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KSHIP-III Detailed Project Report

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0% found this document useful (1 vote)

490 views230 pages

KSHIP-III Detailed Project Report

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shashikiran divate

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Government of Karnataka

Public Works, Ports & IWT Department

Karnataka State Highways Improvement Project

Consultancy Services for Detailed Project Report

cum Transaction Advisory Services for Karnataka
State Highway Improvement Project-lll (KSHIP-lll) -
(Group-II)- For ADB Loan Assistance

PACKAGE I - KOLLEGAL TO HANNUR (SH-79)

(MAIN REPORT)

Intercontinental Consultants and in PricewaterhouseCoopers Private Limited

joint
Technocrats Pvt. Ltd. venture 4th Floor, Tower - D, The Millenia,
A-8, Green Park, New Delhi - 110 016 with 1-2 Murphy Road, Ulsoor, Bangalore - 560 008

in association with
Dhir & Dhir Associates (as Sub-Consultant)
D-55, Defence Colony, New Delhi 110024

January, 2017
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Kollegal to Hannur

TABLE OF CONTENTS

Sl.
Descriptions Page Nos.
No.
LIST OF ABBREVIATIONS AB-1 to AB-3
EXECUTIVE SUMMARY Es – 1 to Es - 15
1. PROJECT BACKGROUND 1-1 to 1-16
1.1 Background 1-1
1.2 Consultancy Appointment 1-1
1.3 Project Description 1-3
1.4 Project Packaging 1-6
1.5 Mode of Implementation 1-14
1.6 Objective of DPR and TA Services 1-14
1.7 Scope of Consultancy Services 1-14 to 1-16
2. OVERVIEW OF KSHIP ORGANISATION 2-1 to 2-1
2.1 About KSHIP 2-1
2.2 KSHIP Organisation 2-1
3. SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA 3-1 to 3-6
3.1 General 3-1
3.2 Karnataka at Glance 3-1
3.3 Demographic Feature 3-2
3.4 Economic Setting & Sectoral Analysis 3-2
3.4.1 Sectoral Performance 3-2
3.5 State’s Perspective Plan (12th Five-Year Plan) 3-3
3.6 Transport Sector & Road Transport System 3-3
3.6.1 Transport System in the State – Multi-Modal:
3-3
Types and Roles
3.7 Sum up of the State’s Profile 3-4
3.8 Socio-Economic Characteristics of the PIAS 3-4
3.9 Kollegal – Hannur (SH 79) 3-4
3.9.1 The Project Road – An Overview 3-4
3.9.2 Demographic & Economic Settings 3-5
3.9.3 Road Network & Accessibility 3-5
3.9.4 Economic Activities 3-5
3.9.5 Tourism 3-5 to 3-6

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4. ENGINEERING SURVEYS AND INVESTIGATIONS 4-1 to 4-43
4.1 Introduction 4-1
4.2 Study of the Existing Alignment 4-1
4.3 Collection of Secondary Data 4-5
4.4 Topographic Survey 4-5
4.4.1 Objective 4-5
4.4.2 Scope of Work 4-5
4.4.3 Methodology 4-5
4.4.4 Detailed Topographical Survey 4-7
4.4.5 Data Processing 4-8
4.4.6 Feature Codes 4-8
4.4.7 Quality Control 4-8
4.4.8 Problems Encountered 4-8
4.4.9 List of Bypasses and Realignments surveyed 4-8
along the project road
4.5 Culvert Inventory 4-9
4.6 Pavement Roughness 4-9
4.6.1 General 4-9
4.6.2 ROMDAS 4-9
4.6.3 Guidelines as Per MoRT&H/World Bank 4-10
4.6.4 Observations 4-10
4.6.5 Roughness Studies 4-11
4.7 Hydrological Investigation 4-12
4.7.1 Compilation of Data and Formulation of Design 4-12
Approach
4.7.2 Design Approach for Bridges and Culverts 4-12
4.7.3 Design Approach for Roadside Drainage System 4-16
4.7.4 Retention / Replacement of Cross Drainage 4-17
Structures
4.7.5 Methodology for Analysis of Bridges 4-18
4.7.6 Methodology for Analysis and Design of Culverts 4-20
4.7.7 Methodology for Analysis and Design of 4-21
Roadside Drainage

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4.8 Materials and Subgrade Investigation 4-21
4.8.1 Scope of Services as per TOR 4-21
4.8.2 Adopted Methodology for Soils and Materials 4-22
Investigation
4.8.3 General Information of the Project Influence 4-23
Area
4.8.4 Sampling and Testing 4-24
4.8.5 New Materials and Technologies 4-26
4.8.6 Test Results of Subgrade of Existing Road and 4-27
Bypass
4.8.7 Existing Pavement Materials 4-30
4.8.8 Investigation of Borrow Soil 4-32
4.8.9 Survey and Investigation of Quarry Materials 4-33
and Aggregates
4.8.10 Manufactured Materials 4-35
4.8.11 Mix Design 4-35
4.9 Road Inventory Surveys 4-38
4.10 Bridge Inventory 4-38
4.10.1 General 4-38
4.10.2 Details of Existing Structures 4-39
4.10.3 Condition Survey of Existing Bridges 4-40
4.10.4 Summary of Existing Bridges / Structures to be 4-42 to 4-43
Retained / Replaced or Abandoned
5. DESIGN STANDARDS 5-1 to 5-10
5.1 General Considerations 5-1
5.2 Horizontal Alignment 5-3
5.3 Transition Curves 5-3
5.4 Vertical Alignment 5-4
5.5 At-Grade Intersections 5-5
5.6 Road Embankment 5-5
5.7 Road Safety Devices 5-5
5.7.1 Road Markings 5-6
5.7.2 Road Signs 5-6

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5.7.3 Roadside Safety Barriers 5-6
5.7.4 Road Drainage 5-6
5.8 Design Standards for Bridges 5-6 to 5-10
6. TRAFFIC SURVEY AND ANALYSIS 6-1 to 6-45
6.1 Introduction 6-1
6.2 Traffic Surveys 6-1
6.3 Secondary Data 6-2
6.4 Analysis of Traffic Surveys 6-4
6.4.1 Traffic Volume Count 6-4
6.4.2 Validation of the Traffic Volume Count Data 6-8
6.4.3 Analysis of Turning Movement Count Data 6-9
6.4.4 Identification of Homogeneous Sections 6-10
6.4.5 Analysis of O-D Survey Data 6-12
6.4.6 License Plate Survey 6-13
6.4.7 Occupancy Survey 6-13
6.4.8 Axle Load Survey 6-13
6.4.9 Speed and Delay Survey 6-15
6.4.10 Pedestrian Count Survey 6-15
6.5 Traffic Forecast 6-16
6.5.1 Introduction 6-16
6.5.2 Secondary Data Collection and Analysis- ICT 6-18
Study
6.5.3 Elasticity of Transport Demand 6-18
6.5.4 Estimation of Growth Rates – iDeCK Study 6-19
6.5.5 Estimation of Growth Rates by ICT Study- 6-20
Econometric Method
6.6 Estimation of Forecast Traffic 6-28
6.6.1 Traffic Forecast – iDeCK Study 6-28
6.6.2 Traffic Forecast - ICT Study 6-29
6.6.3 Comparison of Traffic Forecast by the Two 6-34
Studies
6.7 Capacity and Level of Service Analysis 6-34

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6.7.1 Capacity Analysis – iDeCK Study 6-34
6.7.2 Capacity Analysis – ICT Study 6-34
6.8 Traffic Projection for Junctions- ICT Study 6-36
6.9 Tolling Strategy and Estimation of Toll Lanes 6-36
6.9.1 Estimation of Tollable Traffic 6-36
6.9.2 Toll Plaza Lane Requirements 6-41
6.10 Summary 6-43 to 6-45
7. ENGINEERING DESIGNS AND ALTERNATIVES 7-1 to 7-39
7.1 Introduction 7-1
7.2 Alignment Improvement Proposal 7-1
7.3 Widening 7-1
7.4 Bypasses and Realignments 7-3
7.4.1 Realignment near Minor Bridge @ Ch. 69+900 7-6
7.4.2 Realignment (Singanallur) 7-6
7.5 Design of Alignment 7-7
7.6 Proposed Pavement Design 7-8
7.6.1 Pavement and Subgrade Investigation 7-8
7.6.2 Design Considerations 7-10
7.6.3 Design Standards 7-10
7.6.4 Design inputs 7-13
7.6.5 Design of New Flexible Pavements 7-15
7.6.6 Rehabilitation Design of Existing Pavements 7-16
7.6.7 Design of Rigid Pavements 7-18
7.6.8 Design in Black Cotton Soil 7-19
7.6.9 Design of Bus bay, Truck lay bye and Parking 7-20
Areas
7.6.10 Recommended Pavement Schedule 7-20
7.7 Hydrology and Drainage 7-21
7.8 Bridge Design 7-26
7.8.1 New 2-lane / 4-lane bridges to replace existing
bridges
7.8.2 Existing Bridges proposed to be widened 7-26

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7.8.3 Pedestrian Survey 7-26
7.8.4 Summary of New Proposed Bridges / Structures 7-27
7.8.5 Planning for New Bridges 7-27
7.8.6 Subsoil Investigation 7-28
7.8.7 Detailed Design calculations and drawings 7-28
7.9 At Grade Intersection/Grade Separated Intersection 7-28
7.10 Railway Over Bridge/ Railway Under Bridge 7-28
7.11 Cross Drainage Structure & Drainage 7-28
7.12 Proposal for Toll Plaza 7-29
7.13 Proposal for Bus Bay 7-30
7.14 Highway Facilities 7-30
7.15 Proposed Corridor of Impact 7-31
Typical Cross Section (TCS) 7-32 to 7-39
8. INITIAL ENVIRONMENTAL EXAMINATION 8-1 to 8-17
8.1 Introduction 8-1
8.2 Objectives of the Initial Environmental Examination (IEE) 8-2
8.3 Policy, Legal and Administrative Framework 8-2
8.4 Description of the Environment 8-4
8.4.1 Seismicity 8-4
8.4.2 Land Use 8-4
8.4.3 Soil Quality 8-5
8.4.4 Climate & Meteorology 8-5
8.4.5 Ambient Air Quality 8-5
8.4.6 Ambient Noise Level 8-6
8.4.7 Surface and Ground Water Quality 8-7
8.4.8 Ecology and Biodiversity 8-8
8.4.9 Educational, Medical and Religious Properties 8-10
8.4.10 Archaeological Sites 8-10
8.5 Anticipated Impacts and Mitigation Measures 8-10
8.6 Public Consultation 8-16

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8.7 Environmental Management Plan 8-16
8.7.1 Environmental Policy of KSHIP 8-17
8.8 Conclusion & Recommendations 8-17
9. INITIAL SOCIAL SCREENING 9-1 to 9-13
9.1 General 9-1
9.1.1 Objectives of Initial Social Screening: 9-1
9.2 Methodology 9-1

9.3 Details of Project Road 9-2

9.3.1 Project Description (Kollegal to Hannur) 9-2
9.4 Potential Social Impact Evaluation within the Corridor of 9-3
Impact (COI)
9.5 Legal Policies and Frameworks 9-3
9.6 Stakeholders Consultation and People’s Perception 9-3
9.6.1 Focus Group Discussion (FGD): 9-9
9.6.2 Identification of Critical Stretches: 9-11
9.6.3 Loss of Common Properties and Government 9-12
Properties
9.7 Recommendations 9-13

9.8 Conclusion 9-13

10. CONCLUSION AND RECOMMENDATIONS 10-1 to 10-2
10.1 Conclusions 10-1
10.2 Recommendations 10-1 to 10-2

( vii )
List of Abbreviations
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
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Kollegal to Hannur

LIST OF ABBREVIATIONS

AADT - Annual Average Daily Traffic

ADB - Asian Development Bank
ADT - Average Daily Traffic
AP - Andhra Pradesh
BBD - Benkelman Beam Deflection
BC - Bituminous Concrete
CBR - California Bearing Ratio
BCR - Benefit-Cost Ratios
CDA - Cumulative Difference Approach
CH - Chainage
CoI - Corridor of Impact
CPR - Community Property Resources
CRN - Core Road Network
CTSB - Cement Treated Sub Base
CWC - Central Water Commission
DBM - Dense Bitumen Macadam
DCL - M/s. Data Collection Ltd.
DCP - Dynamic Cone Penetrometer
DEM - Digital Elevation Model
DFCC - Dedicated Freight Corridor Corporation
DTM - Digital Terrain Model
EA - Environmental Assessment
EA - Executing Agency
EAC - Expert Appraisal Committee
EIA - Environmental Impact Assessment
EPC - Engineering Procurement Construction
EPZs - Export Processing Zones
FDD - Field Dry Density
FGD - Focus Group Discussion
FMC - Field Moisture Content
FYRR - First Year Rate of Returns
GAD - General Arrangement Drawing
EIRR - Economic Internal Rate of Return
GNSS - Global Navigational Satellite System
GOI - Government of India

AB - 1
Abbreviations

GOI/GOK - Government of India/ Government of Karnataka

GPS - Global Position System
GSB - Granular Subbase Material
GSDP - Gross State Domestic Product
GTS - Great Trigonometrical Survey
HDI - Human Development Index
HDM - Highway Design and Management
HFL - High Flood Level
HPC - Hume Pipe Culvert
HS - Homogenous Section
HYSD - High Yield Strength Deformed
IEBR - Internal and Extra Budgetary Resources
IMD - India Meteorological Department
IOCL - Indian oil Corporation Ltd.
IRC - Indian Road Congress
IRC:SP - Indian Road Congress Standard Publication
IS - Indian Standard Code
KRBC - Kabini Right Bank Canal
KSHIP - Karnataka State Highway Improvement Project
LoS - Level of Service
LPS - Land Plan Schedule
MCC - Manual Classified Traffic Volume Count
MOEF&CC - Ministry of Environment, Forest and Climate Change
MoRT&H - Ministry of Road Transport and Highways
MOST - Ministry of Surface Transport
MSA - Million Standard Axles
NBWL - National Board of Wildlife
NGOs - Non-Governmental Organizations
NPV - Net Present Value
NSDP - Net State Domestic Product
OD - Origin-Destination
OMC - Optimum Moisture Content
PCI - Per Capita Income
PCUs - Passenger Car Units
PIAs - Project Influence Areas
PIU - Project Implementation Unit
PPP - Public Private Partnership

AB - 2
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PPTA - Project Preparatory Technical Assistance

PSC - Prestressed Concrete
PUPs - Pedestrian & Cattle Underpasses
PWD - Public Works Department
R&R - Rehabilitation and Resettlement
RAP - Reclaimed Asphalt Pavement
RAP - Recycled Asphalt Pavement
RAP - Resettlement Action Plan
RCC - Reinforced Cement Concrete
RFP - Request for Proposals
ROBs - Railway Over Bridge
ROMDAS - Road Measurement Data Acquisition System
ROW - Right of Way
R&R - Resettlement and Rehabilitation
RUB - Railway Under Bridge
SBWL - State Board of Wildlife
SC - Clayey Sand
SCC - Survey Control Centre
SCF - Standard Conversion Factor
SEAC - State Expert Appraisal Committee
SEZs - Special Economic Zones
SH - State Highway
SIA - Social Impact Assessment
SUH - Synthetic Unit Hydrograph
TBC - Trimble Business Center
TCS - Typical Cross Section
TMC - Turning Movement Count
TOR - Terms of Reference
TSDFs - Treatment Storage and Disposal Facilities
UTM - Universal Transverse Mercator coordinate system.
VDF - Vehicle Damage Factor
VOC - Vehicle Operating Costs
VfM - Value for Money
VUPs - Vehicular Underpasses
WMM - Wet Mix Macadam



AB - 3
Executive Summary
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
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Kollegal to Hannur

EXECUTIVE SUMMARY

0.1 BACKGROUND
The Government of Karnataka through the Government of India has received in
principal approval for a loan from the Asian Development Bank (ADB) towards
Karnataka State highway Improvement Project –III (KSHIP-III) for developing
State Road network adopting innovative financial models under Performance
Based Deferred Payment Scheme (PBDPS) Contract. A pre financial feasibility
has been conducted by PIU KSHIP on a Core Road Network of 4403km out of
which 1350km has been selected for Detailed Project Preparation and
Implementation under KSHIP-III. Intercontinental Consultants and Technocrats
Pvt. Ltd. have been appointed as Consultants by PIU, KSHIP to carry out the
Preparation of Detailed Project Report and provide Transaction Advisory Services
for a length of about 666km under GroupII. The consultancy agreement for the
services was signed on 30th June 2015 and the consultancy services were
commenced on 10th July 2015 as per the contract.
0.2 OBJECTIVE AND SCOPE OF SERVICE
The Scope of services broadly includes Detailed Engineering Designs,
Environment and Social Impact Assessment, Preparation of Environment
Management plan and the Resettlement Action Plan, Land Plan Schedules,
Economic Analysis, Financial Analysis for PPP roads, Bid Documents and
providing Transaction Advisory Services for procurement of Concessionaires and
Independent Engineer.
0.3 PROJECT ROADS
The project roads included in Group II are given in Table 0.1 below and shown in
Index map given in Figure 0.1.
Table 0.1: Proposed Project Roads
Corridor Length as per
S. Length
No. Name of the Road Project Roads Reconnaissance
No. (Km)
(SH No.) Survey

Bagalkote to TN Bagalkote to
262.30 Km
CNS 5 Border (Bagalkote to Honnali
1 (SH-57, SH- Gadag, Gadag to TN Pura to 387
26 & SH-79) Honnali & TN Pura to Tamil Nadu 123.500 Km
TN Border) Border
AP Border to Jalsoor Seegehalli to
224.300 Km
(AP Border to Somwarpet
CEW 28 Chintamani,
(SH85,SH- Seegehalli to Magadi,
2 40.000 Km 279
82 and Magadi to Chintamani to
SH99) Krishnarajpet, (SH82) and 18km
AP Border
Krishnarajpet to SH99
Somwarpet)

This report is for Kollegal to Hannur (SH 79). The length of the Package is about
23.782Km.

Es - 1
Executive Summary

Figure 0.1: Index Map

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0.4 ENGINEERING SURVEY AND INVESTIGATIONS

As per the Contract, project road starts in Mysuru District from the junction with
NH-212 near TN Pura (Km.42+500 of SH-79) and ends at the Hannur at
Km.85+770. From start point of project road (Km.42+500), another alignment
comprise of NH-212 and NH-209 is running almost parallel to the project
alignment from TN Pura connecting Kollegal (km.61+450). Hence it was decided
by KSHIP not to include this section of project road (i.e. from TN Pura up to the
Junction of Project road with NH-209 at Kollegal) since majority traffic currently
use existing National Highways while travelling from TN Pura to Kollegal and
would follow the trend upon current widening of these roads currently under
construction.
As part of improvement proposal for NH 209, a bypass is been proposed for
Kollegal town. Hence during site visit with Client, it was decided to start the
project road from the take-off point of the proposed bypass of NH-209 near
Agraharam Village (NH-209 Ch. 345+400) and connect SH-79 after
Madhuvanahalli Village near junction with SH 38. After Madhuvanahalli the
project road follows SH79 up to Hannur. The Latitude & Longitude of start and
end points are 120 10‟ 50.58”N & 770 07‟26.77”E and 120 05‟ 13.24” N &
77018‟29.66” E respectively.
0.4.1 Existing Condition
The existing road is predominantly (Approx. 85% of Project length) Intermediate
lane carriageway of 5.5m width and about 15% of project length is 2-lane
carriageway of varying width from 7m to 9.5m.
The earthen shoulder width varies from 0.5m to 1.5m through the alignment.
Roadway Geometrics
The existing road is having substandard geometry in sections which does not
conform to IRC:SP:73-2015.
Road Intersections
There are 5 major roads including the one at start point (NH 209) and 36 minor
road/village roads connecting the project road. All the junctions have been
proposed for improvement.
Existing Bridges / Structures
There are 5 minor bridges, 1 Causeways and 49 culverts (31 Hume pipe, 13 slab
culverts and 5 Box culverts) along the project road. There is no existing Major
Bridge along the project road.
Railway Crossing
There is no Railway Crossing along the Project Road..
0.4.2 Pavement Condition
The existing pavement is flexible and the composition of layer predominantly
consists of bituminous layers laid over granular base/WMM and granular sub
base/river material with boulders/moorum present at some locations. The
bituminous surfacing varies in the range of 20 mm to 120 mm and the Granular
Base/sub base layer varies from 70 to 390mm.
Roughness
The roughness of the project road (BI units) is varying from 2615 to 8025 mm/
Km. The result indicates that, the roughness is average to very poor based on the
Roughness Measurement Studies.

Es - 3
Executive Summary

0.5 TRAFFIC STUDIES AND ANALYSIS

During the pre-feasibility study, traffic surveys were conducted by iDeCK in 2009.
As per the terms of reference of this study the Consultants were required to
validate these surveys.
0.5.1 Classified Traffic Volume Counts
Validation of traffic volume count conducted by iDeCK was done using the traffic
volume counts conducted by ICT in August 2015. One location on the project
road section was validated, where the survey was conducted by both ICT and
iDeCK.
Comparison of traffic volume counts done by iDeCK and ICT at km 72+100 is
given in Table 0.2. It shall be noted that since the traffic volume counts by the two
studies were done in different years, the volume counts recorded by iDeCK are
projected to forecast for 2015 and were considered to compare the traffic
volumes observed during the ICT study.
Table 0.2: Location: Km 72+100, near Doddinavadi Village

Traffic Survey as per As per iDecK Traffic Survey as per

Type of iDeCK (Jan. 2014) ICT (Aug. 2015)
(Proj.2015)
Vehicle
ADT AADT AADT ADT AADT
Car/Jeep /Van 1111 1089
1128 1151 1278
Taxi 321 314
Three Wheeler 234 234 246 309 303
Two Wheeler 2021 2021 2274 2671 2618
Mini Bus and
567 624 668 662 662
Bus
LGV 97 106 114 543 527
Trucks (2/3
240 262 282 195 190
Axle)
MAV 15 16 17 17 16
Tractor/
Tractor with 89 89 91 45 43
Trailer
NMT 143 142 143 136 136
Toll Exempted
- - - 11 11
Vehicles
Total (in
4533 4645 5112 6020 5908
Vehicles)
Total (in
5363 5621 6087 6736 6624
PCUs)
As per Table 0.3, the difference in total traffic volumes (AADT) for the year 2015,
during the two traffic studies at km 72+100 is within 10% in terms of PCUs, even
though in terms of total number of vehicles, the difference is closer to 20%.
Since ICT‟s baseline data is more recent and reflects latest travel pattern, it has
been adopted for further analysis, forecasting, estimation of tollable traffic and
design of the roadway.

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0.5.2 Identification of Homogeneous Sections

As per the iDeCK Traffic Report 2014, the road from TN Pura to TN Border has
been divided into two sections. Based on the mid-block traffic volume counts on
the project road, two homogeneous sections have been considered from Kollegal
to TN Border – Kollegal to Cowdhalli and Cowdhalli to TN Border
ICT and iDeCK has carried out volume count at km 72+100 on SH-79 near
Doddinavadi. No volume count was conducted beyond this point on the MDR,
either in ICT or iDeCK study, as this stretch is a forest area and found to be
having low volume of traffic. Traffic data collected from State PWD were used for
further analysis of section from Cowdhalli to TN Border.
Based on the mid-block traffic volume counts on the project road, two
homogeneous sections have been considered from Kollegal to TN Border –
Kollegal to Cowdhalli and Cowdhalli to TN Border. The homogeneous section
wise traffic projections have been given in Table 0.3.
Table 0.3: Homogeneous Sections of Project Highway by ICT
Existing Chainage Design Chainage

AADT(PCU)
Section No.

Distance
(Km) (Km)

Volume
Traffic
(Km)
Sections
Start End Start End

Kollegal to 61+450 66+888 0+000 4+900* 4.900

Hannur 66+888 85+815 66+888* 85+770 18.882
HS-1 6,624
Hannur to 85+770 104+030
85+815 108+310 18.260
Cowdhalli
Cowdhalli to
HS-2 108+310 163+025 104+030 151+157 47.127 4,014
TN Border
* Chainage Equation Backward Chainage 4+900 = Forward Chainage 66+888
The entire project road from Kollegal to TN Border has been divided into two
packages i.e. Kollegal to Hannur and Hannur to TN Border. Accordingly
homogenous section I is getting split in two parts, with first package having part of
homogenous section I from Kollegal to Hannur and second Package having part
from Hannur to Cowdhalli. Therefore, first package has one homogenous section
from Kollegal to Hannur (HS-I) and second Package has two homogenous
sections from Hannur to Cowdhalli (HS-I) and Cowdhalli to TN Border (HS-II).
However the traffic volume for both the parts of Homogenous section I is same.
0.5.3 Turning Movement Survey
Turning Movement Count Surveys were carried out at one location by iDeCK at
Km 65+500 (km 99+000, as reported in iDeCK study), in January 2014, which is
Y-junction intersecting SH-38 with SH-79. The side road at this junction leads to
Tumkur and is located in plain area having agricultural land along all the sides.
It is observed the total approach volume during morning peak hour at the Y-
junction is 602 PCUs, while evening peak hour volume is 548 PCUs. The peak
hour proportion is 8% in morning and 6% in evening period.
0.5.4 Axle Load Survey
The axle load survey has been carried out to work out the Vehicle Damage
Factor (VDF) and the axle load spectrum for design of pavement. Axle Load
survey was done by ICT in August 2015 at Km. 72+100 near Doddinavadi. The
survey was carried out using the electronic static axle load pad at selected
location on SH-79 (Kollegal-T.N Border Section) for 24 hours.

Es - 5
Executive Summary

Based on the survey the VDF for 2-axle trucks has been computed in the range
2.36 - 3.29 while the VDF for 3-axle truck lies in the range 5.82 - 4.63. The VDF
for multi- axle vehicle has been calculated to be in the range 6.26 - 6.46. The
results indicate low VDF values in UP direction (i.e. towards TN border) and
higher values in DN direction (i.e. towards Kollegal) .
0.5.5 Speed and Delay Survey
A speed and delay survey using the moving car observer method was carried out
by dividing the project road stretch in four sections along SH-79. The results
indicate that the average journey speed is varying between 30.75 kmph to 45.27
kmph on SH-79. The higher speeds (above 40 kmph) are observed on few
sections. Also the average running speed is varying from 33.71 kmph to 48.27
kmph. The low average speeds (below 35 kmph) are observed on one section.
0.5.6 Pedestrian Count Survey
Pedestrian Count Survey was taken up for 12 hours (8:00 AM to 8:00 PM) at
three locations along SH-79 by ICT in the year 2015. At mid-block section, along
and across pedestrian movements were counted as per the need of the existing
situation. The values of PV2 are exceeding 108 at Km 85+200 near Hannur Bus
Terminal, so there is need for grade separated pedestrian crossing at this
location. Accordingly a pedestrian subway has been provided near Hannur Bus
Terminal.
0.5.7 Traffic Forecast
For traffic forecast, the techniques of „Elasticity of Transport Demand‟, based on
historical growth in vehicle registration and trend of the economy in the area, has
been adopted for estimating the growth rates for different modes of traffic that are
likely to use the project road in future. The various components of traffic for the
traffic forecast were estimated for the two homogenous sections. These include
normal traffic, generated traffic (diverted traffic, Induced traffic) and
developmental traffic. The projected traffic for the two homogenous sections of
the project road (with five yearly projections) are given in Table 0.4(a) and
Table 0.4(b).
Based on the Traffic projection, the improvement warrants for both the
homogeneous sections are explained below
Kollegal to Cowdhalli Section
iDeCK study proposes intermediate lane configuration up to 2018 for the entire
project road, which is not applicable for a State Highway as per IRC guidelines.
As per the IRC guidelines state highways have to be of minimum two-lane
standard. The project road would require to be improved to two lane with gravel
shoulder configuration from 2015 till 2030, when it will cross 18,000 PCU mark at
LOS „B‟. However, from the point of view of improved road safety and reduced
maintenance requirements, it is proposed to be improved to two-lane with paved
shoulder configuration from the opening year itself. After 2030 this section would
require to be widened to 4 lane configuration.
Cowdhalli to TN Border Section
The section of the road passes through a Wildlife Sanctuary, and any geometric
improvements are not permitted on this section owing to the MoEF regulations
applicable to wildlife sanctuaries. Based on the existing pavement condition, the
engineering improvements could be restricted only to improvements in surface
condition.

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Table 0.4(a): Projected Annual Average Daily Traffic on Homogenous section I - Kollegal to Cowdhalli Section

Tempo LGV - Freight

Tractor With Trailer

Non Tollable PCUs

Cycle Rickshaw
Total Jeep/ Van

Three Wheeler

Total Vehicles
Animal Drawn
Two Wheeler

Non Tollable
2 Axle Truck

3Axle Truck

Total PCUs
Hand Cart
(3,4 Axle)
Mini Bus
Year No.

(6 Axle)

Tractor

Cycle
MAV
Bus
Car

Homogenous Section I Kollegal to Cowdhalli (From Km. 61+450 to Km. 108+310;

Design Chainage Ch. 0+000 to Ch. 4+900 and Ch. 66+888 to Ch. 104+030)
2015 1089 314 61 601 514 13 139 51 16 303 2618 6 37 134 0 1 1 11 11 6624 5908
2020 1686 439 74 798 707 18 180 63 19 442 4100 7 42 139 0 1 1 11 11 9337 8726
2021 1883 484 80 865 776 19 197 69 21 488 4585 7 43 140 0 1 1 11 11 10267 9669
2025 2619 631 100 1060 991 22 244 85 28 646 6401 7 46 143 0 1 1 11 11 13401 13036
2030 3769 841 127 1335 1285 27 313 107 38 897 8977 7 51 148 0 1 1 11 11 17965 17935
2035 5364 1071 153 1615 1629 32 394 132 48 1214 11957 7 56 156 0 1 1 11 11 23396 23841
2040 7462 1332 178 1906 1944 37 468 153 61 1625 15628 7 61 166 0 1 1 11 11 29771 31041
2050 13254 1966 231 2540 2752 47 661 210 102 2911 25454 7 71 186 0 1 1 11 11 46609 50405

Es - 7
Executive Summary

Table 0.4(b): Projected Annual Average Daily Traffic on Homogenous Section II – Cowdhalli to TN Border Section
Tempo Total

Non Tollable PCUs

Cycle Rickshaw
Three Wheeler

Animal Drawn
Two Wheeler

Non Tollable
2 Axle Truck

Tractor With
3Axle Truck
LGV - Freight 6

Hand Cart
LGV - Freight
Mini Bus

Tractor

Trailer

Cycle
MAV

Vehicles
Year

Taxi

Bus
Car

PCUs
Tyre
Homogenous Section II Cowdhalli to TN Border ( From Km. 108+310 to Km. 163+025; Design Chainage: Ch. 104+030 to Ch. 151+157)

2015 536 225 61 244 223 0 207 23 1 142 879 0 150 287 0 0 0 0 0 4014 2978
2020 828 315 74 323 307 0 279 29 1 209 1376 0 175 302 0 0 0 0 0 5450 4219
2021 925 346 80 350 338 0 306 31 1 231 1539 0 179 305 0 0 0 0 0 5925 4632
2025 1286 452 100 432 431 0 378 35 1 305 2149 0 193 314 0 0 0 0 0 7479 6076
2030 1850 603 127 544 560 0 489 43 1 423 3013 0 218 329 0 0 0 0 0 9791 8200
2035 2631 768 153 659 710 0 620 53 1 573 4013 0 241 344 0 0 0 0 0 12530 10766
2040 3661 955 178 778 849 0 747 59 1 766 5245 0 266 362 0 0 0 0 0 15680 13867
2050 6505 1409 231 1034 1200 0 1070 79 1 1373 8543 0 324 402 0 0 0 0 0 23918 22171

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0.6 PROPOSED IMPROVEMENTS

Considering the projected traffic on the project road, the project road is proposed
to be improved to 2 lane with Paved Shoulder to a ruling design speed of 80/100
kmph in plain/rolling terrain and with 50 kmph as the minimum design speed in
Built up Sections.
0.6.1 Pavement Design
Pavement for new construction in widening, Bypass /realignment and
reconstruction portion is designed based on subgrade strength, material
characteristics and Design traffic as discussed in previous sections. Pavement
Composition for both 15 years and 20 years design life will be same as adopted
design traffic is 20 msa for both the cases.
Pavement compositions for new / widening section have been worked out as per
IRC 37-2012.
Two pavement composition options are considered for the road section. These are
one using conventional pavement materials and the other incorporating RAP
material. VG-30 grade bitumen in the project road is suggested as design traffic is
less than 30 MSA.
Based on the study of pavement for the project road, following final pavement
composition for new construction as well as rehabilitation based on pavement layer
thickness charts given in IRC 37 – 2012 from plate no. 1 to plate no. 20 is shown in
Table 0.5.
Table 0.5: Recommended Pavement Composition for 20 year design life

Design
Chainage (Km) Pavement
Design Composition
Design (New/Rehabilitation)
CBR of
HS Traffic (mm) Remarks
Subgrade
(MSA)
From To (%)
WMM
DBM

GSB
BC

New
construction due
to bypass
0+000 4+900 15 20 40 60 250 200
section for
Kollegal and
Madhuvanahalli
HS
I 66+888 73+600 15 20 40 60 250 200 New
construction in
73+600 75+700 15 20 40 60 250 200
widening portion
75+700 83+100 15 20 40 60 250 200 and
rehabilitation of
83+100 85+770 15 20 40 60 250 200 existing
carriageway.

Chainage Equation = Backward Ch. 4+900 = Forward Ch. 66+888

Es - 9
Executive Summary

In partial reconstruction after milling/scarifying existing bituminous layer, existing

granular layer will be dismantled and reused as part of the subgrade material either
on the widening portion or at the same location as appropriate.
As regards to BC soil stretches along KollegaL and Madhuvanahalli bypass from
km0.000 to 4+900, it is recommended that 0.5 m depth of expansive soil shall be
removed and replaced using suitable borrow soil.
0.7 PROPOSED ALIGNMENT
Widening Scheme
The existing road is to be widened to standard 2 lane with paved shoulder
configuration as per the traffic projection. However to address the safety issue in
the built up sections enroute, 2 lane with paved shoulder and footpath / 4 lane
divided carriageway with footpath with New Jersey Crash Barrier as Median has
been proposed of length more than 200m irrespective of traffic volume. The
proposed lane configuration as given in Table 0.6.
Table 0.6: Recommended Lane Configuration

Sl. Design Chainage (Km) Length

Lane Configuration
No. From To (km)

2 Lane with Paved shoulder - Combined

1 0+000 4+900 4.900
Bypass for Kollegal and Madhuvanahalli
Chainage Equation = Backward Chainage 4+900 = Forward Chainage 66+888
2 66+888 74+500 7.612 2 Lane with Paved shoulder
3 74+500 76+100 1.600 4 Lane built up Section - Kamagere Village
4 76+100 77+300 1.200 2 Lane with Paved shoulder
5 77+300 78+200 0.900 4 Lane built up Section - Mangala Village
6 78+200 83+280 5.080 2 Lane with Paved shoulder
7 83+280 84+320 1.040 2 Lane built up Section - Hullepura Village
8 84+320 85+600 1.280 4 Lane built up Section - Hannur Village
9 85.600 85.770 0.170 2 Lane with Paved shoulder

The summary of proposed lane configuration is as follows:

a) 2-lane with Paved Shoulder – 18.962 km
b) 2-lane with Paved Shoulder + Footpath (Urban Section) – 1.040 km
c) 4 Lane divided carriageway with Footpath (Urban Section) – 3.780 km
Considering the need to minimize land acquisition concentric widening of existing
carriageway is adopted for majority of the section. The summary of widening is
given in Table 0.7.
Table 0.7: Summary of Widening

Curve
Concentric Realignments
Improvements Bypass (Km)
Widening (Km) (Km)
(Km)
15.277 1.215 2.390 4.900

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Bypasses and Realignments

The project Road SH79 passes through few congested settlement is having
substandard horizontal geometry at few locations. Hence to minimize R&R
(Rehabilitation and resettlement) impact and to provide safety one bypass & 2
realignments have been proposed in this section of SH-79 with a total length of
7.290km. All the bypasses and realignments proposed are summarized in
Table 0.8.
Table 0.8: Bypasses / Realignment of SH-79
Chainage along Existing Chainage along
Sl. Name of Alignment (km) Bypass/Realignment (km)
No. Town/Village
Start End Length Start End Length
Bypass
Kollegal &
1 61+450 66+888 5.438 0+000 4+900 4.900
Madhuvanahalli
Realignments
1 MNB @ 69+900 68+930 70+190 1.260 68+920 70+200 1.280
2 Singanallur 72+540 73+700 1.160 72+550 73+660 1.110
0.8 PROPOSED BRIDGES/ STRUCTURES
New 2-lane / 4-lane bridges to replace existing bridges
Details of existing bridges proposed to be replaced on the existing alignment with
new 2-lane / 4-lane bridges are given in Table 0.9.
Table 0.9: Existing Bridges
Proposed to be replaced by New 2 lane Bridges
Existing Bridge Proposed 2-Lane / 4-lane Bridges
Design
Sl. Name of Span Total Span Total
Chainage
No. Bridge Arrange- Length Arrange- Length Remarks
(Km)
ment (m) (m) ment (m) (m)
Minor Bridge New 2 lane
69+900
1. at Ch.69+900 0 Vented Causeway 3 x 16.2 48.641 bridge on
0 (12 skew)
(20 skew) realignment
Minor Bridge 1 x 4.9 +
71+170 New 2 lane
2. at Ch.71+190 0 1 x 5.3 + 15.12 2 x 10.8 21.62
0 (36 skew) bridge
(37 skew) 1 x 4.9
New 2 lane
Minor Bridge bridge due to
3. 74+072 3 x 2.5 7.52 1 x 8.8 8.82
at Ch.74+120 structural
inadequacy
New 2 lane
Minor Bridge 2 x 8.485
74+360 bridge due to
4. at Ch.74+410 0 4x3 12.02 (along 19.374
0 (45 skew) structural
(45 skew) skew)
inadequacy

Es - 11
Executive Summary

Existing Bridge Proposed 2-Lane / 4-lane Bridges

Design
Sl. Name of Span Total Span Total
Chainage
No. Bridge Arrange- Length Arrange- Length Remarks
(Km)
ment (m) (m) ment (m) (m)
Widening of
Minor Bridge existing
85+310
5. at Ch.85+380 0 3 x 8.7 26.12 3 x 8.7 26.12 bridge and
0 (15 skew)
(15 skew) additional 2
lane bridge

Existing Bridges proposed to be widened

As per inventory and condition survey two existing bridges are narrow it is
proposed to widen them after repair and rehabilitation since their condition is
satisfactory. These are given in Table 0.10.
Table 0.10: Existing Bridges proposed to be widened
Span Total
Sl. Design
Arrangement Length Deck Width (m) Remarks
No. Chainage
(m) (m)
To be widened
1 84+230 2 x 9.40 18.820 from 11.90m to Widen with repairs
16m
85+310 To be widened
LHS bridge is widen
2 (skew 3 x 8.7 26.120 from 8.20m to
o with repairs
15 ) 10.50m

Pedestrian Survey
A new Pedestrian Subway is proposed on the project road as shown in
Table 0.11.
Table 0.11: Details of New Pedestrian Subway
Type of Super-
Span Arrange-

Structure (m)

Type of Sub-
Proposed
Chainage

structure

Remarks
ment (m)

width of
Design
Sl. No

(Km)

With 2m wide
1x5x3 stairs on all four
RCC Single Cell
1 84+900 (Clear 21.0 sides for
Box Structure
Opening) accessing Project
Highway

Summary of New Proposed Bridges / Structures

As per the proposed alignment, the following new bridges and structures have
been proposed keeping in view the condition of existing bridges, hydrological
requirement, proposed improvement / realignment of road, road junctions and
road crossings.

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New 2/4 lane

 New 2 lane bridge on realignment 1 No.
 New 2 lane bridges to replace existing bridges 3 Nos.
 Existing bridge proposed to be widened 1 No.
 Existing bridge proposed to be widened with additional
1 No.
two lane bridge
 New Pedestrian subway 1 no.
Total 7 Nos.

0.9 PROPOSED CULVERTS

Considering the adequacy, hydrological requirements and curve
improvements/realignments, some additional culverts and replacement of some
culverts have been proposed.
The summary of the proposed culverts is given in Table 0.12.
Table 0.12: Summary of the Proposed Culverts
Type New Proposal Reconstruction Repair & Widened Total
Hume Pipe 6 15 2 23
Slab - - 3 3
RCC Box 19 11 - 30
In addition to these culverts, 39 Hume pipe culverts have been proposed for
cross drainage in proposed junctions
0.10 AT-GRADE INTERSECTION / GRADE SEPARATED INTERSECTION
Apart from the start point of the project road where NH-209 connects the project
road, some major and minor roads also connects the project road. SH-38
connects the project road at Ch. 66+980.
For smooth merging & diverging of cross road traffic, at grade intersections have
been proposed at various locations, 8 major Junctions and 31 minor junctions
have been identified and improvement has been proposed.
0.11 PROJECT FACILITIES
Road side Drain
Roadside toe drains (unlined) has been proposed to receive discharge from
embankment surface and countryside runoff and carry it safely to the nearest
outfall point ensuring safety of the embankment toe. In urban sections, RCC drain
has been proposed.
Bus Bays
20 Bus bays (10 Locations) on the project road along with stops are identified as
probable locations to address the need of people living along the stretch.
However, most of the bus bays have been proposed on existing bus stop.
Toll Plaza
Considering traffic flow and Homogeneous section, one toll plaza has been
proposed at Km 78+400. However as decided during consultation with the client
construction of toll plaza will not be taken up immediately & only provision of land
for the toll plaza has been made.

Es - 13
Executive Summary

0.12 ENVIRONMENTAL SCREENING OF THE PROJECT

As per the ADB‟s Guidelines on Environmental Assessment the proposed project
“Kollegal to Hannur” has been classified as Category „B‟ project requiring Initial
Environmental Examination (IEE).
The proposed project is the strengthening & widening of existing State Highway
(SH-79). Project road is passing through plain terrain (below 1,000 m MSL) and is
not passing through any ecologically sensitive area. Therefore, Environmental
Clearance is not required from Government of India for improvement of SH-79
from Kollegal to Hannur (23.782 Km) in the State of Karnataka. However, Tree
Felling Permission will be required from the Department of Forest, Govt. of
Karnataka before start of the construction.
Most of the adverse impacts of road project during construction period are short
term and temporary in nature. These impacts can be minimized through specific
engineering solutions. Environment friendly construction methodology has been
incorporated into the project design and Environment Management Plan has
been prepared to minimize the overall impact on environmental attributes by the
proposed project works. Therefore, the proposed project is unlikely to cause any
significant adverse environmental impacts and no further detailed study is
required.
Environmental Management Plan has been prepared incorporating various
modern technologies and guidelines to reduce the environmental impacts of
highway constructions to make it a Green Highway. Therefore, it is recommended
to follow the EMP and associated Guidelines during construction and operation
phases of the project.
0.13 INITIAL SOCIAL IMPACT ASSESSMENT
The main objective of Initial Social impact Assessment is to discuss the issues
related to improvement of these roads which include potential impacts (both
positive and negative) due to road improvement, improvement & widening of
existing road, bypass, viz., Suggestions for road improvement and related issues
(HIV/AIDS, Women, and Farmers, livelihood, gender etc.) and incorporation
avoiding the adverse social impact at the designing stage especially while
finalising the alignments.
Identification of Critical Stretches:
Critical stretches refers to particular road stretch where impact of road
improvement and widening is likely to be adverse and may be sensitive i.e.
religious place and big market area, residential settlements etc. The Social team
has made an evaluation of critical stretches and identified them. These are given
in Table 0.13.
Table 0.13: Critical Stretches in Kollegal to Hannur

Sl. Chainage Name of Impact on Private Imp act on

District
No. (Km) Village/Town structures CPRs
Dense Settlement
Chamrajnagar

3 temples & 1
1 61.500 Kollegal Area (Residential
Church
and Commercial)
2 temples, 1
Small Settlement
2 66.300 Madhuvanahalli mosque & 1
Area (Residential)
Grave yard

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Sl. Chainage Name of Impact on Private Imp act on

District
No. (Km) Village/Town structures CPRs
Small Settlement
1 Church & 1
3 77.000 Kamagere Area (Residential
Grave yard
and Commercial)
Small Settlement No religious
4 80.800 Mangala
Area (Residential) structure
Dense Settlement 2 temples & 1
5 85.000 Hannur
Area (Commercial) mosque
0.14 RECOMMENDATION
Based on the findings of this study the following major recommendations are
made:
1. Considering the projected traffic, the project road is recommended for up
gradation to 2 lane with paved shoulder configuration except the stretches
in built up section where 2-Lane with paved shoulder and Footpath/Four
lane divided carriageway with footpath with New Jersey Crash Barrier as
median is recommended.
2. To minimize R&R (Rehabilitation and Resettlement) impact and safety
consideration, one bypass & 2 realignments with a total length of 7.290km
has been recommended.
3. For safety of pedestrians, one pedestrian subway is recommended.
4. Flexible pavement for a design life of 20 year for minimum 20msa is
recommended.
5. Conventional pavement material of BC, DBM, WMM and GSB is
recommended for Rehabilitation of existing pavement and new flexible
pavement.
6. RCC Drain with Footpath has been recommended in the built up sections.
7. 20 Bus bays on the project road has been recommended to address the
need of the people living along the stretch.
8. 5 Nos. of bridges are recommended for new construction and 2 bridge is
recommended to be widened.



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1. PROJECT BACKGROUND

1.1 BACKGROUND
The Government of Karnataka through the Government of India has received in
principal approval for a loan from the Asian Development Bank (ADB) towards
Karnataka State highway Improvement Project –III (KSHIP-III) for developing
State Road network adopting innovative financial models Hybrid Annuity
Contract. The Executing Agency (EA), the Public Works Department, represented
by the Project Director, Project Implementation Unit, Karnataka State Highway
Improvement Project (PIU-KSHIP) has already completed a Pre Financial
Feasibility Study for about 4403 km of select corridors of the Core Road Network
(CRN) of the state and based on the outcome of this study, it intends to improve
about 1350 km of state highways under this ADB finance adopting appropriate
PPP models. With a view to this, the EA has engaged a consultant to prepare the
Detailed Project Report and carry out Transaction Advisory Services for
Karnataka State Highway Improvement Project-III (KSHIP III)”, for project roads
drawn under Group II. The Project Roads are shown in the Index Map (Figure
1.1).
1.2 CONSULTANCY APPOINTMENT
In pursuance of the above, Intercontinental Consultants and Technocrats Pvt.
Ltd. in joint venture with Price Waterhouse Coopers and in association with Dhir
& Dhir associates have been appointed as Consultants by KSHIP to carry out the
Preparation of Detailed Project Report and provide Transaction Advisory Services
for Karnataka State Highway Improvement Project-III Group II roads in the State
of Karnataka to two/four lane with Paved Shoulder Configuration”. The
consultancy agreement for the services was signed on 30th June 2015 and the
KSHIP has asked the Consultants to commence the consultancy services
immediately vide its letter No. PIU: KSHIPIII: DPR-TA-Gr II: AE-10:2015-16 dated
1st July, 2015 with effective date of contract mentioned as 1st July, 2015.
Accordingly, Consultant vide letter no. ICT:KSHIP:739:6595 dated 6th July, 2015
agreed to commence services from 10th July 2015 in accordance with the clause
13.1 of the Special Conditions of the Contract.
The scope & principal objectives of the consultancy services to be provided is
contained in the Terms of Reference (TOR) prepared by KSHIP, which is part of
the contract agreement. This Project Report is prepared and submitted herewith
after carrying out all necessary survey and investigation, detailed analysis and
design and the improvement proposal now developed in Consultation with key
staff of the implementing agency (KSHIP), ADB PPTA Consultant and
consultation with Local Public Work Departments (PWD).

1-1
Project Background

Figure 1.1: Index Map

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1.3 PROJECT DESCRIPTION

The Project roads taken up for improvement under Group II are summarized in
Table 1.1.
Table 1.1: Proposed Project Roads as per Contract

Corridor Length as per

S. Name of the Project Length
No. Reconnaissance
No. Road Roads (Km)
(SH No.) survey
1 CNS 5 Bagalkote to TN Bagalkote to 262.300 Km 387
(SH-57, SH- Border (Bagalkote Honnali
26 & SH-79) to Gadag, Gadag
TN Pura to 123.500 Km
to Honnali & TN
Tamil Nadu
Pura to TN
Border
Border)
2 CEW 28 AP Border to Seegehalli to 224.300 Km 279
(SH-85, SH Jalsoor (AP Somwarpet
82, SH 99) Border to
Chintamani to 40.000 Km
Chintamani,
AP Border (SH82) and 18km
Seegehalli to
SH99
Magadi, Magadi to
Krishnarajpet,
Krishnarajpet to
Somwarpet)

The geographic location of the project roads and the packaging summary is given
in Figure 1.1: Index Map.
Further, a presentation was held in October 2015 wherein consultant proposed
Phasing and packaging to DPR committee formulated by implementing agency.
During the presentation it was decided that the project road of SH-79 from TN
Pura (Km.42+500) to junction of NH-209 with SH-79 at Kollegal (km.61+450) will
not be considered for improvement due to availability of alternate parallel road
comprising of NH-212 and NH-209. Accordingly this project road (SH79) from T N
Pura to Kollegal up to junction with NH-209 has been excluded from the scope of
work.
As part of improvement proposal for NH-209, a bypass is been proposed for
Kollegal town. Hence during site visit with KSHIP, it was decided to start the
project road from the take-off point of the proposed bypass of NH-209 near
Agraharam Village (NH-209 Ch. 345+400) and connect SH-79 after
Madhuvanahalli Village near junction with SH-38.
The proposed improvement is discussed further in the following chapters.

