[Operating Systems: Microsoft Windows 10/11 with 32 / 64 Bit, Minimum 4 GB RAM, 100 GB HDD space]
TransPlan is powerful software system for Traffic Analysis and Transport Planning. TransPlan features for signalized intersection capacity analysis as per Highway Capacity Manual (HCM) by Transportation Research Board, Traffic Analysis to obtain Peak Hour Factor, Seasonal Variation Factor, Traffic Homogeneous Sections, Tollable Traffic, ADT, AADT, Transport Demand Elasticity, Traffic Projections, Capacity and Level of Service (LOS), Equivalent Standard Axle Load (ESAL/MSA), Economic Analysis and Financial Analysis for a highway project.
Cloud based Process / Storage / Sharing facilities are available as optional. On procuring multiple licenses, say, four licenses, and installing at four different locations anywhere in the country/world, the project name, user name and password may be shared with those four license locations. They all can access cloud server to view the design and drawings, modify, re-process, download, upload the work at the cloud storage 'Techsoft Drive'.
Web site: www.techsoftglobal.com
Email: techsoftinfra@gmail.com, techsoft@consultant.com
Tel: +91 9331 9330 39, +91 33 4008 3349, +91 33 4603 6129
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Signalized Intersection
The analysis contains a methodology for analyzing the capacity and level of service (LOS) of signalized intersections. The analysis must consider a wide variety of prevailing conditions, including the amount and distribution of traffic movements, traffic composition, geometric characteristics, and details of intersection signalization. The methodology focuses on the determination of LOS for known or projected conditions.
The methodology addresses the capacity, LOS, and other performance measures for lane groups and intersection approaches and the LOS for the intersection as a whole. Capacity is evaluated in terms of the ratio of demand flow rate to capacity (volume/capacity ratio), whereas LOS is evaluated on the basis of control delay per vehicle (in seconds per vehicle). Control delay is the portion of the total delay attributed to traffic signal operation for signalized intersections. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay.
Each lane group is analyzed separately. The capacity of the intersection as a whole is not addressed because both the design and the signalization of intersections focus on the accommodation of traffic movement on approaches to the intersection.
The capacity analysis methodology for signalized intersections is based on known or projected signalization plans. Two procedures are available to assist the analyst in establishing signalization plans. The first is the quick estimation method requires minimal field data and relies instead on default values for the required traffic and control parameters.
A detailed procedure is provided for estimating the timing plan at both pretimed and traffic-actuated signals. The procedure for pretimed signals provides the basis for the design of signal timing plans that equalize the degree of saturation on the critical approaches for each phase of the signal sequence. This procedure does not, however, provide for optimal operation.
The methodology is based in part on the results of a National Cooperative Highway Research Program (NCHRP) study. Critical movement capacity analysis techniques have been developed in the United States, Australia, Great Britain, and Sweden. Background for delay estimation procedures was developed in Great Britain, Australia, and the United State.
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Traffic Analysis
Roads form the spine of any emerging economy. The economic benefits of a newly constructed/ improved road, both in terms of direct and indirect benefits, are immense. An accurate estimate of the traffic that is likely to use the project road is very important as it forms the basic input in planning, design, operation and financing. A thorough knowledge of the travel characteristics of the traffic likely to use the project road as well as other major roads in the influence area of the study corridor is essential for future traffic estimation. The estimation of revenue through toll collection is important to assess the financial viability of the project and to finalize the financial covenants for the concession agreement. Thus an accurate assessment of the existing traffic and forecasting attains utmost importance for the road projects.
The primary objectives of the traffic studies are:
The data collected from primary and secondary sources are recorded in Excel sheets, compiled, checked and corrected before further proceeding for analysis. Traffic data analysis is carried out, to understand traffic characteristics and travel pattern in the study area and to provide basic input for traffic capacity assessment.
The traffic flow is measured in terms of number of vehicles per unit time. Since traffic in developing countries is heterogeneous in nature, it is common practice to convert the traffic in terms of Passenger Car Units (PCUs). The traffic data (in vehicles) collected during field surveys have been compiled and converted into equivalent Passenger Car Units (PCU) to determine the Average Daily Traffic (ADT) in vehicles and their equivalent PCUs of vehicles. the adopted equivalent PCU Factors for different vehicle type are based on either IRC: 64-1990 or other relevant standard of the country.
Traffic fluctuates by the hour, by the day and by the month. Hence, it is essential to estimate a factor which provides a relationship between Annual Average Daily Traffic (AADT) and Average Daily Traffic (ADT) for the month corresponding to the traffic surveys. While hourly and daily fluctuations have been accounted for by conducting surveys for continuous 168 hours (24 hours x 7days), the Seasonal Variation Factor (SVF) is used to estimate AADT from ADT data.
