chapter 1: introduction - nhai.org.innhai.org.in/spw/agreement/contract agrement part-1.pdf ·...

Consultancy Services for 6 Laning of Belgaum-Dharwad section of NH-4 (NHDP V/MC-II/BOT/DPR/19)

Consulting Engineers Group Ltd 2-1

Feasibility Report

CHAPTER 1: INTRODUCTION



Feasibility Report

CHAPTER 1: INTRODUCTION

TABLE OF CONTENTS 1.1 Project Background……………………………………………………….. 1-1 1.2 Objectives of Consultancy Services………………………………………. 1-2 1.3 Scope of Consultancy Services…………………………………………… 1-3 1.4 The Project Highway……………………………………………………… 1-3 1.5 Progress Achieved………………………………………………………… 1-4 1.6 Offices…………………………………………………………………….. 1-5 1.7 Purpose and Contents of this Report…………………………………….... 1-6 1.7.1 Purpose of this Report…………………………………………….. 1-6 1.7.2 The Draft Feasibility Report………………………………………. 1-7 1.7.3 Contents of this Report……………………………………………. 1-7

LIST OF FIGURES Figure 1.1 Index Map of Project Highway………………………………….. 1-4



Feasibility Report

CHAPTER 1

INTRODUCTION

1.1 Project Background

Government of India has approved to convert 6500 km of existing 4-lane National

Highways into six lane National Highways under a separate phase namely Phase-V of

National Highway Development project (NHDP). The six laning of existing four lane

National Highways sections are to be executed through Public Private Partnership (PPP)

on Build, Operate and transfer (BOT) basis, following Design-Build-Finance-Operate

(DBFO) pattern. Sections envisaged under six laning comprise the Golden Quadrilateral

(5,700 km) and some other sections of 800 km in length.

The National Highways Authority of India has been entrusted with the development,

maintenance and management of such of the National Highways as entrusted to it by the

Government of India. The NHDP Phase-V has also been entrusted to National Highways

Authority of India.

The six laning of the projects has essentially been conceived as a retrofitting job on

existing four lane National Highways causing minimum possible inconvenience to the

traffic. It should be planned in such a way that improved highway is safe, efficient and

convenient to the users as well as public living adjacent to the highway. At present

NHAI is collecting toll on the four lanes completed sections, which would be continued

till the appointed date. Thereafter, the Concessionaire would be entitled to collect toll.

The main feature of the NHDP Phase-V is that the Concessionaire would be entitled to

collect toll even during the construction period.

The Belgaum-Dharwad 80 km long section of National Highway No. 4, which falls in the

Mumbai-Chennai arm of Golden Quadrilateral and has been widened to 4-lanes recently,



Feasibility Report

is also proposed to be included for 6-laning project under NHDP V. The intention of this

specific consultancy project is to study and report on the feasibility of retrofitting the

existing NH-4 from Belgaum to Dharwad in the State of Karnataka from its existing

situation (4 lane highway) to 6-lane highway.

The Feasibility Reports thus prepared contain, inter alia, the scheme and lay out of the

development of the highway and the project facilities, and costing. The report will form

the basis on which a Financial Consultant and a legal consultant, appointed separately,

will prepare an RFP document for inviting bids from private entrepreneurs to award a

BOT (Toll) concession. The concession will be on DBFO pattern, wherein the

concessionaire shall, in accordance with a model concession agreement approved by the

Government, take full responsibility to carryout the detailed design, construction,

maintenance and operation of the project highway and the project facilities conforming to

the standards specified in the said agreement. He will eventually transfer the project to

NHAI after expiry of the concession period in a state as specified in the concession

agreement. The Feasibility Report is to provide all the technical details, based on which

realistic bids are received from the prospective bidders.

1.2 Objectives of Consultancy Services

Objectives of the consultancy services are to prepare a proposal to retrofit a six-lane

cross-section on to the existing 4-lane highway in a manner which ensures,

(i) Enhanced safety of the traffic, the road users and the people living close to the

highway;

(ii) Enhanced operational efficiency of the highway;

(iii) Fulfillment of the access needs of the local population;

(iv) Minimal adverse impact on the road users and the local population due to

construction;

(v) Feasible and constructible options for the project with least cost options.



Feasibility Report

1.3 Scope of Consultancy Services

The scope of Consultancy Services comprises of preparation of Feasibility Study Report

for converting the existing 4-lane highway to 6-lane standards, conforming to the Manual

for specification and standards for 6-lane National Highways of the Ministry of Shipping

Road Transport and Highways. In addition to above, the consultant is required to prepare

Technical Schedules and provide assistance to NHAI in bidding process.

In addition to above, contract documents, and preliminary cost estimates for the works

are also to be prepared by the Consultant in a form, which allows the construction and the

rehabilitation works to be carried out on BOT basis.

1.4 The Project Highway

The Project Highway is Belgaum-Dharwad Section of NH–4 (79.355 km long

approximately). An Index /Location map of the Project Highway is given in Figure 1.1.

The start of Project Highway would be km 515 and the end point of the Project Highway

would be km 433 (junction of NH-4 and Hubli-Dharwad bypass). The details of the

existing project highway are given in Chapter 2.



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1.5 Progress achieved

The Consultant has established a project office at Dharwad for the duration of this

project. The office accommodates some of the key and support personnel. All the Key

personnel were mobilized. Support personnel have been utilized from the regular staff

available at the Head office and Delhi office. The Team members have visited the site as

and when required, collected relevant available data from the NHAI and Supervision

Consultants, conducted field surveys and investigations, and met concerned officers of

NHAI and the Supervision Consultants.

The Consultants submitted the Inception Report on 11.11.2007. The Inception Report

indicated the methodology the Consultant proposed to follow to complete the job. It also

brought out the data on existing road and some of the field surveys conducted. Thereafter

the strip plans were prepared and submitted to NHAI on 11.01.2008. The proposal for

widening of the project road for the existing 4- lane was also prepared. The proposal was

Figure 1.1: Index Map of Project Highway



Feasibility Report

presented at NHAI on 9th February 2008, in a meeting chaired by the Member

(Technical). The suggestions made in the meeting on the widening proposal have been

duly considered and incorporated.

Thereafter, we had public consultations to ascertain their requirements. The Draft

Feasibility Report was submitted on 3rd April, 2008. A presentation on the report was

made at NHAI on 1st July, 2008 in a meeting chaired by the Member (Technical). In the

meeting, two suggestions made were for 7.0 m width of service road and 20 m span for

additional vehicular underpasses. The prestent submission is the Final Feasibility Report.

The report highlights the various surveys conducted in the field and their analysis. The

suggestions made by NHAI officials and representatives of affected towns / villages have

been duly considered in making the widening proposal presented in this report.

1.6 Offices:

The head office of the Consultant is located as under:

M/s. Consulting Engineers Group Limited (CEG)

E-12, Moji Colony, Malviya Nagar,

Jaipur – 302017

Tel: +91-141-2520899; 2521899; 2520556; 2520526

Fax: +91-141-2521348

Email: [email protected]; [email protected]

URL: www.cegindia.com

The site office has been established at Dharwad and is located as under:

H.No.: 313, 2nd Main,

1st cross, Narayanpur,

Dharwad – 580008

Tel. No: +91-0836-2748929

Fax No: +91-0836-2748939

Contact Person: Mr. Vivek Naidu, Project Co-ordinator (Mobile No: 9341054393)



Feasibility Report

With a view to have close interaction with NHAI HQ, CEG have also established their

office at New Delhi as under:

208, DDA Local Shopping Complex

H Block, Vikas Puri

New Delhi 110018

Tel: +91 11 2854 2899, 2854 1403

Fax: +91 11 2854 1404

Email: [email protected]

Contact Person: Dr. V.K.Sood, Vice President (Mobile: 9871080538)

Email: [email protected]

1.7 Purpose and Contents of this Report

1.7.1 Purpose of this Report

As per Contract the following reports and documents are to be submitted by

the Consultants to NHAI

Inception Report: This shall give the details of the work plan, methodology, task

assignment and scheduled completion of various activities (already submitted).

Strip Plans with alternatives (already submitted).

Draft Feasibility Report

Final Feasibility Report

Technical Schedules (A to D)



Feasibility Report

1.7.2 The Draft Feasibility Report

This report contain, inter alia, the details of field studies conducted, analysis made, data

collected, scheme for widening, proposed design standards, and preliminary cost

estimates for discussion with NHAI.

1.7.3 Contents of this Report

1. Introduction

2. Existing Features of the Project Highway

3. Engineering Surveys and Investigation

4. Traffic Studies and Analysis

5. Pavement Evaluation and Preliminary design

6. Condition Survey and analysis of Structures

7. Project Facilities

8. Design Standards

9. Proposals for Widening and Retrofitting

10. Environment & Social Impact Assessment

11. Estimate of Quantities and Costs



Feasibility Report

CHAPTER 2: EXISTING FEATURES OF

THE PROJECT HIGHWAY



Feasibility Report

CHAPTER 2: EXISTING FEATURES OF THE PROJECT HIGHWAY

TABLE OF CONTENTS

2.1 Profile of Karnataka State………………………………………………... 2-1 2.2 Climate…………………………………………………………………… 2-2 2.3 Geography and Terrain…………………………………………………... 2-2 2.4 Soil Type…………………………………………………………………. 2-2 2.5 Land Use…………………………………………………………………. 2-2 2.6 Project Highway…………………………………………………………. 2-4 2.7 Development/Up-Gradation History…………………………………….. 2-4 2.8 Topography ……………………………………………………………… 2-5 2.9 Alignment………………………………………………………………… 2-5 2.10 Settlements/Built Up Sections…………………………………………… 2-5 2.11 Bypasses…………………………………………………………………... 2-8 2.12 Right of Way……………………………………………………………… 2-8 2.13 Service Roads…………………………………………………………….. 2-12 2.14 Carriageway, shoulder and median……………………………………... 2-13 2.15 Pavement Type and Condition……………………………………………. 2-15 2.16 Bridges and Culverts and other stretches…………………………………. 2-18 2.17 Rail-Road Structures……………………………………………………… 2-18 2.18 Junctions and Intersections……………………………………………….. 2-18 2.19 Grade Separated Structures………………………………………………. 2-19 2.20 Connection with Project Highway………………………………………... 2-20 2.21 Wayside Amenities……………………………………………………... 2-22 2.22 Utilities……………………………………………………………………. 2-33 2.23 Typical Cross Sections of existing 4 lane highway………………………. 2-34 2.24 Current Traffic……………………………………………………………. 2-46 2.25 Accidents and Safety……………………………………………………... 2-47

LIST OF TABLES

Table 2.1 (a) Design Chainage and Corresponding Chainage as per km stones 2-6 Table 2.1 (b) Design Chainage and Corresponding Chainage as per km stones 2-7 Table 2.2 Major Settlements/Built Up Sections……………………………. 2-7 Table 2.3 Existing Right of Way Details…………………………………... 2-8 Table 2.4 Details of Existing Service Roads……………………………….. 2-12 Table 2.5 Details of Existing 6 lane carriageway stretches………………… 2-14 Table 2.6 Details of Pavement (Left Hand Side)…………………………... 2-16 Table 2.7 Detail of Pavement (Right Hand Side)………………………… 2-17 Table 2.8 Details of Bridges and Culverts…………………………………. 2-18 Table 2.9 List of At Grade Junctions………………………………………. 2-19 Table 2.10 Details of Grade Separated Structures…………………………... 2-19 Table 2.11 Location and Type of Connection on LHS……………………… 2-20 Table 2.12 Location and Type of Connection on RHS……………………… 2-21



Feasibility Report

Table 2.13 Existing Way Side Amenities…………………………………… 2-22 Table 2.14 (a) Inventory of Existing Signages………………………………….. 2-24 Table 2.14 (b) Inventory of Existing Signages………………………………….. 2-29 Table 2.15 Traffic Count November-December 2005………………………. 2-46 Table 2.16 Traffic Count December 2007-January 2008……………………. 2-46 Table 2.17 Traffic Count December 2007-January 2008……………………. 2-47

LIST OF FIGURES

Figure 2.1 National Highway Network Karnataka State……………………. 2-3 Figure 2.2 Typical Highway Cross Section in Fill (with overlay and new flexible

pavement)…………………………………………………………….. 2-35

Figure 2.3 Typical Highway Cross Section in Cut (with proposed new flexible pavement)……………………………………………………………

2-35

Figure 2.4 Typical Highway Cross Section in Fill (with total new flexible pavement)…………………………………………………………….

2-36

Figure 2.5 Typical Highway Cross Section in Fill (with total overlay)…………. 2-36 Figure 2.6 Typical 6 Lane Carriageway Cross Section in Fill (with total new

flexible pavement)……………………………………………………. 2-37

Figure 2.7 Typical Highway Cross Section in Fill (with overlay and new flexible pavement over existing shoulder)…………………………………….

2-37

Figure 2.8 Typical 6 Lane Carriageway Cross Section in Fill (with total new rigid pavement)…………………………………………………..................

2-38

Figure 2.9 Typical 6 Lane Carriageway Cross Section in Cut (with total new rigid pavement)…………………………………………………........

2-38

Figure 2.10 4-Lane Carriageway in CH. 0.000 to 500.000 Package-II …………. 2-39 Figure 2.11 4-Lane Carriageway in CH. 500.000 to 2800.000 Package-II ……… 2-39 Figure 2.12 4-Lane Carriageway in CH. 2800.000 to 3600.000 Package-II ……. 2-40 Figure 2.13 4-Lane Carriageway in CH. 3600.000 to 5200.000 Package-II …….. 2-40 Figure 2.14 4-Lane Carriageway in CH. 6000.000 to 6910.000 Package-II …….. 2-41 Figure 2.15 4-Lane Carriageway in CH. 6910.000 to 9300.000 Package-II ………. 2-41 Figure 2.16 4-Lane Carriageway in CH. 12100.000 to 14450.000 Package-II …… 2-42 Figure 2.17 4-Lane Carriageway in CH. 14450.000 to 15900.000 Package-II ….. 2-42



Feasibility Report

CHAPTER 2

EXISTING FEATURES OF THE PROJECT HIGHWAY

2.1 Profile of Karnataka State

Karnataka is a State in the southern part of India. It was created on November 1, 1956,

with the passing of the States Reorganization Act. Originally known as the State of

Mysore, it was renamed Karnataka in 1973.

Karnataka is bordered by the Arabian Sea to the west, Goa to the northwest, Maharashtra

to the north, Andhra Pradesh to the east, Tamil Nadu to the southeast, and Kerala to the

southwest.

Karnataka has a total land area of 1, 91,791 sq. km and accounts for 5.83% of the total

area of the country (measured at 3,288,000 sq. km). This puts it in eighth place in terms

of size.

About 38,724 sq. km of Karnataka (i.e. 20% of the state's geographic area) is covered by

forests. The forests are classified as reserved, protected, village and private forests. The

percentage of forested area is slightly less than the all-India average of about 23%, and

significantly less than the 33% prescribed in the National Forest Policy.

There are 29 districts in Karnataka. Each district is governed by a District Commissioner

or District Magistrate. The districts are further divided into sub-divisions, which are

governed by sub-divisional magistrates. Sub-divisions comprise blocks containing

Panchayat (village councils) and town municipalities.

According to the 2001 census of India, the total population of Karnataka is 52,850,562, of

which 26,898,918 (50.89%) are male and 25,951,644 (49.11%) are female, or 1000 males

for every 964 females. This represents a 17.25% increase over the population in 1991.

The population density is 275.6 per sq. km and 33.98% of the people live in urban areas.

The literacy rate is 66.6% with 76.1% of males and 56.9% of females being literate. It



Feasibility Report

occupies ninth place in terms of population. The population density which stands at 275

persons per sq. km is considerably lower than the all-India average of 324.

