Technical Study That Justifies The Modification of Route Nm-24

NORILIMAIS/A.
TECHNICAL STUDY THAT JUSTIFIES

THE MODIFICATION OF ROUTE NM-24 IN
ORDER TO RELOCATE THE FINAL
WHEREAS.
in
a
PRODUCED BY:
MAY 2011
PARTIAL OR TOTAL REPRODUCTION OF THIS STUDY IS

COMPLETELY PROHIBITED WITHOUT THE CONSENT OF THE
COMPANY UNDER THE RIGHTS RESERVED ISBN: 978-9972-42-862-
1
NORILINAS/A.
TRANSPORT COMPANY “e—qkrewemeg "xttf
TECHNICAL STUDY THAT JUSTIFIES THE MODIFICATION OF THE

ROUTE
NM-24 IN ORDER TO RELOCATE THE FINAL WHEREAS.
INDEX
I. EXECUTIVE SUMMARY
II. INTRODUCTION
2.1. - GENERAL FEATURES.

2.2. - OBJECTIVES OF THE STUDY.
2.3. - SCOPES OF THE STUDY.
III. LEGAL BASE
IV. DESCRIPTION AND ANALYSIS OF THE STUDY
4.1. - LOCATION AND STUDY AREA.

4.2. - DIAGNOSIS OF THE CURRENT SITUATION.
4.2.1. - ANALYSIS OF THE OFFER OF REGULAR PASSENGER

TRANSPORTATION
4.2.1.1. - ROUTES WITH SIMILAR SERVICE VOCATION.
4.2.1.2. -CHARACTERISTICS OF THE VEHICULAR FLEET.
4.2.1.3. -BUSINESS INFRASTRUCTURE.
4.2.2. - ANALYSIS OF THE DEMAND FOR REGULAR PASSENGER

TRANSPORTATION
4.2.2.1. -OBJECTIVE OF THE SURVEY.
4.2.2.2. -SCOPE OF STUDY OF THE SURVEY.
4.2.2.3. - DETERMINATION OF SAMPLE SIZE.
4.2.2.4. -TRANSPORTATION SURVEYS ACCORDING TO THE REQUEST.
4.2.2.5. -TRAVEL DEMAND THAT WILL STOP BEING ATTENDED.
4.2.2.6. -TRAVEL DEMAND IN THE PROPOSED AREA.
4.2.2.7. -METHODOLOGY USED IN ESTIMATING TRAVEL DEMAND.
4.2.2.7.1. - QUANTIFICATION OF DEMAND
4.2.2.7.2. - LINE CAPACITY
4.2.2.8. - OTHER FACTORS.
4.2.3. - ANALYSIS OF ROAD INFRASTRUCTURE

4.2.3.1. -PHYSICAL CHARACTERISTICS OF THE ROADS TO INCLUDE AND
EXCLUDE.
4.2.3.2. - LEVEL OF SERVICE OF THE ROADS TO INCLUDE AND EXCLUDE.
4.2.3.3. -LAND USE OF THE PROPERTIES ADJACENT TO THE ROADS CONTAINED
IN THE PROPOSAL.
4.2.3.4. -TRAFFIC DIRECTIONS AND SECTIONS THAT CURRENTLY REPRESENT
THE ROADS TO INCLUDE AND EXCLUDE WITH GRAPHIC SCHEMES AND/OR PLANS.
TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 2

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4.2.3.5. OTHER FACTORS
V. DEVELOPMENT OF THE PROPOSAL

5.1. - ROUTES THAT OPERATE ON THE ROADS TO BE INCLUDED IN THE PROPOSAL.
5.2. - DETERMINATION OF THE TOTAL MILEAGE TO INCLUDE AND EXCLUDE.
5.3. - ANALYSIS OF NEGATIVE AND POSITIVE IMPACTS THAT THE PROPOSAL WILL
GENERATE.
5.4. - PROPOSALS FOR MITIGATION OF NEGATIVE IMPACTS.
5.5. - FINAL PROPOSAL FOR TECHNICAL SHEET.
VI. CONCLUSIONS
VII. ANNEXES
• CURRENT AND REFORMULATED ROUTE PLANS scale 1/50,000.
• COPY OF LAST RESOLUTION OF MODIFICATION OF TECHNICAL SHEET
• COPY OF THE VEHICULAR REGISTRY OF ROUTE NM-24
• LITERAL DETAIL AND DNI OF THE MANAGER
• HOUSEHOLD SURVEY FORMAT.
• PROOF OF ENGINEERING QUALIFICATION
▼ CD-ROOM WITH AVAILABLE INFORMATION

I .- EXECUTIVE SUMMARY
The fundamental purpose of this study of Modification of the final

whereabouts for the half-turn term of the Authorized Route NM-24 is to
support the Modification of the route NM-24 before the Urban
Transportation Management of Lima in order to be able to relocate the
whereabouts. final for the half-turn of the district of San Juan de Miraflores
towards the district of La Molina and reach some alternatives and solution
platforms in order to LINEARIZE the authorized route and meet the
unsatisfied demand that was informally served by routes authorized by the
municipality. of Huarochiri.
The present study consists of 06 well-structured chapters, in which

Chapter I is in itself the Executive Summary of the present study.
Chapter II is the introductory part on which the following components are

developed: first, the general aspects on which the study rests, second, the
objectives for achieving the results are detailed, and third, the scope of the
Study.
The Third Chapter is the legal framework on which this study is developed
in accordance with the guidelines established in Management Resolution
No. 144-2010 MML/GTU.
The Fourth Chapter details the description and analysis of the study, in
which the following subchapters are detailed, such as: first the location
and study area, second the diagnosis of the current situation, third the
transportation offer is shown, as well as the travel demand with and
without project and fourth, the existing road infrastructure is analyzed.
The Fifth Chapter shows the development of the proposal, which details
the routes that operate on the roads to be included in the proposal, the
determination of the total mileage to include and exclude is also detailed,
then the comparison of scenarios is shown. with project and without
project, as well as the analysis of the negative and positive impacts
generated by the proposal as well as the proposal to mitigate negative
impacts.
Finally, the last Chapter shows the results of the conclusions reached with
the study of Modification of the final whereabouts of the half-turn period.
In this sense, with this study, it will allow us to take the necessary
measures in order to minimize the negative impacts that would be
generated by not relocating the whereabouts for the half-turn term of the
tendered route code NM-24 in the district. de la Molina and its immediate
area of influence.

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II .- INTRODUCTION
This Study contains the results of the sensitivity analysis of the Study that
depends on the COMMERCIAL OPERATION of the ROUTE code NM-24,
which aims to support before the GTU the Modification of the NM-24 route
in order to relocate the final whereabouts of the half-turn term and fleet
increase.
Route NM-24 is a non-tendered transportation route that has its origin in

the Carabayllo district and its destination in the San Juan de Miraflores
district, which covers a distance of 83.60Km. with an average travel time
of 4 hours, 30 minutes of travel joining the districts of Carabayllo, Comas,
Los Olivos, San Martin de Porres, Lima, Pueblo Libre, Jesús María, San
Isidro, San Borja, Surquillo, Santiago de Santiago de Surco , San Juan de
Miraflores.
The scenarios for the analysis of this study were carefully selected by the
consultant responsible for the technical structuring of the Technical Study
of Modification of the route for the relocation of the final whereabouts for
the half-turn term of code route NM-24. The samples were taken from the
visual occupancy studies of a base scenario and total 16 samples. It is
worth mentioning that this base scenario contains the latest operational
results of route NM-24 in two scenarios, in the best and worst conditions.
The demand estimates for the sensitivity scenarios are presented for the
morning peak hour (6:45 to 9:45 am), afternoon peak hour (16:30 to
19:30 pm), off-peak hour (14 :30 to 15:30 pm), daily.
In this sense, this study shows the demand results for the morning and
afternoon peak hours, as shown in the annex that forms part of the study.
For each scenario and period the data presented is:

• Demand by operator.
• Travel demand.
• Global demand generated by route NM-24.
It is important to specify that based on the estimated demand (passengers

transported) for the various sensitivity scenarios, the calculation was made
of how much each vehicle unit generates economically on a daily basis, so
that the NOR LIMA SA TRANSPORT COMPANY takes the necessary
measures to carry out the modification of the non-tendered route of code
NM-24 which we will detail in this study.

2.1.- GENERAL ASPECTS OF THE STUDY:
The study reaches a study area, which is the La Molina district, with the
concept of linearizing the authorized route and providing accessibility
and quality of service to the residents of the La Molina district with the
modification of route NM-24 , the following aspects were taken into
account:
• That the flow of public transport vehicles presents high levels, there are
several companies that operate on the authorized route, that there was
an acceptable margin of reliability for the operation of the vehicle fleet,
first because my client operates a route that is invaded by vehicles on a
daily basis. pirates, which causes discomfort to the user public for not
complying with the authorized route.
• In addition, there is an unsatisfied demand from the user public for

Route NM-24, especially in the eastern cone of Greater Lima, which
seeks to satisfy the demand for transportation service directly,
minimizing travel times and linearizing the route of route NM-24, in
order to provide better quality of service to the districts of Carabayllo,
Comas, Los Olivos, San Martin de Porres, Lima, Pueblo Libre, Jesús
María, San Isidro and la Molina, a district to which
We aim to provide a better service.
2.2. - STUDY OBJECTIVES:
The main objective of this technical study is to support the Urban

Transportation Management of the municipality of Lima for the Modification
of the Final Whereabouts – half-turn terminus of the route code NM-24,
from the district of San Juan de Miraflores to the district of La Molina.
Improve the attention to travel desires of the working and commercial
population of the different travel attractor and generator centers as well as
have the optimal fleet, with an adequate frequency interval of passage to
mitigate passenger demand.
2.3. - SCOPES OF THE STUDY:
The final whereabouts RELOCATION study ended halfway from the district
of San Juan de Miraflores to the district of La Molina, with the road axes of
greatest demand in the proposed section being Av. Javier Prado this, Av.
La Molina, Av. University and Av. Alameda del Corregidor; Likewise, the
study has been carried out taking as road axes with the highest passenger
demand on the current authorized route Av. Túpac Amaru, Av. University,
Av. De la Marina, Av. Javier Prado.
To develop the proposal that allows achieving the objectives, as for the
approaches of the section analyzed for Route NM-24, it has been

NORILIMAS/A.
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considered necessary to define the methodological criteria that aim at a

comprehensive functional evaluation, under the criteria of efficiency and
productivity, without underestimating travel patterns and the importance
of adaptability of the user public.
The aspects to take into account are the scenarios under evaluation with
and without a project through a multi-criteria analysis evaluation process,
including the current scenarios based on:
1 .- Operating conditions.
2 .- The socio-economic impact.
3 .-The feasibility of immediate implementation.
The spatial experience of the main statements is carried out through a set
of quantitative and qualitative criteria and designs, and can be
conventionally grouped into demand criteria, layout criteria and operation
criteria.
111.- LEGAL BASE:
Our request is framed according to the provisions of Municipal Ordinance

No. 1338 MML, which Regulates the Provision of the Regular Public
Passenger Transportation Service in Metropolitan Lima, for the city of Lima,
which in its Art. 41st paragraph 1 establishes the technical parameters for
the modification of the route and must support a justifying technical study,
after evaluation by the Administrative Authority.
112- DESCRIPTION AND ANALYSIS OF THE STUDY:

The present study of Modification of Route NM-24, which has its origin in
the district of Carabayllo and its final destination in the district of San Juan
de Miraflores, has as its fundamental purpose to support before the Urban
Transportation Management the Modification of the final whereabouts –
term of half a turn of Route NM-24 in the La Molina district and reach some
alternatives and solution platforms in order to provide better service and
achieve greater passenger demand along the route.
4.1. - LOCATION AND STUDY AREA:
Location : Av. Javier Prado this, Av. La Molina, Av. University

and Av. Alameda del Corregidor.
District : La
Molina

For this study of Modification of Route NM-24 in order to relocate the final
whereabouts, the avenues are proposed: Javier Prado (east), Av. La Molina,
Av. The University and Av. Alameda del Corregidor, located in the district of
La Molina.
4.1. Image of the study area.
4.2. - DIAGNOSIS OF THE CURRENT SITUATION
• That through the Directorial Resolution General No. 0096-2002-

MML/DGTE dated FEBRUARY 22, 2002, your office modifies for the
last time the technical sheet of Route NM-24 which is operated with a
Microbus vehicle unit, for which reason the modification of the
authorized route is requested, in order to be able relocate our final
whereabouts, since the route to the district of San Juan de Miraflores
is not convenient for us, hence we have seen fit
modification of service coverage to the La Molina district, through the
avenues; Javier Prado (east), Av. La Molina, Av. The University and
Av. Alameda del Corregidor, which will benefit both the San Borja
district and the La Molina district.

