M9 final report 07.07.12

TRAFFIC STUDY FOR KARACHI -
HYDERABAD MOTORWAY (M9)

Final Report

July, 2012

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

Table of Contents

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

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

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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Table of Contents

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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Table of Contents

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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Table of Contents

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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Table of Contents

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

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Introduction

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

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Introduction

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,

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Introduction

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.

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Introduction

 Estimating expected traffic diversion under agreed toll rates.
 Preparing cash inflows for various scenarios.

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Study Methodology

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

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Study Methodology

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:

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Study Methodology

Figure 2.1: NHA Highways and Motorways Map
National Highways and Sus t
Khunjrab Pass
CHINA
Mis gar

Motorways of Pakistan Chitral
Karimabad
N-35

Jaglot
Gilgit

Kalam Saz in Rondu
Dros h
S-1

N-45 N-95 Das u Chilas Skardu
Dir Khw azakhela
Jalkhad

N-90
Tamergara

Balakot
N-95
Chakdara Naran

Bararkot
Bat Khela S-4
Malak and
Muzaffarabad
Sher Ghargh
Mansehra Hatian
Mardan
Abbottabad S-2
Torkham Charsadda
M-1 Kohala Chakothi

N-5
Natio n al Highway Srinagar
Parachinar
Nowshera Haripur
N-35
N-75 JAMMU & KASHMIR
PESHAWAR
Natio n al Highway (Sh ingle) AFGHANISTAN Dara Ademk hel
Murree
(DISPUTED
N-80
ISLAMABAD
Rawalpindi
Ro ad Pro posed fo r Fed eralization Lac hi
Kohat
TERRITORY)
Gujar Khan
N-55 Sohawa
Motorway (Operational) Latambar M-2 J helum
Bannu
Kharian
Mo to rway (Under construction)

Indus River
Sarai Gambila Gujrat
Mo to rway (Planned) N-55

National Capital Pez u Gujranwala

Pindi
Pro vincial Cap ital DI Khan
Bhattian
Komok e

Daraz inda
Shahdara
M-3
City/Town Mughal Kot Malana Sahianwala
Millat LAHORE Sr. Rout Length
Zhob Route Detail
In terch ange Faisalabad No. e No. (Km)
Nutk ani

Pro vincial Bo undary Chaman Mus lim Mina Baz ar
Bahi Pheru
MOTORWAYS – 767 Kms.
Qila
Bagh Qila N-50 Retra Pattok i

Abdullah Saifullah M-4
Renala Khurd
1 M-1 Islamabad-Peshawar Motorway 155
International Boundary

Khanewal
Tauns a
N-25
Ok ara Lahore-Islamabad Motorway incl. 32 Km Link
Sahiwal 2 M-2 367
River roads
Kuchlak Shadan Lund Chic hawatni
Loralai
Mek htar
Multan Mianc hannu 3 M-3 Pindi Bhattian-Faisalabad-Motorway 53
QUETTA Muz affargarh 4 M-9 Karachi-Hyderabad Motorway (Super Highway) 136
Rak hni
Lakpass Spez and
DG Khan
Lar
N-5A 5 M-10 Karachi Northern Bypass 56
Mac h M-5
Bahawal Khan

Nos hk i
Mas tung
Sibi Lodhran
NATIONAL HIGHWAYS – 8710 Kms.
Ahmed Wal J ampur
Bahawalpur
1 N-5 Karachi-Lahore-Peshawar-Torkham 1819
Dadhar N-65
Taftan
N-55 Nurpur Nauranga Makran-Coastal; Liari-Ormara-Gwadar-Jiwani-
Padog 2 N-10 653
Dalbandin Kalat Bellpat
Rajanpur
Ahmedpur Eas t Gabd
Nok Kundi T. M. Panah
Yak Muc h
M-6 3 N-15 Mansehra-Naran-Jalkhad 240
Khan Bela
N uthal
Zahirpir 4 N-25 Karachi-Kalat-Quetta-Chaman 813
DM J amali
Surab Kas hmor Sardar Garh
5 N-30 Basima - Khuzdar 110
Rahimy ar Khan
6 N-35 Hassanabdal-Thakot-Khunjrab 806
Basima J ac c obabad
Kandhk ot
Sadiqabad
INDIA
Ubauro 7 N-40 Lakpass-Dalbandin-Taftan 610
Dhark i
Nag N-30 Khuzdar Shik arpur
Ghotk i 8 N-45 Nowsehra-Dir-Chitral 309
N-85 Pano Aqil
Panjgur
IRAN Lark ana R ohri
9 N-50 Kuchlack-Zhob-D.I.Khan 531
Wad Baberlo 10 N-55 Kotri-Larkana-D.G.Khan-D.I.Khan-Peshawar 1264
M-8 Mehar N-5 Ranipur
11 N-65 Sukkur-Sibi-Quetta 385
Kakkar Kotri Kabir

Naus hero Feroz 12 N-70 Multan-D.G.Khan-Loralai-Qali Saifullah 447
Moro
Hoshab N-25 Dadu 13 N-75 Islamabad-Satra Mile-Lower Topa-Kohala 90
Turbat Daulatpur

Kaz i Ahmed
14 N-80 Tarnol-Fateh Jang-Jand-Khushal Garh-Kohat 146
Bela
Sehwan Sak rand 15 N-85 Hoshab-Panjgur-Nag-Basima-Surab 487
Saeedabad

Hala
STRATEGIC ROADS – 207 Kms.
M-7
Uthal 1 S-1 KKH-Skardu Road (Strategic Road) 167
Gwadar Pas ni Liari Petaro 2 S-2 Kohala-Muzaffarabad 40
Ormara

Gabd Hyderabad Total length of Motorways/National Highways/Strategic
9684
Jiwani Nak k a Karri M-10 Kotri M-9 Roads
Hub Chowk i
N-5
ROADS PROPOSED FOR FEDERALIZATION – 374 Kms.
1 N-5A Lodhran - Khanewal 102
KARACHI Thatta 2 Chakdara - Kalam 135
3 Khwazakhela - Besham 65
ARABIAN SEA 4 S-4 Muzaffarabad – Bararkot 17
5 Muzaffarabad - Chakothi 55
GRAND TOTAL 10058
DB O (R AM S)

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Study Methodology

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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Study Methodology

 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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Study Methodology

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

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Study Methodology

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

Review available Secondary Data

Conduct Field visit to determine survey locations

Determine types of surveys to be conducted

Prepare survey schedule

Prepare survey forms

Conduct Field surveys

Process raw data into spreadsheets

Analysis of processed survey data

Develop highway network in STRADA

Use traffic volume counts for model calibration

Utilize OD and Occupancy data for development of current OD matrix

Perform Policy Testing for future Demand forecast

Determine Future Transport Demand

Develop Financial Model for the Project

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.

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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

Household Conducting
Person Trip Study
Transport
by JICA
Surveys
Interview Surveys

(HIS) data)
Establish-
ment of
Person Trip Network
Survey Results Database
Database

Development
of Current OD KSDP-2020
Existing Network
Matrix
Database

Current OD Matrix

Development
Socio-economic of Models
and Landuse Data

Future
Transport
Demand Future Network
Forecast Database

Future Transport
Demand

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Study Methodology

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-4

SL-5

SL-3

SL-1
SL-2

SL-9

SL-8

SL-6
SL-7

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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
Survey Duration by Survey Types
Site
Location Description Mid- Passenger Roadside Willingness
ID TMC
Block Occupancy OD to Pay
Karachi Northern Bypass - 168
SL – 1 - - -
Toll Plaza hrs
Karachi Toll Plaza on Super - 168
SL – 2 72 hrs 72 hrs 24 hrs
Highway hrs
Super Highway at - 168
SL – 3 - - -
Nooriabad hrs
Near Hyderabad Toll Plaza - 168
on Super Highway hrs
National Highway near -
SL – 5 72 hrs 72 hrs 72 hrs 24 hrs
Kotri
National Highway near -
SL – 6 72 hrs 72 hrs 72 hrs 24 hrs
Thatta
Sassi Toll Plaza on National - 168
Highway hrs
Toll Plaza on Super -
SL – 8 Highway – National 72 hrs 72 hrs 72 hrs 24 hrs
Highway Link Road
New Link Road between
24
SL – 9 Super Highway – National 48 hrs - - -
hrs
Highway near Airport

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.

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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. Vehicle Description,If
Description
No. Class 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 Location Description Survey Types Duration
ID
Volume Occupancy OD Willingness Start End Date
Count to Pay Date

PHASE A
SL – 1 Karachi Northern Bypass 168 hrs - - - 13/04/2012 19/04/2012
Toll Plaza (Friday) (Thursday)
SL – 2 Karachi Toll Plaza on 168 hrs 72 hrs 72 hrs 24 hrs
Super Highway
SL – 3 Super Highway at 168 hrs - - -
Nooriabad
SL – 9 New Link Road between 72 hrs - - -
Super Highway –
National Highway near
Airport
PHASE B
SL – 4 Near Hyderabad Toll Plaza 168 hrs 72 hrs 72 hrs 24 hrs 21/04/2012 27/04/2012
on Super Highway (Saturday) (Friday)
SL – 5 National Highway near 72 hrs 72 hrs 72 hrs 24 hrs
Kotri
PHASE C
SL – 6 National Highway near 72 hrs 72 hrs 72 hrs 24 hrs 27-04-2012 03-05-2012
Thatta (Friday) (Thursday)
SL – 7 Sassi Toll Plaza on 168 hrs 72 hrs 72 hrs 24 hrs
National Highway
SL – 8 Toll Plaza on Super 72 hrs 72 hrs 72 hrs 24 hrs
Highway – National
Highway Link Road
PHASE D
1 Route Condition Surveys - - - - 16-04-2012 22-04-2012
(Monday) (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 Day of the Week
DESCRIPTION DIRECTION
ID Fri Sat Sun Mon Tue Wed Thu
Hub 1,477 1,670 1,903 1,964 2,136 2,149 2,020
Karachi From Super
1,915 1,899 1,869 1,670 2,087 2,030 2,253
SL-01 Northern Highway
Bypass (KNBP) Both
3,392 3,569 3,772 3,634 4,223 4,179 4,273
Directions

Karachi - From Karachi 11,128 10,497 9,926 10,815 10,231 12,041 10,199
Hyderabad From
12,255 12,251 12,419 12,301 12,539 12,612 12,661
SL-02 Super Highway Hyderabad
near Karachi Both
Toll Plaza 23,382 22,747 22,345 23,117 22,770 24,654 22,860
Directions

From Karachi 11,085 9,829 8,553 9,338 9,758 10,081 9,741
Karachi -
From
Hyderabad 10,487 8,724 10,398 10,485 10,968 12,153 12,835
SL-03 Hyderabad
Super Highway
near Nooriabad Both
21,572 18,553 18,951 19,823 20,726 22,234 22,576
Directions

From Karachi 8,982 8,728 8,951 8,674 8,796 8,976 8,556
Karachi -
From
Hyderabad 9,370 9,088 9,122 9,158 9,429 8,843 8,845
SL-04 Hyderabad
Super Highway
near Hyderabad Both
18,351 17,816 18,073 17,831 18,225 17,819 17,401
Directions

From Kotri 1,902 2,288 2,678
National From Super
3,236 2,777 4,193
SL-05 Highway (N-5) Highway
near Kotri Both
5,138 5,065 6,871
Directions

From Karachi 4,915 4,637 4,989 4,886 5,163
National From Gharo 4,361 3,536 5,391 4,646 4,823
SL-07 Highway (N-5)
Sassi Toll Plaza Both
9,276 8,173 10,380 9,532 9,986
Directions

From
National 2,993 3,122 3,231
Link Road (N-5 Highway
SL-08 - Super From Super
2,995 3,102 2,684
Highway) Highway
Both
5,988 6,224 5,915
Directions

From Malir 3,569 4,559 4,445
From Super
New Link Road 4,779 4,782 5,044
SL-09 Highway
(MalirCantt)
Both
8,348 9,341 9,489
Directions

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
DESCRIPTION DIRECTION ADT
ID

From Hub 1,903
From Super
SL-01 Karachi Northern Bypass (KNBP) 1,960
Highway
Both Directions 3,863
From Karachi 10,691
SL-02 Karachi - Hyderabad Super Highway near Karachi Toll Plaza From Hyderabad 11,061
From Karachi 9,769
SL-03 Karachi - Hyderabad Super Highway near Nooriabad From Hyderabad 10,864
From Karachi 8,809
SL-04 Karachi - Hyderabad Super Highway near Hyderabad From Hyderabad 9,122

Page 3-15

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Field Surveys
From Kotri 1,717
From Super
SL-05 National Highway (N-5) near Kotri 3,402
Highway
From Gharo 4,551
SL-07 Sassi Toll Plaza on National Highway (N-5) From Karachi 4,918
From National
3,115
Highway
SL-08 Link Road (N-5 - Super Highway) From Super
2,927
Highway
From Malir 4,191
From Super
SL-09 New Link Road (MalirCantt) 4,868
Highway

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

Page 3-16

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Field Surveys
traffic volumes converted to Passenger Car Units (PCUs) derived from
Table 3.6.

Figure 3.2: Traffic Mix by Mode at SL-01

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

26% CLASS 1
CLASS 2
39%
CLASS 3
CLASS 4
26% CLASS 5
CLASS 6
8%
0%
1%

Figure 3.3: Hourly Traffic Variation at SL-01

ADT- BOTH DIRECTIONS @ SL-01 KNBP
300

250

200
ADT

150

100

50

0
15:00
16:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00

17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00

Hourly Time Intervals
Weekday Weekend 7-day

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.

Page 3-17

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Field Surveys

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

SL-01: ADT (PCU) BY HOUR (BOTH DIRECTIONS)
800
700
600
ADT (PCU)

500
400
300
200
100
0
15:00

00:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00

16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

01:00
02:00
03:00
04:00
05:00
06:00

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.

Page 3-18

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Field Surveys


Directions)

13%
CLASS 1

16% CLASS 2

51% CLASS 3
CLASS 4
6% CLASS 5
11%
CLASS 6

3%

Figure 3.6: Hourly Variation at SL-02

SL-02: ADT BY HOUR (BOTH DIRECTIONS)
1,400
1,200
1,000
800
ADT

600
400
200
0
07:00

11:00
08:00
09:00
10:00

12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00


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.

Page 3-19

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Field Surveys

3,500
3,000
2,500
ADT (PCU)

2,000
1,500
1,000
500
0
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00

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.

Page 3-20

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Field Surveys


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

18% CLASS 1
CLASS 2
47% CLASS 3
16%
CLASS 4
CLASS 5
CLASS 6
7% 8%

4%


1,400
1,200
1,000
800
ADT

600
400
200
0
07:00

20:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00

21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00


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.

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Field Surveys

3,500
3,000
2,500
ADT (PCU)

2,000
1,500
1,000
500
0

21:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00

22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00

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

Page 3-22

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Directions)

15% CLASS 1
CLASS 2
19%
CLASS 3
50%
CLASS 4
CLASS 5
CLASS 6
8%
5%
3%


1,200

1,000

800
ADT

600

400

200

0
07:00

11:00
08:00
09:00
10:00

12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00


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.

Page 3-23

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3,000

2,500
ADT (PCU)

2,000

1,500

1,000

500

0
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00

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.

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Directions)

2%

CLASS 1
CLASS 2
38%
CLASS 3
51%
CLASS 4
CLASS 5
CLASS 6
5%
2%
2%


450
400
350
300
250
ADT

200
150
100
50
0
21:00

5:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00

22:00
23:00
0:00
1:00
2:00
3:00
4:00

6:00


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.

Page 3-25

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Field Surveys

900
800
700
ADT (PCU)

600
500
400
300
200
100
0
10:00

01:00
07:00
08:00
09:00

11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00

02:00
03:00
04:00
05:00
06:00

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.

Page 3-26

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Directions)

5%

18% CLASS 1
CLASS 2
3%
57% CLASS 3

12% CLASS 4
CLASS 5

5% CLASS 6


700
600
500
400
ADT

300
200
100
0
07:00

11:00
08:00
09:00
10:00

12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00


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.

Page 3-27

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Field Surveys

1,200

1,000
ADT (PCU)

800

600

400

200

0
10:00

19:00
07:00
08:00
09:00

11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00

20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00

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.

Page 3-28

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Directions)

CLASS 1
22%
36% CLASS 2
1%
CLASS 3
11%
CLASS 4
CLASS 5
27%
CLASS 6
3%


300

250

200
ADT

150

100

50

0
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00

3-day

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.

Page 3-29

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Field Surveys

1,200

1,000
ADT (PCU)

800

600

400

200

0

13:00

22:00
07:00
08:00
09:00
10:00
11:00
12:00

14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00

23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00
3-day

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

Page 3-30

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Directions)

0%

0%
9%
CLASS 1
14%
CLASS 2
0%
CLASS 3

77% CLASS 4
CLASS 5
CLASS 6


700
600
500
400
ADT

300
200
100
0
12:00
07:00
08:00
09:00
10:00
11:00

13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00

3-day

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.

Page 3-31

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1,200

1,000
ADT (PCU)

800

600

400

200

0
09:00

13:00
07:00
08:00

10:00
11:00
12:00

14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00
3-day

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.

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Table 3.7: Peak Hour Traffic (PCUs)
SITE PEAK HOUR
DESCRIPTION DIRECTION TIME
ID TRAFFIC
Karachi Northern Bypass From Hub 383 17:00 - 18:00
SL-01
(KNBP) From Super Highway 417 11:00 - 12:00
Karachi - Hyderabad Super From Karachi 1,857 00:15 - 01:15
SL-02 Highway near Karachi Toll
From Hyderabad 1,558 03:45 - 04:45
Plaza
SL-03
Highway near Nooriabad From Hyderabad 1,311 18:00 - 19:00
SL-04
Highway near Hyderabad From Hyderabad 1,242 17:15 - 18:15
National Highway (N-5) From Kotri 380 19:00 - 20:00
SL-05
near Kotri From Super Highway 439 11:00 - 12:00
Sassi Toll Plaza on From Gharo 518 16:00 - 17:00
SL-07
National Highway (N-5) From Karachi 563 07:00 - 08:00
From National
Link Road (N-5 - Super 627 22:00 - 23:00
SL-08 Highway
Highway)
From Super Highway 507 00:00 - 01:00
From Malir 443 14:00 - 15:00
SL-09 New Link Road From Super Highway 621 17:00 - 18:00
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.

Page 3-33

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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
Passenger
Site ID Location Description
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
Toll Plaza on Super Highway – National Highway
SL – 8 72 hrs
Link Road

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.

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Field Surveys
Table 3.10: Average Occupancy by Class of Travel
Direction Mode of Travel
Location Description
of Travel Class 1 Class 2 Class 3 Class 4
From
Karachi
3.42 11.05 30.00 36.39
Karachi Toll
SL-02
Plaza Towards
Karachi
3.28 8.98 26.09 32.56
From
3.16 9.37 11.20 31.32
Hyderabad Karachi
SL-04
Toll Plaza Towards
3.16 10.46 27.43 36.51
Karachi

National From Kotri 3.05 8.96 21.86 35.57
SL-05 Highway near
From Super
Kotri 2.36 9.07 10.00 29.35
Highway
Sassi Toll From
Plaza on Karachi
3.05 10.11 25.02 43.09
SL-07
National
From Gharo 2.69 11.70 23.55 44.04
Highway

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.

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Table 3.11: Travel Time Survey Results on Super Highway (Cars)
Travel Time Travel Speed
Distance
S.No. From Khi From Hyd From Khi From Hyd
(km)
(mins) (mins) (km/h) (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)
Travel Time Travel Speed
S. Distance
No. (km) From Khi From Hyd From Khi From Hyd
(mins) (mins) (km/h) (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 Average Travel
Type Speed (km/h)

2-axle 40
3-axle 43
4-axle 44
6-axle 33

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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 Survey
Location Description Vehicle Categories
ID Duration
Karachi Toll Plaza on Super Passenger Cars
SL–02 24 hrs Public Transport
Highway
Light Freight
Near Hyderabad Toll Plaza on Trucks (2 & 3 axle)
SL–04 24 hrs
Super Highway Trailers (4, 5 & 6 axle)

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

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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.

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

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

Potential Diversion
120

100
Diversion (%)

80

60

40

20

0
0.00 0.20 0.40 0.60 0.80 1.00
Toll (Rs / km)

y = 321.19x3 - 579.56x2 + 242.17x + 71.586
R² = 0.9979

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. Potential
/ km.) Diversion (%)
0.22 100
0.37 97.69
0.56 93.52
0.74 88.89
0.93 55.09
1.11 43.98

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

Potential Diversion
120

100

80
Diversion (%)

60

40

20

0
0.00 0.20 0.40 0.60 0.80 1.00 1.20
Toll (Rs.)
y = 76.997x3 - 240.49x2 + 139.29x + 78.409
R² = 0.9534

 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)
Potential Use of
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

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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)

Potential Diversion
120

100
Diversion (%)

80

60

40

20

0
0.00 1.00 2.00 3.00 4.00 5.00
Toll (Rs.)
y= 1.4275x3 - 4.9143x2 - 32.12x + 122.89
R² = 0.9997


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surveys for light freight / trucks.

Table 3.18: Toll vs Diversion Curve for Trucks (N-5 vs M-9)
Max Toll (Rs. / Potential
km.) 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)

Potential Diversion
120

100
Diversion (%)

80

60

40

20

0
0.00 1.00 2.00 3.00 4.00 5.00
Toll (Rs.)
y = -0.8183x3 + 7.4311x2 - 45.724x + 128.04
R² = 0.998

 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.

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Table 3.19: Toll vs Diversion Curve for Public Transport (Super Highway vs
M-9)
Potential Use of
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,

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

Potential Diversion
120

100

80
Diversion (%)

60

40

20

0
0.00 1.00 2.00 3.00 4.00
Toll (Rs.)
y = -3.7923x3 + 30.014x2 - 88.726x + 134.16
R² = 0.9627


surveys for Public Transport.

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Table 3.20: Toll vs Diversion Curve for Public Transport (N-5 vs M-9)
Max Toll (Rs. / Potential
km.) 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)

Potential Diversion
120

100

80
Diversion (%)

60

40

20

0
0.00 1.00 2.00 3.00 4.00
Toll (Rs.)
y= 0.3877x3 - 3.6381x2 - 4.7025x + 102.31
R² = 0.9954

 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.

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Table 3.23: Toll vs Diversion Curve for Trailers (Super Highway vs M-9)
Max Toll (Rs. / Potential Use of
km.) 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,

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

Potential Diversion

120

100

80
Diversion (%)

60

40

20

0
0.00 1.00 2.00 3.00 4.00 5.00 6.00
Toll (Rs.)

y = -1.9421x3 + 26.842x2 - 126.6x + 222.43
R² = 0.9996


surveys for Trailers.

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Table 3.24: Toll vs Diversion Curve for Trailers (N-5 vs M-9)
Max Toll (Rs. Potential
/ km.) 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)

Potential Diversion
120

100

80
Diversion (%)

60

40

20

0
0.00 1.00 2.00 3.00 4.00 5.00 6.00
Toll (Rs.)
y = 0.4273x3 - 5.8803x2 + 6.4049x + 99.603
R² = 0.9979

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

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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
Toll Plaza on Super Highway – National Highway
SL – 8 72 hrs
Link Road

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.

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

Private Transport
Trips Purpose

6% 1%
15%
1 Job
2 School
40%
38% 3 Business
4 Private
5 Home

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

Private Transport
Trips Purpose

8% 17% 0%
1 Job

18% 2 School
57% 3 Business
4 Private
5 Home

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

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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)

Private Transport
Trips / Week
100%

80% 1 Trip
60% 2 Trips

40% 3 Trips
4 Trips
20% 27% 26%
21% 26% 0% > 5 Trips
0%
1 Trip 2 Trips 3 Trips 4 Trips > 5 Trips

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

Private Transport
Trips / Week
100%

80% 1 Trip
60% 2 Trips

40% 3 Trips
37% 4 Trips
20% 27% 25% 0%
11% > 5 Trips
0%

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.

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 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)

Public Transport
Trips / Month
100%
80% 94%
1 Trip
60%
2 Trips
40%
3 Trips
20%
1% 1% 1% 2% 4 Trips
0%
> 5 Trips

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

Public Transport
Trips / Month
100%

80% 1 Trip
86%
60% 2 Trips

40% 3 Trips
4 Trips
20%
2% 0% 5% 7% > 5 Trips
0%

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.

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 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)

Light Freight & 2,3 Axle
Trips / Month
100%

80%
1 Trip
60% 2 Trips
40% 55% 3 Trips

20% 4 Trips
3% 8% 17% 17% > 5 Trips
0%

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

Light Freight & 2,3 Axle
Trips / Month
100%
96%
80% 1 Trip
60% 2 Trips

40% 3 Trips
4 Trips
20%
0% 0% 2% 1% > 5 Trips
0%

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.

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 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)

4-5-6 Axles
Trips / Month
100%

80%
1 Trip
60%
2 Trips
40% 3 Trips
38%
20% 4 Trips
3% 16% 22% 20% > 5 Trips
0%

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

4-5-6 Axles
Trips / Month
100%

80% 88% 1 Trip
60% 2 Trips

40% 3 Trips
4 Trips
20%
0% 0% 0% 12% > 5 Trips
0%

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,

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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)

Light Freight & 2-3 Axle
Commodity Types Carried
30%
29%
25%

20% 22%

15% 18%

10% 12%

5%
2% 5% 1% 2% 2% 1%
4% 0%
0%
Empty
Vehicles
Oil

Chemicals
Construction

Iron/Steel

Machinery
Livestock

Others
Food Items

Coal
Clothes
Materials

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

Light Freight & 2-3 Axle
30%

28%
25%

20%
20%
19%
15%
14%
10%
6%
5% 2% 4%
2%
0% 0% 5%
0% 0%

Vehicles
Construction

Cloths

Empty
Chemicals

Machinery
Oil

Iron/Steel
Food Items

Coal

Others
Related Products
Materials

Live Stock &

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)

4-5-6 Axle
30%

25%
25%
20%

15%
14%
10% 12%
9% 9%
5% 8%
6% 7%
2% 2%
3% 3%
0%
Iron/Steel
Oil

Vehicles
Construction

Empty
Chemicals

Machinery
Livestock
Food Items

Coal

Others
Clothes
Materials

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

4-5-6 Axle
30%
27%
25% 27%

20%
20%
15%

13%
10%
7%
5% 7%
0% 0% 0% 0% 0%
0% 0%
Construction
Food Items

Empty
Vehicles
Oil

Chemicals
Cloths

Iron/Steel

Machinery
Live Stock &

Others
Coal
Related…
Materials

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

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Field Surveys
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

SL-09: ADT BY HOUR (TURNING MOVEMENT)
450
400
350
300
250
ADT

200
150
100
50
0
18:00

23:00

04:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00

19:00
20:00
21:00
22:00

00:00
01:00
02:00
03:00

05:00
06:00
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)

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

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Field Surveys
 Number of Lanes
 Lane Markings
 Median Availability
 Traffic Operations
 Side Lane Availability
 Side Clearance Availability
 Roadside Encroachment Status

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Demand Forecast Modeling

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’.

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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

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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.

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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

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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

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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.

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Table 4.1: Passenger’s travelling by different mode

Private Cars Wagons Coasters / Mini Bus Intercity Buses
Time
Passengers Passengers Passengers Passengers
Volume Occupancy Volume Occupancy Volume Occupancy Volume Occupancy
Travelling Travelling Travelling 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

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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.

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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
Daily
S. Percentage
Vehicle Class Person
No. contribution
Trips
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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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 TAZ
NAME NAME
ID ID
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

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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

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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

Road Inventory
Base Map
Survey

Compilation
Selection of Network
of Network
Network on GIS
Database

STRADA
Determination
Network
Other Studies of Capacity
for
and Velocity
Simulation

Simulation
Traffic Count
and
Survey Results
Calibration

Source: The Study on Future Demand Forecast for Karachi City

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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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Table 4.1(c): Network Attributes for Highway Network
Data For
Field Name Content
Type 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 O
link
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 O
road, 2=railway
Evaluation Integer No-evaluation flag: 1=excluding this O
link from the evaluation
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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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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Table 4.2: QV Function for Road Types
CBD Urban
S.
Functional Classification No. of Lanes Operation Free Flow Speed Capacity Free Flow Speed Capacity
No.
(KPH) (PCU/Day) (KPH) (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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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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Table 4.3: Actual Vs Modelled Daily Traffic Flows
S. Observed Daily Estimated
Location Name
No. Traffic 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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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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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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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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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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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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 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.
Milestone Year Milestone Year Sentiment
No.
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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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. Expected Impact on M-9
Project Name
No. 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
+Ve +Ve +Ve +Ve
PQA2
5. Education City NA NA +Ve +Ve
6. Routine Growth of all TAZ related to
+Ve +Ve +Ve +Ve
Karachi
7. Routine Growth of all TAZ other than
+Ve +Ve +Ve +Ve
Karachi

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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FINAL REPORT

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
4 Karachi Expressway Project by Exponent Engineers
5 Steel Town (Pvt.) Ltd. based on JICA KTIP results.
6 DHA City Traffic Impact Assessment Report of DHA City,
Osmani & Company
9 Port Qasim PQA Master Plan

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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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 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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Table 4.8: Adopted Growth Trip Rates by Mode by Milestone Year
Growth Rate
TAZ
2015 2020 2030 2040
Private Public Light 4-5-6 Private Public Light 4-5-6 Private Public Light 4-5-6 Private Public Light 4-5-6
ID Name
Cars Transport Freight Axle Cars Transport Freight Axle Cars Transport Freight Axle Cars Transport Freight 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
Lucky
7 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
Cement
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
Thano Bulla
11 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
Khan
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
Tando
17 Muhammad 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
Khan
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
Mir pur
19 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
Bathoro
Rest of
20 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
Sindh
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

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. Interchange Chainage S. Interchange Name Chainage
No Name (Km.) No (Km.)
1. Malir Ch 14+985 5. Dada Bhouy Ch 66+936
Cement
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
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
Table 5.2: Temporal Distribution of Person Trips in Future Years
S. Temporal Distribution of Person Trips
Vehicle Class
No. 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

1,200,000

y = 544.78x2 - 2E+06x + 2E+09
1,000,000
R² = 0.9999

800,000
Person Trips

600,000

400,000

200,000

0
2010 2015 2020 2025 2030 2035 2040
Years

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.

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Traffic Projections
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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Traffic Projections


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Traffic Projections

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
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. Analysis Year
Vehicle Category Axles
No. 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
740 857 1,131 1,932 3,209
ups
3 Class 3 - Coasters/Mini
2,270 2,742 3,669 6,510 10,807
Trucks
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
7 Class 6 - Articulated 4 Axle
Trucks
4,002 4,595 5,632 8,597 13,340
Trucks
Trucks
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.