1-3
Project Background

Table 1.2: Details of Project Road Comparative Statement

Details as Per Site Visit Details as per PWD Chainage
Sr. Corridor Proposed Km As Per Site
Description of Length Description of PWD Chainages Length
No. No. Road SH No. Visit SH No.
the Reach (km) the Reach (km)
From To From To
Bagalkote to Ron 0.000 64.800 64.80 Bagalkote –
Badami – Ron-
Ron to Gadag 64.800 102.800 38.00
SH 57 SH 57 Gadag- 0.000 225.600 225.600
Bagalkote Gadag to Halegeri Shirahatti_
1 CNS 5 102.80 224.8 122.00
to Honnali near Ranebennur Ranebennur
Halegeri near
Ranebennur –
SH 26 Ranebennur to 224.80 264.40 39.60 SH 26 0.000 43.000 43
Honnali
Honnali
Total Length 264.40 268.60
TN Pura – TN Pura –
TN Pura to Kollegal – M.M Kollegal – M.M
2 CNS 5 SH 79 0.000 123.50 123.50 SH 79 42.500 161.300 118.8
TN Border Hills – Palaar – T Hills – Palaar –
N Border T N Border
Seegehalli – Seegehalli –
Seegehalli Magadi – Magadi –
3 CEW 28 to SH 85 Huliyudurga – 0.000 224.330 224.330 SH 85 Huliyudurga – 15.000 236.000 221
Somwarpet Krishnarajpeth – Krishnarajpeth –
Somwarpet Somwarpet
Chintamani SH 99 0.000 18.5 18.5 SH 99 0.000 14.570 14.57
Chintamani – A.P Chintamani –
4 CEW 28 to AP
SH 82 Border 0.000 40.050 40.050 SH 82 A.P Border 47.400 90.330 42.93
Border
Total Project Length 670.78 665.90

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An initial assessment of project road traversing through various districts and

Talukas is summarized in Table 1.3.
Table 1.3: Summary of project roads traversing through
various districts and Talukas

Sl. Name of Affected Name of Affected

Package
No. District Taluka
1 Bagalkote
1 Bagalkote 2 Badami
3 Guledagudda
4 Ron
5 Gadag
Bagalkote to Honnali 2 Gadag
1 6 Shirahatti
(CNS - 5)
7 Gajendragada
8 Haveri
3 Haveri 9 Ranibennur
10 Hirekerur
4 Davangere 11 Honali

Kollegal to TN Border 12 Kollegal

2 5 Chamarajanagar
(CNS - 5) 13 Hannur
Bangalore
14
North
6 Bangalore Urban
Bangalore
15
South
7 Ramanagara 16 Magdi
Seegehalli to Somwarpet 8 Tumkur 17 Kunigal
3
(CEW - 28)
18 Maddur
9 Mandya 19 Nagamangal
20 K. R. Pet
10 Mysore 22 K.R. Nagar
11 Hasan 23 Arkalgud

Chintamani to AP Border 12 Chikkabalapura 24 Chintamani

4
(CEW - 28) 13 Kolar 25 Srinivaspur
Tourist Connectivity 14 Ramanagara 26 Kanakpura
Kanakpura to Hannur via
5 Sangama, Om Shanti
Dhama, Mekedatu and 15 Chamarajanagar 27 Hannur
Sagya
Total 15 27

1-5
Project Background

1.4 PROJECT PACKAGING

The project roads have been divided into packages based on the following
criteria:
1. The time lines required for the Environmental safeguard fulfilment as per the
MOEF & ADB guidelines
2. Project Cost - Present trend in the Highway construction industry in terms of
investment capacity of the Construction agencies.
3. Attract bidders of both large and small scale.
Accordingly the project roads under Group II have been divided into 6 packages
as detailed below:

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Package 1 a, 1 b & 1 c

Package From To Actual Statutory Clearances

Category as
Length per ADB
Section Name (Km) (Km) Remarks NOC-
*EC *WLC *FC *ASI Environmental
(Km) WL Guideline
1a Kollegal to Hannur SH-79 23.782 Alignment Section between T.N. N N N N N B
Pura to Kollegal (approx. length
0+000 4+900 26 km) which is parallel to NH212
66+888 85+770 & NH209 is excluded.

Package From To Actual Statutory Clearances

Category as
Length per ADB
Section Name (Km) (Km) Remarks NOC-
*EC *WLC *FC *ASI Environmental
(Km) WL Guideline
1b Chintamani to AP SH 82 39.774  Base year Traffic in the Range N N N Y N B
Border of 6500 to 8500 PCU.
47+203 86+977

1-7
Project Background

From To Actual Statutory Clearances Category as

Length per ADB
Package Section Name (Km) (Km) Remarks NOC-
EC WLC FC ASI Environment
(Km) WL al Guideline
1c Bengaluru to SH-85 & MDR 50.689  Approximately 10000 to 20000 N N N N N B
Magadi (SH-85) PCU/day (2015) from
to NH-75 via 15+325 66+014 Bengaluru to Magadi. This
Chikkamudigere corridor has highest traffic
and Iyandahalli among the project roads.
(MDR)
 The traffic justify improvement
proposal for project road as 4-
lane divided carriageway from
Bengaluru to Magadi.
 From Magadi to NH75 (Near
Kunigal) project road follows
MDR via Chikkamudigere and
Iyandahalli

EC – Environmental Clearance; FC – Forest Clearance; WLC – Wildlife Clearance; NOC-WL- No Objection Certificate for Eco-sensitive Zone
of Wildlife Sanctuaries; ASI – NOC from Archeological Survey of India for Protected Monuments

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Package 2

1-9
Project Background

Package 3

Package From To Actual Length Statutory ClearancesCategory as

Section per ADB
(Km) (Km) (Km) Remarks NOC-
Name *EC *WLC *FC *ASI Environmental
WL Guideline
3 Gadag to SH-57 & SH-26 138.168  Approx. 4.275 Km in N N N Y N B
Honnali Ranebennur town after
105+500 253+713 end of proposed
realignment up to junction
with NH 4 Flyover is
excluded from scope.
 Approx. 5.770 Km between
junction with NH 4 Flyover
and Junction in Halegeri is
excluded in improvement
proposal as the section is
undertaken for
construction under
separate package by
KRDCL

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Package 23

Package From To Actual Statutory Clearances

Category as
Length per ADB
Section Name (Km) (Km) Remarks NOC-
*EC *WLC *FC *ASI Environmental
(Km) WL Guideline
23 Bagalkote to SH-57 87.555  Approx. 9.440 Km common N N N Y Y B
Gadag section with NH-367 is
0+000 105+500 excluded in the improvement
proposal.
 Approx. 4.985 Km in Badami
common portion with SH 14 is
now excluded in the
improvement proposal as the
section is been undertaken for
construction under separate
package in KSHIP II.
 Approx. 3.520 Km is common
portion with SH 45 is excluded
in the improvement proposal
as the section is been
undertaken for construction
under separate package in
KSHIP II.

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Project Background

Package 25a & 25b

Package From To Actual Statutory ClearancesCategory as

Length per ADB
Section Name (Km) (Km) Remarks NOC-
*EC *WLC *FC *ASI Environmental
(Km) WL Guideline
25a Important Tourist (Combination of 75  These Connectivity’s are Y Y Y Y N A
Connections along SH, ODR & New not in the list of project
the Project Road alignment) roads in ToR.
(Kanakpura to
 Involves new Connectivity of
Hanur via D. Halli,
approx. Length 6.4 Km to
Sangama, Om
Mekedattu & 8.25 Km to
Shanthi Dhama,
Shagya.
Mekedatu, Shagya,
Bandalli,  The improvement would help
boost tourism in the vicinity
connecting Sangama and
Mekedatta and also would
reduce travel distance to
Hannur by approx. 30 km.
 The alignment passes through
Cauvery WLS for approx. 30
Km.

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Package From To Actual Statutory Clearances

Category as
Length per ADB
Section Name (Km) (Km) Remarks NOC-
*EC *WLC *FC *ASI Environmental
(Km) WL Guideline
25b Hannur to Tamil SH-79 65.430  Length within Wildlife Y Y Y N N A
Nadu Border Sanctuary 52.3 Km. (Malai
85+770 151+200 Mahadeshwara WLS & Kaveri
WLS)
 Remaining Project road
passes through Eco sensitive
Zone.
 Approx. 8.4 Km of project
road length is above 1000
Connectivity to MSL
- - 29.500
nearest Tourist
location  Alignment between Hannur to
Hogenakkal Falls Cowdhalli is considered along
along the Project Existing MDR instead of SH-
Road 79.
 Connectivity to Hogenakkal
falls also passes through
Malai Mahadeshwara WLS.

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Project Background

1.5 MODE OF IMPLEMENTATION

Pre-Feasibility study for the projects conducted in June 2014 indicated that the
projects are not viable on VGF/toll models. Modeling with the preliminary
estimates during the DPR stage confirmed the same.
PPP annuity, EPC model were considered the next available solutions for
implementation. PPP Annuity format was found suitable with respect to
sustainability of the assets point of view. Further, considerations from public
finance aspect, discussion with ADB and successful implementation of Hybrid
Annuity models under KSHIP II were considered, highlighting the following points.
 Pure annuity model will lead to higher annuity commitments in future years,
reducing fiscal space in future.
 Hybrid annuity model however allows for upfront grant thereby reducing
annuity commitment of the states.
 In addition, the model also allows for use of ADB IInd loan efficiently towards
sustainable road development.
 ADB has also expressed preference of using Hybrid Annuity Model. Further
ADB has also emphasized on use of MoRT&H Hybrid Annuity Bidding
documents launched in June 2015.
In order to fast track implementation of the projects, particularly the aspects
pertaining to land acquisition, it was recommended that the Authority shall retain
the rights to the asset and develop the roads through a contract, whilst
maintaining the financial structuring involving annuities and upfront construction
grant. ADB had also expressed its preference for such a deferred payment
contract for implementation of projects.
Accordingly, a Hybrid Annuity model has been finalized as the preferred
implementation route
1.6 OBJECTIVE OF DPR AND TA SERVICES
The main objective of the DPR & Transaction Advisory Services is to establish
the technical, environmental, social, economic, and financial viability of the said
project roads along with off-road connectivity to key locations, suitable for funding
by ADB and prepare detailed project reports for upgrading of the existing road to
2-lane with paved shoulders configuration or 4 lane divided carriageway where
capacity augmentation is required, with the provision of wider road for rural/urban
settlements, bypass and capacity augmentation as required in an almost signal
free main carriage concept and better connectivity to adjacent tourism locations
and Industrial estates by improving approach roads all along the corridor.
Assist the Client in the procurement of Independent Engineer, NGO for
implementation of Resettlement Action Plan, and Concessionaires for the Project
through Financial Closure and in the process of Appraisal with the ADB and state
level committees.
1.7 SCOPE OF CONSULTANCY SERVICES
Scope of services mainly comprises of following but is not limited to
(i) Review and revalidation of traffic study, preliminary cost estimate and
preliminary financial feasibility study already conducted.
(ii) Detailed reconnaissance survey including inventory and condition survey
of roads and drainage structures including bridges

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(iii) Detailed Surveys and Investigations including topographic surveys, traffic

surveys, material, pavement and geotechnical investigations etc.
(iv) Identification of possible improvements in the existing alignment and
bypassing congested locations with alternatives, evaluation of different
alternatives comparison on techno-economic and other considerations
and recommendations regarding most appropriate option
(v) Detailed design of road, its x-sections, horizontal and vertical alignment
and design of high embankment.
(vi) Detailed design of structures for river bridges, flyovers, ROBs, RUBs,
VUPs, PUPs etc., preparation of GAD and construction drawings etc., and
assist the Client in pursuing the Railways/GOI/GOK authorities for
approval of the GAD & Proof checking.
(vii) Identification of the type and the design of intersections; Identify the Cycle
track wherever necessary.
(viii) Safety audit Plan; Review the safety aspects of existing road at different
stages of design and carrying out road safety audit; collection of accident
statistics; Preparation of traffic safety and work zone safety plans
corresponding items of works, specifications etc.
(ix) Design of complete drainage system and disposal point for storm water;
rain water harvesting
(x) Recommendations as regard Toll Plaza locations, layout and details
(xi) Location and layout of Truck laybyes/ Bus laybyes; way side facilities;
parking areas
(xii) Quality Assurance Plan
(xiii) Traffic Management Plan during construction and implementation;
detailed proposal for road signage, road markings, road furniture and
safety devices.
(xiv) Encumbrance Plan; Strip plan indicating the scheme for carriageway
widening, location of all existing utility services (both over- and
underground) and the scheme for their relocation, trees to be felled and
planted
(xv) Request for Proposals (RFP)
(xvi) Preparation of detailed project report, Engineering designs, cost estimate,
“Good for construction” drawings, rate analysis, detailed bill of quantities,
bid documents for execution of civil works.
(xvii) Environmental and social impact assessment, including such as related to
cultural properties, natural habitats, involuntary resettlement etc.
(xviii) Public consultation with various stakeholders at all the different stages of
assignment.
(xix) Preparation of social plans for the project affected people as per
ADB/GOK approved R&R Policy.
(xx) Preparation of Environmental Management Plan: Environmental &
Statutory clearances; Plans for tree plantations and arboriculture.
(xxi) Landscaping strategy & action plan

1 - 15
Project Background

(xxii) Preparation of Land Plan Schedule (LPS) as per the requirements of

KSHA 1964 /other applicable laws and requirements incorporating the
extent of land acquisition on the revenue map and at the field and
assessing the requirement for the proposed road improvement works.
(xxiii) Value analysis / value engineering and project costing;
(xxiv) Economic analysis
(xxv) Financial analysis; Value for Money (VfM) analysis
(xxvi) Carryout legal due diligence.
(xxvii) Contract packaging and implementation schedule for feasible mode of
contracts.
(xxviii) Preparation of Bid documents appropriates for tendering based on ADB
requirements.
(xxix) Provide Transaction Advisory Service for the procurement of
concessionaires and Independent Engineers for the Project works and
assist in achieving financial close.
(xxx) Development of Key Performance Indicators for the project as per KSHIP
and ADB requirements



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2. Overview of KSHIP Organisation
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2. OVERVIEW OF KSHIP ORGANISATION

2.1 ABOUT KSHIP

The Karnataka State Highways Improvement Project (KSHIP), established in
1999, is an initiative of the Public Works Department of the Government of
Karnataka for improvement of road network of the state focused on externally
aided projects.
 Under KSHIP I (1999-2007) with World Bank loan assistance of US$ 360 Mn,
KSHIP has developed close to 2395 km of state road network
 Under KSHIP II (2009-16), 1192 kms are being developed under World Bank
loan assistance (US$ 350 Mn) and 615 km under ADB loan assistance (US$
315 Mn).
 Under KSHIP tranche II, KSHIP also tested the first hybrid annuity of the
country. 2 hybrid annuity projects with aggregate length of 300 km is now
under construction successfully
2.2 KSHIP ORGANISATION
The Karnataka State Highways Improvement Project (KSHIP) is headed by
Hon’ble Minister (KPWP&IWTD). He is assisted by Principal Secretary,
KPWP&IWTD and other senior officers namely Secretary, KPWP&IWTD, Chief
Project Officer, KSHIP and Project Director, KSHIP in formulating and processing
all policies and other proposals having financial implications.

  

2-1
3. Socio-Economic Profile
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3. SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA

3.1 GENERAL
This chapter presents a brief note on the socio-economic characteristics of the
Karnataka State and the project influence areas (PIAs) delineated under specific
project roads selected for the improvements. The facts and figures given in the
following sections show the dynamics of the socio-economic characteristics of the
state and also highlight development potential of the PIAs. The chapter also
presents salient features of different modes of transport operating in the State.
Outcomes of the analysis of several socio-economic indicators would be helpful
in appreciating development potential of the PIAs in view of the road transport
development proposition, and also useful in setting up the traffic forecast model
for appraising the investments in the project roads.
3.2 KARNATAKA AT GLANCE
For administrative purposes, the State is divided into 30 districts and 176 talukas,
and grouped in four regions: (i) coastal; (ii) mainland (hilly); (iii) northern plateau;
and (iv) southern plateau. Selected socio-economic indicators of the state of
Karnataka are presented in Table 3.1.
Table 3.1: Key Feature & Socio-Economic Indicators of Karnataka

Particular Unit Reference Year

Administrative 2000-01 2011
Geographical Area ‘000 km2 192 192
Revenue Division Number 4 4
Districts -do- 27 30
Talukas -do- 175 176
Inhabited Villages -do- 27,481 27,397
Uninhabited Villages -do- 1,925 1,943
Towns -do- 270 347
Demography / Census 2001 2011
Total ‘000 52,857 61,095
Population Males -do- 26,899 30,967
Females -do- 25,952 30,128
Rural -do- 34,889 37,469
Urban -do- 17,962 23,626
Density by Population Per km2 276 319
Sex Ratio F/’000 M 965 973
Literacy Percentage 66.6 75.4
Urban Population (%) -do- 34.0 38.7

3-1
Socio-Economic Profile of the Project Area

Particular Unit Reference Year

State Income at Current Prices 2000-01 2014-15
Total Rs. crore 96,348 702,131
Primary
-do- 31,473 128,518
Sector
State Income Secondary
-do- 18,684 158,679
Sector
Tertiary
-do- 46,191 414,934
Sector
Per Capita Income Rupees 18,344 101,594
Transport 2010-11 2013-14
Rail Route Length km 3,172 3,172
Total Road Length km 222,431 230,690
Motor Vehicles No. in ‘000 9,930 13,335

Source: Economic Survey of Karnataka 2014-15.

3.3 DEMOGRAPHIC FEATURE

With an area of 192,000 km2, Karnataka is India’s eighth largest state, which
accommodates more than 61 million of population (2011) forming population
density of 319 person/km2 (382 national average). The decadal growth of
population has been recorded at 1.46% pa, which is less than the national
average of 1.54%. With urban population of more than 39% (23.6 million), the
State is considered as one of the most urbanized states of India. The urban
population growth in the State has been recorded at 2.8% pa during the last
decade, whereas the 0.7% pa in rural population. Literacy rate has been
observed at 75%, i.e. higher than the national average of 73%, and the sex ratio
at 973 (national average: 943). The Human Development Index (HDI) has been
recorded at 0.65 in the state, which is slightly higher than the national figure of
0.62.
3.4 ECONOMIC SETTING & SECTORAL ANALYSIS
As per 2014-15 estimates, the Gross State Domestic Product (GSDP) was about
Rs. 7,021 billion (approx. US$ 106 billion) at current prices showing Rs. 101,594
as per capita income. The GSDP at constant prices has observed the annual
growth of 7.0%, whereas the country registered 7.4%. Per capita income of
Karnataka is estimated at about Rs. 1.0 lakh, i.e. much higher than the country
(Rs. 88,500).
3.4.1 Sectoral Performance
During the last decade, there have been significant shifts in the sectoral
contribution to the GSDP. The changes during 2000-01 and 2014-15 show that
the contribution of primary sector declined from 48% in 2001 to 18% in 2011,
whereas the tertiary sector increased its share from 33% to 59% during the same
period. The above phenomenon shows lower dependency on primary sector and
considerable increase in service sector. While analyzing the recent figures, trend
in the sectoral contribution is more or less the same. It may be noted that the
primary, secondary and tertiary sectors have observed the annual growth as
4.5%, 4.4% and 8.9% respectively.

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3.5 STATE’S PERSPECTIVE PLAN (12TH FIVE-YEAR PLAN)

The State’s Twelfth Five-Year Plan (2012-17) has envisaged Rs. 255,200 crore at
current prices with 36% from own resources, 40% from borrowings, 11% from the
central resources, and 13% from IEBR. As far as transport sector is concerned, a
sum of Rs. 33,200 crore has been allocated, which is about 75% more than that
of the Eleventh Plan. However, the share of transport sector in the Eleventh Plan
was recorded as 14% of the total expenditure, whereas the same is 13% in the
total outlay of the Twelfth Plan, i.e. decreased by 1%.
3.6 TRANSPORT SECTOR & ROAD TRANSPORT SYSTEM
In Southern India, the state of Karnataka has a well-developed transport system.
Bengaluru, the capital city of the State, is well connected by different modes of
transport. The Bengaluru International Airport, renamed as Kempegowda
International Airport (BIAL), is now one of the modern and busiest airports of the
country.
Road Transport is an important means of transport in Karnataka. It is observed
that the road transport is also well developed with several National and State
Highways facilitating with effective transport system.
The headquarters of the South-Western Railway Division of the Indian Railways
is located at Hubli, and this Division governs most of the railway network in
Karnataka. The Konkan Railway, which passes through along the coastal region,
also serves the transport requirements of the state.
For moving the distant places in the state, buses, cars and trains are modes of
transport, whereas within the city or town areas, intermediate means of transport,
viz. motorbikes, cars, auto-rickshaws, are also used.
3.6.1 Transport System in the State – Multi-Modal: Types and Roles
A brief note on different modes of transport operating in the state of Karnataka is
given in the following sections.
(i) Air Transport: The state of Karnataka has five operating airports in Bellary,
Bangalore, Hampi, Hubli and Mangalore; and international flights operate
from Bangalore and Mangalore. It may be interesting to note that these two
international airports account for about 6% of total air passenger traffic in
India. The Bangalore Airport has experienced the highest growth in freight
traffic and the fourth highest in aircraft movement in the country. Minor
airports at Shimoga, Gulbarga, Bijapur and Hassan are being developed on
PPP basis through private operators.
(ii) Rail Transport: Karnataka has a rail length of 3,250 km, which consists of
3,069 km of BG, 97 km of MG, and 84 km of Narrow Gauge. Though there
are 367 railway stations in the state, a few districts do not have any direct
rail connectivity. An interstate comparison shows that the state has one of
the lowest rail route density as well as BG densities in terms of per ‘000
km2. In view of the above, Karnataka has taken some initiatives, which
include to take up railway projects jointly with the Railway Ministry on a cost
sharing basis, where the state would share 50-67% of the project cost.
(iii) Ports: Karnataka has one major port, i.e. the New Mangalore Port (NMPT),
one intermediate port at Karwar, and nine minor ports. About 298 lakh
tonnes of traffic was handled during 2011-12, registering about 3% annual
growth. Karwar is the only all-weather port in the state, which accounts for
36% (2010-11) of the total traffic handled by the minor ports. It is being
upgraded under the Port Development Project.

3-3
Socio-Economic Profile of the Project Area

(iv) Road Transport: As per an estimate (2014), the state of Karnataka has a
total road length of more than 2.39 lakh km forming road density of 1.25
km/km2. It may be noted that the National Highway (NH) density in the state
in terms of per ‘000 km is highest among the comparable states. The
current status of road development in the state1 is recorded at 34% of the
road network is under PWD, whereas 66% under Zilla Panchayat / RDPR.
About 61% of the NHs is two-lane, and 19% four-lane. Only 2% of the
National Highways (NHs) is single-lane and 18% intermediate-lane. As per
the Karnataka at a Glance (2013-14) more than 47,000 habitations (69%)
are linked.
3.7 SUM UP OF THE STATE’S PROFILE
The state of Karnataka has performed fairly well in different areas of socio
economic activities, such as demographic indicators, per capita income, HDI and
related parameters as compared to the national average. The share of service
sector has been increasing and reduced burden on agriculture and allied
activities, good recovery in the macroeconomic situation with much higher
revenue collection as compared to the previous year, overall development in
transport infrastructure sector, etc. also establish good performance of the State’s
economy, and potential for further development. The outcomes of the analysis of
socio-economic performance indicators, among others, form building blocks for
the traffic forecast modeling for the economic appraisal of the investment in road
development proposals of KSHIP-III.
3.8 SOCIO-ECONOMIC CHARACTERISTICS OF THE PIAS
Economic and Sector Assessment Report prepared under the present
consultancy services and submitted in the month of October 2015, presents a
comprehensive data with analysis relating the project influence areas of specific
project roads. For the purpose of data compilation and analysis, the
administrative districts being served by the roads under the Study have been
considered as the project influence areas (PIAs).
The above report has been supported with several tables illustrating socio-
economic characteristics of the districts, further tabulated for different PIAs, and
compared with its status w.r.t. the State’s aggregate or average, so that specific
importance of specific project road on different criteria could be appreciated.
Outputs of the analysis establish either in tangible or intangible regarding
inherent development potential of the PIAs and also support the justification of
the proposed road improvement program.
A brief note on the socio-economic characteristics with tourism potential is
presented in the following sections. As stated earlier, the note would also enable
to appreciate the inherent development potential of the PIAs, and need for
improvement of road transport infrastructure for different purposes.
3.9 Kollegal – Hannur (SH 79)
3.9.1 The Project Road – An Overview
Kollegal–Hannur Road, measuring 23.782 km, is one of the State Highways (SH
79) in Karnataka, passing through the district of Chamrajnagar. The road is
traversing through plain and rolling terrain. There is no protected monument
within 300 m area of the road. The districts of Chamrajnagar and Mysore (partial
say about 40%) can be considered as project influence area (PIA) for socio-
economic analysis of the project road.

1 th
12 Five-Year Plan (2012-17), Page 188.

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3.9.2 Demographic & Economic Settings

These two districts accommodate more than 2.2 million of population (2011
Census), which is expected to grow up to 2.44 million by 2021. The PIA is
accounting for more than 3.5% of the State population. Kollegal, Hannur,
Cowdhalli, and Male Mahadeshwara are the major settlements along the project
road.
The district of Chamrajnagar appears to be relatively less developed in the State,
as the per capita income of the district is estimated at Rs. 35,700, which is
considerably low as compared to the State average of Rs. 68,200 (2011-12),
whereas the district of Mysore observes Rs. 65,700. The contribution of
Chamrajnagaras gross district domestic product (GDDP) to the total State’s
GDDP is about 1%, and the PIA shows 2.8% with the contribution of Mysore
District.
3.9.3 Road Network & Accessibility
Chamrajnagar District measures more than 1,532 km of PWD road network with
the domination of MDR 995 km, whereas the PIA shows about 2,852 km of PWD
road network. As far as rural road length is concerned, Chamrajnagar District
estimates about 2,873 km with 34% of the pakka roads. The figures illustrating
the level of accessibility show that about 33% of the total habitations of the PIA
are not linked with an all-weather road (AWR), whereas in the district of
Chamrajnagar, about 37% of the total habitations are not linked with an AWR.
3.9.4 Economic Activities
Total area of the PIA is estimated at more than 840,400 ha, of which
Chamrajnagar District measures 569,900 ha and Mysore (partially) 270,500 ha. It
is interesting to note that the district of Chamrajnagar registers more than 48% of
areas as forest, and the net sown area is registered as about 38%, and the gross
cropping index as 133 (average) showing a higher level of intensity in agricultural
activities.
The PIA is highly dependent on a variety of agricultural activities, as cereals,
pulses, food-grains, and oilseeds put together shares 3.8% to 4.4% of the State’s
total production. Fruits and vegetables production are estimated as 7% and 4%
respectively of the State’s production. Dairy, poultry, meat, animal husbandry
(cattle, sheep and goat, etc.) activities are observed in the PIA. Commercial
activities could be observed nearby the settlements along with the road.
3.9.5 Tourism
There are several places of tourist interest in the influence area of the Kollegal–
Hannur Road, as highlighted below:
 Gagana chukki Bara Chukki is located in Kolegal Taluk, eastern stream of the
Cauveri River is observed;
 Male Mahadeshwara Hills, located at distance of 94 km from Chamrajnagar,
is famous for Shaiva Pilgrim Center and the Hill Station;
 Charajeshwar Temple is the main temple in Chamrajnagar, whch was built in
the Nineteenth Century;
 Biligiriranga Hills Wildlife Sanctuary, located at 109 km from Chamrajnagar.
The Biligiriranga Range observing about 5,000 ft ASL is picturesquely
situated between the Kaveri and Kapila Rivers. The wildlife sanctuary, spread
over 500 km2 area, is home of variety of animals, such as gaur, chital,
sambar, bears, elephants, panthers, bears, tigers and several birds.

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Socio-Economic Profile of the Project Area

 Survarnavathi Reservoir, located at 16 km from Chamrajnagar, with

breathtaking scenic beauty of the dam, and popular tourist destination;
 Kanakagiri Hills, situated near Maleyur, famous for sandalwood and rich
forest around;
 Thriembarkapura is at distance of about 2.5 km to north-west of Terakanambi,
and famous for Thrikadambeshwara Temple, built in the thirteenth century;
 Huguligana Murudi, located at about 6 km distance to the south of
Terakanambi, and famous for the temple of Venkataramaswamy;
 Kotekare, situated at about 5 km west of Begur Hobli, is famous for several
temples, viz. Rameshwara, Venugopala, Chandramouseleshwara, and
Ganesha;
 Gopalaswamy Betta, place at 16 km south of Gundlupet, and the temples is 5
km from the base hill. It looks like it is covered with snow, so popularly known
as Himavadh Gopalaswamy Hill;
 Shah Bazar Masjid, mosque located in the northern side of the Gulbarga Fort
was built in circa 1367 under the reign of Muhammad Shah;
 Bandipura Tiger Project situated on Bangalore–Ooty National Highway at
distance of 60 km from Chamrajnagar and 80 km from Mysore, and famous
for the national wildlife park.
 Hogenakkal falls are an important tourist destination.
As briefly highlighted above, there are number of socio-economic activities with
further development potential, any investment proposal in road transport
development project would accelerate the overall development process in the PIA
and in turn benefit to the State.



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4. ENGINEERING SURVEYS AND INVESTIGATIONS

4.1 INTRODUCTION
This chapter deals with the Engineering surveys and Investigations carried out
during the course of the study. Alignment study,Topographical surveys and other
field investigations like road inventory, condition surveys for road including
pavement roughness using ROMDAS, Inventory and Condition surveys of
culverts and bridges and Soil & Material investigations have been discussed in
this chapter.
4.2 STUDY OF THE EXISTING ALIGNMENT
As per the Contract, project road starts in Mysuru District from the junction with
NH-212 near TN Pura (Km.42+500 of SH-79) and ends at Hannur at Km.85+815
(at junction of SH-79 with MDR). From start point of project road (Km.42+500),
another alignment comprises of NH-212 and NH-209 is running almost parallel to
the project alignment from TN Pura connecting Kollegal (km.61+450). Hence it
was decided by KSHIP not to include this section of project road (i.e. from TN
Pura up to the Junction of Project road with NH-209 at Kollegal) since majority
traffic currently use existing National Highways while travelling from TN Pura to
Kollegal and would follow the trend upon current widening of these roads
currently under construction.
As part of improvement proposal for NH 209, a bypass is been proposed for
Kollegal town. Hence during site visit with Client, it was decided to start the
project road from the take-off point of the proposed bypass of NH-209 near
Agraharam Village (NH-209 Ch. 345+400) and connect SH-79 after
Madhuvanahalli Village near junction with SH 38.
The Latitude & Longitude of start and end points are 120 10‟ 50.58”N & 770
07‟26.77”E and 120 05‟ 13.24” N & 77018‟29.66” E respectively.

Figure 4.1: Start point of the Project at take-off Figure 4.2: End point of SH 79 at Hannur.
point of Proposed Bypass of NH 209 near
Agraharam Village.

Based on the traffic, project road is in one Homogeneous Sections.

Salient Features of SH 79 (Kollegal – Hannur)
1. The existing road is predominantly (Approx. 85% of Project length)
Intermediate lane carriageway of 5.5m width and about 15% of project length
is 2-lane carriageway of varying width from 7m to 9.5m.
2. There is a large water body abutting Project road on RHS between Kollegal
and Madhuvanahalli.

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Engineering Surveys and Investigations

Figure 4.3: Large water body abutting Project Road on

RHS between Kollegal and Madhuvanahalli from Ch. 61+500 to Ch. 63+000
3. At few locations geometric deficiencies for both Horizontal and Vertical curves
have been observed.
4. The project road from Km. 61+450 to km. 67+000 is a common portion with
SH-38.
5. There are 5 Minor Bridges, 1 Causeways and 49 culverts along the existing
project road.

Figure 4.4: Buildings abutting the carriageway Figure 4.5: Hannur Town
on both sides at Madhuvanahalli
Project Road forms interstate connectivity and improvement proposal may
facilitate increased cross interstate traffic movement as project road connects
Tamil Nadu border in Palar.
The project road in west, at start point, further connects prominent cities via a
network of State Highways and National highways which include Bengaluru
(via NH 209 and also an alternate route via SH 33 and NH 275), Mysuru,
Chamrajnagara and also to various towns of Kerala State. The Project road
connects NH-209 which in turn connects NH-212 and SH-38.
Project road is also connected to a network of various National and State
Highways, connecting Mettur, Dharmpuri, Salem, Hosur and also Bengaluru
which are also prominent business centres.
Project road also forms important connectivity to various tourist destinations
within the region and along the project road including, Hoganakkal Falls,
Gaganachukki and Bharachukki Falls, BR Hills, Talakadu and many other in
the region. The proposed improvement proposal for the project road would
benefit and improve network mobility in the region.
The Network connectivity of the project road is shown in Figure 4.6a and the
Index map of the project road is shown in Figure 4.6b.

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Figure 4.6a: Network connectivity of the Project Road

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Engineering Surveys and Investigations

Figure 4.6b: Index map of the Project Road

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4.3 COLLECTION OF SECONDARY DATA

All relevant reports and data, development plans concerning to the proposed
project and the project influence area were collected directly or with the help of
the Client from concerned Departments of Government of India (GOI) and
Government of Karnataka, public bodies or Non-Governmental Organizations
(NGOs). Existing Traffic volume and past records were collected from PWD
department. Details of delineated reserved forest areas were collected from
Forest Department. Hydrological data for stream crossing project road were
collected from Central Water Commission (CWC).
4.4 TOPOGRAPHIC SURVEY
4.4.1 Objective
The basic objective of topographical survey is to collect positions of all ground
features including cross sections of the proposed alignment in the form of x, y
and z coordinates with respect to a defined reference system of coordinates to
develop accurate digital terrain model of the project corridor for preparation of
strip plan and subsequent road design and cost estimation.
4.4.2 Scope of Work
This report covers Topographical Surveys component of the assignment. Broad
outline of the scope of services are:
 Establishment of survey control network by GNSS
 Establishment of Bench Marks by Digital Levels
 Detailed Topographical Survey including cross sections of project road
corridor.
 Additional Survey of rivers crossings for hydrological requirements and road
crossings for Junctions improvements, survey of realignments and proposed
bypasses
4.4.3 Methodology
The complete methodology adopted for conducting topographical survey for the
project road comprises of the following activities.
Establishment of Survey Control by GNSS
(a) Fixing of survey control Pillars
Survey control network is established along the project road using pre-cast RCC
pillars of specified dimensions of 15cm x 15cm x 45cm. The pre-cast RCC pillars
were embedded in ground 30cm deep with concrete cement layer all around to
ascertain stability of the pillars. GNSS Survey control pillars are fixed along the
project road in such a way that a pair of two inter-visible pillars is available at
every 5 kilometers interval. Pair of twin control pillars has the advantage that
every section between pairs of control points can be independently controlled,
adjusted and surveyed.
The location of GNSS control pillars is carefully chosen at safe places so that it is
not disturbed either by running traffic or by any local activity and also placed in an
open area to receive uninterrupted signals from the GNSS satellites from all
directions above 15-degree altitude from the horizon.

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Engineering Surveys and Investigations

(b) GNSS Observations

GNSS observations were carried out at each pillar of the survey control network
using Trimble R4 double frequency GNSS receivers. Initial GNSS observations
were recorded at GPS-26 at the starting position of the project road in village
Kollegal for about 2 hours and precise Grid coordinates of GPS-26 were
computed online from Trimble site where all relevant corrections are applied to
get precise coordinates. Based on the coordinates of GPS-26 established as the
Reference control point, coordinates of all other successive GPS control points
along the project road were determined by measuring base lines in static mode of
observations by keeping GNSS receivers on both ends of the base line.
GNSS observations on all survey control pillars fixed along the corridor were
recorded for a period of 1 to 2 hours depending upon the length of base line and
availability of good satellite configuration. Observations recorded in common time
by both the receivers are used for computing the base line and grid coordinates
of each control point.
Grid Coordinate System
Geodetic coordinates of all GPS control points are computed from satellite
observations using Trimble Business Center (TBC) software. By default the
coordinates are computed in geographical format in terms of latitudes and
longitudes which are projected in UTM system Zone 43 on WGS84 datum to get
grid coordinate system. Grid coordinates are used to carryout successive ground
control extension and detailed topographical survey.
Establishment of Bench Marks
Bench Marks have been fixed between pairs of survey control points fixed by
GNSS techniques at an interval of about 250m by embedding pre-cast RCC
pillars of the same specification as GPS control pillars. These pillars have been
embedded in concrete up to a depth of 30 cm and the balance 15 cm above
ground has been painted yellow. All the pillars have been uniquely numbered by
red paint. These BM pillars are also assigned grid coordinates and used as
additional survey control points used for survey control extension and detailed
topographical survey
After fixing Bench Mark/survey control pillars, traverse observations were carried
out with Total Station/ GNSS in static mode starting from one pair of GNSS
control points and closing at the next pair of GNSS control points connecting all
Bench Marks pillars in between. These traverse observations were processed
using standard methods to compute the coordinates of all Bench Marks. The
closing error of the traverse line was checked, to fall within permissible limits of
1:10000, otherwise the observations were repeated. The errors, within
permissible limits, were suitably adjusted to get the final X and Y coordinates of
the Bench Marks.
Connection to GTS by Digital Level
All GNSS control pillars and Bench Marks are connected in a closed level
network by carrying out double tertiary leveling by Leica Digital Levels DNA-10 to
establish accurate MSL heights of all the control points and bench marks. All
levels are carried in in fore & back directions and mean of the two observations is
accepted to finally run down the levels. Results of level differences between two
successive Bench Marks are accepted only if the difference is within permissible
limit of 12√k mm where k is the distance in kilometer otherwise the levels were
repeated.

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The levels of all the GNSS control pillars and Bench Marks are based on level of
Bench Mark 267/A on top of small water tub adjacent to house in village
Uttamballi about 30m west from junction of NH212 and NH 209 established by
M/s Dilip Buildcon Ltd. The MSL value of the Bench Mark obtained from the
project authorities is 636.703m.
4.4.4 Detailed Topographical Survey
Based on the x, y & z coordinates of survey control points determined by GNSS
and Digital level, the Detailed topographical survey is carried out to pick up x, y
and z coordinates of all natural and manmade topographical features falling
within the proposed corridor using Total Stations having automatic data recording
devices with appropriate feature codes attached to each point. Route corridor of
60m having30m on either side of the proposed alignment of the project road has
been surveyed. Adequate numbers of spot height points have been picked up
within the specified corridor in the form of cross sections at very close interval of
20m/10m to generate accurate Digital Terrain Model of the surveyed corridor.
All man-made and natural topographical features are surveyed, including:
 Road center line
 Pavement edges
 Outer shoulder edges
 Toe lines of fills and cuts
 Longitudinal and transverse drains/ ditches
 Water sources, River etc.
 Bridges and culverts with their type and number
 Electric and telephone lines
 Huts, Buildings, fences, hand pumps, bore wells, wells
 All Buildings are collected with suitable codes depending upon its
classification like residential, commercial, educational, health Center,
industrial, religious etc.
 Oil and gas pipe lines
 All trees with girth greater than 0.3 meter.
At locations, where alignment crosses other roads, survey is extended to
100m on either side of the road center to allow for the geometric improvements.
Cross sections at every 20 m interval in flat terrain and at lesser interval on
undulating terrain or horizontal curves are also taken using Total Stations.
Longitudinal and Cross-Sections of the existing road
Levels for longitudinal section of the proposed alignment are picked up at an
interval of 20 meter or less at sharp curves and change of slope along the
centerline of the road. Cross sections are also taken at regular interval of 20
meter or less at change of slope along the alignment extending about 30m on
both sides. For the 4 laning / 6 laning sections of the project road and
intersections the survey has been extend to 50 m on either side of the center line.
Rivers/ Streams/Canals Crossing
All crossing rivers/canals have been surveyed including channel, banks, and all
associated features. Cross Sections across the channel are taken at every 20

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Engineering Surveys and Investigations

meter interval. River channels have been adequately surveyed on upstream and
about downstream from the bridge site. Top and bottom of both the banks and
center line of the deepest bed channel has been picked up by total station
survey.
4.4.5 Data Processing
All field survey data recorded by total stations is downloaded regularly on to the
field computer and processed with Survey Control Centre (SCC), the data
processing software, to form proper connectivity of linear features based on the
feature code and sequence of points of each object collected on ground. These
line features also serve as break lines while developing DEM of the corridor. The
x, y and z coordinates of all ground features collected by the Total Station
including spot heights were suitably processed to generate digital map and Digital
Elevation Model of the project road corridor. The hard copy output of the survey
drawing on suitable scale is taken for physical verification on the ground to check
correctness of ground features and for picking up names of the villages and other
relevant information. After complete examination, the data is supplied to design
team for further processing for design and drawings.
4.4.6 Feature Codes
Unique feature codes are used for all ground features while picking up the x, y
and z coordinates by Total Station during field survey. These feature codes are
used for proper identification and presentation of ground objects by suitable
symbols on maps.
4.4.7 Quality Control
Adequate quality assurance measures are incorporated in the methodology,
which were followed at every stage. The key surveyor assigned for the total
survey work carried out constant supervision of day-to-day survey activities. The
senior surveyor examines survey observations while downloading the data from
Total Station and ensures that adequate quality control measures are followed.
The final processed survey data is plotted on paper sheets and is physically
verified by the senior surveyor by ground visits. Digital terrain models are
generated at the site office to ensure quality output.
4.4.8 Problems Encountered
GPS Control pillars and Bench Marks pillars were fixed along about 35 kilometers
section of the project road starting from Kollegal village and rest about 55
kilometers section of the project road right up to Tamil Nadu border falls under
wild life sanctuary as a result the forest authorities did not allow the dig and fix
RCC Control Pillars and BM Pillars. However, GPS control and Levels were
provided on important permanent locations like existing guard pillars, parapet
walls and rock out crops where ever possible. Fore and back leveling was carried
out for the entire length of the project road and similarly GPS control network was
also extended right up to the end of the project at Tamil Nadu Border.
4.4.9 List of Bypasses and Realignments surveyed along the project road
Chainage (km)
Sl. No. Description Length (km)
From To
1 Kollegal Bypass 61.700 66.700 5.000
2 Madhuvanahali Bypass 64.400 67.100 2.700
3 Singarallur Realignment 72.520 73.600 1.080
Total Length 8.78

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4.5 CULVERT INVENTORY

The Culvert Inventory was carried out to find the number, type, size and condition
of the culvert. The summary of the culverts, by type is given in Table 4.1.
Table 4.1: Type and No. of Culverts
Type of Structure No. of Culverts by Type
Hume Pipe 31
Slab Culvert 5
Box Culvert 13
Causeways 1
Total 50
4.6 PAVEMENT ROUGHNESS
4.6.1 General
The roughness has been measured for the entire length of the project road using
Road Measurement Data Acquisition System (ROMDAS). The calibration of the
ROMDAS has been done as per the procedure given in World Bank‟s Technical
Paper Number 46 (WTP-46). The surveys have covered along the wheel paths
for each lane depending upon existing road width and results have been
expressed in the terms of IRI (m/km) and BI (mm/km) in tabular as well as
graphical forms.
4.6.2 ROMDAS
Road Measurement Data Acquisition System (ROMDAS) has been developed as
a generic system for collecting a variety of information. The vehicle mounted
equipment includes: an axle mounted device called Bump Integrator for the
measurement of roughness; a Video camera and an IBM compatible notebook
PC which interacts with the instrumentation to store recorded data.
The axle-mounted ROMDAS Survey Module is used to measure pavement
roughness. This is an indication of the surface irregularities influencing the riding
quality and is a major determinant of vehicle operating costs.
ROMDAS works as a response type road roughness measuring system. The
system has been calibrated by recording its response (RAW values) and
comparing the same with that of a ROMDAS Z-250 Reference Profiler. ROMDAS
Z-250 reference Profiler has been developed by Data Collection Ltd (DCL). The
Calibration sections called standard sections have been divided into a number of
smaller subsections of 100m lengths each.
ROMDAS vehicle has been run at Constant Speed of 32+2 km/hr on the
“standard” section along the same selected lanes and ROMDAS response (RAW
values) have been recorded. Using the software-NLREG the calibration equation
has been developed between ROMDAS Response (RAW/km) and IRI (m/km).
Calibration equation at 32 km/hr:
Y = 0.0066X - 0.0263 [R^2 = 0.9962]
Where X is ROMDAS Response (RAW Count/km) and Y is IRI (m/km).
IRI Roughness values have been converted into Bump Integrator Index (BI) by
means of the equation:
BI = (312.5 x IRI) 1.124

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Engineering Surveys and Investigations

Field data collected and analysed subsequently along each lane of the stretch
have been expressed in terms of IRI (m/km) and BI (mm/km) and have been
presented in both tabular and graphical forms in the following pages. In this
Reference has been made to km stones of corresponding State Highways and
other roads.
4.6.3 Guidelines as Per MoRT&H/World Bank
The following guidelines for road roughness in terms of IRI (m/km) and BI
(mm/km) for different surface types have been considered for assessing the road
condition.
a) Recommended Roughness values (BI units) by MoRT&H Circulation No.
RW/NH-33044/10/2000-S&R dated 22nd May 2000.

Good Average Poor Very Poor

Surface Type
(mm/km) (mm/km) (mm/km) (mm/km)
Bituminous Concrete 2000-2500 2500-3500 3500-4000 >4000
Premix Bituminous
2500-4500 4500-5500 5500-6500 >6500
Carpet
Surface Dressing 4000-5000 5000-6500 6500-7500 >7500

b) As per World Bank Technical Publication No. 46, the minimum and maximum
range of BI and IRI for new pavements is as follows, but the type of surface
has not been mentioned.
Minimum IRI (BI) in Maximum IRI (BI) in
New Pavements m/km (mm/km) m/km (mm/km)
1.5 (1000) 3.4 (2500)

4.6.4 Observations
The roughness of the project road (BI units) is varying from 2615 to 8025
mm/Km. The result indicates that, the riding quality of the existing pavement
surface varies from average to very poor based on the Roughness Measurement
Studies. Km-wise average roughness in IRI and BI Units for entire length is
graphically presented in Figure 4.7 & Figure 4.8 respectively.

Figure 4.7: Roughness measurement studies for Up Direction

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Figure 4.8: Roughness measurement studies for DN Direction

4.6.5 Roughness Studies
Based on the Roughness data, the project corridor was divided into
homogeneous sections for entire stretch as per the Cumulative Difference
Approach (CDA) described in AASHTO guide for Pavement Design (1993) and
the computations are summarized in graphical format. The Roughness
cumulative difference values obtained are shown in Figure 4.9 & Figure 4.10 for
Entire length.

Figure 4.9: Roughness Cumulative Difference Summary UP Direction

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Engineering Surveys and Investigations

Figure 4.10: Roughness Cumulative Difference Summary DN Direction

4.7 HYDROLOGICAL INVESTIGATION

4.7.1 Compilation of Data and Formulation of Design Approach
Data collected from the visit to site were collated and studied along with the
Google Earth Imageries. The Design Approach has been formulated through
careful examination of the following data collected:
 Local inquiries, Data collected from Road/culvert Inventory, HFL, History of
flooding/overtopping, mean annual rainfall, regional runoff coefficient, canal
crossings
 Survey of India Topo Sheets – Land use, soil type, cover condition, slope,
and catchment area,
 90m, SRTM Digital Elevation Model (DEM) (from website
http://srtm.csi.cgiar.org/) - to analyze the river catchment characteristics in
GIS platform.
 Visual inspection – Bed level, clearance, HFL, Overtopping, vegetation cover,
flood plain, blockage/sedimentation, flow direction, terrain, presence of tanks
in catchment area and near vicinity to embankment, embankment height,
presence of scour holes.
4.7.2 Design Approach for Bridges and Culverts
Hydro-Meteorologically Homogenous Sub zones
CWC in association with IMD and Ministry of Surface Transport (MOST) has
prepared Flood Estimation Reports for small and medium catchments for each
hydro meteorologically homogeneous 26 subzones. The project area is falling in
subzones 3(i). Rainfall data is taken from isopluvial maps available in subzone
3(i) flood estimation report. Accordingly the present flood studies are based on
“Flood Estimation Report for Kaveri Basin subzone 3(i) (1986)” of CWC.
Design Rainfall
There is a definite relation between the frequency of occurrences and magnitude.
Frequency or probability distribution helps to relate the magnitude of these
extreme events with their number of occurrences such that their chance of
occurrence with time can be predicted successfully. The Rainfall data for the
project area is taken from Isopluvial maps of subzone 3(i) of CWC.

