ISO 9001:2015 CMMI Level 3 Traffic Study Report for NH-4 Upgradation

TM
ISO 9001:2015
CMMI Level 3
TABLE OF CONTENTS
1 EXECUTIVE SUMMARY 14
1.1 Purpose of the Study 14
1.2 Scope of Work 14
1.3 Deliverables 15
1.4 Project Description 17
1.5 Traffic Study and Analysis 18
1.6 Engineering Survey and Investigations 20
1.7 Alignment and Engineering 21
1.8 Pavement Design 21
1.9 Design of Traffic Control and other facilities 22
1.10 Bridges and Structures 25
1.11 List of Retained Structures. 29
1.12 Environment and Social Impact Assessment 30
1.13 Land Acquisition and Utility Shifting 30
1.14 Improvement Proposals 30
1.15 Cost Estimates 31
1.16 Financial Analysis 32
1.16.1 Sensitivity Analysis 32
1.16.2 Conclusions 33
2 PROJECT DESCRIPTION 34
2.1 General 34
2.2 Existing Road 34
2.3 Existing Junctions 36
2.4 Existing Bus Shelters & Truck Lay Bye 39
2.5 Land Use Pattern 40
2.6 Existing Structures 41
2.7 Pavement 45
2.8 Historical Traffic Data 45
2.9 Existing Utilities 46
3 METHODOLOGY 47
3.1 Review of Data and Documents 47
3.2 Traffic Surveys 47
3.3 Engineering Surveys and Investigations 48
4 TRAFFIC STUDY AND ANALYSIS 60
4.1 Objective of the Present Study 60
4.2 Traffic Surveys 61
4.3 Classified Traffic Volume Count Survey 61
4.4 Classified Turning Traffic Count Survey 62
4.5 Pedestrian/Cattle Crossings Count Survey 62
4.6 Axle Load Survey 63
4.7 Origin & Destination Survey 63
4.8 Details of Second Time Traffic Survey for Mid Block Locations and Additional
4.9 Details of Second Time Origin-Destination Survey
4.10 PCU Values Adopted
4.11 Traffic Data Analysis
4.12 Classified Turning Traffic Volume Count Survey
4.13 Pedestrian Movement Survey Details
4.14 Analysis of Axle Load Survey Data
4.15 Origin-Destination (O-D) Surveys
4.16 Second Origin-Destination (O-D) Surveys (during Dec-2019)
4.17 Existing Toll System Analysis
4.18 Seasonal Correction Factors
4.19 Comparaison of Survey Data of Feb-2012 and May-2012
4.20 Traffic Forecast
4.21 Capacity Analysis of Road Corridor based on Existing Condition and Future P
4.22 MSA Calculations
4.23 Outcome of Traffic Survey & Analysis
5 ENGINEERING SURVEYS AND INVESTIGATIONS 14
5.1 Topographical Survey
5.2 Geotechnical Investigation Methodology of Field Work
5.3 Subgrade Investigation for Pavements
6 INDICATIVE DESIGN STANDARDS 14
6.1 Traffic Design 1
6.2 Pavement Design Consideration
6.3 Geometric Design Consideration for Highways
6.4 Classification of Roads
6.5 Terrain 15
6.6 Recommended Design Service Volumes
6.7 Design Speed 1
6.8 Cross-Section Elements
6.8.1 Right of Way (ROW)
6.8.2 Camber 1
6.8.3 Carriageway 1
6.8.4 Shoulder 15
6.8.5 Median 15
6.8.6 Sight Distance 1
6.9 Horizontal Curves
6.9.2 Super Elevation 1
6.9.3 Transition Curve 1
6.10 Vertical Alignment
6.10.1 Gradients 1
6.10.2 Vertical Curves
6.10.3 Vertical Clearance at Underpasses
6.10.4 Median Openings
6.11 Relevant Codes 1
6.12 Design of Bridges, Viaduct, Grade Separators and Railway over Bridges
6.13 Design of Box Culverts
7 ALIGNMENT AND ENGINEERING 16
7.1 Geometric Design
7.2 Existing Alignment
7.3 Horizontal Alignment
7.4 Design Standards
7.5 Proposed Design Standards
7.6 Proposed Alignment
7.7 Design Speed 1
7.8 Proposed Widening
7.9 Proposed Realignments
7.9.1 Realignment at T. Begur (km 34.800 to km 36.150)
7.9.2 Realignment after Dobbaspet, near ROB location (km 50.000 to km 51.500)
7.9.3 Realignment from ROB to Hirehalli Railway station (km 55.500 to km 57.800)
7.9.4 Realignment at ROB, After Kyatsandra (km 64.200-65.100)
7.10 Flyover at Kyatsandra Junction
7.11 Service Roads 1
8 PAVEMENT DESIGN 17
8.1 Flexible Pavement Design
8.1.1 Design Life 1
8.1.2 Traffic Loading
8.1.3 CBR of Existing Soil
8.2 Sub Grade Characteristics
8.2.1 New Carriageway and Alignment
8.2.2 Existing Pavements
8.3.1 Flexible Pavement Design as per IRC : 37-2018
8.3.2 Rigid Pavement Design
9 DESIGN OF TRAFFIC CONTROL AND OTHER FACILITIES 1
9.1 Road Furniture 1
9.1.1 Road Signs 1
9.1.2 Road Markings 1
9.1.3 Road Delineators
9.1.4 Reflective Pavement Markers (Studs)
9.1.5 Over Head Sign Boards
9.1.6 Median Barriers 1
9.1.7 Reinforced Cement Concrete Crash Barrier
9.1.8 Kilometre Stones
9.1.9 200m Stones and Road Boundary Stones (RBS)
9.2 Pedestrian Facilities
9.2.1 Footpaths and Street lights
9.3 Lighting Arrangement
9.3.1 Street Lighting 1
9.4 Highway Patrol Unit
9.5 Emergency Medical Services
9.6 Crane Services 1
9.7 Advance Traffic Management System (ATMS)
9.7.1 Data acquisition system
9.8 Variable Message Signs (VMS)
9.9 Central Control Room
9.10 Operation and Maintenance
9.11 Toll Plazas 1
9.11.1 Location of Toll Plaza
9.11.2 Number of Toll Plaza and Toll Lanes
9.11.3 Layout of Toll Plaza
9.11.4 Land for Toll Plaza
9.11.5 Signage System
9.12 Truck Parking 1
9.13 Bus Shelters 1
9.14 Entry and Exit to Main Carriageway
9.14.1 T Begur exit in Nelamangala-Tumkur direction
9.14.2 T Begur Entry in Nelamangala-Tumkur direction
9.14.3 Dabaspet Exit in Nelamangala-Tumkur direction
9.14.4 Dabaspet Entry in Nelamangala-Tumkur direction
9.14.5 Exit to NH-206 in Nelamangala-Tumkur direction
9.14.6 Tumkur Entry (Nelamangala-Tumkur direction)
9.14.7 T Begur Entry in Tumkur- Nelamangala direction
9.14.8 T Begur Exit in Tumkur- Nelamangala direction
9.14.9 Dabaspet Entry in Tumkur-Nelamangala direction
9.14.10 Dabaspet Exit in Tumkur-Nelamangala direction
9.14.11 Tumkur Entry in Tumkur-Nelamangala direction
9.15 Rest Area 1
9.16 Road Intersection
9.16.1 Islands 1
9.16.2 At Grade Intersections
9.17 Median Openings
9.17.1 Width of Median in various stretches
9.18 Landscaping and Tree plantation
9.18.1 Plantation in Medians
9.18.2 Landscape Treatment
9.18.3 Highway Drainage
10 BRIDGES AND STRUCTURES 19
10.1 Improvement Proposals and New Proposals
11 SOCIO ECONOMIC PROFILE 20
11.1 The Area Profile
11.2 Analysis, Mitigation and Suggestions for Alternatives
11.3 Alternatives, Remedial Measures and Mitigation
11.4 Socio – economic benefits of the project.
11.5 Summary and Conclusion
12 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT 20
12.1 Objectives & Scope of the Project
12.2 Overview of Impacts due to the Project
12.3 Policy, Legal and Administrative Framework 21112.4 Baseline E
16.3 Pavement Design
16.4 Proposed Structures
16.5 Proposed Facilities
16.6 Preliminary Cost Estimates
16.7 Financial Analysis
16.7.1 Sensitivity Analysis
16.7.2 Conclusions
Table 1.0 (a): Classified Traffic Volume Count Locations considered for Second Time in May-2012 1
LIST OF TABLES
Table 4.16: Present Average Traffic at VC-1 at Km 30.600 near Nelamangala Toll Plaza (Feb-2012 Survey) 7
Table 4.49: Details of the Pedestrian Crossing at Various Locations along NH-4 at various Locations 11
Table 6.6: Minimum recommended Sight Distances 154Table 6.7
Table 15.2: Construction Cost
Table 15.3: Concessionaire’s Cost
Table 15.4: Toll Rates
Table 15.5: Projected Toll Rates for the year 2021
Table 15.6: Base Year Traffic for the Project: Tollable Traffic
Table 15.7: Total Toll Revenue (in Crores)
Table 15.8: Maintenance Cost in Rs Million per Km
Table 15.9: Details of Minimum Viability Criteria
Table 15.10: Summary of Financial Analysis for Concession period of 30 Years
Table 15.11: Results of Sensitivity Analysis
Table 16.1: Proposed new carriageway thickness as per 15 year design period
Table 16.2: Proposed overlay thickness
Table 16.3: Proposed Service road thickness
Table 16.4: Proposed Rigid Pavement Thickness for Toll Plaza
Table 16.6: Cost of the project
Table 16.7: Summary of Financial Analysis for Concession period of 30 Years
Table 16.8: Results of Sensitivity Analysis
NATIONAL HIGHWAYS AUTHORITY OF INDIA
Near JMIT
(Ministry of Road Transport & Highways)
Campus, NH4 (Km 201) Chitradurga – 577 502
CONSULTANCY SERVICES FOR PREPARATION OF

FEASIBILITY FOR 6 LANING OF NELAMANGALA TO
TUMKUR INCLUDING TUMKUR BYPASS (KM 29.5 TO
KM75) OF NH 4 IN THE STATE OF KARNATAKA TO BE
EXECUTED AS BOT (TOLL) PROJECT ON DBFO
PATTERN UNDER NHDP PHASE V
FINAL FEASIBILITY REPORT

VOLUME I – MAIN REPORT
JANUARY 2021 (REVISION – 05)

SECON PRIVATE LIMITEDCORPORATE OFFICE : Plot No.147, 7B Road, Export Promotion Industrial Park (EPIP) Whitefield, Bangal
OF CONTENTS
ECUTIVE SUMMARY 14
Purpose of the Study 14
Scope of Work 14
Deliverables 15
Project Description 17
Traffic Study and Analysis 18
Engineering Survey and Investigations 20
Alignment and Engineering 21
Pavement Design 21
Design of Traffic Control and other facilities 22
Bridges and Structures 25
List of Retained Structures. 29
Environment and Social Impact Assessment 30
Land Acquisition and Utility Shifting 30
mprovement Proposals 30
Cost Estimates 31
Financial Analysis 32
Sensitivity Analysis 32
Conclusions 33
OJECT DESCRIPTION 34
General 34
Existing Road 34
Existing Junctions 36
Existing Bus Shelters & Truck Lay Bye 39
Land Use Pattern 40
Existing Structures 41
Pavement 45
Historical Traffic Data 45
Existing Utilities 46
THODOLOGY 47
Review of Data and Documents 47
Traffic Surveys 47
Engineering Surveys and Investigations 48
AFFIC STUDY AND ANALYSIS 60
Objective of the Present Study 60
Traffic Surveys 61
Classified Traffic Volume Count Survey 61
Classified Turning Traffic Count Survey 62
Pedestrian/Cattle Crossings Count Survey 62
Axle Load Survey 63
Origin & Destination Survey 63
4.8 Details of Second Time Traffic Survey for Mid Block Locations and Additional Intesection Survey
4.9 Details of Second Time Origin-Destination Survey 64
4.10 PCU Values Adopted 65
4.11 Traffic Data Analysis 65
4.12 Classified Turning Traffic Volume Count Survey 104
4.13 Pedestrian Movement Survey Details 111
4.14 Analysis of Axle Load Survey Data 111
4.15 Origin-Destination (O-D) Surveys 113
4.16 Second Origin-Destination (O-D) Surveys (during Dec-2019) 118
4.17 Existing Toll System Analysis 123
4.18 Seasonal Correction Factors 123
4.19 Comparaison of Survey Data of Feb-2012 and May-2012 125
4.20 Traffic Forecast 126
4.21 Capacity Analysis of Road Corridor based on Existing Condition and Future Projected Traffic131
4.22 MSA Calculations 133
4.23 Outcome of Traffic Survey & Analysis 137
5 ENGINEERING SURVEYS AND INVESTIGATIONS 140
5.1 Topographical Survey 140
5.2 Geotechnical Investigation Methodology of Field Work 141
5.3 Subgrade Investigation for Pavements 143
6 INDICATIVE DESIGN STANDARDS 148
6.1 Traffic Design 148
6.2 Pavement Design Consideration 150
6.3 Geometric Design Consideration for Highways 151
6.4 Classification of Roads 152
6.5 Terrain 152
6.6 Recommended Design Service Volumes 152
6.7 Design Speed 152
6.8 Cross-Section Elements 153
6.8.1 Right of Way (ROW) 153
6.8.2 Camber 153
6.8.3 Carriageway 153
6.8.4 Shoulder 153
6.8.5 Median 153
6.8.6 Sight Distance 154
6.9 Horizontal Curves 154
6.9.2 Super Elevation 155
6.9.3 Transition Curve 155
6.10 Vertical Alignment 156
6.10.1 Gradients 156
6.10.2 Vertical Curves 156
6.10.3 Vertical Clearance at Underpasses 156
6.10.4 Median Openings 156
6.11 Relevant Codes 156
6.12 Design of Bridges, Viaduct, Grade Separators and Railway over Bridges 157
6.13 Design of Box Culverts 159
7 ALIGNMENT AND ENGINEERING 164
7.1 Geometric Design 164
7.2 Existing Alignment 164
7.3 Horizontal Alignment 164
7.4 Design Standards 165
7.5 Proposed Design Standards 166
7.6 Proposed Alignment 166
7.7 Design Speed 167
7.8 Proposed Widening 171
7.9 Proposed Realignments 172
7.9.1 Realignment at T. Begur (km 34.800 to km 36.150) 172
7.9.2 Realignment after Dobbaspet, near ROB location (km 50.000 to km 51.500) 172
7.9.3 Realignment from ROB to Hirehalli Railway station (km 55.500 to km 57.800) 173
7.9.4 Realignment at ROB, After Kyatsandra (km 64.200-65.100) 173
7.10 Flyover at Kyatsandra Junction 173
7.11 Service Roads 173
8 PAVEMENT DESIGN 175
8.1 Flexible Pavement Design 175
8.1.1 Design Life 175
8.1.2 Traffic Loading 175
8.1.3 CBR of Existing Soil 176
8.2 Sub Grade Characteristics 176
8.2.1 New Carriageway and Alignment 176
8.2.2 Existing Pavements 177
8.3 Flexible Pavement Design 177
8.3.1 Flexible Pavement Design as per IRC : 37-2018 177
8.3.2 Rigid Pavement Design 178
9 DESIGN OF TRAFFIC CONTROL AND OTHER FACILITIES 180
9.1 Road Furniture 180
9.1.1 Road Signs 180
9.1.2 Road Markings 180
9.1.3 Road Delineators 181
9.1.4 Reflective Pavement Markers (Studs) 181
9.1.5 Over Head Sign Boards 181
9.1.6 Median Barriers 181
9.1.7 Reinforced Cement Concrete Crash Barrier 181
9.1.8 Kilometre Stones 182
9.1.9 200m Stones and Road Boundary Stones (RBS) 182
9.2 Pedestrian Facilities 182
9.2.1 Footpaths and Street lights 182
9.3 Lighting Arrangement 183
9.3.1 Street Lighting 183
9.4 Highway Patrol Unit 183
9.5 Emergency Medical Services 184
9.6 Crane Services 184
9.7 Advance Traffic Management System (ATMS) 184
9.7.1 Data acquisition system 185
9.8 Variable Message Signs (VMS) 185
9.9 Central Control Room 186
9.10 Operation and Maintenance 186
9.11 Toll Plazas 186
9.11.1 Location of Toll Plaza 187
9.11.2 Number of Toll Plaza and Toll Lanes 187
9.11.3 Layout of Toll Plaza 187
9.11.4 Land for Toll Plaza 187
9.11.5 Signage System 187
9.12 Truck Parking 188
9.13 Bus Shelters 188
9.14 Entry and Exit to Main Carriageway 189
9.14.1 T Begur exit in Nelamangala-Tumkur direction 189
9.14.2 T Begur Entry in Nelamangala-Tumkur direction 190
9.14.3 Dabaspet Exit in Nelamangala-Tumkur direction 190
9.14.4 Dabaspet Entry in Nelamangala-Tumkur direction 190
9.14.5 Exit to NH-206 in Nelamangala-Tumkur direction 190
9.14.6 Tumkur Entry (Nelamangala-Tumkur direction) 190
9.14.7 T Begur Entry in Tumkur- Nelamangala direction 190
9.14.8 T Begur Exit in Tumkur- Nelamangala direction 191
9.14.9 Dabaspet Entry in Tumkur-Nelamangala direction 191
9.14.10 Dabaspet Exit in Tumkur-Nelamangala direction 191
9.14.11 Tumkur Entry in Tumkur-Nelamangala direction 191
9.15 Rest Area 191
9.16 Road Intersection 191
9.16.1 Islands 191
9.16.2 At Grade Intersections 191
9.17 Median Openings 193
9.17.1 Width of Median in various stretches 194
9.18 Landscaping and Tree plantation 194
9.18.1 Plantation in Medians 194
9.18.2 Landscape Treatment 194
9.18.3 Highway Drainage 194
10 BRIDGES AND STRUCTURES 195
10.1 Improvement Proposals and New Proposals 196
11 SOCIO ECONOMIC PROFILE 203
11.1 The Area Profile 203
11.2 Analysis, Mitigation and Suggestions for Alternatives 204
11.3 Alternatives, Remedial Measures and Mitigation 206
11.4 Socio – economic benefits of the project. 207
11.5 Summary and Conclusion 208
12 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT 209
12.1 Objectives & Scope of the Project 209
12.2 Overview of Impacts due to the Project 210
12.3 Policy, Legal and Administrative Framework 21112.4 Baseline Environment of the Region
16.2 Proposed Alignment 240
16.3 Pavement Design 240
16.4 Proposed Structures 241
16.5 Proposed Facilities 242
16.6 Preliminary Cost Estimates 242
16.7 Financial Analysis 242
16.7.1 Sensitivity Analysis 242
16.7.2 Conclusions 243
Table 1.0 (a): Classified Traffic Volume Count Locations considered for Second Time in May-2012 18Table 1.0 (b): Details of
LIST OF TABLES
Table 4.16: Present Average Traffic at VC-1 at Km 30.600 near Nelamangala Toll Plaza (Feb-2012 Survey) 71Table 4.17: Present Ave
Table 4.49: Details of the Pedestrian Crossing at Various Locations along NH-4 at various Locations 111Table 4.50: Summary of
Table 6.6: Minimum recommended Sight Distances 154Table 6.7: Minimum Radii of Hor
Table 15.2: Construction Cost 234
Table 15.3: Concessionaire’s Cost 234
Table 15.4: Toll Rates 235
Table 15.5: Projected Toll Rates for the year 2021 236
Table 15.6: Base Year Traffic for the Project: Tollable Traffic 236
Table 15.7: Total Toll Revenue (in Crores) 237
Table 15.8: Maintenance Cost in Rs Million per Km 238
Table 15.9: Details of Minimum Viability Criteria 238
Table 15.10: Summary of Financial Analysis for Concession period of 30 Years 239
Table 15.11: Results of Sensitivity Analysis 239
Table 16.1: Proposed new carriageway thickness as per 15 year design period 240
Table 16.2: Proposed overlay thickness 240
Table 16.3: Proposed Service road thickness 241
Table 16.4: Proposed Rigid Pavement Thickness for Toll Plaza 241
Table 16.6: Cost of the project 242
Table 16.7: Summary of Financial Analysis for Concession period of 30 Years 242
Table 16.8: Results of Sensitivity Analysis 242
0
22
30
0
1
2
2
nd Additional Intesection Survey 64
64
65
65
104
111
111
113
118
123
123
125
126
and Future Projected Traffic131
133
137
140
140
141
143
148
148
150
151
152
152
152
152
153
153
153
153
153
153
154
154
155
155
156
156
156
156
156
156
Bridges 157
159
164
164
164
164
165
166
166
167
171
172
172
km 51.500) 172
o km 57.800) 173
173
173
173
175
175
175
175
176
176
176
177
177
177
178
180
180
180
180
181
181
181
181
181
182
182
182
182
183
183
183
184
184
184
185
185
186
186
186
187
187
187
187
187
188
188
189
189
190
190
190
190
190
190
191
191
191
191
191
191
191
191
193
194
194
194
194
194
195
196
203
203
204
206
207
208
209
209
210
112.4 Baseline Environment of the Region 21212.5 Environmental and Social Screening
240
240
241
242
242
242
242
243
012 18Table 1.0 (b): Details of Volume of Traffic for Tollable Vehicle Type 19Table 1.1: Adopted VD
12 Survey) 71Table 4.17: Present Average Traffic at VC-1 at Km 30.600 near Nelamangala Toll Plaza (May-2012 Survey) 72Table 4.18: Prese
ions 111Table 4.50: Summary of Vehicle Damage Factors for Each Vehicle at Km 30.600 near Nelamangala Toll Plaza on NH-4
154Table 6.7: Minimum Radii of Horizontal Curves 155Table 6.8: Radius beyond which Super
234
234
235
236
236
237
238
238
239
239
240
240
241
241
242
242
242
ABBREVATIONS
% Percentage
& And
@ At
% Percentage
& And
< Less than
> Greater than
BB-1 Bus Bye
BOQ Bill of Quantities
DBFOT Design, Build, Finance, Operate and Trans
GAD General Arrangement Drawings
H Horizontal
IRC Indian Road Congress
km Kilometer
kmph Kilometer per hour
LA Land Acquisition
LOS Level Of Service
Ltd. Limited
m Meter
MNB Minor Bridge
NH National Highway
NHAI
P-1
PCU Passenger Car Unit
Pvt. Private
RCC Reinforced cement concrete
ROB Road Over Bridge
RUB Road Under Bridge
SH State Highway
Sl. No. Serial number
TL-1 Truck Lay Bye
TOR Terms of Reference
TP-1 Toll Plaza
V Vertical
v Vent
WA-1 Wayside Amenities
ABBREVATIONS
Percentage
And
At
Percentage
And
Less than
Greater than
Bus Bye
Bill of Quantities
T Design, Build, Finance, Operate and Transfer
General Arrangement Drawings
Horizontal
Indian Road Congress
Kilometer
Kilometer per hour
Land Acquisition
Level Of Service
Limited
Meter
Minor Bridge
National Highway
National Highway Authority of India

Pedestrian Facilities
Passenger Car Unit
Private
Reinforced cement concrete
Road Over Bridge
Road Under Bridge
State Highway
Serial number
Truck Lay Bye
Terms of Reference
Toll Plaza
Vertical
Vent
Wayside Amenities
LIST OF ANNEXURES
Annexure No. Particulars
ANNEXURE 2.01 ROAD INVENTORY DATA
ANNEXURE 2.02 PAVEMENT CONDITION SURVEY
ANNEXURE 2.03 STRIP PLAN
ANNEXURE 4.01 TRAFFIC VOLUME COUNT-1 TRAFFIC SURVEY
st
ANNEXURE 4.01 TRAFFIC VOLUME COUNT- 2 TRAFFIC SURVEY

nd
(a), (b), (c)

ANNEXURE 4.02 TURNING MOVEMENT SURVEY
ANNEXURE 4.03 AXLE LOAD SURVEY
ANNEXURE 4.04 OD SURVEY- 1 OD SURVEY
st
ANNEXURE 4.04 (a) OD SURVEY- 2 OD SURVEY

nd
ANNEXURE 5.01 LIST OF BENCHMARKS, DGPS AND TARVERSE CONTROL

(a), (b), (c) POINTS
ANNEXURE 5.02 BOREHOLE LOCATION PLAN
ANNEXURE 5.03 CORE RECOVERY AND ROCK QUALITY DESIGNATION
ANNEXURE 5.04 TEST RESULTS OF RESPECTIVE BOREHOLE
ANNEXURE 5.05 ESTIMATION OF SBC
ANNEXURE 8.01 BBD TEST RESULTS
ANNEXURE 10.01 INVENTORY & CONDITION SURVEY FOR BRIDGES
ANNEXURE 10.02 INVENTORY & CONDITION SURVEY FOR CULVERTS
1 EXECUTIVE SUMMARY
1.1 Purpose of the Study
National Highways Authority of India (NHAI) has entrusted SECON PVT LTD vi
Agreement, dated 09 November 2011, for Package No.DPR/Kar/Phase-III/I/2010
Consultancy services for feasibility study of 44.733 km section of National Highway No. 4 in the st
The Project consists of Preparation of Feasibility Report for 6 laning from Nelamangala
Tumkur By pass (design chainage from Km29.435 to Km74.168) of NH 4 in the state o
executed as BOT (Toll) Project on DBFO Pattern under NHDP Phase V. By carrying o
related survey and investigations as per the Terms of reference.
The main objectives of the consultancy services are:
1. To prepare the Feasibility report for the existing four lane section to six lane Nat
section and improvements of existing six lane section, depending on traffic requi
technical and economical aspect, taking into consideration of environmental and s
pertaining to the area.
2. To prepare the project report highlighting aspects of value engineering, quality aud
requirement in design and implementation, and bid documents required for tendering t
commercial basis for international and local competitive bidding.
1.2 Scope of Work
Scope of the study for the consultancy services will include the following:
1. Proposal for widening work within the existing right of way avoiding land acquisition
having inadequate width and where provisions of short bypasses, service roads, alignm
improvement of intersections including provision of grade separators etc. are required
minimum extent possible to be adopted.
2. Proposals for bypasses wherever necessary especially in urban areas or at locatio
3. Carrying out 7 day classified traffic volume counts for locations close to proposed T
at every 20 km interval of the project highway twice, the timing for such counts shall be
during thirteenth week of commencement of services, intersection volume count at m
pedestrian/cattle crossing traffic count at locations settlements/habitations and axle
Toll Plaza locations.
4. Carrying out inventory for roads, culverts, bridges and other structures like R
underpasses and overpasses and identify stretches affected by flooding, passing throu
etc., identifying sections in cut and the culverts requiring reconstruction, widening
5. Suggest possible locations and design of toll plaza, wayside amenities required
Segregation of local and slow traffic from the main through traffic and provision of serv
wherever necessary to improve efficiency and safety.
6. Strengthening of the carriageways, as required at the appropriate time to maintain
over the design period
7. Studies for financing options like BOT, Annuity, Special Purpose Vehicle (SP
Study stage.
8. Preparation of General Arrangement Drawings with relevant cross sections
9. Environmental Impact Assessment, Environmental Management Plan, Rehabil
Resettlement Studies.
10. Prepare Land Plan Schedule and Utility Relocation Plan.
11. Prepare bid documents as BOT (toll) on DBFO pattern.
The scope of services rendered will be in conformity with the various tasks as detailed
1.3 Deliverables
 Inception Report for the project was submitted on 20 December 2011.
 Alignment Report was submitted on 28 February 2012.
 Traffic Report (1 Survey) was submitted on 28 February 2012.
st
 Report on Indicative GAD of Structures was submitted on 21 March 2012.

 Environmental and Social Impact Assessment Report was submitted on 30 March 2
 Land Plan Schedules and Utility Relocation Report was submitted on 10 April 2012
 Draft Feasibility Report was submitted on 28 June 2012.
 The Final Feasibility Report was submitted on 26 March 2013
 Further to the submission of Final Feasibility Report, revised report incorporating th
during the joint site visit held on 13th Sep 2013 and subsequently discussed and finaliz
meeting chaired by CGM on 18 Oct 2013 at NHAI RO, Bangalore.
th
Following changes were incorporated in the report:

- Toll Plaza at existing 30 km has been removed and only one toll plaza provided at k
- Entry and exit ramps were replaced by simple slip-in and slip-outs for providing traf
between service roads and main carriageway.
- Number of slip-ins and slip-outs were reduced.
- Pedestrian Underpasses were proposed instead of Foot over bridges and at all the
decided in the meeting.
The Final Feasibility Report (Addendum-1) was submitted on 30 Nov 2013.
 Further to the submission of Final Feasibility Report (Addendum-1), co
received form NHAI vide NHAI letter nos. NHAI/ PIU-CTA/ 6-Laning/ Seco
dated 26 Jun 2014 & NHAI/RO-BNG/13020/14/1251 dated 16 Jul 201
changes required in the proposals.
Further discussions were held with CGM at RO, Bangalore on 25 Aug 201
were deliberated and accepted in the meeting:
 Provision of Service Roads to the left side at T-Begur from km 34.9 to k
 Truck parking at km 72.600 is removed.
 PUP has been provided at km 30.400 and km 55.200 instead of FOB.
 PUP at km 52.410 is shifted to km 52.800
 FOB at km 52.725 is shifted to km 52.000
 VUP has been proposed at km.31.380.
 W beam median barrier which was proposed from chainage km 29.5 to
(Addendum-1) was accepted. From chainage km 62.00 to km 75.00 it was
concrete barrier with antiglare screen with rectangular vane on top, by rem
median antiglare barriers
 Weigh bridge to be provided on the tapering portion of the Toll Plaza.
 The cost for Batavadi junction (Tumkur Entry) shall be included i
Estimates considering Option 2 as the approved one.
 The recommendation for 8 laning to be made in the Final Feasibility Re
 Revision in LA plans incorporating above.
 Submission of Final Feasibilty Report (Addendum-2) incorporating the
by NHAI was submitted on September 2014.
Further to the submission of Final Feasibility Report (Addendum-2),
order approved by NHAI vide NHAI letter no. NHAI letter No. NHAI/RO-
BNG/13020/25/2018/2831 dated 07 Dec 2018 regarding further changes req
The following changes were made:
 The proposed cross section was discussed and finalised as given belo
- Main Carriageway (MCW) of 10.5 m and of paved shoulder of 3.5 m shall be
- MCW and Service Road (SR) shall be separated with RCC Crash Barrier, pr
- 1.5 m RCC Cover for drain in between MCW and SR shall be raised and 0.5
provided.
- 7.0m wide SR with 1.0 m paved shoulder and 0.5 m shy off, on the side of dr
- Utility ducts along with the drain at the edge of the ROW
- Provision of uni-camber on the service roads sloping towards the drain betwe
- Replacement of fence with Crash Barrier.
 Structures to be provided for service road (as per the Road Cross sect
Bridge (MNB) locations.
 The existing 6 lane cross section for the MCW to be retained in
i.e. existing km 62.00 to km 75.00
 Tumkur Entry – Service Road to be provided next to the existing flyove
Batavadi junction.
 Geotechnical investigations for additional structures.
Incorporating the above, Final Feasibility Report (Rev-03) was submitted on 30 Jan 20
Further discussions were held with Member (T) at NHAI HG, New Delhi on 13 Feb 201
were deliberated and accepted in the meeting:
 The matter of adopting six lane access controlled or eight lane for the subject stretc
and discussed in detail as the present traffic is nearing 1,00,000 PCUs and it was deci
proposed cross section configuration i.e., six lane access controlled in view of the follo
- Proposal of Greenfield expressway between Pune & Bangalore, which will be a parallel hig
section and some vehicular traffic on existing NH will divert on Pune-Bangalore Expressway.
- Road sections before and after the Project road are of 6-lane configuration.
- Partial Vehicular Traffic will also get diverted on the proposed STRR.
 It was suggested to provide Toe wall on the outer edge instead of drain for ROW pr
the Ministry circular No. RW/NH-24036/27/2010-PPP dated 04.02.2019.
 Pavement composition for new construction with Cement treated Base and Sub Ba
DPR consultant apprised that the overlay design between km 62.00 and km
75.00 was based on BBD studies. It was directed to conduct FWD study to assess res
pavement in this section for proposing the overlay design.
 It was suggested to provide 4.0 m vertical clearance for LVUPs in line with existing
Incorporating the above, Final Feasibility Report (Rev-04) was submitted on 24 May 20
Further NHAI decided to take up the project on EPC mode, which was communicated
NHAI/PIU-CTA/6-laning/Secon/2021-21/08/4165 dated 19 Aug 2020 and directed
documents to take up project on EPC mode.
Present submission is of Final Feasibilty Report (Rev-05) as per the NHAI direction.
1.4 Project Description
The Project Road starts at km 29.435 Near Nelamangala Toll Plaza and en
Bypass at design chainage km 74.168. The stretch consists of 44.733 km from Nelama
including Tumkur Bypass and stretch passes through major built-up areas of T. Beg
Kyatasandra. It lies under the Administrative Jurisdiction of Tumkur and Bangalo
The alignment runs on plain and rolling terrain. The soil is generally clayey sand or cla
some locations. The land is used mostly for cultivation of maize, arecanut etc. Paddy c
coconut plantations are also seen at some locations. Barren lands are dotted with euca
thorny bushes at several places.
The entire stretch of the project road is mainly composed of bituminous surface. The d
width is 7.5 m with paved shoulders of 1.5 m on either side of the road from existing
Kyatasandra. It lies under the Administrative Jurisdiction of Tumkur and Bangalo
The alignment runs on plain and rolling terrain. The soil is generally clayey sand or cla
some locations. The land is used mostly for cultivation of maize, arecanut etc. Paddy c
coconut plantations are also seen at some locations. Barren lands are dotted with euca
thorny bushes at several places.
The entire stretch of the project road is mainly composed of bituminous surface. The d
width is 7.5 m with paved shoulders of 1.5 m on either side of the road from existing
SECON PVT LTD vide Contract
R/Kar/Phase-III/I/2010 to carry out
nal Highway No. 4 in the state of Karnataka .
ning from Nelamangala to Tumkur including
8) of NH 4 in the state of Karnataka to be
Phase V. By carrying out field visits and other
.
e section to six lane National Highway

ending on traffic requirements, sound
of environmental and social criteria
engineering, quality audit and safety audit

required for tendering the project on
.
following:
avoiding land acquisition, except for locations
es, service roads, alignment corrections,
ators etc. are required land acquisition to the
rban areas or at locations of major towns.

ons close to proposed Toll Plaza location and
or such counts shall be within 5 weeks and
on volume count at major intersections,
nts/habitations and axle load survey close to
other structures like ROB/RUB, flyovers,

flooding, passing through black cotton soil
econstruction, widening or new construction.
e amenities required on tolled highway.
c and provision of service roads and fencing,
priate time to maintain the level of service
Purpose Vehicle (SPV) at the Feasibility
t cross sections
gement Plan, Rehabilitation and
arious tasks as detailed in the TOR.
mber 2011.
12.
1 March 2012.
ubmitted on 30 March 2012.
mitted on 10 April 2012
13
d report incorporating the changes suggested
tly discussed and finalized during the
ore.
e toll plaza provided at km 61.478.

p-outs for providing traffic movement
er bridges and at all the intersections as
0 Nov 2013.
eport (Addendum-1), comments were
U-CTA/ 6-Laning/ Secon/ 2014-15/06/370
251 dated 16 Jul 2014 regarding further
angalore on 25 Aug 2014 and following points
Begur from km 34.9 to km 35.7.
5.200 instead of FOB.
om chainage km 29.5 to km 62.00 in FFR

2.00 to km 75.00 it was asked to propose a
ular vane on top, by removing existing Steel
rtion of the Toll Plaza.

y) shall be included in the Total
ne.
the Final Feasibility Report
um-2) incorporating the changes suggested
eport (Addendum-2), under Variation

HAI letter No. NHAI/RO-
ing further changes required in the proposals.
finalised as given below:

houlder of 3.5 m shall be provided.
th RCC Crash Barrier, provided on MCW side.
R shall be raised and 0.5 m of shy off to be
m shy off, on the side of drain and utility duct.

ROW
g towards the drain between the MCW & SR.
er the Road Cross section) at all Minor
CW to be retained in the Tumkur Bypass
ext to the existing flyover and a rotary at
ures.
submitted on 30 Jan 2019.
ew Delhi on 13 Feb 2019 and following points
ne for the subject stretch was deliberated

0 PCUs and it was decided to maintain the
olled in view of the following:
which will be a parallel highway to the project
Bangalore Expressway.
figuration.
RR.
ead of drain for ROW protection in line with
02.2019.
eated Base and Sub Base was accepted. The
2.00 and km
WD study to assess residual strength of the
UPs in line with existing policy guidelines.

submitted on 24 May 2019.
ch was communicated vide NHAI letter No.
g 2020 and directed to update teh Bid
r the NHAI direction.
ala Toll Plaza and ends after Tumkur

44.733 km from Nelamangala to Tumkur
ilt-up areas of T. Begur, Dobbaspet and
of Tumkur and Bangalore Rural District.
rally clayey sand or clayey silt and lateritic at
, arecanut etc. Paddy cultivations and
nds are dotted with eucalyptus trees and
uminous surface. The divided carriageway

he road from existing
km 29.435 to km 61.200 and a divided carriageway width of 10.5 m on either side from
74.733.
The existing project road consists of 4 major junctions and 57 minor junctions. 21 bus
project road. The project road comprises of 18 Minor Bridges, 77 Culverts, 1 Flyovers,
and 5 Subways.
Project road crosses Railway Lines at three locations viz existing km 50.70, km 55.30
64.80. Road over Bridge have been constructed at all the three crossings.
The existing utilities like fiber optics cable, electrical poles, telephone poles, pylons, tra
proposed cross sectional width (earthwork lines) have to be suitably shifted to the edge
(ROW) and the utilities within the proposed locations of Toll Plazas, Truck lay bye and
shall be shifted to the outer edges of the proposed facilities.
1.5 Traffic Study and Analysis
Traffic forms a key and an important element of feasibility study of any Transportation
Highway Project. It forms the basis for deciding the number of lanes, design of intersec
pavement as well as the economic appraisal of the project.
In viewof these requirments, following traffic survey have been carried out for ro
Nelamangala to Tumkur.
 Classified Traffic Volume Count at Mid Block Locations
 Classified Turning Traffic Volume Count at Intersections
 Pedestrian Movement Surveys at Major Built-up Areas
 Origin and Destination
 Axle Load Survey at Proposed Toll Plaza Locations
As per the ToR, the classified traffic volume survey has to be conducted twice during th
survey has been completed and the traffic survey & analysis report has been s
February 2012. According to the requirment of ToR, second classified traffic volume c
main locations has been carried out. Apart from the same, additional location of an inte
been considered for the purpose of voulme count survey. Details of the locations cons
time survey are presented in Table 1.0 (a) below.
Table 1.0 (a): Classified Traffic Volume Count Locations considered for Second Time in May
Count Existing No of
No. Chainage Location Days
(km)
VC-1 30.60 After Nelamangala Toll Plaza 7
VC-4 61.00 Before Toll Plaza near Manchakalkuppe 7
VC-7 74.00 Before End Point i.e. at the end of Tumkur NH-4 Bypass 7
Tollable vehicles are Four Wheeler (Both White Board & Yellow Board), L
Buses
and Goods Vehicles (2-Axle, 3-Axle & MAV). Details of the Volume of Traf
Vehicle
Type are presented in Table 1.0 (b) below.
Table 1.0 (b): Details of Volume of Traffic for Tollable Vehicle Type
of 10.5 m on either side from km 61.200 to km
d 57 minor junctions. 21 bus bays exist along the

ges, 77 Culverts, 1 Flyovers, 3 ROB’s, 13 VUP's
existing km 50.70, km 55.30 and km

three crossings.
, telephone poles, pylons, transformers etc., within
be suitably shifted to the edge of Right of Way
oll Plazas, Truck lay bye and Bus bay portions
s.
study of any Transportation related that to

er of lanes, design of intersections, design of the
t.
ave been carried out for road section between
s
ns
be conducted twice during the study period. First

analysis report has been submitted on 28
nd classified traffic volume count at the the three
, additional location of an intersection has also
Details of the locations considered for second
idered for Second Time in May-2012
te Board & Yellow Board), LCVs, Buses, Mini-
Details of the Volume of Traffic for Tollable

e Vehicle Type
Traffic Traffic Traffic Volume at Traffic Volume at Traffic Volume at
Volume at km Volume at km km 61.00, km 61.00, VC-2 km 74.00,VC-7
30.00, VC- 30.00, VC- VC-2 (2nd Survey) (1st Survey)
Tollable Vehicle
1(1st 1(2nd (1st Survey)
Survey) Survey)
4-Wheelers - Private 8756 8988 8309 8416 3984

(White Board)
4-Wheelers - Taxis 2294 2226 1848 1735 960
(Yellow Board)
LCV-4 Wheelers 1725 2301 1721 1689 911
LCV-6 Wheelers 2028 2200 2184 2192 875
Mini-Bus 751 815 385 396 104
Govt Bus 1669 1800 1563 1587 1005
Pvt Bus 1113 1221 1056 1002 716
2-Axle Trucks 3604 3466 3795 3480 3571
3-Axle Trucks 4242 4219 4841 4699 4331
MAV (3 to 6 Axles) 1324 1215 1389 1320 1036
MAV (Above 6 Axles) 72 5 27 9 49
 Classified Turning Traffic Volume Count survey at two major junctions
From the analysis of the data, following are the findings based on t
movement at the junctions.
- Classified traffic volume count was carried out at Km 47.600 (NH
Industrial Area Road Junction) of NH-4 for duration of 12 hours. The traffic
hour duration at the junction is 21021 vehicles & 34208 PCUs and peak h
at the junctions is 1807 Vehicles & 3127 PCUs.
Classified traffic volume count was carried out at the junction of NH-4 with
Siddaganga Math Roads for duration of 12 hours just before the Batavadi
road leads to Tumkur City. The traffic movement for 12 hour duration at th
vehicles & 37267 PCUs and peak hour traffic movement at the junctions is
3573 PCUs.
 From the Pedestrian Crossing survey at major Built-up areas such as
Hirehalli, Manchakalkuppe, after railway crossing before entry to Tum
At all the locations, the PV value is greater than the value of 10 . Hence,
2 8
and expected future requirement, it is proposed to provide a Grade

Pedestrian Crossing Facility at all the above mentioned locations for safe
pedestrians.
 Regarding the Serviceability condition of the road section based on th
expected traffic i.e. going to use in future has been worked out. This has b
growth as estimated by econometric method as well as based on tr
recommended by Planning Commission for BOT Projects.
It is to be noted that, the traffic growth rates estimated by Econometric Me
higher side when compared with the 5% growth as suggested by Planning
 Based on the O-D survey at Km 30.600 near Nelamangala Toll Plaza,
that, the percentage through traffic is around94% and local traffic is 2.5%.
goods traffic, 2-Axle, 3-Axle and Multi-Axle Trucks traffic has around 95%
(4wheelers) is observed to be around 62% as through traffic, 36% as sem
% as local traffic.
 Based on the O-D survey at Km 62.000 near Tumkur Toll Plaza, data
90% to 95% of the vehicles are crossing both the toll plazas. The 2-Axle, 3
around 95% as through traffic and 1% as local traffic. Whereas LCV (4whe
be around 93.79% as through traffic and 2 % as local traffic.
The Vehicle Damage factor (VDF) is calculated based on the Axle Load su
out at the field by weighing the vehicles using the Portable Weighing Pad
The VDF values adopted for the calculation of MSA is given in Table 1.1 be
Table 1.1: Adopted VDFs for Calculation of MSA
Traffic Volume at
km 74.00, VC-7
(2nd
Survey)
3326
732
768
815
143
977
724
3539
4007
1404
3
vey at two major junctions has been carried out.
e the findings based on the peak hour traffic
ed out at Km 47.600 (NH 4 & Dabbaspete

ation of 12 hours. The traffic movement for 12
& 34208 PCUs and peak hour traffic movement
.
at the junction of NH-4 with Kesaramadu –
rs just before the Batavadi Junction where a
nt for 12 hour duration at the junction is 27749
movement at the junctions is 2574 Vehicles &
ajor Built-up areas such as Kuluvanahalli,

sing before entry to Tumkur and Batavadi.
an the value of 10 . Hence, keeping the present
8
sed to provide a Grade Separated

entioned locations for safe crossing of
e road section based on the present traffic and

een worked out. This has been done with traffic
d as well as based on traffic growth rates
T Projects.
imated by Econometric Methods seems to be on
h as suggested by Planning Commission.
ar Nelamangala Toll Plaza, data analysis reveals
% and local traffic is 2.5%. Out of the total
cks traffic has around 95% through traffic. LCV
hrough traffic, 36% as semi through traffic and 2
ar Tumkur Toll Plaza, data analysis reveals that,

he toll plazas. The 2-Axle, 3-Axle, MAVs has
traffic. Whereas LCV (4wheelers) is observed to
s local traffic.
based on the Axle Load survey that is carried
the Portable Weighing Pads on the road side.
MSA is given in Table 1.1 below.
Road section /vehicle type LCV - 2-axle Bus 3-axle MAV
goods truck truck
Nelamangala to After Tumkur Bypass 0.602 4.512 1.083 6.730 7.962
1.6 Engineering Survey and Investigations
The various Engineering Surveys include Topographical Survey,
Investigations, Pavement and Subgrade Investigations. The Topographica
carried out covering a minimum width of 40m on either side of the centerli
road or to the Right of Way (ROW) boundary on either side whichever is m
Station traverses in between the planimetric positions of control points est
sides in between GPS control points. X Y and Z coordinates of relevant po
captured by this Total Station traverse.
Pavement investigation has been carried out along the existing road
investigation of ground condition for proposed new road alignment which c
pavement investigation and testing including pavement condition surve
road pavement. Benkelman Beam Deflection tests have been carried
pavement testing. The detailed explanation has been made in succeedin
Sub grade investigations have been carried out along the existing road ali
of Subgrade soil characteristics has been made by collecting representativ
the existing alignment along the entire length. Collection of bulk samples
along the carriageway (existing).
All samples were generally air-dried followed by oven drying prior to testin
compaction test has been performed on representative samples from pits.
individual samples has been carried out at 97% MDD conditions. CBR tes
both in un- soaked and 4 days soaked condition. Relevant engineering pa
liquid limit and
plasticity index has been evaluated. The detailed explanation has be
succeeding sections.
1.7 Alignment and Engineering
Geometric design deals with features linked with the movement of vehicles in a highwa
design results in economical operation of vehicles and safety. Geometric deficiencies a
sometimes impossible to rectify later on due to the subsequent roadside develop
section has been proposed for the entire stretch.
The Geometric design standards are adopted as per IRC: 73-1980 “Geometric Design
(Non-urban) Highway” and IRC: SP: 87-2019 “Manual of Specifications & Standards fo
Highways”.
Road furniture consists of road signs, road markings, arrow marking, road delin
stones which are provided at locations adding to the road user safety.W beam crash b
crash barriers are provided in median of main carriageway and between main carriage
respectively.
1.8 Pavement Design
Flexible pavement design has been considered for the construction of new carri
road. The pavement layers were designed as per IRC: 37-2018 with Cemented base &
Pave software. CBR of 8% has been adopted for the pavement design. Based on all t
mentioned above the new pavement composition as per IRC 37-2018 is furnishe
Table 1.2: Pavement Thickness for New Carriageway
Topographical Survey, Material
gations. The Topographical Survey were
n either side of the centerline of the existing
n either side whichever is more by running Total
sitions of control points established on the road
Z coordinates of relevant points of survey were
t along the existing road pavement and field

new road alignment which comprises of
pavement condition survey of the existing
tests have been carried out as a part of
as been made in succeeding sections.
along the existing road alignment. Evaluation
e by collecting representative soil samples along
Collection of bulk samples generally at 3 km
y oven drying prior to testing. Modified proctor

entative samples from pits. CBR test on
MDD conditions. CBR test were performed
n. Relevant engineering parameter such as
tailed explanation has been made in

ment of vehicles in a highway. Sound geometric
y. Geometric deficiencies are costly and
bsequent roadside development. Six lane cross
3-1980 “Geometric Design Standards for Rural

ecifications & Standards for Six Laning of
rrow marking, road delineators and boundary

ser safety.W beam crash barriers and concrete
and between main carriageway and service road
construction of new carriageway and service

018 with Cemented base & sub base using IIT
ment design. Based on all the parameters
r IRC 37-2018 is furnished in Table 1.2 below.
Sl. Type of Construction Pavement Composition (mm)
No. BC DBM GM CTB CTSB Total
1 New Carriageway 50 110 100 150 250 660
Overlay
A bituminous overlay has been provided for the strengthening of exi
pavement throughout the project highway. The details of overlay is furnish
Table 1.3: Overlay Thickness for existing Carriageway
Sl. Pavement
No Type of Construction Composition (mm)
BC DBM Total
1 Overlay 50 110 160
Service Road Pavement Thickness
The expected traffic on the service road is negligible, to provide better acc
road traffic and the built up areas, the service road is designed for 10 msa
2019 and CBR of 8% are adopted and the following pavement thickness
below.
Table 1.4: Pavement Thickness for Service Road
Sl. Type of Construction Pavement Composition (mm)

No. BC DBM WMM GSB Total
1 New Carriageway 30 60 250 200 540
the strengthening of existing flexible
details of overlay is furnished in Table 1.3
y
gible, to provide better accessibility for cross

oad is designed for 10 msa as per IRC SP:87 -
owing pavement thickness as given Table 1.4
Overlay for service road
A bituminous overlay has been provided for the strengthening of exis
The details of overlay is furnished in Table 1.5
Table 1.5: Overlay Thickness for existing Service Road
Sl. Pavement
No Type of Construction Composition (mm)
BC DBM Total
1 Overlay 50 110 160
1.9 Design of Traffic Control and other facilities
Traffic control devices comprise of Intersections, Interchanges, Roundabouts, Channe
Islands. Intersections are of two types - At Grade Intersection and Grade Separated In
intersections of the following types have been designed wherever required as per IRC
 Minor T – Intersection
 Major T- Intersection
 Staggered Intersection
 4 – Legged Major Intersection
 4-Legged minor intersection
The list of Major and Minor Intersections are given in Table 1.6 and Table 1.7 below.
Table 1.6: List of Major Intersections
S. Existing Chainage Category of Road

No. (km) At grade Separated
From To NH SH MDR OTHERS
1 48.900 49.915 Y- - √
2 49.200 49.220 Junction
3- Legged - √ √
Junction
3 63.690 63.710 4- Legged - √
Junction
4 71.420 71.441 4- Legged - √
Junction
Table 1.7: List of Minor Intersections
Sl. No. Existing Chainage Type
(Km) Junction Cross Road
1 29.50 Y To Nelamangala
2 30.00 junction
Y At Kulimepalya (TP 1)
3 30.40 junction
Y To Happegowdanapalya
4 31.00 junction
Y To Bommanahalli
5 31.60 junction
Y To Ueranangeepura
6 32.50 junction
T Junction To Boodihal
7 33.92 T Junction To Chamundeshwari Nagar
8 35.20 T Junction At T. Begur
9 35.65 T Junction To Thyamagondlu
10 37.25 T Junction To Badayapa Halli
11 37.90 Y To Thippagondana Halli
12 38.52 junction
Y Talakere
13 38.52 junction
T Junction To Dodderi
14 39.40 Y To Dodderi
15 40.70 junction
T Junction To Timsandra
17 41.35 T Junction To Mahimapura
19 43.00 T Junction To Kerekathiganur & Shivaganga
20 43.00 T Junction To Hanumanthapura
21 43.40 T Junction To Gundenahalli
22 43.40 T Junction To Aladahalli
24 44.48 T Junction To Village
25 45.58 T Junction To Hosahalli
26 46.10 Y To Kengal Kempahalli
27 46.20 junction
T Junction To Avverahalli & Gottigere
28 46.55 Y To K G Srinivasapura
29 47.00 junction
Y To Bharathipura
30 47.69 junction
T Junction To Sompura Industrial Area
32 49.32 Y To Devara Hosahalli
33 49.95 junction
T Junction To Village
34 51.21 T Junction To Muddanayakanahalli
35 52.03 T Junction To Hosanijagal
36 52.67 T Junction To Rayanapalya
37 54.30 T Junction To Hale Nijagal
38 55.31 T Junction To Nandihalli
39 56.50 Y To Devarahalli
40 56.83 junction
T Junction To Chikkahalli
41 58.10 T Junction To Kodihalli
42 58.23 T Junction To Vrdigere
43 59.04 Y To Factories
44 59.36 junction
T Junction To Singanahalli Colony
45 59.36 T Junction To Urdigere
46 59.88 T Junction To Factories
49 61.35 T Junction To Machanahalli
50 62.95 T Junction To Mydala
51 63.90 Y To Kyatsandra Town
junction
52 65.30 Y To APMC Yard, Tumkur City
53 65.89 junction
Y Junction To Devarayapattana
54 69.00 T Junction To Vaddarahalli
55 72.40 T Junction Inside Industrial Area
56 72.60 T Junction Inside Tumkur City
57 73.73 T Junction To Industrial Area, Tumkur
vided for the strengthening of existing service roads.
able 1.5
ervice Road
nterchanges, Roundabouts, Channelising and Divisional

ntersection and Grade Separated Intersection. At-grade
gned wherever required as per IRC guidelines
in Table 1.6 and Table 1.7 below.
Cross Road
To Shivaganga (L)
To Dabaspete (R)
To Nijagal (R)
To Siddaganga Matt
(R) To Kyatasandra (L)
To Arakere (R) To
Tumakuru (L)
Toll Plaza
A single Toll plaza has been proposed as per the decision taken in the me
RO on 10 & 11 Jan 2019. The existingToll Plaza at km 30.010 (At the star
Highway) is to be dismantled and at km 61.478 (After Manchakalkuppe
constructed as per the traffic consideration along the project road. Twel
been proposed in each direction (total 28 lanes) at the proposed toll plaza
all other buildings and structures to be accommodated at the Toll plaza loc
Bus Shelters and Truck Parking
Bus shelters and Truck parking are proposed at the following locations as
1.9
Table 1.8: Proposed Locations of Bus shelters along Project Highway
Sl. Design Chainage

No. (km) Location Pedestrian crossing facility
Left Right
1 30.650 30.650 Bommanahalli VUP
2 32.485 32.485 Budhihal VOP
3 34.100 34.300 Tonachinnakuppe VUP
4 39.500 39.500 Dodderi LVUP
5 40.650 40.915 Kuluvanahalli LVUP
6 44.450 44.450 Billanakote VUP
7 46.060 46.380 Kengalkempohalli LVUP
8 47.450 47.550 Sompura Industrial Area and Yedehalli Vehicular Underpass
9 52.725 52.725 Rayarapallya VUP
10 54.280 54.420 Halenijagal VUP
11 55.250 55.280 Nandihalli VUP
12 57.185 56.820 Chikkahalli LVUP
13 57.993 58.100 Hirehalli LVUP
14 59.600 59.500 Hirehalli Industrial area VOP
15 60.460 60.470 Manchakalkuppe LVUP
16 63.862 63.862 Kyatsandra VUP
Table 1.9: Proposed Location of Truck Parking along Project Highway
Sl. Design Chainage (km) Location
No. Left Right
1 46.950 - Near Kamat Hotel
2 - 53.100 Near Halenijagal
Entry and Exit to Main Carriageway
The locations of Entry & Exit to the main carriageway are given in Tables 1
Location of Slipin and Slipout
Nelamangala to Tumakuru Tumakuru to Nelamangala

From (km) To (km) From (km) To (km)
34.300 34.550 Exit 34.650 34.900 Entry
36.600 36.850 Entry 36.350 36.600 Exit
47.300 47.550 Exit (Toll Booth) 46.250 46.500 Entry (Toll Booth)
49.800 50.050 Entry 47.450 47.700 Exit
62.100 62.350 Exit 65.550 65.800 Entry
65.500 65.750 Exit - - -
1.10 Bridges and Structures
Structures at water body locations are hydraulically adequate. Most of the existing stru
condition which may be retained. Very few structures are choked with silt and vegetatio
damage to structural components which may be retained by cleaning. Pipe length in m
length is proposed for widening with required slope. Any pipe culvert with diameter les
replaced with 1.2 dia NP4 pipe as per IRC SP 87-2019: Manual of Specifications & Sta
laning of Highways. There are about 18 Nos. of Minor bridges (MNB), 1 Nos. of Fly ove
Bridges (ROB), 7 Nos. of Vehicular Underpass (VUP), 3 Nos of Non Vehicular Underp
separators 5 Nos. of Pedestrian Subway and 77 Nos. of Cross Drainage Structures.
The existing width of the Carriageway for the minor bridges from design chainage
is 2 lane of width 7.5m carriageway on either side and from 61.782 to 74.168 (At Existi
3 lane of width 10.5m on either side.
Widened bridges will be of RCC or PSC type super structure with a dry joint between e
Foundation of new structures has to be placed eccentric to the existing foundation of s
Further, as per the discussion with NHAI at RO Bangalore on 10 and 11 January 2019
structures were modified. The documents were further modified as per the review mee
held on 21 Sep 2020 Further, it was informed to NHAI that there is no standard RDSO
for ROB with 72 m span for 6 lane and hence 2 bridges of 72 m span with 4 lane stand
proposed. Also, during the video conference held with member technical on 24 Nov 20
to propose the project in single package with 2 phases. The cross sections of road and
modified.Further Major bridges were provided in the tank area at the service road porti
with KTCDA laws.
PHASE 1:
Construction of service roads from design chainage from 29.435 to 74.168 and constru
carriage way from design chainage 61.520 to 74.168 including Tumkur bypass
PHASE 2:
Construction of main carriage way from design chainage 29.435 to 61.520 excludin
Details of the various structures, based on the above, are given in Table 1.11 to Table 1.1
Table 1.11: Proposed Span Arrangements of Minor Bridges. Details of Minor Bridges to be recons
e decision taken in the meeting held at NHAI
at km 30.010 (At the start of Project
8 (After Manchakalkuppe) to be
ong the project road. Twelve+Two lanes have
at the proposed toll plaza location including
dated at the Toll plaza location.
the following locations as given in Table 1.8 and
oject Highway
roject Highway
eway are given in Tables 1.10. Table 1.10:

. Most of the existing structures are in good
ked with silt and vegetation without any
cleaning. Pipe length in multiple of 2.50 m
culvert with diameter less than 0.9 m is
ual of Specifications & Standards for Six
s (MNB), 1 Nos. of Fly over, 3 Road Over
of Non Vehicular Underpass, 3 Nos. of grade
ss Drainage Structures.
es from design chainage 29.435 to 61.782
1.782 to 74.168 (At Existing 75 Km Stone) is
th
with a dry joint between existing structures.

e existing foundation of structures.
n 10 and 11 January 2019, the proposals of
ed as per the review meeting and site visit
ere is no standard RDSO drawings available
m span with 4 lane standards were
er technical on 24 Nov 2020 it was suggested
cross sections of road and bridges were
a at the service road portion in accordance
435 to 74.168 and construction of main

g Tumkur bypass
29.435 to 61.520 excluding Tumkur bypass

en in Table 1.11 to Table 1.15 below.
of Minor Bridges to be reconstructed.
Sl. Name of Design Proposed span Total width of the Type of
No. Bridge Chainage (km) arrangement (No. X structure (No. X Structure Remarks
Span, m) Horizontal, m)
Main Carriageway
1 - 32.212 1 x 8.35 2 RCC BOX Reconstruction
X 16, Service
Road
Main 2 X 11.75 2
Carriageway
2 - 43.263 1 x 11.00 X 16, Service Road 1 RCC BOX Reconstruction
X 11.75
Main Carriageway 2
X 11.75
Details of Minor Bridges to be widened with repairs
Structure Span Existing
No./Chain Arrange- Deck, Width, m Widening Bridge Width (m)
Sl. Design Ch.
age ment (No. X
No Km.
Span, m) Left Right Left CW Left SR Right
(m) (m) CW
1 - 34.702 3 x 6.80 11.9 14.25 4.10 11.75 1.75
2 - 39.98 2 x 8.5 13.6 11.5 2.40 11.75 4.50
3 - 45.093 1 x 7.40 11.6 12.0 4.40 11.75 4.0
Below Below Below
4* - 48.735 2 x 3.20 24.8 24.8 Existing Existing Existing
Flyover Flyover Flyover
5 - 50.243 1 x 11.30 12.7 14.2 - - 12.5+12.
5
Existing Left
6 - 51.046 3 x 3.10 12.7 13.8 1.80 CW will be 16.00
used as SR
7 - 53.436 1 x 6.90 11.7 13.9 4.30 11.75 3.30
8 - 62.228 6 x 3.20 14.2 14.2 - 11.75 -
9 - 66.838 1 x 20 13.5 13.5 - 11.75 -
10 - 67.445 1 x 14.40 13.5 13.5 - 11.75 -
11 - 67.825 3 x 3.20 13.6 13.6 - 11.75 -
12 - 68.762 1 x 15.20 13.5 13.5 - 11.75 -
13 - 68.902 1 x 8.20 13.6 13.6 - 11.75 -
14 - 69.351 2 x 5.90 13.6 13.6 - 11.75 -
15 - 71.188 2 x 8.10 13.5 13.5 - 11.75 -
*Minor Bridge At Ch. Km. 48.735 is retained with rehabilitation as the bridge comes un
Flyover.
List of Additional Servide Road Major Bridges
Proposed span Total width of the
arrangement structure (No. X
S. Location
(No. X Span, Horizontal, m Type of Structure Remarks, if any
No. (Km)
m))
1 43.257 15 x 25 1 x 11.75 PSC I girder LHS service road bridge

2 45.080 8 x 25 1 x 11.75 PSC I girder RHS service road bridge
3 66.770 12 x 25 2 x11.75 PSC I girder Both Side service
road bridges
4 67.340 16 x 25 2 x 11.75 PSC I girder Both Side service
road bridges
Remarks
Reconstruction
Reconstruction
Reconstruction
rs
ridge Width (m)
Right
SR
11.75
11.75
-
Below
Existing
Flyover
-
11.75
11.75
11.75
11.75
11.75
11.75
11.75
11.75
11.75
11.75
itation as the bridge comes under existing
Remarks, if any
LHS service road bridge

RHS service road bridge
Both Side service
road bridges
Both Side service
road bridges
Table 1.12: Proposed Span Arrangements for VUP/LVUP/VOP Vehicular Over Pass
Sl. Design Proposed Type Proposed Span Arrangement Total Width of Structure
No. Chainage (km) of Structure (No. X Hor. (No. X Hor. (m)
(m) X Ver (m)
1 33.350 VOP 2 X 22.7 X 5.5 1 X 12
2 35.765 VOP 2 X 22.7X 5.5 1 X 12
3 37.300 VOP 2 X 22.7X 5.5 1 X 12
4 48.100 VOP 2 X 22.7X 5.5 2 X 15.1
5 59.445 VOP 2 X 22.7X 5.5 1 X 12
Vehicular Under Pass/Light Vehicular Under Pass
Sl. Design Proposed Type Proposed Span Total Width of
No. Chainage (km) of Structure Arrangement (No. X Hor. Structure (No. X Hor.
(m) X Ver (m)
(m))
1 30.600 VUP 1 x 15 x5.5 2 X 16
2 32.100 VUP 1 x 15 x 5.5 2 X 16
3 39.200 LVUP 1 x 12 x 4.5 2 X 16
4 40.755 LVUP 1 x 12 x 4.5 2 X 16
5 43.055 VUP 1 x 20 x 5.5 2 X 16
6 43.400 LVUP 1 x 12 x 4.5 2 X 16
7 45.750 LVUP 1 x 12 x 4.5 2 X 16
8 55.160 VUP 1 x 15 x 5.5 2 X 16
9 57.600 LVUP 1 x 12 x 4.5 2 X 16
10 60.760 LVUP 1 x 12 x 4.5 2 X 16
11 64.535 VUP 1 X 25 X 5.5 1 X 12.5
12 64.825 VUP 1 X 25 X 5.5 1 X 12.5
13 73.800 LVUP 2 x 12 x 4.5 2 X 13.5
Table 1.13: List of Road Over Bridges
New ROB/ 3-lane New ROB is Proposed Right Side of the Existing ROBs.
Sl. Design Proposed span Total width of the
No. Chainage Type of Structure arrangement (No. structure
(km) X Span, m) (No. X Horizontal, m)
1 50.285 Composite Bow String Girder 2 x 72 2 x 12.5
Table 1.14: Proposal for Box Culverts and Pipe Culverts.
Design Span /
S. No. Chainage Opening (m) Proposal Remarks, if any
(Km)
1 29.495 1x2x2 Reconstruction Box
4 30.549 1x6x2 Reconstruction Box VUP Approach
7 32.4 1x4m New Construction Box
8 34.378 1 x 1.5 m Widening Box
9 34.955 1x2m Reconstruction Box Existing dia < 0.9 m
10 35.086 1x2m Reconstruction Box Approach
12 36.56 1x2x2.5 New Construction Box
13 38.137 1x4m Reconstruction Box VOP approach end
14 39.206 1x3x2 Reconstruction Box LVUP Approach
17 43.341 1x2 Reconstruction Box LVUP Approach
18 44.254 2 x1.0m dia Widening Pipe
20 46.74 1x4m Reconstruction Box Flyover Approach
23 49.711 3 x 1 dia Retained Pipe
25 50.121 3 x 1.2 dia Retained Pipe
26 51.248 1x4m Widening Box
27 51.682 1x6x2 Reconstruction Box Existing dia < 0.9 m
30 52.728 1x6x2 Reconstruction Box Flyover Approach
34 54.397 1x5 Reconstruction Box
35 54.432 2x3m Reconstruction Box Choked, distressd
36 54.862 1 x 1.8 m Reconstruction Box VUP approach
42 57.261 1 x 3.0 m Reconstruction Box LVUP approach
43 57.32 1x6x2 Reconstruction Box LVUP approach
50 59.87 1x3m Reconstruction Box VOP approach
52 60.35 1x2x2 Reconstruction Box VUP approach
54 61.385 1 x 1 m dia Retained Pipe
55 62.032 1 x1.2m dia, Widening Pipe
57 62.482 1 x 1.2m dia Widening Pipe Retained VUP approach
60 64.099 1x6x2 Reconstruction Box Flyover approach
61 65.031 2 x 0.9m dia Widening Pipe
62 68.09 1 x 1m dia Widening Pipe
67 70.389 1 x 1m Widening Pipe
dia, 54.0m
73 73.658 1 x 3.6 Reconstruction Box LVUP approach
lar Over Pass
.
Table 1.15: List of Proposed Flyovers
Sl. Chainage (km) Length Span Arrangement Remark/Town
No. (m) (No. X Span, m) Name
From To
1 46.980 47.020 20 2 x 20 x 5.5 -
2 52.660 52.700 20 2 x 20 x 5.5 -
3 63.545 63.975 430 13 x 30 + 1 x 40 -
1.11 List of Retained Structures.
Table 1.16: List of Flyovers/GradeSeparators Retained.
S. Existing No. of Spans with Type of

No. Chainage (km) span length (m) Width (m) Structure
1 48.950 2 x 22.50 + 1 x 42.00 2 x14 Flyover

2 49.250 2 x 22.5 + 2 x 42.00 2 x 14 Flyover
3 62.762 1 x 40.00 2 x 13.50 VUP
4 66.331 1 x 40.00 2 x 13.50 VUP
5 73.221 1 x 40.00 2 x 13.50 VUP
Table 1.17: List of Underpasses (Vehicualar/Non Vehicular/Subways).
Sl. Existing No. of Spans
No. Chainage Type of Structure with Span Width (m) Remarks
length (m)
1 34.23 RCC Solid Slab 1 x 10.00 2 x 13.5 VUP
2 35.32 RCC Box 1 x 4.00 1 x 7.50 Pedestrian Subway
3 39.35 RCC Box 1 x 4.00 45 Pedestrian Subway
9 63.405 RCC Solid Slab 1 x 12.00 2 x 13.5 Non Vehicular Underpass
ar/Non Vehicular/Subways).
Remarks
VUP
Pedestrian Subway
Pedestrian Subway
Pedestrian Subway
VUP
Pedestrian Subway
VUP
Pedestrian Subway
Non Vehicular Underpass
VUP
11 65.062 RCC Solid Slab 1 x 23.80 2 x 12.5
12 67.157 RCC Solid Slab 1 x 13.50 2 x 13.5
13 68.271 RCC Solid Slab 1 x 21.00 2 x 12.5
14 70.137 RCC Solid Slab 1 x 13.60 2 x 13.50
15 71.711 RCC Solid Slab 1 x 22.80 2 x 13.5
1.12 Environment and Social Impact Assessment
The project road under consideration requires land acquisition at locations of realignm
locations of facilities and at few widening portions. However the proposed widening inv
demolition of buildings which include petty shops. Due to the proposed alignment few r
mainly small temples, need to be relocated. Further the project road under consideratio
through any reserve forest area. Hence the project area under consideration is n
adverse social impacts.
Concerned by the seriousness of continuing pollution, the Ministry of Environme
issued an Environment Impact Assessment (EIA) Notification on 14th September, 2006
amendments on 1st December 2009 under which highway projects like new national h
expansion of National Highways greater than 30 km involving additional right of way gr
involving land acquisition and passing through more than one State fall under the purv
Clearance process through submission of an EIA Report.
1.13 Land Acquisition and Utility Shifting
The existing road has been aligned in 43 villages in the Districts of Bangalore Rural an
The present road is proposed to be widened to six lane with service road for the entire
60m of ROW should be available for the development of 6 lane highway. Land acquisi
has been proposed in order to facilitate fast construction. Total of
58.49 ha of land is to be acquired at 43 villages for proposed improvements such as pr
realignments, Proposed Toll Plazas, Widening locations. It is proposed to shift the utilit
space for utility location or other location close to the proposed ROW in consultation w
concerned authorities. All other utilities which are within the existing ROW but not affec
proposed improvements need not be shifted.
1.14 Improvement Proposals
The various improvement proposals suggested are as follows:
 Widening of existing 4 lane road with the following:
Six lane of 10.5 m wide carriageway with 3.5 m paved shoulders, 1.5m RCC Drain bet
carriage way and service Road, 7.0 m service road with 1.5m paved shoulders and sp
logitudnal drain on either side.
 Service road on both sides of main carriageway except in forest Section on Right
 Existing 6 lane road configuration after km 61.478 (Toll Plaza 2) is retainted as it is
proposal to new service road along Tumkur Bypass stretch where it is absent and new
utility are provided throughout the bypass utilising the existing drains as utility duct.
 Improvements to Horizontal Alignment and Longitudinal Profile
2 PROJECT DESCRIPTION
2.1 General
The project road Nelamangala-Tumkur (km 29.435 to km 74.168), including Tumk