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The seasonal variation factor is estimated using the past fuel sales data collected from the existing petrol bunks (as the Project roads are non-tolled stretches and hence the toll revenue details of existing toll plazas, if any, not considered) along the project roads. The petrol (MS) and diesel (HSD) sales data in liters consumption has been collected for the past 1 year at various traffic volume count stations in the project highway and are analyzed for the monthly variation in the sales of fuel as per either IRC: 108 – 2015 or other relevant standard of the country. The analysis to assess the seasonal variation factor and detailed calculations are given in MS-Excel Worksheet.
Classified Traffic Volume Count
The analysis has been carried out to derive:
Average Daily Traffic (ADT)
The classified traffic volume count data collected is analyzed to assess the traffic intensity along the project corridors. The summary of Average Daily Traffic (ADT in number of vehicles) at various survey locations along project sections is presented with salient findings. Detailed calculations are presented in MS-Excel Worksheet as Annexure – 1.
Annual Average Daily Traffic (AADT)
The Annual Average Daily Traffic (AADT in no of vehicles) at the survey locations is obtained by multiplying the Average Daily Traffic (ADT) with the seasonal correction factor. The AADT of vehicles for the base year at the various survey locations along the project highway sections is to be presented in the report by user.
Peak Hour Factor
The peak hour factor is defined as the traffic volume during peak hour expressed as a percentage of AADT. The day time (04:00 AM to 16:00 PM) and night time (16:00 PM to 04:00 AM) peak factors are calculated separately at the traffic count locations indicate fairly uniform distribution of the traffic volume during the day and night. Peak hour factors indicate slightly higher traffic volumes during the peak hour at night time. Full day wise (24 hours) peak hour factor calculation is to be presented in the report by user.
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Traffic homogeneous sections
With a view to capture section-wise traffic flow characteristics, project stretches has been segmented into several traffic-homogeneous sections, based upon the locations of major intersections/ urban settlements that act as main collectors or distributors of traffic along the project corridors; i.e., sections of more or less similar traffic characteristics would form one homogeneous section. The traffic homogeneous sections identified are to be presented in the report by user.
Seasonal variation factor
Traffic fluctuates by the hour, by the day and by the month. Hence, it is essential to estimate a factor which provides a relationship between Annual Average Daily Traffic (AADT) and Average Daily Traffic (ADT) for the month corresponding to the traffic surveys. While hourly and daily fluctuations are accounted for by conducting surveys for continuous 168 hours (24 hours x 7days), the Seasonal Variation Factor (SVF) will be required to estimate AADT from ADT data.
The seasonal variation factor is estimated using the past fuel sales data collected from the existing petrol bunks (as the project roads are commonly non-tolled stretches and hence the toll revenue details of existing toll plazas, may not be considered) along the project roads. The petrol (MS) and diesel (HSD) sales data in liters consumption are collected for the past 1 year at identified locations in the project section and are analyzed for the monthly variation in the sales of fuel as per either IRC: 108 – 2015 or other relevant standard of the country. The analysis to assess the seasonal variation factor and detailed calculations are given in MS-Excel Worksheet as Annexure – 2.
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Transport Demand Elasticity
The most important parameter, on which the future forecast of traffic depends, is the ‘Growth Rate’. However, for small stretches where most of the traffic neither originates nor ends within the stretch, growth potential of the origin and destination (Zone of Influence) need to be assessed to arrive at the growth potential of the stretch. It is ideal to identify future growth potential of each zone for goods and passenger movements and for each category of vehicles separately.
Econometric models
The following steps are adopted to derive the elasticity and growth factors
The elasticity analysis in terms of econometric models is to be presented for the State by the user. Detai calculations are given in MS-Excel Worksheet as Annexure – 3.
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TRAFFIC PROJECTIONS
Based on the estimated traffic growth rates and the Annual Average Daily Traffic (AADT) observed at the TVC locations and traffic homogenous sections, the traffic on to the Project corridors for the horizon years is estimated as given in MS-Excel Worksheet as Annexure – 4.
CAPACITY AND LEVEL OF SERVICE (LOS) ANALYSIS
The Capacity of a facility is defined as the maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform section of the lane or roadway during a given time period under prevailing roadway, traffic and control conditions. By comparing the present traffic volume with the capacity of existing highways, their adequacy or deficiency can be assessed. Improvements and changes in the geometric features, junction features, traffic control devices and traffic management measures can be planned if capacity studies are considered.