Thus, in our desire to serve the population of the La Molina district,
towards the northern cone of greater Lima and linearize the
authorized route along the main proposed roads (Av. Javier Prado
/east), Av. La Molina, Av. The University, and Av. Alameda Del
Corregidor) through which we allow you to send you this study of
Modification of the Authorized Route of Route NM-24, taking its final
whereabouts, over the area of influence of the La Molina district.
4.2.1 ANALYSIS OF THE SUPPLY OF REGULAR PASSENGER

TRANSPORTATION
Below are the routes similar to Route NM-24 from the district of Carabayllo
towards the district of San Juan de Miraflores, therefore, information
surveys were carried out on the routes that have the same or similar route
to the route analyzed according to the number of Assigned Fleet and the
degree of utilization of the available capacity in the vehicles greatly exceed
the fleet assigned to route NM-24.
4.2.1.1. ROUTES WITH SIMILAR VOCATION OF SERVICE
Table No. 1 of the Transportation Offer similar to route NM-24

Company Name Code Fleet
E.T. PALMARI SA EM-01 61
E.T. CASTRO FUENTES SA EO-54 104
COMPANY HUANDOY SA NO-27 88
E.T. URBAN LOYALTY "ETRANULESA" N.M. 71
Source: Field work May 2011
4.2.1.2. CHARACTERISTICS OF THE VEHICULAR FLEET
It is important in this item to evaluate the vehicle typology, Age of the

Vehicles and the Number of seats available for each transport unit for their
respective analysis.
a) ACCORDING TO VEHICULAR CLASS AND AGE:
The vehicle fleet of route code NM-24 is composed of microbus and bus type
units and if we analyze the vehicle registry of route NM-24, of the universe
of 94 units analyzed, it can be determined that the age of the vehicle fleet
that makes up the NM-24 route, 56% are over 20 years old, 30% of the
fleet is between 10 and 20 years old and 14% are less than 10 years old, of
which 10 vehicles stand out. year 2010 acquired to adapt to the fleet
renewal program, as it is intended to renew the entire fleet of vehicles on
route NM-24 as shown in table No. 4.2.1.2.A

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Table No. 4.2.1.2.A of the Age of Vehicles

MANUFAC 198 198 198 198 198 198 199 199 199 199 199 199 199 199 199 200 200 200 200 200 201 TOT
TURING 4 5 6 7 8 9 0 1 2 3 4 5 6 7 9 0 2 3 6 9 0 AL
UNITS 3 13 11 13 10 2 1 3 7 4 5 4 2 1 1 1 1 1 1 2 8 94
PERCEN 3% 14% 12 14 11 2% 1% 3% 7% 4% 5% 4% 2% 1% 1% 1% 1 1 1 2 9% 100
TAGE
NUMBE 27 26 %25 % % % % % %
24 23 22 21 20 19 18 17 16 15 14 12 11 9 8 5 2 1
%
R OF
Graph No. 4.2.1.2.B Of the fleet age interval
b) according to the brand of the vehicle fleet:
If we analyze the vehicle fleet of the NM-24 route according to the brand, we
can see that there is a predominance of the Toyota brand with 31%, followed
by the Nissan brand with 17% and the other brands as shown in the table.
and following figure:

Table No. 4.2.1.2.B of the fleet brand
BRAND A.C ASIA CHAN CHUNZ DEN HINO HYUND ISUZU JAC MITSUB NISSA TOYOT TOTAL
. GAN HOU WAY AI ISHI N A
UNITS 1 7 3 1 4 2 3 1 1 26 16 29 94
PERCEN 1% 7% 3% 1% 4% 2% 3% 1% 1% 28% 17% 31% 100%
TAGE Chart No. 4.2.1.2.B of the fleet brand
c) depending on the number of seats available:
If we analyze the vehicle fleet according to the number of seats available for
each unit, we can see that 26% are made up of 26-seat units, followed by
13% with 25-seat units, the rest according to the following table:
Table No. 4.2.1.2.C. Seat Number Capacity.

Nª SEATS 20 21 22 23 24 25 26 27 28 29 30 31 34 40 TOTA
UNITS 1 4 8 3 4 12 24 10 5 10 10 1 1 1 94 L
PERCENTAGE 1% 4% 9% 3% 4% 13 26 11 5% 11 11 1% 1 1 100%
% % % % % % %

Graph No. 4.2.1.2.C. Seat Number Capacity.
NO SEATS OF VEHICULAR UNITS
NUMBER OF SEATS
4.2.1.3. BUSINESS INFRASTRUCTURE
NOR LIMA SA TRANSPORT COMPANY, whose main economic activity is to provide

Urban and Interurban Public Passenger Transportation Service at the National
Level.
Currently, my client provides public transportation service on the following

transportation routes:
Route NM-22, NM-24 and NM-39ª meeting the travel demand in the northern
cone of metropolitan Lima.
My client has the business infrastructure to provide an efficient and safe

transportation service to our users. For this purpose, it has administrative
offices, and has the necessary equipment to carry out the company's activities, it
has a Land Terminal and a parking area. parking of the aforementioned routes,
being the following:
- Plot Nº10627 located in the former Oquendo Farm – Callao.

- Carmen Farm Km. 23.90 Av. Tupac Amaru (Lima- Canta9 highway in the
Carabayllo district.
The TRANSPORTATION COMPANY AND NOR LIMA SA , focuses its

administrative operations on Km. 23.90 Av. Tupac Amaru (Lima- Canta9
highway in the Carabayllo district.

OF THE VEHICLE FLEET MODERNIZATION PROGRAM:

It is important to mention that the Transport Company Nor Lima SA, began last
year 2010 the business restructuring program to modernize the zero kilometer
vehicle fleet.
Thus, in the aforementioned year, 10 zero kilometer units were incorporated into
our representation, which contributes to the reduction of the environment and
provides better quality to our passengers, which is why we ask for the support of
the institutions that regulate transportation since it is municipal policy in
supporting companies that are restructuring their routes with vehicles with
greater capacity than what is established in their technical sheet, as can be seen
in the images.
4.2.2 ANALYSIS OF THE DEMAND FOR REGULAR PASSENGER

TRANSPORTATION
As a general concept or interpreting it in a superficial way, transport demand

seems to be a familiar series to all those people, technical or not, who in one
sense or another are in relation to it. However, the reality in the field is
different ; Seen in detail, the general notion of demand is a complex and
elusive concept. Let's briefly see how it is defined in a less known way.
“The demand for transportation - of any kind - is not (...) the amount
that people would like to have a transportation route. “It is the amount
I would choose under certain conditions…”
For this transportation study, it is important to evaluate the factors to be taken

into account in the demand study for non-tendered transportation route NM-24.
A. Demand is not a single figure independent of the spatial and temporal

scope in which the route is located; for the same environment and
moment it acquires different values induced by different causes.
B. The transport service does not always respond to the well-known law of
supply and demand, since on the one hand there are human groups
“captive passengers of transport”, and on the other some modes can lead
as “Giffen goods”. ” or “Inferior goods” in which as the price decreases,
demand also decreases or becomes polarized instead of increasing. Both
facts modify the conditions that would allow us to apply the ordinary
concept of demand.
C. The changes that occur in the transportation service, in quality or quantity,
take a certain time to have some effects on demand. Then the
consequences of those changes to

They are often altered or overshadowed by causes unrelated to
transportation, such as a bad political decision.
D. Distance is an important factor in shaping transportation demand, because
as user costs are more related to distances, or times increase, there will be
less demand for long trips.
E. Fast and cheap transportation, as well as the half-way and university
facilities provided, and new road works, tend to concentrate demand at
points of special merit, creating local congestion problems.
F. Many of the problems faced by transport are due to hourly, weekly or
seasonal fluctuations in demand itself.
With all of the above, there is a need to be very careful in quantifying the
demand for defining the type of vehicle for route NM-24. When establishing a
demand for optimal design, rather than being totally specific.
4.2.2.1. PURPOSE OF THE SURVEY
Surveys are a method to determine transportation demand and serve to know

the most precise way of transportation habits.
Aim: The objective of this survey is to measure the habits of

transportation on the NM-24 transport route, under the modality of on board the
carriers themselves, depending on the scope and use that must be given in the
investigation, in this case it will allow us to size the passenger capacity that a
minibus would carry.
The method applied is the quantification of demand through studies of ascent
and descent, they tell us how many passengers got on and off and consequently
what percentage each represents in relation to the total number of passengers.
For this purpose, 43 were identified. Origin/Destination boarding and
disembarkation points in sections ranging between 300 to 500 meters. of
distances between most important stops. Being Wednesday, Friday and Saturday
of the second week of the month of May 2011 at 7:00 am at 10:00 a.m. In the
morning and from 5:00 to 8:00 pm, afternoon time. (For further reference
see
average embarkation and disembarkation results from the annex tables).
It is important to state that the on-board sampling surveys have been

corroborated by a capacity and visual occupancy study carried out with 16
samples that serve as a reference for the final results.
4.2.2.2. SCOPE OF STUDY OF THE SURVEY

The scope of study is made up of the sections to be included in the route
modification proposal, through the district of La Molina. In order to have greater
control over the scope of study, we carried out zoning taking into account
transportation accessibility, (see zoning plan item 4.2.3.3).
The household survey was carried out based on the objectives, for which a
simple format of five questions was used that allowed us to collect information
from each of the selected individuals (100 people), through which we identified
the characteristics of the trips, reason for travel, as well as the socio-economic
indicators of the users among other aspects related to the proposed route.
4.2.2.3. DETERMINATION OF SAMPLE SIZE
The sample had as its universe the population between the ages of 18 and 65,
who have decision-making power over their travel wishes.
The formula used to calculate the sample size is as follows:
nk 2 * p* q / E 2
n: number of surveys
Previously analyzed closed questionnaires were designed, taking into account
main objectives, the use of minibuses, rural vans, self-buses, the frequency with
which they make their trip within the district between Carabayllo and La Molina.

A).- Representation of the Sample:
The district of La Molina has a total population

of 132,498 population
approximately and the study areas where the
Origin-Destination surveys were carried out
were partly places where the greatest
commercial movement and public services
among other activities are concentrated, and
therefore the greatest travel productions are
generated (attraction and trip generation ).
Which are detailed below:
Study area in the La Molina

district
NEIGHBORHOODS
PEOPLE % OF THE % OF
STUDY ZONE OR
SURVEYED SAMPLE TOTAL BY
URBANIZATIONS
ZONE
AV. JAVIER PRADO ESTE 30 30% 6 31.5%
AV. LA MOLINA 25 25% 3 15.8%
AV.LA UNIVERSITY 25 20% 1 5.3%
AV. TO THE. OF THE 25 25% 9 47.4%
TOTAL 60 100% 19 100%
Source: Field Work
4.2.2.4. TRANSPORTATION SURVEYS ON REQUEST
a) Results of the declared preferences survey.

Now we will show the results of the declared preference survey of users who
use Route NM-24 in the Las Molina district. The question was whether they
agreed that the route of Route NM-24 be modified from Av. Javier Prado with
Aviacion, towards Av. Alameda del Corregidor with Av. Los Fresnos, via Av.
Javier Prado, LA Molina, Alameda del Corregidor and yes they had a direct
route that takes them to their main destinations, the users responded in the
following way.
Table I
ALTERNATIVE PERCENTAGE
YEAH 83%
NO 12%
NO 5%
TOTAL 100%
Source: Field survey May 2011

PEOPLE WHO AGREE THAT ROUTE NM-24 BE MODIFIED
TOWARDS THE DISTRICT OF LA MOLINA
■ YEAH
■ NO
■ NO
And when they were

asked if they had a direct route that would take them to their main destinations
(a proposal raised by the transport company Nor Lima SA route NM-24), they
responded as follows:
Table II
OPTARY PERCENTAGE
YEAH 24%
NO 71%
NO 5%
TOTAL 100%
Of the total number of respondents, 100 people with a confidence level of +/-4%
and an acceptance level of 62%, taking place on May 16 and 17, 2011.
Source: Stated Preferences Survey
4.2.2.5. TRAVEL DEMAND THAT WILL NO LONGER BE ATTENDED
The travel demand that route NM-24 would no longer serve is reasonable, since
it represents the section between Av. Aviation crossing with Av. Javier Prado to

his final whereabouts located on Ca. Libertad in the district of San Juan de
Miraflores.
4.2.2.5. TRAVEL DEMAND THAT WILL NO LONGER BE ATTENDED
The travel demand that route NM-24 would no longer serve is reasonable, since
it represents the section between Av. Aviation crossing with Av. Javier Prado to
his final whereabouts located on Ca. Libertad in the district of San Juan de
Miraflores.
4.2.2.6. TRAVEL DEMAND IN THE PROPOSED AREA
The travel demand that route NM-24 will serve with the proposed section in the
round trip direction, according to the average of the boarding and disembarking
peak hour samples, it is determined that the number of users on the route is will
increase by 10%, which means that for 119 average passengers traveling, the
route would serve approximately 134 passengers with the reformulated route. As
it has a single terminal, the number of users will increase substantially in the
Microbus type units, which It is beneficial for the route since the increase in
demand will generate more income.
Unsatisfied demand at the intersection of Av. Javier Prado / before Av. La Molina
STUDY OF ASCENT AND DESCENT OF PASSENGERS

The pick-up and drop-off of passengers at a stop allows us to establish whether
the location of the stops is appropriate, as well as determine if it is necessary to
reduce or increase the routes.