T. Begur, Dobbaspet and Kyatasandra, lies in the North Western part of Bangalor
connectivity to the surrounding districts of Bangalore and Tumkur. The project roa
near Nelamangala Toll Plaza at km 29.435 and ends after Tumkur Bypass at des
74.168
The alignment of the Project Highway traverse through plain terrain. The entire st
road is mainly composed of bituminous surface. The existing alignment is d
of 7.5 m with paved shoulders of 1.5 m on either side of the road from existing km
29.435 to km 61.200 and 11.5m carriageway width on either side from km 61.200
existing pavement surface condition as well as structural condition is good.
of strength in the existing pavement and the overlay requirements are evaluated.
With the above in view, the alignment is designed by considering all the a
engineering, environmental and social issue. For the proposed alignment, the car
3.5m paved shoulders along with service road of 7m on either side have been pro
upto km 61.200 and after that existing 6 lane road is maintained with the addition
service road where ever it is not there.
In rural areas there are private agriculture fields on both sides of the road. The lan
is generally cultivated land, industrial areas with some open lands near settlemen
residential/commercial. (Hotels, shops, etc,) Apart from regular settlements/v
scattered developments are observed along the project road.
The Project stretch passes through Industrial Areas such as Sompura Industrial A
at chainage km 47.75 and Hirehalli Industrial Area, which is located at chainage 5
project highway.
There are number of large and medium scale industries on either side of the Proje
various industries which are located on either side of the Project stretch are DENS
Ltd, Powerica Limited, SP Fabricators Pvt Ltd, Wintac Ltd, Reliance Indo Cylinder
Whirlpool, OCTAMEC, FOSROC etc.
2.2 Existing Road
The entire stretch of the project road is mainly composed of bitumino
divided carriageway width is 7.5 m with paved shoulders of 1.5 m on
road from existing km 29.435 to km 61.200 and 10.5m carriageway w
from km 61.200 to km 74.733. Presently, a median width varies from
61.200 and 1.5 m after km
61.200 to km 74.733.The existing pavement surface condition as wel
condition is good.
As per IRC: SP: 87-2019 a minimum Right of Way (ROW) of 60 m sh
development of a 6-lane highway.
The existing ROW along the project road is found to be not uniform a
IRC Recommendations. However, for improvement of junctions, reloc
widening etc, design has been as per functional requirement. Additio
has been proposed to achieve minimum 60m ROW.
The alignment passes through Major villages and towns like Tonachi
Dodderi, Kuluvanahalli, Dobbaspet, Hirehalli, Kyatsandra etc. It c
Administrative Jurisdiction of Bangalore Rural and Tumkur District.
The details of existing carriageway, median and shoulder widths are
Detailed road inventory is enclosed as Annexure 2.01 and a complete r
Pavement Condition Survey regarding the existing pavement compos
Annexure 2.02.
Table 2.1: Existing Carriageway Widths & Shoulders
VUP
VUP
VUP
ssment
equires land acquisition at locations of realignments, at the proposed
ng portions. However the proposed widening involves minimal
etty shops. Due to the proposed alignment few religious structures,
ated. Further the project road under consideration does not pass
nce the project area under consideration is not having any serious
ontinuing pollution, the Ministry of Environment and Forests,GOI

ment (EIA) Notification on 14th September, 2006 with subsequent
nder which highway projects like new national highways and
er than 30 km involving additional right of way greater than 20 m,
hrough more than one State fall under the purview of Environment
of an EIA Report.
43 villages in the Districts of Bangalore Rural and Tumkur Districts.

dened to six lane with service road for the entire stretch. Minimum
e development of 6 lane highway. Land acquisition and utility shifting
fast construction. Total of
villages for proposed improvements such as proposed
idening locations. It is proposed to shift the utilities to the proposed
n close to the proposed ROW in consultation with the client and
which are within the existing ROW but not affected due to the
hifted.
ggested are as follows:

h the following:
th 3.5 m paved shoulders, 1.5m RCC Drain between the main
service road with 1.5m paved shoulders and space for utility, 1.0m
n carriageway except in forest Section on Right side.

fter km 61.478 (Toll Plaza 2) is retainted as it is with overlay,
mkur Bypass stretch where it is absent and new drain with space for
ss utilising the existing drains as utility duct.
ent and Longitudinal Profile
mkur (km 29.435 to km 74.168), including Tumkur Bypass via
ndra, lies in the North Western part of Bangalore providing
tricts of Bangalore and Tumkur. The project road starts on NH 4
m 29.435 and ends after Tumkur Bypass at design chainage km
way traverse through plain terrain. The entire stretch of the project
uminous surface. The existing alignment is divided carriageway
1.5 m on either side of the road from existing km
arriageway width on either side from km 61.200 to km 74.168. The
tion as well as structural condition is good. A fair assessment
nt and the overlay requirements are evaluated.
gnment is designed by considering all the aspect of safety,
ocial issue. For the proposed alignment, the carriageway of 10.5m,
service road of 7m on either side have been provided for the stretch
ting 6 lane road is maintained with the addition of drainage and
here.
riculture fields on both sides of the road. The land use on either side
rial areas with some open lands near settlements where it is
shops, etc,) Apart from regular settlements/village limits,
ved along the project road.
h Industrial Areas such as Sompura Industrial Area which is located
li Industrial Area, which is located at chainage 59.400 km on a
edium scale industries on either side of the Project stretch. The

ed on either side of the Project stretch are DENSO, United Breweries
tors Pvt Ltd, Wintac Ltd, Reliance Indo Cylinders, KEMWELL,
etc.
he project road is mainly composed of bituminous surface. The
width is 7.5 m with paved shoulders of 1.5 m on either side of the
29.435 to km 61.200 and 10.5m carriageway width on either side
m 74.733. Presently, a median width varies from 4m to 6m up to km
er km
The existing pavement surface condition as well as structural
019 a minimum Right of Way (ROW) of 60 m should be available for

ne highway.
ong the project road is found to be not uniform and is less than the
ns. However, for improvement of junctions, relocation, realignment
has been as per functional requirement. Additional land acquisition
o achieve minimum 60m ROW.
s through Major villages and towns like Tonachinakuppe, T. Begur,
li, Dobbaspet, Hirehalli, Kyatsandra etc. It comes under the
ction of Bangalore Rural and Tumkur District.
g carriageway, median and shoulder widths are given in Table 2.1.
ry is enclosed as Annexure 2.01 and a complete record of the
Survey regarding the existing pavement composition is attached as
ageway Widths & Shoulders

Sl Existing Chainage Left Left Carriage- Median Right Right
No. From To Shoulder way Width (m) Carriage- way Shoulder
(km) (km) Width (m) Width (m) Width Width (m)
(m)
1 29.50 29.80 - 7.5 4.0 7.5 -
2 29.80 30.00 - 29.0 - 29.0 -
3 30.00 31.00 - 35.0 - 35.0 -
4 30.10 30.20 - 29.0 - 29.0 -
5 30.20 30.30 1.5 15.5 1.0 15.5 1.5
6 30.30 30.40 1.5 12.5 1.0 12.5 1.5
7 30.40 30.50 1.5 12.0 1.0 12.0 1.5
8 30.50 30.60 1.5 9.0 4.5 9.0 1.5
9 30.60 32.20 1.5 7.5 5.8 7.5 1.5
10 32.20 32.50 1.5 7.5 4.8 7.5 1.5
11 32.50 33.20 1.5 7.5 5.8 7.5 1.5
12 33.20 33.50 1.5 7.5 6.0 7.5 1.5
13 33.50 33.70 1.5 7.5 5.8 7.5 1.5
14 33.70 34.00 1.5 7.5 4.6 7.5 1.5
15 34.00 34.50 1.5 7.5 4.4 7.5 1.5
16 34.50 34.80 1.5 7.5 4.6 7.5 1.5
17 34.80 36.60 1.5 7.5 4.5 7.5 1.5
18 36.60 38.10 1.5 7.5 4.4 7.5 1.5
19 38.10 38.30 1.5 7.5 4.2 7.5 1.5
20 38.30 38.90 1.5 7.5 4.4 7.5 1.5
21 38.90 39.10 1.5 7.5 4.2 7.5 1.5
22 39.10 39.70 1.5 7.5 4.5 7.5 1.5
23 39.70 40.30 1.5 7.5 5.0 7.5 1.5
24 40.30 40.50 1.5 7.5 4.5 7.5 1.5
25 40.50 41.50 1.5 7.5 4.2 7.5 1.5
26 41.50 43.00 1.5 7.5 4.4 7.5 1.5
27 43.00 43.50 1.5 7.5 4.6 7.5 1.5
28 43.80 44.70 1.5 7.5 4.4 7.5 1.5
29 44.70 45.10 1.5 7.5 4.5 7.5 1.5
30 45.10 47.50 1.5 7.5 4.3 7.5 1.5
31 47.50 48.50 1.5 7.5 4.4 7.5 1.5
32 48.50 48.60 1.5 7.5 2.8 7.5 1.5
33 48.60 49.80 3.8 7.5 1.0 15.0 4.0
34 49.80 50.10 1.5 7.5 4.4 7.5 1.5
35 50.10 50.50 1.5 7.5 4.0 7.5 1.5
36 50.50 53.90 1.5 7.5 4.4 7.5 1.5
37 53.90 54.50 1.5 7.5 4.2 7.5 1.5
38 54.50 56.10 1.5 7.5 4.4 7.5 1.5
39 56.10 57.10 1.5 7.5 4.3 7.5 1.5
40 57.10 57.30 1.5 7.5 4.6 7.5 1.5
41 57.30 57.80 1.5 7.5 4.3 7.5 1.5
42 57.80 59.00 1.5 7.5 4.4 7.5 1.5
43 59.00 59.20 - 7.5 4.3 7.5 -
44 59.20 59.40 - 7.5 4.4 7.5 -
45 59.60 60.00 1.5 7.5 4.4 7.5 1.5
46 60.00 60.30 1.5 7.5 4.3 7.5 1.5
47 60.30 60.40 1.5 7.5 4.2 7.5 1.5
48 60.40 60.80 1.5 7.5 4.4 7.5 1.5
49 60.80 61.10 1.5 7.5 4.2 7.5 1.5
50 61.10 61.20 - 20.0 - 20.0 -
51 61.20 61.30 - 28.0 - 28.0 -
52 61.30 61.40 - 37.0 - 37.0 -
53 61.40 61.50 - 32.0 - 32.0 -
54 61.50 61.60 - 23.0 1.0 23.0 -
55 61.60 61.70 - 15.0 1.0 15.0 -
56 61.70 61.80 - 13.0 1.8 13.0 -
57 61.80 61.90 - 11.5 1.8 11.5 -
58 61.90 62.00 - 11.5 1.8 11.5 -
59 62.10 65.10 - 11.5 1.5 11.5 -
60 65.10 65.60 - 11.5 1.8 11.5 -
61 65.60 65.90 - 11.5 1.2 11.5 -
62 65.90 68.10 - 11.5 1.5 11.5 -
63 68.10 73.50 - 11.5 1.6 11.5 -
64 73.50 74.30 - 11.5 1.4 11.5 -
2.3 Existing Junctions
The project road crosses the following Major and Minor junctions as in Table 2.2 &
below
Table 2.2: Existing Major Junctions
Intersectio n
Chainage
Existing
Road Type
Width (m)
Pavement
(Km)
Side
Remarks
Sl. No.
Type
Type
1 48.900 SH-3 14.75 BT Left Y-Type Existing Flyover, Junction
Improvement at Grade
2 49.200 NH-207 11.40 BT Right 3 legged Existing Flyover, Junction
SH-3 8.40 Improvement at Grade
3 63.690 SH-94 6.18 BT Left 4 legged Fly over proposed
13.10 Right
4 71.420 SH-33 10.50 BT Left 4 legged Existing VUP, Junction
10.50 Right Improvement at Grade
or junctions as in Table 2.2 & Table 2.3
Table 2.3: Existing Minor Junctions
Chainage
Intersecti
Road Type
Pavemen t
Existing
Type of
Proposed
Width (m)
Remarks
Junction
(Km)
Type of
on
Sl. No.
Type
Side
1 29500 VR 8.43 BT RHS Y junction Y junction At grade
intersection
2 30000 VR 5.77 BT proposed
RHS Y junction Y junction At grade
intersection
LHS Y junction Y junction At grade
intersection
4 31000 VR 3.50 BT LHS Y junction Y junction proposed
At grade
intersection
intersection
RHS T Junction T Junction At grade
intersection
7 33920 VR 3.90 BT LHS T Junction T Junction proposed
At grade
intersection
Realignment
Proposed
9 35650 MDR 7.00 BT RHS T Junction T Junction At grade
intersection
At grade
intersection
11 37900 VR 3.50 Mud proposed
Road intersection
intersection
13 38516 VR 3.50 BT RHS T Junction T Junction proposed
At grade
intersection
Road intersection
LHS T Junction T Junction At grade
intersection
At grade
intersection
intersection
18 42660 VR 5.50 Mud RHS T Junction T Junction proposed
At grade
Road intersection
19 43000 VR 3.90 Mud LHS T Junction T Junction proposed
At grade
Road intersection
intersection
At grade
intersection
At grade
Road intersection
proposed
23 44480 VR 5.20 BT RHS T Junction T Junction At grade
intersection
24 44480 VR 4.00 Meta proposed
l intersection
25 45580 VR 4.50 Road
Mud proposed
Road intersection
26 46100 VR 3.50 Mud LHS Y junction Y junction proposed
At grade
Road intersection
intersection
Road intersection
29 47000 VR 5.00 Mud RHS Y junction Y junction proposed
At grade
Road intersection
30 47685 - 5.5+5.5 BT proposed
intersection
Road intersection
32 49320 VR 5.50 BT LHS Y junction Y junction proposed
At grade
intersection
intersection
Road intersection
At grade
Road intersection
Road intersection
Road intersection
At grade
Road intersection
intersection
At grade
intersection
At grade
Road intersection
Road intersection
43 59035 - 5.50 BT LHS Y junction Y junction proposed
At grade
intersection
At grade
intersection
intersection
46 59875 - 4.60 BT LHS T Junction T Junction proposed
At grade
intersection
At grade
intersection
proposed
intersection
intersection
proposed
intersection
51 63900 - 5.50 BT LHS Y junction Y junction proposed
At grade
intersection
52 65300 VR 3.50 BT RHS Y junction Y junction proposed
At grade
intersection
RHS Y Junction Y Junction At grade
intersection
At grade
intersection
At grade
intersection
intersection
At grade
intersection
proposed
Location
To Nelamangala
At Kulimepalya
(TP 1)
To
Happegowdanapalya
To Bommanahalli
To Ueranangeepura
To Boodihal
To
Chamundeshwari
Nagar
At T. Begur
To Thyamagondlu
To Badayapa Halli
To Thippagondana
Halli
Talakere
To Dodderi
To Dodderi
To Timsandra
To Thyamagondlu
To Mahimapura
To Thyamagondlu
To Kerekathiganur
& Shivaganga
To Hanumanthapura
To Gundenahalli
To Aladahalli
To Thyamagondlu
To Village
To Hosahalli
To Kengal Kempahalli
To Avverahalli &
Gottigere
To K G Srinivasapura
To Bharathipura
To Sompura
Industrial Area
To Village
To Devara Hosahalli
To Village
To
Muddanayakanaha
lliTo Hosanijagal
To Rayanapalya
To Hale Nijagal
To Nandihalli
To Devarahalli
To Chikkahalli
To Kodihalli
To Vrdigere
To Factories
To Singanahalli
Colony
To Urdigere
To Factories
To Village
To Village
To Machanahalli
To Mydala
To Kyatsandra Town
To APMC Yard,
Tumkur City
To Devarayapattana
To Vaddarahalli
Inside Industrial Area
Inside Tumkur City
To Industrial Area,
Tumkur
*The left and Right direction are given based on the increasing chainage from Nelamangala to Tumkur
2.4 Existing Bus Shelters & Truck Lay Bye
Bus Shelters and Truck Lay Bye exist along the project road in Built-up areas at th
as given in Table 2.4 and 2.5.
Table 2.4: Existing Bus Shelters
Sl. Existing Chainage Side Location

No. (km)
BS-1 29.800 RHS Before Nelamangala Toll Plaza
BS-2 30.120 LHS After Nelamangala Toll Plaza
BS-3 35.350 LHS T.Begur
BS-4 39.450 LHS Doddari
BS-5 39.580 RHS Doddari
BS-6 40.725 RHS Kuluvanahalli
BS-7 40.860 LHS Kuluvanahalli
BS-8 44.600 LHS Billanakota
BS-9 44.780 RHS Billanakota
BS-10 46.080 LHS Kengalkompanahalli
BS-11 46.280 RHS Kengalkompanahalli
BS-12 47.200 RHS Yedehalli
BS-13 47.600 LHS Yedehalli
BS-14 54.240 LHS Halenijagal
BS-15 54.400 RHS Halenijagal
BS-16 55.360 LHS Nandihalli
BS-17 55.360 RHS Nandihalli
BS-18 56.920 RHS Near Chikkahalli
BS-19 57.750 RHS Hirehalli
BS-20 59.360 RHS Near Hirahalli Industrial Area
BS-21 60.350 RHS Manchakalkuppe
BS-22 60.440 LHS Manchakalkuppe
reasing chainage from Nelamangala to Tumkur
Bye
along the project road in Built-up areas at the following locations
The existing Truck lay bye locations are as mentioned in Table 2.5
Table 2.5: Existing Truck Lay Bye Locations
No. Design Chainage Side Location

TL-1 33.100 RHS Near Budhial village
TL-2 41.800 LHS After Kuluvanahalli
2.5 Land Use Pattern
The land use on either side is generally open or cultivated lands with
areas enroute. Beside these, following developments have been obs
project road:
 Hotels, petrol outlets, service stations and factories are on e
regular intervals.
 Elementary Schools and Education Institutions along the project r
areas.
 Religious structures (both small and medium size) on either side o
located beside the carriageway edge.
 Mainly Coconut, Eucalyptus plantations, cultivation lands and bar
water bodies like tanks are also present along the stretch.
 Bommanahalli Forest limits adjacent to right side of project road
km 31.600.
 Railway line adjacent to project road on left side from km 50.300 t
right side from 55.800 to km 57.400.
 Fire Brigade, Industrial Areas, KPTCL, HMT Watch factory are pre
Bypass section.
The details of Built-up area along with chainages and village names a
2.6
below.
Table 2.6: List of Built-up Areas
Sl. Starting Ending Land Use

No Existing Existing
Chainage Chainage Left side Right side Town/Village Name
(km) (km)
1 29.435 30.10 Built-up Barren Land/Built-up Vishweshwarapura
2 30.10 30.50 Built-up Built-up Vishweshwarapura
3 30.70 31.10 Built-up Forest Area/ Bommanahalli
Barren Land
4 31.50 31.70 Built-up Barren Land Bommanahalli
5 31.70 31.90 Barren Built-up Bommanahalli
Land/Coconut
6 32.30 34.80 Plantation
Built-up/Barren Land Built-up/Barren Land Budihal,
Thonechinakuppe
7 35.00 36.20 Built-up Built-up T. Begur
8 36.20 36.60 Barren Land Built-up/Industries T. Begur
9 36.60 37.10 Built-up/Industries Barren Land T. Begur
10 37.30 37.70 Built-up Cultivation Land Thippagondanahalli
11 39.30 39.60 Built-up Built-up Dodderi
12 40.60 41.10 Built-up/Cultivated Built-up/Industries Kuluvanahalli
13 41.10 41.80 Built-up/Barren Land Built-up/Cultivated Kuluvanahalli
mentioned in Table 2.5
en or cultivated lands with patches of Built-up

elopments have been observed along the
and factories are on either of highway at
tutions along the project road in the Built-up
dium size) on either side of project road are
cultivation lands and barren lands and few

ng the stretch.
right side of project road from km 30.400 to
left side from km 50.300 to km 55.800 and on
HMT Watch factory are present along Tumkur
nages and village names are as given in Table

Sl. Starting Ending Land Use
No Existing Existing
Chainage Chainage Left side Right side Town/Village Name
(km) (km)
14 42.40 42.70 Built-up/Barren Land Built-up Mahimapura,
Hanumanthapura
15 43.40 43.50 Built-up Coconut Gundenahalli
plantation
16 43.80 44.60 Built-up Built-up Billanakota
17 44.60 45.50 Built-up/Barren Land Built-up/Lake Billanakota
18 45.80 46.80 Built-up Built-up/Coconut Kengal Kempohalli
plantation
19 46.90 47.30 Built-up Built-up/Industries Yedehalli, K. G.
Srinivasapura
20 47.50 47.90 Built-up/Barren Land Barren Land K. G.
21 48.40 50.30 Built-up Built-up/Barren Land Srinivasapura
Chandanahosahalli
, Sompura
22 51.80 52.30 Built-up Coconut Kasabanijagal
plantation
23 55.20 55.60 Barren Land Built-up Nandihalli
24 56.70 58.00 Built-up/Cultivated Railway Line Chikkahalli, Hirehalli
25 58.60 58.70 Built-up Cultivated Land Hirehalli
26 58.90 59.00 Built-up Barren Land Hirehalli
27 59.50 60.70 Built-up/Barren Land Built-up/Barren Land Manchakal Kuppe
28 61.00 61.10 Built-up/Barren Land Cultivated Land Chokenahalli
29 61.40 62.00 Built-up/Cultivated Barren Land Maidala Amanikere
/Cultivated
30 62.90 64.40 Built-up/Barren Land Built-up/Barren Land Kyathsandra
Baddihalli,
31 64.40 66.80 Built-up Built-up/Cultivated Devarayapatna,
Batavadi
32 67.00 68.00 Built-up/Barren Land Cultivated Land/ Tumkur
Barren Land
33 68.00 68.70 Built-up/Barren Land Built-up/Barren Land Belagumba
34 68.80 69.70 Built-up/Cultivated Built-up/Cultivated Sathyamangala
35 69.80 70.90 Built-up/Barren Land Built-up/Barren Land Antarasanahalli
36 70.90 71.10 Barren Land Barren Land/ Antarasanahalli
37 71.10 71.50 Built-up Petrol
Built-up/Cultivated Antarasanahalli
Lingapura,
38 71.80 75.00 Built-up Built-up Maralenahalli,
Rangapur
* The left and Right direction are given based on the increasing chainage from Nelamangala to Tumkur
2.6 Existing Structures
The Existing minor bridges are hydraulically efficient. The existing width of the Ca
bridges running from design chainage 29.5 to 61.478 (At existing 2 Toll Plaza) i nd
m on either side and from 61.478 to 74.168 (At Existing 75 KM Stone) is 3 lane o
th
either side. There is an existing flyover with 3 lane carriage way. Necessary rehab
such as cleaning of expansion joint, cleaning of drainage spout are
proposed for the improvement.
There are 3 ROB’s in the Project Road.

The project road comprises of 7 Vehicular under Passes (VUP), 3 Gr
3 Non Vehicular underpasses. The existing carriageway width of the
29.5 to 62.0 is two lanes on either side and from 62.0 to 75.0 is 3 lan
Vehicular Underpass in the project stretch do not warrant widening a
IRC SP 87 2019.
Cross Drainage Structures along the project Road comprises of 2 RC
RCC Slab Culverts and 60 RCC Hume Pipe Culverts including media
Culverts are predominantly in good condition. Some pipe culverts wh
and industry are flooded with Sewage. Very few are choked with silt a
adequate for flow of water.
The improvements suggested for these structures are based on inven
survey through visual inspection. The Concessionaire shall conduct n
ascertain the strength of the structure with suitable improvements
are suggested for the rehabilitation measures such as clearing of v
or replacement of head walls if not in good condition.
Table 2.7: List of Minor Bridges
rom Nelamangala to Tumkur
e existing width of the Carriageway for the

t existing 2 Toll Plaza) is 2 lane of width 7.5
nd
75 KM Stone) is 3 lane of width 10.5m on

th
age way. Necessary rehabilitation measures

ainage spout are
under Passes (VUP), 3 Grade Separators and

carriageway width of the VUP from chainage
from 62.0 to 75.0 is 3 lanes on either side. The
do not warrant widening as per the Clause 7.3,
t Road comprises of 2 RCC Box Culvert 15

e Culverts including median drain. These
n. Some pipe culverts which are near hotels
few are choked with silt and the remaining is
ctures are based on inventory and condition

essionaire shall conduct necessary tests to
h suitable improvements. All the culverts
ures such as clearing of vegetation and repair
condition.
Sl. Existing Type of Super- Length Existing Details
No Chainage (km) structure (m) Span arrangement Left* Right
(m) (m) (m)
1 32.204 RCC Solid Slab 8.85 1 x 8.35 x 2.50 12.25 10.50
2 34.702 RCC Solid Slab 21.20 3 x 6.80 x 3.00 11.90 14.25
3 39.924 RCC Solid Slab 17.80 2 x 8.5 x 4.10 13.60 11.50
4 43.202 RCC Solid Slab 11.10 1 x 10.30 x 4.50 12.20 13.70
5 45.029 RCC Solid Slab 8.20 1 x 7.40 x 3.00 11.60 12.00
6 48.704 Minor Bridge Box (MNB) 7.20 2 x 3.20 24.80 24.80
7 50.192 RCC Solid Slab 12.10 1 x 11.30 x 12.70 14.20
2.60/3.80
8 50.975 Minor Bridge Box (MNB) 9.55 3 x 3.10 x 1.50 12.70 13.80
9 53.374 RCC Solid Slab 7.70 1 x 6.90 x 2.10/2.30 11.70 13.90
10 60.904 RCC Solid Slab 7.60 1 x 6.80 x 1.60/2.50 12.30 13.90
12 67.040 RCC Solid Slab 20.40 1 x 19.50 x 6.00 13.50 13.50
13 67.658 RCC Solid Slab 15.60 1 x 14.40 x 3.60 13.50 13.50
15 69.008 RCC Solid Slab 16.00 1 x 15.20 x 2.00 13.50 13.50
16 69.115 RCC Solid Slab 9.10 1 x8.20 x 1.90 13.60 13.60
17 69.556 RCC Solid Slab 12.60 2 x 5.90 x 2.70 13.50 13.50
18 71.379 RCC Solid Slab Skew 17.10 2 x 8.10 x 3.30 13.50 13.50
*The left and right direction are given based on the increasing chainage from Nelamangala t
Table 2.8: List of Road Over Bridge (ROB)
Sl. Existing Existing Details

No. Chainage Type of Super- Length Span arrangement (No of Existing Width
(km) structure (m) Vent x width x height) (m) (m)
Left* Righ
1 50.7 RCC Solid 63.00 5 x 12.60 x 7.1 10.7 t-
Slab 88.20 7 x 12.60 x 9.1 - 14
asing chainage from Nelamangala to Tumkur
No. Chainage Type of Super- Length Span arrangement (No of Existing Width
(km) structure (m) Vent x width x height) (m) (m)
Left* Righ
73.00 2 x 11.50 x 6.35 +4 x 9.7 t-
RCC Solid 12.50 x 8.35
2 55.8
Slab
75.60 6 x 12.60 x 8.35 - 14
3 64.8 RCC Solid 75.00 6 x 12.60 x 5.50 10.00 12.5
Slab *The left and right direction are given based on the increasing chainage from Nelamangala t
Table 2.9: List of Flyovers
No. Chainage Type of Super- Length Span arrangement (m) Existing width (m)
(km) structure (m) Left* Right
1 48.95 Flyover(I Girder + 87.30 2 x 22.50 + 1 x 42.00 12.00 11.80
Box Girder)
49.25 Flyover(I Girder + 128.80 2 x 22.5 + 2 x 12.00 11.80
Box Girder) 42.00
Table 2.10: List of Vehicular Underpass (VUP)
No Chainage Type of Super- Span arrangement (m) (No of Existing Width (m)
(km) structure Vent x width x height (m) Left* Right
Vehicular Underpass
1 34.230 RCC Solid Slab 1 x 10.00 x 5.10 13.50 13.50
2 44.256 RCC Solid Slab 1 x 10.00 x 5.00 13.60 13.60
3 55.927 RCC Box 1 x 04.00 x 5.00 14.60 14.60
4 64.763 RCC Solid Slab 1 x 25.90 x 5.50 12.80 12.80
5 65.062 RCC Solid Slab 1 x 23.80 x 5.50 12.50 12.50
6 68.271 RCC Solid Slab 1 x 21.00 x 4.50 12.50 12.50
7 71.711 RCC Solid Slab 1 x 22.80 x 5.00 13.50 13.50
8 63.405 RCC Solid Slab 1 x 12.00 x 2.50 12.80 12.80
9 67.157 RCC Solid Slab 1 x 13.50 x 3.00 13.10 13.10
10 70.137 RCC Solid Slab 1 x 13.60 x 3.50 13.50 13.50
Grade Separators
11 62.800 RCC Solid Slab 1 x 22.90 x 5.00 12.70 12.70
12 66.331 PSC Box Girder 1 x 41.60 x 5.30 12.50 12.50
13 73.221 PSC Box Girder 1 x 41.70 x 5.00 13.50 13.50
Table 2.11: List of Pedestrian Subway
No Chainage Type of Span arrangement (m) Carriageway Width
(km) Super- (m)
structure
Sl. Existing
No Chainage Type of Span arrangement (m)
(km) Super-
structure Left* Right
1 35.320 RCC Box 1 x 4.00 x 3.00 7.50 -
2 39.350 RCC Box 1 x 4.00 x 3.00 7.50 7.50
3 40.710 RCC Box 1 x 4.00 x 3.00 7.50 7.50
4 46.150 RCC Box 1 x 4.00 x 3.00 7.50 7.50
5 57.650 RCC Box 1 x 4.00 x 3.00 7.50 7.50
Table 2.12: List of Box and Slab Culvert
ing chainage from Nelamangala to Tumkur

Existing Existing Details
Sl. Chainage (km) Type of Super- No of Vent x width(m) x Carriageway
No. structure height (m) Width (m)
1 34.370 Box Culvert 1 x 1.50 x 2.00 22.40

2 35.086 Slab 1x 2.00 x 1.00 12.00
3 35.150 Culvert
Slab 1 x 2.80 x 1.70 9.50
4 35.980 Culvert
Slab 1 x 5.07 x 1.20 10.50
5 36.066 Culvert
Slab 1 x 5.07 x 2.50 9.00
6 46.675 Culvert
Slab 1 x 4.00 x 2.30 22.40
7 51.178 Culvert
Slab 1 x 4.00 x 1.50 22.40
8 52.260 Culvert
Slab 1 x 3.00 x 1.70 22.40
9 53.436 Culvert
Slab 1 x 1.50 x 1.30 22.40
10 53.773 Culvert
Slab 1 x 1.10 x 1.50 22.40
11 54.357 Culvert
Box Culvert 2 x 3.00 x 1.50 22.20
12 54.800 Slab 1 x 1.80 x 1.50 22.40
13 54.900 Culvert
Slab 1 x 1.00 x 1.20 22.40
14 55.141 Culvert
Slab 1 x 3.00 x 2.00 22.40
15 57.185 Culvert
Slab 1 x 3.00 x 1.85 22.90
16 62.485 Culvert
Slab culvert 1 x 6.50 x 1.80 25.00
17 73.864 Slab culvert 1 x 3.60 x 2.05 25.00
Table 2.13: List of Pipe Culverts
No. Chainage Type of Super- No. of Vent x pipe Carriageway
(km) structure diameter(m) Width (m)
1 29.761 Pipe Culvert 2 x 1.00 24.00
2 30.163 Pipe Culvert 1 x 1.00 43.00
3 30.540 Pipe Culvert 3 x 1.00 22.00
4 31.490 Pipe Culvert 2 x 1.00 23.00
5 32.304 Pipe Culvert 1 x 1.00 23.00
6 33.030 Pipe Culvert 2 x 1.00 24.00
7 33.492 Pipe Culvert 1 x1.00 24.00
8 34.955 L Pipe Culvert 1 x 0.60 18.00
9 34.955 R Pipe Culvert 1 x 0.60 18.00
10 35.782 Pipe Culvert 1 x 1.20 11.00
11 36.428 Pipe Culvert 2 x 1.00 23.00
12 37.572 Pipe Culvert 1 x 1.00 22.00
13 38.074 Pipe Culvert 1 x 1.00 22.00
14 39.144 Pipe Culvert 2 x 1.00 22.00
15 41.815 Pipe Culvert 1 x 1.00 22.00
16 43.087 Pipe Culvert 1 x 1.00 23.00
17 43.227 Pipe Culvert 1 x 1.00 23.00
18 44.190 Pipe Culvert 2 x 1.00 31.00
19 45.686 Pipe Culvert 3 x 1.00 22.00
20 47.451 Pipe Culvert 1 x 1.00 20.00
21 49.600 Pipe Culvert 3 x 1.00 24.00
22 49.708 Pipe Culvert 2 x 1.00 24.00
23 50.015 Pipe Culvert 3 x 1.20 22.00
24 51.614 Pipe Culvert 5 x 0.80 22.00
25 51.785 Pipe Culvert 3 x 0.90 22.00
26 52.680 Pipe Culvert 3 x 1.20 22.00
27 55.504 Pipe Culvert 1 x 1.00 20.00
28 56.370 Pipe Culvert 5 x 1.20 23.00
29 56.660 Pipe Culvert 2 x 1.00 22.00
30 57.241 Pipe Culvert 4 x 1.00 23.00
31 57.715 Pipe Culvert 1 x 1.00 22.00
32 57.905 Pipe Culvert 2 x 1.00 22.00
33 58.378 Pipe Culvert 3 x 1.00 22.00
34 58.797 Pipe Culvert 3 x 1.00 22.00
35 59.794 Pipe Culvert 2 x 1.00 22.00
36 59.849 Pipe Culvert 2 x 1.00 22.00
37 60.262 Pipe Culvert 1 x 1.00 22.00
38 60.808 Pipe Culvert 1 x 1.00 22.00
39 61.400 Pipe Culvert 1 x 1.00 72.00
40 62.032 Pipe Culvert 1 x 1.20 38.00
41 62.688 Pipe Culvert 1 x 1.20 24.00
42 62.959 Pipe Culvert 1 x 1.20 24.00
43 63.373 Pipe Culvert 3 x 1.20 38.00
44 64.305 Pipe Culvert 3 x 0.90 54.00
45 65.237 Pipe Culvert 2 x 0.90 50.00
46 68.296 Pipe Culvert 1 x 1.00 48.00
47 68.327 Pipe Culvert 1 x 1.00 48.00
48 69.203 Pipe Culvert 3 x 1.20 40.00
49 69.276 Pipe Culvert 1 x 1.00 40.00
50 70.579 Pipe Culvert 1 x 1.00 54.00
51 70.595 Pipe Culvert 1 x 1.00 54.00
52 71.017 Pipe Culvert 1 x 0.90 39.00
53 71.670 Pipe Culvert 2 x 0.90 48.00
54 71.725 Pipe Culvert 1 x 0.90 50.00
55 72.790 Pipe Culvert 3 x 1.00 56.00
56 73.749 Pipe Culvert 1 x 1.20 40.00
2.7 Pavement
The existing project road is mainly composed of bituminous sur
Wet Mix Macadam (WMM) as base layers and Granular Sub base la
2.8 stretch.
Historical Traffic Data
The traffic data is collected from JAS Toll Road Company Limited for the years 20
on project road at both locations of Toll Plaza for a period of three days. The sum
consisting of PCU's on NH-4 is presented in Table 2.14.
Table 2.14: Past Traffic Survey Data at both Toll Plaza
Traffic
N Volume at TP1, Km 29.50 Traffic Volume at TP2, Km 62.00
H
Vehicle Type May 2006 May 2007 May 2008 May 2006 May 2007 May 2008
-
Two Wheelers 5750
4 6173 5120 3680 5515 4895
Auto Rickshaw 1047 1388 2553 1009 1264 1120
Car/ Van 4240 6628 5924 3161 5358 5542
omposed of bituminous surfacing on top of
ers and Granular Sub base layers for the entire
mpany Limited for the years 2006, 2007 and 2008

period of three days. The summary of Survey data
14.
Traffic
N Volume at TP1, Km 29.50 Traffic Volume at TP2, Km 62.00
H
Vehicle Type May 2006 May 2007 May 2008 May 2006 May 2007 May 2008
-
Mini Bus/ LCV 4 2032 2059 2169 1140 1333 959
Standard Bus/ Trucks 9691 10967 10204 9072 10551 9415
Vehicles 22760 27215 25971 18062 24021 21932
Total
PCU 40283 47092 44903 34936 43032 38793
2.9 Existing Utilities
The road is proposed to be widened to 6 lanes with paved shoulders and service
side.The proposed improvements are likely to affect various utility services locate
The different types of utilities include electrical poles, telephone poles, pylo
fiber optics cable etc.
The existing utilities within proposed cross sectional width have to be suitably shif
ROW and the utilities within the proposed locations of Toll Plazas, Truck lay bye a
shall be shifted to the outer edges of the proposed facilities. The utilities within the
outside the proposed cross sectional widths shall be retained at the same location
locations of the porpoposed shifting of utilities have been shown in Utility
Relocation Drawings enclosed in Volume IV.
3 METHODOLOGY
3.1 Review of Data and Documents
Following the mobilization of the study team, the first task that was undertaken in
was to review of available macro-economic and socio-economic data to pro
the economy, population and transport system with particular emphasis on definin
of Influence (ZOI) of the project road.
During the course of the study, additional information requirements from seconda
ZOI of the project road has been obtained, assessed, reviewed and used appropr
Historical traffic data and classified volume count obtained from various sources
(secondary data) have also been analyzed to find out the traffic trend and growth
traffic forecast and economic analysis. The nature, location and results of these p
surveys have been utilized to carry out further survey work and data collection is i
statistics has been collected with reasons thereof, to effect improvements in align
Road conditions including major maintenance and rehabilitation cost for various s
collected.
Cross-section of existing pavements and basis of design, material data from
investigation, hydrological and meteorological data, social forestry data, etc. has b
Available substructure and foundation details for existing bridges have been obta
possible. Details of on-going improvements along the road are being collected.
Available data regarding type and locations of existing utility services (chartered /
as telephone lines, overhead and underground electric lines, water mains, etc., ha
study their interference with the road development plan.
3.2 Traffic Surveys
During the traffic surveys data was collected for:
 Traffic forecasts
 Intersection design
 Pavement Design
 Location of Truck Terminals
 Need for pedestrian/animal crossing facilities
 Various Traffic Studies Conducted
A proposal for Traffic Survey locations was submitted to NHAI for approval.
Classified Traffic Volume Counts were carried out for 7 continuous days at sel
All relevant data has been tabulated with graphics. Interpretation and estimation o
done and presented.
Turning Movements Surveys - The purpose of the survey is to collect data, which are
design of the intersections. Turning movement surveys was carried out at 4 locat
covered the peak hour’s traffic during one selected day for each intersection.
The turning movement traffic for all the legs were noted the direction and mode of
numbers and PCU have been worked out. Flow diagrams showing the turning mo
intersection have been diagrammatically furnished. The data collected have been
IRC SP41:1994.
Pedestrian movement Traffic Surveys - volume of this traffic is likely to be heavy in rur
habitations, intensive agricultural areas, etc. Adequate data has been colle
the volume of pedestrian cross traffic over a specified period to suggest suita
as pedestrian crossings, animal crossings, etc.
 Origin & Destination Survey
The Origin Destination (OD) survey has been conducted to assess the information
characteristics by different modes of vehicles within the project area. Results of th
used to describe the user characteristics, for passengers and goods vehicles such
local and through traffic, commodity type and weights of goods carried by trucks.
be required in order to quantify the volume and composition of traffic that are likel
road. Hence the O-D Survey has been carried out along the existing highway of N
hours on a normal working day.
 Axle Load Surveys
The objective of the Axle Load Surveys is to generate data on the axle load spect
road. The primary use of this data will be used as input to the pavement design. A
have been conducted at 2 locations.
The axle load survey was conducted using axle load weighing pads. Measuremen
every axle were noted. A random sample of about 20% of vehicles was weighed
categories of Light Commercial Vehicles (LCVs), two, three and Multi Axle Trucks
The load on each vehicle has been converted to equivalent single axle load to ob
Damage Factor (VDF) for each truck type. A characteristic VDF for each truck typ
from these results. Reference has been made to VDF data for other similar proje
characteristic VDF values are reasonable. Enquiries have also been made as to
loads that may use the project road, for incorporating into the bridge design proce
3.3 Engineering Surveys and Investigations
The purpose of engineering survey and investigation is to generate d
digital and graphical form for subsequent engineering appraisal of ter
creating an inventory
/ data bank for proper planning and design of road alignment and cro
The scope of survey also includes collection of various data neces
acquisition, obtaining way leave license and clearances from concern
Engineering survey includes the following:
 Collection of available data from various agencies and rapid
Topo Sheets
 Reconnaissance Survey and identification of road alignment corri
 Road Inventory Surveys
 Topographical Survey and capturing of ground truth to prepare an
Map.
 Taking out Longitudinal and Cross sections data to generate accu
 Collection of data about details of utility services, physical feature
Map containing land use and width.
 Computerization of data, documentation and presentation.
 Reconnaissance and Alignment Surveys
Reconnaissance survey was carried out on the updated Topo Maps t
alignment corridor physically at site. All salient survey details, s
information, existing utilities, topographical surface features, hills, va
natural storm water drains, irrigation network, places of burial, worshi
area, etc., has been surveyed.
Locations where there is possibility of re-alignment have also been id
details regarding major stream and river crossings, road junctions, ty
structures and critical points that require detailed investigation have b
the survey.
 Topographical Survey, Utility Survey, LS and CS
Topographical Survey includes:
 Establishment of planimetric and height control by DGPS and pre
 Traversing along the road and providing additional control points b
traverse and tertiary levelling.
 Topographical detail survey within the land width
Establishment of Planimetric and Height Control
Highway network will cover the length and breadth of the country with
assigned in segments to different agencies. It is therefore desirable
planimetric and height control work is connected to the national grid a
DGPS has been used for establishing of planimetric control between
GPS control points established on existing rock insitu or permanent s
road corridor at about 4 km interval.
Similarly, levelling control has also been extended from the existing G
and Permanent Bench Marks established at about 1 km interval by p
followed by TBM at 250 m.
All subsequent Total Station traverse and tertiary levelling has been c
closed on the already established GPS control points and precision B
traverse and tertiary levelling.
 Topographical detail survey within the land width
Establishment of Planimetric and Height Control
Highway network will cover the length and breadth of the country with
assigned in segments to different agencies. It is therefore desirable
planimetric and height control work is connected to the national grid a
DGPS has been used for establishing of planimetric control between
GPS control points established on existing rock insitu or permanent s
road corridor at about 4 km interval.
Similarly, levelling control has also been extended from the existing G
and Permanent Bench Marks established at about 1 km interval by p
followed by TBM at 250 m.
All subsequent Total Station traverse and tertiary levelling has been c
closed on the already established GPS control points and precision B
Monumenting
All high precision, GPS, levelling and traverse control stations has be
pre-cast cement concrete pillars on rock insitu.
Some GPS control and permanent bench marks have also been loca
and proven structures to avoid settlement errors that may occur on n
pillars.
Topographical detail survey within the land width
Topographical strip survey has been based on the primary and tertiar
existing topographical surface terrain features, water bodies, trees, b
buildings, places of burial and worship, road wifdth and structures, ut
telephone lines, foreign pipelines is being surveyed and shown.
Topographical survey has been extended to 40 m on either side of ex
building line, whichever is less. Surveyed area has been extended to
encroachment and where existing alignment requires change. Survey
minimum 100 m on either side for road crossings.
Existing road has several features, both topographical and cultu
surface features has been physically surveyed and shown. Addit
regarding cultural features for building, structures, monuments, place
worship, rail, river, canal and pipeline crossings, tree plantations, pow
cables, etc., has been collected and shown both on the Base Map, as
form, depending availability of space.
Longitudinal levels along road centre line at 25 m interval, at curve po
crossing locations and at all definable points where there is change in
recorded. Cross- section levels at every 50 m interval up to the full s
land have also been recorded for deciding the vertical alignment and
earthwork.
Longitudinal and cross-sections for stream crossings has been e
and downstream, as per IRC Specifications for calculating scouring d
hydraulic details. High Flood Level in the area has been recorded by
enquiries and connecting level lines to visible high flood marks.
Computerization
It is desirable to integrate the survey and investigation data with othe
features. A common data bank with all the topographical survey deta
junctions, land width, ownership details and other inventories is n
retrieval, updating and maintenance of data, as and when required.
Longitudinal and cross-sections for stream crossings has been e
and downstream, as per IRC Specifications for calculating scouring d
hydraulic details. High Flood Level in the area has been recorded by
enquiries and connecting level lines to visible high flood marks.
Computerization
It is desirable to integrate the survey and investigation data with othe
features. A common data bank with all the topographical survey deta
junctions, land width, ownership details and other inventories is n
retrieval, updating and maintenance of data, as and when required.
Therefore computerization has been commenced right from data acq
Station offers complete solution for topographical survey details. The
Total Station can be downloaded to interface with desired software.
has been done with the
help of field book and a Base Map prepared.
In house developed software SeconMAP has been used for downloa

Total Station data to develop a Base Map. Mx Road Suite has been u
Digital Terrain Model (DTM) for design.
Base Map has been prepared on 1:2500 scales for the general strip w
 Drawings
Alignment plan has been prepared based on the detailed topographic
of existing centre line, road with shoulders, existing right of way limit,
utility services, telephone, power lines, built-up areas, water mains an
on either side of the existing centerline. The alignment plans with
features are overlaid with proposed cross sectional elements and
proposals suggested along the project road. The alignment plan an
proposed road centerline are prepared km- wise in scale of 1:2500 H
the guidelines specified in IRC: SP: 19-2001.
Preliminary Drawings for reconstruction or widening of existing bridge
been prepared based on the detailed topographical survey and hydra
The typical drawings indicating the proposed cross sectional element
improvements suggested at junctions, improvement proposals sugge
Plaza, Truck parking, Bus lay byes, markings and signboards sugges
road.
 Land Acquisition Plans
The Common problem encountered in land acquisition includes
updated cadastral survey map from one source. Data has been
various offices and discrepancies reconciled.
Cadastral survey plans are prepared on different scales, which have
common scale based on Total Station traverse length. The proposed
transferred on to revenue plot plan with the help of identifiable survey
book.
 Utility Relocation Plans
The alignment consisting of the details of existing utilities such as Te
Electric poles, Transformers and Lamp posts along with proposed cro
elements have been used as base for preparing the Utility Reloc
existing utilities within the proposed cross sectional widths need to
the edge of existing ROW or to edge of proposed facilities.
The Strip plans indicating the existing utilities, proposed relocation fo
the proposed cross sectional widths have been prepared. Details of t
 Names of Villages/Towns
 ROW width
 Carriageway (Type, width, Condition)
 Shoulder (Type, width, Condition)
 Drainage Conditions
 Embankment details( Height, Condition)
 Service roads
 Cross Roads
 Existing Bus Shelters
 Cross Drainage Structures
Road inventory has been generated, in spreadsheet format, of all the
the TOR. Inventory describes each feature in terms of its location and
details have been updated based on the existing km stones.
The data in the inventory has been gathered during a detailed walk-th
limited to data that can be gathered either through visual observation
measurement.
 Geotechnical Investigations
Geotechnical investigation has been carried out at the proposed struc
the proposed new road alignment. Investigations have been carried o
boreholes up to a maximum depth of 23.3 m below existing ground le
hard rock, whichever is earlier by using Rotary Drilling Rigs at variou
as per the drawing issued by client. The representative samples co
boreholes were tested for the following engineering parameters
 Natural moisture content, bulk and dry density
 Sieve, Hydrometer analysis and grain size curves
 Liquid limit and plastic limit
 Specific gravity
 Direct shear test
 Chemical analysis of soil samples
The Safe Bearing Capacity of soil for the individual structu
foundation recommendations are presented in succeeding chapters.
 Pavement Investigations
The Pavement Investigations has been performed in two stages:
The first stage consists of a road and pavement composition and co
survey has been carried out to identify defects and sections with simi
Data collected includes all aspects mentioned in TOR. Following data
Pavement and Paved Shoulder- Percentage of pavement area affected b
cracking, ravelling and pot-holing, edge break length ( in mm) and rut
Unpaved Shoulder - Material loss, corrugation and rut depth, edge drop
Embankment - General condition and extent of slope erosion.
Drainage - General condition, connection to natural topography, cond

high embankment.
The above data has been collected by a walk-through survey. The o
identify the extent of testing requirements for each section of the road
defined in terms of variations in the condition of the road pavement, e
drainage structures. The section of road where the pavement is distre
rutting or cracking and further testing is not required was identified.
The second stage in this task was to undertake a programme of in-s
measure pavement strength.
Pavement structural strength at identified homogeneous sections
out using Benkelman Beam deflection technique using CGRA metho
measurements have been carried out as per IRC: 81-1997.
 Subgrade Characteristics and Strength
On the basis of data obtained from pavement surface condition and d
the road alignment was divided into homogeneous sections with
pavement condition and strength.
Subgrade soil has been tested at the rate of 01 sample from every 3
section for determination of CBR (soaked). Subgrade soil was te
following engineering parameters.
 Grain size analysis
 Atterberg’s Limits
 Bulk & Dry Density
 Specific Gravity
 Modified Proctor Compaction Test (OMC & MDD)
 Unsoaked and 4-day soaked CBR value
The sub grade investigation programme included collection of sample
testing of collected representative samples. The result of the pro
used to identify variations in subgrade characteristics and strength.
 Inventory of Bridges, Culverts and Structures
The purpose of survey is to assess the overall structural condition of
determine its present condition for continued use, its suitability f
replacement. The surveys include the general visual observation of t
primary and secondary structural components. Testing was not part o
The site inspection phase included a general visual inspection from th
the structure to document the condition of the superstructure and sub
the extent visible. Any notable observations were captured as in the f
report. The main
objectives of the survey were:
The sub grade investigation programme included collection of sample
testing of collected representative samples. The result of the pro
used to identify variations in subgrade characteristics and strength.
 Inventory of Bridges, Culverts and Structures
The purpose of survey is to assess the overall structural condition of
determine its present condition for continued use, its suitability f
replacement. The surveys include the general visual observation of t
primary and secondary structural components. Testing was not part o
The site inspection phase included a general visual inspection from th
the structure to document the condition of the superstructure and sub
the extent visible. Any notable observations were captured as in the f
report. The main
objectives of the survey were:
 To prepare the inventory and condition survey of the existing bridg

drainage structures as per enclosed formats as mandated by codal p
 Attention has been given to the condition of superstructure and su
expansion joint, bearing, crash barrier and approach slab etc.
 To take photographs of the structures at point of interest including
damage if any.
 To note type of crossing at the structure.
 To provide subsurface bridge condition information and sugge
the Department to take decision for rehabilitation or replacement of th
The information collected has been analyzed and used for assessing
improvement needed for the structure.
 Condition Surveys for Bridges, Culverts and Structures
As per the project scope, visual examination has been carried out to
of existing structures. Signs of any degradation and deterioration of th
(Bridges, VUP, Flyover) such as cracks, exposure of reinforcement, s
concrete, corrosion in reinforcement, and deterioration of foot path
bearings and expansion joints found were noted.
Conditions of drains have been noted and the same have been chart
The vertical and horizontal clearance was noted and local enquiries w
ascertain any breaching, overtopping, etc.
 Hydraulic and Hydrological Investigations
During the inventory and condition survey carried out by experts, the
otherwise of existing waterways was carefully studied and necessary
local inquiries and past flood records. Desktop studies were carried o
Catchment areas for bridges
Blow up survey of Catchment area was carried out for minor bridges
and downstream. The HFL has been observed with water marks at s
vertical clearance.
Where waterway is found adequate for the existing bridges and culve
been followed for the proposed CD structures.
 Geotechnical Investigations and Sub-soil Explorations
Boreholes have been drilled at the proposed structure locations to de
profile and safe bearing capacity (SBC) of soil. The characteristics of
with at the structure locations have been determined. The soil proper
The soil to be used for base course has been analyzed thoroughly fo
day soaked CBR. Stone aggregates have been analyzed for grading,
elongation index, aggregate impact value, water absorption, etc.
Properties of bitumen to be used in construction will be ascertained.
Methodology proposed is to collect available information of all t
PWD authorities and with their assistance. Adequate quarries and bo
identified with minimum haul. Materials from various sources have b
best sources identified for procurement by leasing, if necessary.
Environmental restrictions, if any has also been considered while ide
resources.
 Social Analysis and Social Impact Screening
Government of India Guidelines has been followed for such studies.
included study of the socio-economic profile of the project influence a
alleviation, gender, local population, industry, agriculture, unemplo
education, land acquisition, resettlement, etc. Social impact screeni
early screening and Social Impact Assessment (SIA).
This included overview as to how different categories of people with d
socio- economic status will benefit or be affected due to the project. T
screening is to minimize social impacts and maximize benefits for po
groups. Dense population clusters, low income communities and con
groups, etc. has been identified so as to assure for the right measure
of resettlement.
 Environmental Assessment Screening
The objective is to identify issues and problems that may have actual
in the planning of highway improvements. Based on the results of the
screening the project stretch has been classified into:
 Stretches of road with major environmental issues, which require
Assessment (EA) and mitigation measures.
 Stretches of road with no significant impact on environment and th
limited EA.
 Alternatives to be excluded from studies due to environmental con
Following environmental issues were considered during screening pr
 Critical natural habitats (conservation areas, wild life sanctuaries,
other sensitive areas and found no major impact.
 Cultural and heritage sites
 Land use impact
 Pedestrian and animal traffic on either side of the highway includi
 New alignments and bypasses, service roads and their impact.
 Soil erosion and drainage
 Effect on landscape
 Impact during construction
 Disturbances after construction (increase in traffic volume, compo
induced development. etc.)
 Assessment of the environment’s capacity to absorb disturbance
 Traffic Demand Estimates
Traffic Demand Estimates has been made from following activities:
 Review of historical Survey Data
 Socio-Economic Surveys
 Traffic Surveys
Likely future traffic volumes on the project road has been estimated o
economic growth rates within the influence area and the elasticity of t
vis, economic growth and increased travel speed. The elasticity of tra
project road has been estimated considering the historic traffic levels
growth within the influence area. The elasticity has been estimated fo
(e.g. cars, motor cycles, trucks, etc.) or by class of vehicle (e.g. f
separately as well as equivalent PCUs (Passenger Car Units) as p
Assessment of the future economic growth rates within the influ
necessary for estimation of traffic growth rates has been based upon
economic forecasts, the projections of domestic vehicle manufacturin
development plans for other modes of transport, the local area maste
development plans.
Traffic projections have been made over the period 2012-2041
scenarios of economic development within the region, with a five yea
interval. The number of economic development scenarios has been r
three viz. optimistic, pessimistic and the most likely. Trips for each ve
projected considering the origin and destinations of each trip and the
economic growth rates. It is presently envisaged that the improved pr
operational by 2025.
Guidelines specified in IRC: 108-2015 and IRC: 102-1988, IRC: SP 4
followed.
 Pavement Study
The scope broadly includes reconstruction of existing 4-lane paveme
design of new pavements and shoulders for 6-lane carriageway with
service road on either side and Design of embankments as well as pa
system.
The Pavement Study has been made from the following activities:
 Axle load survey
 Subgrade Characteristics and Strength
 Material Investigation
 Traffic Demand Estimates
The objective of the Pavement Study is to generate recommendation
techniques for pavement rehabilitation and strengthening. Recomme
appropriate techniques for pavement rehabilitation and strengthening
the latest research and practical
experience.
As the recommendations of the pavement study will have a significan
economic and financial analysis of the project, this task has been per
feasibility phase of the project. This will also allow time for the study’
to be discussed and agreed upon before detailed design work comm
 Preliminary Design
Roads
The proposed alignment has been designed as close to the existing r
except for curve improvements. The alignment is designed for 6 lane
both sides such that proposed cross sectional elements are retain
existing ROW and avoiding acquisition to the maximum extent poss
The proposed vertical profile is designed as close to existing road lev
The horizontal alignment and vertical profiles are designed as per the
in IRC: SP: 87-2019 and other IRC codes.
Service Road
The service road shall be provided in continuous length on both sides
shall be connected to the main highway through properly designed e
slipin/slipout roads.
Structures
Based on topographical and hydraulic survey the existing waterway i
minor bridges, hence the existing minor bridges are widened to
carriageway configuration.
For culverts rehabilitation measures are suggested considering t
carried during inventory and condition survey.
Toll Plazas
Data from traffic studies and other relevant studies has been used as
the location of Toll Plazas. Specific requirements of traffic segregatio
length, toll collection system and average waiting time, etc. has been
Aesthetical and architecturally pleasing design of toll plaza has been
view the site conditions, smooth and safe flow of traffic.
Suitable locations for providing such facilities are finalized in consulta
Bus Shelters
Bus shelters exist along the project road at built up areas. The propo
have been
proposed near to these locations considering the availability of vacan
locations for providing such facilities are finalized in consultation with
Truck Parking
Truck parking is necessary to avoid parking of trucks along the main
proposed locations are finalized considering the availability of vacant
locations for truck parking away from the main highway are finalized
NHAI.
 Preliminary Cost Estimates
Quantities of various items have been worked out based on the prelim
drawings for Roads and Structures. The preliminary designs and draw
considering the improvement proposals suggested for the project roa
for various items of works have been adopted from the Schedule of R
The overall construction cost has been worked on the basis of prelim
quantities and the finished rates adopted from the Schedule of Rates
Cost has been arrived at by accounting for physical and price conting
during construction and other financing costs, pre-construction expen
TOR.
 Drawings
Alignment plan has been prepared based on the detailed topographic
of existing centre line, road with shoulders, existing right of way limit,
utility services, telephone, power lines, built-up areas, water mains an
on either side of the existing centerline. The alignment plans with
features are overlaid with proposed cross sectional elements and
proposals suggested along the project road. The alignment plan an
proposed road centerline are prepared km- wise in scale of 1:2500 H
the guidelines specified in IRC: SP: 19-2001.
Preliminary Drawings for reconstruction or widening of existing bridge
been prepared based on the detailed topographical survey and hydra
road.
book.
existing utilities within the proposed cross sectional widths shall be
edge of existing ROW or to edge of
proposed facilities.
road.
book.
existing utilities within the proposed cross sectional widths shall be
edge of existing ROW or to edge of
The Strip plans indicating the existing utilities, proposed relocation fo

the proposed cross sectional widths has been prepared. The excel sh
of utilities
4 hasSTUDY
TRAFFIC also been prepared.
AND ANALYSIS
Highway is an important facility and further facilitates economic development. The
gradation of the facility or provision of the facility will definitely depend on the traff
context, traffic forms a key and an important element of feasibility study of any Tra
to Highway Project. It forms the basis for deciding the number of lanes, de
intersections, design of the pavement as well as the economic appraisal of the pro
studies require collection of basic information regarding the current level of
characteristics viz., volume, composition, origin and destination studies, turn
vehicle occupancy, traffic loading in terms of goods vehicle loading pattern etc. Th
generally consist of mode wise traffic estimates, travel patterns of passenger and
etc.
Presently the road under study is a part of National Highway No. 4 co

and Mumbai and this road section is the primary connectivity betwee
Capitals and this road traverses through two states. This stretch of th
part of Golden Quadrilateral Project connecting four metro cities of th
section of the road is just 29km from the Bangalore City towards Mum
of NH-48 with NH-4. The stretch between Bangalore and Mumbai con
important commercial hubs, industrial areas,
and district head quarters of both Karnataka as well as Maharashtra
NHAI has entrusted SECON Pvt Ltd for preparation of Feasibility Rep
lane divided carriageway from existing 4 lane Divided carriagewa
section between Nelamangala to Tumkur Bypass End Point of Natio
The length of the road section is 44.733 kms. The chainage at Nelam
and Chainage at other point
i.e. at End of Tumkur Bypass is Km 74.168
To arrive at economical and technically feasible proposals, detailed tr
be carried out for the project section. This chapter deals with the det
studies conducted for the corridor. The data analysis includes the tra
composition, directional distribution, daily variations, travel characteri
and loading characteristics of goods vehicles etc. In case of junctions
each direction and composition of vehicles etc will be analysed. All th
for the collection of base data involving
various traffic parameters to be studied and analyzed.
The data collected enables the historic socio-economic variables tha
travel,
together with the existing traffic demand in the area to be analysed a
the forecasting of traffic demand over the length of the likely concess
4.1 Objective of the Present Study
The primary objectives of the traffic surveys are
 To conduct various traffic surveys for proposing various improvements
 Determine the turning movements of traffic at road intersections
 Determine the characteristics of traffic movement on the project road
 Determine the travel pattern as well as type and weight of commodities carried
 Determine the spectrum of axle loads and the vehicle damage factor of differe
commercial vehicles
 Assess the future growth rate during the design life of the project
4.2 Traffic Surveys
It is fact that for any road related infrastructure development or maintenance; it is
to have the information related to traffic data. The traffic data plays an important r
development of new infrastructure, upgradation of existing infrastructure and also
maintenance. Traffic data helps in structuring the project in terms of the requireme
lanes, pavement thickness, type of junctions, etc.
Since this project is being floated on Build, Operate & Transfer basis, whe
concessionaire has to invest the capital fund, build the road and maintain the sam
level of performance as set in the concession agreement for the specified conces
the end of the concession period, the serviceability condition of the road has to be
the initial time.
As a part of the detailed study for the development of the project road section in p
feasibility report for the purpose of rehabilitation and upgradation, following type o
been undertaken for the project road.
 Classified Traffic Volume Count Survey at Mid Block Locations
 Classified Traffic Turning Movement Volume Count Survey at Junctions
 Pedestrian Survey at all major built up areas
 Axle Load Surveys
 Origin and Destination Survey
The above mentioned surveys have been decided based on the initial reconnaiss
undertaken for the project road. Details of the no. of locations pertaining to the va
surveys and durations of the surveys of all types have been followed as p
Reference of the project. The details of the no. of locations, location details and th
type of survey are detailed in subsequent section of the report.
4.3 Classified Traffic Volume Count Survey
 As per the requirement of ToR, Classified traffic counts shall be carried out for
continuous hours per day at 3 locations on NH-4. However, totally 7 (seven) loca
considered for the study. Three locations on the NH-4 corridor (for 7 days count) a
the cross roads (for 1 day count) which are leading to NH-4 to assess the impact
total volume of traffic at the different sections along NH-4 between Nelamangala a
end point.
The locations are selected after identifying homogeneous sections and one count
provided for every 20 km length or wherever there is change in the volume of traff
along the project road. The data has been recorded direction-wise at intervals of 1
enumerators were deployed on a shift basis for carrying out the counts. The dat
summarized and analyzed to arrive at the ADT, hourly
variation and directional variation. The survey locations are given in Table 4.1 belo
paved shoulders and service road on either
various utility services located along the road.
poles, telephone poles, pylons, transformers,
width have to be suitably shifted to the edge of

of Toll Plazas, Truck lay bye and Bus bay portions
acilities. The utilities within the existing ROW and
e retained at the same locations. The tentative
been shown in Utility
t task that was undertaken in the Inception stage
socio-economic data to provide an overview of
particular emphasis on defining of immediate Zone
n requirements from secondary sources for the

d, reviewed and used appropriately in the analysis.
tained from various sources of the past studies
ut the traffic trend and growth rate as required for
ocation and results of these previous traffic
y work and data collection is initiated. Accident
o effect improvements in alignment and geometrics.
ehabilitation cost for various stretches have been
of design, material data from geotechnical

social forestry data, etc. has been collected.
sting bridges have been obtained wherever
e road are being collected.
ng utility services (chartered / unchartered), such
tric lines, water mains, etc., has been obtained to
lan.
d to NHAI for approval.

or 7 continuous days at selected 7 locations.
nterpretation and estimation of ADT has been
ey is to collect data, which are needed for the
eys was carried out at 4 locations. The counts
day for each intersection.
ted the direction and mode of traffic both in
grams showing the turning movements in each
The data collected have been analyzed as per
affic is likely to be heavy in rural areas, major

equate data has been collected to determine
cified period to suggest suitable measures such
cted to assess the information regarding travel

the project area. Results of the OD surveys are
ngers and goods vehicles such as distribution of
s of goods carried by trucks. This information will
position of traffic that are likely to use the project
ong the existing highway of NH-4 for period of 24
te data on the axle load spectrum for the project

nput to the pavement design. Axle load surveys
d weighing pads. Measurements of the load on

20% of vehicles was weighed from the vehicle
o, three and Multi Axle Trucks.
uivalent single axle load to obtain the Vehicle
teristic VDF for each truck type has been derived
DF data for other similar projects to ensure that the
s have also been made as to any exceptional
g into the bridge design process.
investigation is to generate data in numerical,
nt engineering appraisal of terrain condition and
ign of road alignment and cross drainage works.

ection of various data necessary for land
and clearances from concerned authorities.
ng:
various agencies and rapid updating of existing
cation of road alignment corridor
of ground truth to prepare an up to-date Base
ections data to generate accurate ground profile

ility services, physical features, preparation of Strip
ation and presentation.
t on the updated Topo Maps to identify the road

All salient survey details, such as land use
hical surface features, hills, valleys, depressions,
twork, places of burial, worship, wells, built-up
e-alignment have also been identified. Additional

r crossings, road junctions, type of bridges,
e detailed investigation have been be included in
and CS
ght control by DGPS and precision levelling.

ding additional control points by Total Station
he land width
ight Control
nd breadth of the country with work being
cies. It is therefore desirable that the entire
onnected to the national grid and GTS control.
f planimetric control between GPS stations and
ing rock insitu or permanent structures along the
n extended from the existing GTS Bench Marks

ed at about 1 km interval by precision levelling
nd tertiary levelling has been carried out and

control points and precision Bench Marks.
averse control stations has been monumented by
k insitu.
ch marks have also been located on top of existing
nt errors that may occur on newly constructed
he land width
sed on the primary and tertiary control points. All
atures, water bodies, trees, built-up areas, huts,
road wifdth and structures, utilities, power and
ng surveyed and shown.
ed to 40 m on either side of existing centre line or
ed area has been extended to include
ment requires change. Survey has been extended
crossings.
oth topographical and cultural. Topographical
surveyed and shown. Additional information
structures, monuments, places of burial and
rossings, tree plantations, power and telephone
own both on the Base Map, as well as in tabular
ne at 25 m interval, at curve points, inter-sections,

oints where there is change in level has been
y 50 m interval up to the full strip width of road
ng the vertical alignment and estimation of
tream crossings has been extended upstream

ions for calculating scouring depth and other
e area has been recorded by reliable local
visible high flood marks.
d investigation data with other road alignment

he topographical survey details, crossings,
s and other inventories is necessary for easy
f data, as and when required.
P has been used for downloading and interfacing
ap. Mx Road Suite has been used to generate the
0 scales for the general strip width.
ed on the detailed topographical survey with details

ers, existing right of way limit, position of existing
built-up areas, water mains and landuse patterns
e. The alignment plans with all existing
ross sectional elements and other improvement
ct road. The alignment plan and profile along the
km- wise in scale of 1:2500 H and 1:250 V as per
2001.
or widening of existing bridges or culverts has
pographical survey and hydraulic survey.
posed cross sectional elements, various
mprovement proposals suggested such as Toll
rkings and signboards suggested along the project
n land acquisition includes non-availability of

one source. Data has been collected from
nciled.
n different scales, which have been brought to a
raverse length. The proposed features have been
the help of identifiable survey pillars and field
of existing utilities such as Telephone poles,

posts along with proposed cross sectional
preparing the Utility Relocation Plans. All the
ross sectional widths need to be shifted either to
tilities, proposed relocation for the utilities within
ve been prepared. Details of the list of utilities to be
n)
ion)
spreadsheet format, of all the features defined in

ure in terms of its location and characteristics and
e existing km stones.
hered during a detailed walk-through survey and
er through visual observations or by tape
rried out at the proposed structure locations along

stigations have been carried out by drilling 12
3.3 m below existing ground level or 3.0 m in to
Rotary Drilling Rigs at various structure locations
e representative samples collected from
ng engineering parameters
ry density
n size curves
l for the individual structure and their

nted in succeeding chapters.
performed in two stages:

pavement composition and condition survey. This
defects and sections with similar characteristics.
tioned in TOR. Following data has been collected:
e of pavement area affected by narrow and wide
break length ( in mm) and rut depth (in mm)
ation and rut depth, edge drop (in mm)
ent of slope erosion.
n to natural topography, condition in cutting and
a walk-through survey. The objective was to

ts for each section of the road, sections being
dition of the road pavement, embankment or
d where the pavement is distressed in terms of
not required was identified.
ndertake a programme of in-situ testing to
ified homogeneous sections is being carried

technique using CGRA method. Field
s per IRC: 81-1997.
ement surface condition and deflection surveys,

homogeneous sections with respect to
te of 01 sample from every 3 km of the road

ked). Subgrade soil was tested for the
OMC & MDD)

alue
e included collection of samples and laboratory
mples. The result of the programme has been
characteristics and strength.
ures
overall structural condition of the bridge and to
ntinued use, its suitability for rehabilitation or
general visual observation of the structure with its
onents. Testing was not part of the project scope.
eneral visual inspection from the ground and top of
of the superstructure and substructure elements to
ions were captured as in the format attached with
on survey of the existing bridges and cross
mats as mandated by codal provision.
dition of superstructure and substructure,
and approach slab etc.
es at point of interest including distress and
ture.
dition information and suggestions to enable
abilitation or replacement of the intended structure.
lyzed and used for assessing the type of
and Structures
ation has been carried out to assess the condition
adation and deterioration of the structures
, exposure of reinforcement, spalling/leaching of
nd deterioration of foot path slabs, handrails,
were noted.
nd the same have been charted out in the format.
as noted and local enquiries were carried out to
tc.
s
ey carried out by experts, the adequacy or
refully studied and necessary data obtained from
esktop studies were carried out to ascertain the
carried out for minor bridges for 100m upstream

bserved with water marks at site for calculation of
the existing bridges and culverts, the same has

ctures.
Explorations
osed structure locations to determine the sub-soil
of soil. The characteristics of the soil strata met
n determined. The soil properties are less similar
been analyzed thoroughly for unsoaked and four-
ve been analyzed for grading, flakiness and
ue, water absorption, etc.
struction will be ascertained.
available information of all these aspects from
ce. Adequate quarries and borrow areas are
from various sources have been tested and the
by leasing, if necessary.
so been considered while identifying the
ning
en followed for such studies. The social analysis
rofile of the project influence area and poverty
dustry, agriculture, unemployment, health,
ent, etc. Social impact screening studies included
ssment (SIA).
ent categories of people with different cultural and
e affected due to the project. The purpose of
and maximize benefits for poor and vulnerable
income communities and concentration of tribal
o assure for the right measures to be taken in case
roblems that may have actual and potential impact

ts. Based on the results of the preliminary
classified into:
mental issues, which require Environmental
res.
impact on environment and thus requiring only
dies due to environmental constraints.