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Traffic Projections
Table 5.4: Temporal Variation of Traffic Growth between Karachi &
Kathore
S. Analysis Year
No. 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%
- 5.14% 4.47% 4.10% 4.00%
Trucks
- 4.71% 4.16% 4.32% 4.49%
Trucks
Trucks
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
No. 2012 2015 2020 2030 2040
1 Class 1 - Car/Van 9,776 11,114 13,200 18,175 24,426
722 830 1,047 1,625 2,464
ups
1,708 1,942 2,172 2,630 3,482
Trucks
4 Class 4 - Buses 1,416 1,666 2,124 3,416 5,748
8,051 9,188 11,313 17,071 25,513
Trucks
5,225 5,903 7,182 10,580 15,289
Trucks
Trucks
Total 26,898 30,643 37,038 53,498 76,922

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Traffic Projections
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
No. 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%
- 4.50% 4.25% 4.20% 4.10%
Trucks
- 4.15% 4.00% 3.95% 3.75%
Trucks
Trucks
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
No. 2012 2015 2020 2030 2040
1 Class 1 - Car/Van 8,956 10,220 12,435 18,853 28,313
455 527 656 993 1,470
ups
930 1,058 1,300 1,925 2,795
Trucks
4 Class 4 - Buses 1,416 1,630 2,103 3,347 5,578
8,265 9,378 11,519 17,216 25,484
Trucks
3,930 4,517 5,629 8,658 13,229
Trucks
Trucks
Total 23,952 27,330 33,642 50,992 76,869

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Traffic Projections
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
No. 2012 2015 2020 2030 2040
1 Class 1 - Car/Van - 4.50% 4.00% 4.25% 4.15%
- 5.00% 4.50% 4.23% 4.00%
ups
- 4.39% 4.21% 4.00% 3.80%
Trucks
4 Class 4 - Buses - 4.81% 5.22% 4.76% 5.24%
- 4.30% 4.20% 4.10% 4.00%
Trucks
- 4.75% 4.50% 4.40% 4.33%
Trucks
Trucks
Total - 4.50% 4.24% 4.25% 4.19%

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Traffic Projections
Figure 5.7: Temporal Variation between Karachi & Kathore

Page 5-11

FINAL REPORT

Traffic Projections
Figure 5.8: Temporal Variation between Kathore & Nooriabad Section

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FINAL REPORT

Traffic Projections
Table 5.9: Temporal Variation between Nooriabad & Hyderabad Section

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Traffic Projections

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
Overall Growth Rates
S. EE Study
Vehicle Category As Per
No Actually Averaged for
CA
Calculated 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%
Class 3 - Coasters/Mini
3 4.28%
Trucks
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%

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FINAL REPORT

Capacity Analysis

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

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Capacity Analysis
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
Description
Service

A Free-Flow Operation

B Reasonably free flow with ability to maneuver slightly restricted

Represents stable flow. Freedom to maneuver is noticeably
C
restricted
Speeds decline slightly with increasing flows. Density increases
D
more quickly and freedom to maneuver is more noticeably limited

Operation near or at capacity. No usable gaps in the traffic stream
E
and operations become extremely volatile

Breakdown in flow while queues form behind breakdown points
F
and Demand > capacity

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Capacity Analysis
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,

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Capacity Analysis
 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.

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Capacity Analysis
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

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Capacity Analysis
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.

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Capacity Analysis
Table 6.7: Traffic Projections for Karachi-Kathore Section
Traffic Projections
Vehicle Class
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
Traffic Projections (PCU)
Vehicle Class
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.

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Capacity Analysis
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.

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Financial Modelling

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;

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Financial Modelling

Table 7.2: Tolls Rates after M-9 Improvement
Toll Per KM
Type
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

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Financial Modelling

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

TOTAL REVENUE

Toll Revenue

Non Toll Revenue

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
Annualized
Type
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%
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

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Financial Modelling

Table 7.4: Toll Rate Variation Over Concession Period
Toll Per KM
Type
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

Toll Curve

50
45
40
35
30
Rupees

25
20
15
10
5
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
Years
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

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.

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Financial Modelling

Table 7.5: Gross Toll Revenues
Toll Revenue Rs in
Type
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.

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FINAL REPORT

Conclusions and Recommendations

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.

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FINAL REPORT

 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.

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FINAL REPORT

 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

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FINAL REPORT

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

Page 8-4

FINAL REPORT

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.

Page 8-5

FINAL REPORT

Table 8.1: Total Network Travel Demand

S. Vehicle Temporal Distribution of Person Trips
No. Class
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.

Page 8-6

FINAL REPORT

 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.

Page 8-7

FINAL REPORT

 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

Page 8-8

FINAL REPORT

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.

Page 8-9

Annexure I:
Survey Forms

TRAFFIC STUDY FOR KARACHI - HYDERBAD MOTORWAY (M9)
Manual Classified Mid-Block Traffic Counts

Survey Location [Name & ID]: Direction: Date: Enumerator: Shift Supervisor: Remarks, if any:
d d m m 1 2
I D

Time of the Private Cars Taxies Auto Motorcycles & Public Transport Freight Transport
Day [Cars/Jeep/Pajero/Su [Yellow & Black Cabs, Rickshaws Scooters [Busses, Mini Busses & Coaches]
zuki Van/Pick Yellow Cabs & Radio [Old Style & WAGONS Coasters Mini Busses / Intercity Buses Light Freight Vehicles Rigid Trucks Articulated
up/Toyota Hilux Cabs] CNG 4-Stroke] [UPTO 12 Coaches [Master, Shehzoor, [2 & 3 Axle] Trucks [ 4/5/6
single/double Cabin] SEATS] Mazda T-3000/T- Axle]
3500]

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

Private Cars Occupancy Survey

Survey Location Direction: Enumerator:
[Name & ID]:

I D
Remarks, if any: Encircle 'Mode' for Shift Supervisor:
Occupancy Code Key:
which Data is
No Passenger Cars / Jeep / Pajero
0 3 Three Passengers
[only Driver]
Suzuki Van/Pick up
1 One Passenger 4 Four Passengers

Two More than 4 Toyota Hilux
2 5
Passengers Passengers single/double Cabin
Date: d d m m 1 2 Car Model:

S. Observation Time Occupancy Code S. Observation Time Occupancy Code
No. [hh:mm] [encircle] No. [hh:mm] [encircle]

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

Public Transport Occupancy Survey
Survey Location Direction: Enumerator:
[Name & ID]:

I D
Remarks, if any: Encircle 'Mode' for Shift Supervisor:
Occupancy Code Key:
which Data is
0 Empty 3 Half Standing
Buses
1 Less then ½ Seats 4 Full Standing
Wagons
Occupied
2 Full Seats Occupied 5 Hanging
Coasters
Date:
Minibus/Coach
d d m m 1 2
Bus Model:
Observation Occupancy Occupancy
S. Route S. Observation Time Route
Time Code Code
No. Number No. [hh:mm] Number
[hh:mm] [encircle] [encircle]
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

Traffic Survey for Karachi – Hyderabad Survey for Freight Transport EE / BP /
Motorway (M-9) (Light Freight & 2,3 Axle Trucks) NHA

I. Survey Database Infomation
Direction:
Survey Sheet Inbound
Survey Time
Location No.
Outbound

Location Interviewer Supervisor Shariq Shamsher
Name

II. Origin and Travel of this Trip
Q1. Origin Place 1. Industry 2. Truck Stand 3. Others Q2. Destination Place 1. Industry 2. Truck Stand 3. Others

Province Province

City City

Area Area

III. Other Attributes of this Trip
Q3. What is the time & cost of travel?

Travel Time (min.) Fuel Cost (Rs.)

Q4. Type of truck / trailer interviewed? Q5. What is the frequency of trips / month?

1. Light Trucks (Shahzoor, Master 1. 1 TRIP
Mazda T3000/T3500 2. 2 TRIPS
3. 3 TRIPS
2. 2 Axle / 3 Axle Rigid Trucks 4. 4 TRIPS
5. MORE THAN 4 TRIP
3. 4/5/6 or more Axle Trucks

Q6. What is the commodity in the truck?

IV. Preference on Route Selection
Q7. Which do you prefer, existing Super Highway or Motorway (M-9) for each case given below?

Q8. Which do you prefer, National Highway (N-5) or Motorway (M-9) for each case given below?

Traffic Survey for Karachi – Hyderabad Survey for Freight Transport EE / BP /
Motorway (M-9) (4,5,6 Axle Trucks) NHA

Direction:
Survey Time
Location No.
Outbound

Name

Q1. Origin Place 1. Industry 2. Truck Stand 3. Others Q2. Destination Place 1. Industry 2. Truck Stand 3. Others

Province Province

City City

Area Area



Q4. Type of truck / trailer interviewed? Q5. What is the frequency of trips / month?

1. Light Trucks (Shahzoor, Master 1. 1 TRIP
Mazda T3000/T3500 2. 2 TRIPS
3. 3 TRIPS
2. 2 Axle / 3 Axle Rigid Trucks 4. 4 TRIPS
5. MORE THAN 4 TRIP
3. 4/5/6 or more Axle Trucks

Q6. What is the commodity in the truck?



Traffic Survey for Karachi – Hyderabad EE / BP /
Survey for Private Cars
Motorway (M-9) NHA
Survey : Direction:
Sheet Survey Time Inbound
Location
No.
Outbound

Location Name Interviewer Supervisor Shariq Shamsher

I. Attributes of Traveler

Q1. Gender Q2. Age

Q6. Residence
Town UC Landmark

Q7. Origin Place 1. Residence 2. Work Place 3. Others Q8. Destination Place 1. Residence 2. Work Place 3. Others

Town Town

UC UC

Landmark Landmark

Q9. Trip Purpose 1. Job 2. School 3. Business 4. Private 5. Home
Q10. Mode of Transport 1. Bus 2. Private car 3. Motorcycle 4. Others
Q11. Travel Time Q12. How often do you make this trip per week?

Travel Time (min.) 1. Once a week
2. Two or three times
3. Everyday except the week ends
4. Others (Please specify)



Traffic Survey for Karachi – Hyderabad EE / BP /
Survey for Public Transport
Motorway (M-9) NHA

Direction:
Survey Time
Location No.
Outbound

Name

Q1. Origin Place 1. Bus Stand 2. Others Q2. Destination Place 1. Bus Stand 2. Others

Province Province

City City

Area Area



Q4. Type of public transport interviewed? Q5. What is the frequency of trips / month?
1. 1 TRIP
1. Intercity Buses 2. 2 TRIPS
3. 3 TRIPS
2. Wagons / HIACE 4. 4 TRIPS
5. MORE THAN 4 TRIP

Q6. How many passengers (approx) are there in the bus?



Annexure II:
Traffic Volume Count

SUMMARY OF MID BLOCK VOLUME COUNTS

SL-01 13-04-2012
Survey Location: Karachi Nothern ByPass near Super Highway SL-01
Direction : Both

CLASSIFICATION OF VEHICLES
TIME OF DAY Total
CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 CLASS 6
7:00 - 8:00 47 0 7 0 25 26 105
8:00 - 9:00 76 0 9 0 22 22 129
9:00 - 10:00 78 2 10 0 41 32 163
10:00 - 11:00 117 2 12 0 46 62 239
11:00 - 12:00 120 0 17 2 63 52 254
12:00 - 13:00 99 0 13 0 45 51 208
13:00 - 14:00 95 0 14 0 52 57 218
14:00 - 15:00 70 1 28 0 30 50 179
15:00 - 16:00 95 0 10 1 31 54 191
16:00 - 17:00 93 0 16 1 27 40 177
17:00 - 18:00 107 0 11 0 37 62 217
18:00 - 19:00 107 0 23 2 29 54 215
19:00 - 20:00 53 1 12 3 23 56 148
20:00 - 21:00 29 0 26 2 43 45 145
21:00 - 22:00 18 0 11 0 27 26 82
22:00 - 23:00 11 3 17 5 33 58 127
23:00 - 0:00 6 3 22 3 9 23 66
0:00 - 1:00 9 2 10 4 23 12 60
1:00 - 2:00 1 2 15 1 12 27 58
2:00 - 3:00 4 0 18 1 8 18 49
3:00 - 4:00 5 0 6 0 19 14 44
4:00 - 5:00 2 0 7 0 10 19 38
5:00 - 6:00 19 0 17 1 27 28 92
6:00 - 7:00 54 0 10 1 70 53 188
Total 1,315 16 341 27 752 941 3,392


SL-01 13-04-2012
Direction : From Super Highway

TIME OF DAY Total
7:00 - 8:00 19 0 4 0 16 8 47
8:00 - 9:00 31 0 8 0 15 6 60
9:00 - 10:00 50 2 9 0 25 25 111
10:00 - 11:00 82 2 9 0 27 39 159
11:00 - 12:00 79 0 12 1 45 43 180
12:00 - 13:00 78 0 12 0 26 35 151
13:00 - 14:00 62 0 12 0 29 39 142
14:00 - 15:00 46 1 20 0 12 23 102
15:00 - 16:00 57 0 9 0 12 28 106
16:00 - 17:00 63 0 15 1 18 31 128
17:00 - 18:00 58 0 11 0 17 31 117
18:00 - 19:00 65 0 23 2 18 29 137
19:00 - 20:00 30 1 10 0 8 24 73
20:00 - 21:00 17 0 21 0 7 11 56
21:00 - 22:00 14 0 11 0 11 13 49
22:00 - 23:00 9 3 10 3 4 2 31
23:00 - 0:00 3 3 14 0 1 3 24
0:00 - 1:00 7 2 8 4 8 2 31
1:00 - 2:00 0 2 8 1 6 5 22
2:00 - 3:00 3 0 7 0 0 0 10
3:00 - 4:00 2 0 6 0 4 6 18
4:00 - 5:00 2 0 2 0 2 11 17
5:00 - 6:00 11 0 7 1 17 7 43
6:00 - 7:00 11 0 6 1 44 39 101
Total 799 16 254 14 372 460 1,915

Direction : From Hub Chowki

TIME OF DAY Total
7:00 - 8:00 28 0 3 0 9 18 58
8:00 - 9:00 45 0 1 0 7 16 69
9:00 - 10:00 28 0 1 0 16 7 52
10:00 - 11:00 35 0 3 0 19 23 80
11:00 - 12:00 41 0 5 1 18 9 74
12:00 - 13:00 21 0 1 0 19 16 57
13:00 - 14:00 33 0 2 0 23 18 76
14:00 - 15:00 24 0 8 0 18 27 77
15:00 - 16:00 38 0 1 1 19 26 85
16:00 - 17:00 30 0 1 0 9 9 49
17:00 - 18:00 49 0 0 0 20 31 100
18:00 - 19:00 42 0 0 0 11 25 78
19:00 - 20:00 23 0 2 3 15 32 75
20:00 - 21:00 12 0 5 2 36 34 89
21:00 - 22:00 4 0 0 0 16 13 33
22:00 - 23:00 2 0 7 2 29 56 96
23:00 - 0:00 3 0 8 3 8 20 42
0:00 - 1:00 2 0 2 0 15 10 29
1:00 - 2:00 1 0 7 0 6 22 36
2:00 - 3:00 1 0 11 1 8 18 39
3:00 - 4:00 3 0 0 0 15 8 26
4:00 - 5:00 0 0 5 0 8 8 21
5:00 - 6:00 8 0 10 0 10 21 49
6:00 - 7:00 43 0 4 0 26 14 87
Total 516 0 87 13 380 481 1,477


SL-01 14-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 35 1 23 1 37 35 132
8:00 - 9:00 55 0 13 1 62 73 204
9:00 - 10:00 64 0 10 2 41 67 184
10:00 - 11:00 100 1 10 1 39 61 212
11:00 - 12:00 100 0 7 1 36 36 180
12:00 - 13:00 83 1 7 1 41 57 190
13:00 - 14:00 81 0 8 0 64 59 212
14:00 - 15:00 87 0 17 1 58 77 240
15:00 - 16:00 86 1 11 1 32 31 162
16:00 - 17:00 71 1 13 0 30 45 160
17:00 - 18:00 121 0 15 1 38 57 232
18:00 - 19:00 87 0 17 2 75 67 248
19:00 - 20:00 59 0 12 1 57 69 198
20:00 - 21:00 45 1 22 1 33 59 161
21:00 - 22:00 25 0 8 0 45 51 129
22:00 - 23:00 16 0 3 0 33 17 69
23:00 - 0:00 37 0 6 0 32 43 118
0:00 - 1:00 25 0 21 0 22 26 94
1:00 - 2:00 16 1 9 0 18 23 67
2:00 - 3:00 15 0 14 0 8 9 46
3:00 - 4:00 10 0 8 0 11 7 36
4:00 - 5:00 5 0 12 0 14 12 43
5:00 - 6:00 44 0 11 1 21 42 119
6:00 - 7:00 36 0 11 0 46 40 133
Total 1,303 7 288 15 893 1,063 3,569


SL-01 14-04-2012

TIME OF DAY Total
7:00 - 8:00 26 1 22 1 23 21 94
8:00 - 9:00 39 0 12 1 29 42 123
9:00 - 10:00 41 0 4 1 23 43 112
10:00 - 11:00 70 1 9 1 24 43 148
11:00 - 12:00 70 0 6 1 19 24 120
12:00 - 13:00 53 1 7 1 28 46 136
13:00 - 14:00 59 0 4 0 30 41 134
14:00 - 15:00 41 0 4 1 28 51 125
15:00 - 16:00 55 1 9 1 18 16 100
16:00 - 17:00 43 1 11 0 19 25 99
17:00 - 18:00 67 0 10 0 13 24 114
18:00 - 19:00 53 0 9 2 20 19 103
19:00 - 20:00 33 0 10 0 14 25 82
20:00 - 21:00 27 1 6 0 5 10 49
21:00 - 22:00 11 0 4 0 13 15 43
22:00 - 23:00 11 0 3 0 9 2 25
23:00 - 0:00 20 0 4 0 7 14 45
0:00 - 1:00 16 0 15 0 12 11 54
1:00 - 2:00 8 1 6 0 12 2 29
2:00 - 3:00 6 0 7 0 4 0 17
3:00 - 4:00 5 0 3 0 2 5 15
4:00 - 5:00 1 0 4 0 11 3 19
5:00 - 6:00 21 0 7 1 12 21 62
6:00 - 7:00 7 0 3 0 20 21 51
Total 783 7 179 11 395 524 1,899


TIME OF DAY Total
7:00 - 8:00 9 0 1 0 14 14 38
8:00 - 9:00 16 0 1 0 33 31 81
9:00 - 10:00 23 0 6 1 18 24 72
10:00 - 11:00 30 0 1 0 15 18 64
11:00 - 12:00 30 0 1 0 17 12 60
12:00 - 13:00 30 0 0 0 13 11 54
13:00 - 14:00 22 0 4 0 34 18 78
14:00 - 15:00 46 0 13 0 30 26 115
15:00 - 16:00 31 0 2 0 14 15 62
16:00 - 17:00 28 0 2 0 11 20 61
17:00 - 18:00 54 0 5 1 25 33 118
18:00 - 19:00 34 0 8 0 55 48 145
19:00 - 20:00 26 0 2 1 43 44 116
20:00 - 21:00 18 0 16 1 28 49 112
21:00 - 22:00 14 0 4 0 32 36 86
22:00 - 23:00 5 0 0 0 24 15 44
23:00 - 0:00 17 0 2 0 25 29 73
0:00 - 1:00 9 0 6 0 10 15 40
1:00 - 2:00 8 0 3 0 6 21 38
2:00 - 3:00 9 0 7 0 4 9 29
3:00 - 4:00 5 0 5 0 9 2 21
4:00 - 5:00 4 0 8 0 3 9 24
5:00 - 6:00 23 0 4 0 9 21 57
6:00 - 7:00 29 0 8 0 26 19 82
Total 520 0 109 4 498 539 1,670


SL-01 15-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 31 1 11 0 55 68 166
8:00 - 9:00 40 0 12 3 52 41 148
9:00 - 10:00 59 0 14 1 51 59 184
10:00 - 11:00 85 3 6 1 33 55 183
11:00 - 12:00 136 0 13 3 50 29 231
12:00 - 13:00 132 1 16 1 53 41 244
13:00 - 14:00 130 1 18 0 39 45 233
14:00 - 15:00 122 0 18 0 36 37 213
15:00 - 16:00 129 0 9 2 49 48 237
16:00 - 17:00 139 1 7 1 53 35 236
17:00 - 18:00 138 0 14 1 44 43 240
18:00 - 19:00 173 4 24 5 41 34 281
19:00 - 20:00 87 1 10 1 33 33 165
20:00 - 21:00 88 1 24 0 38 32 183
21:00 - 22:00 92 0 6 0 31 19 148
22:00 - 23:00 32 0 9 1 35 18 95
23:00 - 0:00 24 0 10 1 24 14 73
0:00 - 1:00 24 0 5 0 13 14 56
1:00 - 2:00 7 0 8 0 14 11 40
2:00 - 3:00 6 0 10 0 20 9 45
3:00 - 4:00 13 0 4 0 7 4 28
4:00 - 5:00 10 0 4 0 14 8 36
5:00 - 6:00 19 0 19 0 41 31 110
6:00 - 7:00 102 0 13 0 48 34 197
Total 1,818 13 284 21 874 762 3,772


SL-01 15-04-2012

TIME OF DAY Total
7:00 - 8:00 14 1 7 0 27 25 74
8:00 - 9:00 28 0 10 2 18 12 70
9:00 - 10:00 36 0 9 1 15 14 75
10:00 - 11:00 62 2 6 1 20 29 120
11:00 - 12:00 88 0 8 2 26 6 130
12:00 - 13:00 89 1 7 0 25 28 150
13:00 - 14:00 82 1 12 0 18 26 139
14:00 - 15:00 60 0 9 0 21 15 105
15:00 - 16:00 69 0 8 2 19 21 119
16:00 - 17:00 73 1 2 1 24 12 113
17:00 - 18:00 59 0 11 0 20 17 107
18:00 - 19:00 63 3 8 0 16 15 105
19:00 - 20:00 44 1 8 1 16 20 90
20:00 - 21:00 52 0 17 0 7 15 91
21:00 - 22:00 50 0 2 0 6 5 63
22:00 - 23:00 20 0 7 1 8 7 43
23:00 - 0:00 14 0 9 1 1 3 28
0:00 - 1:00 9 0 1 0 5 2 17
1:00 - 2:00 3 0 7 0 7 2 19
2:00 - 3:00 1 0 9 0 10 4 24
3:00 - 4:00 7 0 1 0 1 4 13
4:00 - 5:00 3 0 2 0 7 3 15
5:00 - 6:00 5 0 13 0 25 21 64
6:00 - 7:00 29 0 6 0 31 29 95
Total 960 10 179 12 373 335 1,869


TIME OF DAY Total
7:00 - 8:00 17 0 4 0 28 43 92
8:00 - 9:00 12 0 2 1 34 29 78
9:00 - 10:00 23 0 5 0 36 45 109
10:00 - 11:00 23 1 0 0 13 26 63
11:00 - 12:00 48 0 5 1 24 23 101
12:00 - 13:00 43 0 9 1 28 13 94
13:00 - 14:00 48 0 6 0 21 19 94
14:00 - 15:00 62 0 9 0 15 22 108
15:00 - 16:00 60 0 1 0 30 27 118
16:00 - 17:00 66 0 5 0 29 23 123
17:00 - 18:00 79 0 3 1 24 26 133
18:00 - 19:00 110 1 16 5 25 19 176
19:00 - 20:00 43 0 2 0 17 13 75
20:00 - 21:00 36 1 7 0 31 17 92
21:00 - 22:00 42 0 4 0 25 14 85
22:00 - 23:00 12 0 2 0 27 11 52
23:00 - 0:00 10 0 1 0 23 11 45
0:00 - 1:00 15 0 4 0 8 12 39
1:00 - 2:00 4 0 1 0 7 9 21
2:00 - 3:00 5 0 1 0 10 5 21
3:00 - 4:00 6 0 3 0 6 0 15
4:00 - 5:00 7 0 2 0 7 5 21
5:00 - 6:00 14 0 6 0 16 10 46
6:00 - 7:00 73 0 7 0 17 5 102
Total 858 3 105 9 501 427 1,903


SL-01 16-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 64 1 13 0 54 53 185
8:00 - 9:00 53 1 8 0 57 58 177
9:00 - 10:00 54 1 15 0 65 38 173
10:00 - 11:00 82 2 12 0 51 49 196
11:00 - 12:00 70 0 12 0 57 38 177
12:00 - 13:00 59 1 9 3 63 42 177
13:00 - 14:00 61 0 11 0 63 39 174
14:00 - 15:00 67 0 30 0 59 53 209
15:00 - 16:00 86 0 10 0 49 50 195
16:00 - 17:00 76 1 17 0 62 50 206
17:00 - 18:00 105 2 23 0 41 55 226
18:00 - 19:00 106 6 24 1 53 56 246
19:00 - 20:00 73 1 16 1 45 73 209
20:00 - 21:00 33 0 6 0 39 39 117
21:00 - 22:00 40 0 7 0 58 37 142
22:00 - 23:00 33 0 7 0 50 36 126
23:00 - 0:00 27 0 14 0 33 35 109
0:00 - 1:00 26 0 6 1 16 28 77
1:00 - 2:00 33 0 9 0 8 15 65
2:00 - 3:00 30 0 6 1 8 20 65
3:00 - 4:00 22 0 2 0 12 17 53
4:00 - 5:00 22 0 1 0 17 11 51
5:00 - 6:00 22 0 7 0 47 32 108
6:00 - 7:00 91 0 8 0 36 36 171
Total 1,335 16 273 7 1,043 960 3,634


SL-01 16-04-2012

TIME OF DAY Total
7:00 - 8:00 18 0 9 0 30 40 97
8:00 - 9:00 19 0 6 0 23 46 94
9:00 - 10:00 25 0 7 0 34 34 100
10:00 - 11:00 21 2 9 0 29 38 99
11:00 - 12:00 28 0 5 0 24 30 87
12:00 - 13:00 26 1 7 1 21 26 82
13:00 - 14:00 28 0 8 0 26 29 91
14:00 - 15:00 29 0 11 0 33 37 110
15:00 - 16:00 23 0 5 0 17 27 72
16:00 - 17:00 21 1 12 0 29 27 90
17:00 - 18:00 34 1 11 0 12 30 88
18:00 - 19:00 39 2 11 0 16 24 92
19:00 - 20:00 27 0 6 1 19 33 86
20:00 - 21:00 25 0 2 0 11 14 52
21:00 - 22:00 21 0 6 0 12 16 55
22:00 - 23:00 17 0 6 0 12 10 45
23:00 - 0:00 20 0 13 0 11 15 59
0:00 - 1:00 18 0 6 1 3 7 35
1:00 - 2:00 17 0 6 0 3 4 30
2:00 - 3:00 18 0 2 0 3 7 30
3:00 - 4:00 17 0 1 0 7 4 29
4:00 - 5:00 18 0 1 0 5 2 26
5:00 - 6:00 16 0 6 0 39 13 74
6:00 - 7:00 18 0 4 0 13 12 47
Total 543 7 160 3 432 525 1,670


TIME OF DAY Total
7:00 - 8:00 46 1 4 0 24 13 88
8:00 - 9:00 34 1 2 0 34 12 83
9:00 - 10:00 29 1 8 0 31 4 73
10:00 - 11:00 61 0 3 0 22 11 97
11:00 - 12:00 42 0 7 0 33 8 90
12:00 - 13:00 33 0 2 2 42 16 95
13:00 - 14:00 33 0 3 0 37 10 83
14:00 - 15:00 38 0 19 0 26 16 99
15:00 - 16:00 63 0 5 0 32 23 123
16:00 - 17:00 55 0 5 0 33 23 116
17:00 - 18:00 71 1 12 0 29 25 138
18:00 - 19:00 67 4 13 1 37 32 154
19:00 - 20:00 46 1 10 0 26 40 123
20:00 - 21:00 8 0 4 0 28 25 65
21:00 - 22:00 19 0 1 0 46 21 87
22:00 - 23:00 16 0 1 0 38 26 81
23:00 - 0:00 7 0 1 0 22 20 50
0:00 - 1:00 8 0 0 0 13 21 42
1:00 - 2:00 16 0 3 0 5 11 35
2:00 - 3:00 12 0 4 1 5 13 35
3:00 - 4:00 5 0 1 0 5 13 24
4:00 - 5:00 4 0 0 0 12 9 25
5:00 - 6:00 6 0 1 0 8 19 34
6:00 - 7:00 73 0 4 0 23 24 124
Total 792 9 113 4 611 435 1,964


SL-01 17-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 57 1 12 0 43 61 174
8:00 - 9:00 82 1 12 0 68 82 245
9:00 - 10:00 105 1 20 1 80 67 274
10:00 - 11:00 81 2 12 1 56 46 198
11:00 - 12:00 141 2 16 3 64 63 289
12:00 - 13:00 95 1 10 2 66 53 227
13:00 - 14:00 96 0 14 0 57 44 211
14:00 - 15:00 96 1 23 0 74 50 244
15:00 - 16:00 126 1 12 0 73 62 274
16:00 - 17:00 89 0 20 0 60 57 226
17:00 - 18:00 113 2 12 6 45 60 238
18:00 - 19:00 112 5 24 5 50 29 225
19:00 - 20:00 82 1 36 1 85 33 238
20:00 - 21:00 51 2 12 0 57 60 182
21:00 - 22:00 47 4 4 1 73 72 201
22:00 - 23:00 30 0 7 0 40 36 113
23:00 - 0:00 13 0 6 0 25 27 71
0:00 - 1:00 17 0 4 0 32 28 81
1:00 - 2:00 18 0 2 0 20 14 54
2:00 - 3:00 15 1 6 0 27 10 59
3:00 - 4:00 15 1 4 0 27 16 63
4:00 - 5:00 9 0 2 0 25 16 52
5:00 - 6:00 13 0 3 0 26 28 70
6:00 - 7:00 70 0 18 0 77 49 214
Total 1,573 26 291 20 1,250 1,063 4,223


SL-01 17-04-2012

TIME OF DAY Total
7:00 - 8:00 13 1 8 0 18 31 71
8:00 - 9:00 44 0 7 0 22 40 113
9:00 - 10:00 59 0 15 0 41 31 146
10:00 - 11:00 48 2 5 0 33 22 110
11:00 - 12:00 81 1 10 1 44 47 184
12:00 - 13:00 48 0 9 1 36 39 133
13:00 - 14:00 61 0 11 0 28 29 129
14:00 - 15:00 56 1 5 0 37 30 129
15:00 - 16:00 73 0 9 0 37 29 148
16:00 - 17:00 46 0 14 0 25 23 108
17:00 - 18:00 62 1 12 0 15 25 115
18:00 - 19:00 51 0 15 0 15 16 97
19:00 - 20:00 50 0 25 1 35 11 122
20:00 - 21:00 33 0 8 0 14 20 75
21:00 - 22:00 31 0 3 0 18 7 59
22:00 - 23:00 16 0 7 0 13 6 42
23:00 - 0:00 9 0 4 0 13 10 36
0:00 - 1:00 8 0 3 0 22 14 47
1:00 - 2:00 7 0 2 0 10 7 26
2:00 - 3:00 7 0 2 0 14 4 27
3:00 - 4:00 7 0 0 0 15 4 26
4:00 - 5:00 4 0 2 0 13 11 30
5:00 - 6:00 7 0 2 0 13 17 39
6:00 - 7:00 8 0 8 0 34 25 75
Total 829 6 186 3 565 498 2,087


TIME OF DAY Total
7:00 - 8:00 44 0 4 0 25 30 103
8:00 - 9:00 38 1 5 0 46 42 132
9:00 - 10:00 46 1 5 1 39 36 128
10:00 - 11:00 33 0 7 1 23 24 88
11:00 - 12:00 60 1 6 2 20 16 105
12:00 - 13:00 47 1 1 1 30 14 94
13:00 - 14:00 35 0 3 0 29 15 82
14:00 - 15:00 40 0 18 0 37 20 115
15:00 - 16:00 53 1 3 0 36 33 126
16:00 - 17:00 43 0 6 0 35 34 118
17:00 - 18:00 51 1 0 6 30 35 123
18:00 - 19:00 61 5 9 5 35 13 128
19:00 - 20:00 32 1 11 0 50 22 116
20:00 - 21:00 18 2 4 0 43 40 107
21:00 - 22:00 16 4 1 1 55 65 142
22:00 - 23:00 14 0 0 0 27 30 71
23:00 - 0:00 4 0 2 0 12 17 35
0:00 - 1:00 9 0 1 0 10 14 34
1:00 - 2:00 11 0 0 0 10 7 28
2:00 - 3:00 8 1 4 0 13 6 32
3:00 - 4:00 8 1 4 0 12 12 37
4:00 - 5:00 5 0 0 0 12 5 22
5:00 - 6:00 6 0 1 0 13 11 31
6:00 - 7:00 62 0 10 0 43 24 139
Total 744 20 105 17 685 565 2,136