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“e—qkrewemeg -
1 .-Planning
When selecting the sample, it is recommended to take information for all

the stops on the route under evaluation and in both directions of traffic.
2 .-Logistics
The study of passenger pick-up and drop-off at bus stops is carried out to
characterize passenger demand on typical days and in peak and non-peak
periods.
3 .-Personnel and Equipment
At each stop where the sampling is carried out, two gauges are needed, one
to record the ascents at the front door and another to record the descents
at the back door. If the vehicle has a single door, a single gauge can fill out
the respective passenger boarding and alighting form.
The work equipment required to carry out the study consists of forms,
spreadsheets, pencils, erasers and a clock.
4 .-Field format
The field format for the passenger boarding and disembarking study
appears in the table and the way to complete it is described below.
It is important to specify that for the boarding and disembarkation study, 16

samples have been carried out on the same number of vehicles, and the
weighted average for the round trip directions is shown below.
NOTE: These data represent the weighted averages of the observed

samples
WITHOUT PROJECT:
DIRECTION WAY: (Carabayllo – San Juan de Miraflores)

The results presented below correspond to the maximum demand during
the day during a typical day for the type of minibus vehicle (111 average
passengers/trip/direction).

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E.T. NOR LIMA SA

SECTIONS ROUTE ROUTE NM-24
No. AXIS SECTIONS UP GO DOWN BURDEN
1 AV. TUPAC AMARU AV. CHIMPU OCLLO 8 0 8
2 AV. UNIVERSITY AV. SAN FELIPE 3 0 11
3 AV. UNIVERSITY AV. THE INCAS 4 1 14
4 AV. UNIVERSITY AV. MICAELA BASTIDAS 3 2 15
5 AV. UNIVERSITY AV. MEXICO 2 1 16
AV. PAN AMERICAN
6 AV. UNIVERSITY HIGHWAY NORTH 3 4 15
7 AV. UNIVERSITY AV. MARAÑON RIVER 5 2 18
8 AV. UNIVERSITY AV. ORANGE 8 0 26
9 AV. UNIVERSITY AC. c. IZAGUIRRE 3 1 28
10 AV. UNIVERSITY AV. ANTUNES OF MAYOLO 2 1 29
11 AV. UNIVERSITY AV. ANGELICA GAMARRA 5 2 32
12 AV. UNIVERSITY AV. THOMAS VALLE 3 3 32
13 AV. UNIVERSITY AV. JOSE GRANDA 3 3 32
14 AV. UNIVERSITY AV. PERU 6 4 34
15 AV. UNIVERSITY AV. ARGENTINA 8 4 38
16 AV. UNIVERSITY AV. COLONIAL 2 4 36
17 AV. UNIVERSITY AV. VENEZUELA 4 3 37
18 AV. UNIVERSITY AV. BOLIVAR 0 2 35
19 AV. UNIVERSITY AV. OF THE MARINE 5 1 39
20 AV. OF THE MARINE AV. SUCRE 2 4 37
21 AV. OF THE MARINE AV. BRAZIL 0 0 37
22 AV. PERSHING AV. g. ESCOBEDO 2 2 37
23 AV. PERSHING AV. SALAVERRY 3 3 37
24 AV. JAVIER PRADO AV. PERSHING 2 4 35
25 AV. JAVIER PRADO AV. THE PALM TREES 0 1 34
26 AV. JAVIER PRADO AV. ARENALS 2 6 30
27 AV. JAVIER PRADO AV. AREQUIPA 0 2 28
28 AV. JAVIER PRADO AV. PARODY WALK 3 2 29
29 AV. JAVIER PRADO AV. RIVERA NAVARRETE 2 5 26
AV. WALK OF THE
30 AV. JAVIER PRADO REPUBLIC 1 0 27
31 AV. JAVIER PRADO AV. CIVIL GUARD 2 2 27
32 AV. JAVIER PRADO AV. AVIATION 2 5 24
33 AV. AVIATION AV. SAN BORJA SOUTH 0 1 23
34 AV. AVIATION AV. LET'S ANG THIS 2 5 20
35 AV. AVIATION AV. MANUEL VILLARAN 0 1 19
36 AV. AVIATION OV. HIGUERETA 2 2 19
37 AV. BENAVIDES AV. HIGUERETA 2 0 21
38 AV. BENAVIDES AV. VELASCO ASTETE 1 1 21
39 AV. BENAVIDES AV, INCA TRAIL 2 4 19

NORILIMAS/A,
CARRIER
AV. LIMA DEFENDERS

40 AV. BENAVIDES 3 5 17
41 AV. LIMA DEFENDERS AV. SOLIDARITY 0 4 13
42 AV. LIMA DEFENDERS AV. SAN JUAN 1 8 6
43 AV. SAN JUAN FINAL WHEREASOVERS 0 6 0
TOTAL 111 111
According to the graph, we can see in the load polygon that the section
where the maximum load is found in the IDA direction is on Av. university /
Av. From the Navy with 39 passengers.
RETURN DIRECTION: (San Juan de Miraflores – Carabayllo)

The results presented below correspond to the maximum demand during
the day during a typical day for the type of minibus vehicle (116 average
passengers/trip/direction)
ETNOR LIMA SA
GO
No. AXIS SECTIONS UP BURDEN
DOWN
1 FINAL WHEREASOVERS AV. SAN JUAN 5 0 5
2 AV. SAN JUAN AV. LIMA DEFENDERS 12 0 17
3 AV. LIMA DEFENDERS AV. SOLIDARITY 6 1 22
4 AV. LIMA DEFENDERS AV. BENAVIDES 5 2 25
5 AV. BENAVIDES AV. INCA TRAIL 4 3 26
6 AV. BENAVIDES AV. VELASCO ASTETE 2 1 27
7 AV. BENAVIDES AV. HIGUERETA 4 2 29
8 AV. BENAVIDES OV. HIGUERETA 1 3 27
9 AV. AVIATION AV. MANUEL VILLARAN 2 1 28

NORILIMAS/A,
CARRIER
10 AV. AVIATION AV. LET'S ANG THIS 6 4 30

11 AV. AVIATION AV. SAN BORJA SOUTH 2 2 30
12 AV. AVIATION AV. JAVIER PARADO 1 5 26
14 AV. JAVIER PRADO AV. WALK OF THE REPUBLIC 3 0 30
21 AV. PERSHING AV. SALAVERY 3 3 39
25 AV. OF THE MARINE AV. UNIVERSITY 4 1 41
34 AV. UNIVERSITY AV. c. IZAGUIRRE 2 4 34
37 AV. UNIVERSITY AV. PAN AMERICAN HIGHWAY 1 6 28
NORTH
38 AV. UNIVERSITY AV, MEXICO 1 3 26
42 AV. UNIVERSITY AV. CHIMPU OCLLO 0 5 10
43 AV. TUPAC AMARU INITIAL WHEREAS 0 10 0
TOTAL 116 116
According to the graph, we can see in the load polygon that the section
where the maximum load is found in the RETURN direction is on Av.
University/ Av. Peru with 42 passengers.

WITH PROJECT:
DIRECTION WAY: (Carabayllo – La Molina)

The results presented below correspond to the maximum demand during the
day during a typical day for the Microbus vehicle type (121 average
E.T. NOR LIMA SA

GO
No. AXIS SECTIONS UP BURDEN
DOWN
1 AV. TUPAC AMARU AV. CHIMPU OCLLO 7 0 7
5 AV. UNIVERSITY AV. MEXICO 1 0 23
6 AV. UNIVERSITY AV. PAN AMERICAN HIGHWAY 5 4 24
NORTH
9 AV. UNIVERSITY AC. c. IZAGUIRRE 5 0 34
11 AV. UNIVERSITY AV. ANGELICA GAMARRA 3 6 31

19 AV. UNIVERSITY AV. OF THE MARINE 0 3 39
23 AV. PERSHING AV. SALAVERRY 6 4 39
33 AV. JAVIER PRADO AV. OF THE ROSE TORO 0 4 18
34 AV. JAVIER PRADO AV. AVOIDANCE PATH 2 7 13
35 AV. JAVIER PRADO AV. OF THE MOLINA 3 5 11
36 AV.. OF THE MOLINA OV. FOUNTAIN 0 3 8
37 AV. ALM. OF THE CORREGIDOR AV. THE CONDORES 0 3 5
38 AV. ALM. OF THE CORREGIDOR AV. NEW CASTILLA 0 3 2
39 AV. ALM. OF THE CORREGIDOR AV. THE ASH TREES 0 2 0
TOTAL 121 121
According to the graph, we can see in the load polygon that the section where
the maximum load is found in the IDA direction is on Av. University/ Av. Bolívar
with 42 passengers.

NORILIMAS/A,
CARRIER
RETURN DIRECTION: (La Molina – Carabayllo)

The results presented below correspond to the maximum demand during the
day during a typical day for the Microbus vehicle type (125 average
E.T. NOR LIMA SA
No. AXIS SECTIONS UP GO DOWN BURDEN
1 AV. THE ASH TREES AV. CORREGIDOR'S ALM 3 0 3
2 AV. OF THE CORREGIDOR AV. NEW CASTILLA 6 0 9
3 AV. OF THE CORREGIDOR AV. THE CONDORES 2 1 10
4 OV. FOUNTAIN AV. LA MOLINA 4 1 13
5 AV. LA MOLINA AV. JAVIER PRADO 6 2 17
6 AV. JAVIER PRADO AV. AVOIDANCE PATH 8 5 20
7 AV. JAVIER PRADO AV. OF THE ROSE TORO 1 0 21
17 AV. PERSHING AV. SALAVERY 4 1 42
21 AV. OF THE MARINE AV. UNIVERSITY 3 4 41
30 AV. UNIVERSITY AV. c. IZAGUIRRE 2 3 38
33 AV. UNIVERSITY AV. PAN AMERICAN HIGHWAY NORTH 4 6 33
34 AV. UNIVERSITY AV, MEXICO 2 3 32



38 AV. UNIVERSITY AV. CHIMPU OCLLO 2 9 11
39 AV. TUPAC AMARU INITIAL WHEREAS 0 11 0

TOTAL 125 125
According to the graph, we can see in the load polygon that the section where
the maximum load is found in the RETURN direction is on Av. From La Marina /
Av. Brazil with 43 passengers.

RESULTS OF THE BEHAVIOR OF THE DEMAND BY
DISTRICTS
WITHOUT PROJECT:
DIRECTION WAY: (Carabayllo – San Juan de Miraflores)
ITEM DISTRICTS UP GO BURDEN % %DOWN %BURDEN

DOWN INCREASE
1--2 CARABAYLLO 11 0 11 10% 0% 28%
3--6 COMMAS 12 8 15 11% 7% 38%
7--12 THE OLIVE 26 9 32 23% 8% 80%
TREES
13--14 SMP 9 7 34 8% 6% 85%
15--17 LIME 14 11 37 13% 10% 93%
18--21 FREE TOWN 7 7 37 6% 6% 93%
22--23 JESUS MARIA 5 5 37 5% 5% 93%
24--31 SAN ISIDRO 12 22 27 11% 20% 68%
32--34 SAN BORJA 4 11 20 4% 10% 50%
35 SURQUILLO 0 1 19 0% 1% 48%
36--41 FURROW STGO 10 16 13 9% 14% 33%

42--43 SJM 1 14 0 1% 13% 0%
TOTAL 111 111 100% 100%
Field Work May 2011

RETURN DIRECTION: (San Juan de Miraflores – Carabayllo)
ITEM DISTRICTS UP GO BURDE % %DOWN %BURDEN
DOWN N INCREASE
1--2 SJM 17 0 17 15% 0% 43%
3--8 FURROW STGO 22 12 27 19% 10% 68%

9 SURQUILLO 2 1 28 2% 1% 70%
10--12 SAN BORJA 9 11 26 8% 9% 65%
13--20 SAN ISIDRO 27 14 39 23% 12% 98%
21--22 JESUS MARIA 5 6 38 4% 5% 95%
23--26 FREE TOWN 7 6 39 6% 5% 98%
27--29 LIME 8 7 40 7% 6% 100%
30--31 SMP 4 4 40 3% 3% 100%
32--36 THE OLIVE 11 18 33 9% 16% 83%
TREES
37--40 COMMAS 4 18 19 3% 16% 48%
41--43 CARABAYLLO 0 19 0 0% 16% 0%
TOTAL 116 116 100% 100%
Field Work May 2011
PASSENGER DEMAND BY DISTRICT
DISTRICTS
From the analysis of demand by district we can see that the district that has
the highest disembarkation of passengers in the outward direction is the
district of San Isidro with 20% in the west-east direction; In the return
direction, the districts that have the highest disembarkation of passengers are
the district of Los olivos, Comas and Carabayllo with 16% in the east-west
direction for all cases. This tells us that the behavior of demand and travel
desires have as a concentration point from initial whereabouts to final
whereabouts and vice versa, which means that there are not many

travel desires on the part of the passengers to the other districts through
which the route runs.
WITH PROJECT:
DIRECTION WAY: (Carabayllo – LA Molina)
PASSENGER DEMAND BY DISTRICT

