Traffic Validation Study

VISVESVARAYA TECHNOLOGICAL UNIVERSITY
BELGAUM, KARNATAKA

A Dissertation On
TRAFFIC VALIDATION STUDY FOR GADAG CITY BYPASS - A CASE
STUDY
Submitted in Partial fulfilment of the requirement for the award for the degree of
Master of Technology
In
Highway Technology
Submitted By
KARTHIK G.L
USN: 1RV12CHT07
Under the Guidance of
Mr. VARUNA. M
Assistant Professor,
Department of Civil Engineering
R.V.C.E

R.V.COLLEGE OF ENGINEERING
DEPARTMENT OF CIVIL ENGINEERING
Bangalore-560059
2013-2014

i

ACKNOWLEDGEMENT

First and foremost, I express my deep sense of gratitude to my guide, Varuna M,
Assistant Professor, Department of Civil Engineering, R.V. College of Engineering,
Bangalore for the valuable time, guidance, immense support all time and the
encouragement given at all stages of work.
I would also like to thank Mr. Vijaykumarsagar, Chief General Manager
(Technical), Mr. Manjesh Kumar Y H, Assistant Traffic cum Highway Engineerand
Mr. Ashok Rajanavar, Highway Engineer URS-Scott Wilson India Private Limited,
Bangalore, for their substantial support and guidance which helped me throughout the
work in an enormous way.
I sincerely thank all the Technical and Non-Technical staff of URS-Scott Wilson
India Private Limited, Bangalore for their co-operation during the course of work.
I also thank my principal Dr. B. S. Satyanarayana, for his immense help and
cooperation to permit me to complete my dissertation.
I express my profuse gratitude to Dr. B. C. Udayashankar, Professor and head of
the Department of Civil Engineering R.V.C.E Bangalore, for providing all kind of
possible help for the completion of this thesis.
I would like to thank Dr.Radhakrishna, Dean PG-Studies, Department of Civil
Engineering, R.V.C.E Bangalore for his valuable suggestions and expert advice. I also
thank all the teaching and non-teaching staff members of Department of Civil
Engineering R.V.C.E Bangalore, for their co-operation during the course.
I genuinely thank my seniors Hemanth M. Kamplimath and Udayshankar C for
their extensive support during the project.
At the outset, I would like to convey my Grateful thanks to my parents and friends,
Shamanth and Pooja for their Co-operation, understanding, unstinted support and endless
Encouragement during my study to complete my report successfully.

KARTHIK G L

ii

ABSTRACT

India has a Second Largest road network of about 46.90 Lakh Kilometers in the world.
Current population of India is about 121 Crores and going on and it leads to increase in
vehicle count plying on road network leading congestion in cities which are located in the
Vicinity of National Highways. Cities with population exceeding a value of 1 million on
the National Highway Network, a methodology must be developed to implement a bypass
road.
Bypass is a type of road usually provided for the cities which are being connected with
National Highways and other important roads to avoid interference from local traffic for
through traffic and to increase the safety level at city exits. Such condition is existing in
Gadag town as there is mixing up of Through traffic and Local Traffic causing
unnecessary slow movement of traffic which in turn increase the vehicle operating cost.
So, a Bypass can be proposed if it validates the traffic volume count and its influence on
the adjoining states based on Origin and Destination (O-D) studies. Hence a Traffic
Validation Study has been done for the proposed Bypass. Project Stretch for bypass
Proposal starts from NH-63 near Adani Sompur Village and ends on SH-136 near
Hombal in the state of Karnataka. Traffic volume counts at two locations as per IRC:
106-1990 and O-D survey by road side interview method was conducted as per IRC: 102-
1988.
From the O-D analysis results it was found that Karnataka state has the maximum
influence on the study corridor accounting to 90% of the total traffic for section 1 and
100% of total traffic for section 2. The Annual Average Daily Traffic at the two locations
were found to be 25003 and 4512PCUs. The final projected traffic at the two locations
found to be 49260 and 391 PCUs respectively by the year 2033.The length of the Gadag
Bypass as per the proposal is 6.17Km.

iii

LIST OF PAPERS ACCEPTED FOR PUBLICATION.
1. Karthik G.L., Pooja N Akkur and Varuna M, Feasibility Studies for Gadag City
Bypass Road: A Case Study, ICRAES International Conference of Research Avenues
in Engineering Sciences, MSRIT College of Engineering, Bangalore, September 4
th
&
5
th
2014. (Paper under review).
2. Pooja N. Akkur, Karthik G.L and Varuna M, Minor Junction Improvements of State
Highway Belgaum-Yaragatti SH-20 - A Case Study, ICRAES International
Conference of Research Avenues in Engineering Sciences, MSRIT College of
Engineering, Bangalore, September 4
th
& 5
th
2014. (Paper under review).
3. Pooja N Akkur, Karthik G.L. and Varuna M, Minor Junction Improvements of State
Highway Belgaum-Yaragatti SH-20, A Case Study. ISCSI 2014 International
Conference on Sustainable Civil Infrastructures, Hyderabad, India, October 17
th
&
18
th
2014. (Abstract has been accepted, writing full length paper)
4. Karthik G.L., Pooja N Akkur, Varuna M and Vijay Kumar Traffic Validation Study
For Gadag City Bypass A Case Study, TPDMC 2014 Transportation Planning
and Implementation Methodologies for Developing Countries, IIT Bombay, India,
December 10
th
, 11
th
& 12
th
2014. (Abstract has been accepted, writing full length
paper)
5. Pooja N Akkur, Karthik G.L. and Varuna M, Minor Junction Improvements of State
Highway Belgaum-Yaragatti SH-20, A Case Study. TPDMC 2014 Transportation
Planning and Implementation Methodologies for Developing Countries, IIT Bombay,
India, December 10
th
, 11
th
& 12
th
2014. (Abstract has been accepted, writing full
length paper)

iv

CONTENTS
Acknowledgement i
Abstract ii
Contents iv
Abbreviations vii
List of Tables viii
List of Figures ix
SL No. Title
Page
No.
Chapter 1 INTRODUCTION 1-10
1.1 General 1-3
1.1.1 Road Transport 1
1.1.2 Road Network in India 1-2
1.1.3 National Highways 2-3
1.2 Background 3-4
1.3 Origin - Destination Studies (OD Studies) 4
1.4 Traffic Forecast 4-5
1.5 Traffic Forecasting Methodology 5
1.6 Literature review 5-7
1.7 Need for the Study 7-9
1.8 Objective and Scope of Work 9
1.9 Report Organization 9-10
Chapter 2 TRAFFIC AND LAND USE PLANNING THEORY AND
CONCEPTS
11-18
2.1 Traffic and Land use Planning 11-12
2.1.1 General 11
2.1.2 Forecasting 11
2.1.3 Need for Traffic Forecasting 12
2.2 Econometric Model 12-13
2.3 Asian Development Bank Guidelines on Traffic Forecast 13-14
2.3.1 General 13
2.3.2 Vehicular Growth Rate 13
2.3.3 Recommended Growth Rate 14
v

2.4 Factors influencing traffic growth 14
2.5 Estimation of traffic growth rates by Transport Demand Elasticity
Approach
15
2.6 Capacity and Level of Service 15-16
2.7 Land Use Planning 16-18
2.7.1 General 16
2.7.2 Land Use Patterns 17
2.7.3 Land use pattern around the Project Corridor 17-18
Chapter 3 TRAFFIC FORECASTING - METHODOLOGY 19-24
3.1 Methodology 19
3.1.1 Study Area 19-20
3.2 Reconnaissance Survey 22
3.3 Traffic Surveys 22
3.3.1 Classified Traffic Volume Count Survey 22-23
3.3.2 Origin and Destination Surveys 23-24
3.4 Traffic Forecast 24
Chapter 4 TRAFFIC VOLUME DATA COLLECTION AND ANALYSIS 25-42
4.1 General 25
4.2 Objective of Traffic Studies 25
4.3 Data collection and Surveys 25
4.4 Reconnaissance and Road Inventory Study of Existing Road 26
4.5 Selection of the traffic Survey locations 27
4.6 Classified Volume Count Surveys 27-29
4.6.1 Methodology 27
4.6.2 Traffic Survey Planning and Selection of Traffic Survey Location 27-28
4.6.3 Classification of Traffic 28
4.6.4 PCU Values Adopted 29
4.7 Classified Volume Count Survey - Findings 29-32
4.8 Location-wise analysis of Traffic Volume Count 33-38
4.8.1 Traffic Volume analysis at Chainage 30+570Km on NH63 33-35
4.8.2 Traffic Volume analysis at Chainage 24+400Km on SH136 36-38
4.9 Seasonal variation of Traffic Volume 38-39
4.9.1 Seasonal Correction Factor 39-40
vi

4.10 Annual Average Daily Traffic (AADT) 41-42
Chapter 5 ORIGIN - DESTINATION STUDIES AND ANALYSIS 43-50
5.1 General 43
5.2 Zoning 43-44
5.3 Data Consistency 44
5.4 Sample Size 45
5.5 Travel Pattern 45-46
5.6 Road side Interview Method (RSI) 46
5.7 Influence Factors 46-47
5.8 Estimation of Traffic for Gadag Bypass 47-49
Chapter 6 TRAFFIC FORECASTING 51-54
6.1 General 51
6.1.1 Traffic Growth Rates 51
6.2 Traffic Projection 51-52
6.3 Capacity Analysis 53-54
Chapter 7 DISCUSSIONS 55-56
7.1 Discussions 55
7.1.1 Discussions based on traffic volume characteristics 55
7.1.2 Discussions based on Influence Factors 55-56
7.1.3 Discussions based on Capacity Analysis 56
Chapter 8 CONCLUSIONS AND SCOPE FOR FURTHER STUDY 57-58
8.1 Conclusions 57
8.2 Scope for Further Study 58
REFERENCES
ANNEXURES

vii

LIST OF ABBREVATIONS

ADB: Asian Development Bank
ADT: Average Daily Traffic
AADT: Annual Average Daily Traffic
GNP: Gross National Product
HCM: Heavy Construction Machinery
IRC: Indian Road Congress
LCV: Light Commercial Vehicles
NHAI: National Highway Authority of India
NHDP: National Highways Development Project
NSDP: Net State Domestic Produce
O-D: Origin and Destination
PCU: Passenger Car Unit
LOS: Level of Service
PWD: Public Works Department
ROW: Right of Way
SCF: Seasonal Correction Factors.
NH: National Highway
SH: State Highway
MDR: Major District Road

viii

LIST OF TABLES
Table No. Title
Page
No.
Table 2.1 Elasticity Values recommended by ADB 14
Table 2.2 Suggested Growth Rates for Forecasting Traffic by ADB Guidelines 14
Table 2.3 Proposed Land Use Details of Gadag-Betageri City 18
Table 4.1 Road inventory details 26
Table 4.2 Location of Traffic Volume Surveys 27
Table 4.3 Vehicle Classification System Adopted 28
Table 4.4 Type of Vehicle and its PCU Equivalency Factors 29
Table 4.5 Details of Traffic Volume Count 30
Table 4.6 Percentage Share of Vehicular Traffic on the Project Stretch 31
Table 4.7 Directional Distribution of Traffic at Chainage 30+570Km (NH63) 35
Table 4.8 Directional Distribution of Traffic at Chainage 24+400Km (SH136) 37
Table 4.9 Monthly consumption of Fuel on the Project Corridor 39
Table 4.10 Daily Consumption of Fuel on the Project Corridor 39
Table 4.11 Seasonal Correction Factors 40
Table 4.12 AADT details of the project corridor 41
Table 5.1 Sample Size 45
Table 5.2 Mode wise Traffic Influence Areas atChainage 30+570Km (NH63) 47
Table 5.3 Mode wise Traffic Influence Areas atChainage 24+400Km(SH136) 47
Table 5.4 Identified Traffic Movements 48
Table 5.5 Section wise Traffic Movements 49
Table 5.6 Percentage through traffic 49
Table 5.7 Esimated Section wise Traffic (Gadag Bypass) 49
Table 6.1 Traffic Growth Rates of Commercial Vehicles 51
Table 6.2 Projected Traffic for Section 1 at Chainage 30+570Km (NH63) 51
Table 6.3 Projected Traffic for Section 2 at Chainage 24+400Km (SH136) 52
Table 6.4 Design service volume for plain terrain 53
Table 6.5 Capacity Assessment for Gadag City Bypass 53

ix

LIST OF FIGURES
Table. No. Title
Page
No.
Figure 1.1 Highway Functional Classification
9
Figure 3.1 Proposed Gadag Bypass
19
Figure 3.2 Flowchart Showing Methodology
21
Figure 3.3 Traffic Survey Location Map
23
Figure 4.1 Project Start and End Locations
26
Figure 4.2
Graph showing Average Daily Traffic at Chainage 30+570Km
(NH63)
32
Figure 4.3
Graph showing Average Daily Traffic at Chainage 24+400Km
(SH136)
32
Figure 4.4 Traffic Composition at Chainage 30+570Km(NH63)
34
Figure 4.5 Hourly variation of Traffic at Chainage 30+570Km(NH63)
34
Figure 4.6 Daily Variation of Traffic at Chainage 30+570Km(NH63)
35
Figure 4.7 Directional Distribution of Traffic at Chainage 30+570Km(NH63)
35
Figure 4.8 Traffic Composition at Chainage 24+400Km(SH136)
36
Figure 4.9 Hourly variation of Traffic at Chainage 24+400Km(SH136)
37
Figure 4.10 Daily Variation of Traffic at Chainage 24+400Km(SH136)
37
Figure 4.11 Directional Distribution of Traffic at Chainage 24+400Km(SH136)
38
Figure 4.12 Average Monthly Fuel Sales of Project Corridor
40
Figure 5.1 Zone Map
44
Figure 5.2 Bypass Sections
48