onsidered during screening process:
n areas, wild life sanctuaries, sacred groves, etc.),
or impact.
er side of the highway including crossings

ice roads and their impact.
ease in traffic volume, composition and speed,
pacity to absorb disturbance without degradation.
de from following activities:
ect road has been estimated on the basis of

nce area and the elasticity of traffic demand vis-à-
vel speed. The elasticity of traffic demand for the
ering the historic traffic levels and the economic
asticity has been estimated for each vehicle type
by class of vehicle (e.g. freight vehicle)
Us (Passenger Car Units) as per IRC norms.
growth rates within the influence area
th rates has been based upon the state/national
domestic vehicle manufacturing industry,
ransport, the local area master plans &
over the period 2012-2041 for different

thin the region, with a five yearly projection
opment scenarios has been restricted to about
most likely. Trips for each vehicle type have been
stinations of each trip and the corresponding
nvisaged that the improved project road will be
and IRC: 102-1988, IRC: SP 45-1996, have been
ion of existing 4-lane pavement with pavement

s for 6-lane carriageway with access control and
of embankments as well as pavement drainage
om the following activities:
gth
to generate recommendations on appropriate

and strengthening. Recommendations on
habilitation and strengthening have been based on
ent study will have a significant impact on the
project, this task has been performed as part of the
also allow time for the study’s recommendations
e detailed design work commences.
gned as close to the existing road centerline

gnment is designed for 6 lane with service road on
sectional elements are retained within the
n to the maximum extent possible.
d as close to existing road levels.
ofiles are designed as per the guidelines specified
es.
ontinuous length on both sides. The service roads

through properly designed entry/exit ramps or
urvey the existing waterway is found efficient for

nor bridges are widened to the proposed
are suggested considering the visual inspection

urvey.
ant studies has been used as input for selecting

uirements of traffic segregation, acceptable queue
ge waiting time, etc. has been considered.
design of toll plaza has been prepared keeping in
fe flow of traffic.
cilities are finalized in consultation with NHAI.
d at built up areas. The proposed bus shelters
dering the availability of vacant land. Suitable

e finalized in consultation with NHAI.
king of trucks along the main carriageway. The
ering the availability of vacant land. Suitable
e main highway are finalized in consultation with
worked out based on the preliminary design and

e preliminary designs and drawings are prepared
suggested for the project road. The finished rates
dopted from the Schedule of Rates.
worked on the basis of preliminary estimated
d from the Schedule of Rates. The Total Project
for physical and price contingencies, interest
costs, pre-construction expenses mentioned in the
ed on the detailed topographical survey with details

ers, existing right of way limit, position of existing
built-up areas, water mains and landuse patterns
e. The alignment plans with all existing
ross sectional elements and other improvement
ct road. The alignment plan and profile along the
km- wise in scale of 1:2500 H and 1:250 V as per
2001.
or widening of existing bridges or culverts has
pographical survey and hydraulic survey.
posed cross sectional elements, various
mprovement proposals suggested such as Toll
rkings and signboards suggested along the project
n land acquisition includes non-availability of

one source. Data has been collected from
nciled.
n different scales, which have been brought to a
raverse length. The proposed features have been
the help of identifiable survey pillars and field
of existing utilities such as Telephone poles,

posts along with proposed cross sectional
preparing the Utility Relocation Plans. All the
ross sectional widths shall be shifted either to the
tilities, proposed relocation for the utilities within
s been prepared. The excel sheet indicating the list
s economic development. The decision level of up

definitely depend on the traffic level. In this
t of feasibility study of any Transportation related
ng the number of lanes, design of
economic appraisal of the project. The traffic
garding the current level of traffic and its
nd destination studies, turning movements,
vehicle loading pattern etc. These studies
vel patterns of passenger and freight (goods)
of National Highway No. 4 connecting Bangalore

e primary connectivity between these two state
h two states. This stretch of the national highway is
nnecting four metro cities of the country. The
e Bangalore City towards Mumbai after the junction
en Bangalore and Mumbai connects various
reas,
taka as well as Maharashtra states.
preparation of Feasibility Report for provision of 6
g 4 lane Divided carriageway for the road
kur Bypass End Point of National Highway No. 4.
kms. The chainage at Nelamangala is Km 29.435
168
feasible proposals, detailed traffic studies need to
his chapter deals with the details of the various
data analysis includes the traffic level,
ly variations, travel characteristics of the vehicles
hicles etc. In case of junctions, the flow of traffic in
les etc will be analysed. All these factors warrants
and analyzed.
socio-economic variables that drive demand for
d in the area to be analysed and ultimately used in

he length of the likely concession period.
various improvements
ad intersections
t on the project road
weight of commodities carried by trucks
hicle damage factor of different types of
ife of the project
lopment or maintenance; it is absolutely required

affic data plays an important role in justifying the
xisting infrastructure and also in case of
oject in terms of the requirement such as no. of
erate & Transfer basis, where in the

he road and maintain the same as per the desired
ment for the specified concession period and by
condition of the road has to be as good as it was in
of the project road section in preparation of the

upgradation, following type of traffic surveys have
ock Locations
unt Survey at Junctions
ased on the initial reconnaissance survey

locations pertaining to the various type of the
s have been followed as per the Terms of
cations, location details and the duration of each
the report.
counts shall be carried out for 7 days of 24

owever, totally 7 (seven) locations have been
-4 corridor (for 7 days count) and 4 locations on
o NH-4 to assess the impact of these roads on the
NH-4 between Nelamangala and Tumkur Bypass
neous sections and one count station to be

s change in the volume of traffic in large number
direction-wise at intervals of 15 minutes. Trained
ying out the counts. The data collected are
hourly
ons are given in Table 4.1 below.
 First within five weeks of commencement of services (undert
2012 to 09 Feb 2012)
 During the thirteenth week of commencement of services at locati
VC-7 (undertaken from 02 May 2012 and 09 May 2012)
Table 4.1: Classified Traffic Volume Count Locations
Count Existing No of
No. Chainage Location Days
(km)
VC-2 49.50 At NH-207 Junction, Dobbaspet on NH-207 (Mid Block) 1
VC-3 49.50 At SH-3 Junction, Dobbaspet on SH-03 (Mid Block) 1
VC-5 63.00 Before Tumkur, Bypass Road to Gubbi or Honnavar 1
VC-6 66.00 At Batavadi Junction 1
4.4 Classified Turning Traffic Count Survey
Based on the present traffic movement between Nelamangala to Tumkur Bypass
mentioned above, the road section passes through many important built-up
Dabbaspet, Kyatasandra etc. Presently, there is Flyover at Dobbaspete for the Ju
NH-207 with NH-4. However, before this junction due to establishment of D
Area a road leads to this industrial area at Km 47.600 where considerable movem
been observed. Hence this location has been chosen for intersection volume coun
at Kyatsandra junction where two cross roads are meeting with NH-4 which is loc
main built up area starts for Tumkur City. At this junction one of the cross road le
Kesaramadu and other cross road leads to Holy pilgrim centre i.e. Siddaga
these locations have been considered intersection volume count survey. The su
carried out to assess the volume of traffic movement at the junctions for the
terms of improvement of junction geometrics for better flow of traffic. The survey h
for duration of 12 hours on normal working day from morning to late evening. The
are as furnished in Table 4.2 below.
Table 4.2: Turning Movement Traffic Volume Count Locations
Junction Existing Location Details

Location ID Chainage (km)
IC-1 47.600 Junction of NH-4 with Dobbaspet Industrial Area Road
IC-2 64.180 At Kyatsandra Junction (NH-4 with Kesaramadu
–
Siddaganga Math Roads)
4.5 Pedestrian/Cattle Crossings Count Survey
Pedestrian / Cattle crossing surveys are important these days as, the
these with fast moving vehicles will cause undue damage in term
injuries for both pedestrian as well as animals, since the movement
well as the animals do take place during the day time. Hence based o
reconnaissance survey, following
locations have been considered for the purpose of conducting P
crossing surveys.
The survey has been carried out for the duration of 8hours i.e. from 0
and again in the evening from 04.00pm to 08.00pm. The details of th
presented in Table 4.3 below.
Table 4.3: Pedestrian / Cattle crossing survey Count Locations
mmencement of services (undertaken from 02 Feb
ommencement of services at locations VC-1,VC-4 and

012 and 09 May 2012)
ount Locations
en Nelamangala to Tumkur Bypass End Point, as

through many important built-up areas such as
is Flyover at Dobbaspete for the Junction of SH-03 and
nction due to establishment of Dobbaspete Industrial
47.600 where considerable movement of vehicles has
chosen for intersection volume count survey. Similarly,
are meeting with NH-4 which is located just before the
is junction one of the cross road leads to village
Holy pilgrim centre i.e. Siddaganga Math. Therefore
tion volume count survey. The survey has been
movement at the junctions for the purpose of design in
or better flow of traffic. The survey has been carried out
y from morning to late evening. The intersection details
Locations
Remarks
3 Leg Junction
4 Leg Junction
ys are important these days as, the interruptions of
will cause undue damage in terms of loss of life or
ell as animals, since the movement of the pedestrian as
during the day time. Hence based on the initial
for the purpose of conducting Pedestrian / Cattle
or the duration of 8hours i.e. from 08.00am to 12.00pm

00pm to 08.00pm. The details of the locations are
survey Count Locations

Pedestrian Survey Existing Location Details
PS-1 41.60 At Kuluvanahalli Village
PS-2 57.90 At Hirehalli Village
PS-3 60.40 At Manchakalkuppe Village
PS-4 65.40 Before Batavadi After ROB
PS-5 66.00 At Batavadi Village
4.6 Axle Load Survey
For the design of pavements (either new pavement or overlay for the
the intensity of traffic loading is an important parameter. The intensity
defined in terms of cumulative number of standard axle load repetitio
of time. IRC 37- 2018 provides a scientific method for design of flexib
on the concept of Equivalent Standard Axles and Vehicle Damage Fa
new flexible pavement, whereas IRC 115-2014 provides a scientific m
Overlay for the existing flexible pavements based on the concept
Standard Axles & the observed rebound deflection which indicates
strength of the existing flexible pavement.
So in the present study it is required to consider both new pavement
design of overlay for the existing pavement. Based on the reconnaiss
stretch, following two locations have been selected where maximum
vehicles will be crossing the section from which the vehicular loading
Vehicle Damage Factor can be assessed and which can be used
Cumulative Million Standard Axle Load repetitions. The details of t
are mentioned in Table 4.4 below. As per the ToR, the survey needs to
duration of 24 Hours continuously at each location, which has been fo
Table 4.4: Axle Load Survey Locations
Axle Load Survey Existing Chainage (km) Locations

Locations No. and Location
AL 1 30.600 Near Nelamangala Toll plaza
AL 2 62.000 Near Tumkur Toll plaza
4.7 Origin & Destination Survey
The Origin Destination (OD) survey has been conducted to assess the information
characteristics by different modes of vehicles within the project area. Results of th
used to describe the user characteristics, for passengers and goods vehicles such
local and through traffic, commodity type and weights of goods carried by trucks.
be required in order to quantify the volume and composition of traffic that are likel
road. Hence the O-D Survey has been carried out along the existing highway of N
locations below for period of 24 hours on a normal working day.
The details of the survey locations are mentioned in Table 4.5 below.
Table 4.5: Origin-Destination Survey Locations

ither new pavement or overlay for the existing pavement)
an important parameter. The intensity of traffic loading is
number of standard axle load repetitions in a given period
a scientific method for design of flexible pavements based
andard Axles and Vehicle Damage Factor for design of
s IRC 115-2014 provides a scientific method for design of
pavements based on the concept of Equivalent
ed rebound deflection which indicates the residual
pavement.
uired to consider both new pavement design as well as
g pavement. Based on the reconnaissance survey of the
have been selected where maximum commercial or goods
ction from which the vehicular loading effect in terms
assessed and which can be used in calculation of
Axle Load repetitions. The details of the survey locations
w. As per the ToR, the survey needs to be carried out for
sly at each location, which has been followed.
ons
en conducted to assess the information regarding travel

es within the project area. Results of the OD surveys are
r passengers and goods vehicles such as distribution of
d weights of goods carried by trucks. This information will
and composition of traffic that are likely to use the project
ed out along the existing highway of NH-4 at the specified
normal working day.
ioned in Table 4.5 below.
ey Locations
O-D Survey Existing Chainage Location Details
Location ID (km) and Location
OD-1 30.600 Near Nelamangala Toll plaza
OD-2 64.180 At Kyatsandra Junction
4.8 Details of Second Time Traffic Survey for Mid Block Locations and Additional Intesec
As per the ToR, the classified traffic volume survey has to be conducted twice dur
First survey report was completed and the traffic survey & analysis report was sub
2012. Subsequently, classified traffic volume count at the the three main locations
out in Sep 2012. In addition, an intersection has also been considered for the purp
count survey. Details of the locations considered for second survey are pre
below.
Table 4.6: Classified Traffic Volume Count Locations considered for Second Time in May- 20
Count Existing Chainage Location No of

No. (km) Days
The classified traffic counts at all the stations have been completed b
and 09 May 2012. The number of vehicles in either direction was not
intervals in accordance with their classification by trained enumerator
Additional locations of intersection considered for the survey is prese
below.
Table 4.7: Additional Locations of Turning Movement Traffic Volume Count
Junction Existing Location Details Remarks

IC-3 35.750 Junction of NH-4 with T-Begur Industrial 3 Leg Junction
Area Road
4.9 Details of Second Time Origin-Destination Survey
As per the variation order, the Origin-Destination Survey has been conducted aga
to assess the information regarding travel characteristics by different modes of ve
project area. This information will be required in order to quantify the volume and
that are likely to use the project road. Hence the O-D Survey has been carried ou
highway of NH-4 at the specified locations below for period of 24 hours on a norm
details of the survey locations are mentioned in Table 4.8 below.
Table 4.8: Origin-Destination Survey Locations
O-D Survey Existing Chainage Location Details

Location ID (km) and Location
OD-1 30.600 Near Nelamangala Toll plaza
OD-2 62.500 Near Kyatsandra Toll plaza
ations and Additional Intesection Survey
to be conducted twice during the study period.
& analysis report was submitted on 28 Feb
e the three main locations has been carried
en considered for the purpose of voulme
second survey are presented in Table 4.6
d for Second Time in May- 2012
s have been completed between 02 May 2012

n either direction was noted at 15-minute
on by trained enumerators.
ed for the survey is presented in Table 4.7
ment Traffic Volume Count
has been conducted again during Dec 2019

s by different modes of vehicles within the
quantify the volume and composition of traffic
rvey has been carried out along the existing
od of 24 hours on a normal working day. The
below.
4.10 PCU Values Adopted
The project road falls under rural road category. PCU factors as per t
of IRC-64: 1990 were adopted in converting no. of vehicles to PCU. T
each type of vehicles are presented in Table 4.9.
Table 4.9: PCU Values
Vehicle Type PCU

Two Wheeler 0.5
Auto Passenger 1
Auto Goods 1
4-Wheelers - Private (White Board) 1
4-Wheelers - Taxis (Yellow Board) 1
LCV-4Wheelers 1.5
LCV-6Wheelers 1.5
Mini-Bus 1.5
Govt Bus 3
Pvt Bus 3
2-Axle Trucks 3
3-Axle Trucks 4.5
MAV ( Above 3 Axles upto 6 Axles) 4.5
MAV ( Above 6 Axles) 4.5
Tractor with or Without Trailor 4.5
Cycle 0.5
Cycle Rickshaw 2
Animal Drawn 8
Hand cart 3
Other Non Motorised Vehicles 4
4.11 Traffic Data Analysis
Summary of Classified Volume Count all Locations based on Feb-2012 Survey
Average Daily Traffic (ADT) based on Feb-2012 Survey
Based on the requirement of the project and ToR, at 3 locations on N

off the NH-4 but influencing Traffic of NH-4 road have been considere
surveys. The classified traffic volume count survey has been conduct
of the Average Daily Traffic (ADT) at all the six locations with inf
Motorised Vehicles and Non Motorised Vehicles are presented in T
The data presented in the below table is the average of 7 days for bo
VC-4 & VC-7 and One Day for VC-2, VC-3, VC-5 & VC-6. The averag
seven locations has been presented with corresponding Passenger C
Location wise detailed traffic count information is presented in Annexu
d falls under rural road category. PCU factors as per the recommendations
were adopted in converting no. of vehicles to PCU. The PCU values for
hicles are presented in Table 4.9.
lues
sified Volume Count all Locations based on Feb-2012 Survey

ffic (ADT) based on Feb-2012 Survey
quirement of the project and ToR, at 3 locations on NH-4 and 4 locations

influencing Traffic of NH-4 road have been considered for traffic volume
assified traffic volume count survey has been conducted and the summary
Daily Traffic (ADT) at all the six locations with information such as
cles and Non Motorised Vehicles are presented in Table 4.10 & 4.11 below.
nted in the below table is the average of 7 days for both directions for VC-1,
nd One Day for VC-2, VC-3, VC-5 & VC-6. The averages daily traffic for all
has been presented with corresponding Passenger Car Units (PCUs).
etailed traffic count information is presented in Annexure 4.01.
Table 4.11: 7 Days Average Daily Traffic (ADT) on NH-4 (For 3 Location
Survey)
7 Days Average Daily Traffic
Category
Vehicles At Km 30.600 At Km 61.000 At Km 74.000

on NH-4 on NH-4 on NH-4
Two Wheeler 7342 7021 3196
Auto Passenger 2372 1360 671
Auto Goods 435 538 347
4-Wheelers - Private (White Board) 8756 8309 3984
4-Wheelers - Taxis (Yellow Board) 2294 1848 960
LCV-4Wheelers 1725 1721 911
Mini-Bus 751 385 104
FAST MOVING VEHICLES
Govt Bus 1669 1563 1005

Pvt Bus 1113 1056 716
2-Axle Trucks 3604 3795 3571
3-Axle Trucks 4242 4841 4331
MAV (3 to 6 Axles) 1324 1389 1036
MAV (Above 6 Axles) 72 27 49
Tractor with & Without Trailor 121 123 115
Cycle 20 87 62
SLOW MOVING
Cycle Rickshaw 3 0 0
VEHICLES
Animal Drawn 1 1 1
Hand cart 0 0 0
Other Non Motorised Vehicles 6 8 6
Total Fast Moving Vehicles 37847 36161 21871
Total Slow Moving Vehicles 30 95 69
Total Vehicles 37877 36256 21940
Total Fast Moving PCU 69355 69954 51159
Total Slow Moving PCU 48 79 60
Total PCU 69403 70033 51219
Table 4.11: 1 Day Average Daily Traffic (ADT) on Other Cross Roads (Fo
on Feb-2012 Survey)
One Day Average Daily Traffic
On NH-207 (Km On SH-03 On Tumkur Bypass On Road to
Category
Vehicles 49.500) (Km 49.500) towards Gubbi Tumkur City

(Km 63.000) near Batavadi
(Km 66.000)
Two Wheeler 3051 2693 2294 12744
Auto Passenger 679 656 169 4119
Auto Goods 178 34 131 566
4-Wheelers - Private (White Board) 740 329 1627 3808
4-Wheelers - Taxis (Yellow Board) 288 120 333 521
LCV-4Wheelers 365 204 321 638
ING VEHICLES
FAST MOVING VEHICLES LCV-6Wheelers 245 80 227 210
Mini-Bus 138 22 141 180
Govt Bus 70 16 4 742
Pvt Bus 94 44 54 224
2-Axle Trucks 554 128 333 228
3-Axle Trucks 610 60 382 65
MAV (3 to 6 Axles) 136 14 45 3
T) on NH-4 (For 3 Locations based on Feb-2012
on Other Cross Roads (For 4 Locations based
y Traffic
On Road to
Tumkur City
near Batavadi
(Km 66.000)
12744
4119
566
3808
521
638
210
180
742
224
228
65
3
One Day Average Daily Traffic
On NH-207 (Km On SH-03 On Tumkur Bypass On Road to
Vehicles 49.500) (Km 49.500) towards Gubbi Tumkur City
(Km 63.000) near Batavadi
(Km 66.000)
Category
MAV (Above 6 Axles) 14 2 2 0

Tractor with & Without Trailor 50 65 107 165
Cycle 47 107 76 495
Cycle Rickshaw 3 1 1 1
Animal Drawn 4 1 0 3
VEHICLES
MOVING
Hand cart 0 0 0 0
SLOW
Other Non Motorised Vehicles 0 1 0 2

Total Fast Moving Vehicles 7212 4467 6170 24213
Total Slow Moving Vehicles 54 110 77 501
Total Vehicles 7266 4577 6247 24714
Total Fast Moving PCU 10355 4167 8052 21583
Total Slow Moving PCU 68 82 54 298
Total PCU 10423 4249 8106 21881
Considering the volume of traffic alone on the NH-4 section between
Tumkur Bypass end point for a seven days average, the maximum tr
observed at Km
61.000 (at VC-4), i.e. at near to Toll Plaza on Tumkur side near Manc
Vehicles of 36256 in Nos. and 70033 PCUs. Next higher volume has bee
Km 30.600 (VC-1) near Nelamangala Toll Plaza with traffic of 37877
69403PCUs. Lower volume of traffic has been observed at end of Tum
Sira at Km 74.000 (VC-7) with traffic of 21940 in Nos. and 51219 PCUs.
Apart from the volume count locations on NH-4, additional volume co
NH-4 have also been considered for duration of one day 24 hours at
mentioned above. Each road connecting or joining with NH-4 has diff
traffic depending upon various influencing factors.
Traffic Volume Composition based on Feb-2012 Survey
Details of the composition of vehicles at all the locations have been p
4.12
below.
Table 4.12: 7 Days Average Daily Traffic Composition on NH-4 (For 3 Locations
Survey)

Category

Two Wheeler 19.38% 19.36% 14.57%
Auto Passenger 6.26% 3.75% 3.06%
Auto Goods 1.15% 1.49% 1.58%
T MOVING VEHICLES
4-Wheelers - Private (White Board) 23.12% 22.92% 18.16%

4-Wheelers - Taxis (Yellow Board) 6.06% 5.10% 4.38%
FAST MOVING VEHICLES LCV-4Wheelers 4.55% 4.75% 4.15%
LCV-6Wheelers 5.35% 6.02% 3.99%
Mini-Bus 1.98% 1.06% 0.47%
Govt Bus 4.41% 4.31% 4.58%
Pvt Bus 2.94% 2.91% 3.26%
affic
On Road to
Tumkur City
near Batavadi
(Km 66.000)
0
165
495
1
3
0
2
24213
501
24714
21583
298
21881
NH-4 section between Nelamangala and
erage, the maximum traffic has been
Tumkur side near Manchakalkuppe with

higher volume has been observed near at
za with traffic of 37877 in Nos. and
observed at end of Tumkur Bypass towards
n Nos. and 51219 PCUs.
4, additional volume count locations of the
of one day 24 hours at four locations as
ining with NH-4 has different volume of
tors.
vey
e locations have been presented in Table
n on NH-4 (For 3 Locations based on Feb-2012

2-Axle Trucks 9.52% 10.47% 16.28%
3-Axle Trucks 11.20% 13.35% 19.74%
MAV (3 to 6 Axles) 3.50% 3.83% 4.72%
Category
MAV (Above 6 Axles) 0.19% 0.07% 0.22%

Tractor with & Without Trailor 0.32% 0.34% 0.52%
Cycle 0.05% 0.24% 0.28%
SLOW MOVING
Cycle Rickshaw 0.01% 0.00% 0.00%

VEHICLES
Animal Drawn 0.00% 0.00% 0.00%

Hand cart 0.00% 0.00% 0.00%
Other Non Motorised Vehicles 0.02% 0.02% 0.03%
Total Fast Moving Vehicles 99.92% 99.74% 99.69%
Total Slow Moving Vehicles 0.08% 0.26% 0.31%
Total Vehicles 100.00% 100.00% 100.00%
Table 4.13: One Day Average Daily Traffic Composition on Other Locatio
based on Feb-2012 Survey)
Vehicles One Day Average Daily Traffic
On NH- On SH- On Tumkur On Road to
Category
207 03 Bypass Tumkur City

towards Gubbi near Batavadi
Two Wheeler 41.99% 58.84% 36.72% 51.57%
Auto Passenger 9.34% 14.33% 2.71% 16.67%
Auto Goods 2.45% 0.74% 2.10% 2.29%
4-Wheelers - Private (White Board) 10.18% 7.19% 26.04% 15.41%
4-Wheelers - Taxis (Yellow Board) 3.96% 2.62% 5.33% 2.11%
LCV-4Wheelers 5.02% 4.46% 5.14% 2.58%
LCV-6Wheelers 3.37% 1.75% 3.63% 0.85%
Mini-Bus 1.90% 0.48% 2.26% 0.73%
Govt Bus 0.96% 0.35% 0.06% 3.00%

Pvt Bus 1.29% 0.96% 0.86% 0.91%
2-Axle Trucks 7.62% 2.80% 5.33% 0.92%
3-Axle Trucks 8.40% 1.31% 6.11% 0.26%
MAV (3 to 6 Axles) 1.87% 0.31% 0.72% 0.01%
MAV (Above 6 Axles) 0.19% 0.04% 0.03% 0.00%
Tractor with & Without Trailor 0.69% 1.42% 1.71% 0.67%
Cycle 0.65% 2.34% 1.22% 2.00%
SLOW MOVING
Cycle Rickshaw 0.04% 0.02% 0.02% 0.00%

Animal Drawn 0.06% 0.02% 0.00% 0.01%
Hand cart 0.00% 0.00% 0.00% 0.00%
Other Non Motorised Vehicles 0.00% 0.02% 0.00% 0.01%
Total Fast Moving Vehicles 99.26% 97.60% 98.77% 97.97%
Total Slow Moving Vehicles 0.74% 2.40% 1.23% 2.03%
Total Vehicles 100.00% 100.00% 100.00% 100.00%
osition on Other Locations (For 4 Locations
Summary of Classified Volume Count all Locations based on May-2012 Survey
Average Daily Traffic (ADT) based on May-2012 Survey
Based on the requirement of the project and ToR, at 3 locations the s
conducted for second time to assess the variation of traffic along the
classified traffic volume count survey has been conducted and the su
Average Daily Traffic (ADT) at all the three locations with information
Vehicles and Non Motorised Vehicles are presented in Table 4.14 belo
presented in the below table is the average of 7 days for both directio
VC-7. The averages daily traffic for all three locations has been prese
corresponding Passenger Car Units (PCUs). Location wise detailed t
count information is presented in Annexure 4.01 (a), (b) and (c) respectiv
Considering the volume of traffic alone on the NH-4 section between

Tumkur Bypass end point for a seven days average, the maximum tr
observed at Km 30.600 (at VC-1), i.e. at near to Toll Plaza near Neel
Vehicles of 41,117 in Nos. and 71,605 PCUs. Next higher volume has bee
Km 61.000 (VC-4) near to Toll Plaza on Tumkur side near Manchaka
36,142 in Nos. and 68,116 PCUs. Lower volume of traffic has been observ
Bypass towards Sira at Km 74.000 (VC-7) with traffic of 18,749 in Nos.
Table 4.14: 7 Days Average Daily Traffic (ADT) on NH-4 (For 3 Locations base

Category

Two Wheeler 8871 7880 1796

Mini-Bus 815 396 143
Govt Bus 1800 1587 977

Pvt Bus 1221 1002 724
2-Axle Trucks 3466 3480 3539
3-Axle Trucks 4219 4699 4007
MAV (3 to 6 Axles) 1215 1320 1404
Cycle 18 48 25
SLOW MOVING
Animal Drawn 0 1 0
VEHICLES
Hand cart 0 0 0
SLOW MOVING
VEHICLES
Total PCU 71605 68116 48268
ed on May-2012 Survey
2 Survey
and ToR, at 3 locations the survey has been
variation of traffic along the corridor. The
s been conducted and the summary of the
ee locations with information such as Motorised
e presented in Table 4.14 below. The data
ge of 7 days for both directions for VC-1, VC-4 &
ree locations has been presented with
Us). Location wise detailed traffic
e 4.01 (a), (b) and (c) respectively.
n the NH-4 section between Nelamangala and

ys average, the maximum traffic has been
near to Toll Plaza near Neelamangala with
Next higher volume has been observed near at
Tumkur side near Manchakalkuppe with traffic of
me of traffic has been observed at end of Tumkur
7) with traffic of 18,749 in Nos. and 48,268 PCUs.
) on NH-4 (For 3 Locations based on May- 2012 Survey)
Traffic Volume Composition based on May-2012 Survey
Details of the composition of vehicles at all the locations have been p
4.15
below.
Table 4.15: 7 Days Average Daily Traffic Composition on NH-4 (For 3 Locations
Survey)
Category

Two Wheeler 21.58% 21.80% 9.58%

Auto Passenger 6.72% 3.02% 1.11%
Auto Goods 2.27% 1.22% 1.29%
4-Wheelers - Private (White Board) 21.86% 23.29% 17.74%
4-Wheelers - Taxis (Yellow Board) 5.41% 4.80% 3.91%
LCV-4Wheelers 5.60% 4.67% 4.10%
LCV-6Wheelers 5.35% 6.06% 4.35%
Mini-Bus 1.98% 1.10% 0.76%
Govt Bus 4.38% 4.39% 5.21%

Pvt Bus 2.97% 2.77% 3.86%
2-Axle Trucks 8.43% 9.63% 18.88%
3-Axle Trucks 10.26% 13.00% 21.37%
MAV (3 to 6 Axles) 2.95% 3.65% 7.49%
MAV (Above 6 Axles) 0.01% 0.02% 0.01%
Tractor with & Without Trailor 0.16% 0.44% 0.21%
Cycle 0.04% 0.13% 0.14%
SLOW MOVING
Cycle Rickshaw 0.00% 0.00% 0.00%

Animal Drawn 0.00% 0.00% 0.00%
VEHICLES
Hand cart 0.00% 0.00% 0.00%

Other Non Motorised Vehicles 0.03% 0.00% 0.00%
Total Fast Moving Vehicles 99.93% 99.86% 99.86%
Total Slow Moving Vehicles 0.07% 0.14% 0.14%
Total Vehicles 100.00% 100.00% 100.00%
12 Survey
all the locations have been presented in Table
position on NH-4 (For 3 Locations based on May-2012

Classified Traffic Volume Details for VC-1 Location at Km 30.600 near Nelaman
Average Daily Traffic at VC-1 Location at Km 30.600 near Nelamangala Toll Pla
In Feb-2012, classified traffic volume count survey has been carried o
hours for 7 days. Average of the seven days has been presented bel
traffic for duration of 24 hours for the location is 69403PCUs & 37877
includes 37847 PCUs and 48 PCUs as fast and slow moving vehicles
understood from the above figures that, the intensity of non-motorise
much less which is around
0.1%. Summary of the present day traffic at the location is furnished
Table 4.16: Present Average Traffic at VC-1 at Km 30.600 near Nelamang
2012 Survey)
Vehicle Type/Direction Average for 7 Days
D-1 to D-2 D-2 to D-1 Both Direction
Two Wheeler 3777 3564 7342
Mini-Bus 339 412 751
Govt Bus 911 758 1669

Pvt Bus 651 462 1113
2-Axle Trucks 1749 1855 3604
3-Axle Trucks 1960 2283 4242
MAV (3 to 6 Axles) 580 744 1324
Cycle 12 8 20
SLOW MOVING
Animal Drawn 1 0 1
VEHICLES
Hand cart 0 0 0
Total PCU 32740 36663 69403
Nelamangala to Tumkur (D-1 to D-2) & Tumkur to Nelamangala (D-2
In May-2012, for the same location, Classified traffic volume count su
carried out for duration of 24 hours for 7 days. Average of the seven
presented below. Present average traffic for duration of 24 hours
71,605 PCUs & 41,117 Vehicles. This traffic includes 71,545 PCUs an
and slow moving vehicles
respectively. It is understood from the above figures that, the intensity
vehicles
is very much less which is around 0.1%. Summary of the present day
is given in Table 4.17.
cation at Km 30.600 near Nelamangala Toll Plaza
30.600 near Nelamangala Toll Plaza

ount survey has been carried out for duration of 24
days has been presented below. Present average
cation is 69403PCUs & 37877 Vehicles. This traffic
fast and slow moving vehicles respectively. It is
, the intensity of non-motorised vehicles is very
ic at the location is furnished in Table 4.16.

-1 at Km 30.600 near Nelamangala Toll Plaza (Feb-
Tumkur to Nelamangala (D-2 to D-1)

assified traffic volume count survey has been
7 days. Average of the seven days has been
ffic for duration of 24 hours for the location is
affic includes 71,545 PCUs and 60 PCUs as fast
above figures that, the intensity of non-motorised

%. Summary of the present day traffic at the location
Table 4.17: Present Average Traffic at VC-1 at Km 30.600 near Nelamang
2012 Survey)
Two Wheeler 4752 4120 8871
Mini-Bus 407 408 815
Govt Bus 910 890 1800

Pvt Bus 597 624 1221
2-Axle Trucks 1825 1641 3466
3-Axle Trucks 2035 2185 4219
MAV (3 to 6 Axles) 544 670 1215
Cycle 15 2 18
SLOW MOVING
Animal Drawn 0 0 0
VEHICLES
Hand cart 0 0 0
Total PCU 36446 35159 71605
Hourly Variation & Peak Hour Traffic at VC-1 Location at Km 30.600 near Nelam
Seven days average 24 Hour Traffic is analysed for the hourly distrib
study of the hourly distribution of Average Daily Traffic at this loca
peak hour traffic movement is observed during 05.00pm to 06.00pm
3633PCU/Hour for the location as per Feb-2012 survey. Based on th
the peak hour is observed during 06.00pm to 07.00pm hour with traff
The details of traffic intensity during the day and the hourly variation i
are represented graphically in Figure
4.1(a) & (b) for different time.
As per Feb-2012 survey, Peak Hour Traffic Volume for the location is
This traffic includes 3629 PCUs and 4 PCUs as fast and slow moving
respectively. It is understood from the above figures that, the inte
motorised vehicles is very less around 0.15%. The peak hour facto
around 5.23% of the total day traffic.
As per May-2012 survey, Peak Hour Traffic Volume for the location is
This traffic includes 3880 PCUs and 3 PCUs as fast and slow moving
respectively. It is understood from the above figures that, the inte
motorised vehicles is very less around 0.10%. The peak hour facto
around 5.42% of the total day traffic.
The summary of the present average of 7 days peak hour traffic at th
in
Table 4.18 & Table 4.19.
Table 4.18: Present Peak Hour Traffic at VC-1 Location at Km 30.600 near Nela
2012 Survey)
1 at Km 30.600 near Nelamangala Toll Plaza (May-

ocation at Km 30.600 near Nelamangala Toll Plaza
nalysed for the hourly distribution of traffic. A
age Daily Traffic at this location reveals that the
d during 05.00pm to 06.00pm hour with traffic of
eb-2012 survey. Based on the May-2012 survey,
m to 07.00pm hour with traffic of 3883PCU/Hour.
day and the hourly variation in terms of vehicles
ffic Volume for the location is 3633 PCU per Hour.
CUs as fast and slow moving vehicles
above figures that, the intensity of non-
0.15%. The peak hour factor for the location is
ffic Volume for the location is 3883 PCU per Hour.

CUs as fast and slow moving vehicles
above figures that, the intensity of non-
0.10%. The peak hour factor for the location is
7 days peak hour traffic at the location is furnished
Location at Km 30.600 near Nelamangala Toll Plaza (Feb-

Two Wheeler 253 255 508
Auto Goods 11 8 19
Mini-Bus 9 38 47
Govt Bus 48 47 95
Pvt Bus 27 21 48
2-Axle Trucks 91 73 164
MAV (3 to 6 Axles) 31 25 56
Cycle 1 1 2
SLOW MOVING
Animal Drawn 0 0 0
VEHICLES
Hand cart 0 0 0
Total PCU 1699 1935 3633
Nelamangala to Tumkur (D-1 to D-2) & Tumkur to Nelamangala (D-2 to D-1)
Nelamangala (D-2 to D-1)
Table 4.19: Present Peak Hour Traffic at VC-1 Location at Km 30.600 near Nela
(May-2012 Survey)
Auto Goods 65 9 74
Mini-Bus 27 41 68
Govt Bus 43 45 88
Pvt Bus 25 27 52
MAV (3 to 6 Axles) 26 20 47
Cycle 1 0 1
SLOW MOVING
Animal Drawn 0 0 0
VEHICLES
Hand cart 0 0 0
Total PCU 2086 1797 3883
Figure 4.1(a): Average Hourly Variation of Traffic at VC-1 Location at Km
Nelamangala Toll Plaza (Feb-2012 Survey)
Figure 4.1(b): Average Hourly Variation of Traffic at VC-1 Location at Km
Nelamangala Toll Plaza (May-2012 Survey)
Traffic Composition at VC-1 Location at Km 30.600 near Nelamangala Toll Plaza
Traffic composition observed in the survey location is plotted graphic
Figure
4.2 (a) and Table 4.2 (b) for both the time of survey i.e. for Feb-2012 and
Figure 4.2(a): Average Composition of Vehicles at VC-1 Location at Km 3
Toll Plaza (Feb-2012 Survey)
1 Location at Km 30.600 near Nelamangala Toll Plaza
n of Traffic at VC-1 Location at Km 30.600 near

vey)
n of Traffic at VC-1 Location at Km 30.600 near
vey)
ar Nelamangala Toll Plaza
vey location is plotted graphically and presented in
of survey i.e. for Feb-2012 and May-2012.

Vehicles at VC-1 Location at Km 30.600 near Nelamangala
Figure 4.2(b): Average Composition of Vehicles at VC-1 Location at Km 30.600
Plaza (May-2012 Survey)
Daily Variation of Traffic VC-1 Location at Km 30.600 near Nelamangala Toll Pl
Generally the traffic will remain same for all the days throughout the w
reasons beyond the expectations. However, the variation can be as
classified traffic volume count for seven days and reasons for variatio
In this case also the variation of traffic is observed over the seven da
the seven days traffic are presented in Table 4.20 & Table 4.21 below.
Table 4.20: Daily Variation of Present ADT at VC-1 Location at Km
Nelamangala Toll Plaza (Feb-2012 Survey)
Total Fast Total Slow Total Total Fast Total Slow Total
Date Moving Moving Vehicles Moving Moving PCU
Vehicles Vehicles PCU PCU
Friday 37908 21 37929 76306 26 76332
Saturday 39918 26 39944 74900 47 74947
Sunday 36325 26 36351 64767 47 64814
Monday 37964 27 37991 67177 48 67225
Tuesday 37912 31 37943 67531 38 67569
Wednesday 36050 32 36082 66084 62 66145
Thursday 38849 50 38899 68721 72 68792
Nelamangala Toll Plaza (May-2012 Survey)
Wednesday 40044 17 40061 69393 25 69418
Thursday 44747 42 44789 75921 100 76021
Friday 44761 19 44780 77528 10 77537
Saturday 40018 32 40050 64567 48 64615
Sunday 42206 11 42217 71700 9 71709
Monday 40058 37 40095 74769 36 74805
Tuesday 35773 57 35830 66933 194 67127
A graph indicating the daily variation of traffic at the location is presen
4.3
(b) below.
76332
74947 Daily Variation of Traffic at Km 30.600 After Neelamangala
Toll Plaza on NH-4
68792
67569 80000
70000
67225
60000
66145 50000
64814 40000
37991 30000
20000
37943
10000
36351 0
39944
38899
37929
36082
Figure 4.3(a): Daily Variation of Traffic at VC-1 Location at Km 30.600 near N
(Feb-2012 Survey)
Total Vehicles
Days
Figure 4.3(b): Daily Variation of PCU
Total Traffic at VC-1 Location at Km 30.600 near N
(May-2012 Survey)
Daily Variation of Traffic at Km 30.600 After Neelamangala

Toll Plaza on NH-4 (MAY-2012)
76021 77537 74805
80000 71709
70000 69418 67127
64615
60000
50000
40000
44780 42217
30000 44789 40050
20000 40061
10000 40095 35830
0
Total Vehicles
Days Total PCU
C-1 Location at Km 30.600 near Nelamangala Toll
0 near Nelamangala Toll Plaza

e days throughout the week due to various
the variation can be ascertained by the
and reasons for variations can be attributed.
rved over the seven days duration. Details of
.20 & Table 4.21 below.
t VC-1 Location at Km 30.600 near
t VC-1 Location at Km 30.600 near

at the location is presented in Figure 4.3 (a) &
67127
35830
Total Vehicles
Total PCU
Classified Traffic Volume Details for VC-4 Location at Km 61.000 near Manchak
Average Daily Traffic at VC-4 Location at Km 61.000 near Manchakalkuppe Tol

In Feb-2012, classified traffic volume count survey has been carried o
traffic for duration of 24 hours for the location is 70033PCUs & 36256
which is around 0.30%.
Summary of the present day traffic at the location is presented in Tab
Table 4.22: Present Average Traffic at VC-4 Location at Km 61.000 near Manch
(Feb-2012 Survey)
Two Wheeler 3597 3424 7021
Mini-Bus 211 174 385
Govt Bus 766 798 1563

Pvt Bus 560 496 1056
2-Axle Trucks 1812 1983 3795
3-Axle Trucks 2253 2588 4841
MAV (3 to 6 Axles) 662 727 1389
Cycle 80 6 87
SLOW MOVING
VEHICLES
Animal Drawn 1 0 1
Hand cart 0 0 0
Total PCU 34509 35524 70033
In May-2012, for the same location, Classified traffic volume count su
carried out for duration of 24 hours for 7 days. Average of the seven
presented below. Present average traffic for duration of 24 hours for
PCUs & 36142 Vehicles. This traffic includes 68086 PCUs and 30 PCUs
moving vehicles respectively. It is understood from the above figures
non-motorised vehicles is very much less which is around 0.15%. Su
day traffic at the location is presented in
Table 4.23.
Table 4.23: Present Average Traffic at VC-4 Location at Km 61.000 near Manch
(May-2012 Survey)
Location at Km 61.000 near Manchakalkuppe Toll Plaza
Km 61.000 near Manchakalkuppe Toll Plaza

count survey has been carried out for duration of 24
en days has been presented below. Present average
location is 70033PCUs & 36256 Vehicles. This traffic
as fast and slow moving vehicles respectively. It is
at, the intensity of non-motorised vehicles is very less
the location is presented in Table 4.22.
4 Location at Km 61.000 near Manchakalkuppe Toll Plaza
& Tumkur to Nelamangala (D-2 to D-1)

Classified traffic volume count survey has been
r 7 days. Average of the seven days has been
affic for duration of 24 hours for the location is 68116
cludes 68086 PCUs and 30 PCUs as fast and slow
derstood from the above figures that, the intensity of
less which is around 0.15%. Summary of the present
d in

Two Wheeler 4140 3740 7880
LCV-6Wheelers 1140 1052 2192
Mini-Bus 190 206 396
Govt Bus 792 794 1587

Pvt Bus 482 520 1002
2-Axle Trucks 1771 1710 3480
3-Axle Trucks 2145 2554 4699
MAV (3 to 6 Axles) 574 747 1320
Cycle 19 29 48
SLOW MOVING
VEHICLES
Animal Drawn 0 0 1
Hand cart 0 0 0
Total PCU 33088 35028 68116
Hourly Variation& Peak Hour Traffic at VC-4 Location at Km 61.000 near Manch
3411PCU/Hour for the location as per Feb-2012 survey. Based on th
the peak hour is observed during 05.00pm to 06.00pm hour with traff
are represented graphically in Figure
4.4 (a) & 4.4 (b) for different time.
As per Feb-2012, Peak Hour Traffic Volume for the location is 3411P
traffic includes 3407 PCUs and 3 PCUs as fast and slow moving veh
which is less than 0.20%. The peak hour factor for the location is aro
total day traffic.
As per May-2012, Peak Hour Traffic Volume for the location is 3341P
traffic includes 2340 PCUs and 1 PCU as fast and slow moving vehic
which is than
0.12%. The peak hour factor for the location is around 4.90% of the t

presented in
Table 4.24 and Table 4.25.
Table 4.24: Present Peak Hour Traffic at VC-4 Location at Km 61.000 near Manc
(Feb-2012 Survey)
analysed for the hourly distribution of traffic. A
erage Daily Traffic at this location reveals that the
ed during 05.00pm to 06.00pm hour with traffic of
Feb-2012 survey. Based on the May-2012 survey,
0pm to 06.00pm hour with traffic of 3341PCU/Hour.
e day and the hourly variation in terms of vehicles
olume for the location is 3411PCU per Hour. This

s as fast and slow moving vehicles respectively. It is
t, the intensity of non-motorised vehicles is very low
ur factor for the location is around 4.87% of the

t, the intensity of non-motorised vehicles is very low
cation is around 4.90% of the total day traffic.
of 7 days peak hour traffic at the location is

Auto Goods 20 11 31
Mini-Bus 11 10 21
Govt Bus 36 36 72
Pvt Bus 17 16 33
MAV (3 to 6 Axles) 29 26 55
Cycle 4 0 4
SLOW MOVING
VEHICLES
Animal Drawn 0 0 0
Hand cart 0 0 0
Total PCU 1790 1620 3410
Table 4.25: Present Peak Hour Traffic at VC-4 Location at Km 61.000 near Manc
(May-2012 Survey)
Auto Goods 15 15 30
Mini-Bus 9 9 18
T MOVING VEHICLES
Govt Bus 39 38 77
Pvt Bus 13 15 28
FAST MOVING VEHICLES 2-Axle Trucks 87 56 143
MAV (3 to 6 Axles) 27 32 58
Hourly Variation of Traffic at Km 61.000 Near Manchakalkuppe
400 Neelamangala to Tumkur
D-1 to D-2 TolltoPlaza
D-2 D-1 on NH-4
Both Direction
Tumkur to
0
Cycle 1 1 3 Neelamangala Both
SLOW MOVING
350 Direction
VEHICLES
0
0
Hand cart 250 0 0 0
Other Non Motorised0Vehicles 0 0 0
200
Total Vehicles 0 1065 1023 2088
100
Time in Hour
0
Total PCU 1672 1669 3341
Figure 4.4(a): Average Hourly Variation of Traffic at VC-4 Location at Km 61.00
Figure 4.4(b): Average Hourly Variation of Traffic at VC-4 Location at Km 61.00
Toll Plaza (May-2012 Survey)
Hourly Variation of Traffic at Km 61.000 Near Manchakalkuppe
Toll Plaza on NH-4 (MAY-2012)
400 Neelamangala to Tumkur Tumkur to Neelamangala
0
350
0
300
0
250
0
200
0
150
0
100
0
500
0
Time in Hour
Traffic Composition at VC-4 Location at Km 61.000 near Manchakalkuppe Toll
r Manchakalkuppe
Tumkur to
Neelamangala Both
Direction

ffic at VC-4 Location at Km 61.000 near Manchakalkuppe
affic at VC-4 Location at Km 61.000 near Manchakalkuppe
Near Manchakalkuppe
amangala
1.000 near Manchakalkuppe Toll Plaza

Figure 4.5 (b) for both the time of survey i.e. for Feb-2012 and May-201
.
Composition of Vehicles at Km 61.000 Near Manchakalkuppe

1.06% 4.31% Two Wheeler - 19.36% Auto Passenger -
Toll Plaza on NH-4 3.75% Auto Goods - 1.49%
2.91% 10.47% 4-Wheelers - Private (White Board) -
6.02% 13.35% 22.92%
4-Wheelers - Taxis (Yellow Board) - 5.10%
4.75% LCV-4Wheelers - 4.75%

LCV-6Wheelers - 6.02%
5.10% Mini-Bus - 1.06%
3.83% Govt Bus - 4.31%

Pvt Bus - 2.91%
0.07% 2-Axle Trucks - 10.47%

3-Axle Trucks - 13.35%
0.34% MAV (3 to 6 Axles) - 3.83%
0.24% MAV (Above 6 Axles) - 0.07% Tractor with

& Without Trailor - 0.34%
22.92% 0.00% Cycle - 0.24%
19.36% 0.00% Cycle Rickshaw - 0.00%
1.49% 0.00% Animal Drawn - 0.00% Hand cart - 0.00%

Other Non Motorised Vehicles - 0.02%
3.75% 0.02%
Figure 4.5(a): Average Composition of Vehicles at VC-4 Location at Km 61.000

Composition of Vehicles at Km 61.000 Near Manchakalkuppe
4.39% Toll Plaza on NH-4 (MAY-2012) Two Wheeler - 21.80%
1.10% 2.77%
9.63%
Auto Passenger - 3.02%
6.06%
Auto Goods - 1.22%
4-Wheelers - Private (White Board) - 23.29%
13.00%
4.67%
4.80%
Mini-Bus - 1.10%
3.65%
Govt Bus - 4.39%
Pvt Bus - 2.77%
0.02%
2-Axle Trucks - 9.63% 3-Axle Trucks - 13.00%
0.44%
MAV (3 to 6 Axles) - 3.65%
0.13%
MAV (Above 6 Axles) - 0.02%
23.29% 0.00%
Tractor with & Without Trailor - 0.44%
Cycle - 0.13%
0.00%
21.80%
Cycle Rickshaw - 0.00%
1.22%
0.00% Animal Drawn - 0.00%
3.02% 0.00%
Hand cart - 0.00%
Figure 4.5(b): Average Composition of Vehicles at VC-4 Location at Km 61.000

Toll Plaza (May-2012 Survey)
vey location is plotted graphically in Figure 4.5 (a) &
i.e. for Feb-2012 and May-2012.
cles at VC-4 Location at Km 61.000 near Manchakalkuppe
cles at VC-4 Location at Km 61.000 near Manchakalkuppe

Daily Variation of Traffic VC-4 Location at Km 61.000 near Manchakalkuppe To
Generally, the traffic will remain same for all the days througho
various reasons beyond the expectations. However, the variation ca
the classified traffic volume count for seven days and reasons for var
attributed. In this case also
the variation of traffic is observed over the seven days duration. Deta
traffic are presented in Table 4.26 and Table 4.27 below.
Manchakalkuppe Toll Plaza (Feb-2012 Survey)
Date Moving Moving Vehicles Moving Moving PCU PCU
Vehicles Vehicles PCU
Friday 35354 88 35442 71465 99 71563
Saturday 39430 106 39536 76141 141 76282
Sunday 39141 49 39190 70422 42 70464
Monday 33281 107 33388 63183 78 63261
Tuesday 33503 111 33614 65867 70 65936
Wednesday 35195 104 35299 70022 70 70092
Thursday 37221 102 37323 72577 58 72635
Manchakalkuppe Toll Plaza (May-2012 Survey)
Wednesday 34592 50 34642 64865 35 64900
Thursday 35036 66 35102 67567 48 67615
Friday 36239 65 36304 70232 33 70264
Saturday 37118 40 37158 70297 20 70317
Sunday 39419 62 39481 70335 31 70366
Monday 36124 34 36158 67331 17 67348
Tuesday 34124 25 34149 65972 28 66000
.
Daily Variation of Traffic at KmFigure
61.000
4.6Near Manchakalkuppe
(b) below.
Toll Plaza on NH-4
76282 80000
72635 70000
71563 60000
50000
70464 40000
70092 30000
65936 20000
63261 10000
0
39190
39536
20000
10000
0
33614
33388
37323 Days Total Vehicles
35442
35299
Figure 4.6(a): Daily Variation of Traffic at VC-4 Location at Km 61.000 near Manchakalkupp
Survey)
- Daily Variation of Traffic at Km 61.000 Near
201 Manchakalkuppe
7- 0 3 6
80000 z H Y
a24) o( M
n
7 70
603 2
1 6770000
4A
Toll 60000
N
50000
Pla 40000
67615
67348 30000
66000 20000
64900 10000
0
39481
37158
36304
35102
34642
34149
36158 Days Total Vehicles
Figure 4.6(b): Daily Variation of Traffic at VC-4 Location at Km 61.000 near Manchakalkupp
Survey)
Classified Traffic Volume Details for VC-7 Location at Km 74.000 near end of T
Average Daily Traffic at VC-7 Location at Km 74.000 near end of Tumkur Bypass
In Feb-2012, Classified traffic volume count survey has been carried
hours
for 7 days. Average of the seven days has been presented below. Pr
for duration of 24 hours for the location is 51219 PCUs & 21940 Vehi
This traffic includes 51159 PCUs and 60 PCUs as fast and slow mov
vehicles is very less which is around 0.30%. Summary of the present
location is presented in Table 4.28.
Table 4.28: Present Average Traffic at VC-7 Location at Km 74.000 near
(Feb-2012 Survey)
1.000 near Manchakalkuppe Toll Plaza
for all the days throughout the week due to
However, the variation can be ascertained by
n days and reasons for variations can be
seven days duration. Details of the seven days

4.27 below.
T at VC-4 Location at Km 61.000 near
T at VC-4 Location at Km 61.000 near
ffic at the location is presented in Figure 4.6 (a) &

Km 61.000 near Manchakalkuppe Toll Plaza (Feb-2012
Km 61.000 near Manchakalkuppe Toll Plaza (May-2012
on at Km 74.000 near end of Tumkur Bypass
end of Tumkur Bypass

nt survey has been carried out for duration of 24
been presented below. Present average traffic

51219 PCUs & 21940 Vehicles.
PCUs as fast and slow moving vehicles
ve figures that, the intensity of non-motorised
%. Summary of the present day traffic at the
Location at Km 74.000 near end of Tumkur Bypass

Average for 7 Days
Vehicle Type/Direction D-1 to D-2 D-2 to D-1 Both
Direction
Two Wheeler 1140 2057 3196
Mini-Bus 27 77 104
Govt Bus 480 525 1005

Pvt Bus 397 319 716
2-Axle Trucks 1640 1931 3571
3-Axle Trucks 2071 2260 4331
MAV (3 to 6 Axles) 384 652 1036
Cycle 21 41 62
SLOW MOVING
VEHICLES
Animal Drawn 0 1 1
Hand cart 0 0 0
Total PCU 23275 27944 51219
Nelamangala to Sira (D-1 to D-2) & Sira to Nelamangala (D-2 to D-1)
In May-2012, Classified traffic volume count survey has been carried
traffic for duration of 24 hours for the location is 48268 PCUs & 18749
understood from
the above figures that, the intensity of non-motorised vehicles is very
0.15%. Summary of the present day traffic at the location is presente
Table 4.29: Present Average Traffic at VC-7 Location at Km 74.000 near
(May-2012 Survey)
lamangala (D-2 to D-1)
urvey has been carried out for duration of 24
has been presented below. Present average
is 48268 PCUs & 18749 Vehicles. This traffic
nd slow moving vehicles respectively. It is
torised vehicles is very less which is around

he location is presented in Table 4.29.
ation at Km 74.000 near end of Tumkur Bypass
Average for 7 Days
Direction
FAST MOVING
Mini-Bus 46 97 143
VEHICLES
Govt Bus 472 505 977
Pvt Bus 370 355 724
2-Axle Trucks 1762 1777 3539
3-Axle Trucks 1849 2158 4007
MAV (3 to 6 Axles) 706 698 1404
SLOW MOVING Cycle 1 25 25
VEHICLES Cycle Rickshaw 0 0 0
Animal Drawn 0 0 0
Hand cart 0 0 0
Total PCU 23146 25122 48268
Hourly Variation& Peak Hour Traffic at VC-7 Location at Km 74.000 near end of
2608PCU/Hour for the location. Based on the May-2012 survey, the p
observed during 12.00am to 01.00am hour with traffic of 2370PCU/H
traffic intensity during the day and the hourly variation in terms of veh
graphically in Figure 4.7(a) & (b) for different time.
As per Feb-2012, Peak Hour Traffic Volume for the location is 2608 P
traffic includes 2608 PCUs and 0 PCUs as fast and slow moving veh
understood from the above figures that, there is no non-motorised ve
during the peak hour. The peak hour factor for the location is around
day traffic.
As per May-2012, Peak Hour Traffic Volume for the location is 2370P
traffic includes 2370 PCUs and 0 PCU as fast and slow moving vehic
there. The peak hour
factor for the location is around 4.91% of the total day traffic.

presented in
Table 4.30 and Table 4.31.
Table 4.30: Present Peak Hour Traffic at VC-7 Location at Km 74.000 near end
2012 Survey)
a to Nelamangala (D-2 to D-1)
analysed for the hourly distribution of traffic. A
rage Daily Traffic at this location reveals that the
ed during 05.00pm to 06.00pm hour with traffic of
on the May-2012 survey, the peak hour is
hour with traffic of 2370PCU/Hour. The details of
hourly variation in terms of vehicles are represented
ent time.
lume for the location is 2608 PCU per Hour. This
s as fast and slow moving vehicles respectively. It is
, there is no non-motorised vehicles are seen
ctor for the location is around 5.09% of the total

, the intensity of non-motorised vehicles is not
of the total day traffic.
f 7 days peak hour traffic at the location is
7 Location at Km 74.000 near end of Tumkur Bypass (Feb-

Two Wheeler 4 8 12
Auto Goods 3 1 4
FAST MOVING
Mini-Bus 2 3 5
VEHICLES
Govt Bus 40 8 48
Pvt Bus 75 1 76
MAV (3 to 6 Axles) 13 30 43
SLOW MOVING Cycle 0 0 0
VEHICLES Cycle Rickshaw 0 0 0
Animal Drawn 0 0 0
Hand cart 0 0 0
Total PCU 1540 1068 2608
Table 4.31: Present Peak Hour Traffic at VC-7 Location at Km 74.000 near end
2012 Survey)
Average for 7 Days

Direction
Two Wheeler 7 12 19
Auto Goods 2 3 5
FAST 4-Wheelers - Taxis (Yellow Board) 15 19 34
MOVING
VEHICLES
Mini-Bus 0 4 4
Govt Bus 26 10 35
VEHICLES
Pvt Bus Hourly Variation of Traffic at83

Km 74.000, End5of Tumkur Bypass
87 on NH-4
Neelamangala to Sira
Average for 7 Days
3000 Sira to Neelamangala
2500 Direction
Both Direction
2-Axle Trucks 2000 95 80 175
3-Axle Trucks 1500 94 97 191
1000
MAV (3 to 6 Axles)500 46 28 74
SLOW Cycle 0 0 0
MOVING Cycle Rickshaw 0 0 0
VEHICLES
Animal Drawn 0 0 0
Hand cart 0 Time 0in Hour 0
Total PCU 1379 991 2370
Figure 4.7(a): Average Hourly Variation of Traffic at VC-7 Location at Km 74.000 near en
(Feb-2012 Survey)
to Nelamangala (D-2 to D-1)
Location at Km 74.000 near end of Tumkur Bypass (May-
ss on NH-4
to Neelamangala
Direction
to Nelamangala (D-2 to D-1)

-7 Location at Km 74.000 near end of Tumkur Bypass
Figure 4.7(b): Average Hourly Variation of Traffic at VC-7 Location at Km 74.000 near en
(May-2012 Survey)
Traffic Composition at VC-7 Location at Km 74.000 near end of Tumkur Bypass
(b)
for both the time of survey i.e. for Feb-2012 and May-2012.
Composition of Vehicles at Km 74.000, End of Tumkur Bypass on NH-4
16.28% Two Wheeler - 14.57%
3.26% 19.74% Auto Goods - 1.58%

4-Wheelers - Private (White Board) -
18.16%
4-Wheelers - Taxis (Yellow Board) -
4.38%
4.58%
0.47% 4.72% Mini-Bus - 0.47%

Govt Bus - 4.58%
Pvt Bus - 3.26%
0.22% 2-Axle Trucks - 16.28% 3-Axle Trucks -
19.74%
0.52% MAV (3 to 6 Axles) - 4.72%
0.28% MAV (Above 6 Axles) - 0.22% Tractor

with & Without Trailor - 0.52%
3.99% 14.57% 0.00%
Cycle - 0.28%
4.15% 0.00% Cycle Rickshaw - 0.00% Animal Drawn -

0.00% Hand cart - 0.00%
4.38% 3.06% Other Non Motorised Vehicles - 0.03%
18.16% 1.58% 0.03%
0.00%
Figure 4.8(a): Average Composition of Vehicles at VC-7 Location at Km 74.000 near end of Tumku
Bypass (Feb-2012 Survey)
Hourly Variation of Traffic at Km 74.000, End of Tumkur Bypass on NH-4
(MAY-2012) Neelamangala to
250 Sira Sira to
0 Neelamangala
200 Both Direction
0
150
0
100
0
500
Time in Hour
nd of Tumkur Bypass
location is plotted graphically in Figure 4.8 (a) &
2 and May-2012.
Km 74.000 near end of Tumkur
Bypass on NH-4
Neelamangala to
Sira Sira to
Neelamangala
Both Direction
Composition of Vehicles at Km 74.000, End of Tumkur Bypass on NH-4
(MAY-2012)
Two Wheeler - 9.58% Auto Passenger - 1.11%
18.88% 21.37%
Auto Goods - 1.29%
4-Wheelers - Private (White Board) - 17.74% 4-Wheelers - Taxis (Yellow Board) - 3.91% LCV-4Wheelers - 4.10%
3.86%
Mini-Bus - 0.76%
7.49%
Govt Bus - 5.21%
5.21%
Pvt Bus - 3.86%
0.01%
0.76%
0.21%
MAV (3 to 6 Axles) - 7.49%
9.58% 0.14%
1.11%0.00%
Cycle - 0.14%
1.29% 0.00% Cycle Rickshaw - 0.00%
4.35% 17.74% 0.00%

Hand cart - 0.00%
4.10% 3.91%
Figure 4.8(b): Average Composition of Vehicles at VC-7 Location at Km 74.000 near end of Tu
Survey)
Daily Variation of Traffic VC-7 Location at Km 74.000 near end of Tumkur Bypa
Generally the traffic will remain same for all the days throughout the w
reasons beyond the expectations. However, the variation can be
classified traffic
volume count for seven days and reasons for variations can be attrib
In this case also the variation of traffic is observed over the seven da
the seven days traffic are presented in Table 4.32 and Table 4.33 below.
Table 4.32: Daily Variation of Present ADT at VC-7 Location at Km 74.00
Bypass (Feb-2012 Survey)
Total Fast Moving Total Slow Total Total Fast Total Slow Total
Date Vehicles Moving Vehicles Vehicles Moving PCU Moving PCU PCU
Friday 22679 78 22757 53686 41 53727

Saturday 22679 130 22809 52151 107 52258
Sunday 22541 44 22585 50910 65 50974
Monday 21135 44 21179 48219 40 48258
Tuesday 19685 57 19742 47864 65 47928
Wednesday 21501 61 21562 51883 56 51939
Thursday 22879 69 22948 53399 49 53448
ion at Km 74.000 near end of Tumkur Bypass (May-2012
4.000 near end of Tumkur Bypass (Feb- 2012 Survey)
all the days throughout the week due to various

ver, the variation can be ascertained by the
s for variations can be attributed.

observed over the seven days duration. Details of
ble 4.32 and Table 4.33 below.
at VC-7 Location at Km 74.000 near end of Tumkur
Table 4.33: Daily Variation of Present ADT at VC-7 Location at Km 74.00
Bypass (May-2012 Survey)
Total Fast Moving Total Slow Total Total Fast Total Slow Total
Date Vehicles Moving Vehicles Vehicles Moving PCU Moving PCU PCU
Friday 22679 78 22757 53686 41 53727

Saturday 22679 130 22809 52151 107 52258
Sunday 22541 44 22585 50910 65 50974
Monday 21135 44 21179 48219 40 48258
Tuesday 19685 57 19742 47864 65 47928
Wednesday 21501 61 21562 51883 56 51939
Thursday 22879 69 22948 53399 49 53448
(b)
below.
Figure 4.9(a): Daily Variation of Traffic at VC-7 Location at Km 74.000 near end of Tumkur
Survey)
51298
Daily Variation of Traffic at Km 74.000, End of Tumkur
50451
Bypass on NH-4 (MAY-2012)
46617 60000 52285
46059 50000 46838
44330
20959
21362 40000
30000
17099 20000
20483 10000 17715
16771 0
16853
Figure 4.9(b): Daily Variation of Traffic at VC-7 Location at Km 74.000 near end of Tumkur
Survey)
Days Total Vehicles
Classified Traffic Volume Details at VC-2 on NH-207 (Junction of NH-4 and NH-
at VC-7 Location at Km 74.000 near end of Tumkur
affic at the location is presented in Figure 4.9 (a) &
Km 74.000 near end of Tumkur Bypass (Feb-2012
Km 74.000 near end of Tumkur Bypass (May-2012

H-207 (Junction of NH-4 and NH-207 at Km 49.500)
Average Daily Traffic at VC-2 on NH-207 (Junction of NH-4 and NH-207 at Km 4
Classified traffic volume count survey has been carried out for duratio
day. Present one day traffic for duration of 24 hours for the location is
Vehicles. This traffic includes 10355 PCUs and 68 PCUs as fast and
vehicles is very less which is around 0.70%. Summary of the presen
location is presented in Table 4.34.
Table 4.34: Present Average Traffic at VC-2 on NH-207 (Junction of NH-4 and N
Vehicle Type/Direction Summary of 1 Day

Two Wheeler 1301 1750 3051
Mini-Bus 69 69 138
Govt Bus 32 38 70
Pvt Bus 38 56 94
MAV (3 to 6 Axles) 70 66 136
Cycle 20 27 47
SLOW MOVING
VEHICLES
Animal Drawn 2 2 4
Hand cart 0 0 0
Total PCU 5110 5346 10423
Doddaballapura to Dabbaspete (D-1 to D-2) Dabbaspete to Doddaba
Hourly Variation& Peak Hour Traffic at VC-2 on NH-207 (Junction of NH-4 and N
One day 24 Hour Traffic is analysed for the hourly distribution of traff
hourly distribution of Average Daily Traffic at this location reveals tha
movement is
observed during 04.00pm to 05.00pm hour with traffic of 820PCU/Ho
are represented graphically in Figure 4.10
Peak Hour Traffic Volume for the location is 820PCU per Hour. This t
PCUs and 0 PCUs as fast and slow moving vehicles respectively. It i
above figures that, there is no non-motorised vehicles are seen durin
peak hour factor for the location is around 7.87% of the total day traff
the present day peak hour traffic at the location is presented in Table
Table 4.35: Present Peak Hour Traffic at VC-2 on NH-207 (Junction of NH-4 and
of NH-4 and NH-207 at Km 49.500)
een carried out for duration of 24 hours for 1
4 hours for the location is 10423PCUs & 7266
and 68 PCUs as fast and slow moving vehicles
e figures that, the intensity of non-motorised
Summary of the present day traffic at the
-207 (Junction of NH-4 and NH-207 at Km 49.500)

Dabbaspete to Doddaballapura (D-2 to D-1)
hourly distribution of traffic. A study of the
t this location reveals that the peak hour traffic
with traffic of 820PCU/Hour for the location.
and the hourly variation in terms of vehicles
820PCU per Hour. This traffic includes 820

vehicles respectively. It is understood from the
d vehicles are seen during the peak hour. The
87% of the total day traffic. The summary of
ion is presented in Table 4.35.
D-1 to D-2 D-2 to D-1 Both
Direction
Auto Goods 10 3 13
Mini-Bus 10 4 14
Govt Bus 3 2 5
Pvt Bus 5 3 8
MAV (3 to 6 Axles) 10 3 13
MAV (Above 6 Axles) Hourly Variation of Traffic on 1 NH-207 at Junction
1 of NH-4 and NH-207
2 at
90 Km 49.500
Tractor with & Without Trailor
0
5
Doddaballapura to Dabbaspete
0 5
Cycle 80 0 Both Direction0
Dabbaspete to Doddaballapura 0
SLOW MOVING
0
VEHICLES
70
60
Hand cart 0 0 0 0
Other Non Motorised Vehicles
50 0 0 0
0
30
Total Fast Moving PCU 20 436 Time in Hour
384 820
0
Total PCU 0 436 384 820
0
Doddaballapura to Dabbaspete (D-1 to D-2) Dabbaspete to Doddaballapura (D-2 to D-
Figure 4.10: Average Hourly Variation of Traffic at VC-2 on NH-207 (Junction of NH-4 and NH-207 at Km
Traffic Composition at VC-2 on NH-207 (Junction of NH-4 and NH-207 at Km 49.500)
The present survey data for the location reveals that, the one day ave
comprises of 14% of Four Wheeler Passenger traffic followed by 42%
traffic, then around 26% of goods vehicles which includes all types su
3-Axle & MAV. Bus & Mini- Bus constitutes around 4% of the total da
Wheelers constitute 12% of the average daily traffic. Remaining pe
accounts for all other remaining categories of vehicles. The traff
observed in the survey location is plotted graphically and
presented in Figure 4.11.
Composition of Vehicles on NH-207 at Junction of NH-4 and NH-207
5.02%
3.37%
0 .964%9.500
1.90% at K m Two Wheeler - 41.99%
3.96% 1.29% Auto Passenger - 9.34%
7.62%
Auto Goods - 2.45%
10.18%
2.45% 8.40%
Mini-Bus - 1.90%
1.87%
Govt Bus - 0.96%
Pvt Bus - 1.29%
0.19%
0.69%
MAV (3 to 6 Axles) - 1.87%
0.65%
9.34% 0.04%
Cycle - 0.65%
0.06%
41.99%
0.00% Animal Drawn - 0.06% Hand cart - 0.00%
0.00%
Figure 4.11: Average Composition of Vehicles at VC-2 on NH-207 (Junction of NH-4 and N
Classified Traffic Volume Details at VC-3 Location on SH-3 (Junction of NH-4 a

4 and NH-207 at
Doddaballapura (D-2 to D-1)

on of NH-4 and NH-207 at Km 49.500)
d NH-207 at Km 49.500)
veals that, the one day average daily traffic

ger traffic followed by 42% of Two Wheeler
which includes all types such as LCV, 2-Axle,
around 4% of the total day traffic. Three
aily traffic. Remaining percentage of traffic
ies of vehicles. The traffic composition
ed graphically and
n on SH-3 (Junction of NH-4 and SH-3 at Km 49.500)

Average Daily Traffic at VC-3 Location on SH-3 (Junction of NH-4 and SH-3 at K
Vehicles. This traffic includes 4167 PCUs and 82 PCUs as fast and s
respectively. It is
which is around 2.50%. Summary of the present day traffic at the loc
Table
Table 4.36.
4.36: Present Average Traffic at VC-3 Location on SH-3 (Junction of NH-

