00 - 23:00 174 14 51 14 66 20 33923:00 - 0:00 251 10 20 17 73 18 3890:00 - 1:00 192 10 23 20 64 25 3341:00 - 2:00 383 5 26 4 57 33 5082:00 - 3:00 236 14 51 14 100 20 4353:00 - 4:00 294 10 20 17 73 18 4324:00 - 5:00 251 10 23 20 77 25 4065:00 - 6:00 136 5 26 4 57 33 2616:00 - 7:00 104 7 42 4 49 36 242

4,515 265 584 563 1,496 1,301 8,724



Total

Total



Total

Total


10:00 - 11:00 504 22 53 71 111 237 99811:00 - 12:00 506 21 34 73 88 184 90612:00 - 13:00 561 30 21 75 93 172 95213:00 - 14:00 519 35 19 81 58 180 89214:00 - 15:00 415 25 45 71 73 118 74715:00 - 16:00 423 22 49 56 103 118 77116:00 - 17:00 573 39 57 81 154 144 1,04817:00 - 18:00 651 45 59 81 113 128 1,07718:00 - 19:00 715 41 33 76 115 130 1,11019:00 - 20:00 600 54 30 79 145 143 1,05120:00 - 21:00 297 16 60 46 145 133 69721:00 - 22:00 330 21 105 51 302 93 90222:00 - 23:00 277 25 120 40 253 122 83723:00 - 0:00 289 28 73 42 159 113 7040:00 - 1:00 292 20 61 33 130 112 6481:00 - 2:00 257 12 64 16 112 71 5322:00 - 3:00 291 16 65 17 125 87 6013:00 - 4:00 322 22 60 17 133 66 6204:00 - 5:00 217 16 34 18 134 83 5025:00 - 6:00 277 11 117 15 231 87 7386:00 - 7:00 188 11 61 1 119 76 456

9,402 603 1,354 1,226 3,184 3,182 18,951



Direction : Both


Total

Total

15-04-2012



15-04-2012


10:00 - 11:00 287 7 22 41 82 151 59011:00 - 12:00 267 3 14 36 41 105 46612:00 - 13:00 295 5 7 28 43 92 47013:00 - 14:00 265 7 8 51 24 89 44414:00 - 15:00 229 8 29 34 36 57 39315:00 - 16:00 205 9 26 27 39 44 35016:00 - 17:00 224 11 35 42 94 53 45917:00 - 18:00 243 17 20 37 60 45 42218:00 - 19:00 274 10 10 44 40 38 41619:00 - 20:00 258 14 7 48 48 41 41620:00 - 21:00 217 8 33 26 65 21 37021:00 - 22:00 223 14 29 34 77 14 39122:00 - 23:00 145 20 41 25 55 30 31623:00 - 0:00 169 13 46 12 73 39 3520:00 - 1:00 110 10 39 9 69 43 2801:00 - 2:00 69 6 37 4 45 23 1842:00 - 3:00 80 6 21 3 36 12 1583:00 - 4:00 84 11 28 2 53 20 1984:00 - 5:00 70 5 12 0 54 12 1535:00 - 6:00 156 9 76 12 80 27 3606:00 - 7:00 44 2 20 0 48 8 122

4,491 225 618 608 1,350 1,261 8,553


10:00 - 11:00 217 15 31 30 29 86 40811:00 - 12:00 239 18 20 37 47 79 44012:00 - 13:00 266 25 14 47 50 80 48213:00 - 14:00 254 28 11 30 34 91 44814:00 - 15:00 186 17 16 37 37 61 35415:00 - 16:00 218 13 23 29 64 74 42116:00 - 17:00 349 28 22 39 60 91 58917:00 - 18:00 408 28 39 44 53 83 65518:00 - 19:00 441 31 23 32 75 92 69419:00 - 20:00 342 40 23 31 97 102 63520:00 - 21:00 80 8 27 20 80 112 32721:00 - 22:00 107 7 76 17 225 79 51122:00 - 23:00 132 5 79 15 198 92 52123:00 - 0:00 120 15 27 30 86 74 3520:00 - 1:00 182 10 22 24 61 69 3681:00 - 2:00 188 6 27 12 67 48 3482:00 - 3:00 211 10 44 14 89 75 4433:00 - 4:00 238 11 32 15 80 46 4224:00 - 5:00 147 11 22 18 80 71 3495:00 - 6:00 121 2 41 3 151 60 3786:00 - 7:00 144 9 41 1 71 68 334

4,911 378 736 618 1,834 1,921 10,398



Total

Total



Total

Total


10:00 - 11:00 514 42 37 91 42 95 82111:00 - 12:00 556 30 39 61 51 126 86312:00 - 13:00 476 23 64 64 55 106 78813:00 - 14:00 329 32 50 68 33 87 59914:00 - 15:00 325 22 73 50 79 94 64315:00 - 16:00 338 41 93 78 104 174 82816:00 - 17:00 499 46 62 63 63 126 85917:00 - 18:00 521 41 93 78 105 130 96818:00 - 19:00 671 48 104 83 123 149 1,17819:00 - 20:00 558 65 112 143 114 128 1,12020:00 - 21:00 381 31 144 53 328 305 1,24221:00 - 22:00 301 21 85 34 219 224 88422:00 - 23:00 235 18 59 26 207 158 70323:00 - 0:00 387 17 54 20 274 262 1,0140:00 - 1:00 268 15 80 10 282 292 9471:00 - 2:00 246 9 69 14 208 180 7262:00 - 3:00 247 16 66 29 168 166 6923:00 - 4:00 359 19 59 34 187 102 7604:00 - 5:00 270 20 69 33 153 153 6985:00 - 6:00 315 26 48 46 186 88 7096:00 - 7:00 178 8 72 4 147 114 523

9,197 697 1,701 1,293 3,328 3,607 19,823



Direction : Both


Total

Total

16-04-2012



16-04-2012


10:00 - 11:00 244 13 7 40 22 31 35711:00 - 12:00 212 15 20 28 26 25 32612:00 - 13:00 218 7 8 30 25 20 30813:00 - 14:00 153 13 21 37 17 13 25414:00 - 15:00 153 5 27 19 42 23 26915:00 - 16:00 151 14 30 20 56 34 30516:00 - 17:00 202 27 30 33 34 55 38117:00 - 18:00 277 27 50 44 68 51 51718:00 - 19:00 324 24 43 54 85 47 57719:00 - 20:00 325 40 59 106 83 67 68020:00 - 21:00 245 24 53 35 107 40 50421:00 - 22:00 188 17 37 30 113 92 47722:00 - 23:00 134 15 44 24 138 32 38723:00 - 0:00 139 11 42 19 187 165 5630:00 - 1:00 81 8 63 10 203 182 5471:00 - 2:00 116 1 39 2 122 114 3942:00 - 3:00 67 2 27 4 98 106 3043:00 - 4:00 95 2 9 0 106 72 2844:00 - 5:00 67 5 46 6 75 98 2975:00 - 6:00 115 4 25 14 106 48 3126:00 - 7:00 51 1 27 0 99 84 262

4,172 322 773 667 1,909 1,495 9,338


10:00 - 11:00 270 29 30 51 20 64 46411:00 - 12:00 344 15 19 33 25 101 53712:00 - 13:00 258 16 56 34 30 86 48013:00 - 14:00 176 19 29 31 16 74 34514:00 - 15:00 172 17 46 31 37 71 37415:00 - 16:00 187 27 63 58 48 140 52316:00 - 17:00 297 19 32 30 29 71 47817:00 - 18:00 244 14 43 34 37 79 45118:00 - 19:00 347 24 61 29 38 102 60119:00 - 20:00 233 25 53 37 31 61 44020:00 - 21:00 136 7 91 18 221 265 73821:00 - 22:00 113 4 48 4 106 132 40722:00 - 23:00 101 3 15 2 69 126 31623:00 - 0:00 248 6 12 1 87 97 4510:00 - 1:00 187 7 17 0 79 110 4001:00 - 2:00 130 8 30 12 86 66 3322:00 - 3:00 180 14 39 25 70 60 3883:00 - 4:00 264 17 50 34 81 30 4764:00 - 5:00 203 15 23 27 78 55 4015:00 - 6:00 200 22 23 32 80 40 3976:00 - 7:00 127 7 45 4 48 30 261

5,025 375 928 626 1,419 2,112 10,485



Total

Total



Total

Total


10:00 - 11:00 529 25 53 87 92 192 97811:00 - 12:00 408 33 47 75 88 164 81512:00 - 13:00 355 21 57 67 102 184 78613:00 - 14:00 297 21 51 62 95 156 68214:00 - 15:00 370 28 64 59 100 113 73415:00 - 16:00 367 34 66 56 117 171 81116:00 - 17:00 340 28 57 59 140 153 77717:00 - 18:00 522 40 100 70 114 129 97518:00 - 19:00 548 25 153 101 143 177 1,14719:00 - 20:00 357 45 119 88 156 169 93420:00 - 21:00 543 29 82 77 167 81 97921:00 - 22:00 489 35 122 59 138 67 91022:00 - 23:00 376 31 128 52 163 91 84123:00 - 0:00 378 44 104 56 282 239 1,1030:00 - 1:00 380 25 93 51 192 192 9331:00 - 2:00 323 27 68 33 179 121 7512:00 - 3:00 339 25 92 42 142 148 7883:00 - 4:00 277 25 62 43 142 143 6924:00 - 5:00 391 30 81 50 197 132 8815:00 - 6:00 386 24 74 59 193 114 8506:00 - 7:00 336 21 63 36 208 156 820

9,474 713 1,904 1,488 3,555 3,592 20,726



Direction : Both


Total

Total

17-04-2012



17-04-2012


10:00 - 11:00 240 19 15 55 63 133 52511:00 - 12:00 163 17 18 50 54 97 39912:00 - 13:00 153 11 20 35 60 99 37813:00 - 14:00 112 11 15 37 65 80 32014:00 - 15:00 165 16 27 27 66 49 35015:00 - 16:00 197 20 19 28 79 85 42816:00 - 17:00 208 20 25 39 84 91 46717:00 - 18:00 224 20 50 42 81 75 49218:00 - 19:00 298 15 35 64 81 70 56319:00 - 20:00 169 32 28 58 90 68 44520:00 - 21:00 200 10 42 40 121 55 46821:00 - 22:00 177 16 38 29 81 23 36422:00 - 23:00 145 12 37 22 119 65 40023:00 - 0:00 142 14 37 24 236 191 6440:00 - 1:00 117 6 44 11 119 138 4351:00 - 2:00 84 2 31 2 104 92 3152:00 - 3:00 84 2 25 0 90 79 2803:00 - 4:00 73 2 14 0 96 91 2764:00 - 5:00 84 8 9 13 108 87 3095:00 - 6:00 107 3 18 11 83 67 2896:00 - 7:00 41 3 16 7 106 112 285

3,722 320 635 712 2,204 2,165 9,758


10:00 - 11:00 289 6 38 32 29 59 45311:00 - 12:00 245 16 29 25 34 67 41612:00 - 13:00 202 10 37 32 42 85 40813:00 - 14:00 185 10 36 25 30 76 36214:00 - 15:00 205 12 37 32 34 64 38415:00 - 16:00 170 14 47 28 38 86 38316:00 - 17:00 132 8 32 20 56 62 31017:00 - 18:00 298 20 50 28 33 54 48318:00 - 19:00 250 10 118 37 62 107 58419:00 - 20:00 188 13 91 30 66 101 48920:00 - 21:00 343 19 40 37 46 26 51121:00 - 22:00 312 19 84 30 57 44 54622:00 - 23:00 231 19 91 30 44 26 44123:00 - 0:00 236 30 67 32 46 48 4590:00 - 1:00 263 19 49 40 73 54 4981:00 - 2:00 239 25 37 31 75 29 4362:00 - 3:00 255 23 67 42 52 69 5083:00 - 4:00 204 23 48 43 46 52 4164:00 - 5:00 307 22 72 37 89 45 5725:00 - 6:00 279 21 56 48 110 47 5616:00 - 7:00 295 18 47 29 102 44 535

5,752 393 1,269 776 1,351 1,427 10,968



Total

Total



Total

Total

CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 67:00 - 8:00 396 24 39 59 80 87 6858:00 - 9:00 419 37 105 88 160 239 1,0489:00 - 10:00 395 28 55 68 134 272 952

10:00 - 11:00 425 33 33 104 73 182 85011:00 - 12:00 418 32 43 77 60 151 78112:00 - 13:00 417 28 37 67 112 202 86313:00 - 14:00 409 18 57 125 83 128 82014:00 - 15:00 473 25 64 75 83 127 84715:00 - 16:00 386 35 98 61 141 174 89516:00 - 17:00 420 35 78 71 103 167 87417:00 - 18:00 465 42 131 71 179 248 1,13618:00 - 19:00 475 34 97 79 170 205 1,06019:00 - 20:00 375 34 111 83 163 235 1,00120:00 - 21:00 444 41 138 73 174 122 99221:00 - 22:00 428 33 84 112 147 84 88822:00 - 23:00 444 48 108 99 221 156 1,07623:00 - 0:00 379 41 185 56 295 342 1,2980:00 - 1:00 439 50 130 112 180 209 1,1201:00 - 2:00 376 30 137 82 132 190 9472:00 - 3:00 291 69 97 57 210 203 9273:00 - 4:00 330 45 90 55 190 181 8914:00 - 5:00 437 28 76 57 187 124 9095:00 - 6:00 389 23 48 78 173 97 8086:00 - 7:00 215 25 78 45 106 97 566

9,645 838 2,119 1,854 3,556 4,222 22,234



Direction : Both


Total

Total

18-04-2012



18-04-2012


10:00 - 11:00 187 20 12 71 35 102 42711:00 - 12:00 168 16 22 42 42 87 37712:00 - 13:00 171 15 13 38 80 102 41913:00 - 14:00 210 8 23 27 63 71 40214:00 - 15:00 267 12 21 42 43 46 43115:00 - 16:00 168 22 44 28 84 62 40816:00 - 17:00 170 24 25 41 51 58 36917:00 - 18:00 187 26 36 41 84 111 48518:00 - 19:00 178 24 19 43 98 84 44619:00 - 20:00 159 28 29 59 95 99 46920:00 - 21:00 243 15 73 33 123 80 56721:00 - 22:00 242 11 47 28 109 40 47722:00 - 23:00 161 20 57 16 167 98 51923:00 - 0:00 126 6 66 17 250 278 7430:00 - 1:00 102 4 41 9 155 148 4591:00 - 2:00 67 3 49 9 87 142 3572:00 - 3:00 74 2 41 3 151 149 4203:00 - 4:00 57 12 38 0 92 114 3134:00 - 5:00 83 4 38 2 85 63 2755:00 - 6:00 126 5 13 8 98 43 2936:00 - 7:00 43 3 30 3 33 35 147

3,767 326 768 663 2,208 2,349 10,081


10:00 - 11:00 238 13 21 33 38 80 42311:00 - 12:00 250 16 21 35 18 64 40412:00 - 13:00 246 13 24 29 32 100 44413:00 - 14:00 199 10 34 98 20 57 41814:00 - 15:00 206 13 43 33 40 81 41615:00 - 16:00 218 13 54 33 57 112 48716:00 - 17:00 250 11 53 30 52 109 50517:00 - 18:00 278 16 95 30 95 137 65118:00 - 19:00 297 10 78 36 72 121 61419:00 - 20:00 216 6 82 24 68 136 53220:00 - 21:00 201 26 65 40 51 42 42521:00 - 22:00 186 22 37 84 38 44 41122:00 - 23:00 283 28 51 83 54 58 55723:00 - 0:00 253 35 119 39 45 64 5550:00 - 1:00 337 46 89 103 25 61 6611:00 - 2:00 309 27 88 73 45 48 5902:00 - 3:00 217 67 56 54 59 54 5073:00 - 4:00 273 33 52 55 98 67 5784:00 - 5:00 354 24 38 55 102 61 6345:00 - 6:00 263 18 35 70 75 54 5156:00 - 7:00 172 22 48 42 73 62 419

5,878 512 1,351 1,191 1,348 1,873 12,153



Total

Total



Total

Total

CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 67:00 - 8:00 378 27 65 56 125 45 6968:00 - 9:00 618 36 80 69 113 166 1,0829:00 - 10:00 557 24 52 77 125 234 1,069

10:00 - 11:00 526 32 50 96 107 230 1,04111:00 - 12:00 464 38 34 78 131 159 90412:00 - 13:00 441 37 33 58 108 190 86713:00 - 14:00 406 40 49 71 96 168 83014:00 - 15:00 505 33 73 79 150 154 99415:00 - 16:00 417 29 91 62 149 194 94216:00 - 17:00 546 26 102 79 142 202 1,09717:00 - 18:00 578 38 156 85 172 198 1,22718:00 - 19:00 586 54 83 94 109 179 1,10519:00 - 20:00 444 43 54 91 133 197 96220:00 - 21:00 271 115 256 64 139 113 95821:00 - 22:00 225 68 168 58 155 95 76922:00 - 23:00 174 49 190 53 167 104 73723:00 - 0:00 498 39 159 43 272 318 1,3290:00 - 1:00 479 27 151 52 178 257 1,1441:00 - 2:00 430 25 124 33 143 177 9322:00 - 3:00 433 22 52 25 151 144 8273:00 - 4:00 519 24 50 30 145 163 9314:00 - 5:00 548 30 61 39 126 89 8935:00 - 6:00 480 23 93 41 120 96 8536:00 - 7:00 122 7 62 4 85 107 387

10,645 619 2,288 1,437 3,341 3,979 22,576


Total

Total


TIME OF DAY

19-04-2012

Direction : Both




19-04-2012


10:00 - 11:00 199 17 19 59 83 131 50811:00 - 12:00 243 36 15 55 92 93 53412:00 - 13:00 197 23 22 33 60 102 43713:00 - 14:00 142 18 6 36 45 70 31714:00 - 15:00 172 16 40 39 74 66 40715:00 - 16:00 175 24 33 33 77 103 44516:00 - 17:00 240 19 32 43 71 82 48717:00 - 18:00 297 24 42 51 82 80 57618:00 - 19:00 233 35 26 51 67 86 49819:00 - 20:00 199 32 20 59 77 98 48520:00 - 21:00 225 15 23 32 74 45 41421:00 - 22:00 175 24 22 32 102 46 40122:00 - 23:00 114 14 33 25 97 52 33523:00 - 0:00 118 7 76 17 225 258 7010:00 - 1:00 117 4 61 10 117 181 4901:00 - 2:00 77 2 23 1 81 109 2932:00 - 3:00 84 7 14 2 85 103 2953:00 - 4:00 69 5 12 0 87 111 2844:00 - 5:00 88 7 26 7 77 54 2595:00 - 6:00 122 8 39 13 70 59 3116:00 - 7:00 46 0 20 0 36 71 173

3,873 385 639 708 1,953 2,183 9,741


10:00 - 11:00 327 15 31 37 24 99 53311:00 - 12:00 221 2 19 23 39 66 37012:00 - 13:00 244 14 11 25 48 88 43013:00 - 14:00 264 22 43 35 51 98 51314:00 - 15:00 333 17 33 40 76 88 58715:00 - 16:00 242 5 58 29 72 91 49716:00 - 17:00 306 7 70 36 71 120 61017:00 - 18:00 281 14 114 34 90 118 65118:00 - 19:00 353 19 57 43 42 93 60719:00 - 20:00 245 11 34 32 56 99 47720:00 - 21:00 46 100 233 32 65 68 54421:00 - 22:00 50 44 146 26 53 49 36822:00 - 23:00 60 35 157 28 70 52 40223:00 - 0:00 380 32 83 26 47 60 6280:00 - 1:00 362 23 90 42 61 76 6541:00 - 2:00 353 23 101 32 62 68 6392:00 - 3:00 349 15 38 23 66 41 5323:00 - 4:00 450 19 38 30 58 52 6474:00 - 5:00 460 23 35 32 49 35 6345:00 - 6:00 358 15 54 28 50 37 5426:00 - 7:00 76 7 42 4 49 36 214

6,772 501 1,649 729 1,388 1,796 12,835



Total

Total

Total



Total


10:00 - 11:00 486 26 50 67 143 173 94511:00 - 12:00 656 31 66 110 142 164 1,16912:00 - 13:00 465 28 49 64 140 153 89913:00 - 14:00 430 39 29 79 160 182 92014:00 - 15:00 450 27 35 53 137 148 85015:00 - 16:00 402 35 36 77 91 119 76016:00 - 17:00 423 35 53 75 132 135 85317:00 - 18:00 626 29 44 53 169 143 1,06518:00 - 19:00 600 49 56 68 104 114 99119:00 - 20:00 486 45 69 67 207 149 1,02320:00 - 21:00 505 35 39 70 113 90 85221:00 - 22:00 384 35 64 67 156 96 80222:00 - 23:00 333 18 52 29 218 103 75323:00 - 0:00 373 11 34 44 116 95 6740:00 - 1:00 265 8 21 29 151 129 6041:00 - 2:00 190 10 9 41 305 151 7072:00 - 3:00 100 3 25 17 182 79 4053:00 - 4:00 71 8 30 20 119 89 3374:00 - 5:00 94 13 22 51 64 61 3055:00 - 6:00 108 16 34 62 40 86 3466:00 - 7:00 204 9 47 60 74 148 542