Karnataka has a railway network with a total length of approximately 3,089 kilometers.

Karnataka has one major port, the New Mangalore Port, and ten other minor ports. The

total lengths of National Highways and State Highways in Karnataka are

3,973 kilometers and 9,829 kilometers, respectively. A map showing the National

Highways in Karnataka State is given in Figure. 2.1.

2.2. Climate

Karnataka experiences four reasons. The winter in January and February is followed

by summer between March and May, the monsoon between June and September, and

the post – monsoon season from October till December.

2.3. Geography and Terrain

The Project Highway traverses through two districts viz. Dharwad and Belgaum.

Belgaum is located at 15.87° N and 74.5° E. It has average elevation of 751 meters

above sea level. The Project Highway passes through plain and rolling terrain in most of

its length. However, it traverses through hilly terrain in some stretches.

2.4. Soil Type

The Project Highway, in general, traverses through predominantly moorum type of soil,

formed by weathering action of the rock.

2.5. Land Use

While the predominant land use between Dharwad and Belgaum is agriculture, the

industrialization and urbanization are increasing at Dharwad and Belgaum ends.



Feasibility Report

Figure 2.1 National Highway Network Karnataka State

sssssssssssssssssssssssssssssssssssssss



Feasibility Report

2.6 Project Highway

The National Highway No. 4 runs between Chennai and Mumbai. In the Chennai-

Bangalore section km 0.0 is at Chennai and increases towards Bangalore. Between

Bangalore and Mumbai km 0.0 is at Bangalore and increases towards Mumbai. The

Project Highway is situated between km 433 (end of Hubli-Dharwad bypass) and km

515.0 (after crossing Belgaum city and Kakati Industrial area) of Bangalore-Mumbai

section of NH-4. In the Belgaum bypass portion the actual length is short by 1.8 km

as km stones are fixed based on old alignment of NH-4, which has been subsequently

bypassed. The km 505/600 on existing alignment merges with km 507/400 of old

alignment. There are also minor realignments at various other locations in between

km 433.0 and km 495.0 (package III) due to which the length as on ground does not

match with the kilometer stones fixed. The total length of the Project Highway is

79.355 km.

2.7 Development/Up-Gradation History

The Project Highway was 2-lane National Highway, which has been upgraded to 4-

lanes during the period 2001-2007 as part of NHDP-I (formerly called as Golden

Quadrilateral). The up-gradation to 4-lanes has been done by the National Highways

Authority of India through two separate civil works contracts from its budgetary

resources. The Contract Package-I is between Haveri and Hubli (south end of Hubli-

Dharwad bypass) and is outside the Project Highway. Contract Package-II is between

km 495 to 515 and has been declared complete on 31st March 2007. The contract

Package-III is between km 433.0 and km 495.0 has been declared complete on 30th

June 2007.

The present Six-Laning project is combination of package II & III of Four-Laning of

Belgaum-Dharwad stretch. The km stones fixed do not have exactly 1000 m distance

between them, may be due to realignment/improvements taken place in due course of

time. In the survey of Dharwad-Belgaum 4-lane project (Package III) km 0.0 was

taken at km 434.0 and subsequently it was extended backwards to km 433.0 to

accommodate a flyover. In Package II Chainage 0.0 was taken at km 495.0, which



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increases towards Pune. The Good for Construction as well as As-Built Drawings

follow the Chainage system as above. The Chainage indicated on the structures is also

with reference to RD from km 434/000 taken as 0.000. The designs Chainage and

corresponding Chainage as per km stones for Package III and Package II are given in

Table 2.1 (a) and (b).

2.8. Topography

The Project Highway passes through plain and rolling terrain in most of its length

except through hilly terrain between km 487 and km 490.

2.9 Alignment

The alignment has been designed for minimum speed of 80 km per hour. However

most of the alignment has been improved to cater for higher speed up to 100 km per

hour.

The vertical gradient is less than 3% in most of the length except in hilly section and

at some isolated locations where the gradient up to 6% exists.

2.10 Settlements/Built Up Sections

There are a number of settlements along the Project Highway. Details of Major

settlements/built up sections are given in Table 2.2.



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Table 2.1 (a): Design Chainage and Corresponding Chainage as per km stones in Package III

Chainage as per design

Chainage as per km Stone



-1175 433/000 32000 466/475 0 434/000 33000 467/525

1000 435/000 34000 468/550 2000 436/000 35000 469/575 3000 437/000 36000 470/600 4000 438/000 37000 471/575 5000 439/000 38000 472/600 6000 440/000 39000 473/623 7000 441/000 40000 474/595 8000 442/000 41000 475/688 9000 443/000 42000 476/715 10000 444/025 43000 477/750 11000 445/025 44000 478/725 12000 446/025 45000 479/775 13000 447/025 46000 480/800 14000 448/125 47000 481/829 15000 449/119 48000 482/850 16000 450/138 49000 483/875 17000 451/069 50000 484/890 18000 452/075 51000 485/945 19000 453/075 52000 497/000 20000 454/150 53000 488/050 21000 455/125 54000 489/050 22000 456/200 55000 490/489 23000 457/238 56000 491/075 24000 458/300 57000 492/075 25000 459/300 58000 493/100 26000 460/300 59000 494/200 27000 461/375 60000 495/000 28000 462/500 29000 463/438 30000 464/450 31000 465/475



Feasibility Report

Table 2.1 (b): Design Chainage and Corresponding Chainage as per km stones in Package II





000 495/000 10600 505/600

(507/400) 1000 496/000 11000 507/800 2000 497/000 12000 508/800 3000 498/000 13000 509/800 4000 499/000 14000 510/800 5000 500/000 15000 511/800 6000 501/000 16000 512/800 7000 502/000 17000 513/800 8000 503/000 18000 9000 504/000 18180 515/000

10000 505/000

Table 2.2: Major Settlements/Built Up Sections

Location Details Belur The main industrial area of Dharwad district.

The biggest industry of TATA division TELCON exists here. There is a road connecting centre for Garag taluk.

Tegur A number of restaurants exist along the road side. This is a intersection for Tegur, Ramapur and to other villages.

Kittur A historical place of Dharwad district, where a fort of freedom fighter Rani Channamma exists. This is a road connecting centre for Khanapur taluk.

MK Hubli A commercial area and major educational institutions exists. Hirebagewadi There is a road connecting centre for Bailhingal taluk. Belgaum Major city of Karnataka State. The National Highway 4A

meets the Project Highway at Belgaum. Although bypass is existing, lot of ribbon development has taken place all along the bypass

Kakti A commercial/industrial area along the road side.

Apart from the above mentioned towns, there are many small settlements along the

corridor.



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2.11 Bypasses

The existing Project Highway has only one bypass to Belgaum city (km 498 to km

507/600). On the Southern end the Project Highway joins 30 km long Hubli-Dharwad

bypass, which is still a two lane facility being operated under BOT scheme.

2.12 Right of Way

The existing right of way is 50 m in Kakati Industrial area (2 km) and 60 m in most of

remaining section. At isolated locations the ROW is less than 50 m. The details of

existing ROW as per data provided by the PD, NHAI, Dharwad is given in Table 2.3.

Table 2.3: Existing Right of Way Details

Chainage Left (m) Right (m) Total (m) 433.000-433.100 30.0 30.0 60.0 433.100-433.400 34.0 34.0 68.0 43.3400-437.000 30.0 30.0 60.0 437.000-437.100 40.0 40.0 80.0 437.100-437.200 45.0 45.0 90.0 437.200-437.300 34.0 34.0 68.0 437.300-445.300 30.0 30.0 60.0 445.300-445.400 48.0 48.0 96.0 445.400-445.500 58.0 58.0 116.0 445.500-445.600 38.0 38.0 76.0 445.600-446.400 30.0 30.0 60.0 446.400-446.700 32.0 32.0 64.0 446.700-446.900 36.0 36.0 72.0 446.900-456.800 30.0 30.0 60.0 456.800-457.000 28.0 28.0 56.0 457.000-473.500 30.0 30.0 60.0 473.500-473.600 60.0 60.0 120.0 473.600-473.700 100.0 100.0 200.0 473.700-473.900 120.0 120.0 240.0 473.900-474.900 32.0 32.0 64.0 474.900-480.000 30.0 30.0 60.0 480.000-480.100 46.0 46.0 92.0 480.100-480.200 40.0 40.0 80.0 480.200-494.900 30.0 30.0 60.0



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Chainage Left (m) Right (m) Total (m) 494.900-495.000 27.5 27.5 55.0 495.000-495.100 24.5 24.5 49.0 495.100-495.200 28.0 28.0 56.0 495.200-495.300 35.5 35.5 71.0 495.300-495.400 28.0 28.0 56.0 495.400-495.500 23.5 23.5 47.0 495.500-495.700 24.0 24.0 48.0 495.700-495.800 30.0 30.0 60.0 495.800-495.900 36.0 36.0 72.0 495.900-496.000 28.5 28.5 57.0 496.000-496.100 25.5 25.5 51.0 496.100-496.200 30.0 30.0 60.0 496.200-496.300 34.0 34.0 68.0 496.300-496.400 35.0 35.0 70.0 496.400-496.500 30.0 30.0 60.0 496.500-496.600 24.0 24.0 48.0 496.600-496.900 25.5 25.5 51.0 496.900-497.000 24.5 24.5 49.0 497.000-497.100 26.0 26.0 52.0 497.100-497.200 25.0 25.0 50.0 497.200-497.300 53.0 53.0 106.0 497.300-497.400 76.0 76.0 152.0 497.400-497.500 87.0 87.0 174.0 497.500-497.550 78.0 78.0 156.0 497.550-497.600 50.5 50.5 101.0 497.600-497.650 30.0 30.0 60.0 497.650-497.700 26.0 26.0 52.0 497.700-497.800 24.0 24.0 48.0 497.800-497.900 35.0 35.0 70.0 497.900-498.000 44.0 44.0 88.0 498.000-498.100 55.0 55.0 110.0 498.100-498.200 35.0 35.0 70.0 498.200-498.700 30.0 30.0 60.0 498.700-498.800 29.0 29.0 58.0 498.800-498.900 30.0 30.0 60.0 498.900-499.000 31.5 31.5 63.0 499.000-499.100 33.0 33.0 66.0 499.100-499.300 30.0 30.0 60.0 499.300-499.500 29.0 29.0 58.0 499.500-499.600 31.0 31.0 62.0 499.600-499.700 30.0 30.0 60.0 499.700-499.800 29.0 29.0 58.0 499.800-499.900 28.0 28.0 56.0



Feasibility Report

Chainage Left (m) Right (m) Total (m) 499.900-500.000 32.0 32.0 64.0 500.000-500.100 33.0 33.0 66.0 500.100-500.200 31.5 31.5 63.0 500.200-500.300 30.0 30.0 60.0 500.300-500.400 32.0 32.0 64.0 500.400-501.000 30.0 30.0 60.0 501.000-501.200 29.0 29.0 58.0 501.200-501.500 30.0 30.0 60.0 501.500-501.600 29.0 29.0 58.0 501.600-502.500 30.0 30.0 60.0 502.500-502.600 32.0 32.0 64.0 502.600-502.700 39.0 39.0 78.0 502.700-502.800 32.0 32.0 64.0 502.800-502.900 29.0 29.0 58.0 502.900-503.000 28.0 28.0 56.0 503.000-503.100 31.5 31.5 63.0 503.100-503.300 33.5 33.5 67.0 503.300-503.400 34.0 34.0 68.0 503.400-503.500 35.0 35.0 70.0 503.500-503.600 31.0 31.0 62.0 503.600-503.700 30.0 30.0 60.0 503.700-503.900 27.0 27.0 54.0 503.900-504.000 28.0 28.0 56.0 504.000-504.100 28.5 28.5 57.0 504.100-504.200 29.5 29.5 59.0 504.200-504.300 31.0 31.0 62.0 504.300-504.400 30.0 30.0 60.0 504.400-504.500 30.5 30.5 61.0 504.500-504.600 32.0 32.0 64.0 504.600-504.700 30.0 30.0 60.0 504.700-504.800 27.0 27.0 54.0 504.800-504.900 28.0 28.0 56.0 504.900-505.000 28.5 28.5 57.0 505.000-505.100 40.0 40.0 80.0 505.100-505.200 42.0 42.0 84.0 505.200-505.300 28.5 28.5 57.0 505.300-505.400 27.0 27.0 54.0 505.400-505.700 25.0 25.0 50.0 505.700-505.800 26.5 26.5 53.0 505.800-505.900 23.5 23.5 47.0 505.900-506.000 19.0 19.0 38.0 506.000-506.100 19.5 19.5 39.0 506.100-506.400 30.0 30.0 60.0



Feasibility Report

Chainage Left (m) Right (m) Total (m) 506.400-506.500 33.0 33.0 66.0 506.500-506.600 65.0 65.0 130.0 506.600-506.700 29.0 29.0 58.0 506.700-506.800 27.5 27.5 55.0 506.800-507.000 28.0 28.0 56.0 507.000-507.100 29.0 29.0 58.0 507.100-507.200 27.0 27.0 54.0 507.200-507.300 24.5 24.5 49.0 507.300-507.400 23.5 23.5 47.0 507.400-507.500 23.0 23.0 46.0 507.500-507.600 21.5 21.5 43.0 507.600-507.700 20.5 20.5 41.0 507.700-507.800 20.0 20.0 40.0 507.800-507.900 27.0 27.0 54.0 507.900-508.000 35.0 35.0 70.0 508.000-508.100 45.0 45.0 90.0 508.100-508.200 30.0 30.0 60.0 508.200-508.400 20.0 20.0 40.0 508.400-508.600 21.5 21.5 43.0 508.600-508.700 22.5 22.5 45.0 508.700-508.800 22.0 22.0 44.0 508.800-508.900 21.5 21.5 43.0 508.900-509.000 29.0 29.0 58.0 509.000-509.100 34.0 34.0 68.0 509.100-509.200 26.8 26.8 53.6 509.200-509.300 27.0 27.0 54.0 509.300-510.900 25.0 25.0 50.0 510.900-511.000 32.0 32.0 64.0 511.000-511.100 47.0 47.0 94.0 511.100-511.200 43.0 43.0 86.0 511.200-511.300 30.0 30.0 60.0 511.300-511.400 27.0 27.0 54.0 511.400-511.500 35.5 35.5 71.0 511.500-511.600 30.0 30.0 60.0 511.600-511.700 31.5 31.5 63.0 511.700-511.800 42.0 42.0 84.0 511.800-511.900 40.0 40.0 80.0 511.900-512.500 35.5 35.5 71.0 512.500-515.000 30.0 30.0 60.0



Feasibility Report

2.13 Service Roads

Service road of width varying from 4 m to 7 m has been provided on considerable

length on either side of the Project Highway. In general the width of service road is 4

m in rural sections and 5.5 m to 7 m in built up sections. The details of the existing

service roads are given in Table 2.4.

Table 2.4 : Details of Existing Service Roads

4.0 m wide Service Road L.H.S. R.H.S.

Sr. No.