EM_
• 40
either
and QA
5 -- ■
m —L•
TO
Uu mm H ” • GO UP
m GO DOWN
9 or 3 9, e
> c S c» S -3 c$ cS * BURDEN
OOO c NP 3 .$9
9> ,8' 95 cc}8 yS
%5
DISTRICTS
ITEM DISTRICTS UP GO BURDEN % %DOWN %BURDEN

DOWN INCREASE
1--2 CARABAYLLO 16 2 14 13% 2% 35%
3--6 COMMAS 15 5 24 12% 4% 60%
7--12 THE OLIVE 23 17 30 19% 14% 75%
TREES
13--14 SMP 3 4 29 2% 3% 73%
15--17 LIME 17 11 35 14% 9% 88%
18--21 FREE TOWN 11 8 38 9% 7% 95%

22--23 JESUS MARIA 10 9 39 8% 7% 98%
24--31 SAN ISIDRO 20 33 26 17% 27% 65%
32--34 SAN BORJA 3 16 13 2% 13% 33%
36--39 LA MOLINA 3 16 0 2% 13% 0%
TOTAL 121 121 100% 100%
Field Work May 2011

ITEM DISTRICTS UP GO BURDE % %DOWN %BURDE
DOWN N INCREASE N
1--5 LA MOLINA 21 4 17 17% 3% 43%
6--8 SAN BORJA 14 8 23 11% 6% 58%
9--16 SAN ISIDRO 35 19 39 28% 15% 98%
17--18 JESUS MARIA 8 5 42 6% 4% 105%
19--22 FREE TOWN 13 13 42 10% 10% 105%

23--25 LIME 8 9 41 6% 7% 103%
26--27 SMP 5 7 39 4% 6% 98%
28--32 THE OLIVE 10 14 35 8% 11% 88%
TREES
33--36 COMMAS 8 19 24 6% 15% 60%
37--39 CARABAYLLO 3 27 0 2% 22% 0%
TOTAL 125 125 100% 100%
Field Work May 2011
RETURN DIRECTION: (La Molina –

Carabayllo)
PASSENGER DEMAND FOR

DISTRICTS
50
• GO UP
• GO DOWN
BURDEN
DISTRICTS
The district that has the highest passenger load in the outward direction is the
district of Jesús María with 98% of its maximum installed capacity, in the
return direction are the districts of Jesús María and Pueblo Libre with 105% of
its passenger load. maximum capacity respectively, this tells us that the
behavior of demand and travel desires have as a concentration point from
initial whereabouts to final whereabouts and vice versa. which means that
the travel desires of the
passengers is almost the same in the other districts through which the route
runs.

4.2.2.7. METHODOLOGY USED IN ESTIMATING TRAVEL DEMAND
4.2.2.7.1. - QUANTIFICATION OF DEMAND
The previous comments leave the impression that before estimating a demand
it is necessary to establish in what sense they are talking about it, and rather,
what the calculated value will be used for. Regarding our topic, the type of
demand that interests us is one that allows us to design a good operational
program. For this purpose we must talk about four types of analysis. Let's see:
1) The demand at one point.

2) Demand along the corridor; Route NM-24.
3) The demand on a sector or a fraction of the market.
4) The demand associated with a set of routes.
Another classic conceptualization of transportation demand: demand at the

Metropolitan level, zone demand, do not fit within this approach, they are
typical of transportation planning studies.
For a transportation study it is essential to establish the demand, according to

several definition parameters, namely:
Its magnitude referred to time (volume/hour or volume/days)

The repetition of its occurrence (due to the regularity of users)
The level of service involved
The transportation unit (trips – people / days, passengers-km. or other).
All this leads us to the need to establish some method to assess demand. Such
methods - which are several - are usually quite a few.
Complex and its exhaustive analysis would fill more than one Analysis.
However, they can be explained in a simplified way to easily understand and
apply them. We will analyze this immediately.
4.2.2.7.2. - LINE CAPACITY
It is important to highlight in this study the line capacity offered in which the
renewal index aspects will be taken into account.
Route capacity [C] is the total number of spaces offered at a fixed point on a
route during one hour. Line capacity is basic for the planning and design of
public transportation and is the result of the product of the frequency interval
and Vehicle capacity.

Naturally, a capacity equal to or greater than the design volume must be
provided.
Route = C = (Nu) x (F) x (Cv) x (Nv)
Where:
c = Line capacity [passengers /day]
Wildebeest = Number of units
F = Frequency [vehicles / hour]
CV = Vehicle seating capacity [passengers / vehicle]
Lv = Number of laps per Vehicle
Operational Fleet 74 units (*)

The line capacity offered by EMPRESA DE TRANSPORTES NOR LIMA SA,
according to the last GENERAL DIRECTORIAL RESOLUTION OF THE YEAR
2002, would be as follows:
C = 74 X 4 X 45 X 03 turns = 39,960 passengers / day
A)OF THE TRAVEL GENERATING CENTERS AND ATTRACTORS ALONG

THE NM-24 ROUTE.
One of the important components to justify the profitability of the Route is to

analyze along or in the section that we intend to provide service of the NM-24
route, from the district of Carabayllo to the district of La Molina, where it has
been possible to determine the main travel centers generated according to the
main roads along which the route under analysis circulates.
TABLE 4.2.2.7.1.- OF TRAVEL ATTRACTOR CENTERS WITH MODIFICATION PROJECT
No. ATTRACTOR CENTERS VIA TOWN CENTER

GREAT JOSE GRANDA SCHOOL URB. THE
1 UNIT AV. UNIVERSITY STRAIGHTNESS
SAN MARTIN DE PORRES
2 SEE SQUARE AV. UNIVERSITY
3 YOUTH PALACE AV. UNIVERSITY CO. FREEDOM
4 DC JOCKEY PLAZA AV. JAVIER PRADO UR. ST CONSTANCE
5 UNIVERSITY OF LIMA AV. JAVIER PRADO UR. THE POMEGRANATE
6 DC CAMACHO PLAZA AV. JAVIER PRADO UR. CAMACHO
7 ACENESPAR GC AV. JAVIER PRADO UR. ROYAL ROAD
8 METRO SUPERMARKET AV. JAVIER PRADO RE. MONTERRICO
9 OR. SAINT IGNATIUS OF LOYOLA AV. UNIVERSITY UR. THE FOUNTAIN
AV. ALM. OF THE
10 MOLINA PLAZA CORREGIDOR URB. LA MOLINA
11 NATIONAL BANK AV. LA MOLINA URB. SAN CAESAR
OR. N. THE AGRARIAN OF LA AV. ALM. OF THE
12 MOLINA CORREGIDOR URB. LA MOLINA
Field Work May 2011

OF TRAVEL ATTRACTORS IN THE SECTION TO BE INCLUDED
IN THE IMAGE YOU CAN OBSERVE THE

JOCKEY PLAZA SHOPPING CENTER
LOCATED IN THE
LA MOLINA DISTRICT WITH ACCESS ROAD
FROM AV. JAVIER PRADO, IMPOETANT
ATTRACTOR AND TRIP GENERATOR.
IN THE IMAGE THE

SHOPPING CENTER IS
OBSERVED CAMACHO
LOCATED IN THE
DISTRICT OF LA MOLINA
WITH ACCESS ROAD
FROM AV. JAVIER PRADO.
IN THE IMAGE YOU CAN OBSERVE THE METRO SHOPPING CENTER LOCATED IN THE LA MOLINA
DISTRICT ON AV. JAVIER PRADO/ AV. LA
MOLINA.

IN THE IMAGE YOU CAN SEE
THE USMP, FACULTY OF LAW,
ON AV. LA MOLINA IN THE
DISTRICT OF THE SAME NAME
SAN IGNACIO DE LOYOLA

UNIVERSITY LOCATED IN THE
DISTRICT LA AV. THE
UNIVERSITY IN HE
LA MOLINA DISTRICT.
LA MOLINA NATIONAL
UNIVERSITY LOCATED IN
THE DISTRICT OF THE
SAME NAME, ACCESS
ROAD TO THE
CORREGIDOR.

NORILIMAIS/A,
CARRIER
B) TRAVEL TIMES ON ROUTE NM-24
The purpose of travel time and delay studies is to evaluate the quality of
vehicular movement along the authorized route and determine the location of
traffic delays.
To carry out the study of private transport travel times, the Floating Vehicle
method was used, which consists of introducing a vehicle under normal
circulation conditions, passing the same number of vehicles that pass it. The
measured travel times and lengths of the sections are used to calculate operating
speeds.
The activities were developed along the corridors shown in the map, analyzing
the roads in a single direction, during four analysis periods, concluding that the
average downhill travel time is 4:30 hours . which travels 83.60 km (round
trip). length per trip.
• Hour peak of the 6:45 A.Mto11:25 A.M 276 minutes
tomorrow: 9:30 A.Mto11:30 A.M 258 minutes
• Hour Valley of the 2:00 p.mto4:00 p.m. 251 minutes
tomorrow: 7:00 p.mto8: 55 p.m 285 minutes (*)
• Hour Valley of the
In the study they were sectioned into various sections, delimited by control
points that coincide with roads considered in the transportation network. For
each section, the initial and final reading of the vehicle, initial and final travel
time, delay times and their causes were observed. Generating an average time of
10 to 16 minutes due to traffic congestion and delays en route due to traffic
lights.
The travel time for one lap is approximately 4:30 hours.

C&M
STUDY OF TRAVEL TIMES ON BOARD TPE UNITS. PUBLIC
DATE: START TIME: FINAL HOUR:

RUNNER: SENSE: VEHICLE TYPE:
STARTING POINT: FINAL POINT: ROUTE:
NOM. SUPERVISOR: NOM. DIAMETER:
NODES ID VIA NOM. CROSSINGS CONTROL POINTS DELAYS OBSERVE.

Yo J. OF: UNTIL: DISTANCE INITIAL hh:mm:ss END hh:mm:ss SEC. CAUSES*
* CAUSE (V) DAMAGED VEHICLE (CV) CLOSURE VIA C NSTR. (G) CONTROL GUARD
(A) ACCIDENT (S) TRAFFIC LIGHT (O) LEFT TURN OBSTRUCTION (AD):
(P) PEDESTRIAN (TP) TRANSPORT PUBLIC. ASCENT/DESCENT
C) VISUAL OCCUPANCY ANALYSIS:
The visual occupancy study has the objective of estimating the flow of
passengers in some section of Route NM-24.
TABLE 1. M
FIELD MODEL USED FOR DETERMINING THE DEGREE OF VEHICULAR OCCUPANCY.
OCCUPATION PRESENTATION
DESCRIPTION
DEGREE PLANT GRAPH
4 The vehicle is empty. ULLLUL""

1 (0% sitting, 0% standing) nnnnn.
The vehicle is occupied at a level
intermediate of its seated passenger capacity. BLELBLE"
nnenI
(25% seated, 10 pax.)
The vehicle is at a level of
occupation close to its capacity HEEEEETTP
1 ELEEE
The vehicle has already exceeded its capacity.
seated passengers and also transports HEHIEEIEIE-
@Sm8
EEEE ©
1
The vehicle is at a level of
occupancy close to its total ggggggg
capacity “SSES&“&'B
1
L2EEEE
Source: self made
NORILINAS/A.
CARRIER
"am L da mu moom, N S"
The methodology used consists of making a complete survey (100%) of the
transport vehicles, classifying them into Microbus: for which they will be
modified to fill out informative data in the tables presented in this study.