8,935 608 1,063 1,414 3,391 2,941 18,351


Total

Total

22-04-2012


SL-04Survey Location: Super Highway HYD Toll Plaza SL-04

Direction : Both

22-04-2012




10:00 - 11:00 296 3 29 36 117 128 60911:00 - 12:00 431 11 30 74 91 117 75412:00 - 13:00 246 8 32 32 64 101 48313:00 - 14:00 196 14 17 40 64 108 43914:00 - 15:00 208 4 11 20 75 83 40015:00 - 16:00 175 3 17 28 50 62 33616:00 - 17:00 193 7 21 33 78 61 39317:00 - 18:00 213 4 7 22 90 44 38018:00 - 19:00 256 16 22 34 47 37 41219:00 - 20:00 232 13 43 39 91 36 45420:00 - 21:00 216 9 15 41 58 28 36721:00 - 22:00 124 16 21 46 93 17 31622:00 - 23:00 132 8 8 26 141 23 33823:00 - 0:00 217 2 16 35 82 46 3990:00 - 1:00 169 7 7 21 59 24 2871:00 - 2:00 124 5 4 37 105 36 3112:00 - 3:00 81 3 10 14 47 34 1883:00 - 4:00 50 3 16 14 27 43 1534:00 - 5:00 68 8 8 26 20 24 1545:00 - 6:00 66 7 18 18 12 37 1586:00 - 7:00 68 4 25 18 24 51 189

4,529 181 439 773 1,692 1,368 8,982


10:00 - 11:00 190 23 21 30 26 45 33611:00 - 12:00 225 20 36 36 51 47 41512:00 - 13:00 218 20 17 33 76 52 41613:00 - 14:00 234 25 12 39 96 74 48114:00 - 15:00 242 23 24 33 63 65 45015:00 - 16:00 227 32 19 49 41 57 42416:00 - 17:00 230 28 32 42 54 74 46017:00 - 18:00 414 25 37 31 79 99 68518:00 - 19:00 344 33 35 34 57 77 57919:00 - 20:00 254 32 26 29 115 113 56920:00 - 21:00 289 26 24 29 56 62 48521:00 - 22:00 260 19 43 22 63 79 48522:00 - 23:00 201 10 44 3 76 80 41423:00 - 0:00 156 9 18 9 34 49 2750:00 - 1:00 96 1 14 8 92 105 3171:00 - 2:00 67 5 5 3 200 115 3952:00 - 3:00 20 0 15 3 135 45 2173:00 - 4:00 21 5 14 6 92 46 1844:00 - 5:00 26 5 14 25 44 37 1515:00 - 6:00 42 9 16 45 28 49 1886:00 - 7:00 136 5 22 43 50 97 353

4,406 427 624 641 1,699 1,573 9,370



Total

Total



Total

Total


10:00 - 11:00 499 20 30 59 87 105 80111:00 - 12:00 446 49 9 76 99 86 76612:00 - 13:00 422 25 22 65 94 98 72613:00 - 14:00 456 19 57 68 135 93 82814:00 - 15:00 417 22 43 80 108 91 76115:00 - 16:00 489 16 47 63 123 78 81516:00 - 17:00 365 32 50 111 192 143 89317:00 - 18:00 305 28 33 62 96 58 58218:00 - 19:00 578 22 52 72 121 100 94519:00 - 20:00 565 30 34 48 130 115 92120:00 - 21:00 552 23 31 60 111 130 90721:00 - 22:00 516 29 46 73 160 171 99522:00 - 23:00 323 18 39 54 174 104 71223:00 - 0:00 223 19 40 30 161 110 5830:00 - 1:00 303 2 14 29 187 112 6471:00 - 2:00 204 5 27 21 198 123 5782:00 - 3:00 162 13 36 25 175 122 5333:00 - 4:00 149 7 34 32 181 119 5224:00 - 5:00 163 14 34 75 173 115 5735:00 - 6:00 183 15 21 93 172 141 6246:00 - 7:00 179 10 45 44 146 127 551

8,952 482 873 1,413 3,382 2,715 17,816


Total

Total

23-04-2012



Direction : Both

23-04-2012




10:00 - 11:00 214 7 21 31 33 50 35511:00 - 12:00 253 27 2 44 22 30 37812:00 - 13:00 163 14 10 35 37 29 28813:00 - 14:00 148 9 13 31 54 22 27614:00 - 15:00 180 13 13 40 44 34 32415:00 - 16:00 211 6 17 29 52 25 34016:00 - 17:00 175 20 28 66 95 70 45417:00 - 18:00 192 20 10 33 37 21 31218:00 - 19:00 274 13 34 45 76 45 48719:00 - 20:00 233 18 4 29 57 51 39220:00 - 21:00 289 6 6 43 58 37 43921:00 - 22:00 316 18 17 63 60 56 53022:00 - 23:00 200 16 2 45 105 31 39923:00 - 0:00 131 13 7 24 98 50 3230:00 - 1:00 221 1 0 28 112 52 4141:00 - 2:00 119 4 16 17 117 78 3512:00 - 3:00 117 9 18 17 116 71 3483:00 - 4:00 112 5 16 15 105 76 3294:00 - 5:00 95 11 15 26 109 73 3285:00 - 6:00 138 6 3 31 91 68 3376:00 - 7:00 75 3 9 1 79 60 227

4,516 260 316 772 1,685 1,179 8,728


10:00 - 11:00 285 13 9 29 54 55 44511:00 - 12:00 193 22 7 33 78 56 38812:00 - 13:00 259 11 12 30 58 69 43813:00 - 14:00 309 10 44 37 81 71 55214:00 - 15:00 237 9 30 40 64 57 43815:00 - 16:00 279 10 29 33 71 53 47516:00 - 17:00 190 12 22 45 97 73 43917:00 - 18:00 113 8 23 29 59 37 26918:00 - 19:00 305 9 18 27 45 55 45819:00 - 20:00 332 12 30 19 73 64 52920:00 - 21:00 263 17 25 18 53 93 46821:00 - 22:00 199 11 29 9 101 115 46422:00 - 23:00 123 2 37 9 69 73 31423:00 - 0:00 92 6 33 6 63 60 2600:00 - 1:00 82 1 14 1 76 60 2341:00 - 2:00 85 1 11 4 81 45 2272:00 - 3:00 45 4 18 7 59 51 1853:00 - 4:00 37 2 18 18 76 43 1934:00 - 5:00 67 3 19 49 64 42 2455:00 - 6:00 45 9 18 62 81 73 2886:00 - 7:00 104 7 36 43 68 67 324

4,436 222 557 641 1,697 1,536 9,088



Total

Total



Total

Total


10:00 - 11:00 507 18 53 69 150 222 1,01811:00 - 12:00 425 27 44 79 143 141 86012:00 - 13:00 382 15 26 49 137 137 74613:00 - 14:00 365 17 65 51 134 162 79414:00 - 15:00 453 23 47 76 96 123 81915:00 - 16:00 425 33 34 71 91 130 78416:00 - 17:00 557 20 35 72 97 103 88417:00 - 18:00 608 31 42 89 140 117 1,02818:00 - 19:00 643 21 32 68 117 150 1,03219:00 - 20:00 664 21 43 63 127 112 1,03120:00 - 21:00 599 22 53 64 218 138 1,09321:00 - 22:00 426 12 85 51 164 102 84022:00 - 23:00 357 13 70 57 137 104 73723:00 - 0:00 309 15 37 63 143 88 6550:00 - 1:00 230 10 26 49 190 119 6241:00 - 2:00 211 11 24 32 128 97 5022:00 - 3:00 166 8 21 35 137 96 4643:00 - 4:00 113 11 22 25 120 75 3674:00 - 5:00 97 8 24 38 155 117 4395:00 - 6:00 130 11 42 69 263 166 6816:00 - 7:00 133 12 44 75 200 124 589

8,950 409 962 1,416 3,389 2,947 18,073


Total

Total

24-04-2012



Direction : Both

24-04-2012




10:00 - 11:00 185 12 24 44 102 155 52211:00 - 12:00 170 8 21 39 98 89 42612:00 - 13:00 144 6 16 26 91 82 36513:00 - 14:00 165 3 17 16 69 82 35214:00 - 15:00 211 4 12 38 45 72 38215:00 - 16:00 215 14 14 35 48 71 39616:00 - 17:00 335 7 11 32 45 52 48217:00 - 18:00 361 5 8 41 72 54 54118:00 - 19:00 370 9 5 38 55 79 55619:00 - 20:00 373 10 10 35 70 65 56320:00 - 21:00 298 11 3 51 129 76 56821:00 - 22:00 237 5 44 47 87 56 47622:00 - 23:00 188 12 21 51 63 44 37923:00 - 0:00 194 9 10 47 68 54 3820:00 - 1:00 136 5 5 31 106 67 3491:00 - 2:00 146 4 4 16 52 29 2512:00 - 3:00 114 3 0 22 26 32 1973:00 - 4:00 82 3 0 16 22 6 1294:00 - 5:00 55 1 2 15 52 43 1675:00 - 6:00 100 4 20 39 146 100 4106:00 - 7:00 72 3 18 28 100 62 283

4,532 151 283 774 1,691 1,521 8,951


10:00 - 11:00 321 6 29 25 48 67 49611:00 - 12:00 255 19 23 40 45 52 43412:00 - 13:00 238 9 10 23 46 55 38113:00 - 14:00 200 14 48 35 65 80 44214:00 - 15:00 243 19 35 38 51 51 43715:00 - 16:00 210 19 20 36 43 59 38716:00 - 17:00 221 13 24 40 52 51 40217:00 - 18:00 248 26 34 49 68 63 48718:00 - 19:00 274 12 27 31 62 71 47619:00 - 20:00 290 11 33 28 57 47 46720:00 - 21:00 300 11 50 12 89 62 52521:00 - 22:00 189 7 41 5 77 46 36422:00 - 23:00 169 1 49 6 74 60 35923:00 - 0:00 114 6 27 16 75 34 2730:00 - 1:00 94 5 21 18 85 52 2751:00 - 2:00 65 7 20 16 75 68 2512:00 - 3:00 52 5 21 14 111 64 2673:00 - 4:00 31 8 22 9 98 69 2384:00 - 5:00 42 7 22 24 103 74 2725:00 - 6:00 30 7 22 29 117 66 2716:00 - 7:00 61 9 26 47 100 62 305

4,419 258 679 642 1,699 1,426 9,122



Total

Total



Total

Total

CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 67:00 - 8:00 256 17 41 61 211 154 7408:00 - 9:00 365 21 29 64 117 97 6939:00 - 10:00 568 25 18 85 219 139 1,053

10:00 - 11:00 599 27 24 91 170 163 1,07311:00 - 12:00 607 27 31 120 175 167 1,12812:00 - 13:00 538 23 37 135 139 149 1,02113:00 - 14:00 444 16 31 71 66 95 72314:00 - 15:00 325 19 44 76 108 119 69215:00 - 16:00 462 21 47 104 141 144 91916:00 - 17:00 500 26 55 87 152 142 96117:00 - 18:00 569 23 30 61 166 126 97518:00 - 19:00 710 22 55 83 164 150 1,18419:00 - 20:00 561 27 39 105 149 126 1,00620:00 - 21:00 474 8 43 45 152 99 82021:00 - 22:00 389 6 69 15 165 87 73022:00 - 23:00 356 4 54 24 121 109 66723:00 - 0:00 300 3 28 12 134 100 5770:00 - 1:00 192 11 23 47 149 134 5561:00 - 2:00 148 6 17 15 141 129 4562:00 - 3:00 122 2 19 6 108 64 3223:00 - 4:00 74 5 22 9 86 58 2544:00 - 5:00 58 5 14 8 80 54 2195:00 - 6:00 129 5 26 35 112 125 4326:00 - 7:00 214 10 56 56 166 127 629

8,960 359 852 1,414 3,389 2,857 17,831


Total

Total

25-04-2012



Direction : Both

25-04-2012




10:00 - 11:00 333 10 9 54 112 130 64911:00 - 12:00 363 9 1 71 106 87 63712:00 - 13:00 271 6 2 102 62 89 53213:00 - 14:00 224 3 0 40 10 36 31314:00 - 15:00 136 9 6 42 24 38 25515:00 - 16:00 238 5 2 63 88 81 47616:00 - 17:00 188 5 22 40 89 75 41817:00 - 18:00 248 8 4 25 97 72 45318:00 - 19:00 472 5 10 40 50 74 65119:00 - 20:00 325 6 3 56 78 58 52620:00 - 21:00 224 0 1 33 69 43 37121:00 - 22:00 193 0 28 4 79 27 33122:00 - 23:00 165 0 12 15 57 35 28323:00 - 0:00 171 0 9 8 84 48 3210:00 - 1:00 99 8 0 42 47 70 2651:00 - 2:00 78 3 1 13 57 68 2192:00 - 3:00 38 0 0 6 40 11 963:00 - 4:00 23 4 1 4 21 7 604:00 - 5:00 15 3 3 4 25 9 595:00 - 6:00 83 4 1 17 42 53 1996:00 - 7:00 135 3 12 17 91 64 321

4,522 105 157 773 1,691 1,426 8,674


10:00 - 11:00 265 17 15 36 58 33 42411:00 - 12:00 244 18 30 49 69 80 49112:00 - 13:00 268 17 35 33 78 60 49013:00 - 14:00 219 13 31 31 56 59 41014:00 - 15:00 189 10 38 34 84 81 43715:00 - 16:00 224 16 45 42 53 63 44316:00 - 17:00 312 21 33 47 63 67 54317:00 - 18:00 321 15 26 36 69 54 52218:00 - 19:00 238 17 45 43 114 76 53319:00 - 20:00 236 21 36 48 71 68 48020:00 - 21:00 249 8 42 12 82 56 44921:00 - 22:00 196 6 41 10 86 60 39922:00 - 23:00 191 4 42 9 64 74 38423:00 - 0:00 129 3 19 4 49 52 2560:00 - 1:00 93 3 23 5 102 64 2901:00 - 2:00 71 3 16 3 84 61 2372:00 - 3:00 84 2 19 0 68 53 2263:00 - 4:00 51 1 21 5 64 51 1934:00 - 5:00 43 2 11 4 54 45 1605:00 - 6:00 46 1 25 18 71 72 2336:00 - 7:00 79 7 44 39 76 63 308

4,438 254 695 641 1,698 1,431 9,158



Total

Total



Total

Total


10:00 - 11:00 481 27 29 90 147 96 87011:00 - 12:00 494 28 26 88 81 147 86412:00 - 13:00 521 22 51 62 133 128 91813:00 - 14:00 447 47 32 111 106 144 88714:00 - 15:00 427 20 55 72 106 132 81115:00 - 16:00 457 18 50 71 94 141 83116:00 - 17:00 588 31 65 72 121 146 1,02317:00 - 18:00 554 31 52 91 146 140 1,01418:00 - 19:00 583 16 52 79 175 131 1,03719:00 - 20:00 614 22 75 92 176 131 1,11020:00 - 21:00 464 14 95 73 218 152 1,01521:00 - 22:00 450 23 56 77 209 114 92922:00 - 23:00 330 13 63 63 266 166 90123:00 - 0:00 310 14 73 35 149 90 6710:00 - 1:00 235 1 75 34 153 101 5981:00 - 2:00 173 2 38 17 138 100 4682:00 - 3:00 93 1 8 10 190 122 4253:00 - 4:00 74 2 7 10 129 98 3204:00 - 5:00 125 5 7 17 99 100 3535:00 - 6:00 184 6 3 27 101 105 4266:00 - 7:00 232 22 25 65 87 66 497

8,982 399 1,084 1,418 3,409 2,933 18,225


Total

Total

26-04-2012



Direction : Both

26-04-2012




10:00 - 11:00 254 8 4 46 82 52 44511:00 - 12:00 201 8 4 54 26 91 38412:00 - 13:00 268 3 1 29 55 67 42413:00 - 14:00 204 29 0 71 22 77 40314:00 - 15:00 206 11 17 32 28 79 37315:00 - 16:00 181 3 5 30 34 74 32716:00 - 17:00 263 10 5 41 42 69 43017:00 - 18:00 246 14 4 49 39 43 39618:00 - 19:00 295 8 4 54 115 73 55019:00 - 20:00 378 8 12 68 106 70 64120:00 - 21:00 272 5 37 52 131 71 56821:00 - 22:00 232 11 18 59 152 61 53422:00 - 23:00 177 10 8 52 168 100 51523:00 - 0:00 172 3 7 22 78 29 3110:00 - 1:00 123 0 1 29 72 48 2721:00 - 2:00 79 0 1 8 90 60 2382:00 - 3:00 52 0 1 7 87 59 2063:00 - 4:00 43 0 3 7 81 53 1864:00 - 5:00 70 0 1 10 44 43 1675:00 - 6:00 116 1 2 17 18 39 1936:00 - 7:00 120 4 3 22 4 14 167

4,543 142 184 774 1,683 1,470 8,796


10:00 - 11:00 227 19 25 44 65 44 42511:00 - 12:00 292 20 22 34 55 56 47912:00 - 13:00 253 19 50 34 77 61 49413:00 - 14:00 243 18 32 40 84 67 48414:00 - 15:00 220 9 38 40 77 53 43715:00 - 16:00 276 15 45 41 60 67 50416:00 - 17:00 325 21 60 31 79 77 59317:00 - 18:00 307 17 48 42 107 97 61818:00 - 19:00 287 8 48 25 60 58 48719:00 - 20:00 236 14 63 24 70 61 46920:00 - 21:00 192 9 58 20 88 81 44821:00 - 22:00 218 12 38 18 57 53 39622:00 - 23:00 154 3 55 11 98 66 38623:00 - 0:00 139 11 66 13 70 61 3600:00 - 1:00 112 1 74 5 81 53 3261:00 - 2:00 95 2 37 8 48 40 2302:00 - 3:00 42 1 7 4 103 63 2193:00 - 4:00 32 2 4 4 48 45 1344:00 - 5:00 55 5 6 7 55 57 1865:00 - 6:00 68 5 1 10 82 66 2326:00 - 7:00 112 18 22 43 82 52 330

4,439 257 900 644 1,725 1,463 9,429



Total

Total



Total

Total


10:00 - 11:00 443 41 66 50 178 137 91511:00 - 12:00 490 24 11 66 67 140 79812:00 - 13:00 492 24 22 55 96 132 82013:00 - 14:00 410 20 17 41 120 115 72414:00 - 15:00 376 18 21 48 115 87 66615:00 - 16:00 502 27 23 61 144 109 86616:00 - 17:00 431 41 34 83 153 121 86317:00 - 18:00 564 22 50 48 209 163 1,05618:00 - 19:00 648 28 49 71 204 136 1,13719:00 - 20:00 560 23 57 69 204 167 1,08020:00 - 21:00 516 20 62 68 217 181 1,06321:00 - 22:00 502 30 42 101 164 138 97722:00 - 23:00 509 31 32 63 174 103 91323:00 - 0:00 276 7 25 60 119 104 5920:00 - 1:00 223 3 37 55 187 95 6001:00 - 2:00 155 1 33 69 121 79 4592:00 - 3:00 129 4 25 38 132 81 4093:00 - 4:00 151 2 19 22 98 69 3604:00 - 5:00 152 8 12 22 66 40 3005:00 - 6:00 213 7 12 41 81 62 4166:00 - 7:00 225 13 16 64 90 60 468

8,956 496 861 1,419 3,387 2,701 17,819


Total

Total

27-04-2012



Direction : Both

27-04-2012




10:00 - 11:00 177 14 4 10 78 56 33911:00 - 12:00 190 5 0 31 27 100 35312:00 - 13:00 227 3 6 21 33 75 36413:00 - 14:00 161 1 3 14 48 62 28914:00 - 15:00 181 5 5 21 30 36 27915:00 - 16:00 199 10 4 20 53 52 33716:00 - 17:00 125 15 19 35 78 84 35617:00 - 18:00 192 11 15 26 77 82 40318:00 - 19:00 411 16 24 36 70 81 63819:00 - 20:00 297 4 37 37 137 112 62420:00 - 21:00 300 11 28 51 134 125 64821:00 - 22:00 332 13 6 66 91 90 59822:00 - 23:00 363 15 9 43 118 59 60723:00 - 0:00 157 3 4 43 52 68 3270:00 - 1:00 151 0 12 50 133 60 4051:00 - 2:00 102 0 3 65 64 50 2832:00 - 3:00 91 1 3 35 81 63 2743:00 - 4:00 113 0 4 18 62 54 2514:00 - 5:00 122 2 3 19 36 27 2085:00 - 6:00 143 2 6 38 61 56 3066:00 - 7:00 108 5 3 25 66 46 252

