6 BASELINE TRAFFIC SITUATION

6.1 Introduction

This following data has been extracted from the FEED report prepared by KEC in
association with Cheil Engineering Co. Ltd. and Kyongdong Engineering Co. Ltd.
In view of data collection and appraisal of traffic characteristics required for the
project, a number of studies have been carried out including literature studies, site
visit, traffic surveys and on-site investigations.
The two-direction survey was carried out continuously on four days in a particular
week (not during holidays) at the selected survey stations under favourable weather
conditions decided all in consultation with the Client.
Due to the tight schedule of the project, the initial traffic survey was carried out during
the school holiday season in December 2016 and the supplementary survey was
done over two days from 16 January 2017 in order to reflect the actual traffic patterns
and adjust the output from the initial survey.

Table 6-1 - Traffic Survey Parameters

Survey Classification Survey Detail Survey range

 Direction, time and vehicle type survey 15 location points

Turning 07-10hours, 16-19hours
Traffic Volume movement  Direction, time and vehicle type survey
Main arterial at 6
Supplementary location points
survey Two  07-10hours, 16-19hours
direction  Review of amount of variation in traffic
Survey pattern Main arterial at 2
 07-10hours, 16-19hours location points

Facility
investigation  Traffic light, pedestrian crossing, bus
stops, traffic signs and parking lots Within analysis scope
 Feasibility of traffic signal installation
Existing traffic and traffic system
facility study  Traffic island and channelization
Geometry
and  Location of Pedestrian 15 location points
traffic  crossing and stop line
control  Turn radius and road indication
 Number of lanes, width
 Route length for each road and
operation status Within analysis scope
Road network
 Width of road and sidewalk

Public
 Route, frequency, type of bus
transport Within analysis scope
 Including school bus
Traffic
condition
 Speed survey at each section, and
survey
Travel direction
speed  Am and pm peak hour survey Within analysis scope
 Test car-following method applied

Accident  Survey of road accidents, severity,

Road accident
statistics accident type
survey Within analysis scope
survey  More than three-years’ worth of data

EIA GSJ at Pont Fer / Jumbo / Dowlut Roundabouts 6-1 May 2017
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 The Current Traffic Volume at GSJ witnesses more than 50,000 vehicles/day.
According to international standards a daily traffic volume of 25,000 vehicles/day is
recommended for a 2 lane roundabout. Accordingly, severe traffic congestion is
observed at Pont Fer and Jumbo Roundabouts.

6.2 Bus Transport Systems

As of the end of 2016 Mauritius (excluding Rodrigues Island) has total 321 bus routes,
which are run by 18 bus operators.

Operating time and interval vary between weekdays, Saturdays, Sundays and Public
holiday.

For the project, in order to capture the current bus operation during the most
congested period, rush hours in the morning and afternoon during weekday were
selected to survey the status of the bus operation.

Bus fares depend on the fare stage in which the fare rises with the travel distance of
about every 1.6km.

6.3 Review of Transit Routes and Number of Operations in the Project Area

There are 22 bus routes that pass through the influential zone of Grade Separated
Junctions including:

 8 routes pass to Highlands via Dowlut from Pont Fer with 9veh/hr(am peak) and
8veh/hr(pm peak)

 4 bus routes are in operation to A10 road via Dowlut from Pont Fer with 24veh/hr
(am peak) and 19veh/hr(pm peak)

 3 buses stop at Phoenix(I.V.T.B) between Pont Fer and Jumbo Roundabouts. The
number of operation is 9 veh/hr both at the am and pm peak.

6.3.1 School Bus System

School bus routes and operating time schedules are specific to each school.

School bus services for those in the project influential zone including Moka, Lower
and Upper Plaines Wilhems were surveyed with the details of their operators and
operation schedules.

6.3.2 Road Network Status

The main road network in the project area and its vicinity includes the M1 and A1
along with M3, A3, A11 serving the north-south traffic and B1, B68, B101 and B130
serving the east- west traffic.

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 Table 6-2 - Road Network Status
Classi-
Category fication Name of Road Beginning
End Point No of Lanes
No Point
Port Louis – Plaisance Port Louis
M1 SSR Airport 4~6
Dual carriageway (Labourdonnais
square)
B9 (Grande
North- A3 Riviere Noire Road A1(S Hill) 2
Rivière) Noire)
south
axis A11 Vandermeersch Street A1(Beau Bassin) A1(Rose Hill) 2

B63 Swami Sivananda Avenue M1(La Vigie) M1(Pont Fer) 2~4

B69 Nalletamby Road M1(Pont Fer) B4(Saint Paul) 4

B76 Hugnin Road B75(Rose Hill) A1(Beau Bassin) 2

Moka - Camp de Masque University B23

East- A7 2
- Flacq Road Roundabout (Chevreau Bridge)
west
axis B1 Julius Nyerere Avenue A1(Rose Hill) M1(Réduit) 2~4