SL-01 18-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 66 0 9 0 53 39 167
8:00 - 9:00 63 2 12 0 78 76 231
9:00 - 10:00 82 0 15 0 74 70 241
10:00 - 11:00 96 2 11 0 70 52 231
11:00 - 12:00 111 0 18 0 82 81 292
12:00 - 13:00 112 1 14 0 71 68 266
13:00 - 14:00 96 1 16 1 56 71 241
14:00 - 15:00 90 0 24 1 54 61 230
15:00 - 16:00 112 1 10 0 69 62 254
16:00 - 17:00 95 0 14 0 57 59 225
17:00 - 18:00 107 4 29 0 86 62 288
18:00 - 19:00 119 4 17 1 80 63 284
19:00 - 20:00 103 0 31 1 41 67 243
20:00 - 21:00 47 0 10 0 40 47 144
21:00 - 22:00 31 0 11 0 57 46 145
22:00 - 23:00 33 0 8 0 45 34 120
23:00 - 0:00 27 1 16 0 29 20 93
0:00 - 1:00 11 0 3 0 21 16 51
1:00 - 2:00 15 0 5 0 23 13 56
2:00 - 3:00 11 0 1 0 16 13 41
3:00 - 4:00 8 0 2 0 20 17 47
4:00 - 5:00 12 0 9 0 17 19 57
5:00 - 6:00 19 0 7 0 29 22 77
6:00 - 7:00 79 0 10 1 30 35 155
Total 1,545 16 302 5 1,198 1,113 4,179


SL-01 18-04-2012

TIME OF DAY Total
7:00 - 8:00 11 0 6 0 25 19 61
8:00 - 9:00 29 1 7 0 34 36 107
9:00 - 10:00 39 0 11 0 34 37 121
10:00 - 11:00 57 2 4 0 41 30 134
11:00 - 12:00 63 0 9 0 54 52 178
12:00 - 13:00 51 0 8 0 43 39 141
13:00 - 14:00 57 1 14 1 31 57 161
14:00 - 15:00 46 0 12 1 26 37 122
15:00 - 16:00 58 0 7 0 34 34 133
16:00 - 17:00 46 0 8 0 28 32 114
17:00 - 18:00 55 0 14 0 34 24 127
18:00 - 19:00 64 0 6 1 33 24 128
19:00 - 20:00 72 0 22 1 18 17 130
20:00 - 21:00 30 0 4 0 16 5 55
21:00 - 22:00 16 0 6 0 17 5 44
22:00 - 23:00 19 0 8 0 16 6 49
23:00 - 0:00 9 1 4 0 8 3 25
0:00 - 1:00 4 0 0 0 10 6 20
1:00 - 2:00 2 0 0 0 9 7 18
2:00 - 3:00 5 0 0 0 8 7 20
3:00 - 4:00 3 0 0 0 10 8 21
4:00 - 5:00 6 0 8 0 10 8 32
5:00 - 6:00 7 0 4 0 18 10 39
6:00 - 7:00 7 0 4 1 16 22 50
Total 756 5 166 5 573 525 2,030


TIME OF DAY Total
7:00 - 8:00 55 0 3 0 28 20 106
8:00 - 9:00 34 1 5 0 44 40 124
9:00 - 10:00 43 0 4 0 40 33 120
10:00 - 11:00 39 0 7 0 29 22 97
11:00 - 12:00 48 0 9 0 28 29 114
12:00 - 13:00 61 1 6 0 28 29 125
13:00 - 14:00 39 0 2 0 25 14 80
14:00 - 15:00 44 0 12 0 28 24 108
15:00 - 16:00 54 1 3 0 35 28 121
16:00 - 17:00 49 0 6 0 29 27 111
17:00 - 18:00 52 4 15 0 52 38 161
18:00 - 19:00 55 4 11 0 47 39 156
19:00 - 20:00 31 0 9 0 23 50 113
20:00 - 21:00 17 0 6 0 24 42 89
21:00 - 22:00 15 0 5 0 40 41 101
22:00 - 23:00 14 0 0 0 29 28 71
23:00 - 0:00 18 0 12 0 21 17 68
0:00 - 1:00 7 0 3 0 11 10 31
1:00 - 2:00 13 0 5 0 14 6 38
2:00 - 3:00 6 0 1 0 8 6 21
3:00 - 4:00 5 0 2 0 10 9 26
4:00 - 5:00 6 0 1 0 7 11 25
5:00 - 6:00 12 0 3 0 11 12 38
6:00 - 7:00 72 0 6 0 14 13 105
Total 789 11 136 0 625 588 2,149


SL-01 19-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 82 0 19 0 32 33 166
8:00 - 9:00 66 2 15 0 77 77 237
9:00 - 10:00 82 0 14 2 58 71 227
10:00 - 11:00 107 3 16 3 63 75 267
11:00 - 12:00 135 3 15 4 70 69 296
12:00 - 13:00 100 0 22 1 66 55 244
13:00 - 14:00 89 1 22 1 41 47 201
14:00 - 15:00 99 1 38 0 64 69 271
15:00 - 16:00 118 0 14 1 71 75 279
16:00 - 17:00 128 3 20 3 57 64 275
17:00 - 18:00 127 4 20 5 47 58 261
18:00 - 19:00 132 0 46 3 63 65 309
19:00 - 20:00 53 0 34 1 69 73 230
20:00 - 21:00 30 0 27 1 50 43 151
21:00 - 22:00 44 0 12 0 56 57 169
22:00 - 23:00 17 1 12 0 38 51 119
23:00 - 0:00 14 0 13 0 33 22 82
0:00 - 1:00 15 0 14 0 27 25 81
1:00 - 2:00 16 0 8 0 21 19 64
2:00 - 3:00 11 0 5 0 20 16 52
3:00 - 4:00 12 0 3 0 27 19 61
4:00 - 5:00 12 0 3 0 22 23 60
5:00 - 6:00 13 0 12 0 30 25 80
6:00 - 7:00 28 1 9 0 31 22 91
Total 1,530 9 413 25 1,133 1,153 4,273


SL-01 19-04-2012

TIME OF DAY Total
7:00 - 8:00 28 0 14 0 11 6 59
8:00 - 9:00 37 1 14 0 32 35 119
9:00 - 10:00 39 0 10 2 29 39 119
10:00 - 11:00 60 3 13 3 34 49 162
11:00 - 12:00 88 1 9 3 47 54 202
12:00 - 13:00 53 0 7 0 31 41 132
13:00 - 14:00 48 0 18 0 19 32 117
14:00 - 15:00 57 0 20 0 31 42 150
15:00 - 16:00 56 0 7 0 37 47 147
16:00 - 17:00 66 2 12 1 39 36 156
17:00 - 18:00 71 1 13 4 24 34 147
18:00 - 19:00 73 0 33 0 34 28 168
19:00 - 20:00 40 0 16 1 27 29 113
20:00 - 21:00 25 0 16 1 15 11 68
21:00 - 22:00 19 0 6 0 16 15 56
22:00 - 23:00 7 1 4 0 13 9 34
23:00 - 0:00 8 0 5 0 17 8 38
0:00 - 1:00 9 0 9 0 16 10 44
1:00 - 2:00 10 0 6 0 13 5 34
2:00 - 3:00 7 0 2 0 13 4 26
3:00 - 4:00 8 0 0 0 18 7 33
4:00 - 5:00 8 0 0 0 14 9 31
5:00 - 6:00 8 0 9 0 21 9 47
6:00 - 7:00 13 0 7 0 21 10 51
Total 838 9 250 15 572 569 2,253


TIME OF DAY Total
7:00 - 8:00 54 0 5 0 21 27 107
8:00 - 9:00 29 1 1 0 45 42 118
9:00 - 10:00 43 0 4 0 29 32 108
10:00 - 11:00 47 0 3 0 29 26 105
11:00 - 12:00 47 2 6 1 23 15 94
12:00 - 13:00 47 0 15 1 35 14 112
13:00 - 14:00 41 1 4 1 22 15 84
14:00 - 15:00 42 1 18 0 33 27 121
15:00 - 16:00 62 0 7 1 34 28 132
16:00 - 17:00 62 1 8 2 18 28 119
17:00 - 18:00 56 3 7 1 23 24 114
18:00 - 19:00 59 0 13 3 29 37 141
19:00 - 20:00 13 0 18 0 42 44 117
20:00 - 21:00 5 0 11 0 35 32 83
21:00 - 22:00 25 0 6 0 40 42 113
22:00 - 23:00 10 0 8 0 25 42 85
23:00 - 0:00 6 0 8 0 16 14 44
0:00 - 1:00 6 0 5 0 11 15 37
1:00 - 2:00 6 0 2 0 8 14 30
2:00 - 3:00 4 0 3 0 7 12 26
3:00 - 4:00 4 0 3 0 9 12 28
4:00 - 5:00 4 0 3 0 8 14 29
5:00 - 6:00 5 0 3 0 9 16 33
6:00 - 7:00 15 1 2 0 10 12 40
Total 692 10 163 10 561 584 2,020


SL-02 13-04-2012
Survey Location: Super Highway KHI Toll Plaza SL-02
Direction : Both

TIME OF DAY Total
7:00 - 8:00 269 23 72 47 162 134 707
8:00 - 9:00 353 45 91 76 67 153 785
9:00 - 10:00 429 31 84 70 59 97 770
10:00 - 11:00 515 39 84 76 68 97 879
11:00 - 12:00 543 47 86 70 62 88 896
12:00 - 13:00 586 39 76 59 76 102 938
13:00 - 14:00 468 72 107 81 69 87 884
14:00 - 15:00 473 53 96 62 38 76 798
15:00 - 16:00 686 35 65 75 68 84 1,013
16:00 - 17:00 735 51 100 72 73 85 1,116
17:00 - 18:00 883 69 110 96 60 95 1,313
18:00 - 19:00 872 58 130 84 62 84 1,290
19:00 - 20:00 803 66 98 68 51 88 1,174
20:00 - 21:00 978 63 105 69 157 92 1,464
21:00 - 22:00 869 63 80 69 154 92 1,327
22:00 - 23:00 728 50 94 60 140 102 1,174
23:00 - 0:00 524 47 111 45 200 154 1,081
0:00 - 1:00 499 26 131 24 203 202 1,085
1:00 - 2:00 426 23 114 27 188 296 1,074
2:00 - 3:00 235 24 103 20 166 241 789
3:00 - 4:00 176 23 80 22 178 217 696
4:00 - 5:00 149 20 90 15 237 221 732
5:00 - 6:00 165 16 82 47 220 165 695
6:00 - 7:00 228 29 89 94 194 69 703
Total 12,592 1,012 2,278 1,428 2,951 3,121 23,382


SL-02 13-04-2012
Direction : From Karachi

TIME OF DAY Total
7:00 - 8:00 194 19 29 14 51 71 378
8:00 - 9:00 281 35 50 45 32 84 527
9:00 - 10:00 291 20 41 36 19 55 462
10:00 - 11:00 302 27 45 40 22 58 494
11:00 - 12:00 268 32 52 36 28 48 464
12:00 - 13:00 290 19 60 33 29 45 476
13:00 - 14:00 187 26 65 40 42 42 402
14:00 - 15:00 215 24 37 36 21 34 367
15:00 - 16:00 305 14 34 29 37 48 467
16:00 - 17:00 294 32 59 35 34 43 497
17:00 - 18:00 326 27 74 46 40 55 568
18:00 - 19:00 272 27 70 30 38 44 481
19:00 - 20:00 238 25 56 38 29 52 438
20:00 - 21:00 433 25 52 41 85 68 704
21:00 - 22:00 422 24 38 35 67 59 645
22:00 - 23:00 329 20 35 33 59 54 530
23:00 - 0:00 208 22 46 24 103 78 481
0:00 - 1:00 203 16 60 12 123 157 571
1:00 - 2:00 212 13 50 13 121 219 628
2:00 - 3:00 121 13 53 11 72 141 411
3:00 - 4:00 100 8 22 9 69 86 294
4:00 - 5:00 78 13 31 3 66 63 254
5:00 - 6:00 80 8 35 9 77 93 302
6:00 - 7:00 152 13 17 16 68 20 286
Total 5,801 502 1,111 664 1,333 1,717 11,128

Direction : From Hyderabad

TIME OF DAY Total
7:00 - 8:00 75 4 43 33 112 63 330
8:00 - 9:00 72 10 41 31 35 69 258
9:00 - 10:00 138 11 43 34 40 42 308
10:00 - 11:00 213 12 39 36 46 39 385
11:00 - 12:00 275 15 34 34 34 40 432
12:00 - 13:00 296 20 16 26 48 57 463
13:00 - 14:00 281 46 42 41 27 45 482
14:00 - 15:00 258 29 59 26 16 42 430
15:00 - 16:00 381 21 31 46 31 36 546
16:00 - 17:00 441 19 41 37 39 42 619
17:00 - 18:00 557 42 36 50 20 40 745
18:00 - 19:00 600 31 60 54 24 40 809
19:00 - 20:00 565 41 42 30 22 36 736
20:00 - 21:00 545 38 53 28 71 24 759
21:00 - 22:00 447 39 42 34 87 33 682
22:00 - 23:00 399 30 59 27 81 48 644
23:00 - 0:00 316 25 65 21 98 76 601
0:00 - 1:00 296 10 71 12 80 45 514
1:00 - 2:00 214 10 64 14 66 77 445
2:00 - 3:00 114 11 50 9 94 100 378
3:00 - 4:00 76 15 58 13 109 131 402
4:00 - 5:00 71 7 59 12 171 158 478
5:00 - 6:00 85 8 47 38 143 72 393
6:00 - 7:00 76 16 72 78 126 49 417
Total 6,791 510 1,167 764 1,619 1,404 12,255


SL-02 14-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 192 22 86 60 85 109 554
8:00 - 9:00 366 36 87 84 102 130 805
9:00 - 10:00 482 27 107 72 84 95 867
10:00 - 11:00 533 38 115 71 118 85 960
11:00 - 12:00 572 36 108 75 107 107 1,005
12:00 - 13:00 561 39 87 62 127 118 994
13:00 - 14:00 533 60 107 73 98 84 955
14:00 - 15:00 511 40 117 58 119 83 928
15:00 - 16:00 645 37 58 87 111 89 1,027
16:00 - 17:00 692 35 95 73 98 81 1,074
17:00 - 18:00 853 68 129 90 82 93 1,315
18:00 - 19:00 848 52 132 88 103 96 1,319
19:00 - 20:00 850 63 81 71 157 138 1,360
20:00 - 21:00 748 49 99 74 153 96 1,219
21:00 - 22:00 666 48 62 72 131 67 1,046
22:00 - 23:00 605 49 86 62 182 89 1,073
23:00 - 0:00 479 42 111 42 171 129 974
0:00 - 1:00 450 17 128 37 195 220 1,047
1:00 - 2:00 355 23 117 27 191 223 936
2:00 - 3:00 212 20 104 20 156 203 715
3:00 - 4:00 175 22 85 20 142 212 656
4:00 - 5:00 147 15 94 25 172 237 690
5:00 - 6:00 150 12 68 45 129 130 534
6:00 - 7:00 215 25 90 96 180 90 696
Total 11,840 875 2,353 1,484 3,191 3,004 22,747


SL-02 14-04-2012

TIME OF DAY Total
7:00 - 8:00 117 18 43 27 31 46 282
8:00 - 9:00 294 26 46 53 39 61 519
9:00 - 10:00 344 16 64 38 35 53 550
10:00 - 11:00 320 26 76 35 35 46 538
11:00 - 12:00 297 21 74 41 37 67 537
12:00 - 13:00 265 19 71 36 73 61 525
13:00 - 14:00 252 14 65 32 37 39 439
14:00 - 15:00 253 11 58 32 66 41 461
15:00 - 16:00 264 16 27 41 52 53 453
16:00 - 17:00 251 16 54 36 27 39 423
17:00 - 18:00 296 26 93 40 22 53 530
18:00 - 19:00 248 21 72 34 42 56 473
19:00 - 20:00 285 22 39 41 89 102 578
20:00 - 21:00 203 11 46 46 96 72 474
21:00 - 22:00 219 9 20 38 59 34 379
22:00 - 23:00 206 19 27 35 71 41 399
23:00 - 0:00 163 17 46 21 109 53 409
0:00 - 1:00 154 7 57 25 128 175 546
1:00 - 2:00 141 13 53 13 108 146 474
2:00 - 3:00 98 9 54 11 96 103 371
3:00 - 4:00 99 7 27 7 82 81 303
4:00 - 5:00 76 8 35 13 79 79 290
5:00 - 6:00 65 4 21 7 44 58 199
6:00 - 7:00 139 9 18 18 119 41 344
Total 5,049 365 1,186 720 1,577 1,600 10,497


TIME OF DAY Total
7:00 - 8:00 75 4 43 33 54 63 272
8:00 - 9:00 72 10 41 31 62 69 285
9:00 - 10:00 138 11 43 34 48 42 316
10:00 - 11:00 213 12 39 36 83 39 422
11:00 - 12:00 275 15 34 34 71 40 469
12:00 - 13:00 296 20 16 26 54 57 469
13:00 - 14:00 281 46 42 41 61 45 516
14:00 - 15:00 258 29 59 26 53 42 467
15:00 - 16:00 381 21 31 46 58 36 573
16:00 - 17:00 441 19 41 37 71 42 651
17:00 - 18:00 557 42 36 50 60 40 785
18:00 - 19:00 600 31 60 54 61 40 846
19:00 - 20:00 565 41 42 30 68 36 782
20:00 - 21:00 545 38 53 28 57 24 745
21:00 - 22:00 447 39 42 34 72 33 667
22:00 - 23:00 399 30 59 27 112 48 675
23:00 - 0:00 316 25 65 21 62 76 565
0:00 - 1:00 296 10 71 12 67 45 501
1:00 - 2:00 214 10 64 14 83 77 462
2:00 - 3:00 114 11 50 9 60 100 344
3:00 - 4:00 76 15 58 13 60 131 353
4:00 - 5:00 71 7 59 12 93 158 400
5:00 - 6:00 85 8 47 38 84 72 334
6:00 - 7:00 76 16 72 78 61 49 352
Total 6,791 510 1,167 764 1,615 1,404 12,251


SL-02 15-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 279 13 74 64 86 109 625
8:00 - 9:00 264 25 96 57 104 112 658
9:00 - 10:00 470 29 88 75 115 125 902
10:00 - 11:00 656 38 124 76 103 120 1,117
11:00 - 12:00 747 52 114 67 98 126 1,204
12:00 - 13:00 685 47 107 67 100 126 1,132
13:00 - 14:00 623 70 143 73 108 113 1,130
14:00 - 15:00 556 43 103 52 82 91 927
15:00 - 16:00 637 39 67 74 110 88 1,015
16:00 - 17:00 718 43 73 66 103 76 1,079
17:00 - 18:00 819 60 86 83 98 70 1,216
18:00 - 19:00 889 48 116 88 96 77 1,314
19:00 - 20:00 831 58 72 62 123 60 1,206
20:00 - 21:00 790 54 80 76 112 37 1,149
21:00 - 22:00 680 56 80 65 153 63 1,097
22:00 - 23:00 627 40 88 61 147 60 1,023
23:00 - 0:00 484 48 101 48 122 99 902
0:00 - 1:00 458 22 118 29 155 87 869
1:00 - 2:00 332 21 100 21 137 119 730
2:00 - 3:00 208 16 87 15 124 126 576
3:00 - 4:00 143 22 87 17 128 143 540
4:00 - 5:00 200 20 88 14 203 182 707
5:00 - 6:00 145 12 61 38 180 85 521
6:00 - 7:00 234 22 139 90 157 65 707
Total 12,475 898 2,292 1,378 2,943 2,359 22,345


SL-02 15-04-2012

TIME OF DAY Total
7:00 - 8:00 204 9 31 31 26 46 347
8:00 - 9:00 192 15 55 26 55 43 386
9:00 - 10:00 332 18 45 41 57 83 576
10:00 - 11:00 443 26 85 40 48 81 723
11:00 - 12:00 472 37 80 33 49 86 757
12:00 - 13:00 389 27 91 41 46 69 663
13:00 - 14:00 342 24 101 32 53 68 620
14:00 - 15:00 298 14 44 26 43 49 474
15:00 - 16:00 256 18 36 28 57 52 447
16:00 - 17:00 277 24 32 29 35 34 431
17:00 - 18:00 262 18 50 33 38 30 431
18:00 - 19:00 289 17 56 34 39 37 472
19:00 - 20:00 266 17 30 32 55 24 424
20:00 - 21:00 245 16 27 48 46 13 395
21:00 - 22:00 233 17 38 31 70 30 419
22:00 - 23:00 228 10 29 34 66 12 379
23:00 - 0:00 168 23 36 27 39 23 316
0:00 - 1:00 162 12 47 17 57 42 337
1:00 - 2:00 118 11 36 7 62 42 276
2:00 - 3:00 94 5 37 6 38 26 206
3:00 - 4:00 67 7 29 4 33 12 152
4:00 - 5:00 129 13 29 2 47 24 244
5:00 - 6:00 60 4 14 0 37 13 128
6:00 - 7:00 158 6 67 12 64 16 323
Total 5,684 388 1,125 614 1,160 955 9,926


TIME OF DAY Total
7:00 - 8:00 75 4 43 33 60 63 278
8:00 - 9:00 72 10 41 31 49 69 272
9:00 - 10:00 138 11 43 34 58 42 326
10:00 - 11:00 213 12 39 36 55 39 394
11:00 - 12:00 275 15 34 34 49 40 447
12:00 - 13:00 296 20 16 26 54 57 469
13:00 - 14:00 281 46 42 41 55 45 510
14:00 - 15:00 258 29 59 26 39 42 453
15:00 - 16:00 381 21 31 46 52 36 567
16:00 - 17:00 441 19 41 37 67 42 647
17:00 - 18:00 557 42 36 50 60 40 785
18:00 - 19:00 600 31 60 54 57 40 842
19:00 - 20:00 565 41 42 30 68 36 782
20:00 - 21:00 545 38 53 28 66 24 754
21:00 - 22:00 447 39 42 34 84 33 679
22:00 - 23:00 399 30 59 27 81 48 644
23:00 - 0:00 316 25 65 21 84 76 587
0:00 - 1:00 296 10 71 12 98 45 532
1:00 - 2:00 214 10 64 14 75 77 454
2:00 - 3:00 114 11 50 9 86 100 370
3:00 - 4:00 76 15 58 13 95 131 388
4:00 - 5:00 71 7 59 12 156 158 463
5:00 - 6:00 85 8 47 38 143 72 393
6:00 - 7:00 76 16 72 78 93 49 384
Total 6,791 510 1,167 764 1,783 1,404 12,419


SL-02 16-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 298 20 91 60 107 86 662
8:00 - 9:00 371 42 82 86 90 105 776
9:00 - 10:00 570 29 79 80 101 86 945
10:00 - 11:00 598 37 86 72 112 74 979
11:00 - 12:00 610 30 80 60 99 75 954
12:00 - 13:00 573 44 120 59 87 93 976
13:00 - 14:00 528 64 121 73 97 77 960
14:00 - 15:00 507 56 117 57 90 88 915
15:00 - 16:00 693 41 76 86 103 86 1,085
16:00 - 17:00 687 42 88 72 116 79 1,084
17:00 - 18:00 796 67 95 92 84 101 1,235
18:00 - 19:00 846 50 127 92 100 100 1,315
19:00 - 20:00 874 71 100 72 146 82 1,345
20:00 - 21:00 826 55 108 74 157 67 1,287
21:00 - 22:00 718 57 95 66 165 72 1,173
22:00 - 23:00 617 48 99 59 191 92 1,106
23:00 - 0:00 442 41 108 43 172 103 909
0:00 - 1:00 432 23 105 31 244 183 1,018
1:00 - 2:00 300 21 135 27 241 270 994
2:00 - 3:00 221 12 90 14 180 220 737
3:00 - 4:00 171 17 87 17 141 239 672
4:00 - 5:00 170 9 73 14 188 234 688
5:00 - 6:00 134 11 86 38 193 162 624
6:00 - 7:00 202 22 104 98 147 107 680
Total 12,184 909 2,352 1,442 3,349 2,881 23,117


SL-02 16-04-2012

TIME OF DAY Total
7:00 - 8:00 223 16 48 27 32 23 369
8:00 - 9:00 299 32 41 55 32 36 495
9:00 - 10:00 432 18 36 46 21 44 597
10:00 - 11:00 385 25 47 36 40 35 568
11:00 - 12:00 335 15 46 26 40 35 497
12:00 - 13:00 277 24 104 33 41 36 515
13:00 - 14:00 247 18 79 32 39 32 447
14:00 - 15:00 249 27 58 31 39 46 450
15:00 - 16:00 312 20 45 40 68 50 535
16:00 - 17:00 246 23 47 35 52 37 440
17:00 - 18:00 239 25 59 42 38 61 464
18:00 - 19:00 246 19 67 38 49 60 479
19:00 - 20:00 309 30 58 42 77 46 562
20:00 - 21:00 281 17 55 46 89 43 531
21:00 - 22:00 271 18 53 32 87 39 500
22:00 - 23:00 218 18 40 32 84 44 436
23:00 - 0:00 126 16 43 22 94 27 328
0:00 - 1:00 136 13 34 19 171 138 511
1:00 - 2:00 86 11 71 13 169 193 543
2:00 - 3:00 107 1 40 5 107 120 380
3:00 - 4:00 95 2 29 4 77 108 315
4:00 - 5:00 99 2 14 2 82 76 275
5:00 - 6:00 49 3 39 0 74 90 255
6:00 - 7:00 126 6 32 20 79 58 321
Total 5,393 399 1,185 678 1,683 1,477 10,815


TIME OF DAY Total
7:00 - 8:00 75 4 43 33 75 63 293
8:00 - 9:00 72 10 41 31 58 69 281
9:00 - 10:00 138 11 43 34 80 42 348
10:00 - 11:00 213 12 39 36 71 39 410
11:00 - 12:00 275 15 34 34 59 40 457
12:00 - 13:00 296 20 16 26 46 57 461
13:00 - 14:00 281 46 42 41 57 45 512
14:00 - 15:00 258 29 59 26 51 42 465
15:00 - 16:00 381 21 31 46 34 36 549
16:00 - 17:00 441 19 41 37 64 42 644
17:00 - 18:00 557 42 36 50 46 40 771
18:00 - 19:00 600 31 60 54 51 40 836
19:00 - 20:00 565 41 42 30 69 36 783
20:00 - 21:00 545 38 53 28 67 24 755
21:00 - 22:00 447 39 42 34 78 33 673
22:00 - 23:00 399 30 59 27 107 48 670
23:00 - 0:00 316 25 65 21 78 76 581
0:00 - 1:00 296 10 71 12 73 45 507
1:00 - 2:00 214 10 64 14 72 77 451
2:00 - 3:00 114 11 50 9 72 100 356
3:00 - 4:00 76 15 58 13 64 131 357
4:00 - 5:00 71 7 59 12 106 158 413
5:00 - 6:00 85 8 47 38 119 72 369
6:00 - 7:00 76 16 72 78 68 49 359
Total 6,791 510 1,167 764 1,665 1,404 12,301


SL-02 17-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 230 28 82 68 102 119 629
8:00 - 9:00 311 43 73 64 102 117 710
9:00 - 10:00 416 36 94 66 141 111 864
10:00 - 11:00 538 35 84 73 127 79 936
11:00 - 12:00 570 34 93 66 131 76 970
12:00 - 13:00 527 33 82 56 125 111 934
13:00 - 14:00 474 59 100 71 137 76 917
14:00 - 15:00 418 51 103 52 142 59 825
15:00 - 16:00 596 41 63 75 121 59 955
16:00 - 17:00 708 37 101 75 163 94 1,178
17:00 - 18:00 865 59 81 82 162 84 1,333
18:00 - 19:00 852 51 98 92 125 75 1,293
19:00 - 20:00 878 53 103 58 152 76 1,320
20:00 - 21:00 824 58 126 72 163 88 1,331
21:00 - 22:00 668 53 79 71 185 103 1,159
22:00 - 23:00 596 44 108 59 188 77 1,072
23:00 - 0:00 467 40 97 46 185 108 943
0:00 - 1:00 440 18 104 36 298 248 1,144
1:00 - 2:00 334 22 110 30 196 205 897
2:00 - 3:00 208 13 77 11 144 196 649
3:00 - 4:00 160 17 96 13 171 231 688
4:00 - 5:00 148 7 72 12 206 228 673
5:00 - 6:00 160 16 59 49 221 174 679
6:00 - 7:00 192 21 88 91 161 120 673
Total 11,580 869 2,173 1,388 3,846 2,914 22,770


SL-02 17-04-2012

TIME OF DAY Total
7:00 - 8:00 155 24 39 35 44 56 353
8:00 - 9:00 239 33 32 33 42 48 427
9:00 - 10:00 278 25 51 32 52 69 507
10:00 - 11:00 325 23 45 37 56 40 526
11:00 - 12:00 295 19 59 32 62 36 503
12:00 - 13:00 231 13 66 30 70 54 464
13:00 - 14:00 193 13 58 30 85 31 410
14:00 - 15:00 160 22 44 26 81 17 350
15:00 - 16:00 215 20 32 29 60 23 379
16:00 - 17:00 267 18 60 38 105 52 540
17:00 - 18:00 308 17 45 32 81 44 527
18:00 - 19:00 252 20 38 38 72 35 455
19:00 - 20:00 313 12 61 28 75 40 529
20:00 - 21:00 279 20 73 44 103 64 583
21:00 - 22:00 221 14 37 37 94 70 473
22:00 - 23:00 197 14 49 32 82 29 403
23:00 - 0:00 151 15 32 25 85 32 340
0:00 - 1:00 144 8 33 24 193 203 605
1:00 - 2:00 120 12 46 16 116 128 438
2:00 - 3:00 94 2 27 2 72 96 293
3:00 - 4:00 84 2 38 0 88 100 312
4:00 - 5:00 77 0 13 0 70 70 230
5:00 - 6:00 75 8 12 11 78 102 286
6:00 - 7:00 116 5 16 13 78 71 299
Total 4,789 359 1,006 624 1,943 1,510 10,231


TIME OF DAY Total
7:00 - 8:00 75 4 43 33 57 63 275
8:00 - 9:00 72 10 41 31 60 69 283
9:00 - 10:00 138 11 43 34 89 42 357
10:00 - 11:00 213 12 39 36 71 39 410
11:00 - 12:00 275 15 34 34 69 40 467
12:00 - 13:00 296 20 16 26 56 57 471
13:00 - 14:00 281 46 42 41 52 45 507
14:00 - 15:00 258 29 59 26 61 42 475
15:00 - 16:00 381 21 31 46 62 36 577
16:00 - 17:00 441 19 41 37 58 42 638
17:00 - 18:00 557 42 36 50 80 40 805
18:00 - 19:00 600 31 60 54 53 40 838
19:00 - 20:00 565 41 42 30 77 36 791
20:00 - 21:00 545 38 53 28 61 24 749
21:00 - 22:00 447 39 42 34 90 33 685
22:00 - 23:00 399 30 59 27 106 48 669
23:00 - 0:00 316 25 65 21 99 76 602
0:00 - 1:00 296 10 71 12 106 45 540
1:00 - 2:00 214 10 64 14 80 77 459
2:00 - 3:00 114 11 50 9 71 100 355
3:00 - 4:00 76 15 58 13 83 131 376
4:00 - 5:00 71 7 59 12 136 158 443
5:00 - 6:00 85 8 47 38 143 72 393
6:00 - 7:00 76 16 72 78 83 49 374
Total 6,791 510 1,167 764 1,903 1,404 12,539


SL-02 18-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 325 19 51 62 112 107 676
8:00 - 9:00 409 45 87 78 145 144 908
9:00 - 10:00 487 27 109 79 191 175 1,068
10:00 - 11:00 580 29 75 69 108 60 921
11:00 - 12:00 631 28 64 61 148 70 1,002
12:00 - 13:00 553 34 44 55 140 91 917
13:00 - 14:00 544 57 91 68 151 118 1,029
14:00 - 15:00 525 51 177 54 180 153 1,140
15:00 - 16:00 668 39 78 81 144 74 1,084
16:00 - 17:00 756 34 104 67 134 123 1,218
17:00 - 18:00 950 65 81 81 125 72 1,374
18:00 - 19:00 962 49 102 85 157 81 1,436
19:00 - 20:00 902 54 98 59 121 75 1,309
20:00 - 21:00 840 56 115 63 227 102 1,403
21:00 - 22:00 710 59 112 68 217 111 1,277
22:00 - 23:00 630 40 107 52 186 112 1,127
23:00 - 0:00 512 43 126 43 243 134 1,101
0:00 - 1:00 420 20 133 30 298 299 1,200
1:00 - 2:00 321 13 99 22 208 260 923
2:00 - 3:00 189 16 112 17 131 260 725
3:00 - 4:00 149 17 92 20 185 262 725
4:00 - 5:00 134 16 104 12 214 274 754
5:00 - 6:00 154 14 70 40 196 148 622
6:00 - 7:00 207 20 108 86 180 112 713
Total 12,558 845 2,339 1,352 4,143 3,417 24,654