CHAPTER 1
INTRODUCTION
Dept. of Civil Engineering, RVCE, Bangalore 1

Chapter 1
INTRODUCTION
1.1 General
Bypass is an Arterial Stretch that allows traffic to avoid part or all of an urban area
developed in hapazard way. If there are no strong land use controls, buildings will be
often built in town along a bypass, converting it into an ordinary town street, and the
bypass may eventually become as congested as the local streets. Shopping centres and
other commercial buildings are often built there for ease of access, while homes are often
avoided for noise reasons.
Transportation provides the basic infrastructure for all-round development and the
provision of good roads and railway network can be deemed to be the precursor of all
forms of development activities.
1.1.1 Road Transport
Easy availability, adaptability to individual needs and cost savings are some of the factors
which go in favour of road transport. Road transport acts as a feeder service to railway,
shipping and air traffic. The number of vehicles has been growing at an average pace of
around 10 per cent per annum. The share of road traffic in total traffic has grown from
13.8 per cent of freight traffic and 15.4 per cent of passenger traffic in 1950-51, to an
estimated 62.9 per cent of freight traffic and 87 per cent of passenger traffic by the end of
2009-10.The rapid expansion and strengthening of the road network, therefore, is
imperative, to provide for both present and future traffic and for improved accessibility to
the hinterland. In addition, road transport needs to be regulated for better energy
efficiency, less pollution and enhanced road safety [1].
1.1.2 Road Network in India
India, having one of the largest road networks of 46.90 lakh-km and has a road density of
1.43 km per square km, consists of National Highways, Expressways, State Highways,
Major District Roads, Other District Roads and Village Roads with following length
distribution:
National Highways/Expressway -79,116 km
Introduction

Department of Civil Engineering, R.V.C.E, Bangalore 2

State Highways- 1,55,716 km
Other Roads 44,55,010 km
The National Highways have been classified on the basis of carriageway width of a
Highway. Generally, a lane has a width of 3.75 m (in case of single lane) and 3.5 m per
lane in case of multi-lane National Highways [1].
The percentage of National Highways in terms of width is as under:
Single Lane/ Intermediate lane -19,330 km (24%)
Double lane- 40,658 km (52%)
Four Lane/Six lane/Eight Lane -19,128 km (24%)
1.1.3 National Highways
At present, National Highway network of about 79,116 km comprises only 1.7% of the
total length of roads, but carries over 40% of the total traffic across the length and breadth
of the country. Considering the target growth rate of about + 9 %, it is estimated that the
total target NH network of about 85,000 km may be considered as reasonable for the 12th
Five Year Plan, for the development of the regions which are not connected by NHs [2].
Development of National Highways during 12
th
Five Year Plan (2012-17)
At present, out of 79,116 km of National Highways about 24% length is of 4-lane and
above standards, 52% length is of 2-lane standard and 24% length of single and
intermediate standard. As on July, 2011, 30,537 km lengths of NHs were entrusted to
NHAI, 34,207 km to State PWDs and 3,798 km to Border Roads Organization. The
balancing length of 10,574 km is yet to be entrusted to executive agencies. As more and
more works are awarded under various phases of NHDP and subsequent phases of NHDP
are taken up, additional length of NHs will be transferred from State PWDs to NHAI [2].
National Highways Development Project
In order to take up the improvement and development of National Highways, National
Highways Development Project (NHDP), the largest highway project ever undertaken by
the country was initiated in a phased manner. Implementing agency for NHDP is National
Highway Authority of India (NHAI).The National Highways Development Project is a
Introduction


project implemented in 1998 by the government to upgrade, rehabilitate and widen major
highways in India to a higher standard. The NHDP launched by the government to
upgrade highways in the country has been divided in seven phases:
Phase I and Phase II comprised the Golden Quadrilateral (GQ) (5,846 km), NS-EW
Corridor (7,142 km), port connectivity and other road projects (1133 km) at an
estimated cost of INR 65,000 Crore
Phase-III is Upgradation of 12,109 km of national highways at an estimated cost of
INR 76,546 crore
Phase IV consists of double-laning 5,000 km of highways at a cost of INR 6,950
crore
Phase V comprises six-laning 6,500 km consisting of 5,700 of the GQ stretch and
remaining 800 km of other National Highways at a cost of INR 41,210 crore
Phase VI involves the construction of 1,000 km of expressways at an estimated cost
of INR 16,680 crore.
Phase VII involves construction of 700 km ring roads, grade separated intersections,
flyovers, elevated highways, rail over bridges, underpass and service roads at an
estimated cost of INR 16,680 crore [1].
1.2 Background
Gadag district was formed in1997, when it was separated from Dharwad district in
Karnataka State. The original city of Gadag and its sisiter city Betageri were combined as
twin cities have to a combined city administration.
The Project stretch is a part of NH-63 and SH136 in the state of Karnataka. NH-63 runs
from east to west connecting Karnataka to Andhra Pradesh. The total length of NH-63
is about 432 km, out of which 370 km runs in Karnataka State and about 55.4 km runs
in Andhra Pradesh. NH-63 starts from the junction of NH-17 near Ankola in Karnataka
and ends at Gooty on NH 7 in Andhra Pradesh. The major cities/towns along NH-63 in
Karnataka State are Yellapur, Kalghatagi, Hubli, Gadag, Koppal, Hospet, Torangallu
and Bellary. NH63 also connects Balekeri port and Karwar port to the mining areas of
Introduction


Bellary District. Out of its total length about 2km runs through the Gadag city. SH-136
is a State Highway which runs from Gajendragad to Soaraba within Karnataka state,
running for a length of about 285.62 km and about an approximate length of 18km runs
through the Gadag district intersecting NH-63 near Hulkoti just 8 km from Gadag city
on NH 63 and 11km from Gadag city on the way to Hombal. Gadag Bypass starts on
NH-63 at Adavi Sompur Village and ends at Km 32 on SH-136 near Hombal in the
state of Karnataka.

1.3 Origin - Destination Studies (OD Studies)
Origin and Destination studies establish a measure of the patterns of movement of
persons and goods within a particular area of interest. O-D studies estimates the travel
characteristics observed for a typical day. These studies yield information about origin
and destination of trips, time of day in which trips are made and mode of travel. O-D data
include trip purpose; land use, socio and economic data. For the Present Study Origin &
Destination Survey method, as detailed in IRC: 102-1988 [4] is used for conducting O-D
survey. The survey was carried out for through traffic (both passenger and goods
vehicles) for 24 hours (in both directions) on a working day. The information collected
includes trip origin, trip destination and frequency. The data analysis is carried out to
assess the through traffic on the project road sections and influence factors.
1.4 Traffic Forecast
Traffic analysis and forecast is an important element of any feasibility /detailed project
report preparation. Traffic analysis and demand forecasting is directly related to several
important aspect of road infrastructure planning and design i.e., lane width requirements,
geometric design features, pavement design, economic and financial analysis etc.
Towards this an effort has been made to undertake detailed traffic studies, analysis,
forecasting and to carry out laning requirements. Various steps followed in this regard
are described in the subsequent sections.
Due to the increasing population and the vehicular volume there is a demand for traffic
forecasting for the future years. Forecasting the traffic is very essential for planning and
design of infrastructure facility. Any new construction would mean enormous expenditure
and unless the traffic system really warrants the provision, it is advisable to refrain
Introduction


spending from funds on projects, which are economically not viable. In order to estimate
traffic on new links, and their impact on existing road system, recourse to scientific
modelling techniques becomes necessary. In the choice of methodology used for
forecasting, preferences will have to be given to such techniques, which need minimum
data inputs, which are either to be collected or already available through census.
1.5 Traffic Forecasting Methodology
The exercise of traffic growth rate estimation can be carried out by using the elasticity
approach. The elasticity method relates traffic growth to changes in the related economic
parameters. According to [5] IRC-108-1996 elasticity based econometric model for
highway projects could be derived in the following form:
Log e (P) = A0 + A1 Log e (EI) ..................... (1.1)
Where:
P = Traffic volume/Vehicle Registration of the State
EI = Economic Indicator (GDP/NSDP/Population/PCI)
A0 = Regression constant;
A1 = Regression co-efficient (Elasticity Index)
All available traffic reports and forecasts were reviewed to compare with the established
growth factor. For Present Study Traffic growth Factor from the Past studies which has
been calculated using above methodology recently has been chosen out.
1.6 Literature review
The literature reviewed helped in analyzing the importance of National Highways and
accurate prediction of traffic on the Highways. Generally Changes in land use after the
construction of Bypass road affects road Safety levels [6].A bypass has substantial
potential impacts on affected communities, such as changes in travel patterns, the
diversion of heavy-truck traffic from congested city streets, and the opening up of new
land for economic development [7]. Impact of Bypass was generally measured in terms of
number of workers and businesses, as well as the amount of e-commerce, changes in
wages [8], the spatial distribution of businesses, the enlargement of industrial and
residential space, differences in population size, travel behavior [9,10] and changes in the
car accident rate [11]. Generally speaking, the focus is placed on commerce, services,
business and roadside services. Bypass construction impacts different segments of the
Introduction


population in various ways. For example, minorities and economically deprived groups
tended not to benefit from such construction; in fact bypasses resulted in these groups
failing to compete successfully with large businesses and established firms, as well as
having to move to other areas [12, 13]. Business which were located in the city center and
Roadside services were negatively impacted an the construction resulted in the creation of
new shopping malls at various highway interchanges, which in turn exerted a negative
effect on urban businesses [14, 15, 16, 17].Travel frequencies and rates were significantly
reduced on the old and new road networks and bypass construction also increases traffic
safety level by reducing crash rates [18]. Merchants will oppose the Bypass as the
distance between Central business District and the proposed bypass increases [19]. So,
Negative Impact from Bypasses can be minimized by providing links through physical
access and comparatively low cost signage. By reducing downtown congestion, the
bypass facilitated pedestrian access and helped to promote the downtown as a shopping
area [20]. Due to Poor lightning and road surfaces on the connection between bypasses
and downtown leads to dangerous driving condition and noise pollution which in turn
isolates the downtown business [21].Bypasses increased sales as local people were taking
the benefit of easy access to business due to less traffic congestion, higher level of traffic
Safety and easy Parking [22].Bypasses do not impact traveler-serving businesses equally.
Service stations, convenience stores, motels, and small cafes are most likely to experience
sales declines when new bypasses open [23, 24]. Bypass will lead to overall economic
decline due to impact on traffic oriented road side business in the town [25].Economies of
smaller communities having population less than 2000 will be adversely affected from
bypass construction [26].Construction of new bypass will divert through traffic, majorly
trucks away from the vicinity of the cities will improve circulation of traffic and road
safety level. It also reduces environmental pollution such as air and sound pollution. It
also increases the price of lands near to the bypass promoting business activity improves
the quality of life. And the counter effect of the diversion of traffic causes downtown
commercial activities to close or relocate near to the bypass road. Effect of bypass roads
on downtown areas will depend upon its previous business activities and the capability of
the bypassed town or community to adopt for any change in the economic activity of the
downtown. Downtown streets were considered safer since the bypass road opened and
studies conclude that reduction in through traffic had generated local traffic encouraging
downtime businesses [27]. The removal of Truck traffic from downtown areas will
Introduction


generally cause the passenger traffic movement to increase at a greater rate. So, type of
vehicle use may change but there will be less chance of decrease in traffic level after the
construction of bypass. With smaller cities, bypasses cause sprawl on a much more long-
term basis, taking up to 20 years in some instances for a development boom to happen
along a bypass due to lack of pre-existing infrastructure. Cities must have to invest
continuously and upgrade their infrastructure to attract business to down town if a bypass
is constructed because it is difficult to defend against the Greenfield development along
bypass corridor [28].
Summary of the Literature Review
Above Literature Review reveals that Highway detours are rarely either Devastating or the
savior of a group business area. The locational movement in activity can result in a few
existing businesses to turn over or migrate, however net monetary effects on the more
extensive group are usually generally little (positive or negative). Groups and business areas
that have a strong identity as a destination for guests or for neighborhood customers are the
ones that are most likely to be fortified because of the decrease in traffic delays through their
centers. However, there is additionally an expansive recognition that sufficient signage to the
avoided business center is a vital need (and concern) for guaranteeing its continued success.
1.7 Need for the Study
Karnataka has one of the largest reserves of high quality iron ore in India. The reserves of
iron ore in the state is the second largest in the country and estimated at about 3447
Million tons, consisting of about 929 Million tons of hematite ore and about 2518 Million
tons of magnetite ore. There are as many as 153 Mining leases for iron ore in 16,000
hectares and 56 Million tons of iron ore is currently being extracted in the state out of
which, 25 Million tons is being exported & 31 Million tons is being consumed by
domestic industries (units in Karnataka and other states). The production is mainly
concentrated in Bellary/Hospet area where the Project corridor is located and these
mining/industrial activities have a lot of influence on the project corridor generating a
huge amount of freight/goods traffic on the study stretch. As the study stretch passes
through the Gadag city which causes congestion and noise pollution. So estimation of
future traffic and justification for the proposal of bypass is the prime importance.
Introduction