Chainage (km) Chainage (km) From To Length (m) From To Length (m)

1 433.990 434.775 785 433.250 436.625 3375 2 435.410 436.625 1215 436.750 439.550 2800 3 436.750 439.625 2875 439.750 444.150 4400 4 439.750 445.850 6100 444.300 446.450 2150 5 446.875 447.750 875 446.825 447.596 771 6 447.920 449.250 1330 447.875 449.225 1350 7 449.575 457.450 7875 449.275 456.575 7300 8 457.650 458.375 725 456.675 457.850 1175 9 459.150 463.650 4500 458.175 459.000 825

10 464.000 465.550 1550 459.150 459.600 450 11 465.850 466.690 840 462.225 465.650 3425 12 466.760 469.700 2940 465.775 469.875 4100 13 470.150 472.350 2200 470.025 472.400 2375 14 472.550 472.875 325 472.500 472.975 475 15 473.125 474.150 1025 473.775 475.350 1575 16 475.100 482.444 7344 475.575 476.000 425 17 482.856 483.650 794 476.200 482.444 6244 18 484.875 487.260 2385 482.856 483.200 344 19 489.050 490.475 1425 483.900 487.200 3300 20 490.575 493.880 3305 489.100 490.225 1125 21 495.000 495.860 860 490.575 493.675 3100 22 496.180 497.200 1020 496.345 497.650 1305 23 505.280 505.420 140 510.200 510.900 700

Total Length (m) = 52433 Total Length (m) = 53089



Feasibility Report


Sr. No.


1 495.860 496.180 320 497.650 498.770 1120 2 498.600 498.770 170 498.850 499.040 190 3 498.850 500.365 1515 499.100 501.050 1950 4 503.900 504.380 480 501.500 504.380 2880 5 505.042 505.280 238 506.180 507.000 820 6 509.508 511.280 1772 509.090 510.000 910 7 511.750 515.000 3250 510.900 511.460 560 8 - - - 511.488 515.000 3512 Total Length (m) = 7745 Total Length (m) = 11942


Sr. No.


1 434.775 435.410 635 436.625 436.750 125 2 436.625 436.750 125 439.550 439.750 200 3 439.625 439.750 125 444.150 444.300 150 4 449.250 449.575 325 446.450 446.825 375 5 458.375 459.150 775 449.225 449.275 50 6 465.550 465.850 300 456.575 456.675 100 7 469.700 470.150 450 458.000 458.175 175 8 472.350 472.550 200 459.000 459.150 150 9 474.150 475.100 950 465.650 465.775 125

10 483.650 484.875 1225 469.875 470.025 150 11 490.475 490.575 100 472.400 472.500 100 12 497.200 498.600 1400 476.000 476.200 200 13 500.365 503.900 3535 483.200 483.900 700 14 505.420 509.508 4088 490.225 490.575 350

Total Length (m) = 14233 Total Length (m) = 2950

2.14. Carriageway, Shoulder and Median

The existing National Highway is 4-lanes divided carriageway (2x7.0 m) with 1.5 m

wide paved and 2 m wide earthen shoulders on either side. The width of raised

median is generally 4.5 m between km 433 and 495 and 1.5 m between km 495 and



Feasibility Report

km 515. A width of 0.5 m of the median adjacent to the either side carriageway has

been paved.

There are some stretches in the Project Highway as per details in Table 2.5 in which

the carriageway width of 10.5 m has been provided. The length of such stretches is

10,178 m. Some of these sections are in Ghat Portion and others are in the

approaches to bridges / flyovers/ ROB.

Table 2.5: Details of Existing 6 lane Carriageway Stretches

S.No. From (km) To (km) Length

(m) Remarks 1 436/635 436/775 140 2 439/555 439/750 195 3 458/500 459/250 750 Before and after GS -1 4 464/950 466/275 325 5 470/270 470/600 330

6 473/580 473/950 370 Only RHS Main Carriageway (LHS is 2 Lane)

7 474/695 476/065 1370 Before and after GS – 2 8 484/590 485/745 1155 Before and after GS – 3 9 488/250 490/150 1900 Ghat Location 10 491/415 491/675 260 11 495/890 495/950 60 12 498/000 498/100 100 13 498/775 498/850 75 14 499/057 499/080 23 15 501/050 501/844 794 16 502/725 502/850 125 17 503/330 503/350 20 18 503/860 403/885 25 19 508/345 508/726 381 20 509/120 509/210 90 21 510/800 511/140 340

22 512/730 514/080 1350 Only RHS Main Carriageway (LHS is 2 Lane)

10,178 Total length



Feasibility Report

2.15. Pavement Type and Condition

The existing pavement is flexible on both sides carriageway between km 495 to km

515. Between km 433 and km 495 the pavement is rigid on one side and flexible on

other side. The side of rigid and flexible pavements changes frequently, in some

stretches rigid and flexible pavements are on both sides. The service roads are having

flexible pavement. The pavement condition is good in the entire section.

In Package III the length of flexible and rigid pavements are 54.527 km and 67.823

km respectively. The rigid part of pavement has rigid shoulders in 50.314 km and

flexible shoulders in 17.508 km. Details of existing pavement showing the type of

pavements & type of shoulders are given in Tables 2.6 and 2.7.



Feasibility Report

Table 2.6



Feasibility Report

Table 2.7



Feasibility Report

2.16. Bridges and Culverts

There is one major bridge (Malprabha km 473.15, 9 spans of 24 m each), 5 minor

bridges, and 129 culverts (box and pipe) in the section between km 433 to km 495

(Dharwad-Belgaum project, Package III). In the Section between km 495 to km 515

including Belgaum bypass (Package II) there is one major bridge, two minor bridges

and 46 pipe culverts. Thus, there are total 2 major bridges and 7 minor bridges and

175 of culverts in the Project Highway. Package wise details are given in Table 2.8.

Table 2.8 Details of bridges and culverts

Item Package III (km 433.0 to km 495.0)

Package II (km 495.0 to km 515.0)

Total

Major bridge 1 1

2

Minor bridge 5 2 7

Culverts 129 46 175

All the new structures are having width same as in the approach road. The Malprabha

bridge has 3-lane carriageway with footpath on Dharwad-Belgaum lane and 2-lane

carriageway with 1.5 m wide footpaths on either side for Belgaum-Dharwad lane.

More details of Structures are given in Chapter 6 of this Report.

2.17. Rail-Road Structures

The railway line crosses project highway only at one location (km 502 on the

Belgaum bypass). A 6-lane Road-Over Bridge (ROB) plus a two lane bridge with

footpath for one side service road has been constructed as part of 4-lane project.

2.18. Junctions & Intersections

The Project Highway is having a number of major and minor junctions with National

Highways, State Highways and other category of roads. At all the major junctions



Feasibility Report

grade separators in the form of flyovers/grade separator and vehicular underpasses

have been constructed as part of 4-lane Projects. At 9 locations with intersection of

lower category of roads at grade junctions are existing, the details of which are given

in Table 2.9.

Table 2.9: List of At - grade Junctions

S.No. Intersection particulars

Location (km) Type (Major Structures)

1 To Kotur village 441.200 At grade junction with median opening 2 To Siganahalli

village 444.246 At grade junction with median opening

3 Venkarapur village 446.501 At grade junction with median opening 4 To Tegur village 449.382 At grade junction with median opening 5 Kittur junction 456.532 At grade junction with median opening 6 Ugarkod 463.250 At grade junction with median opening 7 Dastikoppa 472.425 At grade junction with median opening 8 Virkinkoppa 480.369 At grade junction with median opening 9 Bastawad 489.016 At grade junction with median opening

2.19 Grade Separated Structures

A large number of grade separated structures are existing on the Project Highway.

These have been provided with 3-lane carriageway for either side traffic. In addition,

a number of cattle passes and pedestrian underpasses/sub-ways to facilitate cross

movement of animals and pedestrians have also been provided. There is also one

viaduct over a grave yard in Package II. Details of such Structures provided as a part

of two 4-laning packages are given in Table 2.10.

Table 2.10: Details of Grade Separated Structures



Total

Flyover/Grade separator/Vehicular underpass

9 7 16

Cattle pass 22 Nil 22

Pedestrian underpass/sub-bay

2 6 8



Feasibility Report

Viaduct - 1 1

2.20 Connection with Project Highway

At present the Project Highway has been provided slip in and slip out on the left hand

side of the carriageways at a number of locations. At some locations, at grade

junctions with cross roads have also been provided. In general cross roads are

intercepted by service roads. The location and type of connection with the main

highway on the Left Hand Side (LHS) and Right Hand Side (RHS) are given in

Tables 2.11 and 2.12 respectively.

Table 2.11: Location and Type of Connection on LHS

Intersection particulars Location (km) Flyover 433.000 Slip in – Keradi Dhaba 433.990 Slip in – Mummigatti 436.280 Slip in – Garag cross 437.015 Slip in – Belur Industry 439.020 Slip out – Belur Industry 440.020 Slip out – Reliance outlet 441.300 Slip in –Ramapur cross 441.800 Signal – Siganahalli cross 444.150 Venkatapur 446.500 Slip in – Ramapur/Tegur 449.350 Dombarkopp IB 456.010 Slip in – Kittur/Alnawar Road 457.990 Slip out – Kittur 458.900 Slip in – Ambadagatti 463.215 Slip out – Abadagatti 463.620 Slip in – Hulikatti 465.200 Slip out – Hulikatti 465.905 Slip in – Itagi 469.100 Slip out - Itagi 470.250 Slip in – Dastikoppa 472.415 Slip in – MK Hubli 474.010 Slip out – MK Hubli 474.024 Slip in – Parishwada, Mutnal & Vinkinkoppa 480.380 Slip out – Service road end, Toll Plaza starts 482.450 Slip in – Hirebagewadi 485.900 Service road end –Hirebagewadi 488.200 Slip in – KK Koppa 490.007 Slip out – KK Koppa 497.607



Feasibility Report

Slip in - Bastawada & Kondaskoppa 494.108 Slip in – Halaga 495.020

Intersection particulars Location (km) Slip in – Belgaum city exit 497.630 Slip in – Belgaum city exit 498.610 Slip in – Belgaum 500.340 Slip in & out – Island 502.360 Slip out – Belgaum city 503.150 Slip in – SRP Hostel 504.270 Slip in – KLE Hospital 505.004 Slip out – KLE Hospital 505.200 Slip in – Kakati 510.480 Slip out – service road ends Kakti

513.080

Slip in – Honaga Service Road starts 513.390 Slip in – Bennalli 515.300

Table 2.12: Location and Type of Connection on RHS

Intersection particulars Location (km) Slip in – Narendra 433.700 Slip out – Garag 436.280 Slip in – Garag 437.300 Slip out – Belur Industrial 439.020 Slip in – Belur Industrial 440.200 Slip in – Kotur 441.800 Slip in – Siginahal li 441.150 Slip in – Venkatapur 446.500 Service road starts Venkatapur 447.600 Service road end Venkatapur 447.800 Slip in – Tegur 449.350 Slip in - Dombarkoppa 456.650 Slip out – Kittur 457.990 Slip in – Kittur 459.100 Service road starts Timmapur 465.800 Service road end – Ugarkod 462.300 Slip in – Ugarkod 463.215 Slip out – Hulikatti 465.010 Slip in – Hulikatti 465.900 Slip out – Itagi 469.100 Slip in – Itagi/Kadravalli 470.260 Slip in – Dastikoppa 472.415 Service road starts Malaprabha 473.100 Slip out – Service road MK Hubli 473.795



Feasibility Report

Slip in – MK Hubli 476.100 Slip out – Mutnal 480.380

Intersection particulars Location (km) Slip in – Mutnal 482.450 Toll Plaza 482.850 Slip out - Hirebagewadi 485.625 Slip in – Hirebagewadi 485.900 Slip in – Hirebagewadi 485.900 Service road starts 488.200 Balekollimatta 488.300 Slip out – Service road ends KK Koppa 489.975 Slip in – KK Koppa 491.790 Slip out – Bastawada 494.108 Slip in – Service road start 494.700 Slip out – Halaga Service road/ Tarihal village 495.450 Slip in – Belgaum road 496.350 Slip out – Belgaum road 497.630 Slip in – Halaga Belgaum 498.610 Slip out – Belgaum 500.340 Slip in – Belgaum city 503.010 Slip in – Service road Belgaum 504.190 Service road starts Belgaum 504.300 Slip out – Service road end – Indalga village 508.200 Slip in – KLE Hospital 509.130 Service road end – KLE Hospital 511.400 Slip in – Kakti 511.480 Slip in – KIADB 513.390

2.21 Wayside Amenities

Wayside amenities like petrol pumps, dhabas, workshops, pick up bus stops, etc.,

exist all along the Project Highway. List of way – side amenities is given in Table

2.13. The inventory of sign boards available on the highway is given in Table 2.14

(a) and (b)



Feasibility Report

Table 2.13: Existing Way Side Amenities/ Structures

Sl No.

From km

To km Side Amenity

1 434 435 LHS Power Grid 2 435 436 LHS Panjabi Dhaba 3 437 438 LHS Hotels 4 439 440 LHS Hotel - Santosh, Electronic Weigh Bridge 5 440 441 LHS IBP Petrol Pump, Hotels. Sl

No. From

km To km Side Amenity

6 441 442 LHS BP Petrol Pump, Ghar - Dhaba, Mulla - Dhaba & Reliance Petrol Pump

7 442 443 LHS Kotur - Govt. School, Mulla - Dhaba 8 446 447 LHS Venkatapur - Govt. School 9 447 448 LHS Guledkoppa - Govt. School

10 449 450 LHS Seven Loves - Dhaba 11 451 452 LHS Mulla - Dhaba 12 452 453 LHS Indian Oil Petrol Pump

13 457 458 LHS Gajraj - Hotel, Dhaba, IBP Petrol Pump & Auto Shops

14 458 459 LHS Bharat Oil Petrol Pump, Hotels 15 465 466 LHS Mulla - Dhaba 16 470 471 LHS Hotels 17 472 473 LHS Dastikoppa Govt. School, Govt. Hospital

18 474 475 LHS Indian Oil Petrol Pump, M.K. Hubli Govt. School, Hotels

19 475 476 LHS M.K. Hubli - Govt. Hospital & Police Station 20 482 483 LHS Krishna Hotel 21 483 484 LHS Hirebagewadi - APMC Market, Hotels 23 484 485 LHS Hotels 24 485 486 LHS Hirebagewadi - Govt. Hospital, Police Station 25 490 491 LHS Juice Factory (Clean Goods), Hotels 26 491 492 LHS Cement Pipe Manufacturing Factory

27 495 496 LHS Gopal Ginagouda Hospital, Halaga - Govt. School, Hotels

28 496 497 LHS Hotels 29 497 498 LHS Hotels 30 498 499 LHS Bharat Petrol Pump 31 500 501 LHS Auto shops



Feasibility Report

32 501 502 LHS Auto shops, Hotels 33 502 503 LHS Auto shops, Hotels 34 503 504 LHS Belgaum Cancer Hospital 35 504 505 LHS SRP Hostel 36 505 506 LHS KLE Hospital 37 506 507 LHS Indian Oil Petrol Pump 38 508 509 LHS Hotels 39 509 510 LHS Bharat Petrol Pump 40 510 511 LHS Hotels Sl

No. From

km To km Side Amenity

41 511 512 LHS Bharat Petrol Pump, Hotels 42 513 514 LHS Honaga - Govt. School 43 514 515 LHS Ganga - Dhaba, Sai - Dhaba

Table 2.14 (a): Inventory of Existing Signages

Left Hand Side S.No Chainage (km) Type of Sign Board

From To

1 433 434 Compulsory Keep Left Destination Sign Left Hand Curve NH Route Marker Sign 2 434 435 Right Hand Curve 3 436 437 Left Hand Curve Direction Sign Stop Sign Stop Sign 4 438 439 Right Hand Curve

5

439

440



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Stop Sign Filling Station 6 440 441 Eating Place Repair Facility Stop Sign Right Hand Curve Left Hand Curve 7 441 442 Filling Station Repair Station Eating Facility Overtaking Prohibited Cross Road Filling Station Advance Direction Sign Stop Sign 8 442 443 Left Hand Curve Right Hand Curve 9 444 445 NH Route Marker Sign Overtaking Prohibited Cross Road Left Hand Curve Left Hand Curve