SL-02 18-04-2012

TIME OF DAY Total
7:00 - 8:00 250 15 8 29 39 44 385
8:00 - 9:00 337 35 46 47 62 75 602
9:00 - 10:00 349 16 66 45 116 133 725
10:00 - 11:00 367 17 36 33 58 21 532
11:00 - 12:00 356 13 30 27 71 30 527
12:00 - 13:00 257 14 28 29 71 34 433
13:00 - 14:00 263 11 49 27 84 73 507
14:00 - 15:00 267 22 118 28 120 111 666
15:00 - 16:00 287 18 47 35 59 38 484
16:00 - 17:00 315 15 63 30 78 81 582
17:00 - 18:00 393 23 45 31 65 32 589
18:00 - 19:00 362 18 42 31 84 41 578
19:00 - 20:00 337 13 56 29 46 39 520
20:00 - 21:00 295 18 62 35 99 78 587
21:00 - 22:00 263 20 70 34 110 78 575
22:00 - 23:00 231 10 48 25 90 64 468
23:00 - 0:00 196 18 61 22 120 58 475
0:00 - 1:00 124 10 62 18 216 254 684
1:00 - 2:00 107 3 35 8 139 183 475
2:00 - 3:00 75 5 62 8 71 160 381
3:00 - 4:00 73 2 34 7 115 131 362
4:00 - 5:00 63 9 45 0 76 116 309
5:00 - 6:00 69 6 23 2 67 76 243
6:00 - 7:00 131 4 36 8 109 63 351
Total 5,767 335 1,172 588 2,166 2,013 12,041


TIME OF DAY Total
7:00 - 8:00 75 4 43 33 73 63 291
8:00 - 9:00 72 10 41 31 83 69 306
9:00 - 10:00 138 11 43 34 75 42 343
10:00 - 11:00 213 12 39 36 50 39 389
11:00 - 12:00 275 15 34 34 77 40 475
12:00 - 13:00 296 20 16 26 69 57 484
13:00 - 14:00 281 46 42 41 66 45 521
14:00 - 15:00 258 29 59 26 61 42 475
15:00 - 16:00 381 21 31 46 84 36 599
16:00 - 17:00 441 19 41 37 57 42 637
17:00 - 18:00 557 42 36 50 60 40 785
18:00 - 19:00 600 31 60 54 72 40 857
19:00 - 20:00 565 41 42 30 75 36 789
20:00 - 21:00 545 38 53 28 128 24 816
21:00 - 22:00 447 39 42 34 107 33 702
22:00 - 23:00 399 30 59 27 96 48 659
23:00 - 0:00 316 25 65 21 123 76 626
0:00 - 1:00 296 10 71 12 82 45 516
1:00 - 2:00 214 10 64 14 69 77 448
2:00 - 3:00 114 11 50 9 61 100 345
3:00 - 4:00 76 15 58 13 70 131 363
4:00 - 5:00 71 7 59 12 138 158 445
5:00 - 6:00 85 8 47 38 129 72 379
6:00 - 7:00 76 16 72 78 71 49 362
Total 6,791 510 1,167 764 1,976 1,404 12,612


SL-02 19-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 230 15 60 62 139 85 591
8:00 - 9:00 269 36 70 67 159 103 704
9:00 - 10:00 401 28 67 75 161 73 805
10:00 - 11:00 524 42 57 74 166 67 930
11:00 - 12:00 669 32 90 61 173 75 1,100
12:00 - 13:00 529 40 50 47 161 88 915
13:00 - 14:00 502 59 68 68 154 64 915
14:00 - 15:00 483 43 96 54 162 74 912
15:00 - 16:00 611 37 63 80 123 67 981
16:00 - 17:00 697 38 79 74 171 67 1,126
17:00 - 18:00 868 59 65 79 143 57 1,271
18:00 - 19:00 928 43 101 79 179 73 1,403
19:00 - 20:00 879 57 84 63 109 81 1,273
20:00 - 21:00 818 55 103 62 130 54 1,222
21:00 - 22:00 678 54 65 61 129 88 1,075
22:00 - 23:00 594 52 82 59 165 88 1,040
23:00 - 0:00 448 43 90 52 164 126 923
0:00 - 1:00 400 16 140 31 284 274 1,145
1:00 - 2:00 324 16 141 26 183 262 952
2:00 - 3:00 205 12 75 10 151 219 672
3:00 - 4:00 159 21 69 15 170 236 670
4:00 - 5:00 141 13 73 13 315 286 841
5:00 - 6:00 171 15 70 41 236 129 662
6:00 - 7:00 235 26 106 95 154 117 733
Total 11,763 852 1,964 1,348 4,080 2,853 22,860


SL-02 19-04-2012

TIME OF DAY Total
7:00 - 8:00 155 11 17 29 72 22 306
8:00 - 9:00 197 26 29 36 83 34 405
9:00 - 10:00 263 17 24 41 103 31 479
10:00 - 11:00 311 30 18 38 88 28 513
11:00 - 12:00 394 17 56 27 98 35 627
12:00 - 13:00 233 20 34 21 98 31 437
13:00 - 14:00 221 13 26 27 83 19 389
14:00 - 15:00 225 14 37 28 93 32 429
15:00 - 16:00 230 16 32 34 70 31 413
16:00 - 17:00 256 19 38 37 99 25 474
17:00 - 18:00 311 17 29 29 89 17 492
18:00 - 19:00 328 12 41 25 96 33 535
19:00 - 20:00 314 16 42 33 64 45 514
20:00 - 21:00 273 17 50 34 68 30 472
21:00 - 22:00 231 15 23 27 65 55 416
22:00 - 23:00 195 22 23 32 67 40 379
23:00 - 0:00 132 18 25 31 78 50 334
0:00 - 1:00 104 6 69 19 200 229 627
1:00 - 2:00 110 6 77 12 110 185 500
2:00 - 3:00 91 1 25 1 68 119 305
3:00 - 4:00 83 6 11 2 59 105 266
4:00 - 5:00 70 6 14 1 87 128 306
5:00 - 6:00 86 7 23 3 55 57 231
6:00 - 7:00 159 10 34 17 63 68 351
Total 4,972 342 797 584 2,055 1,449 10,199


TIME OF DAY Total
7:00 - 8:00 75 4 43 33 67 63 285
8:00 - 9:00 72 10 41 31 75 69 298
9:00 - 10:00 138 11 43 34 58 42 326
10:00 - 11:00 213 12 39 36 79 39 418
11:00 - 12:00 275 15 34 34 75 40 473
12:00 - 13:00 296 20 16 26 62 57 477
13:00 - 14:00 281 46 42 41 71 45 526
14:00 - 15:00 258 29 59 26 69 42 483
15:00 - 16:00 381 21 31 46 52 36 567
16:00 - 17:00 441 19 41 37 71 42 651
17:00 - 18:00 557 42 36 50 54 40 779
18:00 - 19:00 600 31 60 54 83 40 868
19:00 - 20:00 565 41 42 30 45 36 759
20:00 - 21:00 545 38 53 28 62 24 750
21:00 - 22:00 447 39 42 34 64 33 659
22:00 - 23:00 399 30 59 27 98 48 661
23:00 - 0:00 316 25 65 21 85 76 588
0:00 - 1:00 296 10 71 12 84 45 518
1:00 - 2:00 214 10 64 14 73 77 452
2:00 - 3:00 114 11 50 9 84 100 368
3:00 - 4:00 76 15 58 13 111 131 404
4:00 - 5:00 71 7 59 12 228 158 535
5:00 - 6:00 85 8 47 38 181 72 431
6:00 - 7:00 76 16 72 78 92 49 383
Total 6,791 510 1,167 764 2,025 1,404 12,661


SL-03 13-04-2012
Survey Location: Nooriabad SL-03
Direction : Both

TIME OF DAY Total
7:00 - 8:00 311 32 44 51 95 183 716
8:00 - 9:00 262 27 29 59 119 243 739
9:00 - 10:00 444 22 46 73 112 214 911
10:00 - 11:00 622 53 48 89 90 178 1,080
11:00 - 12:00 479 41 45 60 87 173 885
12:00 - 13:00 460 43 47 80 59 159 848
13:00 - 14:00 479 30 66 67 83 124 849
14:00 - 15:00 495 12 40 58 80 114 799
15:00 - 16:00 428 22 44 67 92 123 776
16:00 - 17:00 743 39 49 66 103 165 1,165
17:00 - 18:00 683 53 55 83 124 125 1,123
18:00 - 19:00 825 44 49 86 127 159 1,290
19:00 - 20:00 786 35 46 57 144 153 1,221
20:00 - 21:00 712 30 43 66 176 190 1,217
21:00 - 22:00 336 26 30 58 80 133 663
22:00 - 23:00 290 30 62 50 121 186 739
23:00 - 0:00 313 29 91 45 143 186 807
0:00 - 1:00 420 23 93 36 147 191 910
1:00 - 2:00 386 22 95 29 141 165 838
2:00 - 3:00 379 20 79 25 186 180 869
3:00 - 4:00 330 22 71 40 228 266 957
4:00 - 5:00 351 14 37 33 164 189 788
5:00 - 6:00 331 16 50 33 140 155 725
6:00 - 7:00 328 19 40 26 117 127 657
Total 11,193 704 1,299 1,337 2,958 4,081 21,572


SL-03 13-04-2012

TIME OF DAY Total
7:00 - 8:00 180 16 30 17 59 78 380
8:00 - 9:00 182 8 20 33 81 146 470
9:00 - 10:00 185 10 22 33 70 128 448
10:00 - 11:00 282 26 11 62 60 92 533
11:00 - 12:00 227 17 5 31 53 94 427
12:00 - 13:00 224 23 9 34 37 79 406
13:00 - 14:00 221 14 28 35 40 33 371
14:00 - 15:00 242 3 19 31 34 53 382
15:00 - 16:00 215 14 19 34 52 49 383
16:00 - 17:00 403 24 19 38 61 74 619
17:00 - 18:00 374 25 24 41 56 42 562
18:00 - 19:00 480 33 25 54 62 67 721
19:00 - 20:00 476 21 32 36 61 51 677
20:00 - 21:00 484 22 31 49 68 78 732
21:00 - 22:00 77 17 24 31 32 54 235
22:00 - 23:00 82 20 50 29 56 94 331
23:00 - 0:00 99 18 82 25 79 112 415
0:00 - 1:00 120 14 85 27 97 122 465
1:00 - 2:00 114 9 91 10 97 117 438
2:00 - 3:00 145 14 66 12 121 105 463
3:00 - 4:00 96 13 57 10 174 220 570
4:00 - 5:00 110 5 32 11 105 118 381
5:00 - 6:00 142 9 42 8 87 95 383
6:00 - 7:00 136 6 29 7 56 59 293
Total 5,296 381 852 698 1,698 2,160 11,085


TIME OF DAY Total
7:00 - 8:00 131 16 14 34 36 105 336
8:00 - 9:00 80 19 9 26 38 97 269
9:00 - 10:00 259 12 24 40 42 86 463
10:00 - 11:00 340 27 37 27 30 86 547
11:00 - 12:00 252 24 40 29 34 79 458
12:00 - 13:00 236 20 38 46 22 80 442
13:00 - 14:00 258 16 38 32 43 91 478
14:00 - 15:00 253 9 21 27 46 61 417
15:00 - 16:00 213 8 25 33 40 74 393
16:00 - 17:00 340 15 30 28 42 91 546
17:00 - 18:00 309 28 31 42 68 83 561
18:00 - 19:00 345 11 24 32 65 92 569
19:00 - 20:00 310 14 14 21 83 102 544
20:00 - 21:00 228 8 12 17 108 112 485
21:00 - 22:00 259 9 6 27 48 79 428
22:00 - 23:00 208 10 12 21 65 92 408
23:00 - 0:00 214 11 9 20 64 74 392
0:00 - 1:00 300 9 8 9 50 69 445
1:00 - 2:00 272 13 4 19 44 48 400
2:00 - 3:00 234 6 13 13 65 75 406
3:00 - 4:00 234 9 14 30 54 46 387
4:00 - 5:00 241 9 5 22 59 71 407
5:00 - 6:00 189 7 8 25 53 60 342
6:00 - 7:00 192 13 11 19 61 68 364
Total 5,897 323 447 639 1,260 1,921 10,487


SL-03 14-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 361 34 46 43 144 129 757
8:00 - 9:00 229 34 59 53 70 181 626
9:00 - 10:00 357 21 37 93 110 224 842
10:00 - 11:00 344 25 19 58 110 202 758
11:00 - 12:00 332 19 25 70 76 165 687
12:00 - 13:00 386 15 23 90 67 121 702
13:00 - 14:00 331 26 34 83 98 124 696
14:00 - 15:00 354 18 53 54 70 141 690
15:00 - 16:00 426 28 57 71 130 139 851
16:00 - 17:00 338 22 49 71 152 150 782
17:00 - 18:00 425 33 47 73 151 151 880
18:00 - 19:00 394 25 62 85 186 213 965
19:00 - 20:00 414 41 67 79 183 223 1,007
20:00 - 21:00 378 26 67 64 152 67 754
21:00 - 22:00 427 31 69 67 173 51 818
22:00 - 23:00 324 47 91 37 141 93 733
23:00 - 0:00 384 14 85 34 183 207 907
0:00 - 1:00 365 30 67 33 143 152 790
1:00 - 2:00 507 31 75 14 181 144 952
2:00 - 3:00 443 27 85 22 224 80 881
3:00 - 4:00 541 36 45 30 147 98 897
4:00 - 5:00 317 17 45 26 145 81 631
5:00 - 6:00 295 8 42 21 176 63 605
6:00 - 7:00 204 7 42 4 49 36 342
Total 8,876 615 1,291 1,275 3,261 3,235 18,553


SL-03 14-04-2012

TIME OF DAY Total
7:00 - 8:00 116 23 36 29 81 59 344
8:00 - 9:00 149 15 50 27 32 84 357
9:00 - 10:00 204 8 14 46 75 128 475
10:00 - 11:00 194 12 7 34 70 123 440
11:00 - 12:00 200 10 13 38 38 92 391
12:00 - 13:00 230 9 8 56 39 55 397
13:00 - 14:00 195 21 15 46 46 58 381
14:00 - 15:00 194 11 33 31 39 63 371
15:00 - 16:00 217 16 38 37 75 73 456
16:00 - 17:00 225 15 28 37 71 83 459
17:00 - 18:00 286 19 25 42 94 85 551
18:00 - 19:00 238 13 34 52 95 116 548
19:00 - 20:00 254 30 48 59 85 117 593
20:00 - 21:00 157 7 26 39 67 40 336
21:00 - 22:00 143 9 37 32 85 32 338
22:00 - 23:00 150 33 40 23 75 73 394
23:00 - 0:00 133 4 65 17 110 189 518
0:00 - 1:00 173 20 44 13 79 127 456
1:00 - 2:00 124 26 49 10 124 111 444
2:00 - 3:00 207 13 34 8 124 60 446
3:00 - 4:00 247 26 25 13 74 80 465
4:00 - 5:00 66 7 22 6 68 56 225
5:00 - 6:00 159 3 16 17 119 30 344
6:00 - 7:00 100 0 0 0 0 0 100
Total 4,361 350 707 712 1,765 1,934 9,829


TIME OF DAY Total
7:00 - 8:00 245 11 10 14 63 70 413
8:00 - 9:00 80 19 9 26 38 97 269
9:00 - 10:00 153 13 23 47 35 96 367
10:00 - 11:00 150 13 12 24 40 79 318
11:00 - 12:00 132 9 12 32 38 73 296
12:00 - 13:00 156 6 15 34 28 66 305
13:00 - 14:00 136 5 19 37 52 66 315
14:00 - 15:00 160 7 20 23 31 78 319
15:00 - 16:00 209 12 19 34 55 66 395
16:00 - 17:00 113 7 21 34 81 67 323
17:00 - 18:00 139 14 22 31 57 66 329
18:00 - 19:00 156 12 28 33 91 97 417
19:00 - 20:00 160 11 19 20 98 106 414
20:00 - 21:00 221 19 41 25 85 27 418
21:00 - 22:00 284 22 32 35 88 19 480
22:00 - 23:00 174 14 51 14 66 20 339
23:00 - 0:00 251 10 20 17 73 18 389
0:00 - 1:00 192 10 23 20 64 25 334
1:00 - 2:00 383 5 26 4 57 33 508
2:00 - 3:00 236 14 51 14 100 20 435
3:00 - 4:00 294 10 20 17 73 18 432
4:00 - 5:00 251 10 23 20 77 25 406
5:00 - 6:00 136 5 26 4 57 33 261
6:00 - 7:00 104 7 42 4 49 36 242
Total 4,515 265 584 563 1,496 1,301 8,724


SL-03 15-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 323 18 63 65 52 151 672
8:00 - 9:00 260 31 33 59 113 179 675
9:00 - 10:00 315 22 38 62 123 255 815
10:00 - 11:00 504 22 53 71 111 237 998
11:00 - 12:00 506 21 34 73 88 184 906
12:00 - 13:00 561 30 21 75 93 172 952
13:00 - 14:00 519 35 19 81 58 180 892
14:00 - 15:00 415 25 45 71 73 118 747
15:00 - 16:00 423 22 49 56 103 118 771
16:00 - 17:00 573 39 57 81 154 144 1,048
17:00 - 18:00 651 45 59 81 113 128 1,077
18:00 - 19:00 715 41 33 76 115 130 1,110
19:00 - 20:00 600 54 30 79 145 143 1,051
20:00 - 21:00 297 16 60 46 145 133 697
21:00 - 22:00 330 21 105 51 302 93 902
22:00 - 23:00 277 25 120 40 253 122 837
23:00 - 0:00 289 28 73 42 159 113 704
0:00 - 1:00 292 20 61 33 130 112 648
1:00 - 2:00 257 12 64 16 112 71 532
2:00 - 3:00 291 16 65 17 125 87 601
3:00 - 4:00 322 22 60 17 133 66 620
4:00 - 5:00 217 16 34 18 134 83 502
5:00 - 6:00 277 11 117 15 231 87 738
6:00 - 7:00 188 11 61 1 119 76 456
Total 9,402 603 1,354 1,226 3,184 3,182 18,951


SL-03 15-04-2012

TIME OF DAY Total
7:00 - 8:00 205 9 31 31 32 46 354
8:00 - 9:00 181 12 12 34 73 82 394
9:00 - 10:00 191 9 15 28 83 169 495
10:00 - 11:00 287 7 22 41 82 151 590
11:00 - 12:00 267 3 14 36 41 105 466
12:00 - 13:00 295 5 7 28 43 92 470
13:00 - 14:00 265 7 8 51 24 89 444
14:00 - 15:00 229 8 29 34 36 57 393
15:00 - 16:00 205 9 26 27 39 44 350
16:00 - 17:00 224 11 35 42 94 53 459
17:00 - 18:00 243 17 20 37 60 45 422
18:00 - 19:00 274 10 10 44 40 38 416
19:00 - 20:00 258 14 7 48 48 41 416
20:00 - 21:00 217 8 33 26 65 21 370
21:00 - 22:00 223 14 29 34 77 14 391
22:00 - 23:00 145 20 41 25 55 30 316
23:00 - 0:00 169 13 46 12 73 39 352
0:00 - 1:00 110 10 39 9 69 43 280
1:00 - 2:00 69 6 37 4 45 23 184
2:00 - 3:00 80 6 21 3 36 12 158
3:00 - 4:00 84 11 28 2 53 20 198
4:00 - 5:00 70 5 12 0 54 12 153
5:00 - 6:00 156 9 76 12 80 27 360
6:00 - 7:00 44 2 20 0 48 8 122
Total 4,491 225 618 608 1,350 1,261 8,553


TIME OF DAY Total
7:00 - 8:00 118 9 32 34 20 105 318
8:00 - 9:00 79 19 21 25 40 97 281
9:00 - 10:00 124 13 23 34 40 86 320
10:00 - 11:00 217 15 31 30 29 86 408
11:00 - 12:00 239 18 20 37 47 79 440
12:00 - 13:00 266 25 14 47 50 80 482
13:00 - 14:00 254 28 11 30 34 91 448
14:00 - 15:00 186 17 16 37 37 61 354
15:00 - 16:00 218 13 23 29 64 74 421
16:00 - 17:00 349 28 22 39 60 91 589
17:00 - 18:00 408 28 39 44 53 83 655
18:00 - 19:00 441 31 23 32 75 92 694
19:00 - 20:00 342 40 23 31 97 102 635
20:00 - 21:00 80 8 27 20 80 112 327
21:00 - 22:00 107 7 76 17 225 79 511
22:00 - 23:00 132 5 79 15 198 92 521
23:00 - 0:00 120 15 27 30 86 74 352
0:00 - 1:00 182 10 22 24 61 69 368
1:00 - 2:00 188 6 27 12 67 48 348
2:00 - 3:00 211 10 44 14 89 75 443
3:00 - 4:00 238 11 32 15 80 46 422
4:00 - 5:00 147 11 22 18 80 71 349
5:00 - 6:00 121 2 41 3 151 60 378
6:00 - 7:00 144 9 41 1 71 68 334
Total 4,911 378 736 618 1,834 1,921 10,398


SL-03 16-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 323 28 91 65 60 68 635
8:00 - 9:00 392 48 40 74 79 127 760
9:00 - 10:00 508 31 38 72 61 153 863
10:00 - 11:00 514 42 37 91 42 95 821
11:00 - 12:00 556 30 39 61 51 126 863
12:00 - 13:00 476 23 64 64 55 106 788
13:00 - 14:00 329 32 50 68 33 87 599
14:00 - 15:00 325 22 73 50 79 94 643
15:00 - 16:00 338 41 93 78 104 174 828
16:00 - 17:00 499 46 62 63 63 126 859
17:00 - 18:00 521 41 93 78 105 130 968
18:00 - 19:00 671 48 104 83 123 149 1,178
19:00 - 20:00 558 65 112 143 114 128 1,120
20:00 - 21:00 381 31 144 53 328 305 1,242
21:00 - 22:00 301 21 85 34 219 224 884
22:00 - 23:00 235 18 59 26 207 158 703
23:00 - 0:00 387 17 54 20 274 262 1,014
0:00 - 1:00 268 15 80 10 282 292 947
1:00 - 2:00 246 9 69 14 208 180 726
2:00 - 3:00 247 16 66 29 168 166 692
3:00 - 4:00 359 19 59 34 187 102 760
4:00 - 5:00 270 20 69 33 153 153 698
5:00 - 6:00 315 26 48 46 186 88 709
6:00 - 7:00 178 8 72 4 147 114 523
Total 9,197 697 1,701 1,293 3,328 3,607 19,823


SL-03 16-04-2012

TIME OF DAY Total
7:00 - 8:00 227 16 48 27 39 23 380
8:00 - 9:00 127 18 9 41 34 39 268
9:00 - 10:00 261 13 9 44 24 34 385
10:00 - 11:00 244 13 7 40 22 31 357
11:00 - 12:00 212 15 20 28 26 25 326
12:00 - 13:00 218 7 8 30 25 20 308
13:00 - 14:00 153 13 21 37 17 13 254
14:00 - 15:00 153 5 27 19 42 23 269
15:00 - 16:00 151 14 30 20 56 34 305
16:00 - 17:00 202 27 30 33 34 55 381
17:00 - 18:00 277 27 50 44 68 51 517
18:00 - 19:00 324 24 43 54 85 47 577
19:00 - 20:00 325 40 59 106 83 67 680
20:00 - 21:00 245 24 53 35 107 40 504
21:00 - 22:00 188 17 37 30 113 92 477
22:00 - 23:00 134 15 44 24 138 32 387
23:00 - 0:00 139 11 42 19 187 165 563
0:00 - 1:00 81 8 63 10 203 182 547
1:00 - 2:00 116 1 39 2 122 114 394
2:00 - 3:00 67 2 27 4 98 106 304
3:00 - 4:00 95 2 9 0 106 72 284
4:00 - 5:00 67 5 46 6 75 98 297
5:00 - 6:00 115 4 25 14 106 48 312
6:00 - 7:00 51 1 27 0 99 84 262
Total 4,172 322 773 667 1,909 1,495 9,338


TIME OF DAY Total
7:00 - 8:00 96 12 43 38 21 45 255
8:00 - 9:00 265 30 31 33 45 88 492
9:00 - 10:00 247 18 29 28 37 119 478
10:00 - 11:00 270 29 30 51 20 64 464
11:00 - 12:00 344 15 19 33 25 101 537
12:00 - 13:00 258 16 56 34 30 86 480
13:00 - 14:00 176 19 29 31 16 74 345
14:00 - 15:00 172 17 46 31 37 71 374
15:00 - 16:00 187 27 63 58 48 140 523
16:00 - 17:00 297 19 32 30 29 71 478
17:00 - 18:00 244 14 43 34 37 79 451
18:00 - 19:00 347 24 61 29 38 102 601
19:00 - 20:00 233 25 53 37 31 61 440
20:00 - 21:00 136 7 91 18 221 265 738
21:00 - 22:00 113 4 48 4 106 132 407
22:00 - 23:00 101 3 15 2 69 126 316
23:00 - 0:00 248 6 12 1 87 97 451
0:00 - 1:00 187 7 17 0 79 110 400
1:00 - 2:00 130 8 30 12 86 66 332
2:00 - 3:00 180 14 39 25 70 60 388
3:00 - 4:00 264 17 50 34 81 30 476
4:00 - 5:00 203 15 23 27 78 55 401
5:00 - 6:00 200 22 23 32 80 40 397
6:00 - 7:00 127 7 45 4 48 30 261
Total 5,025 375 928 626 1,419 2,112 10,485


SL-03 17-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 317 35 56 64 140 78 690
8:00 - 9:00 392 32 65 74 164 209 936
9:00 - 10:00 454 30 47 68 101 213 913
10:00 - 11:00 529 25 53 87 92 192 978
11:00 - 12:00 408 33 47 75 88 164 815
12:00 - 13:00 355 21 57 67 102 184 786
13:00 - 14:00 297 21 51 62 95 156 682
14:00 - 15:00 370 28 64 59 100 113 734
15:00 - 16:00 367 34 66 56 117 171 811
16:00 - 17:00 340 28 57 59 140 153 777
17:00 - 18:00 522 40 100 70 114 129 975
18:00 - 19:00 548 25 153 101 143 177 1,147
19:00 - 20:00 357 45 119 88 156 169 934
20:00 - 21:00 543 29 82 77 167 81 979
21:00 - 22:00 489 35 122 59 138 67 910
22:00 - 23:00 376 31 128 52 163 91 841
23:00 - 0:00 378 44 104 56 282 239 1,103
0:00 - 1:00 380 25 93 51 192 192 933
1:00 - 2:00 323 27 68 33 179 121 751
2:00 - 3:00 339 25 92 42 142 148 788
3:00 - 4:00 277 25 62 43 142 143 692
4:00 - 5:00 391 30 81 50 197 132 881
5:00 - 6:00 386 24 74 59 193 114 850
6:00 - 7:00 336 21 63 36 208 156 820
Total 9,474 713 1,904 1,488 3,555 3,592 20,726


SL-03 17-04-2012

TIME OF DAY Total
7:00 - 8:00 155 24 39 35 54 56 363
8:00 - 9:00 179 22 23 42 98 129 493
9:00 - 10:00 205 15 10 41 66 133 470
10:00 - 11:00 240 19 15 55 63 133 525
11:00 - 12:00 163 17 18 50 54 97 399
12:00 - 13:00 153 11 20 35 60 99 378
13:00 - 14:00 112 11 15 37 65 80 320
14:00 - 15:00 165 16 27 27 66 49 350
15:00 - 16:00 197 20 19 28 79 85 428
16:00 - 17:00 208 20 25 39 84 91 467
17:00 - 18:00 224 20 50 42 81 75 492
18:00 - 19:00 298 15 35 64 81 70 563
19:00 - 20:00 169 32 28 58 90 68 445
20:00 - 21:00 200 10 42 40 121 55 468
21:00 - 22:00 177 16 38 29 81 23 364
22:00 - 23:00 145 12 37 22 119 65 400
23:00 - 0:00 142 14 37 24 236 191 644
0:00 - 1:00 117 6 44 11 119 138 435
1:00 - 2:00 84 2 31 2 104 92 315
2:00 - 3:00 84 2 25 0 90 79 280
3:00 - 4:00 73 2 14 0 96 91 276
4:00 - 5:00 84 8 9 13 108 87 309
5:00 - 6:00 107 3 18 11 83 67 289
6:00 - 7:00 41 3 16 7 106 112 285
Total 3,722 320 635 712 2,204 2,165 9,758


TIME OF DAY Total
7:00 - 8:00 162 11 17 29 86 22 327
8:00 - 9:00 213 10 42 32 66 80 443
9:00 - 10:00 249 15 37 27 35 80 443
10:00 - 11:00 289 6 38 32 29 59 453
11:00 - 12:00 245 16 29 25 34 67 416
12:00 - 13:00 202 10 37 32 42 85 408
13:00 - 14:00 185 10 36 25 30 76 362
14:00 - 15:00 205 12 37 32 34 64 384
15:00 - 16:00 170 14 47 28 38 86 383
16:00 - 17:00 132 8 32 20 56 62 310
17:00 - 18:00 298 20 50 28 33 54 483
18:00 - 19:00 250 10 118 37 62 107 584
19:00 - 20:00 188 13 91 30 66 101 489
20:00 - 21:00 343 19 40 37 46 26 511
21:00 - 22:00 312 19 84 30 57 44 546
22:00 - 23:00 231 19 91 30 44 26 441
23:00 - 0:00 236 30 67 32 46 48 459
0:00 - 1:00 263 19 49 40 73 54 498
1:00 - 2:00 239 25 37 31 75 29 436
2:00 - 3:00 255 23 67 42 52 69 508
3:00 - 4:00 204 23 48 43 46 52 416
4:00 - 5:00 307 22 72 37 89 45 572
5:00 - 6:00 279 21 56 48 110 47 561
6:00 - 7:00 295 18 47 29 102 44 535
Total 5,752 393 1,269 776 1,351 1,427 10,968


SL-03 18-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 396 24 39 59 80 87 685
8:00 - 9:00 419 37 105 88 160 239 1,048
9:00 - 10:00 395 28 55 68 134 272 952
10:00 - 11:00 425 33 33 104 73 182 850
11:00 - 12:00 418 32 43 77 60 151 781
12:00 - 13:00 417 28 37 67 112 202 863
13:00 - 14:00 409 18 57 125 83 128 820
14:00 - 15:00 473 25 64 75 83 127 847
15:00 - 16:00 386 35 98 61 141 174 895
16:00 - 17:00 420 35 78 71 103 167 874
17:00 - 18:00 465 42 131 71 179 248 1,136
18:00 - 19:00 475 34 97 79 170 205 1,060
19:00 - 20:00 375 34 111 83 163 235 1,001
20:00 - 21:00 444 41 138 73 174 122 992
21:00 - 22:00 428 33 84 112 147 84 888
22:00 - 23:00 444 48 108 99 221 156 1,076
23:00 - 0:00 379 41 185 56 295 342 1,298
0:00 - 1:00 439 50 130 112 180 209 1,120
1:00 - 2:00 376 30 137 82 132 190 947
2:00 - 3:00 291 69 97 57 210 203 927
3:00 - 4:00 330 45 90 55 190 181 891
4:00 - 5:00 437 28 76 57 187 124 909
5:00 - 6:00 389 23 48 78 173 97 808
6:00 - 7:00 215 25 78 45 106 97 566
Total 9,645 838 2,119 1,854 3,556 4,222 22,234