4,547 171 216 774 1,687 1,582 8,976


10:00 - 11:00 266 27 62 40 100 81 57711:00 - 12:00 300 19 11 35 41 40 44512:00 - 13:00 265 21 16 34 63 57 45613:00 - 14:00 248 19 14 28 73 53 43514:00 - 15:00 195 13 16 28 85 51 38715:00 - 16:00 303 17 19 41 91 57 52916:00 - 17:00 306 26 15 48 74 37 50617:00 - 18:00 372 11 35 21 132 81 65218:00 - 19:00 237 12 25 35 134 55 49919:00 - 20:00 263 19 19 32 68 55 45620:00 - 21:00 216 9 34 17 83 56 41521:00 - 22:00 170 17 36 35 73 48 37922:00 - 23:00 147 16 23 20 56 44 30623:00 - 0:00 119 4 21 17 68 36 2640:00 - 1:00 73 3 25 5 54 35 1951:00 - 2:00 54 1 30 4 58 29 1752:00 - 3:00 37 3 22 3 51 18 1343:00 - 4:00 37 2 15 4 36 15 1094:00 - 5:00 30 6 9 3 30 13 915:00 - 6:00 70 5 6 3 20 6 1106:00 - 7:00 118 8 13 39 24 14 216

4,409 325 645 644 1,700 1,119 8,843



Total

Total



Total

Total


10:00 - 11:00 373 19 21 64 135 92 70311:00 - 12:00 335 27 31 66 176 136 77012:00 - 13:00 354 13 24 52 153 117 71313:00 - 14:00 372 17 20 46 96 72 62314:00 - 15:00 421 16 25 64 135 69 73015:00 - 16:00 409 15 37 55 130 102 74816:00 - 17:00 471 16 66 75 154 116 89817:00 - 18:00 512 38 60 76 250 151 1,08918:00 - 19:00 620 74 58 86 173 141 1,15219:00 - 20:00 613 29 34 84 207 105 1,07320:00 - 21:00 548 19 41 65 242 109 1,02421:00 - 22:00 497 9 32 72 157 106 87322:00 - 23:00 443 16 35 59 144 108 80523:00 - 0:00 357 13 23 32 110 107 6410:00 - 1:00 333 6 18 42 123 107 6291:00 - 2:00 272 10 19 36 138 101 5762:00 - 3:00 216 8 26 27 113 77 4663:00 - 4:00 171 3 27 23 100 65 3894:00 - 5:00 167 7 34 46 77 59 3905:00 - 6:00 240 8 42 30 113 106 5396:00 - 7:00 202 25 52 53 100 74 507

8,964 433 816 1,418 3,387 2,383 17,401

Direction : Both



Total

Total


TIME OF DAY

28-04-2012



28-04-2012


10:00 - 11:00 174 6 9 31 94 52 36511:00 - 12:00 121 9 2 23 98 81 33412:00 - 13:00 137 3 7 32 75 56 30913:00 - 14:00 147 5 2 19 37 29 23914:00 - 15:00 177 2 5 33 71 33 32115:00 - 16:00 186 7 4 34 37 53 32016:00 - 17:00 172 6 11 47 61 56 35317:00 - 18:00 185 5 10 36 135 95 46618:00 - 19:00 323 7 10 40 74 83 53619:00 - 20:00 351 3 0 36 104 50 54420:00 - 21:00 289 8 12 40 143 60 55221:00 - 22:00 283 6 3 40 95 71 49822:00 - 23:00 263 2 11 36 89 83 48523:00 - 0:00 221 8 5 24 54 80 3920:00 - 1:00 228 5 3 33 64 79 4121:00 - 2:00 189 4 0 34 74 52 3532:00 - 3:00 160 3 3 24 60 30 2803:00 - 4:00 136 1 4 17 50 29 2364:00 - 5:00 101 3 0 31 31 22 1885:00 - 6:00 143 2 5 21 58 59 2896:00 - 7:00 108 3 6 26 44 33 220

4,546 112 121 773 1,692 1,311 8,556


10:00 - 11:00 199 13 12 33 41 40 33811:00 - 12:00 214 18 29 43 78 55 43712:00 - 13:00 217 10 17 21 78 61 40413:00 - 14:00 226 12 18 26 59 43 38514:00 - 15:00 243 14 20 31 64 36 40915:00 - 16:00 223 8 33 22 93 49 42816:00 - 17:00 299 10 55 27 93 60 54517:00 - 18:00 328 33 51 40 116 56 62318:00 - 19:00 297 67 48 46 99 58 61519:00 - 20:00 262 26 34 48 103 55 52920:00 - 21:00 259 11 29 25 99 49 47221:00 - 22:00 214 3 29 32 62 35 37622:00 - 23:00 180 14 24 23 55 25 32023:00 - 0:00 136 5 18 8 56 27 2490:00 - 1:00 104 1 15 9 59 28 2171:00 - 2:00 83 6 19 2 64 49 2232:00 - 3:00 56 5 23 3 53 47 1873:00 - 4:00 35 2 23 6 50 36 1524:00 - 5:00 66 4 34 16 46 37 2025:00 - 6:00 97 6 37 9 55 47 2516:00 - 7:00 94 22 46 27 56 41 287

4,417 321 695 645 1,695 1,072 8,845

Total



Total



Total

Total


10:00 - 11:00 223 16 5 2 107 5 35811:00 - 12:00 326 10 8 1 69 5 41912:00 - 13:00 300 9 11 0 76 7 40313:00 - 14:00 207 12 7 3 72 6 30714:00 - 15:00 159 13 9 9 51 2 24315:00 - 16:00 126 10 7 13 102 6 26416:00 - 17:00 177 14 8 3 130 5 33717:00 - 18:00 186 9 3 2 86 11 29718:00 - 19:00 215 13 6 0 103 5 34219:00 - 20:00 228 7 11 1 153 11 41120:00 - 21:00 129 15 3 3 143 9 30221:00 - 22:00 147 21 4 2 113 3 29022:00 - 23:00 136 15 1 2 78 3 23523:00 - 0:00 94 7 3 0 84 1 1890:00 - 1:00 55 9 0 0 154 0 2181:00 - 2:00 42 2 1 0 185 4 2342:00 - 3:00 17 1 0 1 71 2 923:00 - 4:00 15 0 0 0 81 5 1014:00 - 5:00 39 2 0 0 74 1 1165:00 - 6:00 53 4 1 0 44 2 1046:00 - 7:00 149 13 5 2 84 4 257

3,967 261 119 81 2,341 102 6,871


Total

Total

3/5/2012


SL-05Survey Location: National Highway near Kotri SL-05

Direction : Both

3/5/2012




10:00 - 11:00 138 8 3 2 60 4 21511:00 - 12:00 266 4 5 0 33 4 31212:00 - 13:00 239 7 4 0 44 5 29913:00 - 14:00 150 7 2 0 39 1 19914:00 - 15:00 120 7 6 7 23 0 16315:00 - 16:00 93 6 3 8 49 2 16116:00 - 17:00 131 8 7 0 67 0 21317:00 - 18:00 128 4 0 0 27 4 16318:00 - 19:00 140 8 3 0 40 1 19219:00 - 20:00 164 4 1 0 55 1 22520:00 - 21:00 86 10 1 1 58 2 15821:00 - 22:00 95 12 2 0 48 3 16022:00 - 23:00 70 9 1 0 33 2 11523:00 - 0:00 47 4 1 0 20 1 730:00 - 1:00 29 2 0 0 93 0 1241:00 - 2:00 14 1 0 0 123 3 1412:00 - 3:00 9 0 0 1 42 2 543:00 - 4:00 9 0 0 0 43 5 574:00 - 5:00 32 0 0 0 33 1 665:00 - 6:00 43 2 1 0 22 2 706:00 - 7:00 139 7 5 0 56 4 211

2,790 138 63 33 1,117 52 4,193


10:00 - 11:00 85 8 2 0 47 1 14311:00 - 12:00 60 6 3 1 36 1 10712:00 - 13:00 61 2 7 0 32 2 10413:00 - 14:00 57 5 5 3 33 5 10814:00 - 15:00 39 6 3 2 28 2 8015:00 - 16:00 33 4 4 5 53 4 10316:00 - 17:00 46 6 1 3 63 5 12417:00 - 18:00 58 5 3 2 59 7 13418:00 - 19:00 75 5 3 0 63 4 15019:00 - 20:00 64 3 10 1 98 10 18620:00 - 21:00 43 5 2 2 85 7 14421:00 - 22:00 52 9 2 2 65 0 13022:00 - 23:00 66 6 0 2 45 1 12023:00 - 0:00 47 3 2 0 64 0 1160:00 - 1:00 26 7 0 0 61 0 941:00 - 2:00 28 1 1 0 62 1 932:00 - 3:00 8 1 0 0 29 0 383:00 - 4:00 6 0 0 0 38 0 444:00 - 5:00 7 2 0 0 41 0 505:00 - 6:00 10 2 0 0 22 0 346:00 - 7:00 10 6 0 2 28 0 46

1,177 123 56 48 1,224 50 2,678



Total

Total

Direction : From Kotri


Total

Total


10:00 - 11:00 261 15 0 6 77 8 36711:00 - 12:00 311 6 3 1 100 11 43212:00 - 13:00 215 10 4 8 91 9 33713:00 - 14:00 161 7 2 5 81 10 26614:00 - 15:00 76 23 0 6 70 2 17715:00 - 16:00 108 15 2 4 95 2 22616:00 - 17:00 151 13 2 1 88 2 25717:00 - 18:00 135 17 3 7 72 2 23618:00 - 19:00 125 12 7 4 91 3 24219:00 - 20:00 138 15 9 7 88 2 25920:00 - 21:00 111 16 9 1 70 5 21221:00 - 22:00 87 13 10 2 71 3 18622:00 - 23:00 63 11 4 4 57 2 14123:00 - 0:00 37 10 2 0 53 6 1080:00 - 1:00 23 4 2 3 63 5 1001:00 - 2:00 21 3 6 1 54 4 892:00 - 3:00 9 4 7 2 42 1 653:00 - 4:00 12 3 6 1 70 6 984:00 - 5:00 14 7 4 1 63 2 915:00 - 6:00 17 5 10 0 57 5 946:00 - 7:00 40 14 6 2 71 7 140

2,770 275 118 104 1,760 111 5,138


Total

Date: 4/5/2012

Total



Direction : Both

4/5/2012



4/5/2012


10:00 - 11:00 200 7 0 3 30 2 24211:00 - 12:00 255 1 2 0 43 4 30512:00 - 13:00 184 6 4 6 36 3 23913:00 - 14:00 115 3 2 1 24 6 15114:00 - 15:00 43 11 0 1 23 1 7915:00 - 16:00 82 7 2 3 39 2 13516:00 - 17:00 122 4 2 0 41 1 17017:00 - 18:00 103 9 3 4 25 0 14418:00 - 19:00 91 7 6 2 43 2 15119:00 - 20:00 81 6 3 4 54 2 15020:00 - 21:00 47 9 4 0 42 2 10421:00 - 22:00 33 8 4 2 38 1 8622:00 - 23:00 21 8 4 2 34 0 6923:00 - 0:00 13 4 0 0 39 5 610:00 - 1:00 8 3 2 2 43 5 631:00 - 2:00 7 2 6 0 40 4 592:00 - 3:00 5 1 7 0 33 0 463:00 - 4:00 6 1 6 0 56 4 734:00 - 5:00 9 4 4 0 46 2 655:00 - 6:00 12 2 6 0 37 4 616:00 - 7:00 20 7 2 1 46 7 83

1,995 136 84 44 909 68 3,236


10:00 - 11:00 61 8 0 3 47 6 12511:00 - 12:00 56 5 1 1 57 7 12712:00 - 13:00 31 4 0 2 55 6 9813:00 - 14:00 46 4 0 4 57 4 11514:00 - 15:00 33 12 0 5 47 1 9815:00 - 16:00 26 8 0 1 56 0 9116:00 - 17:00 29 9 0 1 47 1 8717:00 - 18:00 32 8 0 3 47 2 9218:00 - 19:00 34 5 1 2 48 1 9119:00 - 20:00 57 9 6 3 34 0 10920:00 - 21:00 64 7 5 1 28 3 10821:00 - 22:00 54 5 6 0 33 2 10022:00 - 23:00 42 3 0 2 23 2 7223:00 - 0:00 24 6 2 0 14 1 470:00 - 1:00 15 1 0 1 20 0 371:00 - 2:00 14 1 0 1 14 0 302:00 - 3:00 4 3 0 2 9 1 193:00 - 4:00 6 2 0 1 14 2 254:00 - 5:00 5 3 0 1 17 0 265:00 - 6:00 5 3 4 0 20 1 336:00 - 7:00 20 7 4 1 25 0 57

775 139 34 60 851 43 1,902



Total

Total



Total

Total


10:00 - 11:00 140 17 12 12 101 1 28311:00 - 12:00 190 15 8 8 93 3 31712:00 - 13:00 125 13 5 5 89 8 24513:00 - 14:00 102 13 12 5 123 9 26414:00 - 15:00 77 10 1 8 79 5 18015:00 - 16:00 68 11 12 4 97 9 20116:00 - 17:00 90 17 12 13 155 14 30117:00 - 18:00 122 16 10 12 130 8 29818:00 - 19:00 117 20 9 12 127 5 29019:00 - 20:00 108 20 8 13 122 7 27820:00 - 21:00 90 14 4 3 116 0 22721:00 - 22:00 49 14 3 0 99 1 16622:00 - 23:00 82 16 1 1 99 0 19923:00 - 0:00 82 6 2 0 110 0 2000:00 - 1:00 27 9 2 0 128 0 1661:00 - 2:00 17 3 1 0 106 0 1272:00 - 3:00 13 3 1 0 82 0 993:00 - 4:00 16 2 0 0 86 0 1044:00 - 5:00 22 5 0 1 92 0 1205:00 - 6:00 40 3 2 0 102 2 1496:00 - 7:00 57 13 3 4 100 0 177

1,939 292 135 137 2,478 84 5,065


Total

Total

Date: 5/5/2012



Direction : Both

5/5/2012



5/5/2012


10:00 - 11:00 115 10 7 9 66 1 20811:00 - 12:00 156 7 4 4 42 1 21412:00 - 13:00 95 5 3 3 43 5 15413:00 - 14:00 63 10 9 2 64 2 15014:00 - 15:00 59 5 1 4 31 2 10215:00 - 16:00 31 6 8 2 41 2 9016:00 - 17:00 44 8 5 6 76 3 14217:00 - 18:00 73 8 9 6 59 0 15518:00 - 19:00 67 11 8 9 52 0 14719:00 - 20:00 54 10 7 7 53 2 13320:00 - 21:00 32 8 3 1 50 0 9421:00 - 22:00 18 8 1 0 46 1 7422:00 - 23:00 44 9 1 0 53 0 10723:00 - 0:00 44 4 0 0 48 0 960:00 - 1:00 13 3 2 0 64 0 821:00 - 2:00 11 1 0 0 48 0 602:00 - 3:00 6 1 1 0 31 0 393:00 - 4:00 13 0 0 0 35 0 484:00 - 5:00 20 2 0 1 45 0 685:00 - 6:00 38 0 1 0 43 2 846:00 - 7:00 45 5 3 1 42 0 96

1,251 152 92 75 1,175 32 2,777


10:00 - 11:00 25 7 5 3 35 0 7511:00 - 12:00 34 8 4 4 51 2 10312:00 - 13:00 30 8 2 2 46 3 9113:00 - 14:00 39 3 3 3 59 7 11414:00 - 15:00 18 5 0 4 48 3 7815:00 - 16:00 37 5 4 2 56 7 11116:00 - 17:00 46 9 7 7 79 11 15917:00 - 18:00 49 8 1 6 71 8 14318:00 - 19:00 50 9 1 3 75 5 14319:00 - 20:00 54 10 1 6 69 5 14520:00 - 21:00 58 6 1 2 66 0 13321:00 - 22:00 31 6 2 0 53 0 9222:00 - 23:00 38 7 0 1 46 0 9223:00 - 0:00 38 2 2 0 62 0 1040:00 - 1:00 14 6 0 0 64 0 841:00 - 2:00 6 2 1 0 58 0 672:00 - 3:00 7 2 0 0 51 0 603:00 - 4:00 3 2 0 0 51 0 564:00 - 5:00 2 3 0 0 47 0 525:00 - 6:00 2 3 1 0 59 0 656:00 - 7:00 12 8 0 3 58 0 81

688 140 43 62 1,303 52 2,288



Total

Total



Total

Total


10:00 - 11:00 499 23 71 13 72 10 68811:00 - 12:00 389 23 42 11 46 9 52012:00 - 13:00 422 17 69 11 54 16 58913:00 - 14:00 311 11 48 9 80 7 46614:00 - 15:00 341 17 72 13 48 19 51015:00 - 16:00 364 25 51 11 50 14 51516:00 - 17:00 403 33 80 19 56 17 60817:00 - 18:00 413 20 43 15 51 22 56418:00 - 19:00 404 21 43 16 67 13 56419:00 - 20:00 346 16 50 18 66 21 51720:00 - 21:00 291 15 51 6 56 16 43521:00 - 22:00 326 6 54 9 82 20 49722:00 - 23:00 269 11 77 2 85 12 45623:00 - 0:00 175 15 90 2 75 12 3690:00 - 1:00 162 2 66 0 60 10 3001:00 - 2:00 104 1 26 0 81 14 2262:00 - 3:00 110 1 30 1 60 3 2053:00 - 4:00 73 0 32 0 72 4 1814:00 - 5:00 44 0 27 0 70 5 1465:00 - 6:00 67 2 102 0 63 4 2386:00 - 7:00 107 9 45 6 71 20 258

6,482 368 1,393 220 1,587 330 10,380


Total

Total

24-04-2012


SL-07Survey Location: Sassi Toll Plaza SL-07

Direction : Both

24-04-2012




10:00 - 11:00 233 13 19 7 34 6 31211:00 - 12:00 207 10 7 3 19 7 25312:00 - 13:00 190 8 31 5 27 13 27413:00 - 14:00 171 6 21 4 51 4 25714:00 - 15:00 187 5 36 6 23 12 26915:00 - 16:00 193 10 29 5 27 5 26916:00 - 17:00 179 7 27 6 22 6 24717:00 - 18:00 210 6 27 8 23 9 28318:00 - 19:00 145 4 24 8 28 4 21319:00 - 20:00 140 5 26 8 34 7 22020:00 - 21:00 114 7 14 1 25 6 16721:00 - 22:00 131 1 7 3 37 4 18322:00 - 23:00 109 8 19 1 35 2 17423:00 - 0:00 93 5 49 0 28 2 1770:00 - 1:00 122 2 41 0 27 2 1941:00 - 2:00 74 1 13 0 52 5 1452:00 - 3:00 84 0 17 1 20 0 1223:00 - 4:00 30 0 11 0 17 1 594:00 - 5:00 26 0 18 0 19 1 645:00 - 6:00 31 2 29 0 23 1 866:00 - 7:00 41 6 19 6 46 12 130

3,243 165 613 101 730 137 4,989


10:00 - 11:00 266 10 52 6 38 4 37611:00 - 12:00 182 13 35 8 27 2 26712:00 - 13:00 232 9 38 6 27 3 31513:00 - 14:00 140 5 27 5 29 3 20914:00 - 15:00 154 12 36 7 25 7 24115:00 - 16:00 171 15 22 6 23 9 24616:00 - 17:00 224 26 53 13 34 11 36117:00 - 18:00 203 14 16 7 28 13 28118:00 - 19:00 259 17 19 8 39 9 35119:00 - 20:00 206 11 24 10 32 14 29720:00 - 21:00 177 8 37 5 31 10 26821:00 - 22:00 195 5 47 6 45 16 31422:00 - 23:00 160 3 58 1 50 10 28223:00 - 0:00 82 10 41 2 47 10 1920:00 - 1:00 40 0 25 0 33 8 1061:00 - 2:00 30 0 13 0 29 9 812:00 - 3:00 26 1 13 0 40 3 833:00 - 4:00 43 0 21 0 55 3 1224:00 - 5:00 18 0 9 0 51 4 825:00 - 6:00 36 0 73 0 40 3 1526:00 - 7:00 66 3 26 0 25 8 128

3,239 203 780 119 857 193 5,391



Total

Total

Direction : From Gharo


Total

Total


10:00 - 11:00 373 18 36 11 61 12 51111:00 - 12:00 425 23 50 9 65 15 58712:00 - 13:00 350 21 49 12 54 5 49113:00 - 14:00 321 25 55 9 71 10 49114:00 - 15:00 288 32 16 11 58 33 43815:00 - 16:00 332 29 22 10 57 9 45916:00 - 17:00 345 44 55 19 61 9 53317:00 - 18:00 413 18 20 20 68 6 54518:00 - 19:00 365 25 32 18 49 24 51319:00 - 20:00 426 20 51 15 96 26 63420:00 - 21:00 253 19 42 10 79 27 43021:00 - 22:00 286 9 44 9 55 12 41522:00 - 23:00 222 9 22 5 37 18 31323:00 - 0:00 154 6 39 1 99 20 3190:00 - 1:00 151 3 39 0 68 11 2721:00 - 2:00 94 3 28 0 93 28 2462:00 - 3:00 83 3 26 0 88 4 2043:00 - 4:00 84 1 26 0 67 17 1954:00 - 5:00 83 1 32 0 104 18 2385:00 - 6:00 93 0 54 1 76 29 2536:00 - 7:00 116 13 47 6 55 24 261