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The following table lists the 24-hr maximum rainfall values generally adopted for
the study area:

24-hour rainfall (mm)

25 years 50 years 100 years
120 140 160

Basin Parameters
The watersheds of the rivers / streamlets at the proposed crossing points have
been delineated with the help of Google Earth Imagery and ArcGIS 9.2/Map
Window 4.8.7 Software. The watershed area, fall in height, total and segmental
stream lengths and corresponding elevations have also been determined with the
help of GIS Software.
The basin parameters estimated for the five streams which cross the project road
are as follows:
Approximate Catchment
Sl. Length of
Name of Stream Chainage of Area
No. Stream (km)
Crossing (Sq. km)
1 Local Stream 69+900 36.2 152.3
2 Local Stream 74+072 3.28 2.0
3 Local Stream 74+360 3.85 5.20
4 Local Stream 84+230 8.89 16.0
5 Local Stream 85+310 32.8 152.0
Estimation of Design Flood
Determination of Design Discharges has been done in line with the stipulations of
IRC-5:2015, IRC-SP:13-2004 and standard engineering practices.
For streams having catchment areas more than 25 sq.km and upto 5000
sq.km, SUH Method as stipulated in the Flood Estimation Reports have been
followed.
For catchment areas less than 25 Sq.Km, Rational Method in general has been
followed. Empirical Methods (Catchment Area Method using Dicken‟s Formula),
without any assigned return period, has been used as a check for the adopted
Design Flood.
Slope Area Method demands accurate information regarding HFL at the particular
crossing point. During site visit, sincere efforts were made to collect reliable
information regarding Highest Flood Levels (at proposed crossing point) of
memorable past. However, HFL information received from local enquiries are not
reliable enough to be used for determination of design discharges for the bridges.
Moreover, discharges estimated by Slope-Area Method cannot be assigned any
Return Period. Therefore, Slope Area Method has not been used to adopt design
discharge.
The project area has many small ponds and tanks in catchment area of bridges.
Such ponds reduce the peak flood, the effect of ponds is taken care of as per
IRC:SP:42-2014 (Clause 6.4.3.2).
Again, spillway capacities of these tanks, situated on the upstream side of the
bridges, have also been consulted while adopting design discharge, in conformity
to stipulations of IRC 5.

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Engineering Surveys and Investigations

Design Return Period

IRC:SP:73-2015 (Clause 7.5) and IRC:5-2015 (Clause 106.3.1) recommends
design return period for Bridges to be 100 year.
For Waterway
Guidelines recommended in IRC-5: 2015 are used for determination of The
Waterway.
For HFL
HFLs have been estimated on the basis of 100 Years frequency flood with
backwater, wherever applicable and compared with HFL value collected from
local enquiry. Higher of these two values have been adopted in design.
For scour
The stipulations of IRC-5:2015, HDS 1- Hydraulics of bridge waterway:1978 and
IRC-78: 2000 have been adopted for estimating the scour depth. Foundation has
been designed on the basis of Q100 multiplied by suitable factor based on
catchment area.
For the bridges where rocky bed/banks have been encountered in channels, a
limiting velocity of 4m/sec has been ensured for safety against scour while
carrying out hydraulic analyses of the bridges.
Design Afflux
Maximum permissible afflux under the bridges, have been considered as 300
mm.
The headwater elevation of culverts have been determined on the basis of
acceptable head up of water upstream of the culvert point and in no case the
Hw/D ratio (Headwater Depth and Diameter/Depth of culvert ratio) has been more
than 1 for the safety of the subgrade / pavement materials.
Vertical Clearance
The minimum vertical clearances for bridges and slab culverts have been
provided on the basis of stipulations of IRC 5: 2015.
Design Velocity through Bridges / culverts
A maximum velocity of 4 m/s has been considered for design. For culverts, a
minimum velocity of 0.9 m/s has been adopted as self-cleansing velocity.
Determination of Linear Waterway of bridges
IRC-5:2015 and IRC-SP:13-2004 stipulate methods for determining the linear
waterway for Alluvial streams, Quasi-Alluvial streams and streams with rigid
boundaries. For Alluvial streams, Lacey‟s Regime equation (W = 4.8*(Q)^0.5)
provides a guideline for fixing the linear waterway for a bridge.
However, as the streams at bridge locations show a general tendency of
overflowing banks, the Linear Waterway for the bridges has been finalised on the
basis of anticipated flow hydraulics under bridges as detailed in Hydraulic Design
Series No. 1 of FHWA.
Manning’s “n”
The Rugosity Coefficients for use in design has been taken from Table 5.1, SP:
13-2004. The same table is reproduced below for ready reference:

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Rugosity Coefficients, “n”

Sl. Manning’s N-values

Surface (Natural Streams)
No. Perfect Good Fair Bad
Clean, straight bank, full stage,
1. 0.025 0.0275 0.030 0.033
no rifts or deep pools
Same as (1), but some weeds
2. 0.030 0.033 0.035 0.040
and stones
Winding, some pools and
3. 0.035 0.040 0.045 0.050
shoals, clean
Same as (3), lower stages,
4. 0.040 0.045 0.050 0.055
more ineffective slope
Same as (3), some weeds and
5. 0.033 0.035 0.040 0.045
stones
6. Same as (4), stony sections 0.045 0.050 0.055 0.060
Sluggish river reaches, rather
7. 0050 0.060 0.070 0.080
weedy or with very deep pools
8. Very weedy reaches 0.075 0.100 0.125 0.150
Suitable “n” values have been taken for different bed / bank conditions and for
deep channel and flood plains of rivers.
Determination of HFL
HFLs at the proposed crossing points have been determined on the basis of
provisions of IRC-5: 2015. The design HFL is the highest value amongst
a) HFL ever recorded (from local enquiry, wherever reliable information
available)
b) HFL on the basis of analytical calculations (Check Flood)
Design Scour Depth
a) For determination of the scour depth, Lacey‟s regime equations as stipulated
in IRC-5:2015 and IRC-78: 2000 have been used for bridges where rock is
not available within 3 m below river bed.
b) For Culverts, upstream and downstream protections and cut off walls have
been recommended to take care of scour and undermining.
Bank Protection
The Kollegal to Hannur Section passes, in some stretches, by the side of existing
tanks. Keeping the side slopes of embankment uncovered might jeopardize the
safety of embankment in terms of erosion. At the same time, costly protection
works are also not required as these tanks do not entail rapid drawdown or
erosive velocities. Turfing with local vegetation has been recommended for
stretches of this section where the road embankments are in direct contact with
tank water. Figure 4.11 show one of the tanks located alongside the road
embankment

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Engineering Surveys and Investigations

Figure 4.11: Tanks located alongside the road embankment

4.7.3 Design Approach for Roadside Drainage System
In developing the local drainage systems, the issues, which have been
addressed, are as follows:
a) Identification of local depressions / tanks / channels crossings the proposed
alignment and naturally attracting overland flow towards them
b) Assessment of flow direction at those localized areas
c) Identification of local ridges - natural or manmade channels etc.
d) Distances between local depressions and nearest local ridges and
corresponding land slope
e) Identification of natural storage areas like ponds, lakes which may act as local
receiving body in absence of natural drainage channels.
f) Nearest human habitation / property, places of worship, places of strategic
importance etc. and possibility of further development within the design
period.
g) Permissible head up of water upstream of proposed embankment assessed
on the basis of type, nature and elevation of upstream area.
h) Height of proposed embankment
Roadside Ditches / Drains
Roadside toe drains shall be provided to receive discharge from embankment
surface and countryside runoff and carry it safely to the nearest outfall point
ensuring safety to the embankment toe, which is the area most vulnerable to
erosion / failure.
Roadside drains shall generally be provided on both sides of the embankment to
safely carry the discharge from the embankment without jeopardizing the safety
of the toe.
The alignment of the drains shall depend on the topography of the area and the
type of drain selected.
The shape and size of the roadside drains shall be decided on the basis of length
of embankment being served by the drain up to the nearest outfall point.
For stretches passing through urban areas, rectangular covered drains have
been recommended for safety reasons.
For rural areas, the drains are recommended to be open and trapezoidal with
Inner-2.0(H):1(V), Outer-1.5(H):1(V) side slope. The minimum bed width and
depth of flow at starting section shall be 500 mm and 300 mm respectively. The

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sections shall be gradually increased in terms of bed width and depth of flow up
to the outfall point.
The section shall be designed to ensure a non-silting / non-scouring velocity in
drains.
Where road construction is proposed on ridges, no drain is required. At some
locations ponds/tanks are located beside road. The drains are designed to outfall
discharge in ponds/tanks, where available. This type of design plays a vital role in
water conservation.
4.7.4 Retention / Replacement of Cross Drainage Structures
The retention/replacement criteria for the structures have been firmed up in line
with stipulations of Codes and with due consideration of climate change effect.
Climate Change Resilience
The effect of climate change is manifold and is being faced by the whole gamut of
Infrastructure sector. Highways, new proposals or existing ones being upgraded,
face it in terms of floods having higher peaks hitting the cross drainage structures
more frequently than ever before. Consequently, severe floods which were more
sporadic earlier are eventually becoming regular events, increasing the risk of
failure of the structures. Again, it is not prudent to design a structure for a very
rare flood which entails prohibitive costs. A balance in design is, therefore, sought
for as follows:
Checking of existing Bridge Structures (except canal bridges)
The existing structures are not new ones and are likely to have been designed
with 50 year frequency flood. These structures have been checked for 50 year as
well as 100 year return period flood to ascertain vertical clearance available and
velocity under the bridges corresponding to such floods.
 Structures capable of passing 100 year flood (vertical clearance as well as
velocity) safely have been recommended for retention.
 Structures for which
i) vertical clearances are encroached (but bridge not overtopped) corresponding
to 50 years and 100 years flood
AND
ii) anticipated velocities under the bridges are not excessively erosive (> 3m/sec
for coarse alluvium/clay and > 4.5m/sec for rocky bed)
are treated as marginal cases (Bridge at Ch. Km 85+300). Such marginal cases
are examples of hydrological failures and should be replaced, technically
speaking. In such cases, however, the bridges are checked for structural
adequacy. If the structures are found to be structurally adequate, they are
recommended for retention as such decisions are not likely to entail any
unwarranted consequences (like scour failure and/or overtopping) within the
accepted risk profile (design with any frequency flood entails an accepted risk).
 Structures which fail (velocities beyond permissible limit or overtopping)
against 100 year flood have been recommended for replacement with a new
one.
The Canal Bridges are designed independent of flood run off and are checked for
controlled flow. A few canal bridges in this section are seen to have been affected
by unwarranted siltation and as a consequence, there is no vertical clearance
available. Such bridges are recommended for desiltation. If desiltation does not
solve the problem permanently, lifting of slabs are recommended. In case such

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Engineering Surveys and Investigations

an action seems uneconomical, the bridges are recommended for replacement

with a high level one duly considering the silted bed level.
Design of New Bridge Structures
All new Structures are being designed for 100 year Return period Flood as
stipulated in Two Lane Manual.
In case of existing culverts, they are checked for opening sizes (carrying
capacities) vis a vis estimated design flood. Primarily, such hydrological/hydraulic
analyses, in conjunction with the assessed structural condition, have been
studied to reach recommended criteria for replacement/retention of the culverts.
In addition, the extent of choking of any culvert and the possibility of economic
clearance of the same has been duly considered before taking the final decision.
Guidelines regarding retention or replacement, as stipulated in the IRC:SP:73-
2015 Manual of Specifications and Standards for two Laning of Highways with
Paved Shoulder 2015 has been followed to the applicable extent. Other criteria
considered are as follows:
 Hazards of replacement
 Ease of routine maintenance
General criteria for replacement or retention of culverts, as stipulated in IRC:
SP:73- 2015 and IRC:SP:84- 2014 has been followed in principle.
In a nutshell, the general criteria followed are as follows:
a) All pipe / box / slab culverts having size less than 0.9m have been
recommended for replacement.
b) All pipe culverts of 0.9m diameter or above having hydraulic and structural
adequacy and functioning properly have been recommended for retention /
widening.
c) For replacement cases, the minimum recommended dimension has been
kept 1.2m to ensure easy maintenance.
4.7.5 Methodology for Analysis of Bridges
Hydrological and Hydraulic Design of bridges / culverts require
 Hydrological analysis for estimation of Peak Design Flood.
 Hydraulic calculation for determination of corresponding HFL under
unobstructed condition.
 Hydraulic calculation for fixing linear waterway, afflux, flow velocity through
bridge opening and estimation of scour depth.
Flood Discharge Calculation:
A) Catchment Area Methods
Dicken’s Formula:
Q = CA0.75 (1)
Because of the varying topography and catchment characteristics C values will
vary appreciably, and reliability of computed discharge depends on the accuracy
of the adopted value for these coefficients. Dicken‟s formula is being used in
most of the cases.
Rational Method
Unlike the Empirical Formulae, Rational Method takes into account the Rainfall

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and other catchment characteristics. Flood discharges estimated by Rational

Formula can assigned a Return Period.
Rational Formula
Q= 0.028 PfAIc
Where:
Q = Maximum runoff in cumecs
A = Catchment area in hectares
Ic = Critical intensity of rainfall in cm/ hr.
P = Coefficient of run-off for the given catchment characteristics.
f = Spread factor for converting point rainfall into areal mean rainfall.
Ic = (F/T)*((T+1) / (Tc+1))
F= Total Rainfall of T hours duration (24 hrs.) in cm corresponding to 50 /
100 yrs return period.
T = Duration of total rainfall (F) in hours= 24 hrs.
Tc= Time of concentration in hour.
Time of Concentration
Time of concentration (Tc) has been determined from the following Empirical
Formula:
Tc = [0.87(L3/H)] 0.385
Where, L is the length of catchment in km and H is the elevation difference in
meter in length L.
Point rainfall values are adjusted for aerial mean value using recommended
spread factor as per IRC: SP-13 and CWC report. Total rainfall in 24 hrs is
adjusted corresponding to Tc hr for finding critical rainfall intensity Ic from the
rainfall distribution curve (Duration vs. conversion ratio) of CWC report.
B) Estimation of Flood Discharge by Synthetic Unit Hydrograph (SUH)
Method
For catchment areas more than 25 sq. km, SUH Method as stipulated in CWC
Flood Estimation Reports for Subzone 3(i) has been considered.
Methodology for estimation of Design HFL (unobstructed condition)
Before assessing the effect of constructing the bridge, it is necessary to estimate
the HFL at the bridge point in natural condition when the adopted Design Flood
passes through the bridge section. HFL corresponding to Design Flood in
unobstructed condition is estimated by equating the Design Flood with the
Carrying Capacity of the channel.
The conveyance factor in unobstructed condition has been estimated with the
help of Manning‟s equation with a trial depth of flow. Discharge corresponding to
the trial depth has been calculated and compared with the Design Discharge.
With the help of Spreadsheet calculation, level of water required to pass the
design discharge is to taken as the HFL in unobstructed condition.
As the natural drains generally have irregular cross sections having varying
roughness coefficients in deep channel portion and flood plain, varying
roughness coefficients, areas and wetted perimeters for sub sections are
considered for determining conveyance factor (K) of each sub section. Discharge
passing through each sub section is found as

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Engineering Surveys and Investigations

Qn =Kn√S (n =1, 2, 3 ….)

Where Kn = Conveyance Factor for the nth sub section = (1/ n)*An*Rn^(2/3), n
being the Roughness Coefficient for the nth sub section.
Where S is the energy slope assumed as longitudinal bed slope of the channel.
Average discharge for the cross section of the channel is found by adding
discharges passing through each sub section.
Methodology adopted for estimation of afflux, velocity through bridge and
fixation of linear waterway
While determining the HFL in natural condition the unobstructed waterway is
required to found out. Trial values of clear effective waterways normal to flow (L)
is assumed and the effect of the assumed L on the afflux and velocity under
bridge are studied by the method delineated in HDS 1. Optimum L ensuring
permissible afflux and velocity through the bridge has been recommended for
consideration. The affluxed HFL, after considering the effect of the bridge, is
found by adding the estimated afflux with the HFL under natural condition of flow.
Methodology for Scour Analysis
Lacey‟s Regime equations, as recommended by IRC-5: 2015 and IRC-78:2000
has been adopted for determination of scour Depth for design of foundation. The
equations are as follows:
Mean Scour Depth
dm = 1.34 (q2/f)1/3
Where dm is the mean scour depth measured below HFL, q is the design
discharge intensity under bridge in cumecs per meter and f is the silt factor given
by the equation
f = 1.76 (d50)1/2
Where d50 is the mean sediment size in mm of foundation strata
For computing scour depth, enhancement of flood flow to the maximum extent of
30% (depending on the catchment area) has been considered as per stipulations
of IRC-78:2000. Maximum scour levels for pier and abutment has been
calculated using a factor of safety by 2 and 1.27, respectively as stipulated in
IRC-78:2000.
A minimum depth of foundation equal to 2 m below bed level shall be adopted for
design of foundation.
4.7.6 Methodology for Analysis and Design of Culverts
Hydro-Meteorological Assessment
Rational formula has been applied to arrive at the design peak discharge at each
culvert point.
Hydraulic Assessment
Conveyance capacities of the existing culverts are compared with design
discharge to assess the adequacy of waterway of the individual culverts.
The span of culvert has been chosen after hydraulic analysis by Hydraflow
Extension software of Autodesk, Inc which follows the methodologies of hydraulic
design of culverts as set forth in Hydraulic Design Series Number 5 – Hydraulic
Design of Highway Culverts that is prepared for the U.S Federal Highway
Administration (FHWA).

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The maximum permissible downstream velocity for the culverts has been
considered as 4 m/s with nominal protection.
In no case the Hw / d ratio is considered as more than 1 for the safety of the
pavement layers.
4.7.7 Methodology for Analysis and Design of Roadside Drainage
Design Rainfall Intensity (Ic) and Discharge
The typical drain section have been designed for rainfall of 25 year return period
as per IRC: SP-42 (for rural) and SP: 50 (for Urban), Guidelines for Road
Drainage.
Design rainfall intensity, Ic in cm/hr, to be used in the Rational formula (Qd= 0.028
PfIcA) was computed based on time of concentration (tc) in hours. The formula
recommended by IRC-SP-13 for Ic is
Ic = (F/T)*[(T+1)/(tc+1)]
Where, F is the total rainfall in cm in T hrs.
Runoff coefficients are taken according to the type of surface, namely paved,
unpaved, agricultural, and residential and forest areas etc. as per the
recommendations made in IRC: SP-42, SP-50 and SP-13.
Based on Rational method, as discussed in methodology, discharge per Km
length of drain has been computed.
Design Methodology
Design discharge rate (Qd) per 0.5 kilometer of drain is found using rational
formula for rural area and urban area. Based on road and ground profile the
accumulated discharge for the length of drain segment is computed.
Carrying capacity (Qc) corresponding to a given drain size is calculated using
Manning‟s equation:
QcK S
Where S is the longitudinal bed slope of drain, K is conveyance given by
K = 1/n AR2/3
Where n is Manning‟s roughness coefficient corresponding to the given type of
drain, A is the flow area in m2 and R is the hydraulic mean depth in m.
The longitudinal slope of the drains, in final drainage profile, shall be considered
in such a way that it suits the existing land slope.
Size of the drain has been adopted by ensuring Qc>=Qd,
Plan and Profile of longitudinal drains is attached in Volume Drawings.
4.8 MATERIALS AND SUBGRADE INVESTIGATION
4.8.1 Scope of Services as per TOR
The scope of the services with regard to Pavement and material investigation
broadly includes:
a) To identify potential sources of quarry materials and borrow areas of selected
earth and conduct field and laboratory testing of the selected soil and
materials to determine their suitability for construction work.
b) To ascertain quality and quantity of various construction materials of identified
quarries and borrow areas and recommend their use on the basis of techno
economic principles.

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Engineering Surveys and Investigations

c) Investigation of existing sub-grade, granular base and sub-base and if

required, mix materials of existing bituminous layers by collecting
representative samples from each of the existing pavement layers and
conducting laboratory tests on collected samples.
d) To assess the options for salvaging and recycling the material from the
existing road and determine techno-economic feasibility of using such
recycled asphalt pavement materials (depending on their availability) and
adopt latest pavement design and construction technologies .
e) With the aim to assess bitumen and cement consumption in the proposed
bituminous mixes of pavement layers and concrete mixes of different mix
grades using materials (binders, aggregates, sand filler etc.) of identified
sources.
f) Conduct appropriate due-diligence on ways and means to use plastic waste
in dense bituminous mixes.
4.8.2 Adopted Methodology for Soils and Materials Investigation
Methodology adopted by the Consultants for soil and material investigations are
presented here below in succeeding paragraphs:
I. Desk Studies of the Project Influence Area
Prior to commencement of the Project, Consultants have undertaken Desk studies
on Project corridor. This preliminary study covers the details related to
physiography, climate and geology of the project influence area. The details are
mentioned under „Section 4.8.3‟.
II. Reconnaissance Survey
Reconnaissance survey has been carried out road wise in phased manner at the
project site. A team of Engineers and technicians are deployed for conducting field
investigations, setting up field laboratory and carrying out laboratory tests. The
reconnaissance survey was conducted in the month of July 2015 by the field team
including Engineers and the qualified technicians.
After a detailed reconnaissance along the project corridor, the soil and material
investigations were planned in line with the ToR‟s requirements. The field
investigation team is constantly monitored and guided by Highway Design
Engineer, Pavement Specialist and Material-Cum-Geotechnical Engineer to ensure
carrying out all the survey and investigations effectively as per requirements of
ToR.
III. Field Investigations and Sampling
The investigation activities which were followed on site are mentioned here below:
 Investigation of Existing Pavement and Subgrade:
This investigation is carried out to assess the pavement materials and subgrade
soil along project road. For assessing the existing subgrade strength and
characteristics as well as to find out existing pavement composition, test pits were
excavated, DCP test was conducted and representative soil samples were
collected for determining the engineering properties of in-situ subgrade (e.g. OMC,
MDD, degree of compaction and laboratory soaked & un-soaked CBR). Field
moisture content and field dry density are also determined for the existing sub-
grade soil. The existing pavement composition and layer thickness are noted down
and suitability of various layers are also assessed by conducting relevant
laboratory tests. The observed and evaluated data so obtained have been used as
input for detailed pavement design of new construction and rehabilitation.

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 Investigation for Borrow Soil:

This investigation included identifying the potential borrow areas and ascertaining
the suitability of the selected material of such identified borrow areas along or near
the project corridor for design and construction of sub-grade and embankment of
widening/rehabilitation portion of pavement as well as that of new alignment.
 Investigation for Construction Materials:
This investigation was conducted to identify the potential sources of quarry
materials within the vicinity of project road alignment and ascertain the suitability
and availability of these quarry materials, pond ash and possibility of other
industrial waste and alternative materials besides manufactured materials such as
cement, bitumen, steel, etc. within a reasonable haulage for construction of
Pavement and other road structures.
4.8.3 General Information of the Project Influence Area
I. Physiography
The Project corridor lies in Karnataka state comprising of two road packages CNS
5 and CEW 28 passes through various districts of Karnataka State. CNS 5
package from Bagalkote to TN Border passes through the districts Bagalkote,
Gadag and Davangere. CNW 28 package from AP border to Jalsoor passes
through the districts Chamrajnagar, Tumkur, Ramnagara, Mandya and Kodagu.
The Karnataka state is situated around 15.00 degree north latitude and 75.00
degree east longitude. It covers an area of 191,791 km2 and is the seventh largest
state by area in India.
The Kollegal to TN Border project road lies in Chamarajanagar district of
Karnataka. The district borders the state of Tamil Naidu and Kerala. Most of the
district lies in leeward region of the Nilgiris and consists of many semi-arid rain
dependent flat lands along with forested hills. About 50 Km of road passes through
forest area. The slope generally runs from South to North towards Cauvery River.
Normally the slopes are covered by debris and colluvium filled channels. The
Eastern and Southern portions of Kollegal Taluk forms continuous lofty hills such
as M.M. Hills and other hill ranges such as Anemale, Kadumale, Jenumale, etc.
However this part of the report covers Kollegal to Hannur only.
II. Climate
The Karnataka state has four distinct climates varying with the seasons. The winter
season from January to February is followed by summer season from March to
May followed by monsoons from June to September. The period from October to
December forms the post-monsoon season with occasional rains. The period from
October to March, covering the post-Monsoon and winter seasons, is generally
pleasant over the entire State except during a few spells of rain.
The months April and May are hot, very dry and generally uncomfortable. Weather
tends to be oppressive during June due to high humidity and temperature. The next
three months (July, August and September) are somewhat comfortable due to
reduced day temperature although the humidity continues to be very high. The
temperatures generally rise to average of 42°C during summers and drop to
around average of 16°C in winters.
The average annual rainfall in Karnataka is 1248 mm. The state is divided into
three meteorological zones viz. North Interior Karnataka, South Interior Karnataka
and Coastal Karnataka.

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Engineering Surveys and Investigations

III. Soil and Geology

The major geological formations along the project road and in Chamarajanagar
district are granites, gneisses, charnockite and schists. Recent alluvium along the
river course is also found at places. The soils of the district are derived from
Granitic gneisses and Charnockite rocks. Red soil is present in upland areas and
also noticed at the contact of granites and schist. These soils are admixture of
sand and silt. The major soil types are Reddish brown forest soil, yellowish grey to
greyish sandy loam soils and mixed soils.
4.8.4 Sampling and Testing
For evaluating the characteristics and suitability of soils and various construction
materials, representative samples of soil/construction materials as mentioned in
TOR, were collected from existing subgrade, identified borrow area, identified
quarries of stone metal/sand and water sources.
Visual inspection of the existing pavement condition was conducted prior to
commencement of sub-grade investigation work. As per requirements mentioned in
ToR and visual inspection analysis, the sampling frequency was adopted. Dynamic
Cone Penetration (DCP) test, Field Dry Density (FDD), and Field Moisture Content
(FMC) tests were carried out within large test pits (1m × 1m) at 3 Locations
(minimum) in each 5 km of the existing Project road alignment. Subgrade soil
samples were collected from each of the test pits dug for DCP tests. Also, small
test pits were dug at an interval of 500 m along the existing project corridor for
noting down the existing pavement crust and physical characteristics of subgrade
soil. The sampling details and various laboratory tests conducted on soil and other
construction materials are presented in Table 4.2.
Table 4.2: Sampling Criteria and Laboratory Testing
Laboratory Testing
Sl.
Type of Samples Sampling Criteria Standard Code
No. Description of Test
Applicable
i) Sub-grade soil At least three sub-grade Soil Classification IS 1498
samples from the soil samples to be Sieve Analysis IS 2720 (Part – 4)
large test pits obtained from each
Atterberg Limits IS 2720 (Part – 5)
excavated for homogeneous section
carrying out DCP or three samples for Laboratory Compaction IS 2720 (Part – 8)
tests along the each soil type Test (Modified Proctor
project road. encountered whichever Test)
frequency is more. Free Swell Index (if IS 2720 (Part-40)
(Total 15 samples LL>50%)
were collected) CBR at 3 energy level IS 2720 (Part – 16)
(Soaked & Unsoaked with
Swell Measurement)
ii) Sub-grade soil As per TOR, test pits Sieve Analysis IS 2720 (Part – 4)
samples from the are to be dug at every Soil Classification IS 1498
small test pits 500 m. Sieve analysis,
Atterberg Limits IS 2720 (Part – 5)
excavated for soil classifications and
determining the Atterberg Limit are
thickness of conducted. (33 samples
various pavement were Collected)

ii.a) Samples from A total of 11 samples Soil Classification IS 1498

finalized bypass has been collected and Sieve Analysis IS 2720 (Part – 4)
section Tested
Atterberg Limits IS 2720 (Part – 5)

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Laboratory Testing
Sl.
Type of Samples Sampling Criteria Standard Code
No. Description of Test
Applicable
*On selected samples Laboratory Compaction IS 2720 (Part – 8)
Test (Modified Proctor
Test)
Free Swell Index (if IS 2720 (Part-40)
LL>50%) *
iii) Soil samples from Representative samples Soil Classification IS 1498
borrow areas from identified borrow Sieve Analysis IS 2720 (Part – 4)
areas within reasonable
Atterberg Limits IS 2720 (Part – 5)
lead distances will be
collected. (5 samples Laboratory Compaction IS 2720 (Part – 8)
were Collected) Test (Modified Proctor
Test)
* On select samples
4-day soaked CBR 3 IS 2720 (Part –
energy level with swell 16)
measurement
Free Swell Index (if IS 2720 (Part-40)
LL>50%)
Shear Parameters (Direct IS 2720 (Part –
Shear Test)* 13)
iv) Stone metal Representative samples Sieve Analysis IS:2386 (Part-1)
samples from of coarse aggregates Flakiness and Elongation IS 2386 (Part – 1)
crushers/quarries will be collected from Index
quarries located within
Sp. Gravity and Water IS 2386 (Part – 3)
reasonable lead.
Absorption
(samples from 2
sources were Aggregate Impact Value IS 2386 (Part – 4)
collected) (AIV)
**Tested on samples Alkali Aggregate Reaction ASTM C 1260
selected for mix design **Los Angeles Abrasion IS 2386 (Part-4)
Value (LAV
v) Fine Aggregates Representative samples Grain Size Analysis IS 2386 (Part – 1)
(Stone Dust) will be collected from Designation of zone IS 383 – 1997
different sources /rivers
Specific Gravity and IS 2386 (Part – 3)
identified within the
Water Absorption
vicinity of project road.
(samples from 2 Fineness Modulus IS 383 - 1997
sources were Sand Equivalent Test ASTM D2419-95
collected) Alkali Aggregates IS 2386 (Part-7)
Reactivity Test
vi) Pond Ash Pond ash samples has Sieve Analysis IS 2720 (Part-4)
been collected and Atterberg‟s Limits IS 2720 (Part-5)
tested.
Compaction Test IS 2720 (Part-8)
(Modified proctor test)
CBR at three energy level IS 2720 (Part-16)
Direct Shear Test IS 2720 (Part-13)
th
vii) Water sample One sample from each P H Value, Chlorides, MoRT&H (5
of the sources (hand Sulphates (SO3), Acidity, Revision)
pump, tube wells and Alkalinity, Organic,
open wells) identified Inorganic impurities and
within the project suspended matter
influence area will be
collected. (3 samples
were Collected)

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Engineering Surveys and Investigations

Laboratory Testing
Sl.
Type of Samples Sampling Criteria Standard Code
No. Description of Test
Applicable
viii) WMM Samples (1 sample was Gradation Test IS 2386 (Part-1)
from existing Collected) 4-day soaked CBR/ IS 2720 (Part–16)
Pavement Aggregate Impact Value / IS 2386 (Part-4)
(AIV)
Atterberg Limits IS 2720 (Part-5)
ix) Granular Base (2 samples were Gradation Test IS 2386 (Part-1)
Samples from Collected) Atterberg Limits IS 2720 (Part-5)
existing Pavement Aggregate Impact Value IS 2386 (Part-4)
(AIV)
x) Bitumen layer (4 samples were Has been used in RAP Mix design
sample from Collected)
existing Pavement
xi) Mix Design Sample Mix designs for BC and DBM MS-2
each of concrete, Concrete (M 20 to M 40) IS 10262
bituminous, CTSB and
RAP IRC:37-2012,MS-
RAP mix
14 and MS-2
CTSB Mix Design IRC: SP 89-2010

Site Laboratory Establishment

Keeping in view the time constraints, Consultants had set up two field laboratories
equipped with all basic testing apparatus in each of the two KSHIP III project
corridors. These laboratories were managed in-house by the team comprising
adequately experienced Material Engineer and well trained and experienced
laboratory technicians. Site Laboratories were set up at the following locations:
(I) RS NO. 315/1, Sajjaner layout
Plot No. 46, Kasav Nagar (Near new district court), Gadag
(II) Prasant Nilaya
KEB Kuvempu Road, Jai Nagar Extension, Krishnarajpet
Some specialized tests like chemical tests of soil and water, Moisture Susceptibility
Tests of intended bituminous mix using aggregates of identified quarries, organic
content of some select soil samples, Mix design of cement concrete, bituminous
concrete and RAP etc. are being conducted in the Consultants‟ Laboratory at
Faridabad/ Delhi located at the following address:
ICT Testing Laboratory & Research Centre
Plot no-62 Sector-20A, Faridabad-121001
Tel. 0129- 2282842, 2264842 (Ext. 101)
4.8.5 New Materials and Technologies
Scope of new materials and technologies mentioned in ToR includes use of fly ash
in embankment construction, use of plastic wastes and modified bitumen in
bituminous mix, use of Recycled Pavement Materials in base / sub-base of
pavement, Warm Asphalt mix in pavement construction, geotextiles in
embankment construction, paving mat / polymeric geogrid in road pavement and
associated works and any other innovative and cost effective usage of materials /
technologies accredited by IRC. Some of these like using RAP in base layer,
modified bitumen in bituminous base / wearing course, cement treated sub-base,
waste plastic, polymerized coal-tar based sealer coat etc.are already taken into

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consideration while designing the pavement and formulating the pavement material
specification.
During the field investigation, the Consultants attempted to explore the sources of
fly ash within 300 km radius of the project road; one thermal plant has been
identified within 300 km radius. Samples has been collected and tested.
4.8.6 Test Results of Subgrade of Existing Road and Bypass
For investigation of existing subgrade, various Field and Laboratory Tests were
conducted to determine the characteristic and strength of the existing subgrade
soil.
I. Field Tests:
As a part of field investigation DCP, FMC and FDD testing have been carried out.
A large pit of size of around 1m×1m was excavated at the edge of the existing
pavement up to top of the subgrade to conduct the DCP test at the bottom of the
test pit, to assess in situ CBR of subgrade/sub surface strata. The CBR value was
calculated based on different layers encountered below the top of sub-grade level.
The slope change in the graph (Penetration vs. Number of Blows) indicates the
interface of two layers of different penetration resistance. From the graph,
thickness of layer and slope (penetration in mm/blow) were calculated. The
following equation has been used to compute the layer CBR (CBRDCP) value for
each layer:
log10 (CBRDCP) = 2.48 - 1.057 × log10 (mm/Blow)
These layered CBR values have been converted to overall CBR value using
following formula:
  Layer thickness *(CBR DCP )1 / 3 
3

Overall CBR   
  Layer thickness 
FDD and FMC of the in-situ sub-grade soil have also been determined in the
excavated pit using core cutter method.
Table 4.3 presents the summary of the field moisture content (%), field dry density
and DCP CBR.
Table 4.3: Summary of Field Test Results of Existing Subgrade
FMC (%) FDD (%) DCP-Equivalent CBR (%)
Min. 5 Min. 1.5 Min. 10
Max. 11.5 Max. 2.0 Max. 31.0
Avg. 7.2 Avg. 1.8

II. Laboratory Tests on Existing Subgrade Material:

Various Laboratory tests have been conducted on existing subgrade soil samples
as mentioned in Table 4.2. About 40 Kg of soil sample was collected in a bag from
each test pit while conducting DCP test. Proper identification mark and location of
the sample was recorded and sent to the laboratory for testing. As per
requirements mentioned in TOR, the consultants have collected at least three soil
samples of existing subgrade in each 5 Km road segment or three samples for
each soil type encountered whichever is more. The summary of subgrade soil
samples are shown in Table 4.4 which shows the general and broad
characteristics of subgrade Soil.

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Engineering Surveys and Investigations

Table 4.4: Summary of existing Subgrade Soil from DCP

No. of Samples 15
Types of Soil SC,SM-SC,GC
Range of Liquid Limit 26-32
Rage of Plasticity Index 6-12
Range of OMC (%) 6.8-12.4
Range of MDD (gm/cc) 1.87-2.15
Range of Soaked CBR at 97% Compaction 13-30
Range of Unsoaked CBR at 97% Compaction 20-52

The existing subgrade mainly comprises three types of soils (SC, SM-SC, GC)
encountered in different sections along the Project road. Out of these, SC soil type
is prominently found in about 54% of the entire project road length. It is found from
testing that about 90% of subgrade material samples have soaked CBR of 15% or
more.
CBR Swell is also measured for representative samples of clayey and silty soil.
The swell % is found in the range of 0.07-0.09.
Samples collected from small pits dug at interval of every 500 m were tested and
summary of results are shown in Table 4.5.
Table 4.5: Summary of existing Subgrade Soil from Small Pits

No. of Samples 33
Types of Soil SC, SM-SC, GC
Range of Liquid Limit 26-32
Rage of Plasticity Index 6-11
III. Laboratory Tests on Bypass Material:
Various Laboratory tests have been conducted on bypass soil samples as
mentioned in Table 4.2. About 25 Kg of soil sample was collected in a bag from
each test pit. Proper identification mark and location of the sample was recorded
and sent to the laboratory for testing. The summary of soil samples are presented
in Table 4.6 which shows the general and broad characteristics of Soil.
Table 4.6: Summary of existing Subgrade Soil from DCP

Types of Soil SC, CH

Range of Liquid Limit 37-70
Rage of Plasticity Index 15-37
Range of OMC (%) 12-17.6
Range of MDD (gm/cc) 1.68-2.19
Range of FSI (%) 25-35

The existing material mainly comprises two types of soils (SC, CH) encountered
in different sections along the Bypass. Out of this majority of the bypass soils
comprise of SC soil type.

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As it has been seen that the liquid limit and Plasticity Index of Kollegal bypass is
well over the limit as prescribed in MoRT&H 5th revision (Clause 305.2.1.2), it is
suggested to remove the top 500 mm of such material and replaced by suitable
fill material before construction.
IV. Analysis and Comparison of Field and Laboratory Tests
a) Dry Density and Moisture Content
Comparison of FMC Vs OMC, FDD Vs MDD is shown in Table 4.7. Graphical
comparison of OMC vs. FMC and FDD vs. MDD are shown in Figure 4.12 and
Figure 4.13.
Table 4.7: Summary of Test Results of Existing Subgrade Soil

FMC FDD OMC MDD Relative

Road Name
(%) (g/cc) (%) (g/cc) Compaction (%)
Minimum 5.0 1.49 6.8 1.87 76
Kollegal to
Hannur Maximum 11.5 2.04 12.4 2.15 100
(SH 79)
Average 7.2 1.83 8.9 2.04 90

Figure 4.12: Field Moisture Content Vs Optimum Moisture Content

(Kollegal to Hannur SH-79)

Figure 4.13: Field Dry Density Vs Maximum Dry Density

(Kollegal to Hannur SH-79)

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Engineering Surveys and Investigations

From the comparisons shown in above Figures (Figure 4.12 and Figure 4.13) and
Table 4.7 following conclusions can be drawn:
 Field moisture content is slightly less than the optimum moisture content
except at 3-4 locations where FMC is greater than OMC. FMC varies from 5.0
% to 12.5 % and OMC varies from 6.8% to 12.4%. The results indicate that
sub-grade soil in its present state exists in unsaturated condition in majority of
the section.
 It has been observed that FDD is comparatively less than MDD along the
project road. FDD on an average is about 90% of MDD; this shows that
subgrade exists in the state of compaction less than the desired level and
therefore in-situ strength (in terms of CBR) of existing sub-grade will be much
less than that obtained in laboratory at 97% compaction of MDD.
b) California Bearing Ratio (CBR)
The CBR values of Subgrade from DCP Test and Laboratory Test is analyzed and
compared. The comparisons of DCP-CBR and Laboratory CBR are shown in
Table 4.8 and graphical comparisons are presented in Figure 4.14.
Table 4.8: Summary of Subgrade DCP-CBR and Laboratory CBR
DCP-CBR (%) Lab CBR (%)
Minimum 10.0 13.0
Maximum 31.0 30.0

Figure 4.14: DCP CBR Vs Laboratory CBR (Kollegal to Hannur, SH 79)

As per past experience of consultant in-situ CBR values obtained from DCP test is
normally obtained as 1.5 to 2.0 times 4-days soaked CBR values determined from
laboratory tests. For this project road section under consideration, the observation
is deviated somewhat from general experience. DCP-CBR for road section is
obtained as about 0.4-2.3 times Lab CBR determined at 97% of MDD.
It has been observed that at km 73+750, DCP CBR is obtained as very high in
comparison to laboratory CBR along the road section and this may be due to
presence of gravel or hard strata just below the probing cone.
4.8.7 Existing Pavement Materials
I. Composition of Existing Pavement
Pavement Composition is determined from large test pits (3 pits in every 5 km) and
other small pits which are excavated along the project corridor at every 500 m in
staggered manner on either side of the project roads. It has been observed from
the investigation that the existing pavement is flexible and the composition of layer
predominantly consists of bituminous layers laid over granular base/WMM and
granular sub base/river bed material with occasional presence of layers of
boulders/moorum present at few locations.

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The summary of variation of pavement layer thickness for the project road section
is shown in Table 4.9 and the same is presented graphically in Figure 4.15.
Table 4.9: Summary of Pavement Composition
Granular Base/
Bituminous (mm)
Sub base (mm) Remarks
Min Max Avg. Min Max Avg.

Total Road section have either

20 120 55 70 390 210
base layer or sub base layer

Figure 4.15: Existing Pavement Composition – Kollegal to Hannur (SH 79)

II. Existing WMM and GSB material
WMM and GSB materials of existing granular layers were tested for ascertaining
their strength in terms of Aggregate Impact Value (AIV) and other engineering
characteristics and the results so obtained were taken into consideration while
assigning the input parameters like stiffness modulus, poison ratios etc. for
designing the scheme of rehabilitating the existing pavement. The summary of test
results of existing granular base / sub-base materials of the project road section are
presented in Table 4.10.
Table 4.10: Test Result Summary of existing WMM and GSB materials
Liquid Plastic Agg. Impact
Road Name Limit (%) Limit (%) Value (%)
Min Max Min Max Min Max
Granular Sub Base (GSB)
Kollegal –Hannur (SH-79) 20 22 NP 13 13
As Per MoRT&H (as per table
Max. 25 Min. 6 Max. 40
400-2)
Wet Mix Macadam (WMM)
Kollegal –Hannur (SH-79) 23 NP 14
As Per MoRT&H (as per table
- - Max. 30
400-12)

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The above test results of granular base / sub-base layers are further analyzed as
follows:
GSB
The test results presented in Table 4.10 above shows that Atterberg Limit and AIV
are within the specified limit of MoRT&H Specification (5th Revision). However, its
sieve analysis suggests that materials are finer on sieve sizes 0.425 mm and 0.075
mm. This may be due to intrusion of sub-grade soil into the sub-base layer.
WMM
The test results presented in Table 4.10 above shows that Atterberg Limit and AIV
are within the specified limit of MoRT&H Specification (5th Revision). However its
grading test results indicates that the materials are finer on 0.075 mm sieve. This
may be due to presence of more fines in the material during construction or
crushing of aggregate during compaction at the time of construction of the roads.
III. Existing Bituminous Material
Representative samples of bituminous layer samples of existing pavement were
collected from four locations along the project road section. It may be consideredto
use the existing bituminous materials as RAP in combination with fresh aggregates
in base layer of newly constructed / rehabilitated pavement crust. These samples
were mixed with fresh aggregates and bitumen emulsion in suitable proportion to
prepare testing specimens for establishing the Job Mix Formula of RAP mix sented
at the end of the repot.
4.8.8 Investigation of Borrow Soil
A detailed survey and investigations were carried out to locate suitable sources of
borrow soils required for construction of embankment and subgrade. Various
laboratory tests as mentioned in Table 4.2 are conducted on collected soil
samples. The summary of borrow soil test results are shown in Table 4.11.
Table 4.11: Summary of Borrow Soil Test Results

Type of Soils SC, GC

No. of Samples 5
Range of Liquid Limit 29-33
Range of Plasticity Index 9-12
Range of OMC (%) 8.4-12.5
Range of MDD (gm/cc) 1.83-2.04
Soaked CBR at 97% Compaction 14-28

The percentages of type of soils found along the Project roads are shown
graphically below in Figure 4.16.

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Figure 4.16: Type of Borrow Soil

Laboratory CBR tests were carried out on the soil samples collected from identified
borrow areas. The results obtained adequately represent the entire project road.
The borrow area identified along the project road section mainly comprises two
types of soils which are classified as Clayey Sand (SC) (approx. 80%) and Clayey
Gravel (GC) (approx. 20%). Plasticity index varies between 9 and 12 with
maximum dry density varying from 1.83 gm/cc to 2.04 gm/cc. Strength of borrow
soil in terms of 4-days soaked CBR (at 97% compaction) is obtained in the range
from 14% to 28%. Thus, the soil is suitable for construction of subgrade and
embankment.
4.8.9 Survey and Investigation of Quarry Materials and Aggregates
Stone/Aggregate Material
Two Stone quarries were identified along the project road section and samples
were collected and tested.
The summary of Laboratory test results are presented in Table 4.12.

Table 4.12: Summary of Aggregate Test Results

Sl. No. Description
1 Specific gravity 2.65-2.68
2 Water Absorption (%) 0.53-0.62
3 AIV (%) 16-20

Sand
Local enquiry suggests that extraction / mining of natural sand is banned in
Karnataka state. It is therefore suggested to use manufactured sand which can be
obtained by crushing the stone at crusher plant itself, in the pavement construction
as well as concreting of the structures. During field investigation, two sources of
stone dust were identified and representative samples were collected from these
two locations and the same are tested to ascertain their suitability for use in
concrete and other granular layers. The summaries of stone dust test results are
shown in Table 4.13.

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Table 4.13: Stone dust Testing Summary

Sl. No. Description

1 Fineness Modulus 2.52-2.54
2 Zones Not falling in any of the specified zones
3 Specific gravity 2.40-2.46

Pond Ash (SH 79)

Pond ash is proposed to be used as light weight fill material for the
embankments. Pond ash sample has been collected from Mettur Thermal Power
Plant.
The pond ash sample classify to silty sand and its gradation is conforming to the
requirements (as specified in IRC: SP: 58 – 2015) for use in embankment
construction. They exhibit CBR value of 22% and classifies to SM type. Owing to
the good CBR and reasonably low dry density (1.19 gm/cc), the pond ash is
considered as good embankment material. The summary of test results is given
below Table 4.14:
Table 4.14: Pond ash test results
Laboratory
Soil Classification

Atterberg
Compaction
Limit Direct Shear
(Modified) Soaked
as per IS

Lead
Sl. Location / CBR at
(Radial
No. Chainage 100 %
Distance) LL PI OMC MDD MDD Angle of
% % (%) (gm/cc ) C internal
friction
Mettur
Thermal SH 79 Km.
1 Power Station 0+000 LHS 61 NP SM 26.50 1.19 22.3 0.20 28
Mettur 90 Km.
(Dam -6)

Water
A total of 3 water samples representing the entire project road length were
collected and tested. The summary of test results of the water samples are shown
in Table 4.15.
Table 4.15: Water sample test results
Parameters
Source/ Sample

Sulphates
Description

Organic Matter
Chloride (mg/l)

Alkalinity (ml)

Matter (mg/l)

(mg/l)
Acidity (ml)

Suspended
Sl. No.

Inorganic
(mg/l)

PH
S03 S04

1 61+450         
2 73+450      X   
3 83+450         

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From the above test result it is clear that water sample of Chainage 73+450 is not
suitable for concrete work. Remaining water samples are good for construction
work.
4.8.10 Manufactured Materials
With the aim to identify potential sources of cement, steel, bitumen, bitumen
emulsion, waste plastic etc., extensive investigation has been carried out through
local enquiry.
Cement
Ordinary Portland cement of Grade 43 and 53 are available in and around
Bengaluru and Kollegal. Cement shall be conforming to IS: 8112 and / or IS:
12269.
Bitumen
Bitumen can be procured from ONGC oil refinery from Mangalore, Karnataka, with
a lead of about 315 Km from Kollegal and from Chennai Oil refinery with a lead of
about 460 Km from Kollegal. For this project road section, design traffic is
estimated as less than 30 MSA and hence it is suggested to use VG-30 grade
bitumen.
Steel
High strength deformed bars manufactured by various steel manufacturing
companies conforming to IS 1786 are available with local stockists in and around
Kollegal and Hannur. Before incorporation into the work, steel shall be got
approved by the Engineer.
Waste Plastic
Waste palstic creates problem to the environment. The waste plastic is definitely a
great worry for our country as well as the whole world. If the plastic is not utilized
properly, we need to dump it as a waste. There is a generation of more than
10,000 tons of waste plastic in India every day. The waste plastic is recycled in
India in an unorganized way. This un-utilized plastic does not degenerate or bio-
degrades but will remain as it is for lakhs of years. Therefore, the best way of
disposal of waste plastic is its recycling to the maximum extent and waste plastic
has great potential for use in bituminous construction as its addition in small dose
helps in substantially improving Marshall Properties, fatigue life and other
properties. Consultant has identified sources of waste plastic and whichis available
from the following address:
KK Plastic Waste Management Pvt. Ltd,
No. 50, 1st Floor, Opp. Post Office,
Yelachenahalli, Kanakapura Road
Bangalore - 78
Phone- 91 80 2666 1056/ 2666 1513
Mobile- 98450 78600/ 9880045811
E- mail- kkplasticroads@hotmail.com
4.8.11 Mix Design
Bituminous Mix of BC and DBM using following materials
 VG – 30 grade bitumen
 Coarse aggregate and fine aggregate (stone dust) of the source identified as
„Chagavadi Stone Quarry‟
The methodology as suggested in Asphalt Institute Manual Series (MS-2) is
adopted in carrying out the job mix design in laboratory.