In the Present Study Existing Road through the Gadag City was having some Critical
Problems as Listed below.
1. Existing two lane road was heavily congested due to encroachment of land by
local commercial and residential buildings.
2. If Upgradation is a choice then it will lead to total and heavy rehabilitation and
cost for rehabilitation is more.
3. Opposition from the local community against the proposal for Upgradation.
4. Journey Speed observed through the Gadag city limit section is 17Kmph, very less
due to congestion and local interference.
5. Traffic influence from National Highway and State Highway was more and it was
obstructed from local interference causing delay in travel time and upsetting the
psychological condition of the Drivers.
For the Present study two improvement options were considered. Firstly a without
project option (do minimum/do nothing option) where the existing project road is
considered as such in its present condition and without any improvement including the
construction of bypass or widening the existing alignment. In this case the future traffic
volume is assumed to continue to flow along the existing road only. Secondly a bypass
with project situation includes i) Construction of Two Lane Bypass & No improvement to
the existing road and ii) Improving the existing road: Sections and No Bypass. The length
of the Gadag Bypass is 6.17 Km. Providing property access [29] and moving through
traffic are dual roles in Public highways and streets. Competition between access and
flow will be recognized by Highway Functional classification systems, generally
specifying that Principal arterial streets or highways primarily move traffic and
secondarily provide access, while local streets primarily provide access and secondarily
move traffic. This relationship is symbolically represented in Figure 1.1.
Introduction


Figure1.1 Highway Functional Classification
1.8 Objective and Scope of Work
The objective of the present study is to establish the existing traffic on the project corridor
and to estimate the future traffic for the bypass section. The scope of work includes:
1. To study the existing topographical features of Project Corridor.
2. Estimate the present and future traffic on the bypass sections to justify the lane
requirements.
3. To find out Traffic influence on the Project Corridor
4. To Validate the Future traffic Demand for bypass road
1.9 Report Organization
This report has been segregated into six sections,
Chapter 1 Deals with the Introduction, Scope and objectives. This chapter also
summarises the back ground study on various researches that have been carried out on
bypasses.
Chapter 2 Deals with the Theory and Concepts behind the present study.
Chapter 3 Deals with the brief Methodology
Chapter 4 Deals with the Traffic Volume survey and Estimation of Annual Average
Daily Traffic.
Chapter 5 Deals with Origin and Destination Studies.
Introduction


Chapter 6 Deals with traffic projection and capacity analysis.
Chapter 7 Deals with Results and Discussions
Chapter 8 Deals with the Conclusions of the Present Study
The survey formats, supporting data and additional Photographs have been included in
the Annexures

CHAPTER 2
TRAFFIC AND LAND USE PLANNING THEORY
AND CONCEPTS

Traffic and Land Use Planning- Theory & Concepts


Chapter-2
TRAFFIC AND LAND USE PLANNING THEORY
AND CONCEPTS
2.1 Traffic and Land use Planning
2.1.1 General
In the present chapter, the necessity of forecasting as well as various models formulated
by researchers is highlighted. The need for traffic forecasting, period of forecasts and its
limitations are clearly stated. The limitations are huge in the Indian context, as most of
the time the data collected are random with insufficient and inaccurate data. A brief
outline on various forecasting methods, their advantages and disadvantages are made on
the basis of literatures available traffic and transport planning. Finally the best suited
method for forecasting of traffic on the project corridor is decided.
2.1.2 Forecasting
It is the process of estimating the number of vehicles or people that will use a specific
transportation facility in the near future. For instance, a forecast will give the estimates
for the projected year the number of vehicles on a planned road network. Forecasting
process begins with the collection of data for a good number of years. This traffic data is
combined with other known data such as population, employment, trip length, travel cost
etc. A great disparity exists between the direction of traffic demand forecasting by
researchers, and the traffic demand models used by transportation planning organizations.
Activity based models of travel demand have become increasingly studied in the
academic realm and vast developments have been made over the past many years.
However, among the forecasting tools used in practice by traffic/transportation planning
organizations, traffic demand forecasting by econometric method has been used widely in
India for over 40 years.
In the past studies, different methodologies and techniques have been used to predict
traffic volumes of both short term and long term. The traffic forecast models are
predominantly based on time series analysis in which prediction of future is based on past



values of variables. The time series models identify the pattern in the past data and
extrapolate that pattern into future [30].
2.1.3 Need for Traffic Forecasting
An estimation of future traffic on major roads is required for a variety of purposes.
Forecasts of traffic are essential as they influence the engineering design of facility and
economic analysis for maintenance and rehabilitation. Over estimation of the traffic will
result in more than necessary capital being tied up in a single project thus preventing
other potential projects being taken up. Whereas, under estimation of the projected traffic
will result in escalated maintenance along with, premature failures of the pavement
structure thus causing heavy financial losses.
The width of a pavement is decided on the basis of traffic volume that can be efficiently
accommodated. A pavement needs to be widened when the traffic flow exceeds its
capacity. Pavements are designed on the basis of volume of commercial vehicles using
the facility and more importantly the number of repetitions of standard axle loads during
the design period. The volume of commercial vehicles and the repetition of standard
vehicles govern the manner in which the pavements perform and deteriorate. The
economic analysis of highway project relies for its accuracy on the correct assessment of
the future traffic flows and the benefits derived by highway improvements. For a toll
project, the stream of cash flow from toll collection is determined from traffic volume
that is likely to use the facility. In all the above situations, the accuracy with which future
traffic is predicted is of prime importance.
2.2 Econometric Model
If the past data is available on traffic for a number of years and the corresponding data on
some economic indicator such as Gross National Product (GNP) is also available, then
the data can yield an econometric model of the following type:
Log
e
P = A
0
+ A
1
log
e
GNP ...................................................................................... (2.1)
Where,
P = Traffic Volume
GNP = Gross National Product
A
0
= Regression Constant


A
1
= Regression coefficient
The value of A
1
is known as the Elasticity Coefficient. The Elasticity coefficient is the
factor by which the GNP growth rate has to be multiplied to arrive at the growth rate of
traffic.
The growth rates for freight and passenger traffic are in terms of tonne-km and passenger-
km respectively. These were converted into vehicular growth rates assuming the constant
average vehicle utilization and changing vehicular mixes. Traffic projections were then
made using the vehicular growth rates
2.3 Asian Development Bank Guidelines on Traffic Forecast

2.3.1 General
The traffic demands forecasts have been prepared using forecast model based on growth
in economy specified in terms of growth in population, Net State Domestic Product
(NSDP), per capita income over the design period as suggested in Asian Development
Bank (ADB) guidelines for ADB-III projects.
2.3.2 Vehicular Growth Rate
Vehicular traffic growth depends on population, real income (per-capita) and growth in
certain section on the economy namely, agricultural, mining, industry and tourism etc.,
Assuming the construction period as 2 years and design life 20 years the forecasts have
been done up to 20 years [31].
Passenger Vehicle and Goods Vehicles;
The annual growth for buses, cars trucks of all types has been worked out from the
correlation:
[(1+P/100) x (1 + R /100) -1] * 100 *E . (2.2)
Where,
P = the growth rate of population (in percent)
R = Real percapita income (in percent)
E = The Elasticity value.


In the absence of other data for computation of elasticity vales for project road influence
area, the values of elasticity as recommended for ADB projects for different periods have
been adopted. The values of elasticities as adopted are given below in Table 1.1 [31].
Table 2.1: Elasticity values recommended by A D B
MODE 1995-2004 2005-2016
Car, Jeep, Van 2.0 1.8
Bus 1.6 1.5
Two, Three Wheelers 2.3 2.1
2.3.3 Recommended Growth Rate
The growth rates as worked out based on annual growth rate of state income and traffic
demand elasticity as per ADB guidelines are given in Table 1.2
Table 2.2: Suggested Growth Rates for Forecasting Traffic by ADB Guidelines
MODE 1999-2004 in % 2005-2016 in %
Car, Jeep, Van 10.83% 9.05%
Bus 8.66% 7.54%
Two Wheeler 12.46% 10.56%
Three Wheeler 8.62% 8.17%
2.4 Factors influencing traffic growth
The traffic growth is influencing by number of factors such as:
1. Economic factors:
a. Gross Domestic Product (GDP) or Net State Domestic Produce (NSDP)
b.Gross National Product (GNP)
c. Per Capita Income
d.Agricultural Product
e. Industrial Product
2. Demographic factors:
a. Population
b.Rural/Urban mix of population
Since above economic factors vary across the country, traffic growth rate varies from
state to state, and within a state from region to region. The traffic growth rate has to be
established for each location by giving the due consideration to the above factors.


2.5 Estimation of traffic growth rates by Transport Demand
Elasticity Approach
Investment priorities are governed by traffic demand, assessed benefits and cost of the
project. Demand plays the important role, which governs which type of facility /
infrastructure to be created. This in turn determines likely benefits and costs to develop
the same. A highway project of this nature calls for significant investment. Prediction of
traffic demand becomes an important task and has to be carried out as accurately as
possible. Accurate estimation of traffic has direct bearing on the viability of the project.
Recognizing this, efforts need to be made to carefully assess all the parameters that help in
predicting the traffic demand in future, which necessitates realistic estimation of traffic
growth rates. Traffic growth on a road facility is generally estimated on the basis of
historical trends. In the present case, traffic growth rates are estimated using elasticity
method as per IRC-108-1996. Demand changes are usually because of shifts in the pattern
of economic activities in the surrounding regions. Hence, future traffic estimation
necessitates a preview, however imprecise, of the probable pattern of future growth of the
economy.
Elasticity in the present context is defined as the ratio of percentage change in traffic to
the percentage change in socio-economic parameters. It is the concept of developing
regression equation to express dependent variable in terms of one or more independent
variable. The preferred dependent variable would have been past traffic on the Project
Road. However, due to inconsistencies in past traffic data, number of registered motor
vehicles is taken as dependent variable. The independent variables are socioeconomic
parameters. The choice of independent variable depends upon vehicle type under
consideration. It is logical to relate growth in cars and two wheelers with Net State
Domestic Product (NSDP) and per capita income; buses with NSDP, PCI and population;
and commercial vehicle growth with NSDP, Industrial and agriculture output, etc.
2.6 Capacity and Level of Service
Number of vehicles on our interstates builds consistently, and transportation engineers are
frequently confronted with the test of planning adjustments to existing facilities that will
benefit the expanded interest. As a major aspect of this work, the engineers must assess
the limit of the current and proposed frameworks. Also, designers are regularly needed to


advocate the cost of adjusting or including facilities by looking at the present and
potential levels of service.
Capacity is a measure of the requirement that a road can possibly serve, while level of
service (LOS) is a measure of the roads operating conditions under a given interest.
The Design Service Volume (DSV) for 2-lane roads as per IRC: 64-1990 is 15,000 PCU.
This corresponds to a Level of Service B (LOS B) which represents a zone of stable
low, with the drivers still having reasonable freedom to select their desired speed and
manoeuvre within the traffic stream.
The next level of service, LOS C for 2-lane roads as per IRC: 64-1990 is 21,000 PCU.
LOS C is also a zone of stable flow, but marks the beginning of a range of flow in
which the operation of individual users becomes significantly affected by interaction with
others in the traffic stream. For 4-lane divided carriageways in plain terrain with good
earthen shoulders and a minimum 3m median, IRC: 64-1990 suggests a design capacity
of 35,000 PCU. It is commented that the capacity of 2-lane roads can be improved by
providing paved shoulders of at least 1.5m width. Motorcycles, bicycles and such traffic
that has a significant adverse impact on lane capacity would be able to travel on the paved
shoulder portion. As such, a 15% capacity increase can be expected for 2-lane roads with
paved shoulders as above.
Traffic engineers use capacity and level of service analyses to:
1. Find out the width and number of lanes needed for both existing and new
facilities.
2. Assess the service level of existing facilities for its Upgradation.
3. Identify vehicle movement and change in road direction necessary for any new
developments.
4. Give base value to decide changes in fuel utilization, air contaminating emissions,
road user expenses, and noise associated with proposed roadway changes.
2.7 Land Use Planning
2.7.1 General
Land use planning is the deliberate evaluation of area and water potential, choices for
area use and investment and social conditions so as to select and receive the best land-use
alternatives. The procedure by which lands are assessed and evaluated to turn into a


premise for choices including land disposition and use. This includes studies on the
natural impacts of area utilization and its effect on the group. Advancement developments
all over and brings not upgrade effect or great. Clash over the land use may be a genuine
case for the cutting edge. Its object is to select and put into practice those area uses that
will best help the individuals while shielding assets for future. The main thrust in
planning is the requirement for change, the requirement for moved forward
administration or the requirement for a very distinctive kind of area use managed by
evolving circumstances.
Two conditions must be satisfied so that planning is to be useful are as follows;
Firstly requirement for progressions in area use, or activity to keep some unwanted
change must be acknowledged by the individuals included and secondly there must be the
political will and capacity to put the arrangement into act [32].
2.7.2 Land Use Patterns
To perceive and alleviate potential perils, the group must have a faultless evaluation of
existing area uses. In general land Use patterns or types are such as Residential,
Commercial, Industrial, Institutional, Agricultural Lands, Non-forest Lands, Upland and
Lowland Forests, Wetlands, Beaches, Surface Water. On the other hand Hazardous Land
use types such as Oil and Gas wells, High risk fire Areas, Dams, Contamination Sites,
Flood Prone Areas and Transportation [33].
2.7.2 Land use pattern around the Project Corridor
Gadag Betageri city have a population of 172,813 and an area of 54.0956km
2
[34].
Gadag district had a population of 971,952 [35].Gadag a unique district which is mainly
famous for Printing Press and Handlooms situated in the western portion of northern
Karnataka and lies between 14.52 North latitudinal parallels and 75.17 and 76.02 East
longitudinal parallels.
The District is bounded by six regions to be specific Dharwad on West, Belgaum on the
North West, Bagalkot on the North, Koppal on the East, Bellary on the South East and
Haveri on the Southwest. MalaPrabha river in the North and Tungabhadra in the South
from the natural Boundaries having an area of 4,656 km
2
.
The District comprises of 32614 hectares of forest area spread without any production of
significant product. In Gadag district about 122 km of National Highway, 711 km of State


Highway and 1482 km of Major District Roads. An approximate length of about 2.5 km
of NH63 passes through the Gadag city. An Area of about 11.36 Hectares has been
acquired and developed for industrial purpose in Gadag city and there has been increase
in growth rate by 10% in spinning and textile mills [36]. Below Table 2.3 shows proposed
Land use of Gadag- Betageri city by the End of 2021[37].