6,001 395 899 213 1,628 396 9,532


Total

Total

25-04-2012



Direction : Both

25-04-2012




10:00 - 11:00 232 9 28 6 34 6 31511:00 - 12:00 244 13 37 4 38 5 34112:00 - 13:00 209 12 36 6 25 3 29113:00 - 14:00 171 15 36 3 35 6 26614:00 - 15:00 155 19 7 6 24 4 21515:00 - 16:00 170 10 12 5 22 1 22016:00 - 17:00 161 13 7 7 15 0 20317:00 - 18:00 159 5 6 9 35 4 21818:00 - 19:00 147 7 17 8 20 11 21019:00 - 20:00 204 6 22 8 48 18 30620:00 - 21:00 107 5 10 5 25 7 15921:00 - 22:00 137 2 21 4 19 2 18522:00 - 23:00 89 6 11 3 20 8 13723:00 - 0:00 81 1 15 0 43 4 1440:00 - 1:00 107 3 29 0 27 5 1711:00 - 2:00 64 3 20 0 35 7 1292:00 - 3:00 60 3 18 0 30 2 1133:00 - 4:00 54 1 18 0 15 6 944:00 - 5:00 49 1 24 0 40 14 1285:00 - 6:00 57 0 30 1 36 8 1326:00 - 7:00 83 7 18 6 40 11 165

3,215 191 496 103 728 153 4,886


10:00 - 11:00 141 9 8 5 27 6 19611:00 - 12:00 181 10 13 5 27 10 24612:00 - 13:00 141 9 13 6 29 2 20013:00 - 14:00 150 10 19 6 36 4 22514:00 - 15:00 133 13 9 5 34 29 22315:00 - 16:00 162 19 10 5 35 8 23916:00 - 17:00 184 31 48 12 46 9 33017:00 - 18:00 254 13 14 11 33 2 32718:00 - 19:00 218 18 15 10 29 13 30319:00 - 20:00 222 14 29 7 48 8 32820:00 - 21:00 146 14 32 5 54 20 27121:00 - 22:00 149 7 23 5 36 10 23022:00 - 23:00 133 3 11 2 17 10 17623:00 - 0:00 73 5 24 1 56 16 1750:00 - 1:00 44 0 10 0 41 6 1011:00 - 2:00 30 0 8 0 58 21 1172:00 - 3:00 23 0 8 0 58 2 913:00 - 4:00 30 0 8 0 52 11 1014:00 - 5:00 34 0 8 0 64 4 1105:00 - 6:00 36 0 24 0 40 21 1216:00 - 7:00 33 6 29 0 15 13 96

2,786 204 403 110 900 243 4,646



Total

Total



Total

Total


10:00 - 11:00 392 18 50 7 50 5 52211:00 - 12:00 367 20 46 14 41 11 49912:00 - 13:00 382 15 36 10 50 11 50413:00 - 14:00 384 30 51 18 71 14 56814:00 - 15:00 409 23 72 9 61 14 58815:00 - 16:00 421 37 56 14 64 13 60516:00 - 17:00 375 41 93 9 51 11 58017:00 - 18:00 454 20 63 7 72 11 62718:00 - 19:00 386 20 73 7 54 15 55519:00 - 20:00 402 18 57 7 55 17 55620:00 - 21:00 162 30 50 11 111 12 37621:00 - 22:00 149 23 37 18 56 17 30022:00 - 23:00 101 27 32 13 62 14 24923:00 - 0:00 89 28 35 10 73 20 2550:00 - 1:00 79 27 57 6 95 25 2891:00 - 2:00 102 22 43 13 113 25 3182:00 - 3:00 86 16 40 3 62 18 2253:00 - 4:00 86 8 32 9 70 7 2124:00 - 5:00 75 6 31 7 34 15 1685:00 - 6:00 74 12 57 8 52 21 2246:00 - 7:00 92 23 37 13 102 27 294

6,010 559 1,249 270 1,546 352 9,986


Total

Total

26-04-2012



Direction : Both

26-04-2012




10:00 - 11:00 231 12 30 7 27 4 31111:00 - 12:00 208 6 25 14 22 6 28112:00 - 13:00 190 9 26 10 25 2 26213:00 - 14:00 223 17 31 18 36 8 33314:00 - 15:00 238 11 50 9 38 7 35315:00 - 16:00 236 19 36 14 35 10 35016:00 - 17:00 156 12 25 9 27 7 23617:00 - 18:00 231 8 27 7 32 8 31318:00 - 19:00 144 7 27 7 26 9 22019:00 - 20:00 152 5 15 7 18 11 20820:00 - 21:00 74 13 17 2 58 5 16921:00 - 22:00 79 7 10 10 33 6 14522:00 - 23:00 40 7 13 6 42 6 11423:00 - 0:00 40 7 9 4 40 8 1080:00 - 1:00 35 5 38 1 52 8 1391:00 - 2:00 55 5 29 0 53 12 1542:00 - 3:00 33 5 21 0 17 3 793:00 - 4:00 47 0 11 0 25 0 834:00 - 5:00 27 0 24 2 23 0 765:00 - 6:00 34 4 31 2 23 2 966:00 - 7:00 41 7 18 6 47 8 127

3,162 239 654 178 786 144 5,163


10:00 - 11:00 161 6 20 0 23 1 21111:00 - 12:00 159 14 21 0 19 5 21812:00 - 13:00 192 6 10 0 25 9 24213:00 - 14:00 161 13 20 0 35 6 23514:00 - 15:00 171 12 22 0 23 7 23515:00 - 16:00 185 18 20 0 29 3 25516:00 - 17:00 219 29 68 0 24 4 34417:00 - 18:00 223 12 36 0 40 3 31418:00 - 19:00 242 13 46 0 28 6 33519:00 - 20:00 250 13 42 0 37 6 34820:00 - 21:00 88 17 33 9 53 7 20721:00 - 22:00 70 16 27 8 23 11 15522:00 - 23:00 61 20 19 7 20 8 13523:00 - 0:00 49 21 26 6 33 12 1470:00 - 1:00 44 22 19 5 43 17 1501:00 - 2:00 47 17 14 13 60 13 1642:00 - 3:00 53 11 19 3 45 15 1463:00 - 4:00 39 8 21 9 45 7 1294:00 - 5:00 48 6 7 5 11 15 925:00 - 6:00 40 8 26 6 29 19 1286:00 - 7:00 51 16 19 7 55 19 167

2,848 320 595 92 760 208 4,823



Total

Total



Total

Total


10:00 - 11:00 349 22 34 18 45 7 47511:00 - 12:00 367 25 30 14 64 12 51212:00 - 13:00 338 29 52 12 55 7 49313:00 - 14:00 277 21 61 17 55 17 44814:00 - 15:00 308 47 70 22 58 10 51515:00 - 16:00 318 31 38 18 56 13 47416:00 - 17:00 365 28 73 16 52 19 55317:00 - 18:00 336 31 51 19 65 16 51818:00 - 19:00 281 18 54 10 60 11 43419:00 - 20:00 264 23 42 16 53 30 42820:00 - 21:00 92 49 84 12 125 25 38721:00 - 22:00 74 40 54 2 110 49 32922:00 - 23:00 52 23 51 8 105 29 26823:00 - 0:00 64 19 50 5 108 24 2700:00 - 1:00 57 17 37 8 117 24 2601:00 - 2:00 47 19 40 1 111 29 2472:00 - 3:00 37 15 61 4 108 23 2483:00 - 4:00 46 12 49 5 107 34 2534:00 - 5:00 36 19 36 5 61 21 1785:00 - 6:00 58 16 22 1 52 34 1836:00 - 7:00 50 16 68 3 68 18 223

4,753 628 1,238 278 1,839 540 9,276


Total

Total

27-04-2012



Direction : Both

27-04-2012




10:00 - 11:00 197 11 20 8 27 7 27011:00 - 12:00 225 14 17 5 35 6 30212:00 - 13:00 167 8 24 4 34 2 23913:00 - 14:00 160 11 24 5 31 3 23414:00 - 15:00 143 7 42 6 28 5 23115:00 - 16:00 183 14 20 6 35 12 27016:00 - 17:00 192 12 17 4 24 11 26017:00 - 18:00 193 11 16 6 28 5 25918:00 - 19:00 166 5 20 5 31 9 23619:00 - 20:00 143 9 21 9 26 16 22420:00 - 21:00 60 22 35 6 62 13 19821:00 - 22:00 50 23 20 1 54 26 17422:00 - 23:00 39 5 29 5 39 14 13123:00 - 0:00 40 11 23 0 50 9 1330:00 - 1:00 41 6 13 3 59 8 1301:00 - 2:00 32 6 13 0 49 19 1192:00 - 3:00 25 9 31 4 54 9 1323:00 - 4:00 35 6 18 5 38 12 1144:00 - 5:00 25 10 17 4 27 11 945:00 - 6:00 46 12 11 1 38 10 1186:00 - 7:00 38 11 45 3 24 9 130

2,802 276 560 122 884 271 4,915


10:00 - 11:00 152 11 14 10 18 0 20511:00 - 12:00 142 11 13 9 29 6 21012:00 - 13:00 171 21 28 8 21 5 25413:00 - 14:00 117 10 37 12 24 14 21414:00 - 15:00 165 40 28 16 30 5 28415:00 - 16:00 135 17 18 12 21 1 20416:00 - 17:00 173 16 56 12 28 8 29317:00 - 18:00 143 20 35 13 37 11 25918:00 - 19:00 115 13 34 5 29 2 19819:00 - 20:00 121 14 21 7 27 14 20420:00 - 21:00 32 27 49 6 63 12 18921:00 - 22:00 24 17 34 1 56 23 15522:00 - 23:00 13 18 22 3 66 15 13723:00 - 0:00 24 8 27 5 58 15 1370:00 - 1:00 16 11 24 5 58 16 1301:00 - 2:00 15 13 27 1 62 10 1282:00 - 3:00 12 6 30 0 54 14 1163:00 - 4:00 11 6 31 0 69 22 1394:00 - 5:00 11 9 19 1 34 10 845:00 - 6:00 12 4 11 0 14 24 656:00 - 7:00 12 5 23 0 44 9 93

1,951 352 678 156 955 269 4,361



Total

Total



Total

Total


10:00 - 11:00 303 29 26 26 54 13 45111:00 - 12:00 272 11 30 15 49 9 38612:00 - 13:00 256 11 29 10 41 9 35613:00 - 14:00 227 8 38 10 39 20 34214:00 - 15:00 250 10 33 9 55 12 36915:00 - 16:00 216 11 33 11 64 13 34816:00 - 17:00 264 25 39 14 58 11 41117:00 - 18:00 247 18 54 11 55 8 39318:00 - 19:00 266 15 42 19 52 13 40719:00 - 20:00 245 19 58 16 52 6 39620:00 - 21:00 111 49 62 6 158 39 42521:00 - 22:00 54 17 35 3 143 27 27922:00 - 23:00 68 20 35 4 137 41 30523:00 - 0:00 41 9 70 0 109 29 2580:00 - 1:00 31 12 47 0 151 38 2791:00 - 2:00 22 7 45 2 146 41 2632:00 - 3:00 12 15 32 0 128 38 2253:00 - 4:00 20 8 39 0 117 42 2264:00 - 5:00 13 11 23 3 80 34 1645:00 - 6:00 17 9 37 0 118 51 2326:00 - 7:00 39 28 59 9 122 23 280

3,726 457 1,024 245 2,148 573 8,173


Total

Total

28-04-2012



Direction : Both

28-04-2012




10:00 - 11:00 215 22 14 14 22 8 29511:00 - 12:00 169 5 12 8 29 0 22312:00 - 13:00 158 6 15 5 20 2 20613:00 - 14:00 136 5 14 7 23 6 19114:00 - 15:00 144 6 20 5 35 4 21415:00 - 16:00 108 9 21 5 25 7 17516:00 - 17:00 156 11 13 7 32 6 22517:00 - 18:00 153 6 18 6 21 4 20818:00 - 19:00 149 7 14 14 29 7 22019:00 - 20:00 137 4 21 8 21 3 19420:00 - 21:00 35 17 30 1 95 23 20121:00 - 22:00 21 5 20 1 92 18 15722:00 - 23:00 15 9 13 1 72 30 14023:00 - 0:00 13 4 34 0 66 23 1400:00 - 1:00 11 6 22 0 105 22 1661:00 - 2:00 9 4 29 2 91 32 1672:00 - 3:00 6 7 15 0 76 30 1343:00 - 4:00 14 5 29 0 81 21 1504:00 - 5:00 7 7 15 3 38 18 885:00 - 6:00 7 3 20 0 61 42 1336:00 - 7:00 23 20 30 4 60 14 151

2,232 226 489 133 1,220 337 4,637


10:00 - 11:00 88 7 12 12 32 5 15611:00 - 12:00 103 6 18 7 20 9 16312:00 - 13:00 98 5 14 5 21 7 15013:00 - 14:00 91 3 24 3 16 14 15114:00 - 15:00 106 4 13 4 20 8 15515:00 - 16:00 108 2 12 6 39 6 17316:00 - 17:00 108 14 26 7 26 5 18617:00 - 18:00 94 12 36 5 34 4 18518:00 - 19:00 117 8 28 5 23 6 18719:00 - 20:00 108 15 37 8 31 3 20220:00 - 21:00 76 32 32 5 63 16 22421:00 - 22:00 33 12 15 2 51 9 12222:00 - 23:00 53 11 22 3 65 11 16523:00 - 0:00 28 5 36 0 43 6 1180:00 - 1:00 20 6 25 0 46 16 1131:00 - 2:00 13 3 16 0 55 9 962:00 - 3:00 6 8 17 0 52 8 913:00 - 4:00 6 3 10 0 36 21 764:00 - 5:00 6 4 8 0 42 16 765:00 - 6:00 10 6 17 0 57 9 996:00 - 7:00 16 8 29 5 62 9 129

1,494 231 535 112 928 236 3,536



Total

Total



Total

Total


10:00 - 11:00 69 1 24 3 90 62 24911:00 - 12:00 66 0 16 3 78 78 24112:00 - 13:00 48 0 21 4 51 93 21713:00 - 14:00 40 0 23 4 79 73 21914:00 - 15:00 40 0 22 2 75 72 21115:00 - 16:00 43 0 11 9 65 108 23616:00 - 17:00 96 1 13 10 54 78 25217:00 - 18:00 66 0 21 4 61 96 24818:00 - 19:00 71 0 22 5 95 111 30419:00 - 20:00 54 0 31 2 104 115 30620:00 - 21:00 69 11 29 4 81 137 33121:00 - 22:00 54 6 20 2 109 128 31922:00 - 23:00 41 2 30 10 97 108 28823:00 - 0:00 49 7 15 9 72 122 2740:00 - 1:00 31 9 22 10 85 113 2701:00 - 2:00 22 3 27 8 80 107 2472:00 - 3:00 14 7 25 9 60 88 2033:00 - 4:00 17 2 22 11 55 89 1964:00 - 5:00 29 3 14 7 61 88 2025:00 - 6:00 29 5 21 5 61 77 1986:00 - 7:00 66 5 26 17 66 77 257

1,225 76 527 154 1,796 2,210 5,988


Total

Total

24-04-2012


SL-08

Survey Location: Toll Plaza on Link Road between Super Highway & National

Highway SL-08Direction : Both

24-04-2012


SL-08


Highway SL-08


10:00 - 11:00 36 0 3 1 46 42 12811:00 - 12:00 30 0 4 1 48 55 13812:00 - 13:00 26 0 12 2 25 50 11513:00 - 14:00 9 0 15 1 46 51 12214:00 - 15:00 13 0 4 1 39 46 10315:00 - 16:00 11 0 1 4 27 42 8516:00 - 17:00 38 1 8 7 21 31 10617:00 - 18:00 25 0 1 3 31 33 9318:00 - 19:00 33 0 5 3 50 48 13919:00 - 20:00 24 0 7 0 71 64 16620:00 - 21:00 34 4 11 2 43 84 17821:00 - 22:00 26 5 6 0 54 75 16622:00 - 23:00 19 1 13 4 57 56 15023:00 - 0:00 20 3 5 4 24 53 1090:00 - 1:00 14 5 13 8 40 58 1381:00 - 2:00 6 1 15 7 49 62 1402:00 - 3:00 4 5 13 4 39 49 1143:00 - 4:00 4 1 10 6 24 51 964:00 - 5:00 7 2 6 4 31 50 1005:00 - 6:00 14 3 8 1 29 41 966:00 - 7:00 29 5 16 8 31 35 124

545 41 189 76 952 1,192 2,995


10:00 - 11:00 33 1 21 2 44 20 12111:00 - 12:00 36 0 12 2 30 23 10312:00 - 13:00 22 0 9 2 26 43 10213:00 - 14:00 31 0 8 3 33 22 9714:00 - 15:00 27 0 18 1 36 26 10815:00 - 16:00 32 0 10 5 38 66 15116:00 - 17:00 58 0 5 3 33 47 14617:00 - 18:00 41 0 20 1 30 63 15518:00 - 19:00 38 0 17 2 45 63 16519:00 - 20:00 30 0 24 2 33 51 14020:00 - 21:00 35 7 18 2 38 53 15321:00 - 22:00 28 1 14 2 55 53 15322:00 - 23:00 22 1 17 6 40 52 13823:00 - 0:00 29 4 10 5 48 69 1650:00 - 1:00 17 4 9 2 45 55 1321:00 - 2:00 16 2 12 1 31 45 1072:00 - 3:00 10 2 12 5 21 39 893:00 - 4:00 13 1 12 5 31 38 1004:00 - 5:00 22 1 8 3 30 38 1025:00 - 6:00 15 2 13 4 32 36 1026:00 - 7:00 37 0 10 9 35 42 133

680 35 338 78 844 1,018 2,993



Total

Total

Direction : From National Highway


Total

Total


10:00 - 11:00 65 1 40 6 56 63 23111:00 - 12:00 53 0 19 3 52 82 20912:00 - 13:00 55 1 28 5 44 83 21613:00 - 14:00 49 0 22 2 42 113 22814:00 - 15:00 43 0 27 9 41 84 20415:00 - 16:00 58 0 24 3 72 89 24616:00 - 17:00 51 0 19 5 62 80 21717:00 - 18:00 59 2 33 11 62 74 24118:00 - 19:00 61 0 23 6 34 65 18919:00 - 20:00 63 1 29 3 51 73 22020:00 - 21:00 50 5 35 6 66 93 25521:00 - 22:00 62 4 30 4 70 89 25922:00 - 23:00 62 1 52 2 74 91 28223:00 - 0:00 54 5 38 1 81 115 2940:00 - 1:00 53 6 42 1 114 104 3201:00 - 2:00 35 3 47 2 81 95 2632:00 - 3:00 51 8 49 4 98 121 3313:00 - 4:00 60 1 56 5 84 96 3024:00 - 5:00 33 1 43 3 61 89 2305:00 - 6:00 68 1 55 3 77 96 3006:00 - 7:00 81 4 67 5 68 87 312

1,445 96 888 162 1,569 2,064 6,224


Total

Total

25-04-2012


SL-08



25-04-2012


SL-08


Highway SL-08


10:00 - 11:00 34 1 32 2 39 34 14211:00 - 12:00 27 0 9 1 42 52 13112:00 - 13:00 26 1 15 2 28 51 12313:00 - 14:00 34 0 12 2 29 70 14714:00 - 15:00 24 0 11 5 29 33 10215:00 - 16:00 26 0 11 3 47 53 14016:00 - 17:00 22 0 8 5 35 42 11217:00 - 18:00 27 0 7 5 32 38 10918:00 - 19:00 30 0 5 4 28 34 10119:00 - 20:00 42 0 10 1 36 40 12920:00 - 21:00 30 4 18 5 41 57 15521:00 - 22:00 39 4 16 2 41 52 15422:00 - 23:00 31 0 9 2 38 34 11423:00 - 0:00 20 2 6 0 47 61 1360:00 - 1:00 18 0 5 1 64 54 1421:00 - 2:00 15 1 5 2 46 50 1192:00 - 3:00 12 1 6 3 41 49 1123:00 - 4:00 15 1 13 4 35 39 1074:00 - 5:00 10 1 5 2 28 37 835:00 - 6:00 14 1 7 3 24 35 846:00 - 7:00 27 2 12 4 31 59 135

694 56 291 100 904 1,057 3,102


10:00 - 11:00 31 0 8 4 17 29 8911:00 - 12:00 26 0 10 2 10 30 7812:00 - 13:00 29 0 13 3 16 32 9313:00 - 14:00 15 0 10 0 13 43 8114:00 - 15:00 19 0 16 4 12 51 10215:00 - 16:00 32 0 13 0 25 36 10616:00 - 17:00 29 0 11 0 27 38 10517:00 - 18:00 32 2 26 6 30 36 13218:00 - 19:00 31 0 18 2 6 31 8819:00 - 20:00 21 1 19 2 15 33 9120:00 - 21:00 20 1 17 1 25 36 10021:00 - 22:00 23 0 14 2 29 37 10522:00 - 23:00 31 1 43 0 36 57 16823:00 - 0:00 34 3 32 1 34 54 1580:00 - 1:00 35 6 37 0 50 50 1781:00 - 2:00 20 2 42 0 35 45 1442:00 - 3:00 39 7 43 1 57 72 2193:00 - 4:00 45 0 43 1 49 57 1954:00 - 5:00 23 0 38 1 33 52 1475:00 - 6:00 54 0 48 0 53 61 2166:00 - 7:00 54 2 55 1 37 28 177