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Computation of ESAL / MSA
The Equivalent Standard Axle Load (sometimes expressed in millions as Million Standard Axle, MSA), is computed from axle load survey data, as given in MS-Excel Worksheet as Annexure – 5.
The Vehicle Damage Factor (VDF) is also computed, for the design of pavement design,
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Economic Analysis
After having assessed the project cost in the most reasonable manner, the next step is to quantify the various benefits to be accrued to the project due to improvement of a selected section of road. Through this study, the benefit component of the project can be quantified over a specified time horizon and measured by a common yardstick.
The economic cost is primarily computed by multiplying a factor with the financial cost. This generally excludes prices, taxes, duties and royalties. It may be important to mention that the cost of construction and maintenance of Toll Plaza are not included in the economic analysis as these are incurred for the specific purpose of toll collection. While conducting project feasibility exercise, the economic benefits to be accrued from investment in road works can be measured in terms of reduction in vehicular delays and vehicle operation costs (VOC). It may be mentioned that the benefits derived from the investment of Toll Plaza are only financial returns.
In order to work out ‘Economic Internal Rate of Return (EIRR)’, an attempt can be made to carry out an analysis based on with and without project condition, so that the comparison of cost and benefit, in economic terms, can be made in a realistic manner.
This kind of analysis generally demonstrates the expected return to the society from the proposed investment during the project life. Usually this return, known as EIRR, is compared with the breakeven point of the Government’s EIRR and other international funding agencies, such as World Bank, and ADB (Asian Development Bank), so as to take an appropriate decision for investment.
There are a number of components associated with carrying out this study of economic feasibility as presented under.
Financial Analysis
In order to carry out the financial analysis, it is extremely important to assess the revenue to be generated from the project after levying the toll on various types of traffic. The primary intension in carrying out the study is to determine the recovery of investment. It is therefore necessary to understand the analysis mechanism of financial viability through a number of financial models such a BOLT (Built Operate Lease and Transfer) and BOT (Built Operate and Transfer). For this analysis, BOT model is used. Hence, the participation of the private entrepreneur for such a project that can be built and operated by them and then be transferred to the government after some period, as decided by the government is very important. These basically help to reduce the financial burden on the government, wherein private participation is encouraged in developing these kinds of projects. In view of the above, a detailed financial analysis is presented to arrive at commercial viability. The financial mechanism through which the viability of the project is determined is explained in subsequent sections.
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Approach of Financial Analysis
This is to assess the extent to which the investment can be recovered through the toll revenue mechanism. Financial analysis includes finances to be made available through debt and equity loan repayment, servicing, taxation and depreciation. The commercial viability of the project is examined by working out the ‘Financial Internal Rate of Return (FIRR)’ on equity investment and FIRR on total investment. The details of calculation of FIRR are presented in subsequent analysis. The flow diagram of the Financial Analysis is as shown below,
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Computation of Toll Rates
class="pmnsf"TransPlan features for Computation of Toll Rates as per Whole Sale Price Index (WPI), Computation Guidelines and Toll Notification to be published in Newspapers and Web Sites of the Project Authorities.
Toolkit Workbook and Guide for Road Asset Management
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TransPlan Release 10 Package:
Each package contains the following items:
License Types for Each Product:
License Option1: The single user "Professional License" is made on individual user's name.
License Option2: The single user "Enterprise License" is made on company's name, for one year free email based technical support.
All the Licenses have same Features content of the software.
Purchase and Licensing for Each Product:
Each software License is Web based. Purchase Order/Request is to be sent to Techsoft with complete address, Post Code and Telephone number. Next, we shall send the Invoice with our Bank Account details for making the payment. Customers may make the payments by Cards by using menu ‘Purchase’ at web site www.techsoftglobal.com, or by Online Transfer to the account of Techsoft as mentioned in the Invoice. No payment should be done without Invoice and after making payment customer has to inform Techsoft about mode of payment.
After making the payment customer has to run the installed software and select menu item ‘File >> Enter License Activation Key’. The ‘Computer ID is detected, user has to click on ‘Send Mail’ in internet connected condition. Next, we shall send the License ‘Activation Key’ within next two working days to the customer by mail. The user has to copy the ‘License Key’ and paste in the box in software menu item ‘File >> Enter License Activation Key’. The license will be activated in the PC/Laptop. During the validity of the license it can not be shifted to another PC/Laptop. The License is for one year, for renewal, after each year user has to pay the annual subscription within 15 days from expiry of the license.
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Mobile/Whatsapp: +91 9331 9330 39
Tel: +91 33 4008 3349, +91 33 4603 6129
Website: www.techsoftglobal.com
Email: techsoftinfra@gmail.com, techsoft@consultant.com
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