Table 2. 3: Proposed Land Use Details of Gadag-Betageri City.
PROPOSED LAND USE 2021
SL. No.
Uses Area (Hectares) Percentage
1
Residential 1693.25 47.22
2
Commercial 200.50 5.59
3
Industrial 328.00 9.15
4
Public & Semi Public 296.09 8.26
5
Park & Open Space 370.50 10.33
6
Public Utilities 22.25 0.62
7
Transport &
Communication
624.49 17.42
8
Water Bodies 50.40 1.41
Total 3585.48 100.00

CHAPTER 3
TRAFFIC FORECASTING - METHODOLOGY


Chapter 3
TRAFFIC FORECASTING - METHODOLOGY
3.1 Methodology
3.1.1 Study Area
Gadag is primarily south of the railway line adjacent to the NH-63 and Betigeri is
located to the North of the railway line. The currents developments are emerging
adjacent to Gadag in the South West and Betigeri in the North East. Gadag has been
identified as a mini growth center in the state and the land for industrial estates has been
allocated near Narsapur. Gadag& Betigeri is well connected by the NH-63 passing
through the city.

Figure 3.1: Proposed Gadag Bypass

Km 24+400
Km 27+060
Km 30+570


While SH-45 connects it to Shelavadi in the North SH-47 provides connectivity to
Mundargi and Harpanahalli. This SH is outside the municipal limits. The SH-06 provides
connectivity to Shirahatti in the South West. Gadag & Betigeri (adjoining settlements) is
located primarily along the SH-45 from Shelavadi (which culminates in the old town) and
the SH-06 from Shirahatti (culminates at the railway station).Gadag Bypass starts from
NH-63 near Adavi Sompur Village and ends at Km 32 on SH-136 near Hombal in the
state of Karnataka. The study area and the Proposed Gadag Bypass is presented in Figure
3.1.
Based on the literature review, methodology has been developed for the present study. It
describes the basis for the selection of study area, data collection and data analysis. The
surveys, data collection and analysis carried out during the course of the project work is
shown in the Figure 3.2

Stage 1
Data Collection
Traffic Volume Count
Origin and Destination Studies
Collection of Fuel Sales on the Project Corridor
Stage 2
Data Analysis
Estimation of Average Daily Traffic and Average Annual Daily Traffic
Analysis of Origin and Destination Data
Desire line Diagram and Project Influence Area
Stage 3
Traffic Forecasting and Capacity Assessment (IRC-108-1990& IRC-64-1990)
Traffic Forecasting
Traffic Forecasting - Methodology


Figure 3.2: Flowchart showing the Project Methodology

Setting out Objectives
Primary Data Collection
Traffic Volume Count
and Fuel Sales on the
Project Stretch
Origin and
Destination Studies
Traffic Data Analysis
Estimation of Average
Daily Traffic and Annual
Average Daily Traffic
Analysis of O - D Surveys
and determining Influence
Factors

Traffic Forecasting and Capacity Analysis

Validation of Traffic for the proposal of Bypass


3.2 Reconnaissance Survey
The primary tasks of the reconnaissance survey included:
Topographical features of the study area (Gadag City) selected.
Typical physical features along the existing alignment within and outside Right of
Way (ROW) i.e. Land use pattern.
Traffic pattern and preliminary identification of traffic on homogenous links and
Selection of Suitable Location for carrying out traffic surveys in between the Start
and end location for the Proposed Bypass.
Inventory of major aspects including land width, terrain, pavement type,
carriageway type
All the traffic surveys were undertaken on the basis of information derived from the
reconnaissance survey.
3.3 Traffic Surveys
The objective of carrying out traffic surveys is to estimate the base year traffic on
proposed Gadag Bypass. As the project road is proposed facility, no traffic is in existence.
Hence based on traffic on various National Highways / State Highways &other roads
radiating from Gadag town, possible divertable traffic on to the proposed bypass is
estimated along with
Capacity assessment and lane recommendation based on demand forecasting for the
next 20 years.
Pattern of commodity movement.
Identification of zone of influence of the project stretch as per O-D survey.
3.3.1 Classified Traffic Volume Count Survey
Directional classified traffic volume count surveys were carried out for continuous 3days
x 24 hours at two locations, one at Km196 on NH 63 and another at Km 32 on SH 136
near Hombal as shown Figure 3.3.The vehicle classification system is as per IRC: 64 -
1990. The primary data collected have been analyzed to derive the hourly and daily
variations, and presented in Chapter-4 in tabular form along with a pie-chart showing
ADT composition pattern, classified hourly average traffic, and a graphical representation
of average hourly variation of the fast and slow moving vehicles.


Figure 3.3: Traffic Survey Location Map
3.3.2 Origin and Destination Surveys
O-D and Commodity Surveys were carried out continuously for one normal day (24 Hrs)
in both directions at the two locations as stated above. As per IRC: 102- 1988 it is
preferable to conduct the O-D Survey for all Tollable vehicles. To facilitate this, the
locations of the survey stations were chosen at approximate mid-block locations. The data


were analyzed and the locations of the Origin & Destination zones were selected suitably.
The trip matrices were worked out for each vehicle category and influence of traffic along
along the project corridor has been found out.
3.4 Traffic Forecast
Traffic forecast was made for the period of 20 years for all categories of vehicles, based
on the O-D survey and adopted growth factors. From the O-D survey, it could be seen
what percentage of the vehicles plying the project stretch has its origin and destination
beyond the stretch. This established whether there would be any local impact or not, and
the zone of influence.

CHAPTER 4
TRAFFIC VOLUME DATA COLLECTION &
ANALYSIS


Chapter 4
TRAFFIC VOLUME DATA COLLECTION AND
ANALYSIS
4.1 General
Traffic is one of the most important components of a road project feasibility study. The
study of traffic & travel characteristics is conducted to assess the nature and magnitude of
traffic problems on the project road. A correct assessment of the existing traffic condition
along with past traffic flow trends forms a basis for further analysis of estimation of
traffic flow for the horizon years. Keeping these things in view, utmost care has been taken to
study the traffic and travel characteristics on the project road.
4.2 Objective of Traffic Studies
The traffic characteristics on the project road for the base year are essential for
formulating improvement programs and in estimating the economic/commercial viability
of the project.
1. Traffic estimation in terms of volume and travel pattern on various sections.
2. Identification of influence region of the project road based on O-D Survey.
3. Traffic growth rate estimation for traffic forecasting.
4. Capacity assessment based on traffic forecasting for next 20 years.
4.3 Data collection and Surveys
Traffic data is one of the important inputs required for a highways project. This chapter
deals with various traffic studies carried out and the analysis of the data obtained from these
studies. The following traffic studies have been carried out for the project work.
Primary Data Collection:
1. Reconnaissance Survey and road inventory study
2. Classified traffic volume counts for 3 days and 24 hours duration.
3. Origin and Destination Studies for 24 hours.
4. Data on fuel sales along the project corridor.

Traffic Volume Data Collection and Analysis


4.4 Reconnaissance and Road Inventory Study of Existing
Road
Reconnaissance survey was carried out mainly to divide the project corridor into
homogenous sections and to select the location for traffic volume count and O-D studies.
The Fig 4.1 shows the starting and ending of the project stretch and the details of existing
road inventory is as shown in Table 4.1.

dfdssvfsvvsvsvsdf
Photo of Start of Bypass on NH63 at Km196 Photo of End of Bypass on SH136 at Km32
Figure 4.2: Project Start and End Locations
Table 4.1: Road inventory details
SL.
No.
Particulars Parameters Remarks
1 Start km 0+000 Start of bypass on NH 63
2 End km 4+000 End of Bypass on SH136
3 Total Length 4km
4 Terrain Plain 100% Plain
5 Carriage way
2 lane (7.0m) with
Earthen Shoulder
Distance of 2.12km from start of Bypass
Intermediate lane of 5.5m
A short Distance of 300m From
Mulgund Naka to Jodu Maruti Temple
road
Single lane road reduced
to 3.0 to 3.5m
Jodu Maruti Temple road to end of
Bypass point.
6 Shoulder Earthen Shoulder (1.5m) Varies from 1.0 to 2.0 meters on NH 63
7 Drainage
Drain on Both sides
Well Maintained for a distance of 300m
from Mulgund Naka to Jodu Maruti
Temple Road
Drain on left side
Choked from Jodu Maruti Temple Road
to till end of Bypass point
8 Land Use
Predominantly Built up areas (65%),
Agricultural lands (35%) outskirts of Gadag City


4.5 Selection of the traffic Survey locations
Reconnaissance survey was conducted on the Project Road for selection of locations for
various traffic surveys. The first location has been selected at Tontadarya Engineering
College on NH 63 near to Adavi Sompur. The second survey location has been selected at
Railway Crossing near Bilal Masjid on the way to Hombal as seen in Table - 4.2.

Table 4.2: Location of Traffic Volume Surveys
Sl. No.
Location
Chainage Place Name
1 at Chainage 30+570Km (NH-63) Near Adavi Sompur
2 at Chainage 24+400 Km (SH-136) Near Hombal
4.6 Classified Volume Count Surveys
4.6.1 Methodology
The classified traffic volume counts were conducted manually by counting vehicles on
both directions. The vehicles were broadly classified into various categories i.e.,
car/jeep/van, buses, trucks, multi axle vehicles (MAVs), light commercial vehicles
(LCVs), tractors, two wheelers, auto rickshaws and slow moving vehicles (SMVs)
which includes cycles and carts. Buses were classified into government, private and
mini buses. In order to assess the Average Daily Traffic at any section of road,
classified traffic counts are carried out for a continuous period of 7 days and 24 hours
to average any variation in the short term.
The counts were carried out by trained enumerators and recorded in the specified formats.
The formats are included in the annexure. All the traffic surveys were carried out as per
guide lines given in IRC: SP 19-2001, IRC 102-1998, IRC 09-1972. The 3 days CVC
traffic survey started from 30-Oct-2013 at 8.00 A.M. (Morning) and ended on 02-Nov-
2013 at 8:00 A.M, at both the locations continuous and direction wise. The volume counts
were recorded at 15 minutes interval. All results have been presented in both tabular and
graphical forms. The data collected was computerized using MS-Excel software. [38, 39].
4.6.2 Traffic Survey Planning and Selection of Traffic Survey Location
The entire process of selection of traffic survey locations for project road is described as


under.
1. The kind and pattern of traffic and diversions on the road network is visually
studied.
2. The entire road network consisting of NH, SH and MDR etc. in the vicinity of the
project road within a radius of 50km is thoroughly studied.
Locations are selected so as to capture representative traffic volume on the
homogeneous sections and not to capture local traffic nearby the urban settlements. With
a view to capture section wise traffic flow characteristics, the total stretch can be
segmented in to a number of homogeneous sections, based upon the major intersections
that act as main collectors or distributors (diversion) of traffic along the project road. The
locations for the various surveys are so selected that all vehicles can be viewed and
interpreted easily without endangering the safety of enumerators and drivers.
4.6.3 Classification of Traffic:
The vehicle classification system adopted for the study is as given in IRC: 64-1990,
Guidelines for Capacity of Roads in Rural Areas, as shown in Table 4.3. [40]

Table 4.3: Vehicle Classification System Adopted
Motorised Traffic Non-Motorised Traffic
2-Wheelers
Auto Rickshaw
Passenger Car: Car/Taxi/Jeep
Bicycle
Cycle Rickshaw
Animal Drawn Vehicle
Hand Cart
Utility Vehicle: Van and Tempo
Bus
Mini Bus
Govt Bus
Pvt Bus
Goods
Vehicles
Mini LCV
LCV (Light Commercial
Vehicle)
2-Axle Truck
3-Axle Truck
Multi Axle Truck
HCM
Agricultural
Vehicle
Tractor (AgT)
Tractor with Trailer (AgTT)



4.6.4 PCU Values Adopted
The various vehicle types having different sizes and characteristics were converted into
equivalent passenger car units (PCU). The Passenger Car Unit recommended by Indian
Road Congress in Guidelines for Capacity of Roads in Rural Areas (IRC-64-1990)
have been used for PCU conversion, and are presented in table 4.4.

Table 4.4: Type of Vehicle and its PCU Equivalency Factors
Type of Vehicle PCU Equivalent
Two Wheelers 0.5
Car/Jeep/Auto Rickshaw/ Mini LCV 1.0
LCV/Minibus/Tractor without trailer 1.5
Bus/2-Axle Truck/ Three-Axle truck 3.0
Multi Axle Truck/Tractor with Trailer 4.5
Cycle 0.5
Cycle Rickshaw 2.0
Hand Cart 3.0
Bullock Cart 8.0
Horse Drawn Vehicles 4.0
4.7 Classified Volume Count Survey - Findings
The summary of all data collected from traffic volume survey for the 2 locations on the
Project Road is presented in Table 4.5 and Figure 4.2 and 4.3 respectively. Average Daily
Traffic (ADT) and percentage share of vehicles for the month of November2013 is
summarized in the Table 4.6.
The volume count details are given in Annexure. It has been observed that the traffic
is at both locations as 23503 PCUs at Chainage 30+570Km to 4319 PCUs at
Chainage 24+400Km. Both commercial and passenger vehicle traffic is observed
uniform on the project stretch. Traffic is high in the first section due to the close
influence between Hubli and Hospet, and the Second section has low traffic volume
due to very less movement or negligible amount of truck traffic.