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Bituminous Concrete mix properties

40 mm BC has been proposed in pavement design. Therefore, BC grading 2 has
been adopted for mix design. Mix design of BC is summarised and results are
presented in Table 4.16a.
Table 4.16a: BC MIX Design
Specification
Description Result Obtained Remarks
Limit
Proportion of 20 10:35:55 - Grading found
mm,10 mm and within specification
dust limit
Air Void 3.59% 3-5 All results are
VMA 12.66% Minimum 11 % satisfied and within
specification limits
VFB 71% 65%-75%
Flow 3.2 mm 2 – 4 mm
Stability 15.5 KN Minimum 9.0 KN
Stability/ Flow 4.8 2–5
Bitumen Content 5.8 % Minimum 5.4%
Dense Graded Bituminous Macadam (DBM) Mix Proportion
Thickness of DBM proposed is 60 mm. Therefore, DBM Grade 2 is proposed for
mix design. Mix design of DBM is summarised and results are presented in Table
4.16b.
Table 4.16b: DBM MIX Design
Result
Description Specification Limit Remarks
Obtained
Proportion of 20 Grading found
mm,10 mm and 38:22:40 - within
dust specification limit
Air Void 3.36% 3-5
VMA 11.11% Minimum 11.0 %
VFB 69.7 % 65%-75% All results are
found satisfactory
Flow 3.2 mm 2 – 4 mm
and within
Stability 15 KN Minimum 9 KN specification
Stability/Flow 4.7 2-5 limits
Optimum Min. 4.5 (As per
4.7 %
Bitumen Content IRC:111)

RAP Mix Proportions

RAP Mix design has been conducted on laboratory with 30% RAP content and 1%
of Cement and Lime content each. A summary of indirect tensile strength test
result on RAP mix has been given in Table 4.17.

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Table 4.17: Indirect Tensile Strength Test Results

Emulsion Content % by Weight of Total Mix 3.0 3.5 4.0
Moisture Content in Blend (%) 0.1 0.1 0.1
Additional Water Content (%) 4.9 4.4 3.9
Fluid Content (%) 8 8 8
Dry ITS @ 25° C, kpa 221 241 208
Wet ITS @ 25° C, kpa 160 167 142
Requirement as per IRC:37 Dry ITS greater than 225 KPA
Requirement as per IRC:37 Wet ITS greater than 100 KPA
It can be seen that 3.5% emulsion content is needed to achieve Codal provisions of
strength criteria.
Concrete Mix using following materials
 Coarse aggregate and fine aggregate (stone dust) of the source identified as
„Chagavadi Stone Quarry‟ located at km 83+350
 OPC-53 grade Cement
A summary of test result of M 25 and M 40 grades of concrete are presented in
Table 4.18.
Table 4.18: Concrete Mix Design
Aggregate

Compressive Strength
Cement Content (Kg)

Water Content(kg)
Concrete Grade

Admixture (kg)

Admixture (%)

Avg. 28 Days
Slump (mm)
W/C Ratio

(N/mm2)
Source

40 mm

20 mm

10 mm

M-25 0.42 375 156 - 562 562 708 1.88 0.5 40 32.8

SH-79 400
M-40
0.36 (OPC 144 231 556 370 712 5.6 1.4 20 48.7
(PQC)
53 G)

Design of Cement Treated Sub base (CTSB)

CTSB may be used by consultant in pavement design with RAP layer and thus
design and testing of CTSB layer was carried out. Following materials were used
for preparation of CTSB material
 Coarse aggregate and fine aggregate (stone dust)
 OPC-43 grade Cement
The dosage of cement considered is 2% by weight. The test result shows that the
7 days UCS of CTSB is 1.75 MPa which lies between the specified values of 1.5-
7.0 MPa as per IRC 37-2012.
14 days normal curing UCS and 14 days soaked UCS was also determined as
per IRC 89-2010. The values are 2.3 MPa and 2.86 MPa respectively. The
percentage of 14 days soaked condition to normal curing is 124%. As per IRC 89-

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Engineering Surveys and Investigations

2010, this percentage should be minimum 80%. The higher value of UCS in case
of soaked condition may be due to increase in strength of cement treated
material due to ponding and constant curing of samples.
4.9 ROAD INVENTORY SURVEYS
To know the existing road characteristics in terms of its geometry, data on
roadside land use, right of way, width of carriageway, junctions, road safety
features, submergence and utilities were collected along the road. The road
inventory survey has been carried out for the entire project alignment. From the
road inventory data the following is inferred:
 The Project road traverses through plain terrain.
 The existing road is predominantly (Approx. 85% of Project length)
Intermediate lane carriageway of 5.5m width and about 15% of project length
is 2-lane carriageway of varying width from 7m to 9.5m
 The earthen shoulder width varies from 0.5m to 1.5m through the alignment.
 Road side land use is predominantly agricultural land and intermittently
Residential/Commercial activities have been observed within the village limits
adjoining the existing road.
 The existing alignment has sharp horizontal curves at many locations not
conforming to desired geometric design standards.
 There are 5 Major Junctions and 36 Minor Junctions along the existing road
alignment.
 Utilities like OFC cable and Power supply lines are along as well as cross at
some locations.
4.10 BRIDGE INVENTORY
4.10.1 General
In this stretch, there are 1 Causeway and 5 nos. of existing minor bridges. Details
of existing Bridges / Structures are given below in Table 4.19.
Table 4.19: Existing Bridges on the Project Stretch

Length of Road No. of existing

Sl. No. Existing Road Section
(km.) bridges/Structures
1. 61.450 to 85.815 24.365 5

Field Surveys
The following field surveys were carried out in accordance with the provisions of
IRC: SP-35-1990:-
 Inventory of existing bridges.
 Visual condition survey of existing bridges.
Inventory
The Inventory of all bridges/structures having lengths of more than 6m were
carried out. Details of existing structures are as follows:-
 Major bridges (length > 60m) Nil
 Minor bridges (length > 6m and < 60m) 5 nos.
 Vented Causeways 1 nos.

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At present there are no existing flyovers, ROBs and Underpasses on the project
stretch.
4.10.2 Details of Existing Structures
The existing bridges and structures are having RCC solid slab and stone slab
type superstructure supported on RCC/Stone Masonry wall type piers and
abutments resting on open foundations. Salient features of existing minor
bridges/structures on this stretch are given in Table 4.20.
Table 4.20: Details of Existing Bridges / Structures
Span Total
Arrangem Length Carriage Total
Name / Type of Type of Type of
Sl. ent Exp. (F/F of way Deck Condition of
Location Superstru Substruc Foundati
No. Joint to Dirt Width Width Structure
(Km.) cture ture on
Exp. Joint Wall) (m) (m)
(m) (m)
(A) Major Bridges
NIL
(B) Minor Bridges
1 Vented 6 nos.3m 20.5 Vented 7.30 8.20 Narrow and
Causeway at dia @3.5m Causeway submersible
Ch. 69+900 C/C
(Design Ch.
69+900)
2 Minor Bridge 1 x 4.9 + 1 15.12 RCC Solid RCC wall Open 7.50 8.20 Narrow with
at x 5.3 + 1 x Slab type inadequate
Ch. 71+190 4.9 waterway
(Design Ch.
71+170)
3 Minor Bridge 3 x 2.5 7.52 Stone Slab Stone Open 7.30 8.20 Old and
at Masonry Narrow
Ch. 74+120 wall type
(Design Ch.
74.072)
4 Minor Bridge 4x3 12.02 Stone/RCC Stone Open 7.30 8.20 Old and
at Slab Masonry Narrow
Ch. 74+410 wall type
(Design Ch.
74.360)
5 Minor Bridge 2 x 9.4 18.82 RCC Solid RCC wall Open 11.00 11.90 Satisfactory
at Slab type
Ch. 84+300
(Design Ch.
84+230)
6 Minor Bridge 3 x 8.7 26.120 RCC Solid Stone Open 7.20 8.20 Narrow and
at Slab masonry Satisfactory
Ch. 85+380 wall type
o
(skew 15 )
(Design Ch.
85+310)

Type of Existing Bridges

The existing bridges are classified according to their type of superstructure,
substructure and foundation as under: -

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Engineering Surveys and Investigations

(i) Superstructure
Type of Superstructure No. of Bridges
RCC solid slab 3
Stone Slab 2
Total 5

(ii) Substructure
Type of Substructure No. of Bridges
RCC wall type piers & abutments 2
Stone masonry wall type piers & abutments 3
Total 5
(iii) Foundation
Type of Foundation No. of Bridges
Open foundation 5
Causeways 1
Total 6

Deck Configuration of Existing Bridges

The deck configuration of existing bridges is as follows:
a) Carriageway Width
The existing bridges have carriageway width varying from 7.2m to 11.00m.
b) Overall Deck Width
Overall deck width of existing bridges varies from 8.2m to 11.9m.
4.10.3 Condition Survey of Existing Bridges
The visual condition survey of all existing bridges was carried out as per provision
of IRC: SP-35.
The information obtained from the condition survey and inspection has been used
to identify the bridges which can be retained after carrying out minor repairs and
rehabilitation or which are to be replaced due to deficient carriageway width,
inadequate waterway/being submersible, poor structural condition, hydrological
deficiency or poor road geometrics.
The road is passing mainly through plain and rolling terrain having agricultural
and industrial places, across rivers, nallahs and canals. Most of the bridges are
old and are having RCC/Solid Slab, Stone Slab and RCC beam and slab type
Superstructure supported on RCC/stone masonry wall type substructure resting
on open foundations. Generally, following types of distresses have been
observed in the existing bridges:-
 Erosion of banks was observed in some of the bridges
 Vegetation growth was observed in the bed of channels, around
abutments/return walls and wing walls.

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 In some of the bridges, bed protection under the bridges and slope pitching
around abutments and embankments on approaches either not provided or
damaged.
 RCC / Steel Railings / parapets in some of the bridges were found to be either
broken or damaged.
 In most of the bridges, the drainage spouts were found to be either damaged
non-functioning, clogged or missing.
 Disintegration and cracking of wearing coat was observed at number of
places.
 Expansion joints were found to be filled with debris and covered with
bituminous overlays.
 In one bridge, cracks at the interface of abutment and return wall were
observed.
 Cracks were observed in abutment caps piers/ pier caps and abutments of
some of the bridges.
 Cracks were observed at the end of slabs in some of the bridges.
 Spalling of concrete at side and bottom of slabs was observed in some
bridges. Exposed/Corroded reinforcement was also noticed at soffit of
superstructure in some bridges.
 In some bridges, scour was observed at pier locations.
 In some bridges, inadequacy of waterway was observed.
 In some bridges, stone slabs superstructure were found to be cracked.
Bridge-wise deficiencies observed in the existing bridges are broadly given in
Table 4.21.
Table 4.21: Deficiencies in Existing Bridges
Hydraulically Inadequate
Carriageway width less

due to Submergence or
Existing Chainage (km)

Design Chainage (km)

structure inadequacy
inadequate waterway

Repair/Rehabilitation

Poor Condition or
than 7.5m

Remarks
required
S. No.

Existing structure is
Vented
1 69+900 69+875 * - - a vented causeway
Causeway
(Replace)
2 71+190 71+170 No * - - Replace
Old stone slab
3 74+120 74+072 Yes - - *
structure (Replace)
Old stone slab
4 74+410 74+360 Yes - - *
structure (Replace)
5 84+300 84+230 No - Yes - Widen
6 85+380 85+310 Yes - Yes - Widen with repair

4 - 41
Engineering Surveys and Investigations

Indicate deficiencies in existing bridges

Hydrology of Bridges on project road has been carried out by a special team of
Hydrology experts and their recommendations are given in Table 4.22.
Table 4.22: Hydraulic Particulars of Bridge

Span
Exiting Design Velocity Waterway
Design H.F.L. arrangement
S. No. Chainage Discharge of flow required
Chainage (m) provided
(km) cumecs (m/sec) (m)
(m)

69+900 3x16.2
1. 69+900 224.37 653.07 3.02 38
(12 Skew) (Along Skew)

71+170 2 x 10.80
2. 71+190 o Canal Bridge
(36 Skew) (Along Skew)

3. 74+120 74+072 19.05 667.96 1.74 8 1 x 8.8

74+360 2 x 8.485
4. 74+410 o 32.87 668.97 2.71 10
(45 Skew) (Along Skew)

5. 84+300 84+230 76.04 641.68 2.92 17.2 2 x 9.4

85+310 3 x 8.7
6. 85+380 o 386.1 639.86 4.65 23.1
(14 skew) (Along Skew)

4.10.4 Summary of Existing Bridges / Structures to be Retained / Replaced or

Abandoned
Based on the present condition of existing bridges as assessed, from
inventorization and visual inspection, the feasibility of their retention after carrying
out repair or complete replacement due to proposed realignment of road or
hydraulic/structural inadequacies were studied in detail. Out of 6 nos. existing
bridges/structures 2 nos. bridges are proposed to be retained after repair and
rehabilitation measures and widening. At one location an additional 2-lane bridge
on RHS is proposed and existing bridge is widen for LHS carriageway. Out of the
remaining 4 locations there is Vented Causeways at one location where high
level bridge is proposed. At 2 locations the existing bridges has stone slab type
superstructure which are very old. These bridges are also proposed to be
replaced with new bridges. At remaining one location the existing bridge is old
and hence proposed to be replaced with a new 2-lane bridge.
Details of Existing Bridges to be retained / replaced or abandoned
The details of the existing bridges proposed to be retained / replaced /
abandoned are given in Table 4.23.
Table 4.23: Details of existing bridges to be retained / replaced / abandoned
S.
Particulars
No.
1. No. of existing bridges/structures proposed to be retained 2 nos.
2. No. of existing bridges/structures to be replaced 4 nos.
Total 6 nos.

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Details of Existing Structures proposed to be retained after repair and

rehabilitation
Details of existing bridges proposed to be retained after repairs are given in
Table 4.24.
Table 4.24: Details of Major / Minor Bridges
proposed to be retained after repairs
Existing
Existing Design Span Total Proposed Repair /
S. deck
Chainage Chainage arrangement length Deck Rehabilitation
No. width
(km) (km) (m) (m) width (m) required
(m)
Minor bridge
1. at ch. 84+230 2 x 9.4 18.82 11.90 16.00 Yes
84+300
Minor bridge
2. at ch. 85+310 3 x 8.7 26.12 8.20 10.50 Yes
85+380



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5. Design Standards
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5. DESIGN STANDARDS

5.1 GENERAL CONSIDERATIONS

Design standards for this project conform with “Manual for Specification and
Standards” for two laning of Highways with Paved Shoulder (IRC:SP:73-2015),
“Manual for safety in Road Design” by Government of India, Ministry of Road
Transport & Highways (Road Wing –September 1998), Manual of specification &
standards for four laning (IRC:SP:84-2014), Road Safety Audit Manual
(IRC:SP:88-2010) and various relevant standards published by Indian Roads
Congress. All notations, abbreviations and symbols used in the reports,
documents and drawings are as per IRC:71-1997.
a) This section lays down the standards for Geometric Design and general
features for upgrading the existing roads to two-lane with paved shoulders.
b) Stretches passing through built up areas of length more than 200m shall
normally be provided 4-Lane Divided carriageway with / without service
road.
c) The Geometric Design of the Project Highway shall conform to the
standards set out in this Chapter as a minimum.
d) Existing Horizontal Curves, which are found deficient in radius, layout,
transition lengths or super-elevation shall be corrected to the specified
standards. Similarly deficiencies in the vertical alignment shall also be
addressed. Safety Audit (as per IRC code checklist) shall be done at each
stage of project preparation.
Table 5.1: Design Standards

Sl.
Design Specification Unit Proposed Design Standards
No.

Design Speed Plain / Rolling Hilly

1. Ruling Km/hr 100 60

Minimum 80 40

COI (min) Plain / Rolling Hilly

a) Rural (open country with 26 24
2. isolated built up areas) m
b) Urban (built-up) 16m/20m 16m/20m
c) New Bypasses 26 -

3. Lane Width m 3.5

Kerb Shyness (for 4-lane in

4. m 0.25
Built up area

Raised Median (for 4-lane in

5. Built up area) – New Jersey m 0.610
type

6. Footpath (In Built up area) m 2.195 – 2.5

5-1
Design Standards

Sl.
Design Specification Unit Proposed Design Standards
No.
Type Paved Un-paved
Rural (Emb.
1.5 1.0
Ht<3m)
Rural (Emb.
1.5 2.0
Ht>=3m)
Built-up-2
2.0 --
Lane
Shoulder Width - Plain
7. m
Rolling Terrain Built-up-4
0 0
Lane
Approaches
to grade
2.0 --
separated
structures
Approaches
1.5 2.0
to bridges
Type Paved Un-paved
Hill side
1.5 --
(Rural)
Valley side
1.5 1.0
(Rural)
Shoulder Width -
8. m
Mountainous / Steep Terrain Hill side
0.25+ 1.5
(Built-up / --
(raised)
structures)
Valley side
0.25+ 1.5
(Built-up / --
(raised)
structures)
9. Camber % Flexible Rigid
Carriageway 2.5 2.0
Paved Shoulders 2.5 2.0
Earthen Shoulders 3.0 2.5

Gradients Ruling Limiting

10. a) Plain and Rolling % 2.5 3.3
b) Mountainous 5.0 6.0
Super elevation
R  Desirable minimum
11. % 7.0
R  Desirable 5.0
minimum/urban
Shoulder Slope on Super
12. % -0.5% reverse on outer edge
Elevation

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Sl.
Design Specification Unit Proposed Design Standards
No.

Minimum Horizontal Curve Mountainous &

Plain & Rolling
Radius Steep
13. m
Desirable minimum 400 150
Absolute minimum 250 75
Sight Distance 100 km /hr 80km / hr
Stopping Sight Distance 180 120
14. m
Intermediate Sight Distance 360 240
Overtaking Sight Distance 640 470
Absolute Minimum Vertical 100 km /hr 80km / hr
Curve Length (ISD)
15. 135A* 60.0A*
Summit
Sag 41.5A* 25.3A*

16. Widening at curve locations m

75-100 m 0.9
101-300 m 0.6
*
Note: A in the above table is the algebraic difference in grades expressed as percentage.

5.2 HORIZONTAL ALIGNMENT

The essential elements of the horizontal alignment are as under:
a) Radius of the horizontal curve
b) Super elevation
c) Transition length
d) Sight distance
The basic considerations for the horizontal alignment shall be as under:
1) The curves shall be designed to have the largest possible radius and in no
case less than the ruling value corresponding to the design speed.
2) Sharp curves shall not be introduced at the end of the long tangent.
3. Broken back curves shall be avoided as far as possible.
3) Long curves with Suitable Transitions shall generally be provided.
4) Reverse curves shall be avoided as far as possible.
5) Horizontal alignment shall be coordinated well with the vertical alignment.
5.3 TRANSITION CURVES
The minimum length of transition curve shall be determined from the following
two considerations and the larger of the two values shall be adopted for design:
i) Rate of change of centrifugal acceleration – should not case discomfort to
drivers. From this consideration the length of transition curve is given by.
Ls =0.0215 V3 /CR
Where:
Ls = Length of transition curve in meters

5-3
Design Standards

V = Speed in km/hr
R = Radius of circular curve in meters
C=80/ (75+V) (Subject to a maximum of 0.80 and minimum of 0.50)
ii) The rate of change of super elevation should such as not to case discomfort
to travelers. Further, rate of change of super elevation should not be steeper
than 1 in 150 for roads in Plain/Rolling Terrain, and 1 in 60 in Mountainous
/Steep Terrain.
The minimum length of Transition Curve based on this consideration is given
by the equation:
Ls=2.7 V2 /R.
The minimum values of Transition lengths for different Speeds and Curve
Radii are given in Table 5.2.
Table 5.2: Minimum Values of Transitions

5.4 VERTICAL ALIGNMENT

a) The vertical alignment shall be designed so as to provide a smooth
longitudinal profile.
b) Gradients corresponding to the ruling gradients shall be followed in the
vertical alignment design.
c) Long Vertical Curves shall be provided at all grade changes.
d) For Design of Vertical Curves, Plates no.3, 4, 5 & 6 of IRC:73-1980 shall be
followed.

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5.5 AT-GRADE INTERSECTIONS

a) The At Grade Intersections shall be provided at crossing locations, where
the traffic on the cross roads are low to moderate.
b) The type of intersections to be provided shall be as under:
 Three Leg Intersection
 Four Leg Intersection
 Multi Leg Intersection
c) Design Standards shall be as per IRC:SP:73-2015.
d) The Design of different elements of intersection shall be done as per
IRC:SP:41:1994 and as per MoRT&H-Type Designs for Intersections on
National Highways, 1992.
e) Traffic Control Devices (such as Road Markings, Signs, Reflectors, etc.)
shall be provided as per the provisions of IRC:SP:41-1994, IRC:35-2015
and also IRC:67-2012.
5.6 ROAD EMBANKMENT
a) Where the top of existing sub grade is 0.5 m above the HFL, the existing
height of the embankment shall be retained.
b) For the new two lane road, the bottom of sub grade shall be 1.0 m above
the high flood level (HFL)/ Ponded water level to ensure proper drainage.
c) High embankments (height 6 m or more) in all soils shall be designed from
stability considerations and for design of high embankments IRC:75-1979
shall be referred.
d) On High embankments, the protection measures shall consist of the
following:
 Vegetative Cover
 Kerb Channels
 Chute
 Stone Pitching/Cement Concrete Block Pitching
 In case of cut section slope stability measures such as Pitching, breast
walls, etc. shall be provided.
e) The Side Slopes of the cuttings shall be provided as per the nature of soil
encountered.
f) The Embankment side slopes should not be steeper than 2:1 unless soil is
retained by suitable soil retaining structures.
5.7 ROAD SAFETY DEVICES
The Road Safety Devices shall consist of the following:
a) Road Markings
b) Traffic Signs
c) Roadside Safety Barriers including Pedestrian Railings.

5-5
Design Standards

5.7.1 Road Markings

a) Road Markings shall comprise of carriageway markings such as longitudinal
markings and object markings such as raised pavement markers (Cat’s
Eyes or Road Studs).
b) All markings shall conform to IRC:35-2015.
5.7.2 Road Signs
1. Three types of Road signs shall generally be provided (such as Mandatory /
Regulatory, Cautionary / Warnings, and informatory signs.
2. Locations of Signs shall conform to IRC:67-2012 and Section 800 of
MoRT&H Specifications.
5.7.3 Roadside Safety Barriers
The following types of Road Safety Barriers shall be provided on the Project
Road Sections:
a) Semi-rigid type / rigid type / flexible type safety barriers shall be provided on
the high Embankment Section (where the height of embankment is more
than 3.0 m).
b) Rigid Type such as Concrete Crash Barriers shall be provided on the
bridges, isolated structures and its approaches.
5.7.4 Road Drainage
The general design guidelines for the Road Drainage shall be as under:
a) The Design of Drains shall be carried out in accordance with IRC:SP:42-
2014 and IRC:SP:50-2013
b) For Surface Drainage, the estimation of Design Discharge and the design of
Drain Sections shall be as per the procedure given in IRC:SP:42-2014.
c) As far as possible the longitudinal slope of the drain shall not be less than
0.2% for lined drains and 0.3% for unlined drains.
d) The side slope of unlined drain shall be Inner-2.0(H):1(V), Outer-
1.5(H):1(V).
e) RCC drain cum footpath shall be provided in built-up section.
f) The Drainage of High Embankment shall be provided with the provision of
Kerb channel and CC lined chutes.
g) The chute drains shall be of Plain Cement Concrete.
h) Necessary Sub-Surface Drains shall be provided as required.
5.8 DESIGN STANDARDS FOR BRIDGES
For planning and design of the new bridges, following codes of practices and
specifications will be followed:-
Standards and Codes of Practice
Design of all components of structures shall be carried out in accordance with the
provisions of the following Standards / Codes of Practices:
a) Foundations
 IRC:5-2015: Standard Specifications and Code of Practice for Road
Bridges, Section I – General Features of Design

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 IRC:6-2014: Standard Specifications and Code of Practice for Road

Bridges, Section II – Loads and Stresses
 IRC:112-2011: Code of Practice for Concrete Road Bridges
 IRC:78-2014: Standard Specifications and Code of Practice for Road
Bridges, Section VII – Foundations and Substructure
 IS: 2911 (Part-I/ Sec-2) -2010: Design and Construction of Pile
Foundation – Code of Practice (Board cast in Situ concrete Piles)
b) Substructure
 IRC:5-2015: Standard Specifications and Code of Practice for Road
Bridges, Section I – General Features of Design
 IRC:6-2014: Standard Specifications and Code of Practice for Road
Bridges, Section II – Loads and Stresses
 IRC:40-2002: Standard Specifications and Code of Practice for Road
Bridges, Section IV – Brick, Stone and Block Masonry
 IRC:78-2014: Standard Specifications and Code of Practice for Road
Bridges, Section VII – Foundations and Substructure
 IRC:112-2011: Code of Practice for Concrete Road Bridges
c) Superstructure
 IRC:6-2014: Standard Specifications and Code of Practice for Road
Bridges, Section II – Loads and Stresses
 IRC:22-2008: Standard Specifications and Code of Practice for Road
Bridges, Section VI – Composite Construction (Limit States Design)
 IRC:24-2010: Standard Specifications and Code of Practice for Road
Bridges, Steel Road Bridges (Limit State Method)
 IRC:112-2011: Code of Practice for Concrete Road Bridges
 IRC:SP:64-2005: Guidelines for the Analysis and Design of Cast-in-
Place Voided Slab Superstructure
 IRC:SP:73-2015: Manual of Standards & Specifications for Two lane
of Highways with Paved Shoulder
 IRC:SP:84-2014: Manual for Specifications & Standards for Four
Laning of Highways Through Public Private Partnership
 IRC:83-Part-II–2015: Standard Specifications and Code of Practice for
Road Bridges, Section IX – Bearings, Part II: Elastomeric Bearings
 IRC:83-Part-III –2015: Standard Specifications and Code of Practice
for Road Bridges, Section IX – Bearings, Part III: POT, POT-
CUMPTFE, PIN and Metallic Guide Bearings
d) Expansion Joints
 IRC:SP:69-2011: Guidelines & Specifications for Expansion Joints
 MOST Interim Specification contained in letter no. RW/NH-
34059/1/96-S&R, dated 31.03.1997 and 17.07.1997.
e) Protection Works
 IRC: 89-1997: Guidelines for Design and Construction of River
Training & Control Works for Road Bridges

5-7
Design Standards

Carriageway Width / Deck Width

The carriageway width and overall deck width has been kept on the basis of
provisions of IRC:SP:73-2015.
Design Loading
Each new bridge are designed for combination of live load specified in Table 2
under Clause 204.3 of IRC:6-2014 depending upon carriageway width.
Seismic Analysis
As per the seismic map given in IRC: 6-2014, the project road passes through
Seismic Zone–II. The bridges are designed for seismic force as per provisions of
IRC: 6-2014.
Soil Parameters
Soil parameters proposed to be taken for the backfill material behind abutments
are:
 = 300,  = 200, d =20 kN/m3, sub = 10 kN/m3
For the design of foundations for the bridges, soil characteristics will be reviewed
on a case to case basis, following the results obtained from actual borings to be
carried out at each bridge site.
Design Mixes
Grade of concrete for various components of the bridges are adopted as follows:-
PSC Superstructure - M40, M45
RCC Superstructure - M30, M35
Substructure - M30, M35
Pile Foundations - M35
Open Foundations - M30, M35
RCC Crash Barriers - M40
Type of Structures
a) Foundations
Depending upon hydrology of the channel, and type of founding strata
available, open, pile or well foundations have been proposed.
b) Substructure
Abutments : Wall type.
Piers : Wall type or circular column type depending upon
the site requirement.
c) Superstructure
Appropriate type of superstructure shall be proposed for each location,
bearing in mind the type and appearance of the existing structures. In
general, proposal shall be as follows:
Spans upto 10m length : Reinforced concrete solid slab.
Spans ranging from 10m to 25m : RCC beam & slab

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Spans ranging from 25m to 30m : PSC voided slab / PSC girder with RCC slab
/ Composite type i.e. steel plate girder and
RC slab
Spans ranging from 30 to 45m : PSC beam and slab / Composite type
Span ranging from 30m to 60m : PSC Box cast in situ / segmental type, steel
superstructure
Spans above 60m : PSC box cantilever construction, steel
superstructure
Where considered appropriate, continuous span superstructures will be
proposed.
d) Bearings
Bearings shall be designed depending upon the loads, forces and type of
superstructure. POT-PTFE, Elastomeric or Tar paper bearings shall be
proposed.
e) Crash Barriers
Crash barriers shall be provided over all the bridges in accordance with
IRC: 6:2014.
f) Expansion Joints
Elastomeric expansion joints or filler type will be proposed depending
upon the anticipated expansion / contraction and shall be provided as per
provisions of IRC: SP-69-2011.
g) Wearing Coat
Asphaltic concrete wearing coat, 65 mm thick as per MORT&H standards,
will be provided.
h) Approach Slab
Reinforced concrete approach slabs, 3.5m long and 300mm thick, in M30
grade concrete at either end of the bridge, shall be proposed, with one
end supported on the reinforced concrete bracket projecting out from the
dirt wall and the other end resting over the soil, in accordance with the
guidelines issued by MoRT&H. A leveling course, 10 cm thick, in M 15
grade concrete will be provided under the approach slab.
i) Drainage Spouts
Drainage spouts shall be proposed in accordance with MoRT&H standard
plans.
j) Protection Works
Details of protection works provided for the existing bridges shall be
studied and new proposals framed as per provision of IRC:89-1997 taking
into account the behavior of the existing protection works.
HYSD Reinforcement
TMT Deformed bars Grade designation Fe-500, conforming to IS:1786 shall be
used.

5-9
Design Standards

Pre-stressing Steel
Cables: 19 T 13 cables consisting of uncoated, stress relieved, low relaxation
strands, conforming to IS: 14268, will be provided. It shall avoid grouping of
cables and also reduce the number of cables.
Pre-stressing Stages: The number of stages of pre-stressing shall be kept to the
minimum, preferably not more than 2.
Clearances
(a) Flyovers/overpass - 5.5m
(b) For ROB:
 Vertical clearance over rails - 6.525m or as per latest Railway Circular
(c) For Underpasses:

Sl.
Type of Underpass Horizontal Vertical
No.
3.0m and
Pedestrians and
(a) 7m/ 5m 4.5m (for certain category of
cattle
animals)
(b) Light Vehicular 10.5m 3.5m
Commercial
(c) 12m 5.5m
Vehicles



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6. Traffic Survey and Analysis
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6. TRAFFIC SURVEY AND ANALYSIS

6.1 INTRODUCTION
The chapter describes the estimation of traffic for the project road in a concise
form, while the details are provided in a separately prepared full report on traffic
surveys and analysis. The ToR requires the Consultant to make use of the
available data in the Traffic Study Report prepared by iDeCK during pre-feasibility
studies, for further analysis and design, after undertaking the due review and
validation. The outcomes of this chapter include the following:
 Review and validation of traffic surveys carried out by iDeCK;
 Estimation of baseline traffic;
 Computation of traffic growth rates and traffic forecasting;
 Capacity and Level of Service (LoS) analysis;
 Tolling strategy, estimation of tollable traffic and toll lane requirements; and
 Junction improvement proposals.
6.2 TRAFFIC SURVEYS
The traffic surveys started in the month of August 2015. The traffic survey
locations were finalized as per the observed movement pattern in the project area
on the basis of field visits and in consultation with KSHIP officials. As detailed
traffic survey was carried out during the pre-feasibility Study, the scope of the
present contract included surveys only for validation.
The required validation surveys were taken up, in consultation with the Client,
during the month of August-September, 2015. A complete analysis of the data
collected and the data obtained from pre-feasibility study was undertaken, and
future projections of traffic for next 30 years was done following established traffic
forecast technique and are presented in this report.
To capture traffic flow characteristics and travel pattern of users passing through
the project road and other characteristics related to miscellaneous requirements
as per the ToR, the following primary traffic surveys were planned and
conducted.
 Manual Classified Traffic Volume Count (MCC)
 Junction Volume or Intersection Turning Movement Count (TMC)
 Speed and Delay Survey
 Pedestrian Movement Count
 Axle Load Survey
The finalised survey locations where surveys were conducted in both iDeCK
study and ICT study are schematically shown in a line diagram of the project road
given in Figure 6.1 showing the type of surveys and the number of locations.
A schedule of the surveys was prepared so as to cover all types of surveys (some
of them simultaneously) for collecting data. The traffic survey schedule is
presented in Table 6.1.

6-1
Traffic Survey and Analysis

Table 6.1: Schedule of Traffic Surveys SH-79

Sl.
Type of Survey Location/Reference Date
No
Km 72+100 near Doddinavadi
8/8/2015 to
(with Occupancy Survey)-
Manual Classified 14/8/2015
ICT‟2015
1 Traffic Volume
Count (7 Days) Km. 72+100 (104+000 in iDeCK
21/1/2014 to
study) near Doddinavadi-
27/1/2014
iDeCK‟2014
Km 65+500 (99+000 in iDeCK
Turning Movement
2 study) Y-arm junction of SH-38 & 27/1/2014
Count-iDeCK‟2014
SH-79
Origin-Destination Km 72+100 (104+000 in iDeCK 24/1/2014 to
3
Survey-iDeCK‟2014 study) near Doddinavadi 26/1/2014
Axle Load Survey-
4 Km 72+100 near Doddinavadi 12/8/2015
ICT‟2015
Number Plate Km 72+100 (104+000 in iDeCK 25/1/2014 to
5
Survey-iDeCK‟2014 study) near Doddinavadi 26/1/2014
Km 65+500 near Court Complex
10/8/2015
Kollegal
Pedestrian Count
6 Km 85+200 near Hannur Bus
Survey-ICT‟2015 11/8/2015
Terminal
Km 102+200 near Cowdhalli 11/8/2015
Speed & Delay
7 Full Stretch Completed
Survey
6.3 SECONDARY DATA
Traffic Data
The mode-wise traffic volume data for the year 2015, for different sections of SH-
79, from Sreerangapatana to Palaar near TN Border, were collected from State
PWD. The data collected from PWD was utilized for traffic analysis in the section
Cowdhalli to TN Border.
Socio-Economic Data
Secondary data on socio-economic development of the areas along the project
road stretches are required for assessment of the economic vibrancy of the
region for identifying the future prospects of growth in traffic due to the
development in the area. Thus, data from various sources were collected to find
the trend in growth of traffic and various socio-economic parameters like
population, NSDP, GSDP and PCI etc. The District Statistical Handbooks were
obtained from Directorate of Economics and Statistics, Govt. of Karnataka and
Economic Survey of Karnataka. These provided the information on the above
mentioned socio-economic parameters which were used to estimate the traffic
growth rates on the project road.
Road Accident Data
Consultants have collected road accident data from local Police Stations, and for

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this purpose several police stations were approached, under the jurisdiction of
which the total project road stretch falls. The data collected consist of year-wise
record of fatal accidents and non-fatal accidents occurred under the jurisdictions
of different police stations. Police records of the accidents do not have the exact
location of the accidents, except some reference to some major landmark
location.

Figure 6.1: Details of Traffic Survey Locations

6-3
Traffic Survey and Analysis

6.4 ANALYSIS OF TRAFFIC SURVEYS

6.4.1 Traffic Volume Count
Traffic volume count was carried out for seven days continuously at one location
along Kollegal - Tamil Nadu Border section of SH-79 in the month of August 2015
by ICT and at the same location by iDeCK in the year 2014. The count was
conducted in both directions for successive 15 minutes periods, 24 hours a day.
For carrying out the counts, the vehicles were grouped as per IRC: 64-1990.
The various vehicle types having different sizes and characteristics were
converted into a standard unit called Passenger Car Unit (PCU). Passenger car
equivalents for various vehicles are adopted based on recommendations of
Indian Road Congress prescribed in “Guidelines for Capacity of Roads in Rural
Areas”, IRC: 64-1990.
Average Daily Traffic (ADT)
The average daily traffic was computed for the survey locations where the mid-
block volume count survey was done. Daily traffic volumes were averaged to find
the Average Daily Traffic (ADT). Further, the ADT was also converted to PCUs
using the conversion factors (passenger car units). Location wise and mode wise
ADT values are given in Table 6.2.

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Table 6.2: Average Daily Traffic (ADT)

Tractor with Trailor

Location/Type of

Cycle Rickshaw
LGV-4 wheeler
LGV-3 wheeler

Toll Exempted
Truck (2-Axle)

Truck (3-Axle)

Animal Drawn

Total Traffic
LGV-4 Tyre

LGV-6 Tyre

Hand Cart
3-wheeler

2-wheeler

Mini Bus

vehicles
Vehicle

Tractor
Goods

Cycle
MAV
Taxi

Bus
Car
Veh. 1111 321 309 2671 61 601 187 - 343 13 143 52 17 7 38 134 0 1 1 11 6020
ICT - Km. 72+100 near
2015 Doddinavadi
PCUs 1111 321 309 1336 92 1803 281 - 515 39 429 156 77 11 171 67 0 3 6 11 6736

Km. 72+100 Veh. 1128 234 2021 125 442 97 169 71 15 19 70 119 0 1 23 - 4533
iDeCK (104+000 in
-2014 iDeCK study)
near Doddinavadi PCUs 1128 234 1011 188 1326 146 507 213 68 29 315 60 0 3 138 - 5364

6-5
Traffic Survey and Analysis

During the traffic volume count conducted in 2015 by ICT, the traffic volume at
location km 72+100 was observed to be in the order of 6,736 PCUs (6,020
vehicles). The data collected by iDeCK at the same location in the year 2014
shows traffic volume of the order 5,364 PCUs (4,533 vehicles).
Composition of Traffic
The composition of traffic was worked out from the traffic volume count data. The
share of passenger traffic is observed to be 84 % in ICT study and 87% in iDeCK
study, whereas goods traffic is 16 % and 13 % in ICT and iDeCK study
respectively. Share of trucks (including LCV, 2 Axle, 3 Axle and MAVs) is
observed to be 12 % in ICT study and 8% in iDeCK study, of total traffic. The
share of car and taxi of total traffic is observed to be 23% in ICT study and the
same is 25% in iDeCK study. It is also observed that the share of non-motorized
traffic is found to be 2% and 4% of the total traffic in ICT and iDeCK studies
respectively at the survey location.
Hourly Variation of Traffic
Traffic volume count was conducted in both directions for successive 15 minutes
periods, over 24 hours. The fifteen minute count was compiled to get the hourly
variation of traffic for each survey location. Peak hour traffic for all the locations
on SH-79 is found to be 6.5 % to 7.0% of the ADT, which is normal for intercity
roads.
Daily Variation of Traffic
Daily variation in traffic was found to be within + 16% which is normal for a rural
highway. The traffic characteristics, obtained through the two studies, at Km.
72+100 near Doddinavadi, is shown graphically for in the Chapter 3 Volume III of
the report.
Annual Average Daily Traffic (AADT)
The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a
seasonality factor. Seasonal variation factors by vehicle types are required to
account for variations in the pattern of traffic volume on various sections of the
project road over different months or seasons of the year. In this study, the
seasonal factor has been derived from the monthly petrol and diesel sale data.
The ratio of average monthly petrol and diesel sale data with the sale during
August 2015 (the survey month) has been used to determine the seasonal
correction factor. The diesel sale data has been used to find the seasonality
factor for the freight vehicles, whereas the petrol sale data has been used to
calculate seasonality factor for passenger vehicles based on the fuel used by the
vehicles in the two categories. The seasonality factors derived for the survey
month to calculate AADT for different modes has been given in Table 6.3.
Table 6.3: Seasonality Factor (SF)
SF for Petrol SF for Diesel
Survey Location SF for NMT
Vehicles Vehicles
Km 72+100_ICT 2015 0.98 0.97 1
Km. 72+100 (104+000 in
1.02 1.10 1
iDeCK study) iDeCK 2014
The seasonality factors thus obtained are used to convert Average Daily Traffic
(ADT) to Annual Average Daily Traffic (AADT) for the survey location of the
project road.
For the section beyond Cowdhalli up to TN Border, the AADT figures provided by
the State PWD was considered. The section-wise AADT thus obtained is shown
in Table 6.4, which gives the mode-wise AADT for the survey location.

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Table 6.4: Annual Average Daily Traffic (AADT) at the Surveyed Location

Location/ Type of Vehicle

Toll Exempted vehicles

LGV-4 wheeler Goods

Tractor with Trailor

Cycle Rickshaw
LGV-3 wheeler

Truck (2-Axle)

Truck (3-Axle)

Animal Drawn

Total Traffic
LGV-4 Tyre

LGV-6 Tyre

Hand Cart
3-wheeler

2-wheeler

Mini Bus

Tractor

Cycle
MAV
Taxi

Bus
Car

Km. 72+100 Veh. 1089 314 303 2618 61 601 181 - 333 13 139 51 16 6 37 134 - 1 1 11 5,908
ICT-
near
2015
Doddinavadi
PCUs 1089 314 303 1309 92 1803 272 - 500 39 417 153 72 9 167 67 - 3 6 11 6,624

Km. 72+100
(104+000 in Veh. 1151 234 2021 138 486 106 185 77 16 19 70 118 - 1 23 - 4,645
iDeCK-
iDeCK
2014
study) near PCUs 1151 234 1010.5 207 1458 159 555 231 72 28.5 315 59 - 3 138 - 5,621
Doddinavadi
PWD Location Veh. 761 142 879 61 244 223 207 23 1 0 150 287 0 0 0 0 2,978
Data, near MM
2015 Hills PCUs 761 142 440 92 732 335 621 69 5 0 675 144 0 0 0 0 4,014

6-7
Traffic Survey and Analysis

It can be seen from the Table 6.4 that AADT in ICT‟2015 study is of the order of
6,624 PCUs (5,908 vehicles), while in the iDeCK study (2014), the AADT is
recorded as 5,621 PCUs (4,645 vehicles).
The AADT data collected from the PWD shows an almost 50% drop in the total
number of vehicles and almost 30% drop in PCUs on the road section beyond
Cowdhalli. Comparison of mode-wise traffic on the two sections shows that all
modes drop in numbers beyond Cowdhalli except 2-axle trucks. However, the
total number of LGVs and 2-axle trucks shows significant drop beyond Cowdhalli.
This indicates that the traffic count in PWD data might have used different
classification while counting LGV and 2-axle trucks.
6.4.2 Validation of the Traffic Volume Count Data
Validation of traffic volume count conducted by iDeCK was done using the traffic
volume counts conducted by ICT in August 2015. One location on the project
road section was validated, where the survey was conducted by both ICT and
iDeCK.
Comparison of traffic volume counts done by iDeCK and ICT at km 72+100 is
given in Table 6.5. It shall be noted that since the traffic volume counts by the two
studies were done in different years, the volume counts recorded by iDeCK are
projected to forecast for 2015 and were considered to compare the traffic
volumes observed during the ICT study.
Table 6.5: Location: Km 72+100, near Doddinavadi Village

Traffic Survey As per Traffic Survey as per

Type of as per iDeCK iDecK ICT
Vehicle (Jan. 2014) (Proj.2015) (Aug. 2015)
ADT AADT AADT ADT AADT
Car/Jeep /Van 1111 1089
1128 1151 1278
Taxi 321 314
Three Wheeler 234 234 246 309 303
Two Wheeler 2021 2021 2274 2671 2618
Mini Bus and
567 624 668 662 662
Bus
LGV 97 106 114 543 527
Trucks (2/3
240 262 282 195 190
Axle)
MAV 15 16 17 17 16
Tractor/
Tractor with 89 89 91 45 43
Trailer
NMT 143 142 143 136 136
Toll Exempted
- - - 11 11
Vehicles
Total (in
4533 4645 5112 6020 5908
Vehicles)
Total (in
5363 5621 6087 6736 6624
PCUs)

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As per Table 6.5, the difference in total traffic volumes (AADT) for the year 2015,
during the two traffic studies at km 72+100 is within 10% in terms of PCUs, even
though in terms of total number of vehicles, the difference is closer to 20%.
Analysis of mode-wise traffic volume shows that there is considerable difference
in traffic volume of LGV and 2/3 Axle Trucks observed in 2015 during ICT study
and the forecasted traffic volume of iDeCK study. The reason for this could be
that more of smaller commercial vehicles like LGV are being used now for
transporting goods for local consumption and for shorter trips. It may also be
possible that during the iDeCK study, the enumerators might have counted LGV
vehicles in 2/3 Axle Truck category. However, the total number of LGVs and
two/three axle put together observed in survey conducted by the current study is
significantly higher (approx. 55%), compared to the data collected by iDeCK in
2014.
However, difference in the total number of PCUs, which is the critical indicator for
capacity analysis and improvement design, is less than 10% between the two
studies. The projection of both sets of traffic data to the horizon year, show
similar results in improvement options. In this case, it is safe to assume that both
sets of data can be used for further analysis and design.
Since ICT‟s baseline data is more recent and reflects latest travel pattern, it has
been adopted for further analysis, forecasting, estimation of tollable traffic and
design of the roadway. Along with the traffic volume count data obtained in the
current study, the OD study data recorded by iDeCK has been used for the
analysis and forecasting of traffic.
6.4.3 Analysis of Turning Movement Count Data
Turning Movement Count Surveys were carried out at one location by iDeCK at
Km 65+500 (km 99+000, as reported in iDeCK study), in January 2014, which is
Y-junction intersecting SH-38 with SH-79. The side road at this junction leads to
Tumkur and is located in plain area having agricultural land along all the sides.
The total traffic flows for the surveyed junctions, are presented in Table 6.6.
Table 6.6: Daily Traffic Flow at Intersection at
Km 65+500 (km 99+000 in iDeCK study)

Count Total
Sl. Name of Chainage Total Traffic
Station Traffic
No. Intersection (km) (in Vehicles)
No. (in PCUs)
Km 65+500
Y-junction of
(km 99+000
1 SH-38 & SH- 1 5,678 5,415
in iDeCK
79
study)

Peak hour is the most important time period for any intersection. The ability of the
intersection to accommodate traffic during peak hours is the measure of its level
of service. The junction turning flows during peak hour will be useful in planning
and design of the required junction improvements. Peak hour traffic details (peak
hour proportions of daily traffic) of the junction are presented in Table 6.7.
It is observed the total approach volume during morning peak hour at the Y-
junction is 602 PCUs, while evening peak hour volume is 548 PCUs. The peak
hour proportion is 8% in morning and 6% in evening period.