Two Wheeler 1280 1413 2693
Auto Goods 19 15 34
FAST LCV-6Wheelers 52 28 80
MOVING Mini-Bus 8 14 22
VEHICLES Govt Bus 7 9 16
Pvt Bus 22 22 44
MAV (3 to 6 Axles) 7 7 14
SLOW Cycle 46 61 107
MOVING Cycle Rickshaw 0 1 1
VEHICLES
Animal Drawn 1 0 1
Hand cart 0 0 0
Total PCU 2085 2188 4249
Gudemarenahalli (Shivagange) to Dabbaspete (D-1 to D-2) Dabbasp
Gudemarenahalli (Shivagange)(D-2 to D-1)
Hourly Variation& Peak Hour Traffic at VC-3 Location on SH-3 (Junction of NH
49.500)
movement is observed during 04.00pm to 05.00pm hour with traffic o
the location. The details of traffic intensity during the day and the
terms of vehicles are
represented graphically in Figure 4.12.
above figures that, the intensity of non-motorised vehicles is very low
factor for the location is around 8.97% of the total day traffic. The sum
day peak hour traffic at the location is presented in Table 4.37.
Table 4.37: Present Peak Hour Traffic at VC-3 Location on SH-3 (Junction of NH
49.500)
ction of NH-4 and SH-3 at Km 49.500)
n carried out for duration of 24 hours for 1
hours for the location is 4249 PCUs & 4577
82 PCUs as fast and slow moving vehicles
tensity of non-motorised vehicles is less

ent day traffic at the location is presented in
on SH-3 (Junction of NH-4 and SH-3 at Km 49.500)
e (D-1 to D-2) Dabbaspete to
n on SH-3 (Junction of NH-4 and SH-3 at Km
urly distribution of traffic. A study of the

his location reveals that the peak hour traffic
00pm hour with traffic of 381PCU/Hour for
uring the day and the hourly variation in

ehicles respectively. It is understood from the
sed vehicles is very low. The peak hour
otal day traffic. The summary of the present
ed in Table 4.37.
on on SH-3 (Junction of NH-4 and SH-3 at Km
Auto Goods 0 3 3
LCV-6Wheelers 2 1 3
Mini-Bus 0 0 0
Govt Bus 0 0 0
Pvt Bus 1 3 4
3-Axle Trucks 3 2 5
Hourly Variation of Traffic on SH-3 at Junction of NH-4 and SH-3 at Km
49.500
MAV (Above 6 Axles) 45 0
Gudemarenahalli(Shivagange) 0
to Dabbaspete 0
0
Tractor with & Without40 Dabbaspete
Trailor to Gudemarenahalli(Shivagange)
3 1 4
Both Direction
Cycle 0 8 7 15
SLOW MOVING
35
VEHICLES
0
0
Hand cart
25
0 0 0
0 0 0 0
0
10
Total Fast Moving PCU 0
198 Time in 175
Hour 372
Total PCU 0 203 179 381
Gudemarenahalli (Shivagange) to Dabbaspete (D-1 to D-2)
Dobbaspete to Gudemarenahalli (Shivagange)(D-2 to D-1)
Figure 4.12: Average Hourly Variation of Traffic at VC-3 Location on SH-3 (Junction of NH
49.500)
Traffic Composition at VC-3 Location on SH-3 (Junction of NH-4 and SH-3 at K
traffic, then around 10.5% of goods vehicles which includes all types
3-Axle & MAV. Bus & Mini-Bus constitutes around 2% of the total day
Wheelers constitute 15% of the average daily traffic. Remaining perc
accounts for all other remaining categories of vehicles. The traffic com
the survey location is plotted graphically and
Composition of Vehicles on SH-3 at Junction of NH-4 and SH-3
0.74% 7.19% 2.62%
at Km 49.500 Two Wheeler - 58.84%
4.46%
14.33%
1.75%
0.48%
0.35% Auto Goods - 0.74%
0.96%
2.80%
7.19%
1.31% 4-Wheelers - Taxis (Yellow Board) -
0.31%
2.62%
Mini-Bus - 0.48%
2.34%
Govt Bus - 0.35%
0.02%
Pvt Bus - 0.96%
0.02%
0.00%
58.84%
0.02%
Figure 4.13: Average Composition of Vehicles at VC-3 Location on SH-3 (Junction of NH-4 an
Classified Traffic Volume Details at VC-5 Location on Tumkur Bypass (Towards Gubbi) Junc
63.000
Average Daily Traffic at VC-5 Location on Tumkur Bypass (Towards Gubbi) Ju

63.000
H-3 at Km
D-1 to D-2)
D-2 to D-1)
n SH-3 (Junction of NH-4 and SH-3 at Km
n of NH-4 and SH-3 at Km 49.500)

that, the one day average daily traffic
affic followed by 59% of Two Wheeler
ch includes all types such as LCV, 2-Axle,
nd 2% of the total day traffic. Three
affic. Remaining percentage of traffic
hicles. The traffic composition observed in
H-3 (Junction of NH-4 and SH- 3 at Km 49.500)
s (Towards Gubbi) Junction with NH-4 at Km
ass (Towards Gubbi) Junction with NH-4 at Km

Vehicles. This traffic includes 8052 PCUs and 54 PCUs as fast and s
respectively. It is
which is around 1.2%. Summary of the present day traffic at the loca
Table
Table 4.38.
4.38: Present Average Traffic at VC-5 Location on Tumkur Bypass (Towa
with NH-4 at Km 63.000
Two Wheeler 1168 1126 2294
Mini-Bus 85 56 141
Govt Bus 1 3 4
Pvt Bus 33 21 54
MAV (3 to 6 Axles) 22 23 45
Cycle 28 48 76
SLOW MOVING
VEHICLES
Animal Drawn 0 0 0
Hand cart 0 0 0
Total PCU 4507 3630 8106
Nelamangala to Tumkur Bypass (Towards Gubbi) (D-1 to D-2) Tumkur Bypass (To
Hourly Variation& Peak Hour Traffic at VC-5 Location on Tumkur Bypass (T
movement is
observed during 05.00pm to 06.00pm hour with traffic of 649PCU/Ho
are represented graphically in Figure 4.14.
been carried out for duration of 24 hours for 1
f 24 hours for the location is 8106PCUs & 6247
and 54 PCUs as fast and slow moving vehicles
e intensity of non-motorised vehicles is very less

esent day traffic at the location is presented in
ation on Tumkur Bypass (Towards Gubbi) Junction
(D-1 to D-2) Tumkur Bypass (Towards Gubbi) to
cation on Tumkur Bypass (Towards Gubbi) Junction

e hourly distribution of traffic. A study of the
at this location reveals that the peak hour traffic
r with traffic of 649PCU/Hour for the location.

ay and the hourly variation in terms of vehicles
Table 4.39: Present Peak Hour Traffic at VC-5 Location on Tumkur Bypa
Junction with NH-4 at Km 63.000

Auto Goods 5 5 10
LCV-6Wheelers 3 6 9
Mini-Bus 2 2 4
Govt Bus 0 0 0
Pvt Bus 4 0 4
Cycle 3 2 5
SLOW MOVING
VEHICLES
Animal Drawn 0 0 0
Hand cart 0 0 0
Total PCU 314 337 649
Nelamangala to Tumkur Bypass (Towards Gubbi) (D-1 to D-2)
Tumkur Bypass (Towards Gubbi) to Nelamangala (D-2 to D-1)
Figure 4.14: Average Hourly Variation of Traffic at VC-5 Location on Tumkur Bypass (T
Traffic Composition at VC-5 Location on Tumkur Bypass (Towards Gubbi) Jun
63.000
traffic, then around 20% of goods vehicles which includes all types su
3-Axle & MAV. Bus & Mini- Bus constitutes around 3% of the total da
Wheelers constitute 4.8% of the average daily traffic. Remaining pe
accounts for all other remaining categories of vehicles. The traff
observed in the survey location is plotted graphically and
Composition of Vehicles at Tumkur Bypass (Towards Gubbi)

5.1J4u%nc3t.i6o3n%w it h N H-4 at Km 63.000
5.33% 2 . 26 %
Two Wheeler - 36.72%
0.06%
0.86%
5.33%
Auto Goods - 2.10%
26.04%
6.11%
26.04%
0.72%
0.03%
1.71%
Mini-Bus - 2.26%
1.22% Govt Bus - 0.06%
2.10% 0.02%
Pvt Bus - 0.86%
0.00%
36.72% 0.00%
2.71% 0.00%
Figure 4.15: Average Composition of Vehicles at VC-5 Location on Tumkur Bypass (To
Average Daily Traffic at VC-6 Location on Road to Tumkur City near Batavadi (
Km 66.000)
vehicles respectively. It is understood from
motorised vehicles is very low. The peak hour
e total day traffic. The summary of the present
ented in Table 4.39.
Location on Tumkur Bypass (Towards Gubbi)
Gubbi) (D-1 to D-2)

angala (D-2 to D-1)
cation on Tumkur Bypass (Towards Gubbi) Junction
Bypass (Towards Gubbi) Junction with NH-4 at Km
eals that, the one day average daily traffic

ger traffic followed by 37% of Two Wheeler
which includes all types such as LCV, 2-Axle,
around 3% of the total day traffic. Three
aily traffic. Remaining percentage of traffic
es of vehicles. The traffic composition
d graphically and
ation on Tumkur Bypass (Towards Gubbi) Junction
o Tumkur City near Batavadi (Junction with NH-4 at

21881 Vehicles. This traffic includes 21583 PCUs and 298 PCUs as
vehicles respectively. It
is understood from the above figures that, the intensity of non-motoris
which is around 2. 0%. Summary of the present day traffic at the loca
Table
Table 4.40.
4.40: Present Average Traffic at VC-6 Location on Road to Tumkur
(Junction with NH-4 at Km 66.000)
Two Wheeler 6366 6378 12744
Mini-Bus 153 27 180
Govt Bus 734 8 742

Pvt Bus 212 12 224
Cycle 260 235 495
SLOW MOVING
Animal Drawn 1 2 3
VEHICLES
Hand cart 0 0 0
Total PCU 14646 7262 21881
Nelamangala to Tumkur City (D-1 to D-2) Tumkur City to Nelamanga
Hourly Variation& Peak Hour Traffic at VC-6 Location on Road to Tumkur City
with NH-4 at Km 66.000)
hourly
distribution of Average Daily Traffic at this location reveals that the pe
movement is observed during 06.00pm to 07.00pm hour with traffic o
the location.
are represented graphically in Figure 4.16.
Peak Hour Traffic Volume for the location is 1744PCU per Hour. This
PCUs and 33 PCUs as fast and slow moving vehicles respectively. It
Table 4.41: Present Peak Hour Traffic at VC-6 Location on Road to Tum
een carried out for duration of 24 hours for 1
4 hours for the location is 24714PCUs &
PCUs and 298 PCUs as fast and slow moving
he intensity of non-motorised vehicles is less

sent day traffic at the location is presented in
ocation on Road to Tumkur City near Batavadi
umkur City to Nelamangala (D-2 to D-1)

ion on Road to Tumkur City near Batavadi (Junction
hourly distribution of traffic. A study of the
cation reveals that the peak hour traffic

7.00pm hour with traffic of 1744PCU/Hour for
and the hourly variation in terms of vehicles

g vehicles respectively. It is understood from
motorised vehicles is very low. The peak hour
e total day traffic. The summary of the present
nted in Table 4.41.
Location on Road to Tumkur City near Batavadi
Auto Goods 28 17 45
LCV-6Wheelers 7 0 7
Mini-Bus 7 2 9
Govt Bus 44 1 45
Pvt Bus 11 0 11
Hourly Variation of Traffic on Road to Tumkur City near Batavadi
3-Axle Trucks 5 0 5
200 Junction with NH-4 at Km 66.000
MAV (3 to 6 Axles) 0 Neelamangala to Tumkur
0 City 0 0
Tumkur City to Neelamangala Both Direction
0
Tractor with & Without 160
Trailor 4 2 6
Cycle 0 44 18 62
SLOW MOVING
140
VEHICLES
0
Hand cart 0 0 0 0
100
0 0 0 0
600
400
Total Vehicles 200 1307 Time928
in Hour 2235
Total PCU 1118 628 1744
Nelamangala to Tumkur City (D-1 to D-2) Tumkur City to Nelamangala (D-2 to D-1)
Figure 4.16: Average Hourly Variation of Traffic at VC-6 Location on Road to Tumkur C
Traffic Composition at VC-6 Location on Road to Tumkur City near Batavadi (J
Km 66.000)
traffic, then around 5% of goods vehicles which includes all types suc
Axle & MAV. Bus & Mini- Bus constitutes around 4.5% of the tota
Wheelers constitute 19% of the average daily traffic. Remaining pe
accounts for all other remaining categories of vehicles. The traffic com
the survey location is plotted graphically and
Composition of Vehicles on Road to Tumkur City near Batavadi Junction
15.41%
with NH-4 at Km 66.000 Two Wheeler - 51.57%
2.29% 2.11% 2.58%
Auto Goods - 2.29%
16.67% 0.85%
0.73%
3.00%
0.91%
0.92%
Mini-Bus - 0.73%
0.26%
Govt Bus - 3.00%
0.01%
Pvt Bus - 0.91%
0.00%
0.67%
MAV (3 to 6 Axles) - 0.01%
2.00% MAV (Above 6 Axles) - 0.00%
0.00%
Tractor with & Without Trailor - 0.67% Cycle - 2.00%
0.01%
51.57%
Hand cart - 0.00%
0.01%
Figure 4.17: Average Composition of Vehicles at VC-6 Location on Road to Tumkur Cit
4.12 Classified Turning Traffic Volume Count Survey
ar Batavadi

ocation on Road to Tumkur City near Batavadi
Tumkur City near Batavadi (Junction with NH-4 at
veals that, the one day average daily traffic

nger traffic followed by 52% of Two Wheeler
which includes all types such as LCV, 2-Axle, 3-
around 4.5% of the total day traffic. Three
daily traffic. Remaining percentage of traffic
of vehicles. The traffic composition observed in
nd
cation on Road to Tumkur City near Batavadi
Along the corridor, a few at grade major junctions identified where the
from or to NH-4 is observed. As mentioned above, the classified turn
count survey has been carried out for the duration of 12 hours to asc
traffic movement at these junctions. Summary of the 12 hour and pea
are presented in Table 4.42 below. Location wise detailed traffic coun
presented in Annexure 4.02.
Table 4.42: Summary of Traffic at Junctions
Junctio 12 Hour Traffic Peak Hour Traffic Volume % of Peak

n ID Volume Count Count Hour
Name of Junction Traffic
Total No. Total Total No. of Total
of PCU Peak Hour Vehicles PCU
Vehicles
At Km 47.600, At Junction of 11.00am
IC-1 Dobbaspete Industrial Area 21021 34208 to 1807 3127 9.14%
Road with NH-4 12.00pm
IC-2 At Km 64.180, Kyatsandra 27749 37267 04.00pm 2574 3573 9.59%
Junction- NH-4 with to
Kesaramadu – Siddaganga 05.00pm
Math Roads
1131
IC-3* At Km 35.200, T Begur 12036 18978 05.00pm 1791 9.47%
Industrial Area Junction - T to
Begur Industrial Area Road 06.00pm
with NH-4
* In this junction, the traffic moving in Bangalore – Tumkur direction has not
at this particular location the road is independtly traversing in two different d
Classified Turning Traffic Volume at Km 47.600 (NH 4 and Dabbaspete Industri
IC-1
Classified traffic volume count was carried out at Km 47.600 (NH 4 &
Industrial Area Road Junction) of NH-4 for duration of 12 hours. The
12 hour duration at the junction is 21021 vehicles & 34208 PCUs and
movement at the junctions is 1807 Vehicles & 3127 PCUs. Details of
the junction are presented in Table
4.43 to 4.44 below. Also the peak hour traffic flow diagram is presented
Table 4.43: 12 Hour Direction-wise Traffic Details at Km 47.600 (NH 4 &
Area Road Junction) IC-1
Total Fast Total Slow Total Total Fast Total Slow Total Directional
Direction Moving Moving Vehicles Moving Moving PCU Distribution
D-1 to D-2 1017 14 1031 1618 7 1625 4.9%
D-1 to D-3 9361 7 9368 15435 7 15442 44.6%
Total Traffic from D-1 10378 21 10399 17053 14 17067 49.5%
D-2 to D-1 557 6 563 948 3 951 2.7%
D-2 to D-3 498 0 498 622 0 622 2.4%
D-3 to D-1 8753 10 8763 14703 5 14708 41.7%
D-3 to D-2 794 4 798 860 2 862 3.8%
Total from All 20980 41 21021 34184 24 34208 100.0%
Directions
s identified where the turning of traffic
e, the classified turning traffic volume
n of 12 hours to ascertain the peak hour
the 12 hour and peak hour traffic details
detailed traffic count information is
mkur direction has not been considered as

ersing in two different directions.
nd Dabbaspete Industrial Area Road Junction)
Km 47.600 (NH 4 & Dobbaspete

on of 12 hours. The traffic movement for
s & 34208 PCUs and peak hour traffic
127 PCUs. Details of the traffic survey at
diagram is presented in Figure 4.18 below.

Km 47.600 (NH 4 & Dobbaspete Industrial
Directional
Distribution
4.9%
44.6%
49.5%
2.7%
2.4%
5.0%
41.7%
3.8%
45.5%
100.0%
D-1: Nelamangala, D-2: Dobbaspete Industrial Area Road, D-3: Tum
Table 4.44: Peak Hour Direction-wise Traffic Details at Km 47.600 (NH 4
Industrial Area Road Junction) IC-1
Direction Total Fast Total Total Total Fast Total Total

Moving Slow Vehicles Moving Slow PCU
Vehicles Moving PCU Moving
Vehicles PCU
D-1 to D-2 93 0 93 161 0 161
D-1 to D-3 818 0 818 1434 0 1434
Total Traffic from D-1 911 0 911 1594 0 1594
D-2 to D-1 51 0 51 105 0 105
D-2 to D-3 51 0 51 76 0 76
D-3 to D-1 734 2 736 1282 1 1283
D-3 to D-2 58 0 58 70 0 70
Total from All Directions 1805 2 1807 3126 1 3127
D-1: Nelamangala, D-2: Dobbaspete Industrial Area Road, D-3: Tum
Figure 4.18: Peak Hour Traffic Flow at Km 47.600 (NH 4 & Dobbaspete Industrial Are
PCUs
Classified Turning Traffic Volume at Km 64.180 (Kyatsandra Junction- NH-4 wi
Siddaganga Math Roads) -IC-2
Classified traffic volume count was carried out at the junction o
Kesaramadu – Siddaganga Math Roads for duration of 12 hours just
Junction where a road leads to Tumkur City. The traffic movement fo
the junction is 27749 vehicles & 37267 PCUs and peak hour traffic m
junctions is 2574 Vehicles & 3573 PCUs. Details of the traffic survey a
presented in Table 4.45 to 4.46 below. Also the
peak hour traffic flow diagram is presented in Figure 4.19.
Industrial Area Road, D-3: Tumkur
raffic Details at Km 47.600 (NH 4 & Dobbaspete
Directional
Distribution
5.1%
45.3%
50.4%
2.8%
2.8%
5.6%
40.7%
3.2%
43.9%
100.0%
Industrial Area Road, D-3: Tumkur
00 (NH 4 & Dobbaspete Industrial Area Road Junction) in
4.180 (Kyatsandra Junction- NH-4 with Kesaramadu –
s carried out at the junction of NH-4 with

oads for duration of 12 hours just before the Batavadi
kur City. The traffic movement for 12 hour duration at
67 PCUs and peak hour traffic movement at the
Us. Details of the traffic survey at the junction are
Also the
sented in Figure 4.19.
Table 4.45: 12 Hour Direction-wise Traffic Details at Kyatsandra Junction at Km
Total Fast Total Total Total Fast Total Slow Total Directional
Moving Slow Vehicles Moving Moving PCU Distribution
Direction
Vehicles Moving PCU PCU
Vehicles
D-1 to D-2 142 26 168 112 13 125 0.6%
D-1 to D-3 11399 22 11421 16688 19 16707 41.2%
D-1 to D-4 418 20 438 377 10 387 1.6%
D-2 to D-1 120 13 133 95 7 101 0.5%
D-2 to D-3 267 13 280 178 7 184 1.0%
D-2 to D-4 790 33 823 567 17 583 3.0%
D-3 to D-1 11787 40 11827 16719 37 16755 42.6%
D-3 to D-2 315 5 320 222 3 225 1.2%
D-3 to D-4 528 15 543 575 15 590 2.0%
D-4 to D-1 382 9 391 441 5 445 1.4%
D-4 to D-2 844 36 880 605 33 638 3.2%
D-4 to D-3 512 13 525 523 7 529 1.9%
Total from All Directions 27504 245 27749 37098 169 37267 100.0%
D-1: Nelamangala, D-2: Kesaramadu, D-3: Tumkur, D-4: Siddaganga

Table 4.46: Peak Hour Direction-wise Traffic Details at Kyatsandra Junction at
Total Fast Total Slow Total Total Fast Total Total Directional
Moving Moving Vehicles Moving Slow PCU Distribution
Direction
Vehicles Vehicles PCU Moving
PCU
D-1 to D-2 12 1 13 8 1 8 0.5%
D-1 to D-3 1106 2 1108 1621 9 1630 43.0%
D-1 to D-4 40 2 42 43 1 44 1.6%
D-2 to D-1 9 1 10 13 1 14 0.4%
D-2 to D-3 20 0 20 15 0 15 0.8%
D-2 to D-4 56 1 57 49 1 50 2.2%
D-3 to D-1 1107 1 1108 1597 1 1598 43.0%
D-3 to D-2 26 0 26 22 0 22 1.0%
D-3 to D-4 37 1 38 36 1 36 1.5%
D-4 to D-1 26 0 26 32 0 32 1.0%
D-4 to D-2 77 4 81 61 17 78 3.1%
D-4 to D-3 45 0 45 50 0 50 1.7%
D-1: Nelamangala, D-2: Kesaramadu, D-3: Tumkur, D-4: Siddaganga
Figure 4.19(a): Peak Hour Traffic Flow at Kyatsandra Junction at Km 64.180 in PCUs
Classified Turning Traffic Volume at Km 35.200 (T Begur Industrial Area Juncti
Industrial Area Roads) -IC-3
Classified traffic volume count was carried out at the junction of NH-4
Industrial Area Roads for duration of 12 hours where the directional c
independent as the roads traverses on the circumference of the villag
side. Hence in conducting the junction survey, the cross road traf
the traffic moving from Tumkur to Bangalore direction. Hence, th
Bangalore-Tumkur direction has not been considered. The traffic m
hour duration at the junction is 12036 vehicles & 18978 PCUs and peak h
at the junctions is 1131 Vehicles & 1791 PCUs. Details of
the traffic survey at the junction are presented in Table 4.47 to 4.48 belo
hour traffic flow diagram is presented in Figure 4.19(b) below.
atsandra Junction at Km 64.180
kur, D-4: Siddaganga Math

Kyatsandra Junction at Km 64.180
kur, D-4: Siddaganga Math
m 64.180 in PCUs
ur Industrial Area Junction- NH-4 with T Begur
t the junction of NH-4 with T Begur

here the directional carrigeway becomes
mference of the village limit on either
the cross road traffic inflences only
direction. Hence, the traffic moving in
sidered. The traffic movement for 12
978 PCUs and peak hour traffic movement
ils of
Table 4.47 to 4.48 below. Also the peak
19(b) below.
Table 4.47: 12 Hour Direction-wise Traffic Details at T Begur Industrial A
35.200
Moving Moving Vehicles Moving Moving PCU Distribution
Direction
D-1 to D-2 1656 8 1664 1882 4 1886 13.8%

D-1 to D-1 (U-TURN) 787 3 790 871 2 872 6.6%
D-2 to D-1 1075 0 1075 1333 0 1333 8.9%
D-2 to D-3 486 4 490 704 2 706 4.1%
D-3 to D-1 7771 1 7772 13751 1 13751 64.6%
D-3 to D-2 242 3 245 429 2 430 2.0%
D-1: Nelamangala, D-2: T Begur Industrial Area, D-3: Tumkur

Table 4.48: Peak Hour Direction-wise Traffic Details at T Begur Industrial Area
Moving Moving Vehicles Moving Moving PCU Distribution
Direction
D-1 to D-2 121 0 121 139 0 139 10.7%

D-1 to D-1 (U-TURN) 73 0 73 102 0 102 6.5%
D-2 to D-1 114 0 114 129 0 129 10.1%
D-2 to D-3 43 0 43 71 0 71 3.8%
D-3 to D-1 746 0 746 1292 0 1292 66.0%
D-3 to D-2 33 1 34 59 1 60 3.0%
D-1: Nelamangala, D-2: T Begur Industrial Area, D-3: Tumkur

Figure 4.19(b): Peak Hour Traffic Flow at T Begur Industrial Area Junction at Km 35.200 in
Grade Separated Facilities across Junctions
As per IRC: SP: 41-1994, IRC: 92-1985 and IRC: 62-1976, the necessity for pr
separation and interchange facility for any intersection, will arise at the followin
 When the total traffic on all the arms of the existing intersection is in exces
per hour, resulting in serious congestion and frequent choking of the intersectio
 When the proposed highway is to be designed as a complete access cont
 When the project road is to be designed as expressway.
 When the estimated traffic volume within next 5 years is in excess of the c
intersection.
 When the signal stopping time at the existing intersection exceeds 120 se
4.13 Pedestrian Movement Survey Details
Based on the initial reconnaissance survey, the locations of high volume of pedes
across the project road have been identified and at those locations, survey has be
Summary of the present pedestrian survey data is presented in Table 4.36 below. T
made to estimate number of pedestrians crossing the project corridor and the nee
treatment/facilities by assessing the hazard index (an indicator of the level of conf
pedestrian and vehicle). The pedestrian flows at different locations during the traf
presented in Table 4.49 below.
Table 4.49: Details of the Pedestrian Crossing at Various Locations along NH-4 at various Lo
at T Begur Industrial Area Junction at Km
ea, D-3: Tumkur

at T Begur Industrial Area Junction at Km 35.200
ea, D-3: Tumkur

a Junction at Km 35.200 in PCUs Justification of
76, the necessity for providing grade

will arise at the following situations:
intersection is in excess of 10,000 PCU’s
hoking of the intersection.
a complete access controlled highway.
sway.
ars is in excess of the capacity of the existing
ection exceeds 120 sec.

of high volume of pedestrian movement
ocations, survey has been carried out.
ed in Table 4.36 below. The analysis has been
ect corridor and the need for
cator of the level of conflict between
ocations during the traffic peak hour are
s along NH-4 at various Locations

At Kuluvana- At At Manchakal- After Railway At
halli Hirehalli kuppe crossing Before Batavadi
Time/Location/ Entry to Tumkur City
Chainage
Km 41.600 Km 57.900 Km 60.400 Km 65.400 Km 66.000
08.00am to 09.00am 110 119 223 89 339

09.00am to 10.00am 126 123 165 87 397
10.00am to 11.00am 82 85 99 57 282
11.00am to 12.00pm 54 79 85 50 167
04.00pm to 05.00pm 87 134 190 100 330
05.00pm to 06.00pm 94 128 200 97 392
06.00pm to 07.00pm 60 95 136 85 269
07.00pm to 08.00pm 52 75 95 61 164
Max Pedestrian Crossing 126 134 223 100 397
Max Vehicular Traffic

(Considered from Nearest
1932 1967 1679 1967 1778
Volume
Count Station)
Pedestrian Volume
Index,PV in terms of 10
2 8 5E+08 5E+08 6E+08 4E+08 1E+09
Table 4.49 presents the PV value, which is a measure of intensity of vehicular and
2
(Reference: IRC 103:2012 “Guidelines for Pedestrian Facilities”) for all the su
all the locations, the PV value is greater than the value of 10 . Hence, keeping the
2 8
expected future requirement, it is proposed to provide a Grade Separated Pedest

at all the above mentioned locations for safe crossing of pedestrians.
4.14 Analysis of Axle Load Survey Data
Intensity of the traffic loading plays an important role in design of new pavement o
existing pavement by means of an overlay. Since the present scope of the work is
pavement for the widening portion and overlay for strengthening the existing pav
it is required to estimate the repetitions of the traffic load expected on the road se
In estimating the repetitions of the traffic load, Vehicle Damage Factor (VDF) is an
which needs to be determined from the field studies.
The VDF is calculated based on the Axle Load survey that is carried
weighing the vehicles using the Portable Weighing Pads on the road
been carried out for a period of 24 hours on a normal working day at
locations.
The collected survey data has been grouped into the range of 1 tonn
type of axle like single axle or tandem axle. The frequency of each cl
computed. These frequencies were multiplied with the equivalency fa
class to obtain the Equivalent Standard Axles (ESA) in terms of 8.20
load and 15 Tonnes for Tandem Axles. Summation of the total ESA g
damaging effect at the survey location. Knowing the number of vehic
weighed and the total damaging effect, VDFs for various categories o
computed.
Summary of the Calculated VDF at both the Locations for different ca
are presented below in Table 4.50 and Table 4.51. For the purpose of es
repetitions of the loads, the following VDF have been adopted based
carried out and are presented in Table 4.52 (average higher VDF value
locations) below. The details of the Axle Load Analysis for both the lo
presented in Annexure 4.03.
Table 4.50: Summary of Vehicle Damage Factors for Each Vehicle at Km
Nelamangala Toll Plaza on NH-4
tensity of vehicular and pedestrian conflict
Facilities”) for all the surveyed locations. At
10 . Hence, keeping the present and
8
rade Separated Pedestrian Crossing Facility

edestrians.
sign of new pavement or strengthening of the

ent scope of the work is to design the new
hening the existing pavement, for which also,
expected on the road sections.
mage Factor (VDF) is an important parameter
d survey that is carried out at the field by
ghing Pads on the road side. This survey has
normal working day at the two proposed
into the range of 1 tonne depending upon the

he frequency of each class interval was then
with the equivalency factors of the weight
(ESA) in terms of 8.20 tonnes single axle
mation of the total ESA gives the overall
ng the number of vehicles, number of axles
for various categories of vehicles are
Locations for different categories of vehicles

1. For the purpose of estimating the
ve been adopted based on the field studies
erage higher VDF values from both
d Analysis for both the locations are
s for Each Vehicle at Km 30.600 near

Vehicle type Nelamangala to Tumkur to Average for both
Tumkur Nelamangala direction
LCV - goods 0.683 0.424 0.553
2-axle truck 3.146 4.395 3.771
Bus 1.057 0.893 0.975
3-axle truck 5.658 5.408 5.533
Semi-truck trailer 7.422 5.972 6.697
(Tandom rear axle)
Truck trailer (Tandom 9.119 9.335 9.227
rear axle)
Table 4.51: Summary of Vehicle Damage Factors for Each Vehicle at Km
Toll Plaza on NH-4
Vehicle type Nelamangala to Tumkur to Average for both
Tumkur Nelamangala direction
LCV - goods 0.557 0.646 0.602
2-axle truck 4.080 4.944 4.512
Bus 1.103 1.063 1.083
3-axle truck 7.141 6.320 6.730
Semi-truck trailer 6.303 6.847 6.575
(Tandom rear axle)
Truck trailer (Tandom 8.415 9.066 8.741
rear axle)
Table 4.52: Adopted VDFs for Calculation of MSA for Various Sections
Road section /vehicle type LCV - 2-axle Bus 3-axle MAV
goods truck truck
Nelamangala to Tumkur bypass end point 0.602 4.512 1.083 6.730 7.962
tors for Each Vehicle at Km 62.000 near Tumkur
A for Various Sections

4.15 Origin-Destination (O-D) Surveys
Origin and Destination survey was conducted for both passenger and
specified time duration on normal working day for the above mention
Km 62.000 two locations. Roadside interview (RSI) method was adop
sampling basis obtaining information about the vehicle user.
The objective of the Origin-Destination (O-D) survey is to gather infor
travel characteristics of different users on the project road. Apart from
characteristics, one major important objective of the O-D study is to a
through traffic and local traffic along the corridor.
Study Area Zoning System
In order to assess the traffic pattern on the project influence area, zon
developed keeping in view the major generation and attraction points
entire project influence area is divided into 36 zones & they have bee
O-D analysis and data coding. The pre-defined zone indicates the int
zonal traffic movement which facilitates in assessing the through traff
i.e. Bangalore-Mumbai Road. The zoning system is presented in Tab
Table 4.53: Details of Zones
Zone No. Zone Area Details

1 Hosur, Krishnagiri,
2 Salem, Dhrmapuri, Erode, Coimbatore
3 Madurai, Namakkal, Trichy, Karur, Tirunelveli, Kanyakumari Districts
4 Chennai, Kanchipuram, Arkkonam, Tiruvallur District
5 Nilgiris, Dindigul, Teni, Madurai, Virudunagar, Tirunelveli, Nagercoil, Tuticorin,
Ramanathapuram, Sivaganga, Namakkal, Tiruchhirapalli, Karur
6 Tiruputtur, Vaniyambadi & Surrounding Areas, Gudiyattam, Pernampet & Surrounding
Areas,Walajapet, Ranipet, Tirruvallam, Arcot, Walaja Road, Ammur
7 Tiruvannamali, Vilupuram, Cuddalore, Nagappattinam, Perambalur, Thanjavur,
Thiruvarur, Pudukkottai, Pondicherry
8 Kerala State
9 Kodagu, Chamarajanagar, Mysore, Mandya, Ramanagara, Districts
10 Bangalore City and Urban District
11 Chikkaballapura, Doddaballapur, Hindupura, Bagepalli, Gouribidanur
12 Hoskote, Kolar, Malur, Bangarpete, Mulbagalu
13 Devanahalli, Srinivasapura, Chintamani, Siddlagatta, ,
14 Mangalore, Udupi Districts
15 Kunigal, Channarayanpatna, Hassan, Sakleshpura,
16 Nelamangala and surrounding Areas towards Bangalore
17 T Begur Industrial Area, Thayamagondlu Industrial Area (between Nelamangal and
Dabbaspete)
18 Dobbaspete, Sompura(Dobbaspete) Industrial Area, Hirehalli industrial Area
19 Tumkur City and Surrounding Area
20 Gubbi,Turuvekere,Tiptur, Chiknayakanhalli,
21 Koratagere ,Madhugiri, Pavagada
22 Sira, Hiriyuru, Chitradurga
23 Chikkamagalur, Shimoga,Uttara Kannada districts.
24 Harihara, Ranibennur and Haveri and Davangere districts
25 Bellary, Koppal, Bagalkote,Bijapur,
26 Bidar, Gulbarga District
27 Hubli and Dharwad City and Dhrwad and Gadag Districts
28 Goa state
29 Belgaum district
30 Tirupathi, Chandragirir, Renigunta, Erpedu, Srikalahasti
31 Hyderbad, Vijaywada, Rest of Andhra Pradesh
32 Mumbai & Pune, Rest of Maharashtra
33 Gujurath & Rajastan
34 J & K, Haryana, Punjab, Uttar Pradesh, Uttaranchal (Uttarakhand), Madhya Pradesh,
Delhi
35 Chattisgaragh, Orissa, West Bengal, Bihar & North Eastern States
36 Rest of India
d for both passenger and freight carriers for
ay for the above mentioned Km 30.600 and
w (RSI) method was adopted with random
he vehicle user.
) survey is to gather information regarding
e project road. Apart from these
e of the O-D study is to assess the volume of
idor.
roject influence area, zoning system is

tion and attraction points of traffic trips. The
6 zones & they have been considered for the
ed zone indicates the inter-zonal and intra-
ssessing the through traffic on the project road
stem is presented in Table 4.53 below.
Trip Characteristics
Based on the Origin-Destination survey by method of Road Side Inte
travel characteristics pertaining to the various vehicle categories
summarized. The information gathered from the survey includes the
 Origin-Destination
 Trip Purpose
 Trip Frequency
 Commodity Type carried by Goods Vehicles
With gathered above information, the distribution of these inform
factors are summarized in Table 4.54 to Table 4.55 below.
Table 4.54: Distribution of Vehicle Trips Based on Trip Purpose at all Location
Sl. Trip Purpose OD-1 at Km OD-2 at Km

No. 30.600 62.000
1 Commuting/Work/School 35.36% 12.03%
2 Business 41.89% 15.71%
3 Sightseeing 11.98% 27.52%
4 Bus driver, Taxi Driver 7.01% 21.61%
5 Recreation 0.88% 0.29%
6 Others 2.87% 22.84%
Total 100.00% 100.00%
Table 4.55: Distribution of Vehicle Trips Based on Trip Frequency of Travel at a
Passenger Vehicles
Sl. Trip Frequency OD-1 at Km OD-2 at Km
No. 30.600 62.000
1 Single Trip per Day 27.36% 21.99%
2 Two Trips per Day 13.34% 29.51%
3 More Than Two Trips Per Day 5.01% 6.06%
4 Once in a Week 15.00% 3.14%
5 Twice in a Week 18.35% 2.78%
6 Once a Fortnight 8.81% 30.39%
7 Once in a Month 12.12% 6.14%
Total 100.00% 100.00%
in-Destination survey by method of Road Side Interview method, the
cs pertaining to the various vehicle categories have been
information gathered from the survey includes the following
ion
pe carried by Goods Vehicles

ove information, the distribution of these information to various
arized in Table 4.54 to Table 4.55 below.
on of Vehicle Trips Based on Trip Purpose at all Locations
on of Vehicle Trips Based on Trip Frequency of Travel at all Locations for

Vehicles
Sl. Trip Frequency OD-1 at Km OD-2 at Km
No. 30.600 62.000
1 Single Trip per Day 18.46% 8.69%
2 Two Trips per Day 5.17% 6.98%
3 More Than Two Trips Per Day 3.87% 1.81%
4 Once in a Week 30.55% 23.07%
5 Twice in a Week 3.67% 5.12%
6 Once a Fortnight 4.74% 7.40%
7 Once in a Month 33.54% 46.92%
Total 100.00% 100.00%
Table 4.57: Distribution of Vehicle Trips Based on Type of Commodity Carried
Locations
Code Type of Commodity OD-1 at Km OD-2 at Km
30.600 62.000
1 Agriculture Product (Rice, Vegetable, Fruit, etc.) 47.91% 21.23%
2 Plantation Product (Cacao, Coffee, Clove, etc.) 3.38% 4.91%
3 Forest (Log, Timber, Plywood, etc.) 2.93% 6.16%
4 Fishery (Fish, Shell, Prawn, etc.) 3.79% 5.44%
5 Mineral (Salt, Coal, Nickel, Iron, etc.) 4.48% 6.09%
6 Metal & Machine (Steel, Generator, Car, Motorcycle, 8.78% 8.19%
7 etc.)
Chemical (Petroleum, Alcohol, Acid, etc.) 7.80% 15.07%
8 Industry/Electronics (Machine parts, Garment, HP, etc.) 9.12% 12.98%
9 Construction (Sand, Gravel, Concrete, Beam, etc.) 9.29% 18.81%
10 Others 2.52% 1.11%
Total 100.00% 100.00%
Origin-Destination Matrices
Based on the above mentioned zones, the data collected during the O
coded respectively according to their zone numbers. With these infor
indicating the origin & destination has been formulated for individual
for both the locations separately.
In order to assess the influence of each zone on its traffic attraction a
trips, the influence factors have been calculated for each vehicle type
results provide a clear indication of the regions, which contribute to th
existing roads in the project influence area. Number of trips origina
destined to any zone represents the influence of that zone on the
the percentage of trips that are being originated or designated to a pa
trips originating from and destined to any zone divided by twice the to
observed trips in percentage terms gives the influence factor (IF) of th
The details of influence factors for all the vehicle types are given in T
4.58 to Table 4.59 below. The details of the O-D matrix for all the loca
Annexure 4.04.
on Trip Frequency of Travel at all Locations for Goods
on Type of Commodity Carried by Goods Vehicles at all
e data collected during the O-D Survey has been

e numbers. With these information, the matrix
en formulated for individual category of vehicles
zone on its traffic attraction and production of

culated for each vehicle type. The O-D survey
egions, which contribute to the traffic on the
ea. Number of trips originating from and
nfluence of that zone on the traffic movement or
ginated or designated to a particular Zone. Sum of
zone divided by twice the total number of
the influence factor (IF) of that particular zone.
vehicle types are given in Table
e O-D matrix for all the locations are presented in
Table 4.58: Influence Factors for Various Types of Vehicles at Km 32.000 near Nelamanga
Zone Car Car Mini Bus Bus LCV (4 LCV (6 2 Axle 3 Axle
No. (white (Yellow Bus (Govt) (Pvt) wheelers) wheelers) Truck Truck
board) board)
1 10.5% 10.4% 0.0% 0.8% 1.8% 4.4% 4.5% 3.6% 3.4%
2 0.1% 0.1% 0.0% 0.4% 0.0% 0.0% 0.9% 1.6% 3.0%
3 1.0% 1.6% 2.2% 0.0% 0.0% 1.1% 2.5% 3.6% 4.2%
4 0.4% 0.4% 2.2% 0.0% 0.0% 2.2% 4.7% 5.8% 5.2%
5 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.9% 0.6% 0.9%
6 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.6% 1.1% 0.9%
7 1.4% 1.7% 0.0% 0.2% 0.0% 1.1% 0.6% 0.7% 1.1%
8 0.1% 0.0% 0.0% 0.0% 0.0% 4.4% 2.6% 3.0% 3.3%
9 0.0% 0.0% 0.0% 0.0% 0.0% 1.1% 0.8% 0.8% 0.7%
10 31.8% 30.4% 37.0% 47.4% 47.0% 33.3% 31.1% 27.6% 26.6%
11 0.0% 0.2% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
12 0.0% 0.3% 0.0% 0.0% 0.0% 1.1% 0.2% 0.3% 0.2%
13 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.1%
14 0.5% 0.1% 0.0% 0.3% 0.0% 0.0% 1.3% 0.6% 0.6%
15 0.1% 0.2% 0.0% 0.8% 1.0% 1.1% 0.6% 0.2% 0.2%
16 4.5% 5.0% 6.5% 0.6% 0.8% 1.1% 0.6% 0.9% 0.6%
17 1.1% 0.8% 0.0% 0.2% 0.0% 2.2% 1.1% 0.7% 0.7%
18 1.7% 1.1% 0.0% 0.2% 0.3% 15.6% 1.7% 0.3% 0.3%
19 8.5% 7.8% 15.2% 8.8% 7.6% 10.0% 9.4% 7.2% 6.2%
20 2.5% 2.5% 6.5% 1.0% 0.8% 1.1% 0.8% 0.7% 0.8%
21 1.3% 0.9% 2.2% 1.0% 0.5% 0.0% 0.8% 0.3% 0.6%
22 10.6% 8.4% 2.2% 9.9% 18.5% 3.3% 4.7% 5.9% 5.7%
23 4.0% 3.9% 6.5% 11.2% 6.6% 3.3% 3.0% 2.4% 2.9%
24 5.5% 7.8% 6.5% 6.6% 5.6% 3.3% 3.8% 3.6% 3.6%
25 1.9% 1.6% 6.5% 4.6% 4.8% 2.2% 0.6% 2.1% 1.9%
26 1.9% 2.4% 4.3% 0.3% 0.5% 0.0% 0.4% 0.6% 0.9%
27 7.2% 8.7% 2.2% 3.0% 1.5% 1.1% 4.0% 3.6% 4.6%
28 0.9% 1.3% 0.0% 0.1% 0.0% 0.0% 0.9% 1.1% 0.8%
29 0.0% 0.1% 0.0% 0.5% 0.0% 0.0% 0.2% 0.5% 0.6%
30 0.0% 0.0% 0.0% 1.0% 0.5% 0.0% 0.0% 0.0% 0.0%
31 0.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.9% 0.7% 0.6%
32 1.7% 2.3% 0.0% 1.0% 1.3% 4.4% 9.2% 11.8% 9.9%
33 0.3% 0.2% 0.0% 0.1% 1.0% 1.1% 1.1% 1.8% 1.6%
34 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 2.1% 2.6% 3.0%
35 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.2% 0.1% 0.0%
36 0.0% 0.0% 0.0% 0.0% 0.0% 1.1% 3.2% 3.4% 4.4%
Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Km 32.000 near Nelamangala Toll Plaza (OD-1)
Multi
Axle
Truck
3.5%
3.0%
1.7%
12.2%
0.0%
1.7%
0.9%
2.2%
1.3%
21.7%
1.3%
1.3%
0.0%
0.0%
0.0%
0.4%
0.9%
0.0%
2.2%
0.9%
1.3%
3.5%
2.6%
1.3%
2.6%
0.9%
2.2%
0.0%
0.0%
0.4%
0.4%
12.2%
3.0%
8.7%
0.4%
5.2%
100.0%
Table 4.59: Influence Factors for Various Types of Vehicles at Km 62.000 near Tumkur Tol
Zone Car Car Mini Bus Bus LCV (4 LCV (6 2 Axle 3 Axle
No. (white (Yellow Bus (Govt) (Pvt) wheelers) wheelers) Truck Truck
board) board)
1 1.9% 1.6% 12.5% 0.8% 0.0% 2.9% 1.9% 1.9% 1.9%
2 0.5% 0.3% 0.0% 0.1% 0.4% 0.7% 1.1% 1.7% 2.9%
3 0.1% 0.2% 0.0% 0.1% 0.0% 1.5% 3.0% 3.8% 6.9%
4 2.0% 1.3% 2.5% 0.5% 0.4% 5.9% 5.0% 5.6% 10.2%
5 0.1% 0.1% 2.5% 0.0% 0.0% 0.0% 0.0% 0.1% 0.4%
6 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.2% 0.3% 0.1%
7 0.0% 0.0% 0.0% 0.0% 0.0% 0.7% 3.0% 1.2% 0.8%
8 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.7% 0.7% 0.4%
9 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.3% 0.0%
10 36.3% 37.1% 25.0% 44.1% 48.3% 33.8% 31.8% 29.7% 24.5%
11 1.7% 1.0% 0.0% 0.7% 0.4% 0.7% 0.0% 0.3% 0.1%
12 1.1% 1.8% 0.0% 0.8% 0.0% 2.2% 0.6% 0.8% 0.4%
13 0.9% 0.7% 2.5% 0.3% 0.0% 0.7% 0.4% 0.0% 0.1%
14 0.1% 0.1% 0.0% 0.2% 0.0% 0.7% 0.2% 0.2% 0.2%
15 0.3% 0.1% 0.0% 0.2% 0.0% 0.0% 0.2% 0.0% 0.0%
16 2.8% 3.0% 5.0% 1.1% 0.0% 0.0% 0.7% 0.8% 0.6%
17 1.3% 1.6% 0.0% 1.0% 0.4% 0.0% 0.0% 0.4% 0.0%
18 1.0% 1.2% 0.0% 0.8% 0.0% 0.7% 1.3% 2.2% 0.6%
19 12.1% 7.8% 20.0% 9.6% 7.5% 10.3% 12.6% 11.2% 6.6%
20 2.8% 2.3% 0.0% 1.3% 1.7% 1.5% 3.0% 1.4% 1.1%
21 0.9% 2.8% 0.0% 0.6% 1.3% 2.2% 0.4% 0.1% 0.3%
22 8.5% 10.4% 12.5% 11.9% 15.8% 5.1% 2.4% 3.3% 2.8%
23 7.4% 8.6% 5.0% 9.8% 1.7% 2.2% 1.9% 2.1% 1.9%
24 5.2% 4.0% 5.0% 4.7% 0.4% 0.7% 0.6% 1.3% 1.8%
25 5.1% 4.3% 0.0% 4.2% 12.9% 1.5% 1.3% 2.4% 2.1%
26 0.6% 1.1% 0.0% 0.9% 0.0% 0.7% 0.9% 0.6% 1.5%
27 2.9% 2.7% 2.5% 3.6% 2.9% 2.2% 5.4% 5.0% 3.5%
28 0.5% 0.3% 5.0% 0.0% 0.0% 0.0% 0.0% 0.2% 0.9%
29 0.4% 0.3% 0.0% 0.7% 2.1% 2.2% 1.7% 1.8% 1.5%
30 0.0% 0.0% 0.0% 0.1% 0.0% 0.0% 0.4% 0.2% 0.1%
31 0.0% 0.1% 0.0% 0.0% 0.8% 0.0% 0.0% 0.2% 0.2%
32 3.2% 5.1% 0.0% 1.2% 2.1% 18.4% 14.9% 15.6% 21.1%
33 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2.6% 1.9% 1.3%
34 0.2% 0.0% 0.0% 0.9% 0.8% 1.5% 0.9% 1.5% 2.8%
35 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.6% 0.6% 0.0%
36 0.0% 0.0% 0.0% 0.0% 0.0% 0.7% 0.6% 0.6% 0.4%
Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Present section is main route connecting the Bangalore and Mumbai
Chennai. Most of the traffic observed specially goods traffic seems to
Also it is observed that, many industrial areas have been set up betw
and Tumkur which is making
a provision for passenger trips from the surrounding areas i.e. from B
So in order to assess the percentage of traffic crossing the both toll p
percentage of traffic crossing one toll plaza based on the present O-D
been analysed.
From the pre defined zones, it is possible to estimate the Through Tr
but vehicles pass through two toll plaza & Semi-Through Traffic whic
crossing one toll plaza at both the toll plaza has been considered. De
presented in Table 4.60 to Table 4.61 below.
Table 4.60: Details of Through & Local Traffic at Km 30.600 (OD-1 Location)
Km 62.000 near Tumkur Toll Plaza (OD-2)
Multi
Axle
Truck
0.9%
4.3%
6.0%
9.5%
0.4%
0.4%
0.4%
0.4%
0.0%
26.7%
0.0%
0.0%
0.0%
0.0%
0.0%
0.9%
0.0%
0.0%
3.0%
0.0%
0.9%
3.0%
2.2%
1.7%
0.4%
0.4%
3.0%
0.4%
1.7%
0.0%
0.4%
20.3%
4.7%
7.3%
0.0%
0.4%
100.0%
Bangalore and Mumbai and also with
lly goods traffic seems to be through traffic.
s have been set up between Nelamangala
ounding areas i.e. from Bangalore or Tumkur.

c crossing the both toll plaza as well as
based on the present O-D survey data has
estimate the Through Traffic which is nothing

emi-Through Traffic which indicates the traffic
has been considered. Details of the same are
m 30.600 (OD-1 Location)

No. of Vehicles Percentage of Traffic
Vehicle Type Interviewed Through Semi-Through Local Traffic
Traffic Traffic
Car (white board) 1178 93.04% 5.86% 1.10%
Car (Yellow board) 854 95.78% 3.63% 0.59%
Mini Bus 23 95.65% 0.00% 4.35%
Bus (Govt) 539 94.25% 0.74% 5.01%
Bus (Pvt) 197 96.45% 1.02% 2.54%
LCV (4 wheelers) 45 62.22% 35.56% 2.22%
LCV (6 wheelers) 266 88.35% 5.64% 6.02%
2 Axle Truck 492 95.53% 2.03% 2.44%
3 Axle Truck 1166 94.85% 1.89% 3.26%
Multi Axle Truck 115 94.78% 1.74% 3.48%
All Vehicles 4875 93.99% 3.51% 2.50%
No. of Vehicles Percentage of Traffic
Vehicle Type Interviewed Through Semi-Through Local Traffic
Traffic Traffic
Car (white board) 940 95.32% 4.57% 0.11%
Car (Yellow board) 451 94.01% 5.54% 0.44%
Mini Bus 20 80.00% 0.00% 20.00%
Bus (Govt) 506 95.45% 2.96% 1.58%
Bus (Pvt) 120 97.50% 0.83% 1.67%
LCV (4 wheelers) 68 97.06% 1.47% 1.47%
LCV (6 wheelers) 271 95.20% 2.58% 2.21%
2 Axle Truck 721 93.07% 5.27% 1.66%
3 Axle Truck 781 97.82% 1.28% 0.90%
Multi Axle Truck 116 99.14% 0.00% 0.86%
All Vehicles 3994 95.39% 3.51% 1.10%
4.16 Second Origin-Destination (O-D) Surveys (during Dec-2019)
Second Origin and Destination survey was conducted for both passe
carriers for specified time duration on normal working day for the abo
30.600 and Km
62.000 two locations as per the requirement of Variation Order. Road
method
was adopted with random sampling basis obtaining information abou
Same Zoning system is used for the analysis (Table 4.53).
2.000 (OD-2 Location)
c-2019)
as conducted for both passenger and freight
rmal working day for the above mentioned Km
ment of Variation Order. Roadside interview (RSI)
s obtaining information about the vehicle user.

lysis (Table 4.53).
Trip Characteristics
Based on the Origin-Destination survey by method of Road Side Inte
travel characteristics pertaining to the various vehicle categories
summarized. The information gathered from the survey includes the
 Origin-Destination
 Trip Purpose
 Trip Frequency
 Commodity Type carried by Goods Vehicles
With gathered above information, the distribution of these inform
factors are summarized in Table 4.62 to Table 4.63 below.
Table 4.62: Distribution of Vehicle Trips Based on Trip Purpose at all Location
Sl. No. Trip Purpose OD-1 at Km OD-2 at Km

30.600 62.000
1 Business /Office work 15% 5.92%
2 Commuting/School/College 34% 46%
3 Social Recreation/Tourism 11% 15%
4 Passenger 40% 32%
Total 100% 100%
Table 4.63: Distribution of Vehicle Trips Based on Trip Length of Travel at all L
Vehicles
Sl. No. Trip Length OD-1 at Km OD-2 at Km
30.600 62.000
1 <20 0% 3%
2 21-50 12% 3%
3 51-100 29% 28%
4 101-200 15% 19%
5 201-500 33% 37%
6 501-800 4% 4%
7 >801 6% 6%
Total 100% 100%
Vehicles
Sl. No. Trip Length OD-1 at Km OD-2 at Km
30.600 62.000
1 <20 1% 1%
2 21-50 10% 8%
3 51-100 17% 12%
4 101-200 5% 4%
5 201-500 19% 21%
6 501-800 15% 10%
7 >801 34% 44%
Total 100% 100%
n-Destination survey by method of Road Side Interview method, the
cs pertaining to the various vehicle categories have been
nformation gathered from the survey includes the following
on
e carried by Goods Vehicles

ove information, the distribution of these information to various
arized in Table 4.62 to Table 4.63 below.
on of Vehicle Trips Based on Trip Purpose at all Locations
on of Vehicle Trips Based on Trip Length of Travel at all Locations for Passenger
on of Vehicle Trips Based on Trip Frequency of Travel at all Locations for Goods
Table 4.65: Distribution of Vehicle Trips Based on Type of Commodity Carried
all Locations
Sl. No. Type of Commodity OD-1 at Km OD-2 at Km
30.600 62.000
1 Foodgrains & Pulses 3.1% 1.1%
2 Cash crops 3.2% 0.3%
3 Vegitables & fruits 7.2% 1.6%
4 Processed food items 1.4% 3.9%
5 Packed food items 0.6% 1.1%
6 Fishery, Poultry & Animal feed 3.3% 1.7%
7 Building Material 7.7% 4.7%
8 Industrial Raw Material 3.3% 3.0%
9 Forest(Log,Timber,Plywood) 2.8% 1.5%
10 Consumer Goods 6.1% 7.0%
11 Fertilizers, Chemicals & Pharmaceuticals 4.4% 5.4%
12 Machinary & Automobiles 9.3% 13.6%
13 Petrolium Products 3.8% 3.9%
14 Parcel Goods 9.2% 15.3%
15 Empty 25.0% 28.3%
16 Industrial Output 7.4% 6.7%
17 Liquor & Cool-drinks 1.9% 0.8%
Total 100.0% 100.0%
Origin-Destination Matrices
Based on the above mentioned zones, the data collected during the O
coded respectively according to their zone numbers. With these infor
indicating the origin & destination has been formulated for individual
for both the locations separately.
In order to assess the influence of each zone on its traffic attraction a
trips, the influence factors have been calculated for each vehicle type
results provide a clear indication of the regions, which contribute to th
existing roads in the project influence area. Number of trips origina
destined to any zone represents the influence of that zone on the
the percentage of trips that are being originated or designated to a pa
of trips originating from and destined to any zone divided by twice the
observed trips in percentage terms gives the influence factor (IF) of th
The details of influence factors for all the vehicle types are given in T
4.66 to Table 4.67 below. The details of the O-D matrix for all the loca
in
Annexure 4.04 (a).
Table 4.66: Influence Factors for Various Types of Vehicles at Km
Nelamangala Toll Plaza (OD-1)
Zone Individual Government

code car bus and private Mini bus LCV 2-Axle 3-Axle MAV
bus
1 0.32% 0.00% 0.00% 2.46% 3.12% 2.03% 3.33%
2 0.32% 0.18% 0.00% 1.23% 2.76% 7.85% 5.44%
3 0.38% 0.09% 0.00% 1.64% 1.08% 4.36% 3.33%
4 0.51% 0.00% 0.00% 0.82% 3.48% 7.27% 11.75%
5 0.32% 0.00% 0.00% 0.82% 0.12% 1.45% 1.05%
6 0.00% 0.00% 0.00% 0.00% 0.00% 0.29% 0.00%
d on Type of Commodity Carried by Goods Vehicles at
he data collected during the O-D Survey has been

ne numbers. With these information, the matrix
een formulated for individual category of vehicles
zone on its traffic attraction and production of

lculated for each vehicle type. The O-D survey
egions, which contribute to the traffic on the
rea. Number of trips originating from and
influence of that zone on the traffic movement or
ginated or designated to a particular Zone. Sum
any zone divided by twice the total number of
s the influence factor (IF) of that particular zone.
e vehicle types are given in Table
he O-D matrix for all the locations are presented
s Types of Vehicles at Km 32.000 near

Zone Individual Government bus
code car and private bus Mini bus LCV 2-Axle 3-Axle MAV
7 0.06% 0.00% 1.43% 0.00% 0.24% 1.16% 1.05%

8 0.32% 0.00% 0.00% 0.00% 0.36% 1.16% 3.68%
9 0.19% 0.92% 0.00% 0.00% 0.12% 0.29% 0.00%
10 45.99% 46.51% 45.71% 34.84% 32.49% 19.77% 18.77%
11 0.13% 0.09% 0.00% 0.00% 0.12% 0.00% 0.00%
12 0.19% 0.55% 0.00% 0.00% 0.48% 0.00% 0.00%
13 0.13% 0.18% 0.00% 0.00% 0.00% 0.00% 0.00%
14 0.25% 0.18% 0.00% 0.00% 0.00% 0.00% 0.00%
15 0.38% 0.09% 0.00% 0.00% 0.00% 0.00% 0.00%
16 0.76% 1.38% 1.43% 8.20% 5.76% 4.36% 1.75%
17 2.42% 1.47% 14.29% 2.05% 1.92% 1.16% 0.00%
18 5.35% 1.29% 18.57% 11.89% 9.23% 6.98% 4.74%
19 15.61% 9.65% 11.43% 13.93% 9.35% 4.36% 1.23%
20 1.78% 1.38% 0.00% 1.64% 0.48% 0.29% 0.00%
21 1.66% 3.49% 1.43% 0.41% 0.72% 0.29% 0.00%
22 4.78% 4.96% 1.43% 9.43% 3.60% 3.20% 2.28%
23 4.90% 7.08% 0.00% 4.10% 2.04% 1.74% 2.81%
24 3.38% 6.07% 0.00% 2.87% 2.64% 4.65% 1.93%
25 1.97% 4.04% 0.00% 1.23% 2.64% 5.23% 6.49%
26 0.13% 0.64% 0.00% 0.00% 0.48% 0.00% 0.53%
27 2.80% 3.13% 0.00% 0.82% 1.68% 1.74% 1.58%
28 0.76% 0.09% 2.86% 0.00% 0.24% 0.87% 0.70%
29 1.59% 0.74% 0.00% 0.82% 0.96% 0.87% 0.88%
30 0.13% 0.18% 0.00% 0.00% 0.00% 0.00% 0.00%
31 0.06% 1.01% 0.00% 0.00% 0.12% 0.00% 0.00%
32 2.29% 3.86% 1.43% 0.41% 8.63% 11.05% 10.35%
33 0.00% 0.55% 0.00% 0.41% 2.52% 2.91% 6.67%
34 0.13% 0.09% 0.00% 0.00% 2.52% 4.65% 9.47%
35 0.00% 0.00% 0.00% 0.00% 0.12% 0.00% 0.00%
36 0.00% 0.09% 0.00% 0.00% 0.00% 0.00% 0.18%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
Table 4.67: Influence Factors for Various Types of Vehicles at Km 62.000 near
2)
Zone Individual Government
code car bus and private Mini bus LCV 2-Axle 3-Axle MAV
bus
1 0.32% 0.11% 0.00% 0.38% 2.70% 2.00% 2.53%
2 0.32% 0.21% 0.00% 1.52% 3.72% 6.20% 7.73%
3 0.16% 0.00% 0.00% 0.00% 0.84% 1.80% 3.07%
4 0.27% 0.11% 0.00% 0.00% 3.38% 7.60% 8.27%
5 0.16% 0.11% 0.00% 0.00% 0.00% 1.20% 1.07%
6 0.05% 0.00% 0.00% 0.00% 0.17% 0.00% 0.40%
7 0.22% 0.00% 0.00% 0.38% 0.17% 1.40% 0.93%
8 0.11% 0.00% 0.00% 0.00% 0.00% 0.40% 1.60%
9 0.16% 1.07% 0.00% 0.00% 0.00% 0.00% 0.13%
10 43.85% 44.21% 27.78% 25.38% 29.56% 23.40% 20.13%
11 0.54% 1.39% 0.00% 0.00% 0.17% 0.00% 0.13%
12 0.32% 0.54% 0.00% 0.00% 0.17% 0.20% 0.40%
13 0.16% 0.11% 0.00% 0.00% 0.00% 0.00% 0.00%
14 0.11% 0.54% 0.00% 0.00% 0.17% 0.20% 0.13%
15 0.05% 0.32% 0.00% 0.00% 0.00% 0.00% 0.00%
16 0.81% 0.54% 0.00% 9.85% 2.70% 4.20% 2.13%
17 0.05% 0.43% 5.56% 0.00% 0.00% 0.00% 0.00%
18 2.05% 1.29% 16.67% 12.50% 5.91% 2.20% 1.47%
19 18.72% 12.55% 22.22% 26.14% 12.67% 7.80% 5.73%
20 2.37% 1.72% 0.00% 2.65% 0.84% 0.40% 0.00%
21 0.38% 0.32% 0.00% 0.00% 0.17% 0.00% 0.00%
22 8.41% 6.87% 11.11% 14.02% 4.73% 2.20% 2.13%
23 4.42% 8.05% 11.11% 1.14% 3.04% 3.00% 2.13%
24 4.96% 5.36% 0.00% 1.52% 2.03% 2.40% 0.80%
25 2.05% 5.58% 0.00% 1.14% 3.21% 2.40% 7.73%
26 0.11% 0.43% 0.00% 0.38% 0.17% 0.20% 0.13%
27 3.72% 3.11% 5.56% 1.52% 2.70% 1.60% 1.20%
28 1.02% 0.11% 0.00% 0.00% 0.51% 1.20% 0.27%
29 1.24% 0.97% 0.00% 1.14% 2.03% 1.00% 0.80%
30 0.22% 0.32% 0.00% 0.00% 0.00% 0.00% 0.00%
31 0.11% 0.00% 0.00% 0.00% 0.84% 0.20% 0.13%
32 2.48% 3.00% 0.00% 0.38% 10.14% 16.00% 11.60%
33 0.05% 0.64% 0.00% 0.00% 3.04% 3.80% 6.67%
34 0.00% 0.00% 0.00% 0.00% 4.05% 6.80% 10.53%
35 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
36 0.00% 0.00% 0.00% 0.00% 0.17% 0.20% 0.00%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
s of Vehicles at Km 62.000 near Tumkur Toll Plaza (OD-
From the pre defined zones, it is possible to estimate the Through Tr
but vehicles pass through toll plaza. Details of the same are presente
4.69 below.
Vehicle Type Percentage of Traffic

Through Traffic Local Traffic
Car 79% 21%
Mini Bus 31% 69%
Bus 82% 18%
Passenger 79% 21%
LCV 71% 29%
2 Axle Truck 75% 25%
Multi Axle Truck 85% 15%
Goods 78% 22%
All Vehicles 79% 21%
Car 92% 8%
Mini Bus 56% 44%
Bus 89% 11%
Passen 91% 9%
LCV ger 75% 25%
e pre defined zones, it is possible to estimate the Through Traffic which is nothing
cles pass through toll plaza. Details of the same are presented in Table 4.68 to Table
w.
8: Details of Through & Local Traffic at Km 30.600 (OD-1 Location)
ls of Through & Local Traffic at Km 62.000 (OD-2 Location)

3 Axle Truck 94% 6%
Multi Axle Truck 93% 7%
Goods 89% 11%
All Vehicles 90% 10%
4.17 Existing Toll System Analysis
Apart from the OD surveys, present condition of Toll Payment details have been g
the percentage of traffic crossing only one toll plaza and percentage of traffic both
reflects the through traffic along the corridor. In addition to these, percentage of lo
exempted vehicles from paying the toll has also been analysed. These distribution
can be used in the calculation of Toll revenue. Summary of the present survey an
Table 4.70 and Table 4.71 below.
Table 4.70: Details of Present Toll Payment at Both Toll Plazas (Passenger Vehicles)
Sl. Toll Payment Details OD-1 at Km OD-2 at Km

No. 30.600 62.000
1 Paid Half Toll Rates (For Crossing One Toll Plaza) 6.67% 18.12%
2 Paid Full Toll Rates (For Crossing Two Toll Plaza) 88.65% 78.00%
3 Local Pass (No Toll Paid) 4.49% 3.16%
4 Exempted Vehicles (No Toll Paid) 0.19% 0.72%
Total 100.00% 100.00%
Table 4.71: Details of Present Toll Payment at Both Toll Plazas (Goods Vehicles)
Sl. Toll Payment Details OD-1 at Km OD-2 at Km
No. 30.600 62.000
1 Paid Half Toll Rates (For Crossing One Toll Plaza) 2.39% 7.22%
2 Paid Full Toll Rates (For Crossing Two Toll Plaza) 96.21% 92.47%
3 Local Pass (No Toll Paid) 1.40% 0.31%
4 Exempted Vehicles (No Toll Paid) 0.00% 0.00%
Total 100.00% 100.00%
4.18 Seasonal Correction Factors
Seasonal Correction Factors are used in order to convert the present
Traffic (ADT) to Annual Average Daily Traffic (AADT). For this p
seasonal correction factors are derived from the past traffic survey d
of one year and correcting with the month of the survey presently
Hence, in this case also, the seasonal correction factors derived
from both the existing toll plaza have been considered for the perio
presented in “Toll Audit Studies for Nelamangala – Tumkur Road Sec
to Km 62.000”. Details of the Seasonal Correction Factors for each m
categories of Vehicles are presented in Table 4.72 below.
Table 4.72: Details of Seasonal Correction Factors
Vehicle Type/Month Car/Jeep/Van/Taxi LCV/Mini-Bus Truck/Bus
March 1.081 0.881 0.957
April 1.151 1.081 1.245
May 0.920 0.952 0.979
June 1.076 1.048 0.997
July 1.118 1.070 0.978
August 0.974 1.082 1.005
September 1.087 1.061 1.010
October 0.991 0.970 0.992
November 0.942 1.040 1.001
December 0.916 0.973 0.915
January 0.946 0.956 0.966
February 0.961 0.938 1.016
Toll Payment details have been gathered to assess
za and percentage of traffic both toll plaza which
ddition to these, percentage of local traffic and
een analysed. These distributions of Toll payment
mmary of the present survey analysis is given in
Plazas (Passenger Vehicles)
Toll Plazas (Goods Vehicles)
d in order to convert the present Average Daily

aily Traffic (AADT). For this purpose, normally the
ved from the past traffic survey data over the period
month of the survey presently carried out.
sonal correction factors derived out of the traffic data
ve been considered for the period of 2005 to 2010 as
elamangala – Tumkur Road Section from Km 29.500
al Correction Factors for each month for different
in Table 4.72 below.
Factors
Since the present survey has been conducted in the month of Februa
correction factors corresponding to the same month have been consi
Annual Average Daily Traffic from Average Daily Traffic. Details
Average Daily Traffic for the locations on NH-4 between Nelamang
Bypass End Point has been presented in Table 4.73 below.
Table 4.73: Details of Annual Average Daily Traffic of Feb-2012
Annual Average Daily Traffic

Category
Vehicles At Km 30.600 At Km At Km
on NH-4 61.000 on 74.000 on
NH-4 NH-4
Two Wheeler 7342 7021 3196
Mini-Bus 704 361 98
Govt Bus 1695 1588 1021

Pvt Bus 1131 1073 727
2-Axle Trucks 3662 3856 3628
3-Axle Trucks 4310 4918 4400
MAV (3 to 6 Axles) 1345 1411 1053
Cycle 20 87 62
SLOW MOVING
VEHICLES
Animal Drawn 1 1 1
Hand cart 0 0 0
Total PCU 69165 69931 51463
nducted in the month of February, the seasonal
e same month have been considered in arriving the
verage Daily Traffic. Details of the Annual
ns on NH-4 between Nelamangala to Tumkur
d in Table 4.73 below.
Traffic of Feb-2012
Table 4.74: Details of Annual Average Daily Traffic of May-2012
Annual Average Daily Traffic
Category

Two Wheeler 8871 7880 1796
Mini-Bus 776 377 136
Govt Bus 1762 1553 956

Pvt Bus 1195 981 709
2-Axle Trucks 3393 3407 3465
3-Axle Trucks 4131 4600 3923
MAV (3 to 6 Axles) 1189 1293 1375
Cycle 18 48 25
SLOW MOVING
Animal Drawn 0 1 0
VEHICLES
Hand cart 0 0 0
Total PCU 69100 65906 46938
4.19 Comparaison of Survey Data of Feb-2012 and May-2012
Following table gives the comparision of traffic data at three locations.
Table 4.75: Comparision of Average Daily Traffic at three locations as per Feb-2012 and May
May – 2012 Survey Feb – 2012 Survey

7 Days Average Daily Traffic 7 Days Average Daily Traffic
Vehicles
Category
At Km At Km At Km At Km At Km
30.600 61.000 74.000 30.600 61.000
on NH-4 on NH-4 on NH-4 on NH-4 on NH-4
Two Wheeler 8871 7880 1796 7342 7021
Auto Passenger 2762 1091 208 2372 1360

Auto Goods 934 439 241 435 538
4-Wheelers - Private (White Board) 8988 8416 3326 8756 8309
FAST MOVING VEHICLES 4-Wheelers - Taxis (Yellow Board) 2226 1735 732 2294 1848
LCV-4Wheelers 2301 1689 768 1725 1721
LCV-6Wheelers 2200 2192 815 2028 2184
Mini-Bus 815 396 143 751 385
ic of May-2012
2
hree locations.
ons as per Feb-2012 and May-2012 Survey Data
Feb – 2012 Survey

verage Daily Traffic
At Km
74.000
on NH-4
3196
671
347
3984
960
911
875
104
Category
May – 2012 Survey Feb – 2012 Survey
7 Days Average Daily Traffic 7 Days Average Daily Traffic
Vehicles At Km At Km At Km At Km At Km At Km
30.600 61.000 74.000 30.600 61.000 74.000
on NH-4 on NH-4 on NH-4 on NH-4 on NH-4 on NH-4
Govt Bus 1800 1587 977 1669 1563 1005
Pvt Bus 1221 1002 724 1113 1056 716
2-Axle Trucks 3466 3480 3539 3604 3795 3571
3-Axle Trucks 4219 4699 4007 4242 4841 4331
MAV (3 to 6 Axles) 1215 1320 1404 1324 1389 1036
MAV (Above 6 Axles) 5 9 3 72 27 49
Tractor with & Without Trailor 64 159 40 121 123 115
Cycle 18 48 25 20 87 62
SLOW MOVING
Cycle Rickshaw 1 0 0 3 0 0
VEHICLES
Animal Drawn 0 1 0 1 1 1
Hand cart 0 0 0 0 0 0
Other Non Motorised Vehicles 12 0 0 6 8 6
Total Fast Moving Vehicles 41087 36093 18723 37847 36161 21871
Total Slow Moving Vehicles 31 49 26 30 95 69
Total Vehicles 41117 36142 18749 37877 36256 21940
Total Fast Moving PCU 71545 68086 48255 69355 69954 51159
Total Slow Moving PCU 60 30 13 48 79 60
Total PCU 71605 68116 48268 69403 70033 51219
4.20 Traffic Forecast
The traffic level & demand assess benefits to the users and the cost
be the derived on the same traffic details, which indicates the basis fo
priorities. As this project calls for investment, prediction of traffic dem
important task and has to be carried out accurately. The accurate e
has direct bearing on design of the facility and the viability of project.
efforts have been made to carefully assess all the parameters that he
traffic demand in future. Following guidelines have been considered f
estimating the future traffic.
 Econometric Method of Traffic Projection (as suggested in IRC: 1
 Recommendation of Planning Commission for BOT projects.
Details of Vehicle Registration Data for Karnataka State