Table 4.5: Details of Traffic Volume Count
Vehicle Type
Average Daily Traffic (ADT)
At Chainage 30+570Km
(on NH-63)
(on SH-136)
Trip Van 159 205
Car/Jeep/Taxi 3197 276
Mini Bus 207 27
School Bus 23 16
Govt. Bus 1086 172
Pvt. Bus 150 1
Mini LCV 1168 351
LCV 4Tyre 372 83
LCV 6Tyre 917 64
2 Axle Truck 1282 32
MAV (4-6 Axle) 619 9
MAV (7 Axle & More) 40 1
HCM / EME 19 13
Two Wheeler 2141 1164
Auto Rick. 289 339
Tractor 80 132
Tractor + Trailer 151 225
Cycle 87 156
Cycle Rick 6 2
Animal Drawn 2 33
Total Traffic (no.s) 13273 3317
Total (PCU) 23503 4319



Table 4.6: Percentage Share of Vehicular Traffic on the Project Stretch
Vehicle Type
At Chainage
30+570Km
(on NH-63)
% Share of
Traffic
At Chainage
24+400Km
(on SH-136)
% Share
of Traffic
Trip Van 159 1.2% 205 6.2%
Car/Jeep/Van 3197 24.1% 276 8.3%
Mini Bus 207 1.6% 27 0.8%
School Bus 23 0.2% 16 0.5%
Govt. Bus 1086 8.2% 172 5.2%
Pvt.Bus 150 1.1% 1 0.0%
Mini LCV 1168 8.8% 351 10.6%
LCV (4 Tyres) 372 2.8% 83 2.5%
LCV (6 Tyres) 917 6.9% 64 1.9%
2 Axle Truck 1282 9.7% 32 1.0%
3 Axle Truck 1278 9.6% 16 0.5%
MAV (4-6 Axle) 619 4.7% 9 0.3%
MAV(7 Axle & More) 40 0.3% 1 0.0%
HCM / EME 19 0.1% 13 0.4%
Two Wheeler 2141 16.1% 1164 35.1%
Auto Rickshaw. 289 2.2% 339 10.2%
Tractor 80 0.6% 132 4.0%
Tractor + Trailer 151 1.1% 225 6.8%
Cycle 87 0.7% 156 4.7%
Cycle Rickshaw 6 0.0% 2 0.1%
Animal Drawn 2 0.0% 33 1.0%
Total 13273 100.0% 3317 100.0%
Total (PCU) 23503 4319


Figure 4.2: Graph showing Average Daily Traffic at Chainage 30+570Km
(on NH-63)

Figure 4.3: Graph showing Average Daily Traffic at Chainage 24+400Km
(on SH-136)

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Type of Vehicle
Average Daily Traffic in PCU's
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Type of Vehicle
Average Daily Traffic in PCU's


4.8 Location-wise analysis of Traffic Volume Count
The following observations were made from the analysis of survey data location wise
along the project stretch.
4.8.1 Traffic Volume analysis at Chainage 30+570Km on NH63
1. This is the first location for volume count survey on the project stretch of NH-63,
chainage 30.57km
2. The Average Daily Traffic (ADT) observed at this location is 23503 PCUs
(13273 vehicles).
3. Passenger vehicles constituted 54 %, while slow moving vehicles constituted 1 %
and commercial traffic shared 45% of the total traffic. 25% of the total traffic on the
project stretch is Car / Jeep/Van & Taxi and 16% is two wheeler, where as buses are
observed to be 11% of total traffic as seen in Figure 4.4
4. Peak traffic is observed in the evening (19.00pm 20.00 pm) and is 1570 PCU's
and the peak hour factor is 6.7% (Figure 4.5).
5. The daily variation of traffic ranges from a maximum of 25636 PCUs to a
minimum of 21143 PCUs (Figure 4.6)
6. Table 4.7 shows the directional distribution of traffic volume at Nalavadi and can be
seen that the traffic distribution is almost homogenous with 56% of vehicles moving
from Gadag to Hospet and 44% of vehicles from Hospet to Gadag (Figure 4.7)


Figure 4.4: Showing Traffic Composition at Chainage 30+570Km on NH63

Figure 4.5: Hourly variation of Traffic at Chainage 30+570Km on NH63
1147
1126
1259
1112
861
847
1066
940
971
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1388
1570
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1187
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Figure 4.6: Daily variation of Traffic at Chainage 30+570Km on NH 63

Table 4.7: Directional Distribution of Traffic at Chainage 30+570Km on NH 63
Day
Gadag to Hospet
Vehicles in PCU
Hospet to Gadag
Vehicles in PCU
Total
Vehicles in PCU
Wednesday 13011 10705 23716
Thursday 12231 8912 21143
Friday 14216 11420 25636
Average 13153 10346 23498
Percentage 55.97 44.03 100.0%

Figure 4.7: Directional Distribution of Traffic at Chainage 30+570Km on NH63
0
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Wednesday Thursday Friday
Gadag to Hospet 13011 12231 14216
Hospet to Gadag 10705 8912 11420
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4.8.2 Traffic Volume analysis at Chainage 24+400Km on SH136
1. This is the second location for volume count survey on the project stretch of SH136,
chainage 24.400Km.
2. The Average Daily Traffic (ADT) observed at this location is 4319 PCUs
(3318 vehicles).
3. Passenger vehicles constituted 66%, while slow moving vehicles constituted 6 % and
commercial traffic shared 28 % of the total traffic. 14% of the total traffic on the
project stretch is Car / Jeep/Van & Taxi and 35% is two wheeler, where as buses are
observed to be 7% of total traffic as represented in the Figure 4.8
4. Peak traffic is observed in the evening (09.00pm 10.00 pm) and is 341 PCU's and
the peak hour factor is 7.9% as shown in Figure 4.9
5. The daily variation of traffic ranges from a maximum of 4620 PCUs to a minimum
of 3802 PCUs (Figure 4.10)
6. Table 4.8 shows the directional distribution of traffic volume at Km 32 on SH 136
and can be seen that the traffic distribution is almost uniform with 47% of vehicles
moving from Gadag to Hombal and 53% of vehicles from Hombal to Gadag.
(Figure4.11)

Figure 4.8: Showing Traffic Compositions at Chainage 24+400Km on SH136


Figure 4.9: Hourly variation of Traffic at Chainage 24+400Km on SH136

Figure 4.10: Daily Variation of Traffic at Chainage 24+400Km on SH 136

Table 4.8: Directional Distribution of Traffic at Chainage 24+400Km on SH 136
Day
Gadag to Hombal
Vehicles in PCU
Hombal to Gadag
Vehicles in PCU
Total
Vehicles in PCU
Wednesday 2289 2331 4620
Thursday 1802 2001 3803
Friday 2060 2475 4535
Average 2050 2269 4319
Percentage 47 % 53% 100.0%
315
341
320
334
147 149
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226
265
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Figure 4.11: Directional Distribution of Traffic at Chainage 24+400Km on SH 136
4.9 Seasonal variation of Traffic Volume
Traffic levels along a study stretch vary during different periods of time i.e., in
different months/seasons. Information on this aspect is necessary to estimate the
AADT(Average Annual Daily Traffic). This is best understood by studying monthly
historical traffic volumes on the project corridor. This however is not available for the
study stretch. In the absence of this direct information, it is customary to consider the
monthly sales of petrol and diesel, at the fuel stations along the project corridor or on the
road stretches in its environment. This information is presented in Table4.9 and Table
4.10 and depicted in Figure 4.12. The factors for passenger vehicles are based on petrol
sales and that of goods vehicles (Trucks/LCVs) and buses on diesel sales [41].

Wednesday Thursday Friday
Towards Hombal 2289 1802 2060
Towards Gadag 2331 2001 2475
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Directional Distribution of Traffic


Table 4.9: Monthly consumption of Fuel on the Project Corridor
Average Monthly Sales
No of Days in a
Month
Period
Diesel
(Litres)
Petrol
(Litres)
Both
(Litres)
30 APRIL 155812 9620 165432
31 MAY 161350 10217 171567
30 JUNE 139994 9250 149244
31 JULY 117851 9703 127555
31 AUGUST 109134 8130 117263
30 SEPTEMBER 113843 8771 122614
31 OCTOBER 124680 11206 135886
30 NOVEMBER 126778 10677 137455
31 DECEMBER 130903 10514 141417
31 JANUARY 127920 10642 138561
28 FEBRUARY 128966 9360 138326
31 MARCH 138163 10740 148903
Average 131283 9902 141185

Table 4.10: Daily Consumption of Fuel on the Project Corridor
Daily Sales
Period Diesel (Litres) Petrol (Litres) Combined (Litres)
APRIL 5194 321 5514
MAY 5205 330 5534
JUNE 4666 308 4975
JULY 3802 313 4115
AUGUST 3520 262 3783
SEPTEMBER 3795 292 4087
OCTOBER 4022 361 4383
NOVEMBER 4226 356 4582
DECEMBER 4223 339 4562
JANUARY 4126 343 4470
FEBRUARY 4606 334 4940
MARCH 4457 346 4803
Average 4320 326 4646
4.9.1 Seasonal Correction Factor:
Seasonal Correction Factor (SCF) is obtained by dividing the average daily fuel
consumption with the respective month on which the traffic volume count was carried
out. Table 4.11 shows the seasonal correction factors for all the months in a year [42].



Table 4.11: Seasonal Correction Factors
Seasonal Correction Factors (SCF)
Period Diesel (Litres) Petrol (Litres) Combined(Litres)
APRIL 0.83 1.02 0.84
MAY 0.83 0.99 0.84
JUNE 0.93 1.06 0.93
JULY 1.14 1.04 1.13
AUGUST 1.23 1.24 1.23
SEPTEMBER 1.14 1.11 1.14
OCTOBER 1.07 0.90 1.06
NOVEMBER 1.02 0.91 1.01
DECEMBER 1.02 0.96 1.02
JANUARY 1.05 0.95 1.04
FEBRUARY 0.94 0.97 0.94
MARCH 0.97 0.94 0.97

Figure 4.12: Average monthly fuel sales on the Project Corridor
155812
161350
139994
117851
109134
113843
124680
126778
130903
127920
128966
138163
9620 10217
9250 9703
8130 8771
11206 10677 10514 10642
9360
10740
0
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80000
100000
120000
140000
160000
180000
DIESEL (LITRES) PETROL (LITRES)


4.10 Annual Average Daily Traffic (AADT)
Average Daily Traffic (ADT) from the volume counts were accounted for the monthly
variations (within one year) to obtain the Annual Average Daily Traffic (AADT)
which is represented in Table 4.12 below.
Table 4.12: AADT details of the project corridor
Vehicle Type
on NH-63
on SH-136
Trip Van 169 217
Car/Jeep/Van 3388 293
Mini Bus 222 29
School Bus 25 17
Govt. Bus 1167 185
Pvt. Bus 161 1
Mini LCV 1255 377
LCV (4-Tyres) 400 89
LCV (6-Tyres) 985 69
MAV (4-6 Axle) 665 10
MAV (7 Axle & More) 43 1
HCM / EME 20 14
Two Wheeler 1928 1048
Auto Rick. 306 364
Tractor 86 142
Tractor + Trailer 162 242
Cycle 87 156
Cycle Rick. 6 2
Animal Drawn 2 33
Tollable Traffic (no. s) 13827 3340
Tollable Traffic (PCU) 25003 4512



The consumption of Petrol / Diesel is directly proportional to the traffic intensity. The
analysis of the available information as explained above indicates that the average of
seasonal factor for passenger vehicles is 0.90 and that of goods vehicles is 1.07. An
average of petrol and diesel sales data that works out to be 1.06 had been taken for
cars/taxi and trip van, since petrol and diesel cars are observed on this stretch. Thus
multiplying the seasonal correction factors with ADT gives AADT for the project
corridor.

CHAPTER 5
ORIGIN - DESTINATION STUDIES AND ANALYSIS

Origin Destination Studies and analysis


Chapter - 5
ORIGIN - DESTINATION STUDIES AND ANALYSIS
5.1General
The Origin Destination (O-D) studies are carried out to study the travel pattern of goods
and passenger traffic along the study corridor. O-D survey is conducted at km 196 (on
NH-63) and at km 32 (on SH-32) locations. The travel characteristics estimated by O-D
surveys on the project road facilitate the identification of influence regions, traffic on the
Bypass sections and through traffic etc. Complete O-D Study was not conducted for both
locations as it was assumed that major portion of traffic would be though traffic and that
traffic would make use of proposed bypass for Gadag city. O-D study was mainly
conducted to determine the amount of traffic that could potentially make use of proposed
city bypass.

5.2 Zoning
The defined study area is sub- divided into smaller areas called zones. The purpose of such
a sub-division is to facilitate the spatial quantification of land use and economic factors,
which influence travel patterns. Sub-division in to zones further helps in geographically
associating the origin and destination of travel. Zones within the study area are called
internal zones and those outside the study area are called external study zones. In large
projects, it is more convenient to divide the study area in to sub-zones depending on land
use. The following points should be considered while deciding the area in to zones:
a. Land use is the important factor in establishing the zones for a transportation survey.
b. The zones should have a homogeneous land use so as to reflect accurately the
associated trip- making behavior.
c. Anticipated changes in the land use should be considered when sub-dividing the study
area into zones.
d. The zones should not be too large to cause considerable errors in data.
e. The zones should preferably have geometry for easily determining the centroid that
represents the origin and destination travel [43, 44].