10 445 446 Right Hand Curve

11 446 447 Advance Direction Sign Overtaking Prohibited Cross Road Place Identification Left Hand Curve

12 447 448 Left Hand Curve Direction



Feasibility Report

13

449

450 Overtaking Prohibited Eating Place Cross Road Stop Right Hand Curve

14

450

451 Left Hand Curve Right Hand Curve

15 451 452 Left Hand Curve Eating Place

16 452 453 NH Route Marker Sign Filling Station Right Hand Curve

17 453 454

18 457 458 Eating Place Direction Repair Facility Direction

19 458 459 Direction Advance Direction Stop Compulsory Keep Left Place Identification Right Hand Curve

20 459 460 Left Hand Curve

21 460 461 NH Route Marker



Feasibility Report

Right Hand Curve

22 462 463 Direction Left Hand Curve

23 463 464 Overtaking Prohibited Direction Stop


25 465 466 Right Hand Curve Stop Speed Limit Stop



28 468 469 Route Marker Sign

29 469 470 Direction Left Hand Curve Advance Direction Advance Direction Stop Overtaking Prohibited


31 471 472 Direction Stop Sign

32 491 492



Feasibility Report

Stop Sign Speed Stop Sign

33 493 494 NH Route Marker Left Hand Curve Overtaking Prohibited Cross Road

34 494 495 Direction Stop Sign Direction Right Hand Curve Right Hand Curve

35 495 496 Overhead Sign Board Direction Hospital Cross Road Stop

36 497 499 Direction Advance Direction Stop

37 500 503 NH Route Marker Repair Facility Advance Direction Cross Road Advance Direction Advance Direction Advance Direction Cross Road No Entry Direction

38 503 504 Eating Place Stop



Feasibility Report

Overhead Sign Board Cross Road Advance Direction

39 504 505 Filling Station

40 505 506 Advance Direction

41

508

509 Advance Direction Cross Road

43 510 511 Filling Station DIRECTION

Table 2.14 (b): Inventory of Existing Signages

Right Hand Side

S.No Chainage (km) Type of Sign Board From To 1 498 497 Filling Station Advance Direction Cross Road Direction Stop 2 497 496 Advance Direction 3 496 495 Stop Overhead Sign Left Hand Curve 4 495 494 Left Hand Curve Cross Road Direction



Feasibility Report

Speed Limit 5 494 493 Left Hand Curve Right Hand Curve Nh Route Marker 6 492 491 Speed Limit Direction Advance Direction Stop Right Hand Curve 7 491 490 Left Hand Curve Direction 8 490 489 Advance Direction Stop Speed Limit NH Route Marker Right Hand Curve 9 489 488 Left Hand Curve Right Hand Curve Direction NH Route Marker Left Hand Curve

10 488 487 NH Route Marker Left Hand Curve

11 487 486 Left Hand Curve Filling Station Overhead Direction Advance Direction

12 486 483 Eating Place



Feasibility Report

Direction Right Hand Curve Overtaking Prohibited Advance Direction Stop Stop Right Hand Curve

13 483 482 Overhead Direction

14 481 480 Speed Limit Cross Road Stop


16 477 476 Speed Limit Direction

17 476 474 Right Hand Curve Stop

18 474 472 Speed Limit Advance Direction Stop Right Hand Curve Cross Hand Curve NH Route Marker


20 471 469 Filling Station Direction Repair Facility Stop NH Route Marker Advance Direction



Feasibility Report

Speed Limit Stop



23

466

465 Direction Left Hand Curve Stop Stop


25 463 462 Right Hand Curve Direction


27 461 460 Right Hand Curve NH Route Marker Left Hand Curve

28 460 455

29 455 454 Direction






Feasibility Report

Right Hand Curve Left Hand Curve

33 450 449 Overtaking Prohibited Eating Place Direction Advance Direction Stop



36 447 446 Stop Direction

37 446 445 Left Hand Curve Right Hand Curve

38 445 444 Right Hand Curve Direction Stop NH Route Marker


40 442 441 Right Hand Curve Eating Place Direction

41 441 440 Right Hand Curve Eating Place

42 440 439 Stop Stop



Feasibility Report

43 439 438 NH Route Marker Right Hand Curve

2.22 Utilities

Utilities like telephone cables, O.F.C. lines, water pipelines and electric lines run

along and across the Project Highway. Some of the utilities would require to be re-

located to accommodate widening of main carriageway to 6-lanes and service roads

to 2-lane. Details/locations of all the utilities / OFC and trees are shown in the Strip

Plans submitted separately. The details of the utilities and trees which are required to

be shifted / cut are also shown in the Strip Plans.

2.23 Typical Cross Sections and Condition of existing highway

Typical cross sections of the existing 4/6 lane Project Highway are given in Figures

2.2 to 2.17. Typical features of the exiting Project Highway are shown in Photos 2.1

to 2.18.



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Fig 2.2-2.3



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Fig 2.4-2.5



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Fig 2.6-2.7



Feasibility Report

Fig2.8-2.9



Feasibility Report

fig2.10-2.11



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fig2.12-2.13



Feasibility Report

fig2.14-2.15



Feasibility Report

Fig2.16-2.17



Feasibility Report

Photo 2.1: Km. 474 Major bridge 2 lane

bridge (Malprabha Bridge) on LHS Main Carriageway

Photo 2.2: Alignment in Hilly Section

Photo 2.3: Drainage Problem Photo 2.4: Restricted ROW

Photo 2.5: Grade Separator (Vehicular Underpass) 6-lane

Photo 2.6: Six Lane Flyover



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Photo 2.7: ROB (2X3 lanes) for main Highway and 2 lanes for Service Road

Photo 2.8: Pedestrian Sub-Way

Photo 2.9: Problem Of Roadside Parking Photo 2.10: Problem Of Roadside Parking

Photo 2.11: High Embankment Stretches Photo 2.12: Toll Plaza at Hirebagewadi needs to be improvised



Feasibility Report

Photo 2.13: Median Plantation

Photo 2.14: ROW restricted

Photo 2.15: ROW restricted Photo 2.16: ROW restricted

Photo 2.17: ROW restricted in rural area Photo 2.18: Land Acquisition Problem (Service Road LHS, Venkatapur)



Feasibility Report

2.24. Current Traffic

There is mixed traffic on the Project Highway comprising of trucks, buses, cars, two

wheelers, non-motorised vehicles, etc. The Supervision Consultants had carried out

traffic survey in Nov-Dec 2005 at km 483.600 (location of toll plaza) and the average

of 7-day count of tollable traffic is given in Table 2.15.

Table 2.15: Traffic Count Nov-Dec 2005

Number of Vehicles (and not Converted to PCU s)

Location Two Wheelers

Three Wheelers

Animal Driven Carts

Tractors Car/ Jeep/ Van

LCV Truck/ Bus

Multi Axle Vehicle

Total Tollable Vehicles

483.6 (1) (2) (3) (4) (5) (6) (7) (8) (5) to (8)

528 NIL 14 80 1090 582 2460 833 4965

The traffic composition as per 7 day count carried out by the Consultants during

December 2007 / January 2008, at km 486.000 and km 514.000 are given in Table

2.16.

Table 2.16: Traffic Count December 2007 – January 2008

Number of Vehicles

Location Two

Wheeler

Three

Wheeler

Non-

Motorised

Tractor Car / Jeep / Van

LCV Trucks Bus Total

Motorised Traffic

Total

Tollable

Traffic

No. PCU No. PCU

486.000 1898 184 242 150 2291 841 4006 1381 10751 21289 8519 19565

514.000 3714 345 1159 80 3405 1081 5494 1630 15748 28686 11610 26215

Another 7-day traffic survey was carried out at km 486.000 and km 514.000 in

February, 2008. The details are given in Table 2.17.



Feasibility Report

Table2.17: Traffic Count February 2008

Number of Vehicles

Location Two

Wheeler

Three

Wheeler

Non-

Motorised

Tractor Car / Jeep / Van

LCV Trucks Bus Total

Motorised Traffic

Total

Tollable

Traffic

No. PCU No. PCU

486.000 1966 293 337 226 2305 1183 4501 1674 12148 24513 9663 22445

514.000 3228 370 465 44 3160 1501 5766 1559 15628 29118 11986 26996

2.25 Accidents and Safety

The safety of road user, be it a vehicle driver or pedestrian, is an important aspect to

be considered while designing a six – lane fast highway, with limited access

controlled facilities. The main issues identified for safety are wrong side driving,

overloading, uncontrolled access, pedestrian interference, head light glare, at grade

junctions, etc.

In order to bring improvements and to reduce the chance of accidents, the following

features are needed:

(i) A proper access control system should be put in place.

(ii) Proper treatment of the median to limit head light glare, and to prevent front

collision and wrong side driving.

(iii) Adequate signage to provide information to the user e.g. direction signs,

destinations, caution boards, education signage etc.

(iv) Proper horizontal and vertical geometry for the design speed.

(v) The essential features such as acceleration / deceleration zones, bus bays and

shelters, trucks lay bys, pedestrian / cattle / vehicular underpasses and their

approaches, proper turning radii, services roads with proper entry and exit

ramps.



Feasibility Report

The existing 4 – lane highway is not as safe as it should be because of following

reasons:

(i) There is partial access control on the highway. There are too many slip in and

slip out roads without proper design.

(ii) The short distance and long distance traffic get mixed up since the service

roads provided are discontinued in many stretches and also the riding quality

of service roads is not good.

(iii) A number of at- grade junctions are provided without any advance intimation.

(iv) Some of the pedestrian sub bays provided are not user friendly.

(v) Inadequate facility for movement of traffic and pedestrians living both sides

of the villages through which the road passes.

Based on the site visit and discussions with the villagers / local police officials, the

following are identified as the locations and safety issues which need to be resolved.

(i) Wrong side driving

Wrong side driving has become a major source of accidents on our highways.

This is mainly because of lack of facility for movement from one side to the

other, lack of traffic sense and the illiteracy amongst the road users. Photos

2.19 to 2.21 show the wrong side driving at km 483.6 near toll plaza.

Photo 2.19: Wrong Side Driving Photo 2.20: Wrong Side Driving



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Photo 2.21: Wrong Side Driving

(ii) Design and Signage Deficiency

The Dharwad bound carriageway has ghat section in km 490 – km 488. The

road is designed for a speed of 50 km / hr. The down grade between km 489 –

488 has a steep slope of about 6%, coupled with a sharp curve of 230 m

radius. Vehicles travel at higher speeds than the design speed. The head light

glare and the high speed lead to accident during night time.

(iii) Bus Stops and Pedestrian Subways

The bus stops are located on the main carriageways. As a result, the

passengers cross over the road for other side near the bus stops itself. Also,

since there is no pedestrian sub way provided in km 471, pedestrians cross

over the carriageway at the surface. This leads to accidents and fatal many a

times. Photos 2.22 to 2.23 show the pedestrians crossing the road and the

movement of traffic.



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Photo 2.22: Pedestrians Crossing Photo 2.23: Pedestrians Crossing

(iv) Overloading of Vehicles

The overloading of vehicle in volume, rather than the weight especially by

carts and tractors, is another problem which needs to be addressed. This

results in poor visibility for the fast moving traffic. The Photo 2.24 shows

overloaded vehicle observed on the road.

Photo 2.24: Overloaded Vehicles

(v) Proposed Facilities to Avoid Accidents

The improvements proposed on the project corridor include the following:

Widening to six lane

Closing of at – grade junctions

Provision of well designed service roads for movement of local

traffic

Provision of more pedestrian sub ways

Proper signage

Provision of vehicular under passes, where required

Traffic Enforcement

Provision of bus – bays and shelters on the service roads

Highway Patrol



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Feasibility Report

CHAPTER 3: ENGINEEING SURVEYS,

INVESTIGATIONS AND

ANALYSIS



Feasibility Report

CHAPTER 3: ENGINEERING SURVEYS AND INVESTIGATIONS

TABLE OF CONTENTS

3.1 Data Collection…………………………………………………………... 3-1 3.2 Traffic Surveys…………………………………………………………... 3-1 3.3 Ground Surveys (ROW Verification)……………………………………. 3-2 3.4 Pavement Condition Survey and Roughness Measurement……………... 3-2 3.5 Materials Investigations…………………………………………………. 3-2 3.6 Inventory and Condition Survey of Bridges and Culverts………………. 3-5 3.7 Public Consultation ……………………………………………………… 3-5 3.7.1 General…………………………………………………………… 3-5 3.7.2 Public Consultation Meeting at M.K. Hubli……………………... 3-6 3.7.3 Public Consultation Meeting at Hirebagewadi…………………... 3-9 3.7.4 Public Consultation Meeting at Kakati Village………………….. 3-12

LIST OF TABLES

Table 3.1 Test Results of Soil from Borrow Areas…………………………… 3-3

LIST OF APPENDICES

Appendix 3.1 Details of Data Collected Appendix 3.2 Details of Minutes/Discussions and Letters to P.D. NHAI Appendix 3.3 Details of Public/Panchayat Meeting



Feasibility Report

CHAPTER 3

ENGINEEING SURVEYS AND INVESTIGATIONS

3.1 Data Collection

As per the Terms of Reference the start of the Project is with validation of the as-built

drawings. The Consultants made requests to the PD, NHAI Dharwad to provide

necessary data required for feasibility study, like as built drawings, right of way

details, etc. The Consultants also had a number of meetings with the PD, NHAI and

Team Leader of the Supervision Consultants. We have been able to collect some data

from various sources as given in Appendix 3.1, but the authenticated copies of the as-

built drawings have not been made available till this draft feasibility study report is

prepared and submitted. The Consultants also deputed its two Cad Engineers to help

scrutiny of the details submitted by the contractors, with a view to expedite

finalisation of as-built drawings. Preparation of Draft feasibility report has been

delayed on account of non-availability of as-built drawings. A copy of the letters

written to the PD, NHAI and record of the minutes/discussions held on the subject are

given in Appendix 3.2. In view of the delay already taken place, and reminders

received from NHAI, this report has been prepared based on the data collected and

additional surveys conducted such as topographic survey, video-photography of the

entire length, digital still photography, physical survey, etc. Details of various surveys

and investigations, which the Consultant carried out, for arriving at the widening

proposal, are given in this Chapter.

3.2 Traffic Surveys

The reconnaissance survey was conducted in October 2007 and it helped in

identification and understanding of homogeneous traffic sections, visible travel

pattern on the corridor, major traffic generators / attractors along and off the project

road, major intersections etc. Accordingly, various traffic surveys were planned to

capture the traffic and travel characteristics on the sections of the project corridor.

The surveys conducted in December 2007 - January 2008 included, classified traffic



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volume count, origin-destination, intersection turning movement, pedestrian count,

speed & delay, axle load etc. The first traffic surveys were conducted between 29th

December 2007 to 5th January 2008, under the supervision of the Traffic Engineer.

The results from these traffic studies, including traffic projections, are discussed in

detail in Chapter 4 of this report. The traffic volume counts were done for 7 days,

both for up and down directions, at two locations viz. km 486 and km 514. Another

set of 7 days traffic volume count at these locations was done in February 2008. The

origin – destination and axle load surveys were done at two locations, viz. km 483.6

and km 514, for 24 hours, covering about 10 – 20% of the vehicles, on random

sample basis.

3.3 Ground Surveys (ROW Verification)

Topographic survey with Total Station has been conducted to collect information on

salient features of the existing highway and the available ROW. The details of

existing ROW and other features along the highway are presented in Chapter 2.