Various vehicle categories of vehicles registered in the Karnataka Sta
from 2005 to 2011 have been obtained and details are presented in T
Form the table it is observed that, the vehicle ownership has increase
percentage from 2005 to 2011 for
most of the vehicle categories.
Table 4.76: Details of Vehicle Registered in Karnataka State
Growth of
Vehicles per
Vehicle
2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 Year,
Type/Year
% (2005 to
2011)
Motorcycles 4512910 4972750 5269310 5914000 6242000 6665000 9.54%
Motorcars 635210 731270 774070 910000 973000 1115000 15.11%
Jeeps 41990 45160 45340 46000 46000 47000 2.39%
Auto Rickshaws 213720 242690 248930 276000 288000 293000 7.42%
Omni-Buses 54810 66190 68380 77000 80000 91000 13.21%
Motor Cabs 39290 49680 57650 62000 72000 69000 15.12%
KSRTC Buses 30220 34080 36470 38200 38700 40800 7.00%
Private Buses 9800 8220 7350 8000 9000 17000 14.69%
Goods Carriages 219200 247290 254120 302000 310000 418000 18.14%
Tractors 166620 195780 209660 230000 238000 240000 8.81%

Trailers 167620 185800 200150 216000 221000 226000 6.97%
Other Vehicles 128910 160800 164000 180000 321000 205000 11.81%
Total 6220300 6939710 7335430 8259200 8838700 9426800 10.31%
– 2012 Survey
e Daily Traffic
At Km
74.000
on NH-4
1005
716
3571
4331
1036
49
115
62
0
1
0
6
21871
69
21940
51159
60
51219
he users and the cost of the project shall

h indicates the basis for investment
rediction of traffic demand becomes an
urately. The accurate estimation of traffic
the viability of project. Recognizing this,
the parameters that help in predicting the
have been considered for the purpose of
as suggested in IRC: 108-2015)

n for BOT projects.
ate
ed in the Karnataka State for 6 years i.e.
tails are presented in Table 4.76 below.
ownership has increased in higher
a State
Source: Transport Department and Directorate of Statistics & Economics, GOK
Econometric Model for Traffic Projections State Income
In order to estimate the growth of economy of the region or the state,
to Net State Domestic Product (NSDP) for the Karnataka State has b
details of NSDP both at Current price as well as Constant Price have
from the year 2004- 05 to 2010-2011. The base for the NSDP is base
data.
Apart from the total NSDP details, information of about the Per-Capit
Karnataka State has also been presented in Tables 4.77 & 4.78 below. B
available information about the NSDP, economic growth of Karnataka
years in terms of NSDP at current price and constant price is abou
8.44% respectively. Similarly the Per-Capita Income of the state un
and constant price are 14.45% and 7.23% respectively.
Table 4.77: Past Economic Growth of Karnataka State in Terms of NSDP (At Cu
AT CURRENT PRICE
Year NSDP In Growth of NSDP-Per- Growth of NSDP Per-
Rs. Crore NSDP per Capita Income in Capita Income per
Year, % Rs. Year, %
2004-05 148047 26758
2005-06 174080 17.58% 31090 16.19%
2006-07 203690 17.01% 35958 15.66%
2007-08 243019 19.31% 42418 17.97%
2008-09 268118 10.33% 46285 9.12%
2009-10 303638 13.25% 51858 12.04%
2010-11 355019 16.92% 60000 15.70%
Average Growth, % 15.73% 14.45%
Source: Department of Statistics and Economics, Government of Karnataka
of Statistics & Economics, GOK
ns State Income
conomy of the region or the state, the details pertaining
DP) for the Karnataka State has been considered. The
ce as well as Constant Price have been considered
11. The base for the NSDP is based on the 2004-05
nformation of about the Per-Capita Income of the

sented in Tables 4.77 & 4.78 below. Based on the
DP, economic growth of Karnataka state for last 6
price and constant price is about 15.73% and
Per-Capita Income of the state under current price
7.23% respectively.
arnataka State in Terms of NSDP (At Current Price)
omics, Government of Karnataka

Table 4.78: Past Economic Growth of Karnataka State in Terms of NSDP
AT CONSTANT PRICE (2004-05)

Year NSDP In Growth of NSDP-Per- Growth of NSDP
Rs. Crore NSDP per Capita Income in Per-Capita Income per
Year, % Rs. Year, %
2004-05 148047 26758
2005-06 164853 11.35% 29442 10.03%
2006-07 182128 10.48% 32151 9.20%
2007-08 205868 13.03% 35933 11.76%
2008-09 210979 2.48% 36421 1.36%
2009-10 220418 4.47% 37645 3.36%
2010-11 239835 8.81% 40533 7.67%
Average Growth, % 8.44% 7.23%
Source: Department of Statistics and Economics, Government of Karnataka
Econometric Methodology
Given the inconsistencies and absence of accurate past traffic survey
the vehicle registration data has been correlated with NSDP. As majo
has both origins and destinations in Karnataka, it was decided to con
vehicle growth trends as proxy to the past traffic census data. Motor
trends of Karnataka have been considered in estimating the traffic
The independent variables are socio- economic parameters. The c
variable depends upon vehicle type under consideration. This metho
logarithmic regression between two variables and is of the form.
Log e P = Ao +A1* Log e NSDP Where,
P = Vehicle Registration Data Ao = Regression Constant
A1 = Elasticity Coefficient
NSDP = Net State Domestic Product.
Finally, after the regression analysis, the elasticity values obtained fo
will be multiplied by the average economic growth of the region.
Tg = Eg * e
Where Tg is Traffic Growth Rate
Eg is Economic Growth Rate for the Region “e” is the Traffic Demand
Traffic Growth Rates
Traffic growth rates are necessary to estimate the traffic levels expec
using the project road. The traffic growth rate is a product of econom
influence area and elasticity of traffic demand. Traffic growth rates fo
of vehicle types were estimated based on the economic forecasts in t
the corresponding elasticity of
traffic demand.
From the above Table 4.79, at constant price average economic

of Karnataka is 8.44%. The elasticity coefficient is the factor which is
growth rate of NSDP to arrive at the traffic growth rate.
Regression models were developed based on the vehicle registration
state economy in terms of NSDP and the traffic demand elasticity val
4.80 below.
Table 4.79: Traffic Demand Elasticity ‘e’ -Values
Karnataka State in Terms of NSDP (At Constant Price)
omics, Government of Karnataka
nce of accurate past traffic survey data, in this method,

en correlated with NSDP. As major traffic percentage
Karnataka, it was decided to consider registered
e past traffic census data. Motor vehicle registration
sidered in estimating the traffic demand elasticity.
ocio- economic parameters. The choice of independent
under consideration. This method involves a
variables and is of the form.
here,
Ao = Regression Constant
ct.
s, the elasticity values obtained for each type of vehicle
onomic growth of the region.
e Region “e” is the Traffic Demand elasticity

o estimate the traffic levels expected in the future
owth rate is a product of economic factors of the
c demand. Traffic growth rates for various categories
sed on the economic forecasts in the influence area,
nstant price average economic growth for the state

ty coefficient is the factor which is multiplied with the
e traffic growth rate.
d based on the vehicle registration in the state and the
nd the traffic demand elasticity values are give in Table
-Values
Motor Motor Auto Buses & Goods Other
cycles Cars, Rick Omni- Carriages Vehicles
Vehicle Type Tractors
Jeeps & shaws Buses
Cabs
E-Value as per NSDP &
Vehicle Registration 0.933 1.242 0.765 0.941 1.319 0.891 1.524
Regression
The elasticity values estimated by vehicle type have thereafter
Average Economic Growth of state to arrive at growth rate for each ty
Table 4.58 gives the combined Traffic Growth Rates.
Table 4.80: Estimated Traffic Growth Rates
Motor Motor Auto Buses & Goods Other

cycles Cars, Rick Omni- Carriages Tractor Vehicles
Vehicle Type
Jeeps & shaws Buses s
Cabs
Traffic Growth (NSDP
Growth & E-Value as per 7.87% 10.48% 6.46% 7.94% 11.13% 7.52% 12.86%
NSDP)
The above growth rates will be valid for first five years due to new fac
as and when, time passes, accordingly traffic also will grow there by
of the road will come down. Logically, thereby there will be slight dec
growth when compared with initial growth. Hence it has been accoun
traffic projections that after every five years, there will be reduction in
5% when compared with previous estimated growth. Details of the re
rates are given in Table 4.81 below.
Table 4.81: Estimated Traffic Growth Rates for next 30 Years
Year/Vehicle Motor Motor Cars, Auto Buses & Goods Other
Type/Year cycles Jeeps & Rick Omni- Carriages Vehicles
Tractors
Cabs shaws Buses
2012-2017 7.87% 10.48% 6.46% 7.94% 11.13% 7.52% 12.86%

2017-2022 7.48% 9.96% 6.13% 7.54% 10.57% 7.14% 12.22%
2022-2027 7.11% 9.46% 5.83% 7.17% 10.05% 6.79% 11.61%
2027-2032 6.75% 8.99% 5.53% 6.81% 9.54% 6.45% 11.03%
2032-2037 6.41% 8.54% 5.26% 6.47% 9.07% 6.12% 10.47%
2037 - 2042 6.09% 8.11% 5.00% 6.14% 8.61% 5.82% 9.95%
e type have thereafter multiplied by the
at growth rate for each type of vehicles.
Rates.
five years due to new facility provision. But

c also will grow there by the level of service
by there will be slight decrease in the traffic
ence it has been accounted in the present
there will be reduction in traffic growth by
growth. Details of the reduced traffic growth
t 30 Years
Future Traffic Projection by Various Growth Rates
Future Projection of Traffic based on Econometric
Method of Traffic Growth Rates
Based on the estimated traffic growth rates for various categories of v

econometric method of estimating traffic growth rates, future projecte
traffic count locations on the NH-4 are presented in Table 4.82 below.
Table 4.82: Projected Traffic based on Econometric Method of Traffic Growth R
VC-7 Locations (Locations on NH-4)
At Km 30.600, VC-1 After At Km 61.000, VC-4 Near At Km 74.000, VC-7 End

Nelamangala Toll Plaza Manchakalkuppe before Toll Plaza of Tumkur Bypass
Year
Total Total PCUs Total Total PCUs Total
Vehicles Vehicles Vehicles
2012 37252 69166 35725 69932 21764
2013 40845 76223 39217 77156 23938
2014 44794 84015 43059 85138 26335
2015 49136 92618 47288 93961 28977
2016 53911 102121 51942 103715 31891
2017 58899 112093 56809 113959 34944
2018 64361 123057 62144 125231 38295
2019 70343 135113 67992 137635 41975
2020 76896 148373 74404 151289 46016
2021 84074 162956 81434 166316 50454
2022 91546 178196 88758 182032 55085
2023 99698 194885 96755 199254 60150
2024 108594 213164 105489 218130 65689
2025 118302 233184 115029 238818 71749
2026 128899 255116 125449 261496 78378
2027 139889 277941 136265 285114 85269
2028 151837 302840 148032 310891 92776
2029 164827 330002 160835 339030 100956
2030 178954 359637 174768 369747 109870
2031 194318 391970 189932 403281 119584
2032 210194 425489 205612 438063 129643
2033 227393 461913 222612 475881 140562
2034 246030 501498 241042 517000 152415
2035 266224 544519 261026 561712 165283
2036 288109 591278 282698 610335 179255
2037 310643 639564 305025 660568 193667
2038 334973 691841 329147 714980 209256
2039 361245 748445 355209 773920 226118
2040 389616 809734 383369 837769 244359
2041 420257 876101 413799 906937 264092
Future Projection of Traffic based on 5% as Traffic Growth Rates
As per the recommendations of the planning commission to for the B
suggested
traffic growth rate is 5%. The same rate has been even specified in th
Reference to be adopted in the projection of future traffic.
Hence a flat growth of 5% is considered in projecting future traffic as
estimate of future traffic in Table 4.83 below for the above same locatio
Table 4.83: Projected Traffic based on 5% Traffic Growth Rates for VC-1, VC-4
(Locations on NH-4)
th Rates
nometric
h rates for various categories of vehicles by

affic growth rates, future projected traffic at all the
e presented in Table 4.82 below.
onometric Method of Traffic Growth Rates for VC- 1, VC-4 and
At Km 74.000, VC-7 End

of Tumkur Bypass
Total
PCUs
51464
56869
62849
69468
76794
84497
92984
102334
112636
123990
135875
148913
163217
178911
196129
214079
233690
255114
278522
304099
330652
359544
390983
425196
462430
500927
542655
587888
636921
690077
as Traffic Growth Rates
planning commission to for the BOT projects, the
ate has been even specified in the Terms of

ction of future traffic.
red in projecting future traffic as conservative
below for the above same locations.
Traffic Growth Rates for VC-1, VC-4 and VC-7 Locations
At Km 30.600, VC-1 After At Km 61.000, VC-4 Near At Km 74.000, VC-7 End
Nelamangala Toll Plaza Manchakalkuppe before Toll of Tumkur Bypass
Year Plaza
Total Vehicles Total PCUs Total Vehicles Total Total Total
PCUs Vehicles PCUs
2012 37252 69166 35725 69932 21764 51464
2013 39114 72624 37511 73429 22852 54037
2014 41070 76256 39386 77100 23994 56739
2015 43123 80068 41356 80955 25194 59575
2016 45280 84071 43423 85003 26454 62554
2017 47544 88275 45595 89253 27777 65681
2018 49921 92689 47874 93715 29165 68966
2019 52417 97323 50268 98401 30624 72414
2020 55038 102190 52781 103321 32155 76034
2021 57790 107298 55421 108487 33763 79837
2022 60679 112664 58192 113912 35451 83828
2023 63713 118297 61101 119607 37223 88019
2024 66899 124211 64156 125587 39084 92420
2025 70244 130422 67364 131866 41039 97041
2026 73756 136943 70732 138460 43091 101893
2027 77444 143790 74269 145383 45245 106987
2028 81316 150980 77982 152652 47507 112338
2029 85382 158529 81881 160285 49883 117954
2030 89651 166455 85975 168299 52377 123852
2031 94133 174777 90274 176713 54996 130044
2032 98840 183516 94788 185549 57746 136546
2033 103782 192692 99527 194827 60633 143374
2034 108971 202327 104504 204568 63665 150542
2035 114419 212444 109729 214796 66848 158069
2036 120140 223065 115215 225536 70190 165972
2037 126147 234219 120976 236812 73700 174271
2038 132455 245929 127025 248653 77385 182985
2039 139078 258226 133376 261086 81254 192134
2040 146031 271137 140045 274140 85317 201741
2041 153333 284694 147047 287847 89582 211828
4.21 Capacity Analysis of Road Corridor based on Existing Condition and Future Pr
Traffic
Based on the present condition of the road in terms of the no. of lane
future traffic
i.e. going to use the road section, the requirement of additional lanes
out. Presently the road section is having 4 lane divided carriageway w
throughout the length. Hence, as per the IRC-64, 1990, the Capacity
plain condition, the maximum design service volume for 4 lane divide
paved shoulder condition is 40000PCU per day. If the volume exceed
is understood that, road section
needs upgradation in terms of additional lane requirement.
In this case also, the Volume to Capacity ratio has been worked out a
of Additional lane based on existing condition and with a proposal of
carriageway, the reduction in the congestion level has also been
4.84 to 4.85 below in corresponding year.
Table 4.84: Details of Congestion Effect based on Econometric Traffic Growth
ng Condition and Future Projected
in terms of the no. of lanes and projected
ement of additional lanes have been worked

ane divided carriageway with paved shoulder
C-64, 1990, the Capacity of Rural Road in
e volume for 4 lane divided carriageway with
day. If the volume exceeds this value, then it
ne requirement.
tio has been worked out and the requirement
on and with a proposal of 6 lane divided
on level has also been presented Table
Econometric Traffic Growth Rates

Year At Km 30.600, VC-1 After At Km 61.000, VC-4 Near At Km 74.000, VC-7 End of Tumk
Nelamangala Toll Plaza Manchakalkuppe before Toll Plaza Bypass
Total PCUs
Total PCUs
Total PCUs
V/C Ratio-
V/C Ratio-
V/C Ratio-
V/C Ratio-
Proposed
Proposed
Vehicles
Vehicles
Vehicles
Existing
Existing
Total
Total
Total
2012 37252 69166 1.73 1.15 35725 69932 1.75 1.17 21764 51464
2013 40845 76223 1.91 1.27 39217 77156 1.93 1.29 23938 56869
2014 44794 84015 2.10 1.40 43059 85138 2.13 1.42 26335 62849
2015 49136 92618 2.32 1.54 47288 93961 2.35 1.57 28977 69468
2016 53911 102121 2.55 1.70 51942 103715 2.59 1.73 31891 76794
2017 58899 112093 2.80 1.87 56809 113959 2.85 1.90 34944 84497
2018 64361 123057 3.08 2.05 62144 125231 3.13 2.09 38295 92984
2019 70343 135113 3.38 2.25 67992 137635 3.44 2.29 41975 102334
2020 76896 148373 3.71 2.47 74404 151289 3.78 2.52 46016 112636
2021 84074 162956 4.07 2.72 81434 166316 4.16 2.77 50454 123990
2022 91546 178196 4.45 2.97 88758 182032 4.55 3.03 55085 135875
2023 99698 194885 4.87 3.25 96755 199254 4.98 3.32 60150 148913
2024 108594 213164 5.33 3.55 105489 218130 5.45 3.64 65689 163217
2025 118302 233184 5.83 3.89 115029 238818 5.97 3.98 71749 178911
2026 128899 255116 6.38 4.25 125449 261496 6.54 4.36 78378 196129
2027 139889 277941 6.95 4.63 136265 285114 7.13 4.75 85269 214079
2028 151837 302840 7.57 5.05 148032 310891 7.77 5.18 92776 233690
2029 164827 330002 8.25 5.50 160835 339030 8.48 5.65 100956 255114
2030 178954 359637 8.99 5.99 174768 369747 9.24 6.16 109870 278522
2031 194318 391970 9.80 6.53 189932 403281 10.08 6.72 119584 304099
2032 210194 425489 10.64 7.09 205612 438063 10.95 7.30 129643 330652
2033 227393 461913 11.55 7.70 222612 475881 11.90 7.93 140562 359544
2034 246030 501498 12.54 8.36 241042 517000 12.93 8.62 152415 390983
2035 266224 544519 13.61 9.08 261026 561712 14.04 9.36 165283 425196
2036 288109 591278 14.78 9.85 282698 610335 15.26 10.17 179255 462430
2037 310643 639564 15.99 10.66 305025 660568 16.51 11.01 193667 500927
2038 334973 691841 17.30 11.53 329147 714980 17.87 11.92 209256 542655
2039 361245 748445 18.71 12.47 355209 773920 19.35 12.90 226118 587888
2040 389616 809734 20.24 13.50 383369 837769 20.94 13.96 244359 636921
2041 420257 876101 21.90 14.60 413799 906937 22.67 15.12 264092 690077
4.000, VC-7 End of Tumkur
V/C Ratio-
V/C Ratio-
Proposed
Existing
1.29 0.86
1.42 0.95
1.57 1.05
1.74 1.16
1.92 1.28
2.11 1.41
2.32 1.55
2.56 1.71
2.82 1.88
3.10 2.07
3.40 2.26
3.72 2.48
4.08 2.72
4.47 2.98
4.90 3.27
5.35 3.57
5.84 3.89
6.38 4.25
6.96 4.64
7.60 5.07
8.27 5.51
8.99 5.99
9.77 6.52
10.63 7.09
11.56 7.71
12.52 8.35
13.57 9.04
14.70 9.80
15.92 10.62
17.25 11.50
Table 4.85: Details of Congestion Effect based on 5% as Traffic Growth Rates
At Km 30.600, VC-1 After At Km 61.000, VC-4 Near At Km 74.000, VC-7 End of
Nelamangala Toll Plaza Manchakalkuppe before Toll Plaza Tumkur Bypass
Year
Total PCUs
Total PCUs
Total PCUs
V/C Ratio-
V/C Ratio-
V/C Ratio-
V/C Ratio-
Proposed
Proposed
Vehicles
Vehicles
Vehicles
Existing
Existing
Total
Total
Total
2012 37252 69166 1.73 1.15 35725 69932 1.75 1.17 21764 51464
2013 39114 72624 1.82 1.21 37511 73429 1.84 1.22 22852 54037
2014 41070 76256 1.91 1.27 39386 77100 1.93 1.29 23994 56739
2015 43123 80068 2.00 1.33 41356 80955 2.02 1.35 25194 59575
2016 45280 84071 2.10 1.40 43423 85003 2.13 1.42 26454 62554
2017 47544 88275 2.21 1.47 45595 89253 2.23 1.49 27777 65681
2018 49921 92689 2.32 1.54 47874 93715 2.34 1.56 29165 68966
2019 52417 97323 2.43 1.62 50268 98401 2.46 1.64 30624 72414
2020 55038 102190 2.55 1.70 52781 103321 2.58 1.72 32155 76034
2021 57790 107298 2.68 1.79 55421 108487 2.71 1.81 33763 79837
2022 60679 112664 2.82 1.88 58192 113912 2.85 1.90 35451 83828
2023 63713 118297 2.96 1.97 61101 119607 2.99 1.99 37223 88019
2024 66899 124211 3.11 2.07 64156 125587 3.14 2.09 39084 92420
2025 70244 130422 3.26 2.17 67364 131866 3.30 2.20 41039 97041
2026 73756 136943 3.42 2.28 70732 138460 3.46 2.31 43091 101893
2027 77444 143790 3.59 2.40 74269 145383 3.63 2.42 45245 106987
2028 81316 150980 3.77 2.52 77982 152652 3.82 2.54 47507 112338
2029 85382 158529 3.96 2.64 81881 160285 4.01 2.67 49883 117954
2030 89651 166455 4.16 2.77 85975 168299 4.21 2.80 52377 123852
2031 94133 174777 4.37 2.91 90274 176713 4.42 2.95 54996 130044
2032 98840 183516 4.59 3.06 94788 185549 4.64 3.09 57746 136546
2033 103782 192692 4.82 3.21 99527 194827 4.87 3.25 60633 143374
2034 108971 202327 5.06 3.37 104504 204568 5.11 3.41 63665 150542
2035 114419 212444 5.31 3.54 109729 214796 5.37 3.58 66848 158069
2036 120140 223065 5.58 3.72 115215 225536 5.64 3.76 70190 165972
2037 126147 234219 5.86 3.90 120976 236812 5.92 3.95 73700 174271
2038 132455 245929 6.15 4.10 127025 248653 6.22 4.14 77385 182985
2039 139078 258226 6.46 4.30 133376 261086 6.53 4.35 81254 192134
2040 146031 271137 6.78 4.52 140045 274140 6.85 4.57 85317 201741
2041 153333 284694 7.12 4.74 147047 287847 7.20 4.80 89582 211828
4.22 MSA Calculations
It is absolutely necessary to calculate the number of repetitions of the
going to affect the durability of the pavement. Hence in all the c
pavement is to be constructed or strengthening of the existing pave
out, it is necessary to estimate the no. of repetitions of the wheel load
section which is expressed in terms
of Million Standard Axle Loads (MSA).
Present scope of work involves widening of the existing 4 lane carriag
divided carriageway configuration.
Apart from widening to 6 lane divided carriageway condition, the exis
be strengthened, which can be done by evaluation of the residual stre
pavement and expected repetitions of loads by which, required Overl
estimated.
So for the present section also in order to estimate the new pavemen
widening sections and Overlay thickness for the existing pavement, t
calculated based on the following considerations.
 Initial Traffic in terms of the number of commercial vehicles per da
 Lane Distribution Factor of 60% as per IRC-37-2018, for a dual ca
Lane carriageway in each direction
 Vehicle Damage Factor
 Design Life in Years (includes 3 Year Construction)
 5% Annual Growth Rate of Commercial Vehicles has been consid
 Traffic Distribution in each direction-Since the directional distributi
the range of 45% to 55%, hence 50% average distribution has been c
The present section between Nelamangala to Tumkur Bypass End P
divided carriageway with paved shoulder. However, based on the pro
improvements, it is decided to provided, 6 lane divided carriageway a
above parameters, the expected MSA along the corridor is estimated
lane configurations with estimated Vehicle
Damage Factors and presented in Table below.
Growth Rates
At Km 74.000, VC-7 End of
Tumkur Bypass
V/C Ratio-
V/C Ratio-
Proposed
Existing
1.29 0.86
1.35 0.90
1.42 0.95
1.49 0.99
1.56 1.04
1.64 1.09
1.72 1.15
1.81 1.21
1.90 1.27
2.00 1.33
2.10 1.40
2.20 1.47
2.31 1.54
2.43 1.62
2.55 1.70
2.67 1.78
2.81 1.87
2.95 1.97
3.10 2.06
3.25 2.17
3.41 2.28
3.58 2.39
3.76 2.51
3.95 2.63
4.15 2.77
4.36 2.90
4.57 3.05
4.80 3.20
5.04 3.36
5.30 3.53
ber of repetitions of the loads which is
nt. Hence in all the cases when new
ing of the existing pavement is to be carried
itions of the wheel loads on the road
e existing 4 lane carriageway to 6 lane
way condition, the existing pavement shall

ation of the residual strength of the
y which, required Overlay can be
mate the new pavement thickness for the

he existing pavement, the MSA has been
ns.
mercial vehicles per day
-37-2018, for a dual carriageway with 3
struction)
hicles has been considered as per ToR
he directional distribution of vehicles is in
distribution has been considered in design
Tumkur Bypass End Point is having 4 lane
wever, based on the proposed
e divided carriageway and considering the
he corridor is estimated according to the
w.
Following are the details considered in calculation of MSA for various
the Parameters and the MSA calculations based on the present
sections are presented in Table 4.86 to Table 4.87 below.
Table 4.86: Design Details for Calculation of MSA
MAV (Above 6
2-Axle Trucks
3-Axle Trucks
MAV (4 to 6
Wheelers
Wheelers
Axles)
LCV-4
LCV-6
Govt Bus
Details
Pvt Bus
Axles)
Lane Distribution Factor D= 60% 60% 60% 60% 60% 60% 60% 60%
Vehicle Damage Factor F= 0.602 0.602 1.083 1.083 4.512 6.730 6.697 9.227
Traffic Distribution Td = 50% 50% 50% 50% 50% 50% 50% 50%
Table 4.87: Design MSA based on Traffic Volume at Km 30.600
MSA CALCULATIONS Total
LCV-4 LCV-6 Govt Pvt 2-Axle 3-Axle MAV MAV MSA
Year
Wheelers Wheelers Bus Bus Trucks Trucks (3 to 6 (Above 6
Axles) Axles)
2012 0.11 0.13 0.20 0.13 1.81 3.18 0.99 0.07 6.61
2013 0.22 0.26 0.41 0.27 3.71 6.51 2.02 0.15 13.56
2014 0.34 0.40 0.63 0.42 5.70 10.01 3.11 0.23 20.85
2015 0.46 0.54 0.87 0.58 7.80 13.69 4.25 0.32 28.50
2016 0.59 0.69 1.11 0.74 10.00 17.55 5.45 0.41 36.54
2017 0.73 0.85 1.37 0.91 12.31 21.61 6.71 0.50 44.98
2018 0.87 1.02 1.64 1.09 14.73 25.86 8.03 0.60 53.84
on of MSA for various sections. Details of
sed on the present traffic at various
below.
m 30.600
LCV-4 LCV-6 Govt Pvt 2-Axle 3-Axle MAV MAV MSA
Year
Wheelers Wheelers Bus Bus Trucks Trucks (3 to 6 (Above 6
Axles) Axles)
2019 1.02 1.20 1.92 1.28 17.28 30.33 9.42 0.70 63.15
2020 1.18 1.38 2.22 1.48 19.95 35.03 10.88 0.81 72.92
2021 1.34 1.58 2.53 1.69 22.76 39.95 12.41 0.93 83.18
2022 1.51 1.78 2.86 1.91 25.70 45.13 14.02 1.05 93.95
2023 1.70 1.99 3.20 2.13 28.80 50.56 15.70 1.17 105.26
2024 1.89 2.22 3.56 2.38 32.05 56.27 17.47 1.30 117.14
2025 2.09 2.46 3.94 2.63 35.46 62.26 19.33 1.44 129.61
2026 2.30 2.70 4.34 2.89 39.04 68.55 21.29 1.59 142.70
2027 2.52 2.97 4.76 3.17 42.80 75.15 23.34 1.74 156.45
2028 2.76 3.24 5.20 3.47 46.75 82.08 25.49 1.90 170.88
2029 3.00 3.53 5.66 3.77 50.90 89.36 27.75 2.07 186.04
2030 3.26 3.83 6.14 4.10 55.25 97.01 30.13 2.25 201.95
2031 3.53 4.14 6.65 4.43 59.82 105.04 32.62 2.43 218.67
2032 3.81 4.48 7.18 4.79 64.62 113.46 35.24 2.63 236.21
2033 4.11 4.83 7.74 5.16 69.66 122.31 37.99 2.83 254.63
2034 4.42 5.19 8.33 5.56 74.95 131.61 40.87 3.05 273.98
2035 4.75 5.58 8.95 5.97 80.51 141.36 43.90 3.28 294.29
2036 5.09 5.98 9.60 6.40 86.35 151.61 47.08 3.51 315.62
2037 5.45 6.41 10.28 6.85 92.47 162.36 50.42 3.76 338.01
2038 5.83 6.85 10.99 7.33 98.90 173.66 53.93 4.02 361.53
2039 6.23 7.32 11.74 7.83 105.66 185.52 57.61 4.30 386.22
2040 6.65 7.81 12.53 8.36 112.75 197.97 61.48 4.59 412.14
2041 7.08 8.33 13.36 8.91 120.20 211.05 65.54 4.89 439.36
Table 4.88: Design MSA based on Traffic at Km 61.000
LCV-4 LCV-6 Govt Pvt 2-Axle 3-Axle MAV (3 MAV MSA
Year
Wheelers Wheelers Bus Bus Trucks Trucks to 6 Axles) (Above 6
Axles)
2012 0.11 0.13 0.19 0.13 1.91 3.62 1.03 0.03 7.15
2013 0.22 0.28 0.39 0.26 3.91 7.43 2.12 0.06 14.66
2014 0.34 0.43 0.59 0.40 6.01 11.43 3.26 0.09 22.54
2015 0.46 0.58 0.81 0.55 8.21 15.62 4.46 0.12 30.81
2016 0.59 0.75 1.04 0.70 10.53 20.03 5.72 0.15 39.50
2017 0.72 0.92 1.28 0.87 12.96 24.65 7.04 0.19 48.63
2018 0.87 1.10 1.53 1.04 15.51 29.51 8.42 0.23 58.21
2019 1.02 1.29 1.80 1.22 18.19 34.61 9.88 0.27 68.27
2020 1.17 1.49 2.08 1.40 21.01 39.97 11.41 0.31 78.83
2021 1.34 1.70 2.37 1.60 23.96 45.59 13.01 0.35 89.92
2022 1.51 1.92 2.68 1.81 27.07 51.49 14.70 0.40 101.57
2023 1.69 2.15 3.00 2.03 30.32 57.69 16.47 0.44 113.80
2024 1.88 2.39 3.34 2.25 33.75 64.20 18.33 0.49 126.64
2025 2.09 2.65 3.69 2.49 37.34 71.04 20.28 0.55 140.12
2026 2.30 2.91 4.07 2.75 41.11 78.21 22.33 0.60 154.27
2027 2.52 3.19 4.46 3.01 45.07 85.75 24.48 0.66 169.13
2028 2.75 3.49 4.87 3.29 49.23 93.66 26.74 0.72 184.74
2029 2.99 3.80 5.30 3.58 53.60 101.97 29.11 0.78 201.13
2030 3.25 4.12 5.75 3.89 58.18 110.69 31.60 0.85 218.33
2031 3.52 4.46 6.23 4.21 62.99 119.85 34.21 0.92 236.40
2032 3.80 4.82 6.73 4.55 68.05 129.47 36.96 1.00 255.37
2033 4.10 5.20 7.26 4.90 73.36 139.56 39.84 1.07 275.29
2034 4.41 5.59 7.81 5.27 78.93 150.17 42.87 1.15 296.20
2035 4.74 6.01 8.39 5.66 84.78 161.30 46.05 1.24 318.16
2036 5.08 6.44 8.99 6.08 90.93 172.99 49.38 1.33 341.22
2037 5.44 6.90 9.63 6.51 97.38 185.26 52.89 1.42 365.43
2038 5.82 7.38 10.30 6.96 104.15 198.15 56.57 1.52 390.85
2039 6.21 7.88 11.00 7.43 111.26 211.68 60.43 1.63 417.54
2040 6.63 8.41 11.74 7.93 118.73 225.89 64.49 1.74 445.56
2041 7.07 8.97 12.52 8.46 126.57 240.81 68.75 1.85 474.99
Total
MSA
7.15
14.66
22.54
30.81
39.50
48.63
58.21
68.27
78.83
89.92
101.57
113.80
126.64
140.12
154.27
169.13
184.74
201.13
218.33
236.40
255.37
275.29
296.20
318.16
341.22
365.43
390.85
417.54
445.56
474.99
Table 4.89: Design MSA based on Traffic at Km 74.000
MSA CALCULATIONS
Year LCV-4 LCV-6 Govt Pvt 2-Axle 3-Axle MAV (3 MAV
Wheelers Wheelers Bus Bus Trucks Trucks to 6 Axles) (Above 6
Axles)
2012 0.06 0.05 0.12 0.09 1.79 3.24 0.77 0.05
2013 0.12 0.11 0.25 0.18 3.67 6.65 1.58 0.10
2014 0.18 0.17 0.38 0.27 5.65 10.22 2.43 0.16
2015 0.24 0.23 0.52 0.37 7.73 13.98 3.33 0.22
2016 0.31 0.30 0.67 0.48 9.91 17.92 4.27 0.28
2017 0.38 0.37 0.82 0.59 12.19 22.06 5.25 0.34
2018 0.46 0.44 0.99 0.70 14.60 26.40 6.28 0.41
2019 0.54 0.52 1.16 0.82 17.12 30.97 7.37 0.48
2020 0.62 0.60 1.34 0.95 19.77 35.76 8.51 0.55
2021 0.71 0.68 1.52 1.08 22.55 40.79 9.71 0.63
2022 0.80 0.77 1.72 1.23 25.47 46.07 10.97 0.71
2023 0.90 0.86 1.93 1.37 28.53 51.62 12.29 0.80
2024 1.00 0.96 2.15 1.53 31.75 57.44 13.67 0.89
2025 1.10 1.06 2.37 1.69 35.13 63.55 15.13 0.98
2026 1.21 1.17 2.61 1.86 38.68 69.97 16.66 1.08
2027 1.33 1.28 2.87 2.04 42.41 76.72 18.26 1.19
2028 1.45 1.40 3.13 2.23 46.32 83.79 19.95 1.30
2029 1.58 1.52 3.41 2.43 50.43 91.23 21.72 1.41
2030 1.72 1.65 3.70 2.63 54.75 99.03 23.57 1.53
2031 1.86 1.79 4.01 2.85 59.28 107.22 25.52 1.66
2032 2.01 1.93 4.33 3.08 64.03 115.83 27.57 1.79
2033 2.17 2.08 4.66 3.32 69.03 124.86 29.72 1.93
2034 2.33 2.24 5.02 3.57 74.27 134.35 31.98 2.08
2035 2.51 2.41 5.39 3.84 79.78 144.31 34.35 2.23
2036 2.69 2.58 5.78 4.12 85.56 154.77 36.84 2.39
2037 2.88 2.77 6.19 4.41 91.63 165.75 39.46 2.56
2038 3.08 2.96 6.62 4.71 98.00 177.28 42.20 2.74
2039 3.29 3.16 7.08 5.04 104.70 189.39 45.08 2.93
2040 3.51 3.37 7.55 5.37 111.72 202.10 48.11 3.13
2041 3.74 3.60 8.05 5.73 119.10 215.44 51.29 3.33
m 74.000
TOTAL
MSA
6.18
12.66
19.47
26.62
34.12
42.00
50.28
58.97
68.09
77.67
87.73
98.29
109.38
121.03
133.25
146.09
159.57
173.73
188.59
204.19
220.58
237.78
255.85
274.81
294.73
315.64
337.60
360.65
384.86
410.28
Table 4.90: Summary of the Design MSA at all Locations for different Durations
Year/ VC-1 at Km VC-4 at Km VC-7 at Km Remarks
Locations 30.600 62.000 74.000
2012 6.61 7.15 6.18 Present MSA
2015 20.85 22.54 19.47 MSA by Opening to Traffic Construction
2019 63.15 68.27 58.97 MSA for 5 Years after Opening to Traffic
4.23 Outcome of Traffic Survey & Analysis
 Detailed traffic surveys have been conducted along the project road as w
roads which are joining with NH-4 between Nelamangala and Tumkur Bypas
on the initial reconnaissance survey supported by subsequent detailed site v
consultation with NHAI, it was decided to conduct classified traffic volume co
three locations along the corridor for duration of 7 days 24 hours continuousl
locations are spaced in such way that, the distance between each count loca
of 20 to 30 km.
In addition to these, to know the volume of traffic influencing NH-4 project ro
major roads such as NH-207, SH-03, Tumkur Bypass to Gubbi and Tumkur
volume counts have been carried out with one day classified traffic volume c
locations.
Based on the traffic surveys, the 7 days ADT at the three VC locations are as
As per Feb-2012 survey

 VC-1 (at Km 30.600) ADT is 69,403PCU per day
As per May-2012 survey

 VC-1 (at Km 30.600) ADT is 71,605 PCU per day
From the above data it can be concluded that, the traffic at VC-1 i.e.
slightly increased from Feb-2012 survey to May-2012 survey. Where
Km 61.000 &
VC-7 at Km 74.000, the traffic volume has reduced when compared w
to May-2012 survey.
Similarly, the one day ADT in May 2012 at the four locations which ar
as under:
 VC-2 on NH-207 (at Km 49.500 of NH-4) ADT is 10,423PCU per d
 VC-3 on SH-03 (at Km 49.500 of NH-4) ADT is 4,249PCU per day
 VC-5 on Tumkur Bypass to Gubbi (at Km 63.000 of NH-4) ADT is
 VC-6 on Tumkur City Road from NH-4 at Batawadi (at Km 66.000
21,881 PCU per day
Based on these traffic, the road stretch between Nelamangala and Tu
Point warrants for 6 laning immediately and even warrants 8 laning b
and Start of Tumkur Bypass by LOS B criteria. It has been observed
Nelamangala will slightly get reduced near Dabbaspete and at Da
merging and diverging has been observed from both NH-207 tow
Doddaballapura and SH-03 towards Gudemarenahalli. Similarly, a
after the existing Toll Plaza just before the Tumkur City, a road which
Tumkur City in the western side connecting to NH-206 towards
has also merging and diverging of traffic.
Thereafter, at Batavadi junction, a considerable volume of traffic is le
the NH-4 from the Tumkur City. Hence, comparing with all the three l
count, at Km 30.600 and Km 61.000, the traffic volume is 69,403PCU
per day where as at Km 74.000 the volume is 51,219PCU per day ha
20,000PCU per day which is
attributed to the traffic plying between Bangalore and Tumkur and vic
or different Durations
along the project road as well as on the main

mangala and Tumkur Bypass End Point. Based
subsequent detailed site visit and in
classified traffic volume count survey at these
days 24 hours continuously. These three
e between each count location is in the range
nfluencing NH-4 project road meeting with

ass to Gubbi and Tumkur City Road, four more
y classified traffic volume counts at these
e three VC locations are as under:
U per day
U per day
U per day
CU per day
U per day
U per day
hat, the traffic at VC-1 i.e. at Km 30.600, has

o May-2012 survey. Whereas in case of VC-4 at
reduced when compared with Feb-2012 survey
the four locations which are off the NH-4 are
4) ADT is 10,423PCU per day

) ADT is 4,249PCU per day
Km 63.000 of NH-4) ADT is 8,106 PCU per day
at Batawadi (at Km 66.000 of NH-4) ADT is
tween Nelamangala and Tumkur Bypass End
d even warrants 8 laning between Nelamangala
eria. It has been observed that, traffic at
ar Dabbaspete and at Dabbaspete, traffic
ed from both NH-207 towards
demarenahalli. Similarly, after Km 62.000 i.e.
Tumkur City, a road which is bypass for
cting to NH-206 towards Gubbi, Shivamogga
rable volume of traffic is leaving and entering

mparing with all the three locations of volume
raffic volume is 69,403PCU and 70,033 PCU
e is 51,219PCU per day has reduced by
galore and Tumkur and vice-versa.

 Classified Turning Traffic Volume Count survey at two major junctions ha
From the analysis of the data, following are the findings based on tra
the
junctions.
 The Present Traffic in both the junctions, does not warrant for gra
since the peak hour traffic at the junction does not cross 10000-PCU
of the day as per the IRC-108-where as heavy pedestrian move
below are observed and hence looking at the safety of the road user
and to avoid unnecessary delays at these junctions for the through tr
suggested to provide grade separated facility for smooth and conflict
through traffic as
well as safety of pedestrians and cross road traffic.
 PV value, which is a measure of intensity of vehicular and pedest

2
(Reference: IRC 103:2012 “Guidelines for Pedestrian Facilities”) for a

locations are given. At all the locations, the PV value are more than 1
2
Table 4.91 below. When this value is more than 10 , grade separated
8
facility has to be proposed to provide a safe crossing of pedestrians.

Table 4.91: PV values
2
Time/Location/ At Kuluvana- At Manchakal- After Railway crossing

Chainage halli At Hirehalli kuppe Before Entry to Tumkur
City
Km Km 57.900 Km Km
41.600 60.400 65.400
Max Pedestrian 126 134 223 100
Crossing
Max Vehicular Traffic
(Considered from 1932 1967 1679 1967
Nearest
Volume Count
Pedestrian Station)
Volume 5E+08 5E+08 6E+08 4E+08
Index,PV in terms of 10
2 8
 Axle Load survey has been conducted along the project corridor in order
Vehicle
damage factors. The summary of the Vehicle Damage Factors for various ca
are presented in Table
Table 4.92: below and adopted for calculation of MSA for various
MSA values
y at two major junctions has been carried out.
he findings based on traffic movement at
s, does not warrant for grade separated facility,

oes not cross 10000-PCU per hour at any time
s heavy pedestrian movement as discussed
the safety of the road users at these junctions
junctions for the through traffic on NH-4, it is
lity for smooth and conflict free movement of
ad traffic.
ity of vehicular and pedestrian conflict

Pedestrian Facilities”) for all the surveyed
e PV value are more than 10 as mentioned in
2 8
than 10 , grade separated pedestrian crossing

8
e crossing of pedestrians.
At
Batavadi
Km
66.000
397
1778
1E+09
he project corridor in order to estimate the
mage Factors for various categories of vehicles

culation of MSA for various sections.
Road Section /Vehicle LCV - 2-AXLE BUS 3-AXLE MAV (3 to 6
Type GOODS TRUCK TRUCK Axles)
Nelamanagala to Tumkur 0.602 4.512 1.083 6.730 6.697
Bypass End Point
Origin-Destination Survey has been conducted at three locations to ascertain
and trip characteristics of the vehicles. Out of all the zones, zones covering T
Bangalore, Tumkur, Huli-Dharwad, Mumbai, Maharashtra, Gujarat, Chennai
more number of vehicle trips specially the goods trips.
Whereas in case of passenger vehicles, the maximum trips are observed wit
and adjoin areas of other states with Karnataka.
 Based on the O-D survey at Km 30.600 near Nelamangala Toll Plaza, da
that, the percentage through traffic is around 94% and local traffic is 2.5%. O
traffic, 2-Axle, 3-Axle and Multi-Axle Trucks traffic has around 95% through t
(4wheelers) is observed to be around 62% as through traffic, 36% as semi th
as local traffic.
 Based on the O-D survey at Km 62.000 near Tumkur Toll Plaza, data ana
90% to 95% of the vehicles are crossing both the toll plazas. The 2-Axle, 3-A
around 95% as through traffic and 1% as local traffic. Whereas LCV (4wheel
be around 93.79% as through traffic and 2 % as local traffic.
 In order to assess the percentage of toll payers in each category of
has revealed
 At Km 30.600 near to Nelamangala Toll Plaza for Passenger Vehicles, Pa
(For Crossing One Toll Plaza) - 6.67%
Paid Full Toll Rates (For Crossing Two Toll Plaza) - 88.65% Local Passes an
(No Toll Paid) – 4.68%
 At Km 30.600 near to Nelamangala Toll Plaza for Freight Vehicles, Paid H
Crossing One Toll Plaza) – 2.39%
Paid Full Toll Rates (For Crossing Two Toll Plaza) - 96.21% Local Passes an
(No Toll Paid) – 1.49%
 At Km 62.000 near to Tumkur Toll Plaza for Passenger Vehicles,
Paid Half Toll Rates (For Crossing One Toll Plaza) – 18.12% Paid Full Toll R
Two Toll Plaza) - 78.00% Local Passes and Exempted traffic (No Toll Paid) –
 At Km 62.000 near to Tumkur Toll Plaza for Freight Vehicles,
Paid Half Toll Rates (For Crossing One Toll Plaza) – 7.22% Paid Full Toll Ra
Two Toll Plaza) - 92.47%
Local Passes and Exempted traffic (No Toll Paid) – 0.31%
MAV (Above 6
Axles)
9.227
ducted at three locations to ascertain the travel pattern

ut of all the zones, zones covering Tamil Nadu, Kerala,
bai, Maharashtra, Gujarat, Chennai are contributing for
e goods trips.
the maximum trips are observed within Karnataka state
nataka.
00 near Nelamangala Toll Plaza, data analysis reveals
und 94% and local traffic is 2.5%. Out of the total goods
cks traffic has around 95% through traffic. LCV
% as through traffic, 36% as semi through traffic and 2 %
00 near Tumkur Toll Plaza, data analysis reveals that,

both the toll plazas. The 2-Axle, 3-Axle, MAVs has
s local traffic. Whereas LCV (4wheelers) is observed to
2 % as local traffic.
of toll payers in each category of vehicles the data
oll Plaza for Passenger Vehicles, Paid Half Toll Rates
oll Plaza) - 88.65% Local Passes and Exempted traffic
oll Plaza for Freight Vehicles, Paid Half Toll Rates (For
oll Plaza) - 96.21% Local Passes and Exempted traffic
aza for Passenger Vehicles,

Toll Plaza) – 18.12% Paid Full Toll Rates (For Crossing
and Exempted traffic (No Toll Paid) – 3.88%
aza for Freight Vehicles,
Toll Plaza) – 7.22% Paid Full Toll Rates (For Crossing
Toll Paid) – 0.31%

5 ENGINEERING SURVEYS AND INVESTIGATIONS
Survey and investigations are necessary for a good and efficient design. The nec
investigations were undertaken as per the requirements of the ToR.
5.1 Topographical Survey
Topographical survey was conducted for the purpose of creating a digital terrain m
design the road and structures) for the stretch of the road from km 29.435 to km 7
Nelamangala to Tumkur section, covering a minimum width of 40m on either side
the existing road or to the right of way (ROW) boundary on either side whichever
The survey was carried out as follows:
 Basic Plan Control
The coordinates of the basic plan control points were established with the use of d
equipment (Leica-SR 530) providing accurate and homogeneous control all along
road stretch. There are 24 GPS stations for entire stretch of the project and most
rock-in-situ / sheet rocks situated along the NH 4. For each GPS station there
situated at about 100m to 200m away from the GPS station which was also fixed
method and on similar object as for the GPS station, to serve the purpose of prov
closing bearing for Total Station traverse as well as for providing extra primary co
ordinates were obtained on WGS - 84 system on Universal Transverse Mer
Projection.
 Extension of Planimetric Control
In between GPS stations, Total Station traverses were run providing planimetric p
250m apart. Pillars are established at about 250m apart along the road length, th
connected during the Total Station traverse for control. Total Stations of hig
TC-805) were used, providing both plan and height control for the pillars / other co
 Height Control
Double tertiary levelling was done along the entire stretch with precision automati
the existing SOI BM (Tumkur). The descriptions for the GTS BM locations are giv
below.
Table 5.1: Description of GTS Bench Mark
BM No. Description RL (m)

SOI BM On top of Concrete Pillar at Inside of Shivakumara Swamy Circle,
(Tumkur). Opposite of NCC Office (North side), near to Traffic Police 827.049
Box
(East side).
Heights given to all Bench Marks, Pillars which were made at about 2
the NH, cement platforms, culverts etc. The benchmarks, which were
structures such as
culverts
Thus, all the Benchand km pillars
Marks at aboutalong
established one km
theapart, areare
stretch termed as Perman
in terms of GT
(PBMs).
established by Survey of India.
Planimetric and height control data i.e details of Bench Marks, DGPS and Tra
are enclosed as Annexure 5.01(a), (b) and (c) respectively.
 Detail Survey
The details on the road and on its flanks to 40m minimum on either side of the
existing road or more in case of stretches where concentric widening is propos
of the ROW, whichever is more were surveyed by running Total Station travers
planimetric positions of control points established on the road sides in between
X, Y and Z coordinates of relevant points of survey were captured by this Total
detailed survey, such as electric / telephone pole, trees, statue, as well points o
points on the same linear feature such as centerline of road, left / right edge of
right edge embankment top, left / right embankment toe line, break points on gr
lines, streams, building etc., within the limit of survey).
 Creation of Digital Terrain Model
The survey data were down loaded and converted to graphic files using Autom
software. With the help of x, y, z coordinates of the several points picked up in
models were created from which the road design is carried out.
5.2 Geotechnical Investigation Methodology of Field Work
Boring and Drilling
Boreholes were sunk by deploying heavy duty rotary drilling rig using
rotary drilling process. Methodology followed for boring confirmed to
effected by the cutting action of rotating bit with bentonite slurry circu
stabilising the sides of the boreholes using casing pipes/bentonite slu
depth to prevent side collapse. While this method was adequate to bo
soil stratum, progress of boring slowed down considerably near the s
including weathered rock formations. In such cases, further drilling w
using NX size double tube core barrel with TC (Tungsten Carbide) bi
progress of drilling using TC bits slowed down considerably, diamond
adopted. The percentage CR (Core Recovery) and RQD (Rock Qua
been recorded for the rock cores extracted and are presented in the b
furnished in Annexure 5.02.
Sampling
Disturbed samples have been collected from split spoon sampler by c
standard penetration tests below the existing ground level as present
field bore logs.
Undisturbed samples (UDS) were collected in the boreholes whereve
cohesive layers met with by using 100mm diameter thin walled samp
sampling, both ends of the sampling tube were hermetically sealed w
labeled.
The SPT N-value and UDS at each depth has been mentioned in the
Rock Coring
Heavy duty rotary drilling rig having the capacity to drill up to 60 m ha
through the rocky stratum. Tungsten Carbide (TC) / Diamond bits we
through weathered
rock / hard rock stratum. Recovered cores were measured and perce
has been calculated as under:
ficient design. The necessary surveys and
the ToR.
eating a digital terrain model (in order to

rom km 29.435 to km 74.087 of NH- 4 from
h of 40m on either side of the centerline of
either side whichever is more.
blished with the use of differential GPS

neous control all along the length of the
of the project and most of which are on
ach GPS station there is a reference point
n which was also fixed by differential GPS
ve the purpose of providing starting and
viding extra primary control point. The co-
versal Transverse Mercator’s (UTM)
providing planimetric positions at about

long the road length, these points were
Total Stations of high accuracy (Leica
for the pillars / other control points.
with precision automatic levels starting from

S BM locations are given in the Table 5.1
h were made at about 250m apart all along
enchmarks, which were made on stable
areare
h termed as Permanent
in terms BenchMarks
of GTS Bench Marks
Marks, DGPS and Traverse Control Points
m on either side of the center line of the

tric widening is proposed or till the boundary
ng Total Station traverses in between the
road sides in between GPS control points.
captured by this Total Station traverse for
statue, as well points on string lines (i.e.
oad, left / right edge of carriageway, left /
line, break points on ground, visible property
aphic files using Automap and Nova Point

ral points picked up in the field, digital terrain
ed out.
rotary drilling rig using the conventional
for boring confirmed to IS: 1892. Boring was
h bentonite slurry circulation and by
sing pipes/bentonite slurry up to required
hod was adequate to bore through the stiff
considerably near the soil - rock interface,
cases, further drilling work was carried out by
(Tungsten Carbide) bits. When the
considerably, diamond bit drilling was
) and RQD (Rock Quality Designation) has
d are presented in the bore logs which is
plit spoon sampler by conducting the

ground level as presented in the respective
the boreholes wherever cohesive / semi

meter thin walled sampling tube. Upon
e hermetically sealed with paraffin wax and
been mentioned in the Borelog.
ty to drill up to 60 m has been used to drill

TC) / Diamond bits were used to drill
e measured and percentage CR and RQD

% CR 
%RQD =
The SPT, UDS and rock core samples, core sampling depth percenta
each core drill run has been mentioned in the respective bore log.
Standard Penetration Test (SPT)
Standard Penetration Test (SPT) to determine penetration resist
in the boreholes generally up to refusal depth using the procedure d
In this method, driving bit is replaced by split spoon sampler (50.8 m
and the sampler is driven by dropping 63.5 kg hammer on the top of
free fall of 75 cm. The length of the sampler is 60 cm.
The sampler is first driven through 15 cm as “Seating Drive”. It is furth
cm. The number of blows required to drive the sampler for 30 cm bey
termed as “Penetration Resistance, N”.
Where it was not possible to penetrate the full length of SPT sampler
reached earlier, N values are generally observed to be greater than 1
Recorded ‘N’ values are mentioned in the respective bore log sheet a
Investigation
The objective of pavement investigation is to develop pavement desig
existing ground and road conditions, available construction materials
loading and to confirm sources of pavement construction materials.
This section presents and discusses the field investigations of the ex
and field investigations of ground conditions for proposed new road a
collected were analyzed to obtain characteristic values that were utili
design parameters.
 Pavement Investigations and Testing
Pavement Condition Survey was undertaken to obtain an initial evalu
along the project roads, with particular emphasis on the condition of t
pavement. From the results of the Pavement Condition Survey, Pav
testing (Benkelman Beam) was carried out. Subsequently a program
testing was undertaken using the samples
obtained from the above investigation.
 Pavement Condition Survey
The objective of the pavement condition survey was to get an understanding o
condition of the pavement through visual observation and simple manual meas
has been conducted based on the specification mentioned in clause 4.2 of IRC
survey was conducted in January 2012 by recording observations made f
vehicle while travelling along the length of the project road. At a regular interva
pavement condition survey has been carried out and basic parameters like wid
defects were recorded by visual observations.
The data collected for every 1.0 km comprised of five categories, these
Characteristics, Pavement Condition, Shoulder Condition, Embankment and Dr
The full record of the Pavement Condition Survey regarding the existing pavem
attached as Annexure 2.02.
 Pavement Structural Strength (Falling weight Deflectometer Tests)
The project road traverses through plain terrain. For the entire length, the
carriageway with BC/AC surfacing. The structural strength survey for existing s
carriedout using Falling Weight Deflectometer (FWD) technique in accorda
procedure given in IRC: 115-2014 (“Guidelines for Structural Evaluation and St
Flexible Road Pavements using Falling Weight Deflectometer-FWD Technique
The objective of this pavement-testing programme was to measure the residua
be mobilized from the existing pavement. In Falling Weight Deflectometer (FWD
load is applied on the road surface. The magnitude of the load, duration and ar
adjusted that it corresponds to the effect of loading due to standard axle on in-
The deflection of the road surface is measured at a number of points at differe
outward from the centre of the falling weight. Thus, the shape of deflection bow
stiffness values can be studied over a period to time to assess the trend in the
deterioration of pavement and overlay thickness can be designed. For design o
the existing pavement structure (with the stiffness values estimated by FWD) a
overlay thickness can be analysed to obtain the critical strain value(s). Results
are enclosed in Annexure 8.01.
5.3 Subgrade Investigation for Pavements
Understanding of subgrade or basement soil is very important in the des
structures for Highways. Subgrade is normally defined as the supporting structu
pavement surface and its special under courses rest. In cut sections, it is origin
base material and in fills, subgrade consists of uppermost materials placed in e
Increased vehicle speed and axle load has now resulted in the necessity
investigation of subgrade soil to achieve satisfactory performance under v
conditions. Subgrade soil sometimes is also referred to as “basement soil.” Gen
subgrade material and hence the characteristics of soil found in different region
studied and analysed.
Such soil generally consists of mineral matter formed by disintegration of rocks
water, wind, pressure, temperature etc. All soils generally contain water in vary
free or absorbed form. In most cases, soils are heterogeneous blends of partic
shapes and parent material. Structural design of flexible pavement consists of e
total thickness above subgrade and sub-dividing it economically into
materials so that subgrade and paving layers are not stressed beyon
bearing capacities due to the traffic loads.IRC 37 is generally based o
design for evaluating subgrade strength, in the 4 day soaked conditio
 Soil Classification for Highway Purposes
Certain characteristics such as grain size are useful in classifyin
predicting the behaviour. Grain size classification as per IS 1498 w
followed is described below:
Soils are generally divided into three divisions namely, coarse graine
highly organic soils and other miscellaneous soil materials.
Coarse Grained Soils
The coarse grained soils are divided into two sub-divisions, namely:
Gravel
In these soils, more than half the coarse fraction (+75 micron) is large
Sieve size. This subdivision includes gravel and gravelly soils.
Sand
In these soils, more than half the coarse fraction (+75 micron) is sma
Sieve size. This subdivision includes sand and sandy soils.
Fine Grained Soils
The fine-grained soils shall be further divided into three sub divisions
following values of liquid limit:
Silts and Clays of low compressibility- LL < 35(represented by Symbol L).
Silts and Clays of medium compressibility- LL 35- 50(represented by Symbo
Silts and Clays of high compressibility -LL>50 (represented by Symbol H).
Particle Size based Definition of Soil Components
 Boulders -Average diameter of particles: > 300 mm
 Cobble - Average diameter of particles: 300 mm -75 mm
 Coarse Gravel - Average diameter of particles: 75 - 20 mm
 Fine Gravel - Average diameter of particles: 20 mm - 4.75 mm
 Coarse Sand - Average diameter of particles: 4.75 mm - 2.0 mm
 Medium Sand - Average diameter of particles:2.0 mm - 425
 Fine Sand - Average diameter of particles: 425µ - 75µ. (0.425mm
 Silt - Average diameter of particles: 0. 075 mm - 0.002 mm
 Clay - Average diameter of particles: < 0.002 mm
Since soils generally consist of one or more of above constituents, th
divided into various groups as fine and coarse-grained soils (general
category). Various other classifications such as Unified soil classifica
AASHTO classifications are
also useful.
Based on trial pit excavation & subsequent visual classification, subg
identified.
 Factors influencing behaviour of Subgrade Soils
Moisture plays a very important role on the behaviour of soils. Soils th
strength and supporting power under one set of moisture conditions p
unsatisfactory due to seasonal moisture changes. Subgrade soils are
moisture changes and wherever possible, the design should ensure s
performance of subgrade under varying moisture conditions with suit
Properties of soils composed largely of coarse materials are primarily
sizes of particles while for soils composed largely of clays and colloid
influenced by surface charges and captions.
Density of soil affects its behaviour. In coarse-grained soils, increase
decreased moisture due to compaction increases the strength of the
other hand, over compaction of clays that has high affinity for water is
Compaction characteristics for subgrade soil is estimated by conduct
compaction test.
 Sub grade Investigation Programme
Evaluation of Subgrade soil characteristics by collecting representativ
the existing alignment along the entire length. Collection of bulk sam
km along the carriageway (existing). For all soil samples, in-situ field
bulk density was calculated in the field using standard core cutter me
 Laboratory Tests
The following laboratory tests were performed on representative
pits to evaluate characteristics of subgrade soil.
 Grain size analysis - Wet Sieve analysis and Hydrometer analysis
 Atterberg’s limits - liquid limit, plastic limit and plasticity index
 Modified Proctor compaction test
 Preparation of samples at 97% MDD for conducting un-soaked an
CBR test
The test procedures for grain size analysis, Atterberg’s limits, B
Specific Gravity, tests have already been explained earlier in this sec
methodology for Modified Proctor Compaction and CBR tests is expla
Modified Proctor Compaction Test Procedure
About 6 kg of sample was taken for light compaction. The comp
1000 cm3 capacity with base plate attached is weighed to the neare
of the wet soil compacted in three equal layers using the rammer of m
fall 310mm with 25 evenly distributed blows in each layer for 100mm
blows for 150mm diameter mould). The second and third layers are s
The loose soil from the outside and
base of the mould was cleaned. The mould with the soil is finally weig
(w2).
The procedure was repeated for six to seven times using a fresh soil
adding higher water content then the proceeding one till there is eithe
change in the mass of the wet compacted soil in the mould. Densities
of compactive efforts are plotted against moisture contents. The Posi
on this curve has been determined. The dry density have been repor
and moisture contest to the nearest 0.2 for values below 5% & 0.5 fo
CBR values for Soaked Samples
The mould containing the test specimen is placed on the lower plate
with the base plate in position and the top surface exposed. Surcharg
to produce an intensity of loading equal to the weight of the base mat
pavement is placed on the specimen (if the soaking had been done e
then shall be equal to that used during the soaking). To prevent “hea
hole of the surcharge weights, a 2.5 kg annular mass is placed on the
seating the penetration plunger after which the remainder of surcharg
placed. The plunger shall be kept under a load of about 4 kg so that f
between the surface of the specimen and the plunger. The stress and
are set to initial zero reading. The initial load applied to the plunger is
while determining the load-penetration relation. Load is applied to the
at the rate of penetration equal to 1.25 mm per minute. The load is re
of 0.0, 0.5, 1.0, 1.5, 2.0, 2.5, 4.0, 5.0, 7.5, 10.0 and 12.5 mm. The ma
penetration is recorded for a maximum penetration of 12.5 mm. The p
completion of test is raised and the mould is detached from the loadin
50-100 g of soil is taken immediately below the plunger for water con
The undisturbed test specimen should be examined carefully after th
for specimen the presence of any oversize particles as it could affect
Hence CBR should not be considered meaningful for application to p
soil like sands. If penetration test is to be performed on both ends of
base plate from the lower end of the mould and fix it on the upper end
and conduct the test on other end of specimen. In that case, sam
ends is taken for water content determination. The load penetratio
This curve is generally convex upwards, although the initial portion of
concave upwards due to surface irregularities. A correction shall the
drawing a tangent to the upper curve at the point of contraflexu
curve shall be taken to be this tangent plus the convex portion of the
origin of strains shifted to the point where the tangent cuts the horizo
Thus the penetration of plunger shall be read from this shifted zero p
zero. Accordingly the corrected load shall be read corresponding to th
 Laboratory Test Results of Subgrade Soil
The testing programme is based on the concept of project road being
series of homogenous lengths. Each of these homogenous lengths w
that idealized soil parameters could be adopted for this stretch. Base
condition survey it was inferred that the project road is more or le
most of its length. All samples were generally air-dried followed b
testing. Modified proctor compaction test was
performed on representative samples. CBR test on individual sample
97%
Length of core x100 Length of run
Length of core in pieces of 101.6 mm ( 4inches and above) Length
of run
x 100
The SPT, UDS and rock core samples, core sampling depth percentage CR and RQD for
each core drill run has been mentioned in the respective bore log.
Standard Penetration Test (SPT)
Standard Penetration Test (SPT) to determine penetration resistance was conducted
in the boreholes generally up to refusal depth using the procedure described in IS: 2131.
In this method, driving bit is replaced by split spoon sampler (50.8 mm OD and 35 mm ID)
and the sampler is driven by dropping 63.5 kg hammer on the top of the driving collar with
free fall of 75 cm. The length of the sampler is 60 cm.
The sampler is first driven through 15 cm as “Seating Drive”. It is further driven through 30
cm. The number of blows required to drive the sampler for 30 cm beyond seating drive is
termed as “Penetration Resistance, N”.
Where it was not possible to penetrate the full length of SPT sampler and “refusal” was
reached earlier, N values are generally observed to be greater than 100.
Recorded ‘N’ values are mentioned in the respective bore log sheet attached. Pavement
Investigation
The objective of pavement investigation is to develop pavement designs that reflect the
existing ground and road conditions, available construction materials and expected traffic
loading and to confirm sources of pavement construction materials.
This section presents and discusses the field investigations of the existing road pavement
and field investigations of ground conditions for proposed new road alignment. The data
collected were analyzed to obtain characteristic values that were utilized as pavement
design parameters.
 Pavement Investigations and Testing
Pavement Condition Survey was undertaken to obtain an initial evaluation of conditions
along the project roads, with particular emphasis on the condition of the existing
pavement. From the results of the Pavement Condition Survey, Pavement strength
testing (Benkelman Beam) was carried out. Subsequently a programme of laboratory
testing was undertaken using the samples
obtained from the above investigation.
Pavement Condition Survey
objective of the pavement condition survey was to get an understanding of the overall
dition of the pavement through visual observation and simple manual measurements. The survey
been conducted based on the specification mentioned in clause 4.2 of IRC: 81-1997. The
ey was conducted in January 2012 by recording observations made from a slowly moving
cle while travelling along the length of the project road. At a regular interval of 1.0 km each,
ement condition survey has been carried out and basic parameters like width and surface
cts were recorded by visual observations.
data collected for every 1.0 km comprised of five categories, these being Road
racteristics, Pavement Condition, Shoulder Condition, Embankment and Drainage Condition.
full record of the Pavement Condition Survey regarding the existing pavement composition is
ched as Annexure 2.02.
Pavement Structural Strength (Falling weight Deflectometer Tests)
project road traverses through plain terrain. For the entire length, the road is a 6-lane
ageway with BC/AC surfacing. The structural strength survey for existing six-lane pavement is
edout using Falling Weight Deflectometer (FWD) technique in accordance with the
edure given in IRC: 115-2014 (“Guidelines for Structural Evaluation and Strengthening of
ible Road Pavements using Falling Weight Deflectometer-FWD Technique”).
objective of this pavement-testing programme was to measure the residual strength that could
mobilized from the existing pavement. In Falling Weight Deflectometer (FWD) test, an impulsive
is applied on the road surface. The magnitude of the load, duration and area of loading is so
sted that it corresponds to the effect of loading due to standard axle on in- service pavement.
deflection of the road surface is measured at a number of points at different distances radially
ward from the centre of the falling weight. Thus, the shape of deflection bowl is obtained. The
ness values can be studied over a period to time to assess the trend in the structural
rioration of pavement and overlay thickness can be designed. For design of overlay thickness,
existing pavement structure (with the stiffness values estimated by FWD) along with the tentative
lay thickness can be analysed to obtain the critical strain value(s). Results of the FWD Tests
enclosed in Annexure 8.01.
Subgrade Investigation for Pavements
erstanding of subgrade or basement soil is very important in the design of pavement
ctures for Highways. Subgrade is normally defined as the supporting structure on which the
ement surface and its special under courses rest. In cut sections, it is original soil below sub-
e material and in fills, subgrade consists of uppermost materials placed in embankments.
eased vehicle speed and axle load has now resulted in the necessity of thorough
stigation of subgrade soil to achieve satisfactory performance under various service
ditions. Subgrade soil sometimes is also referred to as “basement soil.” Generally, soil is used as
grade material and hence the characteristics of soil found in different regions have to be carefully
ied and analysed.
h soil generally consists of mineral matter formed by disintegration of rocks due to action of
er, wind, pressure, temperature etc. All soils generally contain water in varying amount and in
or absorbed form. In most cases, soils are heterogeneous blends of particles of many sizes,
pes and parent material. Structural design of flexible pavement consists of establishing its
total thickness above subgrade and sub-dividing it economically into layers of different
materials so that subgrade and paving layers are not stressed beyond their respective
bearing capacities due to the traffic loads.IRC 37 is generally based on the CBR method of
design for evaluating subgrade strength, in the 4 day soaked condition.
 Soil Classification for Highway Purposes
Certain characteristics such as grain size are useful in classifying soils and
predicting the behaviour. Grain size classification as per IS 1498 which is generally
followed is described below:
Soils are generally divided into three divisions namely, coarse grained, fine-grained and
highly organic soils and other miscellaneous soil materials.
Coarse Grained Soils
The coarse grained soils are divided into two sub-divisions, namely:
Gravel
In these soils, more than half the coarse fraction (+75 micron) is larger than 4.75 mm IS
Sieve size. This subdivision includes gravel and gravelly soils.
Sand
In these soils, more than half the coarse fraction (+75 micron) is smaller than 4.75 mm IS
Sieve size. This subdivision includes sand and sandy soils.
Fine Grained Soils
The fine-grained soils shall be further divided into three sub divisions on the basis of the
following values of liquid limit:
Silts and Clays of low compressibility- LL < 35(represented by Symbol L).
Silts and Clays of medium compressibility- LL 35- 50(represented by Symbol I).
Silts and Clays of high compressibility -LL>50 (represented by Symbol H).
Particle Size based Definition of Soil Components
 Boulders -Average diameter of particles: > 300 mm
 Fine Sand - Average diameter of particles: 425µ - 75µ. (0.425mm - 0.075mm)
Since soils generally consist of one or more of above constituents, they are generally
divided into various groups as fine and coarse-grained soils (generally 9 groups for each
category). Various other classifications such as Unified soil classification system and
also useful.
 Fine Sand - Average diameter of particles: 425µ - 75µ. (0.425mm - 0.075mm)
Since soils generally consist of one or more of above constituents, they are generally
divided into various groups as fine and coarse-grained soils (generally 9 groups for each
category). Various other classifications such as Unified soil classification system and
also useful.
Based on trial pit excavation & subsequent visual classification, subgrade soils were
identified.
 Factors influencing behaviour of Subgrade Soils
Moisture plays a very important role on the behaviour of soils. Soils that have adequate
strength and supporting power under one set of moisture conditions prove to be
unsatisfactory due to seasonal moisture changes. Subgrade soils are influenced by
moisture changes and wherever possible, the design should ensure satisfactory
performance of subgrade under varying moisture conditions with suitable methods.
Properties of soils composed largely of coarse materials are primarily controlled by the
sizes of particles while for soils composed largely of clays and colloids, the properties are
influenced by surface charges and captions.
Density of soil affects its behaviour. In coarse-grained soils, increased density and
decreased moisture due to compaction increases the strength of the pavement. On the
other hand, over compaction of clays that has high affinity for water is not desirable.
Compaction characteristics for subgrade soil is estimated by conducting Modified Proctor
compaction test.
 Sub grade Investigation Programme
Evaluation of Subgrade soil characteristics by collecting representative soil samples along
the existing alignment along the entire length. Collection of bulk samples generally at 3
km along the carriageway (existing). For all soil samples, in-situ field moisture content and
bulk density was calculated in the field using standard core cutter method.
 Laboratory Tests
The following laboratory tests were performed on representative samples from trial
pits to evaluate characteristics of subgrade soil.
 Grain size analysis - Wet Sieve analysis and Hydrometer analysis
 Atterberg’s limits - liquid limit, plastic limit and plasticity index
 Modified Proctor compaction test
 Preparation of samples at 97% MDD for conducting un-soaked and 4 days soaked
CBR test
The test procedures for grain size analysis, Atterberg’s limits, Bulk & Dry Density,
Specific Gravity, tests have already been explained earlier in this section. The brief
methodology for Modified Proctor Compaction and CBR tests is explained below.
Modified Proctor Compaction Test Procedure
About 6 kg of sample was taken for light compaction. The compaction mould of
1000 cm3 capacity with base plate attached is weighed to the nearest 1gm (w1). One part
of the wet soil compacted in three equal layers using the rammer of mass 2.6kg and free
fall 310mm with 25 evenly distributed blows in each layer for 100mm diameter mould (56
blows for 150mm diameter mould). The second and third layers are similarly compacted.
The loose soil from the outside and
base of the mould was cleaned. The mould with the soil is finally weighed nearest to 1gm
(w2).
The procedure was repeated for six to seven times using a fresh soil specimen after
adding higher water content then the proceeding one till there is either a decrease or no
change in the mass of the wet compacted soil in the mould. Densities obtained in a series
of compactive efforts are plotted against moisture contents. The Position of maximum point
on this curve has been determined. The dry density have been reported to nearest 0.01%
and moisture contest to the nearest 0.2 for values below 5% & 0.5 for values of 5 to 10%.
CBR values for Soaked Samples
The mould containing the test specimen is placed on the lower plate of the testing machine
with the base plate in position and the top surface exposed. Surcharge masses, sufficient
to produce an intensity of loading equal to the weight of the base material (in field) and
pavement is placed on the specimen (if the soaking had been done earlier, the surcharge
then shall be equal to that used during the soaking). To prevent “heave” of soil into the
hole of the surcharge weights, a 2.5 kg annular mass is placed on the soil surface prior to
seating the penetration plunger after which the remainder of surcharge weights shall be
placed. The plunger shall be kept under a load of about 4 kg so that full contact is ensured
between the surface of the specimen and the plunger. The stress and strain dial gauges
are set to initial zero reading. The initial load applied to the plunger is termed as zero load
while determining the load-penetration relation. Load is applied to the penetration plunger
at the rate of penetration equal to 1.25 mm per minute. The load is recorded at penetration
of 0.0, 0.5, 1.0, 1.5, 2.0, 2.5, 4.0, 5.0, 7.5, 10.0 and 12.5 mm. The maximum load and
penetration is recorded for a maximum penetration of 12.5 mm. The plunger, after the
completion of test is raised and the mould is detached from the loading equipment. About
50-100 g of soil is taken immediately below the plunger for water content determination.
The undisturbed test specimen should be examined carefully after the test is completed,
for specimen the presence of any oversize particles as it could affect the test results.
Hence CBR should not be considered meaningful for application to purely cohesion less
soil like sands. If penetration test is to be performed on both ends of specimen, remove the
base plate from the lower end of the mould and fix it on the upper end. Invert the mould
and conduct the test on other end of specimen. In that case, sample from both the
ends is taken for water content determination. The load penetration curve is drawn.
This curve is generally convex upwards, although the initial portion of the curve may be
concave upwards due to surface irregularities. A correction shall then be applied by
drawing a tangent to the upper curve at the point of contraflexure. The corrected
curve shall be taken to be this tangent plus the convex portion of the original curve with the
origin of strains shifted to the point where the tangent cuts the horizontal strain axis.
Thus the penetration of plunger shall be read from this shifted zero point instead of original
zero. Accordingly the corrected load shall be read corresponding to this penetration value.
 Laboratory Test Results of Subgrade Soil
The testing programme is based on the concept of project road being composed of a
series of homogenous lengths. Each of these homogenous lengths was assumed such
that idealized soil parameters could be adopted for this stretch. Based on pavement
condition survey it was inferred that the project road is more or less homogenous for
most of its length. All samples were generally air-dried followed by oven drying prior to
testing. Modified proctor compaction test was
performed on representative samples. CBR test on individual samples was carried out at
97%
MDD conditions. CBR test was performed both in un-soaked and
condition. Relevant engineering parameters such as liquid limit and plas
also be evaluated.
Based on testing, complete details with regard to index & Engineering p
grade soil are presented in Table 5.2 below
Table 5.2: Index and Engineering Parameters of Subgrade Soil
Particle size Analysis
Specific gravity G
Sand (%) Silt Clay
Plastic Limit (%)

