Islamic Republic of Pakistan

MINISTRY OF COMMUNICATIONS

TRAFFIC STUDY REPORT

NATIONAL HIGHWAY AUTHORITY

ISLAMABAD

PESHAWAR - TORKHAM EXPRESSWAY

February 2006

Consulting Engineers, Architects, Economists & Planning Experts

Head Office: AL-9, 15th Lane, Khayaban-e-Hilal,

Phase VII, D.H.A., Karachi-75500.,
Phone: 111-111-584, Fax: (021) 584-1825
E-mail: info@eaworld.com

Table of Contents

EXECUTIVE SUMMARY: ....................................................................................................1

1.0
1.1
1.2
1.3
1.4
1.5

INTRODUCTION .........................................................................................................2
Overview of Study Area ................................................................................................2
Objectives of Traffic Study............................................................................................3
Scope of Work ...............................................................................................................3
Methodology ..................................................................................................................3
Organization of Report ..................................................................................................4

2.0

DATA COLLECTION METHODOLOGY ..............................................................6

2.1

Survey Points Identification...........................................................................................6

3.0

TRAFFIC DATA ANALYSIS ....................................................................................7

3.1
3.2
3.3
3.4

Traffic Analysis Methodology.......................................................................................7

Volume Count Presentation ...........................................................................................7
Anticipated Traffic Volume...........................................................................................8
PCE and Design Hourly Volume Estimation: .............................................................11

4.0

TRAFFIC FORECAST .............................................................................................12

4.1
4.2
4.3

Traffic Generation Phenomenon..................................................................................12

Traffic Growth Rates: ..................................................................................................12
Projected Average Daily Traffic..................................................................................13

5.0

CAPACITY ANALYSIS ...........................................................................................14

5.1

Operational Analysis....................................................................................................14

6.0

CONCLUSIONS ........................................................................................................15

List of Tables

Table A-1(a) : 1st Day 24 hour Traffic Volume count at Jamrud Station
Table A-1 (b) : 2nd Day 24-hour Traffic Volume count at Jamrud Station
Table A-1 (c) : 3rd Day 24-Hour Traffic Volume Count at Jamrud Station
Table A-2(a) : 1st Day 24 hour Traffic Volume count at Gulsher Village Station
Table A-2 (b) : 2nd Day 24-hour Traffic Volume count at Gulsher Village Station
Table A-2 (c) : 3rd Day 24-Hour Traffic Volume Count at Gulsher Village Station
Table A-3(a) : 1st Day 24 hour Traffic Volume count at Mechani Station
Table A-3 (b) : 2nd Day 24-hour Traffic Volume count at Mechani Station
Table A-3 (c) : 3rd Day 24-Hour Traffic Volume Count at Mechani Station
Table A-4: Three Day Average Traffic Volume at all Three Stations
Table A-5 : Estimation of DDHV for Operational Analysis ( K Factor Approach)
Table A-6: Average daily traffic volume for Case 1 according to modes and their PCE estimation
Table A-7: Average daily traffic volume for Case 2 according to modes and their PCE estimation
Table A-8 : Average daily traffic volume for Case 3 according to modes and their PCE estimation
Table A-9 (a): Peak hour volume for case 1
Table A-9 (b): Peak hour volume for case 2
Table A-9 (c): Peak hour volume for case 3
Table A-10(a): Operational Analysis at Jamrud Section for Anticipated Volume Case 1
Table A-10(b): Operational Analysis at Jamrud Section for Anticipated Volume Case 2
Table A-10(c): Operational Analysis at Jamrud Section for Anticipated Volume Case 3
Table A-11(a): Operational Analysis at Gulsher section for Anticipated Volume Case 1
Table A-11(b): Operational Analysis at Gulsher section for Anticipated Volume Case 2
Table A-11(c): Operational Analysis at Gulsher section for Anticipated Volume Case 3
Table A-12(a): Operational Analysis at Mechani post for Anticipated Volume Case 1
Table A-12(b): Operational Analysis at Mechani post for Anticipated Volume Case 2
Table A-12(c): Operational Analysis at Mechani post for Anticipated Volume Case 3

List of Figures

Figure A-1: Average Daily Traffic Volume according mode for Case 1 at Jamrud Station
Figure A-2: Average Daily Traffic Volume according mode for Case 2 at Jamrud Station
Figure A-3: Average Daily Traffic Volume according mode for Case 3 at Jamrud Station
Figure A-4: Average Daily Traffic Volume according mode for Case 1 at GulSher Village
Figure A-5: Average Daily Traffic Volume according mode for Case 2 at GulSher Village
Figure A-6: Average Daily Traffic Volume according mode for Case 3 at GulSher Village
Figure A-7: Average Daily Traffic Volume according mode for Case 1 at Mechani Station
Figure A-8: Average Daily Traffic Volume according mode for Case 2 at Mechani Station
Figure A-9: Average Daily Traffic Volume according mode for Case 3 at Mechani Station

EXECUTIVE SUMMARY:
National Highway Authority (NHA) has been taken another initiative by proposing
development of expressway between Peshawar and Torkham. It is anticipated that with the
development of trade relationship of Pakistan with Afghanistan and other Central Asian
countries, which in turn results boost up of trade related traffic. Therefore, it is the need of the
time that an expressway should be built in between such points of Afghan Border that
connects major potential points within the country. This will offer smooth traffic operational
condition to generated trade traffic movements. This report presents traffic study carried out
for development of the proposed expressway between Peshawar and Torkham.
Keeping in view the importance of the proposed project, traffic study methodology was
devised. Classified traffic volume counts for 24 hrs of a day were observed on continuous
time scale of three days at three main locations of existing roadway between Peshawar and
Torkham. These points were chosen with such logic that the traffic at these points will help
analyzing anticipated traffic on proposed expressway. The traffic study was limited to
provide estimation of anticipated traffic and operational analysis under such circumstances.
In this traffic study, three cases are defined to estimate anticipated traffic on proposed
expressway by giving importance to three criteria such as operational condition, estimation of
financial benefit and pavement design procedure.
In first case it was assumed that all the traffic which is actually run on existing road will
diverge towards proposed expressway, this assumption seems to be logical in a way that the
proposed expressway will attract equal amount of traffic volume as running on existing way
irrespective of that from where it is diverged. This case gives an ideal scenario to analyze
operational condition of proposed expressway. The second case assumed that all heavy
vehicles will diverge and only 30% of local categories traffic volume that serves local
passenger movement will use this expressway. In this case traffic volume anticipated on
proposed expressway is low and therefore this case seems to be an ideal case for estimating
expected benefits. The third case considers the impact of generated traffic due to progressing
trade relationship of Pakistan with Afghanistan and other central Asian countries. In which, it
was assumed that 10% of more heavy traffic as compared to case two will be attracted at the
time of opening of proposed expressway, In this way, case three seems to be an ideal case for
pavement design of this expressway.
This traffic report also comprises presentation of operational analysis of all of the above three
cases, the level of service was obtained on yearly basis up to 20 years life span by forecasting
future year traffic at suitable growth rate. The necessary input required for performing
operational analysis was determined from detailed analysis of traffic volume data at all
collected points.

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1.0

INTRODUCTION
National Highway Authority (NHA) has planned to construct an expressway from
Peshawar to Torkham (a town near Afghanistan border). Peshawar-Torkham
expressway will serve as a major highway for vehicular movements from Peshawar to
Torkham thereafter will lead to central Asian countries through Afghanistan.
This expressway will provide high level of service to large amount of heavy vehicles
running through Pak Afghan border.
Because of the on going development in trade relationship of Pakistan with
Afghanistan and other Central Asian Countries, it is required that a good quality road
be constructed that would provide an efficient operation of vehicles which are
expected to generate due to growing multi trade activities among them.
Thus, Peshawar-Torkham expressway will be a contributing factor to Pakistans
economic growth, its trade and transport for many years.