3.4 Pavement Condition Survey And Roughness Measurement

The pavement condition survey, along with a roughness survey was carried out in the

first week of January 2008. The survey included road inventory, pavement condition,

and IRI (roughness measurements) and structural evaluation. Details of pavement

condition survey are given in Chapter 5.

3.5 Materials Investigations

A number of borrow areas were used during the 4 laning work. There are a number of

borrow areas which still have adequate and appropriate quantity of soil for 6 laning

work. Some of these borrow areas were investigated during the field visits for quality

and quantity verification of the material available. The samples collected from the

borrow areas were subjected to detailed laboratory studies. The results are presented

in Tables 3.1. As seen from the Table, good quality soil is available along the

Project Highway, within reasonable load, for the widening works.



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Table 3.1: Test Results of Soil from Borrow Areas Sl. No.

Borrow Area

Lead from

NH -4 Depth Sieve Analysis

Liquid Limit

Plastic Limit

Plasticity Index

MDD gm/cc

OMC %

Free Swell Index (%)

CBR (%)

Gravel

% Sand

% Silt - Clay

%

at 97 % MDD

1 437 RHS 1860 m up to 0.5 m 42.25 29.08 28.67 47 24 23 2.1 8.90 19.0 15

0.5 to 1.0 m 38.70 28.18 33.12 50 24 26 2.06 9.10 23.8 13

2 444 LHS 625 m 0.75 to 1.5 m 41.13 22.65 36.22 45 23 22 2.10 8.82 20.0 22

up to 0.75 m 36.10 29.65 34.25 49 23 26 2.05 9.31 20.0 18

3 450 RHS 1100 m up to 1.0 m 33.65 22.08 44.27 48 23 25 1.95 11.67 14.3 15

1.0 to 2.0 m 37.35 45.83 16.82 45 23 22 1.98 11.42 14.3 15

4 456 LHS 550 m up to 0.75 m 22.30 17.35 60.35 48 26 22 1.92 10.53 14.3 18

0.75 to 1.5 m 26.40 29.30 44.30 47 25 22 2.8 8.92 14.3 19

5 470 LHS 1050 m up to 0.75 m 43.10 32.95 23.95 56 23 33 1.89 11.12 30.0 14

0.75 to 1.5 m 40.50 35.55 23.95 53 25 28 2.02 9.85 25.0 17

6 471 LHS 700 m up to 1.0 m 33.50 42.53 23.97 47 25 22 2.10 9.36 25.0 24

1.0 to 2.0 m 37.40 35.40 27.20 47 26 21 2.07 9.43 23.1 22

7 480 RHS 100 m up to 0.75 m 1.18 56.87 41.95 58 33 25 1.9 13.50 13.6 14

0.75 to 1.5 m 9.20 54.35 36.45 59 29 30 1.92 13.86 13.0 15



Feasibility Report

3.6 Inventory And Condition Survey of Bridges and Culverts

The Senior Bridge Engineer, along with a team of bridge / field engineers, carried out

the inventory and condition survey of the complete project road from 29th December

2007 to 15th January 2008. Visual inspection was done to find out the deficiencies in

the structures. At some bridge locations, due to water logging in the entire waterway,

it was not possible to inspect the structure from beneath. Type of expansion joints in

the old existing bridges could not be ascertained as they were covered with

bituminous overlays at most the bridge locations. The details of the structure are

given in Chapter 6.

3.7 Public Consultation

3.7.1 General

Keeping in view, the requirement of Public Consultation, as satisfied in TOR clause

4.9, the Consultant held Public Consultation meetings along the Project Highways.

The meetings were held in the month of February, 2008. The Public Consultation

meetings were held at the following places, and were finalized in Consultation with

NHAI and Police Officials:

1. M.K. Hubli

2. Hirebagewadi

3. Kakati

The meetings were held with the general public, elected representatives of Gram

Panchayat, Zilla Parishad and other key personnel of the area. The NHAI officials

also participated in the meetings. The proposal of six laning of the Dharwad –

Belgaum section of NH – 4, covering widening of the existing pavement carriageway,

improvements in the service roads, provision of vehicular / pedestrian crossings,

safety aspects etc were explained to the participants. The details of the deliberations

are given here.



Feasibility Report

3.7.2 Public Consultation Meeting at M.K. Hubli

The meeting was held on 26th February, 2008 in the office of the village Panchayat.

21 persons from the general public, Gram Panchayat and Zilla Parishad, as per

attendance list given below, participated in the meeting.

The following points emerged during the discussion:

a. The existing pedestrian subway at km 475 is not being used because of its

poor design and the lack of facilities. It is not safe for the ladies to use the

facility because there is no light. It is being used by some anti social elements

and filth.

b. Bus bays and shelter shall be provided on both sides on the service roads.

c. The damaged parts of the service roads in km 472 shall be repaired,

level raised and adequate cross – drainage works provided. There are

some of the cattle walks which are submerged under water because of the

poor drainage condition. As a result, they are not being used.



Feasibility Report

d. There is need to provide a new pedestrian subway at appropriate location, to

enable the pedestrians of different age group to cross over to the other side.

e. There is need for a bridge, across Malprabha River for vehicles like

carts, tractors etc to cross over.

A copy of the Panchayat resolution along with the list of participants, is given in

Appendix 3.3. Views of Public Consultation meeting and the condition of existing

facilities are shown in Photos 3.1 to 3.10.

Photo 3.1: Consultants explaining the 6 – laning proposal

Photo 3.2: The participants expressing their views

Photo 3.3: Approach to the pedestrian crossing

Photo 3.4: Participants explaining the problems faced



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Photo 3.5: Inside view of the C-D work used

as pedestrian crossing Photo 3.6: NHAI Official responding to the

participants

Photo 3.7: Ponding of water in cattle crossing Photo 3.8: Poor drainage condition at cattle crossing



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Photo 3.9: Damaged service road due to poor drainage condition

Photo 3.10: Consultants taking note of demands of the participants

3.7.3 Public Consultation Meeting at Hirebagewadi

The meeting at Hirebagewadi was held on 27th February, 2008 in the Panchayat

office. The representatives from the village, Gram Panchayat, Zilla Parishad attended

the meeting. A total of 27 persons, as per the attendance list given below,

participated in the meeting.



Feasibility Report

The participants were explained of the widening proposals. Various problems being

experienced by the villagers as a result of the recently completed four laning work

were expressed by them. The following points emerged as a result of the discussion:

a. The pedestrian survey provided at km 486 should be relocated and redesigned

keeping in view the poor drainage facility leading to accumulation of water

during rainy season and the bad light.

b. A new pedestrian subway shall be provided near Karnataka Cottage and

connected through smooth gradient with the service roads on both sides.

c. The service roads shall be widened and strengthened to serve the needed

purpose.

d. Street light shall be provided on the service roads.

e. No toll shall be charged from villagers who have land on the other side of the

Toll Plaza, since they have given their lands for the 4 - laning work.

f. Adequate cross drainage works shall be provided in order to drain out the

water. At many locations on the service roads the provision of CD works is

necessary for the smooth flow of water from one side to the other.

g. One vehicular underpass shall be provided in km 481 to enable the movement

of traffic from Belgaum side to state highway leading to Parashwad.

h. One of the two openings of CD work provided at km 483.8 shall be

converted into pedestrian subway and the other half shall work as cross

drainage work.

i. Poor geometrics at km 488, coupled with head light glare at night, leads to

accident.

j. There is need to provide adequate arrangement for movement of pedestrians

and also for drainage of water to the village storage pond.

Some glimpses of the meeting are shown in Photos 3.11 to 3.18.



Feasibility Report

Photo 3.11: Consultants explaining the proposal to the participants

Photo 3.12: Participants discussing the proposal amongst themselves

Photo 3.13: Consultants taking note of the view of the participants

Photo 3.14: The participants explaining the problems



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Photo 3.15: Interaction between Consultants and the participants

Photo 3.16: Consultants on visits with the participants

Photo 3.17: Participants expressing the view point

Photo 3.18: Poor Condition of the drains

3.7.4 Public Consultation Meeting at Kakati Village

The consultation meeting at Kakati Village was held at the Panchayat office on 28th

February, 2008. The Consultant and the NHAI officials explained to the villagers of

the proposed six laning work. The meeting was attended by the Gram Panchayat

representatives, businessmen and the local residents. The participants expressed their

grievances arising due to construction of 4 – laning work and the provision of

inadequate service roads. The villagers are experiencing lot of difficulties.



Feasibility Report

The following points emerged during the discussion.

a. The lack of structures provided on the highway for movement of pedestrians

and vehicles from one side to other. The business of the local residents has

been severely affected.

b. The underpass provided at km 511.420 shall be widened and height raised for

smooth movement of the buses and trucks.

c. The drains provided are not affective and create water logging of the

area.

d. The service roads shall be widened and strengthened to the required

standards.

e. Bus bays and shelters should be provided on service roads on both sides of

the highway.

f. A new pedestrian subway shall be provided in km 511.

Some glimpses of the meeting are shown in Photos 3.19 to 3.28.



Feasibility Report

Photo 3.19: Consultants explaining the proposals to the participants

Photo 3.20: View of meeting with participants

Photo 3.21: Participants expressing their views Photo 3.22: Villagers participation in the

meeting



Feasibility Report

Photo 3.23: Consultants expressing views on villagers demands

Photo 3.24: Interaction between the participants and the Consultants

Photo 3.25: Consultants expressing their view

points Photo 3.26: Consultants taking note of

villagers needs



Feasibility Report

Photo 3.27: Interaction between Consultants and the villagers

Photo 3.28: NHAI officials interaction with the villagers

The suggestions made by the villagers / road users during the Public Consultation meetings

as above have been duly considered and provisions made in the six laning proposals, as

feasible.



Feasibility Report

CHAPTER 4: TRAFFIC STUDIES AND

ANALYSIS



Feasibility Report

CHAPTER 4: TRAFFIC STUDIES AND ANALYSIS

TABLE OF CONTENTS

4.1 General………………….………………………………………………..... 4-1 4.2 Traffic Survey Planning & Schedule………………………………………. 4-1

4.2.1 Reconnaissance Survey..……………………….……………….... 4-1

4.2.2 Traffic Surveys and their Locations…………………………….... 4-2

4.2.3 Details of Surveys………………………………………………… 4-4

4.3 Traffic Analysis ………………………………………………………….... 4-10 4.3.1 Comparison Of Two Rounds Of Traffic Count…………………. 4-10 4.3.2 Travel Characteristics………………………………………….... 4-11

4.3.2.1 General………………………………………………….. 4-11 4.3.2.2 Development of Origin – Destination Matrices………… 4-12 4.3.2.3 Commodity Movement Characteristics…………………. 4-19

4.3.3 Axle Load Survey………………………………………………... 4-19

4.3.4 Speed Characteristics…………………………………………….. 4-21

4.3.5 Traffic Survey For Slip In / Slip Out Service Road……………… 4-21

4.4 Traffic Forecasting…………………………………………………………. 4-27

4.4.1 Traffic Forecasting Techniques………………………………….. 4-27 4.4.1.1 Traffic Growth by Past Trends…………………………. 4-27

4.4.1.2 Growth Pattern of Registered Vehicles………………… 4-28

4.4.1.3 Growth Pattern of Economic Indicators………………... 4-31

4.4.1.4 Estimation of Transport Demand Elasticity……………. 4-32

4.4.1.5 Estimation of Traffic Growth…………………………... 4-34

4.4.2 Recommend Traffic Growth……………………………………… 4-35

LIST OF TABLES

Table 4.1 Traffic Surveys, Location and Duration……………………….... 4-2 Table 4.2 (a) Weekly Average Traffic Data at km 486.300 (Dec-Jan 2008)…… 4-6 Table 4.2 (b) Weekly Average Traffic Data at km 514.00 (Dec-Jan 2008)…… 4-7 Table 4.3 (a) Weekly Average Traffic Data at km 486.300 (Feb 2008)………... 4-8 Table 4.3 (b) Weekly Average Traffic Data at km 514.00 (Feb 2008)………… 4-9 Table 4.4 No. of Vehicles Interviewed for O – D Survey………………… 4-10 Table 4.5 Comparison of Two Sets of Traffic Surveys…………………… 4-11 Table 4.6 (a) O-D Matrix at km 483.60………………………………………. 4-13



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Table 4.6 (b) O-D Matrix at km 514.00………………………………………. 4-16 Table 4.7 Distribution of vehicle Trips by Commodity at km 483.600…..... 4-19 Table 4.8 Distribution of vehicles trips by commodity at km 514……….... 4-19 Table 4.9 Vehicle Damage Factors………………………………………... 4-20 Table 4.10 Total Projected Traffic (MSA) over Design Life……………..... 4-21 Table 4.11 Corridor Travel Speeds in the Project Area……………………… 4-21 Table 4.12 (a) Traffic Survey Information Pertaining to Slip In/Out and

Service Road (LHS)…………………………………………...... 4-23

Table 4.12 (b) Traffic Survey Information Pertaining to Slip In/Out and Service Road (RHS)………………………………………………………

4-25

Table 4.13 Traffic Growth by Past Trends………………………………….. 4-28 Table 4.14 Growth of Registered Vehicle in Karnataka State………………. 4-29 Table 4.15 (a) Growth of Economic Indicators……………………………….... 4-31 Table 4.15 (b) Projected Growth of Economic Indicators……………………… 4-31 Table 4.16 (a) Summary of Indicators Growth (%)……………………………. 4-33 Table 4.16 (b) Calculation of Elasticity for Karnataka State………………….. 4-33 Table 4.16 (c) Comparison of Elasticity by different Methods………………... 4-33 Table 4.17 Transport Demand Elasticity…………………………………… 4-34 Table 4.18 Estimated Traffic Growth (%)………………………………….. 4-34 Table 4.19 Monthly Sale of Motor Sprit and High Speed Diesel in

Karnataka ……………………………………………………... 4-35

Table 4.20 Projected Future Traffic……………………………………… 4-37

LIST OF FIGURES Figure 4.1 (a) Growth Trend of Cars ………………………………………….. 4-30 Figure 4.1 (b) Growth Trend of Buses………………………………………… 4-30 Figure 4.1 (c) Growth Trend of Trucks………………………………………... 4-30 Figure 4.1 (d) Growth Trend of 2 Wheelers…………………………………… 4-30 Figure 4.2 Growth of Economic Indicators………………………………... 4-20 Figure 4.3 Showing Sale of High Speed Diesel in Karnataka……………... 4-35

LIST OF APPENDICES

Appendix 4.1 (a) Detailed Day-wise Traffic Volume Count at km 486.300 Appendix 4.1 (b) Detailed Day-wise Traffic Volume Count at km 514.00 Appendix 4.2 (a) Year-wise Projected Traffic for 20 years at km 486.300 Appendix 4.2 (b) Year-wise Projected Traffic for 20 years at km 514.00 Appendix 4.3 (a) Details of Commodity carried and Axle Load Data at km 483.60 Appendix 4.3 (b) Details of Commodity carried and Axle Load Data at km 514.00



Feasibility Report

CHAPTER 4

TRAFFIC STUDIES AND ANALYSIS

4.1 General

The 79.355 km long project corridor on NH – 4 starts from Dharwad (km 433) and

ends after Belgaum (at km 515) and is part of the Chennai – Mumbai Golden

Quadrilateral corridor. The present project involves the assessment and evaluation

of the feasibility to convert the existing 4 – lane corridor to a 6 lane facility with

partial / full access control, through provision of service roads, grade separators and

other features to ensure safety. This chapter discusses the various traffic surveys

conducted, their analysis, travel characteristics and traffic projections etc. with the

following objectives.