SL-03 18-04-2012

TIME OF DAY Total
7:00 - 8:00 250 15 8 29 48 44 394
8:00 - 9:00 157 19 22 46 76 123 443
9:00 - 10:00 171 12 1 28 59 170 441
10:00 - 11:00 187 20 12 71 35 102 427
11:00 - 12:00 168 16 22 42 42 87 377
12:00 - 13:00 171 15 13 38 80 102 419
13:00 - 14:00 210 8 23 27 63 71 402
14:00 - 15:00 267 12 21 42 43 46 431
15:00 - 16:00 168 22 44 28 84 62 408
16:00 - 17:00 170 24 25 41 51 58 369
17:00 - 18:00 187 26 36 41 84 111 485
18:00 - 19:00 178 24 19 43 98 84 446
19:00 - 20:00 159 28 29 59 95 99 469
20:00 - 21:00 243 15 73 33 123 80 567
21:00 - 22:00 242 11 47 28 109 40 477
22:00 - 23:00 161 20 57 16 167 98 519
23:00 - 0:00 126 6 66 17 250 278 743
0:00 - 1:00 102 4 41 9 155 148 459
1:00 - 2:00 67 3 49 9 87 142 357
2:00 - 3:00 74 2 41 3 151 149 420
3:00 - 4:00 57 12 38 0 92 114 313
4:00 - 5:00 83 4 38 2 85 63 275
5:00 - 6:00 126 5 13 8 98 43 293
6:00 - 7:00 43 3 30 3 33 35 147
Total 3,767 326 768 663 2,208 2,349 10,081


TIME OF DAY Total
7:00 - 8:00 146 9 31 30 32 43 291
8:00 - 9:00 262 18 83 42 84 116 605
9:00 - 10:00 224 16 54 40 75 102 511
10:00 - 11:00 238 13 21 33 38 80 423
11:00 - 12:00 250 16 21 35 18 64 404
12:00 - 13:00 246 13 24 29 32 100 444
13:00 - 14:00 199 10 34 98 20 57 418
14:00 - 15:00 206 13 43 33 40 81 416
15:00 - 16:00 218 13 54 33 57 112 487
16:00 - 17:00 250 11 53 30 52 109 505
17:00 - 18:00 278 16 95 30 95 137 651
18:00 - 19:00 297 10 78 36 72 121 614
19:00 - 20:00 216 6 82 24 68 136 532
20:00 - 21:00 201 26 65 40 51 42 425
21:00 - 22:00 186 22 37 84 38 44 411
22:00 - 23:00 283 28 51 83 54 58 557
23:00 - 0:00 253 35 119 39 45 64 555
0:00 - 1:00 337 46 89 103 25 61 661
1:00 - 2:00 309 27 88 73 45 48 590
2:00 - 3:00 217 67 56 54 59 54 507
3:00 - 4:00 273 33 52 55 98 67 578
4:00 - 5:00 354 24 38 55 102 61 634
5:00 - 6:00 263 18 35 70 75 54 515
6:00 - 7:00 172 22 48 42 73 62 419
Total 5,878 512 1,351 1,191 1,348 1,873 12,153


SL-03 19-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 378 27 65 56 125 45 696
8:00 - 9:00 618 36 80 69 113 166 1,082
9:00 - 10:00 557 24 52 77 125 234 1,069
10:00 - 11:00 526 32 50 96 107 230 1,041
11:00 - 12:00 464 38 34 78 131 159 904
12:00 - 13:00 441 37 33 58 108 190 867
13:00 - 14:00 406 40 49 71 96 168 830
14:00 - 15:00 505 33 73 79 150 154 994
15:00 - 16:00 417 29 91 62 149 194 942
16:00 - 17:00 546 26 102 79 142 202 1,097
17:00 - 18:00 578 38 156 85 172 198 1,227
18:00 - 19:00 586 54 83 94 109 179 1,105
19:00 - 20:00 444 43 54 91 133 197 962
20:00 - 21:00 271 115 256 64 139 113 958
21:00 - 22:00 225 68 168 58 155 95 769
22:00 - 23:00 174 49 190 53 167 104 737
23:00 - 0:00 498 39 159 43 272 318 1,329
0:00 - 1:00 479 27 151 52 178 257 1,144
1:00 - 2:00 430 25 124 33 143 177 932
2:00 - 3:00 433 22 52 25 151 144 827
3:00 - 4:00 519 24 50 30 145 163 931
4:00 - 5:00 548 30 61 39 126 89 893
5:00 - 6:00 480 23 93 41 120 96 853
6:00 - 7:00 122 7 62 4 85 107 387
Total 10,645 619 2,288 1,437 3,341 3,979 22,576


SL-03 19-04-2012

TIME OF DAY Total
7:00 - 8:00 155 11 17 29 86 22 320
8:00 - 9:00 220 27 12 36 53 35 383
9:00 - 10:00 166 10 6 45 35 126 388
10:00 - 11:00 199 17 19 59 83 131 508
11:00 - 12:00 243 36 15 55 92 93 534
12:00 - 13:00 197 23 22 33 60 102 437
13:00 - 14:00 142 18 6 36 45 70 317
14:00 - 15:00 172 16 40 39 74 66 407
15:00 - 16:00 175 24 33 33 77 103 445
16:00 - 17:00 240 19 32 43 71 82 487
17:00 - 18:00 297 24 42 51 82 80 576
18:00 - 19:00 233 35 26 51 67 86 498
19:00 - 20:00 199 32 20 59 77 98 485
20:00 - 21:00 225 15 23 32 74 45 414
21:00 - 22:00 175 24 22 32 102 46 401
22:00 - 23:00 114 14 33 25 97 52 335
23:00 - 0:00 118 7 76 17 225 258 701
0:00 - 1:00 117 4 61 10 117 181 490
1:00 - 2:00 77 2 23 1 81 109 293
2:00 - 3:00 84 7 14 2 85 103 295
3:00 - 4:00 69 5 12 0 87 111 284
4:00 - 5:00 88 7 26 7 77 54 259
5:00 - 6:00 122 8 39 13 70 59 311
6:00 - 7:00 46 0 20 0 36 71 173
Total 3,873 385 639 708 1,953 2,183 9,741


TIME OF DAY Total
7:00 - 8:00 223 16 48 27 39 23 376
8:00 - 9:00 398 9 68 33 60 131 699
9:00 - 10:00 391 14 46 32 90 108 681
10:00 - 11:00 327 15 31 37 24 99 533
11:00 - 12:00 221 2 19 23 39 66 370
12:00 - 13:00 244 14 11 25 48 88 430
13:00 - 14:00 264 22 43 35 51 98 513
14:00 - 15:00 333 17 33 40 76 88 587
15:00 - 16:00 242 5 58 29 72 91 497
16:00 - 17:00 306 7 70 36 71 120 610
17:00 - 18:00 281 14 114 34 90 118 651
18:00 - 19:00 353 19 57 43 42 93 607
19:00 - 20:00 245 11 34 32 56 99 477
20:00 - 21:00 46 100 233 32 65 68 544
21:00 - 22:00 50 44 146 26 53 49 368
22:00 - 23:00 60 35 157 28 70 52 402
23:00 - 0:00 380 32 83 26 47 60 628
0:00 - 1:00 362 23 90 42 61 76 654
1:00 - 2:00 353 23 101 32 62 68 639
2:00 - 3:00 349 15 38 23 66 41 532
3:00 - 4:00 450 19 38 30 58 52 647
4:00 - 5:00 460 23 35 32 49 35 634
5:00 - 6:00 358 15 54 28 50 37 542
6:00 - 7:00 76 7 42 4 49 36 214
Total 6,772 501 1,649 729 1,388 1,796 12,835


SL-04 22-04-2012
Survey Location: Super Highway HYD Toll Plaza SL-04
Direction : Both

TIME OF DAY Total
7:00 - 8:00 360 25 46 56 104 82 673
8:00 - 9:00 427 37 74 72 175 121 906
9:00 - 10:00 498 36 75 83 147 131 970
10:00 - 11:00 486 26 50 67 143 173 945
11:00 - 12:00 656 31 66 110 142 164 1,169
12:00 - 13:00 465 28 49 64 140 153 899
13:00 - 14:00 430 39 29 79 160 182 920
14:00 - 15:00 450 27 35 53 137 148 850
15:00 - 16:00 402 35 36 77 91 119 760
16:00 - 17:00 423 35 53 75 132 135 853
17:00 - 18:00 626 29 44 53 169 143 1,065
18:00 - 19:00 600 49 56 68 104 114 991
19:00 - 20:00 486 45 69 67 207 149 1,023
20:00 - 21:00 505 35 39 70 113 90 852
21:00 - 22:00 384 35 64 67 156 96 802
22:00 - 23:00 333 18 52 29 218 103 753
23:00 - 0:00 373 11 34 44 116 95 674
0:00 - 1:00 265 8 21 29 151 129 604
1:00 - 2:00 190 10 9 41 305 151 707
2:00 - 3:00 100 3 25 17 182 79 405
3:00 - 4:00 71 8 30 20 119 89 337
4:00 - 5:00 94 13 22 51 64 61 305
5:00 - 6:00 108 16 34 62 40 86 346
6:00 - 7:00 204 9 47 60 74 148 542
Total 8,935 608 1,063 1,414 3,391 2,941 18,351


SL-04 22-04-2012

TIME OF DAY Total
7:00 - 8:00 242 2 5 29 49 42 368
8:00 - 9:00 243 14 30 44 105 78 514
9:00 - 10:00 284 10 26 48 102 108 578
10:00 - 11:00 296 3 29 36 117 128 609
11:00 - 12:00 431 11 30 74 91 117 754
12:00 - 13:00 246 8 32 32 64 101 483
13:00 - 14:00 196 14 17 40 64 108 439
14:00 - 15:00 208 4 11 20 75 83 400
15:00 - 16:00 175 3 17 28 50 62 336
16:00 - 17:00 193 7 21 33 78 61 393
17:00 - 18:00 213 4 7 22 90 44 380
18:00 - 19:00 256 16 22 34 47 37 412
19:00 - 20:00 232 13 43 39 91 36 454
20:00 - 21:00 216 9 15 41 58 28 367
21:00 - 22:00 124 16 21 46 93 17 316
22:00 - 23:00 132 8 8 26 141 23 338
23:00 - 0:00 217 2 16 35 82 46 399
0:00 - 1:00 169 7 7 21 59 24 287
1:00 - 2:00 124 5 4 37 105 36 311
2:00 - 3:00 81 3 10 14 47 34 188
3:00 - 4:00 50 3 16 14 27 43 153
4:00 - 5:00 68 8 8 26 20 24 154
5:00 - 6:00 66 7 18 18 12 37 158
6:00 - 7:00 68 4 25 18 24 51 189
Total 4,529 181 439 773 1,692 1,368 8,982


TIME OF DAY Total
7:00 - 8:00 119 23 41 27 56 40 305
8:00 - 9:00 184 23 44 28 70 43 392
9:00 - 10:00 213 26 49 35 45 23 392
10:00 - 11:00 190 23 21 30 26 45 336
11:00 - 12:00 225 20 36 36 51 47 415
12:00 - 13:00 218 20 17 33 76 52 416
13:00 - 14:00 234 25 12 39 96 74 481
14:00 - 15:00 242 23 24 33 63 65 450
15:00 - 16:00 227 32 19 49 41 57 424
16:00 - 17:00 230 28 32 42 54 74 460
17:00 - 18:00 414 25 37 31 79 99 685
18:00 - 19:00 344 33 35 34 57 77 579
19:00 - 20:00 254 32 26 29 115 113 569
20:00 - 21:00 289 26 24 29 56 62 485
21:00 - 22:00 260 19 43 22 63 79 485
22:00 - 23:00 201 10 44 3 76 80 414
23:00 - 0:00 156 9 18 9 34 49 275
0:00 - 1:00 96 1 14 8 92 105 317
1:00 - 2:00 67 5 5 3 200 115 395
2:00 - 3:00 20 0 15 3 135 45 217
3:00 - 4:00 21 5 14 6 92 46 184
4:00 - 5:00 26 5 14 25 44 37 151
5:00 - 6:00 42 9 16 45 28 49 188
6:00 - 7:00 136 5 22 43 50 97 353
Total 4,406 427 624 641 1,699 1,573 9,370


SL-04 23-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 412 19 52 68 117 133 802
8:00 - 9:00 515 24 24 63 103 127 856
9:00 - 10:00 524 21 53 42 138 114 892
10:00 - 11:00 499 20 30 59 87 105 801
11:00 - 12:00 446 49 9 76 99 86 766
12:00 - 13:00 422 25 22 65 94 98 726
13:00 - 14:00 456 19 57 68 135 93 828
14:00 - 15:00 417 22 43 80 108 91 761
15:00 - 16:00 489 16 47 63 123 78 815
16:00 - 17:00 365 32 50 111 192 143 893
17:00 - 18:00 305 28 33 62 96 58 582
18:00 - 19:00 578 22 52 72 121 100 945
19:00 - 20:00 565 30 34 48 130 115 921
20:00 - 21:00 552 23 31 60 111 130 907
21:00 - 22:00 516 29 46 73 160 171 995
22:00 - 23:00 323 18 39 54 174 104 712
23:00 - 0:00 223 19 40 30 161 110 583
0:00 - 1:00 303 2 14 29 187 112 647
1:00 - 2:00 204 5 27 21 198 123 578
2:00 - 3:00 162 13 36 25 175 122 533
3:00 - 4:00 149 7 34 32 181 119 522
4:00 - 5:00 163 14 34 75 173 115 573
5:00 - 6:00 183 15 21 93 172 141 624
6:00 - 7:00 179 10 45 44 146 127 551
Total 8,952 482 873 1,413 3,382 2,715 17,816


SL-04 23-04-2012

TIME OF DAY Total
7:00 - 8:00 136 5 19 22 38 51 271
8:00 - 9:00 257 11 14 31 35 54 402
9:00 - 10:00 267 5 22 27 57 45 423
10:00 - 11:00 214 7 21 31 33 50 355
11:00 - 12:00 253 27 2 44 22 30 378
12:00 - 13:00 163 14 10 35 37 29 288
13:00 - 14:00 148 9 13 31 54 22 276
14:00 - 15:00 180 13 13 40 44 34 324
15:00 - 16:00 211 6 17 29 52 25 340
16:00 - 17:00 175 20 28 66 95 70 454
17:00 - 18:00 192 20 10 33 37 21 312
18:00 - 19:00 274 13 34 45 76 45 487
19:00 - 20:00 233 18 4 29 57 51 392
20:00 - 21:00 289 6 6 43 58 37 439
21:00 - 22:00 316 18 17 63 60 56 530
22:00 - 23:00 200 16 2 45 105 31 399
23:00 - 0:00 131 13 7 24 98 50 323
0:00 - 1:00 221 1 0 28 112 52 414
1:00 - 2:00 119 4 16 17 117 78 351
2:00 - 3:00 117 9 18 17 116 71 348
3:00 - 4:00 112 5 16 15 105 76 329
4:00 - 5:00 95 11 15 26 109 73 328
5:00 - 6:00 138 6 3 31 91 68 337
6:00 - 7:00 75 3 9 1 79 60 227
Total 4,516 260 316 772 1,685 1,179 8,728


TIME OF DAY Total
7:00 - 8:00 276 14 33 47 79 82 531
8:00 - 9:00 259 13 10 33 68 73 455
9:00 - 10:00 257 16 31 15 81 69 469
10:00 - 11:00 285 13 9 29 54 55 445
11:00 - 12:00 193 22 7 33 78 56 388
12:00 - 13:00 259 11 12 30 58 69 438
13:00 - 14:00 309 10 44 37 81 71 552
14:00 - 15:00 237 9 30 40 64 57 438
15:00 - 16:00 279 10 29 33 71 53 475
16:00 - 17:00 190 12 22 45 97 73 439
17:00 - 18:00 113 8 23 29 59 37 269
18:00 - 19:00 305 9 18 27 45 55 458
19:00 - 20:00 332 12 30 19 73 64 529
20:00 - 21:00 263 17 25 18 53 93 468
21:00 - 22:00 199 11 29 9 101 115 464
22:00 - 23:00 123 2 37 9 69 73 314
23:00 - 0:00 92 6 33 6 63 60 260
0:00 - 1:00 82 1 14 1 76 60 234
1:00 - 2:00 85 1 11 4 81 45 227
2:00 - 3:00 45 4 18 7 59 51 185
3:00 - 4:00 37 2 18 18 76 43 193
4:00 - 5:00 67 3 19 49 64 42 245
5:00 - 6:00 45 9 18 62 81 73 288
6:00 - 7:00 104 7 36 43 68 67 324
Total 4,436 222 557 641 1,697 1,536 9,088


SL-04 24-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 227 16 37 48 114 123 566
8:00 - 9:00 461 13 28 53 104 99 757
9:00 - 10:00 462 21 26 69 84 102 764
10:00 - 11:00 507 18 53 69 150 222 1,018
11:00 - 12:00 425 27 44 79 143 141 860
12:00 - 13:00 382 15 26 49 137 137 746
13:00 - 14:00 365 17 65 51 134 162 794
14:00 - 15:00 453 23 47 76 96 123 819
15:00 - 16:00 425 33 34 71 91 130 784
16:00 - 17:00 557 20 35 72 97 103 884
17:00 - 18:00 608 31 42 89 140 117 1,028
18:00 - 19:00 643 21 32 68 117 150 1,032
19:00 - 20:00 664 21 43 63 127 112 1,031
20:00 - 21:00 599 22 53 64 218 138 1,093
21:00 - 22:00 426 12 85 51 164 102 840
22:00 - 23:00 357 13 70 57 137 104 737
23:00 - 0:00 309 15 37 63 143 88 655
0:00 - 1:00 230 10 26 49 190 119 624
1:00 - 2:00 211 11 24 32 128 97 502
2:00 - 3:00 166 8 21 35 137 96 464
3:00 - 4:00 113 11 22 25 120 75 367
4:00 - 5:00 97 8 24 38 155 117 439
5:00 - 6:00 130 11 42 69 263 166 681
6:00 - 7:00 133 12 44 75 200 124 589
Total 8,950 409 962 1,416 3,389 2,947 18,073


SL-04 24-04-2012

TIME OF DAY Total
7:00 - 8:00 76 1 6 7 54 61 206
8:00 - 9:00 152 4 3 25 58 45 286
9:00 - 10:00 151 8 10 35 31 45 281
10:00 - 11:00 185 12 24 44 102 155 522
11:00 - 12:00 170 8 21 39 98 89 426
12:00 - 13:00 144 6 16 26 91 82 365
13:00 - 14:00 165 3 17 16 69 82 352
14:00 - 15:00 211 4 12 38 45 72 382
15:00 - 16:00 215 14 14 35 48 71 396
16:00 - 17:00 335 7 11 32 45 52 482
17:00 - 18:00 361 5 8 41 72 54 541
18:00 - 19:00 370 9 5 38 55 79 556
19:00 - 20:00 373 10 10 35 70 65 563
20:00 - 21:00 298 11 3 51 129 76 568
21:00 - 22:00 237 5 44 47 87 56 476
22:00 - 23:00 188 12 21 51 63 44 379
23:00 - 0:00 194 9 10 47 68 54 382
0:00 - 1:00 136 5 5 31 106 67 349
1:00 - 2:00 146 4 4 16 52 29 251
2:00 - 3:00 114 3 0 22 26 32 197
3:00 - 4:00 82 3 0 16 22 6 129
4:00 - 5:00 55 1 2 15 52 43 167
5:00 - 6:00 100 4 20 39 146 100 410
6:00 - 7:00 72 3 18 28 100 62 283
Total 4,532 151 283 774 1,691 1,521 8,951


TIME OF DAY Total
7:00 - 8:00 151 15 31 41 60 62 360
8:00 - 9:00 308 9 25 28 46 54 471
9:00 - 10:00 311 13 16 34 52 57 483
10:00 - 11:00 321 6 29 25 48 67 496
11:00 - 12:00 255 19 23 40 45 52 434
12:00 - 13:00 238 9 10 23 46 55 381
13:00 - 14:00 200 14 48 35 65 80 442
14:00 - 15:00 243 19 35 38 51 51 437
15:00 - 16:00 210 19 20 36 43 59 387
16:00 - 17:00 221 13 24 40 52 51 402
17:00 - 18:00 248 26 34 49 68 63 487
18:00 - 19:00 274 12 27 31 62 71 476
19:00 - 20:00 290 11 33 28 57 47 467
20:00 - 21:00 300 11 50 12 89 62 525
21:00 - 22:00 189 7 41 5 77 46 364
22:00 - 23:00 169 1 49 6 74 60 359
23:00 - 0:00 114 6 27 16 75 34 273
0:00 - 1:00 94 5 21 18 85 52 275
1:00 - 2:00 65 7 20 16 75 68 251
2:00 - 3:00 52 5 21 14 111 64 267
3:00 - 4:00 31 8 22 9 98 69 238
4:00 - 5:00 42 7 22 24 103 74 272
5:00 - 6:00 30 7 22 29 117 66 271
6:00 - 7:00 61 9 26 47 100 62 305
Total 4,419 258 679 642 1,699 1,426 9,122


SL-04 25-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 256 17 41 61 211 154 740
8:00 - 9:00 365 21 29 64 117 97 693
9:00 - 10:00 568 25 18 85 219 139 1,053
10:00 - 11:00 599 27 24 91 170 163 1,073
11:00 - 12:00 607 27 31 120 175 167 1,128
12:00 - 13:00 538 23 37 135 139 149 1,021
13:00 - 14:00 444 16 31 71 66 95 723
14:00 - 15:00 325 19 44 76 108 119 692
15:00 - 16:00 462 21 47 104 141 144 919
16:00 - 17:00 500 26 55 87 152 142 961
17:00 - 18:00 569 23 30 61 166 126 975
18:00 - 19:00 710 22 55 83 164 150 1,184
19:00 - 20:00 561 27 39 105 149 126 1,006
20:00 - 21:00 474 8 43 45 152 99 820
21:00 - 22:00 389 6 69 15 165 87 730
22:00 - 23:00 356 4 54 24 121 109 667
23:00 - 0:00 300 3 28 12 134 100 577
0:00 - 1:00 192 11 23 47 149 134 556
1:00 - 2:00 148 6 17 15 141 129 456
2:00 - 3:00 122 2 19 6 108 64 322
3:00 - 4:00 74 5 22 9 86 58 254
4:00 - 5:00 58 5 14 8 80 54 219
5:00 - 6:00 129 5 26 35 112 125 432
6:00 - 7:00 214 10 56 56 166 127 629
Total 8,960 359 852 1,414 3,389 2,857 17,831


SL-04 25-04-2012

TIME OF DAY Total
7:00 - 8:00 131 2 19 15 150 97 413
8:00 - 9:00 131 6 8 27 53 60 285
9:00 - 10:00 239 6 4 36 161 94 540
10:00 - 11:00 333 10 9 54 112 130 649
11:00 - 12:00 363 9 1 71 106 87 637
12:00 - 13:00 271 6 2 102 62 89 532
13:00 - 14:00 224 3 0 40 10 36 313
14:00 - 15:00 136 9 6 42 24 38 255
15:00 - 16:00 238 5 2 63 88 81 476
16:00 - 17:00 188 5 22 40 89 75 418
17:00 - 18:00 248 8 4 25 97 72 453
18:00 - 19:00 472 5 10 40 50 74 651
19:00 - 20:00 325 6 3 56 78 58 526
20:00 - 21:00 224 0 1 33 69 43 371
21:00 - 22:00 193 0 28 4 79 27 331
22:00 - 23:00 165 0 12 15 57 35 283
23:00 - 0:00 171 0 9 8 84 48 321
0:00 - 1:00 99 8 0 42 47 70 265
1:00 - 2:00 78 3 1 13 57 68 219
2:00 - 3:00 38 0 0 6 40 11 96
3:00 - 4:00 23 4 1 4 21 7 60
4:00 - 5:00 15 3 3 4 25 9 59
5:00 - 6:00 83 4 1 17 42 53 199
6:00 - 7:00 135 3 12 17 91 64 321
Total 4,522 105 157 773 1,691 1,426 8,674


TIME OF DAY Total
7:00 - 8:00 125 15 22 47 61 57 327
8:00 - 9:00 234 15 21 36 64 37 408
9:00 - 10:00 329 19 14 49 58 45 514
10:00 - 11:00 265 17 15 36 58 33 424
11:00 - 12:00 244 18 30 49 69 80 491
12:00 - 13:00 268 17 35 33 78 60 490
13:00 - 14:00 219 13 31 31 56 59 410
14:00 - 15:00 189 10 38 34 84 81 437
15:00 - 16:00 224 16 45 42 53 63 443
16:00 - 17:00 312 21 33 47 63 67 543
17:00 - 18:00 321 15 26 36 69 54 522
18:00 - 19:00 238 17 45 43 114 76 533
19:00 - 20:00 236 21 36 48 71 68 480
20:00 - 21:00 249 8 42 12 82 56 449
21:00 - 22:00 196 6 41 10 86 60 399
22:00 - 23:00 191 4 42 9 64 74 384
23:00 - 0:00 129 3 19 4 49 52 256
0:00 - 1:00 93 3 23 5 102 64 290
1:00 - 2:00 71 3 16 3 84 61 237
2:00 - 3:00 84 2 19 0 68 53 226
3:00 - 4:00 51 1 21 5 64 51 193
4:00 - 5:00 43 2 11 4 54 45 160
5:00 - 6:00 46 1 25 18 71 72 233
6:00 - 7:00 79 7 44 39 76 63 308
Total 4,438 254 695 641 1,698 1,431 9,158


SL-04 26-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 253 18 56 76 137 125 665
8:00 - 9:00 337 7 39 46 113 110 651
9:00 - 10:00 556 9 51 41 136 148 941
10:00 - 11:00 481 27 29 90 147 96 870
11:00 - 12:00 494 28 26 88 81 147 864
12:00 - 13:00 521 22 51 62 133 128 918
13:00 - 14:00 447 47 32 111 106 144 887
14:00 - 15:00 427 20 55 72 106 132 811
15:00 - 16:00 457 18 50 71 94 141 831
16:00 - 17:00 588 31 65 72 121 146 1,023
17:00 - 18:00 554 31 52 91 146 140 1,014
18:00 - 19:00 583 16 52 79 175 131 1,037
19:00 - 20:00 614 22 75 92 176 131 1,110
20:00 - 21:00 464 14 95 73 218 152 1,015
21:00 - 22:00 450 23 56 77 209 114 929
22:00 - 23:00 330 13 63 63 266 166 901
23:00 - 0:00 310 14 73 35 149 90 671
0:00 - 1:00 235 1 75 34 153 101 598
1:00 - 2:00 173 2 38 17 138 100 468
2:00 - 3:00 93 1 8 10 190 122 425
3:00 - 4:00 74 2 7 10 129 98 320
4:00 - 5:00 125 5 7 17 99 100 353
5:00 - 6:00 184 6 3 27 101 105 426
6:00 - 7:00 232 22 25 65 87 66 497
Total 8,982 399 1,084 1,418 3,409 2,933 18,225


SL-04 26-04-2012

TIME OF DAY Total
7:00 - 8:00 143 6 25 15 84 65 338
8:00 - 9:00 187 0 9 0 54 54 304
9:00 - 10:00 262 0 13 0 71 79 424
10:00 - 11:00 254 8 4 46 82 52 445
11:00 - 12:00 201 8 4 54 26 91 384
12:00 - 13:00 268 3 1 29 55 67 424
13:00 - 14:00 204 29 0 71 22 77 403
14:00 - 15:00 206 11 17 32 28 79 373
15:00 - 16:00 181 3 5 30 34 74 327
16:00 - 17:00 263 10 5 41 42 69 430
17:00 - 18:00 246 14 4 49 39 43 396
18:00 - 19:00 295 8 4 54 115 73 550
19:00 - 20:00 378 8 12 68 106 70 641
20:00 - 21:00 272 5 37 52 131 71 568
21:00 - 22:00 232 11 18 59 152 61 534
22:00 - 23:00 177 10 8 52 168 100 515
23:00 - 0:00 172 3 7 22 78 29 311
0:00 - 1:00 123 0 1 29 72 48 272
1:00 - 2:00 79 0 1 8 90 60 238
2:00 - 3:00 52 0 1 7 87 59 206
3:00 - 4:00 43 0 3 7 81 53 186
4:00 - 5:00 70 0 1 10 44 43 167
5:00 - 6:00 116 1 2 17 18 39 193
6:00 - 7:00 120 4 3 22 4 14 167
Total 4,543 142 184 774 1,683 1,470 8,796


TIME OF DAY Total
7:00 - 8:00 110 12 31 61 53 60 327
8:00 - 9:00 150 7 30 46 58 56 347
9:00 - 10:00 295 9 38 41 65 69 517
10:00 - 11:00 227 19 25 44 65 44 425
11:00 - 12:00 292 20 22 34 55 56 479
12:00 - 13:00 253 19 50 34 77 61 494
13:00 - 14:00 243 18 32 40 84 67 484
14:00 - 15:00 220 9 38 40 77 53 437
15:00 - 16:00 276 15 45 41 60 67 504
16:00 - 17:00 325 21 60 31 79 77 593
17:00 - 18:00 307 17 48 42 107 97 618
18:00 - 19:00 287 8 48 25 60 58 487
19:00 - 20:00 236 14 63 24 70 61 469
20:00 - 21:00 192 9 58 20 88 81 448
21:00 - 22:00 218 12 38 18 57 53 396
22:00 - 23:00 154 3 55 11 98 66 386
23:00 - 0:00 139 11 66 13 70 61 360
0:00 - 1:00 112 1 74 5 81 53 326
1:00 - 2:00 95 2 37 8 48 40 230
2:00 - 3:00 42 1 7 4 103 63 219
3:00 - 4:00 32 2 4 4 48 45 134
4:00 - 5:00 55 5 6 7 55 57 186
5:00 - 6:00 68 5 1 10 82 66 232
6:00 - 7:00 112 18 22 43 82 52 330
Total 4,439 257 900 644 1,725 1,463 9,429


SL-04 27-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 223 48 43 102 94 104 613
8:00 - 9:00 342 35 74 69 181 129 830
9:00 - 10:00 424 19 78 52 173 149 895
10:00 - 11:00 443 41 66 50 178 137 915
11:00 - 12:00 490 24 11 66 67 140 798
12:00 - 13:00 492 24 22 55 96 132 820
13:00 - 14:00 410 20 17 41 120 115 724
14:00 - 15:00 376 18 21 48 115 87 666
15:00 - 16:00 502 27 23 61 144 109 866
16:00 - 17:00 431 41 34 83 153 121 863
17:00 - 18:00 564 22 50 48 209 163 1,056
18:00 - 19:00 648 28 49 71 204 136 1,137
19:00 - 20:00 560 23 57 69 204 167 1,080
20:00 - 21:00 516 20 62 68 217 181 1,063
21:00 - 22:00 502 30 42 101 164 138 977
22:00 - 23:00 509 31 32 63 174 103 913
23:00 - 0:00 276 7 25 60 119 104 592
0:00 - 1:00 223 3 37 55 187 95 600
1:00 - 2:00 155 1 33 69 121 79 459
2:00 - 3:00 129 4 25 38 132 81 409
3:00 - 4:00 151 2 19 22 98 69 360
4:00 - 5:00 152 8 12 22 66 40 300
5:00 - 6:00 213 7 12 41 81 62 416
6:00 - 7:00 225 13 16 64 90 60 468
Total 8,956 496 861 1,419 3,387 2,701 17,819


SL-04 27-04-2012

TIME OF DAY Total
7:00 - 8:00 110 20 4 35 23 64 256
8:00 - 9:00 140 8 13 21 74 40 296
9:00 - 10:00 156 7 0 16 61 40 279
10:00 - 11:00 177 14 4 10 78 56 339
11:00 - 12:00 190 5 0 31 27 100 353
12:00 - 13:00 227 3 6 21 33 75 364
13:00 - 14:00 161 1 3 14 48 62 289
14:00 - 15:00 181 5 5 21 30 36 279
15:00 - 16:00 199 10 4 20 53 52 337
16:00 - 17:00 125 15 19 35 78 84 356
17:00 - 18:00 192 11 15 26 77 82 403
18:00 - 19:00 411 16 24 36 70 81 638
19:00 - 20:00 297 4 37 37 137 112 624
20:00 - 21:00 300 11 28 51 134 125 648
21:00 - 22:00 332 13 6 66 91 90 598
22:00 - 23:00 363 15 9 43 118 59 607
23:00 - 0:00 157 3 4 43 52 68 327
0:00 - 1:00 151 0 12 50 133 60 405
1:00 - 2:00 102 0 3 65 64 50 283
2:00 - 3:00 91 1 3 35 81 63 274
3:00 - 4:00 113 0 4 18 62 54 251
4:00 - 5:00 122 2 3 19 36 27 208
5:00 - 6:00 143 2 6 38 61 56 306
6:00 - 7:00 108 5 3 25 66 46 252
Total 4,547 171 216 774 1,687 1,582 8,976