NORILIMAIS/A,
Additionally, the
CARRIER
degree of occupancy of the vehicle is classified, according
to TABLE 1.
The study was carried out during the same periods and at the same 02
points in which the manual gaugings were carried out. The format was used
in the collection of this information, which was modified for this purpose and
thus be able to obtain optimal information.
For the visual occupancy study, comparison data were collected from school
periods of several normal days at different times and scenarios, which
reflects that the units operate above 100% of their installed capacity, that
is, they operate Ironing for Microbus TYPE vehicles.
Vehicle occupancy studies must be carried out when:
{ Abnormal or problematic conditions reported by citizens, or by the

operation supervisors of transportation companies, are observed;
{ When a displacement of the maximum sector occurs
demand; transportation operation, planning and research
{ When public transport vehicles do not have a register, as in the case of
low capacity units and it is necessary to know the transfer of
passengers on a Route.
ACCORDING TO TYPE FOR MICROBUS VEHICLES

No. Vehicle Type O – 2 150% 100% 50% 25%
1 Burden 1 2 3 4
2 No. Passengers 45 30 15 8
(*) The vehicle occupancy ranges depend on the nominal capacity of the minibus
(Number of chairs and space available in the aisle to carry standing passengers). The
number of categories and the range of vehicle occupancy can be varied according to
local conditions and types of vehicles (in this case microbus) on the particular route.
ACCORDING TO EMBARKATION AND DISEMBARKATION SURVEYS OF MICROBUS

PASSENGERS (TYPICAL DAY)
No. Vehicle Type O – 2 150% 100% 50% 25%
1 Burden 1 2 3 4
2 No. Passengers 50 40 20 10

h. .--i í "
NORLIMAS/A. CARRIER
a ' I ----umemg3 "i"'

VEHICLE OCCUPANCY STATISTICS:
The load or number of passengers recorded at each checkpoint is normally

added for periods of 15 minutes during peak hours and every 30 minutes
during off-peak hours. Totals are normally calculated by route, but
depending on the objective of the study they can be calculated by corridor
or by company. The averages that can be calculated as specific
measurements are: the average travel demand and the average hourly
demand, obtained using the following expressions.
nn
_ 2 VP i n
VP i
DH i 1 DH i 1
h , H.
Where:
D.V. Demand half of Travel or Demand average of transportation
by
trip at the capacity point (Passengers/trip)
Vpi Volume o number of passengers u average vehicle occupancy
estimated on the trip i.
N Number of trips or buses observed in the period
DH Average hourly demand or average transportation demand per hour
(passengers/hour)
H Duration of the period under study expressed in hours
When the capacity is done by contrast or visual estimation, the calculation

of the volume of mobilized passengers is obtained by making a frequency
table by vehicle occupancy level. As shown in the summary table model
that allows manual processing of passenger mobilization information
corresponding to the same type of vehicle. The summary table must carry
the field format identification section.

VEHICLE OCCUPANCY RESULTS
DATE: 05/09/2011 DATE: 09/05/2011
Sense: WEST EAST Sense: EAST WEST
GOIN LAP
Intersection: Av. G
UNIVERSITY/ AV. Intersection: Av. JAVIER PRADO / Av.
PERU AVIATION
No. Plate Time Burden No. Plate Time Burden

1 UO-6448 07:00 2 1 A6V-729 07:00 2
2 UO-6248 07:03 2 2 UD-2742 07:04 1
3 UO-6237 07:07 1 3 A6U-701 07:09 2
4 UO-5801 07:10 1 4 A6K-785 07:12 1
5 UO-5753 07:14 1 5 A6K-740 07:16 1
6 UO-5327 07:18 1 6 A6B-733 07:19 2
7 UO-4899 07:21 2 7 A3R-727 07:23 1
8 UO-4758 07:25 1 8 A3M-789 07:27 1
9 UO-4636 07:29 1 9 A2U-777 07:31 1
10 UO-4468 07:33 2 10 A2R-765 07:34 2
11 UO-3924 07:36 1 11 A2H-716 07:37 2
12 UO-3757 07:39 3 12 A1Z-722 07:42 1
13 UO-3151 07:44 1 13 A1O-775 07:46 1
14 UO-2912 07:48 1 14 A1M-729 07:50 1
15 UO-2627 07:51 1 15 VG-4942 07:53 2
16 UO-2364 07:54 2 16 VP-1816 07:58 1
17 UO-2295 07:59 1 17 VG-4973 08:01 3
18 UK-2154 08:02 1 18 VG-5672 08:05 1
19 UK-1848 08:06 2 19 VP-1120 08:09 1
20 UI-9816 08:10 2 20 VI-2254 08:12 2
21 UI-9625 08:14 1 21 VG-5816 08:16 1
22 UI-8445 08:18 1 22 VG-9449 08:20 2
23 UI-7227 08:21 1 23 VI-2208 08:25 1
24 UI-6888 08:25 3 24 VG-8842 08:29 1
25 UG-2443 08:28 1 25 VG-6621 08:33 3
We observe that the Useful capacity of our units is at its maximum capacity,
these being O-type units. 2, Microbus.
Taking into account that our units have 26 seats and carry 10 standing
passengers comfortably.
Now if we carry out the calculations of Vehicle capacity we obtain the following:
We have 17 units per hourtip in the direction, South to North (IDA)

NORILINAS/A........................................................................................................................2
PASSENGER DEMAND BY DISTRICT.............................................................................30
PASSENGER DEMAND FOR DISTRICTS.......................................................................32
NORILINAS/A......................................................................................................................39
NORLIMAS/A.......................................................................................................................41

NORILINAS/A......................................................................................................................50
“deqvsmag..................................................................................................................................52
NORILINAS/A......................................................................................................................61
ROUTE PLAN......................................................................................................................................78
CURRENT and MODIFIED.................................................................................................................78
COPY OF REGISTRATION VEHICULAR OF.........................................................................80
ROUTE NM 24.............................................................................................................................80
LITERAL SHEET AND...............................................................................................................81
SURVEY FORMAT.........................................................................................................................82
CDROC M WITH THE............................................................................................................84
AVAILABLE INFORMATION.................................................................................................84
BLE............................................................................................................................................84
Number of passengers traveling during rush hour = 675

pax/hour/direction

NOREINAIS/A.
CARRIER
"jadmmms"
We have 17 units at rush hour in the direction, North – South (RETURN)

NORILINAS/A. 2
PASSENGER DEMAND BY DISTRICT 30
PASSENGER DEMAND FOR DISTRICTS 32
NORILINAS/A. 39
NORLIMAS/A. 41
NORILINAS/A. 50
“deqvsmag 52
NORILINAS/A. 61
ROUTE PLAN 78
CURRENT and MODIFIED 78
COPY OF REGISTRATION VEHICULAR OF 80
ROUTE NM 24 80
LITERAL SHEET AND 81
SURVEY FORMAT 82
CDROC M WITH THE 84
AVAILABLE INFORMATION 84
BLE 84
Number of passengers traveling during rush hour = 660

pax/hour/direction
The average passenger demand transported by our units at peak times, both
round trip, is 668 passengers for the route.
D) STEP INTERVAL AND FREQUENCIES
NORILINAS/A. 2
NORILINAS/A. 39
NORLIMAS/A. 41
NORILINAS/A. 50
“deqvsmag 52
NORILINAS/A. 61
ROUTE PLAN 78
ROUTE NM 24 80
NORLIMAS/A,
CARRIER
SURVEY FORMAT 82
CDROC M WITH THE 84
BLE 84
vehicle and thus count or estimate the number of passengers who use the
service along the route on the NM-24 route, these types of data allow us to
know the quantification of both the supply and demand of transportation.
This analysis has been able to reveal the total number of passengers that each
company vehicle can transport in comfortable conditions as well as in conditions
of overcapacity, that is, saturation conditions.
One of the objectives of data collection is to be able to review the public

transportation operation that is being carried out on the entire NM-24 route and
on a reformulated section.
Likewise, these studies give us reference to the operational form of how the
population's travel needs are met and thus know if the company is meeting
these needs.
The studies were carried out in three periods (morning peak hour and afternoon
peak hour), important points for collecting information for the respective study,
located at the same points where the inventories of public transport routes were
prepared. .
It is important to specify that the passage interval of the vehicles assigned by

the GTU is 04 minutes but in practice we operate from 3 to 5 minutes
since we only have authorization for 81 microbus type vehicle units, so
the liberalization of the authorized route in sections of analysis since
we compete with Collective Cars , which operate under better conditions
than a formal company and in practice we cannot absorb the Informal Fleet that
serves a public that requires a direct, fast and safe service.
The work methodology throughout each period was based on detailing, for each
vehicle, its type, license plate number and time of passage, which was noted
within the corresponding format that was established for this study and
constituted the Field work.
The average passage interval is obtained by averaging all the values obtained
during the gauging period. The inverse of the average passage interval
represents the average service frequency expressed in vehicles per hour or for a
defined time interval. The expressions for calculating intervals and frequencies
are the following:
n
2Ii 60
I H H ; Yo
i f i ; f 60
neither
Where,
NORLIMAS/A,
CARRIER
Ii Passage interval between two consecutive buses on the same route (minutes)
I Average step interval (minutes)
H i Time of passage of a vehicle on a specified route
H f Time of passage of the immediately following minibus corresponding to the
same route.
n Number of buses capacity during the study period.
f Average service frequency (vehicles/hour)
The studies were carried out in three periods (morning peak time, off-peak time
and afternoon peak hour), located at the same points where the inventories of
public transport routes were prepared, as presented in table No. F. 1
Table Nº F.1 Control Points

No. Place District
1 AV. UNIVERSITY/ AV. PERU SMP
2 AV. JAVIER PRADO/AV. AVIATION SAN ISIDRO
The work methodology throughout each period was based on detailing, for each
vehicle, its type, the company to which it belonged, the number of

the Route and the time of passage, using the frequency format for its
realization.
VEHICLE FREQUENCY
DATE: 09/05/2011 DATE: 09/05/2011
Sense: WEST EAST Sense: EAST WEST
No. GOING
Plate Time Interval No. LAP
Plate Time Interval
INTERSECTION:
1 UO-6448
Av. University/
07:00
Av. Peru
00:04
Intersection: Javier Prado / Av. Aviation
1 A6V-729 07:00 00:04
2 UO-6248 07:03 00:03 2 UD-2742 07:04 00:04
3 UO-6237 07:07 00:04 3 A6U-701 07:09 00:05
4 UO-5801 07:10 00:03 4 A6K-785 07:12 00:03
5 UO-5753 07:14 00:04 5 A6K-740 07:16 00:04
6 UO-5327 07:18 00:04 6 A6B-733 07:19 00:03
7 UO-4899 07:21 00:03 7 A3R-727 07:23 00:04
8 UO-4758 07:25 00:04 8 A3M-789 07:27 00:04
9 UO-4636 07:29 00:04 9 A2U-777 07:31 00:04
10 UO-4468 07:33 00:04 10 A2R-765 07:34 00:03
11 UO-3924 07:36 00:03 11 A2H-716 07:37 00:03
12 UO-3757 07:39 00:03 12 A1Z-722 07:42 00:05
13 UO-3151 07:44 00:05 13 A1O-775 07:46 00:04
14 UO-2912 07:48 00:04 14 A1M-729 07:50 00:04
15 UO-2627 07:51 00:03 15 VG-4942 07:53 00:03
16 UO-2364 07:54 00:03 16 VP-1816 07:58 00:05
17 UO-2295 07:59 00:05 17 VG-4973 08:01 00:03
18 UK-2154 08:02 00:03 18 VG-5672 08:05 00:04
19 UK-1848 08:06 00:04 19 VP-1120 08:09 00:04
20 UI-9816 08:10 00:04 20 VI-2254 08:12 00:03
21 UI-9625 08:14 00:04 21 VG-5816 08:16 00:04
22 UI-8445 08:18 00:04 22 VG-9449 08:20 00:04
23 UI-7227 08:21 00:03 23 VI-2208 08:25 00:05
24 UI-6888 08:25 00:04 24 VG-8842 08:29 00:04
25 UG-2443 08:28 00:03 25 VG-6621 08:33 00:04
Table No. 12.1 Step Interval Table
No. DESCRIPTION Index DESCRIPTION Index
1 Vehicular Passage Interval 3.65 Vehicular Passage Interval 3.71
2 Average Service Frequency 16.45 Average Service Frequency 16.19
3 No. of Units per Hours 17 No. of Units per Hours 17

According to the Technical Data Sheet, the frequency that GTU of the Provincial
Municipality of Lima emits is 05 minutes, with which our units currently circulate
during rush hour. When wanting to adjust the frequency from 4 to 6 minutes,
THE OUTPUT HAS BEEN OBSERVED. OF VEHICLES IN A TIME INTERVAL OF 05
MINUTES, during rush hour, for which we have developed frequency indices for
the two times found and which are indicated in the previous table, in order to
satisfy and somehow mitigate the impact of transportation of the affected
population in the different areas along our route.
D) COMMERCIAL VECOCITY
The time measurement was done on weekdays (December 23rd and 25th) and
at different time intervals, between 6 in the morning and 8 at night.
The speed data has been used to calibrate the public transport network,
assigning the corresponding speed to the buses and minibuses that circulate on
each section.
In the interurban sections of the corridors there is little variation in travel times
in different time periods, so the average values have been taken for modeling in
these sections.
In the urban areas of the Lima area, the travel times obtained in the study of
the 2005 Master Plan have been used.
The speeds are recorded in the following tables and graphs, by sections, by
average and by runner according to format 3.
- According to field data:

According to passenger boarding and disembarkation surveys, we
have calculations of the speeds on the following days:
Chart No. 13 Speed Chart (Typical day)
Not M GOING LAP Speed tab GOING LAP
V Eat V Eat technique Speed Speed
1M 22.13 22.39 GOING LAP 18.45 17.96
2M 20.44 21.06 20 20 19.83 19.17
Total 21.29 21.73 20 20 19.14 18.565
With 18.85 K / H
VPRO 21.51K/H 20.00K/H they reach the
Source: Field work May 2011 critical t
When performing the corresponding calculations to find the commercial speed

of the units when traveling the route according to data collected in the field (in

boarding and disembarkation surveys) we obtain a speed of 21.51Km /
Hour. Average.
The Units currently travel on route NM-24 is 83.60 km (round trip) to

satisfy the demand in the initial sections until reaching the critical section,
where the units are at their total useful installed capacity, this route is It is
carried out with a commercial speed of 18.25 km / hour, but in sections
such as LA Av. Javier Prado speeds reach 17.96 km. Time in the direction
of East - West OUTWARD, and for the RETURN direction in the critical
section at the intersection of Av. Javier Prado with Av. Arenales Speed is
15 km/h.
4.2.3 ANALYSIS OF ROAD INFRASTRUCTURE
4.2.3.1. PHYSICAL CHARACTERISTICS OF THE ROADS TO INCLUDE

AND EXCLUDE
WAYS TO INCLUDE:
AV. JAVIER PRADO
It is a Metropolitan area that is located within the districts of San Isidro,

San Borja, La Molina, the study area includes the area of influence of Av.
Aviation to Av. La Molina which supports considerable vehicle circulation
capacity, reaching the following conclusions:
> It is a road with 06 lanes in some sections in the east direction and
up to 04 two-way lanes in optimal conditions for the use of public
and private transport.
> The direction of traffic is West-East (vice versa), the lane width is
3.6 meters, and it has an auxiliary road for local transportation.
> It supports a vehicular load of 2,050 vehicles per hour per
direction of public transport traffic.
> It has traffic signalized intersections
> It has a service level in the HMD of (D-)
> It currently develops a point speed of 20.00 km. /hour
on average.