In order to study the travel behaviour of vehicular traffic over the project corridor, the
immediate and broad influence area for interaction was identified. The area has been
delineated into smaller zones termed as traffic analysis zones, and the same has been
coded with numerals. The areas outside the project corridor are clubbed and formed zones
with respect to their approach to the project road.
The study and other influencing areas were divided into 22 zones based on the study
needs focusing more on the through traffic. Area along the project stretch is divided
into 5 internal zones; the adjoining area of the project stretch is divided into 4 zones, rest
of Karnataka State into 14 zones as shown in Fig. 5.1. The details of zone list and its
distance matrix are provided in the Annexure.

Figure 5.1 Zone Map

5.3 Data Consistency
The field data collected was checked manually by direction wise for the O-D survey
location. Raw data was entered into the computer for further analysis. The punched data
was again subjected to rigorous check for incorrect entries by cross checking it with
original field data sheets. The checked and corrected data were used for final analysis.


5.4 Sample Size
The sample size for Road side Interview Survey is defined as the number of vehicles
sampled at the survey station where in the drivers successfully completed the interview.
Sample Size = B/A (5.1)
Where,
A= number of vehicle in the specified class counted
B= number of vehicles of the class interviewed
It is impracticable to stop and interview all the vehicles. Sampling is, therefore necessary.
As far as possible the survey should cover maximum percentage of traffic, and it is
preferable to cover the entire traffic giving one hundred sample sizes. When this is not
possible the survey should cover a minimum percentage of traffic as given below [45].
During peak period: 25% of volume of traffic
During normal period: 50% of volume of traffic
For the present Study the vehicles during the O-D surveys were interviewed on a random
sample basis. Based on the sample size of different categories of vehicles interviewed
during the OD survey, expansion factors were calculated for the expansion of O-D
matrices generated from the sample data to make the assessment of the travel patterns of
the vehicles plying on the project road. Location wise mode wise sample size is presented
in the table 5.1.
Table 5.1: Sample Size
Vehicle Type At Chainage 30+570Km At Chainage 24+400Km
Car/jeep/Van/Taxi 10% 35%
LCV 5% 6%
2 axle 9% 22%
3 axle 5% 13%
MAV 3% 0%
5.5 Travel Pattern
From the origin & Destination data, location wise base year O-D matrices were
developed for each type of vehicle. Sample O-D matrix is expanded to AADT by
applying the expansion factors. The O-D matrices describing the travel pattern of both
goods and passenger vehicles are used for identification of major O-D pairs on the project


road and for further analysis of movement pattern and estimation of through traffic. It is
observed that the major influencing states for the project road are Karnataka, Goa and
Andhra Pradesh
5.6 Road Side Interview Method (RSI)
To capture the productions and attractions of passenger and goods movement, from the
respective zones, O-D survey was carried. Roadside Interview method, as detailed in IRC:
102-1988, IRC SP: 19-2001, was used for O-D survey. The survey was carried out for
passenger cars, buses and goods vehicles for 24 hours (in both directions) on a
representative volume count day, the vehicles were stopped for interview and trip data was
collected at the volume count locations by trained enumerators. Sampling was carried
out to ensure that sufficient sample of each vehicle category is captured for
interview. Appropriate coding is adopted for zones and type of vehicle/commodity being
transported.
5.7 Influence Factors
The O-D results provide a clear indication of the regions, which contribute to the traffic on
a road. The number of trips originating from and destined to any zone represents the
influence of that zone in traffic generation. Sum of trip originating (production) from and
destined (attraction) to any zone divided by twice the total number of trip in percentage
terms gives the influence factors of that zone. The O-D results provide a clear indication of
the regions, which contribute to the traffic on roads. The number of trips originating from
and destined to any zone represents the influence of that zone in traffic generation. Sum
of trips originating (production) from and destined (attraction) to any zone divided by
twice the total number of trips in percentage gives the influence factors of that zone for a
particular vehicle type [46].

(O1 +D2)
Influence Factor = ----------------------------------------- X 100% (5.2)
2 X OD all
Where,
O1 = Total trips originating from zone i;


D1 = Total trips destined to zone i;
OD all = Total trips from all zones;
Location wise Influence factors estimated from the O-Ds are presented in Table 5.2 and
Table 5.3

Table 5.2 Mode wise Traffic Influence Areas at Chainage 30+570Km
State/Region Car/Taxi LCV 2 Axle 3 Axle MAV
Karnataka 96.3% 97.5% 90.5% 83.3% 76.5%
Goa 2.1% 1.7% 3.6% 4.8% 2.9%
Andhra Pradesh 0.8% 0.8% 3.2% 5.6% 11.8%
Tamil Nadu& Kerala 0.0% 0.0% 1.8% 0.8% 5.9%
Maharashtra 0.8% 0.0% 0.9% 5.6% 2.9%
Rest of India 0.0% 0.0% 0.0% 0.0% 0.0%
Total 100.0% 100.0% 100.0% 100.0% 100.0%

Table 5.3 Mode wise Traffic Influence Areas at Chainage 24+400Km
State/Region Car/Taxi LCV 2 Axle 3 Axle MAV
Karnataka 100.0% 100.0% 100.0% 100.0% 100.0%
Goa 0.0% 0.0% 0.0% 0.0% 0.0%
Andhra Pradesh 0.0% 0.0% 0.0% 0.0% 0.0%
Tamil Nadu& Kerala 0.0% 0.0% 0.0% 0.0% 0.0%
Maharashtra 0.0% 0.0% 0.0% 0.0% 0.0%
Rest of India 0.0% 0.0% 0.0% 0.0% 0.0%
Total 100% 100% 100% 100% 100%
The analysis of travel pattern for passenger and commercial vehicles plying on the project
road reveals that most of the trips are generating from Karnataka state.
5.8 Estimation of Traffic for Gadag Bypass
The possible divertable traffic on to the proposed bypass is estimated from the through
traffic plying on the arterials of Gadag, on which the traffic surveys were carried out. This
through traffic is estimated by conducting O-D surveys on the arterials. Two sections
have been identified as traffic sections on the Bypass shown in Figure 5.2. They are:
Section I: Between NH-63(near adavi sompur) and NH-63 (near Shanbag Hotel)


Section 2: Between NH-63(near Shanbag Hotel) and SH-136

Figure 5.2 Bypass Sections

Various identified traffic movements on the bypass are presented in Table 5.4. Section
wise traffic movements on the bypass are presented in Table 5.5. Section wise percentage
of through traffic is estimated from O-D matrix and presented in the Table 5.6.

Table 5.4 Identified traffic movements
SL
No.
Movement (Both Direction)
Zones
From To
1 NH-63 (Hospet Side) to NH-63 (Hubli side)
1,2,3,4,5,7,14,20
&21
6,10,11,12,13,
15,16,18 & 19
2 NH-63 (Hospet Side) to SH-136
1,2,3,4,5,7,14,20
&21
8
3 NH-63 (Hubli ) to SH-136
6,10,11,12,13,15
,16,18 & 19
8

SH - 136


Table 5.5 Section Wise Traffic Movements
Section Traffic Movements
Section 1 1 and 2
Section 2 2 and 3

Table 5.6 Percentage of Through Traffic
Section
% of Through Traffic
At Km 196 on
NH-63
At Km 32
on SH-136
Section 1& 2 (km
24+400 to 30+570)
Section 1
(Km 27+060 to
30+570)
Section 2
(24+400 to
27+060)
Car/Taxi 62% 1.0% 0.9%
LCV 44% 3.2% 0.8%
2-Axle truck 60% 14.3% 0.0%
3-Axle truck 86% 0.0% 0.0%
MAV//HCM/EME 76% 0.0% 0.0%

Section wise bypass traffic is estimated by considering the traffic movements on the
sections and is given in the Table 5.7

Table 5.7 Estimated Section wise Traffic (Gadag Bypass)
Sl. No Vehicle Type
AADT
Section 1
(Km 27+060 to 30+570)
Section - 2
(24+400 to 27+060)
1 Car/Taxi 2124 34
2 LCV 1176 39
3 2-Axle truck 831 5
4 3-Axle truck 1177 0
5 MAV//HCM/EME 557 0

Summary:
A comparative study of the influence factors indicated that Karnataka State, where the
project stretch runs has the majority influence of ninety percent (90%). State of Goa,


Andhra Pradesh, Tamilnadu & Kerala and Maharashtra that has its border abutting
Karnataka State has an influence factors of three percent (3%), four percent (4%), two
percent (2%) and two percent respectively at Km 196 on NH 63 location, whereas at Km
32 on SH136 location has complete hundred percent (100%) influence by Karnataka
State only.

CHAPTER - 6
TRAFFIC FORECASTING

Traffic Forecasting


Chapter 6
TRAFFIC FORECASTING
6.1 General
Long term forecasting of traffic on the Project Road during the time horizon of the study
is required for design of highway and assessing the economic and financial viability of
the proposed investment. To establish the future traffic growth rates, Transport demand
elasticity approach is adopted.
6.1.1 Traffic Growth Rates
Section wise bypass traffic is projected for next 20 years by adopting the traffic growth
rates from the recent Studies on same location [2] as given in Table 6.1.

Table 6.1 Traffic Growth Rates of Commercial Vehicles
Location
Growth Rate
LCV BUS 2 Axle 3 Axle MAV
Section 1 at Km196 on NH 63 6.8% 7.7% 4.5% 8.0% 8.0%
Section 2 at Km 32 on SH 136 7.2% 7.6% 4.9% 0 0

6.2 Traffic Projection
Section wise Gadag Bypass Traffic is projected for next 20 years and is given in the
Table 6.2 and Table 6.3.

Table 6.2 Projected Traffic for Section-1 at Chainage 30+570Km
Year
Car/Jeep
/Van
LCV
2 Axle
Truck
3 Axle
Truck
MAV (4-
6 Axle)
Total
Traffic
(no.s)
Total
Traffic
(PCU)
2013 2124 1176 831 1177 557 5865 12419
2014 2277 1256 868 1271 602 6274 13287
2015 2441 1341 907 1373 650 6712 14217
2016 2617 1433 948 1483 702 7182 15216
2017 2805 1530 991 1601 758 7685 16287
2018 3007 1634 1036 1729 818 8224 17436
2019 3223 1745 1082 1868 884 8802 18668

Traffic Forecasting


2020 3456 1864 1131 2017 955 9422 19991
2021 3704 1991 1182 2179 1031 10086 21410
2022 3971 2126 1235 2353 1113 10798 22934
2023 4257 2270 1291 2541 1203 11562 24569
2024 4563 2425 1349 2744 1299 12380 26324
2025 4892 2590 1409 2964 1403 13258 28208
2026 5244 2766 1473 3201 1515 14199 30231
2027 5622 2954 1539 3457 1636 15208 32403
2028 6027 3155 1608 3734 1767 16290 34736
2029 6461 3369 1681 4032 1908 17451 37241
2030 6926 3598 1756 4355 2061 18696 39931
2031 7424 3843 1835 4703 2226 20032 42821
2032 7959 4105 1918 5080 2404 21465 45925
2033 8532 4384 2004 5486 2596 23002 49260

Table 6.3 Projected Traffic for Section- 2 at Chainage 24+400Km
Year
Car/Jeep
/Van
LCV
2 Axle
Truck
3 Axle
Truck
MAV (4-
6 Axle)
Total
Traffic
(no.s)
Total
Traffic
(PCU)
2013 34 39 5 0 0 78 108
2014 36 42 5 0 0 83 115
2015 39 44 5 0 0 89 122
2016 42 48 6 0 0 95 130
2017 45 51 6 0 0 102 139
2018 48 54 6 0 0 109 148
2019 52 58 7 0 0 116 158
2020 55 62 7 0 0 124 168
2021 59 66 7 0 0 132 180
2022 64 71 7 0 0 142 192
2023 68 75 8 0 0 151 204
2024 73 80 8 0 0 162 218
2025 78 86 8 0 0 173 233
2026 84 92 9 0 0 185 248
2027 90 98 9 0 0 197 265
2028 96 105 10 0 0 211 282
2029 103 112 10 0 0 225 301
2030 111 119 11 0 0 241 322
2031 119 127 11 0 0 257 343
2032 127 136 12 0 0 275 366
2033 137 145 12 0 0 294 391
Traffic Forecasting


6.3 Capacity Analysis
Capacity analysis is fundamental to the planning, design and operation of roads. It is a
valuable tool for evaluation of the investment needed for the future improvements. The
capacity figures used for determining the desired carriageway width in differing terrain
with respect to traffic volume and composition are as per Manual of Specification &
Standards for Four Lanning of Highways. For the purpose of augmentation of the
facilities and up gradation of the project highway, the design service volume for the plain
terrain condition and Level of Service concept is shown in Table 6.4 [47, 48]
Table 6.4: Design service volume for plain terrain
Lane Configuration Design Service Volume (PCUs per day)
2-Lane with1.5m Paved Shoulder (LOS B) 18000
2-Lane with1.5m Paved Shoulder (LOS C) 24000
4-Lane with 1.5m Earthen Shoulder (LOS B) 35000
4-Lane with 1.5m Earthen Shoulder (LOS C) 49000
4-Lane with 1.5m Paved Shoulder (LOS B) 40000
4-Lane with 1.5m Paved Shoulder (LOS B) 60000

Table 6.5below gives the projected year in which the Gadag Bypass sections reach the 2-
lane & 4-lane LOS B and LOS C thresholds.