TIME OF DAY Total
7:00 - 8:00 112 28 39 67 71 40 357
8:00 - 9:00 202 27 60 49 107 89 534
9:00 - 10:00 269 12 78 36 112 109 615
10:00 - 11:00 266 27 62 40 100 81 577
11:00 - 12:00 300 19 11 35 41 40 445
12:00 - 13:00 265 21 16 34 63 57 456
13:00 - 14:00 248 19 14 28 73 53 435
14:00 - 15:00 195 13 16 28 85 51 387
15:00 - 16:00 303 17 19 41 91 57 529
16:00 - 17:00 306 26 15 48 74 37 506
17:00 - 18:00 372 11 35 21 132 81 652
18:00 - 19:00 237 12 25 35 134 55 499
19:00 - 20:00 263 19 19 32 68 55 456
20:00 - 21:00 216 9 34 17 83 56 415
21:00 - 22:00 170 17 36 35 73 48 379
22:00 - 23:00 147 16 23 20 56 44 306
23:00 - 0:00 119 4 21 17 68 36 264
0:00 - 1:00 73 3 25 5 54 35 195
1:00 - 2:00 54 1 30 4 58 29 175
2:00 - 3:00 37 3 22 3 51 18 134
3:00 - 4:00 37 2 15 4 36 15 109
4:00 - 5:00 30 6 9 3 30 13 91
5:00 - 6:00 70 5 6 3 20 6 110
6:00 - 7:00 118 8 13 39 24 14 216
Total 4,409 325 645 644 1,700 1,119 8,843


SL-04 28-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 274 3 21 129 110 84 621
8:00 - 9:00 406 14 48 63 149 103 783
9:00 - 10:00 357 28 21 74 102 76 658
10:00 - 11:00 373 19 21 64 135 92 703
11:00 - 12:00 335 27 31 66 176 136 770
12:00 - 13:00 354 13 24 52 153 117 713
13:00 - 14:00 372 17 20 46 96 72 623
14:00 - 15:00 421 16 25 64 135 69 730
15:00 - 16:00 409 15 37 55 130 102 748
16:00 - 17:00 471 16 66 75 154 116 898
17:00 - 18:00 512 38 60 76 250 151 1,089
18:00 - 19:00 620 74 58 86 173 141 1,152
19:00 - 20:00 613 29 34 84 207 105 1,073
20:00 - 21:00 548 19 41 65 242 109 1,024
21:00 - 22:00 497 9 32 72 157 106 873
22:00 - 23:00 443 16 35 59 144 108 805
23:00 - 0:00 357 13 23 32 110 107 641
0:00 - 1:00 333 6 18 42 123 107 629
1:00 - 2:00 272 10 19 36 138 101 576
2:00 - 3:00 216 8 26 27 113 77 466
3:00 - 4:00 171 3 27 23 100 65 389
4:00 - 5:00 167 7 34 46 77 59 390
5:00 - 6:00 240 8 42 30 113 106 539
6:00 - 7:00 202 25 52 53 100 74 507
Total 8,964 433 816 1,418 3,387 2,383 17,401


SL-04 28-04-2012

TIME OF DAY Total
7:00 - 8:00 93 3 0 69 58 46 269
8:00 - 9:00 197 3 7 19 41 53 320
9:00 - 10:00 163 8 3 31 45 26 276
10:00 - 11:00 174 6 9 31 94 52 365
11:00 - 12:00 121 9 2 23 98 81 334
12:00 - 13:00 137 3 7 32 75 56 309
13:00 - 14:00 147 5 2 19 37 29 239
14:00 - 15:00 177 2 5 33 71 33 321
15:00 - 16:00 186 7 4 34 37 53 320
16:00 - 17:00 172 6 11 47 61 56 353
17:00 - 18:00 185 5 10 36 135 95 466
18:00 - 19:00 323 7 10 40 74 83 536
19:00 - 20:00 351 3 0 36 104 50 544
20:00 - 21:00 289 8 12 40 143 60 552
21:00 - 22:00 283 6 3 40 95 71 498
22:00 - 23:00 263 2 11 36 89 83 485
23:00 - 0:00 221 8 5 24 54 80 392
0:00 - 1:00 228 5 3 33 64 79 412
1:00 - 2:00 189 4 0 34 74 52 353
2:00 - 3:00 160 3 3 24 60 30 280
3:00 - 4:00 136 1 4 17 50 29 236
4:00 - 5:00 101 3 0 31 31 22 188
5:00 - 6:00 143 2 5 21 58 59 289
6:00 - 7:00 108 3 6 26 44 33 220
Total 4,546 112 121 773 1,692 1,311 8,556


TIME OF DAY Total
7:00 - 8:00 181 0 21 60 52 38 352
8:00 - 9:00 209 11 41 44 108 50 464
9:00 - 10:00 194 20 18 43 56 50 382
10:00 - 11:00 199 13 12 33 41 40 338
11:00 - 12:00 214 18 29 43 78 55 437
12:00 - 13:00 217 10 17 21 78 61 404
13:00 - 14:00 226 12 18 26 59 43 385
14:00 - 15:00 243 14 20 31 64 36 409
15:00 - 16:00 223 8 33 22 93 49 428
16:00 - 17:00 299 10 55 27 93 60 545
17:00 - 18:00 328 33 51 40 116 56 623
18:00 - 19:00 297 67 48 46 99 58 615
19:00 - 20:00 262 26 34 48 103 55 529
20:00 - 21:00 259 11 29 25 99 49 472
21:00 - 22:00 214 3 29 32 62 35 376
22:00 - 23:00 180 14 24 23 55 25 320
23:00 - 0:00 136 5 18 8 56 27 249
0:00 - 1:00 104 1 15 9 59 28 217
1:00 - 2:00 83 6 19 2 64 49 223
2:00 - 3:00 56 5 23 3 53 47 187
3:00 - 4:00 35 2 23 6 50 36 152
4:00 - 5:00 66 4 34 16 46 37 202
5:00 - 6:00 97 6 37 9 55 47 251
6:00 - 7:00 94 22 46 27 56 41 287
Total 4,417 321 695 645 1,695 1,072 8,845


SL-05 3/5/2012
Survey Location: National Highway near Kotri SL-05
Direction : Both

TIME OF DAY Total
7:00 - 8:00 228 25 9 24 110 0 396
8:00 - 9:00 360 17 6 5 87 4 479
9:00 - 10:00 356 17 11 8 84 1 477
10:00 - 11:00 223 16 5 2 107 5 358
11:00 - 12:00 326 10 8 1 69 5 419
12:00 - 13:00 300 9 11 0 76 7 403
13:00 - 14:00 207 12 7 3 72 6 307
14:00 - 15:00 159 13 9 9 51 2 243
15:00 - 16:00 126 10 7 13 102 6 264
16:00 - 17:00 177 14 8 3 130 5 337
17:00 - 18:00 186 9 3 2 86 11 297
18:00 - 19:00 215 13 6 0 103 5 342
19:00 - 20:00 228 7 11 1 153 11 411
20:00 - 21:00 129 15 3 3 143 9 302
21:00 - 22:00 147 21 4 2 113 3 290
22:00 - 23:00 136 15 1 2 78 3 235
23:00 - 0:00 94 7 3 0 84 1 189
0:00 - 1:00 55 9 0 0 154 0 218
1:00 - 2:00 42 2 1 0 185 4 234
2:00 - 3:00 17 1 0 1 71 2 92
3:00 - 4:00 15 0 0 0 81 5 101
4:00 - 5:00 39 2 0 0 74 1 116
5:00 - 6:00 53 4 1 0 44 2 104
6:00 - 7:00 149 13 5 2 84 4 257
Total 3,967 261 119 81 2,341 102 6,871


SL-05 3/5/2012

TIME OF DAY Total
7:00 - 8:00 165 13 6 7 36 0 227
8:00 - 9:00 232 8 4 2 38 4 288
9:00 - 10:00 251 7 8 5 35 1 307
10:00 - 11:00 138 8 3 2 60 4 215
11:00 - 12:00 266 4 5 0 33 4 312
12:00 - 13:00 239 7 4 0 44 5 299
13:00 - 14:00 150 7 2 0 39 1 199
14:00 - 15:00 120 7 6 7 23 0 163
15:00 - 16:00 93 6 3 8 49 2 161
16:00 - 17:00 131 8 7 0 67 0 213
17:00 - 18:00 128 4 0 0 27 4 163
18:00 - 19:00 140 8 3 0 40 1 192
19:00 - 20:00 164 4 1 0 55 1 225
20:00 - 21:00 86 10 1 1 58 2 158
21:00 - 22:00 95 12 2 0 48 3 160
22:00 - 23:00 70 9 1 0 33 2 115
23:00 - 0:00 47 4 1 0 20 1 73
0:00 - 1:00 29 2 0 0 93 0 124
1:00 - 2:00 14 1 0 0 123 3 141
2:00 - 3:00 9 0 0 1 42 2 54
3:00 - 4:00 9 0 0 0 43 5 57
4:00 - 5:00 32 0 0 0 33 1 66
5:00 - 6:00 43 2 1 0 22 2 70
6:00 - 7:00 139 7 5 0 56 4 211
Total 2,790 138 63 33 1,117 52 4,193

Direction : From Kotri

TIME OF DAY Total
7:00 - 8:00 63 12 3 17 74 0 169
8:00 - 9:00 128 9 2 3 49 0 191
9:00 - 10:00 105 10 3 3 49 0 170
10:00 - 11:00 85 8 2 0 47 1 143
11:00 - 12:00 60 6 3 1 36 1 107
12:00 - 13:00 61 2 7 0 32 2 104
13:00 - 14:00 57 5 5 3 33 5 108
14:00 - 15:00 39 6 3 2 28 2 80
15:00 - 16:00 33 4 4 5 53 4 103
16:00 - 17:00 46 6 1 3 63 5 124
17:00 - 18:00 58 5 3 2 59 7 134
18:00 - 19:00 75 5 3 0 63 4 150
19:00 - 20:00 64 3 10 1 98 10 186
20:00 - 21:00 43 5 2 2 85 7 144
21:00 - 22:00 52 9 2 2 65 0 130
22:00 - 23:00 66 6 0 2 45 1 120
23:00 - 0:00 47 3 2 0 64 0 116
0:00 - 1:00 26 7 0 0 61 0 94
1:00 - 2:00 28 1 1 0 62 1 93
2:00 - 3:00 8 1 0 0 29 0 38
3:00 - 4:00 6 0 0 0 38 0 44
4:00 - 5:00 7 2 0 0 41 0 50
5:00 - 6:00 10 2 0 0 22 0 34
6:00 - 7:00 10 6 0 2 28 0 46
Total 1,177 123 56 48 1,224 50 2,678


SL-05 4/5/2012
Direction : Both
Date: 4/5/2012
TIME OF DAY Total
7:00 - 8:00 289 20 6 20 51 7 393
8:00 - 9:00 186 19 6 10 88 4 313
9:00 - 10:00 180 13 8 8 97 3 309
10:00 - 11:00 261 15 0 6 77 8 367
11:00 - 12:00 311 6 3 1 100 11 432
12:00 - 13:00 215 10 4 8 91 9 337
13:00 - 14:00 161 7 2 5 81 10 266
14:00 - 15:00 76 23 0 6 70 2 177
15:00 - 16:00 108 15 2 4 95 2 226
16:00 - 17:00 151 13 2 1 88 2 257
17:00 - 18:00 135 17 3 7 72 2 236
18:00 - 19:00 125 12 7 4 91 3 242
19:00 - 20:00 138 15 9 7 88 2 259
20:00 - 21:00 111 16 9 1 70 5 212
21:00 - 22:00 87 13 10 2 71 3 186
22:00 - 23:00 63 11 4 4 57 2 141
23:00 - 0:00 37 10 2 0 53 6 108
0:00 - 1:00 23 4 2 3 63 5 100
1:00 - 2:00 21 3 6 1 54 4 89
2:00 - 3:00 9 4 7 2 42 1 65
3:00 - 4:00 12 3 6 1 70 6 98
4:00 - 5:00 14 7 4 1 63 2 91
5:00 - 6:00 17 5 10 0 57 5 94
6:00 - 7:00 40 14 6 2 71 7 140
Total 2,770 275 118 104 1,760 111 5,138


SL-05 4/5/2012

TIME OF DAY Total
7:00 - 8:00 252 11 6 5 27 5 306
8:00 - 9:00 146 8 5 4 28 4 195
9:00 - 10:00 140 7 4 4 42 2 199
10:00 - 11:00 200 7 0 3 30 2 242
11:00 - 12:00 255 1 2 0 43 4 305
12:00 - 13:00 184 6 4 6 36 3 239
13:00 - 14:00 115 3 2 1 24 6 151
14:00 - 15:00 43 11 0 1 23 1 79
15:00 - 16:00 82 7 2 3 39 2 135
16:00 - 17:00 122 4 2 0 41 1 170
17:00 - 18:00 103 9 3 4 25 0 144
18:00 - 19:00 91 7 6 2 43 2 151
19:00 - 20:00 81 6 3 4 54 2 150
20:00 - 21:00 47 9 4 0 42 2 104
21:00 - 22:00 33 8 4 2 38 1 86
22:00 - 23:00 21 8 4 2 34 0 69
23:00 - 0:00 13 4 0 0 39 5 61
0:00 - 1:00 8 3 2 2 43 5 63
1:00 - 2:00 7 2 6 0 40 4 59
2:00 - 3:00 5 1 7 0 33 0 46
3:00 - 4:00 6 1 6 0 56 4 73
4:00 - 5:00 9 4 4 0 46 2 65
5:00 - 6:00 12 2 6 0 37 4 61
6:00 - 7:00 20 7 2 1 46 7 83
Total 1,995 136 84 44 909 68 3,236


TIME OF DAY Total
7:00 - 8:00 37 9 0 15 24 2 87
8:00 - 9:00 40 11 1 6 60 0 118
9:00 - 10:00 40 6 4 4 55 1 110
10:00 - 11:00 61 8 0 3 47 6 125
11:00 - 12:00 56 5 1 1 57 7 127
12:00 - 13:00 31 4 0 2 55 6 98
13:00 - 14:00 46 4 0 4 57 4 115
14:00 - 15:00 33 12 0 5 47 1 98
15:00 - 16:00 26 8 0 1 56 0 91
16:00 - 17:00 29 9 0 1 47 1 87
17:00 - 18:00 32 8 0 3 47 2 92
18:00 - 19:00 34 5 1 2 48 1 91
19:00 - 20:00 57 9 6 3 34 0 109
20:00 - 21:00 64 7 5 1 28 3 108
21:00 - 22:00 54 5 6 0 33 2 100
22:00 - 23:00 42 3 0 2 23 2 72
23:00 - 0:00 24 6 2 0 14 1 47
0:00 - 1:00 15 1 0 1 20 0 37
1:00 - 2:00 14 1 0 1 14 0 30
2:00 - 3:00 4 3 0 2 9 1 19
3:00 - 4:00 6 2 0 1 14 2 25
4:00 - 5:00 5 3 0 1 17 0 26
5:00 - 6:00 5 3 4 0 20 1 33
6:00 - 7:00 20 7 4 1 25 0 57
Total 775 139 34 60 851 43 1,902


SL-05 5/5/2012
Direction : Both
Date: 5/5/2012
TIME OF DAY Total
7:00 - 8:00 61 14 3 17 57 9 161
8:00 - 9:00 106 17 11 10 78 1 223
9:00 - 10:00 138 21 13 9 107 2 290
10:00 - 11:00 140 17 12 12 101 1 283
11:00 - 12:00 190 15 8 8 93 3 317
12:00 - 13:00 125 13 5 5 89 8 245
13:00 - 14:00 102 13 12 5 123 9 264
14:00 - 15:00 77 10 1 8 79 5 180
15:00 - 16:00 68 11 12 4 97 9 201
16:00 - 17:00 90 17 12 13 155 14 301
17:00 - 18:00 122 16 10 12 130 8 298
18:00 - 19:00 117 20 9 12 127 5 290
19:00 - 20:00 108 20 8 13 122 7 278
20:00 - 21:00 90 14 4 3 116 0 227
21:00 - 22:00 49 14 3 0 99 1 166
22:00 - 23:00 82 16 1 1 99 0 199
23:00 - 0:00 82 6 2 0 110 0 200
0:00 - 1:00 27 9 2 0 128 0 166
1:00 - 2:00 17 3 1 0 106 0 127
2:00 - 3:00 13 3 1 0 82 0 99
3:00 - 4:00 16 2 0 0 86 0 104
4:00 - 5:00 22 5 0 1 92 0 120
5:00 - 6:00 40 3 2 0 102 2 149
6:00 - 7:00 57 13 3 4 100 0 177
Total 1,939 292 135 137 2,478 84 5,065


SL-05 5/5/2012

TIME OF DAY Total
7:00 - 8:00 34 8 2 11 57 9 121
8:00 - 9:00 71 11 8 4 34 1 129
9:00 - 10:00 105 12 9 5 52 1 184
10:00 - 11:00 115 10 7 9 66 1 208
11:00 - 12:00 156 7 4 4 42 1 214
12:00 - 13:00 95 5 3 3 43 5 154
13:00 - 14:00 63 10 9 2 64 2 150
14:00 - 15:00 59 5 1 4 31 2 102
15:00 - 16:00 31 6 8 2 41 2 90
16:00 - 17:00 44 8 5 6 76 3 142
17:00 - 18:00 73 8 9 6 59 0 155
18:00 - 19:00 67 11 8 9 52 0 147
19:00 - 20:00 54 10 7 7 53 2 133
20:00 - 21:00 32 8 3 1 50 0 94
21:00 - 22:00 18 8 1 0 46 1 74
22:00 - 23:00 44 9 1 0 53 0 107
23:00 - 0:00 44 4 0 0 48 0 96
0:00 - 1:00 13 3 2 0 64 0 82
1:00 - 2:00 11 1 0 0 48 0 60
2:00 - 3:00 6 1 1 0 31 0 39
3:00 - 4:00 13 0 0 0 35 0 48
4:00 - 5:00 20 2 0 1 45 0 68
5:00 - 6:00 38 0 1 0 43 2 84
6:00 - 7:00 45 5 3 1 42 0 96
Total 1,251 152 92 75 1,175 32 2,777


TIME OF DAY Total
7:00 - 8:00 27 6 1 6 0 0 40
8:00 - 9:00 35 6 3 6 44 0 94
9:00 - 10:00 33 9 4 4 55 1 106
10:00 - 11:00 25 7 5 3 35 0 75
11:00 - 12:00 34 8 4 4 51 2 103
12:00 - 13:00 30 8 2 2 46 3 91
13:00 - 14:00 39 3 3 3 59 7 114
14:00 - 15:00 18 5 0 4 48 3 78
15:00 - 16:00 37 5 4 2 56 7 111
16:00 - 17:00 46 9 7 7 79 11 159
17:00 - 18:00 49 8 1 6 71 8 143
18:00 - 19:00 50 9 1 3 75 5 143
19:00 - 20:00 54 10 1 6 69 5 145
20:00 - 21:00 58 6 1 2 66 0 133
21:00 - 22:00 31 6 2 0 53 0 92
22:00 - 23:00 38 7 0 1 46 0 92
23:00 - 0:00 38 2 2 0 62 0 104
0:00 - 1:00 14 6 0 0 64 0 84
1:00 - 2:00 6 2 1 0 58 0 67
2:00 - 3:00 7 2 0 0 51 0 60
3:00 - 4:00 3 2 0 0 51 0 56
4:00 - 5:00 2 3 0 0 47 0 52
5:00 - 6:00 2 3 1 0 59 0 65
6:00 - 7:00 12 8 0 3 58 0 81
Total 688 140 43 62 1,303 52 2,288


SL-07 24-04-2012
Survey Location: Sassi Toll Plaza SL-07
Direction : Both

TIME OF DAY Total
7:00 - 8:00 82 46 65 22 95 24 334
8:00 - 9:00 249 26 100 19 69 27 490
9:00 - 10:00 531 28 59 17 58 11 704
10:00 - 11:00 499 23 71 13 72 10 688
11:00 - 12:00 389 23 42 11 46 9 520
12:00 - 13:00 422 17 69 11 54 16 589
13:00 - 14:00 311 11 48 9 80 7 466
14:00 - 15:00 341 17 72 13 48 19 510
15:00 - 16:00 364 25 51 11 50 14 515
16:00 - 17:00 403 33 80 19 56 17 608
17:00 - 18:00 413 20 43 15 51 22 564
18:00 - 19:00 404 21 43 16 67 13 564
19:00 - 20:00 346 16 50 18 66 21 517
20:00 - 21:00 291 15 51 6 56 16 435
21:00 - 22:00 326 6 54 9 82 20 497
22:00 - 23:00 269 11 77 2 85 12 456
23:00 - 0:00 175 15 90 2 75 12 369
0:00 - 1:00 162 2 66 0 60 10 300
1:00 - 2:00 104 1 26 0 81 14 226
2:00 - 3:00 110 1 30 1 60 3 205
3:00 - 4:00 73 0 32 0 72 4 181
4:00 - 5:00 44 0 27 0 70 5 146
5:00 - 6:00 67 2 102 0 63 4 238
6:00 - 7:00 107 9 45 6 71 20 258
Total 6,482 368 1,393 220 1,587 330 10,380


SL-07 24-04-2012

TIME OF DAY Total
7:00 - 8:00 39 31 46 14 55 14 199
8:00 - 9:00 167 13 58 9 28 11 286
9:00 - 10:00 327 15 25 6 30 3 406
10:00 - 11:00 233 13 19 7 34 6 312
11:00 - 12:00 207 10 7 3 19 7 253
12:00 - 13:00 190 8 31 5 27 13 274
13:00 - 14:00 171 6 21 4 51 4 257
14:00 - 15:00 187 5 36 6 23 12 269
15:00 - 16:00 193 10 29 5 27 5 269
16:00 - 17:00 179 7 27 6 22 6 247
17:00 - 18:00 210 6 27 8 23 9 283
18:00 - 19:00 145 4 24 8 28 4 213
19:00 - 20:00 140 5 26 8 34 7 220
20:00 - 21:00 114 7 14 1 25 6 167
21:00 - 22:00 131 1 7 3 37 4 183
22:00 - 23:00 109 8 19 1 35 2 174
23:00 - 0:00 93 5 49 0 28 2 177
0:00 - 1:00 122 2 41 0 27 2 194
1:00 - 2:00 74 1 13 0 52 5 145
2:00 - 3:00 84 0 17 1 20 0 122
3:00 - 4:00 30 0 11 0 17 1 59
4:00 - 5:00 26 0 18 0 19 1 64
5:00 - 6:00 31 2 29 0 23 1 86
6:00 - 7:00 41 6 19 6 46 12 130
Total 3,243 165 613 101 730 137 4,989

Direction : From Gharo

TIME OF DAY Total
7:00 - 8:00 43 15 19 8 40 10 135
8:00 - 9:00 82 13 42 10 41 16 204
9:00 - 10:00 204 13 34 11 28 8 298
10:00 - 11:00 266 10 52 6 38 4 376
11:00 - 12:00 182 13 35 8 27 2 267
12:00 - 13:00 232 9 38 6 27 3 315
13:00 - 14:00 140 5 27 5 29 3 209
14:00 - 15:00 154 12 36 7 25 7 241
15:00 - 16:00 171 15 22 6 23 9 246
16:00 - 17:00 224 26 53 13 34 11 361
17:00 - 18:00 203 14 16 7 28 13 281
18:00 - 19:00 259 17 19 8 39 9 351
19:00 - 20:00 206 11 24 10 32 14 297
20:00 - 21:00 177 8 37 5 31 10 268
21:00 - 22:00 195 5 47 6 45 16 314
22:00 - 23:00 160 3 58 1 50 10 282
23:00 - 0:00 82 10 41 2 47 10 192
0:00 - 1:00 40 0 25 0 33 8 106
1:00 - 2:00 30 0 13 0 29 9 81
2:00 - 3:00 26 1 13 0 40 3 83
3:00 - 4:00 43 0 21 0 55 3 122
4:00 - 5:00 18 0 9 0 51 4 82
5:00 - 6:00 36 0 73 0 40 3 152
6:00 - 7:00 66 3 26 0 25 8 128
Total 3,239 203 780 119 857 193 5,391


SL-07 25-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 175 37 59 25 39 11 346
8:00 - 9:00 270 14 33 11 61 18 407
9:00 - 10:00 299 22 22 11 67 10 431
10:00 - 11:00 373 18 36 11 61 12 511
11:00 - 12:00 425 23 50 9 65 15 587
12:00 - 13:00 350 21 49 12 54 5 491
13:00 - 14:00 321 25 55 9 71 10 491
14:00 - 15:00 288 32 16 11 58 33 438
15:00 - 16:00 332 29 22 10 57 9 459
16:00 - 17:00 345 44 55 19 61 9 533
17:00 - 18:00 413 18 20 20 68 6 545
18:00 - 19:00 365 25 32 18 49 24 513
19:00 - 20:00 426 20 51 15 96 26 634
20:00 - 21:00 253 19 42 10 79 27 430
21:00 - 22:00 286 9 44 9 55 12 415
22:00 - 23:00 222 9 22 5 37 18 313
23:00 - 0:00 154 6 39 1 99 20 319
0:00 - 1:00 151 3 39 0 68 11 272
1:00 - 2:00 94 3 28 0 93 28 246
2:00 - 3:00 83 3 26 0 88 4 204
3:00 - 4:00 84 1 26 0 67 17 195
4:00 - 5:00 83 1 32 0 104 18 238
5:00 - 6:00 93 0 54 1 76 29 253
6:00 - 7:00 116 13 47 6 55 24 261
Total 6,001 395 899 213 1,628 396 9,532


SL-07 25-04-2012

TIME OF DAY Total
7:00 - 8:00 118 27 43 14 20 6 228
8:00 - 9:00 155 11 15 4 37 11 233
9:00 - 10:00 202 12 16 4 45 4 283
10:00 - 11:00 232 9 28 6 34 6 315
11:00 - 12:00 244 13 37 4 38 5 341
12:00 - 13:00 209 12 36 6 25 3 291
13:00 - 14:00 171 15 36 3 35 6 266
14:00 - 15:00 155 19 7 6 24 4 215
15:00 - 16:00 170 10 12 5 22 1 220
16:00 - 17:00 161 13 7 7 15 0 203
17:00 - 18:00 159 5 6 9 35 4 218
18:00 - 19:00 147 7 17 8 20 11 210
19:00 - 20:00 204 6 22 8 48 18 306
20:00 - 21:00 107 5 10 5 25 7 159
21:00 - 22:00 137 2 21 4 19 2 185
22:00 - 23:00 89 6 11 3 20 8 137
23:00 - 0:00 81 1 15 0 43 4 144
0:00 - 1:00 107 3 29 0 27 5 171
1:00 - 2:00 64 3 20 0 35 7 129
2:00 - 3:00 60 3 18 0 30 2 113
3:00 - 4:00 54 1 18 0 15 6 94
4:00 - 5:00 49 1 24 0 40 14 128
5:00 - 6:00 57 0 30 1 36 8 132
6:00 - 7:00 83 7 18 6 40 11 165
Total 3,215 191 496 103 728 153 4,886


TIME OF DAY Total
7:00 - 8:00 57 10 16 11 19 5 118
8:00 - 9:00 115 3 18 7 24 7 174
9:00 - 10:00 97 10 6 7 22 6 148
10:00 - 11:00 141 9 8 5 27 6 196
11:00 - 12:00 181 10 13 5 27 10 246
12:00 - 13:00 141 9 13 6 29 2 200
13:00 - 14:00 150 10 19 6 36 4 225
14:00 - 15:00 133 13 9 5 34 29 223
15:00 - 16:00 162 19 10 5 35 8 239
16:00 - 17:00 184 31 48 12 46 9 330
17:00 - 18:00 254 13 14 11 33 2 327
18:00 - 19:00 218 18 15 10 29 13 303
19:00 - 20:00 222 14 29 7 48 8 328
20:00 - 21:00 146 14 32 5 54 20 271
21:00 - 22:00 149 7 23 5 36 10 230
22:00 - 23:00 133 3 11 2 17 10 176
23:00 - 0:00 73 5 24 1 56 16 175
0:00 - 1:00 44 0 10 0 41 6 101
1:00 - 2:00 30 0 8 0 58 21 117
2:00 - 3:00 23 0 8 0 58 2 91
3:00 - 4:00 30 0 8 0 52 11 101
4:00 - 5:00 34 0 8 0 64 4 110
5:00 - 6:00 36 0 24 0 40 21 121
6:00 - 7:00 33 6 29 0 15 13 96
Total 2,786 204 403 110 900 243 4,646


SL-07 26-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 195 48 74 42 45 14 418
8:00 - 9:00 354 29 82 6 54 9 534
9:00 - 10:00 394 18 45 9 48 6 520
10:00 - 11:00 392 18 50 7 50 5 522
11:00 - 12:00 367 20 46 14 41 11 499
12:00 - 13:00 382 15 36 10 50 11 504
13:00 - 14:00 384 30 51 18 71 14 568
14:00 - 15:00 409 23 72 9 61 14 588
15:00 - 16:00 421 37 56 14 64 13 605
16:00 - 17:00 375 41 93 9 51 11 580
17:00 - 18:00 454 20 63 7 72 11 627
18:00 - 19:00 386 20 73 7 54 15 555
19:00 - 20:00 402 18 57 7 55 17 556
20:00 - 21:00 162 30 50 11 111 12 376
21:00 - 22:00 149 23 37 18 56 17 300
22:00 - 23:00 101 27 32 13 62 14 249
23:00 - 0:00 89 28 35 10 73 20 255
0:00 - 1:00 79 27 57 6 95 25 289
1:00 - 2:00 102 22 43 13 113 25 318
2:00 - 3:00 86 16 40 3 62 18 225
3:00 - 4:00 86 8 32 9 70 7 212
4:00 - 5:00 75 6 31 7 34 15 168
5:00 - 6:00 74 12 57 8 52 21 224
6:00 - 7:00 92 23 37 13 102 27 294
Total 6,010 559 1,249 270 1,546 352 9,986


SL-07 26-04-2012

TIME OF DAY Total
7:00 - 8:00 118 39 52 28 29 5 271
8:00 - 9:00 265 22 63 6 28 5 389
9:00 - 10:00 265 12 26 9 30 4 346
10:00 - 11:00 231 12 30 7 27 4 311
11:00 - 12:00 208 6 25 14 22 6 281
12:00 - 13:00 190 9 26 10 25 2 262
13:00 - 14:00 223 17 31 18 36 8 333
14:00 - 15:00 238 11 50 9 38 7 353
15:00 - 16:00 236 19 36 14 35 10 350
16:00 - 17:00 156 12 25 9 27 7 236
17:00 - 18:00 231 8 27 7 32 8 313
18:00 - 19:00 144 7 27 7 26 9 220
19:00 - 20:00 152 5 15 7 18 11 208
20:00 - 21:00 74 13 17 2 58 5 169
21:00 - 22:00 79 7 10 10 33 6 145
22:00 - 23:00 40 7 13 6 42 6 114
23:00 - 0:00 40 7 9 4 40 8 108
0:00 - 1:00 35 5 38 1 52 8 139
1:00 - 2:00 55 5 29 0 53 12 154
2:00 - 3:00 33 5 21 0 17 3 79
3:00 - 4:00 47 0 11 0 25 0 83
4:00 - 5:00 27 0 24 2 23 0 76
5:00 - 6:00 34 4 31 2 23 2 96
6:00 - 7:00 41 7 18 6 47 8 127
Total 3,162 239 654 178 786 144 5,163