751 40 597 62 665 1,007 3,122



Total

Total



Total

Total


10:00 - 11:00 35 0 7 6 72 78 19811:00 - 12:00 56 2 6 2 56 78 20012:00 - 13:00 50 0 12 3 43 92 20013:00 - 14:00 55 3 12 10 61 109 25014:00 - 15:00 67 0 16 7 71 79 24015:00 - 16:00 62 0 21 7 57 76 22316:00 - 17:00 73 1 10 5 63 83 23517:00 - 18:00 66 2 9 7 62 72 21818:00 - 19:00 71 0 20 3 84 82 26019:00 - 20:00 69 2 9 7 68 73 22820:00 - 21:00 43 2 21 4 51 67 18821:00 - 22:00 41 0 16 2 52 86 19722:00 - 23:00 42 6 25 14 75 114 27623:00 - 0:00 56 10 26 3 78 104 2770:00 - 1:00 49 4 41 13 92 132 3311:00 - 2:00 30 4 64 4 111 123 3362:00 - 3:00 34 3 59 5 87 119 3073:00 - 4:00 40 8 19 3 53 117 2404:00 - 5:00 32 1 11 6 58 101 2095:00 - 6:00 33 0 34 1 72 56 1966:00 - 7:00 67 6 27 6 49 50 205

1,365 71 603 139 1,596 2,141 5,915


Total

Total

26-04-2012


SL-08



26-04-2012


SL-08


Highway SL-08


10:00 - 11:00 17 0 4 1 52 55 12911:00 - 12:00 32 1 2 0 35 46 11612:00 - 13:00 29 0 11 2 31 58 13113:00 - 14:00 32 2 6 4 29 49 12214:00 - 15:00 25 0 12 3 34 32 10615:00 - 16:00 28 0 17 4 29 38 11616:00 - 17:00 35 0 2 5 25 35 10217:00 - 18:00 36 2 4 3 32 29 10618:00 - 19:00 28 0 8 2 30 37 10519:00 - 20:00 30 1 6 3 21 28 8920:00 - 21:00 18 1 11 2 24 31 8721:00 - 22:00 15 0 8 1 25 44 9322:00 - 23:00 17 1 8 4 24 49 10323:00 - 0:00 25 4 9 2 24 42 1060:00 - 1:00 20 2 12 6 36 43 1191:00 - 2:00 12 4 12 3 41 46 1182:00 - 3:00 15 2 13 4 37 54 1253:00 - 4:00 21 2 7 3 17 46 964:00 - 5:00 16 1 11 6 0 36 705:00 - 6:00 18 0 23 1 27 31 1006:00 - 7:00 32 4 10 3 32 29 110

636 37 245 73 694 999 2,684


10:00 - 11:00 18 0 3 5 20 23 6911:00 - 12:00 24 1 4 2 21 32 8412:00 - 13:00 21 0 1 1 12 34 6913:00 - 14:00 23 1 6 6 32 60 12814:00 - 15:00 42 0 4 4 37 47 13415:00 - 16:00 34 0 4 3 28 38 10716:00 - 17:00 38 1 8 0 38 48 13317:00 - 18:00 30 0 5 4 30 43 11218:00 - 19:00 43 0 12 1 54 45 15519:00 - 20:00 39 1 3 4 47 45 13920:00 - 21:00 25 1 10 2 27 36 10121:00 - 22:00 26 0 8 1 27 42 10422:00 - 23:00 25 5 17 10 51 65 17323:00 - 0:00 31 6 17 1 54 62 1710:00 - 1:00 29 2 29 7 56 89 2121:00 - 2:00 18 0 52 1 70 77 2182:00 - 3:00 19 1 46 1 50 65 1823:00 - 4:00 19 6 12 0 36 71 1444:00 - 5:00 16 0 0 0 58 65 1395:00 - 6:00 15 0 11 0 45 25 966:00 - 7:00 35 2 17 3 17 21 95

729 34 358 66 902 1,142 3,231



Total

Total



Total

Total


10:00 - 11:00 529 0 67 0 56 0 65211:00 - 12:00 499 0 90 2 60 0 65112:00 - 13:00 475 0 87 1 49 5 61713:00 - 14:00 459 0 66 0 51 1 57714:00 - 15:00 407 0 77 2 49 3 53815:00 - 16:00 468 0 60 2 50 0 58016:00 - 17:00 473 0 91 1 36 1 60217:00 - 18:00 455 0 70 6 43 0 57418:00 - 19:00 564 0 64 3 35 0 66619:00 - 20:00 513 0 108 1 68 1 69120:00 - 21:00 445 0 85 0 72 0 60221:00 - 22:00 387 0 74 0 18 0 47922:00 - 23:00 255 0 35 1 18 1 31023:00 - 0:00 148 0 21 0 29 1 1990:00 - 1:00 74 0 27 0 56 0 1571:00 - 2:00 19 0 5 0 46 1 712:00 - 3:00 2 0 4 0 9 1 163:00 - 4:00 0 0 5 0 1 0 64:00 - 5:00 0 0 0 0 0 3 35:00 - 6:00 0 0 0 0 0 1 16:00 - 7:00 1 0 8 0 7 0 16

6,443 0 1,083 20 779 23 8,348


Total

Total

17-04-2012


SL-09Survey Location: Link Road Malir Cantt SL-09

Direction : Both

17-04-2012




10:00 - 11:00 269 0 48 0 32 0 34911:00 - 12:00 265 0 71 2 25 0 36312:00 - 13:00 288 0 66 1 26 2 38313:00 - 14:00 272 0 41 0 22 1 33614:00 - 15:00 230 0 47 2 36 1 31615:00 - 16:00 230 0 31 2 30 0 29316:00 - 17:00 247 0 50 1 20 0 31817:00 - 18:00 242 0 45 6 28 0 32118:00 - 19:00 347 0 36 3 21 0 40719:00 - 20:00 314 0 80 1 59 0 45420:00 - 21:00 246 0 72 0 60 0 37821:00 - 22:00 200 0 62 0 11 0 27322:00 - 23:00 122 0 19 1 8 0 15023:00 - 0:00 70 0 12 0 20 1 1030:00 - 1:00 34 0 13 0 51 0 981:00 - 2:00 15 0 4 0 38 1 582:00 - 3:00 1 0 4 0 6 0 113:00 - 4:00 0 0 5 0 1 0 64:00 - 5:00 0 0 0 0 0 1 15:00 - 6:00 0 0 0 0 0 1 16:00 - 7:00 0 0 0 0 0 0 0

3,503 0 732 20 512 12 4,779


10:00 - 11:00 260 0 19 0 24 0 30311:00 - 12:00 234 0 19 0 35 0 28812:00 - 13:00 187 0 21 0 23 3 23413:00 - 14:00 187 0 25 0 29 0 24114:00 - 15:00 177 0 30 0 13 2 22215:00 - 16:00 238 0 29 0 20 0 28716:00 - 17:00 226 0 41 0 16 1 28417:00 - 18:00 213 0 25 0 15 0 25318:00 - 19:00 217 0 28 0 14 0 25919:00 - 20:00 199 0 28 0 9 1 23720:00 - 21:00 199 0 13 0 12 0 22421:00 - 22:00 187 0 12 0 7 0 20622:00 - 23:00 133 0 16 0 10 1 16023:00 - 0:00 78 0 9 0 9 0 960:00 - 1:00 40 0 14 0 5 0 591:00 - 2:00 4 0 1 0 8 0 132:00 - 3:00 1 0 0 0 3 1 53:00 - 4:00 0 0 0 0 0 0 04:00 - 5:00 0 0 0 0 0 2 25:00 - 6:00 0 0 0 0 0 0 06:00 - 7:00 1 0 8 0 7 0 16

2,940 0 351 0 267 11 3,569



Total

Total

Direction : From Malir Cantt


Total

Total


10:00 - 11:00 457 0 94 1 74 2 62811:00 - 12:00 510 0 118 2 64 0 69412:00 - 13:00 551 0 114 4 58 2 72913:00 - 14:00 507 0 103 0 60 0 67014:00 - 15:00 499 0 72 3 57 0 63115:00 - 16:00 451 0 121 0 49 0 62116:00 - 17:00 476 0 73 3 54 1 60717:00 - 18:00 586 0 73 5 41 1 70618:00 - 19:00 495 0 75 3 44 1 61819:00 - 20:00 449 0 64 0 40 0 55320:00 - 21:00 333 0 43 0 32 0 40821:00 - 22:00 374 0 49 0 14 0 43722:00 - 23:00 224 0 54 1 13 0 29223:00 - 0:00 144 0 22 0 14 0 1800:00 - 1:00 71 0 32 0 17 0 1201:00 - 2:00 18 0 9 0 15 0 422:00 - 3:00 2 0 0 0 8 4 143:00 - 4:00 0 0 0 0 0 0 04:00 - 5:00 0 0 0 0 0 1 15:00 - 6:00 0 0 0 0 0 0 06:00 - 7:00 0 0 0 0 0 0 0

7,212 0 1,292 30 793 14 9,341


Total

Total

18-04-2012



Direction : Both

18-04-2012




10:00 - 11:00 226 0 75 1 45 2 34911:00 - 12:00 271 0 88 2 29 0 39012:00 - 13:00 315 0 88 4 26 2 43513:00 - 14:00 313 0 61 0 41 0 41514:00 - 15:00 277 0 36 3 28 0 34415:00 - 16:00 257 0 59 0 15 0 33116:00 - 17:00 270 0 42 3 25 1 34117:00 - 18:00 314 0 41 3 25 1 38418:00 - 19:00 239 0 46 1 33 1 32019:00 - 20:00 193 0 30 0 30 0 25320:00 - 21:00 121 0 18 0 16 0 15521:00 - 22:00 159 0 38 0 4 0 20122:00 - 23:00 60 0 38 1 4 0 10323:00 - 0:00 31 0 17 0 10 0 580:00 - 1:00 13 0 27 0 2 0 421:00 - 2:00 1 0 7 0 9 0 172:00 - 3:00 1 0 0 0 6 1 83:00 - 4:00 0 0 0 0 0 0 04:00 - 5:00 0 0 0 0 0 1 15:00 - 6:00 0 0 0 0 0 0 06:00 - 7:00 0 0 0 0 0 0 0

3,494 0 812 19 446 11 4,782


10:00 - 11:00 231 0 19 0 29 0 27911:00 - 12:00 239 0 30 0 35 0 30412:00 - 13:00 236 0 26 0 32 0 29413:00 - 14:00 194 0 42 0 19 0 25514:00 - 15:00 222 0 36 0 29 0 28715:00 - 16:00 194 0 62 0 34 0 29016:00 - 17:00 206 0 31 0 29 0 26617:00 - 18:00 272 0 32 2 16 0 32218:00 - 19:00 256 0 29 2 11 0 29819:00 - 20:00 256 0 34 0 10 0 30020:00 - 21:00 212 0 25 0 16 0 25321:00 - 22:00 215 0 11 0 10 0 23622:00 - 23:00 164 0 16 0 9 0 18923:00 - 0:00 113 0 5 0 4 0 1220:00 - 1:00 58 0 5 0 15 0 781:00 - 2:00 17 0 2 0 6 0 252:00 - 3:00 1 0 0 0 2 3 63:00 - 4:00 0 0 0 0 0 0 04:00 - 5:00 0 0 0 0 0 0 05:00 - 6:00 0 0 0 0 0 0 06:00 - 7:00 0 0 0 0 0 0 0

3,718 0 480 11 347 3 4,559



Total

Total



Total

Total


10:00 - 11:00 501 0 117 3 54 1 67611:00 - 12:00 502 0 94 7 69 1 67312:00 - 13:00 497 0 77 9 48 1 63213:00 - 14:00 494 0 65 3 48 1 61114:00 - 15:00 562 0 119 1 77 2 76115:00 - 16:00 497 2 109 1 82 6 69716:00 - 17:00 476 0 65 5 56 1 60317:00 - 18:00 525 0 61 3 35 5 62918:00 - 19:00 723 0 117 5 66 0 91119:00 - 20:00 505 0 60 0 71 0 63620:00 - 21:00 397 0 58 1 35 1 49221:00 - 22:00 298 0 14 0 15 0 32722:00 - 23:00 194 0 17 1 13 0 22523:00 - 0:00 99 0 15 1 7 0 1220:00 - 1:00 49 0 4 0 12 2 671:00 - 2:00 8 0 1 0 25 0 342:00 - 3:00 0 0 0 0 15 2 173:00 - 4:00 0 0 0 0 3 2 54:00 - 5:00 0 0 0 0 0 4 45:00 - 6:00 0 0 0 0 0 0 06:00 - 7:00 5 0 0 0 0 0 5

7,254 2 1,288 48 866 31 9,489


Total

Total

19-04-2012



Direction : Both

19-04-2012




10:00 - 11:00 245 0 95 2 29 1 37211:00 - 12:00 249 0 71 6 49 1 37612:00 - 13:00 289 0 49 7 33 1 37913:00 - 14:00 287 0 37 1 36 1 36214:00 - 15:00 334 0 50 1 52 0 43715:00 - 16:00 264 2 78 1 59 0 40416:00 - 17:00 238 0 30 4 31 1 30417:00 - 18:00 263 0 25 3 25 4 32018:00 - 19:00 409 0 87 2 59 0 55719:00 - 20:00 232 0 27 0 57 0 31620:00 - 21:00 180 0 17 0 26 0 22321:00 - 22:00 131 0 2 0 6 0 13922:00 - 23:00 79 0 7 1 5 0 9223:00 - 0:00 46 0 13 0 4 0 630:00 - 1:00 18 0 2 0 11 0 311:00 - 2:00 6 0 1 0 22 0 292:00 - 3:00 0 0 0 0 12 1 133:00 - 4:00 0 0 0 0 3 2 54:00 - 5:00 0 0 0 0 0 1 15:00 - 6:00 0 0 0 0 0 0 06:00 - 7:00 4 0 0 0 0 0 4

3,611 2 779 32 606 14 5,044


10:00 - 11:00 256 0 22 1 25 0 30411:00 - 12:00 253 0 23 1 20 0 29712:00 - 13:00 208 0 28 2 15 0 25313:00 - 14:00 207 0 28 2 12 0 24914:00 - 15:00 228 0 69 0 25 2 32415:00 - 16:00 233 0 31 0 23 6 29316:00 - 17:00 238 0 35 1 25 0 29917:00 - 18:00 262 0 36 0 10 1 30918:00 - 19:00 314 0 30 3 7 0 35419:00 - 20:00 273 0 33 0 14 0 32020:00 - 21:00 217 0 41 1 9 1 26921:00 - 22:00 167 0 12 0 9 0 18822:00 - 23:00 115 0 10 0 8 0 13323:00 - 0:00 53 0 2 1 3 0 590:00 - 1:00 31 0 2 0 1 2 361:00 - 2:00 2 0 0 0 3 0 52:00 - 3:00 0 0 0 0 3 1 43:00 - 4:00 0 0 0 0 0 0 04:00 - 5:00 0 0 0 0 0 3 35:00 - 6:00 0 0 0 0 0 0 06:00 - 7:00 1 0 0 0 0 0 1

3,643 0 509 16 260 17 4,445



Total

Total



Total

Total


10:00 - 11:00 81 1 4 0 10 0 9611:00 - 12:00 119 3 1 0 11 0 13412:00 - 13:00 62 0 5 0 8 5 8013:00 - 14:00 70 3 2 0 10 0 8514:00 - 15:00 89 0 8 0 5 1 10315:00 - 16:00 128 1 9 0 11 1 15016:00 - 17:00 115 5 5 0 11 1 13717:00 - 18:00 49 0 13 0 5 0 6718:00 - 19:00 86 1 9 0 9 0 10519:00 - 20:00 78 3 7 0 7 0 9520:00 - 21:00 67 3 12 0 8 0 9021:00 - 22:00 99 2 6 0 6 0 11322:00 - 23:00 53 1 4 0 4 0 6223:00 - 0:00 36 1 1 0 4 0 420:00 - 1:00 21 0 0 0 1 0 221:00 - 2:00 9 0 0 0 0 0 92:00 - 3:00 10 0 0 0 0 0 103:00 - 4:00 1 0 0 0 5 2 84:00 - 5:00 0 0 0 0 5 3 85:00 - 6:00 1 0 0 0 0 0 16:00 - 7:00 9 0 0 0 0 0 9

1,319 30 91 6 132 13 1,591


Total

Total

17-04-2012


SL-09Survey Location: Northern ByPass SL-09

Direction : U-Turn


10:00 - 11:00 114 6 3 0 9 0 13211:00 - 12:00 86 2 7 0 6 0 10112:00 - 13:00 51 3 5 0 7 0 6613:00 - 14:00 52 1 3 0 3 9 6814:00 - 15:00 90 2 5 0 5 6 10815:00 - 16:00 83 1 6 0 1 7 9816:00 - 17:00 93 1 4 0 12 0 11017:00 - 18:00 125 1 10 0 5 1 14218:00 - 19:00 85 1 6 1 3 1 9719:00 - 20:00 70 2 7 0 11 0 9020:00 - 21:00 70 1 11 0 26 0 10821:00 - 22:00 98 3 9 0 14 0 12422:00 - 23:00 45 1 3 0 6 0 5523:00 - 0:00 35 3 3 0 0 0 410:00 - 1:00 19 0 3 0 9 0 311:00 - 2:00 7 0 0 0 1 1 92:00 - 3:00 8 0 0 0 0 4 123:00 - 4:00 0 0 0 0 1 0 14:00 - 5:00 0 0 0 0 4 0 45:00 - 6:00 1 0 0 0 0 0 16:00 - 7:00 0 0 0 0 0 0 0

1,397 42 116 5 141 36 1,737


Total

Total

18-04-2012



Direction : U-Turn


10:00 - 11:00 116 0 8 0 17 0 14111:00 - 12:00 86 1 5 0 5 0 9712:00 - 13:00 82 0 3 0 4 0 8913:00 - 14:00 53 0 3 0 2 0 5814:00 - 15:00 92 0 6 0 5 0 10315:00 - 16:00 83 0 4 0 5 2 9416:00 - 17:00 82 1 5 1 4 2 9517:00 - 18:00 114 1 14 1 4 0 13418:00 - 19:00 105 0 4 1 2 0 11219:00 - 20:00 84 0 10 1 2 0 9720:00 - 21:00 95 0 7 0 5 0 10721:00 - 22:00 71 0 16 0 3 0 9022:00 - 23:00 70 1 5 0 1 0 7723:00 - 0:00 32 2 0 0 0 0 340:00 - 1:00 21 0 0 0 6 0 271:00 - 2:00 5 0 2 0 1 6 142:00 - 3:00 3 0 0 0 0 0 33:00 - 4:00 1 0 0 0 1 1 34:00 - 5:00 0 0 0 0 13 0 135:00 - 6:00 0 0 0 0 1 0 16:00 - 7:00 1 0 0 0 0 0 1

1,421 15 110 10 109 17 1,682


Total

Total

19-04-2012



Direction : U-Turn

Annexure III:

Traffic Occupancy Count

CLASS 2 CLASS 3 CLASS 4

7:00 - 8:00 6.5 16.0 32.0 72.9 127.48:00 - 9:00 6.7 15.9 46.0 74.1 142.79:00 - 10:00 6.6 20.0 60.6 70.9 158.1

10:00 - 11:00 6.9 21.3 61.3 74.2 163.711:00 - 12:00 6.8 21.4 61.7 73.1 163.012:00 - 13:00 6.8 22.4 32.0 71.6 132.813:00 - 14:00 6.1 21.1 32.0 74.0 133.314:00 - 15:00 6.4 22.7 62.5 72.8 164.315:00 - 16:00 6.8 20.4 32.0 68.6 127.7

16:00 - 17:00 6.5 21.0 32.0 76.6 136.117:00 - 18:00 6.6 19.4 56.1 77.1 159.318:00 - 19:00 6.7 21.0 61.4 75.0 164.019:00 - 20:00 7.1 19.6 54.4 65.9 147.020:00 - 21:00 6.9 18.0 53.2 63.5 141.621:00 - 22:00 7.1 19.1 53.7 64.3 144.122:00 - 23:00 7.2 20.6 32.0 62.8 122.623:00 - 0:00 6.7 19.5 39.3 64.1 129.60:00 - 1:00 6.7 23.0 61.5 57.4 148.71:00 - 2:00 6.4 21.0 58.0 57.0 142.42:00 - 3:00 6.6 20.3 24.0 66.5 117.3

3:00 - 4:00 6.7 19.5 20.0 34.8 81.04:00 - 5:00 6.5 10.0 57.7 30.4 104.65:00 - 6:00 6.7 19.7 64.0 66.1 156.56:00 - 7:00 6.7 17.0 24.0 68.0 115.7

160.7 469.7 1,264.9 1,582.0 3,323.6

SUMMARY OF MID BLOCK OCCUPANCY

SL-02Survey Location:

TIME OF DAY

Super Highway KHI Toll Plaza SL-02Direction : Both

Private Cars

CLASS 1

Public TransportTotal

Total





7:00 - 8:00 3.6 9.5 32.0 37.1 82.18:00 - 9:00 3.7 9.4 32.0 38.3 83.39:00 - 10:00 3.7 10.5 32.0 36.2 82.3