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Traffic Survey and Analysis

Table 6.7: Peak Hour Traffic Flow at Intersection at

Km 65+500 (km 99+000 in iDeCK study)

Morning Peak Evening Peak

S. Name of No. of Hour Hour
Chainage
No Junction Arms Flow Flow
Time % Time %
(PCUs) (PCUs)
1 Y-Arm Km 65+500 3 arms 10:0- 602 8 18:00 548 6
Junction (km 11:00 -
with SH-38 99+000 in 19:00
& SH-79 iDeCK
study)
6.4.4 Identification of Homogeneous Sections
As per the iDeCK Traffic Report 2014, the project road from TN Pura to TN
Border has been divided into two sections. The current study has considered
three homogenous sections for the entire length of the corridor including TN Pura
to Kollegal section. However, the part of the project road from TN Pura to Kollegal
has been excluded as it is a NH and is not under the jurisdiction of GoK. Hence,
the two remaining homogenous sections - Kollegal to Cowdhalli (SH-79) and
Cowdhalli to TN Border - are considered as the part of the project road.
As explained in the previous section, ICT and iDeCK has carried out volume
count at km 72+100 on SH-79 near Doddinavadi. No volume count was
conducted beyond this point on the MDR, either in ICT or iDeCK study, as this
stretch is a forest area and found to be having low volume of traffic.
Traffic data collected from State PWD were used for further analysis of section
from Cowdhalli to TN Border, The data show that traffic almost drops by half after
Cowdhalli. This is because, significant proportion of the traffic observed in the
road section from Kollegal to Cowdhalli are destined to Cowdhalli and the temple
(at Mahadeswaranbetta), which is located at halfway between Cowdhalli and TN
Border.
It has been noted during the site visit that the road section beyond Cowdhalli
passes through wildlife sanctuary and any improvement on this section is not
permitted owing to Ministry of Environment and Forest (MoEF) regulations.
Hence, the traffic data collection (primary data) and analysis was carried out only
for Kollegal to Cowdhalli section.
Based on the mid-block traffic volume counts on the project road, two
homogeneous sections have been considered from Kollegal to TN Border –
Kollegal to Cowdhalli and Cowdhalli to TN Border as shown in Table 6.8 (b).
Table 6.8(a) and Table 6.8(b) show the details of the homogeneous sections
identified for the project road by iDeCK and ICT respectively. The homogenous
section of Kollegal to TN Border section of SH-79 is shown in Figure 6.2.
Table 6.8(a): Homogeneous Sections of Project Highway by iDeCK
Section Start Chainage End Chainage Distance
Sections
No. (Km) (Km) (Km)
HS-1 T.N.Pura – Kollegal 00+000 26+000 26.0
Kollegal to T. N
HS-2 26+000 118+800 92.8
Border

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Table 6.8(b): Homogeneous Sections of Project Highway by ICT

Existing Chainage Design Chainage Traffic
Section (Km) (Km) Distance Volume
Sections
No. (Km) AADT
Start End Start End (PCU)
61+450 66+888 0+000 4+900* 4.900
Kollegal to
HS-1 66+888 85+815 66+888* 85+770 18.882 6,624
Cowdhalli
85+815 108+310 85+770 104+030 18.260
Cowdhalli
HS-2 to TN 108+310 163+025 104+030 151+157 47.127 4,014
Border
Note:
DC: 0+000 to 4+900 – Kollegal and Madhuvanhalli Bypass
66+888 to 85+770 Kollegal to Hannur
85+770 to 104+030 Hannur to Cowdahalli
* Chainage Equation Backward Chainage 4+900 = Forward Chainage 66+888

Figure 6.2: Homogenous Sections of Kollegal to TN Border Section of CNS5

Since the entire project road from Kollegal to TN Border has been divided into
two packages i.e. Kollegal to Hannur and Hannur to TN Border, accordingly the
homogenous sections for both the packages is given in Table 6.8 (c) & Table 6.8
(d).
It may be noted as homogenous section I is getting split in two parts, with first
package having part of homogenous section I from Kollegal to Hannur and
second Package having part from Hannur to Cowdhalli. Therefore, first package
has one homogenous section from Kollegal to Hannur (HS-I) and Second
Package has two homogenous sections from Hannur to Cowdhalli (HS-I) and
Cowdhalli to TN Border (HS-II). However, it is obvious that the traffic volume for
both the parts of Homogenous section I is the same.

6 - 11
Traffic Survey and Analysis

Table 6.8 (c): Homogeneous Sections of

Project Highway for Kollegal to Hannur
Existing Chainage Design Chainage Traffic
Section (Km) (Km) Distance Volume
Sections
No. (Km) AADT
Start End Start End (PCU)
Kollegal to
HS-I** 61+450 85+815 0+000* 85+770* 23.782 6,624
Hannur

*Including bypass
** part of HS-I from Kollegal to Cowdhalli

Table 6.8 (d): Homogeneous Sections of

Project Highway for Hannur to T N Border
Existing Chainage Design Chainage Traffic
Section (Km) (Km) Distance Volume
Sections
No. (Km) AADT
Start End Start End (PCU)
Hannur to
HS-I** 85+815 108+310 85+770 104+030 18.260 6,624
Cowdhalli
Cowdhalli
HS-II to TN 108+310 163+025 104+030 151+157 47.127 4,014
Border
** part of HS-I from Kollegal to Cowdhalli

6.4.5 Analysis of O-D Survey Data

Origin-Destination survey was done at one location at km 72+100 (km 104+000
in iDeCK study) by iDeCK consultant in January on the Kollegal-TN Border
section of project road of SH-79. The analysed O-D data has been taken from
iDeCK consultant‟s report. ICT did not carry out any O-D survey along the project
road.
O-D Analysis summary
The key outcomes of trip end analysis in iDeCK‟s study are as follows:
 In case of car/jeep/van/taxies, Local Zones of Kollegala, Rest of Chamaraja
Nagar District, South Karnataka Districts and Tamil Nadu contributes to about
49.1 percent, 6.1 percent, 43.7 percent and 0.9 percent traffic respectively.
 In the case of Mini Bus, Local Zones of Kollegala, Rest of Chamaraja Nagar
District, South Karnataka Districts and Tamil Nadu contributes to about 30.6
percent, 4.0 percent, 63.6 percent and 1.1 percent traffic respectively.
 In the case of Buses, Local Zones of Kollegala, rest of Chamaraja Nagar
District, South Karnataka Districts and Tamil Nadu contributes to about 42.9
percent, 10.6 percent, 40.5 percent and 5.30 percent traffic respectively.
 In the case of all passenger traffic, Local Zones of Kollegala, Rest of
Chamaraja Nagar District, South Karnataka Districts and Tamil Nadu
contributes to about 45.95 percent, 7.18 percent, 44.39 percent and 2.12
percent traffic respectively.
 In the case of goods traffic, Local Zones of Kollegala, Rest of Chamaraja
Nagar District, South Karnataka Districts and Tamil Nadu contributes to about
50.8 percent, 10.2 percent, 32.4 percent and 6.6 percent traffic respectively.

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 Commercial traffic (LCVs, 2/3 Axle Trucks and MAVs) on the project highway
reflects predominantly intra-state character with a reasonable interstate share
as well.
6.4.6 License Plate Survey
License Plate Survey was carried out by iDeCK consultant in 2014 at one
location on SH-79 Kollegal-T.N Border section for duration of 48 hours, which are
presented below in Table 6.9.
Table 6.9: Registration Series of Vehicles at Count Locations

Reg.
Section Location District RTO
Series
Near Doddinavadi
Village, km 72+100
HS-1 Chamrajanagara KA 10 Chamrajanagara
(Km 104+000 in iDeCK
study)

Average percentage of local commercial vehicles for the two days findings at the
locations is listed below in Table 6.10.
Table 6.10: Local (District) Registration Number Plate Survey Results
Percentage of local Commercial Vehicles (%)
Mini
Location Car Bus LCV 2 Axle 3 Axle MAV
Bus
HS-1 (Near
Doddinavadi Village,km
27.65 12.94 32.80 41.41 17.88 10.09 14.29
72+100 (Km 104+000
in iDeCK study)

6.4.7 Occupancy Survey

Passenger Occupancy survey was done by ICT for 12 hour duration (from 8:00
am to 8:00 pm) for one Classified Volume Count survey location. Table 6.11
gives the mode-wise average occupancy at the survey locations.
Table 6.11: Average Occupancy of Passenger Carrying Vehicles
Mini Car/SUV/
Survey Location Bus 3 wheeler 2 wheeler
Bus Van/Jeep
Km 72+100 41.5 17.8 5.67 1.72 4.09
6.4.8 Axle Load Survey
Axle Load survey was done by ICT in August 2015.The axle load survey provides
data to enable the assessment of the damaging effect of the heavily loaded
commercial vehicles. The survey was carried out using the electronic static axle
load pad at selected location on SH-79 (Kollegal-T.N Border Section) for 24 hours
and as detailed in Table 6.12. The number of vehicles weighed at the survey
location is presented in Table 6.13.
Table 6.12: Axle Load Survey Location

Sl. No. Survey Location Chainage

1 Near Doddinavadi 72+100

6 - 13
Traffic Survey and Analysis

Table 6.13: Number of Vehicles Weighed

Number of Vehicles weighed

Sl. Multi Axle
Survey Location 2 Axle 3Axle
No. Buses LCV Truck
Truck Truck
(> 4 Axle)
Near Doddinavadi
1 7 73 40 14 4
(Km 72+100)

The values of VDF were calculated by dividing the sum of all the Equivalency
Factor by the number of Samples. To calculate the cumulative number of
standard axles to be catered for in the design in terms of msa, category-wise VDF
is required which is given in Table 6.14.
Table 6.14: Vehicle Damage Factor (VDF) for Observed Commercial
Vehicles at Various Locations on SH-79

Vehicle Damage Factor (VDF)

Vehicle Type
UP Down
LCV 0.03 0.45
2-Axle 2.36 3.29
3-Axle 5.82 4.63
Bus 0.53 1.06
MAV 6.26 6.46
Axle Load Spectrum
Unlike flexible pavement, the design of rigid pavement is governed by single,
tandem and tri-dem axle loads, their repetition, tyre pressure and lateral
placement characteristics of commercial vehicles. Therefore, axle load spectrum
was obtained from axle load survey data for the location, which are given in
Table 6.15 as per the guidelines outlined in IRC: 58-2011.
Front axle of the commercial vehicles is not considered in the rigid pavement
design, as it carries much lower load and causes small flexural stress in the
concrete pavements. Only the rear axle (single, tandem and tri-dem) is
considered for the design of rigid pavements.
Table 6.15: Axle Load Spectrum from Axle Load Survey at km. 72+100

Day Time (6 AM to 6 PM) Night Time (6 PM to 6 AM)

Single Axle Tandem Axle Single Axle Tandem Axle
Axle Load No of Axle Load No of Axle Load No of Axle Load No of
Class. KN Axles Class. KN Axles Class, KN Axles Class, KN Axles

205 215 0 420 440 0 205 215 0 420 440 0

195 205 0 400 420 0 195 205 0 400 420 0
185 195 0 380 400 0 185 195 0 380 400 0
175 185 0 360 380 0 175 185 0 360 380 0
165 175 0 340 360 0 165 175 0 340 360 0

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Day Time (6 AM to 6 PM) Night Time (6 PM to 6 AM)

Single Axle Tandem Axle Single Axle Tandem Axle
Axle Load No of Axle Load No of Axle Load No of Axle Load No of
Class. KN Axles Class. KN Axles Class, KN Axles Class, KN Axles

155 165 0 320 340 0 155 165 0 320 340 0

145 155 0 300 320 0 145 155 0 300 320 0
135 145 0 280 300 0 135 145 3 280 300 1
125 135 2 260 280 0 125 135 1 260 280 1
115 125 1 240 260 1 115 125 1 240 260 0
105 115 1 220 240 3 105 115 1 220 240 3
95 105 2 200 220 3 95 105 6 200 220 0
85 95 3 180 200 0 85 95 1 180 200 0
<85 24 <180 2 <85 13 <180 4
Total 33 Total 9 Total 26 Total 9
6.4.9 Speed and Delay Survey
A speed and delay survey using the moving car observer method was carried out
by dividing the project road stretch in four sections along SH-79. The results are
shown in Table 6.16.
Table 6.16: Summary of Speed and Delay Analysis
Section (Km) Average Average
Section Running Journey
Section Name
No. From To Speed Speed
(kmph) (kmph)
1 61+450 85+000 Kollegal-Hannur 41.39 39.29
2 85+000 103+500 Hannur-Cowdhalli 48.27 45.27
Cowdhalli -
3 103+500 136+500 47.33 44.10
Mahadheshwara
Mahadheshwara -
4 136+500 150+800 33.71 30.75
T.N Border

The results indicate that the average journey speed is varying between 30.75
kmph to 45.27 kmph on SH-79. The higher speeds (above 40 kmph) are
observed on few sections. Also the average running speed is varying from 33.71
kmph to 48.27 kmph. The low average speeds (below 35 kmph) are observed on
one section.
6.4.10 Pedestrian Count Survey
Pedestrian Count Survey was taken up for 12 hours (8:00 AM to 8:00 PM) at
three locations along SH-79 by ICT in the year 2015. At mid-block section, along
and across pedestrian movements were counted as per the need of the existing
situation. The corresponding total daily pedestrian flows and peak hour
pedestrian flows in the junction and mid-block are presented in Table 6.17.

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Traffic Survey and Analysis

Table 6.17: Pedestrian Flows per Day at Mid-Block Locations

Peak Hour
Chainage Daily Flow
Location Arm Flow
(Km)
Across Along Across Along
Near Court Mid-Block
65+500 1934 9064 344 946
Complex Kollegal section
Near Hannur Bus Mid-Block
85+200 4346 6835 554 676
Terminal section
Mid-Block
102+200 Near Cowdhalli 1488 4404 168 478
section

According to IRC:103-1988 a controlled crossing is desirable in case of those

locations where the conflicting peak hour pedestrian volumes (P) and vehicles (V)
are such that PV2 ≥ 108 for undivided carriageways. Values of PV2 for the
intersection are shown in Table 6.18.
Table 6.18: PV2 Value at Mid-Block Locations
Chainage
Location Arm P V PV2
(Km)
Near Court Complex Mid-Block
65+500 344 376 4.86E+07
Kollegal section
Near Hannur Bus Mid-Block
85+200 584 423 1.04E+08
Terminal section
Mid-Block
102+200 Near Cowdhalli 168 401 2.70E+07
section
The values of PV2 are exceeding 108 at Km 85+200 near Hannur Bus Terminal,
so there is need for grade separated pedestrian crossing at this location.
Accordingly a pedestrian subway has been proposed near Hannur Bus Terminal.
At all these mid-block sections there is a need for speed calming measures with
proper signages for controlling speed of through traffic, as there is heavy
movement of pedestrians.
6.5 TRAFFIC FORECAST
6.5.1 Introduction
Financial resources available are always scarce and have competing demands,
and therefore, the investments in road projects have to be carefully planned,
keeping in view not only the present demand but also the requirements for a
reasonable period in future. This underlines the need for estimating the future
traffic closer to reality, whether the plan is for the construction of a new facility or
the improvement of existing facilities. The accurate estimate of future traffic will
not only have a significant impact on the engineering design of the facility, but
also influence the financial viability of the project.
Traffic is generated as a result of the interplay of a number of contributory factors.
Forecasts of traffic have, therefore, to be dependent on the forecasts of factors
such as population, GDP, vehicle ownership, agricultural output, fuel
consumption, etc. Future pattern of change in these factors can be estimated with
only a limited degree of accuracy and hence the forecasting of future traffic levels
may not be precise.
In the process of traffic forecast, various types of traffic, based on road user‟s

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behavioral response as given below, needs to be estimated to arrive at a robust

traffic demand forecast1.
 No change in behaviour  Time of travel change
 Route change (same origin and  Trip frequency increase
destination after route change)
 Generated or new (e.g. from
 Mode change different land use patterns)
 Destination change
Based on the above behavioural responses, many international literatures have
classified the traffic as given below. However, the definition of the below
classification, apart from normal traffic and diverted traffic, is inconsistent across
various guidelines/ publications.
 Current Traffic (Normal Traffic);  Diverted Traffic; and
 Generated Traffic;  Developmental Traffic.
 Induced Traffic;
Hence, for the purpose of this report and to maintain consistency, the study has
adopted the traffic components as defined in the document “IRC: 108-2015,
Guidelines for Traffic Forecast on Highways” published by the Indian Roads
Congress, New Delhi. The traffic components considered in this study are as
under:
Normal Traffic – is the estimated traffic on a roadway facility due to increase in
population, natural change in land-use and normal socio-economic development
in the region or PIA. The normal growth should be estimated based on the past
and future growth trend of traffic on the project corridor or in the influence area.2
Generated Traffic – Road improvements may attract trips from other routes,
modes and encourage encourage longer and more frequent travel. The additional
traffic volumes likely to be generated on project corridor due to road
improvements are termed as generated traffic, Generated traffic may be
classified further as diverted traffic and induced traffic.3
Diverted Traffic – is that component of generated traffic which is the result of
shift in route and change of mode. Diverted traffic could be both positive and
negative.4
Induced Traffic – is the increase in total vehicle-kilometers of travel due to
roadway improvements, which may be due to increase in vehicle-trip frequency
and distance, but exclude trips/ traffic shifted from other routes. It is like release
of latent demand for travel.
Developmental Traffic – refers to the developments in the PIA of the proposed
project corridor such as commercial, industrial, residential, which may generate
substantial amount of additional traffic and contribute significantly to the future
traffic volumes on the project corridor.
Keeping in view the above factors, in this study, the techniques of „Elasticity of
Transport Demand‟, based on historical growth in vehicle registration and trend of

1
Treatment of Induced Traffic, Transport Note No. TRN-11, The World Bank, Washington D.C
2
IRC:108-2015 Guidelines for Traffic Forecast on Highways, published by IRC, New Delhi
3
Ibid.
4
Ibid.

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Traffic Survey and Analysis

the economy in the area, has been adopted for estimating the growth rates for
different modes of traffic that are likely to use the project road in future.
The consultants have carried out traffic forecast process based on elasticity of
transport demand approach. Growth rates have been estimated afresh using the
socio-economic data collected from various concerned departments of State of
Karnataka by ICT. Traffic forecast carried out by iDeCK has been compared with
ICT study. Following sections describe the estimation of growth rates and traffic
forecast done by ICT and its comparison with iDeCK study.
6.5.2 Secondary Data Collection and Analysis- ICT Study
Besides primary surveys, the following data were collected from various sources:
 Population data
 Vehicle registration data
 NSDP, GSDP, and per-capita income data, industry data.
 Number of factories and number of workers
These data were collected for all the districts of Karnataka. For estimating the
growth rates, the socio-economic data for various districts or sub-district areas,
which are considered as traffic analysis zones, were duly organized and
analysed.
Vehicle Registration
Vehicle registration data for all the districts of Karnataka have been obtained from
the Statistical Abstracts released annually by the Directorate of Economics and
Statistics, Bangalore, Karnataka. The vehicle registration data was compiled for
various districts in the influence area, which were used in estimating the growth in
vehicle registration.
Socio-Economic Data
The Socio-Economic data for various districts of Karnataka and for the state have
been collected. From this information, percentage of annual growth has been
computed. The statistical data was compiled for districts which formed a zone in
the influence area of the project road. The aggregate annual population growth
rate of Karnataka state is found to be 1.5 % per annum.
NSDP and GSDP
Population, economic and industrial data was obtained for districts of Karnataka.
Economic indicators on Net State Domestic Product and GSDP were obtained for
the period 2006 to 2013 for Karnataka, and their rate of growth is estimated as
follows:
NSDP growth in percent
 Karnataka 7.31
GSDP growth in percent
 Karnataka 7.51
These data were collected for all the districts of Karnataka. For estimating the
traffic growth rates, the socio-economic data for various districts or sub-district
areas, which are considered as traffic analysis zones, were duly organized as per
requirements of the study and analysed for further development of the study.
6.5.3 Elasticity of Transport Demand
The method of long-term traffic forecasting incorporates analyses of some of the

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key socio-economic characteristics in the influence area of the project road and
their anticipated rates of change during the study period upto horizon year. These
characteristics are being taken as indicators for the future growth of traffic.
The Consultants have used the elasticity approach for determining the growth
rates of future traffic. This involved establishing a quantitative relationship
between traffic growth as the dependent variable and growth in NSDP, PCI,
number of factories and number of workers as the independent variable. The
methodology involved fitting of a log-log regression equations to the time series
data.
The growth rates for normal traffic obtained from this approach take some
account of the following factors, which affect future traffic levels:
 The prospective growth in the economy
 The prospective demographic growth
 The estimated elasticity of demand for transport, and
 Change in the structure of the vehicle fleet, for example vehicle productivity
and changes in the inter-modal share of passenger and freight demand.
6.5.4 Estimation of Growth Rates – iDeCK Study
Growth rate estimation given in IDeCK report was looked at for validation
purpose. The growth rate estimation given in iDeCK report has been done using
the elasticity of transport demand method. The results obtained from the O-D
survey were used to identify the project influence area. The ratio of the total traffic
originated/destined to a particular zone to the total traffic gives the influence
factor for the particular zone. The influence zone information has been obtained
from processed O-D data. The States of Andhra Pradesh, Tamil Nadu, Kerala,
which are very close to the project area are found to have significant influence.
These factors have been accounted in the derivation of growth factors for traffic
projections.
 To arrive at a realistic and rational assessment of Growth Factor, effort has
been made to collect various secondary data and statistical information.
 The Growth Factors derived from past traffic data on the stretch
supplemented by registration trend and the statistical parameters would have
been the ideal method.
However, due to irregular, erratic and insufficient past traffic data available, the
derivation of elasticity and growth factors was based on registration of vehicles
and the economic parameters.
The growth trend has been derived for the following categories of vehicles:
 Pv = Passenger Vehicles (Car, jeep, Taxi, Van, etc)
 T = Trucks (LCV, 2 axle, 3 axle and Multi axle)
 B = Bus, Mini Bus
Recommended Growth Rates
The results obtained from the O-D survey were used to identify the project
influence area. As the project stretch is SH-79 and passing through different
districts, a comparative study of the influence factors indicated that the Hassan,
Mysore and Chamarajanagar districts of Karnataka State, where the project
stretch lies, constitute the major influence region with an influence factor of about

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Traffic Survey and Analysis

95%. The States of Andhra Pradesh, Tamil Nadu, Kerala, which are very close to
the project area are found to have significant influence. These factors have been
accounted in the derivation of growth factors for traffic projections. Table 6.19
presents the recommended traffic growth rates for CNS 05 corridor given in
iDeCK report. The growth of non-motorized traffic has been taken as 2% in the
iDeCK traffic forecast.
Table 6.19: Estimated and Recommended Traffic Growth Rates for CNS 05

Passenger Movement Goods Movement

Growth Rate Mini
Car Bus LCV 2 Axle 3 Axle 4-6 Axle
Bus
Upto 2019 10.5 7.5 7 8 7.5 7.5 8
2020-2024 10 7 6.5 7.5 7 7 7.5
2025-2029 9.5 6.5 6 7 6.5 6.5 7
2030-2034 9 6 5.5 6.5 6 6 6.5
2035-2039 8.5 5.5 5 6 5.5 5.5 6
2040-2044 8 5 5 5.5 5 5 5.5
Beyond 2044 7.5 5 5 5 5 5 5

6.5.5 Estimation of Growth Rates by ICT Study- Econometric Method

Traffic Forecast by Econometric Method
As ICT did not conduct any OD survey on the project road, the OD data collected
by iDeCK was used. The zoning system adopted for iDeCK study was further
regrouped to get the share of traffic coming from various influence zones (districts
or group of districts) for which the growth rates were estimated separately.
The O-D analysis is used to find the influence area of traffic using the project road
from various districts of the Karnataka State, and the growth rate for each type of
traffic for each pair of O-D zones is estimated separately. The main zones of
influence have been identified as the contributors to the traffic observed in
various sections of the project road, and these are as given in Table 6.20.
Table 6.20: Main Zones of Influence of the Project Road

Sl. No. District(s) or Region

1. Bangalore, Tumkur
2. Chamrajnagar
3. Mandya
4. Mysore
5. Tumkur
6. Kodagu, Dakshin kannad
7. Hassan
8. Karnataka
9. Tamilnadu
10. North India

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Sl. No. District(s) or Region

11. South India
12. NE and East India

Different zones have different proportion of traffic originating and destined to it. It
is evident from the O-D data, that the traffic originating and destined to
Bangalore, Tumkur, Mandya, Mysore and Tamilnadu have higher share. The
growth rates for all the twelve identified zones (influence region) were worked out
separately. The proportion of traffic coming from an influence zone was found
from the O-D data, and the growth rate of that particular zone was applied to this
proportion of total traffic. This exercise was carried out for long distance (through)
traffic observed in the project road. For the local traffic one growth rate was
adopted as they originate and are found to be destined within the same State or
district along the project road only. The modes that formed the pool of through
traffic are cars, jeeps, buses, LGV, 2-Axle Truck, 3-Axle Truck and MAV.
The proportion of the contribution of traffic in each survey location, from districts
of Karnataka in the project influence area, is given in Table 6.21 for passenger
and goods vehicles respectively. This proportion was taken from the OD analysis
given in iDeCK report.
Table 6.21: Share of Traffic Originating and
Destined to Various Zones as Observed in O-D from iDeCK Report

Passenger Movement Goods Movement

Travel
Movement Mini 4-6
Car Bus Total LCV 2 Axle 3 Axle Total
Bus Axle
Kollegala
49.1 30.6 42.9 45.95 59.5 50.4 48.5 7.8 50.8
District
Rest of
Kollegala 6.1 4.0 10.6 7.18 8.8 11.1 9.7 11.7 10.2
District
South Karnata 43.7 63.6 40.5 44.39 28.8 33.7 31.4 46.1 32.4
North
0.1 0.4 0.1 0.10 0.0 0.0 0.2 0.0 0.0
Karnataka
Andhra
0.1 0.0 0.0 0.04 0.0 0.0 0.0 0.0 0.0
Pradesh
Tamil Nadu &
0.9 1.1 5.3 2.12 2.9 4.8 10.1 34.4 6.6
Kerala
Rest of India 0.0 0.4 0.6 0.21 0.0 0.0 0.0 0.0 0.0
Source: iDeCK Report

Once the proportion of traffic coming from each zone was established the next
step was to find the growth rates for all these twelve influence zones.
For estimating the traffic growth rates, the elasticity of transport demand obtained
for various modes by regressing the vehicle registration data with selected socio-
economic parameters were utilised.
The elasticity values obtained from the regression of socio-economic data of the
entire Karnataka State at aggregate level was also examined to assess the traffic

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Traffic Survey and Analysis

growth rates at State level as well as relative performance project road

influencing districts in comparison to State. The regression analysis of the
Karnataka State is presented in Table 6.22. The regression analysis was also
done for all the seven influence districts identified in Karnataka.
Table 6.22: Regression Analysis Results
Growth
Growth
rate of Growth
Mode vs Elasticity Rate
R2 Equation socio- rate
Parameter coefficient based on
economic obtained
trend
parameter
Motorcycle
Population 0.99 y=6.36x-98.4 6.36 2% 9.55%
No of
0.99 y=1.37x+2.68 1.37 7% 9.69%
factories
10%
NSDP 0.98 y=1.26x+0.08 1.26 7% 9.21%
GSDP 0.98 y=1.23x+0.36 1.23 8% 9.24%
PCI NSDP 0.980 y=0.7x+8 0.7 13% 9.14%
Motor Cars
Population 0.99 y=8.07x+-130 8.07 2% 12.12%
No of
0.99 y=1.74x-2.64 1.74 7% 12.30%
factories
12%
NSDP 0.98 y=1.6x-6.0 1.6 7% 11.69%
GSDP 0.99 y=1.57x-5.6 1.57 8% 11.80%
PCI NSDP 0.980 y=0.89x+4.09 0.89 13% 11.63%
Bus
y=8.02x-
0.99 8.02 2% 12.05%
Population 132.4
No of
0.96 y=1.7x-4.8 1.7 7% 12.02%
factories 12%
NSDP 0.98 y=1.6x-8.33 1.6 7% 11.69%
GSDP 0.98 y=1.56x-7.9 1.56 8% 11.72%
PCI NSDP 0.880 y=0.88x+1.76 0.88 13% 11.50%
Goods Vehicles
y=7.92x-
0.87 7.92 2% 11.90%
Population 129.3
No of
0.9 y=1.74x-3.8 1.74 7% 12.30%
factories 13%
NSDP 0.86 y=1.57x-6.6 1.57 7% 11.47%
GSDP 0.87 y=1.53x-6.3 1.53 8% 11.50%
PCI NSDP 0.870 y=0.87x+3.15 0.87 13% 11.36%
Tractors
Population 0.99 y=8.8x-145.3 8.8 2% 13.22%
13%
No of 0.97 y=1.88x-5.2 1.88 7% 13.29%

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Growth
Growth
rate of Growth
Mode vs Elasticity Rate
R2 Equation socio- rate
Parameter coefficient based on
economic obtained
trend
parameter
factories
NSDP 0.98 y=1.76x-9.14 1.76 7% 12.86%
GSDP 0.99 y=1.7x-8.7 1.7 8% 12.77%
PCI NSDP 0.970 y=0.97x+1.9 0.97 13% 12.67%
Total
y=6.62x-
0.99 6.62 2% 9.94%
Population 102.7
No of
0.99 y=1.42x+2.5 1.42 7% 10.04%
factories 10%
NSDP 0.98 y=1.32x-0.24 1.32 7% 9.65%
GSDP 0.99 y=1.28x+0.05 1.28 8% 9.62%
PCI NSDP 0.990 y=0.73x+8.04 0.73 13% 9.54%
Although the State level regression results were found to be acceptable, it can be
seen that traffic growth rates obtained from analysis of socio-economic data at
district level are not acceptable for all the districts and modes. This is due to
insufficient dis-aggregate socio-economic data available for the project
influencing districts.
Hence, the growth rates obtained from the econometric method for such modes
in most districts have been further moderated logically to obtain realistic growth of
traffic on the project road. This has been done using the regression results
obtained for the Karnataka State as guidance and based on Consultants‟
experience of similar projects on other parts of the country. Also, for various other
regions of the country, like, Gujarat, Maharashtra, North India, Eastern India and
South India etc., the growth rates are adopted from similar recent studies carried
out by the Consultants in those regions. All these adopted growth rates are
shown in Table 6.23 to Table 6.34.
Table 6.23: Growth Rates for Traffic from Bangalore, Tumkur Districts

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 8.3 8.8 7.5 5.9 5.5 5.0
Taxi 6.5 7.0 6.3 5.0 4.5 4.0
Two Wheelers 8.7 8.7 7.0 5.9 5.5 5.0
Three Wheelers 7.3 7.3 6.8 6.3 6.0 6.0
Bus / Mini bus 5.5 6.0 4.9 4.2 3.7 3.0
Light Commercial
7.8 7.1 6.4 5.7 4.7 4.0
Vehicles
Heavy Vehicles (2 Axle / 3
7.0 6.6 5.9 4.9 4.4 4.0
Axle Trucks)

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Traffic Survey and Analysis

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
MAV 6.0 6.5 5.6 4.9 4.4 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0

Table 6.24: Growth Rates for Traffic from Chamrajnagar District

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 8.5 8.5 7.5 7.5 7.0 6.0
Jeep / Van 6.5 7.0 6.0 5.0 4.5 4.0
Two Wheelers 8.0 8.5 7.5 7.0 6.0 5.0
Three Wheelers 5.5 6.0 5.5 4.0 3.0 3.0
Bus / Mini bus 5.0 5.0 4.5 3.5 3.0 2.5
Light Commercial
Vehicles 5.5 6.0 5.0 4.5 3.0 3.0
Heavy Vehicles (2 Axle
5.0 5.0 5.0 4.5 3.0 3.0
/ 3 Axle Trucks)
MAV 5.5 6.0 5.0 4.5 3.0 3.0
Tractor 7.0 7.0 6.5 6.5 5.0 5.0
Table 6.25: Growth Rates for Traffic from Mandya District

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 8.0 8.5 8.0 7.5 6.5 5.0
Jeep / Van 5.5 6.0 5.5 5.0 4.5 4.0
Two Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
Three Wheelers 7.5 8.0 7.5 7.0 6.5 6.0
Bus / Mini bus 5.0 5.5 4.9 4.8 4.4 4.0
Light Commercial
6.0 6.5 5.0 4.8 4.4 4.0
Vehicles
Heavy Vehicles (2 Axle /
5.4 5.2 4.8 4.8 4.4 4.0
3 Axle Trucks)
MAV 5.4 5.2 4.8 4.8 4.4 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0

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Table 6.26: Growth Rates for Traffic from Mysore District

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 8.5 9.0 8.0 7.0 6.5 6.0
Jeep / Van 6.5 7.0 6.0 5.0 4.5 4.0
Two Wheelers 8.0 8.5 8.0 7.0 6.0 5.0
Three Wheelers 7.5 8.0 7.5 7.0 6.5 6.0
Bus / Mini bus 5.5 6.0 5.5 5.0 4.0 3.0
Light Commercial
7.0 7.5 7.0 6.5 6.0 5.5
Vehicles
Heavy Vehicles (2 Axle /
6.5 7.0 6.5 6.5 6.0 5.5
3 Axle Trucks)
MAV 6.5 7.0 6.5 6.5 6.0 5.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
Table 6.27: Growth Rates for Traffic from Kodagu, Dakshin Kannad District

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 7.5 7.40 6.90 5.8 5.5 5.0
Jeep / Van 6.5 7.0 6.0 5.0 4.5 4.0
Two Wheelers 8.1 8.1 6.9 5.8 5.5 5.0
Three Wheelers 5.0 5.5 5.0 4.5 3.0 2.0
Bus / Mini bus 4.5 5.0 4.5 4.0 3.0 3.0
Light Commercial
Vehicles 5.6 5.4 5.0 4.6 4.4 4.0
Heavy Vehicles (2 Axle /
5.6 5.4 5.0 4.6 4.4 4.0
3 Axle Trucks)
MAV 5.6 5.4 5.0 4.6 4.4 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0

Table 6.28: Growth Rates for Traffic from Hassan District

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 8.0 8.8 7.5 6.5 5.3 4.5
Taxi 6.5 7.0 6.0 5.0 4.5 4.0
Two Wheelers 9.2 9.5 8.5 7.5 6.0 5.0

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Traffic Survey and Analysis

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Three Wheelers 5.5 6.0 5.0 4.0 3.0 2.5
Bus / Mini bus 6.2 6.6 5.5 4.4 4.2 4.0
Light Commercial
Vehicles 6.5 7.0 6.5 5.5 4.2 4.0
2 Axle Trucks 5.5 5.2 4.9 4.4 4.2 4.0
MAV 5.5 5.2 4.9 4.4 4.2 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0

Table 6.29: Growth Rates for Traffic from Tamil Nadu

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 7.8 8.2 8.0 7.8 7.5 6.5
Taxi 8.0 8.5 8.0 7.4 7.0 6.6
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
Bus / Mini bus 6.8 7.2 6.8 6.5 6.0 5.8
Light Commercial
7.5 8.0 7.0 6.5 6.1 5.5
Vehicles
2 Axle Trucks 6.5 7.0 6.5 6.0 5.5 5.0
MAV 6.7 7.4 7.0 6.5 6.2 6.0
Tractor 3.0 3.5 3.8 2.8 2.5 2.0
Table 6.30: Growth Rates for Traffic from Karnataka State
Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 9.0 9.5 8.5 7.0 6.0 5.0
Taxi 6.5 7.0 6.5 5.5 4.5 3.0
Two Wheelers 9.5 10.0 9.0 8.0 6.5 5.5
Three Wheelers 4.5 5.5 4.8 4.2 4.2 3.8
Bus / Mini bus 5.5 6.0 5.2 4.8 4.7 4.5
Light Commercial
7.5 8.0 7.0 6.0 5.0 4.0
Vehicles
2 Axle Trucks 7.0 7.5 7.0 6.5 5.5 4.5
MAV 6.5 7.0 7.5 6.0 5.0 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0

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Table 6.31: Growth Rates for Traffic from North India

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 8.5 9.5 9.0 8.8 8.5 8.0
Taxi 8.5 9.2 9.0 8.7 8.4 7.7
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
Bus / Mini bus 6.8 7.2 7.0 6.5 6.3 6.0
Light Commercial
7.5 8.0 7.0 6.5 6.0 5.5
Vehicles
2 Axle Trucks 6.5 7.0 6.5 6.0 5.5 5.0
MAV 6.7 7.0 6.7 6.4 6.1 5.8
Tractor 3.0 3.5 3.8 2.8 2.5 2.0
Table 6.32: Growth Rates for Traffic from South India
Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 7.8 8.2 8.0 7.8 7.5 6.5
Taxi 8.0 8.5 8.0 7.4 7.0 6.6
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
Bus / Mini bus 6.8 7.2 6.8 6.5 6.0 5.8
Light Commercial
7.5 8.0 7.0 6.5 6.1 5.5
Vehicles
2 Axle Trucks 6.5 7.0 6.5 6.0 5.5 5.0
MAV 6.7 7.4 7.0 6.5 6.2 6.0
Tractor 3.0 3.5 3.8 2.8 2.5 2.0

Table 6.33: Growth Rates for Traffic from North East and East India

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 7.5 7.40 6.90 5.8 5.5 5.0
Taxi 7.5 7.40 6.90 5.8 5.5 5.0
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0

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Traffic Survey and Analysis

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Bus / Mini bus 6.3 6.8 5.6 4.6 4.4 4.0
Light Commercial
5.6 5.4 5.0 4.6 4.4 4.0
Vehicles
2 Axle Trucks 5.0 5.50 5.0 4.5 4.0 4.0
MAV 5.6 5.4 5.0 4.6 4.4 4.0
Tractor 3.0 3.5 3.8 2.8 2.5 2.0

Table 6.34: Growth Rates for Traffic from West India

Growth Rates
Type of Vehicle 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 11.5 12.0 11.0 9.5 7.0 5.0
Taxi 9.0 9.5 9.0 8.5 7.0 5.0
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
Bus / Mini bus 5.0 6.0 5.5 5.0 4.0 3.0
Light Commercial
10.0 10.5 10.0 9.0 7.0 5.5
Vehicles
2 Axle Trucks 7.0 7.5 7.0 6.0 5.0 5.0
MAV 7.5 8.0 7.5 7.0 5.0 5.0
Tractor 3.0 3.5 3.8 2.8 2.5 2.0
6.6 ESTIMATION OF FORECAST TRAFFIC
6.6.1 Traffic Forecast – iDeCK Study
Total traffic forecast given in the iDeCK report comprise normal and induced
components. Traffic projections were made by applying the mode-wise growth
rates discussed above to the base year (2014) traffic.
As per the iDeCK study, the improvement to infrastructure on this project corridor
will generate additional traffic because of upgrading the existing facility to higher
standard resulting in significant time saving. Hence, 10% generated traffic is
anticipated.
The study of road network along the project corridor indicates that, no traffic
diversion is anticipated from the project road. The traffic forecast by iDeCK for
Tollable traffic is given in Table 6.35.

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Table 6.35: HS 14 (Doddinavadi Village)

Various Horizon Years Tollable Projected Traffic
Bus Truck Total
Car/
Year Mini Govt 2 3
Jeep LCV MAV Vehicles PCUs
Bus Bus Axle Axle
2014 1151 138 486 106 185 77 16 2159 3833
2020 2357 227 799 179 313 130 27 4032 6812
2025 3866 309 1089 250 436 182 38 6170 9996
2030 6198 412 1450 341 595 248 51 9296 14438
2035 9713 536 1887 454 793 330 69 13781 20534
2040 14876 684 2408 591 1031 429 89 20108 28793
2045 22266 873 3073 754 1316 548 114 28942 40027
2048 28048 1010 3557 873 1523 634 132 35778 48609
6.6.2 Traffic Forecast - ICT Study
As explained in section 7.4.4, for the entire project road, two homogeneous
sections have been considered under the current study. These are (i) Kollegal to
Cowdhalli; and (ii) Cowdhalli to TN Border. The project road section from TN Pura
to Kollegal is excluded as it is a NH already and not in the jurisdiction of KSHIP.
Presently, the project road is a two lane /intermediate lane facility from Kollegal to
TN Border.
The road provides connectivity to Mahadeswaranbetta temple near TN Border
and to the locations along the TN border. It has been noted during the site visit
that the road section beyond Cowdhalli passes through wildlife sanctuary and any
improvement on this section is not permitted owing to Ministry of Environment
and Forest (MoEF) regulations.
The traffic data for this section was collected from PWD GoK.
The mode wise projected traffic for the two homogenous sections of the project
road, obtained using the growth rates.
The various components of traffic for the traffic forecast were estimated for the
two homogenous sections. These include normal traffic, generated traffic
(diverted traffic, Induced traffic) and developmental traffic.
Diverted Traffic
To explore possibility of any diversion of traffic to or from the project road after its
improvement, the surrounding road network was studied in detail. The project
road has both plain and hilly terrain and provides connectivity to areas in Tamil
Nadu including Salem, Mettur, Omalur etc. However, since the road has rolling
and hilly terrain in major section (about 50 km to 60km) and there is no prominent
competing road in the vicinity the diversion to or from the stretch, project road has
been taken to be negligible.
Induced Traffic
Estimation of induced traffic is a challenging task. Adequate investigations have
not been carried out in Indian context to provide readily usable models or charts
for the estimation of induced traffic.5

5
IRC:108-2015 Guidelines for Traffic Forecast on Highways, published by IRC, New Delhi

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Traffic Survey and Analysis

Induced traffic is likely to be relevant when the benefits that will accrue to the
induced traffic are significant compared to the benefits that will accrue to base
and re-assigned traffic. In the case of the project road, such situation only arises
in case of the following scenarios:6
 Heavy congestion on the existing road;
 Likely occurrence of potential changes in land use pattern due to the road
improvements
The above situations do not apply in case of the project road. The project road is
passing through predominantly agricultural area and includes hilly terrain and has
low to medium volume of traffic plying on the road barring on few locations nearer
to the few urban settlements along the project road up to Hannur.
The existing bituminous road is having two lane, intermediate lane and single
lane cross sections. In the case of small improvements within an already
developed highway system, induced traffic will be small and can normally be
ignored.7 The road network is well developed in the PIA and significant traffic
generation is not expected on account of induced traffic on the project road.
Based on the above studies and the experience of the Consultants for similar
NH/SH projects, induced traffic has been considered based on the potential for
existing land uses to release extra latent demand which might have been
suppressed prior to the improvement of the project road to two lane and has been
taken as 2% for the project road.
Induced traffic percentage share has also been considered as share of the
normal traffic expected on the project road in the year of opening, i.e. 2020.
It is logical to assume that such induced traffic would be released only from the
zones in the immediate influence area of the project road and not from the zones
very far. Hence the induced traffic is assumed to be released only from nearby
districts of Karnataka along the project road.
Developmental Traffic
After improvement of the project road to a two lane with paved shoulder facility,
possibility of traffic being added to the improved road was explored on account of
the developments proposed along the project road.
The State Government has proposed to boost tourism in the Cauvery basin and
the coastal region of the State. The government has decided to constitute a
Cauvery River Tourism Development Authority (CRTDA) to develop tourism-
related infrastructure in Mandya, Mysore, Chamarajanagar and Kodagu districts.
The proposed CRTDA will be tasked with developing tourism from
Bhagamandala in Kodagu to Hogenakkal Falls, along the path of the Cauvery.
The development authority will provide accommodation for tourists in Talakad,
showcase silk products in Kollegal, illuminate Srirangapatna Fort, and install
sound and lighting in Gaganachukki and Bharachukki Falls of Mandya district.8
The project road is located in Chamarajanagar district and one of the major
tourist attractions in this region is Hogenekkal Falls which is very close to the
project road. Connectivity to this location through the project road is proposed to
be improved. Also the plan to showcase silk products in Kollegal may attract

6
Treatment of Induced Traffic, Transport Note No. TRN-11, The World Bank, Washington D.C
7
Overseas Road Note 5: A Guide to Road Project Appraisal
8
The Hindu-National – Karnataka, July 13, 2014

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tourism in the PIA leading to additional developmental traffic along entire length
of the project road.

Therefore, considering the above proposals the developmental traffic in this

section of project road from Kollegal to TN Border has been taken as 5%, for
passenger and goods traffic. This additional developmental traffic percentage
share has also been considered as share of the normal traffic expected on the
project road in the year of opening, i.e. 2020.
The induced and developmental traffic is expected to be materialized within first
two years after improvement of the project road by the year 2020 (COD). This
has been assumed to happen in two stages having 50% each, to be realised by
2020 and 2021 respectively.
The projected daily traffic for the two homogenous sections of the project road
(with five yearly projections) are given in Table 6.36(a) and Table 6.36(b).

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Traffic Survey and Analysis

Table 6.36(a): Projected Annual Average Daily Traffic on Homogenous Section I - Kollegal to Cowdhalli Section of CNS5

Tempo LGV - Freight

Tractor With Trailer

Non Tollable PCUs

Cycle Rickshaw
Total Jeep/ Van

Three Wheeler

Total Vehicles
Animal Drawn
Two Wheeler

Non Tollable
2 Axle Truck

3Axle Truck

Total PCUs
Hand Cart
(3,4 Axle)
Mini Bus
Year No.

(6 Axle)

Tractor

Cycle
MAV
Bus
Car

Homogenous Section Kollegal to Cowdhalli (From 61+450 to km108+310; DC*:km0+000 to km 104+030)

2015 1089 314 61 601 514 13 139 51 16 303 2618 6 37 134 0 1 1 11 11 6624 5908
2020 1686 439 74 798 707 18 180 63 19 442 4100 7 42 139 0 1 1 11 11 9337 8726
2021 1883 484 80 865 776 19 197 69 21 488 4585 7 43 140 0 1 1 11 11 10267 9669
2025 2619 631 100 1060 991 22 244 85 28 646 6401 7 46 143 0 1 1 11 11 13401 13036
2030 3769 841 127 1335 1285 27 313 107 38 897 8977 7 51 148 0 1 1 11 11 17965 17935
2035 5364 1071 153 1615 1629 32 394 132 48 1214 11957 7 56 156 0 1 1 11 11 23396 23841
2040 7462 1332 178 1906 1944 37 468 153 61 1625 15628 7 61 166 0 1 1 11 11 29771 31041
2050 13254 1966 231 2540 2752 47 661 210 102 2911 25454 7 71 186 0 1 1 11 11 46609 50405

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Table 6.36(b): Projected Annual Average Daily Traffic on Homogenous section II – Cowdhalli to TN Border Section of CNS5

Tot
al
Tempo

Non Tollable PCUs

Cycle Rickshaw
Three Wheeler

Animal Drawn
Two Wheeler

Non Tollable
2 Axle Truck

Tractor With
3Axle Truck
LGV - Freight 6

Hand Cart
LGV - Freight
Mini Bus

Tractor

Trailer

Cycle
MAV

Vehicles
Year

Taxi

Bus
Car

PCUs
Tyre
Homogenous Section II Cowdhalli to TN Border ( From 108+310 to km 163+025;DC*: km 104+030 to km 151+157)

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Traffic Survey and Analysis

6.6.3 Comparison of Traffic Forecast by the Two Studies

In the iDeCK study, traffic forecast has been done for the entire CNS 5 corridor
starting from Bagalkot – Honnali – TN pura- TN border using one set of growth
rates. Based on the assessment carried out under the current study, applying
same growth rate to the entire stretch of CNS 5 will produce erroneous traffic
forecast, since Kollegal to TN border is far from Bagalkot and part of this section
is in hilly train. Therefore, in the current study, separate growth rates have been
estimated for road section Kollegal to TN Border for the purpose of traffic forecast
and estimation of tollable traffic.
In the iDeck study, the induced traffic which has been considered to be generated
on account of reduction in transport costs has been taken as 10%. This
assumption seems to be on the higher side, and therefore in the current study,
the additional traffic on account of induced and developmental traffic, has been
taken as 7%, based on reference/ studies done on similar projects and in view of
the anticipated tourism development in the Kodagu region.
6.7 CAPACITY AND LEVEL OF SERVICE ANALYSIS
6.7.1 Capacity Analysis – iDeCK Study
Improvement proposal for project road given in iDeCK study based on IRC
guidelines is given in Table 6.37.
Table 6.37: Improvement Proposal for the Project Road - iDeCK Study
Section 2014 2018 2023 2028 2033 2038 2043
Two lane Two lane Four lane Four lane
Kollegal
Intermediat with with with with Six Six
to TN
e lane Earthen Earthen Earthen Earthen lane Lane
Border
Shoulder Shoulder Shoulder Shoulder

6.7.2 Capacity Analysis – ICT Study

The following guidelines were referred to assess capacity and design service
volumes for various lane configurations:
 IRC: 64 – 1990, „Capacity of Roads in Rural Areas‟;
 IRC: SP: 73 – 2007, „Manual of Specifications and Standards for Two-laning
of Highways through Public Private Partnership‟; and
 IRC: SP: 84 – 2009, „Manual of Specifications and Standards for Four-laning
of Highways through Public Private Partnership‟.
Referring to the above guidelines, the design service volumes for two lane and
four lane highways with paved shoulders are shown in Table 6.38.

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Table 6.38: Design Service Volumes at Different Level of Services

Design Service volume in
PCUs per day
Warrants for 2- lane
4 Lane
2 Lane Highway
Highway
Terrain
with min.
2- lane
2-lane with without 1.5m
with LOS LOS
granular paved wide
paved 'B' 'C'
shoulder shoulder paved
shoulder
shoulder
Plain <8000 >10000 15000 18000
40000 60000
Rolling <6500 >8000 11000 13000
Mountainous
- - 7000 9000 20000 30000
and Steep
As per
IRC: SP:73-2015 IRC:SP:84-2014
standard

For a National Highway/ State Highway, two lane configuration is the minimum
requirement. In lieu of the above guidelines, the widening proposal for the project
road sections of SH-79 has been formulated. The widening proposal based on
the IRC: SP: 73-2015 and IRC: SP: 84-2014 is given in Table 6.39.
Table 6.39: Improvement Proposal Based on IRC Codes
Existing Chainage Recommendation
Homogeneous Section

(km)

paved shoulder

paved shoulder
Terrain
Sl. No

(at LOS ‘B’)

2-lane with

4-lane with

6-lane with
(HS)

shoulder
granular
From

Kollegal
1 to 61+450 108+310 Plain - 2015 2030 -
Cowdhalli
Cowdhalli
Rolling/
2 to TN 108+310 163+025 See box below.
Hilly
Border
Kollegal to Cowdhalli Section (61+450 to 108+310)
iDeCK study proposes intermediate lane configuration up to 2018 for the entire
project road, which is not applicable for a State Highway as per IRC guidelines.
As per the IRC guidelines state highways have to be of minimum two-lane
standard. The homogenous section I of the project road would require to be
improved to two lane with gravel shoulder configuration from 2015 till 2030, when
it will cross 18,000 PCU mark at LOS „B‟ . However, from the point of view of
improved road safety and reduced maintenance requirements, it is proposed to
be improved to two-lane with paved shoulder configuration from the opening year
itself. After 2030 this section would require to be widened to 4 lane configuration.