TIME OF DAY Total
7:00 - 8:00 77 9 22 14 16 9 147
8:00 - 9:00 89 7 19 0 26 4 145
9:00 - 10:00 129 6 19 0 18 2 174
10:00 - 11:00 161 6 20 0 23 1 211
11:00 - 12:00 159 14 21 0 19 5 218
12:00 - 13:00 192 6 10 0 25 9 242
13:00 - 14:00 161 13 20 0 35 6 235
14:00 - 15:00 171 12 22 0 23 7 235
15:00 - 16:00 185 18 20 0 29 3 255
16:00 - 17:00 219 29 68 0 24 4 344
17:00 - 18:00 223 12 36 0 40 3 314
18:00 - 19:00 242 13 46 0 28 6 335
19:00 - 20:00 250 13 42 0 37 6 348
20:00 - 21:00 88 17 33 9 53 7 207
21:00 - 22:00 70 16 27 8 23 11 155
22:00 - 23:00 61 20 19 7 20 8 135
23:00 - 0:00 49 21 26 6 33 12 147
0:00 - 1:00 44 22 19 5 43 17 150
1:00 - 2:00 47 17 14 13 60 13 164
2:00 - 3:00 53 11 19 3 45 15 146
3:00 - 4:00 39 8 21 9 45 7 129
4:00 - 5:00 48 6 7 5 11 15 92
5:00 - 6:00 40 8 26 6 29 19 128
6:00 - 7:00 51 16 19 7 55 19 167
Total 2,848 320 595 92 760 208 4,823


SL-07 27-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 155 62 62 30 66 25 400
8:00 - 9:00 443 21 93 16 79 44 696
9:00 - 10:00 339 25 26 16 59 19 484
10:00 - 11:00 349 22 34 18 45 7 475
11:00 - 12:00 367 25 30 14 64 12 512
12:00 - 13:00 338 29 52 12 55 7 493
13:00 - 14:00 277 21 61 17 55 17 448
14:00 - 15:00 308 47 70 22 58 10 515
15:00 - 16:00 318 31 38 18 56 13 474
16:00 - 17:00 365 28 73 16 52 19 553
17:00 - 18:00 336 31 51 19 65 16 518
18:00 - 19:00 281 18 54 10 60 11 434
19:00 - 20:00 264 23 42 16 53 30 428
20:00 - 21:00 92 49 84 12 125 25 387
21:00 - 22:00 74 40 54 2 110 49 329
22:00 - 23:00 52 23 51 8 105 29 268
23:00 - 0:00 64 19 50 5 108 24 270
0:00 - 1:00 57 17 37 8 117 24 260
1:00 - 2:00 47 19 40 1 111 29 247
2:00 - 3:00 37 15 61 4 108 23 248
3:00 - 4:00 46 12 49 5 107 34 253
4:00 - 5:00 36 19 36 5 61 21 178
5:00 - 6:00 58 16 22 1 52 34 183
6:00 - 7:00 50 16 68 3 68 18 223
Total 4,753 628 1,238 278 1,839 540 9,276


SL-07 27-04-2012

TIME OF DAY Total
7:00 - 8:00 82 26 26 20 23 9 186
8:00 - 9:00 317 11 44 6 38 31 447
9:00 - 10:00 203 16 14 6 30 15 284
10:00 - 11:00 197 11 20 8 27 7 270
11:00 - 12:00 225 14 17 5 35 6 302
12:00 - 13:00 167 8 24 4 34 2 239
13:00 - 14:00 160 11 24 5 31 3 234
14:00 - 15:00 143 7 42 6 28 5 231
15:00 - 16:00 183 14 20 6 35 12 270
16:00 - 17:00 192 12 17 4 24 11 260
17:00 - 18:00 193 11 16 6 28 5 259
18:00 - 19:00 166 5 20 5 31 9 236
19:00 - 20:00 143 9 21 9 26 16 224
20:00 - 21:00 60 22 35 6 62 13 198
21:00 - 22:00 50 23 20 1 54 26 174
22:00 - 23:00 39 5 29 5 39 14 131
23:00 - 0:00 40 11 23 0 50 9 133
0:00 - 1:00 41 6 13 3 59 8 130
1:00 - 2:00 32 6 13 0 49 19 119
2:00 - 3:00 25 9 31 4 54 9 132
3:00 - 4:00 35 6 18 5 38 12 114
4:00 - 5:00 25 10 17 4 27 11 94
5:00 - 6:00 46 12 11 1 38 10 118
6:00 - 7:00 38 11 45 3 24 9 130
Total 2,802 276 560 122 884 271 4,915


TIME OF DAY Total
7:00 - 8:00 73 36 36 10 43 16 214
8:00 - 9:00 126 10 49 10 41 13 249
9:00 - 10:00 136 9 12 10 29 4 200
10:00 - 11:00 152 11 14 10 18 0 205
11:00 - 12:00 142 11 13 9 29 6 210
12:00 - 13:00 171 21 28 8 21 5 254
13:00 - 14:00 117 10 37 12 24 14 214
14:00 - 15:00 165 40 28 16 30 5 284
15:00 - 16:00 135 17 18 12 21 1 204
16:00 - 17:00 173 16 56 12 28 8 293
17:00 - 18:00 143 20 35 13 37 11 259
18:00 - 19:00 115 13 34 5 29 2 198
19:00 - 20:00 121 14 21 7 27 14 204
20:00 - 21:00 32 27 49 6 63 12 189
21:00 - 22:00 24 17 34 1 56 23 155
22:00 - 23:00 13 18 22 3 66 15 137
23:00 - 0:00 24 8 27 5 58 15 137
0:00 - 1:00 16 11 24 5 58 16 130
1:00 - 2:00 15 13 27 1 62 10 128
2:00 - 3:00 12 6 30 0 54 14 116
3:00 - 4:00 11 6 31 0 69 22 139
4:00 - 5:00 11 9 19 1 34 10 84
5:00 - 6:00 12 4 11 0 14 24 65
6:00 - 7:00 12 5 23 0 44 9 93
Total 1,951 352 678 156 955 269 4,361


SL-07 28-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 120 66 62 13 103 19 383
8:00 - 9:00 369 29 58 40 63 27 586
9:00 - 10:00 263 20 38 24 54 10 409
10:00 - 11:00 303 29 26 26 54 13 451
11:00 - 12:00 272 11 30 15 49 9 386
12:00 - 13:00 256 11 29 10 41 9 356
13:00 - 14:00 227 8 38 10 39 20 342
14:00 - 15:00 250 10 33 9 55 12 369
15:00 - 16:00 216 11 33 11 64 13 348
16:00 - 17:00 264 25 39 14 58 11 411
17:00 - 18:00 247 18 54 11 55 8 393
18:00 - 19:00 266 15 42 19 52 13 407
19:00 - 20:00 245 19 58 16 52 6 396
20:00 - 21:00 111 49 62 6 158 39 425
21:00 - 22:00 54 17 35 3 143 27 279
22:00 - 23:00 68 20 35 4 137 41 305
23:00 - 0:00 41 9 70 0 109 29 258
0:00 - 1:00 31 12 47 0 151 38 279
1:00 - 2:00 22 7 45 2 146 41 263
2:00 - 3:00 12 15 32 0 128 38 225
3:00 - 4:00 20 8 39 0 117 42 226
4:00 - 5:00 13 11 23 3 80 34 164
5:00 - 6:00 17 9 37 0 118 51 232
6:00 - 7:00 39 28 59 9 122 23 280
Total 3,726 457 1,024 245 2,148 573 8,173


SL-07 28-04-2012

TIME OF DAY Total
7:00 - 8:00 63 30 32 9 68 9 211
8:00 - 9:00 290 16 17 21 24 7 375
9:00 - 10:00 193 12 21 12 34 1 273
10:00 - 11:00 215 22 14 14 22 8 295
11:00 - 12:00 169 5 12 8 29 0 223
12:00 - 13:00 158 6 15 5 20 2 206
13:00 - 14:00 136 5 14 7 23 6 191
14:00 - 15:00 144 6 20 5 35 4 214
15:00 - 16:00 108 9 21 5 25 7 175
16:00 - 17:00 156 11 13 7 32 6 225
17:00 - 18:00 153 6 18 6 21 4 208
18:00 - 19:00 149 7 14 14 29 7 220
19:00 - 20:00 137 4 21 8 21 3 194
20:00 - 21:00 35 17 30 1 95 23 201
21:00 - 22:00 21 5 20 1 92 18 157
22:00 - 23:00 15 9 13 1 72 30 140
23:00 - 0:00 13 4 34 0 66 23 140
0:00 - 1:00 11 6 22 0 105 22 166
1:00 - 2:00 9 4 29 2 91 32 167
2:00 - 3:00 6 7 15 0 76 30 134
3:00 - 4:00 14 5 29 0 81 21 150
4:00 - 5:00 7 7 15 3 38 18 88
5:00 - 6:00 7 3 20 0 61 42 133
6:00 - 7:00 23 20 30 4 60 14 151
Total 2,232 226 489 133 1,220 337 4,637


TIME OF DAY Total
7:00 - 8:00 57 36 30 4 35 10 172
8:00 - 9:00 79 13 41 19 39 20 211
9:00 - 10:00 70 8 17 12 20 9 136
10:00 - 11:00 88 7 12 12 32 5 156
11:00 - 12:00 103 6 18 7 20 9 163
12:00 - 13:00 98 5 14 5 21 7 150
13:00 - 14:00 91 3 24 3 16 14 151
14:00 - 15:00 106 4 13 4 20 8 155
15:00 - 16:00 108 2 12 6 39 6 173
16:00 - 17:00 108 14 26 7 26 5 186
17:00 - 18:00 94 12 36 5 34 4 185
18:00 - 19:00 117 8 28 5 23 6 187
19:00 - 20:00 108 15 37 8 31 3 202
20:00 - 21:00 76 32 32 5 63 16 224
21:00 - 22:00 33 12 15 2 51 9 122
22:00 - 23:00 53 11 22 3 65 11 165
23:00 - 0:00 28 5 36 0 43 6 118
0:00 - 1:00 20 6 25 0 46 16 113
1:00 - 2:00 13 3 16 0 55 9 96
2:00 - 3:00 6 8 17 0 52 8 91
3:00 - 4:00 6 3 10 0 36 21 76
4:00 - 5:00 6 4 8 0 42 16 76
5:00 - 6:00 10 6 17 0 57 9 99
6:00 - 7:00 16 8 29 5 62 9 129
Total 1,494 231 535 112 928 236 3,536


SL-08 24-04-2012
Toll Plaza on Link Road between Super Highway & National
Survey Location:
Highway SL-08
Direction : Both

TIME OF DAY Total
7:00 - 8:00 90 8 37 10 48 53 246
8:00 - 9:00 62 1 20 5 77 63 228
9:00 - 10:00 59 5 15 1 92 74 246
10:00 - 11:00 69 1 24 3 90 62 249
11:00 - 12:00 66 0 16 3 78 78 241
12:00 - 13:00 48 0 21 4 51 93 217
13:00 - 14:00 40 0 23 4 79 73 219
14:00 - 15:00 40 0 22 2 75 72 211
15:00 - 16:00 43 0 11 9 65 108 236
16:00 - 17:00 96 1 13 10 54 78 252
17:00 - 18:00 66 0 21 4 61 96 248
18:00 - 19:00 71 0 22 5 95 111 304
19:00 - 20:00 54 0 31 2 104 115 306
20:00 - 21:00 69 11 29 4 81 137 331
21:00 - 22:00 54 6 20 2 109 128 319
22:00 - 23:00 41 2 30 10 97 108 288
23:00 - 0:00 49 7 15 9 72 122 274
0:00 - 1:00 31 9 22 10 85 113 270
1:00 - 2:00 22 3 27 8 80 107 247
2:00 - 3:00 14 7 25 9 60 88 203
3:00 - 4:00 17 2 22 11 55 89 196
4:00 - 5:00 29 3 14 7 61 88 202
5:00 - 6:00 29 5 21 5 61 77 198
6:00 - 7:00 66 5 26 17 66 77 257
Total 1,225 76 527 154 1,796 2,210 5,988


SL-08 24-04-2012
Survey Location:
Highway SL-08

TIME OF DAY Total
7:00 - 8:00 61 5 7 5 23 18 119
8:00 - 9:00 30 0 4 0 45 44 123
9:00 - 10:00 32 0 2 0 59 54 147
10:00 - 11:00 36 0 3 1 46 42 128
11:00 - 12:00 30 0 4 1 48 55 138
12:00 - 13:00 26 0 12 2 25 50 115
13:00 - 14:00 9 0 15 1 46 51 122
14:00 - 15:00 13 0 4 1 39 46 103
15:00 - 16:00 11 0 1 4 27 42 85
16:00 - 17:00 38 1 8 7 21 31 106
17:00 - 18:00 25 0 1 3 31 33 93
18:00 - 19:00 33 0 5 3 50 48 139
19:00 - 20:00 24 0 7 0 71 64 166
20:00 - 21:00 34 4 11 2 43 84 178
21:00 - 22:00 26 5 6 0 54 75 166
22:00 - 23:00 19 1 13 4 57 56 150
23:00 - 0:00 20 3 5 4 24 53 109
0:00 - 1:00 14 5 13 8 40 58 138
1:00 - 2:00 6 1 15 7 49 62 140
2:00 - 3:00 4 5 13 4 39 49 114
3:00 - 4:00 4 1 10 6 24 51 96
4:00 - 5:00 7 2 6 4 31 50 100
5:00 - 6:00 14 3 8 1 29 41 96
6:00 - 7:00 29 5 16 8 31 35 124
Total 545 41 189 76 952 1,192 2,995

Direction : From National Highway

TIME OF DAY Total
7:00 - 8:00 29 3 30 5 25 35 127
8:00 - 9:00 32 1 16 5 32 19 105
9:00 - 10:00 27 5 13 1 33 20 99
10:00 - 11:00 33 1 21 2 44 20 121
11:00 - 12:00 36 0 12 2 30 23 103
12:00 - 13:00 22 0 9 2 26 43 102
13:00 - 14:00 31 0 8 3 33 22 97
14:00 - 15:00 27 0 18 1 36 26 108
15:00 - 16:00 32 0 10 5 38 66 151
16:00 - 17:00 58 0 5 3 33 47 146
17:00 - 18:00 41 0 20 1 30 63 155
18:00 - 19:00 38 0 17 2 45 63 165
19:00 - 20:00 30 0 24 2 33 51 140
20:00 - 21:00 35 7 18 2 38 53 153
21:00 - 22:00 28 1 14 2 55 53 153
22:00 - 23:00 22 1 17 6 40 52 138
23:00 - 0:00 29 4 10 5 48 69 165
0:00 - 1:00 17 4 9 2 45 55 132
1:00 - 2:00 16 2 12 1 31 45 107
2:00 - 3:00 10 2 12 5 21 39 89
3:00 - 4:00 13 1 12 5 31 38 100
4:00 - 5:00 22 1 8 3 30 38 102
5:00 - 6:00 15 2 13 4 32 36 102
6:00 - 7:00 37 0 10 9 35 42 133
Total 680 35 338 78 844 1,018 2,993


SL-08 25-04-2012
Survey Location:
Highway SL-08
Direction : Both

TIME OF DAY Total
7:00 - 8:00 105 11 20 25 57 73 291
8:00 - 9:00 112 27 63 30 61 66 359
9:00 - 10:00 62 14 27 18 61 43 225
10:00 - 11:00 65 1 40 6 56 63 231
11:00 - 12:00 53 0 19 3 52 82 209
12:00 - 13:00 55 1 28 5 44 83 216
13:00 - 14:00 49 0 22 2 42 113 228
14:00 - 15:00 43 0 27 9 41 84 204
15:00 - 16:00 58 0 24 3 72 89 246
16:00 - 17:00 51 0 19 5 62 80 217
17:00 - 18:00 59 2 33 11 62 74 241
18:00 - 19:00 61 0 23 6 34 65 189
19:00 - 20:00 63 1 29 3 51 73 220
20:00 - 21:00 50 5 35 6 66 93 255
21:00 - 22:00 62 4 30 4 70 89 259
22:00 - 23:00 62 1 52 2 74 91 282
23:00 - 0:00 54 5 38 1 81 115 294
0:00 - 1:00 53 6 42 1 114 104 320
1:00 - 2:00 35 3 47 2 81 95 263
2:00 - 3:00 51 8 49 4 98 121 331
3:00 - 4:00 60 1 56 5 84 96 302
4:00 - 5:00 33 1 43 3 61 89 230
5:00 - 6:00 68 1 55 3 77 96 300
6:00 - 7:00 81 4 67 5 68 87 312
Total 1,445 96 888 162 1,569 2,064 6,224


SL-08 25-04-2012
Survey Location:
Highway SL-08

TIME OF DAY Total
7:00 - 8:00 46 5 7 8 23 30 119
8:00 - 9:00 80 21 51 22 55 34 263
9:00 - 10:00 45 11 11 12 45 19 143
10:00 - 11:00 34 1 32 2 39 34 142
11:00 - 12:00 27 0 9 1 42 52 131
12:00 - 13:00 26 1 15 2 28 51 123
13:00 - 14:00 34 0 12 2 29 70 147
14:00 - 15:00 24 0 11 5 29 33 102
15:00 - 16:00 26 0 11 3 47 53 140
16:00 - 17:00 22 0 8 5 35 42 112
17:00 - 18:00 27 0 7 5 32 38 109
18:00 - 19:00 30 0 5 4 28 34 101
19:00 - 20:00 42 0 10 1 36 40 129
20:00 - 21:00 30 4 18 5 41 57 155
21:00 - 22:00 39 4 16 2 41 52 154
22:00 - 23:00 31 0 9 2 38 34 114
23:00 - 0:00 20 2 6 0 47 61 136
0:00 - 1:00 18 0 5 1 64 54 142
1:00 - 2:00 15 1 5 2 46 50 119
2:00 - 3:00 12 1 6 3 41 49 112
3:00 - 4:00 15 1 13 4 35 39 107
4:00 - 5:00 10 1 5 2 28 37 83
5:00 - 6:00 14 1 7 3 24 35 84
6:00 - 7:00 27 2 12 4 31 59 135
Total 694 56 291 100 904 1,057 3,102


TIME OF DAY Total
7:00 - 8:00 59 6 13 17 34 43 172
8:00 - 9:00 32 6 12 8 6 32 96
9:00 - 10:00 17 3 16 6 16 24 82
10:00 - 11:00 31 0 8 4 17 29 89
11:00 - 12:00 26 0 10 2 10 30 78
12:00 - 13:00 29 0 13 3 16 32 93
13:00 - 14:00 15 0 10 0 13 43 81
14:00 - 15:00 19 0 16 4 12 51 102
15:00 - 16:00 32 0 13 0 25 36 106
16:00 - 17:00 29 0 11 0 27 38 105
17:00 - 18:00 32 2 26 6 30 36 132
18:00 - 19:00 31 0 18 2 6 31 88
19:00 - 20:00 21 1 19 2 15 33 91
20:00 - 21:00 20 1 17 1 25 36 100
21:00 - 22:00 23 0 14 2 29 37 105
22:00 - 23:00 31 1 43 0 36 57 168
23:00 - 0:00 34 3 32 1 34 54 158
0:00 - 1:00 35 6 37 0 50 50 178
1:00 - 2:00 20 2 42 0 35 45 144
2:00 - 3:00 39 7 43 1 57 72 219
3:00 - 4:00 45 0 43 1 49 57 195
4:00 - 5:00 23 0 38 1 33 52 147
5:00 - 6:00 54 0 48 0 53 61 216
6:00 - 7:00 54 2 55 1 37 28 177
Total 751 40 597 62 665 1,007 3,122


SL-08 26-04-2012
Survey Location:
Highway SL-08
Direction : Both

TIME OF DAY Total
7:00 - 8:00 106 10 98 6 87 119 426
8:00 - 9:00 116 4 25 8 52 59 264
9:00 - 10:00 72 3 15 7 42 72 211
10:00 - 11:00 35 0 7 6 72 78 198
11:00 - 12:00 56 2 6 2 56 78 200
12:00 - 13:00 50 0 12 3 43 92 200
13:00 - 14:00 55 3 12 10 61 109 250
14:00 - 15:00 67 0 16 7 71 79 240
15:00 - 16:00 62 0 21 7 57 76 223
16:00 - 17:00 73 1 10 5 63 83 235
17:00 - 18:00 66 2 9 7 62 72 218
18:00 - 19:00 71 0 20 3 84 82 260
19:00 - 20:00 69 2 9 7 68 73 228
20:00 - 21:00 43 2 21 4 51 67 188
21:00 - 22:00 41 0 16 2 52 86 197
22:00 - 23:00 42 6 25 14 75 114 276
23:00 - 0:00 56 10 26 3 78 104 277
0:00 - 1:00 49 4 41 13 92 132 331
1:00 - 2:00 30 4 64 4 111 123 336
2:00 - 3:00 34 3 59 5 87 119 307
3:00 - 4:00 40 8 19 3 53 117 240
4:00 - 5:00 32 1 11 6 58 101 209
5:00 - 6:00 33 0 34 1 72 56 196
6:00 - 7:00 67 6 27 6 49 50 205
Total 1,365 71 603 139 1,596 2,141 5,915


SL-08 26-04-2012
Survey Location:
Highway SL-08

TIME OF DAY Total
7:00 - 8:00 47 5 25 4 38 63 182
8:00 - 9:00 52 3 14 4 27 32 132
9:00 - 10:00 36 2 10 3 24 46 121
10:00 - 11:00 17 0 4 1 52 55 129
11:00 - 12:00 32 1 2 0 35 46 116
12:00 - 13:00 29 0 11 2 31 58 131
13:00 - 14:00 32 2 6 4 29 49 122
14:00 - 15:00 25 0 12 3 34 32 106
15:00 - 16:00 28 0 17 4 29 38 116
16:00 - 17:00 35 0 2 5 25 35 102
17:00 - 18:00 36 2 4 3 32 29 106
18:00 - 19:00 28 0 8 2 30 37 105
19:00 - 20:00 30 1 6 3 21 28 89
20:00 - 21:00 18 1 11 2 24 31 87
21:00 - 22:00 15 0 8 1 25 44 93
22:00 - 23:00 17 1 8 4 24 49 103
23:00 - 0:00 25 4 9 2 24 42 106
0:00 - 1:00 20 2 12 6 36 43 119
1:00 - 2:00 12 4 12 3 41 46 118
2:00 - 3:00 15 2 13 4 37 54 125
3:00 - 4:00 21 2 7 3 17 46 96
4:00 - 5:00 16 1 11 6 0 36 70
5:00 - 6:00 18 0 23 1 27 31 100
6:00 - 7:00 32 4 10 3 32 29 110
Total 636 37 245 73 694 999 2,684


TIME OF DAY Total
7:00 - 8:00 59 5 73 2 49 56 244
8:00 - 9:00 64 1 11 4 25 27 132
9:00 - 10:00 36 1 5 4 18 26 90
10:00 - 11:00 18 0 3 5 20 23 69
11:00 - 12:00 24 1 4 2 21 32 84
12:00 - 13:00 21 0 1 1 12 34 69
13:00 - 14:00 23 1 6 6 32 60 128
14:00 - 15:00 42 0 4 4 37 47 134
15:00 - 16:00 34 0 4 3 28 38 107
16:00 - 17:00 38 1 8 0 38 48 133
17:00 - 18:00 30 0 5 4 30 43 112
18:00 - 19:00 43 0 12 1 54 45 155
19:00 - 20:00 39 1 3 4 47 45 139
20:00 - 21:00 25 1 10 2 27 36 101
21:00 - 22:00 26 0 8 1 27 42 104
22:00 - 23:00 25 5 17 10 51 65 173
23:00 - 0:00 31 6 17 1 54 62 171
0:00 - 1:00 29 2 29 7 56 89 212
1:00 - 2:00 18 0 52 1 70 77 218
2:00 - 3:00 19 1 46 1 50 65 182
3:00 - 4:00 19 6 12 0 36 71 144
4:00 - 5:00 16 0 0 0 58 65 139
5:00 - 6:00 15 0 11 0 45 25 96
6:00 - 7:00 35 2 17 3 17 21 95
Total 729 34 358 66 902 1,142 3,231


SL-09 17-04-2012
Survey Location: Link Road Malir Cantt SL-09
Direction : Both

TIME OF DAY Total
7:00 - 8:00 13 0 4 1 6 2 26
8:00 - 9:00 5 0 4 0 0 2 11
9:00 - 10:00 252 0 31 0 20 0 303
10:00 - 11:00 529 0 67 0 56 0 652
11:00 - 12:00 499 0 90 2 60 0 651
12:00 - 13:00 475 0 87 1 49 5 617
13:00 - 14:00 459 0 66 0 51 1 577
14:00 - 15:00 407 0 77 2 49 3 538
15:00 - 16:00 468 0 60 2 50 0 580
16:00 - 17:00 473 0 91 1 36 1 602
17:00 - 18:00 455 0 70 6 43 0 574
18:00 - 19:00 564 0 64 3 35 0 666
19:00 - 20:00 513 0 108 1 68 1 691
20:00 - 21:00 445 0 85 0 72 0 602
21:00 - 22:00 387 0 74 0 18 0 479
22:00 - 23:00 255 0 35 1 18 1 310
23:00 - 0:00 148 0 21 0 29 1 199
0:00 - 1:00 74 0 27 0 56 0 157
1:00 - 2:00 19 0 5 0 46 1 71
2:00 - 3:00 2 0 4 0 9 1 16
3:00 - 4:00 0 0 5 0 1 0 6
4:00 - 5:00 0 0 0 0 0 3 3
5:00 - 6:00 0 0 0 0 0 1 1
6:00 - 7:00 1 0 8 0 7 0 16
Total 6,443 0 1,083 20 779 23 8,348


SL-09 17-04-2012

TIME OF DAY Total
7:00 - 8:00 0 0 4 1 6 2 13
8:00 - 9:00 0 0 4 0 0 2 6
9:00 - 10:00 111 0 18 0 12 0 141
10:00 - 11:00 269 0 48 0 32 0 349
11:00 - 12:00 265 0 71 2 25 0 363
12:00 - 13:00 288 0 66 1 26 2 383
13:00 - 14:00 272 0 41 0 22 1 336
14:00 - 15:00 230 0 47 2 36 1 316
15:00 - 16:00 230 0 31 2 30 0 293
16:00 - 17:00 247 0 50 1 20 0 318
17:00 - 18:00 242 0 45 6 28 0 321
18:00 - 19:00 347 0 36 3 21 0 407
19:00 - 20:00 314 0 80 1 59 0 454
20:00 - 21:00 246 0 72 0 60 0 378
21:00 - 22:00 200 0 62 0 11 0 273
22:00 - 23:00 122 0 19 1 8 0 150
23:00 - 0:00 70 0 12 0 20 1 103
0:00 - 1:00 34 0 13 0 51 0 98
1:00 - 2:00 15 0 4 0 38 1 58
2:00 - 3:00 1 0 4 0 6 0 11
3:00 - 4:00 0 0 5 0 1 0 6
4:00 - 5:00 0 0 0 0 0 1 1
5:00 - 6:00 0 0 0 0 0 1 1
6:00 - 7:00 0 0 0 0 0 0 0
Total 3,503 0 732 20 512 12 4,779

Direction : From Malir Cantt

TIME OF DAY Total
7:00 - 8:00 13 0 0 0 0 0 13
8:00 - 9:00 5 0 0 0 0 0 5
9:00 - 10:00 141 0 13 0 8 0 162
10:00 - 11:00 260 0 19 0 24 0 303
11:00 - 12:00 234 0 19 0 35 0 288
12:00 - 13:00 187 0 21 0 23 3 234
13:00 - 14:00 187 0 25 0 29 0 241
14:00 - 15:00 177 0 30 0 13 2 222
15:00 - 16:00 238 0 29 0 20 0 287
16:00 - 17:00 226 0 41 0 16 1 284
17:00 - 18:00 213 0 25 0 15 0 253
18:00 - 19:00 217 0 28 0 14 0 259
19:00 - 20:00 199 0 28 0 9 1 237
20:00 - 21:00 199 0 13 0 12 0 224
21:00 - 22:00 187 0 12 0 7 0 206
22:00 - 23:00 133 0 16 0 10 1 160
23:00 - 0:00 78 0 9 0 9 0 96
0:00 - 1:00 40 0 14 0 5 0 59
1:00 - 2:00 4 0 1 0 8 0 13
2:00 - 3:00 1 0 0 0 3 1 5
3:00 - 4:00 0 0 0 0 0 0 0
4:00 - 5:00 0 0 0 0 0 2 2
5:00 - 6:00 0 0 0 0 0 0 0
6:00 - 7:00 1 0 8 0 7 0 16
Total 2,940 0 351 0 267 11 3,569


SL-09 18-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 155 0 27 1 27 0 210
8:00 - 9:00 413 0 75 2 49 1 540
9:00 - 10:00 497 0 74 5 63 1 640
10:00 - 11:00 457 0 94 1 74 2 628
11:00 - 12:00 510 0 118 2 64 0 694
12:00 - 13:00 551 0 114 4 58 2 729
13:00 - 14:00 507 0 103 0 60 0 670
14:00 - 15:00 499 0 72 3 57 0 631
15:00 - 16:00 451 0 121 0 49 0 621
16:00 - 17:00 476 0 73 3 54 1 607
17:00 - 18:00 586 0 73 5 41 1 706
18:00 - 19:00 495 0 75 3 44 1 618
19:00 - 20:00 449 0 64 0 40 0 553
20:00 - 21:00 333 0 43 0 32 0 408
21:00 - 22:00 374 0 49 0 14 0 437
22:00 - 23:00 224 0 54 1 13 0 292
23:00 - 0:00 144 0 22 0 14 0 180
0:00 - 1:00 71 0 32 0 17 0 120
1:00 - 2:00 18 0 9 0 15 0 42
2:00 - 3:00 2 0 0 0 8 4 14
3:00 - 4:00 0 0 0 0 0 0 0
4:00 - 5:00 0 0 0 0 0 1 1
5:00 - 6:00 0 0 0 0 0 0 0
6:00 - 7:00 0 0 0 0 0 0 0
Total 7,212 0 1,292 30 793 14 9,341


SL-09 18-04-2012

TIME OF DAY Total
7:00 - 8:00 57 0 17 1 21 0 96
8:00 - 9:00 151 0 42 0 34 1 228
9:00 - 10:00 225 0 42 0 43 1 311
10:00 - 11:00 226 0 75 1 45 2 349
11:00 - 12:00 271 0 88 2 29 0 390
12:00 - 13:00 315 0 88 4 26 2 435
13:00 - 14:00 313 0 61 0 41 0 415
14:00 - 15:00 277 0 36 3 28 0 344
15:00 - 16:00 257 0 59 0 15 0 331
16:00 - 17:00 270 0 42 3 25 1 341
17:00 - 18:00 314 0 41 3 25 1 384
18:00 - 19:00 239 0 46 1 33 1 320
19:00 - 20:00 193 0 30 0 30 0 253
20:00 - 21:00 121 0 18 0 16 0 155
21:00 - 22:00 159 0 38 0 4 0 201
22:00 - 23:00 60 0 38 1 4 0 103
23:00 - 0:00 31 0 17 0 10 0 58
0:00 - 1:00 13 0 27 0 2 0 42
1:00 - 2:00 1 0 7 0 9 0 17
2:00 - 3:00 1 0 0 0 6 1 8
3:00 - 4:00 0 0 0 0 0 0 0
4:00 - 5:00 0 0 0 0 0 1 1
5:00 - 6:00 0 0 0 0 0 0 0
6:00 - 7:00 0 0 0 0 0 0 0
Total 3,494 0 812 19 446 11 4,782