10:00 - 11:00 3.6 11.4 32.0 38.0 85.011:00 - 12:00 3.6 10.5 32.0 37.5 83.512:00 - 13:00 3.5 11.7 32.0 36.9 84.213:00 - 14:00 2.9 10.7 32.0 38.0 83.614:00 - 15:00 3.3 10.7 32.0 37.5 83.615:00 - 16:00 3.5 9.9 32.0 32.2 77.516:00 - 17:00 3.3 11.3 32.0 38.0 84.6

17:00 - 18:00 3.5 11.3 28.0 38.0 80.818:00 - 19:00 3.4 10.8 32.0 37.2 83.419:00 - 20:00 4.1 11.8 32.0 38.0 85.920:00 - 21:00 3.9 11.0 32.0 37.2 84.021:00 - 22:00 3.5 11.7 32.0 38.0 85.222:00 - 23:00 3.7 12.0 32.0 38.0 85.723:00 - 0:00 3.4 11.3 16.0 36.4 67.10:00 - 1:00 3.4 12.0 32.0 32.1 79.41:00 - 2:00 3.3 9.0 32.0 31.7 76.02:00 - 3:00 3.0 12.0 24.0 28.5 67.53:00 - 4:00 3.0 12.0 20.0 - 35.0

4:00 - 5:00 2.8 - 32.0 - 34.85:00 - 6:00 3.0 12.0 32.0 38.0 85.06:00 - 7:00 3.3 12.0 24.0 38.0 77.3

56.9 174.0 508.0 596.0 1,334.8


7:00 - 8:00 2.9 6.5 - 35.9 45.3

8:00 - 9:00 3.1 6.5 14.0 35.9 59.49:00 - 10:00 3.0 9.5 28.6 34.8 75.9

10:00 - 11:00 3.2 9.9 29.3 36.2 78.611:00 - 12:00 3.2 10.9 29.7 35.7 79.412:00 - 13:00 3.3 10.7 - 34.7 48.613:00 - 14:00 3.2 10.5 - 36.0 49.714:00 - 15:00 3.1 12.0 30.5 35.2 80.815:00 - 16:00 3.3 10.5 - 36.4 50.216:00 - 17:00 3.2 9.8 - 38.6 51.517:00 - 18:00 3.1 8.1 28.1 39.1 78.5

18:00 - 19:00 3.2 10.2 29.4 37.8 80.619:00 - 20:00 3.0 7.8 22.4 27.9 61.120:00 - 21:00 3.0 7.1 21.2 26.3 57.621:00 - 22:00 3.5 7.4 21.7 26.3 58.922:00 - 23:00 3.5 8.6 - 24.8 36.923:00 - 0:00 3.3 8.3 23.3 27.7 62.50:00 - 1:00 3.4 11.0 29.5 25.3 69.21:00 - 2:00 3.1 12.0 26.0 25.3 66.42:00 - 3:00 3.6 8.3 - 38.0 49.83:00 - 4:00 3.7 7.5 - 34.8 46.1

4:00 - 5:00 3.7 10.0 25.7 30.4 69.85:00 - 6:00 3.6 7.7 32.0 28.1 71.46:00 - 7:00 3.4 5.0 - 30.0 38.4

78.7 215.5 391.3 781.3 1,466.8

Private Cars

CLASS 1


Total

TIME OF DAY

TIME OF DAY

Total


Private Cars

CLASS 1



7:00 - 8:00 5.4 22.3 16.0 65.6 109.38:00 - 9:00 5.6 22.7 8.0 74.2 110.59:00 - 10:00 5.9 23.1 16.0 74.4 119.5

10:00 - 11:00 6.2 21.0 - 73.1 100.311:00 - 12:00 5.8 22.8 - 71.6 100.212:00 - 13:00 6.2 24.0 8.0 73.3 111.513:00 - 14:00 6.0 23.3 32.0 74.5 135.714:00 - 15:00 5.4 24.0 48.0 72.9 150.315:00 - 16:00 5.9 23.3 - 75.5 104.7

16:00 - 17:00 6.1 17.0 40.0 55.5 118.517:00 - 18:00 6.3 18.3 48.0 72.9 145.518:00 - 19:00 6.9 15.5 32.0 73.9 128.319:00 - 20:00 5.7 18.0 - 71.0 94.720:00 - 21:00 6.5 12.0 - 72.0 90.621:00 - 22:00 6.4 9.0 - 72.8 88.222:00 - 23:00 8.1 7.0 - 74.5 89.623:00 - 0:00 7.2 12.0 - 73.2 92.40:00 - 1:00 5.9 21.5 - 74.0 101.41:00 - 2:00 5.5 14.0 - 66.5 86.02:00 - 3:00 6.4 6.0 - 16.0 28.4

3:00 - 4:00 8.5 15.0 - 52.0 75.54:00 - 5:00 6.4 21.0 - 54.0 81.45:00 - 6:00 6.5 17.0 - 53.4 76.96:00 - 7:00 7.1 19.2 - 54.5 80.8

151.8 429.0 248.0 1,591.3 2,420.1



Direction : Both

Private Cars

CLASS 1

Public TransportTotalTIME OF DAY

Total





7:00 - 8:00 2.2 11.3 - 27.6 41.18:00 - 9:00 2.4 12.0 8.0 36.8 59.29:00 - 10:00 2.7 11.6 - 38.0 52.3

10:00 - 11:00 3.1 10.5 - 36.6 50.211:00 - 12:00 2.9 12.0 - 36.4 51.312:00 - 13:00 3.1 12.0 8.0 36.9 60.113:00 - 14:00 2.8 12.0 - 38.5 53.314:00 - 15:00 2.5 12.0 16.0 37.4 67.915:00 - 16:00 2.7 12.0 - 38.0 52.716:00 - 17:00 3.0 5.0 8.0 19.0 35.017:00 - 18:00 3.3 9.0 16.0 37.1 65.3

18:00 - 19:00 3.5 5.0 - 36.4 44.919:00 - 20:00 2.6 9.0 - 36.9 48.520:00 - 21:00 3.4 - - 38.0 41.421:00 - 22:00 3.2 - - 36.4 39.622:00 - 23:00 4.9 - - 38.0 42.923:00 - 0:00 3.8 - - 35.2 39.00:00 - 1:00 3.1 10.5 - 38.0 51.61:00 - 2:00 2.6 2.0 - 28.5 33.12:00 - 3:00 3.4 - - 16.0 19.43:00 - 4:00 5.0 9.0 - 16.0 30.0

4:00 - 5:00 3.1 9.0 - 16.0 28.15:00 - 6:00 3.4 5.0 - 16.0 24.46:00 - 7:00 3.4 9.0 - 18.0 30.4

48.2 133.5 56.0 567.9 805.6


7:00 - 8:00 3.2 11.0 16.0 38.0 68.2

8:00 - 9:00 3.2 10.7 - 37.4 51.39:00 - 10:00 3.3 11.5 16.0 36.4 67.2

10:00 - 11:00 3.1 10.5 - 36.5 50.211:00 - 12:00 3.0 10.8 - 35.2 49.012:00 - 13:00 3.1 12.0 - 36.4 51.413:00 - 14:00 3.1 11.3 32.0 36.0 82.314:00 - 15:00 2.9 12.0 32.0 35.5 82.415:00 - 16:00 3.2 11.3 - 37.5 52.016:00 - 17:00 3.1 12.0 32.0 36.5 83.517:00 - 18:00 3.0 9.3 32.0 35.9 80.1

18:00 - 19:00 3.4 10.5 32.0 37.5 83.419:00 - 20:00 3.1 9.0 - 34.0 46.220:00 - 21:00 3.2 12.0 - 34.0 49.221:00 - 22:00 3.2 9.0 - 36.4 48.622:00 - 23:00 3.2 7.0 - 36.5 46.723:00 - 0:00 3.4 12.0 - 38.0 53.40:00 - 1:00 2.8 11.0 - 36.0 49.81:00 - 2:00 3.0 12.0 - 38.0 53.02:00 - 3:00 3.0 6.0 - - 9.03:00 - 4:00 3.5 6.0 - 36.0 45.5

4:00 - 5:00 3.3 12.0 - 38.0 53.35:00 - 6:00 3.1 12.0 - 37.4 52.56:00 - 7:00 3.6 10.2 - 36.5 50.4

75.9 251.0 192.0 839.7 1,358.5Total

Private Cars

CLASS 1



Private Cars

CLASS 1


Total


7:00 - 8:00 4.7 19.0 - 60.6 84.38:00 - 9:00 4.3 20.1 31.0 92.4 147.89:00 - 10:00 5.4 21.0 39.5 71.8 137.6

10:00 - 11:00 5.8 18.3 8.0 62.4 94.411:00 - 12:00 6.3 12.0 8.0 76.5 102.812:00 - 13:00 6.3 21.0 25.5 76.2 129.013:00 - 14:00 5.6 18.0 32.0 43.0 98.614:00 - 15:00 5.4 22.1 28.0 52.8 108.315:00 - 16:00 5.9 23.0 8.0 67.3 104.2

16:00 - 17:00 6.2 13.0 - 47.8 67.117:00 - 18:00 5.5 20.3 16.0 72.9 114.718:00 - 19:00 5.6 23.3 16.0 64.1 108.919:00 - 20:00 6.1 21.7 36.8 74.5 139.020:00 - 21:00 5.8 19.1 - 70.0 94.921:00 - 22:00 5.3 15.0 40.0 - 60.322:00 - 23:00 5.3 15.0 - 38.0 58.323:00 - 0:00 5.5 19.5 - - 25.00:00 - 1:00 5.6 17.0 - - 22.61:00 - 2:00 4.9 12.0 - - 16.92:00 - 3:00 5.4 15.0 - - 20.4

3:00 - 4:00 4.8 6.0 - - 10.84:00 - 5:00 4.8 12.0 - 16.0 32.85:00 - 6:00 4.6 12.0 8.0 - 24.66:00 - 7:00 4.8 19.3 - 52.5 76.6

129.9 414.6 296.8 1,038.7 1,879.9



Direction : Both


Total

Private Cars

CLASS 1




7:00 - 8:00 1.8 9.0 - 27.3 38.18:00 - 9:00 2.2 10.5 12.0 59.2 83.99:00 - 10:00 2.2 12.0 4.0 38.5 56.7

10:00 - 11:00 2.3 12.0 8.0 31.6 53.911:00 - 12:00 2.3 3.0 8.0 38.5 51.812:00 - 13:00 2.7 9.0 - 42.9 54.613:00 - 14:00 2.6 6.0 16.0 14.5 39.114:00 - 15:00 2.6 12.0 12.0 14.5 41.115:00 - 16:00 2.7 12.0 8.0 29.0 51.716:00 - 17:00 2.9 3.0 - 9.5 15.4

17:00 - 18:00 2.4 12.0 - 44.4 58.818:00 - 19:00 2.4 12.0 - 30.8 45.219:00 - 20:00 2.8 12.0 16.0 26.5 57.320:00 - 21:00 2.2 9.0 - 32.0 43.221:00 - 22:00 1.5 9.0 8.0 - 18.522:00 - 23:00 2.3 9.0 - - 11.323:00 - 0:00 2.3 12.0 - - 14.30:00 - 1:00 2.8 9.0 - - 11.81:00 - 2:00 1.9 6.0 - - 7.92:00 - 3:00 2.8 3.0 - - 5.83:00 - 4:00 2.6 - - - 2.6

4:00 - 5:00 2.0 6.0 - 16.0 24.05:00 - 6:00 2.1 - 8.0 - 10.16:00 - 7:00 2.3 12.0 - 14.5 28.8

56.7 199.5 100.0 469.6 825.8



7:00 - 8:00 3.0 10.0 - 33.3 46.2

8:00 - 9:00 2.1 9.6 19.0 33.3 64.09:00 - 10:00 3.2 9.0 35.5 33.3 80.9

10:00 - 11:00 3.5 6.3 - 30.8 40.511:00 - 12:00 4.0 9.0 - 38.0 51.012:00 - 13:00 3.6 12.0 25.5 33.3 74.413:00 - 14:00 3.0 12.0 16.0 28.5 59.514:00 - 15:00 2.8 10.1 16.0 38.3 67.115:00 - 16:00 3.1 11.0 - 38.3 52.516:00 - 17:00 3.4 10.0 - 38.3 51.717:00 - 18:00 3.1 8.3 16.0 28.5 55.9

18:00 - 19:00 3.2 11.3 16.0 33.3 63.719:00 - 20:00 3.3 9.7 20.8 48.0 81.720:00 - 21:00 3.6 10.1 - 38.0 51.621:00 - 22:00 3.8 6.0 32.0 - 41.822:00 - 23:00 3.0 6.0 - 38.0 47.023:00 - 0:00 3.3 7.5 - - 10.80:00 - 1:00 2.8 8.0 - - 10.81:00 - 2:00 3.0 6.0 - - 9.02:00 - 3:00 2.7 12.0 - - 14.73:00 - 4:00 2.2 6.0 - - 8.2

4:00 - 5:00 2.8 6.0 - - 8.85:00 - 6:00 2.5 12.0 - - 14.56:00 - 7:00 2.5 7.3 - 38.0 47.8

51.5 150.2 196.8 531.1 929.6

TIME OF DAY


Total

Private Cars

CLASS 1


Total

Total

TIME OF DAYPrivate Cars

CLASS 1

Public Transport


7:00 - 8:00 6.0 22.5 48.0 115.7 192.28:00 - 9:00 6.0 22.2 47.6 116.4 192.29:00 - 10:00 5.1 22.8 24.0 99.0 150.9

10:00 - 11:00 6.1 22.3 8.0 107.0 143.311:00 - 12:00 5.5 22.5 32.0 108.5 168.512:00 - 13:00 5.9 21.2 - 115.5 142.613:00 - 14:00 5.7 22.9 26.7 85.6 140.814:00 - 15:00 5.6 21.8 32.0 98.5 157.915:00 - 16:00 5.5 18.6 38.8 91.3 154.3

16:00 - 17:00 6.3 18.6 32.0 75.9 132.817:00 - 18:00 6.1 18.6 49.4 71.7 145.918:00 - 19:00 5.5 20.8 50.7 88.4 165.419:00 - 20:00 5.8 21.9 50.0 86.2 163.920:00 - 21:00 5.9 21.8 64.0 57.0 148.621:00 - 22:00 6.0 24.0 28.0 71.9 129.922:00 - 23:00 6.0 22.8 - 38.0 66.823:00 - 0:00 5.7 22.8 32.0 19.0 79.50:00 - 1:00 5.8 10.0 58.7 - 74.51:00 - 2:00 6.0 8.0 32.0 - 46.02:00 - 3:00 5.6 10.0 24.0 - 39.6

3:00 - 4:00 5.6 12.0 32.0 - 49.64:00 - 5:00 5.4 12.0 24.0 - 41.45:00 - 6:00 5.4 - 24.0 32.0 61.46:00 - 7:00 5.5 23.4 49.8 46.6 125.3

137.9 443.3 807.6 1,524.3 2,913.1



Direction : Both


Total

Private

Cars CLASS 1




7:00 - 8:00 3.3 10.5 26.7 57.6 98.08:00 - 9:00 2.8 10.2 24.0 53.8 90.89:00 - 10:00 2.4 10.8 16.0 50.1 79.3

10:00 - 11:00 2.9 10.3 8.0 54.8 75.911:00 - 12:00 2.3 10.5 - 51.6 64.312:00 - 13:00 2.8 9.2 - 56.4 68.313:00 - 14:00 2.7 10.9 26.7 41.3 81.614:00 - 15:00 2.8 10.1 32.0 41.9 86.815:00 - 16:00 2.7 8.5 19.6 45.1 75.816:00 - 17:00 3.2 8.1 16.0 35.3 62.6

17:00 - 18:00 3.1 7.1 26.7 35.9 72.818:00 - 19:00 2.4 8.8 24.0 44.2 79.419:00 - 20:00 3.0 9.9 24.0 43.8 80.820:00 - 21:00 3.4 9.8 32.0 28.5 73.721:00 - 22:00 3.3 12.0 - 38.0 53.322:00 - 23:00 3.5 10.8 24.0 19.0 57.323:00 - 0:00 3.3 12.0 32.0 - 47.30:00 - 1:00 3.4 10.0 32.0 - 45.41:00 - 2:00 3.3 8.0 32.0 - 43.32:00 - 3:00 3.4 10.0 24.0 - 37.43:00 - 4:00 3.3 12.0 32.0 - 47.3

4:00 - 5:00 3.3 12.0 24.0 - 39.35:00 - 6:00 3.3 - 24.0 32.0 59.36:00 - 7:00 3.2 11.4 25.8 46.6 87.0

73.3 232.6 525.4 775.6 1,607.0



7:00 - 8:00 2.7 12.0 21.3 58.2 94.2

8:00 - 9:00 3.1 12.0 23.6 62.7 101.49:00 - 10:00 2.7 12.0 8.0 48.9 71.6

10:00 - 11:00 3.2 12.0 - 52.3 67.411:00 - 12:00 3.2 12.0 32.0 56.9 104.212:00 - 13:00 3.1 12.0 - 59.2 74.213:00 - 14:00 3.0 12.0 - 44.3 59.214:00 - 15:00 2.7 11.7 - 56.7 71.115:00 - 16:00 2.8 10.2 19.2 46.2 78.416:00 - 17:00 3.1 10.5 16.0 40.7 70.217:00 - 18:00 3.0 11.5 22.7 35.9 73.1

18:00 - 19:00 3.1 12.0 26.7 44.2 86.019:00 - 20:00 2.7 12.0 26.0 42.4 83.120:00 - 21:00 2.5 12.0 32.0 28.5 75.021:00 - 22:00 2.6 12.0 28.0 33.9 76.522:00 - 23:00 2.6 12.0 - 19.0 33.623:00 - 0:00 2.4 10.8 - 19.0 32.20:00 - 1:00 2.4 - 26.7 - 29.11:00 - 2:00 2.6 - - - 2.62:00 - 3:00 2.1 - - - 2.13:00 - 4:00 2.3 - - - 2.3

4:00 - 5:00 2.1 - - - 2.15:00 - 6:00 2.1 - - - 2.16:00 - 7:00 2.3 12.0 24.0 - 38.3

46.1 187.9 255.5 729.7 1,219.2

TIME OF DAY


Total

Private Cars

CLASS 1


Total

Total

TIME OF DAYPrivate Cars

CLASS 1

Public Transport

Annexure IV:

Passengers Travelling by Mode

Volume OccupancyPassengers

TavellingVolume Occupancy

Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 155 3.6 550 24 9.5 228 39 32.0 1248 35 37.1 1297

8:00 - 9:00 239 3.7 878 33 9.4 310 32 32.0 1024 33 38.3 1262

9:00 - 10:00 278 3.7 1015 25 10.5 261 51 32.0 1632 32 36.2 1157

10:00 - 11:00 325 3.6 1185 23 11.4 262 45 32.0 1440 37 38.0 1406

11:00 - 12:00 295 3.6 1053 19 10.5 200 59 32.0 1888 32 37.5 1199

12:00 - 13:00 231 3.5 817 13 11.7 152 66 32.0 2112 30 36.9 1108

13:00 - 14:00 193 2.9 568 13 10.7 138 58 32.0 1856 30 38.0 1140

14:00 - 15:00 160 3.3 528 22 10.7 236 44 32.0 1408 26 37.5 976

15:00 - 16:00 215 3.5 746 20 9.9 198 32 32.0 1024 29 32.2 933

16:00 - 17:00 267 3.3 894 18 11.3 203 60 32.0 1920 38 38.0 1444

17:00 - 18:00 308 3.5 1093 17 11.3 191 45 28.0 1260 32 38.0 1216

18:00 - 19:00 252 3.4 867 20 10.8 216 38 32.0 1216 38 37.2 1414

19:00 - 20:00 313 4.1 1292 12 11.8 142 61 32.0 1952 28 38.0 1064

20:00 - 21:00 279 3.9 1082 20 11.0 219 73 32.0 2336 44 37.2 1637

21:00 - 22:00 221 3.5 783 14 11.7 164 37 32.0 1184 37 38.0 1406

22:00 - 23:00 197 3.7 720 14 12.0 168 49 32.0 1568 32 38.0 1216

23:00 - 0:00 151 3.4 517 15 11.3 169 32 16.0 512 25 36.4 910

0:00 - 1:00 144 3.4 485 8 12.0 96 33 32.0 1056 24 32.1 770

1:00 - 2:00 120 3.3 394 12 9.0 108 46 32.0 1472 16 31.7 507

2:00 - 3:00 94 3.0 282 2 12.0 24 27 24.0 648 2 28.5 57

3:00 - 4:00 84 3.0 248 2 12.0 24 38 20.0 760 0 0.0 0

4:00 - 5:00 77 2.8 214 0 0.0 0 13 32.0 416 0 0.0 0

5:00 - 6:00 75 3.0 228 8 12.0 96 12 32.0 384 11 38.0 418

6:00 - 7:00 116 3.3 380 5 12.0 60 16 24.0 384 13 38.0 494

Passengers Travelling By Mode

Time

Private Cars Intercity BusesWagons Coasters / Mini Bus



Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 78 2.9 228 7 6.5 46 0 0.0 0 50 35.9 1795