B101 B76 (Mont 2

Saint Martin Road A3(Canot)
Roches)

B106 Chebel Branch Road A3(Gros Cailloux) A1(Beau Bassin) 2

Figure 6-1: Road Network Status

EIA GSJ at Pont Fer / Jumbo / Dowlut Roundabouts 6-3 May 2017
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6.3.3 Traffic Safety Facilities Status

Traffic Safety features are installed for the purpose of road accident prevention and
smooth flow of traffic with means of traffic signal and safety signs (including road
marks). It gives an advance warning to the road users indicating potential hazards
and controls the traffic via giving instruction and guidance. It includes signs, traffic
light and road marks etc.

Facilities should be installed consistently with uniform size, colour and form in order to
help drivers and pedestrians to make an appropriate decision and take the safety
precaution in a consistent and unified way during traffic control situation.
Consequently, traffic is enhanced and road safety is promoted.

The analysis in the Traffic Safety facility was focused on existing facilities such as
traffic control at intersections, pedestrian crossing, guidance signs and road marks,
and whether they are installed properly.

The survey result on the current road network in the project influential zone showed
that traffic signs have been satisfactorily installed.

6.3.4 Traffic Volume Status in Access Roads and Intersections

For determination of peak days and peak times, a two direction survey was carried
out in six locations within the project influential zone.

The survey results showed that the peak day is Thursday, the am peak time at
08:00~09:00 and the pm peak time at 17:00~18:00.

6.3.5 Analysis of Level of Service in Arterial Sections

As per US HCM section classification, the following classification is applied for two
direction sections in the project area; M motorway as a Multilane highway segment
and A and B roads as Urban street facilities.

In consideration of irregular distance between intersections with the roundabout and

frequent access roads, the Consultant believes the analysis of traffic volume cannot
reflect the true characteristics of the area. Therefore, the Consultant decided to use
the observed value of travel speed per each section for analysis of level of service.

At am peak hour, the most congested roads are Phoenix – Beaux Songes Road and
Quinc PH Ramphul (B70). Average travel speed in Jumbo area is 5km/hr, LOS ‘FF’.

At pm peak hour, the most congested road is M1 motorway in Dowlut-Pont Fer.

Average travel speed in Phoenix section is 4km/hr, LOS ‘F’.

EIA GSJ at Pont Fer / Jumbo / Dowlut Roundabouts 6-4 May 2017
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 Figure 6-2: Current Status of Travel Speed (Grade Separated Junctions, am peak)

6.3.6 Results of Analysis of Level of Service at Roundabouts

According to the result of level of service analysis at roundabout, Pont Fer at am and
pm peak hours is analysed to be the most congested roundabout within the project
area.

Table 6-3 below summarises the results of level of service analysis per intersection,
peak hour with traffic volume.

Table 6-3 - Results of Level of Service Analysis at Roundabouts

AM peak PM peak
Name of intersection Total Control Total Control
volume delay LOS volume delay LOS
(veh/hr) (sec/veh) (veh/hr) (sec/veh)
③ Sotracom R 126 2.0 A 170 2.0 A
④ Soreze R 902 3.9 A 481 3.1 A
⑥ Rose Hill R 1,749 17.0 C 1,862 18.5 C
⑧ Saint Jean R 6,924 323.8 F 7,555 229.0 F
⑨ Hillcrest Ave R 1,146 3.9 A 995 3.6 A
⑩ Pont Fer R 5,911 205.5 F 6,723 552.0 F
⑪ Jumbo R 4,430 104.7 F 5,337 198.8 F
⑫ Dowlut R 3,148 21.0 C 3,524 39.6 E
⑮ Highlands R 2,975 40.3 E 3,377 73.1 F

6.3.7 Result of Level of Service Analysis at Ramp Junctions

The standard for weaving segments in US HCM is generally applied to decide the
level of service at ramp junction. However, for the RDP project, freeway weaving
segments standard was used for the analysis. As a result of the level of service

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 analysis, all the junctions were analyzed more than over LOS ‘D’ as having a smooth
flow state.