1.1

Overview of Study Area

The study incorporates such future traffic movements that are likely to accrue on this
expressway.
There are three major borders through which central Asian trade related traffic will
enter into Pakistan through Afghanistan. Following are the three borders also shown
on the map for the guidance.
1)
2)
3)

Torkham Border
Chaman Border
Haji Gulam Khan (HGK) Border

According to geographical conditions of these three borders the Torkham border is

relatively on upper side of the other two borders. So it is the most attracted point for
Central Asian trade related traffic to enter into Pakistan and move onwards. But due
to poor security condition prevailing in Afghanistan, transport stakeholders avoid long
routes on Afghan land, therefore, they enter into Pakistan from other two points.
Furthermore, Peshawar-Torkham expressway will provide a safe and efficient route
for sea related traffic for onward movement of trade goods to middle-east countries
through Karachi and Gwadar ports. The improving relations between Pakistan and
India will also enhance the importance of this expressway manifold for trade between
India and Central Asian States through Wagha. The network of Pakistan Motorway
thorough out Pakistan will facilitate these movements of trade goods.
The map attached as Figure 1 in which movements are marked help understanding the
above discussion.
The above discussion provides a solid background for constructing PeshawarTorkham expressway and insists to incorporate this viewpoint in traffic analysis study
of Peshawar-Torkham expressway. However, with the limited availability of data
regarding the overall traffic movements, this effect cannot be explained in quantitative
terms but the overall operational analysis can be performed to assess the level of
service of Peshawar-Torkahm expressway under these circumstances.
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1.2

Objectives of Traffic Study

The objectives under which this traffic study has been carried out are in lined with the
objectives of the whole project and provide baseline input data for planning, design
and economic appraisal of the project.
The main Objectives of the traffic study are:
To study the present traffic pattern and its movement in the vicinity of proposed
expressway alignment
To estimate the anticipated traffic volume at different junctions of proposed
expressway
To ascertain the expected level of service that would prevail during the study period
on the proposed expressway
To anticipate the improvement in the traffic flow conditions of the overall existing
road network in conjunction with proposed expressway

1.3

Scope of Work
The work related to this traffic study has been limited to understand the existing road
network along with traffic pattern. In addition to this, classified traffic volume counts
are collected at different junctions of existing road network in order to anticipate the
traffic volume on proposed expressway. This data will also help analyzing the
operational conditions through capacity analysis procedure of the proposed
expressway during its life span.

1.4

Methodology
To Carryout this traffic study in accordance with the objectives setout above the
following methodology was adopted which is presented in descriptive form as well as
in framework form for clear understanding. Figure 2 depicts various steps involved in
methodology of this traffic study in the form of flow chart called as conceptual
framework of traffic study. The steps involve in the methodology of carrying out this
traffic study are as follows:

Existing Scenario; this step is primarily based on study of existing road network
through available maps, this provide an understanding of whole situation of travel
network along with the identification of points (location) which are of prime
importance in the travel network. Furthermore, this gives an idea about potential
locations which are able to generate considerable traffic volume especially heavy
vehicles.

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Data Collection; this step involve identification of type of data needed to analyze the
traffic condition along with the methodology for its collection. The collected data will
then be analyzed according to standard procedure to obtain the anticipated traffic
volume on proposed expressway and to carryout operational analysis accordingly.

Traffic Data Analysis; this step involves rigorous analysis of collected data through
which existing traffic operations are compared with proposed expressway traffic
conditions. This is the vital stage of traffic study as it provide complete picture with
respect to traffic pattern. Traffic data analysis comprises of three stages namely,
i)
ii)
iii)

Expected traffic Estimation

Traffic Volume Analysis
Operational Analysis

The above three analysis stages serve as input to each other.

1.5

Traffic Report Preparation; this step involves the presentation of collected data and its
analysis results in accordance with standard procedure.

Organization of Report
This report is organized in a functional layout spread over 6 main sections. The
section 1 is an introductory section which provides the overall project perspective and
also gives idea about this traffic study i.e. its objectives and methodology. Section 2
describes the type of survey involves in collecting required data and its collection
methodology. Section 3 depicts the primary data analysis such as estimation of
anticipated traffic volume on proposed expressway and further estimation of DDHV
for operation analysis. Traffic forecasting has been discussed in section 4 and section
5 describes the operational analysis procedure along with year-wise level of service
determination at 3 points of proposed express way. Section 6 discusses the conclusion
drawn for this traffic study and is followed by the annexure to the report.

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Background

(Setting Out Goals and Objectives)

Data Collection

Understanding regarding Project

(Classified Volume counts)

Traffic Surveys

Data Analysis

Traffic Data Analysis

Anticipation of Traffic
Traffic Volume Analysis

Conclusion

Operational Analysis

Analysis Results and

Summarization of Findings

Report Writing

Figure 2: Framework showing methodology of traffic Study

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2.0

DATA COLLECTION METHODOLOGY

In accordance with the limited scope of this traffic study data needed for further
analysis is classified volume counts. However, anticipating the length of proposed
expressway traffic volume counts are collected at three points. The subsequent
paragraph discusses justification of taking three points for volume counts.

2.1

Survey Points Identification

The proposed alignment of Peshawar-Torkham expressway intersects at three main
points at existing road between Peshawar and Torkahm. Furhter, the existing road
passes through settlement at Landi Kotal and the proposed alignment of expressway
bypasses this settlement. Figure 3 representing the existing road and proposed
expressway alignment between Peshawar and Torkham. After development of
proposed expressway, there can be different traffic volume conditions at these three
points (indicated in Figure 3). This is because some of traffic volume which originates
from Peshawar may be destined at Landi Kotal or some other settlement in the way
between Peshawar and Torkahm. So because of long length of proposed expressway
the origin & destination may not be the same for whole traffic volume. This variation
in origin & destination can only be explained by taking traffic volume counts at
different points, so in present case 3 points are identified. In addition to this the
location of these survey points is such that one can easily estimate the probable traffic
volume at proposed expressway. The three points identified for counting traffic
volume are
i)
ii)
iii)

2.1

Jamrud Station
Gulsher Village
Mechani Station

Classified Traffic Volume Counts

A comprehensive plan was prepared to conduct the required traffic counts at three
points. All aspects of traffic survey including the schedule, location, methodology,
data collection format etc were taken into consideration and site visits were also made
to various locations in the project corridor before finalizing the program of traffic
survey. Especial efforts are put forwarded to engage required manpower for smooth
conduction of traffic volume counts and training is also provided to them in order to
avoid confusion at later stages.
Classified Traffic volume counts were conducted for 24 hours for two days at all three
main points. Table A-1 in annexure depicts the classified traffic volume counts in
summarized fashion. Vehicles are classified according to the following categories:
Car/Jeeps/
Suzuki
Pickups &
Vans

Mini
Bus
Bus /
Coasters

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Tractor/
Tractor
Trolley

Trucks
2axle

3axle

4-axle
(Coupled)

Trailers
4axle

5axle

6-axle

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LOCATION MAP
SHODANI

FIG No.03

3.0

TRAFFIC DATA ANALYSIS

Keeping in view the broad objectives of this traffic study, analysis of traffic data has
been carried out to support the above discussed view points and geometric parameters
of proposed expressway. Furthermore, the detailed micro level data is not available
and also one can never project exactly about the economic development situation
between Pakistan, Afghanistan and Central Asian countries. It is entirely difficult to
incorporate the impact of future trade relationship between these countries in this
traffic report. However, a proportion of existing traffic is added in operational
analysis to explain this future economic development. In addition to this, it is
recommended that NHA should conduct a separate study that will incorporate all
inter-border traffic movements along the newly proposed motorways and
expressways.

3.1

Traffic Analysis Methodology

A methodology has been devised according to analysis activities in order to meet the
objectives of this traffic study. In first stage estimation has been performed regarding
traffic volume that could use proposed expressway. In second stage, traffic volume
analysis has been done, which provides the base line data i.e. AADT, Peak Hour
traffic Volume, DDHV to be used in third stage that is operational analysis. The
operational analysis includes sensitivity analysis of the project the details of which is
explained under the heading of Operational analysis in subsequent paragraph.

3.2

Volume Count Presentation

On the existing way between Peshawar and Torkham three points were picked to
carry out traffic volume count survey. This survey was performed for whole day (24
hours) and continued up to three days in one run at a particular point. The data has
been tabulated and presented in Table A-1 to Table A-3 of the Annexure for all three
locations. The Table 2 presents the summarized daily traffic volume at all three
locations for both directions. The Map attached with this report as Figure 3 shows the
location of these three points.
Table 2:

Summarized daily traffic volume at surveyed points

Station Name

ADT (vehicles per day)

At Jamrud Station

8752

At Gul Sher Village

5415

At Mechani Post

3336

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Table 2 presents the average of daily traffic volume counted for three days. In
addition to this it can be seemed from the table that at Jamrud station the ADT is
higher from others two and further at Gul Sher village which is lie in between Jamrud
and Mechani the ADT is lower than jamrud and higher than Mechani post. This can
be explained with the statement that the traffic volume is diverged before reaching at
Gul Sher from Jamrud and same was happened in between Gulsher and Mechani. The
above statement can be more understandable with the geographic location of these
stations marked on the map. The daily variation of volume at these three stations is
shown from Figure 4.
Traffic flow variation w ith tim e of day

Total Traffic Volume

800
700
600

Gul sher

500

Mechani

400

Jamrud

300
200
100

3.3

7:00 - 8:00 A.M.