8:00 - 9:00 168 3.1 513 9 6.5 59 2 14.0 28 34 35.9 1221

9:00 - 10:00 252 3.0 748 6 9.5 57 1 28.6 29 18 34.8 626

10:00 - 11:00 273 3.2 881 16 9.9 158 2 29.3 59 30 36.2 1085

11:00 - 12:00 319 3.2 1027 16 10.9 174 1 29.7 30 31 35.7 1105

12:00 - 13:00 221 3.3 729 14 10.7 149 0 0.0 0 28 34.7 971

13:00 - 14:00 325 3.2 1042 10 10.5 105 0 0.0 0 28 36.0 1009

14:00 - 15:00 315 3.1 967 13 12.0 156 1 30.5 30 37 35.2 1304

15:00 - 16:00 289 3.3 956 10 10.5 105 0 0.0 0 34 36.4 1238

16:00 - 17:00 274 3.2 863 10 9.8 98 0 0.0 0 24 38.6 927

17:00 - 18:00 388 3.1 1195 11 8.1 89 1 28.1 28 28 39.1 1096

18:00 - 19:00 469 3.2 1517 19 10.2 194 4 29.4 118 33 37.8 1247

19:00 - 20:00 377 3.0 1122 28 7.8 218 1 22.4 22 41 27.9 1143

20:00 - 21:00 309 3.0 939 28 7.1 198 1 21.2 21 24 26.3 630

21:00 - 22:00 223 3.5 784 17 7.4 125 2 21.7 43 18 26.3 473

22:00 - 23:00 251 3.5 877 15 8.6 129 0 0.0 0 8 24.8 198

23:00 - 0:00 123 3.3 405 11 8.3 91 3 23.3 70 12 27.7 332

0:00 - 1:00 152 3.4 512 13 11.0 143 1 29.5 30 7 25.3 177

1:00 - 2:00 108 3.1 336 2 12.0 24 2 26.0 52 5 25.3 127

2:00 - 3:00 118 3.6 420 6 8.3 50 0 0.0 0 2 38.0 76

3:00 - 4:00 69 3.7 259 9 7.5 68 0 0.0 0 8 34.8 279

4:00 - 5:00 73 3.7 272 3 10.0 30 1 25.7 26 19 30.4 578

5:00 - 6:00 67 3.6 244 7 7.7 54 1 32.0 32 48 28.1 1350

6:00 - 7:00 98 3.4 338 11 5.0 55 0 0.0 0 56 30.0 1680


Time




Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 125 3.2 405 15 11.0 165 2 16.0 32 47 38.0 1778

8:00 - 9:00 234 3.2 740 15 10.7 161 0 0.0 0 36 37.4 1362

9:00 - 10:00 329 3.3 1073 19 11.5 219 1 16.0 16 49 36.4 1799

10:00 - 11:00 265 3.1 829 17 10.5 179 0 0.0 0 36 36.5 1330

11:00 - 12:00 244 3.0 722 18 10.8 194 0 0.0 0 49 35.2 1740

12:00 - 13:00 268 3.1 818 17 12.0 204 0 0.0 0 33 36.4 1182

13:00 - 14:00 219 3.1 689 13 11.3 146 1 32.0 32 31 36.0 1122

14:00 - 15:00 189 2.9 549 10 12.0 120 1 32.0 32 34 35.5 1200

15:00 - 16:00 224 3.2 718 16 11.3 180 0 0.0 0 42 37.5 1561

16:00 - 17:00 312 3.1 962 21 12.0 252 1 32.0 32 47 36.5 1706

17:00 - 18:00 321 3.0 964 15 9.3 139 1 32.0 32 36 35.9 1305

18:00 - 19:00 238 3.4 800 17 10.5 179 1 32.0 32 43 37.5 1610

19:00 - 20:00 236 3.1 734 21 9.0 189 0 0.0 0 48 34.0 1637

20:00 - 21:00 249 3.2 788 8 12.0 96 0 0.0 0 12 34.0 398

21:00 - 22:00 196 3.2 632 6 9.0 54 0 0.0 0 10 36.4 379

22:00 - 23:00 191 3.2 617 4 7.0 28 0 0.0 0 9 36.5 332

23:00 - 0:00 129 3.4 437 3 12.0 36 0 0.0 0 4 38.0 148

0:00 - 1:00 93 2.8 262 3 11.0 33 0 0.0 0 5 36.0 187

1:00 - 2:00 71 3.0 209 3 12.0 36 0 0.0 0 3 38.0 99

2:00 - 3:00 84 3.0 251 2 6.0 12 0 0.0 0 0 0.0 0

3:00 - 4:00 51 3.5 175 1 6.0 6 0 0.0 0 5 36.0 187

4:00 - 5:00 43 3.3 145 2 12.0 24 0 0.0 0 4 38.0 148

5:00 - 6:00 46 3.1 143 1 12.0 12 0 0.0 0 18 37.4 680

6:00 - 7:00 79 3.6 289 7 10.2 72 0 0.0 0 39 36.5 1424


Time




Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 131 2.2 285 2 11 23 0 0 15 27.6 403

8:00 - 9:00 131 2.4 315 6 12 72 1 8 8 27 36.8 1000

9:00 - 10:00 239 2.7 642 6 12 70 0 0 0 36 38.0 1350

10:00 - 11:00 333 3.1 1038 10 11 105 0 0 0 54 36.6 1987

11:00 - 12:00 363 2.9 1049 9 12 108 0 0 0 71 36.4 2584

12:00 - 13:00 271 3.1 850 6 12 72 1 8 8 102 36.9 3784

13:00 - 14:00 224 2.8 632 3 12 36 0 0 0 40 38.5 1529

14:00 - 15:00 136 2.5 343 9 12 108 1 16 16 42 37.4 1564

15:00 - 16:00 238 2.7 637 5 12 60 0 0 0 63 38.0 2383

16:00 - 17:00 188 3.0 565 5 5 25 2 8 16 40 19.0 754

17:00 - 18:00 248 3.3 816 8 9 72 1 16 16 25 37.1 929

18:00 - 19:00 472 3.5 1651 5 5 25 0 0 0 40 36.4 1444

19:00 - 20:00 325 2.6 835 6 9 54 0 0 0 56 36.9 2085

20:00 - 21:00 224 3.4 757 0 0 0 0 0 0 33 38.0 1271

21:00 - 22:00 193 3.2 614 0 0 0 0 0 0 4 36.4 152

22:00 - 23:00 165 4.9 798 0 0 0 0 0 0 15 38.0 556

23:00 - 0:00 171 3.8 646 0 0 0 0 0 0 8 35.2 295

0:00 - 1:00 99 3.1 305 8 11 84 0 0 0 42 38.0 1588

1:00 - 2:00 78 2.6 200 3 2 6 0 0 0 13 28.5 357

2:00 - 3:00 38 3.4 129 0 0 0 0 0 0 6 16.0 100

3:00 - 4:00 23 5.0 116 4 9 36 0 0 0 4 16.0 67

4:00 - 5:00 15 3.1 46 3 9 27 0 0 0 4 16.0 67

5:00 - 6:00 83 3.4 284 4 5 20 0 0 0 17 16.0 268

6:00 - 7:00 135 3.4 461 3 9 27 0 0 0 17 18.0 301


Time




Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 27 3.0 81 6 10 60 0 0 0 6 33.3 200

8:00 - 9:00 35 2.1 73 6 10 58 2 19 38 6 33.3 200

9:00 - 10:00 33 3.2 104 9 9 81 3 36 107 4 33.3 133

10:00 - 11:00 25 3.5 87 7 6 44 0 0 0 3 30.0 90

11:00 - 12:00 34 4.0 135 8 9 72 0 0 0 4 38.0 152

12:00 - 13:00 30 3.6 109 8 12 96 2 26 51 2 33.3 67

13:00 - 14:00 39 3.0 118 3 12 36 1 16 16 3 28.5 86

14:00 - 15:00 18 2.8 50 5 10 51 1 16 16 4 38.3 153

15:00 - 16:00 37 3.1 116 5 11 55 0 0 0 2 38.3 77

16:00 - 17:00 46 3.4 155 9 10 90 0 0 0 7 38.3 268

17:00 - 18:00 49 3.1 154 8 8 66 1 16 16 6 28.5 171

18:00 - 19:00 50 3.2 158 9 11 101 1 16 16 3 33.3 100

19:00 - 20:00 54 3.3 179 10 10 97 2 21 42 6 48.0 288

20:00 - 21:00 58 3.6 206 6 10 60 0 0 0 2 38.0 76

21:00 - 22:00 31 3.8 117 6 6 36 1 32 32 0 0.0 0

22:00 - 23:00 38 3.0 112 7 6 42 0 0 0 1 38.0 38

23:00 - 0:00 38 3.3 125 2 8 15 0 0 0 0 0.0 0

0:00 - 1:00 14 2.8 40 6 8 48 0 0 0 0 0.0 0

1:00 - 2:00 6 3.0 18 2 6 12 0 0 0 0 0.0 0

2:00 - 3:00 7 2.7 19 2 12 24 0 0 0 0 0.0 0

3:00 - 4:00 3 2.2 7 2 6 12 0 0 0 0 0.0 0

4:00 - 5:00 2 2.8 6 3 6 18 0 0 0 0 0.0 0

5:00 - 6:00 2 2.5 5 3 12 36 0 0 0 0 0.0 0

6:00 - 7:00 12 2.5 30 8 7 59 0 0 0 3 38.0 114


Time




Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 34 1.8 60 8 9.0 72 0 0.0 0 11 27.3 301

8:00 - 9:00 71 2.2 157 11 10.5 116 3 12.0 36 4 59.2 237

9:00 - 10:00 105 2.2 234 12 12.0 144 5 4.0 20 5 38.5 193

10:00 - 11:00 115 2.3 263 10 12.0 120 2 8.0 16 9 31.6 285

11:00 - 12:00 156 2.3 366 7 3.0 21 2 8.0 16 4 38.5 154

12:00 - 13:00 95 2.7 256 5 9.0 45 0 0.0 0 3 42.9 129

13:00 - 14:00 63 2.6 162 10 6.0 60 1 16.0 16 2 14.5 29

14:00 - 15:00 59 2.6 156 5 12.0 60 2 12.0 24 4 14.5 58

15:00 - 16:00 31 2.7 84 6 12.0 72 1 8.0 8 2 29.0 58

16:00 - 17:00 44 2.9 126 8 3.0 24 2 0.0 0 6 9.5 57

17:00 - 18:00 73 2.4 176 8 12.0 96 0 0.0 0 6 44.4 266

18:00 - 19:00 67 2.4 161 11 12.0 132 0 0.0 0 9 30.8 277

19:00 - 20:00 54 2.8 151 10 12.0 120 1 16.0 16 7 26.5 186

20:00 - 21:00 32 2.2 71 8 9.0 72 0 0.0 0 1 32.0 32

21:00 - 22:00 18 1.5 28 8 9.0 72 1 8.0 8 0 0.0 0

22:00 - 23:00 44 2.3 103 9 9.0 81 0 0.0 0 0 0.0 0

23:00 - 0:00 44 2.3 99 4 12.0 48 0 0.0 0 0 0.0 0

0:00 - 1:00 13 2.8 36 3 9.0 27 0 0.0 0 0 0.0 0

1:00 - 2:00 11 1.9 21 1 6.0 6 0 0.0 0 0 0.0 0

2:00 - 3:00 6 2.8 17 1 3.0 3 0 0.0 0 0 0.0 0

3:00 - 4:00 13 2.6 34 0 0.0 0 0 0.0 0 0 0.0 0

4:00 - 5:00 20 2.0 40 2 6.0 12 0 0.0 0 1 16.0 16

5:00 - 6:00 38 2.1 81 0 0.0 0 1 8.0 8 0 0.0 0

6:00 - 7:00 45 2.3 102 5 12.0 60 0 0.0 0 1 14.5 15


Time




Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 57 2.7 155 10 12.0 120 3 21.3 64 11 58.2 640

8:00 - 9:00 115 3.1 359 3 12.0 36 8 23.6 189 7 62.7 439

9:00 - 10:00 97 2.7 260 10 12.0 120 2 8.0 16 7 48.9 342

10:00 - 11:00 141 3.2 446 9 12.0 108 0 0.0 0 5 52.3 261

11:00 - 12:00 181 3.2 586 10 12.0 120 2 32.0 64 5 56.9 285

12:00 - 13:00 141 3.1 433 9 12.0 108 0 0.0 0 6 59.2 355

13:00 - 14:00 150 3.0 449 10 12.0 120 0 0.0 0 6 44.3 266

14:00 - 15:00 133 2.7 365 13 11.7 152 0 0.0 0 5 56.7 283

15:00 - 16:00 162 2.8 454 19 10.2 194 1 19.2 19 5 46.2 231

16:00 - 17:00 184 3.1 563 31 10.5 326 31 16.0 496 12 40.7 488

17:00 - 18:00 254 3.0 764 13 11.5 150 5 22.7 114 11 35.9 395

18:00 - 19:00 218 3.1 683 18 12.0 216 5 26.7 133 10 44.2 442

19:00 - 20:00 222 2.7 610 14 12.0 168 6 26.0 156 7 42.4 297

20:00 - 21:00 146 2.5 360 14 12.0 168 5 32.0 160 5 28.5 143

21:00 - 22:00 149 2.6 390 7 12.0 84 1 28.0 28 5 33.9 170

22:00 - 23:00 133 2.6 340 3 12.0 36 0 0.0 0 2 19.0 38

23:00 - 0:00 73 2.4 176 5 10.8 54 0 0.0 0 1 19.0 19

0:00 - 1:00 44 2.4 108 0 0.0 0 1 26.7 27 0 0.0 0

1:00 - 2:00 30 2.6 79 0 0.0 0 0 0.0 0 0 0.0 0

2:00 - 3:00 23 2.1 49 0 0.0 0 0 0.0 0 0 0.0 0

3:00 - 4:00 30 2.3 70 0 0.0 0 0 0.0 0 0 0.0 0

4:00 - 5:00 34 2.1 71 0 0.0 0 0 0.0 0 0 0.0 0

5:00 - 6:00 36 2.1 74 0 0.0 0 0 0.0 0 0 0.0 0

6:00 - 7:00 33 2.3 76 6 12.0 72 2 24.0 48 0 0.0 0


Time




Passengers


Passengers


Passengers

Tavelling

7:00 - 8:00 118 3.3 390 27 11 284 31 27 827 14 58 806

8:00 - 9:00 155 2.8 440 11 10 112 9 24 216 4 54 215

9:00 - 10:00 202 2.4 492 12 11 129 2 16 32 4 50 201

10:00 - 11:00 232 2.9 680 9 10 92 1 8 8 6 55 329

11:00 - 12:00 244 2.3 551 13 11 137 0 0 0 4 52 206

12:00 - 13:00 209 2.8 590 12 9 110 0 0 0 6 56 338

13:00 - 14:00 171 2.7 463 15 11 163 2 27 53 3 41 124

14:00 - 15:00 155 2.8 440 19 10 191 4 32 128 6 42 251

15:00 - 16:00 170 2.7 460 10 8 85 5 20 98 5 45 225

16:00 - 17:00 161 3.2 516 13 8 105 3 16 48 7 35 247

17:00 - 18:00 159 3.1 499 5 7 36 2 27 53 9 36 323

18:00 - 19:00 147 2.4 352 7 9 62 5 24 120 8 44 354

19:00 - 20:00 204 3.0 619 6 10 59 5 24 120 8 44 351

20:00 - 21:00 107 3.4 364 5 10 49 2 32 64 5 29 143

21:00 - 22:00 137 3.3 457 2 12 24 0 0 0 4 38 152

22:00 - 23:00 89 3.5 310 6 11 65 5 24 120 3 19 57

23:00 - 0:00 81 3.3 270 1 12 12 1 32 32 0 0 0

0:00 - 1:00 107 3.4 362 3 10 30 1 32 32 0 0 0

1:00 - 2:00 64 3.3 212 3 8 24 1 32 32 0 0 0

2:00 - 3:00 60 3.4 206 3 10 30 1 24 24 0 0 0

3:00 - 4:00 54 3.3 177 1 12 12 1 32 32 0 0 0

4:00 - 5:00 49 3.3 162 1 12 12 2 24 48 0 0 0

5:00 - 6:00 57 3.3 188 0 0 0 1 24 24 1 32 32

6:00 - 7:00 83 3.2 261 7 11 80 6 26 155 6 47 280


Time


Annexure V:

Financial Projections

BINA PURI (PAKISTAN) LIMITED

KARACHI-HYDERABAD SUPERHIGHWAY - M9 MOTORWAY

TOLL REVENUES (PKR 'MILLION) #REF! Operating Period

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Year 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039

Total 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

KARACHI - KATHORE SECTION (KARACHI TOLL PLAZA)

Traffic Forecast (ADT)

Class 1 - Car/Van 489,122 0 11,091 11,501 11,927 12,368 12,726 13,094 13,473 13,862 14,263 14,720 15,191 15,677 16,179 16,696 17,231 17,782 18,351 18,938 19,544 20,131 20,734 21,356 21,997 22,657 23,337 24,037 24,758 25,501

Class 2 - Wagons/Pick ups 46,225 0 740 777 816 857 906 957 1,012 1,070 1,131 1,193 1,259 1,328 1,401 1,478 1,559 1,645 1,735 1,831 1,932 2,032 2,138 2,249 2,366 2,490 2,619 2,756 2,899 3,050

Class 3 - Coasters/Mini Trucks 153,507 0 2,270 2,418 2,575 2,742 2,907 3,081 3,266 3,462 3,669 3,886 4,115 4,358 4,615 4,887 5,176 5,481 5,805 6,147 6,510 6,848 7,204 7,579 7,973 8,388 8,824 9,283 9,765 10,273

Class 4 - Buses 88,592 0 1,318 1,413 1,515 1,624 1,723 1,828 1,940 2,058 2,184 2,306 2,435 2,572 2,716 2,868 3,028 3,198 3,377 3,566 3,766 3,946 4,136 4,334 4,542 4,760 4,989 5,228 5,479 5,742

Class 5 - Trucks 450,139 0 8,508 8,945 9,405 9,888 10,330 10,792 11,274 11,778 12,305 12,810 13,335 13,881 14,451 15,043 15,660 16,302 16,970 17,666 18,390 19,126 19,891 20,687 21,514 22,375 23,270 24,200 25,168 26,175

Class 5 - Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Class 6 - Articulated Trucks 211,775 0 4,002 4,191 4,388 4,595 4,786 4,985 5,192 5,408 5,632 5,876 6,129 6,394 6,670 6,958 7,259 7,573 7,900 8,241 8,597 8,983 9,386 9,808 10,248 10,709 11,190 11,692 12,218 12,766

Class 6 - Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


Total 1,439,359 0 27,929 29,245 30,625 32,074 33,377 34,737 36,156 37,638 39,185 40,790 42,464 44,210 46,031 47,931 49,913 51,980 54,138 56,389 58,738 61,066 63,490 66,014 68,642 71,378 74,228 77,197 80,288 83,508

24,174 25,281 26,440 28,929 30,255 31,642 33,094 34,613 36,202 37,866 39,606 41,428 43,334 45,329 47,417 49,602 51,889 54,282 56,787 59,409 62,154 65,026 68,033 71,181 74,475 77,924 81,534 85,314

Toll Rate (PKR) KM 0.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 10.0%

31.00

Class 1 - Car/Van 0.89 #REF! 0 30 30 30 27.6 30.3 33.4 36.7 40.4 44.4 48.9 53.8 59.1 65.1 71.6 78.7 86.6 95.2 104.8 115.3 126.8 139.5 153.4 168.7 185.6 204.2 224.6 247.0 271.8

Class 2 - Wagons/Pick ups 1.23 #REF! 0 30 30 30 38.1 41.9 46.1 50.7 55.8 61.4 67.5 74.3 81.7 89.9 98.9 108.8 119.7 131.6 144.8 159.3 175.2 192.7 212.0 233.2 256.5 282.1 310.3 341.4 375.5

Class 3 - Coasters/Mini Trucks 1.96 #REF! 0 45 45 45 60.7 66.8 73.4 80.8 88.9 97.8 107.5 118.3 130.1 143.1 157.4 173.2 190.5 209.5 230.5 253.6 278.9 306.8 337.5 371.2 408.3 449.2 494.1 543.5 597.9

Class 4 - Buses 2.80 #REF! 0 75 75 75 86.8 95.5 105.0 115.5 127.1 139.8 153.7 169.1 186.0 204.6 225.1 247.6 272.4 299.6 329.6 362.5 398.8 438.6 482.5 530.8 583.8 642.2 706.4 777.1 854.8

Class 5 - Trucks 3.43 #REF! 0 90 90 90 106.3 117.0 128.7 141.5 155.7 171.3 188.4 207.2 228.0 250.8 275.8 303.4 333.8 367.1 403.9 444.2 488.7 537.5 591.3 650.4 715.4 787.0 865.7 952.3 1,047.5

Class 5 - Trucks 3.43 #REF! 0 90 90 90 106.3 117.0 128.7 141.5 155.7 171.3 188.4 207.2 228.0 250.8 275.8 303.4 333.8 367.1 403.9 444.2 488.7 537.5 591.3 650.4 715.4 787.0 865.7 952.3 1,047.5

Class 6 - Articulated Trucks 4.42 #REF! 0 175 175 175 136.9 150.6 165.7 182.3 200.5 220.6 242.6 266.9 293.6 322.9 355.2 390.7 429.8 472.8 520.1 572.1 629.3 692.2 761.4 837.6 921.3 1,013.4 1,114.8 1,226.3 1,348.9