NORILINAS/A.
“e—
TRANSPORT COMPANY
qkrewemeg "xttf
SECTION VI TO THE TRANSVERSAL
AV. LA MOLINA
It is an arterial road that is located in the La Molina district, which supports

significant vehicular flow and circulation capacity, reaching the following
conclusions:
> It is a road with four lanes in each direction of travel and with
central berm (west to south) in optimal conditions for the use of
public and private transportation.
> The lane width is 3.6 meters.
> It supports a vehicle load of 1,210 vehicles per hour per direction
of public transportation traffic.
> It has a service level in the HMD of (C-)
> Develops a point speed of 30 km. /hour on average.
> Features signalized intersections

NORILINAS/A.
CARRIER
> The typical driver is on a weekday in unstable conditions especially

in the morning and evening rush hour.
Among other aspects as seen in the images
ROAD CROSS SECTION
AV. UNIVERSITY
It is a collector road that is located in the La Molina district, which supports

appreciable vehicular flow and circulation capacity, reaching the following
conclusions:
> It is a four-lane road with a central shoulder with a two-way traffic

direction (south to north, north to south) in good condition for the
use of public and private transportation.
> It supports a vehicle load of 1,056 vehicles per hour per direction of
public transportation traffic.
> It has a service level in the HMDde (C-)

NORILINAS/A.
“deqvsmag
CARRIER
"Naay6sam75"
CROSS ROAD SECTION
AV. CORREGIDOR ALAMEDA
It is an arterial road that is located in the district of La Molina, which

supports little vehicular flow and circulation capacity, reaching the
following conclusions:
> It is a three-lane, two-way road (east to west, west to east) in

good condition for the use of public and private transportation.
> It supports a vehicular load of 825 vehicles per hour per direction
of public transport traffic.
> It has a service level in the HMD of (B-)

ROAD CROSS SECTION
WAYS TO EXCLUDE:
- Av. Aviation
- Av. Alfredo R. Benavides
- AC.2
- Av. Lima defenders
- Av.San Juan Extension
- Av.Central
- AC.Freedom

4.2.3.2. SERVICE LEVEL OF THE ROADS TO INCLUDE AND EXCLUDE
It is an indicator to measure the quality of vehicular flow and describes the

operating conditions in relation to the volume of vehicles vs. The capacity
of the road. According to the Watson/Reilly Theory.
Table 4.2.3.2.- Table of service levels.
SERVICE LEVELS
INTERVAL OF RATIO
SERVICE LEVEL
Volume/Capacity
- 1.00 F
0.97 1.00 E–
0.94 0.96 AND
0.91 0.93 E+
0.87 0.90 D–
0.84 0.86 d
0.81 0.83 D+
0.77 0.80 C-
0,74 0.76 c
0.71 0.73 C+
0.67 0.70 B–
0.64 0.66 b
0.61 0.63 B+
0.57 0.60 TO -
0.54 0.56 TO
0.53 - A+
WAYS TO INCLUDE:
AV. JAVIER PRADO. According to the vehicle flow analysis described

in Items 4.2.3.1. Service level D corresponds to it:
SERVICE LEVEL D :. The flow condition approaches instability, with

tolerable speeds maintained but affected by traffic operational
changes. Drivers have little freedom to maneuver. Delays of
acceptable magnitudes.
AV. LA MOLINA . According to the vehicle flow analysis described in

Items 4.2.3.1. A service level C corresponds to it:
SERVICE LEVEL C : which indicates that it is a stable flow, the

operation of the route begins to be significantly affected by
intersections, the speed section is affected by the presence of some
vehicles.
AV. THE UNIVERSITY: According to the vehicle flow analysis

described in Items 4.2.3.2. A service level C corresponds to it:

operation of the route begins to be affected significantly.

NOREINAIS/A.
CARRIER
"jadmmms"
significant for intersections, the section speed is affected by the

presence of some vehicles.
AV. ALAMEDA DEL CORREGIDOR: According to the vehicle flow

analysis described in Items 4.2.3.1. A service level B corresponds to
it:
SERVICE LEVEL B : Operating speeds are somewhat restricted by

traffic conditions.
Drivers maintain considerable freedom to maneuver and maintain
Desired speed with little delay.
WAYS TO EXCLUDE:
AV. AVIATION. According to the vehicle flow analysis described in

Items 4.2.3.1. A service level C corresponds to it:

vehicles.
AV. BENAVIDES . According to the vehicle flow analysis described in

Items 4.2.3.1. Service level D corresponds to it:
SERVICE LEVEL D : The flow condition approaches instability, with

tolerable speeds maintained but affected by traffic operational
changes. Drivers have little freedom to maneuver. Delays of
acceptable magnitudes.
AV. DEFENDERS OF LIMA. According to the vehicle flow analysis

described in Items 4.2.3.2. A service level C- corresponds to it:

vehicles.
AV. SAN JUAN EXTENSION. According to the vehicle flow analysis

described in Items 4.2.3.2. A service level C- corresponds to it:

operation of the route begins to be affected significantly.

significant for intersections, the section speed is affected by the
presence of some vehicles.
AV. AV. CENTRAL. According to the vehicle flow analysis described in

Items 4.2.3.2. A service level C- corresponds to it:

vehicles.
AC. FREEDOM. According to the vehicle flow analysis described in

Items 4.2.3.2. A service level B corresponds to it:
SERVICE LEVEL B : Operating speeds are somewhat restricted by

traffic conditions.
Drivers maintain considerable freedom to maneuver and maintain the
desired speed with little delay.
4.2.3.3. LAND USE OF THE PROPERTIES ADJACENT TO THE ROADS

CONTAINED IN THE PROPOSAL
LA MOLINA SECTOR
This section of the route is located in the section to be included that
corresponds to the district of La Molina, which is a high-class area A, B,
respectively, with the homes being low-density residential, zonal
commerce, and medium-density residential. , public recreation area,
equipment areas: university and basic higher education, it has roads in
optimal conditions, the type of trip is home - work - recreation and study,
since the area is home to Hospitals, Schools, Institutions, Industries ,
Shopping Centers and other entertainment centers such as synthetic fields,
banking centers, etc. being the attractor centers and trip generators, for
greater detail see the attached graph.

Graph 4.2.3.3 zoning of the Study area
4.2.3.4. DIRECTIONS OF TRAFFIC AND SECTIONS THAT CURRENTLY

REPRESENT THE ROADS TO INCLUDE AND EXCLUDE.
In this analysis, since it is a Route Modification, the routes that are included and
excluded are the following:
WAYS TO INCLUDE:
Av. Javier Prado (this) East – West (vice versa)

Av. La Molina West – South (vice
Av. University versa) North – South
Av. Alm. From the (vice versa) West – East
magistrate (vice versa)

NOREINAIS/A.
CARRIER
"jadmmms"
WAYS TO EXCLUDE:
Av. Aviation West – South (vice
Av. Alfredo Benavides versa) West – East (vice
AC. 2 versa) North – South
Av. Defenders of Lima (vice versa) West –
Av. Inch San Juan South (vice versa)
Av. Major North – South (vice
Av. Central versa) West – east (vice
AC. Freedom versa) North – South
(vice
a) AV. JAVIER PRADO (this) (VIA TOversa) West –
BE INCLUDED)
It is a metropolitan road that is located within the La Molina district, it has

one direction of circulation and is oriented from West to East , the width
of the road is 3.6 meters, the turning radii being adequate and it also has
three traffic lanes. by sense in optimal conditions.
b) AV. LA MOLINA (WAY TO BE INCLUDED)
It is an arterial road that is located within the district of La Molina, it has

one direction of circulation and is oriented from North to South , the
width of the road is 3.6 meters, the turning radii are adequate and it has
two lanes in each direction. circulation in optimal conditions.
c) AV. THE UNIVERSITY (WAY TO BE INCLUDED)
It is a collector road that is located within the La Molina district, it has a

two-way traffic direction and is oriented from North to South (vice
versa), the width of the road is 3.6 meters, the turning radii being
adequate and it also has two traffic lanes in each direction in optimal
conditions.
d) AV. ALAMEDA DEL CORREGIDOR (ROAD TO BE INCLUDED)

It is an arterial road that is located within the La Molina district, it has a
double direction of circulation and is oriented from West to South (vice
versa), the width of the road is 3.6m, the turning radii being adequate and
it also has two traffic lanes in each direction in optimal conditions.
e) AV. AVIATION (ROAD TO EXCLUDE)
It is an arterial road that is located within the district of San Borja, it has a
two-way traffic direction and is oriented from North to South (vice
versa), the width of the road is 3.6 meters, the turning radii being
adequate and

NORILINAS/A.
CARRIER
"am 4 qa .J vunmes)
• 86-5
It also has three traffic lanes in each direction in optimal conditions.
f) AV. ALFREDO BENAVIDES (VIA TO BE EXCLUDED)
It is an arterial road that is located within the district of Santiago de Surco,

it has a double direction of circulation and is oriented from west to south
(vice versa), the width of the road is 3.6 meters, the turning radii being
adequate and it also has two traffic lanes in each direction in optimal
conditions.
g) AV. LIMA DEFENDERS (WAY TO BE EXCLUDED)
It is an arterial road that is located within the district of San Juan de

Miraflores, it has a two-way traffic direction and is oriented from South to
North (vice versa), the width of the road is 3.6 meters, the turning radii
being adequate and also It has two traffic lanes in each direction in optimal
conditions.
h) AV. PRLG. SAN JUAN (VIA TO EXCLUDE)
It is a collector road that is located within the district of San Juan de

Miraflores, it has a two-way traffic direction and is oriented from East to
South (vice versa), the width of the road is 3.6 meters, the turning radii
being adequate and also It has two traffic lanes in each direction in fair
conditions.
i) AV. MAIN (PATH TO EXCLUDE)
It is a Local road that is located within the district of San Juan de

Miraflores, it has a two-way traffic direction and is oriented from West to
East (vice versa), the width of the road is 3.6 meters, the turning radii
being adequate and also It has one traffic lane per direction in fair
conditions.
j) AV. CENTRAL (VIA TO EXCLUDE)

Miraflores, with a two-way traffic direction and is oriented from North to
South (vice versa), the width of the road is 3.6 meters, and it also has
one traffic lane in each direction. in good conditions.
k) AC. FREEDOM (WAY TO EXCLUDE)

Miraflores, it has a two-way traffic direction and is oriented from West to
South (vice versa), the width of the road is 3.2 meters, and the turning
radii are

adequate and also has one traffic lane in each direction in fair conditions.
A) CHARACTERISTICS OF THE ROAD NETWORK AND LEVEL OF

SERVICE
The objective of surveying the physical and operational characteristics of

the road network is to obtain basic information and thus obtain information
on the way in which it affects the user and the service provider, in this
case the company to which the study is carried out, and For which these
characteristics are essential to avoid vulnerability to congestion, also with
this type of information it will be possible to analyze the concentration of
routes as well as to determine the supply of road infrastructure through
which the vehicular units currently circulate on the NM- route. 24, adjacent
to the reality of the company and take objective measures that allow us to
know the operating status of the circulation flow, such as the commercial
speed and the volume of the vehicular flow.
1. SURVEY OF NUMBER OF CIRCULATION LANES
The number of traffic lanes constitutes important information for

estimating road capacity, essential data for the calibration of vehicle
allocation models.
For the supply models, it is necessary to know the number of lanes that
are actually used, an important data to make way for the vehicular flow
(Passages/hour).
For this purpose, the lanes were classified as central and lateral, and those
used by pedestrians and/or occupied by other activities such as parking,
street sales and construction were identified.
The survey was carried out by visual inspection on the main and secondary
arterial roads, collectors, metropolitan and regional corridors considered in
the 2009 road network. The format used in the study is shown below:

NORILIMAS/A.
CARRIER
FORMAT 1: NUMBER OF LANES SURVEY FORMAT
NUMBER OF LANES SURVEY FORMAT

DATE: SENSE:
ROADS : LOCATION:
TIME OF START: ENDING TIME:
DIAMETER:
SUPERVISOR:
STATION c RAILS
LANES AFTER
LANES
ACT IVITIES
Neither N(j) OF UNTIL c l 0, 0.5, 1 + Q TO c
Below are the main roads that are in optimal circulation conditions where
the Transport Route code NM-24 is proposed to be reformulated:
Table N' 5.1 of roads on which route NM-24 circulates (reformulated)

Number of
No. Road Section Type of road Lanes Districts
1 AV. TUPAC AMARU ARTERIAL 4 CARABAYLLO
2 AV. CHIMPU OCLLO ARTERIAL 4 CARABAYLLO
3 AV. UNIVERSITY ARTERIAL 6 COMMAS - SMP
4 AV.OSCAR R.BENAVIDES ARTERIAL 6 LIMA FENCE
5 AV. GERMAN AMEZAGA ARTERIAL 6 LIMA FENCE
6 AV. OF THE MARINE ARTERIAL 8 FREE TOWN
7 AV.SANCHEZ CARRION METROPOLITAN 6 JESUS MARIA
8 AV. JAVIER PRADO METROPOLITAN 8 SAN ISIDRO-SAN BORJA
9 AV. AVIATION ARTERIAL 6 SAN BORJA
AV. ALFREDO BENAVIDES
10 ARTERIAL 4 SANTIAGO DE SURCO
11 AV. LIME ARTERIAL 4 SAN JUAN DE MIRAFLORES
12 AV. PRLG. SAN JUAN COLLECTOR 4 SAN JUAN DE MIRAFLORES
13 AV. CENTRAL LOCAL 2 SAN JUAN DE MIRAFLORES
2. OF THE ROAD CAPACITY AND LEVEL OF SERVICE OF THE ROADS

PROPOSED TO ENTER AND EXCLUDE.
To determine the capacity and level of service of the roads to be entered,

the intersections of

the Avs. University / Av. Perú and the intersection of Av. Aviation / Av. Javier
Prado are the most critical points for both directions for the modification of
the authorized route.
In the areas between the districts of Los Olivos and San Isidro, the capacity
and level of service of the Roads have been determined.
The capacity analysis is established based on the following factors:
■ Width of the road.

■ Traffic direction number.
■ Parking on the road.
■ Location of the road in relation to the characteristics of land use.
■ Turns to the right and left.
■ Traffic composition.
■ Public transport vehicle stops
■ Physical condition of the road.
■ Slope of the road.
■ Population size, as a determinant of vehicle driving quality.
■ Traffic light cycle time
■ . DEVELOPMENT OF THE PROPOSAL
5.1. ROUTES THAT OPERATE ON THE ROADS TO BE INCLUDED IN

THE PROPOSAL
WAYS TO INCLUDE:
5.1. A.- ROUTES THAT OPERATE ON THE ROADS TO BE INCLUDED IN THE PROPOSAL
ROUTES FLEET TRANSPORTATION COMPANIES
ECR13 63 E.T. AND SERV. JORGE PANDURO SA

EM17 88 E.T. FORTY INTEGRATED SA
IO13 64 ETMAGDALENA-SAN MIGUEL SA
Field Work May 2011
5.2. DETERMINATION OF THE TOTAL MILEAGE TO INCLUDE AND

EXCLUDE
In the present study it has been found convenient to analyze the current total
mileage and travel time and the Modified mileage as observed according to
table 5.2. where it was determined that the real mileage of route NM-24 is
50.59Km. long that has its origin in the district of Carabayllo towards its
destination in the district of La San Juan de Miraflores.

Table 5.2.A
DETERMINATION OF MILEAGE IN CURRENT SECTION AND TRAVEL TIME
Length of
Time
Sections Accumulate Accumulate
No. SECTIONS (Km.) d Mileage Minutes d time
INITIAL WHEREAS -AV. TUPAC

1 AMARU / AV. CHIMPU OCLLO 4.90 4.90 15.68 15.68
AV. TUPAC AMARU / AV. CHIMPU
OCLLO - AV. UNIVERSITY /
2 AV.BELAUNDE 5.90 10.80 18.88 34.56
AV. UNIVERSITY/ AV.BELAUNDE -
AV.
3 UNIVERSITY/AV. ORANGE 5.91 16.71 18.91 53.47
AV. UNIVERSITY/AV.
ORANGE - AV. UNIVERSITY/ AV.
4 JOSE GRANDA 5.81 22.52 18.59 72.06
AV. UNIVERSITY/ AV. JOSE
GRANDA - AV. UNIVERSITY/ AV.
5 BOLIVAR 5.92 28.44 18.94 91.01
AV. UNIVERSITY/ AV.
BOLIVAR - AV. JAVIER PRADO/ AV.
ORANGE TREES 5.95 34.39 19.04 110.05
AV. JAVIER PRADO/ AV. ORANGE
TREES - AV. AVIATION/ AV. SAN
BORJA SOUTH 5.42 39.81 17.34 127.39
AV. AVIATION/AV. SAN BORJA
SOUTH - AV. BENAVIDES/ AV.
PAN AMERICAN SOUTH 5.90 45.71 18.88 146.27
AV. BENAVIDES/ AV.
PANAMERICAN SOUTH -
WHEREOVERS 4.88 50.59 15.62 161.89
FINAL TOTAL 50.59 161.89
Table 5.2.B
DETERMINATION OF THE MILEAGE IN THE SECTION TO EXCLUDE AND THE TRAVEL TIME
Length of Time
Sections
Accumulated Accumulated
(Km.)
No. SECTIONS Mileage Minutes time
AV. JAVIER PRADO/ AV. AVIATION -
1 HIGUERETA OVALO 4.82 4.82 15.42 15.42
OVALO HIGUERETA - AV. LIMA/ AV.
2 CENTRAL 4.52 9.34 14.46 29.89
AV. LIMA/ AV. CENTRAL - CURRENT
3 FINAL WHEREAS 2.84 12.18 9.09 38.98
TOTAL 12.18 38.98
Source: Field work May- 2011

Table 5.2 C.
DETERMINATION OF THE MILEAGE IN THE SECTION TO BE INCLUDED AND THE TRAVEL
TIME
Time Accum
Length of Accumulate ulated
No. SECTIONS Sections (Km.) d Mileage Minutes time
AV. JAVIER PRADO/ AV. AVIATION - AV.
1 JAVIER PRADO/ AV. THE FRUIT TREES 4.97 4.97 15.90 15.90
AV. JAVIER PRADO/ AV. THE FRUIT TREES -
2 AV. TO THE. DEL CORREGIDOR/ AV. R. 3.45 8.42 11.04 26.94
FERRERO
AV. TO THE. DEL CORREGIDOR/ AV. R.
3 FERRERO - PROPOSED FINAL WHEREAS 3.58 12.00 11.46 38.40
TOTAL 12.00 38.40
Source: Field work May - 2011
From both analyzes of the real and the theoretical in the IDA section, it is
concluded that there is a difference distance of approx. of 0.18 kilometers,
round trip direction for the reformulation of route NM-24
Table 5.2.C. Modified Route Mileage

ROUTE DISTANCE (Km). % VARIATION
SECTION TO INCLUDE 12.00 14.35%
SECTION TO EXCLUDE 12.18 14.56%
DIFFERENCE
0.18 0.21%
TOTAL MILEAGE
TOTAL AUTHORIZED
83.60 100%
MILEAGE
Source: Field work May - 2011
Well, if we analyze the total mileage of the current Route vs. The new Mileage
we will notice that there is a variation of reduction of the current distance vs.
The modified distance of kilometers of 0.18 km direction and if we analyze how
much this distance represents with respect to the current Route it would be
0.44% (Round Trip) and on the total of the reformulated mileage it would be
0.43% of the total route, therefore it is Its modification is feasible since it is
within the technical parameters (20% of the total authorized route, as seen in
table 5.2.D).
Table 5.2.D. Total Mileage (Length)
ROUTE NM-24 CURRENT TOTAL WITH Mileage % VARIATION % VARIATION

TOTAL (A) EXPANSION (B) Difference (C) (C) / (A) (C) / (B)
TOTAL MILEAGE 83.60 83.24 0.36 0.44% 0.43%

Source: Field work May – 2011

NORILIMAS/A.
CARRIER
It is important to specify that the modification of the route to relocate

the final whereabouts within a half-turn is within a radius of 2.90, so it
is important to specify that it is within the technical parameters
stipulated in management resolution 144-2010.
5.3. - ANALYSIS OF NEGATIVE AND POSITIVE IMPACTS THAT THE

PROPOSAL WILL GENERATE
Impact generating factors:

These factors are identified as direct impacts and indirect impacts on the
Modification of the Final Whereabouts for the half-turn terminus of Route NM-
24.
NEGATIVE: almost no negative impacts have been identified on the

proposals since:
• Route NM-24 is only being modified by 0.44% of the total authorized

route, so the impacts on the routes that currently operate on the
authorized route are minimal.
• The route proposed at the beginning would generate natural discomfort to
the user public due to the modification of the authorized route in the
district of La Molina.
• The unfavorable conditions due to the traffic congestion that is generated
during rush hour on Av. University/ Av. Peru - Av. University / Av. José
Granda in the South-North direction, as well as on Av. Javier Prado / Av.
Rivera Navarrete and Av. Arenales direction east west and vice versa.
• Little knowledge of the user public about the importance of
operate route NM-24 with Microbús directly.
• There will be discomfort among some companies due to the commercial
operation
from Route NM-24 towards the Av area. Javier Prado this, Av. La Molina
and Av. Alameda del Corregidor, whose discomfort is natural.
POSITIVE:
• Create new service markets, taking advantage of the comparative and

competitive advantages with other transport routes operating with
medium capacity vehicles (Microbuses).
• Linearize the authorized route of route NM-24 along trunk roads to allow
better service coverage.
• We plan to operate on roads under the same conditions as those we are
currently operating such as Av. Javier Prado and Av. University.
• It will improve the transportation offer in the area, giving the user public a
diverse option on which transportation route they wish to travel to larger
markets.

5.4.- PROPOSALS FOR MITIGATION OF NEGATIVE IMPACTS
It is important to specify that one of the actions to mitigate negative impacts is

to carry out some low-cost activities such as:
a) Information sessions for the user public and route sheets, on the current
route and the route reformulated in the vehicles.
b) New tour company websites
c) Printing of material (flyers, posters, information booklets detailing the new
modified route.
d) Press releases, conferences, training sections with the press, through
microwaves in coordination with the GTU
e) Meetings and presentations focused especially on the districts of Carabayllo
and La Molina.
g) Route plan samples and what the reformulated route would be.
h) Training and training for operators on the new authorized route in the
eastern area of Lima.
Note: It is important to state that the mitigation proposal must

be implemented preliminary days before the start of the activities (what
recommended 30 days before the start of the route modification.
Furthermore, it is important to specify that my client, within the awareness plan

with the operators, will publish the modification of the technical sheet in the
Official Gazette El Peruano for 2 consecutive days, so that if any transport
company is affected, it is taken into account. knowledge.