TIME OF DAY Total
7:00 - 8:00 98 0 10 0 6 0 114
8:00 - 9:00 262 0 33 2 15 0 312
9:00 - 10:00 272 0 32 5 20 0 329
10:00 - 11:00 231 0 19 0 29 0 279
11:00 - 12:00 239 0 30 0 35 0 304
12:00 - 13:00 236 0 26 0 32 0 294
13:00 - 14:00 194 0 42 0 19 0 255
14:00 - 15:00 222 0 36 0 29 0 287
15:00 - 16:00 194 0 62 0 34 0 290
16:00 - 17:00 206 0 31 0 29 0 266
17:00 - 18:00 272 0 32 2 16 0 322
18:00 - 19:00 256 0 29 2 11 0 298
19:00 - 20:00 256 0 34 0 10 0 300
20:00 - 21:00 212 0 25 0 16 0 253
21:00 - 22:00 215 0 11 0 10 0 236
22:00 - 23:00 164 0 16 0 9 0 189
23:00 - 0:00 113 0 5 0 4 0 122
0:00 - 1:00 58 0 5 0 15 0 78
1:00 - 2:00 17 0 2 0 6 0 25
2:00 - 3:00 1 0 0 0 2 3 6
3:00 - 4:00 0 0 0 0 0 0 0
4:00 - 5:00 0 0 0 0 0 0 0
5:00 - 6:00 0 0 0 0 0 0 0
6:00 - 7:00 0 0 0 0 0 0 0
Total 3,718 0 480 11 347 3 4,559


SL-09 19-04-2012
Direction : Both

TIME OF DAY Total
7:00 - 8:00 137 0 36 1 19 0 193
8:00 - 9:00 373 0 107 6 56 1 543
9:00 - 10:00 412 0 152 1 60 1 626
10:00 - 11:00 501 0 117 3 54 1 676
11:00 - 12:00 502 0 94 7 69 1 673
12:00 - 13:00 497 0 77 9 48 1 632
13:00 - 14:00 494 0 65 3 48 1 611
14:00 - 15:00 562 0 119 1 77 2 761
15:00 - 16:00 497 2 109 1 82 6 697
16:00 - 17:00 476 0 65 5 56 1 603
17:00 - 18:00 525 0 61 3 35 5 629
18:00 - 19:00 723 0 117 5 66 0 911
19:00 - 20:00 505 0 60 0 71 0 636
20:00 - 21:00 397 0 58 1 35 1 492
21:00 - 22:00 298 0 14 0 15 0 327
22:00 - 23:00 194 0 17 1 13 0 225
23:00 - 0:00 99 0 15 1 7 0 122
0:00 - 1:00 49 0 4 0 12 2 67
1:00 - 2:00 8 0 1 0 25 0 34
2:00 - 3:00 0 0 0 0 15 2 17
3:00 - 4:00 0 0 0 0 3 2 5
4:00 - 5:00 0 0 0 0 0 4 4
5:00 - 6:00 0 0 0 0 0 0 0
6:00 - 7:00 5 0 0 0 0 0 5
Total 7,254 2 1,288 48 866 31 9,489


SL-09 19-04-2012

TIME OF DAY Total
7:00 - 8:00 59 0 24 0 9 0 92
8:00 - 9:00 140 0 64 4 40 0 248
9:00 - 10:00 138 0 100 0 38 1 277
10:00 - 11:00 245 0 95 2 29 1 372
11:00 - 12:00 249 0 71 6 49 1 376
12:00 - 13:00 289 0 49 7 33 1 379
13:00 - 14:00 287 0 37 1 36 1 362
14:00 - 15:00 334 0 50 1 52 0 437
15:00 - 16:00 264 2 78 1 59 0 404
16:00 - 17:00 238 0 30 4 31 1 304
17:00 - 18:00 263 0 25 3 25 4 320
18:00 - 19:00 409 0 87 2 59 0 557
19:00 - 20:00 232 0 27 0 57 0 316
20:00 - 21:00 180 0 17 0 26 0 223
21:00 - 22:00 131 0 2 0 6 0 139
22:00 - 23:00 79 0 7 1 5 0 92
23:00 - 0:00 46 0 13 0 4 0 63
0:00 - 1:00 18 0 2 0 11 0 31
1:00 - 2:00 6 0 1 0 22 0 29
2:00 - 3:00 0 0 0 0 12 1 13
3:00 - 4:00 0 0 0 0 3 2 5
4:00 - 5:00 0 0 0 0 0 1 1
5:00 - 6:00 0 0 0 0 0 0 0
6:00 - 7:00 4 0 0 0 0 0 4
Total 3,611 2 779 32 606 14 5,044


TIME OF DAY Total
7:00 - 8:00 78 0 12 1 10 0 101
8:00 - 9:00 233 0 43 2 16 1 295
9:00 - 10:00 274 0 52 1 22 0 349
10:00 - 11:00 256 0 22 1 25 0 304
11:00 - 12:00 253 0 23 1 20 0 297
12:00 - 13:00 208 0 28 2 15 0 253
13:00 - 14:00 207 0 28 2 12 0 249
14:00 - 15:00 228 0 69 0 25 2 324
15:00 - 16:00 233 0 31 0 23 6 293
16:00 - 17:00 238 0 35 1 25 0 299
17:00 - 18:00 262 0 36 0 10 1 309
18:00 - 19:00 314 0 30 3 7 0 354
19:00 - 20:00 273 0 33 0 14 0 320
20:00 - 21:00 217 0 41 1 9 1 269
21:00 - 22:00 167 0 12 0 9 0 188
22:00 - 23:00 115 0 10 0 8 0 133
23:00 - 0:00 53 0 2 1 3 0 59
0:00 - 1:00 31 0 2 0 1 2 36
1:00 - 2:00 2 0 0 0 3 0 5
2:00 - 3:00 0 0 0 0 3 1 4
3:00 - 4:00 0 0 0 0 0 0 0
4:00 - 5:00 0 0 0 0 0 3 3
5:00 - 6:00 0 0 0 0 0 0 0
6:00 - 7:00 1 0 0 0 0 0 1
Total 3,643 0 509 16 260 17 4,445


SL-09 17-04-2012
Survey Location: Northern ByPass SL-09
Direction : U-Turn

TIME OF DAY Total
7:00 - 8:00 0 0 0 0 0 0 0
8:00 - 9:00 43 5 2 6 5 0 61
9:00 - 10:00 93 1 3 0 7 0 104
10:00 - 11:00 81 1 4 0 10 0 96
11:00 - 12:00 119 3 1 0 11 0 134
12:00 - 13:00 62 0 5 0 8 5 80
13:00 - 14:00 70 3 2 0 10 0 85
14:00 - 15:00 89 0 8 0 5 1 103
15:00 - 16:00 128 1 9 0 11 1 150
16:00 - 17:00 115 5 5 0 11 1 137
17:00 - 18:00 49 0 13 0 5 0 67
18:00 - 19:00 86 1 9 0 9 0 105
19:00 - 20:00 78 3 7 0 7 0 95
20:00 - 21:00 67 3 12 0 8 0 90
21:00 - 22:00 99 2 6 0 6 0 113
22:00 - 23:00 53 1 4 0 4 0 62
23:00 - 0:00 36 1 1 0 4 0 42
0:00 - 1:00 21 0 0 0 1 0 22
1:00 - 2:00 9 0 0 0 0 0 9
2:00 - 3:00 10 0 0 0 0 0 10
3:00 - 4:00 1 0 0 0 5 2 8
4:00 - 5:00 0 0 0 0 5 3 8
5:00 - 6:00 1 0 0 0 0 0 1
6:00 - 7:00 9 0 0 0 0 0 9
Total 1,319 30 91 6 132 13 1,591


SL-09 18-04-2012
Direction : U-Turn

TIME OF DAY Total
7:00 - 8:00 7 4 5 3 3 5 27
8:00 - 9:00 105 8 13 1 2 0 129
9:00 - 10:00 153 2 13 0 13 2 183
10:00 - 11:00 114 6 3 0 9 0 132
11:00 - 12:00 86 2 7 0 6 0 101
12:00 - 13:00 51 3 5 0 7 0 66
13:00 - 14:00 52 1 3 0 3 9 68
14:00 - 15:00 90 2 5 0 5 6 108
15:00 - 16:00 83 1 6 0 1 7 98
16:00 - 17:00 93 1 4 0 12 0 110
17:00 - 18:00 125 1 10 0 5 1 142
18:00 - 19:00 85 1 6 1 3 1 97
19:00 - 20:00 70 2 7 0 11 0 90
20:00 - 21:00 70 1 11 0 26 0 108
21:00 - 22:00 98 3 9 0 14 0 124
22:00 - 23:00 45 1 3 0 6 0 55
23:00 - 0:00 35 3 3 0 0 0 41
0:00 - 1:00 19 0 3 0 9 0 31
1:00 - 2:00 7 0 0 0 1 1 9
2:00 - 3:00 8 0 0 0 0 4 12
3:00 - 4:00 0 0 0 0 1 0 1
4:00 - 5:00 0 0 0 0 4 0 4
5:00 - 6:00 1 0 0 0 0 0 1
6:00 - 7:00 0 0 0 0 0 0 0
Total 1,397 42 116 5 141 36 1,737


SL-09 19-04-2012
Direction : U-Turn

TIME OF DAY Total
7:00 - 8:00 23 3 12 5 6 6 55
8:00 - 9:00 64 3 3 1 8 0 79
9:00 - 10:00 138 3 3 0 14 0 158
10:00 - 11:00 116 0 8 0 17 0 141
11:00 - 12:00 86 1 5 0 5 0 97
12:00 - 13:00 82 0 3 0 4 0 89
13:00 - 14:00 53 0 3 0 2 0 58
14:00 - 15:00 92 0 6 0 5 0 103
15:00 - 16:00 83 0 4 0 5 2 94
16:00 - 17:00 82 1 5 1 4 2 95
17:00 - 18:00 114 1 14 1 4 0 134
18:00 - 19:00 105 0 4 1 2 0 112
19:00 - 20:00 84 0 10 1 2 0 97
20:00 - 21:00 95 0 7 0 5 0 107
21:00 - 22:00 71 0 16 0 3 0 90
22:00 - 23:00 70 1 5 0 1 0 77
23:00 - 0:00 32 2 0 0 0 0 34
0:00 - 1:00 21 0 0 0 6 0 27
1:00 - 2:00 5 0 2 0 1 6 14
2:00 - 3:00 3 0 0 0 0 0 3
3:00 - 4:00 1 0 0 0 1 1 3
4:00 - 5:00 0 0 0 0 13 0 13
5:00 - 6:00 0 0 0 0 1 0 1
6:00 - 7:00 1 0 0 0 0 0 1
Total 1,421 15 110 10 109 17 1,682

Annexure III:
Traffic Occupancy Count

SUMMARY OF MID BLOCK OCCUPANCY

SL-02
Direction : Both

Public Transport
Private Cars
TIME OF DAY Total
CLASS 1 CLASS 2 CLASS 3 CLASS 4

7:00 - 8:00 6.5 16.0 32.0 72.9 127.4
8:00 - 9:00 6.7 15.9 46.0 74.1 142.7
9:00 - 10:00 6.6 20.0 60.6 70.9 158.1
10:00 - 11:00 6.9 21.3 61.3 74.2 163.7
11:00 - 12:00 6.8 21.4 61.7 73.1 163.0
12:00 - 13:00 6.8 22.4 32.0 71.6 132.8
13:00 - 14:00 6.1 21.1 32.0 74.0 133.3
14:00 - 15:00 6.4 22.7 62.5 72.8 164.3
15:00 - 16:00 6.8 20.4 32.0 68.6 127.7
16:00 - 17:00 6.5 21.0 32.0 76.6 136.1
17:00 - 18:00 6.6 19.4 56.1 77.1 159.3
18:00 - 19:00 6.7 21.0 61.4 75.0 164.0
19:00 - 20:00 7.1 19.6 54.4 65.9 147.0
20:00 - 21:00 6.9 18.0 53.2 63.5 141.6
21:00 - 22:00 7.1 19.1 53.7 64.3 144.1
22:00 - 23:00 7.2 20.6 32.0 62.8 122.6
23:00 - 0:00 6.7 19.5 39.3 64.1 129.6
0:00 - 1:00 6.7 23.0 61.5 57.4 148.7
1:00 - 2:00 6.4 21.0 58.0 57.0 142.4
2:00 - 3:00 6.6 20.3 24.0 66.5 117.3
3:00 - 4:00 6.7 19.5 20.0 34.8 81.0
4:00 - 5:00 6.5 10.0 57.7 30.4 104.6
5:00 - 6:00 6.7 19.7 64.0 66.1 156.5
6:00 - 7:00 6.7 17.0 24.0 68.0 115.7
Total 160.7 469.7 1,264.9 1,582.0 3,323.6


SL-02

Private Cars Public Transport
TIME OF DAY Total
7:00 - 8:00 3.6 9.5 32.0 37.1 82.1
8:00 - 9:00 3.7 9.4 32.0 38.3 83.3
9:00 - 10:00 3.7 10.5 32.0 36.2 82.3
10:00 - 11:00 3.6 11.4 32.0 38.0 85.0
11:00 - 12:00 3.6 10.5 32.0 37.5 83.5
12:00 - 13:00 3.5 11.7 32.0 36.9 84.2
13:00 - 14:00 2.9 10.7 32.0 38.0 83.6
14:00 - 15:00 3.3 10.7 32.0 37.5 83.6
15:00 - 16:00 3.5 9.9 32.0 32.2 77.5
16:00 - 17:00 3.3 11.3 32.0 38.0 84.6
17:00 - 18:00 3.5 11.3 28.0 38.0 80.8
18:00 - 19:00 3.4 10.8 32.0 37.2 83.4
19:00 - 20:00 4.1 11.8 32.0 38.0 85.9
20:00 - 21:00 3.9 11.0 32.0 37.2 84.0
21:00 - 22:00 3.5 11.7 32.0 38.0 85.2
22:00 - 23:00 3.7 12.0 32.0 38.0 85.7
23:00 - 0:00 3.4 11.3 16.0 36.4 67.1
0:00 - 1:00 3.4 12.0 32.0 32.1 79.4
1:00 - 2:00 3.3 9.0 32.0 31.7 76.0
2:00 - 3:00 3.0 12.0 24.0 28.5 67.5
3:00 - 4:00 3.0 12.0 20.0 - 35.0
4:00 - 5:00 2.8 - 32.0 - 34.8
5:00 - 6:00 3.0 12.0 32.0 38.0 85.0
6:00 - 7:00 3.3 12.0 24.0 38.0 77.3
Total 56.9 174.0 508.0 596.0 1,334.8


TIME OF DAY Total
7:00 - 8:00 2.9 6.5 - 35.9 45.3
8:00 - 9:00 3.1 6.5 14.0 35.9 59.4
9:00 - 10:00 3.0 9.5 28.6 34.8 75.9
10:00 - 11:00 3.2 9.9 29.3 36.2 78.6
11:00 - 12:00 3.2 10.9 29.7 35.7 79.4
12:00 - 13:00 3.3 10.7 - 34.7 48.6
13:00 - 14:00 3.2 10.5 - 36.0 49.7
14:00 - 15:00 3.1 12.0 30.5 35.2 80.8
15:00 - 16:00 3.3 10.5 - 36.4 50.2
16:00 - 17:00 3.2 9.8 - 38.6 51.5
17:00 - 18:00 3.1 8.1 28.1 39.1 78.5
18:00 - 19:00 3.2 10.2 29.4 37.8 80.6
19:00 - 20:00 3.0 7.8 22.4 27.9 61.1
20:00 - 21:00 3.0 7.1 21.2 26.3 57.6
21:00 - 22:00 3.5 7.4 21.7 26.3 58.9
22:00 - 23:00 3.5 8.6 - 24.8 36.9
23:00 - 0:00 3.3 8.3 23.3 27.7 62.5
0:00 - 1:00 3.4 11.0 29.5 25.3 69.2
1:00 - 2:00 3.1 12.0 26.0 25.3 66.4
2:00 - 3:00 3.6 8.3 - 38.0 49.8
3:00 - 4:00 3.7 7.5 - 34.8 46.1
4:00 - 5:00 3.7 10.0 25.7 30.4 69.8
5:00 - 6:00 3.6 7.7 32.0 28.1 71.4
6:00 - 7:00 3.4 5.0 - 30.0 38.4
Total 78.7 215.5 391.3 781.3 1,466.8


SL-04
Direction : Both

Public Transport
Private Cars
TIME OF DAY Total

7:00 - 8:00 5.4 22.3 16.0 65.6 109.3
8:00 - 9:00 5.6 22.7 8.0 74.2 110.5
9:00 - 10:00 5.9 23.1 16.0 74.4 119.5
10:00 - 11:00 6.2 21.0 - 73.1 100.3
11:00 - 12:00 5.8 22.8 - 71.6 100.2
12:00 - 13:00 6.2 24.0 8.0 73.3 111.5
13:00 - 14:00 6.0 23.3 32.0 74.5 135.7
14:00 - 15:00 5.4 24.0 48.0 72.9 150.3
15:00 - 16:00 5.9 23.3 - 75.5 104.7
16:00 - 17:00 6.1 17.0 40.0 55.5 118.5
17:00 - 18:00 6.3 18.3 48.0 72.9 145.5
18:00 - 19:00 6.9 15.5 32.0 73.9 128.3
19:00 - 20:00 5.7 18.0 - 71.0 94.7
20:00 - 21:00 6.5 12.0 - 72.0 90.6
21:00 - 22:00 6.4 9.0 - 72.8 88.2
22:00 - 23:00 8.1 7.0 - 74.5 89.6
23:00 - 0:00 7.2 12.0 - 73.2 92.4
0:00 - 1:00 5.9 21.5 - 74.0 101.4
1:00 - 2:00 5.5 14.0 - 66.5 86.0
2:00 - 3:00 6.4 6.0 - 16.0 28.4
3:00 - 4:00 8.5 15.0 - 52.0 75.5
4:00 - 5:00 6.4 21.0 - 54.0 81.4
5:00 - 6:00 6.5 17.0 - 53.4 76.9
6:00 - 7:00 7.1 19.2 - 54.5 80.8
Total 151.8 429.0 248.0 1,591.3 2,420.1


SL-04

TIME OF DAY Total
7:00 - 8:00 2.2 11.3 - 27.6 41.1
8:00 - 9:00 2.4 12.0 8.0 36.8 59.2
9:00 - 10:00 2.7 11.6 - 38.0 52.3
10:00 - 11:00 3.1 10.5 - 36.6 50.2
11:00 - 12:00 2.9 12.0 - 36.4 51.3
12:00 - 13:00 3.1 12.0 8.0 36.9 60.1
13:00 - 14:00 2.8 12.0 - 38.5 53.3
14:00 - 15:00 2.5 12.0 16.0 37.4 67.9
15:00 - 16:00 2.7 12.0 - 38.0 52.7
16:00 - 17:00 3.0 5.0 8.0 19.0 35.0
17:00 - 18:00 3.3 9.0 16.0 37.1 65.3
18:00 - 19:00 3.5 5.0 - 36.4 44.9
19:00 - 20:00 2.6 9.0 - 36.9 48.5
20:00 - 21:00 3.4 - - 38.0 41.4
21:00 - 22:00 3.2 - - 36.4 39.6
22:00 - 23:00 4.9 - - 38.0 42.9
23:00 - 0:00 3.8 - - 35.2 39.0
0:00 - 1:00 3.1 10.5 - 38.0 51.6
1:00 - 2:00 2.6 2.0 - 28.5 33.1
2:00 - 3:00 3.4 - - 16.0 19.4
3:00 - 4:00 5.0 9.0 - 16.0 30.0
4:00 - 5:00 3.1 9.0 - 16.0 28.1
5:00 - 6:00 3.4 5.0 - 16.0 24.4
6:00 - 7:00 3.4 9.0 - 18.0 30.4
Total 48.2 133.5 56.0 567.9 805.6


TIME OF DAY Total
7:00 - 8:00 3.2 11.0 16.0 38.0 68.2
8:00 - 9:00 3.2 10.7 - 37.4 51.3
9:00 - 10:00 3.3 11.5 16.0 36.4 67.2
10:00 - 11:00 3.1 10.5 - 36.5 50.2
11:00 - 12:00 3.0 10.8 - 35.2 49.0
12:00 - 13:00 3.1 12.0 - 36.4 51.4
13:00 - 14:00 3.1 11.3 32.0 36.0 82.3
14:00 - 15:00 2.9 12.0 32.0 35.5 82.4
15:00 - 16:00 3.2 11.3 - 37.5 52.0
16:00 - 17:00 3.1 12.0 32.0 36.5 83.5
17:00 - 18:00 3.0 9.3 32.0 35.9 80.1
18:00 - 19:00 3.4 10.5 32.0 37.5 83.4
19:00 - 20:00 3.1 9.0 - 34.0 46.2
20:00 - 21:00 3.2 12.0 - 34.0 49.2
21:00 - 22:00 3.2 9.0 - 36.4 48.6
22:00 - 23:00 3.2 7.0 - 36.5 46.7
23:00 - 0:00 3.4 12.0 - 38.0 53.4
0:00 - 1:00 2.8 11.0 - 36.0 49.8
1:00 - 2:00 3.0 12.0 - 38.0 53.0
2:00 - 3:00 3.0 6.0 - - 9.0
3:00 - 4:00 3.5 6.0 - 36.0 45.5
4:00 - 5:00 3.3 12.0 - 38.0 53.3
5:00 - 6:00 3.1 12.0 - 37.4 52.5
6:00 - 7:00 3.6 10.2 - 36.5 50.4
Total 75.9 251.0 192.0 839.7 1,358.5


SL-05
Direction : Both

Public Transport
Private Cars
TIME OF DAY Total

7:00 - 8:00 4.7 19.0 - 60.6 84.3
8:00 - 9:00 4.3 20.1 31.0 92.4 147.8
9:00 - 10:00 5.4 21.0 39.5 71.8 137.6
10:00 - 11:00 5.8 18.3 8.0 62.4 94.4
11:00 - 12:00 6.3 12.0 8.0 76.5 102.8
12:00 - 13:00 6.3 21.0 25.5 76.2 129.0
13:00 - 14:00 5.6 18.0 32.0 43.0 98.6
14:00 - 15:00 5.4 22.1 28.0 52.8 108.3
15:00 - 16:00 5.9 23.0 8.0 67.3 104.2
16:00 - 17:00 6.2 13.0 - 47.8 67.1
17:00 - 18:00 5.5 20.3 16.0 72.9 114.7
18:00 - 19:00 5.6 23.3 16.0 64.1 108.9
19:00 - 20:00 6.1 21.7 36.8 74.5 139.0
20:00 - 21:00 5.8 19.1 - 70.0 94.9
21:00 - 22:00 5.3 15.0 40.0 - 60.3
22:00 - 23:00 5.3 15.0 - 38.0 58.3
23:00 - 0:00 5.5 19.5 - - 25.0
0:00 - 1:00 5.6 17.0 - - 22.6
1:00 - 2:00 4.9 12.0 - - 16.9
2:00 - 3:00 5.4 15.0 - - 20.4
3:00 - 4:00 4.8 6.0 - - 10.8
4:00 - 5:00 4.8 12.0 - 16.0 32.8
5:00 - 6:00 4.6 12.0 8.0 - 24.6
6:00 - 7:00 4.8 19.3 - 52.5 76.6
Total 129.9 414.6 296.8 1,038.7 1,879.9


SL-05

TIME OF DAY Total
7:00 - 8:00 1.8 9.0 - 27.3 38.1
8:00 - 9:00 2.2 10.5 12.0 59.2 83.9
9:00 - 10:00 2.2 12.0 4.0 38.5 56.7
10:00 - 11:00 2.3 12.0 8.0 31.6 53.9
11:00 - 12:00 2.3 3.0 8.0 38.5 51.8
12:00 - 13:00 2.7 9.0 - 42.9 54.6
13:00 - 14:00 2.6 6.0 16.0 14.5 39.1
14:00 - 15:00 2.6 12.0 12.0 14.5 41.1
15:00 - 16:00 2.7 12.0 8.0 29.0 51.7
16:00 - 17:00 2.9 3.0 - 9.5 15.4
17:00 - 18:00 2.4 12.0 - 44.4 58.8
18:00 - 19:00 2.4 12.0 - 30.8 45.2
19:00 - 20:00 2.8 12.0 16.0 26.5 57.3
20:00 - 21:00 2.2 9.0 - 32.0 43.2
21:00 - 22:00 1.5 9.0 8.0 - 18.5
22:00 - 23:00 2.3 9.0 - - 11.3
23:00 - 0:00 2.3 12.0 - - 14.3
0:00 - 1:00 2.8 9.0 - - 11.8
1:00 - 2:00 1.9 6.0 - - 7.9
2:00 - 3:00 2.8 3.0 - - 5.8
3:00 - 4:00 2.6 - - - 2.6
4:00 - 5:00 2.0 6.0 - 16.0 24.0
5:00 - 6:00 2.1 - 8.0 - 10.1
6:00 - 7:00 2.3 12.0 - 14.5 28.8
Total 56.7 199.5 100.0 469.6 825.8


TIME OF DAY Total
7:00 - 8:00 3.0 10.0 - 33.3 46.2
8:00 - 9:00 2.1 9.6 19.0 33.3 64.0
9:00 - 10:00 3.2 9.0 35.5 33.3 80.9
10:00 - 11:00 3.5 6.3 - 30.8 40.5
11:00 - 12:00 4.0 9.0 - 38.0 51.0
12:00 - 13:00 3.6 12.0 25.5 33.3 74.4
13:00 - 14:00 3.0 12.0 16.0 28.5 59.5
14:00 - 15:00 2.8 10.1 16.0 38.3 67.1
15:00 - 16:00 3.1 11.0 - 38.3 52.5
16:00 - 17:00 3.4 10.0 - 38.3 51.7
17:00 - 18:00 3.1 8.3 16.0 28.5 55.9
18:00 - 19:00 3.2 11.3 16.0 33.3 63.7
19:00 - 20:00 3.3 9.7 20.8 48.0 81.7
20:00 - 21:00 3.6 10.1 - 38.0 51.6
21:00 - 22:00 3.8 6.0 32.0 - 41.8
22:00 - 23:00 3.0 6.0 - 38.0 47.0
23:00 - 0:00 3.3 7.5 - - 10.8
0:00 - 1:00 2.8 8.0 - - 10.8
1:00 - 2:00 3.0 6.0 - - 9.0
2:00 - 3:00 2.7 12.0 - - 14.7
3:00 - 4:00 2.2 6.0 - - 8.2
4:00 - 5:00 2.8 6.0 - - 8.8
5:00 - 6:00 2.5 12.0 - - 14.5
6:00 - 7:00 2.5 7.3 - 38.0 47.8
Total 51.5 150.2 196.8 531.1 929.6


SL-07
Direction : Both

Public Transport
Private
TIME OF DAY Total
Cars CLASS 1 CLASS 2 CLASS 3 CLASS 4

7:00 - 8:00 6.0 22.5 48.0 115.7 192.2
8:00 - 9:00 6.0 22.2 47.6 116.4 192.2
9:00 - 10:00 5.1 22.8 24.0 99.0 150.9
10:00 - 11:00 6.1 22.3 8.0 107.0 143.3
11:00 - 12:00 5.5 22.5 32.0 108.5 168.5
12:00 - 13:00 5.9 21.2 - 115.5 142.6
13:00 - 14:00 5.7 22.9 26.7 85.6 140.8
14:00 - 15:00 5.6 21.8 32.0 98.5 157.9
15:00 - 16:00 5.5 18.6 38.8 91.3 154.3
16:00 - 17:00 6.3 18.6 32.0 75.9 132.8
17:00 - 18:00 6.1 18.6 49.4 71.7 145.9
18:00 - 19:00 5.5 20.8 50.7 88.4 165.4
19:00 - 20:00 5.8 21.9 50.0 86.2 163.9
20:00 - 21:00 5.9 21.8 64.0 57.0 148.6
21:00 - 22:00 6.0 24.0 28.0 71.9 129.9
22:00 - 23:00 6.0 22.8 - 38.0 66.8
23:00 - 0:00 5.7 22.8 32.0 19.0 79.5
0:00 - 1:00 5.8 10.0 58.7 - 74.5
1:00 - 2:00 6.0 8.0 32.0 - 46.0
2:00 - 3:00 5.6 10.0 24.0 - 39.6
3:00 - 4:00 5.6 12.0 32.0 - 49.6
4:00 - 5:00 5.4 12.0 24.0 - 41.4
5:00 - 6:00 5.4 - 24.0 32.0 61.4
6:00 - 7:00 5.5 23.4 49.8 46.6 125.3
Total 137.9 443.3 807.6 1,524.3 2,913.1


SL-07

TIME OF DAY Total
7:00 - 8:00 3.3 10.5 26.7 57.6 98.0
8:00 - 9:00 2.8 10.2 24.0 53.8 90.8
9:00 - 10:00 2.4 10.8 16.0 50.1 79.3
10:00 - 11:00 2.9 10.3 8.0 54.8 75.9
11:00 - 12:00 2.3 10.5 - 51.6 64.3
12:00 - 13:00 2.8 9.2 - 56.4 68.3
13:00 - 14:00 2.7 10.9 26.7 41.3 81.6
14:00 - 15:00 2.8 10.1 32.0 41.9 86.8
15:00 - 16:00 2.7 8.5 19.6 45.1 75.8
16:00 - 17:00 3.2 8.1 16.0 35.3 62.6
17:00 - 18:00 3.1 7.1 26.7 35.9 72.8
18:00 - 19:00 2.4 8.8 24.0 44.2 79.4
19:00 - 20:00 3.0 9.9 24.0 43.8 80.8
20:00 - 21:00 3.4 9.8 32.0 28.5 73.7
21:00 - 22:00 3.3 12.0 - 38.0 53.3
22:00 - 23:00 3.5 10.8 24.0 19.0 57.3
23:00 - 0:00 3.3 12.0 32.0 - 47.3
0:00 - 1:00 3.4 10.0 32.0 - 45.4
1:00 - 2:00 3.3 8.0 32.0 - 43.3
2:00 - 3:00 3.4 10.0 24.0 - 37.4
3:00 - 4:00 3.3 12.0 32.0 - 47.3
4:00 - 5:00 3.3 12.0 24.0 - 39.3
5:00 - 6:00 3.3 - 24.0 32.0 59.3
6:00 - 7:00 3.2 11.4 25.8 46.6 87.0
Total 73.3 232.6 525.4 775.6 1,607.0


TIME OF DAY Total
7:00 - 8:00 2.7 12.0 21.3 58.2 94.2
8:00 - 9:00 3.1 12.0 23.6 62.7 101.4
9:00 - 10:00 2.7 12.0 8.0 48.9 71.6
10:00 - 11:00 3.2 12.0 - 52.3 67.4
11:00 - 12:00 3.2 12.0 32.0 56.9 104.2
12:00 - 13:00 3.1 12.0 - 59.2 74.2
13:00 - 14:00 3.0 12.0 - 44.3 59.2
14:00 - 15:00 2.7 11.7 - 56.7 71.1
15:00 - 16:00 2.8 10.2 19.2 46.2 78.4
16:00 - 17:00 3.1 10.5 16.0 40.7 70.2
17:00 - 18:00 3.0 11.5 22.7 35.9 73.1
18:00 - 19:00 3.1 12.0 26.7 44.2 86.0
19:00 - 20:00 2.7 12.0 26.0 42.4 83.1
20:00 - 21:00 2.5 12.0 32.0 28.5 75.0
21:00 - 22:00 2.6 12.0 28.0 33.9 76.5
22:00 - 23:00 2.6 12.0 - 19.0 33.6
23:00 - 0:00 2.4 10.8 - 19.0 32.2
0:00 - 1:00 2.4 - 26.7 - 29.1
1:00 - 2:00 2.6 - - - 2.6
2:00 - 3:00 2.1 - - - 2.1
3:00 - 4:00 2.3 - - - 2.3
4:00 - 5:00 2.1 - - - 2.1
5:00 - 6:00 2.1 - - - 2.1
6:00 - 7:00 2.3 12.0 24.0 - 38.3
Total 46.1 187.9 255.5 729.7 1,219.2

Annexure IV:
Passengers Travelling by Mode

Passengers Travelling By Mode
Time
Tavelling Tavelling Tavelling 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

Time

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

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

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

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

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

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

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

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

M9 final report 07.07.12

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M9 final report 07.07.12