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Traffic Survey and Analysis

Cowdhalli to TN Border Section (108+310 to 163+025)

Based on the traffic forecast of this section considering traffic volume collected
from PWD GoK, homogenous section II requires two lane with granular shoulder
configuration till 2030. However, this section of the road passes through a
wildlife sanctuary, and any geometric improvements are not permitted on this
section owing to the MoEF regulations applicable to wildlife sanctuaries. Based
on the existing pavement condition, the engineering improvements could be
restricted only to improvements in surface condition.

6.8 TRAFFIC PROJECTION FOR JUNCTIONS- ICT STUDY

Junction counts were not done under the present study as the project involved
only validation of the traffic surveys and TMC were not included in the ToR.
However, iDeCK has conducted TMC at km 65+500 (km 99+000 in iDeCK study)
which is a Y-junction at the intersection of SH-38 with SH-79. The junction
forecast was done for the counts conducted by iDeCK using ICT growth rates.
Growth rates for various modes at the junction have been taken on the basis of
growth rates adopted for the project road. This has been done considering the
fact that the traffic at the junction and the road section will have similar growth
characteristics. The projection of traffic has been done for the peak hour,
considering the fact that the junction will be designed for the maximum hourly
traffic volume it has to cater for. The projected peak hour traffic is summarized in
Table 6.40.
Table 6.40: Projected Peak Hour Traffic on Junctions
Peak Peak Peak Peak Peak Peak
Name of
TMC Peak Hour Hour Hour Hour Hour Hour
the Chainage
No. Hour Traffic Traffic Traffic Traffic Traffic Traffic
Junction
2014 2015 2020 2025 2030 2035
Km
Y- 65+500
10:00-
Junction (Km
1 11:00 602 653 982 1573 2259 3212
with SH-38 99+000 in
AM
& SH-79 iDeCK
study)

As per IRC:SP:84-2014, the vehicular overpass/underpass shall be provided at

the intersection of the project highway with all National Highway and Sate
Highway. However, as the traffic at the junction is very low, geometric
improvement of the junction based on site conditions is proposed for the junction.
6.9 TOLLING STRATEGY AND ESTIMATION OF TOLL LANES
6.9.1 Estimation of Tollable Traffic
The calculation of the tollable traffic has been done using the provisions given in
Karnataka Road User Fee (Determination of Rates and Collection) Rules, 2014
for State Highways and Standalone Structures. It may be noted that the project
road is not an access controlled facility and thus it is not possible to toll all the
traffic plying on every kilometre of the project highway (in case of proposing the
project under BOT). Also the possibility of diversion of traffic to/from alternate
route to project road corridor has been thoroughly examined and considered in
the traffic forecast.

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Toll Plaza Location

One toll plaza has been proposed at km 78+400 for 89.169 km long project road
stretch starting from Kollegal to TN Border. This is in accordance with the
Karnataka State tolling policy which says that two toll plazas should be place 60
km apart, and beyond a distance of 10 km from a municipal or local town area. It
also considered for this location because toll plaza cannot be placed in the hilly
section of the project road (due to high cost of such toll plaza), which also passes
through forest area.
Categorisation of Tollable Traffic
For the purpose of calculation of toll revenue, the Tollable traffic has been
categorised in four categories as per Karnataka State Tolling policy, as follows:
 Local Traffic
 (Non-commercial vehicle with residence proof within 20 Km on either side
of the toll plaza). These will be Passenger Vehicles (Cars/Jeeps/Vans).
Regular Users, residing within 20 Km on either side of the toll plaza, will
have monthly pass of Rs. 150 for two lane road for State Highway and
standalone structures.
50% concession on user fee for local commercial vehicles registered
within the district in which the toll plaza is located (excluding vehicles
plying under National Permit).
 Daily Pass (For Return Trip, two one-way journeys allowed within 24 hrs) at
1.5 times the cost of a single journey.
 Monthly Pass (Regular Users, fifty one-way journeys allowed in a month) at a
cost of two-third of 50 single passes.
 Single Trip at normal toll fee
Distribution of Tollable Traffic in Various Categories
O-D survey has not been conducted by iDeCK consultants study. As per the
scope of services given in ToR, ICT has not conducted any O-D survey along the
project road. Therefore, distribution of traffic into various categories has been
done based on logical assumptions considering similar State Highway projects
undertaken by the consultants previously.
Number plate survey was also not conducted by iDeCK consultants for this
stretch, which is normally used to estimate the share of commercial traffic
registered within the same district (without National Permit) in which the toll plaza
is located, to estimate the share of commercial traffic eligible for local concession.
Therefore, the share of local commercial vehicles has been assumed considering
similar other project road section of KSHIP project as shown in Table 6.41.
The assumptions made for the tolling strategy based on provisions made in the
Karnataka State tolling policy and the notification are as follows:
(a) Local concession of passenger vehicles residing within 20 Km on either side
of toll plaza is given to Car, Jeep and vans only
(b) Local commercial vehicles, registered in the same district where the toll plaza
is located, are entitled for 50% concession on normal user fee.
(c) Frequent user can avail daily (return ticket) or monthly passes.
(d) The definition of modes for calculation of Tollable traffic is as following:

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Traffic Survey and Analysis

 Bus or Commercial Vehicle (2 Axle): trucks having 2 axles and buses

 Bus or Commercial Vehicle (3 Axle)
 HCM/EME/MAV: trucks having 4 to 6 axles
 Over-sized vehicles ( Seven or more axles)
 LGV: Light goods /commercial vehicles
 Local concession is given to both commercial and non-commercial
vehicles, if any parallel route or service road is not provided along the
project road.
For estimation of Tollable traffic, the traffic volume count estimated for the project
road has been considered. To forecast the Tollable traffic at the toll plaza, the
growth rate adopted has been considered to be same as that considered for
forecasting project road traffic in which the toll plaza is located.
It may be noted that the results of number plate survey have not been used as it
is, as the report does not mention whether the local traffic registered within the
same district is with national permit or not. Also for some modes the results of
number plate survey do not seem to be correct, and therefore, they have been
moderated based on consultant‟s experience considering the number plate
survey results given in iDeCK report.
The mode-wise distribution of Tollable traffic into various categories as given in
Karnataka Road User Fee (Determination of Rates and Collection) Rules, 2014
for State Highways and Standalone Structures are shown in Table 6.41.
Table 6.41: Adopted Mode wise Percentage Distribution of
Tollable Traffic among Different Categories

Monthly
Modes Daily Pass Single Trip Local
Pass
Kollegal to TN Border
Toll Plaza at km 78+400
Cars/Jeep Van 20% 25% 40% 15%
Taxi 25% 10% 50% 15%
Truck ( 2 Axle) 20% 15% 50% 15%
Bus 20% 15% 55% 10%
Mini - bus 33% 17% 38% 12%
LGV 25% 15% 40% 20%
Truck (3 Axle) 10% 5% 83% 2%
MAV/HCM 1% 1% 98% 1%
The total Tollable traffic at the proposed toll plaza at km 78+400 on SH-79 in the
base year (2015) is 2797 vehicles (4728 PCUs). This total Tollable traffic has
been further distributed into various categories of Tollable traffic, using the
percentage distributions of Tollable traffic as given in Table 6.41.
It may be noted that the share of Tollable traffic estimated in each category
based on the percentage distribution given in Table 6.41 has been divided by its
respective permitted frequency of travel to get daily Tollable traffic at the

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proposed toll plazas. For example, the share of total Tollable traffic in daily pass
category has been divided by a frequency value of 2 trips, as a daily pass holder
is allowed only two trips (return trip) in a day. Similarly, the share of total traffic in
monthly pass category has been divided by a frequency value of 1.666 which is
equivalent to 50 trips in 30 days i.e. 50/30 (refer section 5.2.2).
For Tollable traffic under the local pass category, the frequency of travel has
been assumed to be 2 and thus the share of total Tollable traffic in this category
has been divided by a frequency value of 2. The share of total Tollable traffic in
single trip category has been divided by a frequency value of 1 as they allowed
only one trip through the toll plaza for the fee to be charged.
The summary of total and Tollable traffic for every five years at the toll plaza at
km 78+400 on SH-79 is given in Table 6.42. The summary of modewise Tollable
traffic for every five years at the toll plaza on SH-79 is given in Table 6.43.
Table 6.42: Total and Tollable Traffic at Toll Plaza at km 78+400

Total Traffic Tollable Traffic

S. No. Toll Plaza
(Year 2015) (Year 2015)
Toll Plaza at km 78+400 5908 vehicles 2797 vehicles
1.
on SH-79 (6624 PCUs) (4728PCUs)

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Traffic Survey and Analysis

Table 6.43: Tollable Traffic (in vehicles) for Toll Plaza at km 78+400 on SH-79
Daily Passes Monthly Passes

(> 6 Axle)
(Commer

(Commer
Jeep Van

Jeep Van
MAV (4-6

MAV (4-6
MAV (> 6
Wheeler

Wheeler
LGV 4

LGV 4
2 Axle

3 Axle

2 Axle

3 Axle
Truck

Truck
Mini -

Mini -
Cars/

Cars/
truck

truck
Axle)

Axle)

MAV
Year

Year
Taxi

Taxi
cial)

cial)
Bus

Bus
bus

bus
2015 109 39 14 60 10 66 3 - - 2015 163 19 13 54 6 47 2 - -
2020 169 55 18 80 12 91 3 - - 2020 253 26 16 72 8 65 2 - -
2025 262 79 24 106 17 127 4 - - 2025 393 38 22 95 10 91 3 - -
2030 377 105 31 134 21 164 5 - - 2030 565 50 28 120 13 118 3 - -
2035 536 134 39 162 25 208 7 - - 2035 805 64 35 145 16 149 4 - -
2040 746 167 47 191 29 248 8 - - 2040 1,119 80 42 172 18 178 5 - -
2045 995 202 56 220 33 294 9 - - 2045 1,492 97 50 198 21 212 5 - -
Single Trip Local Traffic

(4-6 Axle)

(> 6 Axle)
(Commer

(Commer
Jeep Van

Jeep Van
MAV (4-6

MAV (> 6
Wheeler

Wheeler
LGV 4
2 Axle

3 Axle

2 Axle

3 Axle
LGV 4
Truck

Truck
Mini -

Mini -
Cars/

Cars/
truck

truck
Axle)

Axle)

MAV

MAV
Year

Year
Taxi

Taxi
cial)

cial)
Bus

Bus
bus

bus
2015 436 157 70 330 23 211 42 16 - 2015 82 24 53 10 1 - 4 30 -
2020 674 219 90 439 28 290 53 18 - 2020 126 33 72 13 1 - 4 40 -
2025 1,048 316 122 583 38 405 71 27 - 2025 196 47 101 18 1 - 6 53 -
2030 1,508 421 157 734 48 525 89 37 - 2030 283 63 131 23 1 - 8 67 -
2035 2,146 536 197 888 58 664 110 47 - 2035 402 80 166 30 1 - 9 81 -
2040 2,985 666 234 1,048 68 792 127 60 - 2040 560 100 198 35 2 - 11 95 -
2045 3,978 809 278 1,209 77 941 149 78 - 2045 746 121 235 42 2 - 12 110 -

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6.9.2 Toll Plaza Lane Requirements

The Consultants have carried out an extensive exercise of determining the Toll
Plaza lane requirement using the „Queuing Theory‟ technique. As the project road
is going to be operating as a tolled road with „Open Tolling System‟ in place, the
service rate and assessment of Tollable traffic has been done accordingly. The
M/M/s model has been applied to estimate the Toll Plaza lane requirements over
the horizon years.
M/M/s model is a queuing model that contains more than one departure channels
with exponentially distributed inter-arrival time (as the distribution of arrival rate is
taken as Poisson). The following parameters describe the operational
characteristics of M/M/s model.
a) Arrival distribution of vehicles and arrival rate.
b) Service rate and its distribution.
c) Expected time spent by each vehicle in the system (comprised of waiting in
queue and service time)
a) Arrival distribution of vehicles
The arrival rate of vehicles is distributed according to the Poisson distribution
over the time span (peak hour). And therefore, inter-arrival time is distributed
exponentially. The arrival rate is determined from the peak hour traffic volume at
the proposed toll plaza. For the analysis, AADT projections at proposed Toll
Plaza location (the projected volumes) have been used. The peak hour volume at
the survey location of km 72+100 was observed as 6.8%, which is used to
estimate toll plaza lane requirement. The directional distribution at this location is
considered to be 50:50.
b) Service rate and its distribution
The service rate is considered to be distributed according to Poisson distribution
as well as it has been considered to serve by multiple channels (toll booths) with
exponentially distributed service time. The number of toll booths in the system,
which perform all the activities involved in the toll collection system uniformly. The
time taken to serve one vehicle will be, therefore, linked to the adopted
technology and procedure to be carried out while serving a vehicle. Various
service rates have been considered for the analysis, and are discussed later.
c) Expected waiting time of each vehicle in the system
The maximum acceptable queue length of six vehicles has been considered for
this analysis. So, the total acceptable number of vehicles per toll booth including
the vehicle being served can be 7. Accordingly, the average waiting time limit
considered in the computation is 3.5 times of service time.
The service time (Manual tolling system at a particular Toll Booth) required per
vehicle for handling manually has been assumed to vary as 18 seconds per
vehicle for light vehicles while 22 seconds per vehicle for heavy vehicles. For the
purpose of toll plaza lane requirement analysis, weighted average of two service
times (of light and heavy vehicles) has been considered. At km 72+100 on SH-79
the percentage share of light vehicles was 50.2% and heavy vehicles as 49.8%.
Taking weighted average service time for light and heavy vehicles, the applicable
service rate for manual toll collection system, obtained for the toll plaza as 20
seconds.
The tolling systems are undergoing revolutionary changes and it is probable that
automatic tolling collection systems may become operational in future on the

6 - 41
Traffic Survey and Analysis

project road. The usage of smart card and other such automated systems reduce
the service time at the toll booth, thereby may decrease the queuing as well as
the booth requirements (which directly has impact on the land acquisition
requirement). With this view, the consultants have estimated the toll plaza lane
requirements with provision of both the Manual and Semi-Automatic (smart-card
based) toll collection systems at the Toll Plazas. The semi-automated system of
Smart Cards has been considered in this case. It is assumed that up to 2020, the
toll plaza will have total manual system and after that the usage of semi-
automated system will start gradually with increasing percentage share of users
opting for semi-automatic system in various horizon years.
The observed service time required per vehicle in a Semi-Automated system is
adopted as 10 seconds for light vehicle and 15 seconds for heavy vehicle. The
weighted average of service time adopted accordingly for the proposed toll plaza
is 12 seconds.
The traffic arrival rate at the proposed toll plaza has been obtained from the
Tollable traffic estimated for the toll plaza for various horizon years and is already
discussed in the previous section of this chapter.
The results obtained from the computations based on queuing theory are given in
Table 6.44. The number of toll lane requirements varies from 1 lane per direction
in the year 2015 to 4 lanes per direction in year 2045 for the proposed toll plaza
at km 78+400.
The expected toll lane requirement for various horizon years with the expected
waiting time in the system, queue length and share of manual and semi-
automatic toll collection system is given in Table 6.44. In addition to the number
of toll booths required in each direction, one extra-wide lane will have to be
provided in each direction for oversized vehicles.
Table 6.44: Toll Lane Requirements for Toll Plaza at
Km 78+400on SH-79 (Kollegal to TN Border)
Share of Manual & Semi
System (M=Manual, SA
(vehicles per direction)

Type of Toll Collection

Peak Hour Proportion
Daily Traffic (vehicles

Service Time at each

No. of Vehicles for

Automatic System

Automatic System
=Semi Automatic)

Avg. Waiting time

Peak Hour Traffic

No. of Toll Lanes

required (in each
Toll Booth (Sec)
(in percentage)

Manual & Semi

per direction)

direction)

(sec)
Year

2015 1398 95 M 20 100% 95 1 42.4

M 20 80% 108 1 50.0
2020 2002 135
SA 12 20% 27 1 13.2
M 20 70% 137 2 23.4
2025 2890 196
SA 12 30% 59 1 15.0
6.8 M 20 60% 159 2 24.9
2030 3922 266
SA 12 40% 106 1 18.6
M 20 60% 212 2 30.7
2035 5222 354
SA 12 40% 142 1 22.8
M 20 50% 291 2 57.8
2045 8570 581
SA 12 50% 291 2 15.7
M -Manual processing, SA -Semi-Automatic processing

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The number of toll lane requirements varies from 2 lane per direction in the year
2015 to a maximum of 5 lanes per direction in the year 2045 for the proposed toll
plaza. This includes, in addition to the number of toll lanes required in each
direction, one extra-wide lane in each direction for oversized vehicles. The
requirement of toll lanes for the proposed toll plaza at km 78+400 is summarized
in the Table 6.45.
Table 6.45: Toll Lane Requirements for the Toll Plaza at km 78+400

Number of Toll Lanes (Manual + Semi-automatic + Extra wide)

Year
TP at km 78+400
2015 2X (1+0+1)
2020 2X (1+1+1)
2025 2X (2+1+1)
2030 2X (2+1+1)
2035 2X (2+1+1)
2045 2X (2+2+1)
6.10 SUMMARY
During August 2015, ICT has carried out traffic surveys on selected locations on
the road section from 61+450 to 163+025 (DC: km 0+000 to km 151+157)of SH-
79, to validate the surveys and analysis (requirement of ToR) carried out by
iDeCK consultants during January 2014.
ICT has conducted traffic volume count survey at location 72+100, which is
exactly the same location where iDeCK has conducted traffic volume count in
2014. For comparative purposes, the traffic volume count noted in the iDeCK
survey has been projected to year 2015 using the growth factors adopted by
iDeCK
Analysis of mode-wise traffic volume shows that there is considerable difference
in traffic volume of LGV and 2/3 Axle Trucks observed in 2015 during ICT study
and the forecasted traffic volume of iDeCK study. The reason for this could be
that more of smaller commercial vehicles like LGV are being used now for
transporting goods for local consumption and for shorter trips.
It may also be possible that during the iDeCK study, the enumerators might have
counted LGV vehicles in 2/3 Axle Truck category. However, the total number of
LGVs and two/three axle put together observed in survey conducted by the
current study is significantly higher (approximately 55%), compared to the data
collected by iDeCK in 2014.
Nevertheless the difference in the total number of PCUs, which is the critical
indicator for capacity analysis and improvement design, is less than 10%
between the two studies. The projection of both sets of traffic data to the horizon
year, show similar results in improvement options. In this case, it is safe to
assume that both sets of data can be used for further analysis and design.
Since ICT‟s baseline data is more recent and reflects latest travel pattern, it has
been adopted for further analysis, forecasting, estimation of tollable traffic and
design of the roadway. Along with the traffic volume count data obtained in the
current study, the OD study data recorded by iDeCK has been used for the
analysis and forecasting of traffic.

6 - 43
Traffic Survey and Analysis

It has been noted during the site visit that the road section beyond Cowdhalli
passes through wildlife sanctuary and any improvement on this section is not
permitted owing to Ministry of Environment and Forest (MoEF) regulations.
Moreover, the traffic on this section is found to be very low.
Traffic data collected from State PWD were used for analysis of section from
Cowdhalli to TN Border, The data show that traffic almost drops by half after
Cowdhalli. This is because, significant proportion of the traffic observed in the
road section from Kollegal to Cowdhalli are destined to Cowdhalli and the temple
(at Mahadeswaranbetta), which is located at halfway between Cowdhalli and TN
Border.
The traffic data collected through primary and secondary sources indicate two
distinct homogeneous sections - Kollegal to Cowdhalli and Cowdhalli to TN
Border as shown in Table 6.46.
Table 6.46: Homogenous Sections for
Kollegal to TN Border Section of CNS 5
Existing Chainage Design Chainage

Volume AADT
Section No.

(Km) (Km)

Distance

Traffic

(PCU)
(Km)
Sections
Start End Start End

Kollegal to
HS-I 61+450 108+310 0+000 104+030 42.042 6,624
Cowdhalli
Cowdhalli to
HS-II 108+310 163+025 104+030 151+157 47.127 4,014
T.N Border

The entire project road from Kollegal to TN Border has been divided into two
packages i.e. Kollegal to Hannur and Hannur to TN Border. Accordingly, the
homogenous sections for both the packages are given in Table 6.47(a) & Table
6.47 (b).
Table 6.47 (a): Homogeneous Sections of
Project Highway for Kollegal to Hannur
Existing Chainage Design Chainage
Sect-ion No.

AADT (PCU)

(Km) (Km)
Distance

Volume
Traffic
(Km)

Sections
Start End Start End

Kollegal to
HS-I** 61+450 85+815 0+000* 85+770* 23.782 6,624
Hannur
*Including bypass
** Part of HS-I from Kollegal to Cowdhalli

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Table 6.47 (b): Homogeneous Sections of

Project Highway for Hannur to T N Border
Existing Chainage Design Chainage

Distance (Km)

Volume AADT
Section No.
(Km) (Km)

Traffic

(PCU)
Sections
Start End Start End

Hannur to
HS-I** 85+815 108+310 85+770 104+030 18.260 6,624
Cowdhalli
Cowdhalli
HS-II to TN 108+310 163+025 104+030 151+157 47.127 4,014
Border
** Part of HS-I from Kollegal to Cowdhalli

First Package has one homogenous section from Kollegal to Hannur (HS-I) and
Second Package has two homogenous sections from Hannur to Cowdhalli (HS-I)
and Cowdhalli to TN Border (HS-II).
As per the IRC guidelines, state highways have to be of minimum two-lane
standard. Based on traffic data, the Homogenous Section I of the project road
would require to be improved to two-lane with gravel shoulder configuration from
2015 till 2030 when it will cross 18,000 PCUs at LOS „B‟. However, from the point
of view of improved road safety and reduced maintenance requirements, it is
recommended to upgrade the road section from Kollegal to Cowdhalli (61+450 to
108+310) to two-lane with paved shoulder configuration.
Homogenous section II requires two lane with granular shoulder configuration till
2030, based on the traffic forecast of this section considering traffic volume
collected from PWD GoK. However, the road section from Cowdhalli to TN
Border (108+310 to 163+025) passes through a wildlife sanctuary, any geometric
improvements are not permitted on this section owing to the MoEF regulations
applicable to wildlife sanctuaries. Based on the existing pavement condition, on
this section, the engineering improvements could be restricted only to
improvements in surface condition.



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7. Engineering Designs
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7. ENGINEERING DESIGNS AND ALTERNATIVES

7.1 INTRODUCTION
As explained in the previous chapter, the Project road (SH 79) starts from the
take-off point of the proposed bypass of NH-209 near Agraharam Village (NH-209
Ch. 345+400) and ends at the Hannur at Ch. 85+770 (at junction of SH-79 and
MDR). The existing road is Intermediate/2 lane configured bituminous road with
both side earthen shoulders. The project road passes through some congested
built up sections. The alignment at some locations is having substandard
geometrics which are not satisfying the codal provisions for both horizontal and
vertical geometry. Improvement of the project road involves provision of
bypasses, realignments and improvement of substandard geometry and capacity
augmentation.
This chapter deals with Engineering Designs and Alternatives studied for the
improvement of the project road.
7.2 ALIGNMENT IMPROVEMENT PROPOSAL
Improvement proposals for the project road are proposed based on objectives
outlined in Terms of Reference (TOR). As mentioned in TOR main objective of
proposed project is improvement of safety feature of the alignment, capacity
augmentation and improvement within existing Right of Way (ROW) as far as
possible. Project road predominately traverse through plain terrain and rolling
terrain.
As per IRC:SP:73-2015 all highways warranting 2-laning have to be provided with
1.5m wide paved shoulders from safety considerations irrespective of the volume
of traffic. Further 2-Lane with Paved Shoulder and Footpath/Four lane divided
carriageway with Footpath configuration is provided in built-up areas of length
more than 200m irrespective of traffic volume.
7.3 WIDENING
The lane configurations recommended for the project road is as given in
Table 7.1.
Table 7.1: Recommended Lane Configuration

Design Chainage
(Km) Length Lane
Sl. No. Remarks
(km) Configuration
From To
2 Lane with Combined Bypass for
1 0+000 4+900 4.900 Paved Kollegal and
shoulder Madhuvanhalli
Ch. Eq. Backward Chainage 4+900 = Forward Chainage 66+888
2 Lane with
2 66+888 74+500 7.612 Paved --
shoulder
4 74+500 76+100 1.600 4 Lane built up Kamagere Village
2 Lane with
5 76+100 77+300 1.200 Paved --
shoulder

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Design Chainage
(Km) Length Lane
Sl. No. Remarks
(km) Configuration
From To
6 77+300 78+200 0.900 4 Lane built up Mangala Village
2 Lane with
7 78+200 83+280 5.080 Paved --
shoulder
8 83+280 84+320 1.040 2 Lane built up Hullepura Village
9 84+320 85+600 1.280 4 Lane built up Hannur town
2 Lane with
10 85+600 85+770 0.170 Paved --
shoulder
The summary of proposed lane configuration is as follows:
a) 2-lane with Paved Shoulder – 18.962 km
b) 2-lane with Paved Shoulder + Footpath (Urban Section) – 1.040 km
c) 4 Lane divided carriageway with Footpath (Urban Section) – 3.780 km
The proposed improvement as far as possible is within the existing right of way
avoiding land acquisition except for locations having inadequate width,
realignments with geometric improvements, bypasses and provision of highway
facilities like Toll plaza, Bus bays etc.
Considering the need to minimize land acquisition concentric widening of existing
carriageway is adopted for majority of the section. The summary of widening is
given in Table 7.2.
Table 7.2: Summary of Widening

Concentric Curve Realignment Bypasses

Widening (Km) Improvement (Km) (Km) (Km)

15.277 1.215 2.390 4.900

Typical Cross Sections
Based on the traffic projection, capacity and the design standards enumerated in
Chapter 5: Design Standards, the typical cross-sections applicable for various
sections of the project road have been prepared. The typical cross sections are
given at the end of this Chapter. Proposed Cross-sections in urban locations
have been customized to suit field conditions and minimize R&R impact and Land
Acquisition. The cross-sections in Urban Locations were developed within 16 m
and 20 m formation width with 2-Lane Paved shoulder and 4-Lane divided
carriageway configuration respectively, without compromising on safety and
capacity augmentation requirement of the project road.
These typical sections have been prepared separately for various alternatives like
reconstruction, rehabilitation, Built-up areas, etc. as follows:
TCS-1 Typical Cross Section for 2-Lane with Paved Shoulder (Open
Country) – Concentric Widening (Embankment Height < 3m)

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TCS-1A Typical Cross Section for 2-Lane with Paved Shoulder (Open
Country) – Concentric Widening (Embankment Height ≥ 3m)
TCS-2 Typical Cross Section for 2-Lane with Paved Shoulder (Open
Country) – Realignment/New Construction/Bypass (Embankment
Height < 3m)
TCS-2A Typical Cross Section for 2-Lane with Paved Shoulder (Open
Country) – Realignment/New Construction/Bypass (Embankment
Height ≥ 3m)
TCS-3 Typical Cross Section for 4-Lane Divided Carriageway (Urban
Section) – Concentric Widening Built-Up Section with 20m CoI
TCS-4 Typical Cross Section for 2-Lane with Paved Shoulder (Urban
Section) – Concentric Widening Built Up Section with 16m CoI
TCS-5 Typical Cross Section for 2-Lane with Paved Shoulder (Open
Country) – Kollegal & Madhuvanahalli Bypass
7.4 BYPASSES AND REALIGNMENTS
As per Clause 3 – Scope of Service of Terms of Reference of the project
“Identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives
comparison on techno-economic and other considerations and recommendations
regarding most appropriate option” is part of the services. Locations not
confirming to design standards for the design speed limit as per IRC standards,
sharp right angle turns and sections prone to accidents have been improved by
short realignment or Bypasses.
Selection Criteria
Various factors that influence selection of realignment are as given below. After
careful evaluation preferred option is recommended for the proposed Highway
alignment.
1. Length of Proposed Option
2. Road Geometric Standards
3. Spread of the town i.e. left side or right side
4. Structures – Minor Bridges, Major Bridges
5. Social Impact – Relocation and Rehabilitation costs.
6. Construction Cost
7. Network Connectivity
The comparative evaluation for all the bypasses/realignments to select the final
alignment is based on techno-economic suitability. The study and analysis has
been based upon Google Aerial view and ground verification of the possible
alignments. A 2 lane section with 7m wide carriageway and 1.5m wide paved
shoulder on both sides with proposed ROW of minimum 26 m has been proposed
for all the bypasses.
All the bypasses and realignments proposed are summarized in Table 7.3. One
bypass & two realignments have been proposed in this section of SH-79 with a
total length of 7.290 km.

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Table 7.3: List of Bypasses / Realignment of SH-79

Chainage along Existing Chainage along
Sl. Name of Alignment (km) Bypass/Realignment (km)
No. Town/Village
Start End Length Start End Length
Bypass
Kollegal &
1 61+450 66+888 5.438 0+000 4+900 4.900
Madhuvanahalli
Realignment
1 MNB @ 69+900 68+930 70+190 1.260 68+920 70+200 1.280
2 Singanallur 72+540 73+700 1.160 72+550 73+660 1.110

Combined Bypass for Kollegal and Madhuvanahalli Bypass

Stat of project road was proposed from the existing Junction of SH-79 with NH-
209 at Kollegal (Km 61+450). As we move towards the TN Border from the
junction, there is an existing water body abutting the project road from Km.
61+700 up to Km. 64+400. i.e. for a length of 2.7 Km. Apart from this, existing
settlement on LHS from Ch. 61+800 to Ch. 61+900 are abutting the project road
and connected through service road. The plinth levels of the houses are about 3-
4m lower than the existing project road. The Proposed cross sections of 2 lane
with paved shoulder is able to be fit into at this location with acquisition of the
existing pond by road side with the construction of retaining wall structures on
both sides. Impact on pond will not be permitted from environment consideration.
There are sharp curves along the project road which do not meet the codal
provisions. There is an “S” Bend in the alignment at Ch. 63+400 with curve radius
of 40 m and 60 m.
From Ch. 64+500 to Ch. 66+300 (1.8 Km long), existing alignment passes
through the settlement town of Madhuvanhalli. There is a 90 degree bend at
Ch. 65+150 where improvement will be difficult as it has pucca structures mostly
commercial and residential on both sides. Apart from above, the existing
geometry in the town is not as per guidelines as the radius of existing horizontal
curve is as low as 45 m. The existing geometric deficiencies contribute to the
unsafe conditions. During initial social screening, local people also favoured
bypass.
NHAI is proposing a new bypass of NH-209 for Kollegal town. The bypass starts
from the North side of Kollegal town. The approx. location of start of bypass is
731245.86E and 1347631.92N. This proposed bypass intersects SH-79 on the
west side of the Kollegal town and ends on the south side of the Kollegal town.
Considering the above constraints and the proposed bypass of NH-209 being
planned by NHAI, three options for a combined bypass of Kollegal town and
Madhuvanhalli settlement have been explored as shown in Figure 7.1.
 Bypass Option I: Bypass on LHS of existing road
 Bypass Option II: Bypass on RHS of existing road along Kabini Right Bank
Canal for a length of 6 km.
 Bypass Option III: Bypass on RHS of existing road.

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Figure 7.1: Three Options for a Combined Bypass of Kollegal Town and
Madhuvanhalli Settlement
The comparison of the three bypass options on various parameters is given
below:
Bypass - Bypass - Bypass - Existing
Factor
Option I Option II Option III Alignment
Bypass Length 4.900 14.700 12.692 --
(Km)
Length of 5.438 12.296 12.296 5.438
corresponding
Existing Road to be
Bypassed (Km)
Net Increase in -0.538 2.404 0.396 --
Project Length due
to Proposed Bypass
(km)
Use of Proposed Yes (5.5 Km) No No --
bypass of NH-209
Geometrics Good Good, but Good, but Poor
alignment is alignment is on Geometry, on
on Bank of Bank of Kabini RHS existing
Kabini Right Right Bank water body for
Bank Canal Canal (KRBC) a length of 2.7
(KRBC) for a for a length of km and
length of 6 km 2.5 km. passing
and will cross through
the canal at 5 congested
to 6 locations Madhuvanhalli
village
Land Acquisition 14.805 44.1 38.076 -
(Hectare)

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Bypass - Bypass - Bypass - Existing

Factor
Option I Option II Option III Alignment
Bridges/ structures. Nil 10 5 NIL
Junctions Nil 3 3 1
Length of Safety Nil 5000 5000 4900
Measures (Crash
Barrier) Required
(m)
Construction Cost 17.09 58.8 44.42 13.48
(Crs.)
It can be seen from above that Option 1 has better geometry and lesser R&R
impact and is well connected with proposed NH-209 bypass. Since in Option I the
existing NH-209 bypass is being used the cost of the proposed bypass is much
less than the other two bypass options. Option II and option III alignment is on the
banks of the Kabini Right Bank Channel (KRBC) for a length of 5 Km. Due to
poor geometry of the canal, the proposed alignment will cross the canal at 5 to 6
locations because of which additional structures shall be required.
Based on the above consideration Option I is recommended.
7.4.1 Realignment near Minor Bridge @ Ch. 69+900
Existing bridge at Ch. 69+900 is proposed to be reconstructed due to inadequate
hydraulics. Existing Bridge is on S-curve with horizontal curve radii of 100m to
300m and the existing embankment height is about 2.5m. New Bridge is to be
constructed parallel to existing road to accommodate traffic management during
construction. Hence, to improve safety of the road users, geometric improvement
in form of realignment between Km. 68+920 to Km 70+200 is proposed which is
designed for a speed of 80 kmph. The proposed realignment on google Imagery
is shown in Figure 7.2.

Figure 7.2: Proposed Realignment near Minor Bridge @ 69+900

7.4.2 Realignment (Singanallur)
The project road passes through the settlement area of Singanallur at Ch.
73+300. There is a sharp S Curve along the alignment with a radius of 100m and
170m with a short distance of 23m in between the curves. There are two minor

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roads connecting the S- Curve length. The improvement of existing alignment to

meet the design standard requirements will result in large scale R&R impact.
Further there is no set back distance from properties on the RHS resulting in lack
of visibility in lateral direction. It will be a black spot in the project road if not
realigned.
Thus the section from Ch. 73+200 to Ch. 73+500 has very poor horizontal
geometry. Hence to improve the safety of road users, geometric improvement in
the form of realignment between Ch. 72+550 to Ch. 73+660 is proposed. Further
due to the realignment, the road length has also been reduced by 50 m. The
proposed realignment on google Imagery is shown in Figure 7.3.

Figure 7.3: Proposed Singanallur Realignment

7.5 DESIGN OF ALIGNMENT
Locations not confirming to design standards for the design speed adopted as
per IRC standards, sharp curves, steep grades, reaches requiring raising and
sections prone to accidents have been improved by improvement of roadway
geometrics.
Horizontal Alignment
The geometric features of alignment have been designed using MX ROAD
software. The alignment has been largely designed to a design speed of 100
kmph except in built-up. Wherever the Improvement proposal is limited within
existing Right of Way, design speed of 80 kmph is adopted to avoid Land
Acquisition. Urban Sections are designed for minimum 50 kmph design speed to
minimize the R&R & land Acquisition.
At 3 locations due to existing poor geometry and dense settlements one bypass
and 2 realignments were proposed as described in previous section.
The project road has 70 numbers of horizontal curves in a length of 23.782 km.
Vertical Alignment
The vertical alignment of the Project road has been designed conforming to the
design standards for the design speed limit as per IRC-SP:73-2015 and also the
following points were considered except warranted by obvious constraints:

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a) Sight Distance
b) Avoid excessive cut and fills along the Project Road
c) Existing Road Level
d) Typical low and high points along the Project Road
e) Existing and proposed culverts/bridges on the Project Road
f) The allowable grade for the type of terrain and speed
The gradient has been kept below the ruling gradient of 2.5%, as far as possible.
The project Road has 72 numbers of Vertical curves in a length of 23.782 km.
Detailed Cross-sections have been prepared showing the proposed
carriageways, earthworks and existing ground, at 20m intervals. The Plan Profile
and Detailed cross Section drawings have been given in Volume Drawings.
7.6 PROPOSED PAVEMENT DESIGN
The Consultants conducted pavement investigations of the existing road which
includes visual pavement condition survey, ascertain engineering characteristics
of existing sub-grade by carrying out in-situ & laboratory testing of soil sampled
from excavated test pits, determining existing pavement composition, determining
in-situ CBR by conducting DCP test through sub-grade top, determining structural
strength of existing pavement by conducting BBD test and testing of existing
pavement material. Based on the findings of such extensive pavement
investigation, the consultants undertook pavement design for rehabilitation of the
existing pavement and new construction for meeting the design requirements
specified in the TOR.
7.6.1 Pavement and Subgrade Investigation
Majority of the input data required for the pavement design are obtained from
pavement and sub-grade investigation carried out as per the Terms of Reference
(TOR) and activities involved in the process are detailed below:
(i) Review of all available reports
The Consultant gathered information from various PWD departments of concerned
regions. This information was studied and accordingly pavement investigation was
planned / conducted and designs were carried out based on the findings of this
investigation.
(ii) Identification of homogenous sections
Homogenous sections are identified based on traffic characteristics along the
project road sections. Pavement design for new construction and rehabilitation is
taken up for the homogenous sections based on design traffic and engineering
characteristics of borrow soil/existing subgrade soil along the project corridor.
The identified homogenous section for the project road is shown in Table 7.4.
Table 7.4: Homogenous Sections
Existing Chainage Design Chainage
Section (Km) (Km) Distance
Sections
No. (Km)
From To From To
Kollegal to 61+450 66+888 0+000 4+900* 4.900
HS-1
Hannur 66+888 85+815 66+888* 85+770 18.882
* Chainage Equation Backward Chainage 4+900 = Forward Chainage 66+888

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(iii) Road and Pavement Condition Surveys

The consultants carried out detailed field study to collect road and pavement
surface condition during the months of July, August and September 2015. The
prime objective for pavement condition survey was to identify distresses and
sections with similar characteristics. All distresses were systematically recorded
and quantified as per TOR’s requirement for the purpose of determining mode of
rehabilitation or requirement of any reconstruction. The pavement condition survey
was carried out to cover the following conditions.
 Pavement condition: which includes surface distress such as % cracking,
rutting, % raveling, potholes and edge break
 Shoulder condition: which includes rut depth, material loss, corrugation and
edge drop
 Embankment condition: This includes height of embankment with general
condition and extent of slope erosion.
(iv) Investigation for Existing Pavement Composition
In order to obtain existing pavement composition details, test pits were dug at
every 500 m interval staggered on the both sides along the project. For each test
pit, following details/observations were recorded:
 Test pit reference (Id and location)
 Pavement composition (material type and thickness)
 Subgrade type and condition (wet/dry)
The summary of existing pavement composition which includes average, minimum
and maximum thickness of each layer for each homogeneous section is presented
in Table 7.5.
Table 7.5: Summary of Existing Pavement Compositions
Existing Granular Base/
Bituminous (mm)
Chainage Sub base (mm) Remarks
(Km) Min Max Avg. Min Max Avg.
Km 61+450 Total Road section
to 20 120 55 70 390 210 have either base layer
Km 85+815 or sub base layer
(v) Strength of Existing Pavement
Structural strength evaluation of the existing pavement was carried out by taking
deflection measurements using Benkelman Beam Deflection (BBD) technique as
per IRC: 81-1997. Deflection surveys were carried out as per the TOR provisions
with main line deflection and control line deflection.
The summary of characteristic deflection of Kollegal to Hannur (SH 79) section is
shown in Table 7.6.
Table 7.6: Characteristic Deflections of Kollegal to Hannur (SH 79)

Existing Chainage (Km)

HS Average Characteristic Deflection
From To (mm)
HS I 61+450 67+000 1.95
67+000 85+815 1.39

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The characteristic deflection varies from 0.99 to 1.95 mm. From Km 61+450 to
67+000 characteristic deflection values are more than 1.5 mm, which are
considered high values requiring partial / full depth reconstruction.
7.6.2 Design Considerations
Both flexible and rigid pavement options are considered for the project road. The
detail design of pavements involves the following cases.
a) Strengthening (in the form of overlay/partial reconstruction depending on the
present condition of bituminous layers) of the existing pavement where
alignment and primary levels remain unchanged along the project corridor;
b) Design of the pavements for new construction in widening portion and
reconstruction sections. These sections are defined on the basis of
realignment, by-passes, raising of embankment and extent of damages in the
existing pavement.
c) With the aim to minimize environmental hazards arising out of construction
activities in the stretch aligned through protected forest, design of pavements
with materials and by adopting construction technique that are comparatively
more environment friendly.
The methodology adopted for pavement design (both new and rehabilitation) is
presented in a flowchart (Figure 7.4 and Figure 7.5) indicating the various steps
involved in the design process, their interaction with one another and the input
parameter required in each step.
7.6.3 Design Standards
The design standards followed are:
a) The new flexible pavement is designed in accordance with IRC-37: 2012
(Guidelines for the Design of Flexible Pavements). While carrying out the
design, provisions made in IRC: SP -84-2014 and IRC: SP-73-2015 are also
taken into consideration.
b) Flexible Overlay designed in accordance with IRC: 81 – 1997 [Guidelines for
Strengthening of Flexible Pavements using Benkelman Beam Deflection
(BBD)] technique)
c) Rigid pavement is designed according to IRC: 58-2015
d) Pavement for service roads is designed as per IRC: 37- 2012 and IRC: SP-73 -
2015 for two lanes.
e) Pavement for truck lay bye and parking area is designed as per IRC: SP 63-
2004.

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Figure 7.4: Pavement Design Procedure (New Construction)

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Figure 7.5: Pavement Rehabilitation Design Procedure

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7.6.4 Design inputs

Following design inputs have been considered in the pavement design.
a. Design Subgrade CBR
Potential Borrow areas of selected earth are located along the Project corridor in
order to use good soil for the construction of subgrade and embankment. The
numbers of potential borrow areas identified for Kollegal to Hannur road is eight (8).
Borrow area soil samples were subjected to sieve analysis, alterberg limits, proctor
compaction and soaked CBR (at three energy levels) tests to determine the
engineering characteristics of borrow soil.
Assuming that the same borrow area will be used for both embankment and
subgrade construction; effective CBR for the project road has been determined and
presented in Table 7.7
Table 7.7: Design CBR of Soil from Borrow Area

(95% Compaction)

(97% Compaction)

Adopted Effective
Effective CBR (%)
Alignment (Km)

Design CBR (%)

Lead from
Proposed
Chainage

CBR (%)

CBR (%)
(Km)

S.
Side Coverage Area
No

1 65+050 RHS 3.0 17 19 18

Borrow area at Km
2 71+250 LHS 2.5 17 20 18 65+050, Km 71+250, Km
80+250, Km.82+750, to
3 73+950 LHS 1.0 11 14 12 15
be used for construction
4 80+250 LHS 0.5 19 23 21 of subgrade for project
road Stretch
5 82+750 LHS 5.0 24 28 26
Note: Soil of all Borrow area locations is suitable for embankment construction

b. Vehicle Damage Factor

Twenty four hours axle load survey has been carried out on the project road. VDF
is determined based on the methodology recommended in IRC: 37-2012.
VDF values are calculated direction wise, Vehicle category wise VDF values are
summarized in Table 7.8.
Table 7.8: Summary of VDF Values
2-Axle 3-Axle Multi Axle
Road Sections LCV Bus
Truck Truck Vehicle
Up Direction 0.03 2.36 5.82 0.53 6.26
Down Direction 0.45 3.29 4.63 1.06 6.46
Adopted for Design 0.45 3.29 5.82 1.06 6.46

The maximum VDF of up and down direction is adopted for pavement design.
c. Design Period
IRC: 37-2012 recommends that National / State Highways should be designed for
a minimum life of 15 years. IRC: SP 73-2015 also recommends minimum 15 years

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of design period. IRC: 81-1997 recommended that design period of overlay for
major road should be at least 10 years.
Considering all these aspects and Client’s requirement, pavement is designed for a
period of 15 years as well as 20 years.
d. Widening Configuration and Distribution Factor
IRC: 37-2012 suggest different distribution factors depending on lane / carriageway
configuration. Based on this guide line and proposed lane configurations of
homogeneous sections, appropriate distribution factors are adopted for estimating
design traffic loading. The lane configurations are presented in Table 7.9.
Table 7.9: Lane Configurations

Homogeneous Existing Lane Proposed Lane

Design Period
Section Configuration Configuration
2020-2034 (15 years Design Life) 2L+PS*
HS-I 2L
2020-2039 (20 years Design Life) 2L+PS*
Note:* L=Lane, PS= Paved Shoulder

e. Design Traffic
The Design Traffic is estimated considering the AADT projected and VDF
determined from the axle load data presented in the traffic report and summarized
in Table 7.8.
The adopted design traffic for homogeneous section is presented in Table 7.10.
Table 7.10: Design Traffic for Project Road

20 years Design Life 15 Years Design Life

Road Estimated Adopted

Estimated Design Adopted
Section Design Traffic Design
Traffic (msa) (20 Design Traffic
(msa) for 15 Traffic
years) (msa)
years (msa)
HS-I 14* 20 9* 20
Note:* IRC: SP-73-2015 recommends designing the pavement for minimum design traffic of 20 msa

For both 15 years and 20 years design life, 20 msa design traffic is adopted.
f. Pavement Materials
Material investigation and laboratory testing have been conducted for determining
basic engineering properties of materials that are to be incorporated in pavement
construction. Sub base and base course will be constructed with crushed
aggregate in case of adopting pavement design considering conventional materials
and the same materials in combination with cement stabilization and RAP materials
can be used in sub-base and base layers if it is intended to use non –conventional
materials in pavement construction as per IRC:37 – 2012 and MORT&H 5th
Specification, 2013. As per IRC: 37-2012, VG 40 bitumen is to be used for
homogenous sections having traffic greater than 30 MSA and VG 30 bitumen is to
be used for homogenous sections having traffic less than 30 MSA. For this road
section, design traffic is estimated as less than 30 MSA and hence the Elastic
modulus of DBM and BC layer with VG30 is taken as 1700 MPa for pavement
design.
Pavement composition and layers thickness are determined as per IRC 37-2012
based on estimated design traffic and design subgrade CBR of each homogenous
sections.

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In Rehabilitation design of road, Recycled Asphalt Pavement (RAP) material and

Cement Treated Sub Base (CTSB) is taken into consideration and proposed
wherever found suitable as alternative design option. Elastic modulus (E) of 600
MPa is considered both for RAP and CTSB as per IRC:37-2012. Existing
bituminous layer will be milled and used in RAP mix comprising 20 -30% of RAP
and 70-80% of fresh aggregate depending on the grading.
7.6.5 Design of New Flexible Pavements
Pavement for new construction in widening, Bypass and reconstruction portion is
designed based on effective subgrade strength at formation level, material
characteristics and design traffic as discussed in previous sections.
Kollegal to Hannur road section of SH 79 is designed as two lanes with paved
shoulder configuration. Traffic estimated for 20 years design life is only 14 MSA
and that for 15 years is 9 MSA which are less than minimum design traffic of 20
MSA specified in the 2-lane manual. Therefore, the pavement composition for both
15 years and 20 years design period will be that corresponding to 20 MSA.
 Pavement Composition of Project Road: Pavement compositions for new /
widening section have been worked out as per IRC 37-2012.Two pavement
design options are considered. These are one using conventional pavement
materials and the other incorporating RAP material. For RAP layer, maximum
30% recycled asphalt materials is considered to be used in the mix out of the
total quantity recovered from existing bituminous layer.
 Pavement condition for section km 73+600 to km 75+700 is good. Two minor
bridges at Ch. 74+032 and Ch. 74+360 in this section have been proposed for
reconstruction due to hydraulic requirement and built up section from Km.
74+500 to Km. 76+100 is proposed to be 4-lane with concentric widening.
Therefore, in this section also, reconstruction is proposed.
Pavement layer catalogues given in IRC 37 – 2012 from plate no. 1 to plate no. 20
have been used to determine pavement composition and thickness of component
layers. The results are presented in Table 7.11.
Table 7.11: Pavement Design for New Construction /Bypass /
Widening Section
Design Chainage
Design Subgrade

Pavement Composition (mm)

(Km)
Design Traffic
CBR (%)

Option 1
(MSA)

Option 2 (RAP)
HS (Conventional)
From To
BC DBM WMM GSB BC RAP CTSB*

0+000 4+900** 15 20 40 60 250 200 40 80 200

66+888** 73+600 15 20 40 60 250 200 40 80 200
HS-I 73+600 75+700 15 20 40 60 250 200 40 80 200
75+700 83+100 15 20 40 60 250 200 40 80 200
83+100 85+770 15 20 40 60 250 200 40 80 200
* CTSB – Cement treated Sub base
** Chainage equation : Backward chainage 4+900 = Forward Chainage 66+888.