6:00 - 7:00 A.M.

5:00 - 6:00 A.M.

4:00 - 5:00 A.M.

3:00 - 4:00 A.M.

2:00 - 3:00 A.M.

1:00 - 2:00 A.M

12:00 - 1:00 A.M.

11:00 - 12:00 A.M

Tim e of Day

10:00 - 11:00 P.M.

9:00 - 10:00 P.M.

8:00 - 9:00 P.M.

7:00 - 8:00 P.M.

6:00 - 7:00 P.M.

5:00 - 6:00 P.M.

4:00 - 5:00 P.M.

3:00 - 4:00 P.M.

2:00 - 3:00 P.M.

1:00 - 2:00 P.M.

12:00 - 1:00 P.M.

11:00 - 12:00 Noon

10:00 - 11:00 A.M.

9:00 - 10:00 A.M.

8:00 - 9:00 A.M.

Anticipated Traffic Volume

As it is known that an existing road between Peshwar and Torkham passes from
various localities, in which one of major town is Landi Kotal. The proportion of that
traffic volume whose destination is Torkahm i.e. Afghan Border suffers lower
operational conditions in terms of Level of service. The alignment of expressway
between Peshwar and torkham is such that it will bypass all major localities and in
turn also provides connection to major localities that have potential to produce major
proportion of traffic volume. In addition to this, one of the major advantages of this
expressway is that it also bypasses the Peshawar city through Northern Bypass finally
links with Motorway (M-1), which in turn provides an attraction for that much traffic
volume whose origin or destination is onwards Peshawar city. Through the above
discussion and keeping in view the available data, the exact estimation of anticipated
traffic volume that uses the proposed expressway cannot be determined easily.
However, to remain at the safer side the three cases are devised according to the
following aspects and the operational analysis is performed for all three cases of
anticipated volume.
1)
2)
3)

Operational Analysis
Economic and Financial Feasibility
Establishment of Pavement Design Criteria

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1st Case:
In the first case it is assumed that all the traffic volume will be shifted to propose
expressway this means the anticipated traffic volume (vehicles per day) will remain same
as mentioned in table 2. It is worthwhile to discuss the justification why it is considered
that the whole traffic volume will be shifted towards new expressway, however; in
general it is not realistic approach. The subject matter behind this assumption that
proposed expressway alignment is such that it will passes through many new heavy
populated local localities where existing road doesnt provide any service i.e. Ganj Garhi,
Wauch Gagrai, Labba and Shodanai. Because of that it is assumed that proposed
expressway will generate equal amount of local passenger travel modes (Wagons,
Minibuses and Buses) in order to serve the movements of identified localities.
Furthermore, the geometric conditions, which are speed, pavement conditions and
provision of medians, of expressway is such that it will definitely attract that much
amount of traffic volume whose origin or destination in either direction is Peshawar and
Torkham. This case may serve as critical case, as operational analysis results obtained
from this case are acceptable then it means that proposed alignment and geometric
parameters of expressway is such that it should satisfy the second case.
2nd Case:
In this case it is assumed that only 30% of traffic volume related to modes i.e. Cars, vans,
Pickups, Buses and Minibuses will be used the proposed expressway, all other modes
which are classified as heavy vehicles assumed to be used the proposed expressway. The
reason behind this assumption is that these travel modes are mostly used for passenger
movements from localities near existing roads. This case is simpler in its appearance but
it will be best suitable case for toll analysis or in other words to estimate expected
benefits from the project. Thus this case will help analyzing economic and financial
feasibility of the project as in this case the traffic volume assumed is lower than other
cases so the benefits estimated from this anticipated traffic volume will also come lower
than other cases. In this way this case will guides the economic and financial viability
about the proposed expressway. The estimation of anticipated traffic in this case can be
summarized as follows
Table 3:

Summarized anticipated daily traffic volume at surveyed points

Station Name

ADT (vehicles per day)

At Jamrud Station

3708

At Gul Sher Village

2532

At Mechani Post

1587

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3rd Case:
This case is the extension of 2nd case as it is assumed in this case that additional 10% of
the traffic will be attracted to use the proposed expressway and to remain on the safer side
this additional 10% of traffic volume is assumed for heavy vehicle categories in equal
proportion. This case relates with the background that how much will be the attracted
traffic volume on the proposed expressway keeping in view the international trade related
traffic volume. In Pakistan, NHA have developed a series of good road network in such a
fashion that it is connected by all potential traffic generator points such that significant
harbours and dry ports (i.e. Gawadar, Karachi, Lahore, Rawalpindi, and Islamabad).
Keeping in view the availability of good road network and smooth traffic operation with
no security hazards in Pakistan one can assumed that with the development of trade
relationship with Afghanistan and Central Asian countries the proposed expressway will
certainly attract good amount of traffic volume. In addition to this, as Pakistan possess
comparatively better security conditions than Afghanistan the transport stakeholders will
prefer shorter travel route in Afghanistan to enter in Pakistan and if it is the case,
according to geographical location of Central Asian countries, Afghanistan and Torkahm
Border of Pakistan, this whole amount of traffic volume will be attracted towards
Peshawar-Torkham expressway and then go onward at any destination in Pakistan or
across Pakistan. Furthermore, this expressway along with the connection of IslamabadLahore motorway provides an economically viable route for goods movements from
Central Asian countries and India or vice versa.
This means the provision of proposed expressway will definitely attract or generate more
traffic volume especially in heavy vehicle categories. The above discussion provides solid
reason for developing 3rd case for anticipated traffic volume. Additionally, this case may
serves as critical or in other words best suitable for determining axle load for pavement
designing. The estimation of traffic volume anticipated for this case is presented in
Table-4.
Table 4:

Summarized anticipated daily traffic volume at surveyed points

Station Name

ADT (vehicles per day)

At Jamrud Station

3880

At Gul Sher Village

2661

At Mechani Post

1671

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3.4

PCE and Design Hourly Volume Estimation:

Passenger Car Equivalent (PCE) is mostly used as relative term to amplify the traffic
volume i.e. all the travel modes volume is expressed in terms of volume of car. Thus
the PCE for car is taken as 1 and all other travel modes are defined in terms of this
factor according to their relative ness with car. This suggests that for heavy vehicles
the PCE factor should be more than 1. In addition to this, PCE factors play an
important role in operational analysis for proposed expressway as the most of the
traffic volume on this proposed expressway will belong to heavy vehicles categories.
The adopted values of PCE for the operational analysis of the proposed expressway
are presented in Table 5. The rolling terrain is assumed while adopting these PCE,
conversion of traffic volume in terms of Passengers car for all the three cases of
anticipated traffic volume is presented in Table given in Annexure.
Table 5: Adopted Values of PCE factors

Travel
Modes

Car/Jeeps/
Suzuki
Pickups &
Vans

PCE
Factor

1.0

Trucks

Trailers

Bus

Mini
Bus /
Coasters

Tractor/
Tractor
Trolley

2axle

3axle

4-axle
(Coupled)

4axle

5axle

6axle

2.5

3.5

3.5

4.5

source: Highway Capacity Manual 1985 and Traffic Engineering by McShane

As the 15 minute interval traffic volume count is not available, the maximum flow
rate i.e. maximum hourly volume is taken as Peak hour volume and this quantity is
used for further calculations for determining the Design hourly volume (DHV). The
percentage factor k has been estimated in relation to daily volume and peak hour
volume. These factors later were used to convert ADT into DHV for further analysis.
The peak hour traffic volume is along with time of day is presented in Table 6 at all
three traffic volume counting stations.
Table 6:

Peak hour time and traffic volume

Station Name

Hour of Day

At Jamrud Station
At Gul Sher Village
At Mechani Post

9:00 to 10:00 AM
10:00 to 11:00 AM
10:00 to 11:00 AM

Traffic Volume
(Vehicles / Hour)
709
511
356

Table 6 shows that the occurrence of peak hour in relation with traffic volume is
considerably earlier at Jamrud Station in comparison with other two stations. The
possible reason may be the distance of other two stations with Jamrud. This means
that peak hour traffic that passes through Jamrud station was reaching at other two
stations in one hour time frame. If the volume count of 15 minutes interval is
available then other reason for this variation in peak hour timings may be searched
out. The design hourly volume for the entire analysis period has been estimated i.e.
forecasted and the results of the same are presented in Annexure.
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4.0

TRAFFIC FORECAST
Forecasting of traffic or in other terms projection of traffic volume trend in future
years is required for determination of operational condition of proposed expressway
for upcoming years. This forecasting mainly depends on growth rate of traffic which
in turn depends on socio-economic conditions prevailing in study area. The indicators
which are generally used to determine the growth rate are number of registered
vehicles, historic traffic data, and vehicle ownership and in case of this expressway,
trade relationship i.e. sales record of import and export between two countries plays
vital role in estimating growth rate. Fuel and tyres consumption record may serves as
good indicators for estimation of growth rates. The following paragraphs discuss the
methodology adopted for forecasting of traffic volume for operational analysis.

4.1

Traffic Generation Phenomenon

As discussed in introductory part of this report about the influence of study area in
respect of traffic generation and in addition to this development of three cases for
estimating anticipated traffic volume, the traffic generation phenomenon occurring in
the base year is justified with these estimations. In case three of anticipated traffic
volume the operational analysis has been carried out for generated or in other terms
attracted traffic due to the development of proposed expressway and this volume is
taken as 10% of additional volume of heavy vehicles.

4.2

Traffic Growth Rates:

As discussed earlier growth rates depends on a number of parameters. There are
several growth rates already estimated by numerous numbers of organizations. From
these, one of the reliable sources of data regarding growth rates is the study carried
out under National Transportation Plan JICA and NTRC in 1995. For this traffic study
the same has been adopted. Table 7 shows summarized data of growth rates for
different types of vehicles used in Pakistan.
Table 7: Summarized data regarding growth rates

Vehicles

Motor
cycles

Cars

Mini Bus/
Coasters

Buses

Trucks

Growth Rate (% p.a)

5.42

7.02

8.15

5.76

6.74

It is clearly visible from the table 7 that the growth rate for heavy vehicles is around
7%, as in this case of proposed expressway between Peshawar and Torkham heavy
traffic is mostly expected to use this facility, so for convenient in analysis linear
growth rate of 7% is assumed for all vehicles categories and for whole analysis period
as well. The damping factors here are not considered because it is expected that in
future the traffic volume will serve by this road may be higher due to inter trade
relationship of Pakistan with Afghanistan and other central Asian countries.
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4.3

Projected Average Daily Traffic

Based on above discussion the average daily traffic (ADT) has been projected for the
analysis period of 20 years after the construction of this facility. The year 2009 is
considered as opening year of proposed expressway. The tables in Annexure
presented the summarized data of ADT and corresponding DHV to facilitate
operational analysis

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Page 13

5.0

CAPACITY ANALYSIS
The capacity analysis of a transportation facility reflects its ability to accommodate a
moving stream of vehicles in a most diligent way. There are basically two procedures
adopted for capacity analysis which are as follows
1)
2)

Operational Analysis
Design Analysis

Operational analysis is basically the determination of level of service which is based

on the geometric, traffic and other parameters, while Design analysis is the
determination of geometric parameters based on certain supposition of Level of
service. As in the case of proposed expressway basic geometric parameters are known
so it is better to performed operational analysis to ascertain the traffic operation
conditions.
5.1

Operational Analysis
Operational analysis was carried out for three cases of anticipated traffic volume
condition for proposed expressway on the basis of the procedures outlined in the
Highway Capacity Manual published by the Transportation Research Board USA.
The tables in the annexure present operational conditions of proposed expressway on
yearly basis. For Jamrud traffic volume operational analysis has been performed using
design speed equals to 50 mph (80 kmh) and for Gulsher and Mechani post traffic
volume design speed was taken as 32 mph (50 kmh). Certain logical assumptions
were also made while performing operational analysis; these assumptions are
discussed as follows
1.

It is assumed that 90% of vehicle drivers are commuters i.e. only 10% of traffic
volume was assumed for recreational population.

2.

The Directional factor was assumed to be 0.60 in peak hour traffic conditions

The summarized results of the operational analysis are presented in annexure. The
most critical case about anticipated traffic volume condition has come out to be the
first case in which at Jamrud section the level of service condition will reach at level
E at fourth last year of its 20 years of life span. However, for other stations level
service will not fall from level D.

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6.0

CONCLUSIONS
On the basis of this traffic study the following is concluded:

The proposed project improve the overall traffic operation conditions

especially for heavy vehicles

The proposed geometric design parameters i.e. design speed and number of
lanes found to sufficient for the proposed expressway in respect of Level of
service criteria.

The proposed expressway will definitely capable of providing good traffic

conditions to future attracted traffic (may because of enhance trade
relationship of Pakistan with Afghanistan and Other Central Asian Countries)
within its life span.

The one of the major advantage of the proposed expressway is that it will
carry the load of heavy traffic and resulting in good operational conditions of
the existing road link between Peshawar and Torkham. This will facilitate both
as heavy vehicle traffic and Passenger movement traffic onwards Peshawar.

The 1st case comes out to be more critical in terms of operational analysis, 2nd
case provide an useful estimate of benefits for financial analysis and the 3rd
case proved to be the critical case in pavement designing circumstances.

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Page 15

TABLES

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

Jamrud Station
14/2/2005
Monday
Cars/Jeeps/
Suzuki Pickups
& Vans
240
345
413
414
374
303
372
372
399
418
254
177
103
68
10
6
10
0
0
1
10
23
24
80
4416

TABLE A-1(a)
Road Length:
Weather:

Bus

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups

Tractor/
Tractor
Trolley

15
44
60
41
41
70
74
47
43
37
21
19
13
12
11
10
9
7
5
4
9
11
11
16
630

170
108
123
97
120
102
90
111
123
108
50
48
33
24
27
16
13
12
9
9
24
36
24
84
1558

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

Trucks

48 KM
Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

Total Traffic
Per Hour

32
14
26
2
1
8
1
7
13
8
10
7
23
15
13
13
11
7
6
5
15
23
17
27
304

15
11
19
4
4
1
4
6
7
3
1
2
5
9
8
6
3
2
1
1
11
27
5
15
169

6
17
21
26
24
28
26
30
24
17
15
22
21
18
19
17
14
10
8
10
19
20
16
25
452

0
9
9
8
30
15
7
9
0
0
0
9
10
9
8
8
7
5
4
3
5
5
7
8
175

2
5
17
19
16
40
12
8
2
2
0
13
15
14
13
12
10
7
6
4
9
10
10
13
259

2
26
15
22
12
15
15
6
8
5
6
12
12
6
6
5
4
3
2
5
12
13
4
8
224

482
579
703
633
622
582
601
596
619
598
357
309
235
174
115
93
82
52
40
42
113
167
119
276
8186

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

Jamrud Station
(14th February 2005)

Trailer 658
(8%)
Trucks 925
(11%)
Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups 1558
(19%)

Cars/Jeeps/
Suzuki Pickups
& Vans 4416
(54%)
Bus 630
(8%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

Jamrud station
15-2-05
Tuesday
Cars/Jeeps/
Suzuki Pickups &
Vans

Bus

240
358
355
326
353
270
289
306
385
235
253
166
106
65
10
6
10
0
0
1
10
22
23
76
3862

15
63
56
57
59
55
42
33
46
58
31
21
14
11
11
10
9
6
5
4
8
10
11
16
649

Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups
170
142
128
108
98
74
115
89
103
101
87
47
31
23
25
15
12
11
8
9
22
34
23
79
1555

TABLE A-1(b)
Road Length:
Weather:
Tractor/
Tractor
Trolley
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