Establish base year traffic demand

Capacity assessment based on demand forecasting for next 25 years (up to

year 2032)

Identification of travel pattern & influence area of the project stretch

Pattern of commodity movement

Deriving Growth Factor for traffic demand Forecasting

Estimation of corridor traffic including traffic diversion, if any

Enable preliminary design of project facilities

4.2 Traffic Survey Planning & Schedule

4.2.1 Reconnaissance Survey

The Consultants carried out a reconnaissance survey of the project corridor

during October 2007 to understand the general traffic and travel characteristics on the

corridor. There are number of important settlements (major / minor) along the



Feasibility Report

corridor. Some of the important settlements along the corridor are given Table 2.2

of Chapter 2.

The Belgaum city, located along the corridor, has been provided with bypass

offering varying levels of service.

4.2.2 Traffic Surveys and their Locations

Considering the apparent travel pattern, the traffic surveys to be conducted and their

locations were identified. Following surveys have been conducted to meet the

objectives of the study and TOR requirements:

Classified Traffic Volume Count Survey for 7 days at two locations, two

times

Origin – Destination survey for 24 hours at 2 locations

Turning Movement count for 12 Hours at 10 locations

Pedestrian Count survey for 12 Hours at 5 locations

Speed and Delay survey on project corridor

Movement of traffic a service road

Axle Load survey for 1 day at 2 locations

The traffic surveys were conducted during December 2007 to February 2008. All the

traffic surveys were conducted following the relevant IRC and MORTH guidelines.

The list of surveys and survey locations along with the schedule are given in Table

4.1.

Some glimpses of traffic surveys are shown in Photos 4.1 to 4.7.

Table 4.1: Traffic Surveys, Location and Duration

S.No. Traffic Survey Location Frequency Duration 1. Classified Traffic

Volume Count km 486.300 and

km 514.00 Twice 7 days each

2. O-D Survey km 483.600 and km 514.00

Once 12 hours each

3. Turning Movement 10 Once 12 hours each 4. Pedestrian Count

Survey 5 Once 12 hours each

5. Speed and Delay - Once - 6. Movement of

Traffic on Service - Once -



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Road 7. Axle Load Survey km 483.6 and

km 514.00 Once 1 day each

Photo 4.1: OD Survey at Km 483.6 Photo 4.2: Axle Load Survey at Km 483.6

Photo 4.3: Rear Axle of Truck Being

Weighed Photo 4.4: Trucks Line Up at Toll Plaza

Photo 4.5: Extent of Heavy Load Carried Photo 4.6: Axle Load Survey at Toll Plaza



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By Multi Axle Truck

Photo 4.7: View of 10 Bay Toll Plaza Provided at Km 483.6

4.2.3 Details of Surveys

The details of various traffic surveys are presented in the following subsections.

4.2.3.1 Classified Traffic Volume Count Surveys: Two sets of 7 days classified traffic

volume count surveys were conducted at two locations viz. km 486.3 and km

514.00. The compiled survey data as average of the weak, separately for the

two rounds, are presented in Tables 4.2 (a) & (b) and 4.3 (a) & (b). The

detailed day-wise data for the two sets is given in Appendix 4.1 (a) & 4.1 (b).

4.2.3.2 Origin and Destination Survey: 24 hour O-D Surveys were conducted at km

483.6, the Hirebagewadi toll plaza, and at km 514.00 to determine the traffic

flow pattern and area of influence by their origin and destination that would

have an impacts on growth trend of traffic. The O-D survey was conducted on

random sample basis to cover both passenger and fright traffic. The number

of vehicles interviewed for O-D survey is given in Table 4.4.

4.2.3.3 Axle Load Survey: The axle load surveys were conducted for 24 hours, round

clock, at km 483.600 and km 514.00. The surveys were undertaken for study



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of axle load pattern for design of the pavement, separately for the up and

down traffic. The survey covered an average of about 15 percent commercial

vehicles, mostly the trucks.



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Table 4.2 (a)

In A3 paper



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Table 4.2 (b)

In A3 paper



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Table 4.3 (a)

In a3 paper



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Table 4.3 (b)

In A3 paper



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Table 4.4: No. of Vehicles Interviewed for O – D Survey

Survey Location Passenger Vehicles

Freight Vehicle

Total

Car Bus

Hirebagewadi Toll Plaza (km 483.6) 651 224 945 1820 End of Dharwad – Belgaum Stretch (km 514)

515 74 598 1187

4.3 Traffic Analysis

The data (primary and secondary) collected has been analyzed to obtain information

on ADT, Seasonal Variation, AADT, traffic composition, Peak Hour Design Traffic,

Average Journey and Running Speed, Speed and Delay, Travel Pattern and

Commodity movement pattern, Traffic Demand Forecasting and Accident

Information. This information along with other relevant parameters, formed part of

the basic input for the design and evaluation of the recommended improvement.

These are discussed in the following paragraphs.

4.3.1 Comparison of Two Rounds of Traffic Count

Classified traffic volume count surveys conducted during December 2007/ January –

08 and February 2008 have been analysed to assess the average daily traffic. Since

the second set of counts is considered as confirmative, the results are not used in any

analysis other than comparing with the previously collected traffic data. The compiled

data and comparison for 2 rounds of average daily traffic, at km 486.3 and km 514, is

presented in Table 4.5.

The two traffic counts at two different locations show change in traffic with passage

of time. The change is different for different categories of motorised / non –

motorised vehicles. At km 486.300, while there is increase in bus and truck traffic in

the range of 10-20%, the increase in cars is only about 5%. There is increase in non-

traffic by 40-50%. However, there is decrease in the two / three wheeler. In the case

of traffic at km 514.000, except for the truck traffic which has shown an increase by

about 5%, the rest of vehicle categories have shown decrease in volume up to about



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50%. The above change in traffic is indicative only, since the period over which

change has been observed is too small. The location at km 514.00 has urban effect.

Table 4.5: Comparison of Two Sets of Traffic Surveys

S.No Location Set Bus Trucks LCV Car/Van/ Jeep

Two + Three

Wheelers

Tractors Non Motorised

1 486.000 1 1381 4006 841 2291 4059 150 243 2 1674 4501 1183 2305 2259 226 337

2 514.000 1 1630 5494 1081 3405 4073 79 1159 2 1558 5768 1500 3161 3597 44 465

4.3.2 Travel Characteristics

4.3.2.1 General

The survey was conducted on random sample basis to cover both passenger

and freight vehicles. The drivers / occupants of the vehicles were interviewed

and all relevant information such as origin, destination, trip length, frequency

etc., was collected. In addition, the information regarding trip purpose in case

of passenger vehicles, and commodity and load in case of freight vehicles was

also collected and analyzed. The sample size for goods and passenger

vehicles covered in the O-D Survey is already presented in Table 4.4.

Road side interview method was adopted for conducting the survey. The

pertinent information in respect of travel characteristics, including the

following were collected during these interviews.

Origin and Destination of the trip

Trip Length

Number of Trips

Trip Time

Number of Passengers

Commodity Type and Load



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The O – D survey was limited to only cars and buses in passenger vehicles

category and trucks (LCV, 2 Axle/ 3 Axle, MAV) in freight vehicles

category.

4.3.2.2 Development of Origin – Destination Matrices

The data collected was coded for further analysis. Major zones attracting /

generating traffic are Nipani, Belgaum, Dharwad, other part of Karnataka

and the states of Maharashtra, Tamil Naidu, A.P, Goa, Gujarat, Delhi and

Kerala.

After coding of origin – destination data, vehicle – wide O – D matrices

were developed. Both the combined and separate O – D matrix of freight

and passenger vehicles were developed for the various O - D locations. On

the basis of O – D matrices, travel pattern of the moving vehicles on the

project road has been analysed.

The O-D matrices for cars, buses and commercial vehicles for the two

locations at km 483.6 and km 514.00 are given in Tables 4.6 (a) and (b)

respectively.



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Table 4.6 (a): Commercial Vehicles O-D Matrix at km 483.6

Destination Nippani Belgaum Dharwad

Other Part Of

K.A Maharashtra Chennai A.P Goa Gujarat Delhi Kerala Punjab Rajasthan TOTAL Origin

Nippani 1 1 2

Belgaum 16 63 6 8 93

Dharwad 8 1 4 1 14

Other Part Of K.A 2 112 25 119 2 4 3 267

Maharashtra 26 4 225 4 60 1 1 39 360

Chennai 4 55 59

A.P 4 7 11

Goa 2 2

Gujarat 2 23 6 1 32

Delhi 7 15 13 3 38

Kerala 3 45 2 50

Punjab 4 1 5

Rajasthan 1 2 8 1 12

Total 2 167 21 360 269 75 1 1 7 39 3 945



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Table 4.6 (a): Cars O - D Matrix at km 483.6

Destination Nippani Belgaum Dharwad

Other Part of K.A Maharashtra Chennai A.P Goa Gujarat Delhi Kerala Punjab Rajasthan TOTAL

Origin

Nippani 1 8 2 11

Belgaum 33 101 5 4 3 146

Dharwad 1 72 2 22 1 98

Other Part of K.A 2 169 2 80 1 254

Maharashtra 6 9 86 6 11 1 3 122

Chennai 3 3

A.P 1 2 3

Goa 8 8

Gujarat 1 1 2

Delhi 1 1

Kerala 2 2

Punjab

Rajasthan 1 1

Total 3 249 43 208 122 15 6 5 651

Table 4.6 (a): Bus O - D Matrix at km 483.6



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Destination Nippani Belgaum Dharwad Other Part of K.A Maharashtra Chennai A.P Goa Gujarat Delhi Kerala Punjab Rajasthan Total Origin

Nippani 1 1

Belgaum 26 45 2 73

Dharwad 13 3 16

Other Part Of K.A 67 2 30 99

Maharashtra 3 27 1 2 33

Chennai 1 1

A.P

Goa 1 1

Gujarat

Delhi

Kerala

Punjab

Rajasthan

TOTAL 80 30 75 37 2 224



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Table 4.6 (b): Commercial Vehicles O- D Matrix at km 514

Destination Nippani Belgaum Dharwad Other Part of K.A Maharashtra Chennai A.P Goa Gujarat Delhi Kerala Rajasthan Punjab Origin TOTAL

Nippani 33 4 10 47

Belgaum 15 2 17

Dharwad 1 14 15

Other Part of K.A 1 10 5 176 9 201

Maharashtra 36 7 155 3 13 6 220

Chennai 1 1 42 1 45

A.P 5 5

Goa 2 2

Gujarat 1 12 8 21

Delhi 2 2 4

Kerala 1 12 13

Rajasthan 5 1 1 7

Punjab 1 1

TOTAL 3 80 11 191 280 14 13 6 598



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Table 4.6 (b): Bus O - D Matrix at km 514

Destination Nippani Belgaum Dharwad Other Part Of K.A Maharashtra Chennai A.P Goa Gujarat Delhi Kerala Total Origin

Nippani 1 1

Belgaum 10 21 31

Dharwad 1 1

Other Part Of K.A 2 10 1 13

Maharashtra 2 1 23 1 27

Chennai

A.P

Goa 1 1

Gujarat

Delhi

Kerala

Total 2 1 36 33 2 74



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Table 4.6 (b): Cars O - D Matrix at km 514

Destination Nippani Belgaum Dharwad Other Part Of K.A Maharashtra Chennai A.P Goa Gujarat Delhi Kerala Punjab Rajasthan Total Origin

Nippani 3 6 13 1 1 24

Belgaum 8 1 39 121 10 179

Dharwad 5 1 6

Other Part Of K.A 1 10 12 68 1 1 93

Maharashtra 10 26 133 3 9 3 7 8 199

Chennai 1 1

A.P 1 1

Goa 4 1 5

Gujarat 1 2 1 4

Delhi 1 1

Kerala 1 1

Punjab

Rajasthan 1 1

Total 9 14 43 201 205 21 3 8 2 8 1 515



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4.3.2.3 Commodity Movement Characteristics

The data collected under the Origin – Destination survey has been analysed.

For the analysis purpose various commodities are grouped in to 7 broad

categories. The summary of the distribution of vehicles by commodity carried

is presented in Table 4.7 and Table 4.8.

Table 4.7: Distribution of vehicle Trips by Commodity at km 483.600

S. No.

Commodity Type No of Vehicles Percentage

1 Empty 20 2.12 2 Petroleum / Chemicals 47 4.98 3. Goods 741 78.41 4 Construction Materials 15 1.58 5 Machinery 17 1.80 6 Metal / ore 13 1.37 7 Parcel 92 9.74

Total 945 100.00

Table 4.8: Distribution of vehicles trips by commodity at km 514

As can be seen from above Tables, the number of vehicles carrying the goods is

higher than the other commodities.

4.3.3 Axle Load Survey

Axle load surveys were conducted at two locations on the project corridor, one at

km 483.6 (Hirebagewadi) and the other at km 514 (after Belgaum) to understand

the loading pattern for in the design of pavement. The Table 4.9 presents the

S. No. Commodity Type No of Vehicles Percentage 1 Empty 22 3.68 2 Petroleum / Chemicals 85 14.21 3. Goods 324 54.18 4 Construction Materials 58 9.70 5 Machinery 4 0.67 6 Metal / ore 6 1.00 7 Parcel 99 16.56

Total 598 100.00



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average vehicle damage factors (VDF), observed at the two locations for different

vehicle types.

The average VDFs are used to estimate design traffic load in terms in million

standard axles (MSA). The axle repetitions for the various sections of the corridor

calculated for the 20 years design (by the year 2030) are estimated in the range of

92 to 204 MSA. Table 4.10 presents the projections of the standard axles for 30

years period. The details of traffic projections at these two locations, in terms of

number of vehicles and PCUs, over the 20 years period also given in Appendix 4.2

(a) and 4.2 (b). The compiled data on commodities carried out and the individual

axles along with the vehicle wise detailed analysis for the two locations, is given at

Appendix 4.3 (a) and (b).

Table 4.9: Vehicle Damage Factors

Location (km)

Vehicle Type

DIRECTION

Dharwad – Belgaum

Belgaum – Dharwad Average

483.6 2A 3A MA WA

2.66 4.05 5.54 3.28

3.64 4.27 8.85 4.12

3.7 514 2A

3A MA WA

4.15 5.62

- 4.57

3.42 5.47 25.72 4.55

4.56

2A – 2 Axle, 3A – 3 Axle, MA – Multi Axle

WA – Weighted Average



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Table 4.10: Total Projected Traffic (MSA) over Design Life

Year Dharwad – Belgaum Belgaum – Dharwad

LHS RHS LHS RHS

2008 2.864 2.427 4.268 5.0348 2010 9.253 7.841 1.378 1.626 2025 7.887 6.684 1.175 1.386 2030 1.159 9.822 1.727 2.0371 2040 2.086 1.7678 3.108 3.666

4.3.4 Speed Characteristics

Speed and delay survey has been conducted for the entire length of project

corridor. The results are tabulated and presented below in Table 4.11. This data

has been used in assessing the relative service levels offered by the project

corridor. It can be noted that the effective speeds are lower than the current

design speed.

Table 4.11: Corridor Travel Speeds in the Project Area (km/hr)

Corridor/Section Run 1 Run 2 Average Up Down Avg. Up Down Avg.

Dharwad – Belgaum 70 75 72.5 72 74 73 73

4.3.5 Traffic Survey for Slip In / Slip Out Service Road

In the entire reach of 79.355 km from Dharwad to Belgaum there are a total of 42

slip in / out roads on the left side and 37 slip in / out roads on the right side. One

day survey at these roads was conducted to study the movement of traffic to and

from the main carriageway and the use of service road. The traffic survey data,

separately for left and right side carriageways is shown in Tables 4.12 (a) and

(b).