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7.6.6 Rehabilitation Design of Existing Pavements

Rehabilitation (partial /full depth reconstruction and overlay) have been designed
based on the following:
 Existing pavement condition
 Existing subgrade characteristics
 Deflection Characteristics
 Change in vertical alignment (raising of embankment)
 Economic lead of borrow soil and other construction material and
 Use of alternative material such as RAP, cement treated sub base
Best alternative for pavement composition is selected based on availability of
material, economic design and engineering judgment.
The field investigation of pavement composition and testing of existing pavement
materials shows that granular layer thickness varies from 70 mm-390 mm with an
average value of 210 mm at most of the places and GSB/WMM material contains
more finer materials than as specified in the standards, hence in partial
reconstruction after milling/scarifying existing bituminous layer, existing granular
layer will be dismantled and reused as part of the subgrade material either on the
widening portion or at the same location as appropriate.
The summary of rehabilitation (partial/full depth reconstruction and overlay)
design is presented in Tables 7.12.

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Table 7.12: Pavement Design for Rehabilitation

Characteristic Deflection
Design Chainage (Km) Existing

CBR of Subgrade (%)

Rehabilitation (Reconstruction/Overlay)

Design Traffic (MSA)

Pavement Condition
Pavement

Existing Subgrade
CBR at 97 % MDD
Composition (mm)

Borrow Soil
Avg. Thickness
Option 1 Option 2

(mm)
(mm)
HS

From

Bituminous
To

Granular

CTSB*
Layer

Layer

WMM
DBM

GSB

RAP
BC

BC
0+000 4+900** Bypass Section New Construction

66+888** 73+600 Fair 13-29 15 20 - 40 60 250 200 40 80 200

HS I

73+600 75+700 Good 22-28 15 20 1.4 40 60 250 200 40 80 200

66 285
75+700 83+100 Poor 19-30 15 20 - 40 60 250 200 40 80 200
83+100 85+770 Good 17 15 20 - 40 60 250 200 40 80 200

* CTSB – Cement treated Sub base

** Chainage equation: Backward chainage 4+900 = Forward Chainage 66+888.
Note: For Option 1& 2, after milling and scarifying existing bituminous layers existing granular layer will be dismantle and reused as part of
subgrade material either on widening portion or at the same location as appropriate.

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7.6.7 Design of Rigid Pavements

With the aim to carry out life cycle cost analysis, rigid pavement option is also
considered for the entire project road sections. The rigid pavements are designed
as per IRC:58-2015.
Rigid pavement will also be provided at toll plaza location.
Design Traffic and Subgrade CBR:
The rigid pavement has been designed to withstand the cumulative effect of the
axle load repetitions of different commercial vehicles applied over the design life
of 30 years. As per IRC 58 – 2015, only 25% of the cumulative repetitions of
commercial vehicles for 30 years are taken as the design traffic for computing the
expected axle load repetitions for design.
Based on the base year traffic volume data and the growth factors, the
cumulative repetitions of commercial vehicles for 30 years design life has been
worked out. Design Subgrade CBR values same as that worked out for flexible
pavement design were adopted.
Design Traffic for Rigid Pavement Design has been calculated for homogeneous
sections and summarized design traffic and design subgrade CBR are presented
in Table 7.13.
Table 7.13: Design traffic for Rigid Pavement

Design Traffic in terms

of cumulative number of
Homogeneous Section axle repetitions after Design CBR (%)
adjusting for lateral
placement of axles
HS-I 30.12 x 106 15

Dry Lean Concrete and K-Value:

For rigid pavement design, the assumed thickness of Dry Lean Concrete (DLC)
layer is considered as 150 mm, accordingly as per assumed DLC thickness and
K-value of subgrade, K-value for DLC are determined for each homogenous
sections as per IRC 58-2015. As the subgrade CBR for the project road is equal
to 15%, the K-value of DLC as per IRC 58 -2015 is 300 MPa/m.
Other Basic Design Inputs:
The input data considered for rigid pavement design are presented below:

Design Life = 30 yrs.

Subgrade CBR = 15 %
Thickness of DLC = 150 mm
Tire Pressure, p = 0.8 MPa
Modulus of elasticity of concrete, E = 30000 MPa
Poisson's ratio, µ = 0.15
Coefficient of Thermal Expansion of Concrete, a = 0.00001 / OC
O
Temperature Differential for BUC, Dtbuc= 20.44 C
O
Temperature Differential for TDC, Dttdc = 15.22 C

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28 - day Flexural Strength of Concrete = 4.5 MPa

90 - day Flexural Strength of Concrete = 4.95 MPa
Spacing of Contraction Joint, L = 4.5 m
Spacing between Longitudinal Joint and edge of
3.5 m
Pavement, B =
Tied Concrete Shoulders? (Yes/No)= yes
Axle Load Spectrum

Pavement Design Details

The pavement design details are summarized in Table 7.14.
Table 7.14: Rigid Pavement Design
Pavement
Dowel Bar Details Tie Bar Details
Road Composition, mm
Section Diameter Length Spacing Diameter Length Spacing
PQC DLC GSB
mm mm mm mm mm mm
HS-I 270 150 150 32 450 300 12 640 690

Note: As per clause 6.3.4.1 of IRC 58-2015, the design PQC thickness may be increased by 10
mm to (i) permit to retexturing and (ii) grinding to rectify faulting during the service life

Note - The composition of Rigid Pavement required at underpass, toll plaza and RUB in the project
road sections is as per above table at required Chainage.

7.6.8 Design in Black Cotton Soil

The combined bypass for Kollegal and Madhuvanahalli is passing through
expansive soil from km 0.000 to km 4+900 with liquid limit between 54 to 70 and
plasticity index lies between 25 to 37.
Expansive soils are those that exhibit particularly large volumetric changes
(shrinkage and swell) with variations in their in-service moisture contents.
Expansive soils usually contain the clay mineral montmorillonite.
Construction of road on expansive soil has the following problems:
 Expansive soils shrink and crack on drying and get swelled when wet. The
cracks allow water to penetrate deep into the soil, hence causing
considerable expansion. This result in deformation of in situ soil which results
in cracking of pavement layers laid over the soil.
 In certain cases the CBR of such soil may be reduced to less than 2 %, if the
soil becomes completely saturated.
 This type of soil is prone to erosion during dry condition.
The following mitigation measures may be considered for expansive soil.
a) Realignment: this solution is possible only if the areas covered with expansive
clays are of limited extent only.
b) Excavation and replacement: It is usually considered sufficient to excavate
the expansive soil to a depth of about 0.5 m and replaced by suitable borrow
area soil.

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c) Treatment with lime: Treatment of expansive soils with hydrated lime can give
good results. The addition of 4 to 6% of lime is usually required and provides
the improvement properties of expansive soil.
Based on the site visit, it is recommended that 0.5 m depth of expansive soil shall
be removed and replaced using suitable borrow soil.
Pavement composition as mentioned in Table 7.11 shall be followed.
7.6.9 Design of Bus bay, Truck lay bye and Parking Areas
The pavement composition of bus bay will be similar to the flexible pavement
composition of main carriageway for the locations where bus bays are proposed.
For truck lay-bye and parking areas, interlocking concrete block pavement is
proposed. The composition and thickness of pavement is designed as per IRC SP:
63-2004. As the effective CBR of borrow soil is 15% for project road, the subgrade
CBR is considered above 10% for interlocked concrete block pavement. Hence as
per Table 1 of IRC SP: 63-2004, the pavement composition of Truck bays and
parking areas are shown in Table 7.15.
Table 7.15: Pavement Composition of Truck lay bye and Parking Area

Pavement Layer Thickness (mm)

Interlocked Concrete Block 80
Sand Bed 20
WMM 250
GSB 200

Minimum Compressive strength of interlocked concrete block should be 30 MPa as

specified in IRC SP: 63-2004 and material specifications and gradation of other
pavement layers will be as per IRC SP 63-2004.
7.6.10 Recommended Pavement Schedule
Based on the analysis of preceding sections and discussion with client, the
pavement composition given in Table 7.16 is recommended for new construction
as well as rehabilitation.

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Table 7.16: Recommended Pavement Composition for 20 year design life

Design
Chainage (Km) Pavement
Design Composition
Design (New/Rehabilitation)
CBR of
HS Traffic (mm) Remarks
Subgrade
(MSA)
From To (%)

WMM
DBM

GSB
BC
New
construction due
to bypass
0+000 4+900 15 20 40 60 250 200
section for
Kollegal and
Madhuvanahalli
HS
I 66+888 73+600 15 20 40 60 250 200 New
construction in
73+600 75+700 15 20 40 60 250 200
widening portion
75+700 83+100 15 20 40 60 250 200 and
rehabilitation of
83+100 85+770 15 20 40 60 250 200 existing
carriageway.

Chainage Equation = Backward Ch. 4+900 = Forward Ch. 66+888

In partial reconstruction after milling/scarifying existing bituminous layer, existing
granular layer will be dismantled and reused as part of the subgrade material either
on the widening portion or at the same location as appropriate.
As regards to BC soil stretches along Kollegal and Madhuvanahalli bypass from
km0.000 to 4+700, it is recommended that 0.5 m depth of expansive soil shall be
removed and replaced using suitable borrow soil.
7.7 HYDROLOGY AND DRAINAGE
Recommendations for road embankment
At some stretches existing road is passing by the side of small ponds/
waterlogged areas. The height of road is very low and near to water level of
ponds. As a result of seepage of water from the adjacent ponds, the subgrade
soil gets saturated leading to loss in its bearing capacity. It is important to ensure
that the subgrade (drainage layer) is marginally higher than the water level in the
pond so that subgrade layers on the top of the drainage layer remains dry and
infiltration from road surface can come down to the drainage layer and get
relieved to the adjacent waterbody without causing any harm to the subgrade
layer or road crust. It is recommend to raise the embankment height accordingly
at locations affected by the ponds and tanks.
Recommendations for Bridges
Recommendations for existing bridges are given below:
Bridges over Drainage Channels
The following table reflects the recommendation for the bridges of the project
road:

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Sl. Location Name of Existing Recommendation

No. (Km) River Span Action Proposed Span
69+900 6 Pipe of 3m
3 x 16.2
1 (skew Local Stream dia Spaced Replaced
o (Along Skew)
12 ) at 3.5m c/c
2 74+072 Local Stream 3 x 2.5 Replaced 1 x 8.8
74+360
2 x 8.845
3 (skew Local Stream 4x3 Replaced
o (Along Skew)
45 )
4 84+230 Local Stream 2 x 9.4 Retained 2 x 9.4
85+310 3 x 8.7
5 (skew Local Stream 3 x 8.7 Retained
o
14 ) (Along Skew)

Bridges over canals

Recommendations for bridges over canals have been made on the basis of
structural adequacy of the bridges as independent hydrological analyses are not
required for the canals which carry controlled and predetermined discharges.
Details for the canals crossing the project road have been collected from the
Department concerned.
One bridges shall be required to be reconstructed at Km 71+170 as in present
condition water level in canal is touching bottom level of superstructure.
Photographs of the said canal are given below for reference:

The detail of canal is given below:

Project Road

Width (mts)

Bank Slope
Base Width
Full Supply

Free Board
Level (mts)

Bank/Bund
Top Width
Discharge
(Cusecs)
Ch. (Km)

Design

(mts)

71+170 300 1.2 0.5 10 16 6 1 in 1.5

Recommendations for Culverts

The table below gives the list of culverts proposed for reconstruction.

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Span
Type of Arrangement
Sl. Design Culvert and Total Proposed Proposed
Remark
No. Chainage (Pipe, Slab, Ventway Type Size
Box, Arch) (No.x Length)
(m)
Codal
1. 4+852 HPC 2 x 0.6 HP 1 x1.2
Requirement
Codal
2. 67+055 HPC 2 x 0.3 HP 1 x1.2
Requirement
Codal
3. 67+169 HPC 1 x 0.3 HP 1 x1.2
Requirement
Codal
4. 67+257 HPC 2x0.3 HP 1 x1.2
Requirement
5. 67+407 SLC 1 x1 Box 1x1.5x1.5 Inadequate
Codal
6. 67+437 HPC 2 x 0.6 HP 1 x1.2
Requirement
Codal
7. 67+546 HPC 1x0.3 HP 1 x1.2
Requirement
Codal
8. 67+572 HPC 2x0.3 Box 1x1.5x1.5
Requirement
Codal
9. 67+752 HPC 1 x 0.6 Box 1x2x2
Requirement
10. 67+926 SLC 1 x1 HP 1 x1.2 Inadequate
Codal
11. 68+136 HPC 1x0.3 HP 1 x1.2
Requirement
Codal
12. 68+220 HPC 1x0.3 HP 1 x1.2
Requirement
Codal
13. 68+300 HPC 2X0.6 Box 1x1.5x1.5
Requirement
Codal
14. 68+363 HPC 1x0.3 HP 1 x1.2
Requirement
Codal
15. 68+583 HPC 1x0.3 HP 1 x1.2
Requirement
Codal
16. 68+658 HPC 1 x 0.3 Box 1x1.5x1.5
Requirement
Codal
17. 68+763 HPC 1x0.3 Box 1x1.5x1.5
Requirement
18. 69+248 HPC 1x0.9 HP 1 x1.2 Inadequate
19. 69+298 SLC 1 x 0.7 Box 1x1.5x1.5 Inadequate
Codal
20. 70+188 SLC 1x5 Box 2x3x2.5
Requirement
21. 71+215 HPC 1 x 0.6 HP 1 x1.2 Inadequate
22. 72+534 HPC 1 x 0.6 Box 1 x 1.5 x 1.5 Realignment
Codal
23. 80+219 HPC 1 x 0.6 HP 1 x1.2
Requirement

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Span
Type of Arrangement
Sl. Design Culvert and Total Proposed Proposed
Remark
No. Chainage (Pipe, Slab, Ventway Type Size
Box, Arch) (No.x Length)
(m)
Codal
24. 83+191 SLC 1x1 Box 1x1.5x1.5
Requirement
Codal
25. 83+258 HPC 1 x 0.6 HP 1 x1.2
Requirement
Poor Structural
26. 84+403 HPC 1 x 0.9 Box 1x1.5x1.5
Condition

Widening of Culverts
The following culverts that are in the existing alignment are proposed to be
widened to accommodate the proposed road configuration.
Span Arrangement and
Sl. Design Type of Culvert
Total Ventway
No. Chainage (Pipe, Slab, Box, Arch)
(No. x Length) (m)
1 69+763 HP 2x1.2
2 71+642 HP 1x0.9
3 76+167 Slab 1x2.3 +1x3
4 77+411 Slab 2x2.0
5 82+395 Slab 2x3.8

New Culverts
The following new culverts are proposed

Sl. Design Proposed

Proposed Size Remark
No. Chainage Type
1. 0+013 Box 1 x 1.5 x 1.5 m Proposed Bypass
2. 0+338 Box 1 x 1.5 x 1.5 m Proposed Bypass
3. 0+620 HP 1 x1.2 Proposed Bypass
4. 1+208 HP 1 x1.2 Proposed Bypass
5. 1+243 Box 1 x 1.5 x 1.5 m Proposed Bypass
6. 1+358 Box 1 x 2.0 x 2.0 m Proposed Bypass
7. 1+648 Box 1 x 2.0 x 2.0 m Proposed Bypass
8. 1+928 HP 1 x1.2 Proposed Bypass
9. 2+438 Box 1 x 1.5 x 1.5 m Proposed Bypass
10. 2+823 Box 1 x 2.0 x 2.0 m Proposed Bypass
11. 3+178 Box 1 x 2.0 x 2.0 m Proposed Bypass
12. 3+963 Box 1 x 2.0 x 2.0 m Proposed Bypass

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Sl. Design Proposed

Proposed Size Remark
No. Chainage Type
13. 4+138 Box 1 x 3.0 x 1.5 m Proposed Bypass
14. 4+213 Box 1 x 2.0 x 2.0 m Proposed Bypass
15. 4+506 Box 1 x 2.0 x 2.0 m Proposed Bypass
16. 69+079 Box 1x1.5x1.5 Realignment
17. 69+561 Box 1x1.5x1.5 Realignment
18. 70+583 Box 2x3x2.5 Realignment
19. 72+954 HP 1 x1.2 Realignment
20. 73+429 Box 1x 2 x 1.5 Realignment
21. 78+720 Box 1 x1.5 x 1.5 Realignment
22. 78+970 HP 1 x1.2 Realignment
23. 80+111 HP 1 x1.2 Realignment
24. 80+626 Box 1x1.5x1.5 Realignment
25. 81+780 Box 1x1.5x1.5 Realignment

Recommendation for Roadside Drain

Preliminary design calculation for the lined rectangular drain (minimum size)
proposed for urban section of the project road as follows,

Urban Section
Adopted bed width of drain 1 m
Adopted depth of flow 0.25 m
Free board 0.3 m
Adopted depth of drain 0.55 m
Top width of drain 1 m
Discharge of drain 0.21 m3/s

Preliminary design calculation for the unlined trapezoidal drain proposed for rural
section of the project road as follows,

Rural Section
Adopted bed width of drain 0. 5 m
Adopted depth of flow 0.25 m
Free board 0.15 m
Adopted depth of drain 0.40 m
Top width of drain 1.3 m
Discharge of drain 0.09 m3/s

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7.8 BRIDGE DESIGN

7.8.1 New 2-lane / 4-lane bridges to replace existing bridges
Details of existing bridges proposed to be replaced on the existing alignment with
new 2-lane / 4-lane bridges are given in Table 7.17.
Table 7.17: Existing bridges proposed to be replaced by new 2 lane bridges
Existing Bridge Proposed 2-Lane / 4-lane Bridges
Design
Sl. Name of Span Total Span Total
Chainage
No. Bridge Arrange- Length Arrange- Length Remarks
(Km)
ment (m) (m) ment (m) (m)
Minor Bridge New 2 lane
69+900
1. at Ch.69+900 0 Vented Causeway 3 x 16.2 48.641 bridge on
0 (12 skew)
(20 skew) realignment
Minor Bridge 1 x 4.9 +
71+170 New 2 lane
2. at Ch.71+190 0 1 x 5.3 + 15.12 2 x 10.8 21.62
0 (36 skew) bridge
(37 skew) 1 x 4.9
New 2 lane
Minor Bridge bridge due to
3. 74+072 3 x 2.5 7.52 1 x 8.8 8.82
at Ch.74+120 structural
inadequacy
New 2 lane
Minor Bridge 2 x 8.485
74+360 bridge due to
4. at Ch.74+410 0 4x3 12.02 (along 19.374
0 (45 skew) structural
(45 skew) skew)
inadequacy
Widening of
Minor Bridge existing
85+310
5. at Ch.85+380 0 3 x 8.7 26.12 3 x 8.7 26.12 bridge and
0 (15 skew)
(15 skew) additional 2
lane bridge

7.8.2 Existing Bridges proposed to be widened

As per inventory and condition survey two existing bridges are narrow it is
proposed to widen them after repair and rehabilitation since their condition is
satisfactory. These are given in Table 7.18.
Table 7.18: Existing Bridges proposed to be widened
Span Total
Sl. Design
Arrangement Length Deck Width (m) Remarks
No. Chainage
(m) (m)
To be widened
1 84+230 2 x 9.40 18.820 from 11.90m to Widen with repairs
16m
85+310 To be widened
LHS bridge is widen
2 (skew 3 x 8.7 26.120 from 8.20m to
o with repairs
15 ) 10.50m

7.8.3 Pedestrian Survey

A new Pedestrian Subway is proposed on the project road as shown in
Table 7.19.

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Table 7.19: Details of New Pedestrian Subway

Structure (m)
Arrangement

Type of Sub-
Proposed
Chainage

structure

Remarks
width of

Type of
Design

Super-
Sl. No

Span
(Km)

(m)
With 2m wide stairs
1x5x3
RCC Single Cell Box on all four sides for
1 84+900 (Clear 20.0
Structure accessing Project
Opening)
Highway

7.8.4 Summary of New Proposed Bridges / Structures

New 2/4 lane

 New 2-lane bridge on proposed realignment 1 No.
 New 2 lane bridges to replace existing bridges 3 Nos.
 Existing bridge proposed to be widened 1 No.
 Existing bridge proposed to be widened with additional
1 No.
two lane bridge
 New Pedestrian subway 1 no.
Total 7 Nos.

Details of existing bridges and proposed new bridges and structures have already
been explained above.
7.8.5 Planning for New Bridges
The new bridges / structures have been planned and designed as per design
standards enclosed with the report keeping the following considerations in view.
Siting
Where altogether new bridges are proposed siting of minor bridges is governed
basically by road alignment. However, in case of major bridges, guidelines given
in Ministry’s Pocket Book for Bridges Engineers have been kept in view.
Cost-Effective Proposals for New Bridges & New Bridges in the
Replacement of Existing Bridges
Economy in cost of construction of new bridges has been affected by adopting
larger span lengths wherever feasible, thereby reducing number of expansion
joints get reduced and improving riding quality. Moreover, with the reduction in
number of piers not only the cost of substructure and foundation gets reduced but
also the period of construction for the bridge would be considerable reduced.

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General Arrangement Drawings, Design Calculations and Detailed

Structural Drawings
Based on the above details and design criteria, General Arrangement Drawings
(GADs) for the Bridges/Structures have been prepared showing salient features
of bridges / structures such as span arrangement, deck configuration, type of
foundation, substructure and superstructure and detailed design has been carried
out accordingly.
Repair / Rehabilitation of Bridges
Based on visual inspection and condition survey of existing bridges, the broad
requirement of repair and rehabilitation measures for bridges being retained has
been worked out.
7.8.6 Subsoil Investigation
Subsoil investigation for proposed new bridges/structures has been carried out as
per provision of TOR and IRC-78:2014.
7.8.7 Detailed Design calculations and drawings
A set of detailed drawings are enclosed in Volume Drawings.
7.9 AT GRADE INTERSECTION/GRADE SEPARATED INTERSECTION
The existing project road has 5 Major Junctions and 36 minor junctions. The
Major Junctions include Junction with NH 209 bypass at start of the project, SH-
38 and Junctions with MDR at Hannur apart from other junctions. High mast
lighting system along with street light poles has been catered for in the design of
major intersections.
For smooth merging & diverging of cross road traffic, at grade intersections have
been proposed at various locations. 8 nos. major and 31 nos. minor junctions
have been identified and improvement has been proposed.
7.10 RAILWAY OVER BRIDGE/ RAILWAY UNDER BRIDGE
There is no Railway over Bridge/ Railway Under Bridge in the project road.
7.11 CROSS DRAINAGE STRUCTURE & DRAINAGE
Culvert
As stated in chapter 4, there are 49 cross drainage structures except minor
bridges along the project road. Considering the adequacy, hydrological
requirements and curve improvements/ realignments, some additional culverts
and replacement of some culverts have been proposed. The details study has
been explained in this chapter. However the summary of the proposed culvert is
given in table below:
Repair &
Type New Proposal Reconstruction Total
Widened
Hume Pipe 6 15 2 23
Slab - - 3 3
RCC Box 19 11 - 30

In addition to these culverts, 39 Hume pipe culverts have been proposed for
cross drainage in proposed junctions.

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Road Side Drain

Roadside toe drains shall be provided to receive discharge from embankment
surface and countryside runoff and carry it safely to the nearest outfall point
ensuring safety to the embankment toe, which is the area most vulnerable to
erosion / failure. Roadside drains shall generally be provided on both sides of the
embankment to safely carry the discharge from the embankment without
jeopardizing the safety of the toe resulting safe guard to the pavement from
water.
In plain section trapezoidal drain sections has been proposed on both side. In
urban sections lined drains with footpath has been proposed for safety reasons.
The shape and size of the roadside drains has been decided on the basis
catchment area and its characteristics to the nearest outfall point.
For rural areas, the drains have been proposed as open and trapezoidal with
2(H):1(V) side slope. The minimum bed width and depth of flow at starting section
shall be 500 mm and 300 mm respectively. The sections shall be gradually
increased in terms of bed width and depth of flow up to the outfall point.
Service Roads/Slip Roads
There is no major built up section along the project road and due to very low local
traffic in settlement area, provision of service roads have not been made.
Footpath
Considering the safety of pedestrian traffic, Drain cum footpath has been
proposed on both side of the project road in the following locations.
Stretch (Km)
Sl. No Side
From To
1 74+500 76+100 Both sides
2 77+300 78+200 Both sides
3 83+280 84+320 Both sides
4 84+320 85+600 Both sides

Utilities
To facilitate utilities along the project road which may include Electric lines and
poles, Fiber optics, Waterlines and etc. sufficient space on both sides of the
project road will be provided for sections passing through open country. For
project road passing through settlement locations provision of RCC pipes of
suitable size along the length of the road below footpath have been proposed.
The size of pipes to carry Utilities will be based on settlement size and utilities
likely to be carried.
7.12 PROPOSAL FOR TOLL PLAZA
The site for toll plaza location was carefully selected based on guidelines laid out
in IRC standards. Toll plaza on proposed highway alignment will be designed as
per IRC standards mentioned in IRC: SP: 73-2015 for two lane highway
alignment. In all one location was identified for Toll Plaza based on strategic
importance and other aspects as explained below.
The number of lanes at the Toll Plaza in the initial stage should be corresponding
to forecast traffic for at least 10 years for two lane highway.

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General Layout of Toll Plaza as per IRC: SP: 73-2015 is as given below,
a) Lane Width = 3.2 m in general and 4.5 m for oversize vehicles.
b) Booth Island (a) Width = 1.9 m (b) minimum Length = 25 m/35 m.
c) Transition – 1 in 20 to 1 in 10 may be provided from two-lane section/four
lane section to the widened width at Toll Plaza on either side.
d) Provision of Future expansion: The office building shall be located taking into
consideration of future expansion.
The number of toll lanes for the Toll Plaza was derived based on clause 10.4.12
of IRC: SP: 73-2015.
Considering traffic flow and Homogeneous section, the location of toll plaza has
been proposed at Km 78+400. However as decided, construction of toll plaza will
not be taken up during improvement, however land acquisition will be done for
the location as per directions from the implementing agency.
7.13 PROPOSAL FOR BUS BAY
20 Bus bays (10 Locations) on the project road are identified as probable
locations to address the need of people living along the stretch. Most of the bus
bays have been located close to existing bus stops where ever available. Solar
power lighting has been proposed at all the bus bays. To minimize additional
Land Acquisition, the size of the Bus Bay in rural area has been followed as per
IRC: 80 (Figure 2 page 7) and for built up section as per IRC: 86.
7.14 HIGHWAY FACILITIES
In addition to the above improvement proposals for the proposed Project Road,
other road facilities are required to be provided for the effective use. The salient
characteristics of the major highway accessories are outlined below:
a) Truck Lay byes
b) Road boundary stone
c) Km stone and Hectometer stone
d) Street Lighting
e) Road Marking
f) Rest areas
g) Medical aid post and Traffic aid post
h) Raised Pedestrian Crossing
i) Truck Lay Byes
No Truck Lay bye is proposed along the project road.
ii) Road Boundary stone, Km stone and Hectometer Stone
Road boundary stones have been proposed all along the project highway to
discourage future encroachment into the right of way as per IRC codal provisions.
Km stone and hectometer stones have been proposed all along the project road
as per IRC codal provisions.
iii) Road Signs, Pavement Marking and Street Lighting
Indian Road Congress (IRC) codes have been followed in proposing and
designing road safety features.

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Pavement markings will be done for traffic lane line, center line, edge lines and
hatching etc. The marking will be with hot applied thermoplastics materials
confirming to IRC:35-2015. The pavement markings will be reinforced with
reflective pavement markers which shall be provided as per IRC:SP:73-2015.
Street lighting has been provided in urban stretches/built-up areas, Bus Bays,
Pedestrian Subway and Major Junction areas as per manual of Specifications
and Standards.
Solar lighting system (with minimum battery back-up for 12 hrs.) has been
provided at Bus Bays in open country, Truck Lay Byes and Raised Pedestrian
Cross Walks. At other locations, High pressure Sodium Vapour (HPSV) Lighting
shall be provided. At major junction areas (start of taper to end of taper) high
mast along with HPSV lighting shall be provided. The Lux level at each location
(both for solar lighting and HPSV lighting) shall be as per manual of
Specifications and Standards.
iv) Rest area, Traffic AID post and Medical AID post
Rest area has not been proposed along the project road. Traffic AID post and
Medical AID post has been proposed at Toll Plaza Location along the project
road.
v) Raised Pedestrian Crossing
Pedestrian crossing in a place designated for pedestrian to cross a road. These
are designated to keep Pedestrian together where they can be seen by motorists
and where they can cross most safely across the flow of vehicular traffic. Raised
Pedestrian crossing are provided at all the start and end of each built-up
locations. Typical layout of the proposed raised crossing is given in Volume XV:
Drawings.
7.15 PROPOSED CORRIDOR OF IMPACT
The documents required to identify existing land along the project road have
been collected which includes, revenue maps, Atlas, Tippanis, RTC and etc. from
concerned revenue authorities. Due to non-availability of ROW pillars on the field
the existing ROW was field verified and marked on drawings based on revenue
records collected.
Based on improvement proposal for the project road, locations where
improvement extend beyond existing ROW, the impacted parcel numbers have
been noted including additional area to be acquired, ownership details and other
relevant details required for acquisition of land.

Area to be Acquired (Ha)

Sl. No. Taluk / District
Govt. Land Pvt. Land Grand Total
1 Hannur (Chamrajnagar) 0.4779 5.9392 6.4170
2 Kollegal (Chamrajnagar) 1.3799 22.4781 23.8580
Grand Total 1.8578 28.4173 30.2751



7 - 31
Corridor of Impact (Min.26000)

3000 500 500 3000

500 500
1000 Toe Drain (W1) 1000 1500 7000 1500 1000 (W1) Toe Drain 1000

Toe Berm
Toe Berm
Toe Berm

Embankment Earthen Paved Earthen Embankment

Toe Berm
Utility Paved Carriageway Utility
Slope Shoulder Shoulder Shoulder Shoulder Slope
Corridor Corridor
CL

Granular
Granular
Camber / Camber / Material
Material DL 4C 0011

Super elevation Super elevation

2 2
h<3m 1 1 h<3m
G.L G.L

1 Reconstruction
1 1 1
1.5 BC
2 2 1.5
Existing Carriageway DBM
Toe Drain as per Design WMM - II Toe Drain as per Design
500 WMM - I 500
GSB
SUBGRADE

TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (OPEN COUNTRY)
TCS- 1 : CONCENTRIC WIDENING (EMBANKMENT HEIGHT <3M)

Note:-
1. All dimensions are in mm unless otherwise specified.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
Final Detailed Project Report joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy R0 Dec. 2016 INITIAL DRAWING
Government of Karnataka Consultancy Services for Detailed Project Report Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant)
KOLLEGAL TO HANUR Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/TCS/ 01 / R0
Prepared by Designed by Checked by Approved by Paper Size A-2

7 - 32
Corridor of Impact(Min.28000)

1000 1000
W1 2000 1500 7000 1500 2000 W1
Utility Embankment Earthen Paved Carriageway Paved Earthen Embankment Utility
Corridor Slope Shoulder Shoulder Shoulder Shoulder Slope Corridor
CL

W Beam Crash Barrier W Beam Crash Barrier

Granular Granular
Material Camber / DL 4C 0011 Camber / Material
Super elevation Super elevation

2 Reconstruction 2
h >3m BC h >3m
1 1
Existing Carriageway DBM
WMM - II
WMM - I
GSB
G.L G.L
SUBGRADE

TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (OPEN COUNTRY)
TCS - 1A : CONCENTRIC WIDENING (EMBANKMENT HEIGHT > 3M)

Note:-
1. All dimensions are in mm unless otherwise specified.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
Final Detailed Project Report joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy R0 Dec. 2016 INITIAL DRAWING
Government of Karnataka Consultancy Services for Detailed Project Report Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant) Description Checked by
KOLLEGAL TO HANUR Revisions Date
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State
Typical Cross Section DRAWING No:-
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/ TCS / 01A / R0
Prepared by Designed by Checked by Approved by Paper Size A-2

7 - 33
Corridor of Impact (Min. 26000)

500 3000 500 500 3000 500

1000 Toe Drain W1 1000 1500 7000 1500 1000 W1 Toe Drain 1000

Toe Berm

Toe Berm
Embankment Paved Earthen Embankment
Toe Berm

Toe Berm
Earthen Paved Carriageway
Utility Shoulder Shoulder
Utility
Slope Shoulder Shoulder Slope
Corridor Corridor
CL

Granular Granular
Material Camber / DL 4C 0011 Camber / Material
Super elevation Super elevation
2 2
h<3m 1 1 h<3m
G.L G.L

1 1 1 1
BC
1.5 2 2 1.5
DBM
Toe Drain as per Design WMM - II Toe Drain as per Design
WMM - I
500 500
GSB
SUBGRADE

TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (OPEN COUNTRY)
TCS - 2: REALIGNMENT/NEW CONSTRUCTION/BYPASS (EMBANKMENT HEIGHT <3M)

Note:-
1. All dimensions are in mm unless otherwise specified.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
Final Detailed Project Report joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy R0 Dec. 2016 INITIAL DRAWING
Government of Karnataka Consultancy Services for Detailed Project Report Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant)
KOLLEGAL TO HANUR Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/ TCS / 02 / R0
Prepared by Designed by Checked by Approved by Paper Size A-2

7 - 34
Corridor of Impact (Min. 28000)

1000 1000
W1 2000 1500 7000 1500 2000 W1
Utility Embankment Earthen Paved Carriageway Paved Earthen Embankment Utility
Corridor Slope Shoulder Shoulder Shoulder Shoulder Slope Corridor
CL

W Beam Crash Barrier W Beam Crash Barrier

Granular Granular
Material Camber / DL 4C 0011 Camber / Material
Super elevation Super elevation

2 2
h >3m BC h >3m
1 G.L G.L 1
DBM
WMM - II G.L
WMM - I
G.L G.L GSB G.L
SUBGRADE
EMBANKMENT
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (OPEN COUNTRY)
TCS - 2A : REALIGNMENT/NEW CONSTRUCTION/BYPASS(EMBANKMENT HEIGHT > 3M)

Note:-
1. All dimensions are in mm unless otherwise specified.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
Final Detailed Project Report joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy R0 Dec. 2016 INITIAL DRAWING
Government of Karnataka Consultancy Services for Detailed Project Report Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant)
KOLLEGAL TO HANUR Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/ TCS / 2A / R0
Prepared by Designed by Checked by Approved by Paper Size A-2

7 - 35
Corridor of Impact (Min. 20000)

Street Light Pole

1110
Varies as per 2195 250 250 610 250 250 2195 Varies as per
Availability of Covered Drain 7000 7000 Covered Drain Availability of
Land at site Cum Footpath Carriageway Carriageway Cum Footpath Land at site
Median

Pedestrian Guardrail Pedestrian Guardrail

New Jersey
Crash Barrier

Property Boundary Interlocking Interlocking Property Boundary

/Building Line Concrete Block Concrete Block /Building Line

DL 4C 0011
Camber / DL 4C 0011 Camber /
Super elevation Super elevation

Utility Duct (300mm) Reconstruction Utility Duct (300mm)

CL
Existing Carriageway BC
DBM
Depth as per Design Depth as per Design
WMM - II
WMM - I
GSB
SUBGRADE

TYPICAL CROSS SECTION FOR 4-LANE DIVIDED CARRIAGEWAY (URBAN SECTION)

TCS - 3 : CONCENTRIC WIDENING BUILT-UP SECTION

Note:-
1. All dimensions are in mm unless otherwise specified.
2. New Jersey Crash Barrier shall be as per IRC:119-2015
3. Interlocking Concrete block shall be as per IRC SP 63-2004.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
Final Detailed Project Report joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy R0 Dec. 2016 INITIAL DRAWING
Government of Karnataka Consultancy Services for Detailed Project Report Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant)
KOLLEGAL TO HANUR Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/ TCS / 03 / R0
Prepared by Designed by Checked by Approved by Paper Size A-2

7 - 36
Corridor of Impact (Min 16000)
Street Light Pole (Staggered) Street Light Pole (Staggered)

Varies as per 2500 2500 Varies as per

2000 7000 2000
Availability of Covered Drain Covered Drain Availability of
Paved Shoulder Carriageway Paved Shoulder
Land at site Cum Footpath Cum Footpath Land at site
Interlocking Concrete Block Interlocking Concrete Block
CL
Pedestrian Guardrail Pedestrian Guardrail

Property Boundary Property Boundary

/Building Line /Building Line

Camber / Camber /
Super Elevation Super Elevation

Utility Duct (300mm) Reconstruction Utility Duct (300mm)

Existing Carriageway BC
Drain as per Design DBM Drain as per Design
WMM - II
WMM - I
GSB
SUBGRADE

TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (URBAN SECTION)
TCS - 4: CONCENTRIC WIDENING BUILT UP SECTION

Note:-
1. All dimensions are in mm unless otherwise specified.
2. Interlocking Concrete block shall be as per IRC SP 63-2004.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
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Government of Karnataka Consultancy Services for Detailed Project Report Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant)
KOLLEGAL TO HANUR Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/ TCS / 04 / R0
Prepared by Designed by Checked by Approved by Paper Size A-2

7 - 37
Corridor of Impact (Min 26000)

1000 500 3000 500 500 3000 500 1000

(W1) 1000 1500 7000 1500 1000 (W1)
Toe Drain Toe Drain

Toe Berm

Toe Berm
Utility Paved Earthen Utility
Toe Berm

Toe Berm
Embankment Earthen Paved Carriageway Embankment
Corridor Slope Shoulder Shoulder Shoulder Shoulder Slope Corridor
CL

Granular
Material
Granular
Material Camber / Camber /
Super elevation Super elevation

h <3m 2 2 h <3m
1 1
G.L G.L

1 1 1 1
1.5 2 2 1.5
Toe Drain as per Design Toe Drain as per Design
500 BC 500
DBM
WMM - II
WMM - I
Existing Black Cotton Soil to be removed and replaced GSB
with Non Expansive Soil/Borrow Soil for minimum 0.5m Depth SUBGRADE
from Ground Level from Ch: 0+000 to Ch:4+700. Embankment
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (OPEN COUNTRY)
TCS - 5 - KOLLEGAL & MADHUVAN HALLI BYPASS

Note:-
1. All dimensions are in mm unless otherwise specified.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
Final Detailed Project Report joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy R0 Dec. 2016 INITIAL DRAWING
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KOLLEGAL TO HANUR Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/ TCS / 05 /R0
Prepared by Designed by Checked by Approved by Paper Size A-2

7 - 38
Corridor of Impact

1000 1000
W1 1000/2000 1500 7000 1500 1000/2000 W1
Utility Embankment Earthen Paved Carriageway Paved Earthen Embankment Utility
Corridor Slope Shoulder Shoulder Shoulder Shoulder Slope Corridor
CL

Granular Granular
Material Camber / DL 4C 0011 Camber / Material
Super elevation Super elevation

Selected Earth Cover 500 (Min.)

2 2
1 BC 1
1000 to 3000 FLY ASH DBM 1000 to 3000
WMM - II
WMM - I
G.L G.L GSB G.L G.L
SUBGRADE

TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER

TCS - 6 : CONSTRUCTION OF EMBANKMENT WITH POND ASH

Note:-
1. All dimensions are in mm unless otherwise specified.
2. Pond Ash shall be used for embankment construction (Where ever required) in pursuance of
the Ministry of Enviroment,Forests and Climate Change Notification, New Delhi dated 14.09.1999
(as amended on 27.08.2003,3.11.2009 and 25.01.2016) in accordance with IRC SP 58.

CLIENT : SCALE : PROJECT TITLE : CONSULTANT : Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
Final Detailed Project Report joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy R0 Dec. 2016 INITIAL DRAWING
Government of Karnataka Consultancy Services for Detailed Project Report Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant)
KOLLEGAL TO HANUR Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024 Revisions
Public Works, Ports & IWT Department NOT TO SCALE cum Transaction Advisory Services for Karnataka State DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Highway Improvement Project-lll -KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-79/KH/ TCS / 06 /R0
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7 - 39
8. Environmental Screening
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8. INITIAL ENVIRONMENTAL EXAMINATION

8.1 INTRODUCTION
The project road starts from the take-off point of the proposed bypass of NH-209
near Agraharam Village (NH-209 Ch. 345+400) and connect SH-79 after
Madhuvanahalli Village near junction with SH 38 and ends at Hannur at
Km.85+815 (at junction of SH-79 with MDR). Therefore, total length of the project
road is 23.782 km. The project road is passing through Chamrajnagar district.
The location of the project road is shown on Index Map at Figure 8.1. The
Latitude & Longitude of start and end points are 120 10’ 50.58”N & 770 07’26.77”E
and 120 05’ 13.24” N & 77018’29.66” E respectively.
The project road forms interstate connectivity and improvement proposal may
facilitate increased cross interstate traffic movement as project road connects
Tamil Nadu border in Palar. Project road also forms important connectivity to
various tourist destinations within the region and along the project road including,
Hoganakkal Falls, Gaganachukki and Bharachukki Falls, BR Hills, Talakadu and
many other in the region. The proposed improvement proposal for the project
road would benefit and improve network mobility in the region.

15 km radios of Project Road Project Road

Figure 8.1: Map showing location of the Project Road

8-1
Initial Environmental Examination

8.2 OBJECTIVES OF THE INITIAL ENVIRONMENTAL EXAMINATION (IEE)

Following are the objectives of the Environmental Study:
 Determine the category of the project depending on improvement proposal,
environmental sensitivity and magnitude of impacts, i.e. screening as per
Government of India’s regulations and ADB Guidelines;
 Determine the appropriate extent and type of EA required (IEE or EIA), i.e
scoping;
 Determine the requirement of statutory clearances;
 Baseline environmental monitoring and survey;
 Prediction of impacts on relevant environmental attributes and mitigation
measures to minimize the impacts; and
 Preparation of IEE Report including EMP.
8.3 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK
As per the ADB’s Guidelines on Environmental Assessment the proposed project
has been classified as Category ‘B’ project requiring Initial Environmental
Examination (IEE).
Environment Clearance: The proposed project is the strengthening & widening
of existing State Highway. Project road is passing through plain terrain (below
1,000 m MSL) and is not passing through any ecologically sensitive area.
Therefore, Environmental Clearance is not required from Government of
India for improvement of SH-79 from Kollegal to Hannur (23.782 Km) in the
State of Karnataka.
A summary of various statutory clearances required for the project road is
presented in Table 8.1.
Table 8.1: Statutory Clearances required for the Project Road
Type of Clearance Name of the Authority When Required
Tree Felling Permission Department of Forest, GoK Before Construction

Apart from the clearances for the overall project work, the contractor, before
starting the construction work, has to obtain required Clearances / NOCs listed in
Table 8.2 for operating his equipment and carrying out construction work.
Table 8.2: Clearances Required to be obtained by the Contractor

Construction Activity
Sl. Statute Under which
& Type of Clearance Statutory Authority
No. Clearance is Required
Required
1. Consent for  Karnataka State  Air (Prevention and
Establishment of Hot Pollution Control Control of Pollution) Act,
Mix Plant, WMM Plant, Board 1981
Stone Crushers and  Water (Prevention and
Batching Plant Control of Pollution) Act,
2. Consent for Operation 1974
of Hot Mix Plant, WMM  The Noise Pollution
Plant, Stone Crushers (Regulation and Control)
and Batching Plant Rules, 2000

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Construction Activity
Sl. Statute Under which
& Type of Clearance Statutory Authority
No. Clearance is Required
Required
3. Permission for  Central Ground  Environment (Protection)
withdrawal of Water Authority Act, 1986
groundwater for  State Ground Water  Ground Water Rules,
construction Board 2002
4. Permission for  Department of  Environment (Protection)
extraction of sand from Mines & Geology, Act, 1986
river bed Government of
Karnataka
5. Permission for  District Level  Environment (Protection)
extraction of sand from Environment Impact Act, 1986
river bed Assessment
 Authority (DEIAA)
6. New Quarry and its  Department of  Environment (Protection)
operation Mines & Geology, Act, 1986
Government of  Karnataka Minor Mineral
Karnataka Concession Rules, 1994
 Karnataka State  The Mines Act. 1952
Pollution Control
 The Explosive Act, 1984
Board
 Air (Prevention and
Control of Pollution) Act,
1981
 Water (Prevention and
Control of Pollution) Act,
1974
7. Opening of New Borrow  MoEF&CC / SEIAA  Environment (Protection)
Areas / Quarry / DEIAA Act, 1986
 Karnataka State  Air (Prevention and
Pollution Control Control of Pollution) Act,
Board 1981
8. Location and layout of  Karnataka State  Environment (Protection)
workers camp, & Pollution Control Act, 1986; Manufacturing,
equipment and storage Board Storage and Import of
yards Hazardous Chemicals
Rules, 1989
9. Discharges from labour  Karnataka State  Water (Prevention and
camp Pollution Control Control of Pollution) Act,
Board 1974
10. Storage, handling and  Karnataka State  Hazardous and Other
transport of hazardous Pollution Control Waste (Management and
materials Board Trans-boundary
Movement) Rules, 2016
 Manufacturing, Storage
and Import of Hazardous
Chemicals Rules, 1989

8-3
Initial Environmental Examination

Construction Activity
Sl. Statute Under which
& Type of Clearance Statutory Authority
No. Clearance is Required
Required
11. Disposal of Bituminous  Intimate local civic  Hazardous and Other
Wastes body to use local Waste (Management and
solid waste disposal Trans-boundary
site Movement) Rules, 2016
12. PUC Certificate for all  Transport  The Motor Vehicle Act
construction vehicles Department of 1988
and all machineries Govt. of Karnataka  The Motor Vehicles
(Amendment) Bill, 2015
 The Central Motor
Vehicles Rules, 1989
13. Installation of DG Set  Karnataka State  Air (Prevention and
(Consent to Establish) Pollution Control Control of Pollution) Act,
Board 1981
14. Operation of DG Set
(Consent to Operate)  The Noise Pollution
(Regulation and Control)
Rules, 2000
15. Engagement of Labour  The Building and  Labour Commissioner
Other Construction
workers (Regulation
of Employment and
Conditions of
Service) Act 1996
In addition to the above, Contractor has to obtain:
 Insurance related to 3rd party insurance, Indemnity, Workmen Compensation
etc.
 Permission / license to store explosive materials
 Permission from local Panchayat / Municipal body for setting up Construction
Camp
 Change of Land Use Certificate from District Land Revenue Officer (DLRO)
8.4 DESCRIPTION OF THE ENVIRONMENT
The existing environmental conditions of the study area covering an area spread
over 15 km on either side of the road, in general and specific environmental
features of the study corridor, i.e., 50 m on either side of the existing centerline of
the road, in particular, has been studied as described in the subsequent sections.
8.4.1 Seismicity
The project area is located in the southern India which is moderately active
seismic region. The project road is situated in the Zone II (having low seismic
intensity) of the Seismic Map of India (as per IS: 1893, Part I, 2002) and therefore
has a low risk of potential damage due to earthquake.
8.4.2 Land Use
The land use pattern in most of the stretch along the project road is agricultural
land (69.3%) followed by residential cum commercial area (30.7%).