Table 6.5 Capacity Assessment for Gadag Bypass
Location Year PCU/Day
Lane Requirement
LOS-B LOS-C
Section-1(km 27+060
to km 30+570)
2013 12419
2 Lane with 1.5m
Earthen Shoulder
2 Lane with 1.5m
Earthen Shoulder

2016 15216
2 Lane with 1.5m
Paved Shoulder
2019 18668
4 Lane with 1.5m
Earthen Shoulder
2021 21410
2 Lane with 1.5m
Paved Shoulder
2024 26324
4 Lane with 1.5m
Earthen Shoulder
2029 37241
4 Lane with1.5m
Paved Shoulder
Traffic Forecasting


2031 42821
6 Lane with 1.5m
Earthen Shoulder
Section-2(km 24+400
to 27+060)
2013 108
Single lane with Earthen Shoulder
2016 130
2019 158
2029 301
2031 343

Summary
By considering traffic Capacity for LOS-B
1. Gadag Bypass Section-1 (km 27+060 to km 30+570) can cater to 2-lane earthen
shoulder till 2015 after that 2-lane paved shoulder till 2018 and after that 4-lane with
earthen shoulder till 2028 and after that 4lane with paved shoulder is required.
2. Gadag Bypass Section-2 (km 24+400 to 27+060) can cater to single lane with
earthen shoulder beyond 2033 till it reaches 15000 PCUs.

CHAPTER-7
DISCUSSIONS

Discussions


Chapter- 7
DISCUSSIONS
7.1 Discussions
7.1.1 Discussions based on traffic volume characteristics
1. The Average Daily Traffic (ADT) observed at Km 196 on NH 63 is found to be
23503 PCUs (13273 vehicles), and the ADT at Km 32 on SH 136 is 4319 PCUs
(3318 vehicles).
2. At Km 196 on NH 63 the Passenger vehicles constituted 54 %, while slow moving
vehicles constituted 1 % and commercial traffic shared 45% of the total traffic. 25%
of the total traffic on the project stretch is Car / Jeep/Van & Taxi and 16% is two
wheeler, where as buses are observed to be 11% of total traffic.
3. At Km 32 on SH 136 Passenger vehicles constituted 66%, while slow moving
vehicles constituted 6 % and commercial traffic shared 28 % of the total traffic. 14%
of the total traffic on the project stretch is Car / Jeep/Van & Taxi and 35% is two
wheeler, where as buses are observed to be 7% of total traffic.
4. At Km 196 on NH 63 the Peak Hour Traffic is observed in the evening (19.00pm
20.00 pm) is 1570 PCU's and the peak hour factor is 6.7% whereas at Km 32 on SH
136 the Peak traffic is observed in the evening (9.00pm 10.00 pm) and is 341
PCU's and the peak hour factor is 7.9%.
5. At Km 196 on NH 63the daily variation of traffic ranges from a maximum of 25636
PCUs to a minimum of 21143 PCUs whereas at Km 32 on SH 136 the daily
variation of traffic ranges from a maximum of 4620 PCUs to a minimum of 3802
PCUs.
6. AADT after applying Seasonal Correction Factors is found to be 25003 and 4512
PCUs at Km 196 on NH 63 and at Km 32 on SH 136 respectively.
7.1.2 Discussions based on Influence Factors
A comparative study of the influence factors indicated that Karnataka State, where the

Discussions


percent (2%) and two percent respectively at Km 196 on NH 63 location, whereas at Km
32 on SH136 location has complete hundred percent (100%) influence by Karnataka
State only .
7.1.3 Discussions based on Capacity Analysis:
By considering traffic Capacity for LOS-B
1. Gadag Bypass Section-1 (km 27+060 to km 30+570) can cater to 2-lane earthen
shoulder till 2015 after that 2-lane paved shoulder till 2018 and after that 4-lane with
earthen shoulder till 2028 and after that 4lane with paved shoulder is required.
2. Gadag Bypass Section-2 (km 24+400 to 27+060) can cater to single lane with
earthen shoulder beyond 2033 till it reaches 15000 PCUs.

CHAPTER -8
CONCLUSIONS AND SCOPE FOR FURTHER
STUDY

Conclusions and Scope for Further Study


Chapter- 8
CONCLUSIONS AND SCOPE FOR FURTHER STUDY
8.1 Conclusions
In the Present course of work, Traffic Validation Study has been done for the proposed
Bypass road for Gadag city.
Based on the analysis of the results obtained, Conclusions drawn from the study include:
1. In the area of influence of the project road, there is no good network of National
Highways. The development of the project corridor will further boost the economy of
the area and is considered to be the most desirable feature for the social and economic
prosperity for the people of the area.
2. From OD Data Percentage ratio of road users who are willing to use Bypass at
Chainage 30+570Km and at 24+400Km are 67% & 3% and the percentage of road
users who are not willing to use bypass at 30+570Km and at 24+400Km are 33% and
97% respectively.
3. A comparative study of the influence factors indicated that Karnataka State, where the
percent (2%) and two percent respectively at Km 196 on NH 63 location, whereas at
Km 32 on SH136 location has complete hundred percent (100%) influence by
Karnataka State only .
4. Base Year traffic at 30+570Km is 12419 PCUs and the Projected Traffic at the end
of 20 years will be 49260 PCUs. Similarly Base year Traffic at 24+400Km is 108
PCUs and the Projected Traffic at the end of 20 years will be 391 PCUs
5. From the Above analysis it can be concluded that Provision of Gadag bypass is
technically feasible and it is recommended to improve the bypass road to 2-lane with
earthen shoulder.

Conclusions and Scope for Further Study


8.2 Scope for Further Study
The Present Study could not accomplish some of the works that can be done as an
extension of this project work due to time constraints.
Further studies that can be conducted are:
1. Economic Evaluation of the Project Corridor.
2. Geometric Design of Bypass road.
3. Planning of Road side amenities, Pedestrian Facilities and Truck lay byes on the
Project Corridor.

REFERENCES

REFERENCES

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2. Report of the Working Group on Central Roads Sector January 2012, Ministry
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3. Hemanth. M Kamplimath, Varuna M, etal., Transport Demand elasticity
method: A Case Study For National Highway-63, International journal of
Research in Engineering and Technology, IC-RICE Conference Proceedings, pp
149-154, November 2013
4. IRC: 102-1988, Traffic Studies for Planning Bypass around towns, Indian Road
Congress, 2009
5. IRC:108-1996 Guidelines for Traffic Prediction on Rural Highways, Indian
Road Congress, 2009
6. Wafa Elias, et al., The safety impact of land use changes resulting from bypass
road constructions Journal of Transport Geography, Volume 19, Issue6, pp 1120-
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7. Coray Davis and Manoj K. Jha ,Modeling the Effects of Socioeconomic Factors
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Vol. 135, No. 12, December 1, 2009
8. Glen W. Highway Bypasses of Small Communities :Review of Finding on Their
Economic Impacts ,Economic Development Research Group 2001
9. Collin, et...al., Economic Impact of Freeway Bypass Routes in Medium Size Cities.
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10. Mackie Effect of By-Passes on Town Development and Land Use, Transport and
Road Research Laboratory, pp 105-112, 1983
11. Newland, et...al., Changes in Accident Frequency after the Provision of By-
Passes, Traffic Engineering and Control, Chpt3, pp 614-616, 1962.
12. Scott Hoffeld and David Griffin, Determining Disproportionate Impacts in
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Carolina, pp 131-139, 1998.
13. Steptoe, R. and Thornton, C. Differential Influence of an Interstate Highway on
the Growth and Development of Low-Income Minority Communities,
Transportation Research Record, 1074, pp 60-68, 1986.

14. O'brien and SJ, "Effect on emily street traders by the opening of the seymour
bypass section of the hume freeway: seymour job centre survey, Seymour Job
Centre, Seymour, Victoria, Australia, pp 14-17, 1983.
15. Kipnis, et...al., The Effects of Bypass on Vehicle-Pedestrian Safety and Business
Activity along A Town's Major Arterial: The Case of Ramla, Israel,
Transportation Engineering, Technion-Israel Institute of Technology, Haifa, Israel,
1976.
16. John, D., Edward, et...al., "Traffic and Land Use Planning and the Decline of the
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17. Johann A. S., Mahmassani, et...al.,Economic Impact of Highway Bypasses,
Transportation Research Record, 1395, pp 144-152, 1993.
18. Lorenzo G Cena...et al., A Bayesian assessment of the effect of highway bypasses
in Iowa on crashes and crash rateJournal of Safety Research, Volume 42, Issue 4,
pp 241252, August 2011.
19. Andersen, S. Johann, etal.,Economic Impact of Highway Bypasses, Center for
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Department of Transportation, 1998.
21. Highway Bypasses: Wisconsin Communities Share Their Experiences,
Wisconsin Department of Transportation, 1988.
22. Anderson, Connie, et...al., The Economic Impact of Rural Highway Bypasses:
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Communities A Review Development Authority of the North Country, 2001.
25. Economic Benefits of Investment in Transport and Communications
Infrastructure: Berrima and Mittagong Bypasses Canberra Bureau of Transport
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29
th
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Fremont, April 2004.
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Transportation Engineers, Washington, D.C., 1988.
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North - South Corridors NH-7 and NH-47.
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Rajasthan State Road Development and Construction Corporation January 2011
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ANNEXURES

ANNEXURES
Classified Traffic Volume Count Survey Sheet for Passenger and Goods Vehicles
LOCATION ____________________________________ Date Enumerator
DIRECTION ____________________________________ Day Weather Sheet No:
Car Bus
Mini Bus School Bus Govt.Bus Pvt.Bus
1 2 3 4 5 6 7 8 9
08:00 -
08:15
08:15 -
08:30
08:30 -
08:45
08:45 -
09:00
Hourly
Total
Car/Jeep/ /Van
Bus
23 24
Classified Traffic Volume Count Survey Sheet for Passenger Vehicles
Time
Fast Passenger Vehicles Toll Exempted Vehicles
Two
Wheelers
Auto Rick. Trip Vans
Taxi (Yellow
Board)

LOCATION ____________________________________ Date Enumerator
DIRECTION Day Weather Sheet No:
Time Slow Modes Toll Exempted Vehicles
Mini
LCV
LCV-
4Tyre
LCV-6Tyre
2 Axle
Truck
3 Axle
Truck
MAV (4 to 6
Axles)
MAV (> 6
Axles)
HCM /
EME
Tractor
Tractor +
Trailer
Cycle
Cycle
Rick.
Animal
Drawn
LCV Truck
10 11 12 13 14 15 16 17 18 19 20 21 22 25 26
08:00 -
08:15
08:15 -
08:30
08:30 -
08:45
08:45 -
09:00
Hourly
Total
Goods Vehicles
Classified Traffic Volume Count Survey (Goods Vehicles)

Traffic Volume Count Summary Sheet (Sample)

PCU Values 0.5 1.0 1.00 1.0 1.0 1.5 3.0 3.0 3.00 1.0 1.5 1.5 3.0 3.0 4.5 4.5 4.5 1.5 4.5 0.5 2.0 6.0 1.0 3.0 1.5 3.0
Time
Two
Wheeler
Auto
Rick.
Trip
Van
Taxi
Car/Jeep/
Van
Mini Bus
School
Bus
Govt. Bus Pvt.Bus
Mini
LCV
LCV
4Tyre
LCV
6Tyre
2 Axle
Truck
3 Axle
Truck
MAV( 4-6
Axle )
MAV( 7
Axle &
More )
HCM/
EME
Tractor
Tractor +
Trailer
Cycle
Cycle
Rick.
Animal
Drawn
Car Bus LCV Truck Vehicles
08.00 - 09.00
43 4 1 21 22 0 0 15 0 12 4 4 9 18 5 0 0 1 2 2 0 0 0 0 0 0
163
09.00 - 10.00
67 8 6 29 39 3 1 21 1 36 3 16 10 13 0 0 0 1 8 4 0 0 0 0 0 0
266
10.00 - 11.00
64 5 2 26 36 2 0 18 0 63 5 11 9 12 1 0 0 1 6 1 0 0 1 0 0 0
263
11.00 - 12.00
97 7 2 43 37 1 0 14 0 28 5 13 11 9 0 0 0 3 9 1 0 0 0 0 0 0
280
12.00 - 13.00
89 1 5 38 41 3 0 18 0 20 4 17 9 11 2 0 0 2 3 0 0 0 0 0 0 0
263
13.00 - 14.00
58 2 1 28 31 0 0 23 0 18 9 3 9 9 0 0 0 2 5 1 0 0 1 0 0 0
200
14.00 - 15.00
87 10 0 55 40 1 0 23 0 21 9 22 17 17 8 0 0 1 5 0 0 0 4 1 0 0
321
15.00 - 16.00
86 8 1 39 27 2 0 17 0 15 7 7 6 8 12 0 0 1 2 2 0 0 0 0 0 0
240
16.00 - 17.00
100 6 1 38 70 1 3 26 0 17 10 18 19 16 12 1 1 1 10 2 0 0 0 0 0 0
352
17.00 - 18.00
111 7 1 76 53 0 2 25 0 11 10 18 18 38 10 0 0 1 1 3 0 0 1 0 0 0
386
18.00 - 19.00
87 4 4 46 37 3 0 14 2 30 5 14 26 49 6 0 0 1 3 1 0 0 0 0 0 0
332
19.00 - 20.00
83 2 3 65 48 5 0 18 3 11 19 25 55 32 11 2 0 0 2 1 0 0 0 1 0 0
386
20.00 - 21.00
25 2 2 25 35 4 0 13 2 10 8 12 18 22 11 0 0 0 2 0 0 0 0 0 0 0
191
21.00 - 22.00
32 3 1 35 60 2 0 7 2 4 11 29 33 35 3 3 0 1 3 0 0 0 0 0 0 0
264
22.00 - 23.00
34 2 0 37 54 5 0 10 5 13 32 44 43 49 22 3 0 2 1 0 0 0 0 0 0 0
356
23.00 - 00.00
16 1 2 21 32 3 0 4 3 3 10 19 15 21 18 0 0 0 2 0 0 0 0 0 0 0
170
00.00 - 01.00
7 0 0 12 16 0 0 3 0 0 3 1 11 8 9 0 0 1 0 0 0 0 0 1 0 0
72
01.00 - 02.00
4 0 0 11 28 0 0 1 2 2 6 8 16 11 3 3 0 1 0 0 0 0 0 0 0 0
96
02.00 - 03.00
3 0 0 19 27 2 0 1 2 2 12 8 29 33 5 0 0 0 2 0 0 0 0 0 0 0
145
03.00 - 04.00
2 0 0 9 9 0 0 1 0 2 17 14 24 27 2 3 0 0 0 0 0 0 0 0 0 0
110
04.00 - 05.00
4 1 0 7 9 0 0 2 1 15 0 9 24 26 16 0 0 0 1 0 0 0 0 0 0 0
115
05.00 - 06.00
4 6 4 11 7 6 2 4 1 6 4 15 26 26 20 0 0 4 1 0 0 0 0 0 0 0
147
06.00 - 07.00
14 2 1 16 20 1 2 8 3 5 5 16 19 26 10 1 0 1 1 0 0 0 0 1 0 0
152
07.00 - 08.00 30 2 3 14 23 1 1 12 4 11 8 10 24 23 9 2 0 1 3 3 0 0 0 0 0 0 184
Total 1147 83 40 721 801 45 11 298 31 355 206 353 480 539 195 18 1 26 72 21 0 0 7 4 0 0 5454
0 Location: Chainage - Km196+000 of NH63
TOLLEXEMPTEDVEHICLES
TOTAL
SLOW MODES FAST COMMERCIALVEHICLES FAST PASSENGERVEHICLES
Thursday Direction: Hospet to Gadag