Table 6-4 - Results of Level of Service Analysis at Ramp Junctions

Volume of Ramp Flow rate of Density of

Peak Connection main flow volume influence influence area
Name of junction time type LOS
(veh/hr) (veh/hr) area(pcu/hr) (pcu/km/lane)

Merge 2,340 85 1,466 9.2 B

AM
Diverge 2,340 168 1,674 9.3 B

Merge 5,172 43 3,033 18.4 D

⑦ Mount Ory Rd(M1)
PM
Diverge 5,172 353 3,346 18.7 D

Diverge 523 342 603 3.5 A

AM Merge 523 423 603 5.2 A
⑬ Valentina IC Diverge 976 358 1,183 6.9 B
(to Port Louis)
PM Merge 976 1,151 1,183 11.2 B

Diverge 1,141 763 1,594 9.3 B

AM Merge 1,141 381 1,594 11.2 B
⑬ Valentina IC Diverge 636 457 756 4.3 A
(to Airport)
PM Merge 636 516 756 6.4 B

6.3.8 Result of Project Level of Service Analysis at Existing Roundabouts for No-
Development Scenario

The projected level of service at the existing roundabouts for the no-development
scenario for Year 2020,2025,2030,2040 and 2050 is as given in Table 6-5.

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 Table 6-5 - Project Level of Service at Exisiting Roundabouts for Year 2020,
2025, 2030, 2040 and 2050 for No Improvement Scenario
Category AM peak PM peak
Total Control LOS* Total Control LOS
Volume delay Volume delay
(veh/hr) (sec/veh) (veh/hr) (sec/veh)
Pont 2020 5,896 476.5 F 6,194 517.9 F
Fer*
2025 6,878 719.6 F 6,861 632.8 F
2030 6,977 737.3 F 7,213 737.7 F
2040 6,997 815.7 F 7,183 806.2 F
2050 7,369 823.2 F 7,655 809.2 F
2020 5,606 140.0 F 4,915 78.3 F
2025 5,847 164.2 F 5,271 114.8 F
Jumbo 2030 5,934 207.2 F 5,425 128.5 F
2040 5,757 181.5 F 5,360 135.7 F
2050 5,905 187.4 F 5,503 136.9 F
2020 4,722 106.3 F 4,753 158.8 F
2025 5,803 257.7 F 5,424 209.5 F
Dowlut 2030 5,829 265.7 F 5,845 264.1 F
2040 5,738 279.6 F 6,019 348.5 F
2050 6,019 257.1 F 6,364 326.5 F

6.3.9 Road Safety Audit of Project Area

Traffic congestion at the Grade Separated Junctions is expected to decrease as the

planned viaducts intend to carry the main flow. The number of road accidents is also
expected to fall. However, the safety measures highlighted in road safety audit must
be actively reflected in the design.

Pont Fer Roundabout currently operates with partial three lanes in airport bound
direction and has an access road to Phoenix Beverages. The most frequent type of
accidents in this area are head, side, right and rear collisions.

As mitigation measures to reduce the collisions, the Consultants proposes the

following to be included in the design: the improvement of current roundabout with
maximum two lanes and redesign of the access road into Phoenix Beverages with a
clearer approaching lane.

The area where the A1 intersects with the A1-M1 Link Road has an elevation, which
blocks the driver’s sight distance and is connected to the local road. Most accidents
tend to be concentrated on intersection and entry/exits to the local road.

Therefore, the Consultant recommends when installing intersections starting from the
A1 road, smoothening of the longitudinal curvature, obstacle clean up at sight triangle
and modifying the street corner in order to secure drivers sight distance.

EIA GSJ at Pont Fer / Jumbo / Dowlut Roundabouts 6-7 May 2017
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 The Port Louis bound M1 interchange section is frequently congested where the
average vehicle travelling speed is less than 10km/hr. This area is prone to accidents
as vehicles travelling at motorway speed from the free flow part of the motorway have
to decelerate rapidly to join the end of the congestion queue.

When two platoon vehicles with significantly different traffic speeds are encountered,
vehicle decelerate suddenly, and/or try to lane change, resulting in rear, side, and
other types of accidents.

As a safety measure, the Consultant recommends the installation of the prior 'traffic
queues likely on road ahead' signage and the installation of Variable Message Signs
(VMS) for long term in order to provide drivers with real-time information.

6.4 Information on Underground Utilities

The Consultant has held a number of meetings with relevant institutes in order to
obtain information on the existing underground utilities in the project area.

Available information on the underground obstacles generally lacks accuracy, and

part of the material does not contain coordination. When received, the document is in
PDF format or another type of hard copy. The Consultant has accordingly made the
necessary fair assumptions where required.

Therefore, prior to the start of construction, after physical excavation and discussion
with relevant authorities, the exact locations of services have to be verified and
necessary relocation determined.

EIA GSJ at Pont Fer / Jumbo / Dowlut Roundabouts 6-8 May 2017
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 Figure 6-3: Locations of Underground Utilities at the Grade Separated Junction

EIA GSJ at Pont Fer / Jumbo / Dowlut Roundabouts 6-9 May 2017
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 Figure 6-4: Locations of Underground Utilities in the Grade Separated
Junctions

EIA GSJ at Pont Fer / Jumbo / Dowlut Roundabouts 6-10 May 2017
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