Liquid Limit (%)
Chainage (Km)
(%) (%)
Gravel (%)
MDD(g/cc)
OMC (%)
Medium
Coarse
PI (%)
Fine
40+700 4.8 14 28 16.2 30 7 24.5 NP NP 1.89 8.9 2.64

50+400 6.4 20 28.6 18 17 10 31.2 NP NP 1.94 10.1 2.61
63+950 5.5 18.5 22.5 10.5 30 13 46.4 17.8 28.6 1.91 9.4 2.60
From the above test results, 4 day Soaked CBR of 8% can be considere
6 purposes.
INDICATIVE DESIGN STANDARDS
Highway design and safety issues are a constant challenge because of changing
speed and high volumes of traffic coupled with pressing elements of conservation
The objective of design standards is therefore to provide comfortable, economic a
particular speed.
The scope covers the design standards of all elements of the project road and ca
the various categories mentioned hereinafter.
The following is a summary of the various design standards that have been finaliz
experience of consultants for the improvement / upgradation of Highways.
The following are the various Design codes that shall be followed for the structura
components of the project of the Project Road. These shall be supplemented, wh
guidelines from various International codes.
The standards adopted are based on “Manual of Specifications and Standards for Six l
through Public Private Partnership”, IRC, MORTH and other internationally acce
practices
6.1 Traffic Design
IRC has published highway capacity standards for rural and urban highways. Cap
fundamental to the planning, design and operation of roads, and provides, among
basis for determining the carriageway width to be provided at any point in a road n
to the volume and composition of traffic. Moreover it is a valuable tool for evaluati
investments needed for future road constructions and improvements, and for work
between the competing the projects.
 Definitions and Concepts
Volume (or Flow) is the number of vehicles that pass through a given point on the ro
designated time interval. Since roads have a certain width and numbers of
accommodated in that width, flow is always expressed in relation to the given wid
per two lane etc.). The time unit selected is an hour or a day. ADT is the volume o
Traffic when the measurements are taken for few days. AADT is the volume is the
Daily Traffic when measurements are taken for 365 days of the year and average
IRC 64 of 1990)
Density (Or Concentration) is the number of vehicles occupying a unit length of roa
time. The unit length is generally one Kilometer. Density is expressed in relation t
road. (i.e. per lane or per two lane etc.)
When vehicles are jammed condition, the density is maximum. It is then termed a
density. (Clause 3.6 of IRC 64 of 1990)
both in un-soaked and 4 days soaked
uch as liquid limit and plasticity index were
d to index & Engineering parameters of sub
bgrade Soil
CBR (%)
Unsoaked
Soaked
28.6 10.4
24.6 8.8
22.8 8.1
BR of 8% can be considered for design
enge because of changing scenario of high

g elements of conservation and social factors.
e comfortable, economic and safe journey at a
of the project road and can be grouped in to
ards that have been finalized from the past

ation of Highways.
e followed for the structural design of various
hall be supplemented, wherever required, by
ations and Standards for Six laning of Highways

other internationally accepted design codes/
and urban highways. Capacity analysis is

ads, and provides, among other things, the
ded at any point in a road network with respect
a valuable tool for evaluation of the
mprovements, and for working out priority
ugh a given point on the road during a

n width and numbers of lanes are
n relation to the given width (i.e., per lane or
a day. ADT is the volume of average Daily
AADT is the volume is the Annual Average
ys of the year and averaged out. (Clause 3.5 of
upying a unit length of road at an instant of

y is expressed in relation to the width of the
ximum. It is then termed as the jamming

Capacity is defined as the maximum hourly volume (vehicles per hour
can reasonably be expected to traverse a point or uniform section of
during a given time period under the prevailing road way, traffic and c
(Clause 3.7 of IRC 64 of 1990)
Design Service Volume is defined as the maximum hourly volume
can reasonably be expected to traverse a point or uniform section of
during the given time period under the prevailing roadway, traffic and
while maintaining a designated level of service. (Clause 3.5 of IRC 64
Peak Hours Factor is defined as the traffic volume during peak hour exp
percentage of the AADT. The peak hour volume in this case is taken
Volume (i.e., volume of traffic which is expected only during 30 hours
 Speed Flow Relationship
The speed volume relationship (Clause 4.1 of IRC 64 of 1990) is a pa
maximum volume at a value of speed equal to half the free speed. Th
relationship is a parabola, having a maximum volume at a value of de
jamming density. The
following relationship exists:
Q = KV
Where Q = Volume
K = Density
V = Speed
Maximum volume that can be accommodated on the road (Qmax, or
time) is considered to be the road capacity. From the idealised relatio
that the maximum volume occurs at half the free speed (maximum sp
jamming density, meaning thereby that
Qmax = (0.5 V ) x (0.5 K )
f j
= (0.25 x V * K )
f j
 Equivalency Factors
The need of expressing capacity in passenger car units has trig
studies for establishing appropriate Passenger Car Equivalency (PC
types of vehicles. Notable among the studies carried out in India are
Studies (RUCS) by the CRRI and the MORTH. It has been recognise
vary under different traffic and roadway conditions for any given type
Equivalency Factors are factors to convert the mixed flow of traffic in
express the capacity of road. The unit generally employed is the Pas
(PCU).
The maximum service flow in terms of PCU’s per day in rolling and h
upon the extent of trucks and buses present in the traffic stream, thei
the grades of the alignment, PCU for commercial vehicles vary with t
grade. Further, the passenger car equivalent factor decreases for
with the increase in the
percentage of commercial vehicles.
Tentative equivalency factor for conversion of different types of

equivalent passenger car units based on their relative interference va
6.1 below. (As per IRC: 64-1990).
Table 6.1: PCU factor for various types of Vehicles on Rural Roads
y volume (vehicles per hour) at which vehicles
point or uniform section of a lane or roadway
ailing road way, traffic and control conditions.
maximum hourly volume at which vehicles

point or uniform section of a lane or road way
vailing roadway, traffic and control conditions
rvice. (Clause 3.5 of IRC 64 of 1990)
olume during peak hour expressed as
olume in this case is taken as the thirtieth hourly
ected only during 30 hours in a year).
1 of IRC 64 of 1990) is a parabola having

al to half the free speed. The density volume
mum volume at a value of density equal to half the
ated on the road (Qmax, or vehicles per unit
y. From the idealised relationship, it can be seen
he free speed (maximum speed) and half the
ssenger car units has triggered off many

enger Car Equivalency (PCE) values for different
ies carried out in India are the Road User Cost
RTH. It has been recognised that the PCE values
nditions for any given type of vehicle.
the mixed flow of traffic in to single unit to
erally employed is the Passenger Car Unit
U’s per day in rolling and hilly terrain will depend

nt in the traffic stream, their PCU equivalent and
mercial vehicles vary with the magnitude of
lent factor decreases for the same grade
sion of different types of vehicles in to

heir relative interference value, are given in Table
cles on Rural Roads

Sl. Vehicle Type Equivalency
No. Factors
Fast Moving Vehicles
1 Motor Car Scooter 0.50
2 Passenger Car, Pick up van or Auto rickshaw 1.00
3 Agricultural tractor, Light Commercial Vehicle 1.50
4 Truck or bus 3.00
5 Truck – trailer, Agricultural Tractor – trailer 4.50
Slow Moving Vehicles
6 Cycle 0.50
7 Cycle Rickshaw 2.00
8 Hand Cart 3.00
9 Horse drawn vehicle 4.00
10 Bullock Cart 8.00
11 Small Bullock Carts 6.00
6.2 Pavement Design Consideration
The design of new pavement is based on IRC guidelines. The paved shoulders ar
the pavement for the main carriageway. The design requirements for the carriage
therefore applicable also to the design of the paved shoulders. Due consideration
conditions besides the structural requirements have been taken during the design
shoulders.
 Axle Load Scenario
The legal load permitted in the country on rear single axles of trucks fitted with 4 t
trailers is 10.16 tonnes (102 kN) and tandem axle fitted with 8 tyres of 19.0 tonnes
IRC: 37-2018 deals with the design of flexible pavements based on the California
method and cumulative axle load repetitions. Vehicle damage factors (VDF) for va
required to be derived on the basis of the axle load survey, but in the event of non
sufficient data relating to actual loads plying on a project road, the IRC recommen
and 2.5 to be taken for the design of national highways in hilly, rolling and 1.5, 3.5
4.5 respectively according to volume of traffic in plains in terms of commercial veh
0-150, 150-1500 and more than 1500 in plain.
A legally loaded axle of commercial vehicles itself causes a damage of 2.6 times
standard axle weight. However, in actual practices, the axle weights far exceed su
 Flexible Pavement Design
The flexible pavement design as per IRC: 37-2018 has been followed. Following a
required
 Initial Traffic in terms of the number of commercial vehicles per day
 Lane Distribution Factor
 Design Life in Years (includes 2.5 Year Construction)
 Annual Growth Rate of Commercial Vehicles
 Traffic Distribution in each direction
 CBR of soil Sub grade
Design Life
The design life of 15 years for the flexible pavement has been considered.
For the purpose of the design, a construction period of three years has been assu
Flexible pavement design has been considered for the construction of new carriag
road. The pavement layers were designed as per IRC: 37-2018 with Cemented ba
IIT Pave software. CBR of 8% has been adopted for the pavement design. Based
mentioned above the new pavement composition as per IRC 37-2018.
Design Traffic
For the purpose of structural design only the number of commercial vehicles of la
tonnes or more and their axle loading will be considered. To obtain a realistic esti
due consideration should be given to the existing traffic or that anticipated in the c
constructions, possible changes in road network and land use of the area
growth of traffic and design life.
Adoption of Vehicle Damage Factors
The vehicle damage factor is a multiplier for converting the number of commercia
axle loads to the number of standard axle-load repetitions. The vehicle damage fa
axle load surveys on typical road sections so as to cover various influencing facto
type of transportation, type of commodities carried, time of the year, terrain, road
of enforcement.
6.3 Geometric Design Consideration for Highways
For the Project Road, Geometric Design Standards as per IRC: SP: 87-201
Specifications & Standards for six laning of Highways” and IRC: 73-1980 “Geome
Standards for Rural (Non-urban) Highway” have been generally followed. Ba
documents, the requirements of Geometric Design Standards are given below.
The main design components are:
 Geometric design: Alignment and Profile
 Cross-sectional elements
 Intersections
 Wayside amenities
 Service Roads
C guidelines. The paved shoulders are an integral part of
design requirements for the carriageway pavement are
paved shoulders. Due consideration of the drainage
s have been taken during the design of the granular
ar single axles of trucks fitted with 4 tyres and axles on

axle fitted with 8 tyres of 19.0 tonnes (190 kN).
e pavements based on the California Bearing Ratio
Vehicle damage factors (VDF) for various vehicles are
e load survey, but in the event of non-availability of
on a project road, the IRC recommends a VDF of 0.5, 1.5
highways in hilly, rolling and 1.5, 3.5 and
c in plains in terms of commercial vehicles in the range of
n.
itself causes a damage of 2.6 times more than the
ctices, the axle weights far exceed such legal axle weight.
-2018 has been followed. Following are the details

ommercial vehicles per day
Construction)
icles
vement has been considered.

period of three years has been assumed.
ed for the construction of new carriageway and service
s per IRC: 37-2018 with Cemented base & sub base using
pted for the pavement design. Based on all the parameters
ition as per IRC 37-2018.
number of commercial vehicles of laden weight of 3

considered. To obtain a realistic estimate of design traffic
sting traffic or that anticipated in the case of new
etwork and land use of the area served, the probable
converting the number of commercial vehicles of different

ad repetitions. The vehicle damage factor is arrived at from
as to cover various influencing factors such as traffic mix,
arried, time of the year, terrain, road conditions and degree
ays
Standards as per IRC: SP: 87-2019 “Manual of
Highways” and IRC: 73-1980 “Geometric Design
have been generally followed. Based on these
Design Standards are given below.
To enable the design of above components, design standards adopte
following paragraphs.
6.4 Classification of Roads
For the purpose of geometric design, rural roads are classified into five main cate
 National Highways
 State Highways
 Major District Roads
 Other District Roads
 Village Roads
The present road falls under the category of National Highways.
6.5 Terrain
The classes of various terrains as IRC standards are given below in Table 6.2. The
sections varying from Plain to rolling.
Table 6.2: Terrain Classifications as per IRC
Sl No. Terrain Classification % Cross Slope of the Country

1 Plain 0 to 10
2 Rolling 10 to 25
3 Mountainous 25 to 60
4 Steep 60 and above
6.6 Recommended Design Service Volumes
It is recommended that Level of Service (LOS) B be adopted for design of rural ro
service volumes as per IRC: SP: 84-2019 for six lane carriageway with paved sho
PCU/day.
6.7 Design Speed
The Design Speed selected is the governing factor for all the geometric and road
on, IRC: SP: 87:2019, Design Speed, Different sections of the Project Road have
different design speed corresponding to the terrain classification.
The design speed as per Table 2 of IRC: 73-1980 for different terrain classes is g
Table 6.3: Design Speed for different Terrain Classes
Nature of Terrain Cross slope of the Design Speed

Ground Ruling Design Speed Minimum Design Speed
Plain and Rolling Up to 25% 100 80
Mountainous and steep More than 25% 60 40
Design speed to be adopted depends on the function of the road and
As per IRC: 73-1980 the ‘Ruling design speed’ adopted for National h
terrain is 100
kmph.
design standards adopted are given in the
sified into five main categories.
hways.
n below in Table 6.2. The Project Road has
ed for design of rural roads. The design

iageway with paved shoulders is 60,000
the geometric and road components. Based

the Project Road have been designed with
cation.
rent terrain classes is given in Table 6.3
function of the road and terrain conditions.
d’ adopted for National highways for plain
6.8 Cross-Section Elements
The different components of cross-section adopted are as follows
6.8.1 Right of Way (ROW)
As per IRC: SP: 87-2019, a minimum Right of Way (ROW) of 60 m should be ava
development of a 6-lane highway.
The existing ROW along the project road is found to be not uniform and is less tha
Recommendations. However, for improvement of junctions, relocation, realignme
design has been incorporated as per functional requirement. Additional land acqu
proposed to achieve minimum 60m ROW wherever required.
6.8.2 Camber
Camber or crossfall is essential for effective and fast drainage to avoid ponding o
depressions due to unequal settlement.
The cross fall on straight sections of road carriageway, paved shoulders and pave
has been proposed as 2.5% for bituminous surface and 2% for cement concrete s
slope for granular shoulders on straight portions have been proposed at least 0.5%
slope of the pavement and paved shoulder.
6.8.3 Carriageway
The Project road has been designed as a six-lane carriageway with paved
standard lane width of the Project Highway shall be 3.5m.
6.8.4 Shoulder
The shoulder width on the outer side (left side of carriageway) shall be given in Ta
SP: 87:2019.
Table 6.4: Width of Shoulder as per IRC
Type of Section Width of Shoulder(m)

Paved Earthen Total
Open country with isolated built up area 1.5 2.0 3.5
Built up area 2.0 - 2.0
Approaches to grade separated structures 2.0 - 2.0
Approaches to bridges 1.5 2.0 3.5
6.8.5 Median
The median can be either raised or depressed. The width of median is the distanc
edges of carriageway. The type of median shall depend upon the availability of Ri
minimum width of median, subjected to availability of Right of Way, for var
locations shall be as in Table 6.5
pted are as follows
Way (ROW) of 60 m should be available for
nd to be not uniform and is less than the IRC

of junctions, relocation, realignment widening etc,
requirement. Additional land acquisition has been
ever required.
d fast drainage to avoid ponding of water in local
ageway, paved shoulders and paved portion of median

face and 2% for cement concrete surface. The cross
s have been proposed at least 0.5% steeper than the
six-lane carriageway with paved shoulders. The

ll be 3.5m.
of carriageway) shall be given in Table 6.4 as per IRC:
The width of median is the distance between inside

depend upon the availability of Right of Way. The
ilability of Right of Way, for various
Table 6.5: Minimum width as per IRC
Minimum Width of Median(m)
Plain and Rolling terrain Mountainous and
Type of Section
steep terrain
Raised Depressed median Raised
Open country with isolated built up area 5.0 7.0 2.5
Built up area 2.5 Not Applicable 2.5
Approaches to grade separated structures 5.0 Not Applicable 2.5
6.8.6 Sight Distance
Sufficient stopping distance is made available for drivers to stop their vehicles wh
unexpected obstruction in the carriageway. During the design of the project road,
Distance that is twice the Stopping Sight Distance is taken into consideration to h
taking over with reasonable caution. But Stopping Sight Distance has also been u
where the provision of the Intermediate Sight Distance does not fit in. At no sectio
than the safe minimum stopping sight distance has been adopted, which is given
as follows.
Safe stopping minimum sight distance = 0.278 Vt + V 2
254 f
Where,
V = Design speed in km/hr
t = Perception & break reaction time (taken as 2.5 sec.)
f = Co-efficient of longitudinal friction varying from 0.40 a
0.35 At 100 km/h
The safe stopping sight distance, overtaking sight distance as recom

73-1980 is shown in Table 6.6
Table 6.6: Minimum recommended Sight Distances
Speed Safe Stopping Sight Overtaking Sight Intermediate Sight
(km/h) Distance (m) Distance (m) Distance (m)
100 180 640 360
80 120 370 240
65 90 340 180
60 80 300 160
50 60 235 120
6.9 Horizontal Curves
Horizontal curves have been designed to establish the proper relation between de
curvature, super elevation and side friction.
Different parameters for horizontal alignment are as follows
6.9.1 Radius
The radius of the project road section has been adopted as per the radius specifie
Clause 9.4, for the design speed selected.
s to stop their vehicles when faced with an
design of the project road, Intermediate Sight
en into consideration to help the vehicles for
Distance has also been used at sections
does not fit in. At no section, standards lower
n adopted, which is given as per IRC:73-1980
n time (taken as 2.5 sec.)

riction varying from 0.40 at 20 km/h
g sight distance as recommended in the IRC:
es
proper relation between design speed,
ows
d as per the radius specified in IRC: 73- 1980

R= V
2 127
(e+f)
Where, V= vehicle speed in km/hr
e= super elevation (maximum 0.07) ratio in meter per meter. f = co
friction (taken as 0.15)
R= Radius in meters
Radius for some selected design speeds are given in Table 6.7 as per
Table 6.7: Minimum Radii of Horizontal Curves
Nature of Terrain Desirable Minimum Absolute Minimum
Plain and Rolling 400m 250m
Mountainous and Steep 150m 75m
Based on IRC the absolute minimum radius to be provided for a design speed of
m. The minimum radius used for the project road is 145 m.
6.9.2 Super Elevation
As per IRC: SP: 87-2019 Super elevation shall be limited to 7%, if the radius of th
desirable minimum radius. It shall be limited to 5%, if radius is more than
The radius of curve for different speed are given in Table 6.8 below
Table 6.8: Radius beyond which Super Elevation not required
Design speed (km/h) Radius (m)

100 1800
80 1100
65 750
50 450
With a normal camber of 2.5% the radius beyond which super elevati
1800 m for a design speed of 100 kmph.
6.9.3 Transition Curve
Longer of the two values of minimum length of the transition curve derived from th
equations has been adopted. (Clause 9.5 of IRC: 73–1980).
i) Ls = 0.0215 V 3
and ii) Ls =
Where, CR R
Ls = Length of transition in meters V = speed in km/hr
R = Radius of Circular Curve in meter
C = 80 / (75+V), Subject to a maximum of 0.8 and minimum of 0.5
Minimum transition length for some radii is given in Table 17 of IRC: 73-1980.
6.10 Vertical Alignment
Different parameters for vertical alignment are as follows.
6.10.1 Gradients
Ruling gradient will be as a matter of course in design. Limiting gradient will be us
unavoidable circumstances such as topography, cost, etc. Minimum gradient
embankment near level grades are not objectionable when the pavement has suf
drain the storm water laterally. However, in cut sections minimum gradient
considerations is 0.5% if the side drains are lined and 1.0% if these are unlined. T
adopted.
The gradients to be maintained in the design are as per IRC: SP: 87-2019, given
Table 6.9: Gradients for Different Terrain
hr
imum 0.07) ratio in meter per meter. f = co-efficient of side
design speeds are given in Table 6.7 as per IRC: SP: 87-2019
orizontal Curves
adius to be provided for a design speed of 100 kmph is 250

oject road is 145 m.
on shall be limited to 7%, if the radius of the curve is less than

e limited to 5%, if radius is more than desirable minimum.
are given in Table 6.8 below
tion not required
.5% the radius beyond which super elevation is not required is

of 100 kmph.
ngth of the transition curve derived from the following

9.5 of IRC: 73–1980).
2.7 V 2
R
in meters V = speed in km/hr
urve in meter
to a maximum of 0.8 and minimum of 0.5
ii is given in Table 17 of IRC: 73-1980.

ent are as follows.
ourse in design. Limiting gradient will be used only at

opography, cost, etc. Minimum gradient for drainage at
objectionable when the pavement has sufficient camber to
ever, in cut sections minimum gradient for drainage
s are lined and 1.0% if these are unlined. The same shall be
esign are as per IRC: SP: 87-2019, given in Table 6.9

Sl. Nature of Terrain Ruling gradient Limited gradient
No.
1 Plain or rolling 2.5 % 3.3 %
2 Mountainous 5.0 % 6.0 %
3 Steep 6.0 % 7.0 %
6.10.2 Vertical Curves
Minimum length of vertical curves adopted in design is as given in Table 6.10. Table
of Vertical Curve
Design speed Maximum grade change not Minimum Length of

km/h requiring a vertical curve (%) vertical curve (m)
50 1.0 30
65 0.8 40
80 0.6 50
100 0.5 60
6.10.3 Vertical Clearance at Underpasses
As per IRC: SP:87-2019 Vertical clearance at Vehicular underpasses shall be at l
vehicular underpass 4.5m.
6.10.4 Median Openings
Median openings of not less than 20 m shall be provided for emergency a
maintenance works with detachable guard barrier at a spacing of 5 km.
6.11 Relevant Codes
Following are the relevant codes used for the feasibility study which is given in Ta
adopted in design is as given in Table 6.10. Table 6.10: Minimum length
ses
earance at Vehicular underpasses shall be at least 5.5 m and Light
an 20 m shall be provided for emergency and for repair/

e guard barrier at a spacing of 5 km.
sed for the feasibility study which is given in Table 6.11 below.
Table 6.11: Relevant Codes for Roads
Ref. No. Title of Standards
IRC:8-1980 Type Designs for Highway Kilometre Stones (Second Revision)
IRC:25-1967 Type Design for Boundary Stones
IRC:31-1969 Route Marker Signs for State Routes
IRC:35-2015 Code Of Practice for Road Markings (Second Revision)
IRC:38-1988 Guidelines for Design of Horizontal Curves for Highways and Design Tables
(First
Revision)
IRC:54-1974 Lateral and Vertical Clearance at Underpasses for Vehicular Traffic
IRC:64-1990 Guidelines for Capacity of Roads in Rural Areas
IRC:66-1976 Recommended Practice for Sight Distance on Rural Highways
IRC:67-2012 Code Of Practice for Road Signs
IRC:73-1980 Geometric Design Standard for Rural (Non-Urban) Highways
IRC:79-2019 Recommended Practice for Road Delineators
IRC:80-1981 Type Designs for Pick-Up Bus Stops on Rural (I.E., Non-Urban) Highways
IRC: 93-1985 Guidelines on Design and Installation of Road Traffic Signals.
IRC:99-2018 Guidelines for Traffic Calming Measures in Urban and Rural Areas
IRC:SP:87-2019 Manual of Specifications & Standards for six laning of Highways
IRC SP:23-1983 Vertical Curves for Highways
IRC SP:41-1994 Guidelines on Design of At-Grade Intersections in Rural and Urban Areas
IRC: SP: 42 –2014 Guidelines for Road Drainage.(First Revision)
MoRTH Specifications for Roads & Bridge Works
Manual for Safety in Road Design
6.12 Design of Bridges, Viaduct, Grade Separators and Railway over Bridges
Design standards that have been followed are:
 The bridges and Slab/Box culverts with non perennial flow are provided with
bottom.
 The Bridges with vertical clearance more than 2m is accommodated for light
movement
 The structures in design chainage Km 29.435 to 61.782 (bridges & culverts) h
with three lane of total width 16.0 m [i.e. carriage way 10.50m + 3.50m (paved sho
(shy off) + 0.50 m x 2 (crash barrier)]. The service road shall be of total width of 1
carriage way + 1.75 m foot path +1.50 m paved shoulder +
0.25 m x 2 shy off 0.50 x 2 crash barriers] along with utility duct for structures.
 The design has been based on relevant IRC codes of practice of latest revisio
the IRC codes are not applicable or silent, appropriate BIS, other international cod
as British / American/ Australian codes based on sound engineering practice
 The Railway Bridges are proposed as per the RDSO standards, RDSO
RDSO/B-10418.
 Codes:
IRC:05-2015 General Details
IRC:06-2017 Loads and Stresses
IRC 112-2020 Code of Practice for Concrete Road Bridge
IRC:78-2014 Design of Substructure
IRC:83-2018 (part-III) Pot, Pot-cum-PTFE, Pin and metallic Guid
2002 Design of Earthquake resistant structures
IRC SP: 87-2019 Manual of Specification & Standards for Si
Highways
IRC: 83-2018 (Part-II) Standard Specifications and code of prac
Bridges: IX Bearing Part II: Elastomeric Bearings. IRC SP-13: 2004
design of small Bridges and culverts
Unit Weight of RCC Members : 2.5 t/m 3
Unit Weight of Wearing Coat : 2.2 t/m 3
Live Loads (As per IRC:6-2017)

For Global Analysis
One lane of Class 70R Wheel + One lane of Class A wheel or
Three lanes of Class A Vehicles whichever governs
For Local Analysis, Class AA Tracked Vehicle has been cons
All the above analysis for the superstructure has been done u
Software.
Wind Loads, Earthquake Loads, braking loads, Temperature

forces and Buoyancy forces are considered as per relevant cl
For Earthquake Design, the structure is considered in Zone II
Design is carried out using Moderate conditions of exposure.
Materials
Foundation
Concrete Grade : M30/M35
Reinforcement : HYSD of grade Fe415/500
Abutment,
Concrete Grade : M30/M35
Reinforcement : HYSD of grade Fe415/500
PSC ‘I' Girder/RCC I Girder
Concrete Grade : M40
Reinforcement : HYSD of grade Fe500
Prestressing Steel : 2 Nos. of 12T13, 1 No’s 1
girder.
RCC Deck Slab and Crash barrier
Reinforcement : HYSD steel of grade Fe50
Approach Slab
Reinforcement : HYSD steel of grade Fe41
Clear cover to any reinforcements are followed as below:
over Bridges
flow are provided with service road at
ccommodated for light vehicular traffic
82 (bridges & culverts) have been provided

0m + 3.50m (paved shoulder) + 0.50 m x 2
all be of total width of 11.75m [i.e. 7.0m
duct for structures.

practice of latest revision. However, where
, other international codes of practice such
nd engineering practice shall be adopted.
DSO standards, RDSO drawing No.
Concrete Road Bridges
ure
E, Pin and metallic Guide Bearings IS:1893-
ant structures
tion & Standards for Six laning of
ations and code of practice for Road

ngs. IRC SP-13: 2004 Guidelines for
: 2.5 t/m 3
: 2.2 t/m3
ane of Class A wheel or

ever governs
Vehicle has been considered
ucture has been done using STAADPro
ng loads, Temperature Effects, Water current

dered as per relevant clauses of IRC : 6-2017
s considered in Zone II as per IS:1893
onditions of exposure.
30/M35
SD of grade Fe415/500
30/M35
SD of grade Fe415/500
40
SD of grade Fe500
Nos. of 12T13, 1 No’s 19T13 cable in each
40
SD steel of grade Fe500
30
SD steel of grade Fe415/500
wed as below:
a)Pier, Pier
cap, Abutment,
Abutment Cap
b)PSC Girder and PSC Box Girder : 40mm
c)RCC Desk Slab : 25mm Clear cover to any cables:
a)PSC Girder : 75mm
 Bearings: Pot-cum-PTFE bearings will be used.
 Wearing Coats: 65 mm thick bituminous wearing coat is provided as per
Specification, consisting of 40mm thick bituminous concrete outlaid with 25mm th
 Expansion Joint: Elastomeric strip steel type expansion joints have been consi
 Approach Slab: Approach slab containing entire width of the road way (total wid
slab) has been provided with M30 grade R.C.C. (Reinforced Cement Concrete), a
MORTH. The thickness has been considered as 300mm over 100mm thick PCC M
minimum 3.50 m width with one end resting on the dirt wall of the abutment.
6.13 Design of Box Culverts Design Standards
1. The Widening of existing Slab Culvert is done by Box culvert and the length of
upon the existing length of culvert and the total width of proposed roadway.
2. A meeting was held on 10 , 11th and 21 September 2012, at SECON Private
th st
site visit on 24 September with NHAI team. It was decided that where the culvert
th
clearance of more than 2m it shall be used for the pedestrian/light vehicular cross
hence the service road is provided at the bottom
3. The design is based on relevant IRC codes of practice.
4. Live load:
One lane of class 70 R Bogie or 1 lane of 70R Track, whichever is critical. Dead Lo
The Dead loads are computed based on the following unit weights. Reinforced co
2.50 t/m3
Wearing coat - 2.20 t/m

3
5. Wearing Coats consists of the following:-

 65 mm thick, bituminous wearing coat is provided as per MORTH specification
thick bituminous concrete overlaid with 25mm thick mastic asphalt.
6. Concrete Grade
All the elements are of M-30 RCC unless otherwise specified.
7. Reinforcement
All reinforcement has been considered as HYSD bars (Fe-415) confo
8. Expansion Joint
For RC deck slab span less than 20 m, compression seal type expan
wide) have been considered.
 Flood Estimation
In the absence of discharge data, the flood estimation is carried out u
equations, rational method and unit hydrograph method
The hydrology and hydraulic analysis is required for
a. Arriving at the effective linear waterway for bridges and culverts
b. To check the adequacy of existing vent way
The vent way for bridges and culverts and capacity of drains is a func
which the structure needs to cater. The various analyses are:
(i) Flood estimation
(ii) Waterway and afflux for bridges and culverts
(iii) Discharge capacity of bridges
The method of analysis as specified in IRC. Special publication No.1
In the absence of discharge data, the flood estimation is carried out u
equations, rational method and unit hydrograph method. These meth
Empirical Equation
The most common empirical equations used are:
 Ryve’s Formula; Q = C1 A ½
 Dickens Formula; Q = C2 A ¾
Where C1 & C2 are local (Regional) constants and A is the ca
(sqkm). The constants in these equations are not related to any freq
of floods.
Rational Method
The rational method is based on simple concept that a rainfall of cons
period of time of concentration produces the maximum discharge
concentration being defined as the time taken by the water falling at
the catchment to reach the
drainage point. The maximum discharge is computed by a simple eq
Q = CIA
Where Q is the maximum discharge
I is the maximum intensity of precipitation over the period of time of c
A is the catchment area
and C is the unit conversion constant.
If Q is in m /sec and I in cm / hr and A in hectares, C= 0.028. The time of c
3
Where, L is length of longest stream in km and H is the difference in

The maximum intensity of rainfall over a period of time of conc
generally not measured and is to be computed from the intensity of r
duration and is computed
by
F  T 1
I  
T  t 1
c
Where F is the maximum depth of precipitation (cm) in a duration T (h

of concentration (hrs).
It needs to be further corrected for effective precipitation (by multiplyi
efficient) and converting the same for area precipitation (multiplying b
point rainfall to area rainfall).
Unit hydrograph method
The method follows the recommendations of Central water commissi
design
flood for small and medium catchments and the fluvial maps provided
various steps in the computation are
S
(i) Estimate TD = ( LLc/ )0.434 where L is the length (km) of the
length, Lc
is the distance along the longest stream (km) from a point opposite th
the point of drainage and S is the slope of the stream (m/ Km) of the
Round off TD to nearest full hour
(ii) Locate the bridge on the iso-fluvial map of the specified frequenc
obtain the point rainfall.
(iii) Obtain the storm depth for TD hours by interpolation from the m
rainfall for various duration for the specified frequency.
(iv) Convert the point rainfall (of TD hours duration) to area rainfall (
factor converting point rainfall to area rainfall)
(v) Obtain 1 hour time distribution of the storm in step (iv) by using t
specific duration for the specified period/
(vi) Obtain hourly rainfall and effective rain fall (use specified infiltrat
(vii) Derive 1 hour synthetic unit hydrograph
: 50mm
ox Girder : 40mm
: 25mm Clear cover to any cables:
: 75mm
FE bearings will be used.
m thick bituminous wearing coat is provided as per MORTH
f 40mm thick bituminous concrete outlaid with 25mm thick mastic asphalt.
omeric strip steel type expansion joints have been considered.
ch slab containing entire width of the road way (total width, end to end of
with M30 grade R.C.C. (Reinforced Cement Concrete), as specified in
as been considered as 300mm over 100mm thick PCC M10 grade for
h one end resting on the dirt wall of the abutment.
s Design Standards
ng Slab Culvert is done by Box culvert and the length of widening depends
f culvert and the total width of proposed roadway.
10 , 11th and 21 September 2012, at SECON Private Limited followed with
th st
r with NHAI team. It was decided that where the culverts are having vertical
m it shall be used for the pedestrian/light vehicular crossing the roads and
provided at the bottom
n relevant IRC codes of practice.
ogie or 1 lane of 70R Track, whichever is critical. Dead Load

uted based on the following unit weights. Reinforced concrete -
- 2.20 t/m
3
the following:-
s wearing coat is provided as per MORTH specification, consisting of 40mm
overlaid with 25mm thick mastic asphalt.
rade
nts are of M-30 RCC unless otherwise specified.
ent
ment has been considered as HYSD bars (Fe-415) conforming to IS 1786.
Joint
slab span less than 20 m, compression seal type expansion joints (40 mm
een considered.
ation
e of discharge data, the flood estimation is carried out using empirical
tional method and unit hydrograph method
y and hydraulic analysis is required for
the effective linear waterway for bridges and culverts
he adequacy of existing vent way
for bridges and culverts and capacity of drains is a function of the flood
ucture needs to cater. The various analyses are:
stimation
ay and afflux for bridges and culverts
ge capacity of bridges
of analysis as specified in IRC. Special publication No.13 is described below:
e of discharge data, the flood estimation is carried out using empirical
tional method and unit hydrograph method. These methods are as follows:
quation
mmon empirical equations used are:
ormula; Q = C1 A ½
Formula; Q = C2 A ¾
C2 are local (Regional) constants and A is the catchment area
constants in these equations are not related to any frequency of occurrence
hod
method is based on simple concept that a rainfall of constant intensity over a
e of concentration produces the maximum discharge, the time of
being defined as the time taken by the water falling at the remote corner of
t to reach the
nt. The maximum discharge is computed by a simple equation.
he maximum discharge
mum intensity of precipitation over the period of time of concentration.
ment area
unit conversion constant.
ec and I in cm / hr and A in hectares, C= 0.028. The time of concentration tc = (0.87L ¾ ) 0.385
ength of longest stream in km and H is the difference in elevation (m).
m intensity of rainfall over a period of time of concentration is
measured and is to be computed from the intensity of rainfall for other
is computed
F  T 1
I  
T  t 1
c
e maximum depth of precipitation (cm) in a duration T (hrs) and tc is the time

on (hrs).
e further corrected for effective precipitation (by multiplying by a run off co-
converting the same for area precipitation (multiplying by a factor to convert
o area rainfall).
aph method
ollows the recommendations of Central water commission for estimation of
l and medium catchments and the fluvial maps provided there in. The
in the computation are
TD = ( LLc/ )0.434 where L is the length (km) of the longest stream

e along the longest stream (km) from a point opposite the center of area up to
rainage and S is the slope of the stream (m/ Km) of the longest stream.
to nearest full hour
he bridge on the iso-fluvial map of the specified frequency of occurrence and
nt rainfall.
he storm depth for TD hours by interpolation from the maximum depth of
rious duration for the specified frequency.
the point rainfall (of TD hours duration) to area rainfall (by multiplying by a
ting point rainfall to area rainfall)
hour time distribution of the storm in step (iv) by using typical mass curves of
ion for the specified period/
ourly rainfall and effective rain fall (use specified infiltration loss rate)
hour synthetic unit hydrograph
(viii) Convert the effective rainfall with the synthetic unit hydrograph ordinates to give maximum discharge
discharge.
Design Flood
The return period adopted for deriving design flood is 50 years. The highest of the floods from different m
adopted as a design flood. However if the highest flood exceeds a limiting value of 1.5 times the next ma
the limiting value.
Waterway
Effective linear water way for bridges in non alluvial channels are fixed by W = 9.84(Q50
Where W is the effective linear waterway and Q50 is the discharge curves of 50 years return
Discharge through bridge:
This is calculated by
(i) Area velocity method
Area velocity method is generally based on Manning’s equation for steady uniform flow Q = A 1
Where A = the cross section of flow (sqm)
n = the rugosity co-efficient for natural channels R = the hydraulic mean radius (m)
S = the slope (m/km)
Q = the discharge (m /sec).
3
(ii) Use of broad crested weir formula

The broad crested weir discharge formula is Q= 1.706 Cw . L (Du +u2) 3/2
2g
Where Q = discharge (m /sec) Cw = a coefficient
3
L =the linear water way (m)

Du = the upstream depth of flow (m)
1
Dd
For afflux less than 4

U2= upstream energy head (m) 2g
(iii) Orifice formula
The orifice discharge equation is:
2
u
2g L.D (h  1  e
Q = Co
d
Where Co and e = coefficients function of L/W L = Brid

W = unobstructed width (m)
D
d = downstream depth of flow (m)
U2 = upstream energy head (
2g
Afflux
This has been calculated using discharge formula through bridge ope
continuity equation.
Scour Depth
The scour depth is computed assuming the scoured bed and comput
area velocity method and correcting the scoured bed profile if necess
 Hydraulics of pipe and box culverts
These are designed assuming that they function with inlet submerged
discharge the extent of upstream heading depends on the vent way a
be chosen so that the water do not over top the road.
Relevant IRC Codes
IRC codes deal with design of RCC and Prestressed concrete bridge
The relevant codes are as mentioned above.
7 ALIGNMENT AND ENGINEERING
7.1 Geometric Design
Geometric design deals with features linked with the movement of vehicles in a hi
geometric design results in economical operation of vehicles and safety. Geometr
costly and sometimes impossible to rectify later on due to the subsequent
development. Geometric design is influenced by a number of factors among whic
type, composition and volume of traffic, operating speed, land-use characteristics
important. Therefore, it is essential that geometric requirements be adhered to ke
future developments.
7.2 Existing Alignment
The alignment of the Project Highway traverses generally through plain terrain. Se
are situated on either side of the alignment. In rural areas there are private agricu
sides of the road. Due to less rainfall and poor irrigation facilities the cultivation is
road alignment has been designed for 80 kmph speed and it is proposed to be im
The proposed alignment has been generally planned along the existing roa
improvements. Details of the existing alignment are given below. Chainages men
subsequent paragraphs are design chainages as shown in the alignment plan.
7.3 Horizontal Alignment
As per discussions with NHAI, the proposed alignment actually starts at Existing chainage k
29.500. Since the NAVYUG project Road ends at Km 29.435 thus the difference of 65 m is inc
Road.
The proposed alignment starts at km 29.435 and traverses in the North-West dire
Toll plaza at km 30.000.
The alignment traverses in North West direction for about 3.360 km. Further the a
with curve of radius of 800 m and travels in same direction towards T. Begur at km
existing alignment is divided into two separate left and right carriageways. In betw
there is existing built up of T. Begur. The maximum distance between the left and
about 160m. Further the alignment has merged at chainage km 36.100 with a me
The alignment continues in the North West direction with straight alignment upto k
crosses Dodderi village. The alignment is straight up to km 42.240 where it takes
1200m.
The alignment crosses two major junctions viz. Sompura Industrial Area an
47.720 and km 49.280 respectively. The alignment passes through plain te
Land use is generally built up and Industrial areas are present on either side of th
Dobbaspet, there exists a flyover, which starts at km 48.560 and ends at km
49.84. This is a major junction, where NH-207 (which connects to Devanahalli) an
connects to Madugiri) meet NH-4.
The alignment crosses South Western Railway Mainline with a ROB at km 50.360
m. Railway line traverses closely on the left side of the alignment from km
55.640 and built-up areas of Halenijagal, Rayaraplaya and Nandihalli Villages occ
the alignment.
The existing alignment traverses further with a curve of radius 500m at km 55.720
South Western Railway Mainline with a ROB at km 55.800. From Km 56.240 to K
is located very close and parallel to right side of the alignment. At km 57.68, Hireh
located very close to right side of the alignment; approximately 2m from the edge
is built up of Hirehalli Village.
Further the alignment crosses a 4-legged junction where left side connects to Hire
and right side connects to Panditanahalli village at km 59.400. The alignment then
Manchakalkuppe village at km 60.360, where built-up areas are there on b
alignment. The alignment crosses the existing toll plaza at km 61.478.
At km 62.280, 6 lane main carriageway with service road starts and at km 62.320
joins the NH 4. Two vehicular underpasses exist at km 62.520 and km 63.160.
Further the alignment continues in the North West direction with service roads on
crosses Kyatsandra Junction at chainage km 63.750 (4-Legged) with sharp c
radius, here SH-94 existis onthe right side and connects to Siddangamutt and left
Kesaramadu. The area is developed extensively on either side of Kyatsandra Jun
NH 4 and SH 94, it is noticed that pedestrian movement is very high whic
isolation of fast moving traffic from the local traffic by grade separation.
Further the alignment crosses South Western Railway Mainline with a ROB at km
Batavadi with built up area on both sides. NH-206 joins Project road at km 65.440
Shimoga.
Two more vehicular underpasses exist at km 66.115 and km 66.920 with service
the alignment. From km 66.920 to km 68.640 the land use is generally built-up on
built-up on the right side with service road on the either side of the alignment. The
turn with a curve of radius 1500 m at 70.76 and crosses SH 33 to Koratag
Tumkur city on the left with a vehicular underpass at 71.480 and km 72.920 respe
from km 71.480 to end of the Project road is generally built- up (industrial areas) o
alignment. At km 73.160 the Tumkur Bypass ends and merges with old NH-4 from
The project stretch ends at existing km 75.000 stone, which is placed 624 m befo
existing chainage of km 74.376.
7.4 Design Standards
The standards adopted are based on six Laning of Highways through PPP
Specifications and Standards”, IRC 73:1980, MORTH and other internationally
design codes/ practices.
tic unit hydrograph ordinates to give maximum discharge and obtain maximum
discharge.
Design Flood
ood is 50 years. The highest of the floods from different methods is generally
st flood exceeds a limiting value of 1.5 times the next magnitude it is limited to
the limiting value.
Waterway
ridges in non alluvial channels are fixed by W = 9.84(Q50)1/3
erway and Q50 is the discharge curves of 50 years return period.
Discharge through bridge:
This is calculated by
(i) Area velocity method
ed on Manning’s equation for steady uniform flow Q = A 1/n R S 2/3 1/2
e A = the cross section of flow (sqm)

t for natural channels R = the hydraulic mean radius (m)
S = the slope (m/km)
Q = the discharge (m /sec).
3
) Use of broad crested weir formula

r discharge formula is Q= 1.706 Cw . L (Du +u2) 3/2
2g
= discharge (m /sec) Cw = a coefficient
3
L =the linear water way (m)

= the upstream depth of flow (m)
1
Dd
For afflux less than 4

2= upstream energy head (m) 2g
(iii) Orifice formula
he orifice discharge equation is:
2
u
1/2
)
2g
re Co and e = coefficients function of L/W L = Bridge span (m)
= unobstructed width (m)
= downstream depth of flow (m)
U2 = upstream energy head (m)
en calculated using discharge formula through bridge opening and the

quation.
h
epth is computed assuming the scoured bed and computing the discharge by
y method and correcting the scoured bed profile if necessary.
cs of pipe and box culverts
esigned assuming that they function with inlet submerged. For a given
he extent of upstream heading depends on the vent way and the later need to
so that the water do not over top the road.
RC Codes
deal with design of RCC and Prestressed concrete bridges comprehensively.
t codes are as mentioned above.
NGINEERING
with features linked with the movement of vehicles in a highway. Sound

in economical operation of vehicles and safety. Geometric deficiencies are
impossible to rectify later on due to the subsequent roadside
c design is influenced by a number of factors among which nature of terrain,
olume of traffic, operating speed, land-use characteristics and aesthetics are
s essential that geometric requirements be adhered to keeping in view the
oject Highway traverses generally through plain terrain. Several major towns
de of the alignment. In rural areas there are private agriculture fields on both
o less rainfall and poor irrigation facilities the cultivation is very low. The existing
n designed for 80 kmph speed and it is proposed to be improved to 100 kmph.
nt has been generally planned along the existing road with some
f the existing alignment are given below. Chainages mentions in the
are design chainages as shown in the alignment plan.
nt
AI, the proposed alignment actually starts at Existing chainage km 29.435 instead of km
project Road ends at Km 29.435 thus the difference of 65 m is included in the Project
starts at km 29.435 and traverses in the North-West direction to cross existing
in North West direction for about 3.360 km. Further the alignment takes a turn
00 m and travels in same direction towards T. Begur at km 34.900. Here the
ded into two separate left and right carriageways. In between the carriageways
of T. Begur. The maximum distance between the left and right carriageway is
alignment has merged at chainage km 36.100 with a median of width 4.8m.
s in the North West direction with straight alignment upto km 39.640, where it
The alignment is straight up to km 42.240 where it takes a turn with a radius of
two major junctions viz. Sompura Industrial Area and Dobbaspet at km

respectively. The alignment passes through plain terrain in this section.
ilt up and Industrial areas are present on either side of the project road. At
a flyover, which starts at km 48.560 and ends at km
nction, where NH-207 (which connects to Devanahalli) and SH-3 (which
eet NH-4.
South Western Railway Mainline with a ROB at km 50.360 on a radius of 360
ses closely on the left side of the alignment from km 50.440 to km
s of Halenijagal, Rayaraplaya and Nandihalli Villages occur on the right side of
raverses further with a curve of radius 500m at km 55.720 and crosses the
Mainline with a ROB at km 55.800. From Km 56.240 to Km 58.120 Railway line
d parallel to right side of the alignment. At km 57.68, Hirehalli Railway station is
ht side of the alignment; approximately 2m from the edge of road and left side
age.
osses a 4-legged junction where left side connects to Hirehalli Industrial Area
o Panditanahalli village at km 59.400. The alignment then crosses
e at km 60.360, where built-up areas are there on both sides of the
nt crosses the existing toll plaza at km 61.478.
in carriageway with service road starts and at km 62.320 Tumkur Ring road
cular underpasses exist at km 62.520 and km 63.160.
ntinues in the North West direction with service roads on both sides and
nction at chainage km 63.750 (4-Legged) with sharp curve of 145 m
is onthe right side and connects to Siddangamutt and left cross road is towards
s developed extensively on either side of Kyatsandra Junction. At junction of
s noticed that pedestrian movement is very high which necessitates
raffic from the local traffic by grade separation.
osses South Western Railway Mainline with a ROB at km 64.640 and crosses
ea on both sides. NH-206 joins Project road at km 65.440 which connects to
erpasses exist at km 66.115 and km 66.920 with service road on both sides of
66.920 to km 68.640 the land use is generally built-up on left side and partially
with service road on the either side of the alignment. The alignment takes a
adius 1500 m at 70.76 and crosses SH 33 to Koratagere to the right and to
ith a vehicular underpass at 71.480 and km 72.920 respectively. The land use
f the Project road is generally built- up (industrial areas) on both sides of the
the Tumkur Bypass ends and merges with old NH-4 from Tumkur city.
at existing km 75.000 stone, which is placed 624 m before the actual length, at
74.376.
are based on six Laning of Highways through PPP “Manual of

rds”, IRC 73:1980, MORTH and other internationally accepted
7.5 Proposed Design Standards
The proposed design standards considered for horizontal alignment and vertical p
Table 7.1 below.
Table 7.1: Proposed Design Standards
Sl.
No. Particulars Details
1 Name of Road NH 4
2 Type of Terrain Plain/Rolling
3 Type of Road National Highway Standard
4 Proposed Cross Section
a) Carriageway 10.5 m (three lane)
b) Paved Shoulders 3.5 m on either side
5 a)Service Road 7m on either side
b)Cross fall/camber 1.5 m on either side
c) On carriageway 2.5%
d) On paved shoulders 2.5%
e) Earthen Shoulders -
6 Design Speed
a) Ruling 100 kmph
b) Minimum 80 kmph
7 Minimum Design speed for Service Road 40 kmph
8 Radius
a) Absolute Minimum radius for circular curves 250 m
b) Desirable Minimum radius for circular curves 400 m
9 Radii beyond which no superelevation is required 1800 m
10 Super Elevation 7% (If curve radius is less than
desirable minimum)
5% (If radius is more than desirable
minimum)
11 Limiting Gradient 3.3%
12 Maximum Gradient change not requiring a vertical 0.5%
13 curve
Minimum Length of Vertical curve 60 m
14 Side Slopes
a) Embankment 1V:2H
b) Cut 1V:2H
The existing horizontal alignment is proposed to be improved to 6 lane with servic
side for a design spered of 100 kmph, with improvements at existing horizontal cu
radius and transition lengths and also at location of Toll Plaza which are t
per traffic studies. As per provisions of IRC-SP-87-2019 the minimum radius of h
plain and rolling terrain with design speed 100 Km per hour is 400m.
The Project road starts at design chainage km 29.435 and ends at design chainag
total length of the Project road is 44.733 km.
The existing alignment is designed for 80kmph speed and proposed is designed f
horizontal and vertical alignment, which has lead to more filling at some places on
surface.
lignment and vertical profile are as given in
ed to 6 lane with service road on the either
t existing horizontal curves with deficient
oll Plaza which are to be constructed as
e minimum radius of horizontal curves for
is 400m.
ends at design chainage km 74.168. The
proposed is designed for 100kmph, both

ling at some places on existing bituminous
The existing road was formed few years back as per the existing topography an
maintained by providing overlays, etc but the geometries have not been improv
existing road has steep up and down grades at several locations. The grades o
are now improved to grades up to 3.3% for design speed of 100kmph as per IR
Proposed Alignment at Tumkur Bypass section after km 61.782
Since the existing road from km 61.782 to km 74.168 is already six lane with se
side and RCC drain at few locations and but there is no paved and earthen sho
held on 10 11 and 21 September 2012, at SECON Private Limited Bangalore
th th st
on 24 September.and it was suggested not to acquire extra land since it is fully

th
the various proposals for this stretch are as follows:

 Realignment at ROB location, km 64.676.
 Existing profile shall be retained as it is, except at proposed structures and
locations.
 Providing service road where ever it is not present.
 New concrete drains shall be provided.
 Overlay of 50 mm BC shall be provided on existing Main carriageway and 5
road.
 Concrete crash barrier shall be provided between service road and main ca
side.
 Street lights shall be provided at central median for the built up stretches.
 Providing a proper entry to Tumkur city and bifurcating the traffic from Bang
the local traffic.
 Providing a proper entry to the Project road in Tumkur-Nelamangala directi
7.7 Design Speed
Design speed is the basic parameter that determines all other geometric design
speed to be adopted depends on the function of the road and terrain conditions
2019, ruling design speed is 100 kmph and Minimum design speed is 80 kmph
In the present stretch Speed restrictions is necessary near Kyatasandra
horizontal curve of the alignment has to be retained as existing radius of 145 m
areas on either side of the alignment. Details of the section Speed Restriction a
Table 7.2: Stretch with Speed Restriction due to horizontal alignment
Sl. Design Length Radius Speed Reason for Speed Restriction

No. Chainage (km) (m) (m) (kmph)
From To
The design speed is restricted to 50
kmph to avoid dense builtup on both
1 63.55 63.77 218 145 50
sides and existing Railway line &
pond on RHS at Kyatsandra..
e existing topography and it has been
es have not been improved much. The
locations. The grades of the existing road
ed of 100kmph as per IRC: SP: 87-2019.
2
s already six lane with service road on both
o paved and earthen shoulder. A meeting was
vate Limited Bangalore followed by site visit
extra land since it is fully urban stretch and
proposed structures and realignment
Main carriageway and 50 mm BC on service
service road and main carriageway on either
the built up stretches.

ting the traffic from Bangalore to Tumkur from
kur-Nelamangala direction.
ll other geometric design features. Design

ad and terrain conditions. As per IRC: SP: 87-
esign speed is 80 kmph for plain terrain.
ary near Kyatasandra junction where the
existing radius of 145 m due to dense builtup
ction Speed Restriction are stated in Table 7.2
nment
Typical Cross Sections
The proposed cross section of Project Highway is generally 6 lane on
service
road on both sides and generally adopted cross section along the pro
as per the Manual:
The types of cross section adopted for the project is given in the Table 7
Table 7.3: Type of Road Cross Sections
Sl. Design Chainage (km) Length (m) Typical Cross Section as per
No. From To manual
1 29.435 30.420 985.00 Figure 2.7A
2 30.420 30.593 173.00 Figure 2.7I
3 30.593 30.607 14.00 Figure 7.8(A)
4 30.607 30.730 123.00 Figure 2.7I
5 30.730 31.550 820.00 Figure 2.7H
6 31.550 32.092 542.00 Figure 2.7I
7 32.092 32.109 17.00 Figure 7.8(A)
8 32.109 32.208 99.00 Figure 2.7I
9 32.208 32.216 8.00 Figure 7.3(A)
10 32.216 32.400 184.00 Figure 2.7I
11 32.400 33.344 944.00 Figure 2.7J
12 33.344 33.357 13.00 Figure 7.8(A)
13 33.357 33.840 483.00 Figure 2.7J
14 33.840 34.237 397.00 Retained
15 34.237 34.249 12.00 Retained
16 34.249 34.599 350.00 Retained
17 34.599 34.691 92.00 Figure 2.7A
18 34.691 34.713 22.00 Figure 7.3(A)
19 34.713 35.240 527.00 Figure 2.5A
20 35.240 35.759 519.00 Figure 2.7J
21 35.759 35.772 13.00 Figure 7.8(A)
22 35.772 36.440 668.00 Figure 2.7J
23 36.440 36.930 490.00 Figure 2.7A
24 36.930 37.294 364.00 Figure 2.7J
25 37.294 37.307 13.00 Figure 7.8(A)
26 37.307 37.900 593.00 Figure 2.7J
27 37.900 38.900 1000.00 Figure 2.7A
28 38.900 39.193 293.00 Figure 2.7I
29 39.193 39.207 14.00 Figure 7.8(A)
30 39.207 39.440 233.00 Figure 2.7I
31 39.440 39.800 360.00 Figure 2.7C
32 39.800 39.971 171.00 Figure 2.7E
33 39.971 39.989 18.00 Figure 7.3(A)
34 39.989 40.300 311.00 Figure 2.7E
35 40.300 40.748 448.00 Figure 2.7I
36 40.748 40.762 14.00 Figure 7.8(A)
37 40.762 41.190 428.00 Figure 2.7I
38 41.190 41.300 110.00 Figure 2.7A
39 41.300 41.600 300.00 Figure 2.7C
40 41.600 42.870 1270.00 Figure 2.7A
41 42.870 43.045 175.00 Figure 2.7I
42 43.045 43.065 20.00 Figure 7.8(A)
43 43.065 43.257 192.00 Figure 2.7F
44 43.257 43.269 12.00 Figure 7.3(A)
45 43.269 43.393 124.00 Figure 2.7F
46 43.393 43.407 14.00 Figure 7.8(A)
47 43.407 43.560 153.00 Figure 2.7F
48 43.560 44.012 452.00 Figure 2.7A
49 44.012 44.312 300.00 Retained
50 44.312 44.324 12.00 Retained
51 44.324 44.604 280.00 Retained
52 44.604 45.089 485.00 Figure 2.7A
53 45.089 45.097 8.00 Figure 7.3(A)
54 45.097 45.560 463.00 Figure 2.7A & 2.7G
55 45.560 45.743 183.00 Figure 2.7I
56 45.743 45.757 14.00 Figure 7.8(A)
57 45.757 46.980 1223.00 Figure 2.7I
58 46.980 47.020 40.00 Figure 7.8(A)
59 47.020 47.240 220.00 Figure 2.7I
60 47.240 47.500 260.00 Figure 2.7C
61 47.500 47.820 320.00 Figure 2.7A
62 47.820 48.083 263.00 Figure 2.7J
63 48.083 48.117 34.00 Figure 7.8(A)
64 48.117 48.560 443.00 Figure 2.7J
65 48.560 48.731 171.00 Retained
66 48.731 48.739 8.00 Figure 7.3(A)
67 48.739 48.956 217.00 Retained
68 48.956 49.044 88.00 Retained
69 49.044 49.236 192.00 Retained
70 49.236 49.364 128.00 Retained
71 49.364 49.814 450.00 Retained
72 49.814 50.000 186.00 Figure 2.7C
73 50.000 50.237 237.00 Figure 2.5A
74 50.237 50.249 12.00 Figure 7.3(C)
75 50.249 50.321 72.00 Figure 7.8(E)
76 50.321 51.040 719.00 Figure 7.8(A)
77 51.040 51.051 11.00 Figure 7.3(A)
78 51.051 51.200 149.00 Figure 2.7B
79 51.200 51.500 300.00 Figure 2.5A
80 51.500 52.100 600.00 Figure 2.7A
81 52.100 52.660 560.00 Figure 2.7I
82 52.660 52.700 40.00 Figure 7.8(A)
83 52.700 53.320 620.00 Figure 2.7I
84 53.320 53.432 112.00 Figure 2.7A
85 53.432 53.440 8.00 Figure 7.3(A)
86 53.440 54.760 1320.00 Figure 2.7A
87 54.760 55.152 392.00 Figure 2.7I
88 55.152 55.169 17.00 Figure 7.8(A)
89 55.169 55.380 211.00 Figure 2.7I
90 55.380 55.500 120.00 Figure 2.7C
91 55.500 55.924 424.00 Figure 2.5A
92 55.924 55.997 73.00 Figure 7.8(E)
93 55.997 56.003 6.00 Retained
94 56.003 57.180 1177.00 Figure 2.5A
95 57.180 57.593 413.00 Figure 2.7I
96 57.593 57.607 14.00 Figure 7.8(A)
97 57.607 58.060 453.00 Figure 2.7I
98 58.060 58.400 340.00 Figure 2.7D
99 58.400 58.980 580.00 Figure 2.7A
100 58.980 59.439 459.00 Figure 2.7J
101 59.439 59.452 13.00 Figure 7.8(A)
102 59.452 59.720 268.00 Figure 2.7J
103 59.720 60.320 600.00 Figure 2.7C
104 60.320 60.753 433.00 Figure 2.7I
105 60.753 60.767 14.00 Figure 7.8(A)
106 60.767 60.976 209.00 Figure 2.7I
107 60.976 60.984 8.00 Figure 7.3(A)
108 60.984 61.000 16.00 Figure 2.7I
109 61.000 62.040 1040.00 Toll Plaza
110 62.040 62.218 178.00 Figure 2.8A
111 62.218 62.238 20.00 Figure 7.3(A)
112 62.238 62.317 79.00 Figure 2.8A
113 62.317 62.547 230.00 Retained
114 62.547 62.569 22.00 Retained
115 62.569 62.809 240.00 Retained
116 62.809 63.084 275.00 Figure 2.8A
117 63.084 63.204 120.00 Retained
118 63.204 63.216 12.00 Retained
119 63.216 63.296 80.00 Retained
120 63.296 63.545 249.00 Figure 7.8(B)
121 63.545 63.975 430.00 Figure 7.8(B)
122 63.975 64.300 325.00 Figure 7.8(B)
123 64.300 64.523 223.00 Figure 2.7I
124 64.523 64.548 25.00 Figure 7.8(C)
125 64.548 64.614 66.00 Figure 7.8(C)
126 64.614 64.686 72.00 Figure 7.8(E)
127 64.686 64.813 127.00 Figure 7.8(C)
128 64.813 64.838 25.00 Figure 7.8(C)
129 64.838 65.100 262.00 Figure 2.7I
130 65.100 65.71 610.00 Figure 2.8A
131 65.713 66.113 400.00 Retained
132 66.113 66.155 42.00 Retained
133 66.155 66.645 490.00 Retained
134 66.645 66.828 183.00 Figure 2.8A
135 66.828 66.848 20.00 Figure 7.3(B)
136 66.848 66.878 30.00 Figure 2.8A
137 66.878 66.928 50.00 Retained
138 66.928 66.942 14.00 Retained
139 66.942 67.172 230.00 Retained
140 67.172 67.300 128.00 Figure 2.8A
141 67.300 67.437 137.00 Figure 2.8A
142 67.437 67.453 16.00 Figure 7.3(B)
143 67.453 67.700 247.00 Figure 2.8A
144 67.700 67.820 120.00 Figure 2.8A
145 67.820 67.830 10.00 Figure 7.3(B)
146 67.830 67.978 148.00 Figure 2.8A
147 67.978 68.098 120.00 Retained
148 68.098 68.119 21.00 Retained
149 68.119 68.309 190.00 Retained
150 68.309 68.754 445.00 Figure 2.8A
151 68.754 68.770 16.00 Figure 7.3(B)
152 68.770 68.897 127.00 Figure 2.8A
153 68.897 68.907 10.00 Figure 7.3(B)
154 68.907 69.345 438.00 Figure 2.8A
155 69.345 69.357 12.00 Figure 7.3(B)
156 69.357 69.859 502.00 Figure 2.8A
157 69.859 69.919 60.00 Retained
158 69.919 69.933 14.00 Retained
159 69.933 70.003 70.00 Retained
160 70.003 71.179 1176.00 Figure 2.8A
161 71.179 71.197 18.00 Figure 7.3(B)
162 71.197 71.267 70.00 Figure 2.8A
163 71.267 71.497 230.00 Retained
164 71.497 71.519 22.00 Retained
165 71.519 71.639 120.00 Retained
166 71.639 72.805 1166.00 Figure 2.8A
167 72.805 72.935 130.00 Retained
168 72.935 72.977 42.00 Retained
169 72.977 73.247 270.00 Retained
170 73.247 73.460 213.00 Figure 2.8A
171 73.460 73.789 329.00 Figure 2.7I
172 73.789 73.812 23.00 Figure 7.8(B)
173 73.812 74.020 208.00 Figure 2.7I
174 74.020 74.168 148.00 Figure 2.8A
TOTAL LENGTH, m 44733
TOTAL LENGTH IN KM 44.733
tion of Project Highway is generally 6 lane on either side with
generally adopted cross section along the proposed highway are
adopted for the project is given in the Table 7.3.