As seen from the Tables 4.12 (a) and (b), there is some traffic on the slip roads,

but the traffic on service road is very little. The traffic on slip in / out roads is

because of the movements for the villages connected by the main highway. The



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traffic on service road is very low, main reason seems to be that there is not

continuous habitation along the highway in the reach km 433 – 495. However, in

the reach from km 495 – 515, there is some traffic on the service road because of

the Belgaum city.

The low traffic on the service roads could also be due to the fact the roads were

not continuous all through out and also for majority of the length there are single

lane only. With the 6 – laning of the NH – 4, the number of the slip in / out roads

will be reduced and the geometric standards of the service roads will improve.

This will lead to generation of more traffic on the service roads.



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Table 4.12 (a)



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Table 4.12(b)



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4.4 Traffic Forecasting

The traffic forecasting has been done based on the elasticity of transport demand

keeping in view present growth in registration of vehicles, economic indicators like

Net State Domestic Product, Per Capita Income, and Net National Domestic Product

and by Past Trends.

The elasticity of transport demand for next 20 years at 5 year interval has been

suggested and compared with elasticity recommended in IRC:SP:19-2001 and

Road Development Plan Vision-2021 (MoRTH).

4.4.1 Traffic Forecasting Techniques

The current year traffic will continue to grow with the growth rate estimates of past

trends up to year 2010. For further projections, various growth rates techniques are

applied. Various growth rate methods are:

(a) 7.5% per annum for all vehicles.

(b) Trend growth of various vehicles categories.

(c) Projected Growth rate of revenue assumed in the concessionaire’s cash flow.

(Toll collection data)

(d) Growth determined from secondary socio economic data and elasticity factors.

4.4.1.1 Traffic Growth by Past Trends

7 day Traffic volume count was carried out in Dec, 2007/Jan, 2008 at km 486

of NH-4. The Traffic growth in above data is shown in Table 4.13. However,

traffic data of earlier studies / reports which was conducted in January, 2000

at km 486 is also used.



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Table 4.13: Traffic Growth by Past Trends

Traffic Count Station

Year Vehicle Category

CARS BUSES TRUCKS LCV

km 486 Jan 2000 1503 939 4110 819 Jan 2008 2291 1381 4026 841

Growth Rate (%) 6.2 5.6 - (0.3) 0.4

Note: Since NH 4A connecting Belgaum to Goa was not in traffic worthy condition,

the commercial vehicles bound for Goa are using alternate routes. This

appears to be reason for low growth in commercial vehicles.

4.4.1.2 Growth Pattern of Registered Vehicles

The growth pattern of registered vehicles in preceding five years has been

shown in Table 4.14. High growth in trucks indicates growth in Net State

Domestic Product (NSDP) and Net National Product (NNP).



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Table 4.14: Growth of Registered Vehicles in Karnataka State

S.No. Year

No. of Vehicles

Log (No. of vehicles)

Car, Jeep,

Van Buses Truck

M/C &

Two-

Wheeler

Three-

Wheeler

Car,

Jeep,

Van

Buses Truck

M/C &

Two-

Wheeler

Three-

Wheeler

1 2001-02 401739 66637 137939 2868595 160954 5.604 4.824 5.140 6.458 5.207

2 2002-03 452469 73200 148025 3245652 174151 5.656 4.865 5.170 6.511 5.241

3 2003-04 495182 80791 161122 3556741 188591 5.695 4.907 5.207 6.551 5.276

4 2004-05 571110 88260 179570 3957760 202300 5.757 4.946 5.254 6.597 5.306

5 2005-06 674601 94875 219200 4512910 213721 5.829 4.977 5.341 6.654 5.330

Coefficient

in equation. 0.0551 0.0388 0.0486 0.0480 0.0311

Growth

Rate 13.54% 9.35% 11.85% 11.68% 7.43%

**Source: Table 2.4 Vehicle Registration, March 1990 - March 2006, page 2-7 of "Feasibility Study of State Roads for proposed

KSHIP-II"



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The Log (no. of Vehicles) was plotted year wise for each category of vehicles to determine

the growth rate by Log-Regression Method. The following Figure 4.1 (a) to Figure 4.1 (d)

show the trend lines and accordingly vehicle-wise growth rates of registered vehicles during

last five years have been calculated and shown in Table 4.14 .

Figure 4.1 - : Passenger Occupancy Composition

Figure 4.1 (a): Growth Trend of Cars

Figure 4.1 (b):Growth Trend of Buses

Figure 4.1 (c): Growth Trend of Trucks

Figure 4.1 (d): Growth Trend of 2 Wheelers

Car Jeep Van

y = 0.0551x + 5.5426R2 = 0.9877

5.55

5.60

5.65

5.70

5.75

5.80

5.85

0 2 4 6Year

Log(

Vehi

cles

)

Buses

y = 0.0388x + 4.7873R2 = 0.9969

4.804.824.844.864.884.904.924.944.964.985.00

0 2 4 6Year

Log(

Vehi

cles

)

Trucks

y = 0.0486x + 5.0766R2 = 0.9522

5.10

5.15

5.20

5.25

5.30

5.35

5.40

0 2 4 6Year

Log(

Vehi

cles

)

Three-Wheelers

y = 0.0311x + 5.1784R2 = 0.995

5.20

5.30

5.40

0 2 4 6Year

Log(

Vehi

cles

)



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4.4.1.3 Growth Pattern of Economic Indicators

The basic economic indicators that affect the transport demand are Net

National Product (NNP), Per Capita Net State Domestic Product (PCNSDP)

and Net State Domestic Product (NSDP). Past growth rate and projected

growth rate of economic indicators are as given in Table 4.15 and shown in

Figure 4.2.

Table 4.15 (a): Growth of Economic Indicators

S. No. Year

NNP* NSDP ** PCNSDP ** Log

At Constant Prices (1999-2000) (Rs in crores)

At Constant Prices (1999-2000) (Rs in crores)

At Constant Prices (1999-2000) (Rs)

NNP NSDP PCNSDP

1 2001-02 1,743,466 9359285 17553 6.241 6.971 4.244 2 2002-03 1,805,830 9813043 18182 6.257 6.992 4.260 3 2003-04 1,963,544 10113660 18504 6.293 7.005 4.267 4 2004-05 2,104,520 11239536 20315 6.323 7.051 4.308 5 2005-06 2,306,894 12110704 21629 6.363 7.083 4.335 Coefficient in equation.

0.0310 0.0283 0.0230

Growth Rate 7.39% 6.73% 5.43% *Source: http://mospi.nic.in\press-release-31Jan 2008.pdf **Source: http://des.kar.nic.in/mainpage.asp?option=5

Year

NNP Growth NSDP PCNSDP PCNSDP At const. prices (Rs in crores) NNP

At const. prices (Rs in crores)

NSDP At const. prices (Rs)

Growth rate

2005 2,306,894.00 12,110,704.00 21629.00 2008 2,865,047.51 7.49% 14,744,808.59 6.78% 25583.00 5.76% 2013 4,149,623.68 7.69% 20,603,162.58 6.92% 34866.00 6.39% 2018 6,063,360.68 7.88% 28,978,111.88 7.06% 48995.00 7.04% 2023 6,063,360.66 8.09% 41,043,705.70 7.21% 71053.00 7.72% 2028 13,328,561.16 8.30% 58,540,857.41 7.36% 104304.00 7.98%

Table 4.15 (b): Projected Growth of Economic Indicators



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Figure 4.2: Growth of Economic Indicators

4.4.1.4 Estimation of Transport Demand Elasticity

Transport demand is influenced by change in economic parameters. Transport

demand elasticity is a measure of change in transport demand with respect to

change in economic parameters. The growth of 2-wheelers, cars and buses

depends on growth rate of Per Capita Net State Domestic Product and rate of

Population Growth whereas growth of trucks depends on growth rate of Net

State Domestic Product and Net National Product. The elasticity for passenger

& freight traffic has been worked out by following relationship.

For passenger vehicles : E = G/((1+Gp)*(1+Gpci)-1)

E=G/6.98

For trucks : E = G/(0.67*NSDP+0.33*NNP)

NNP

y = 6.2031e0.0049x

R2 = 0.9829

6.200

6.240

6.280

6.320

6.360

6.400

0 2 4 6Y ear

NSDP

y = 6.936e0.004x

R2 = 0.9601

6.920

6.960

7.000

7.040

7.080

7.120

0 2 4 6

Year

Log

PCNSDP

y = 4.2145e0.0054x

R2 = 0.94

4.200

4.240

4.280

4.320

4.360

0 2 4 6Y ear



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E= G/7.01

For Buses E=G/Growth rate of NSDP

E=G/6.78

Where, E = Elasticity

G = Growth Rate

Gp = Growth Rate of Population

Gpci = Growth Rate of per Capita Income

Based on the above relationship, elasticity has been worked out for Karnataka

State and compared with the other available sources to arrive at rational value

as shown in Tables 4.16 (a), (b) and (c).

Table 4.16 (a): Summary of Indicators Growth (%)

Year Gp Gpci NSDP NNP Upto 2008 1.16 5.76 6.78 7.49 2008-2013 1.05 6.39 6.92 7.69 2013-2018 0.91 7.04 7.06 7.88 2018-2023 0.71 7.72 7.21 8.09 2023-2028 0.50 7.98 7.36 8.30

Table 4.16 (b): Elasticity for Karnataka State

Car, Jeep, Van

Buses Truck M/C & 2-Wheeler

Three Wheeler

Growth rate of Vehicles as per registration (G) 13.54% 9.35% 11.85% 11.68% 7.43%

Factor (F) 6.98 6.78 7.01 6.98 6.98 E= (G/F) 1.94 1.38 1.69 1.67 1.06

Table 4.16 (c) Comparison of Elasticity by different Methods

Car, Jeep, Van


Three Wheeler

Elasticity as per calculation = (G/F) 1.94 1.38 1.69 1.67 1.06 Elasticity as per SP-19 2.00 1.60 - 2.50 2.50 Elasticity as per vision 2021 (MoRT&H) 1.70 1.40 1.50 - -

Elasticity adopted 1.70 1.38 1.50 1.67 1.00



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The elasticity calculated for Car, 2-Wheelers, 3-Wheelers and Tractors is on higher side.

Minimum value from the above has been recommended.

Since values of elasticity tend to decrease in future years, the values of elasticity as indicated

in Table 4.17 have been suggested for calculating vehicle growth at an interval of 5 years.

While calculating the future traffic growth, seasonal factor is also applied.

Table 4.17: Transport Demand Elasticity

Year Car, Jeep, Van


Three Wheeler

Tractors & Trailers

Upto 2008 1.70 1.38 1.50 1.67 1.00 1.25 2008-2013 1.70 1.38 1.50 1.67 1.00 1.25 2013-2018 1.53 1.24 1.35 1.51 0.90 1.13 2018-2023 1.38 1.12 1.22 1.36 0.81 1.01 2023-2028 1.24 1.01 1.09 1.22 0.73 0.91

4.4.1.5 Estimation of Traffic Growth

Based on the above stipulations, projected traffic growth rates have been

worked out at an interval of 5 years as indicated in Table 4.18.

Table 4.18: Estimated Traffic Growth (%)

Year Car, Jeep, Van Buses Truck M/C & 2-

Wheeler Three Wheeler

Tractors & Trailers

Upto 2008 11.87 9.3 10.52 11.68 6.98 8.77 2008-2013 12.75 9.54 10.76 12.55 7.50 8.97

2013-2018 12.26 8.76 9.90 12.07 7.21

8.25

2018-2023 11.68 8.05 9.11 11.50 6.87 7.59

2023-2028 10.55 7.40 8.39 10.39 6.21 6.99

The various values of seasonal factor for different months are given in Table 4.19 and shown

in Figure 4.3.



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Table 4.19: Monthly Sale of Motor Sprit and High Speed Diesel in Karnataka

Month Sale of MS+HSD (in KL) Seasonal Factors Apr-05 266750 0.9160 May-05 266500 0.9170 Jun-05 239500 1.0200 Jul-05 246500 0.9910 Aug-05 197500 1.2370 Sep-05 230000 1.0620 Oct-05 239500 1.0200 Nov-05 215000 1.1360 Dec-05 263500 0.9270 Jan-06 250000 0.9770 Feb-06 237500 1.0290 Mar-06 279680 0.8740 Av Monthly Sale 244328

Figure 4.3: Showing Sale of High Speed Diesel in Karnataka.

4.4.2 Recommended Traffic Growth

All the techniques used for traffic growth estimation have been examined except

Revenue Growth technique because Toll Plaza is recently installed and do not have

the enough revenue collection data.

Monthly Sale of Motor Spirit and High Speed Diesel in Karnataka

0

50000

100000

150000

200000

250000

300000

Feb-05 Apr-05 May-05 Jul-05 Sep-05 Oct-05 Dec-05 Feb-06 Mar-06

Months

Sale

of S

M+H

SD (i

n K

L)



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The analysis shows that the growth rate estimated by Registered Vehicles and

Economic indicator technique is more than 10%. The data analysis is for the whole

of Karnataka state and we are considering only the Dharawad – Belgaum (NH-4)

stretch. There is no separate data available for this section. The growth rate worked

out from the analysis of past trend is 0-6% for different categories of vehicles.

Hence, the growth rate of 5% for all types of vehicles appears to be reasonable and

has been considered in the assessment of future traffic. The assessed future total and

tollable traffic is given in Table 4.20.



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Table - 4.20 - PROJECTED FUTURE TRAFFIC Location Km : 486.300

Motorised Traffic Non Motorised Traffic

Oth

er N

on m

otor

ised

V

ehic

les

Tot

al T

raff

ic

Thr

ee W

heel

er/A

uto

Ric

ksha

w

Car

/Jee

p/T

axi

BUS

LC

V

Truck Agri. Tractor

Cyc

le

Cyc

le R

icks

haw

Animal drawn

Min

i

Stan

dard

2 A

xle

(6 w

heel

er)

3 A

xle

(10

Whe

eler

)

Atr

icul

ated

/Sem

i A

tric

ulat

ed

Mul

ti A

xle

With

Tra

iler

With

out t

raile

r

Bul

lock

Car

t

Hor

se/c

amel

NO PCU NO

293 2305 277 1397 1183 2885 1328 274 14 151 75 268 21 45 3 0 12485 25652.5 9663 374 2942 354 1783 1510 3682 1695 350 18 193 96 342 27 57 4 0 15934 32740 12333 477 3755 451 2276 1927 4699 2163 446 23 246 122 437 34 73 5 0 20337 41785 15740 609 4792 576 2904 2459 5998 2761 570 29 314 156 557 44 94 6 0 25955 53330 20089 777 6116 735 3707 3139 7655 3524 727 37 401 199 711 56 119 8 0 33126 68064 25639 992 7806 938 4731 4006 9770 4497 928 47 511 254 908 71 152 10 0 42279 86868 32722 1266 9962 1197 6038 5113 12469 5740 1184 61 653 324 1158 91 194 13 0 53959 110869 41763

Location Km : 514.000 370 3160 364 1194 1501 4120 1409 237 1 24 20 457 3 3 0 2 16093 30130 11986 472 4033 465 1524 1916 5258 1798 302 1 31 26 583 4 4 0 3 20539 38454 15298 603 5147 593 1945 2445 6711 2295 386 2 39 33 744 5 5 0 3 26214 49079 19524 769 6569 757 2482 3120 8565 2929 493 2 50 42 950 6 6 0 4 33456 62638 24918 982 8384 966 3168 3983 10932 3738 629 3 64 53 1213 8 8 0 5 42700 79944 31802

10931 1253 10701 1233 4043 5083 13952 4771 803 3 81 68 1548 10 10 0 7 54497 102031 4058913951 1599 13657 1573 5160 6487 17806 6090 1024 4 104 86 1975 13 13 0 9 69553 130220 51803



Feasibility Report

CHAPTER 6: CONDITION SURVEY AND

ANALYSIS OF STRUCTURES



Feasibility Report

CHAPTER 6: CONDITION SURVEY AND ANALYSIS OF STRUCTURES

TABLE OF CONTENTS

6.1 Introduction 6-1 6.2 Cross Drainage Structures 6-1 6.2.1 Major Bridge 6-2 6.2.2 Minor Bridge 6-5 6.2.3 Culverts 6-8 6.3 Grade separated structures 6-19 6.3.1 Flyover/Grade Separator/Vehicular Underpass 6-19 6.3.2 Cattle Crossings 6-22 6.3.3 Pedestrian Underpass/sub-bay 6-24 6.4 Rail-Road Structures 6-24

LIST OF TABLES

Table 6.1 Number of Bridges and Culverts 6-1 Table 6.2 Details of existing major bridges and Viaduct 6-4 Table 6.3 Details of existing minor bridges 6-6 Table 6.4 Pipe Culvert (km 495 to km 515) 6-9 Table 6.5 Details of Box Culverts 6-10 Table 6.6 Details of Pipe Culverts 6-14 Table 6.7 Number of Grade Separated Structures 6-19 Table 6.8 Details of Flyover/Grade Separator/Vehicular Underpass 6-20 Table 6.9 Details of Existing Cattle Crossings 6-23 Table 6.10 Details of Existing Pedestrian Underpass/sub-bay 6-25 Table 6.11 Details of ROB 6-26

CHAPTER 6

CONDITION SURVEY AND ANALYSIS OF STRUCTURES

6.1 Introduction

A visual inspection of the existing structures on the Project Highway was carried

out during December 2007-February 2008. Relevant structural and General

Arrangement drawings as per DPR, Good for Construction and As-built drawings



Feasibility Report

were also collected from the NHAI and Supervision Consultants for the two

contract packages and studied. The Condition Survey reports of the earlier DPR

Consultants were also collected and studied.