Fuel Sales Data Collected from Fuel Stations along the Project Corridor (Sample)

NAME NAME
DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL
April 60000 6000 119000 13000 178000 16000 151000 17000 April 124084 7330 154079 5929 151257 6329 117454 10684
May 104000 4000 118000 14000 129000 15000 227000 25000 May 124083 6734 155000 6775 117987 10577 119875 14191
June 45000 3000 87000 9000 136000 20000 167000 21000 June 126022 5052 131483 5780 100720 8578 125812 10250
July 53000 7000 52000 8000 85000 23000 97000 23000 July 146049 5455 127142 5048 100978 7169 101980 9593
August 69000 3000 48000 12000 60000 12000 71000 13000 August 131344 4284 120580 5259 100629 7178 102147 9956
September 54000 6000 61000 11000 73000 11000 104000 16000 September 119470 1281 130684 5457 103489 7535 95923 9074
October 52000 8000 73000 11000 104000 16000 88000 20000 October 88216 4421 132915 4774 122864 8838 103789 10742
November 50000 10000 72000 12000 80000 16000 124000 20000 November 126547 4762 180916 5580 113740 10039 103057 10305
December 53000 7000 81000 15000 104000 16000 96000 24000 December 145552 4223 178215 3469 118837 8685 97899 10393
January 50000 10000 81000 15000 80000 16000 104000 28000 January 3776 212 157681 2827 155286 5430 106480 8837 86201 9933
February 72000 12000 88000 8000 101000 19000 92000 16000 February 71940 3579 155498 3798 131884 5205 111903 8802 81817 8557
March 87000 9000 104000 16000 99000 21000 148000 20000 March 95208 4419 102392 3344 149616 6218 110118 10233 77020 8909
Average 62417 7083 82000 12000 102417 16750 122417 20250 Average 56975 2737 128912 4459 145650 5410 113250 8567 101081 10216
NAME NAME
DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL DIESEL PETROL
April 147141 10220 174504 12203 221015 14957 155601 14835 April 87589 22348 128525 26292 149404 30903
May 172330 10154 161537 12519 180508 17368 224022 8509 May 91383 22433 121617 29257 145871 32904
June 111489 8092 134340 10126 139559 12858 190712 15429 June 86367 21809 114054 27070 164079 31558
July 108265 7308 94617 9923 73315 13312 104920 17455 July 85942 20416 115506 26001 176412 29598
August 92437 6570 82460 9847 60207 13223 74390 14388 August 75839 22377 102271 27723 156229 30932
September 16950 2300 74324 7732 80630 11748 87583 19427 102330 14807 September 61808 19618 119268 26807 161807 29620
October 70302 6064 91753 9480 103916 13759 173247 31718 113160 21015 October 63077 21520 117615 28330 153930 32428
November 101750 7590 65620 6728 147394 13839 96025 22264 117467 19913 November 66672 25536 106344 23723 169089 31962
December 111745 8320 103559 10422 138215 13025 103545 17342 125752 19327 December 100813 27181 130352 30537 173140 34619
January 113734 8848 138879 10646 150655 12448 88748 15949 93313 15493 January 110385 26681 131716 30924 171055 33083
February 107490 7882 145569 9458 140489 11509 98538 13909 94083 14963 February 120662 27081 124324 28867 148628 32774
March 101292 8428 146747 11111 181941 12588 128010 17744 120598 16780 March 126952 29789 143136 31376 175451 36044
Average 89038 7061.714 116509 8993 132558 11961 120858 17506 126362 16076 Average 89791 23899 121227 28076 162091 32202
FUEL DATA FOR CALCULATING THE SEASONAL CORRECTION FACTORS
Fuel sales data (in liters) obtained fromIndian Oil outlet at Km250+000 Dealer : Ajay Fuels
PERIOD
(2007-2008) (2008-2009) (2009-2010) (2010-2011) (2011-2012)
Fuel sales data (in liters) obtained fromBP outlet at Km141+000 Dealer : Sri Sai Pertol Pump
PERIOD
(2007-2008) (2008-2009) (2009-2010) (2010-2011) (2011-2012)
Fuel sales data (in liters) obtained fromIndian Oil outlet at Km169+000 Dealer : S.K. Amadla
PERIOD
(2007-2008) (2008-2009) (2009-2010) (2010-2011) (2011-2012)
Fuel sales data (in liters) obtained from Indian Oil outlet at Km 181+000 Dealer : RSN Oil Kulkoti
PERIOD
(2007-2008) (2008-2009) (2009-2010) (2010-2011) (2011-2012)

Format for O-D Survey (Passenger Vehicles)
1. Car / jeep / Van
2. Taxi
3. Trip Van
Place:
District:
State:
Place:
District:
State:
Trip Length
Frequency
Daily
Alternate Days
Weekly
Monthly Twice
Monthly
Occationally
1. Work
2. Business
3. School / College/Education
4. Marriage / Functions / Social
5. Tourism
6. Hospital / Health
7. Other
ORIGIN & DESTINATION SURVEY (PASSENGER VEHICLES)
Type of Vehicle
Trip Frequency
Vehicle
Particulars
O-D
Trip
Characteristics
Purpose
Name of Road :
Direction:
Location at Km:
Survey Duration : 24 hrs
If Day Return trip is "daily" Mention the no of return trips in 24 hrs.
(for Frequency code No.7)
Origin
Destination
1.Single
7. Return
2.Single
3.Single
4.Single
5.Single
6.Single
8. Return
9. Return
10. Return
11. Return
12. Return
Return within
24 Hours

Format for O-D Survey (Goods Vehicles)
Name of Road :
Road No :
Direction:
Location at Km:
Survey Duration 24 hours
1. LCV
2. 2-Axle
3. 3-Axle
4. Multi Axle vehicle
5. Oversized Vehicles
Place:
District:
State:
Place:
District:
State:
Trip Length:
Frequency
Daily
Alternate Days
Weekly
Monthly Twice
Monthly
Occationally
1. Vegitables, Fruits, Meat, Milk Products (Perishable
Products)
2. Rice, wheat, Pulses, Bajra, Jowar (Food Crops)
3. Cotton,jute, Sugarcane, Tea, Tobaco (Cash Crops)
4.Electrical & Electronics, Vehicles, Medicines
(Manifacturing Products )
5.Cosumer Products (Daily Usable Items , soap, shampoo,
parchun etc)
6. Chemical Products
7. Petrolium Products
8. Textile Product
9. Building Materials
10. Parcel & Paper Products
11. Wood & Forest Products
12. Machine & Machine Products
13. Metal, Mineral & Ores
14. Rubber & plastic Products
15. Miscellanious (Animals, Scrap, Glass, Bottles etc)
16. Empty
Trip Characteristics
& Other
Information
Type of Vehicle
If Day Return trip is "daily", Mention the no of return trips in 24 hrs. (for Frequency
No.7)
ORIGIN & DESTINATION SURVEY (GOODS VEHICLES)
Vehicle Particulars
Trip Frequency
Commodity Type
Origin
Destination
O-D
1.Single
7. Return
2.Single
3.Single
4.Single
5.Single
6.Single
8. Return
9. Return
10. Return
11. Return
12. Return
Return within 24 Hours
4.Single
5.Single
10. Return
11. Return

Zone List

Zone List
Zone No. Zone Name
1 Koppal, Ganigeri, yalburga, Malekoppa, Gangawathi, Ganigera.
2
Bellary, Hospet, Hoovina Hadagagali, Itagi, Kudligi, Torangal, Sandur,
Hampi
3 Raichur, Sindanur
4 Davangere, Harapanahalli, Harihar
5 Chitradurga
6 Haveri, Hangal, Shiggaon, Byadgi
7
AdavI Sompur,Lakkundi, Dambal, Jantli shirur, Hariapur, Ron,Belwanki,
Alur,Meundi, Mundargi,Harlapura, papanashi, Papanashi Tanda,
Kadampur, Papanashi tanda, Kothanur, Lingsur, Perupura, Hagari
Bommanahalli, Sambhapura, Kampli, Alavundi, Sompura, Kutharni,
Kumbaru,
8
Hombal, Navalli, Banaganur, Shelwadi, Nargund, Malwad, Tadahal,
Lingadhal, Kurahatti, Tuppadakurhatti, Konnur, Salavadi,
9 Gadag Town
10
Binkadkatti,Hoolageri,Hulkoti,Dundoor, Shagoti, Kurtakoti, Papanashi,
Kumbaru, Hirevadatti, S.B.Halli, Shingatanura, Kadampur, Dambal,
Vennivegal, Mevundi, Raputhagudda, Peralur, Kodamura, Bhadrapura,
Hulkoti, Haliyal, Bhadrapura, Shirahatti, Betageri, Naregal
11
Lakshmeeswara, mandor, Mulgund, Doni, Narsapur, mallapura, Dindur,
Kanavihapura, Yavagal, Belavanki, Kongavad,
12 Dharwad, Annegeri,Hubli, Navalgund, Hanagal, Shirguppi, Hallikere,
13
Belgaum, Bagalkot, koodalasangama, Mudhol, Badami, Harlapura, Matti
Koppa, Gokak, Saundatti, Ramdur ,Nandihal, timmapura
14 Bijapur,Gulbarga, balaganur, Itakal, gangapura, Karajagi
15 Uttara Kannad, Mangalore, Karwar, Honnavara, Dandeli, Sirsi
16 Shimoga, Shikaripur, Shiralkoppa, mallasamudra,
17 Rest of Karnataka (South Karnataka), Bangalore, Kalasapur
18 Goa
19 Maharashtra
20 Andhra Pradesh
21 Tamil Nadu & Kerala
22 Rest of India

Distance Matrix of Section 1at Km196 on NH 63
O/D 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Grand
Total
1 0 3 1 31 2 5 48 3 1 1 7 3 105
2 0 1 16 5 41 12 1 1 16 8 101
3 0 1 2 2 5
4 0 3 1 4
5 0 0
6 3 0 3
7 1 1 1 1 0 1 86 1 2 24 1 2 1 122
8 1 1 0 2
9 37 42 5 92 0 11 1 1 2 1 2 4 198
10 2 2 4 9 0 1 2 1 21
11 4 1 1 3 0 1 10
12 52 48 10 24 2 0 5 10 2 153
13 1 10 2 5 0 1 1 20
14 1 0 1
15 8 6 1 7 1 1 0 3 27
16 1 0 1
17 2 0 1 3
18 2 6 0 2 10
19 1 2 1 0 4
20 3 8 5 1 0 17
21 1 0 1
22 0 0
Grand
Total
112 117 20 0 0 4 135 3 155 17 14 128 19 9 10 3 0 25 13 18 6 0 808

Distance Matrix of Section 2 at Km32 on SH 136
O/D
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Grand
Total
1 0 1 1
2 0 1 1
3 0 0
4 0 0
5 0 0
6 0 0
7 0 0
8 1 1 1 0 68 1 1 73
9 66 0 18 7 1 92
10 0 0
11 1 1 10 0 12
12 1 4 0 5
13 0 0
14 0 0
15 0 0
16 0 0
17 0 0
18 0 0
19 0 0
20 0 0
21 0 0
22 0 0
Grand
Total 1 1 0 0 0 0 2 69 82 18 1 8 0 2 0 0 0 0 0 0 0 0 184

Sample Pivot Table for cars at Km196 on NH 63

Sum of Count Destination
Origin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Grand Total
1 0 9 1 2 27 2 1 2 44
2 0 7 2 22 5 1 3 1 41
3 0 1 1
4 0 1 1 2
5 0 0
6 0 0
7 1 1 0 1 25 1 13 42
8 1 0 1
9 9 13 1 11 0 3 37
10 1 3 1 0 1 6
11 1 1 1 0 3
12 18 20 4 9 0 2 53
13 4 1 1 0 1 7
14 0 0
15 1 1 0 2
16 0 0
17 0 0
18 1 3 0 1 5
19 1 1 0 2
20 2 1 1 0 4
21 0 0
22 0 0
Grand Total 32 43 7 0 0 1 26 1 43 4 5 67 7 3 3 0 0 5 2 1 0 0 250

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