Sections
Remarks
Approach
VUP
Approach
Approach
VUP
Approach
MNB (Reconstruction)
Approach
Approach
VOP
Approach
Approach
VUP Retained
Approach
MNB (widening)
Approach
VOP
Approach
Approach
VOP
Approach
Approach
LVUP
Approach
MNB (widening)
Approach
LVUP
Approach
Approach
VUP
Approach
Approach
LVUP
Approach
Approach
VUP Retained
Approach
MNB (Widening)
Approach
LVUP
Approach
Flyover
Approach
Approach
VOP
Approach
Approach
MNB (widening)
Approach
Existing Fly Over
Approach
Existing Fly Over
Approach
MNB (widening)
ROB
Approach
Approach
VUP
Approach
MNB (widening)
Approach
VUP
Approach
ROB
VUP Retained
Approach
LVUP
Approach
Approach
VOP
Approach
Approach
LVUP
Approach
MNB
Approach
Toll
MNB (widening)
Approach
Grade Separator Retained
Approach
Approach
Non VUP Retained
Approach
Approach
Fly Over
Approach
Approach
VUP
Approach
ROB
Approach
VUP
Approach
Approach
Approach
MNB (Widening)
Type 3
Approach
Non VUP Retained
Approach
MNB (Widening)
MNB (Widening)
Approach
VUP (Existing)
Approach
MNB (widening)
MNB (widening)
MNB (widening)
Approach
Non VUP Retained
Approach
MNB (widening)
Approach
VUP Retained
Approach
Approach
Approach
Approach
LVUP
Approach
7.8 Proposed Widening
The option of widening is based on the existing ground features viz. settlements,
tanks, water bodies, existing curve direction, bridges, rock outcrop, utilities etc.
Since the widening is from 4 lanes to six lanes, major portion of the Project road i
widened on the either side of the road with existing centreline. However, where ad
available some of the alternative measures have been proposed such as realignm
Flyover/VUPs. The proposed widening schedule is given below in the Table 7.4.
Table 7.4: Proposed Widening Schedule
Sl. Proposed chainage Length Widening side Remarks

No From To (km)
1 29.435 34.940 5.505 Concentric widening To match the existing centreline
Eccentric Widening on To merge the left and right
LHS, to retain right carriageways together
2 34.940 36.150 1.210
carriageway (T. Begur
Section)
3 36.150 50.000 13.850 Concentric widening To match the existing centerline
4 50.000 51.500 1.300 Eccentric Widening on At ROB and To avoid Railway
ures viz. settlements, type of land, irrigation
utcrop, utilities etc.
n of the Project road is concentrically
ne. However, where adequate land is not
osed such as realignment and
low in the Table 7.4.
Sl. Proposed chainage Length Widening side Remarks
No From To (km)
RHS line and to maintain 60m ROW
5 51.500 55.500 4.000 Concentric widening To match the existing
6 55.500 56.100 0.600 Eccentric Widening on At ROB centerline
RHS
7 56.100 57.600 1.500 Eccentric Widening on To avoid Railway line on RHS
LHS and to reduce land acquisition
9 61.146 61.782 0.636 Concentric widening, Due to Staggered centerline
Toll plaza
Toll plaza location
11 64.300 65.200 0.900 Eccentric Widening on At ROB centerline
RHS
7.9 Proposed Realignments centerline
Realignments have been proposed at 5 locations, based on several site visits b
meetings and joint site visits with NHAI mentioned earlier in this report.
In the existing ROB, left carriageway is two lanes and right carriageway is three la
older of the two. In order to provide a six lane ROB, it has been decided by NHAI
lane ROBs for the right carriageway and to use the existing two lane ROB as Serv
Details of Realignments at the ROBs and other locations are given below:
7.9.1 Realignment at T. Begur (km 34.800 to km 36.150)
The existing alignment at this stretch is divided into two separate carriageways as
between left and right carriageway. It is observed that both sides of left carriagew
partial built-up area exists on right carriageway. Development of 6 lanes with serv
involves large demolition of buildings and land acquisition. Hence, 6 lane with pav
and earthen shoulder is developed on existing right carriageway and left ca
proposed to be used as service road on left side.
VUP has been proposed at Thamyagondlu Junction to connect the ri

the existing left carriageway which serves as service road for both wa
5 m were provided only at right side of the proposed 6 lane road till th
proposed ROW at this stretch is 45 m (Right side). However as
NHAI/PIU-CTA/6- laning/Secon/2014-15/08/614 dated 20 Aug 2014 and d
CGM at RO, Bangalore on 25 Aug 2014, it was suggested to propose Serv
side even if it affects Teak Plantation. Hence 5 m Service roads were propo
side. After the VUP the 6 lane carriageway
with 7m service roads on both sides has been provided.
7.9.2 Realignment after Dobbaspet, near ROB location (km 50.000 to km 51.500)
With the Proposal of New ROB on right side of existing ROB, alignment is shifted to
side and further the existing alignment at this location is very close to railway line wh
project road. As per IRC: SP: 87-2019, a minimum Right of Way (ROW) of 60m sho
available for development of a 6 lane highway. Thus to achieve 60m

shifted to RHS. Existing left ROB can be utilized as service road for le
on several site visits by the team,
this report.
carriageway is three lanes and the left is

een decided by NHAI to provide new three
two lane ROB as Service road on left side.
e given below:
arate carriageways as there is built up in

sides of left carriageway are built- up and
nt of 6 lanes with service road on left side
Hence, 6 lane with paved
rriageway and left carriageway were
ction to connect the right service road with

ervice road for both ways. Service roads of
osed 6 lane road till the proposed VUP.The
t side). However as per NHAI letter no.
ted 20 Aug 2014 and discussions held with
ggested to propose Service roads on the left
ervice roads were proposed even on the left
provided.
o km 51.500)
alignment is shifted towards right
lose to railway line which is parallel to
ay (ROW) of 60m should be
Thus to achieve 60m ROW, alignment is

d as service road for left side.
7.9.3 Realignment from ROB to Hirehalli Railway station (km 55.500 to km 57.800)
Alignment is shifted towards right side due to proposal of new ROB on right side of e
the existing alignment at this location is very close to railway line which is parallel to
side. Existing left ROB can be utilized as service road for left side.
At Hirehalli Railway station, available land is not sufficient for the Proposed ROW of
built-up on left side and Railway station very close to right side. It is necessary to red
ROW to 54 m instead of 60m in this section with a reduction in median to 1.5m and
on either side.
The existing centre line is realigned to left side so that there shall be no acquisition o
land on right side.
7.9.4 Realignment at ROB, After Kyatsandra (km 64.200-65.100)
As in the above locations, new ROB has been proposed on the right side of existing
the shift of the proposed road centreline to towards right side.
7.10 Flyover at Kyatsandra Junction
Kyatasandra town is located on the project road from km 62.500 to km 64.500. The
extensively on either side of Kyatsandra Junction. At junction of NH 4 and SH 94, it
pedestrian movement is very high which necessitates isolation of fast moving traffic
by grade separation. The alignment at this junction has a sharp curve of radius 145
Flyover is proposed along the project road across this junction in order to segregate
enhance safety of pedestrians.
7.11 Service Roads
Since the developed road is access controlled, service road is proposed for the entir
project stretch on the either side as per codal provisions and as per the variation ord
The Provision shall be made for the proper entry and exit ramps between the main c
service road. Service Road shall be provided for the entire stretch of the project exc
From km 61.782 to km 74.168 existing service road shall be retained and shall be w
provided where ever it is not there. Locations of proposed service road are given in
Table 7.5: Details of Proposed Service Road
Sl. Location of Service road Right hand side (RHS)/ Left Length (km) of
No. From (km) To (km) hand side (LHS)/ or Both sides service road
1 29.435 30.730 Both sides 1.295

2 30.730 31.550 Both sides 0.820
3 31.550 43.100 Both sides 11.55

4 43.100 43.450 RHS 0.350
5 43.450 44.980 Both sides 1.530

6 44.980 45.180 LHS 0.200
7 45.180 48.480 Both sides 3.300

Existing Service road
retained and Also Main
8 48.480 50.000 -
Carriageway below flyover
acts as a service road
Existing Left Carriageway
9 50.000 51.270 is modified as Service -
Road
10 50.270 55.370 Both sides 5.100
Road
12 55.050 63.300 Both sides 8.250
Existing Main Carriageway
below proposed Flyover is
13 63.300 64.300 -
utilized as Service Road

Road
15 65.100 66.620 Both sides 1.520
16 66.620 66.920 Service Road Bridge -
Proposed on Both sides
17 66.920 67.140 Both sides 0.220
18 67.140 67.540 Service Road Bridge -
Proposed on Both sides
19 67.540 74.168 Both sides 6.628
Sub Total on each side 40.763
Total on both the sides 80.976
8 PAVEMENT DESIGN
The design of pavements consists of determining the thickness of various layers t
of the traffic, climate, varying sub grade soils, and base and surface materials. Ide
built to such a depth that stresses on any given layer will not cause unwarranted r
other differential movements which may result in an uneven wearing surface. The
surface course is to provide a smooth wearing surface, resistant to traffic. Howeve
course may also provide some shearing resistance to the base structure and som
deformation.
Flexible pavement design has been considered for:
 Strengthening of the existing 4-lane road pavement
 New Pavement for additional lane on either side
 Pavement Shoulder
 Service Road
The pavement design thickness for the new construction portion is based on IRC:
required design life.
8.1.1 Design Life
As per IRC: SP: 87-2019, there is stage construction for bituminous layers and th
sub base layers are designed for 15 years and the bituminous layers for 10 years
8.1.2 Traffic Loading
It is absolutely necessary to calculate the number of repetitions of the loads which
the durability of the pavement. Hence in all the cases when new pavemen
constructed or strengthening of the existing pavement is to be carried out, it is nec
the no. of repetitions of the wheel loads on the road section which is expressed in
Standard Axle Loads (MSA).
Present scope of work involves widening of the existing 4 lane carriageway to 6 la
carriageway configuration. Apart from widening to 6 lane divided carriagewa
existing pavement shall be strengthened, which can be done by evaluation
strength of the pavement and expected repetitions of loads by which, required Ov
estimated. So for the present section also in order to estimate the new pavement
widening sections and Overlay thickness for the existing pavement, the MS
calculated based on the following considerations.
 Initial Traffic in terms of the number of commercial vehicles per day
 Lane Distribution Factor of 60% as per IRC:37-2018, for a dual carriageway w
carriageway in each direction
 Design Life in Years (includes 3 Year Construction)
 5% Annual Growth Rate of Commercial Vehicles has been considered as per
 Traffic Distribution in each direction-Since the directional distribution of vehicle
45% to 55%, hence 50% average distribution has been considered in design
way station (km 55.500 to km 57.800)
to proposal of new ROB on right side of existing one. Further
ry close to railway line which is parallel to project road on right
ervice road for left side.
is not sufficient for the Proposed ROW of 60m, since there is
ry close to right side. It is necessary to reduce the proposed
n with a reduction in median to 1.5m and service road to 5.5m
side so that there shall be no acquisition of Railway station
(km 64.200-65.100)
een proposed on the right side of existing ROB, necessitating
towards right side.
road from km 62.500 to km 64.500. The area is developed

unction. At junction of NH 4 and SH 94, it is noticed that
ecessitates isolation of fast moving traffic from the local traffic
junction has a sharp curve of radius 145 m.
across this junction in order to segregate local traffic and to
lled, service road is proposed for the entire length of the

dal provisions and as per the variation order.
entry and exit ramps between the main carriageway and the
ed for the entire stretch of the project except at ROB locations.
vice road shall be retained and shall be widened to 7m and
ns of proposed service road are given in Table 7.5 below:
Remarks
Service Road on RHS
varies from 5.50m upto
7.00m due to Protected
Forest Land on RHS
(Ref.:- Figure - 2.7H)
Service Road Bridge

Proposed on LHS
Service Road Bridge

Proposed on RHS
Existing Dabaspet
Flyover
Proposed ROB for Right

Carriageway.

Carriageway.
Proposed Flyover at
Kyatsandra

Carriageway.
Proposed Service Road

Major Bridge
Proposed Service Road

Major Bridge
termining the thickness of various layers to cater to the needs
soils, and base and surface materials. Ideally, the pavement is
y given layer will not cause unwarranted rutting, shoving, or
result in an uneven wearing surface. The chief function of the
earing surface, resistant to traffic. However, the wearing
resistance to the base structure and some added resistance to
sidered for:
road pavement
n either side
new construction portion is based on IRC: 37-2018 with the
construction for bituminous layers and therefore the base and

rs and the bituminous layers for 10 years duration.
e number of repetitions of the loads which is going to affect

e in all the cases when new pavement is to be
ing pavement is to be carried out, it is necessary to estimate
on the road section which is expressed in terms of Million
g of the existing 4 lane carriageway to 6 lane divided

widening to 6 lane divided carriageway condition, the
ed, which can be done by evaluation of the residual
repetitions of loads by which, required Overlay can be
o in order to estimate the new pavement thickness for the
ess for the existing pavement, the MSA has been
derations.
of commercial vehicles per day
er IRC:37-2018, for a dual carriageway with 3 Lane
r Construction)
cial Vehicles has been considered as per ToR
Since the directional distribution of vehicles is in the range of
ution has been considered in design
The present section between Nelamangala (km 29.435) to Tumkur to
is having 4 lane divided carriageway with paved shoulder and from k
74.168 is having six lane without paved shoulder. It is decided to prov
carriageway with paved shoulder from km 29.435 to km 61.146 and f
74.168 shall be retained with overlay on main carriageway. Consider
parameters and the expected MSA along the corridor is estimated
lane configurations with estimated Vehicle Damage Factors and pr
below.
Following are the details considered in calculation of MSA for various
the Parameters and the MSA calculations based on the present
sections are presented in Table 8.1 and Table 8.2 below.
Table 8.1: Design Details for Calculation of MSA
Details
2-Axle Trucks
3-Axle Trucks
MAV (4 to 6
Wheelers
Wheelers
(Above 6
Axles)
Axles)
LCV-4
LCV-6
Govt Bus
MAV
Pvt Bus
Lane Distribution D= 60% 60% 60% 60% 60% 60% 60% 60%
Factor
Vehicle Damage F= 0.602 0.602 1.083 1.083 4.512 6.730 6.697 9.227
Factor
Traffic Distribution Td = 50% 50% 50% 50% 50% 50% 50% 50%
Table 8.2: Summary of the Design MSA at all Locations for different Durations
Year/ VC-1 at Km VC-4 at Km VC-7 at Km Remarks
Locations 30.600 62.000 74.000
2012 6.61 7.15 6.18 Present MSA
2015 20.85 22.54 19.47 MSA by Opening to Traffic
8.1.3 CBR of Existing Soil
Subgrade investigations have been undertaken for the project road. It can be note
CBR values at 97% MDD condition is generally 8-10. This satisfies the minimum r
value of 8%.
CBR of 8% has been adopted for the pavement design. Based on all the paramet
the new pavement composition as per IRC 37-2018 is furnished in Table 8.3.
8.2 Sub Grade Characteristics
8.2.1 New Carriageway and Alignment
For the purpose of this report it has been assumed that all new carriagew
alignments will be constructed such that the final grade is minimum of 1.4 m abov
level in flat terrain & will follow gradient as per design in sloping ground, generally
order of 2.5%. Minimum CBR value of 8% has been assumed for the general fill.
8.2.2 Existing Pavements

For overlay designs as per IRC: 115-2014, consideration of sub-grade char
required. The BBD test results have been considered for finalizing the overlay thic
m 29.435) to Tumkur toll plaza (km 61.146)
ed shoulder and from km 61.146 to km
der. It is decided to provided, 6 lane divided
435 to km 61.146 and from km 61.146 to km
carriageway. Considering the above
corridor is estimated according to the
Damage Factors and presented in Table
tion of MSA for various sections. Details of

based on the present traffic at various
2 below.
ferent Durations
ect road. It can be noted that 4 day soaked
satisfies the minimum required design CBR
sed on all the parameters mentioned above

shed in Table 8.3.
hat all new carriageways and new

minimum of 1.4 m above existing ground
oping ground, generally of the
med for the general fill.
on of sub-grade characteristics is not

nalizing the overlay thickness.
General assumptions on which pavement design have been based are as follows:
1. Ultimate design life is 15 years.
2. Construction standards to IRC standard specifications.
8.3.1 Flexible Pavement Design as per IRC : 37-2018

The flexible pavement design has been made as per the procedure described in I
theDesign traffic loading is more than 150 msa, the pavement has been designed
Pave software with Cemented base and sub baseas per IRC:37-2018.
From IRC: 37-2018, for a CBR of 8% the following design has been d
Table 8.3
below
Table 8.3: Pavement Composition for New Carriageway
Pavement Layer Thickness (mm)

BC 50
DBM 110
Granular material 100
Cement Treated Base 150
Cement Treated Subbase 250
Overlay Design
From the Falling Weight Deflectometer testing the fatigue life and rutt
overlay thickness were calculated in accordance with IRC: 115-2014
summarized in the following table for the project.
Based on the deflection from FWD test Modulie of existing pavement
using KGP back. Fatigue life and rutting criteria are satisfied for desig
analysing designed overlay thickness and existing pavement thick
test results are presented in Annexure 8.01 and Remaining life and s
are given in Table 8.4 below
Table 8.4: Characteristic Deflection
Sl. No Remaining Life 90%

. Sections Overlay Moduli, Mpa Strains reliability
Fro Thickn Mod Gran Sub Verti Remai

m To ess uli, BT ular Grade Tensile cal Fatigue Rutting ning life
Mpa
1 62 75 45 2000 2058.7 73.1 128.3 1.14E- 9.75E- 231.02 9.75E-05 231.02
04 05
Shoulder Designs
As per IRC the shoulders is to consist of a total outer shoulder of 3.5
comprising 3.5 m of paved shoulder. The design adopted for the sam
Hard Shoulders
Hard shoulders are to be constructed of the same pavement layers a
carriageways such that the pavement layers under the main carriage
to the hard shoulder. This design allows for vehicles to use the h
running service in times of maintenance, or accidents, on the main
also facilitates any future widening of the road in that the hard sho
have to be rebuild to be incorporated in the main carriageway.
Service Road Pavement Thickness
The expected traffic on the service road is negligible, to provide bette
cross road traffic and the built up areas, the service road is designed
CBR of 8% are adopted and the following pavement thickness as giv
Table 8.6: Service Road Pavement Thickness
cedure described in IRC 37-2018. Since
t has been designed using IIT
37-2018.
g design has been derivedare given in
e fatigue life and rutting life with the

with IRC: 115-2014 and are
of existing pavement layers are arrived

are satisfied for designed traffic by
ting pavement thickness. The FWD
Remaining life and suggested thickness
Suggested
Overlay,
Desig mm
Check
n msa DB
BC M
217.08 SAFE 50 90
uter shoulder of 3.5 m in width

adopted for the same is as follows:
e pavement layers as the main
er the main carriageway extend out up
hicles to use the hard shoulder as a
ccidents, on the main carriageway, it
that the hard shoulder does not
main carriageway.
ible, to provide better accessibility for

ce road is designed for 20 msa and
ment thickness as given Table 8.6 below.
Sl. Pavement Layers Thickness in mm
No.
1 Bituminous BC 30
2 DBM 60
3 Granular WMM 250
4 GSB 200
Total = 540
Table 8.7: Overlay Thickness
Pavement Layer Thickness in mm
Bituminou BC 50
s DBM 110
Total Thickness 160
8.3.2 Rigid Pavement Design
At the Toll Plaza locations (straight portion), rigid pavement is proposed to
constant braking force and heavy traffic.
The IRC 58 was developed in response to changes in legal truck loading limits an
to reflect modern practices. The standard derives the capacity of a particular desi
considerations of Fatigue Analysis. For given set of design parameters the standa
series of limits to the repetition of a particular load applied at the edge of the pave
stress being critical. If predictions of the actual repetitions at given load level are l
then the design is acceptable. Based on work performed by the Portland Cement
the concrete is expected to be capable of sustaining an infinite number of repetitio
flexural stress due to the load is less than 0.45 of the flexural strength of the conc
The standard also requires that the combination of the edge stress generated by
traffic loads and temperature changes do not exceed the flexural strength of the c
The standard requires a sub-base to the pavement if the modulus of sub-grade re
6kg/cm and recommends that if the above applies, then a Dry Lean Concrete (DL
3
sub base is recommended. A subgrade CBR of 8% was adopted for all new pave
the k values to CBR relationship given in the standard; this is equi
approximately 5. Hence, it has been assumed that a DLC sub base
As recommended in the standard the following design values were
IRC:58- 2015
Flexural Strength of concrete = Not less than 45kg/cm
Modulus of elasticity of concrete = 3 X 10 kg/cm
5 2
Poisson’s Ratio = 0.15

Co-efficient of Thermal Expansion (e) = 10 X 10 per °C
6
The designed thickness of rigid pavement for Toll Plaza, obta

2015 is presented in Table 8.8.
Table 8.8: Proposed Rigid Pavement Design for Toll Plaza
Overlay Thickness
esign
ations (straight portion), rigid pavement is proposed to withstand the
and heavy traffic.
oped in response to changes in legal truck loading limits and to update the code
tices. The standard derives the capacity of a particular design pavement through
gue Analysis. For given set of design parameters the standard generates a
epetition of a particular load applied at the edge of the pavement, the edge
predictions of the actual repetitions at given load level are less than the limits
eptable. Based on work performed by the Portland Cement Association (PCA),
ed to be capable of sustaining an infinite number of repetitions if the ratio of the
he load is less than 0.45 of the flexural strength of the concrete.
uires that the combination of the edge stress generated by a combination of
erature changes do not exceed the flexural strength of the concrete.
a sub-base to the pavement if the modulus of sub-grade reaction (k) is less than
nds that if the above applies, then a Dry Lean Concrete (DLC)
nded. A subgrade CBR of 8% was adopted for all new pavements, using
alues to CBR relationship given in the standard; this is equivalent to a k value of
mately 5. Hence, it has been assumed that a DLC sub base will be required.
ommended in the standard the following design values were adopted as per
- 2015
l Strength of concrete = Not less than 45kg/cm at 28 days.
2
s of elasticity of concrete = 3 X 10 kg/cm

5 2
n’s Ratio = 0.15

cient of Thermal Expansion (e) = 10 X 10 per °C
6
esigned thickness of rigid pavement for Toll Plaza, obtained from IRC:58-
s presented in Table 8.8.
8: Proposed Rigid Pavement Design for Toll Plaza
Material Type Layer Thickness in mm
Pavement Quality Concrete (M-40) 300 mm
Dry Lean Concrete (M-10) 150 mm
9 DESIGN OF TRAFFIC CONTROL AND OTHER FACILITIES
9.1 Road Furniture
Road furniture consists of road signs, road markings, arrow marking, road delinea
and boundary stones which are provided at locations adding to the road user safe
9.1.1 Road Signs
Cautionary, mandatory and informatory signs are provided depending on the
function they perform in accordance with the IRC: 67-2012 guidelines for R
different types of road signs are categorized and provided are:
i. Mandatory / Regulatory
ii. Cautionary / Warning
iii. Directional
iv. Hazard Markers
v. Informatory
The Code of Practice for Road Signs, IRC: 67-2012, is followed for sizes, configu
location of all road signs.
9.1.2 Road Markings
Road markings perform the important function of guiding and controlling traffic on
markings serve as psychological barriers and signify the delineation of traffic path
clearance from traffic hazards for safe movement of traffic. Road markings are the
ensure smooth and orderly flow of traffic and to promote road safety. The Code o
Markings, IRC: 35-2015 has been used in the study as the design basis. Schedul
are included in contract drawings.
The following road markings are provided:
Longitudinal markings : Center Line
: Edge Lines
Intersections : Stop Lines
: Word “STOP”
: Pedestrian Crossing
: Approach to Intersection
: Direction Arrows
: Continuity Lines
: Traffic island
Parking : Bus Stop
: Emergency Parking
The road marking material will be hot applied thermoplastic reflective as per C
Specifications.
OL AND OTHER FACILITIES
gns, road markings, arrow marking, road delineators, crash barriers

rovided at locations adding to the road user safety.
ormatory signs are provided depending on the situation and

dance with the IRC: 67-2012 guidelines for Road Signs. The
categorized and provided are:
gns, IRC: 67-2012, is followed for sizes, configuration, colour and
rtant function of guiding and controlling traffic on a highway. The

barriers and signify the delineation of traffic paths and their lateral
safe movement of traffic. Road markings are therefore essential to
of traffic and to promote road safety. The Code of Practice for Road
n used in the study as the design basis. Schedules of Road Markings
.
provided:
er Line
Lines
Stop
be hot applied thermoplastic reflective as per Clause 803 of MoRTH

9.1.3 Road Delineators
Reflective Delineators and Hazard Markers are provided to guide the road
delineation of carriageway or particular topographical features like traffic island at
junctions, sharp horizontal curves and steep gradients. Object markers are used t
and obstructions within the vehicle flow path, for example, channelising islands cl
intersections.
The design, materials and locations of the road delineators are conforming to the
Practice for Road Delineators - IRC: 79 and relevant drawings.
They are basically driving aids and should not be regarded as substitutes for warn
markings or barriers. Delineators are provided for all curves of radius less than 60
provided at locations where Chevron signboards are provided. Delineators a
are provided as per the details given in the drawings and are provided in accorda
provisions of IRC: 79-2019.
Lighted Bollards can be provided in the median/traffic islands of all major/minor ju
9.1.4 Reflective Pavement Markers (Studs)
The road studs shall be provided to improve the visibility in night time and
conditions. These shall be prismatic retro reflective type. The spacing and location
clause 9.5 of IRC: SP: 87-2019.
9.1.5 Over Head Sign Boards
Overhead sign boards shall be placed on a structurally sound gantry or cantilever
pipes. These types of sign boards are used to guide the road users routes, inform
destination and distance. Identify points of historical and geographical interest and
information that will make road travell easier, safe and pleasant. The locations of
are given in Table 9.1.
Table 9.1: Locations of OverHead Sign Board
Sl. Design Chainage Location Type of Overhead Sign

No. (km) Board
1 29.435 At the start of Project Highway Cantilever Sign Board (LHS)
2 48.300 Dobbaspet Cantilever Sign Board (RHS)
3 62.700 Before Kyathsandra Cantilever Sign Board (LHS)
4 65.700 Batavadi Cantilever Sign Board (Both Sides)
5 73.400 Tumkur Bypass Cantilever Sign Board (Both Sides)
9.1.6 Median Barriers
Median barriers have been proposed along the project highway. “W” beam type b
provided continuously form km 29.435 to km 61.782 except at median openings.
9.1.7 Reinforced Cement Concrete Crash Barrier
With view to discourage the pedestrians from crossing the road, RCC
be provided between main carriageway and service road for the entir
highway
vided to guide the road users for the
eatures like traffic island at intersection and
Object markers are used to indicate hazards
ple, channelising islands close to the
tors are conforming to the Recommended

awings.
ded as substitutes for warning signs, road
urves of radius less than 600m. They are not
e provided. Delineators and object markers
nd are provided in accordance with the
slands of all major/minor junctions.
isibility in night time and wet weather

e. The spacing and location of studs are as per
sound gantry or cantilever structure made of GI

e road users routes, inform them about
d geographical interest and provide other
pleasant. The locations of the Over head Sign
highway. “W” beam type barrier has been

cept at median openings.
om crossing the road, RCC crash barrier shall
d service road for the entire stretch of project
except at Toll plazas and exit & entry openings. RCC crash barriers have been pr
29.435 to km 74.168 between main carriageway and service road.
However as per NHAI letter no. NHAI/PIU-CTA/6-laning/Secon/2014-15/08/614 d
and discussions held with CGM at RO, Bangalore on 25 Aug 2014, from km 61.78
74.168 existing guard rails at median is dismantled and concrete crash barrier wit
rectangular vane on top has been proposed.
9.1.8 Kilometre Stones
The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. B
kilometre stones are provided as per the schedule given in tender drawings. Kilom
located on the left-hand side of the road as one proceeds from the station from wh
count starts. Kilometre stones shall be fixed at right angles to the centre line of the
9.1.9 200m Stones and Road Boundary Stones (RBS)
The details of 200m stones and boundary stones conform to IRC: 26-1967 and IR
stones are located on the same side of the road as the kilometre stones. The ins
shall be the numerals 2, 4, 6 and 8 marked in an ascending order in the direction
kilometre away from the starting station. The numerals shall be 80mm high. Th
numerals shall be black on a white background. Boundary stones shall be locate
road opposite every 200m stone and kilometre stone. In addition these shall be fi
points of the boundary. Where the boundary is on a curve or the land is of signific
to be encroached upon, the boundary stones, as required, shall be installed at clo
The letter RB, indicating road boundary, shall be inscribed on each stone and bel
authority in which the road rests i.e., NH.
Traffic control devices comprise of Intersections, Channelising and Divisional Isla
9.2 Pedestrian Facilities
Pedestrians are vulnerable users to being involved in accidents. Therefore,
consideration shall be given to there safety though provision of facilities.
9.2.1 Footpaths and Street lights
The sidewalks with proper illumination have been provided in the built up areas o
the level of road, separated by kerbs. The width of sidewalk is 1.5m. The footpath
the built up sections given in Table 9.2 below:
Table 9.2: Locations of Footpath and Street Lights
Sl.No. Design Chainage (km) Length Location

From To (m)
1 39.440 39.800 360 Doddari
2 41.300 41.600 300.00 Mahimapura gate
3 47.240 47.500 260.00 Yedehalli
4 49.814 50.000 186.00 Dobbaspet
5 55.380 55.500 120.00 Nandihalli
6 58.060 58.400 340.00 Chikkahallli and Hirehalli
7 59.720 60.320 600.00 Manchakalkuppe
8 62.040 62.218 178.00
9 62.238 62.317 78.55
10 62.809 63.084 274.55
11 65.100 65.713 613.20
12 66.645 66.828 182.80
13 66.848 66.878 30.05
14 67.172 67.300 128.25
15 67.300 67.437 137.20
16 67.453 67.700 247.20
17 67.700 67.820 120.00
Tumkur Bypass Section
18 67.830 67.978 148.00
19 68.309 68.754 445.00
20 68.770 68.897 127.45
21 68.907 69.345 438.15
22 69.357 69.859 501.90
23 70.003 71.179 1176.65
24 71.197 71.267 70.45
25 71.639 72.805 1165.75
26 73.247 73.460 213.15
27 74.020 74.168 148.00
9.3 Lighting Arrangement
Solar Blinker and solar low mast lighting proposed to be provided at junctions kee
safety at the road users.
9.3.1 Street Lighting
Lighting shall be provided at the following locations of the project highway
 Toll plaza Area: The lighting in and around Toll plaza, toll booths, office buildin
 Truck Parking: Parking area, Dhaba hotel, service station etc
 Bus Bay and Bus shelter
 Grade separated structures
 Built up sections
As per directions of NHAI, Street lights have been proposed from the Km 62.040
Tumkur bypass.
9.4 Highway Patrol Unit
There shall be established and operative Highway Patrol unit at the Toll plaza loc
continuously patrol the highway and remain in contact with control room. The patr
large enough for seating 4 personnel besides the driver and space to carry essen
incidence management and safety tools.
It shall have a light on its top and a siren on board and fitted with a GPS based ve
to monitor its movement on 24 hr x 7 days of a week basis. It shall be equipped w
traffic cones and other accessories for traffic control which are fully visible during
Patrol vehicle should carry following equipments:
a) Fire extinguisher(1 no)
b) Gas cutter with protective glass(2 no)
c) Liquid container(2 no), Water container with fresh water (1 no) and funnel
d) Rubber gloves, Leather Gloves(1 pair each)
e) Broom one hard bristle coat(4 pairs), Blanket(1 no)
f) Gum boot(4 pair) Rain coat (4 pairs), Blanket(1 no)
g) Torch light (4 nos), Spare Batteries, Flashing light(1 no)
h) Hydraulic jack, towing chain, Animal hook, rope
i) Tool set, shovels
j) Digital camera, measuring tape
k) Paper pad, Forms, pens/pencils, folders
l) First aid kit, rain coat, water proof sheets, stretchers(2 nos)
m) List of Hospitals in the area
n) Traffic Management Equipments
9.5 Emergency Medical Services
These services shall include setting up medical aid posts. Ambulance shall be pro
plaza. Ambulances manned by at least two trained paramedics shall be available
Highway so that the response time is not more than 10 minutes of call. Each amb
equipped with first aid, life saving medical services and support system imp
transporting the victims to the nearest trauma hospitals, and providing emergency
transportation of victims from accident site to the nearest trauma hospital. It shall
and a siren on board and fitted with a GPS based vehicle tracking system to mon
24 hr x 7 days of a week basis.The vehicle shall be Matador/Swaraj Mazda/Temp
colour with the provision of two stretchers.
9.6 Crane Services
Crane shall be provided of adequate capacity (minimum 20 MT) at each toll plaza
necessary equipment so that it can reach the site of the incident within 30 minutes
disabled/accidented vehicle. It shall also be fitted with a GPS based Vehicle Track
monitor its movement on 24X7 days of a week basis.
9.7 Advance Traffic Management System (ATMS)
A real time system working round the clock shall be established for informing the
road, traffic, and weather conditions on the Project Highway, for making interventi
smooth, safe and efficient traffic operation and for providing rescue and relief to th
The system shall be capable of
(i) Acquisition of data from various sources such as the road, the users, the maint
operation patrol, the ambulance, and the intervention team
& entry openings. RCC crash barriers have been provided from km
main carriageway and service road.
. NHAI/PIU-CTA/6-laning/Secon/2014-15/08/614 dated 20 Aug 2014
M at RO, Bangalore on 25 Aug 2014, from km 61.782 to km
median is dismantled and concrete crash barrier with antiglare scree and
een proposed.
are in accordance with IRC: 8-1980 guidelines. Both ordinary and fifth
as per the schedule given in tender drawings. Kilometre stones are
the road as one proceeds from the station from which the Kilometre
shall be fixed at right angles to the centre line of the carriageway.
undary Stones (RBS)
d boundary stones conform to IRC: 26-1967 and IRC: 25-1967. 200m
e side of the road as the kilometre stones. The inscription on the stones
nd 8 marked in an ascending order in the direction of increasing
g station. The numerals shall be 80mm high. The colour of the
hite background. Boundary stones shall be located on either side of the
e and kilometre stone. In addition these shall be fixed at all angular
the boundary is on a curve or the land is of significant value and likely
undary stones, as required, shall be installed at closer intervals.
boundary, shall be inscribed on each stone and below it the name of the
s i.e., NH.
e of Intersections, Channelising and Divisional Islands.
sers to being involved in accidents. Therefore, adequate

there safety though provision of facilities.
mination have been provided in the built up areas on both sides above
kerbs. The width of sidewalk is 1.5m. The footpath shall be provided at
able 9.2 below:
nd Street Lights
st lighting proposed to be provided at junctions keeping in view the
e following locations of the project highway

g in and around Toll plaza, toll booths, office building etc
a, Dhaba hotel, service station etc
et lights have been proposed from the Km 62.040 to Km 74.168 along
operative Highway Patrol unit at the Toll plaza locations, which shall
y and remain in contact with control room. The patrol Vehicle shall be
sonnel besides the driver and space to carry essential traffic and
fety tools.
nd a siren on board and fitted with a GPS based vehicle tracking system
hr x 7 days of a week basis. It shall be equipped with
ories for traffic control which are fully visible during night time. Each
owing equipments:
glass(2 no)
er container with fresh water (1 no) and funnel
oves(1 pair each)
t(4 pairs), Blanket(1 no)
t (4 pairs), Blanket(1 no)
Batteries, Flashing light(1 no)
n, Animal hook, rope
tape
encils, folders
r proof sheets, stretchers(2 nos)
a
ments
es
etting up medical aid posts. Ambulance shall be provided at the toll
at least two trained paramedics shall be available on the Project
ime is not more than 10 minutes of call. Each ambulance shall be
aving medical services and support system implements for
nearest trauma hospitals, and providing emergency medical aid during
ccident site to the nearest trauma hospital. It shall have a light on its top
with a GPS based vehicle tracking system to monitor its movement on
The vehicle shall be Matador/Swaraj Mazda/Tempo Traveller of white
stretchers.
quate capacity (minimum 20 MT) at each toll plaza location with all
can reach the site of the incident within 30 minutes of call and clear the
shall also be fitted with a GPS based Vehicle Tracking system to
days of a week basis.
nt System (ATMS)
nd the clock shall be established for informing the road users of the
tions on the Project Highway, for making interventions as required for
c operation and for providing rescue and relief to the users in distress.
f
ous sources such as the road, the users, the maintenance and
e, and the intervention team
(ii) Three way communication between the data source and a Central Control Roo
and the data sources and display units, and between the maintenance and opera
transmission system
(iii) A Central Control Room to process all data and control the highway operation
9.7.1 Data acquisition system
This shall consist of
(a) Automatic Traffic Counter and Classifier (ATCC), with an in-road loop detector
(b) Video cameras installed on road with such pan and tilts that a length of 2 km r
video monitoring of traffic
(c) Emergency Call Boxes installed at every 2 km to enable any user to be instant
Control Room,
(d) Meteorological sensors for capturing data on temperature, weather, wind
(e) Mobile radios for patrol vehicles and ambulances to be in communication with
Room and among themselves
9.8 Variable Message Signs (VMS)
Variable message signs will be modular with sign panels using LEDs/High Gain tr
for outdoor ambient lights. The sign panel should be such that a display is liable fr
200m.The minimum height of the characters shall be 300 mm. The equipment sha
storing minimum 10 frames that can be triggered on receiving the tele command.
clearance available at VMS shall be 5.5m from the road surface. The driver can s
road conditions like
 Situation of upcoming traffic and alternate routes
 Traffic deviations
 Road work warnings
 Level of air pollution
 Potential road closure advice
 Emergency situations
 General traffic conditions or speed variations
 Public transportation availability and real-time information
 Date, time and temperature
 Road hazards including fog, ice, incident etc
 Speed Limit Signs
 Messages of public utility
The locations for VMS shall be given in the Table 9.3 below:
Table 9.3: Location of VMS
Sl. Design Chainage Remarks

No (km)
1 34.600 T. Begur (LHS)
2 36.700 T.Begur (RHS)
3 45.700 Dobbaspet Industrial Area (LHS)
4 45.500 Dobbaspet Industrial Area (RHS)
5 62.700 Kyatsandra (LHS)
6 62.800 Kyatsandra (RHS)
9.9 Central Control Room
There shall be central control room where all the data acquired from field and thei
and achieving. ATMS shall be operated and maintained from central control room
following hardware and software:
 A central computer server with integrated ATMS and ATMS software.
 A traffic Manager’s Terminal for operation of the integrated traffic managemen
 Call system equipment comprising operator PC along sub systems and digita
 Mobile radio terminal comprising operator PC and engineering terminal
 Computer for Network Management system for fiber optic communication sys
 CCTV console equipment
 Computers for VMS, AVCC, Traffic control
 A large size screen (Length minimum 3000 mm and Height minimum 1200 mm
 A line printer
 An office computer
 A power supply and back up system.
9.10 Operation and Maintenance
There shall be operation and maintenance center at toll plaza for various o
maintenance works. With following minimum facilities:
Main control centre and administrative block Workshop
General garage and repair shop Testing laboratory
Parking space
Equipments for operation and maintenance
9.11 Toll Plazas
Toll plazas shall be constructed at identified locations on the highway. Semi colle
collection is proposed. This could be upgraded in future to an Electronic toll collec
Toll plazas, will include additional right-of-way, service lanes, toll booths, lighting a
equipment. In the Indian context, the collection system aims to capture the maxim
condition of the open system.
ation between the data source and a Central Control Room, the Control Room
d display units, and between the maintenance and operation teams, through a
om to process all data and control the highway operation.

tem
unter and Classifier (ATCC), with an in-road loop detectors and treadles.
ed on road with such pan and tilts that a length of 2 km road is captured for
c
es installed at every 2 km to enable any user to be instantly in contact with the
rs for capturing data on temperature, weather, wind

ol vehicles and ambulances to be in communication with Central Control
elves
gns (VMS)
will be modular with sign panels using LEDs/High Gain trans Reflective LCDs
s. The sign panel should be such that a display is liable from a distance of
ht of the characters shall be 300 mm. The equipment shall be capable of
es that can be triggered on receiving the tele command. The minimum vertical
MS shall be 5.5m from the road surface. The driver can see information on
ng traffic and alternate routes
re advice
ns
tions or speed variations
n availability and real-time information
erature
ding fog, ice, incident etc
utility
hall be given in the Table 9.3 below:
m
ntrol room where all the data acquired from field and their processing, storing
all be operated and maintained from central control room. CCR shall have
software:
erver with integrated ATMS and ATMS software.
erminal for operation of the integrated traffic management system.
nt comprising operator PC along sub systems and digital voice recorder
comprising operator PC and engineering terminal
k Management system for fiber optic communication system.
ment
AVCC, Traffic control
Length minimum 3000 mm and Height minimum 1200 mm)
back up system.
enance
on and maintenance center at toll plaza for various operation and
h following minimum facilities:
administrative block Workshop
air shop Testing laboratory
n and maintenance
tructed at identified locations on the highway. Semi collection system of toll

his could be upgraded in future to an Electronic toll collection (ETC).
dditional right-of-way, service lanes, toll booths, lighting and toll booth
context, the collection system aims to capture the maximum traffic given the
stem.
9.11.1 Location of Toll Plaza
A single Toll plaza has been proposed as per the decision taken in the meeting he
& 11 Jan 2019. The existingToll Plaza at km 30.010 (At the start of Project Highw
dismantled and at km 61.520 (After Manchakalkuppe) to be constructed as per th
along the project road.The location of Toll Plaza is indicated in Table 9.4 below
Table 9.4: Locations for Toll Plazas
Sl. Design Remarks

No. Chainage (km)
TP- 61.520 After Manchakalkuppe village, Both Left and Right Side collection.
1 9.11.2 Number of Toll Plaza and Toll Lanes
A single Toll plaza has been proposed at km 61.520 (After Manchakalkuppe) as p
consideration along the project road. Twelve+Two lanes have been proposed in e
lanes) at the proposed toll plaza location including all other buildings and structur
accommodated at the Toll plaza location.
9.11.3 Layout of Toll Plaza
The proposed Toll Plazas are of Twentyfour lane configuration as mentioned abo
The width of each toll lane shall be 3.5m, except for the lane for over dimensioned
shall be 5.0 m. Traffic islands are accommodate between each toll lane of toll plaz
shall be minimum 30m length and 2.5m width.
The existing toll plaza at km 61.520 is of 10 toll booths (5 left and 5 right) and pro
24 (12 left and 12 right)
Concrete Pavement shall be provided in the toll plaza area for length of 1.04 km.
Administrative block has been provided for office related works. The toll plaza sha
system to provide visibility to drivers and to the toll collectors.
9.11.4 Land for Toll Plaza
Twelve + two lanes have been proposed in the each direction at the proposed toll
adequate land for Toll plaza shall be acquired to permit the provision of toll lanes
buildings and structures to be accommodated at the Toll plaza location. Based on
analysis it is recommended to retain the existing Toll plaza at the same location.
Extra land need to be acquired from the private land owners for the toll plaza, whe
proposed.
9.11.5 Signage System
An integrated signage system is an essential aspect of the highway system
information, guidance and warning system for the users of the highway. Signs wo
curbside or overhead, with the assistance of special structures for mounting the s
These signs would provide the following information.
taken in the meeting held at NHAI RO on 10
e start of Project Highway) is to be
e constructed as per the traffic consideration
ed in Table 9.4 below
Manchakalkuppe) as per the traffic

ave been proposed in each direction (total 28
r buildings and structures to be
ation as mentioned above.

ne for over dimensioned vehicle where it
each toll lane of toll plaza. These Islands
eft and 5 right) and proposed toll booths is of
a for length of 1.04 km.

works. The toll plaza shall have lighting
ors.
tion at the proposed toll plaza locations and

e provision of toll lanes including all other
laza location. Based on the Traffic survey
a at the same location.
rs for the toll plaza, where the toll plaza is
of the highway system. This is an

the highway. Signs would be provided at the
ures for mounting the same.
 Toll road ahead and toll road ends.
 Location of toll plazas 1 km and 500 m ahead.
 Curb mounted toll rate signage for various vehicle categories.
 Additional signs with pictorial markings of vehicles and rates.
 Pavement marking to show lanes and bar markings to check speed of approach
The typical drawings for the proposed Toll plazas are presented in Volume IV.
9.12 Truck Parking

Truck Parking is proposed on the project corridor with a capacity of 100 trucks. Fa
hotels, Service stations etc shall be provided. Location of Parking is given in Table
The urban development and industrial development in the project stretch is vast. T
improvement is much more than expected. The proposed truck parking at design
42.150 on the LHS was feasible based on the site visits carried out before submis
Feasibility Report. But during the course of time, a building is under construction f
godown/warehouse at this location. Considering the development, the location be
It is possible to provide truck parking behind the BPCL petrol bunk which is adjace
earlier, at the same chain age, after considering the legal and socio economic iss
Subsequent to the submission of Final Feasibility Report, a site visit was organise
NHAI on 13 Sep 2013 followed with review by CGM at NHAI RO on 18 October 2
was suggested to provide amenities at the existing Toll plaza-1 as it will be disma
parking is proposed at the location. Also a truck parking has been proposed at 46
kamat hotel.
However as per NHAI letter no. NHAI/PIU-CTA/6-laning/Secon/2014-15/08/614 d
and discussions held with CGM at RO, Bangalore on 25 Aug 2014, Truck Parking
been removed from proposals. Acoordingly following are locations of Truck parkin
Table 9.5: Proposed Location of Truck Parking
SL. Section Name Design Chainage Side

No (Km)
1 Near Kamath Hotel 46.950 LHS
2 Near Halenijagal 53.100 RHS
Typical drawings for the proposed Truck Parking are presented in Volume IV.
9.13 Bus Shelters
Bus shelters are provided at locations of existing and proposed service road and
the Table 9.6
Typical drawings for Bus Shelters are presented in Volume IV.
 Toll road ahead and toll road ends.
Location of toll plazas 1 km and 500 m ahead.
unted toll rate signage for various vehicle categories.
al signs with pictorial markings of vehicles and rates.
g to show lanes and bar markings to check speed of approach
ngs for the proposed Toll plazas are presented in Volume IV.
g
roposed on the project corridor with a capacity of 100 trucks. Facilities like Dhaba
tions etc shall be provided. Location of Parking is given in Table 9.5 below.
pment and industrial development in the project stretch is vast. The day to day
uch more than expected. The proposed truck parking at design chainage km
S was feasible based on the site visits carried out before submission of Draft
But during the course of time, a building is under construction for a proposed
e at this location. Considering the development, the location becomes non- feasible.
ovide truck parking behind the BPCL petrol bunk which is adjacent to land identified
e chain age, after considering the legal and socio economic issues.
submission of Final Feasibility Report, a site visit was organised along with the
013 followed with review by CGM at NHAI RO on 18 October 2013 In the meeting it
provide amenities at the existing Toll plaza-1 as it will be dismantled hence a truck
d at the location. Also a truck parking has been proposed at 46.950 beside the
HAI letter no. NHAI/PIU-CTA/6-laning/Secon/2014-15/08/614 dated 20 Aug 2014

eld with CGM at RO, Bangalore on 25 Aug 2014, Truck Parking at km 72.600 has
m proposals. Acoordingly following are locations of Truck parking.
Location of Truck Parking
or the proposed Truck Parking are presented in Volume IV.
rovided at locations of existing and proposed service road and the locations given in
or Bus Shelters are presented in Volume IV.

Table 9.6: Proposed Locations of Bus Shelters
Sl. Design Chainage
No. (km) Location Pedestrian crossing facility
Left Right
1 30.650 30.650 Bommanahalli VUP
2 32.485 32.485 Budhihal VOP
3 34.100 34.300 Tonachinnakuppe VUP
4 39.500 39.500 Dodderi LVUP
5 40.650 40.915 Kuluvanahalli LVUP
6 44.450 44.450 Billanakote VUP
7 46.060 46.380 Kengalkempohalli LVUP
8 47.450 47.550 Sompura Industrial Area and Yedehalli VUP
9 52.725 52.725 Rayarapallya VUP
10 54.280 54.420 Halenijagal VUP
11 55.250 55.280 Nandihalli VUP
12 57.185 56.820 Chikkahalli LVUP
13 57.993 58.100 Hirehalli LVUP
14 59.600 59.500 Hirehalli Industrial area VOP
15 60.460 60.470 Manchakalkuppe LVUP
16 63.862 63.862 Kyatsandra VUP
9.14 Entry and Exit to Main Carriageway
As per the codal provisions, there shall be no direct access to the main carriagew
shall be from service roads which have been provided on both sides of highway a
through underpasses, overpasses or grade separators.
The exit or entry from main carriageway shall be through only slip in/slip out. Exis
should be closed since the service road is continuous throughout.
The locations of Entry & Exit to the main carriageway are given in Tables 9.7. Table
& Exit
Nelamangala to Tumakuru Tumakuru to Nelamangala

From (km) To (km) From (km) To (km)
34.300 34.550 Exit 34.650 34.900 Entry
36.600 36.850 Entry 36.350 36.600 Exit
49.800 50.050 Entry 47.450 47.700 Exit
62.100 62.350 Exit 65.550 65.800 Entry
65.500 65.750 Exit - - -
9.14.1 T Begur exit in Nelamangala-Tumkur direction
For the traffic bound to T Begur & the industrial area from Nelamangala direction,
propropsed at km 34.300 using the existing LHS main carriageway. This exit will b
Plan and Profile for the same has been enclosed in Volume-IV.
9.14.2 T Begur Entry in Nelamangala-Tumkur direction
For the traffic bound to Tumkur from T Begur & the industrial area, an entry is pro
36.600. This entry will be free entry. The Plan and Profile for the same has been e
IV.
9.14.3 Dabaspet Exit in Nelamangala-Tumkur direction
For the traffic bound to Dabaspet/Doddaballapur (NH-207) & industrial area from
direction, an exit is propropsed at km 47.300. Toll booths are placed in the exit ra
Profile for the same has been enclosed in Volume-IV.
9.14.4 Dabaspet Entry in Nelamangala-Tumkur direction
For the traffic bound to Tumkur from Dabaspet/Doddaballapur (NH-207) & industr
propropsed at km 49.800. This entry will be free entry. The Plan and Profile for th
enclosed in Volume-IV.
9.14.5 Exit to NH-206 in Nelamangala-Tumkur direction
For the traffic bound to Shimoga (NH-206) from Nelamangala direction, an exit is
62.100. This exit will be free exit. The Plan and Profile for the same has been enc
9.14.6 Tumkur Entry (Nelamangala-Tumkur direction)
Since there is no proper entry to Tumkur city from NH4 at present NHAI have sug
same and also to reduce the conflict that exists currently between the traffic in the
the vehicles exiting from the NH to Tumkur. Tumkur entry details are mentioned b
1. Existing entry to Tumkur is improved by providing island near Tumkur entry a
shifting the present service roads slightly.
2. Grade separator size 30X9 m. with 5.5m vertical clearance at the junction fo
Bangalore.
3. The slip roads are continued at the present gradient for the traffic from Goku
from Tumkur towards the VUP.
4. The traffic from Tumkur Entry should be made one way till the junction.
5. Traffic from Tumkur to Gokula is diverted below the VUP.
The Plan and Profile for the same has been enclosed in Volume-IV.
9.14.7 T Begur Entry in Tumkur- Nelamangala direction
For the traffic bound to Nelamangala from T Begur & the industrial area, an entry
at km 34.650. This entry will be free entry. The Plan and Profile for the same has
Volume-IV.
9.14.8 T Begur Exit in Tumkur- Nelamangala direction
For the traffic bound to T Begur & the industrial area from Nelamangala, an exit is
34.650. This exit will be free exit. The Plan and Profile for the same has been enc
9.14.9 Dabaspet Entry in Tumkur-Nelamangala direction
For the traffic bound to Nelamangala from Dabaspet/Doddaballapur (NH-207) & in
entry is propropsed at km 46.250. Toll booths are placed in the entry ramps. The
the same has been enclosed in Volume-IV.
9.14.10 Dabaspet Exit in Tumkur-Nelamangala direction
For the traffic bound to Dabaspet/Doddaballapur (NH-207) & industrial area from
propropsed at km 47.45. This exit will be free exit. The Plan and Profile for the sa
enclosed in Volume-IV.
9.14.11 Tumkur Entry in Tumkur-Nelamangala direction
For the traffic bound to Nelamangala from Tumkur, an entry is propropsed at km 6
will be free entry. The Plan and Profile for the same has been enclosed in Volume
9.15 Rest Area
The existing project road has sufficient number of Restaurants, Dhaba hotels, Tea
stations for vehicle repair etc on the either side of the Road to provide safe &
Hence, there is no necessity of providing extra Rest areas along the Project Highw
9.16 Road Intersection
Road intersection is a key element in the Road design. The importance of interse
elimination of hazardous movements of traffic from one road to other. They are of
Intersection and Grade Separated Intersection.
The required type of intersection depends upon the traffic volume existing in the d
intersections.
9.16.1 Islands
Islands are of two categories - Channelising and Divisional. The former channelis
in a fixed path giving no room for any stray movements. The latter divides the up
entering and exit traffic in the intersection thereby helping to avoid head-on
entering and exit traffic into and from intersection.
9.16.2 At Grade Intersections
All along the project road, there are a number of minor and major roads crossing
National Highway. Since there shall be no direct access to the main highway and
be from service roads. All the Junctions are joined by service road and in turn the
road and are interconnected to main highway through exit and entry ramps.
ess to the main carriageway and all the access
on both sides of highway and interconnected
h only slip in/slip out. Existing slipin/outs

hroughout.
e given in Tables 9.7. Table 9.7: Location of Entry
m Nelamangala direction, an exit is

arriageway. This exit will be free exit. The
ume-IV.
strial area, an entry is propropsed at km
e for the same has been enclosed in Volume-
07) & industrial area from Nelamangala

s are placed in the exit ramps. The Plan and
allapur (NH-207) & industrial area, an entry is

The Plan and Profile for the same has been
angala direction, an exit is propropsed at km

or the same has been enclosed in Volume-IV.
at present NHAI have suggested to provide the

y between the traffic in the service road and
ry details are mentioned below:
sland near Tumkur entry at km 65.500 and
earance at the junction for the traffic from
nt for the traffic from Gokula to Tumkur and
e way till the junction.

e VUP.
Volume-IV.
e industrial area, an entry is propropsed

d Profile for the same has been enclosed in
m Nelamangala, an exit is propropsed at km
or the same has been enclosed in Volume-IV.
ddaballapur (NH-207) & industrial area, an

d in the entry ramps. The Plan and Profile for
07) & industrial area from Tumkur, an exit is

Plan and Profile for the same has been
entry is propropsed at km 65.550. This entry

been enclosed in Volume-IV.
aurants, Dhaba hotels, Tea shops, service

Road to provide safe & comfortable journey.
as along the Project Highway.
The importance of intersection lies in the

road to other. They are of two types - At Grade
ic volume existing in the different arms of the
nal. The former channelises the traffic stream

The latter divides the up and down traffic –
helping to avoid head-on collision between
and major roads crossing or joining the

to the main highway and all the access shall
ervice road and in turn the service
xit and entry ramps.
At all these crossings, intersections are designed either as at-g
separated, according to the traffic of the crossroads. At-grade interse
following types have been designed wherever required as per IRC gu
 Minor T – Intersection
 Major T- Intersection
 4 – Legged Major Intersection
The junctions have also been designed with consideration of se
At-grade intersections are designed with a minimum entry and exit ra
requirements. They are also provided with deceleration and accelera
safe weaving and merging into or from the highway traffic. These inte
been provided with properly designed Channelising and Divisional Is
standards so as to ensure free movement of various turning traffic wi
There are four major junctions (Table 9.8) and fifty seven minor junctio
at- grade intersections with proper access to various directions are de
Table 9.8: List of Major Intersections
S. Existing Category of Road

No. Chainage (km) At grade Separated
From To NH SH MDR OTHERS
1 48.900 49.915 Y- Junction - √
2 49.200 49.220 3- Legged - √ √
Junction
3 63.690 63.710 4- Legged - √
Junction
4 71.420 71.441 4- Legged - √
Junction
Table 9.9: List of Minor Intersections
1 29.50 Y To Nelamangala
2 30.00 junction
Y At Kulimepalya (TP 1)
3 30.40 junction
Y To Happegowdanapalya
4 31.00 junction
Y To Bommanahalli
5 31.60 junction
Y To Ueranangeepura
6 32.50 junction
T Junction To Boodihal
7 33.92 T Junction To Chamundeshwari Nagar
8 35.20 T Junction At T. Begur
10 37.25 T Junction To Badayapa Halli
11 37.90 Y To Thippagondana Halli
12 38.52 junction
Y Talakere
13 38.52 junction
T Junction To Dodderi
14 39.40 Y To Dodderi
junction
15 40.70 T Junction To Timsandra
17 41.35 T Junction To Mahimapura
19 43.00 T Junction To Kerekathiganur & Shivaganga
ctions are designed either as at-grade or grade
ic of the crossroads. At-grade intersections of the
gned wherever required as per IRC guidelines
n
designed with consideration of service road. These
ned with a minimum entry and exit radii as per IRC
ovided with deceleration and acceleration lanes to facilitate
or from the highway traffic. These intersections have also
signed Channelising and Divisional Islands as per IRC
movement of various turning traffic with easy manoeuvres.
Table 9.8) and fifty seven minor junctions (Table 9.9) where
per access to various directions are designed.
s
Cross Road
To Shivaganga (L)
To Dabaspete (R)
To Nijagal (R)
To Siddaganga Matt (R)
To Kyatasandra (L)
To Arakere (R) To
Tumakuru (L)
s
20 43.00 T Junction To Hanumanthapura
21 43.40 T Junction To Gundenahalli
22 43.40 T Junction To Aladahalli
25 45.58 T Junction To Hosahalli
26 46.10 Y To Kengal Kempahalli
27 46.20 junction
T Junction To Avverahalli & Gottigere
28 46.55 Y To K G Srinivasapura
29 47.00 junction
Y To Bharathipura
30 47.69 junction
T Junction To Sompura Industrial Area
32 49.32 Y To Devara Hosahalli
33 49.95 junction
T Junction To Village
34 51.21 T Junction To Muddanayakanahalli
35 52.03 T Junction To Hosanijagal
36 52.67 T Junction To Rayanapalya
37 54.30 T Junction To Hale Nijagal
38 55.31 T Junction To Nandihalli
39 56.50 Y To Devarahalli
40 56.83 junction
T Junction To Chikkahalli
41 58.10 T Junction To Kodihalli
42 58.23 T Junction To Vrdigere
43 59.04 Y To Factories
44 59.36 junction
T Junction To Singanahalli Colony
45 59.36 T Junction To Urdigere
46 59.88 T Junction To Factories
49 61.35 T Junction To Machanahalli
50 62.95 T Junction To Mydala
51 63.90 Y To Kyatsandra Town
52 65.30 junction
Y To APMC Yard, Tumkur
53 65.89 junction
Y Junction City
To Devarayapattana
54 69.00 T Junction To Vaddarahalli
55 72.40 T Junction Inside Industrial Area
56 72.60 T Junction Inside Tumkur City
57 73.73 T Junction To Industrial Area, Tumkur
Typical intersections are presented in Drawings as Volume IV.
9.17 Median Openings
Median openings of length 20 m shall be provided for emergency and for repair/ m
with detachable guard barrier. Zebra crossing shall be provided at all median ope
of median openings are given in the Table 9.10 below:
Table 9.10: List of Median Opening
Sl. Design Chainage Location

No. (km)
1 34.650 Before T.Begur
2 39.550 At Dodderi
3 45.300 Near Srinivasapura
4 51.500 After Dabbaspete
5 57.000 After Nandihalli
n Drawings as Volume IV.
ll be provided for emergency and for repair/ maintenance works

crossing shall be provided at all median openings. The locations
Table 9.10 below:
9.17.1 Width of Median in various stretches
The width of proposed median varies along the project length. Variation in the wid
in the Table 9.11 below.
Table 9.11: Width of Median along Project Highway

Sl. Design Chainage Average Width Length
No. (km) of Median (m) (km)
From To
1 29.435 61.000 4.50 31.565
2 62.040 74.168 1.50 12.128
9.18 Landscaping and Tree plantation
9.18.1 Plantation in Medians
Shrubs shall be planted where the median width is more than 2.5m along the proj
shall be maintained to cut off headlight glare from traffic in opposite direction. Flow
shrubs are eminently suited for the purpose. These shall be planted in continuous
baffles. The height of the shrub shall be maintained 1.5m to cut off the effect of tra
from the opposite direction.
9.18.2 Landscape Treatment
A suitable landscaping treatment shall be provided at grade separators, traffic isla
ramps and at junctions, toll plaza, bus byes, truck parking for aesthetic appearanc
9.18.3 Highway Drainage
RCC closed drains of width 1.5 m shall be provided in between the service road a
carriageway from km 29.435 to km 61.478 and from km 61.478 to km 74.168 exis
converted to RCC closed drains of width 1.5m has been provided.
dian in various stretches
osed median varies along the project length. Variation in the width of median is given
elow.
9.11: Width of Median along Project Highway
g and Tree plantation

n Medians
anted where the median width is more than 2.5m along the project highway. These
ed to cut off headlight glare from traffic in opposite direction. Flowering plants and
ntly suited for the purpose. These shall be planted in continuous rows or in form of
t of the shrub shall be maintained 1.5m to cut off the effect of traffic lights coming
direction.
reatment
aping treatment shall be provided at grade separators, traffic islands at exit and entry
tions, toll plaza, bus byes, truck parking for aesthetic appearance.
inage
s of width 1.5 m shall be provided in between the service road and main
km 29.435 to km 61.478 and from km 61.478 to km 74.168 existing drain shall be
closed drains of width 1.5m has been provided.
10 BRIDGES AND STRUCTURES
The project road crosses few streams, nalas and major roads for which bri
separators have been provided free movement of the traffic. There are 3 Railway
project Highway.
Structure Inventory and condition survey was carried out as per the require
agreement and mandated by Terms of Reference (TOR). The details are attached
10.01 and 10.02 respectively. The information collected has been analyzed an
the type of improvement needed for the structure. Details of Inventory and existin
furnished in Report on Indicative GAD of Structures, submitted on 22 March 2012.
nd
Further, as per the discussion with NHAI at RO Bangalore on 10 and 11 January

of structures were modified. The documents were further modified as per the revie
visit held on 21 Sep 2020 Further, it was informed to NHAI that there is no standa
available for ROB with 72 m span for 6 lane and hence 2 bridges of 72 m span w
standards were proposed. Also, during the video conference held with mem
Nov 2020 it was suggested to propose the project in single package with 2 phase
of road and bridges were modified.Further Major bridges were provided in the tan
road portion in accordance with KTCDA laws.
PHASE 1:
Construction of service roads from design chainage from 29.435 to 74.168 and co
carriage way from design chainage 61.520 to 74.168 including Tumkur bypass
PHASE 2:
Construction of main carriage way from design chainage 29.435 to 61.520 exclud
Details of existing and proposed structures are given in Table 10.12 below.
Table 10.12: Summary of Proposed Structures
Sl. No of
No Type of Structure Structures
Proposed
1 Minor Bridges 18
2 Major Bridges 04
3 Fly Over 03
4 Road Over Bridges 03
5 VUP/LVUP 18
6 Vehicular Overpass 05
7 Cross Drainage Structures 73
8 Foot Over Bridge 02
Total 126
10.1 Improvement Proposals and New Proposals
New structures for bridges and culverts are planned in advance duly considering
investigations already conducted and the data collected. Most of the existing struc
condition which will be retained. Few Culverts are choked with silt and vegetation
to structural components which will be retained by cleaning. The following guide l
have direct bearing in preparing the proposals for alternative designs for the vario
 Hydraulics, i.e. to satisfy the linear water way and the required vertical clearan
 Existing bridges are widened to accommodate 3 lane carriage way with servic
 The widened bridges are provided with one span for faster construction.
 Improvement to riding quality i.e., providing minimum number of expansion joi
 Durability in terms of quality during construction.
 Construction facility for fast progress ascertaining quality to confirm dura
modular approach with central casting yard.
 Safety and economy.
Based on the observations made during inventory and condition survey new struc
listed and submitted in Indicative General Arrangement Drawings (GAD) report. F
on 17 Apr 2012 with NHAI officials, few of the proposed locations were approved
suggested by the team. The same was submitted in the DFR. Also the meeting he
September, changes in structure location, proposal of new ROB, relocation of fe
additional underpass, change in the span arrangement, location of the service roa
bridges were suggested. A brief note on all the type of existing and proposed stru
same is incorporated in the FFR.
Minor Bridges and Major Bridges:
There are about 18 minor bridges in the project Highway. The widening of the brid
by providing dry joint without affecting existing structure. Foundations of new struc
placed without affecting existing foundations.
The existing bridges have been proposed with rehabilitation measures such
clearing, cleaning of expansion joints, painting on super structure and crash barrie
superstructure and substructure wherever necessary.
2 bridges at 32.212, 43.263 and 60.980 are suggested for reconstruction due to p
VUP’s the RE wall approaches will be on these bridges. The concessionaire shall
adequacy of bridge for the load bearing and can take appropriate decision during
Further it is to be noted that across the tanks Minnor Bridges are proposed. Howe
law, major bridges are to be proposed. In this regard Major Briges are proposed a
The list of the major bridges proposed are provided below
The list of the Minor Bridges is given in Table 10.13
AND STRUCTURES
oad crosses few streams, nalas and major roads for which bridges and grade
e been provided free movement of the traffic. There are 3 Railway Over Bridges in the
y.
ntory and condition survey was carried out as per the requirements of the
d mandated by Terms of Reference (TOR). The details are attached as Annexure
respectively. The information collected has been analyzed and used for assessing
rovement needed for the structure. Details of Inventory and existing condition have been
port on Indicative GAD of Structures, submitted on 22 March 2012.
nd
the discussion with NHAI at RO Bangalore on 10 and 11 January 2019, the proposals
ere modified. The documents were further modified as per the review meeting and site
Sep 2020 Further, it was informed to NHAI that there is no standard RDSO drawings
OB with 72 m span for 6 lane and hence 2 bridges of 72 m span with 4 lane
e proposed. Also, during the video conference held with member technical on 24
s suggested to propose the project in single package with 2 phases. The cross sections
dges were modified.Further Major bridges were provided in the tank area at the service
accordance with KTCDA laws.
f service roads from design chainage from 29.435 to 74.168 and construction of main
om design chainage 61.520 to 74.168 including Tumkur bypass
f main carriage way from design chainage 29.435 to 61.520 excluding Tumkur bypass
ing and proposed structures are given in Table 10.12 below.
mary of Proposed Structures
ment Proposals and New Proposals
for bridges and culverts are planned in advance duly considering the various
already conducted and the data collected. Most of the existing structures are in good
h will be retained. Few Culverts are choked with silt and vegetation without any damage
mponents which will be retained by cleaning. The following guide lines are considered to
aring in preparing the proposals for alternative designs for the various bridges.
i.e. to satisfy the linear water way and the required vertical clearance.
dges are widened to accommodate 3 lane carriage way with service roads.
d bridges are provided with one span for faster construction.
nt to riding quality i.e., providing minimum number of expansion joints.
terms of quality during construction.
n facility for fast progress ascertaining quality to confirm durability through
ach with central casting yard.
economy.
observations made during inventory and condition survey new structures proposed were
mitted in Indicative General Arrangement Drawings (GAD) report. Further site visit made
2 with NHAI officials, few of the proposed locations were approved and changes were
he team. The same was submitted in the DFR. Also the meeting held on 10 , 11 and 21
th th st
anges in structure location, proposal of new ROB, relocation of few structures,
erpass, change in the span arrangement, location of the service road to the minor
uggested. A brief note on all the type of existing and proposed structure is given and the
orated in the FFR.
d Major Bridges:
ut 18 minor bridges in the project Highway. The widening of the bridges has been done
y joint without affecting existing structure. Foundations of new structures have been
affecting existing foundations.
bridges have been proposed with rehabilitation measures such as vegetation
ng of expansion joints, painting on super structure and crash barrier, jacketing in
and substructure wherever necessary.
.212, 43.263 and 60.980 are suggested for reconstruction due to proposal of additional
wall approaches will be on these bridges. The concessionaire shall check for the
idge for the load bearing and can take appropriate decision during the time of execution
be noted that across the tanks Minnor Bridges are proposed. However as per KTCDA
ges are to be proposed. In this regard Major Briges are proposed at the tank location.
major bridges proposed are provided below
Minor Bridges is given in Table 10.13
Table 10.13: Proposed Span Arrangement and widening width for Minor Bridge
Details of Minor Bridges to be Reconstruction.
Sl. Name of Design Proposed span Total width of the Type of

No. Bridge Chainage (km) arrangement (No. X structure (No. X Structure Remarks
Span, m) Horizontal, m)
Main Carriageway 2
X 11.75
Main Carriageway 2
X 11.75
Main Carriageway 2
3 - 60.98 1 x 6.80 X 16, Service Road RCC BOX Reconstruction
2 X 11.75
Details of Minor Bridges to be widened with repairs
Structure Span Existing Deck,
No./Chain Arrange- Width, m Widening Bridge Width (m)
Sl. Design Ch.
age ment (No. X
No Km.
Span, m) Left Right Left CW Left SR Right
(m) (m) CW
1 - 34.702 3 x 6.80 11.9 14.25 4.10 11.75 1.75
2 - 39.98 2 x 8.5 13.6 11.5 2.40 11.75 4.50
3 - 45.093 1 x 7.40 11.6 12.0 4.40 11.75 4.0
4* - 48.735 2 x 3.20 Below Below Existing Below
24.8 24.8 Existing Flyover Existing
Flyover Flyover
5 - 50.243 1 x 11.30 12.7 14.2 - - 12.5+12.5
Existing Left
6 - 51.046 3 x 3.10 12.7 13.8 1.80 CW will be 16.00
used as SR
7 - 53.436 1 x 6.90 11.7 13.9 4.30 11.75 3.30
8 - 62.228 6 x 3.20 14.2 14.2 - 11.75 -
9 - 66.838 1 x 20 13.5 13.5 - 11.75 -
10 - 67.445 1 x 14.40 13.5 13.5 - 11.75 -
11 - 67.825 3 x 3.20 13.6 13.6 - 11.75 -
12 - 68.762 1 x 15.20 13.5 13.5 - 11.75 -
13 - 68.902 1 x 8.20 13.6 13.6 - 11.75 -
14 - 69.351 2 x 5.90 13.6 13.6 - 11.75 -
15 - 71.188 2 x 8.10 13.5 13.5 - 11.75 -
*Minor Bridge At Ch. Km. 48.735 is retained with rehabilitation as the bridge
existing Flyover.
List of Additional Servide Road Major Bridges
Proposed span Total width of the
arrangement structure (No. X
S. Location
(No. X Span, Horizontal, m Type of Structure Remarks, if any
No. (Km)
m))
1 43.257 15 x 25 1 x 11.75 PSC I girder LHS service road

bridge
2 45.080 8 x 25 1 x 11.75 PSC I girder RHS service road bridge
3 66.770 12 x 25 2 x11.75 PSC I girder Both Side service
road bridges
4 67.340 16 x 25 2 x 11.75 PSC I girder Both Side service
road bridges
nd widening width for Minor Bridges
on.
Remarks
Reconstruction
Reconstruction
Reconstruction
repairs
ridge Width (m)
Right
SR
11.75
11.75
-
Below
Existing
Flyover
-
11.75
11.75
11.75
11.75
11.75
11.75
11.75
11.75
11.75
11.75
h rehabilitation as the bridge comes under
es
Remarks, if any
LHS service road

bridge
RHS service road bridge
Both Side service
road bridges
Both Side service
road bridges
Table 10.14: Proposed Span Arrangements for VUP/LVUP/VOP Table Vehicular Over Pass
Sl. Design Proposed Proposed Span Arrangement Total Width of

No. Chainage Type of (No. X Hor. Structure (No. X Hor.
(km) Structure (m) X Ver (m) (m)
1 33.350 VOP 2 X 22.7 X 5.5 1 X 12
2 35.765 VOP 2 X 22.7X 5.5 1 X 12
3 37.300 VOP 2 X 22.7X 5.5 1 X 12
4 48.100 VOP 2 X 22.7X 5.5 2 X 15.1
5 59.445 VOP 2 X 22.7X 5.5 1 X 12
Vehicular Under Pass/Light Vehicular Under Pass
Sl. Design Proposed Type Proposed Span Total Width of
No. Chainage (km) of Structure Arrangement (No. X Hor. Structure (No. X Hor.
(m) X Ver (m)) (m)
1 30.600 VUP 1 x 15 x5.5 2 X 16

2 32.100 VUP 1 x 15 x 5.5 2 X 16
3 39.200 LVUP 1 x 12 x 4.5 2 X 16
4 40.755 LVUP 1 x 12 x 4.5 2 X 16
5 43.055 VUP 1 x 20 x 5.5 2 X 16
6 43.400 LVUP 1 x 12 x 4.5 2 X 16
7 45.750 LVUP 1 x 12 x 4.5 2 X 16
8 55.160 VUP 1 x 15 x 5.5 2 X 16
9 57.600 LVUP 1 x 12 x 4.5 2 X 16
10 60.760 LVUP 1 x 12 x 4.5 2 X 16
11 64.535 VUP 1 X 25 X 5.5 1 X 12.5
12 64.825 VUP 1 X 25 X 5.5 1 X 12.5
13 73.800 LVUP 2 x 12 x 4.5 2 X 13.5
Table 10.15: List of Road Over Bridges
There are 03 Nos of ROB coming in the project stretch. It is to be noted that ROB
concurrence with the Railway Circular. As per the circular Non Standard ROBs cannot be pr
Bridges of 2 lane standards ROB of 72 m span as per the RDSO drawing no RDSO/B-1041
is proposed.
Sl. Design Chainage Proposed span Total width of the structure
No. (km) Type of Structure arrangement (No. X (No. X Horizontal, m)
Span, m)
Table 10.16: Proposal for Box Culverts and Pipe Culverts.
Design Span /
(Km)
7 32.4 1x4m New Construction Box
9 34.955 1x2m Reconstruction Box Existing dia < 0.9 m
13 38.137 1x4m Reconstruction Box VOP approach end
17 43.341 1x2 Reconstruction Box LVUP Approach
25 50.121 3 x 1.2 dia Retained Pipe
26 51.248 1x4m Widening Box
30 52.728 1x6x2 Reconstruction Box Flyover Approach
34 54.397 1x5 Reconstruction Box
35 54.432 2x3m Reconstruction Box Choked, distressd
42 57.261 1 x 3.0 m Reconstruction Box LVUP approach
54 61.385 1 x 1 m dia Retained Pipe
55 62.032 1 x1.2m dia, Widening Pipe
Table Vehicular Over Pass
It is to be noted that ROBs are proposed in

n Standard ROBs cannot be proposed. In this regard 2
SO drawing no RDSO/B-10418
lverts.
Design Span /
(Km)
60 64.099 1x6x2 Reconstruction Box Flyover approach
67 70.389 1 x 1m Widening Pipe
dia,
68 70.811 1 x 54.0m
0.9m dia Widening Pipe
73 73.658 1 x 3.6 Reconstruction Box LVUP approach
Table 10.17: List of Proposed Flyovers
Sl. Chainage (km) Length Span Arrangement Remark/Town
No. From To (m) (No. X Span, m) Name
1 46.980 47.020 20 2 x 20 x 5.5 -
2 52.660 52.700 20 2 x 20 x 5.5 -
3 63.545 63.975 430 13 x 30 + 1 x 40 -
Table 10.18: List of Proposed Foot Over Bridge
Design Chainage Span Arrangement Deck width Remarks
Sl. No. in Km Location (No. x Length m) (m)
1 65.100 Near fire station 2 x 29.40 3.60 -

in Tumakuru town
2 47.700 Near Jindal 2 x 10 As per site To be Extended as
condition per site condition
Table 10.19: List of Flyovers/GradeSeparators Retained.
S. Existing No. of Spans with Type of
No. Chainage (km) span length (m) Width (m) Structure
1 48.950 2 x 22.50 + 1 x 42.00 2 x14 Flyover