6.2 Cross Drainage Structures

There are 2 major bridges, 7 minor bridges and 175 numbers of culverts in the

Project Highway. There is also one viaduct in Package II. Package wise details

are given in Table 6.1.

Table 6.1 Number of bridges and culverts



Total

Major bridge 1 1

2

Minor bridge 5 2 7

Culverts 129 46 175

Viaduct - 1 1

6.2.1 Major bridges

Details of existing major bridges are given in Table 6.2. Inventory survey report

of existing major bridges is given in Appendix 6.1. A brief description of each of

the major bridge is given below.

i) Major bridges at km 473.150

A major river Malprabha crosses the Project Highway in km 474. There

are three separate bridges across Malprabha River at km 473.150. Initially

a submersible bridge was there, followed by a 2-lane high level bridge and



Feasibility Report

another 3-lane high level bridge as part of up-gradation to 4-lanes during

2001-2006. Two high level bridges are having 9 spans of 24 m each. The

superstructure of both the bridges is simply supported Reinforced

Concrete T-Beam cum Slab type. Total length of bridge is 216 m. There is

another submersible bridge on the left hand side. It gets submerged during

rainy season and remains submerged up to November/December

depending upon the rainfall. During dry season this is used as service road

by local traffic. This bridge is proposed to be retained for use as at present.

a) The old bridge for Dharwad-Pune side traffic lanes is having 2-

lane (7.5 m) carriageway with 1.5 m wide footpaths and RCC

Pedestrian railings on either side. It has well foundations and RCC

substructure. The total top width including railing and footpaths is

11.0 m. The overall condition of the existing bridge is good. Minor

repairs are required for the footpath pre-cast slabs. RCC railings

have been provided at the outer end of the bridges. The footpath on

the median side is of no use in a 4/6 lane Highway, but it can not

be used as carriageway, because of inadequate design. Since the

bridge is having well foundations, and T-beam type superstructure,

it can not be widened to 3-lanes. The options available are either to

construct a new 3-lane bridge in place of existing 2-lane Bridge or

to construct another 2-lane bridge by the side of existing bridge.

Since existing bridge is structurally sound, it may not be proper to

dismantle it prematurely. As per the present day traffic and future

projections, the 2-lane bridge may cater to traffic up to the year

2020 at level of service C/D.

In view of the above, it is proposed to retain the existing old

bridge as such without adding any new structure. This would



Feasibility Report

be included as variation/deviation in Schedule-D of the

Concession Agreement.

As per 6-lane Manual crash barrier is required to be provided

between carriageway and footpath. We propose metal beam type

crash barrier on either side of the carriageway. The old pedestrian

railing is also to be replaced on the outer side by steel railing to

match with the new bridge railing. Similarly, the expansion joints

are to be replaced by new strip seal type joints.

b) The new Malprabha bridge is on Pune-Dharwad side traffic lanes

and is having 3-lane (11 m) carriageway with 1.5 m wide footpath

and Steel Pedestrian railings on the outer side and concrete crash

barriers on both sides of the carriageway. It has RCC bored cast in

place pile foundations and RCC piers and abutments. The total top

width including railing and footpaths is 13.75 m. It was

constructed during 2002-2006 as part of 4-laning project. The

overall condition of the existing bridge is very good. Since the

bridge is having 3-lane carriageway and a footpath, no further

widening is proposed.



Feasibility Report

Table 6.2: Details of Existing Major Bridges and Viaduct S.No. Location

(km) Side Span

Arrangement [No x Length

(m)]

Total length

of bridge

(m)

Type of Super Structure

Type of sub-

structure

Type of foundation

Carriageway Width (m)

Footpath width (m)

Total Width

(m)

Adequacy of Water

way

Remarks

1 2 3 4 5 6 6 6 12 12

1 473.150 LHS 9 X 24 m 216.000 PSC Girder RCC Well 7.5 2 x 1.5 m 11 A Not to be widened

1 473.150 RHS 9 X 24 m 216.00 PSC Girder RCC Pile 11 1 X 1.5

m 13.75 A Not to be widened

2 498.810 LHS 4 X 3 X 5 m 71.240 RCC Box RCC Box RCC Box 11.25 1 X 1.5


2 498.810 RHS 4 X 3 X 5 m 71.240 RCC Box RCC Box RCC Box 11.25 1 X 1.5


Via-duct

1 509.150 LHS 2 X 30 m + 1 X 10

m 76.606 PSC Girder + RCC RCC

RCC - Open 12.0 - 13.0 A Not to be widened

1 509.150 RHS 2 X 30 m + 1 X 10

m 76.606 PSC Girder + RCC RCC

RCC - Open 12.0 - 13.0 A Not to be widened



Feasibility Report

ii) Major Bridge at km 498.810

At this location there was one 2-lane RCC Box type bridge 71.24 m long

having 4-units of 3-cell, 5m span and 3 m height each, which was

constructed during nineties as part of Belgaum bypass to pass the

discharge of a Nalla. While preparing the DPR for 4-laning of this section,

it was observed that the vertical clearance provided was not adequate, as a

result during heavy floods the water heads up on the up stream side and

causes flooding in the area. Therefore, it was decided to increase the vent

height. At present there are two identical RCC box type structures, one for

each direction of traffic, which were constructed during 2001-2004 as part

of 4-lane work. The carriageway width is 11.25 m and overall width is

13.75 m, which include crash barriers on either side of carriageway, 1.5 m

wide footpath on outer side and pedestrian railing on the outer side. No

further widening is proposed. Photo 6.3 shows picture of the bridges.

(iii) Viaduct at km 509.150

While preparing DPR for 4-lane project highway it was found necessary to

construct a viaduct for the villagers to cross for reaching a well and also to

facilitate approach to the grave yard on the right side of the road, it was

decided to construct a viaduct having 2 spans of 30 m and one span of 10

m (over a grave). There are two identical structures having 12.0 m wide (

3-lane) carriageway each and overall width of 13.0 m inclusive of crash

barriers.

No further widening is proposed.

6.2.2 Minor bridges

Details of existing minor bridges are given in Table 6.3. Inventory survey report

of existing minor bridges is given in Appendix 6.2. A brief description of each of

the minor bridge is given below.



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On A3 paper

Table 6.3



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i) Minor Bridge at km 440.659

The existing bridges, two numbers for main carriageway are having same

3 lane wide carriageway. Both the bridges are of RCC Box type. The

condition of all the components is very good.

ii) Minor Bridge at km 453.856

The existing bridges, two numbers for main carriageway are having 3 lane

carriageway of 11.0 m. The bridge for Dharwad-Pune side traffic is RCC

Box type and that on Pune- Dharwad side traffic is RCC solid slab type

having 1-span of 8 m. The condition of all the components is very good.

iii) Minor Bridge at km 478.054


carriageway (11.0 m). The bridge for Dharwad-Pune side traffic is RCC

Slab type and that on Pune- Dharwad side traffic is RCC Box type having

3-span of 8 m. The condition of all the components is very good.

iv) Minor Bridge at km 483.507


carriageway (11 m). The bridge for Dharwad-Pune side traffic is RCC

Slab type and that on Pune- Dharwad side traffic is RCC Box type having

3-span of 8 m. The condition of all the components is very good.

v) Minor Bridge at km 491.268


carriageway width (11.0 m). The bridge for Dharwad-Pune side traffic is

RCC Slab type and that on Pune- Dharwad side traffic is RCC Box type

having 1-span of 10.5 m. The condition of all the components is very

good.



Feasibility Report

vi) Minor Bridge at km 499.060

At this location there was one 2-lane RCC Box type 17.8 m long bridge

having 1-unit of 3-cell, 5m span and 3 m height, which was constructed

during nineties as part of Belgaum bypass to pass the discharge of a Nalla.

While preparing the DPR for 4-laning of this section, it was observed that

the vertical clearance provided was not adequate, as a result during heavy

floods the water heads up on the up stream side and causes flooding in the

area. Therefore, it was decided to increase the vent height. At present there

are two identical RCC box type structures, one for each direction of

traffic, which were constructed during 2001-2004 as part of 4-lane work.

The carriageway width is 11.25 m and overall width is 13.75 m, which

include crash barriers on either side of carriageway, 1.5 m wide footpath

on outer side and pedestrian railing on the outer side. No further widening

is required.

vii) Bridge at km 513.26

Historically there was one stone masonry arch bridge having narrow width.

Subsequently, one 2-lane wide bridge having 3 spans of 12.6 m each without

footpaths was constructed. Later during 2001-2006 another 3-lane bridge for

Pune-Dharwad side traffic was constructed as part of 4-lane project. Thus there

are three bridges existing at present. The old narrow bridge is being used as

service road and is proposed to be retained. The second bridge is in distressed

condition and some rehabilitation works are in progress. This bridge is proposed

to be dismantled and a new 3-lane bridge is proposed at this location for

Dharwad-Pune side traffic

6.2.3 Culverts

km 495.0 to 515.0

In this section there are Hume pipe culverts at 71 locations. The diameter of pipes

in Main Carriageway is 900 mm to 1200 mm whereas on service road pipes of



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diameter 600 mm have also been used. All the pipe culverts are having formation

width same as of road in the approaches. Water way is found to be adequate.

Details are given in Table 6.4.

Table 6.4: Pipe Culvert (km 495 to km 515)

S.No. Description SR-LHS MCW SR-RHS

1 600 mm dia Pipe Culverts 5 0 11




Total no. of Pipe Culverts 48 46 47

In km 433 to 495

In this section 69 box culverts there are in the main carriageway and 26 box

culverts in the service road. In addition there are 59 pipe culverts. Overall there

are 59 box culverts and 130 pipe culverts. Details of box and pipe culverts are

given in Table 6.5 and Table 6.6 respectively. All the pipe culverts and box

culverts are having carriageway as the top width of approach road. All these

structures require widening by 3.5 m in outer side.



Feasibility Report

Table 6.5

On A 3 paper

1st



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2nd



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3rd



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4th



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Table 6.6

On A-3 paper

1st



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2nd



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3rd



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4th



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5th



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6.3 Grade separated structures

There are 47 grade separated structures comprising of 16 flyovers/grade

separators/vehicular underpasses, 22 cattle passes, 8 pedestrian sub-

bays/underpasses and one viaduct. Spread of such Structures package-wise are

given in Table 6.7.

Table 6.7: Number of Grade Separated Structures



Total

Flyover/Grade separator/Vehicular underpass

9 7 16

Cattle pass 22 Nil 22

Pedestrian underpass/sub-bay

2 6 8

The inventory of existing grade separated structures is given in Appendix

6.3 to 6.5.

6.3.1 Flyover/Grade separator/Vehicular underpass

The details of existing Flyover/Grade separator/Vehicular underpasses are given

in Table 6.8. Three types of designations have been given to the existing

structures, viz., flyover and grade separator (for structures having more than 10 m

wide opening), and vehicular underpass for structures having opening of 10 m.

All the three types of structures serve the same purpose, i.e., provide movement of

vehicles at two different grades.



Feasibility Report

Table 6.8: Details of Existing Vehicular Underpasses S.No. Location

(km) Side Span

Arrangement [No x Span

(m)]

Vertical clearance

(m)

Total length of structure

(m)

Type of Super Structure

Type of sub-

structure

Type of foundation

Type of Retaining

walls

Carriageway Width (m)

Footpath width (m)

Total Width

(m)

Remarks

1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 433.050 LHS 3x21.5m 5.500 64.500 RCC T-beam RCC RCC Open R.E. 7.5 - 8.5 Not to be widened 2 433.705 BOTH 1x10 m 5.500 12.800 RCC Box RCC Box RCC Box R.W. 2x10.5 m - 26.5 Not to be widened 3 439.625 BOTH 1x10 m 5.500 12.800 RCC Box RCC Box RCC Box R.W. 2x10.5 m - 26.5 Not to be widened 4 458.560 BOTH 1x23 m 5.500 7.600 RCC T-beam RCC RCC Open R.E 2X11 m - 24.5 Not to be widened 5 465.715 BOTH 1x10 m 5.500 12.800 RCC Box RCC Box RCC Box R.W. 2x10.5 m - 26.5 Not to be widened 6 468.838 BOTH 1x10 m 5.500 12.800 RCC Box RCC Box RCC Box R.W. 2x10.5 m - 26.5 Not to be widened 7 474.514 BOTH 2x10 m 5.500 23.000 RCC Box RCC Box RCC Box R.E 2X11 m - 24.5 Not to be widened 8 484.311 BOTH 2X10 m 5.500 9.700 RCC Box RCC Box RCC Box R.E 2X11 m - 24.5 Not to be widened 9 490.900 BOTH 1x10 m 5.500 12.800 RCC Box RCC Box RCC Box R.W. 2x10.5 m - 26.5 Not to be widened

10 498.050 BOTH 2X.21 m 5.500 43.200 RCC Voided Slab RCC Open -Raft

R.W. (to be wall) 2X11 m 2 X 1.5 m 28.5 Not to be widened

11 501.083 BOTH 2X20 m 5.500 40.500 RCC Girder RCC Pile R.E. 2X11 m 2 X 1.5 m 28.5 Not to be widened 12 502.775 BOTH 2X20 m 5.500 40.500 RCC Girder RCC RCC Open R.E. 2X11 m 2 X 1.5 m 28.5 Not to be widened 13 503.870 BOTH 1X21 m 5.500 21.500 RCC Voided Slab RCC RCC Open R.W. 2X11 m 2 X 1.5 m 28.5 Not to be widened 14 508.385 BOTH 2X20 m 5.500 40.500 RCC Girder RCC RCC Open R.E. 2X11 m 2 X 1.5 m 28.5 Not to be widened 15 510.889 BOTH 1X21 m 5.500 21.500 RCC Voided Slab RCC RCC Open R.E. 2X11 m 2 X 1.5 m 28.5 Not to be widened

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