Trucks

22 KM
Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

Total Traffic
Per Hour

32
21
20
15
12
15
6
4
4
13
9
7
1
14
13
13
10
7
5
5
14
22
16
26
303

15
12
13
10
5
10
5
10
4
6
5
1
2
8
7
5
3
2
1
1
10
26
5
14
180

6
32
20
15
16
24
11
9
4
14
12
7
5
17
18
16
14
9
7
9
18
19
15
24
341

0
13
22
24
23
22
10
9
19
15
9
11
4
9
8
8
7
5
4
3
5
5
7
8
247

10
14
15
11
7
21
14
16
10
13
6
0
3
13
13
12
9
7
5
4
9
10
9
13
242

20
28
20
17
17
23
16
6
12
10
12
5
0
6
6
5
4
3
2
5
11
12
4
7
251

508
683
649
583
590
514
508
482
587
465
424
265
166
166
109
88
77
49
38
39
107
158
113
262
7631

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

Jamrud Station
(15th February 2005)

Trailer, 740
(10%)
Trucks, 825
(11%)

Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 1555
(20%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 3862
(50%)
Bus, 649
(9%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

Jamrud station
16-2-05
Wednesday
Cars/Jeeps/
Suzuki Pickups
& Vans

Bus

360
438
413
362
390
325
367
447
387
330
221
126
93
71
11
6
11
0
0
1
11
24
25
84
4502

23
70
49
59
75
43
71
75
54
69
58
44
19
12
12
11
10
7
5
4
9
11
12
17
818

Mini Bus/
Tractor/
Coaster/ Flying
Tractor
Coach/ Toyota
Trolley
Pickups
255
0
121
0
104
0
118
0
122
0
75
0
125
0
146
0
152
0
140
0
88
0
61
0
30
0
26
0
28
0
16
0
14
0
12
0
9
0
10
0
25
0
37
0
25
0
88
0
1826
0

TABLE A-1(c)
Road Length:
Weather:
Trucks

Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

48
7
5
9
10
10
13
16
13
19
14
7
7
15
14
14
11
7
6
5
16
24
18
29
337

23
9
6
3
4
5
7
8
7
0
0
3
4
9
8
6
4
2
1
1
12
28
6
15
170

9
43
22
29
21
12
27
18
16
13
14
11
12
19
20
18
15
10
8
10
19
20
17
26
431

4-axle

5-axle

6- axle

0
29
20
31
24
15
25
22
56
18
12
9
6
9
8
8
7
5
4
3
5
5
7
8
339

15
28
13
27
17
15
20
22
21
14
14
6
6
14
14
13
10
7
6
4
9
11
10
14
331

30
48
36
86
22
28
19
19
22
10
12
10
9
7
6
5
4
3
3
5
13
14
4
8
423

Total
Traffic Per
Hour
762
793
668
724
685
528
674
773
728
613
433
277
186
183
121
98
86
54
42
44
118
175
124
290
9178

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

Jamrud Station
(16th February 2005)

Trailer, 1093
(12%)
Trucks, 938
(10%)

Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 1826
(20%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 4502
(49%)

Bus, 818
(9%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

P.S.O. Pump (Gul Sher Village)
10-Jan-05
Monday
Cars/Jeeps/
Suzuki
Pickups &
Vans
162
156
152
123
45
135
219
240
138
116
83
57
42
13
10
6
10
0
0
1
10
23
24
80
1845

Bus
12
18
16
15
5
23
18
15
13
12
17
2
0
0
1
0
0
0
0
0
2
4
2
6
181

Mini Bus/
Coaster/
Flying
Coach/
157
182
172
152
52
160
172
170
168
150
108
33
16
9
13
2
1
3
2
4
15
27
12
70
1850

Tractor/
Tractor
Trolley
0
0
0
0
0
1
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3

TABLE - A-2(a)
Road Length:
Weather:
Trucks

22 KM
Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

30
24
16
23
3
26
27
32
26
23
15
11
9
2
2
2
1
0
0
1
8
16
7
16
320

52
27
21
9
5
23
15
15
12
21
20
7
7
7
6
4
2
1
0
0
10
26
4
13
307

15
17
18
6
4
11
8
6
5
7
10
1
2
1
4
2
1
0
0
4
9
10
3
10
154

4-axle

5-axle

6- axle

Total Traffic
Per Hour

0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1

12
7
9
4
0
7
1
2
4
0
7
3
1
1
2
1
0
0
0
0
2
3
0
2
68

7
17
25
14
1
24
1
2
5
5
19
1
6
1
1
0
0
0
0
3
9
10
0
3
154

447
448
429
346
115
410
462
482
372
335
279
115
83
34
39
17
15
4
2
13
65
119
52
200
4883

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

PSO Pump (Gul Sher Village)

(10th January 2005)

Trucks, 781
(16%)
Tractor/ Tractor
Trolley, 3
(0%)

Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 1850
(38%)

Trailer, 223
(5%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 1845
(37%)

Bus, 181
(4%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
(Peshawar To Torkham + Torkham To Peshawar)
Station / Location: P.S.O. Pump (Gul Sher Village)
Date:

11-Jan-05
Time

From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M
11:00 - 12:00 Noo
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M
11:00 - 12:00 Mid
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

Day

TABLE - A-2(b)

Tuesday

Cars/Jeeps/
Suzuki Pickups
& Vans

Bus

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups

Tractor/
Tractor
Trolley

179
165
195
172
166
160
171
173
151
130
99
68
48
22
15
9
12
1
0
3
12
18
30
70
2069

17
19
22
22
17
17
15
14
14
13
15
3
1
0
2
0
0
0
0
0
1
6
4
10
212

168
194
181
132
183
145
152
143
140
133
83
40
21
6
10
4
2
2
4
5
13
29
39
126
1955

0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3

Weather:
Trailer

Trucks

Sunny Day

2-axle

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

Total Traffic
Per Hour

32
34
26
22
37
29
52
21
30
19
17
9
10
3
3
2
0
0
0
2
7
18
21
20
414

60
33
21
31
19
20
30
16
9
30
23
10
8
4
7
6
2
0
0
1
8
26
9
38
411

21
26
24
20
8
4
14
4
6
3
8
2
0
2
5
3
1
0
0
0
6
15
4
8
184

0
4
3
2
0
0
1
4
2
0
3
0
0
0
0
0
0
0
0
0
0
0
2
0
21

16
10
17
6
3
5
2
5
4
2
11
2
0
1
1
0
0
0
0
0
2
7
3
6
103

18
26
39
19
21
4
5
6
8
8
14
4
5
2
2
0
0
0
0
0
6
20
22
16
245

511
512
529
426
454
384
442
386
364
338
273
138
93
40
45
24
17
3
4
11
55
139
134
295
5617

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

PSO Pump (Gul Sher Village)

(11th January 2005)

Trucks, 1009
(18%)

Tractor/ Tractor
Trolley, 3,
(0%)

Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 1955
(35%)

Trailer, 369
(7%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 2069
(36%)

Bus, 212
(4%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

P.S.O. Pump (Gul Sher Village)
12-Jan-05
Wednesday
Cars/Jeeps/
Suzuki Pickups
& Vans

Bus

183
151
200
158
136
145
170
190
140
117
75
60
38
25
12
5
16
0
0
2
8
22
27
68
1948

20
17
24
19
16
22
14
15
19
15
17
4
1
1
0
0
0
0
0
2
3
5
9
12
235

Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups
161
198
202
161
172
139
151
140
162
143
93
43
34
8
12
3
0
4
1
6
16
29
97
85
2060

TABLE - A-2(c)
Road Length:
Weather:

Tractor/
Tractor
Trolley
2
0
0
0
1
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5

Trucks

22 KM
Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

33
37
29
25
36
27
52
28
26
25
19
13
7
4
5
6
2
0
1
0
7
15
23
16
436

57
35
26
34
14
27
24
15
10
29
18
6
9
11
7
2
1
0
0
0
16
27
24
48
440

19
25
23
18
17
13
11
7
7
5
2
12
3
3
5
2
0
0
0
5
12
9
5
9
212

4-axle

5-axle

6- axle

4
3
0
0
0
0
0
2
0
1
0
5
0
0
0
0
0
0
0
0
0
0
5
2
22

18
11
22
7
4
8
3
6
6
1
0
3
9
4
2
0
0
0
0
0
6
4
9
3
126

20
26
49
17
23
11
9
8
12
16
6
8
2
7
0
0
0
0
0
7
11
13
7
9
261

Total
Traffic Per
Hour
517
503
575
439
419
392
434
413
382
352
230
154
103
63
43
18
19
4
2
22
79
124
206
252
5745