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8.4.3 Soil Quality

Two (2) sampling locations within the study area were selected for studying soil
characteristics. It has been observed that the texture of soil is silty clay with 37-
52% silt content and only 28-38% clay content. The pH of the all samples varied
between 7.6-8.3, which is above the neutral mark of 7.0 indicating slightly alkaline
soil. The organic matter was observed to low and varying in the range of 1.2-
1.8%. The sodium absorption ratio is found to be 2.7 to 4.4%, while the nitrogen
content of the soil is sufficient. Thus, it can be inferred that the overall fertility
status of the soils within the study area is moderate.
8.4.4 Climate & Meteorology
An automatic weather station was established at Kowdhalli for collection of
meteorological data from 1st December to 31st December 2015. Meteorological
data of the study area is summarized below:
Table 8.3: Summary of Meteorological Data of the Study Area

Parameters December 2015

Maximum Temperature (o C) 33.3

Minimum Temperature (o C) 16.1

Maximum Relative Humidity (%) 90.4

Minimum Relative Humidity (%) 26.2

Total Rainfall (mm) 0

Average Wind Speed (m/sec) 2.8

Calm condition 0.00

Predominant wind direction (blowing from) North-east

Dry hours (%) 100%

Source: On-site Monitoring during Dec15

8.4.5 Ambient Air Quality

For drawing up the baseline status of ambient air quality in the study corridor,
ambient air quality monitoring has been conducted at 2 representative locations
along the project road (Table 8.4). Ambient air quality monitoring was conducted
in post monsoon season (Oct 15 to Dec 15) at a frequency of twice a week at
each station adopting a 24-hours schedule. CO has been measured 1-hourly.
24-hourly monitoring results of PM2.5, PM10, SO2, NO2 and 1-hourly CO
corresponding to air quality stations AQ1 and AQ2 are presented in Table 8.5.
The 24-hourly average 98-percentile values of PM2.5 and PM10 at both locations
were observed to exceed the standard. However, the 24-hourly average 98-
percentile values of remaining parameters at both the locations were observed to
be within the prescribed limit for Industrial, Residential, Rural & other areas as
stipulated in the National Ambient Air Quality Standards, 2009. The reason for
high particulate concentration may be attributed to the vehicular movement in the
poorly maintained roads and local activities

8-5
Initial Environmental Examination

Table 8.4: Details of Ambient Air Quality Monitoring Stations

Sl. Station Existing Distance#

Place Side Area category
No. Code Ch. Km (m)
Residential &
1 AQ1 Kollegal 62+000 LHS 36
Agricultural
Residential &
2 AQ2 Hannur 82+000 RHS 40
Agricultural
Source: On-site Field Monitoring during Oct 15 – Dec 15
# Distance in meter from existing centerline

Table 8.5: Statistical Analysis of Ambient Air Quality in the Study Area

Pollutant AAQMS Location Mes Min Max SD p98 PTVIND PTVWB

AQ1 Kollegal 22 14.0 72.0 17.5 71.3 27.3 0.0
PM2.5
AQ2 Hannur 22 20.8 74.6 18.5 73.3 40.9 0.0
(g/m3)
Overall 2 Locations 44 14.0 74.6 18.0 72.5 34.1 0.0
AQ1 Kollegal 22 21.0 111.0 29.1 110.6 31.8 0.0
PM10
AQ2 Hannur 22 30.7 117.0 30.5 116.2 54.5 0.0
(g/m3)
Overall 2 Locations 44 21.0 117.0 30.0 115.3 43.2 0.0
AQ1 Kollegal 22 10.0 16.2 1.7 16.1 0.0 0.0
SO2
AQ2 Hannur 22 10.4 17.2 2.0 17.0 0.0 0.0
(g/m3)
Overall 2 Locations 44 10.0 17.2 1.8 16.8 0.0 0.0
AQ1 Kollegal 22 16.4 28.0 3.0 27.6 0.0 0.0
NO2
AQ2 Hannur 22 19.0 30.2 3.0 29.7 0.0 0.0
(g/m3)
Overall 2 Locations 44 16.4 30.2 3.0 29.2 0.0 0.0
AQ1 Kollegal 22 0.4 0.5 0.0 0.5 0.0 0.0
CO
AQ2 Hannur 22 0.4 0.6 0.0 0.6 0.0 0.0
(mg/m3)
Overall 2 Locations 44 0.4 0.6 0.0 0.6 0.0 0.0
Source: On-site Field Monitoring during Dec15 – Jan 15

AAQMS: Ambient Air Quality Monitoring Station Code, Mes: Number of

Measurements, AM: Arithmetic Mean, SD: Standard Deviation, p98: 98-Percentile
Value, PTV: Percent time violation with respect to the standard
8.4.6 Ambient Noise Level
To assess the background noise levels, ambient noise monitoring was conducted
at 4 locations, two in residential areas and two at silence zone (Table 8.6).
Table 8.6: Details of Noise Monitoring Stations

Sl. Station Chainage Distance Area

Place Side
No. Code (Km) # (m) category
RC Mission Higher
1 NQ1 61+850 LHS 40 Silence
Primary School, Kollegal

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Sl. Station Chainage Distance Area

Place Side
No. Code (Km) # (m) category
Urdu Primary School,
2 NQ2 67+750 RHS 20 Silence
Madhuvanahalli
Residentia
3 NQ3 Kamagere Village 75+200 RHS 32
l
Residentia
4 NQ4 Hannur Village 85+050 RHS 35
l
Source: On-site Noise Monitoring during December 2015
# Distance in meter from existing centerline

The daytime and night time noise equivalent levels in the residential & silence
areas show that the ambient noise levels exceeds the stipulated of Noise
standards. Highest noise level observed in residential and silence zone is 54.7
dB(A) and 56.8 dB(A) respectively.
Ld10 values (highest among the monitored values) are found to be 54.3 dB(A)
and 55.4 dB(A) for residential and silence zone respectively, which signifies that
measured noise levels exceeded these values in only 10% of the time of
measurement duration. The noise levels were recorded sufficiently away from the
project road to avoid influence of traffic induced noise. Therefore, it can be
inferred that the slightly high noise levels at monitoring locations originates from
local activities including domestic.
8.4.7 Surface and Ground Water Quality
In Total, 2 surface water (Pond) and 2 ground water quality monitoring stations
(hand-pumps) in the study corridor were selected for the purpose of monitoring,
analysis and assessment of water quality (Table 8.7).
Table 8.7: Details of Surface and Ground Water Quality Monitoring Stations
Station Existing Distance#
Place Side Usage
Code Ch. Km (m)
Surface Water
SW1 Pond, Kollegal 62+100 RHS 7.8 Irrigation
Pond, livestock
SW2 67+820 RHS 6.0
Haruvanapuram watering
Ground Water
GW1 Kollegal 63+400 RHS 13 Drinking
GW2 Hannur 85+160 RHS 10 Drinking
# Distance in meter from existing centerline
Source: On-site Water Quality Monitoring in December 2015

The water quality results shows the surface waters in the study area are devoid of
any extraneous chemical contamination; no toxic or organic constituents are
detected in samples. However, all the samples have high coliform count, high
BOD levels and low dissolved oxygen indicates discharge of fecal matters and
agricultural runoff in the water.
The ground water quality of the study area, in general, is hard in nature and the
physico-chemical quality at large satisfies the permissible limit as stipulated in
Drinking Water Standards of India as well as World Health Organization.

8-7
Initial Environmental Examination

8.4.8 Ecology and Biodiversity

Road side Trees: The number of roadside trees existing within the row is
estimated to be 767, out of which, 344 trees are located in left side and 423 trees
are located in right side.
Green Tunnels are formed along the road at some locations. These tunnels
provide shade, reduce heat effect, reduce glaring of road and provide overall
cooling. Species observed in the green tunnel mainly includes Ficus
benghalensis (Banyan), Mango (Mangifera indica), Ficus religiosa, (Pipal),
Azadirachta indica (Neem) and Tamarindus indica (Tamarind). The location of
green tunnel is given in Table-8.8.
Table-8.8 Location of Green Tunnels along Kollegal to Hannur Road
Existing Chainage Design Chainage
Sl. GPS Reading Length
Km Km
No. (m)
Start Point End Point From To From To
12° 9'6.08"N 12° 9'7.11"N
1. 70+075 70+170 70+085 70+180 0.095
77°11'10.95"E 77°11'14.01"E
12° 7'32.56"N 12° 7'29.15"N
2. 76+775 79+935 76+740 76+900 0.160
77°14'22.04"E 77°14'26.02"E
12° 5'11.76"N 12° 5'13.56"N
3. 85+690 85+845 85+645 85+800 0.155
77°18'25.79"E 77°18'30.71"E
Total Length of Green Tunnel 0.410

Giant Trees: Field survey was conducted to identify the location of giant trees. 38
giant trees are found along the project road, out of which 18 trees are on the left
side and 20 trees are on the right side.
Biodiversity Survey: The biodiversity study for Kollegal to Hannur was carried in
the month of December, 2015. Total of 2 sample plots of 100 m x 10 m were laid
for the purpose of biodiversity assessment. The GPS co-ordinates and altitude
were recorded for each of the sample plots (Table 8.9)
Table 8.9: GPS Co-ordinates and Altitude for the Sample Plots

Sample Altitude
Latitude Longitude Vegetation Type
Plots (m)
1 12˚5' 9'' 77˚ 21' 20.1'' 644 Shrubby vegetation
2 12˚4' 14.9'' 75˚ 28' 16.1'' 579 Shrubby vegetation
Source: Bio-diversity Study conducted by ICT in December 2015

64 floral species were identified. Out of which, 22 were tree species, 25 shrubs
and 17 herb species. In the present assessment, the Shannon’s diversity index
for tree species was 2.83, for shrubs was 3.10 and for herbs 2.61. Shannon’s
diversity index values obtained for different sites was found to be moderate to low
when compared to reported values of 3.6 to 5.4 for tropical forests (Knight, 1975)
and is nearer to the range (2.557 to 3.375) reported for Permanent Preservation
Plots at Western Ghats of Karnataka (Karthik, 2009) and 2.31 to 3.30 for the
Western Ghats of Southern Karnataka (Sarkar et al., 2011).
The calculated Simpson’s index indicated that the shrub diversity was more
compared to trees and herbs.

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Table 8.10: Shannon’s Diversity Index and Simpson’s Index

Flora Shannon’s Diversity Index Simpson’s Index

Tree 2.83 0.06
Shrub 3.10 0.05
Herb 2.61 0.08
Source: Bio-diversity Study conducted by ICT

Total 47 faunal species were identified out of which 16 bird species, 29 insects,
1(one) reptile and 1(one) mammal were observed.
Accipiter badius (Shikra) is Schedule I species as per Wildlife Protection Act,
1972. Schedule I species are provided absolute protection –offence under these
are prescribed the highest penalities. According to IUCN Global Conservation
status both the species are under Least Concern (LC) category in the redlist. This
species have an extremely large range, and hence does not approach the
thresholds for vulnerable under the range size criterion. The population trend
appears to be stable; globally there are no major threats to this species. No
threatened species reported as per IUCN Red list.
Table 8.11: Shannon and Simpson Index
Shannon’s Diversity Index (H) Simpson’s Index (D)
2.61 0.08
Source: Bio-diversity Study conducted by ICT

Protected Areas: The project road does not traverse through any National Park,
Wildlife Sanctuary or Biosphere Reserve. However Malai Mahadeshwara Wildlife
Sanctuary (1.4 km), Cauvery Wildlife sanctuary (4.5 km) and Biligiri Rangaswamy
Temple (BRT) Wildlife Sanctuary (700 m) falls within 10 km radius of the project
road, therefore the project falls in Eco-sensitive zones of the sanctuaries.
Forests: The project road does not pass through any Reserved Forest. The
forest types located within 15 km radius of the project road are Thorn Scrub, Dry
Deciduous, Tropical Moist Deciduous, The Bamboo type forests and The
Evergreen Shola.
The main species found in this type of forest are Acacia leucophloea, Acacia
sundra, Albizia lebbeck, Albizia amara, Albizia odorotissima, Anogeissus latifolia,
Chloroxylon swietenia, Elaeodendron glaucum, Limonia acidissima, Gmelina
arborea, Holoptelea integrifolia, Pongamia pinnata, Pterocarpus marsupium,
Santalum album and Vitex altissima. The species found along the streams are
Terminalia arjuna, Tamarindus indica, Pongamia glabra, Vitex altissima,
Syzygium cumini and Ficus sps.
As per Forest Working Plan of Kollegal Forest division Elephant (Elephas
maximus) and Tiger (Panthera tigris) are important fauna of the region, other
commonly found wildlife are Panthera pardus (Leopard), Hyaena hyaena
(Stripped Hyaena), Canis aurens (Jackal), Canis lupus (Wolf), Hystrix indica
(Porcupine), Herpestes edwardsi (Common mangoose), Lepus nigricollis (Indian
Hare), Sus scrofa (Wild Boar), Manis crassicaudata (Pangolin), Cervus unicolour
(Sambar), Bos gaurus (Gaur) etc. During Public consultation in the project area
the locals informed that Elephant, Panther, deer and wild boars were observed
occasionally in the project areas and they damage crops sometimes.

8-9
Initial Environmental Examination

8.4.9 Educational, Medical and Religious Properties

The number of roadside educational, medical and religious / cultural properties is
summarized in Table 8.12.
Table 8.12: Roadside Educational, Medical and Religious Properties

Items Total Number

Educational Institutions 29
Medical Amenities 4
Religious Places 21
Source: Field Study conducted by ICT in December 2015

8.4.10 Archaeological Sites

There are no archaeological sites within 300 m on either side of the project road.
8.5 ANTICIPATED IMPACTS AND MITIGATION MEASURES
A summary of the potential environmental impacts during construction and
operation phase along with recommended mitigation measures is summarized in
Table 8.13:
Table 8.13: Summary of Anticipated Impacts and Mitigation Measures
Area Impacts Mitigation Measures
Construction Phase:
Topography and  Disfiguration & change in  Borrow pits will be allowed at only
geology existing profile of the land pre-identified locations.
due to borrow pits &  Borrow pits will be restricted to 1 m
construction of depth followed by resurfacing of
realignments. pits.
 Disturbance on  Road building materials will be
geological setting due to procured from approved and
quarrying. licensed quarries.
 Uncontrolled digging of  Suitable seismic design of the road
borrow pits resulting in structures will be adopted to
water accumulation & mitigate the earthquake impacts.
breeding of vector
disease.
Soil  Disruption & loss of  Adequate measures like drainage,
productive top soil from embankment consolidation & slope
agricultural fields due to stabilization will be taken along the
borrow pits road to avoid soil erosion.
 Loosening of top soil &  Top soils (15 cm) of borrow pit sites
loss of vegetative cover will be conserved and restored after
along the road due to excavation is over.
excavation & back filling  Accidental spills of lubricants/oil
which will lead to and molten asphalt will be avoided
enhanced soil erosion. by adherence to good practices.
Land use  Generation of solid waste  Earth material generated from
in the form of excavation of roadways & drainage
construction spoils from will be reused during site
construction sites. development.

8 - 10
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Kollegal to Hannur

Area Impacts Mitigation Measures

 Changes in existing land  Construction debris will be
use pattern of the disposed of in suitable pre-
proposed ROW for identified dumping areas.
construction of the road.  Dumping areas will be biologically
 Proposed ROW in built reclaimed.
up area varies from 16 m  Construction camp will be provided
to 20 m and in rural area to avoid indiscriminate settlement of
it varies from 26 m to 28 construction workers.
m depending on the 
height of embankment
Drainage  Change in drainage  Adequate drainage facilities will be
pattern of the land. provided along the road to facilitate
 Increased incidence and its long life, and to avoid soil
duration of floods due to erosion & land degradation.
obstruction of natural  Adequate cross drainage works &
drainage courses by the structures will be provided for
road embankment. smooth passage of runoff to avoid
 Chances of filling of flooding.
existing drainage courses  Filling of existing drainage courses
during earth filling. will be strictly avoided.
 Suitable drainage at construction
site & camp will be provided to
avoid water stagnation, soil erosion
& mosquito breeding.
Water use  Impact on the local water  Maximum rainwater harvesting and
sources due to use of minimum use of existing water
construction water. sources for construction will be
ensured to minimize likely impacts
on other users.
Water quality  Increase of sediment load  Silt fencing will be provided to
in the run off from reduce sediment load
construction sites and  Oil interceptor to stop and separate
increase in turbidity in the floating oils
receiving streams/water  Proper sanitation facilities will be
bodies. provided in construction camp to
 Water pollution due to prevent health related problems.
sewage from construction  All the construction activities will be
camps. carried out during dry seasons only.
 Rainwater Harvesting Structures
and silt fences has been proposed
at 7 locations near water bodies,
agricultural land, near settlement
area and nala crossing
 Apart from provision of the
mitigation measures, water quality
shall be monitored during
construction and operation phases
as per environmental monitoring
program to understand the

8 - 11
Initial Environmental Examination

Area Impacts Mitigation Measures

effectiveness of mitigation
measures suggested
Water body  13 water bodies are  All 7 ponds have been saved. Out
located within the CoI (7 of 6 road side ditches, 4 road side
ponds and 6 ditches) ditches will be partially affected.
These ditches are small depression
(natural or manmade) along the
road where water stored during
rainy seasons only i.e. 3 to 4
months in a year and in the
remaining period of the year i.e. 7
to 8 months, these ditches remain
dry. Hence, there will be no
significant impact on road side
water bodies
Air quality  Deterioration of air quality  Construction materials will be
due to fugitive dusts stored in enclosed spaces to
emission from prevent fugitive emissions.
construction activities and  Truck carrying soil, sand and stone
vehicular movement will be duly covered to avoid
along unpaved roads. spilling.
 Deterioration of air quality  Dust suppression measures such
due to gaseous as regular water sprinkling on haul
emissions from & unpaved roads particularly near
construction equipment & habitation
vehicular traffic.  Asphalt and hot mix plants will be
 Deterioration of air quality located at least 500 m away from
due to emission from inhabited areas & sensitive
asphalt and hot mix receptors and 300 m from the road.
plants.  Use of Recycled Asphalt Cold Mix
Technology to reduce air pollution
 Air quality shall be monitored during
construction and operation phases
as per environmental monitoring
program to understand the
effectiveness of mitigation
measures suggested
Noise level  Increase in noise level  Construction camp and temporary
due to construction labour sheds will be located away
activities like operation of from the immediate vicinity of the
construction equipment & construction sites and major road
vehicular traffic. traffic.
 PPEs will be provided to
construction personnel exposed to
high noise levels as preventive
measure.
 Low noise construction equipment
will be used.

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Kollegal to Hannur

Area Impacts Mitigation Measures

 Stationary construction equipment

will be placed 113 m away from
inhabited areas.
 Stationary construction equipment
will be placed 200 m away from the
silence zones
 Construction activities carried out
near residential area will be
scheduled to the daytime only so
that minimum disturbances are
caused to people.
 Construction of solid Noise barrier
and plantation
 Noise level shall be monitored
during construction and operation
phases as per environmental
monitoring program to understand
the effectiveness of mitigation
measures suggested
Floral & Fauna  Approximately 714 trees  3,793 trees shall be planted along
are required to be felled the road
for the improvement of  335 trees will be planted along the
the road out of total 767 boundary of noise barrier
existing trees
 Plantation shall be maintained for 5
 No threatened species of years
flora is falling in the ROW  Cooking fuel (LPG/ Kerosene) will
of the project road be provided to construction workers
to avoid cutting / felling of trees for
fuel wood.
 Soil erosion shall be checked by
adopting bio-engineering measures
 The Contractor shall ensure that no
open fire is done in construction
camp as it may lead to fire to
surrounding forest causing injury to
wildlife
 Noise will be kept under control by
regular maintenance of equipment
and vehicles. No honking board
shall be placed near Forest. Noisy
activity shall be prohibited during
night time
Forest  Proposed project does  There will be no impact on forest
not involve diversion of land
forest land
Educational,  Out of 29 educational  Affected structures will be suitably
Medical and institutions along the relocated
Religious Properties project road, only 1 will

8 - 13
Initial Environmental Examination

Area Impacts Mitigation Measures

be partially affected, i.e.,  Affected utilities like electrical
boundary wall will be transmission lines, telephone lines,
affected. There will be no water pipelines, petrol pumps etc.
impact on school will be suitably shifted by the
building. concerned departments
 1 Veterinary Hospital at
Kamagere will be fully
affected but there will be
no impact on remaining 3
medical amenities
 None of the religious
structures along the
project road will be
affected
Construction camp  Influx of construction  Temporary construction camps with
work-force & suppliers adequate potable water supply,
who are likely to sanitation & primary health facilities
construct temporary tents and fuel for cooking will be provided
in the vicinity. to accommodate construction
 Likely sanitation & health workers.
hazards & other impacts  It will be ensured that the
on the surrounding construction workers are provided
environment due to inflow fuel for cooking to avoid cutting of
of construction labourers. trees from the adjoining areas.
 Domestic as well as the sanitary
wastes from construction camps
will be cleared regularly.
Occupational health  Health & safety related  Adequate safety measures
& safety problems to construction complying to the occupational
workers due to safety manuals will be adopted to
inadequate health & prevent accidents/hazards to the
safety measures. construction workers
 Periodic health check-up of
construction workers will be done.
Road safety  Increase on incidence of  Proper traffic diversion and
road accidents due to management will be ensured during
disruptions caused in construction at the interactions and
existing traffic construction areas.
movements.  Reduction of speed through
construction zones.
Operation Phase
Land use and  Change of land use by  Planning agencies and Collector/
Encroachment squatter/ encroachment Revenue Officer will be made
within ROW and induced involved for controlled development
development outside the and prohibiting squatter/
ROW. encroachment within ROW.
Drainage  Filthy environment due to  Drainage system will be properly
improper maintenance of maintained.
drainage.

8 - 14
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Kollegal to Hannur

Area Impacts Mitigation Measures

Water quality  • Chances of  Longitudinal roadside drains of
contamination of water sufficient capacity will be provided
bodies from road surface on both sides of the road to
run off containing oil spills accommodate increased run-off.
due to traffic movement & The out fall for these drains will be
accidents. the nearby culverts / bridges or
natural drainage channel.
 Silt fencing will be provided to
sediment entering into the water
courses.
 Contingent actions will be taken for
speedy cleaning up of oil spills, fuel
and toxic chemicals in the event of
accidents.
 Regular maintenance of rainwater
harvesting structures shall be done
during the operation stage to
prevent choking of these structures
 Monitoring of water quality at
specified locations will be
conducted at fixed interval
Air quality  Air pollution due to  Truck parking lay-byes and bus
vehicular emission from bays will be provided at required
road traffic. locations to facilitate smooth traffic
flow.
 Monitoring of air quality at specified
locations will be conducted at fixed
interval
Noise level  Noise pollution due to  Monitoring of noise level at
traffic noise. specified representative locations
will be conducted at fixed interval.
 Roadside plantation with suitable
species near sensitive receptors
and inhabited areas will result in
partial noise attenuation.
 Maintenance of noise barrier
Flora & fauna  Illegal felling of road side  Plantation along the ROW will be
plantation. maintained properly and protected
 Effect on aquatic fauna in from illegal felling.
case of accidental spill of  Contingent actions will be taken in
oil, fuel & toxic chemicals the event accidental spill of oil, fuel
into water bodies & toxic chemicals.
Road safety  Impacts on human health  20 nos. of Bus Shelters shall be
due to accidents. provided along the project road
 Damage of road due to conforming to design standards.
wear & tear.  Semi-rigid type / rigid type / flexible
type safety barriers shall be
provided on the high Embankment
Section (where the height of

8 - 15
Initial Environmental Examination

Area Impacts Mitigation Measures

embankment is more than 3.0 m)
and along the horizontal curve
having radius up to 450m for
complete length including transition
and 20m further before and after.
 Rigid Type such as Concrete Crash
Barriers shall be provided on the
bridges, isolated structures and its
approaches.
8.6 PUBLIC CONSULTATION
The following are the major points of concern of the participants of PCM:
 Stakeholders are concerned about the existing traffic noise and anticipate that
increase of traffic flow may lead to increased noise level after project
implementation.
 Majority of the stakeholder are concerned with the existing air emission by the
present traffic but their opinion in post project scenario is fragmented to a
considerable extent.
 Stakeholders are unanimously agreed that the road is accident prone and
needs immediate improvement.
 Pedestrian crossing, proper road signage and speed control measures are
the most sought after road safety measures by the stakeholders.
 Accident involving wildlife, man-animal conflicts and crop damage by wild
animals reported. This may be attributed to the reason that the project road is
surrounded by three wildlife sanctuaries.
 School authorities and citizens at large are in favour of introducing speed
restriction near the schools.
 The participants did not felt any requirement of animal underpasses as
crossing of wild animals are rare.
 Boundary wall acting as noise barriers along the school premises are
welcomed by all of the participants. The stakeholders felt construction of
boundary will also provide the security to the students and should be
implemented before the start of construction activity to safeguard the students
from construction noise.
 Participants at large requested for up-gradation of existing bus shelters and
installation of water tank near bus shelters.
Consultation in Religious Places: To assess the requirement of noise barrier in
the religious places along the project road, consultations with stakeholders were
carried out at 2 religious places along the project road. Overall 90.0% participants
showed reservation against construction of boundary wall due to temple
aesthetics and accessibility; while 10% supported the concept.
8.7 ENVIRONMENTAL MANAGEMENT PLAN
EMP has been prepared addressing the following issues:
 Stage wise (design & pre-construction stage, construction stage & operation
stage) environmental management measures;

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Kollegal to Hannur

 Environmental monitoring program during construction and operation phase

including performance indicator, monitoring schedule (parameters, locations,
frequency of monitoring & institutional responsibility) and reporting system;
 Institutional set up identified for implementation of the EMP including
institutional capacity building and
 Various guidelines such as Top Soil Conservation and Reuse, Siting and
Layout of Construction Camp, Slope Stabilization, Management of Borrow
and Quarry Area, Sediment Control, Comprehensive Waste Management
Plan, Traffic Management Plan, Worker’s Safety during Construction, Tree
Plantation Strategy, Storage, Handling, Use and Emergency Response for
Hazardous Substances, Reporting Formats etc.
8.7.1 Environmental Policy of KSHIP
 Comply with all applicable environmental legislation and other requirements
 Protecting & conserving natural resources and enhancing the environmental
values while preventing pollution and minimizing the impact on the natural
environment
 Implement, maintain and continually improve an effective environmental
management system
 Apply an approach of “avoid, minimize and mitigate”, to the management of
environmental impacts associated with road improvement for its Stakeholders
 Develop awareness of environmental management processes, standards and
responsibilities among KSHIP employees, consultants, contractor partners
etc.
 Be responsive to community and stakeholder views on environmental issues
 Set specific environmental objectives and targets relating to the key
environmental aspects of KSHIP activities; measure and report progress in
achieving these targets
8.8 CONCLUSION & RECOMMENDATIONS
Conclusion: Most of the adverse impacts of road project during construction
period are short term and temporary in nature. These impacts can be minimized
through specific engineering solutions. Environment friendly construction
methodology has been incorporated into the project design and Environment
Management Plan has been prepared to minimize the overall impact on
environmental attributes by the proposed project works. Therefore, the proposed
project is unlikely to cause any significant adverse environmental impacts
and no further detailed study is required.
Recommendations: Environmental Management Plan has been prepared
incorporating various modern technologies and guidelines to reduce the
environmental impacts of highway constructions to make it a Green Highway.
Therefore, it is recommended to follow the EMP and associated Guidelines
during construction and operation phases of the project.



8 - 17
9. Initial Social
Screening
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9. INITIAL SOCIAL SCREENING

9.1 GENERAL
The initial social screening is meant to assess the magnitude of potential impact
on population due to improvement of proposed road with the objective to ensure
the social considerations be given adequate weightage in the selection and
design of proposed highway improvements. The basic idea is to minimize
adverse social impacts, identify the potential hotspots and determine the
magnitude of potential impacts with best possible engineering solutions at the
optimal cost.
Also initial social screening of project roads were undertaken in order to inform
and educate stakeholders about the proposed road projects and seek their
suggestions with regard to their transport and related needs. This will help in
identification of the problems associated with the project, needs of the people,
perspectives of the persons likely to be impacted, and ways to address them.
This participatory process helps in reducing the public resistance and engages
the local people in participating in the decision making process. Initially, social
screening of Kollegal to Hannur from existing Km 61+450 to Km 85+770 has
been undertaken. This will be updated in the SIA report and Resettlement Action
Plan (RAP).
9.1.1 Objectives of Initial Social Screening:
 To inform the stakeholders about the proposed project.
 Discuss the issues related to improvement of these roads which include
potential impacts (both positive and negative) due to road improvement,
improvement & widening of existing road, bypass, viz., Suggestions for road
improvement and related issues (HIV/AIDS, Women, and Farmers, livelihood,
gender etc.)
 Incorporating these suggestions into planning and designing of the road
 Avoiding the adverse social impact at the designing stage especially while
finalising the alignments
 Mitigating the adverse impacts at designing stage and construction /operation
phase
 Understanding the potentially affected people/common properties and
rehabilitation and resettlement measures.
9.2 METHODOLOGY
Initial Social Screening need clear definition of the Corridor of Impact (CoI) and
the Right of Way (RoW) for establishing the extent of social impact. To achieve
the target which needs comprehensive data involves the following methodology:
 Establishing the width that may include carriageway, shoulder, and safety
zone, etc. Determining the CoI at the initial stage is important for undertaking
social screening assessment surveys within the defined area.
 The initial social screening survey has been conducted to assess the type
and extent of loss on properties, enumeration of structures/properties within
the corridor of impact together with their area, type of construction, uses,
ownership and its location (in terms of distance).

9-1
Initial Social Screening

 Relevant baseline data on socio-economic and cultural conditions were

collected from various available secondary sources, like Census Handbooks
and District Gazetteers, Karnataka government’s official websites maintained
by the NIC, etc., to understand the socio-economic context of the proposed
project and for providing necessary inputs for social analysis of the project.

Thus, both primary and secondary data are required for establishing the extent of
impact, which have been collected by administering the schedules for collecting
information on structures, properties, land and type of ownership and social
groups etc. with the help of enumerators/ investigators and by collecting
secondary data from different government and non- government sources.

The data collected and recorded by the enumerators on schedules will be

compiled on computers through MS-Excel (MS-Office Version 2007).

The tabulated data will be summarized in tables and analyzed so that social
situation prevailing in the area is visualized and potential social issues are
estimated. The analysis will prove the feasibility of the project and will help in
suggesting various socially viable alignment options for engineering design and
also come out with the mitigation measures to make the project socio-
economically acceptable.

9.3 DETAILS OF PROJECT ROAD

The present report deals with initial Social Screening for Kollegal to Hannur road
(SH-79). The Project road (SH 79) starts from the take-off point of the proposed
bypass of NH-209 near Agraharam Village (NH-209 Ch. 345+400) and ends at
the Hannur at Ch. 85+770 (at junction of SH-79 and MDR). The total length of the
project road is about 23.782 Km.

Start point of the project at takeoff point End Point of SH79 at Hannur
of proposed bypass of NH 209 near Agraham
Village.

9.3.1 Project Description (Kollegal to Hannur)

The project road (State Highway SH-79) starts at Ch. 0.000 from the take-off
point of the proposed bypass of NH-209 near Agraharam Village (NH-209 Ch.
345+400) and ends at Hannur at (Ch.85+770) (at junction of SH-79 and MDR).
The existing road is and intermediate two-lane configured bituminous road with
both side earthen shoulders. The alignment is having some substandard
geometry which is not satisfying the codal provisions. Improving the project road
will involve improving the substandard geometries to ensure a more efficient use
of the road and the safety of drivers and pedestrians.

9-2
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Kollegal to Hannur

As part of improvement proposal for NH 209, a bypass is been proposed for

Kollegal town. Hence during site visit with Client, it was decided to start the
project road from the take-off point of the proposed bypass of NH-209 near
Agraharam Village (NH-209 Ch. 345+400) and connect SH-79 after
Madhuvanahalli Village near junction with SH 38..

The total length of the road section under the consideration is about 23.782 Km
and passes through plain and rolling terrain. The whole road lies in Chamrajnagar
district of Karnataka State.

9.4 POTENTIAL SOCIAL IMPACT EVALUATION WITHIN THE CORRIDOR OF

IMPACT (CoI)
The initial social screening at this stage of project aims to identify congested
areas, potential impacts on the community, settlement and on land with the
intension to provide the basic information to the Engineering Design team to
integrate it with technical design. The thrust of this integration is to minimize the
adverse impacts, if any, with the best possible engineering solutions at the most
appropriate cost. The perceived impact on population and properties will be
enumerated from the census survey done on the field i.e. 100% and their socio-
economic details based on the sample survey i.e. 25% of the affected
households. The details of impact on the project road will be analyzed and
summarized in the Social Impact Assessment Report (SIA).
9.5 LEGAL POLICIES AND FRAMEWORKS
A road-upgrading project often involves the acquisition of land where the existing
right of way is not adequate to accommodate the improved road requirements.
This process leads to the involuntary displacement of the affected people and
loss of their livelihoods (both temporary and permanent), culminating in a
process of impoverishment. The country as well as the State has administrative,
policy and legal frameworks to counter this process. The policy framework and
entitlements for the project will be based on the national law “The Right to Fair
Compensation and Transparency in Land Acquisition, Rehabilitation and
Resettlement Act, 2013”, (RFCTLARRA 2013), relevant Government of
Karnataka policies, and ADB’s Safeguard Policy Statement, 2009.
9.6 STAKEHOLDERS CONSULTATION AND PEOPLE’S PERCEPTION
Public consultation has been taken up as an integral part of social assessment
process of the project. It has been viewed as a continuous two way process,
involving promotion of public understanding of the processes and mechanisms
through which developmental problems and needs are investigated and
addressed. This also helps in engaging the stakeholders as well as promoting
community participation in design, implementation, and maintenance of the
project roads.
Sl. No of
Date and Location Issues Discussed People's suggestion
No. Participants
1 Date:27/08/2015 Present road  The existing road passing 24
Village: Kollegal condition inside the town area for
3-4 km and the ROW varies
(TMC Bhawan)
from 3-7 meters.
District:
Chamrajnagar  Has 3-4 numbers of curves.
 Have 8-10 CPR’s (4 Temples)
falling along the road.

9-3
Initial Social Screening

Sl. No of
Date and Location Issues Discussed People's suggestion
No. Participants
Speed Breakers near  Requirement of speed
schools, hospitals breakers would be discussed
and passenger with the Design Engineers, if
sheds technically viable
Service lanes should  The PAPs suggestion would
be provided on both be incorporated in the design if
sides of the project technically feasible
road particularly in
market areas

Widening of the road  People have suggested not to

go for widening of existing
road. They have asked for
Bypass, instead.
 Some of them have suggested
bypass to left side and some
have suggested to right side.
 This is because right side is
dry land and major percent of
land is owned by government.
There is also an old existing
road encroached by people.
 As widening of road is not
feasible due to narrow existing
road and adverse impact on a
large number of properties, so
they have suggested for
Bypass from right side.
 Throughout Kollegal town the
EROW varies from 3-7 meters.
Road safety  Assurance was given to PAPs
measures representatives regarding
adequate provision for road
safety measures, which would
be incorporated in the project
design
Compensation  Relocation is a problem
should be computed because left side there is wet
at current market land and small amount of land
price of land and is owned by small farmers and
structures right side has water bodies in
this area.
 If we go for widening of
existing road people will lose
100% of their residence and
livelihood.
 They have agreed to take
compensation as per
government rules.

9-4
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
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Kollegal to Hannur

Sl. No of
Date and Location Issues Discussed People's suggestion
No. Participants
Special signage near  Local people were assured
schools, college and that the signage near
road turnings and prominent locations would be
crossings incorporated in the project
road design
2 Date:27/08/2015 Present road  There are two major curves 28
Village: condition inside the village.
Madhuvanahali  Available ROW varies from 3-
(Panchayat 10 meters
Bhawan)  The condition of the road is
District: bad
Chamrajnagar Widening of the road  People have strongly
suggested for widening of
existing road because of
business and livelihood
improvement and accessibility
of transport facilities.
Prone to road  Suggested for provision of
accidents Signage boards at primary
schools, curves and points at
sub joining road.
Relocation/ Shifting  They are ready to get shifted
and Compensation to backside of the homestead
because of availability of own
land.
 One Mahadeshwara temple
has already been shifted but
the other old and famous
Mahadeshwara temple which
is on left side of the road and
close to centerline (3m) has
religious sentiments attached.
It should neither be shifted nor
demolished. Else, road
alignment can be shifted to the
right side. They have agreed
to accept the compensation as
per government norms and
rules.
3 Date: 27/08/2015 Affected shop  Regarding establishment of 32
Village: Hannur owners to be shopping complex at suitable
(TMC Bhawan) relocated in a location, if government land
District: shopping complex available in the area, it will be
Chamrajnagar that should be recommended.
developed by GOK
Widening of the road  Few of them belonging to
business community
suggested for provision of
Bypass.
 Large number of people
suggested for widening of
existing road within available
ROW.

9-5
Initial Social Screening

Sl. No of
Date and Location Issues Discussed People's suggestion
No. Participants
Speed breakers at  Requirement of speed
schools, hospitals breakers at schools and
and passenger joining roads would be
sheds discussed with the design
Engineers, if technically
viable.
Shifting of temples,  Efforts would be made to
mosques and widen the project road up to
religious places at the gate of the religious
appropriate locations structure so that it doesn’t
affect the whole structure. If it
is not feasible in view of
design parameters, then it
would be shifted through
community consensus.
Compensation  The R&R policy would ensure
should be computed adequate resettlement &
at current market rehabilitation package for the
price of land and PAPs.
structures
Special signage near  Local people were assured
schools, college and that the signage near
road turnings and prominent locations would be
crossings incorporated in the project
road design.
4 Date: 28/08/2015 Present road  The road condition of 28
Village: Kamagere condition Kamagere village is very bad.
(Panchayat  The ROW of the existing road
Bhawan) varies from 7-20 meters.
District: Widening of the road  People are very much
Chamrajnagar interested in widening of
existing road.
 Few of them suggested for
Bypass (starting from
Singnallur to end of village)
total length of 2 km at right
side.
 Widening of existing road is
suggested because this will
lead to increase in tourism
and their livelihood.
Prone to road  6 accident zones were
accidents suggested namely: schools,
hospitals and banks.
Shifting and  Substantial number of
Relocations residential and few
commercial structures are
likely to be affected and have
agreed to shift their structures
(residential/commercial) to
the land owned by them of
the same plot.

9-6
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Kollegal to Hannur

Sl. No of
Date and Location Issues Discussed People's suggestion
No. Participants
Compensation  In general the participants
have agreed to accept the
compensation as per
government norms and rules.
5 Date: 28/08/2015 Awareness about the  Large numbers of people 36
Village: Mangala project road were not aware about the
(Panchayat project road. So ensured a
Bhawan) description about the project
road was discussed.
District:
Chamrajnagar Present road  The road condition of the
condition Mangala village is not in good
condition
Widening of the road  The people suggested for
concentric widening (equal
widening to both side of the
road from the centerline)
Relocation and  Few houses are likely to be
shifting affected due to widening of
the existing road which needs
relocation by executing
agency.
Compensation  People have suggested
saving from demolition of one
old Peepal tree on right side
of the road which has
religious sentiments of
community attached to it.
 In general the participants
have agreed to accept the
compensation as per
government norms and rules.

Public Consultation at Kollegal CMC Public Consultation at Kollegal CMC

9-7
Initial Social Screening

Public Consultation at Madhuvanahalli Public Consultation at Madhuvanahalli

Panchayat Panchayat

Public Consultation at Hannur TMC Public Consultation at Hannur TMC

Public Consultation at Kamagere Public Consultation at Kamagere

Public Consultation at Mangala Public Consultation at Mangala

9-8
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Kollegal to Hannur

9.6.1 Focus Group Discussion (FGD):

Focus groups discussions (FGDs) have been used as a tool to find out about
people's feelings, attitudes and opinions about the subject/project that is being
discussed. Focus groups with effective coordination helped in encouraging
participants to talk with each other, rather than answer questions directly to the
people who are conducting the FGD. The group interaction of focus groups is
important because it results in developing a better understanding on how the
people are thinking about the proposed project and related issues such as
HIV/AIDS, gender, livelihoods, women’s issues, road safety etc.
Focus groups discussion provides more in-depth insights on people’s views about
the project and specific needs. Focus groups can reveal a wealth of detailed and
in-depth information on the issue from a particular group. Focus groups
discussions were held with Women groups, Truckers Associations, Farmer
Groups, Business Groups and NGOs, in proposed project roads. All these groups
are considered as special stakeholders of this project whose views were
particularly important to include in the design of the proposed road.
Consultation with women members of society in the project corridor was carried
out with the intention to document their views about the project and likely impact
of the project implementation on them. The separate consultation with the women
was intended to record the women specific problems/ issues, which may not be
possible in the general consultation. As evident, by and large, male members
dominate the whole proceedings of the consultation process in general
consultation and where hardly any women specific issues were discussed.
Table 9.1: Focus Group Discussion
SI. Name of No. of
Date Issues Raised Suggestions
No. Village/Town Participants
Name of the Road – Kollegal to Hannur
Truckers Association
1 Kollegal 30/08/2015 Road safety  Influence of alcohol: Truck 29
and Health drivers have suggested to
status conduct regular checkup on
road for drinking and driving.
Both driver and owner should
be punished on identified drunk
and drive cases.
 Avoidance from aggressive
driving: Sleepless and health
problem due to long drive
leads to aggressive driving.
Therefore, the drivers have
suggested that drivers need
regular health checkup at least
once in 6 months.
 Truck drivers have suggested
for provision of truck parking
place for every 50 Km.
 Truck drivers have suggested
that following facilities should
be provided within truck
parking areas
1. STD/ISD telephone booths

9-9
Initial Social Screening

SI. Name of No. of

Date Issues Raised Suggestions
No. Village/Town Participants
2. Drinking water
3. Toilets
4. Frist aid box
5. Condom dispensing machine.
 Truck drivers have suggested
that highway department
should put proper signboard on
traffic, speed breakers at
school and hospital zones to
avoid accidents.
HIV/AIDS  Truck drivers have awareness
awareness and on causes and reasons for
preventive HIV/AIDS, prevention and Anti-
measures Retroviral Therapy centers at
block level.
Farmers Group
2 Hannur 30/08/2015 Awareness  Few farmers are already aware 24
about the about improvement of road
project road alignment.
Land  Large number of farmers
acquisition suggested for widening of
existing road within available
ROW to avoid land acquisition.
Compensation  They have agreed to accept
for land, trees the compensation as per
and standing government norms and rules.
crops
Transporting  The farmer transporting
the agricultural agricultural producce to
product to Regulated Market Committees
main market at Kollegal, Tamilnadu,
Netupalyam and Tirichi.
Livelihood  Majority of peoples are farmers
and doing Agriculture and
animal husbandry
Income  Majority of farmers have 1 to 2
generation Milking cows and they sell milk
to dairy, which is in the village.
Business Group
4. Kamagere 30/08/2015 Awareness  Business persons were well 15
about the aware about project road.
project road
Acquisition  Business persons agreed to
relocate shops to available
space at backside.
 Widening of existing road is
suggested because this will
lead to increase in tourism and
their livelihood.

9 - 10
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Kollegal to Hannur

SI. Name of No. of

Date Issues Raised Suggestions
No. Village/Town Participants
 In general Business persons
have agreed to accept the
compensation as per
government norms and rules.
Service lanes  Business persons are very
and Parking much interested in widening of
space for existing road with parking
vehicles space for vehicles and service
lanes.
Drainage  Business persons suggested
systems the provision for drainage to
avoid water logging in front of
shops.
Loss of  Substantial number of
livelihood Business persons have other
income sources like
Agriculture, sericulture and
dairy.

FGD with Farmers group at Hannur FGD with women group at Kamagere

FGD with Truckers’ Association at Kollegal

9.6.2 Identification of Critical Stretches:

Critical stretches refers to particular road stretch where impact of road
improvement and widening is likely to be adverse and may be sensitive i.e.
religious place and big market area, residential settlements etc. The Social team
has made an evaluation of critical stretches and identified them. These are as
follows:

9 - 11
Initial Social Screening

Table 9.2: Critical Stretches in Kollegal to Hannur

Sl. Chainage Name of Impact on Private Impact on

District
No. (Km) Village/Town structures CPRs
1 Chamrajnagar 61.500 Kollegal Dense Settlement 3 temples & 1
Area (Residential Church
and Commercial)
2 66.300 Madhuvanhalli Small Settlement 2 temples, 1
Area (Residential) mosque & 1
Grave yard
3 77.000 Kamgere Small Settlement 1 Church & 1
Area (Residential Grave yard
and Commercial)
4 80.800 Mangala Small Settlement No religious
Area (Residential) structure
5 85.000 Hannur Dense Settlement 2 temples & 1
Area (Commercial) mosque

9.6.3 Loss of Common Properties and Government Properties

There are 2 CPR properties affected along the project road which includes 2
aralikatte. Out of 9 government properties affected, 2 are mini water tanks, 2 bus
shelters, 2 Pump house, 1 School Compound Wall, 1 Veterinary Hospital and 1
hand pump. The summary list of CPRs affected along the project is presented in
Table 9.3.
Table 9.3: Types of CPRs and Government Properties likely to be affected

Percentage
Sl. Types of Partially Fully
Items Total of structure
No. Properties Affected Affected
affected
1 A. The Other Aralikatte 1 2 9.09
Community
2 Properties 1
(CPRs) 9.09
Sub-total 2
6 B. Religious Properties 0
Sub-total 0 0
7 C. Government Bus Shelter 2 2
Properties (BS) 18.18
8 Hand Pump 1 1
(HP) 9.09
9 Pump house 2 2 18.18
10 Mini water tank 2 2 18.18
11 School 1 1
Compound
Wall 9.09

9 - 12
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Kollegal to Hannur

Percentage
Sl. Types of Partially Fully
Items Total of structure
No. Properties Affected Affected
affected
12 Veterinary 1 1
Hospital 9.09
Fully Affected 8 72.73
Partially Affected 3 27.27
Sub-total 9
Total 11 100

9.7 RECOMMENDATIONS
The community consultations with local people, Panchayat leaders, NGO
functionaries, along with PWD officials were undertaken at different locations
along the project roads and have elicited various suggestions from them. All the
suggestions made by people in Public Consultations, FGD’s and field
observations of social team have been consolidated. The consolidated lists of
suggestions were communicated to our design team to consider them and
address appropriately. The design & planning team was requested to indicate
the actions taken based on these suggestions and reasons for not able to
address any suggestion, if any, fully or partially. These reasons were
communicated to the stakeholders in the subsequent round of consultations/
interactions during our census surveys and socio economic surveys.
9.8 CONCLUSION
In brief, the portrayal of assessment of social impact is an effort to depict the
existing social scenario along the project road and perceived impacts on
population due to implementation of the project with an intention to minimize the
adverse impacts including resettlement. Adequate attention is required to take in
to account the social dimension in the project planning and implementation as per
policies of the Government of India, Government of Karnataka and ADB, and
local needs of the people. While finalizing any alternative options, the mitigation
plan of social report and views expressed by the local community during
consultation, especially the threat of displacement and negative impact on their
business opportunities and livelihood were taken into consideration. This was
updated in the Resettlement Action Plan (RAP).
.



9 - 13
10. Conclusion and Recommendations
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Kollegal to Hannur

10. CONCLUSION AND RECOMMENDATIONS

10.1 CONCLUSIONS
Project road from Kollegal to Hannur is an important inter-state link between the
states of Karnataka and Tamil Nadu. Project road also forms important
connectivity to various tourist destinations within the region and along the project
road including, Hogenakkal Falls, Gaganachukki and Bharachukki Falls, BR Hills,
Talakadu and many other in the region. The proposed improvement proposal for
the project road would benefit and improve network mobility in the region.
Project road from Kollegal to Hannur has been divided in one homogeneous
section on the basis of observed mid-block traffic flows. Traffic surveys done for
the project road indicate that, currently it is carrying an AADT of 6624 PCUs
(base year 2015). Based on projected traffic volume, project road is proposed to
be upgraded to 2-lane with paved shoulder in the opening year in accordance
with the design standards enumerated in IRC:SP73-2015. In built up sections 2-
Lane with paved shoulder and Footpath/Four lane divided carriageway with
footpath with New Jersey Crash Barrier as median is proposed.
As decided with client, flexible pavement for 20 year design life period has been
proposed. Based on the existing pavement condition investigation, the existing
road is proposed for partial reconstruction from sub-base course with
conventional pavement materials of BC, DBM, WMM and GSB.
Considering the poor alignment geometry and congested settlements en-route,
one bypass & two realignments with a total length of 7.290km have been
proposed. To improve the existing substandard sight distance, the vertical curves
have been improved as per the adopted standards except some urban stretches.
After curve improvements, bypasses and realignment total length of the project
road is about 23.782 Km.
The initial social assessment indicates that, there are 344 common property
Resources exists along the project road.
As per the ADB‟s Guidelines on Environmental Assessment the proposed project
“Kollegal to Hannur” has been classified as Category „B‟ project requiring Initial
Environmental Examination (IEE).The proposed project is the strengthening &
widening of existing State Highway (SH-79). Project road is passing through plain
terrain (below 1,000 m MSL) and is not passing through any ecologically
sensitive area. Therefore, Environmental Clearance is not required from
Government of India for improvement of SH-79 in the State of Karnataka.
However, Tree Felling Permission will be required from the Department of Forest,
Govt. of Karnataka before start of the construction.
10.2 RECOMMENDATIONS
Based on the findings of this study the following major recommendations are
made:
1. Considering the projected traffic, the project road is recommended for up
gradation to 2 lane with paved shoulder configuration except the stretches
in built up section where 2-Lane with paved shoulder and Footpath/Four
lane divided carriageway with footpath with New Jersey Crash Barrier as
median is recommended.
2. To minimize R&R (Rehabilitation and Resettlement) impact and safety
consideration, one bypass & 2 realignments with a total length of 7.290km
has been recommended.

10 - 1
Conclusion and Recommendations

3. For safety of pedestrians, one pedestrian subway is recommended.

4. Flexible pavement for a design life of 20 year for minimum 20msa is
recommended.
5. Conventional pavement materials of BC, DBM, WMM and GSB is
recommended for Rehabilitation of existing pavement and New Flexible
pavement.
6. RCC Drain with Footpath has been recommended in the built up sections.
7. 20 Bus bays on the project road has been recommended to address the
need of the people living along the stretch.
8. 5 Nos. of bridges are recommended for new construction and 2 bridges are
recommended to be widened.

●●●

10 - 2

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