5.5.- TECHNICAL SHEET OF ROUTE NM-24
5.5.1 OF THE PROPOSED ROUTE NM-24 ROUTE:

GOING: LAP
AV. TUPAC AMARU (KM 24) CA. AC. FREEDOM
CHIMPU OCLLO ISABEL AV, NORTH AV. CENTRAL
ROAD INTERCHANGE UNIVERSITY AV. MAJOR
AV. UNIVERSITY OV. GRANDA, JOSE AV. SAN JUAN EXTENSION
AV. UNIVERSITY PTE BELLA UNION AV. LIMA DEFENDERS
ROAD EXCHANGE AV. PERU-AV. AC. 2
UNIVERSITY AV, BELLA UNION YOU BENAVIDES
BRIDGE BELLA UNION AV. AV. ALFREDO BENAVIDES
UNIVERSITY LOS CABITOS ROAD INTERCHANGE
AV. BENAVIDES, OSCAR R, AV. AVIATION
AUXILIARY (COLONIAL) AV. JAVIER OPRADO ESTE
AV. AMEZAGA, CARLOS GERMAN AV. JAVIER PRADO (WEST)
AV. UNIVERSITY AV. MARINA, FROM AV. SANCHEZ CARRION, FAUSTINO
AV. SANCHEZ CARRION, FAUSTINO AV. MARINA, OF THE
AV. PRADO, JAVIER (WEST) AV. AV. UNIVERSITY
PRADO, JAVIER, (ESTE) AV. AV. AMEZAGA, CARLOS GERMAN
AVIATION AC. HERRERA, RAMON GRAL
LOS CABITOS AV ROAD AV. UNIVERSITY
INTERCHANGE. ALFREDO YOU BEAUTIFUL UNION
BENAVIDES CA. 2 AV. BEAUTIFUL UNION
AV. LIMA DEFENDERS AV ROAD INTERCHANGE. PERU –AV.
AV. SAN JUAN AV EXTENSION. UNIVERSITY AV. BEAUTIFUL UNION
MAJOR AV. UNIVERSITY
AV. CENTRAL CA. FREEDOM OV. JOSE GRANDA
AV. UNIVERSITY
NORTH ROAD INTERCHANGE
AV. UNIVERSITY
AV. CHIMPU OCLLO, ISABEL
AV. TUPAC AMARU (KM 24)

GOING: LAP
AV. TO THE. CORREGIDOR, OF
AV. UNIVERSITY, THE
OV. FONTANA, LA
AV. MOLINA, LA
AV. JAVIER PRADO (EST)
OV. HUASCAR MONITOR
AV. JAVIER PRADO (ESTE)
AV. TUPAC AMARU (KM 24) CA. JAVIER PRADO ROAD
CHIMPU OCLLO ISABEL AV. INTERCHANGE
UNIVERSITY NORTH ROAD AV. JAVIER OPRADO (EST)
INTERCHANGE AV. UNIVERSITY OV. AV. JAVIER PRADO (WEST)
GRANDA, JOSE AV. SANCHEZ CARRION, FAUSTINO
AV. UNIVERSITY PTE BELLA UNION AV. MARINA, OF THE
ROAD EXCHANGE AV. PERU - AV. AV. UNIVERSITY
UNIVERSITY AV. AMEZAGA, CARLOS GERMAN
AV, BELLA UNION PTE BELLA UNION AC. HERRERA, RAMON GRAL
AV. UNIVERSITY AV. BENAVIDES, AV. UNIVERSITY
OSCAR R, AUXILIARY (COLONIAL) PTE BELLA UNION
AV. AMEZAGA, CARLOS GERMAN AV. BEAUTIFUL UNION
AV. UNIVERSITY AV ROAD INTERCHANGE. PERU –AV.
AV. MARINA, OF THE UNIVERSITY
AV. SANCHEZ CARRION, FAUSTINO AV. BEAUTIFUL UNION
AV. PRADO, JAVIER (WEST) AV. AV. UNIVERSITY
PRADO, JAVIER, (EST) JAVIER OV. GRANDA, JOSE
PRADO ROAD INTERCHANGE AV. UNIVERSITY
AV. JAVIER PRADO (ESTE) OV. NORTH ROAD INTERCHANGE
HUASCAR AV MONITOR. JAVIER AV. UNIVERSITY
PRADO (ESTE) AV. MOLINA, LA AV. CHIMPU OCLLO, ISABEL
OV. FONTANA, LA AV. AV. TUPAC AMARU (KM 24)
UNIVERSITY, LA AV. TO THE
CORREGIDOR, OF
5.5.2 OF THE PROPOSED ROUTE ROUTE NM-24
ROADS TO EXCLUDE: (12.18 Km)

ROUND TRIP
• AV. JAVIER PRADO (THIS) • AV. ALAMEDA DEL

• AV. LA MOLINA MAYOR
• AV. UNIVERSITY • AV. UNIVERSITY
• AV. ALAMEDA DEL • AV. LA MOLINA
MAYOR • AV. JAVIER PRADO (THIS)

ROADS TO INCLUDE: (12 Km)
ROUND TRIP
• AC. FREEDOM
• AV. AV. AVIATION • AV. CENTRAL
• AV. ALFREDO BENAVIDES • AV. MAJOR
• AC. 2 • AV. PLG. SAN JUAN
• AV. LIMA DEFENDERS • AV. LIMA DEFENDERS
• AV. PROLG. SAN JUAN • AC. 2
• AV. MAJOR • AV. ALFREDO BENAVIDES
• AV. CENTRAL • AV. AVIATION
• AC. FREEDOM
5.2.2.- DETERMINATION OF THE VEHICULAR FLEET Proposal:

FOR UNIT TYPE: Minibus
Determination of Operational Fleet (DFO) = Total Length X 60 Speed

Average x Frequency
Retention 10% Operational Fleet

A.- OPERATIONALFleet:
FLEET: =8
DFO = 83.24 km. X 60 min . = 83 vehicle units

20 km/h. X 3min.
TOTAL FLEET REQUIRED = 91
CONCLUSION : Therefore, it analyzes that the fleet required for

route NM-24 is 91 vehicle units.
5.5.2.1.- TECHNICAL DATA WITH REFORMULATED COURSE:
UNIT TYPE : MICROBUS
FLEET AMOUNT : 83
RETENTION 08
TOTAL 91
TECHNICAL PROPOSAL FOR EXPANSION OF PUBLIC TRANSPORTATION ROUTE WITH CODE

NM-24
TRAVEL LENGTH
NORILINAS/A. 2
NORILINAS/A. 39
NORLIMAS/A. 41
NORILINAS/A. 50
“deqvsmag 52
NORILINAS/A. 61
ROUTE PLAN 78
ROUTE NM 24 80
SURVEY FORMAT 82
CDROC M WITH THE 84
BLE 84
AVERAGE SPEED : 20.00 km/h
FREQUENCY : 3 MINUTES
INITIAL WHEREAS : AV. Tupac Amaru km 24 - Carabayllo
FINAL : Alm. Del corregidor/ av. The ash trees

WHEREASOVERS (without stopping) –la Molina
Initial parking : I founded Carmen Km 23.90 Av. Túpac

Amaru (Lima Canta
road) - Carabayllo
5.6. -TECHNICAL SPECIFICATIONS OF NEW BUSES
There is a great diversity of technological alternatives that can be

considered for ROUTE NM-24. However, the definition of the type of
vehicle has taken into account the following premises:

NM-24
• The type vehicle must be suitable for the demand levels
current and forecast.
• He vehicle type must respond to the design needs
operational of the new integrated transportation system.
• The vehicle type must be compatible with the available automotive
industry technology.
• The standard vehicle must be of appropriate cost to guarantee the
financial feasibility of the business project.
This chapter contains the description of the vehicle technologies adopted

for Route NM-24, in accordance with the function of the routes and the
anticipated demands, in the routes of the complementary corridors.
The NM-24 routes will circulate on roads with stops specially designed for
the operation and that are located at strategic points in the corridor. The
adaptation of a segregated lane by direction for the trunk system is
planned, located in the center of the road on the central separator.

NM-24
For route NM-24, the operational needs and the need to introduce a
change in the image of the service have been taken into account; the
DENWAY type vehicles have been defined. These types of vehicles allow
appropriate operation for the route in terms of capacity, comfort, and will
maintain a capacity reserve over the life of the project. With this type and
composition of the fleet there will be better performance in the passenger
transport road system.
The type of DENWAY vehicle technology is detailed below.
Table 5.6 General parameters of the vehicles for ROUTE NM-24.

DENWAY TECHNICAL SHEET
BRAND DENWAY
MODEL GZ 6750
YEAR 2010
ENGINE 4D32TI DEUTZ TURBO DIESEL
INTERCOOLER 04
ISSUE EURO II
POWER 110 HP/ 3600 rpm
MAX TORQUE 300/1800
ENGINE LOCATION FORWARD
FUEL DIESEL
BRAKES OF AIR
TIRES 6.50 R 16
DIMENSIONS 7,500 x 2025 x 2615
SEATING 25
No. AXLES/WHEELS 02/06
CYLINDER 3153cc
MAX. SPEED 100km/h
AUDIO SYSTEM FM/CD RADIO
DOORS 3
DISTANCE FROM THE FLOOR TO THE 400mm
FIRST STEP
CONSUMPTION (Km/Gl) MAX. 38 km / gl
GEARBOX HYDRAULIC CONTROL
SUSPENSION SPRING AND SHOCK ABSORBER
ADDRESS HYDRAULICS
MINIMUM SWING DIAMETER 17m
Net weight / kg) 4100
GROSS WEIGHT (kg) 7000
PRICE US$46500.00

NM-24
IMAGE 5.3. DENWAY GZ 6750 VEHICLE
IMAGE 5.3. DENWAY GZ 6750 VEHICLE SEATS

NM-24
SAW. CONCLUSIONS
8 For the reasons stated above, corrective measures must be taken and
adequate circulation must be allowed and free market competition
encouraged in order to avoid problems on route NM-24 in the La Molina
district.
8 It is recommended to modify the authorized route in order to be able to

relocate to the district of La Molina to its final whereabouts.
s The roads where we are planning to operate are the avenues: Javier
Prado, LA Molina, La Universidad, Alameda del Corregidor, located in
the La Molina district. Transportation companies are currently
operating, so we ask for equal opportunities and conditions in a free
market policy.
8 The reformulated section is on 20% of the current route and 4 km in

radius. The distance to be reformulated is 12 km to be included and
12.18 km to be excluded. Therefore, the impact is minimal in terms of
the analysis of the modification of route NM-24 in order to be able to
relocate the final whereabouts – I finish half a turn, being the radius of
current whereabouts to proposed whereabouts of 2.90 km
In this sense, with the respect that your office deserves, we make Alcanzar
an alternative of contributions that can contribute to the organization and
allocation of service in the district of La Molina in order to improve the
service provided for the benefit of the user public.

NM-24
NM-24
ROUTE PLAN
CURRENT and MODIFIED

NM-24
COPY OF RESOLUTION
LAST MODIFICATION
DATA SHEET
OF ROUTE NM=24,

NM-24
COPY OF
REGISTRATION
VEHICULAR OF
ROUTE NM 24

NM-24
LITERAL SHEET AND
DNIGERENT
GENERAL

NM-24
SURVEY
FORMAT
HOME

NM-24
CONSTANGIA OF
THE
QUALIFICATION
OF ENGINEER

NM-24
CDROC M WITH THE
AVAILABLE BLE
INFORMATION

NM-24
NM-24

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NORILIMAIS/A.

TECHNICAL STUDY THAT JUSTIFIES

PARTIAL OR TOTAL REPRODUCTION OF THIS STUDY IS

TECHNICAL STUDY THAT JUSTIFIES THE MODIFICATION OF THE

2.1. - GENERAL FEATURES.

III. LEGAL BASE

IV. DESCRIPTION AND ANALYSIS OF THE STUDY

4.1. - LOCATION AND STUDY AREA.

4.2.1. - ANALYSIS OF THE OFFER OF REGULAR PASSENGER

4.2.2. - ANALYSIS OF THE DEMAND FOR REGULAR PASSENGER

4.2.3. - ANALYSIS OF ROAD INFRASTRUCTURE

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 2

4.2.3.5. OTHER FACTORS

V. DEVELOPMENT OF THE PROPOSAL

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 3

The fundamental purpose of this study of Modification of the final

The present study consists of 06 well-structured chapters, in which

Chapter II is the introductory part on which the following components are

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 4

Route NM-24 is a non-tendered transportation route that has its origin in

For each scenario and period the data presented is:

It is important to specify that based on the estimated demand (passengers

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 5

• In addition, there is an unsatisfied demand from the user public for

2.2. - STUDY OBJECTIVES:

The main objective of this technical study is to support the Urban

2.3. - SCOPES OF THE STUDY:

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 6

considered necessary to define the methodological criteria that aim at a

111.- LEGAL BASE:

Our request is framed according to the provisions of Municipal Ordinance

112- DESCRIPTION AND ANALYSIS OF THE STUDY:

4.1. - LOCATION AND STUDY AREA:

Location : Av. Javier Prado this, Av. La Molina, Av. University

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 7

4.1. Image of the study area.

4.2. - DIAGNOSIS OF THE CURRENT SITUATION

• That through the Directorial Resolution General No. 0096-2002-

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 8

4.2.1 ANALYSIS OF THE SUPPLY OF REGULAR PASSENGER

4.2.1.1. ROUTES WITH SIMILAR VOCATION OF SERVICE

Table No. 1 of the Transportation Offer similar to route NM-24

4.2.1.2. CHARACTERISTICS OF THE VEHICULAR FLEET

It is important in this item to evaluate the vehicle typology, Age of the

a) ACCORDING TO VEHICULAR CLASS AND AGE:

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 9

Table No. 4.2.1.2.A of the Age of Vehicles

Graph No. 4.2.1.2.B Of the fleet age interval

b) according to the brand of the vehicle fleet:

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 10

c) depending on the number of seats available:

Table No. 4.2.1.2.C. Seat Number Capacity.

TECHNICAL PROPOSAL FOR MODIFICATION OF THE NM-24 CODE ROUTE P. 11

NO SEATS OF VEHICULAR UNITS

4.2.1.3. BUSINESS INFRASTRUCTURE

NOR LIMA SA TRANSPORT COMPANY, whose main economic activity is to provide

Currently, my client provides public transportation service on the following