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

PSO Pump (Gul Sher Village)

(12th January 2005)

Trailer, 409
(7%)
Trucks, 1088
(19%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 1948
(34%)

Tractor/ Tractor
Trolley, 5
(0%)
Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 2060
(36%)

Bus, 235
(4%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

Mechani Post
10-Jan-05
Monday
Cars/Jeeps/
Suzuki Pickups
& Vans
77
94
111
75
89
96
60
69
96
53
42
17
3
4
0
0
0
0
0
0
0
0
32
36
954

TABLE - A-3(a)
Road Length:
Weather:

Bus

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups

Tractor/
Tractor
Trolley

1
0
0
3
2
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9

148
157
176
130
147
119
125
94
90
50
45
22
9
3
0
0
0
0
0
0
0
3
46
93
1457

0
0
1
2
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4

Trucks

22 KM
Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

Total Traffic
Per Hour

9
13
7
16
2
10
8
8
5
15
20
3
2
2
1
0
0
0
0
0
0
0
4
2
127

35
40
29
32
14
10
9
17
23
10
43
12
5
2
0
0
0
0
0
0
0
1
13
30
325

11
15
2
9
3
1
10
4
5
8
12
0
1
0
0
0
0
0
0
0
0
0
1
1
83

1
3
9
2
4
0
7
1
2
2
4
2
3
1
0
0
0
0
0
0
0
0
0
0
41

10
4
6
6
1
1
4
2
1
5
2
1
0
0
0
0
0
0
0
0
0
0
0
2
45

15
18
20
31
12
15
2
3
10
4
2
5
1
1
0
0
0
0
0
0
0
0
7
12
158

307
344
361
306
274
253
226
200
232
147
170
62
24
13
1
0
0
0
0
0
0
4
103
176
3203

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

Mechani Post
(10th January 2005)

Trucks, 535
(17%)

Trailer, 244
(8%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 954
(30%)

Tractor/ Tractor
Trolley, 4
(0%)
Bus, 9
(0%)
Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 1457
(45%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

Mechani Post
11-Jan-05
Tuesday
Cars/Jeeps/
Suzuki Pickups
& Vans
79
75
125
99
78
115
56
65
92
50
30
18
2
3
0
0
0
0
0
0
0
0
14
45
946

TABLE - A-3(b)
Road Length:
Weather:

Bus

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups

Tractor/
Tractor
Trolley

3
1
2
3
2
2
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
14

163
150
146
170
126
148
103
79
80
42
39
17
19
4
0
0
0
0
0
0
0
2
33
86
1407

0
1
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3

Trucks

22 KM
Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

Total Traffic
Per Hour

11
7
16
14
4
12
5
4
8
10
14
2
0
1
0
0
0
0
0
0
0
0
2
10
120

32
38
26
44
18
6
27
11
29
15
36
7
1
3
1
0
0
0
0
0
0
3
20
41
358

9
9
4
22
3
1
6
2
4
9
3
1
2
0
0
0
0
0
0
0
0
0
0
3
78

4
1
6
7
1
2
3
1
0
2
2
1
0
0
0
0
0
0
0
0
0
0
0
3
33

7
6
2
9
1
2
3
1
1
3
2
2
0
0
0
0
0
0
0
0
0
0
0
4
43

18
25
19
41
16
9
10
2
7
4
1
5
2
1
0
0
0
0
0
0
0
0
26
13
199

326
313
346
409
249
298
214
166
221
135
127
53
26
12
1
0
0
0
0
0
0
5
95
205
3201

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

Mechani Post
(11th January 2005)

Trucks, 556
(17%)

Trailer, 275
(9%)

Tractor/ Tractor
Trolley, 3
(0%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 946
(30%)

Bus, 14
(0%)
Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 1407
(44%)

PESHAWAR - TORKHAM EXPRESSWAY

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)
Direction:
Station / Location:
Date:
Day:
Time
From - To
8:00 - 9:00 A.M.
9:00 - 10:00 A.M.
10:00 - 11:00 A.M.
11:00 - 12:00 Noon
12:00 - 1:00 P.M.
1:00 - 2:00 P.M.
2:00 - 3:00 P.M.
3:00 - 4:00 P.M.
4:00 - 5:00 P.M.
5:00 - 6:00 P.M.
6:00 - 7:00 P.M.
7:00 - 8:00 P.M.
8:00 - 9:00 P.M.
9:00 - 10:00 P.M.
10:00 - 11:00 P.M.
11:00 - 12:00 Mid Night
12:00 - 1:00 A.M.
1:00 - 2:00 A.M
2:00 - 3:00 A.M.
3:00 - 4:00 A.M.
4:00 - 5:00 A.M.
5:00 - 6:00 A.M.
6:00 - 7:00 A.M.
7:00 - 8:00 A.M.
Total

(Peshawar To Torkham + Torkham To Peshawar)

Mechani Post
12-Jan-05
Wednesday
Cars/Jeeps/
Suzuki Pickups
& Vans

Bus

82
102
98
78
78
76
88
91
80
43
35
27
4
0
0
0
0
0
0
0
0
1
56
48
987

2
0
2
0
0
1
1
3
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
11

Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups
165
186
179
146
139
162
153
150
140
70
47
29
6
2
0
1
0
0
0
0
0
4
36
95
1710

TABLE - A-3(c)
Road Length:
Weather:
Tractor/
Tractor
Trolley
1
0
0
0
0
0
1
2
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6

Trucks

22 KM
Sunny Day

Trailer

2-axle

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

Total Traffic
Per Hour

7
10
5
14
12
8
11
13
23
7
17
9
2
2
1
0
0
0
0
0
2
1
3
6
153

43
47
26
7
12
21
14
22
28
24
42
18
9
1
3
2
0
0
0
0
0
1
8
29
357

15
19
0
3
6
2
6
9
13
6
20
3
2
0
0
0
0
0
0
0
0
0
2
3
109

0
1
15
4
4
5
12
2
1
2
4
1
2
0
0
0
0
0
0
0
0
0
0
0
53

7
2
11
8
11
2
2
3
2
2
5
4
1
3
0
0
0
0
0
0
0
0
1
3
67

12
22
25
12
14
10
0
3
7
5
23
10
2
5
0
0
0
0
0
0
0
0
1
0
151

334
389
361
272
276
287
288
298
297
160
193
101
28
13
4
3
0
0
0
0
2
7
107
184
3604

24 HOUR TRAFFIC COUNT (BOTH DIRECTIONS)

Mechani Post
(12th January 2005)

Trucks, 619
(17%)

Trailer, 271
(8%)

Tractor/ Tractor
Trolley, 6
(0%)

Cars/Jeeps/
Suzuki Pickups &
Vans, 987
(27%)

Bus, 11
(0%)
Mini Bus/
Coaster/ Flying
Coach/ Toyota
Pickups, 1710
(48%)

PESHAWAR - TORKHAM EXPRESSWAY

AVERAGE DAILY TRAFFIC
Table A-4
Total Average Traffic Volume

Time
From - To

Jamrud

Gul sher

Mekhani

8:00 - 9:00 A.M.

700

492

322

9:00 - 10:00 A.M.

709

488

349

10:00 - 11:00 A.M.

687

511

356

11:00 - 12:00 Noon

658

404

329

12:00 - 1:00 P.M.

648

329

266

1:00 - 2:00 P.M.

554

395

279

2:00 - 3:00 P.M.

608

446

243

3:00 - 4:00 P.M.

633

427

221

4:00 - 5:00 P.M.

661

373

250

5:00 - 6:00 P.M.

573

342

147

6:00 - 7:00 P.M.

413

261

163

7:00 - 8:00 P.M.

284

136

72

8:00 - 9:00 P.M.

196

93

26

9:00 - 10:00 P.M.

138

46

13

10:00 - 11:00 P.M.

124

42

11:00 - 12:00 A.M

102

20

12:00 - 1:00 A.M.

89

17

1:00 - 2:00 A.M

55

2:00 - 3:00 A.M.

44

3:00 - 4:00 A.M.

46

15

4:00 - 5:00 A.M.

118

66

5:00 - 6:00 A.M.

179

127

6:00 - 7:00 A.M.

203

131

102

7:00 - 8:00 A.M.