2 49.250 2 x 22.5 + 2 x 42.00 2 x 14 Flyover
3 62.762 1 x 40.00 2 x 13.50 VUP
4 66.331 1 x 40.00 2 x 13.50 VUP
5 73.221 1 x 40.00 2 x 13.50 VUP
Table 10.20: List of Underpasses (Vehicualar/Non Vehicular/Subways).
Sl. Existing No. of Spans
No. Chainage Type of Structure with Span Width (m) Remarks
length (m)
2 35.32 RCC Box 1 x 4.00 1 x 7.50 Pedestrian Subway
Rehabilitation measures have been proposed for the existing bridges
A) The existing bridges are proposed to be rehabilitated as follows.
a. RCC solid slabs where steel is exposed and corroded will
will be provided a quote of anti corrosive paint and covered with epo
b. Damaged railing and footpaths will be dismantled and re-constru
barrier (M40 grade).
c. Railing parapets provided for most of minor, medium bridges are
same will be dismantled and re-constructed as crash barrier M40 gra
d. Damaged protective works will be rehabilitated.
e. Damaged Bearings will be replaced on case-to-case basis.
f. Expansion joints will be re-laid as per proposed profile
g. All irregular, uneven surfaces and other deficiencies if any on su
sub- structures will be repaired with epoxy mortar and a coat of epox
applied on surfaces to protect the structure from corrosion.
B) The existing Cross drainage structures will be rehabilitated as fol
a. The damaged slabs of all slab culverts will be rehabilitated as me
b. The damaged sub-structures (R/R Masonry, CC wall) of slab culv
repaired and jacketed as per codal.
c. Corrective measures and repairing will be carried out for damage
and exposed foundations.
Efforts have been made to widen the CD structures only on one side.
it is not technically feasible, both sides widening has been provided.
be provided to widen the existing slab culverts. Pipe length multiples
is proposed for widening with required slope.
Hydraulics
The waterway provided for an existing culvert / bridge is being check
based on the hydrological investigations and data collected. From loc
found that the vents and vertical clearance provided for existing bridg
adequate. So for structures proposed for widening, size of vents are
that the linear waterway
and vertical clearance of existing structure has not been affected.
based on the hydrological investigations and data collected. From loc
found that the vents and vertical clearance provided for existing bridg
adequate. So for structures proposed for widening, size of vents are
that the linear waterway
and vertical clearance of existing structure has not been affected.
Culverts:
Box culverts have been provided to widen the existing slab culverts. E
levels of pipe culvert at upstream or downstream sides have been ma
flow of water from end to end, depending upon the total length of pipe
length in multiple of 2.500m length is proposed for widening with requ
pipe culvert with diameter less than 0.9m is replaced with 1.2m diame
The other pipe culverts of diameter 0.9m and above are extended wit
diameter as per IRC SP 87:2019. Detail Investigation to be done by t
before construction for ascertaining strength of existing structure and
based on which the proposal
may be modified according to requirement.
Remarks
To be Extended as
per site condition
ed.
icular/Subways).
or the existing bridges.
habilitated as follows.
d and corroded will be cleaned and
and covered with epoxy mortar.
mantled and re-constructed as crash
r, medium bridges are damaged; the

crash barrier M40 grade).
ated.
e-to-case basis.
sed profile
ficiencies if any on super structure and
ar and a coat of epoxy paint will be
m corrosion.
be rehabilitated as follows:
be rehabilitated as mentioned for bridges.
, CC wall) of slab culverts will be
arried out for damaged protective work
ures only on one side. However wherever

g has been provided. Box culverts will
Pipe length multiples of 2.500m length
bridge is being checked for its adequacy

ata collected. From local enquiry also it is
vided for existing bridges and culverts are
ing, size of vents are taken in such a way
not been affected.

existing slab culverts. Existing invert
m sides have been maintained for free
the total length of pipes required. Pipe
for widening with required slope. Any
laced with 1.2m diameter NP4 pipe.
bove are extended with the same
gation to be done by the concessionaire
existing structure and type of foundation
11 SOCIO ECONOMIC PROFILE
A survey was made in order to understand the socio-economic features of the Pro
Personnel (PAP) and their assets. The purpose of the present survey is to
structures falling in ROW and to assess the physical, social, cultural and religious
In this regard the relevant information was gathered by self-assessments of the is
Analysis has been carried out with respect to merits and demerits of the Project.
11.1 The Area Profile
The project Road starts at km 29.435 Near Nelamangala Toll Plaza and ends afte
chainage km 74.087 (At Existing 75 KM Stone). The stretch consists of 44.704 km
th
to Tumkur including Tumkur By pass and stretch pass through major built-up like
and Kyatasandra.
Karnataka - General
As per details from Census 2011, Karnataka has population of 6.11 Crores, an inc
5.29 Crore in 2001 census. Total population of Karnataka as per 2011 cen
which male and female are 30,966,657 and 30,128,640 respectively. In 2001, tota
52,850,562 in which males were 26,898,918 while females were 25,951,644. The
growth in this decade was 15.60 percent while in previous decade it was 17.25 pe
population of Karnataka forms 5.05 percent of India in 2011. In 2001, the figure w
5.14 percent.
Divided into 30 districts, Karnataka is well connected by roads, railwa

waterways.
Road network of 4396 of National Highways and 1,38,974 km in leng
and MDR while rail network is 3,089 km.
(* Road network-karnataka PWD)
Socio Economic Indicators
Selected Socio Economic Indicators of Karnataka states are listed be
A. Population
i) Density of population per Sq. Km (2011) = 319

ii) Sex Ratio(2011) = 968
State Income in Crores ( 2016-2017)
1. Gross state domestic product at current = Rs.1132393
prices
2. Gross state domestic product at constant = Rs.874395
prices
3. Net state domestic product at current prices = Rs.1021760
4. Net state domestic product at constant = Rs.782018
prices B.
(*Source : http://planning.kar.nic.in/docs/Economic)
conomic features of the Project Affected
the present survey is to identify those
ocial, cultural and religious impacts on PAPs.
self-assessments of the issues involved.
nd demerits of the Project.
ala Toll Plaza and ends after Tumkur Bypass at

tretch consists of 44.704 km from Nelamangala
through major built-up like T. Begur, Dobbaspet
lation of 6.11 Crores, an increase from figure of

arnataka as per 2011 census is 61,095,297 of
0 respectively. In 2001, total population was
ales were 25,951,644. The total population
ous decade it was 17.25 percent. The
2011. In 2001, the figure was
connected by roads, railways, air and
ys and 1,38,974 km in length of State highway
rnataka states are listed below:

mic)
C. Agriculture and Irrigation (2016-2017)
1. Net cropped area = 177.13 lakh Ha
2. Production (in lakh Tonnes) for main crops
a. Cereals = 87.37
b. Pulses = 20.28
c. Total food grains = 107.65
d. Oil seeds = 9.70
e. Cotton = 12.24
f. Sugar Cane = 315.00
g. Tobacco = 0.89
D. Industries (2009-10)
1. Small Scale industries = 17195
2. Factories = 12559
E. Education (2009-10)
1. Number of primary schools = 58000
2. Number of High Schools = 11763
F. Road and Transport (2009)
1. National highways = 4491 Km
2. State Highways = 20905 Km
3. Major District Roads = 47836 Km
[Source: Govt of Karnataka, Dept of Economics & Statics]
11.2 Analysis, Mitigation and Suggestions for Alternatives Potential environmental impac
The environmental impacts of a project depend both on the nature & type of the p
the background environmental setting of affected region. The data collected for en
screening has been analyzed and the relevant environmental impacts have been
Types of Impact
The types of environmental impacts of road construction / strengthening can be id
(a) construction phase, and (b) operational phase
The environmental impacts may be (i) direct (ii) Indirect or (iii) cumulative.
The Direct Impacts
The most important direct impacts of the present project are:
1 The felling of trees and removal of vegetation cover
2 The loss of crop-producing agricultural land
3 The impact on ambient air quality
4 The impact on soil quality
5 The impact on noise level
Potential environmental impacts
n the nature & type of the project and on
n. The data collected for environmental
mental impacts have been assessed.
on / strengthening can be identified during
t or (iii) cumulative.
ct are:
er
6 The impact on water quality
7 The impact of high temperature
8 The generation of waste and its impact
The Indirect Impacts
These are long-term impacts and should be studied carefully. Many
nature may not be identified easily. A detailed Environmental Manag
required for identifying individual impacts. However, some possible i
1. The soil erosion due to cutting of trees and removal of herbal co
2. Accumulation of water in borrow pits
The Cumulative Impacts
1. Contamination of food-chain due to short changes in environmen
the construction phase
2. Effect on human and cattle health
Socio-Economic Impacts
The following issues are of no significance while considering the imp
1. There are no archaeological monuments which are going to be a
present project.
2. The impact of widening / new construction and its potential might
from individual to individual or from family to family, but no specific et
be culturally affected.
Along the stretch few built-up structures, religious structures and pett
be relocated for the proposed widening.
The Types of Impact
Assessment of the types of impacts on socio-economic conditions of
and as a member of community is a tough job and requires a deep an
However, some of the immediate direct impacts could be enumerated
1. Impacts on cultural heritage
The social, religious and historical monuments are of social importan
not have many such structures. The temples present along the align
small. Such structures can be relocated, if required, with consultation
communities. The
Table 11.1 below gives the list of such small religious structures which
as they fall within the ROW.
Table 11.1: List of Affected religious structures

Sl No Chainage Village name Side Remarks
1 30435 Vishweshwarapura LHS Maruthi temple
2 33300 Budhihalli RHS Temple
3 33600 Thonechinakuppe LHS Vinayaka Temple
4 55300 Nandihalli RHS Ganesha temple
5 57350 Hirehalli LHS Temple
2. Impacts arising from acquisition of shops
Commercial structures like shopping complexes, shops, small sale ou
stalls,
makeshift structures, work shop etc. are seen along the road. There a
buildings and structures being affected.
3. Impacts on Agricultural Land Acquisitions and Resettlements
Some avenue trees may have to be cut due to widening. This has be
minimum.
4. Impact on Aesthetics and Landscaping
Land scaping plays important role to increase the visual aesthetics of an area. Es
projects the land scaping with trees, shrubs, railing etc have multipurpose function
only increase the visual quality of an area it also helps for the safer driving in case
where the shrubs in the median plays a vital role to decrease the impact of glare
planning for re-plantation of trees, shrubs, herbs and ornamental plants, spec
be paid to develop the landscape so that there must be coherence with relief, veg
There must also be harmony in terms of mass and scale, and stability through tim
5. Impact on Socially Sensitive areas
The project stretch does not have any Cemeteries which need to relocated. Henc
sensitive areas is not observed.
11.3 Alternatives, Remedial Measures and Mitigation
1. As an alternative to the removal of trees falling in ROW, a massive plantation
launched at the initial stage of implementation of the project.
In the course of re-plantation, two to three rows of trees should be planted in such
of tree is shade providing and the other rows are of flowering trees. In the above
of fast-growing and slow-growing trees may be intermixed (it should be noted th
trees grow at a slower rate). In this regard, plant nurseries should be develo
to get the ready stock of saplings. Care should also be taken to protect the trees
development.
The plantation of trees will not only reduce the problem of noise, contamination of
agriculture but shall also provide beauty and aesthetics to monotonous highways.
A fresh herbal cover of bushes and grasses should be laid at the earliest on both
check the soil erosion.
2. Impacts on acquisition of land are another feature, which should be consider
be noted that it is mostly the government owned land on both sides of the road, w
expanding the corridor.
However the agricultural lands, if needed, shall be only a part of owner’s agricultu
cases. Therefore, not much difference in cropping patterns or crop selection is go
However, while acquiring such land, the type of crops, their seasonally
and yearly yield should be considered while paying the compensation.
expanding the corridor.
However the agricultural lands, if needed, shall be only a part of owner’s agricultu
cases. Therefore, not much difference in cropping patterns or crop selection is go
However, while acquiring such land, the type of crops, their seasonally
and yearly yield should be considered while paying the compensation.
3. Air Quality Management

Air quality management is required in view of the fact that the air quality will be af
other particulate matters generated by vehicular movements and construction ac
the impact of construction activities like site clearing, earth filling, material lo
shall be localized and temporary.
For mitigation, the vehicles and machines used for the purpose should be in good
marked change in the air quality.
4. Noise Level Management
The impact of noise will be due to increased traffic during construction and operat
order to avoid the raised level of noise due to construction machinery, the quarry
located in areas away from human settlement. Care should also be taken for ‘sen
such as hospitals, primary health centres and schools where the high level of nois
concern.
5. Impacts on Underground Water
The Area has resources of surface as well as underground water. While a correl
vegetation cover and the water table can be estimated on a long term basis, there
any need for concern for any significant change in the underground water table.
It should be noted here that a large number of workers would be employe
construction phase work. Unless proper sanitation is provided to the construction
likely that sewage will contaminate the ground and seasonal surface water source
arrangement for proper sanitation during construction phase must be catered to.
6. Impacts of High Temperature
The high temperature generated by hot-mix plants during the construction phase
localized effects. Care should be taken so that the heat generated by them may n
around.
7. Management of Spoils and Wastes
The road projects leave behind construction spoils, degraded materials and waste
These must be disposed of appropriately. Similarly, the wastewater genera
needs to be disposed of properly.
It is suggested that the garbage be properly recycled to a suitable extent to reduc
using it for landfill. The landfills should be prepared in such a way that they have
collection, treatment and disposal systems.
The main objective of the project is to provide safe and efficient service levels to g
movements and better connectivity to the region. The industry and other users of
benefited from the proposed improvement on account of comfort, safety and redu
costs.
A significant economic benefit of the improvement project is generation of
opportunities in the construction activities, which will be available to the people, o
The road projects leave behind construction spoils, degraded materials and waste
These must be disposed of appropriately. Similarly, the wastewater genera
needs to be disposed of properly.
It is suggested that the garbage be properly recycled to a suitable extent to reduc
using it for landfill. The landfills should be prepared in such a way that they have
collection, treatment and disposal systems.
The main objective of the project is to provide safe and efficient service levels to g
movements and better connectivity to the region. The industry and other users of
benefited from the proposed improvement on account of comfort, safety and redu
costs.
A significant economic benefit of the improvement project is generation of
opportunities in the construction activities, which will be available to the people, o
community. Besides, they will also draw benefits from the economic activities as a
traffic flow and movement of vehicles.
Further, increase in the width of the road would provide better road safety and go
between the towns.
11.5 Summary and Conclusion
Discussion in this section reveals that the project area under consideration is not
social impacts.The widening is proposed by adding the new carriageway either on
right or concentric, depending on the site condition.However there is require
acquisition,Rehabilitation of Structures and few religious structures will have to be
Hence it can be concluded that the environmental and social impacts

only during construction phase for which monitoring plan and mi
have been
discussed in Environmental and Social Impacts Assessment Rep
30 March 2012.
12 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT
For every aspect of road projects, there are associated some significant positive a
on nearby communities and the natural environment. Some of the major environm
project include loss of productive agricultural lands, water bodies, green cover, ch
accelerated urbanization etc. Keeping in view of the above impacts, environ
is carried out for the present assignment in order to identify the baseline environ
project’s area of influence due to the proposed widening of the road and also to p
Management Plan in order to mitigate the identified adverse impact on the environ
during the design, construction and operation stages of the project road.
12.1 Objectives & Scope of the Project
The objectives of Environmental & Social Screening exercises are:
i. To determine the magnitude of environmental impacts, so that due cons
given to them during planning, construction and operational phases of road widen
ii. To assess the existing socio-economic and environmental conditions of the p
planning and implementation phases, and
iii. To identify alternative methods for minimizing the adverse effect on the physic
economic environment.
Thus, objective of screening in other words is to recognize those aspects and are
environmentally or socio-economically significant and should not be considered fu
also ensure that proper and pointed attention is devoted to the relevant environme
economic aspects during project planning and implementation stages.
Scope of the study for Environmental and Social screening include:
1. Assessment of the direct and induced impacts due to the project.
2. Analysis of available information concerning the general
distribution, concentration of tribal or cultural groups, concentration o
communities, areas of significant right-of-way (ROW) encroachments
critical natural habitat (e.g., national parks, reserves, wildlife sanctuar
protected areas, forests, wet lands etc.), major rivers and waterwa
cultural heritage sites and potentially sensitive areas.
3. Identifying the list of Valued Ecosystem Components (VECs),
Land, Ecological, Noise, Social, Cultural, and the impact of road wid
4. Consideration of alternatives and suggesting mitigative and comp
5. Identifying the ‘hot spots’ of critical physical and natural resources
alternative methods.
6. Recommendations for exclusion of conflicts and analysis of altern
Environmental & social impacts of road widening

Transport facilities including roads bring development, not only f
transportation and movement, but also as a whole, bring significant e
social benefits. It is a well- known fact that the economy and human w
an area depend on its proximity to the road.
The national Highways need widening in view of the growing traffic p
travel time and the vehicle operating costs. It also increases the acce
education and health services.
However, the widening may result in loss of productive agricultural la
sensitive ecosystems, removal of trees, dislodgment of people, disrup
economic activities and accelerated urbanization. Vehicular exhaust
grow significantly leading to increase in respiratory and other health p
It is easy to quantify the magnitude of physical impacts such as land
removal and homes affected; but are difficult to quantify effects
and aesthetic environment such as physiological alteration on flo
reproductive and behavioural changes in organisms etc. The study
carried out with utmost care to analyze, predict and mitigate the envir
aspects of the region in consequence to the
proposed road widening of National Highway NH-4 between Nelama
12.2 Overview of Impacts due to the Project Benefits of the project
The up gradation of the NH-4 is expected to bring forward positive impacts (while
minor negative social impacts, which are proposed to be mitigated fully) for the ro
communities along the whole stretch of the project corridor.
Macro-Economic benefits
The project is seen as a major generator of economic momentum, and shall bene
the stretch in a very significant way. The project is expected to remove urban dev
bottlenecks, reduce transportation cost, and thereby benefit all sections of the so
investment in this project is expected to boost the cement industry, crushers and
further trickle down to other sectors of economy.
Local Level Benefits
The foremost benefit for the local communities would be the increased level of roa
the accidents now days involve single vehicles and the fatality among the pedestr
moving traffic is significantly more than the automobile-users. Due to this project,
will segregate the vehicles travelling in the opposite direction, and chances
be reduced. The traffic is a composition of heavy goods traffic (dominant),
traffic, and slow moving vehicles. The slow moving vehicles in the rural area
are mainly animal-driven and tractors. There is no segregation between the fast a
traffic.
The heterogeneity of the traffic, smaller carriageway, geometric deficiencies,
adequate sight distance (in many places), hazardous exposure of the pedestrians
absence of median, – all these contribute to the occurrence of accidents. The pro
beneficial in reducing the risk of accidents.
Employment opportunities for local community
Proportionate to the investment in the project, large employment opportunities wil
project. Employment opportunities will be created for skilled, semi-skilled an
While most of the skilled labours may come from other parts, the opportunities for
unskilled sections of the workforce will be mainly available to the local communitie
Improved access to amenities
By and large, for communities in the project influence area, indirect social benefits
likely to include: (i) speedy access to employment, better health and education op
area (ii) increased opportunity for intensified informal economic activities link
facilities for road users; and (iii) reduction in transportation costs and improved ma
agricultural produce of the rural areas.
Compensation and mitigation of the negative impacts
The negative impacts of the project, mostly environmental and social impacts will
adequately. In addition to the provision of replacement value of the property lost
consequence of the project, the project-affected persons (PAPs) will receive addit
assistance from the project to improve their livelihood and the quality of life.
Equitable distribution of benefits
Given the wide variations in socio-economic characteristics and social developme
sections of the population, the magnitude of accrued benefits is likely to vary acro
Though equitable distribution of all the benefits of the project is practically not pos
benefits such as improved accessibility to/from other parts of the state, employab
for local products will definitely trickle down through various classes of the local
12.3 Policy, Legal and Administrative Framework
Institutional setting in environmental context
The primary responsibility of administration and implementation of the Governmen
with respect to environmental management, conservation, ecologically sustai
and pollution control rests with the Ministry of Environment and Forests (MoEF). T
number of agencies and institutions to implement the environmental policies. Suc
 Central Pollution Control Board (CPCB): It is a statutory authority attached to Mini
and Forests (MoEF).
 MoEF Regional Offices: The country is divided into several regions, with each
Regional Office.
 State Pollution Control Board (SPCB): These play the role in environmental mana
level, with emphasis on air and water qualities.
 State Department of Environment and Forests: These perform function similar to M
level.
quality
mperature
aste and its impact
cts and should be studied carefully. Many impacts of indirect

ed easily. A detailed Environmental Management Plan will be
ividual impacts. However, some possible indirect impacts are:
to cutting of trees and removal of herbal cover
er in borrow pits
-chain due to short changes in environmental parameters during
cattle health
of no significance while considering the impacts;

logical monuments which are going to be affected due to
g / new construction and its potential might vary in magnitude

al or from family to family, but no specific ethnic group is going to
-up structures, religious structures and petty shops will have to

sed widening.
of impacts on socio-economic conditions of man as an individual

munity is a tough job and requires a deep and long-term study.
mediate direct impacts could be enumerated as:
ge
historical monuments are of social importance. The region does
tures. The temples present along the alignment are generally
n be relocated, if required, with consultation to the local
list of such small religious structures which need to be relocated

W.
eligious structures
uisition of shops
e shopping complexes, shops, small sale outlets, temporary
k shop etc. are seen along the road. There are some portion of
eing affected.
and Acquisitions and Resettlements
have to be cut due to widening. This has been kept to the bare
ncrease the visual aesthetics of an area. Especially in highway

hrubs, railing etc have multipurpose functions. Land scaping not
rea it also helps for the safer driving in case of fourlane roads
a vital role to decrease the impact of glare. Therefore, while
shrubs, herbs and ornamental plants, special attentions should
hat there must be coherence with relief, vegetation, building, etc.
of mass and scale, and stability through time and space.
Cemeteries which need to relocated. Hence impact onsocially
nd Mitigation
f trees falling in ROW, a massive plantation program should be
entation of the project.
ree rows of trees should be planted in such a way that, one row
r rows are of flowering trees. In the above scheme the selection
s may be intermixed (it should be noted that large, shady
s regard, plant nurseries should be developed at selected sites
e should also be taken to protect the trees in their initial stage of
duce the problem of noise, contamination of air, water, soil and

ty and aesthetics to monotonous highways.
asses should be laid at the earliest on both sides of the road to
another feature, which should be considered carefully. It should

ent owned land on both sides of the road, which will be used for
ed, shall be only a part of owner’s agricultural fields in most

in cropping patterns or crop selection is going to be made.
he type of crops, their seasonally
while paying the compensation.
view of the fact that the air quality will be affected by dust and
vehicular movements and construction activities, However,
like site clearing, earth filling, material loading and unloading
nes used for the purpose should be in good order to avoid any
eased traffic during construction and operational phases. In

due to construction machinery, the quarry sites should be
tlement. Care should also be taken for ‘sensitive receptors’
res and schools where the high level of noise is a point of great
well as underground water. While a correlation between loss of

an be estimated on a long term basis, there does not seem to be
nt change in the underground water table.
e number of workers would be employed during
er sanitation is provided to the construction workers, it is most
ground and seasonal surface water source. Therefore,
ng construction phase must be catered to.
ot-mix plants during the construction phase may have only

n so that the heat generated by them may not affect the biota
uction spoils, degraded materials and wastes of many kinds.

riately. Similarly, the wastewater generally domestic in nature
operly recycled to a suitable extent to reduce its volume before

d be prepared in such a way that they have proper leachate
ems.
oject.
provide safe and efficient service levels to growing traffic
the region. The industry and other users of the road will be
ment on account of comfort, safety and reduced vehicle operating
e improvement project is generation of employment

ies, which will be available to the people, of the nearby
w benefits from the economic activities as a result of increased
ad would provide better road safety and good connectivity
the project area under consideration is not having any adverse

ed by adding the new carriageway either on left or
e site condition.However there is requirement of land
and few religious structures will have to be relocated.
d that the environmental and social impacts will be temporary

phase for which monitoring plan and mitigation measures
ntal and Social Impacts Assessment Report submitted on

CT ASSESSMENT
e are associated some significant positive and negative impacts
al environment. Some of the major environmental impacts of this
ultural lands, water bodies, green cover, change in land use,
g in view of the above impacts, environmental assessment
nt in order to identify the baseline environmental profile of the
roposed widening of the road and also to prepare Environmental
the identified adverse impact on the environmental components
eration stages of the project road.
cial Screening exercises are:

environmental impacts, so that due consideration can be
ction and operational phases of road widening.
omic and environmental conditions of the project area during
and
minimizing the adverse effect on the physical and socio-
words is to recognize those aspects and areas which are not

significant and should not be considered further, as
tention is devoted to the relevant environmental and socio-
ning and implementation stages.
vironmental and Social screening include:
ect and induced impacts due to the project.
e information concerning the general population
of tribal or cultural groups, concentration of low income
nificant right-of-way (ROW) encroachments, sensitive and/or
., national parks, reserves, wildlife sanctuaries, sacred groves
wet lands etc.), major rivers and waterways, recorded
nd potentially sensitive areas.
Valued Ecosystem Components (VECs), namely, Air, Water,
Social, Cultural, and the impact of road widening on them.
natives and suggesting mitigative and compensation measures.
ots’ of critical physical and natural resources and suggesting
exclusion of conflicts and analysis of alternative alignments.
cts of road widening

ding roads bring development, not only facilitate
ment, but also as a whole, bring significant economic growth and
- known fact that the economy and human welfare activities of
ximity to the road.
ed widening in view of the growing traffic pressure, Road safety,
e operating costs. It also increases the access to markets, jobs,
ices.
ay result in loss of productive agricultural land, damage to
moval of trees, dislodgment of people, disruption of local
ccelerated urbanization. Vehicular exhaust emissions may also
to increase in respiratory and other health problems.
magnitude of physical impacts such as land clearance, trees
cted; but are difficult to quantify effects on the biological
nt such as physiological alteration on flora & fauna,
oural changes in organisms etc. The study therefore has been
re to analyze, predict and mitigate the environmental and social
onsequence to the
f National Highway NH-4 between Nelamangala and Tumkur.
ect Benefits of the project
ted to bring forward positive impacts (while causing some
are proposed to be mitigated fully) for the road-users and
f the project corridor.
tor of economic momentum, and shall benefit the villages along

he project is expected to remove urban development
t, and thereby benefit all sections of the society. The
o boost the cement industry, crushers and hot mix plants and
economy.
munities would be the increased level of road safety. Most of

vehicles and the fatality among the pedestrians and the slow-
n the automobile-users. Due to this project, a 4.5m wide median
g in the opposite direction, and chances of collision would
sition of heavy goods traffic (dominant), passenger vehicular
slow moving vehicles in the rural area
There is no segregation between the fast and slow moving
aller carriageway, geometric deficiencies, absence of
es), hazardous exposure of the pedestrians to the heavy traffic,
ute to the occurrence of accidents. The proposed road will be
ents.
mmunity
project, large employment opportunities will be created by the
will be created for skilled, semi-skilled and unskilled labour.
come from other parts, the opportunities for semi- skilled and
be mainly available to the local communities.
roject influence area, indirect social benefits of the project are

employment, better health and education opportunities in urban
ntensified informal economic activities linked to services/
ion in transportation costs and improved market access for
egative impacts
ostly environmental and social impacts will be mitigated
n of replacement value of the property lost due to or in the
t-affected persons (PAPs) will receive additional supports and
their livelihood and the quality of life.
nomic characteristics and social development levels of various

ude of accrued benefits is likely to vary across social classes.
benefits of the project is practically not possible, several basic
y to/from other parts of the state, employability and better market
down through various classes of the local population.
mework
xt
ation and implementation of the Government of India’s policy
gement, conservation, ecologically sustainable development,
istry of Environment and Forests (MoEF). The MoEF has a
implement the environmental policies. Such as:
): It is a statutory authority attached to Ministry of Environment
y is divided into several regions, with each region having a
These play the role in environmental management at the state

qualities.
Forests: These perform function similar to MoEF at the state
12.4 Baseline Environment of the Region
Information on baseline environment was collected from secondary sources of da
environmental parameters like climate, Physiography (geology and geomorpholog
socioeconomic environment of the project influence area. The micro-environment
Corridor of Impact (CoI) have been collected from primary source of data such as
by reconnaissance survey.
Though no change in the macro-climatic parameters (precipitation, temperature a
envisaged due to the subproject, cutting of roadside trees, laying of paved surface
construction activities temporarily modify the microclimate.
12.5 Environmental and Social Screening

Physical features
The soil of the region is red sandy soil derived from peninsular geneis
laterites. The soil is red to brownish in colour, shallow to fairly deep s
sandy loamy in texture intermixed with fairly large amounts of co
pebbles. These soils are favourable for growing crops like maize, ra
plantation crops under irrigation conditions. These soils are also suit
maize, ragi, vegetables and plantation crops under irrigated condition
Embankment and Soil Erosion
In The present section of the road located all along the length of corri
East, the land on either side of the road is occupied by cultivation or c
the locations, agricultural farming is in progress. The general slope o
northwest to southeast.
The slope stability is often a great problem at higher embankme
the most important factors providing the slope stability is the vegetat
regard the role of small herbaceous plants and grasses is of great im
of shrubs and trees. During the planning of the road construction
cover is often not given due importance though its removal during
enhances the chances of soil erosion. At high embankment areas pro
measures have to be undertaken to avoid soil erosion.
Industries
The present project stretch has many industrial clusters and the list o
given in
Table 12.1 and Table 12.2
Table 12.1: List of industries in the Nelamangala Industries Area

Sl. No List of Industries Type
1 Denso Kirloskar Industries Pvt. Ltd. Large
2 Elastex Polymers Pvt. Ltd. Medium
3 Karnataka Breweries & Distilleries Ltd. Large
4 Vijaya Steels Pvt. Ltd. Medium
5 Powerica Medium
6 Intergarden Food Products India Pvt. Ltd. Large
7 Kesar Marble Small
8 Pacific Industries Ltd. Medium
9 Jakkasandra Polymers Medium
10 QBI Bricks Factory Medium
on
t was collected from secondary sources of data for the macro
te, Physiography (geology and geomorphology), biological and
roject influence area. The micro-environmental details within the
collected from primary source of data such as base maps prepared
matic parameters (precipitation, temperature and wind) is

tting of roadside trees, laying of paved surface and other
odify the microclimate.
ing
red sandy soil derived from peninsular geneiss, granites and

to brownish in colour, shallow to fairly deep shallow; loamy to
intermixed with fairly large amounts of coarse gravel and
are favourable for growing crops like maize, ragi, vegetables and
rrigation conditions. These soils are also suitable for growing
and plantation crops under irrigated conditions.
sion
of the road located all along the length of corridor from West to
side of the road is occupied by cultivation or construction. Most of
al farming is in progress. The general slope of the terrain is
often a great problem at higher embankment areas. One of

ors providing the slope stability is the vegetation cover. In this
herbaceous plants and grasses is of great importance, not to talk
ring the planning of the road construction the herbaceous
en due importance though its removal during construction
of soil erosion. At high embankment areas proper remedial
ndertaken to avoid soil erosion.
etch has many industrial clusters and the list of the industries are
es in the Nelamangala Industries Area

11 Gayatri Tiles Pvt Ltd Medium
12 Ramco Biotech Large
13 United Industries Medium
Table 12.2: List of industries in the Dobbaspet Industrial Area
1 Peenya Industrial Gases Pvt. Ltd Large
2 Penzman Pet Pvt. Ltd Medium
3 ANZ International Large
4 BPL Factory Large
5 CM Envirosystem Pvt. Ltd Medium
6 BSBK Factory, Veerasagara Road Small
7 E Parisara Pvt. Ltd Medium
Ecological Features Wetlands
No Wetlands have been identified on either side of the highway throu
stretch.
Agriculture and Cropping Pattern
Ragi and Paddy are the major cereal crops of the region and groundn
cotton are the main cash crops. List of different agricultural crops gro
given in Table 12.3
Table 12.3: Agricultural Produce in the Vicinity

Sl. Area in Ha
No. Crop Nelamangala Tumkur
Taluk Taluk
1 Paddy 612 1003
2 Jawar - -
3 Bajra - -
4 Ragi 12259 160937
5 Maize 753 13932
6 Tur 416 284
7 Other pulse 2895 1547
8 Ground nut 40 131003
9 Sun flower 11 15538
10 Total oil seeds 351 468
11 Total Fruits 1694 2584
12 Total Vegetables 597 863
Source: District Profiles from official website
Tree Inventorisation
Some trees may be affected by proposed widening. Neem is the prom
among the trees along the highway. The others are Coconut, Eucalyp
However, the cutting of trees has been minimized due to integration o
exclusively in designing the
proposed road expansion.
Environmental Analysis
The most important biotic factors of the environment, which are likely
project, include soil, water, air, and noise level. Samples of soil and w
from different places along the road. The noise and air monitoring als
in different places along the road.
Soil Analysis
The main objective of interpreting soil for engineering purposes is to
for various engineering practices on a sustained basis. But under the
only environmental properties of soil have been studied.
Soil Sampling Locations
Table 12.4: Standard Soil classification as per ICAR
ies in the Dobbaspet Industrial Area
nds
n identified on either side of the highway throughout its entire
ping Pattern
e major cereal crops of the region and groundnut, sunflower and
sh crops. List of different agricultural crops grown in the vicinity are
roduce in the Vicinity

fficial website
ected by proposed widening. Neem is the prominent species

the highway. The others are Coconut, Eucalyptus and Banyan etc.
trees has been minimized due to integration of this factor
g the
on.
tic factors of the environment, which are likely to be affected by the

ater, air, and noise level. Samples of soil and water will be collected
ong the road. The noise and air monitoring also will be carried out
g the road.
nterpreting soil for engineering purposes is to assess its suitability

practices on a sustained basis. But under the preview of this study
perties of soil have been studied.
classification as per ICAR

Sl.No Soil tests Classification
1 pH < 4.50 extremely acidic
4.51-5.00 very strongly acidic 5.01-5.50 strongly
acidic
5.51-6.00 moderately acidic
6.01-6.50 slightly acidic
6.51-7.30 neutral
7.31-7.80 slightly alkaline
7.81-8.50 moderately alkaline
8.51-9.00 strongly alkaline
9.01 very strongly alkaline
2 Salinity/ Electrical Conductivity- Upto 100 average

μmhos/cm, 101-200 harmful to germination
(1mho/cm=640 ppm) 201-300 harmful to crops (sensitive to salts)
3 Organic Carbon (%) Upto 0.2 : very less 0.21-0.4 : less

0.41-0.5 : medium
0.51-0.8 : on an average sufficient 0.81-1.0 :
Sufficient
>1.0: more than sufficient
4 Nitrogen (kg/ha) Upto 50 very less 51-100 less

101-150 good
151-300 better
above 300 sufficient
5 Phosphorus (kg/ha) Upto 15 very less 16-30 less

31-50 medium
51-65 on an average sufficient 66-80 sufficient
above 80 more than sufficient
6 Potash (kg/ha) 0 – 120 very less

120-180 less
181-240 medium
241-300 average
301-360 better
above 360 more than sufficient
Ambient Air Quality
Vehicular emissions are one of the major sources of air quality impac
projects. As the project envisages improvement of road conditions fo
the project will have beneficial impact on air quality of the region durin
However, when viewed with respect to the existing ambient air quality
compliance of ambient air quality standards during the post improvem
road stretch, due to the increase in the traffic volume, the impact on a
project road is likely to be minor. Impacts on air quality during the con
the project will be considerable as the amount of work involved in imp
is significant, but any possible impacts will be temporary. However, p
air pollution control equipment, like dust filters and measures like dus
water sprinkling and planting of green belt may further help to signific
Emission of CO and NOX due to the combustion of diesel will be a principal
2 cause of air pollution dur
phase. The data on fuel utilization rates of units
likely to be in operation during the road improvement are provided in
Table 12.5: Fuel Consumption Rates for Construction Machinery

Machines Fuel consumption in (Litres/Hour)
Cement Concrete Mixer 7
Trucks 8
Bulldozer 20
Grader 12
Roller 20
Dumpers and Tippers 18
Water tanker 8
Paver 12
Table 12.6: National Ambient Air Quality Standards.
Time Sensitive Industrial Residential
Pollutants Weighted Area Area Rural & Other
Average Area
Sulphur Dioxide (SO )
2 Annual 15 µg/m 3
80 µg/m3
60 µg/m 3
24 hours 30 µg/m 3
120 µg/m 3
90 µg/m 3
Oxides of Nitrogen (Nox) Annual 15 µg/m 3

80 µg/m3
65 µg/m 3
24 hours 30 µg/m 3
120 µg/m 3
90 µg/m 3
Carbon Monoxide (CO) 8 hours 1000 µg/m 3

5000 µg/m 3
2000 µg/m 3
1 hour 2000 µg/m 3

10000 µg/m 3
4000 µg/m 3
Lead (Pb) Annual 0.50 µg/m 3

1.0 µg/m 3
0.75 µg/m 3
24 hours 0.75 µg/m 3

1.5 µg/m 3
1.00 µg/m 3
RPM Size less than 10 µm Annual 50 µg/m 3

120 µg/m 3
60 µg/m 3
24 hours 75 µg/m 3
150 µg/m 3
100 µg/m 3
SPM Annual 70 µg/m 3

360 µg/m 3
140 µg/m 3
24 hours 100 µg/m 3

500 µg/m 3
200 µg/m 3
or sources of air quality impacts of highway
ovement of road conditions for smooth traffic flow,
n air quality of the region during its operation.
the existing ambient air quality or with respect to
ards during the post improvement phase of the
traffic volume, the impact on air quality along the
ts on air quality during the construction phase of
amount of work involved in improvement of the road
will be temporary. However, provision of adequate
t filters and measures like dust suppression by
elt may further help to significantly reduce the impact.
principal
cause of air pollution during the construction
of units
improvement are provided in Table 12.5.
struction Machinery
ndards.
Table12.7: Emission factors of different vehicles (g/Km)
Types of Vehicle CO HC NOx SOx TSP
Two Wheeler 8.3 5.16 - 0.013 -
Cars 24.03 3.57 1.57 0.053 -
Three Wheelers 12.25 7.77 - 0.029 -
Buses-Urban 4.381 1.327 8.281 1.441 0.275
Trucks 3.425 1.327 6.475 1.127 0.45

Light Commercial Vehicles 1.3 0.5 2.5 0.4 0.1
Source: Indian Institute of Petroleum,1985
Noise Level
The Noise levels were monitored at commercial / residential and traff
during the detailed survey. Noise mitigation techniques will be emplo
warranted at each of the sensitive receptor sites tabulated in the
12.8.Definitive noise levels will be empirically determined at each s
the mitigation technique shall be made on a site specific basis in con
property owners. Co-ordination and implementation will be the respo
Environmental officer of the construction supervision consultants (CS
has been estimated as a part of the environmental costs of the projec
Typical Design for Noise Barriers
Mitigation at the sensitive receptor locations may include posting of s
use of horns and, to the extent possible planting of trees serve as gre
Effect of noise can be reduced considerably by the combined effect o
walls and green barriers. Nevertheless the green barriers require at le
space between the solid barrier and the receptor. Proposed project m
should be cost effective and implementable when compared to the ge
recommended expensive double glazed windows.
Sound insulating walls for silence zones
The design of these barriers is proposed with a brick wall to act as so
Hospitals, Medical centre, Schools and other Educational institutions
traffic noise
Green barriers for Silence zones
These are simply a thick layer of green plantation with small leaves a
attenuates. These trees may be planted just inside and adjacent to th
will be responsible for the implementation of the civil work. Tree
carried out by the Forest department under the tree-planting sch
The implementation aspects are provided in the EMP. In addition to
the thick green belt will act as an air quality filter for vehicular emissio
barrier of 100m lengths will have 200 trees in
4 rows.
of different vehicles (g/Km)
oleum,1985
onitored at commercial / residential and traffic junction areas

. Noise mitigation techniques will be employed as may be
sensitive receptor sites tabulated in the below Table
ls will be empirically determined at each site and selection of
hall be made on a site specific basis in consultation with
nation and implementation will be the responsibility of the
he construction supervision consultants (CSC). Mitigation cost
part of the environmental costs of the project.
iers
receptor locations may include posting of signs prohibiting the
xtent possible planting of trees serve as green noise barriers.
uced considerably by the combined effect of sound insulating
Nevertheless the green barriers require at least 2-5m additional
barrier and the receptor. Proposed project mitigation actions
nd implementable when compared to the generally
double glazed windows.
ence zones
ers is proposed with a brick wall to act as sound barrier. The
Schools and other Educational institutions are affected by the
nes
ayer of green plantation with small leaves acting as noise
may be planted just inside and adjacent to the wall. Contractors
e implementation of the civil work. Tree plantation will be
st department under the tree-planting scheme of the project.
ects are provided in the EMP. In addition to the noise mitigation,
t as an air quality filter for vehicular emissions. A typical green
ill have 200 trees in
Table 12.8: Noise Barrier locations
Sl. Design Side Silent Receptors Remarks
No Chainage
1 31.300 RHS Bommanahalli Forest Area Vegetative Barrier
2 50.100 RHS Forest Area, Nijagal Vegetative Barrier
3 55.300 RHS Nandihalli Vegetative Barrier
4 58.100 LHS Hirehalli Vegetative Barrier
5 63.300 LHS Kyathasandra Vegetative Barrier
National Noise Standards
The Central Pollution Control Board has specified ambient noise leve
uses for day and night times. Importance was given to the timing of e
designated as
sensitive. Table 12.9 gives the noise standards set.
Table 12.9: National ambient noise level standards
Area Category Limits in Decibels (dB A)
Code Day Time Night Time
A Industrial 75 70
B Commercial 65 55
C Residential 55 45
D Silence Zones 50 40
Note: (1) Daytime: 6 AM to 9 PM., Night-time 9 PM to 6 AM; (2) Silence zone
around premises as hospitals, educational institutions and courts.
Source: Central Pollution Control Board, New Delhi
Reference Noise Levels
The vehicular noise emission levels significantly vary with vehicle spe
necessary that speed dependency of noise emissions for various cat
taken into account while using the model for noise prediction due to t
work the speed-noise relations presented by National Environmental
Research Institute (NEERI) in their
report on Environmental and Social Assessment Delhi - NOIDA
have been adopted (Table 12.10).
Table 12.10: Speed-Noise Relationships for Various Motor Vehicles

Speed Cars (dB Trucks & Buses (dB 2/3 Wheelers
(kmph) (A)) (A)) (dB (A))
30 56.0 73.0 58.0
40 59.0 76.0 61.0
50 63.0 80.0 66.0
60 68.0 81.0 68.0
70 68.0 81.5 70.0
80 70.0 82.0 72.0
90 72.0 83.0 74.0
100 74.0 83.5 76.0
ard has specified ambient noise levels for different land
ortance was given to the timing of exposure and areas
se standards set.
vel standards
ght-time 9 PM to 6 AM; (2) Silence zone is an area up to 100 m

al institutions and courts.
New Delhi
els significantly vary with vehicle speed. It is therefore

y of noise emissions for various categories of vehicles is
e model for noise prediction due to the roadway. In this
esented by National Environmental Engineering
ir
ocial Assessment Delhi - NOIDA Bridge Project
ps for Various Motor Vehicles

12.6 Anticipated Environmental Impacts and Mitigation Measures.
Based upon the physical surveys and study of secondary data, it is eviden
environmental issues, which need attention and should be addressed effect
analysis in order to provide positive inputs for the project planning, design and ap
1. Removal of trees within ROW is an important issue and methods/alternatives
to minimize their felling.
2. Acquisition of agricultural and non-agricultural land and change in the region
3. The problem of soil erosion-especially in view of felling of tress and removal
4. The ambient air quality, during the constructional and operational phas
development.
5. The noise level is bound to rise during the constructional and operatio
detailed study is imperative to suggest mitigative measures.
6. Though the quality of water, both underground water and surface water is sa
being the most sensitive environmental component, study on its quality and sourc
needs to be addressed in detail.
Significant positive and negative impacts due to project are summarized in the fol
Table 12.11.
Table 12.11: Environmental Impact Assessment Matrix
Environmental Physical Biological Geolog Topo-

Attributes Environment Environment y graphy
Air Water Noise Flora Fauna Natural Soil
Drainage
I. Construction Phase
Labour Camp Activities -ve/t
Quarrying -ve/t -ve/t -ve/t -ve/t -ve/p -ve/p
Material Transport & Storage -ve/t -ve/t -ve/t -ve/t -ve/t -ve/t
Drilling and Blasting -ve/t -ve/t -ve/t -ve/p
Pavement works -ve/t -ve/t -ve/t -ve/t -ve/t -ve/p -ve/t -ve/p
Use of Construction -ve/t -ve/t -ve/t
Equipment
Cutting of Trees -ve/p
Plantation +ve/p +ve/p +ve/p +ve/p
Culvert and Bridge -ve/t -ve/t -ve/p
Construction
Stripping of Topsoil -ve/t -ve/t -ve/t
Debris Generation -ve/t -ve/t -ve/t -ve/t
Oil and Grease -ve/t -ve/t
II. Operational Phase
Vehicular Movement +ve/p +ve/t +ve/t -ve/p
Note: t–Temporary; p-Permanent;
Impacts due to Construction Camp and Immigration of Workers Construction p
The proposed project road will require migrant workers to be accomm
camps. Impacts from these camps include storing, treating and dispo
waste and solid wastes; increase of breeding sites of mosquitoes
the risk of vector borne diseases such as malaria; act as potential
diseases such as HIV by having contact with local population; and inc
local resources for like fuel wood for cooking and heating purposes.
Mitigation measures
 A storage and treatment area shall be selected to minimize impac
and surrounding environment.
 Use of septic tanks in all construction workers camps and implem
and spill management to avoid surface and ground water contaminat
 Contractor shall plan for water supply for drinking and other dome
without hampering existing water usage by the villagers for
or other purposes. Sufficient and appropriate sanitary facilities s
in the labour camps in order to maintain hygienic conditions in the la
contractor shall be obligated to follow the stringent procedures so as
and groundwater with respect to disposing of liquid and solid wastes
labour camps
 The sufficient quantity and timely supply of liquid petroleum
to the labourers for cooking and cutting of trees and vegetation shall
Impacts on Occupational Health and Safety Construction Stage
 Accidents may occur due to lack of knowledge on handling
workers functioning without proper personal protective equipment an
possessing first aid facilities at work sites. Fire hazard due to absenc
equipment at site of storage of oils, bitumen, diesel and any other for
storage may impose safety concerns.
 During road paving, workers are subject to physical, chemical an
to work activities as vegetation clearing, placing of the asphalt c
of asphalt mix and compaction. Workers are exposed to physical ha
machineries and moving vehicles. Some may be exposed t
working condition particularly in clearing vegetation. Almost all w
exposed to weather elements, noise and working in limited area to m
obstruction.
Mitigation measures
All the workers at construction and batching plants shall be compulso
personal protective equipments like Gum boots, Helmet, Ear plug
goggles.
Provision of first aid facilities for all the construction workers at
and all workplaces first aid equipment and nursing staff must be pro
Periodical health check-up of the workers are to be arranged by the c
good health. For those workers working in hot mix plants and with b
health checkups for monitoring benzene content in their blood, e
after the construction is ensured.
Contractor shall implement road safety plan and attend to issue
safety of construction workers; maintaining and cleaning up campsite
environment in the vicinity of project area.
No construction camp shall be located within 1000m of major hab
disease outbreak and communicable diseases. Required health
arranged for the construction labourers to take care of accidents and
Adequate sanitary, drainage, toilets with septic tanks, refuse collectio
facilities shall be provided for the construction workers. The provisio
supply, cooking fuel and toilet facilities shall be made as per the
guidelines of the Indian labour Act.
All the workers have to be supplied with potable drinking water at all
affecting the water availability and supply to nearby communities.
The sewage generated from the construction workers camps sh
designed, treated and disposed off so that no water pollution takes
water shall be stored properly for subsequent use for gardening
purposes. Solid waste generated from the construction workers
stored properly and treated either by composting or by land filling.
Development and implementation of transportation management
work zone safety and workers safety training are the principal m
occupational safety risk. The transportation management plan will be
contractor at least 45 days from the commencement of the constructi
Environmental Engineer, Project Implementation Unit for review and
will clearly establish work zones to separate workers on foot from traf
by rerouting traffic to alternative roads or shoulders and closure of lan
Contractor will practice work rotation system among the workers to re
related to prolonged exposure to noise.
Operation stage
 Most of the project road stretch passes through agricultural
by transportation of agricultural equipments, harvested crops and dom
grazing purposes. The common traffic – animal conflict is accidents b
breakdown of
vehicles leading to death of cattle and domestic animals.
 Accidental chemical spill or indiscriminate disposal of bituminous
project area may impact the terrestrial ecology and enter surrou
proving
detrimental to local fauna.
Mitigation measures
 Commuters and road using community will be educated on the ro
reduce the accidents involving traffic – animal.
 Accident Safety and Hazardous Chemical Spill Management Plan
the contractor and submitted to Environmental Engineer. The plan sh
details of detours in case of emergency.
Impacts on Community Health and Safety Construction Phase
 Traffic will be affected causing inconvenience, longer travel time a
traffic diversions on unpaved roads will also increase the dust genera
surrounding areas. The accidents are also increase due to traffic disr
 Communities traversed along the subproject road will be subject

and safety risk during road paving. These impacts include dust,
from construction vehicle transit, communicable diseases from in
migrant workers. The more significant health and safety issues from r
pedestrian safety, traffic safety, and emergency preparedness.
Mitigation measures
 Contractor shall at all times carry out construction work on the roa
least interference to the free flow of traffic. Contractor shall pro
during execution of the work, a passage for traffic either along a part
carriageway under improvement or along a temporary diversion cons
subproject road.
 The Contractor shall take all necessary measures for the sa
construction and provide, erect and maintain such barricades, in
marking, flags, lights and flagmen for the formation and protectio
approaching or passing through the section of the road under const
 Before taking up any construction, an agreed Traffic Ma
for the diversion of traffic on the project road shall be drawn up in co
Environmental Engineer.
 Upon completion of the works for which the temporary tra
or diversions have been made, the Contractor shall remove all te
and signs and reinstate all affected roads and other structures
the conditions that existed before the work started, as directed by the
 Provision for temporary traffic diversions shall be made on
well compacted surfaces to avoid the interruptions to the flow of traffi
dust generation.
 The contractor will ensure availability of safe corridors and c
pedestrian and bicyclists where paving activities are located in inhab
Consultations will be made by the contractor with affected communit
preferences of safe crossings. The contractor will also install barriers
devices, signs, signals and markings to avoid pedestrian from crossin
sections.
 The contractor will ensure availability of safe corridors and c
pedestrian and bicyclists where paving activities are located in inhab
Consultations will be made by the contractor with affected communit
preferences of safe crossings. The contractor will also install barriers
devices, signs, signals and markings to avoid pedestrian from crossin
sections.
 Emergency preparedness shall be discussed with the traversed com

coordinate efforts with the PIU through the contractor, local police, and com
emergency situations like vehicular accidents, pedestrian accident, or release of o
spills.
Operation Phase
 The more significant health and safety issues from road project are pedestrian
and emergency preparedness.
Mitigation Measures
 The NHAI in coordination with communities shall be responsible for the maint
signals, markings, speed limits, warnings of sharp turns, including signs to alert d
sections that are known for animal crossing. NHAI shall create the awaren
communities on emergency preparedness in addressing emergency situations lik
accidents, pedestrian accident, or release of oil and chemical spills.
12.7 Environmental issues
Based upon the physical surveys, testing & monitoring of environmental paramete
secondary data, it is evident that the key environmental issues, which need attent
addressed effectively for further analysis in order to provide positive inputs for the
design and appraisal, are as under:
1. Removal of trees within ROW is an important issue and methods/alternatives
to minimize their felling. It is recommended that widening and alignment of
such that the minimum numbers of trees are affected.
2. Acquisition of agricultural and non-agricultural land and change in the region
3. The problem of soil erosion-especially in view of felling of tress and removal
4. The ambient air quality, during the constructional and operational phas
development.
5. The noise level is bound to rise during the constructional and operatio
detailed study is imperative to suggest mitigative measures.
6. Though the quality of water, both underground water and surface water is sa
being the most sensitive environmental component, study on its quality and sourc
needs to be addressed in detail.
These aspects of environmental concern is addressed in detail in the EIA
Suggestions for mitigation is also be given.
The environmental problems related with (I) site clearing, levelling, earth work and
location of quarries and stone crushing (iii) processing of constructional material a
vehicles for the purpose, and (iv) constructional operations will also be covered in
EIA/EMP.
s.
ary data, it is evident that the key
be addressed effectively for further
anning, design and appraisal, are as under:
d methods/alternatives should be evolved
d change in the regional land use pattern.

g of tress and removal of other green cover.
and operational phases of the road
uctional and operational phases. A

.
nd surface water is satisfactory, water
n its quality and source during construction
summarized in the following impact matrix

of Workers Construction phase
workers to be accommodated in temporary
ing, treating and disposing the sewage
sites of mosquitoes in turn increases
alaria; act as potential centers for spreading
cal population; and increase pressure on
nd heating purposes.
cted to minimize impacts on human health
ers camps and implements surface runoff

und water contamination.
rinking and other domestic purposes
y the villagers for drinking, irrigation
e sanitary facilities should be provided
nic conditions in the labour camps. The
gent procedures so as not to pollute surface
quid and solid wastes generated from
y of liquid petroleum gas shall be done

s and vegetation shall be discouraged.
tion Stage
owledge on handling of new equipments,
otective equipment and without
hazard due to absence of fire protective
esel and any other form of chemicals
physical, chemical and noise hazards due

cing of the asphalt coat, curing, placing
exposed to physical hazards from operating
may be exposed to elevated
etation. Almost all workers will be
ing in limited area to minimize traffic
ants shall be compulsorily equipped with

ots, Helmet, Ear plugs, air mask and
nstruction workers at construction camps

rsing staff must be provided.
o be arranged by the contactors to ensure
mix plants and with bitumen pavers,
tent in their blood, especially before and
and attend to issues of health and

d cleaning up campsites and safeguard the
n 1000m of major habitations to avoid

ses. Required health facility shall be
care of accidents and other treatments.
tanks, refuse collection and disposal
workers. The provision of a potable water
be made as per the stipulated
e drinking water at all times without

arby communities.
n workers camps shall be properly
water pollution takes place. Treated
t use for gardening and non domestic
construction workers camps shall be
ng or by land filling.
rtation management plan to ensure
g are the principal measures to address
nagement plan will be prepared by the
ement of the construction and submitted to
on Unit for review and approval. The plan
orkers on foot from traffic and equipment,
ders and closure of lanes and diversion.
mong the workers to reduce health impacts
through agricultural areas, frequented

arvested crops and domestic animals for
l conflict is accidents by rash driving or
c animals.
disposal of bituminous materials in the
ogy and enter surrounding water bodies
be educated on the road safety issues to
Spill Management Plan shall be prepared by

Engineer. The plan should also have
on Phase
ce, longer travel time and higher cost. The
crease the dust generation in the
ease due to traffic disruption.
ct road will be subject to a range of health

mpacts include dust, noise and vibration
able diseases from influx of temporary
nd safety issues from road project are
y preparedness.
ruction work on the road in manner creating

Contractor shall provide and maintain,
ffic either along a part of the existing
mporary diversion constructed close to the
measures for the safety of traffic during

n such barricades, including signs,
ormation and protection of traffic
f the road under construction.
n agreed Traffic Management Plan
shall be drawn up in consultation with
h the temporary traffic arrangements

or shall remove all temporary installations
and other structures or installations to
rted, as directed by the Engineer.
shall be made on the paved and
ons to the flow of traffic and minimize the
safe corridors and crossings of

es are located in inhabited areas.
with affected communities on location
will also install barriers, traffic calming
pedestrian from crossing hazardous
the traversed communities and
local police, and community in addressing
ccident, or release of oil and chemical
project are pedestrian safety, traffic safety,
ponsible for the maintenance of signs,

cluding signs to alert drivers of road
ll create the awareness among the
mergency situations like vehicular
al spills.
nvironmental parameters and study of

ues, which need attention and should be
positive inputs for the project planning,
d methods/alternatives should be evolved

ng and alignment of bypasses should be
d change in the regional land use pattern.

g of tress and removal of other green cover.
and operational phases of the road
uctional and operational phases. A

.
nd surface water is satisfactory, water
n its quality and source during construction
in detail in the EIA /EMP report.
velling, earth work and excavation, (ii)

onstructional material and movement of
will also be covered in the detailed
12.8 Recommendations
Based upon the environmental and Social Screening analysis following recomme
made:
Some species of trees, shrubs and herbs recommended for plantation are given i
Table 12.12.
Table 12.12: Recommended Plant Species to Develop Green Belt along ROW
Sl.No Botanical Name Air Pollution tolerance index

1 Ficus alanarata 32
2 Pithecalobium dulca 28
3 Polyalthia lancifolia 19
4 Eucalyptus sp. 15
5 Leuciana leucacaphole 14
6 Allipada 62
7 Phyllanthus 46
8 Phyllanthus amblica 38
9 Anthocephalus casamba 24
10 Bougainvillea spectabilis 32
11 Poinsettia Pulcherrima 25
12 Duranta plumiari 15
13 Vinca rosea 37
14 Soanum basilicam 13
15 Syneaen dactylsn 9
Table 12.13: Recommended Plant Species for Road Side Plantation
Sl.No. Botanical Name Dust Collection Efficiency
1 Grutan so 7.74
2 Mirabilis jalara 8.13
3 Anaspesia populnea (Tulip) 7.00
4 Iectona grandis (leak) 5.35
5 Shorea robusta (Sal) 4.50
6 Purminalia arjuna (arjuna) 4.40
7 Polyalthia lenoifolia (Ashoka) 4.36
8 Ficus religiosa (peepal) 4.15
9 Mangifera indica (Mango) 4.05
10 Lacaratraria plasrerinal (Jerul) 4.04
11 Bauhinia pupuris (Machnar) 3.90
12 Survae indica (Black Ahoka) 3.78
13 Ficus benghalensis (Sanyar) 3.59
14 Anthocophanus casamba (Yasarba) 3.57
Nursery Stack
Planting should be carried out as soon as possible after reaching the
must be a necessity and/or be delayed, care should be taken to prote
pilfering or damage from people/animals. Plants with bare-roots shou
soon as received or otherwise protected from drying out, and others s
and protected from the wind. If planting is to be delayed for more than
plants should be unpacked, the
bundles opened up and each group of plants heeled in separately an
If for any reason the surface of the roots becomes dry, the roots shou
soaked before planting.
Protective Fencing
According to local environment, shrubs shall be protected adequ
vandalism until established.
Completion
On completion, the ground shall be formed over and left tidy.
reening analysis following recommendations have been
ommended for plantation are given in the following
op Green Belt along ROW
ecies for Road Side Plantation

s soon as possible after reaching the site. Where planting
elayed, care should be taken to protect the plants from
animals. Plants with bare-roots should be heeled- in as
otected from drying out, and others set closely together
lanting is to be delayed for more than a week, packaged
oup of plants heeled in separately and clearly labelled.

he roots becomes dry, the roots should be thoroughly
, shrubs shall be protected adequately from
be formed over and left tidy.

13 LAND ACQUISITION AND UTILITY SHIFTING
The present road is proposed to be widened to 6 lanes with service road on both
minimum of 60m ROW should be available along the Project Road. Land acquisit
has been proposed in order to facilitate fast construction. The existing road has b
villages in Bangalore Rural and Tumkur Districts. List of villages are given in Table
13.1 below.
Table 13.1: List of Villages
Sl. Village Chainage in Km Length in

No. From To Km
1 VISHWESHWARAPURA 29/435 30/447 1/012
2 BOMMANAHALLI 30/447 31/923 1/476
3 VEERANANJEEPURA AT CH.31/900 -
4 BOODIHAL 31/923 33/382 1/459
5 THONECHINAKUPPE 33/382 34/505 1/123
34/505 35/147
35/190 35/243
6 T.BEGURU 1/635
AT CH.36/123
36/479 37/419
7 MAROHALLI 35/147 35/190 0/761
35/243 35/961
8 MALONAGATHIHALLI 35/961 36/479 0/518
9 THIPPAGONDANAHALLI 37/419 38/584 1/165
10 DODDERI 38/584 40/272 1/688
11 KULUVANAHALLI 40/272 42/012 1/740
12 LAKKENAHALLI AT CH.41/889 -
13 MAHIMAPURA 42/012 42/580 0/568
14 HANUMANTHAPURA 42/580 43/316 0/736
15 GUNDENAHALLI 43/316 43/661 0/345
16 BILLANAKOTE 43/661 45/706 2/045
17 KENGAL KEMPOHALLI 45/706 46/578 0/872
18 YEDEHALLI 46/578 48/179 1/601
19 K.G.SRINIVASAPURA AT CH.46/606 -
20 CHANDANAHOSAHALLI 48/179 48/617 0/438
21 SOMPURA 48/617 50/027 1/410
22 LAKKURU 50/027 51/624 1/597
23 KASABANIJAGAL 51/624 52/796 1/172
24 HALENIJAGAL 52/796 54/748 1/952
25 NANDIHALLI 54/748 55/869 1/121
26 CHIKKAHALLI 55/869 57/224 1/355
27 HIREHALLI 57/224 59/606 2/382
28 PANDITHANAHALLI AT CH.59/455 -
29 MANCHAKAL KUPPE 59/606 61/054 1/448
30 CHOKKENAHALLI 61/054 61/418 0/364
31 MAIDALA AMANIKERE 61/418 62/342 0/924
32 KYATHSANDRA 62/342 64/839 2/497
33 BADDIHALLI AT CH.64/329 -
34 DEVARAYAPATNA 64/839 65/284 0/445
AT CH.66/800 -
35 CHANNANADINNE 65/284 65/939 0/655
36 BATAVADI 65/939 66/804 0/865
37 TUMKUR 66/804 68/884 2/080
38 BELAGUMBA AT CH.68/520 -
39 SATHYAMANGALA 68/884 70/748 1/864
40 ANTARASANAHALLI 70/748 72/366 1/618
41 LINGAPURA 72/366 73/529 1/163
42 MARALENAHALLI 73/529 74/167 0/638
43 RANGAPURA AT CH.73/823 -
TOTAL 44/732
13.1 Land Acquisition
Based on the proposed improvements, some land acquisition is required in the follo
 Widening locations where Existing ROW is less than 60m from km 29.435 to km
 Proposed realignments
 Proposed Toll Plazas
 At Bus Shelter and Truck Parking
 At proposed exit and entry ramps
Land for Proposed Widening and Realignments
The existing carriageway width is 7.5 m with paved shoulders of 1.5 m on both sides
existing km 29.435 to km 61.146 and 10.5m carriageway, 1.5m paved shoulder with
either side from km 61.782 to km 74.168. Since the Proposed Road is widening to s
carriageway, with 3.5 m paved shoulders, 7.0m of service road and and 1.5m paved
RCC closed Drain between the main carriage way and Service Road and 1.0m RCC
Road for the road section in rural area. For the development of 6 lane highway minim
should be available. Thus extra land is required for widening at locations where exis
than 60m. From km 61.782 to km 74.168 comes under urban stretch there shall b
for Service Road. The proposed widening schedule is given in the Table 7.4 of cha
Land for Proposed Toll Plazas
Adequate land for Toll Plaza is to be acquired to permit the provision of a minimum n
lanes including all other buildings and structures to be accommodated at the Toll Pla
land acquisition is anticipated at both the toll plaza locations.
Land for Slip in and Slip Outs, Bus shelters, Truck Parking
Extra land shall be needed at the locations where Slip in and Slip Outs, Bus shelter
proposed along the project highway.
Proposed Land Acquisition
Total of 58.49 ha is required to be acquired for the 6 lane project highway in 43 Villa
Y SHIFTING
widened to 6 lanes with service road on both sides. For this a
vailable along the Project Road. Land acquisition and utility shifting
tate fast construction. The existing road has been aligned in 43
mkur Districts. List of villages are given in Table
, some land acquisition is required in the following areas
g ROW is less than 60m from km 29.435 to km 61.782
ents
m with paved shoulders of 1.5 m on both sides of the road from
10.5m carriageway, 1.5m paved shoulder with service road on
68. Since the Proposed Road is widening to six lanes, 10.5 m wide
ers, 7.0m of service road and and 1.5m paved Shoullder and 1.5m
arriage way and Service Road and 1.0m RCC Drain in Service
. For the development of 6 lane highway minimum 60m ROW
s required for widening at locations where existing ROW is less
68 comes under urban stretch there shall be the improvements
idening schedule is given in the Table 7.4 of chapter 7
cquired to permit the provision of a minimum number of 28 toll

structures to be accommodated at the Toll Plaza location. Minimal
he toll plaza locations.
, Truck Parking
tions where Slip in and Slip Outs, Bus shelter, Truck parking are
uired for the 6 lane project highway in 43 Villages.

13.2 Utility Relocation Plan
It is proposed to shift the utilities that fall within the proposed construction limit. Pl
position of the existing utilities and proposed relocation with respect to the propos
prepared and submitted.
Brief Details of shifting of utilities are as below:

(i) Electrical Utilities
The site includes the following electrical utilities: -
(a) Extra High Tension Lines (EHT Lines)
S Existing Design Length (in Km) Crossings

No Chainage Chainage 400 220 110 66 400 220 110 66
KV KV KV KV KV KV KV KV
1 29.550 29.550 1
2 31.770 31.780 1
3 33.989 34.000 1
4 47.780 47.850 1
5 61.300 61.400 1
6 73.450 73.650 1
7 73.550 73.750 1
(b) High Tension / Low Tension Lines (HT/ LT Lines)
S Existing Design Length (in Km) Crossings
No Chainage Chainage
From To From To 11 KV LT 33 KV LT
1 32.590 32.600 1
2 32.990 33.000 1
3 33.290 33.300 1
4 33.340 33.350 1
5 39.989 34.000 1
6 35.438 35.450 1
7 36.385 36.400 1
8 37.385 37.400 1
9 44.540 44.600 1
10 52.080 52.150 1
11 54.325 54.400 1
12 68.600 68.750 1
13 70.550 70.750 1
14 71.430 71.630 1
15 71.900 72.100 1
16 72.260 72.480 1
17 29.435 74.168 44.733
he proposed construction limit. Plans showing the
cation with respect to the proposals have been
e as below:
l utilities: -
HT/ LT Lines)
(ii) Public Health utilities (Water/Sewage Pipe Lines)*
The site includes the following Public Health utilities:-
Existing Length (in Km) Crossings Dia in mts /
Chainage Casing in mm
Water Supply Water Supply
S Pipeline Pipeline
With Gravity
No Gas Gas
With Gravity
From To
Pipeline Pipeline
Flow
Pumping
Pumping
Flow
With
With
1
46.300 47.580 1.280 @ 47.580 120/315
2
47.700 48.800 1.100 @ 48.800 100/315
3
48.800 48.900 0.100
4
50.300 55.890 5.590
5
58.860 59.290 0.430 @ 58.860 508,324
/500
6
59.800 75.000 15.200 @71.700 150/300
7
62.700 62.950 0.250 @62.950 250/600
8
63.425 63.600 0.175 @63.600 200/600
9
63.600 64.050 0.450 200
10 64.030 64.290 0.260 @64.290 250/600
11 64.290 64.301 0.011 250
12 68.450 68.920 0.470 @ 68.920 508
13 68.920 70.080 1.160 @ 68.920 508,711
/1200
14 68.940 69.065 0.125 @68.940 300/711
15 68.940 69.440 0.500 250
16 69.250 69.452 0.202 250
17 69.250 69.300 0.050 250
18 71.360 71.930 0.570 @71.360 350/711
19 71.360 71.410 0.050 @73+910 200/600
20 73.910 74.290 0.380 200
21 73.860 73.910 0.050 200
h utilities:-
Remarks
RHS
RHS
LHS
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LHS
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ISO 9001:2015 CMMI Level 3 Traffic Study Report for NH-4 Upgradation

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TM

CONSULTANCY SERVICES FOR PREPARATION OF

FINAL FEASIBILITY REPORT

JANUARY 2021 (REVISION – 05)

National Highway Authority of India

ANNEXURE 4.01 TRAFFIC VOLUME COUNT- 2 TRAFFIC SURVEY

(a), (b), (c)

ANNEXURE 4.04 (a) OD SURVEY- 2 OD SURVEY

ANNEXURE 5.01 LIST OF BENCHMARKS, DGPS AND TARVERSE CONTROL

 Report on Indicative GAD of Structures was submitted on 21 March 2012.

Following changes were incorporated in the report:

e section to six lane National Highway

engineering, quality audit and safety audit

rban areas or at locations of major towns.

other structures like ROB/RUB, flyovers,

Purpose Vehicle (SPV) at the Feasibility

arious tasks as detailed in the TOR.

e toll plaza provided at km 61.478.

er bridges and at all the intersections as

angalore on 25 Aug 2014 and following points

Begur from km 34.9 to km 35.7.

5.200 instead of FOB.

om chainage km 29.5 to km 62.00 in FFR

rtion of the Toll Plaza.

um-2) incorporating the changes suggested

eport (Addendum-2), under Variation

finalised as given below:

m shy off, on the side of drain and utility duct.

er the Road Cross section) at all Minor

CW to be retained in the Tumkur Bypass

ext to the existing flyover and a rotary at

ne for the subject stretch was deliberated

UPs in line with existing policy guidelines.

r the NHAI direction.

ala Toll Plaza and ends after Tumkur

uminous surface. The divided carriageway

d 57 minor junctions. 21 bus bays exist along the

existing km 50.70, km 55.30 and km

study of any Transportation related that to

be conducted twice during the study period. First

idered for Second Time in May-2012

te Board & Yellow Board), LCVs, Buses, Mini-

Details of the Volume of Traffic for Tollable

4-Wheelers - Private 8756 8988 8309 8416 3984

and expected future requirement, it is proposed to provide a Grade

ed out at Km 47.600 (NH 4 & Dabbaspete

ajor Built-up areas such as Kuluvanahalli,

sed to provide a Grade Separated

e road section based on the present traffic and

ar Tumkur Toll Plaza, data analysis reveals that,

t along the existing road pavement and field

y oven drying prior to testing. Modified proctor

tailed explanation has been made in

3-1980 “Geometric Design Standards for Rural

rrow marking, road delineators and boundary

construction of new carriageway and service

Sl. Type of Construction Pavement Composition (mm)

gible, to provide better accessibility for cross

S. Existing Chainage Category of Road

nterchanges, Roundabouts, Channelising and Divisional

in Table 1.6 and Table 1.7 below.

Sl. Design Chainage