Revenue (PKR' Million)

Class 1 - Car/Van 20,924.12 0 121 126 131 125 141 160 181 204 231 263 298 338 384 436 495 562 638 724 822 932 1,055 1,196 1,355 1,535 1,739 1,970 2,233 2,529

Class 2 - Wagons/Pick ups 3,011.99 0 8 9 9 12 14 16 19 22 25 29 34 40 46 53 62 72 83 97 112 130 150 174 201 233 270 312 361 418

Class 3 - Coasters/Mini Trucks 16,071.73 0 37 40 42 61 71 83 96 112 131 153 178 207 241 281 327 381 444 517 602 697 807 934 1,080 1,250 1,447 1,674 1,937 2,242

Class 4 - Buses 13,124.84 0 36 39 41 51 60 70 82 95 111 129 150 175 203 236 274 318 369 429 498 574 662 763 880 1,014 1,169 1,348 1,554 1,792

Class 5 - Trucks 77,512.67 0 279 294 309 384 441 507 582 669 769 881 1,009 1,155 1,323 1,515 1,734 1,986 2,274 2,604 2,982 3,411 3,903 4,465 5,107 5,843 6,684 7,647 8,748 10,008

Class 5 - Trucks 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Class 6 - Articulated Trucks 47,774.21 0 256 268 280 230 263 301 345 396 453 520 597 685 786 902 1,035 1,188 1,363 1,564 1,795 2,063 2,371 2,726 3,133 3,601 4,139 4,758 5,468 6,285

Class 6 - Articulated Trucks 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


Total 178,419.55 0 738 774 813 862 990 1,137 1,305 1,499 1,722 1,975 2,266 2,600 2,983 3,423 3,927 4,507 5,172 5,935 6,812 7,808 8,949 10,257 11,757 13,477 15,448 17,709 20,302 23,274

KATHORE - NORIABAD SECTION (KATHORE INTERCHANGE & NORIABAD INTERCHANGE)


Class 1 - Car/Van 451,666 0 9,776 10,203 10,649 11,114 11,503 11,906 12,323 12,754 13,200 13,629 14,072 14,529 15,002 15,489 15,993 16,512 17,049 17,603 18,175 18,721 19,282 19,861 20,456 21,070 21,702 22,353 23,024 23,715

Class 2 - Wagons/Pick ups 39,435 0 722 756 792 830 869 911 954 999 1,047 1,094 1,143 1,194 1,248 1,304 1,363 1,424 1,488 1,555 1,625 1,694 1,766 1,841 1,920 2,001 2,086 2,175 2,267 2,364


Class 4 - Buses 83,892 0 1,416 1,495 1,578 1,666 1,749 1,836 1,927 2,023 2,124 2,227 2,336 2,449 2,569 2,693 2,825 2,962 3,106 3,257 3,416 3,598 3,790 3,993 4,206 4,431 4,667 4,917 5,179 5,456

Class 5 - Trucks 418,269 0 8,051 8,413 8,792 9,188 9,578 9,985 10,409 10,852 11,313 11,788 12,283 12,799 13,337 13,897 14,481 15,089 15,723 16,383 17,071 17,771 18,499 19,258 20,048 20,869 21,725 22,616 23,543 24,508

Class 5 - Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0




Total 1,322,320 0 26,898 28,092 29,340 30,643 31,824 33,053 34,330 35,658 37,038 38,418 39,851 41,340 42,886 44,491 46,158 47,890 49,689 51,557 53,498 55,466 57,509 59,630 61,831 64,116 66,489 68,952 71,509 74,165

Toll Rate (PKR) KM

37.00

Class 1 - Car/Van 0.89 #REF! 0 30 30 30 33 36 40 44 48 53 58 64 71 78 85 94 103 114 125 138 151 166 183 201 222 244 268 295 324

Class 2 - Wagons/Pick ups 1.23 #REF! 0 30 30 30 46 50 55 61 67 73 81 89 98 107 118 130 143 157 173 190 209 230 253 278 306 337 370 407 448

Class 3 - Coasters/Mini Trucks 1.96 #REF! 0 45 45 45 72 80 88 96 106 117 128 141 155 171 188 207 227 250 275 303 333 366 403 443 487 536 590 649 714

Class 4 - Buses 2.80 #REF! 0 75 75 75 104 114 125 138 152 167 183 202 222 244 269 296 325 358 393 433 476 524 576 633 697 767 843 927 1,020

Class 5 - Trucks 3.43 #REF! 0 90 90 90 127 140 154 169 186 204 225 247 272 299 329 362 398 438 482 530 583 642 706 776 854 939 1,033 1,137 1,250

Class 5 - Trucks 3.43 #REF! 0 90 90 90 127 140 154 169 186 204 225 247 272 299 329 362 398 438 482 530 583 642 706 776 854 939 1,033 1,137 1,250

Class 6 - Articulated Trucks 4.42 #REF! 0 175 175 175 163 180 198 218 239 263 290 319 350 385 424 466 513 564 621 683 751 826 909 1,000 1,100 1,210 1,331 1,464 1,610



Revenue (PKR'Million)

Class 1 - Car/Van 23,111.27 0 107 112 117 134 152 173 197 224 256 290 330 374 425 483 548 623 707 803 913 1,034 1,171 1,327 1,504 1,704 1,930 2,187 2,478 2,808


Class 3 - Coasters/Mini Trucks 7,435.45 0 28 29 31 51 58 65 73 82 92 104 116 130 146 164 184 206 231 259 291 329 372 421 476 538 609 689 779 882

Class 4 - Buses 14,654.57 0 39 41 43 63 73 84 97 112 129 149 172 198 229 264 305 351 405 468 539 625 724 839 973 1,127 1,306 1,513 1,753 2,032

Class 5 - Trucks 85,997.87 0 264 276 289 426 488 560 642 736 844 968 1,109 1,271 1,457 1,670 1,914 2,194 2,515 2,882 3,304 3,783 4,332 4,961 5,680 6,505 7,448 8,529 9,767 11,184

Class 5 - Trucks 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Class 6 - Articulated Trucks 68,259.71 0 334 348 362 352 403 461 527 603 690 789 902 1,032 1,180 1,349 1,542 1,764 2,017 2,306 2,637 3,009 3,434 3,919 4,473 5,105 5,826 6,649 7,588 8,660



Total 202,397.51 0 780 814 850 1,040 1,189 1,361 1,557 1,782 2,040 2,332 2,666 3,049 3,486 3,986 4,558 5,212 5,961 6,817 7,796 8,909 10,182 11,637 13,301 15,202 17,376 19,861 22,703 25,951



TRAFFIC FORECAST (ADT) DESKTOP FIGURES ANALYSED AND CONFIRMED BY EXPONENT

YEAR 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039

TOTAL 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

Growth-KARACHI-KHATOR SECTION

Class 1 - Car/Van 3.70% 3.70% 3.70% 2.89% 2.89% 2.89% 2.89% 2.89% 3.20% 3.20% 3.20% 3.20% 3.20% 3.20% 3.20% 3.20% 3.20% 3.20% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00%

Class 2 - Wagons/Pick ups 5.00% 5.00% 5.00% 5.71% 5.71% 5.71% 5.71% 5.71% 5.50% 5.50% 5.50% 5.50% 5.50% 5.50% 5.50% 5.50% 5.50% 5.50% 5.21% 5.21% 5.21% 5.21% 5.21% 5.21% 5.21% 5.21% 5.21%

Class 3 - Coasters/Mini Trucks 6.50% 6.50% 6.50% 6.00% 6.00% 6.00% 6.00% 6.00% 5.90% 5.90% 5.90% 5.90% 5.90% 5.90% 5.90% 5.90% 5.90% 5.90% 5.20% 5.20% 5.20% 5.20% 5.20% 5.20% 5.20% 5.20% 5.20%

Class 4 - Buses 7.21% 7.21% 7.21% 6.10% 6.10% 6.10% 6.10% 6.10% 5.60% 5.60% 5.60% 5.60% 5.60% 5.60% 5.60% 5.60% 5.60% 5.60% 4.80% 4.80% 4.80% 4.80% 4.80% 4.80% 4.80% 4.80% 4.80%

Class 5 - Trucks 5.14% 5.14% 5.14% 4.47% 4.47% 4.47% 4.47% 4.47% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00%

Class 5 - Trucks 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

Class 6 - Articulated Trucks 4.71% 4.71% 4.71% 4.16% 4.16% 4.16% 4.16% 4.16% 4.32% 4.32% 4.32% 4.32% 4.32% 4.32% 4.32% 4.32% 4.32% 4.32% 4.49% 4.49% 4.49% 4.49% 4.49% 4.49% 4.49% 4.49% 4.49%



KARACHI - KATHORE SECTION (KARACHI TOLL PLAZA)

Class 1 - Car/Van 489,122 11,091 11,501 11,927 12,368 12,726 13,094 13,473 13,862 14,263 14,720 15,191 15,677 16,179 16,696 17,231 17,782 18,351 18,938 19,544 20,131 20,734 21,356 21,997 22,657 23,337 24,037 24,758 25,501

Class 2 - Wagons/Pick ups 46,225 740 777 816 857 906 957 1,012 1,070 1,131 1,193 1,259 1,328 1,401 1,478 1,559 1,645 1,735 1,831 1,932 2,032 2,138 2,249 2,366 2,490 2,619 2,756 2,899 3,050

Class 3 - Coasters/Mini Trucks 153,507 2,270 2,418 2,575 2,742 2,907 3,081 3,266 3,462 3,669 3,886 4,115 4,358 4,615 4,887 5,176 5,481 5,805 6,147 6,510 6,848 7,204 7,579 7,973 8,388 8,824 9,283 9,765 10,273

Class 4 - Buses 88,592 1,318 1,413 1,515 1,624 1,723 1,828 1,940 2,058 2,184 2,306 2,435 2,572 2,716 2,868 3,028 3,198 3,377 3,566 3,766 3,946 4,136 4,334 4,542 4,760 4,989 5,228 5,479 5,742

Class 5 - Trucks 2-Axles 450,139 8,508 8,945 9,405 9,888 10,330 10,792 11,274 11,778 12,305 12,810 13,335 13,881 14,451 15,043 15,660 16,302 16,970 17,666 18,390 19,126 19,891 20,687 21,514 22,375 23,270 24,200 25,168 26,175

Class 5 - Trucks 3-Axles - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Class 6 - Articulated Trucks 4-Axles 211,775 4,002 4,191 4,388 4,595 4,786 4,985 5,192 5,408 5,632 5,876 6,129 6,394 6,670 6,958 7,259 7,573 7,900 8,241 8,597 8,983 9,386 9,808 10,248 10,709 11,190 11,692 12,218 12,766

Class 6 - Articulated Trucks 5-Axles - - - - - - - - - - - - - - - - - - - - - - - - - - - - -


Total 1,439,359 27,929 29,245 30,625 32,074 33,377 34,737 36,156 37,638 39,185 40,790 42,464 44,210 46,031 47,931 49,913 51,980 54,138 56,389 58,738 61,066 63,490 66,014 68,642 71,378 74,228 77,197 80,288 83,508

Growth-KHATOR-NOORIABAD SECTION

Class 1 - Car/Van 4.37% 4.37% 4.37% 3.50% 3.50% 3.50% 3.50% 3.50% 3.25% 3.25% 3.25% 3.25% 3.25% 3.25% 3.25% 3.25% 3.25% 3.25% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00% 3.00%



Class 4 - Buses 5.57% 5.57% 5.57% 4.98% 4.98% 4.98% 4.98% 4.98% 4.87% 4.87% 4.87% 4.87% 4.87% 4.87% 4.87% 4.87% 4.87% 4.87% 5.34% 5.34% 5.34% 5.34% 5.34% 5.34% 5.34% 5.34% 5.34%

Class 5 - Trucks 4.50% 4.50% 4.50% 4.25% 4.25% 4.25% 4.25% 4.25% 4.20% 4.20% 4.20% 4.20% 4.20% 4.20% 4.20% 4.20% 4.20% 4.20% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10%

Class 5 - Trucks 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%




KATHORE - NORIABAD SECTION (KATHORE INTERCHANGE & NORIABAD INTERCHANGE)

Class 1 - Car/Van 451,666 9,776 10,203 10,649 11,114 11,503 11,906 12,323 12,754 13,200 13,629 14,072 14,529 15,002 15,489 15,993 16,512 17,049 17,603 18,175 18,721 19,282 19,861 20,456 21,070 21,702 22,353 23,024 23,715

Class 2 - Wagons/Pick ups 39,435 722 756 792 830 869 911 954 999 1,047 1,094 1,143 1,194 1,248 1,304 1,363 1,424 1,488 1,555 1,625 1,694 1,766 1,841 1,920 2,001 2,086 2,175 2,267 2,364


Class 4 - Buses 83,892 1,416 1,495 1,578 1,666 1,749 1,836 1,927 2,023 2,124 2,227 2,336 2,449 2,569 2,693 2,825 2,962 3,106 3,257 3,416 3,598 3,790 3,993 4,206 4,431 4,667 4,917 5,179 5,456






Total 1,322,320 26,898 28,092 29,340 30,643 31,824 33,053 34,330 35,658 37,038 38,418 39,851 41,340 42,886 44,491 46,158 47,890 49,689 51,557 53,498 55,466 57,509 59,630 61,831 64,116 66,489 68,952 71,509 74,165

Growth-HYDERABAD-NOORIABAD SECTION

Class 1 - Car/Van 4.50% 4.50% 4.50% 4.00% 4.00% 4.00% 4.00% 4.00% 4.25% 4.25% 4.25% 4.25% 4.25% 4.25% 4.25% 4.25% 4.25% 4.25% 4.15% 4.15% 4.15% 4.15% 4.15% 4.15% 4.15% 4.15% 4.15%



Class 4 - Buses 4.81% 4.81% 4.81% 5.22% 5.22% 5.22% 5.22% 5.22% 4.76% 4.76% 4.76% 4.76% 4.76% 4.76% 4.76% 4.76% 4.76% 4.76% 5.24% 5.24% 5.24% 5.24% 5.24% 5.24% 5.24% 5.24% 5.24%

Class 5 - Trucks 4.30% 4.30% 4.30% 4.20% 4.20% 4.20% 4.20% 4.20% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.10% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00% 4.00%

Class 5 - Trucks 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%




HYDERABAD - NORIABAD SECTION (HYDERABAD TOLL PLAZA)

Class 1 - Car/Van 504,760 9,776 10,216 10,676 11,156 11,602 12,066 12,549 13,051 13,573 14,150 14,751 15,378 16,032 16,713 17,423 18,164 18,936 19,741 20,580 21,434 22,323 23,250 24,214 25,219 26,266 27,356 28,491 29,674

Class 2 - Wagons/Pick ups 38,412 722 758 796 836 873 913 954 997 1,042 1,086 1,132 1,179 1,229 1,281 1,335 1,392 1,451 1,512 1,576 1,639 1,705 1,773 1,844 1,918 1,994 2,074 2,157 2,243


Class 4 - Buses 82,223 1,416 1,484 1,555 1,630 1,715 1,805 1,899 1,998 2,103 2,203 2,307 2,417 2,532 2,653 2,779 2,911 3,050 3,195 3,347 3,522 3,707 3,901 4,105 4,321 4,547 4,785 5,036 5,300






Total 1,404,792 26,898 28,112 29,380 30,706 32,010 33,371 34,789 36,268 37,811 39,417 41,091 42,836 44,656 46,553 48,530 50,592 52,742 54,983 57,320 59,716 62,213 64,815 67,526 70,351 73,295 76,363 79,559 82,891

TOTAL 4,166,472 81,726 85,449 89,345 93,422 97,212 101,161 105,276 109,564 114,033 118,624 123,406 128,386 133,572 138,974 144,601 150,463 156,569 162,929 169,556 176,248 183,212 190,458 197,998 205,846 214,012 222,511 231,357 240,564



TOLL REVENUES (PKR 'MILLION) #REF! Operating Period

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Year 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039

Total 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

HYDERABAD - NORIABAD SECTION (HYDERABAD TOLL PLAZA)


Class 1 - Car/Van 504,760 0 9,776 10,216 10,676 11,156 11,602 12,066 12,549 13,051 13,573 14,150 14,751 15,378 16,032 16,713 17,423 18,164 18,936 19,741 20,580 21,434 22,323 23,250 24,214 25,219 26,266 27,356 28,491 29,674

Class 2 - Wagons/Pick ups 38,412 0 722 758 796 836 873 913 954 997 1,042 1,086 1,132 1,179 1,229 1,281 1,335 1,392 1,451 1,512 1,576 1,639 1,705 1,773 1,844 1,918 1,994 2,074 2,157 2,243


Class 4 - Buses 82,223 0 1,416 1,484 1,555 1,630 1,715 1,805 1,899 1,998 2,103 2,203 2,307 2,417 2,532 2,653 2,779 2,911 3,050 3,195 3,347 3,522 3,707 3,901 4,105 4,321 4,547 4,785 5,036 5,300

Class 5 - Trucks 411,583 0 8,051 8,397 8,758 9,135 9,519 9,918 10,335 10,769 11,221 11,681 12,160 12,659 13,178 13,718 14,281 14,866 15,476 16,110 16,771 17,441 18,139 18,865 19,619 20,404 21,220 22,069 22,952 23,870

Class 5 - Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0




Total 1,404,792 0 26,898 28,112 29,380 30,706 32,010 33,371 34,789 36,268 37,811 39,417 41,091 42,836 44,656 46,553 48,530 50,592 52,742 54,983 57,320 59,716 62,213 64,815 67,526 70,351 73,295 76,363 79,559 82,891

Toll Rate (PKR) KM

68.00

Class 1 - Car/Van 0.89 #REF! 0 30 30 30 61 67 73 81 89 97 107 118 130 143 157 173 190 209 230 253 278 306 336 370 407 448 493 542 596

Class 2 - Wagons/Pick ups 1.23 #REF! 0 30 30 30 84 92 101 111 122 135 148 163 179 197 217 239 262 289 318 349 384 423 465 511 563 619 681 749 824

Class 3 - Coasters/Mini Trucks 1.96 #REF! 0 45 45 45 133 146 161 177 195 214 236 259 285 314 345 380 418 460 506 556 612 673 740 814 896 985 1,084 1,192 1,311

Class 4 - Buses 2.80 #REF! 0 75 75 75 190 209 230 253 279 307 337 371 408 449 494 543 597 657 723 795 875 962 1,058 1,164 1,281 1,409 1,550 1,705 1,875

Class 5 - Trucks 3.43 #REF! 0 90 90 90 233 257 282 310 342 376 413 455 500 550 605 666 732 805 886 974 1,072 1,179 1,297 1,427 1,569 1,726 1,899 2,089 2,298

Class 5 - Trucks 3.43 #REF! 0 90 90 90 233 257 282 310 342 376 413 455 500 550 605 666 732 805 886 974 1,072 1,179 1,297 1,427 1,569 1,726 1,899 2,089 2,298

Class 6 - Articulated Trucks 4.42 #REF! 0 175 175 175 300 330 363 400 440 484 532 585 644 708 779 857 943 1,037 1,141 1,255 1,380 1,518 1,670 1,837 2,021 2,223 2,445 2,690 2,959



Revenue (PKR'Million)

Class 1 - Car/Van 49,373.76 0 107 112 117 246 282 323 369 422 483 554 635 728 835 958 1,098 1,259 1,444 1,656 1,899 2,176 2,492 2,855 3,271 3,748 4,294 4,919 5,636 6,456


Class 3 - Coasters/Mini Trucks 18,402.59 0 28 29 31 94 108 124 142 163 187 214 245 280 320 366 419 479 548 627 718 819 935 1,068 1,220 1,393 1,590 1,815 2,073 2,367

Class 4 - Buses 26,202.84 0 39 41 43 113 131 152 176 203 235 271 312 360 415 478 551 635 731 843 971 1,124 1,302 1,507 1,745 2,020 2,338 2,707 3,133 3,627

Class 5 - Trucks 154,152.84 0 264 276 288 778 892 1,022 1,171 1,342 1,539 1,762 2,018 2,310 2,646 3,030 3,469 3,973 4,549 5,209 5,965 6,824 7,807 8,931 10,217 11,688 13,371 15,296 17,499 20,019

Class 5 - Trucks 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Class 6 - Articulated Trucks 137,935.07 0 334 350 366 659 757 870 1,000 1,150 1,322 1,518 1,743 2,002 2,299 2,640 3,032 3,481 3,998 4,591 5,273 6,051 6,945 7,970 9,146 10,497 12,046 13,825 15,865 18,208



Total 391,248.85 0 780 816 853 1,916 2,199 2,524 2,897 3,325 3,817 4,377 5,020 5,757 6,603 7,573 8,685 9,961 11,424 13,102 15,027 17,224 19,744 22,632 25,943 29,738 34,089 39,077 44,796 51,352

TOTAL REVENUE PKR'Million 772,066 0 2,298 2,404 2,515 3,818 4,378 5,022 5,760 6,606 7,578 8,684 9,952 11,406 13,072 14,981 17,170 19,680 22,556 25,854 29,634 33,941 38,875 44,526 51,000 58,417 66,914 76,648 87,800 100,577

Technology

M9 final report 07.07.12