331

249

188

Total

8752

5415

3336

PESHAWAR - TORKHAM EXPRESSWAY

(Average Daily Traffic)

10000
9000
8000
7000
6000
5000
4000
3000
2000
1000
0

8752

5415
3336

Jamrud

Gul sher

Mekhani

PESHAWAR - TORKHAM EXPRESSWAY

Table A-5
Station Name

D Factor

Hour of Day

ADT

PHV

K Factor

DDHV

At Jamrud Station

60%

9:00 to 10:00 AM

8752

709

8%

425

At Gul Sher Village

60%

10:00 to 11:00 AM

5415

511

9%

307

At Mechani Post

60%

10:00 to 11:00 AM

3336

356

11%

214

Table A-6 - Average daily traffic volume for case 1 according to modes and their PCE estimation

Station

Volume

Mini Bus/ Coaster/

Flying Coach/ Toyota
Pickups

Tractor/
Tractor
Trolley

2-axle

699

1646

4260

1748

3293

1954

209

1954

Cars/Jeeps/ Suzuki
Pickups & Vans

Bus

4260

Trucks

Trailer

Total Daily
Traffic

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

315

173

408

254

277

299

8752

944

519

1428

888

1109

1347

15536

1955

390

386

183

15

99

220

5415

523

3910

1170

1158

642

51

396

990

10802

962

11

1525

133

347

90

42

52

169

3336

962

28

3049

400

1040

315

148

207

762

6921

Jamrud Post
PCE
Volume
PCE

Gul Sher
Village

Volume
Mechani Post
PCE

Table A-7 - Average daily traffic volume for case 2 according to modes and their PCE estimation

Station

Volume

Mini Bus/ Coaster/

Flying Coach/ Toyota
Pickups

Tractor/
Tractor
Trolley

2-axle

210

494

1278

524

988

586

63

586

Cars/Jeeps/ Suzuki
Pickups & Vans

Bus

1278

Trucks

Trailer

Total Daily
Traffic

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

315

173

408

254

277

299

3708

944

519

1428

888

1109

1347

9026

587

390

386

183

15

99

220

2532

157

1173

1170

1158

642

51

396

990

6331

289

457

133

347

90

42

52

169

1587

289

915

400

1040

315

148

207

762

4093

Jamrud Post
PCE
Volume
PCE

Gul Sher
Village

Volume
Mechani Post
PCE

Table A-8 - Average daily traffic volume for case 3 according to modes and their PCE estimation

Station

Volume

Mini Bus/ Coaster/

Flying Coach/ Toyota
Pickups

Tractor/
Tractor
Trolley

2-axle

210

494

1278

524

988

586

63

586

Cars/Jeeps/ Suzuki
Pickups & Vans

Bus

1278

Trucks

Trailer

Total Daily
Traffic

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

409

225

531

330

360

389

3880

1227

675

1857

1154

1442

1751

10896

587

507

502

238

19

129

286

2661

157

1173

1521

1505

834

67

515

1287

7653

289

457

173

451

117

55

67

220

1671

289

915

520

1352

410

193

269

991

4954

Jamrud Post
PCE
Volume
PCE

Gul Sher
Village

Volume
Mechani Post
PCE

Table A-9 (a) Peak hour volume for case 1

Time

Cars/Jeeps/
Suzuki Pickups
& Vans

Bus

Jamrud Post

380.33

Gul Sher Village

Mechani Post

Station

Trucks

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups

Tractor/
Tractor
Trolley

2-axle

59.00

123.67

0.00

182.33

20.67

185.00

111.33

1.33

167.00

Trailer

Total Peak
Hour Traffic

DDHV

34.00

685.00

342.50

16.00

37.67

511.00

255.50

6.33

21.33

356.00

178.00

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

14.00

10.67

30.67

17.00

15.67

0.33

23.67

22.67

21.67

1.00

0.33

9.33

27.00

2.00

10.00

Table A-9 (b) Peak hour volume for case 2

Time

Cars/Jeeps/
Suzuki Pickups
& Vans

Bus

Jamrud Post

114.10

Gul Sher Village

Mechani Post

Station

Trucks

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups

Tractor/
Tractor
Trolley

2-axle

17.70

37.10

0.00

54.70

6.20

55.50

33.40

0.40

50.10

Trailer

Total Peak
Hour Traffic

DDHV

34.00

290.90

145.45

16.00

37.67

239.17

119.58

6.33

21.33

160.00

80.00

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

14.00

10.67

30.67

17.00

15.67

0.10

23.67

22.67

21.67

1.00

0.10

9.33

27.00

2.00

10.00

Table A-9 (c) Peak hour volume for case 3

Time

Cars/Jeeps/
Suzuki Pickups
& Vans

Bus

Jamrud Post

114.1

Gul Sher Village

Mechani Post

Station

Trucks

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups

Tractor/
Tractor
Trolley

2-axle

17.7

37.1

54.7

6.2

55.5

33.4

0.4

50.1

Trailer

Total Peak
Hour Traffic

DDHV

44.20

327.50

163.75

20.80

48.97

275.97

137.98

8.23

27.73

182.80

91.40

3-axle

4- axle
(Coupled)

4-axle

5-axle

6- axle

18.20

13.87

39.87

22.10

20.37

0.1

30.77

29.47

28.17

1.30

0.1

12.13

35.10

2.60

13.00

Table A-10 (a) : Opearational Analysis at Jamrud Section for Case 1 anticipated traffic volume
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv=0.412

Years

Commulative years

Volume

Volume / Capacity

LOS

2005

343

0.237

2006

366

0.253

2007

392

0.271

2008

420

0.290

2009

449

0.310

2010

480

0.332

2011

514

0.355

2012

550

0.380

2013

588

0.407

2014

10

630

0.435

2015

11

674

0.466

2016

12

721

0.498

2017

13

771

0.533

2018

14

825

0.571

2019

15

883

0.611

2020

16

945

0.653

2021

17

1011

0.699

2022

18

1082

0.748

2023

19

1158

0.800

2024

20

1239

0.856

2025

21

1325

0.916

2026

22

1418

0.980

2027

23

1517

0.981

2028

24

1624

0.986

* Capacity Analysis has been performed using Table given in Traffic Engineering by McShane
* The shaded line is considered as Opening year of the Proposed project

Table A-10 (b) : Opearational Analysis at Jamrud Section for Case 2 anticipated traffic volume
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv=0.325

Years

Commulative years

Volume

Volume / Capacity

LOS

2005

145

0.127

2006

156

0.136

2007

167

0.146

2008

178

0.156

2009

191

0.167

2010

204

0.179

2011

218

0.191

2012

234

0.205

2013

250

0.219

2014

10

267

0.234

2015

11

286

0.251

2016

12

306

0.268

2017

13

328

0.287

2018

14

351

0.307

2019

15

375

0.328

2020

16

401

0.351

2021

17

429

0.376

2022

18

459

0.402

2023

19

492

0.431

2024

20

526

0.461

2025

21

563

0.493

2026

22

602

0.527

2027

23

644

0.564

2028

24

690

0.604

Table A-10 (c) : Opearational Analysis at Jamrud Section for Case 3 anticipated traffic volume
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv= 0.428

Years

Commulative years

Volume

Volume / Capacity

LOS

2005

164

0.109

2006

175

0.117

2007

187

0.125

2008

201

0.133

2009

215

0.143

2010

230

0.153

2011

246

0.164

2012

263

0.175

2013

281

0.187

2014

10

301

0.200

2015

11

322

0.214

2016

12

345

0.229

2017

13

369

0.245

2018

14

395

0.263

2019

15

422

0.281

2020

16

452

0.301

2021

17

483

0.322

2022

18

517

0.344

2023

19

553

0.368

2024

20

592

0.394

2025

21

634

0.422

2026

22

678

0.451

2027

23

725

0.483

2028

24

776

0.517

Table A-11(a) : Opearational Analysis at Gulsher village Section for Anticipated Volume Case 1
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv=0.38

Years

Commulative years

Volume

V/C Ratio

LOS

2005

256

0.191

2006

273

0.204

2007

293

0.218

2008

313

0.233

2009

335

0.250

2010

358

0.267

2011

383

0.286

2012

410

0.306

2013

439

0.327

2014

10

470

0.350

2015

11

503

0.375

2016

12

538

0.401

2017

13

575

0.429

2018

14

616

0.459

2019

15

659

0.491

2020

16

705

0.526

2021

17

754

0.563

2022

18

807

0.602

2023

19

864

0.644

2024

20

924

0.689

2025

21

989

0.737

2026

22

1058

0.789

2027

23

1132

0.844

2028

24

1211

0.903

* Capacity Analysis has been performed using Table given in Traffic Engineering by McShane
* The shaded line is considered as Opening year of the Proposed project

Table A-11 (b) : Opearational Analysis at Gulsher village Section for Anticipated Volume Case 2
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv= 0.31

Years

Commulative years

Volume

V/C Ratio

LOS

2005

120

0.109

2006

128

0.117

2007

137

0.125

2008

146

0.134

2009

157

0.143

2010

168

0.153

2011

179

0.164

2012

192

0.175

2013

205

0.188

2014

10

220

0.201

2015

11

235

0.215

2016

12

252

0.230

2017

13

269

0.246

2018

14

288

0.263

2019

15

308

0.282

2020

16

330

0.301

2021

17

353

0.322

2022

18

378

0.345

2023

19

404

0.369

2024

20

432

0.395

2025

21

463

0.422

2026

22

495

0.452

2027

23

530

0.484

2028

24

567

0.518

Table A-11 (c) : Opearational Analysis at Gulsher village Section for Anticipated Volume Case 3
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv=0.41

Years

Commulative years

Volume

V/C Ratio

LOS

2005

138

0.094

2006

148

0.101

2007

158

0.108

2008

169

0.115

2009

181

0.124

2010

194

0.132

2011

207

0.141

2012

222

0.151

2013

237

0.162

2014

10

254

0.173

2015

11

271

0.185

2016

12

290

0.198

2017

13

311

0.212

2018

14

333

0.227

2019

15

356

0.243

2020

16

381

0.260

2021

17

407

0.278

2022

18

436

0.298

2023

19

466

0.318

2024

20

499

0.341

2025

21

534

0.365

2026

22

571

0.390

2027

23

611

0.417

2028

24

654

0.447

Table A-12 (a) : Opearational Analysis at Mechani post forl Anticipated Volume Case 1
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv= 0.401

Years

Commulative years

Volume

V/C Ratio

LOS

2005

178

0.126

2006

190

0.135

2007

204

0.144

2008

218

0.155

2009

233

0.165

2010

250

0.177

2011

267

0.189

2012

286

0.203

2013

306

0.217

2014

10

327

0.232

2015

11

350

0.248

2016

12

375

0.266

2017

13

401

0.284

2018

14

429

0.304

2019

15

459

0.325

2020

16

491

0.348

2021

17

525

0.373

2022

18

562

0.399

2023

19

602

0.426

2024

20

644

0.456

2025

21

689

0.488

2026

22

737

0.522

2027

23

789

0.559

2028

24

844

0.598

* Capacity Analysis has been performed using Table given in Traffic Engineering by McShane
* The shaded line is considered as Opening year of the Proposed project

Table A-12 (b) : Opearational Analysis at Mechani post forl Anticipated Volume Case 2
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv=0.352

Years

Commulative years

Volume

V/C Ratio

LOS

2005

80

0.070

2006

86

0.075

2007

92

0.080

2008

98

0.085

2009

105

0.091

2010

112

0.098

2011

120

0.105

2012

128

0.112

2013

137

0.120

2014

10

147

0.128

2015

11

157

0.137

2016

12

168

0.147

2017

13

180

0.157

2018

14

193

0.168

2019

15

206

0.180

2020

16

221

0.192

2021

17

236

0.206

2022

18

253

0.220

2023

19

270

0.235

2024

20

289

0.252

2025

21

310

0.269

2026

22

331

0.288

2027

23

354

0.309

2028

24

379

0.330

Table A-12 (c) : Opearational Analysis at Mechani post forl Anticipated Volume Case 3
C= 1950 veh/hr

fp= 0.9, fw=1, fe=0.95

fhv=0.452

Years

Commulative years

Volume

V/C Ratio

LOS

2005

91

0.058

2006

98

0.062

2007

105

0.066

2008

112

0.070

2009

120

0.075

2010

128

0.081

2011

137

0.086

2012

147

0.092

2013

157

0.099

2014

10

168

0.106

2015

11

180

0.113

2016

12

192

0.121

2017

13

206

0.130

2018

14

220

0.139

2019

15

236

0.148

2020

16

252

0.159

2021

17

270

0.170

2022

18

289

0.182

2023

19

309

0.194

2024

20

331

0.208

2025

21

354

0.223

2026

22

378

0.238

2027

23

405

0.255

2028

24

433

0.273

FIGURES

Figure A-1: Anticipated Traffic Volume per day at Jamrud Station for Case 1

4- axle (Coupled),
408

4-axle
Trailer, 254

3-axle, 173

5-axle, 277
6- axle, 299

2-axle
Trucks, 315
Tractor
Cars/Jeeps/ Suzuki
Pickups & Vans,
4260

Mini Bus/ Coaster

Bus, 699

Figure A-2: Average daily traffic volume for case 2 at Jamrud Station

6- axle, 299
5-axle, 277
4-axle
Trailer, 254
4- axle (Coupled),
408
3-axle, 173
2-axle
Trucks, 315
Tractor/ Tractor
Trolley, 0

Cars/Jeeps/ Suzuki
Pickups & Vans,
1278

Bus, 210
Mini Bus/ Coaster/
Flying Coach/
Toyota Pickups, 494

Figure A-3: Average daily traffic volume for case 3 at Jamrud Station

6- axle, 389
5-axle, 360
4-axle
Trailer, 330

Cars/Jeeps/ Suzuki
Pickups & Vans,
1278

4- axle (Coupled),
531

Bus, 210

3-axle, 225
2-axle
Trucks, 409

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups, 494
Tractor/ Tractor
Trolley, 0

Figure A-4: Average daily traffic volume for case 1 at GulSher Village

4- axle (Coupled),
183

4-axle
Trailer, 15

5-axle, 99
6- axle, 220

3-axle, 386
2-axle
Trucks, 390

Cars/Jeeps/ Suzuki
Pickups & Vans,
1954

Tractor/ Tractor
Trolley, 4

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups,
1955

Bus, 209

Figure A-5: Average daily traffic volume for case 2 at GulSher Village

6- axle, 220
5-axle, 99
4-axle
Trailer, 15

Cars/Jeeps/ Suzuki
Pickups & Vans, 586

4- axle (Coupled),
183

Bus, 63

3-axle, 386
2-axle
Trucks, 390

Tractor/ Tractor
Trolley, 4

Mini Bus/ Coaster/

Flying Coach/ Toyota
Pickups, 587

Figure A- 6: Average daily traffic volume for case 3 at GulSher Village

6- axle, 286
5-axle, 129
4-axle
Trailer, 19

Cars/Jeeps/ Suzuki
Pickups & Vans, 586

4- axle (Coupled),
238

Bus, 63

Mini Bus/ Coaster/

Flying Coach/
Toyota Pickups, 587

3-axle, 502
2-axle
Trucks, 507

Tractor/ Tractor
Trolley, 4

Figue A-7: Average daily traffic volume for case 1 at Mechani

Station
4-axle
Trailer, 42

5-axle, 52
6- axle, 169

4- axle (Coupled), 90
3-axle, 347

Cars/Jeeps/ Suzuki
Pickups & Vans, 962

2-axle
Trucks, 133

Tractor/ Tractor
Trolley, 4

Bus, 11
Mini Bus/ Coaster/
Flying Coach/ Toyota
Pickups, 1525

Figure A-8: Average daily traffic volume for case 2 at Mechani Station

5-axle, 52
6- axle, 169

4-axle
Trailer, 42

Cars/Jeeps/ Suzuki
Pickups & Vans, 289
Bus, 13

4- axle (Coupled), 90

Mini Bus/ Coaster/

Flying Coach/ Toyota
Pickups, 457

3-axle, 347

2-axle
Trucks, 133

Tractor/ Tractor
Trolley, 4

Figure A-9: Average daily traffic volume for case 3 at Mechani Station
6- axle, 220
4-axle
5-axle, 67
Trailer, 55

Cars/Jeeps/ Suzuki
Pickups & Vans, 289

- axle (Coupled),
117

Bus, 3

Mini Bus/ Coaster/

Flying Coach/ Toyota
Pickups, 457

3-axle, 451

2-axle
Trucks, 173

Tractor/ Tractor
Trolley, 4